Document of The World Bank Public Disclosure Authorized FOR OFFICIAL USE ONLY
Report No: 43441-SN
PROJECT APRAISAL DOCUMENT
ON A Public Disclosure Authorized PROPOSED CREDIT IN THE AMOUNT OF SDR 71.2 MILLION (US$l05 MILLION EQUIVALENT)
TO THE
REPUBLIC OF SENEGAL Public Disclosure Authorized FOR A DAKAR DIAMNIADIO TOLL HIGHWAY PROJECT
May 6,2009
Transport Sector Country Department AFCF 1 Africa Region
This document has a restricted distribution and may be used by Governments only in the performance of their official duties. Its contents may not otherwise be disclosed without World
Public Disclosure Authorized Bank authorization. CURRENCY EQUIVALENTS (Exchange Rate Effective February 28,2009)
CurrencyUnit = CFAF
US$l = CFAF 500
SDR 1 = US$1.476080
FISCAL YEAR July lSt- June 30'
ABBREVIATIONS AND ACRONYMS AfDB African Development Bank AFD Agence Franpise de De'veloppement (French Development Agency) AGETIP Agence d'Exe'cution des Travaux d'Inte'rZt Public (Public Interest Works Implementing Agency) AGS Accelerated Growth Strategy AIDS Acquired Immune Deficiency Syndrome APIX, s.a. Agence Nationale Charge'e du De'veloppement de 1'Investissement et des Grands Travaux (Investment Promotion and Large Projects Agency) ARMP Autorite' de Re'gulation des Marche's Publics (Public Procurement Regulatory Authority) BOT Build Operate and Transfer CADAK Comite' d 'Agglome'ration de Dakar (Dakar Urban Authority) CAR Comite' d 'Agglome'ration de Rufisque (Rufisque Urban Authority) CAS Country Assistance Strategy CEM CollBge d'Enseignement Moderne (Modern Education Junior High School) CETUD Centre d'Etude des Transports Urbains de Dakar (Dakar Urban Transport Study Center) CFAA Country Financial Accountability Assessment CPAR Country Procurement Assessment Report CPPR Country Portfolio Performance Review DDI Direction de la Dette et de 1 'Investissement (Debt Unit of the Ministry of Finance) DDTH Dakar Diamniadio Toll Highway DISEZ Diamniadio Integrated Special Economic Zone DPA Direction du Projet Autoroute (Toll Road Directorate) DPS Direction de la Pre'vision et de la Statistique (Office of Economic Forecasting and Statistics) DS Droit de Super-cie (Right of Land Occupancy) EA Environmental Assessment EMP Environmental Management Plan ESA Environmental and Social Assessment ESAP Environmental and Social Advisory Panel ESMF Economic and Social Management Framework ESMP Environmental and Social Management Plan FOR OFFICIAL USE ONLY EU European Union FDV Fondation Droit h la Ville (Rights to the City Foundation) FIAS Foreign Investment Advisor Service FMS Financial Management Specialist FSAP Financial Sector Appraisal Program GDP Gross Domestic Product GIE Groupement d 'IntirZt Economique (Economic Interest Group) GoS Government of Senegal GPN General Procurement Notice HIPC Highly Indebted Poor Countries IC Individual Consultant ICB International Competitive Bidding IDA International Development Association IEG Independent Evaluation Group IF1 International Finance Institutions IFR Interim Un-audited Financial Reports IMF International Monetary Fund IRR Internal Rate of Return M&E Monitoring and Evaluation MDG Millennium Development Goals MDTF Multi-Donor Trust Fund NCB National Competitive Bidding NGO Non Governmental Organization PAP Project-Affected People PAST Programme d'Ajustement Sectoriel des Transports (Transport Sector Adjustment Program) PCBs Polychlorinated Biphenyls PEFA Public Expenditure and Financial Accountability PFM Public Finance Management PIS Pikine Irrigulier Sud (Irregular South Pikine) PIU Project Implementation Unit PPIAF Public Private Infrastructure Advisory Facility PPP Public Private Partnership PRG Partial Risk Guarantee PRPIS Projet de Restructuration de Pikine Irrkgulier Sud (Irregular South Pikine Restructuring Project) PRSP Poverty Reduction Strategy Paper PSI Policy Support Instrument PST I1 Programme Sectoriel des Transports I1 (Second Transport Sector Program) PUD Projet Urbain de Diamniadio (Diamniadio Urban Project) QCBS Quality and Cost Based Selection RAP Resettlement Action Plan RFP Request for Proposal RN Route Nationale (National Road) ROW Right-of-way RPF Resettlement Policy Framework SA1 Cours des Comptes (Audit Office) SBD Standard Bidding Documents SDSP Stratigie de Diveloppement du Secteur Prive' (Strategy for Private Sector
This document has a restricted distribution and may be used by recipients only in the performance of their official duties. Its contents may not be otherwise disclosed without World Bank authorization. Development) SIL Specific Investment Loan SPN Specific Procurement Notice SPV Special Purpose Vehicle STD Sexually Transmitted Diseases UESLE Unite' Environnementale, Sociale et de Libe'ration des Emprises (Right-of- Way Clearing, Environmental and Social Unit) VDN Voie de De'gagement Nord (North Exit Route) voc Vehicle Operating Costs WAEMU West African Economic and Monetary Union
Vice President: Obiageli K. Ezekwesili Country Director: Habib M. Fetini Sector Manager: C. Sanjivi Rajasingham Task Team Leader: Moctar Thiam and Raymond Bourdeaux REPUBLIC OF SENEGAL Dakar Diamniadio Toll Highway Project CONTENTS Page
A . STRATEGIC CONTEXT AND RATIONALE ...... 1 1. Country and Sector Issues ...... 1 2 . Rationale for Bank Involvement ...... 2 3 . Higher Level Objectives to which the Project Contributes ...... 3
B. PRO.JECTDESCRIPTION ...... 4 1. Lending Instrument ...... 4 2 . Program Objective and Phases ...... 4 3 . Scope and Description (see Annex 4 for detailed project description) ...... 5 4 . Project Development Objective and Key Indicators ...... 5 5 . Project Components ...... 6 6 . Lessons Learned and Reflected in the Project Design ...... 7 7 . Alternatives Considered and Reasons for Rejection ...... 8
C. IMPLEMENTATION...... 9 1. Partnership Arrangements ...... 9 2. Institutional and Implementation Arrangements ...... 9 3 . Monitoring and evaluation of outcomeshesults ...... 10 4 . Sustainability ...... 11 5 . Critical Risks and Possible Controversial Aspects ...... 11 .. 6 . Credit Conditions and Covenants...... 22
D. APPRAISAL SUMMARY ...... 26 1. Economic and Financial Analyses ...... 26 2 . Technical ...... 27 3 . Fiduciary ...... 28 4 . Social ...... 29 5 . Environment ...... 31 6 . Safeguard Policies ...... 33 7 . Policy Exceptions and Readiness ...... 35
Annex 1: Country and Sector or Program Background...... 36 Annex 2: Major Related Projects Financed by the Bank and/or other Agencies ...... 42
Annex 3: Results Framework and Monitoring...... 43
Annex 4: Detailed Project Description ...... 47
Annex 5: Project Costs ...... 65
Annex 6: Implementation Arrangements...... 67
Annex 7: Financial Management and Disbursement Arrangements ...... 72
Annex 8: Procurement Arrangements...... 79
Annex 9: Economic and Financial Analysis ...... 89
Annex 10: Safeguard Policy Issues ...... 94
Annex 11: Social Assessment ...... 99
Annex 12: Project preparation and supervision...... 115
Annex 13: Documents in the Project File ...... 117
Annex 14: Statement of Loans and Credits...... 120
Annex 15: Country at a Glance ...... 121
Annex 16: Maps ...... 123 IBRD Map 36761 : Senegal. Dakar Diamniadio Toll Highway Project Senegal Dakar Diamniadio Toll Highway Project Project Appraisal Document Africa Region AFTTR
Date: May 6,2009 Team Leader: Moctar Thiam Country Director: Habib M. Fetini Sectors: Roads and highways (90%); General Sector ManagerDirector: C. Sanjivi finance sector (10%) Rajasingham Themes: Infrastructure services for private sector development (P); Other urban development (S); Regulation and competition policy (S) Project ID: PO87304 Environmental screening category: A (Full Assessment ) Lending Instrument: Specific Investment Loan Safeguard screening category: A
Project Financing Data [ 3 Loan [XI Credit [ 3 Grant [ 3 Guarantee I Other:
For Loans/Credits/Others: Total Bank financing (US$m.): 105.00 Proposed terms: Standard IDA terms, with a maturity of 40 years, including a grace period of 10 vears.
Source Local Foreign Total Borrower (including taxes) 186.64 0.00 186.64 International Development Association 0.00 105.00 105.00 (IDA) AFD 0.00 80.00 80.00 AfDB 0.00 49.00 49.00 Concessionaire 0.00 110.76 110.76 Total: 186.64 344.76 53 1.40
Borrower: Republic of Senegal
1 Responsible Agency: Agence Nationale Charge‘e du De‘veloppement de 1‘Investissement et des Grands Travaux (APIX, s.a.) Dakar, Senegal Tel: 01 1-221-33-842-31 10, Fax: 01 1-221-33, E-mail: APIX, [email protected] Internet site: www.investinseneg;al.com Project Management Unit (PMU) Dakar, Senegal Tel: 01 1-221-869-6060 thiamace@,sentoo. sn
FY 2010 201 1 2012 2013 2014 2015 2016 Annual 10.00 25.00 25.00 20.00 14.00 6.00 5 .OO Cumulative 10.00 35.00 60.00 80.00 94.00 100.00 105.00
Does the project depart from the CAS in content or other significant respects? [ ]Yes [XINO Ref: PAD A.3 Does the project require any exceptions from Bank policies? Ref: PAD D. 7 [ ]Yes [XINO Have these been approved by Bank management? ]Yes [ IN0 Is approval for any policy exception sought from the Board? [ ]Yes [ ]No Does the project include any critical risks rated “substantial” or “high”? [XIYes [ ]No Ref: PAD C.5 Does the project meet the Regional criteria for readiness for implementation? [XIYes [ ]No RdPAn n.7
Project development objective. Ref: PAD B.2, Technical Annex 3 The objective of the project is to: (i)improve mobility between Dakar and Diamniadio; and (ii) provide communities affected by the construction of the highway access to basic social and economic services.
Project description Ref: PAD B.4, Technical Annex 4 The proposed project is the master piece ofa green field motorway program connecting the heart of Dakar to Diamniadio, an economic growth pole located about 30 km away. The program, which is divided into four contiguous motorway sections, started a few years ago with the first section downtown, now open to traffic, and continued with the adjacent second section whose construction is still in progress. Both sections are fully funded by the GoS. The proposed project covers the construction of sections three and four under a public private partnership (PPP) arrangement and the resettlement ofaffected people and urban upgrading along sections 2, 3 and 4. IDA co-finances the construction of the resettlement site and the urban upgrading of a neighborhood crossed by the motorway. .. 11 The proposed project comprises four components:
Component A: Road Infrastructure (motorway sections 3 and 4) Even though IDA is not financing this component, the Bank has facilitated the process leading to a successful PPP arrangement. The Government of Senegal (GoS) was keen to attract private sector involvement in the program as a way of: (i)mobilizing private financing and (ii)ensuring that the highway would be operated and maintained by a qualified private firm. In view ofthe size and cost of the whole motonvay program and the timetable required to implement a PPP, it would have been unrealistic to set up the entire program as a PPP. Hence, the GoS decided to split the program in four sections, and immediately start the construction of sections 1 and 2 while preparing a PPP scheme for sections 3 and 4 with the assistance ofthe Bank. Under this PPP, the private concessionaire will build sections 3 and 4 and thereafter operate and maintain sections 2,3, and 4 and collect tolls on same sections for a period of25 years to recoup its investment and operating costs. The construction cost ofsections 3 and 4 will be borne by the concessionaire who will receive a fixed contribution from the GoS; the GoS will in turn receive a financial support from AFD and AfDB.
Component B: Right ofWay Clearinn,Urban DeveloDment ofthe Tivaouane Peulh Resettlement Site. and Implementation ofthe Mbao Forest Management Plan. The construction ofthe new toll highway between Pikine and Diamniadio (sections 2,3, and 4) will affect about 30,000 inhabitants as it passes through densely-populated areas. Most ofthe affected population is likely to choose to be resettled (the other part choosing to be financially compensated). In accordance with IDA policy, the GoS has secured a 165 ha resettlement site, located in Tivaouane Peulh, to resettle displaced population affected by the construction of sections 3 and 4 and the restructuring ofPikine Irregulier Sud (PIS) a neighborhood crossed by section 2 (see Component C below), while preserving some ofthe social relationships between displaced populations. Such a site will need preparation and construction, both in terms of infrastructure and equipment, to be able to accommodate the resettled population. In order to provide a clean environment for the resettled population one ofthe largest pollution sources in Dakar, the Mbeubeuss solid waste deposit, located 2 km from the resettlement site at Tivaouane Peulh, will be closed in an environmentally acceptable manner. The alternative waste disposal site will be operational before the Mbeubeuss landfill is closed. The motonvay will cross a protected forest ofthe Greater Dakar area. The project will finance part ofthe implementation of the updated Mbao Forest Management Plan.
Component C: Urban Restructuring ofPikine Irrkaulier Sud The motonvay will be built through the Pikine area and in particular, densely populated Pikine Irrkgulier Sud (PIS) area, which is faced with a severe lack of basic infrastructure and services, leading to numerous social and environmental issues, especially flooding, inadequate drainage, and poorly constructed road networks. The project will use this opportunity to provide extensive urban restructuring of PIS. The main objectives of this component will thus be to: (i)provide incentive and framework for securing land ownership titles for current inhabitants; (ii)improve the living environment; (iii)support access to basic services such as markets, drainage, health care and education; and (iv) provide better access to the area, in order to support urban integration and accessibility to local, regional, and national infrastructure and facilities.
... 111 Component D: Program Implementation This component includes all activities related to the coordination, supervision, monitoring and evaluation of the program which will be carried out by the Investment Promotion and Large Projects Agency (APIX, s.a.). Components B and C will be carried out by AGETIP under a performance contract with APIX, s.a. and the cost ofAGETIP’s intervention is directly covered under components B and C.
Which safeguard policies are triggered, if any? Re$ PAD 0.6, TechnicalAnnex 10 The following 5 Safeguard Policies are triggered by this project: 4.01 - Environmental Assessment 4.04 - Natural habitats 4.1 1 - Physical Cultural Resources 4.12 - Involuntary resettlement 4.36 - Forests
Significant, non-standard conditions, if any, for: Re$ PAD C.6
Board presentation: None
Loadcredit effectiveness: The Subsidiary Agreement has been executed on behalf of the Government and the Project Implementing Entity.
The Co-Financing Agreements have been executed and delivered in form and substance satisfactory to the association and all conditions precedent to their respective effectiveness or to the right and ability of the Government to make withdrawals under such Co-Financing Agreements (other than the effectiveness ofthis Agreement), have been fulfilled.
The Government has either paid or secured funds for payment in an aggregate amount equal to FCFA 8 billion in a segregated account in form and substance satisfactory to the Association for the amounts owed by the Government for the compensation of Displaced Persons affected by the Phase 1 Highway Work and the Phase 2 Highway Work.
The Government has either paid or secured funds for payment in an aggregate amount equal to FCFA 15.7 billion in a segregated account in form and substance satisfactory to the Association for the amounts owed by the Government for the compensation of Displaced Persons affected by (i)the Resettlement Site Work, and (ii)compensation of Displaced Persons affected by the Phase 3 Highway Work.
The Government has signed a written agreement in form and substance satisfactory to the Association with a private operator (the “Private Operator”) for the establishment and operation of the Replacement Landfill and for its timely and effective opening and management (the “Replacement Landfill Management Contract”).
iv The Government has adopted a Project Implementation Manual, and an Administrative, Financial and Accounting Procedures Manual, in each case, in form and substance satisfactory to the Association.
APIX, sa. and the Directorate of Water and Forest have signed the Mbao Forest Protocol, in form and substance satisfactory to the Association.
The Concession Agreement has been executed by the Government and the Concessionaire and the Concessionaire has executed and delivered the financing arrangements in form and substance satisfactory to the Association, for the aggregate amount of financing required under the terms ofthe Concession Agreement.
The Government has established through APIX, s.a. an expert environmental and social advisory panel including members of non-governmental organizations, civil society, research institute and an environmental management and a resettlement advisor in form and substance and with resources and functions satisfactory to the Association, that will participate in the monitoring and evaluation of the implementation of the Social and Environmental Safeguard Instruments.
Covenants applicable to project implementation: The Government shall recruit, not later than six months after the Effective Date, the auditors for the project.
APIX, sa. shall submit to the Association by November 30 of each year annual budgeted work plans for the activities of the project in form and substance satisfactory to the Association.
The Government shall have paid all undisputed amounts outstanding to its contractors for construction of the Phase 1 Highway Work and the Phase 2 Highway Work by not later than September 30,2010.
The Government shall ensure that the requirements set forth in the Social and Environmental Safeguard Documents have been fully complied with in a manner satisfactory to the Association as confirmed in writing by the Association prior to the commencement of each of the Phase 3 Works and the Phase 4 Works.
The Government shall have either paid or secured funds for payment in an aggregate amount equal to FCFA 15.7 billion in a segregated account in form and substance satisfactory to the Association for the amounts owed by the Government for compensation of Displaced Persons affected by the Phase 4 Highway Work, by not later than December 3 1, 201 1.
The Government shall have opened by no later than May 30, 2010, a fully operational Replacement Landfill designed and constructed in a manner satisfactory to the Association and in full compliance with the Association’s environmental and social safeguard policies.
The Government shall ensure that no Subproject that would cause the effective resettlement of Displaced Persons to the Resettlement Site shall be commenced under the project prior to (i)the-Mbeubeuss Landfill reaching Non-Operational Status (as defined below) and-(ii) the
V existence ofa Functioning Resettlement Site.
0 The Government shall ensure that the Mbeubeuss Landfill be closed to the public and cease to be receiving and burning waste (“Non-Operational Status”) by no later than November 30, 2010.
0 The Government shall provide, promptly as needed, the funds, facilities, services and other resources required for the project shall for the purposes ofthe project:
o require APIX, s.a. to open and maintain, until the completion ofthe project, an account in FCFA at a commercial bank acceptable to the Association (the Project Account), on terms and conditions satisfactory to the Association;
o deposit into the Project Account an initial amount: (i)in the amount ofFCFA 16.6 billion by December 3 1, 2010; (ii)in the amount of FCFA 10 billion by December 3 1, 201 1; (iii) in the amount of FCAF 13.8 billion by December 31, 2012; and (iv) in the amount of FCAF 4.9 billion by December 3 1, 2013.
By no later than three months after the effective date, the Government shall have put in place through APIX, s.a. the following measures to reinforce its capacity to manage the process involving Displaced Persons:
o elaboration of a social communication strategy giving more voice to the Displaced Persons and setting up a more rapid and time-bound response mechanism to their queries;
o development and dissemination in a manner accessible to Displaced Persons of the internal grievance resolution mechanism; and
o strengthening of the monitoring and evaluation system for resettlement issues with a special emphasis on monitoring compensation payments, livelihood restoration and complaints resolution.
0 By no later than two months after the Effectiveness Date, the Government shall have recruited through APIX, s.a. two non-governmental organizations to facilitate the social mobilization process related to Phase 1 Highway Work and the project.
By no later than six months after the Effective Date, the Government shall have put in place through APIX, s.a. the following measures to reinforce its capacity to manage the process involving Displaced Persons:
o A field office shall be established by APIX, s.a. in the project zone, in form and substance and with resources and functions satisfactory to the Association, including a sociologist, an urban specialist, a monitoring and evaluation specialist, a communication specialist, a database manager, and a team assistant.
o Five Local Liaison Committees comprising three to five persons each will be established at the commune level in form and substance and with resources and functions satisfactory to the Association, to liaise with the Displaced Persons and ensure that their rights (complaints and/or dissatisfaction) are understood, taken into account and handled in a
vi time-bound manner.
o Ten Urban Reinstallation Committees representing affected local residents will be established at the quarter’s level in form and substance and with resources and functions satisfactory to the Association.
o The Dakar Diamniadio Toll Highway (DDTH) Resettlement Unit shall have been established in form and substance and with resources and functions satisfactory to the Association.
0 The Government shall ensure that by no later than six months after the Effective Date, AGETIP shall have established a Special Unit (the “AGETIP Special Unit”) in form and substance and with resources and functions satisfactory to the Association, including at least the following staff (i)a unit leader in the person of a civil engineer with at least 15 years of experience in road civil works, (ii)3 civil engineers and 1 water engineer, each with at least 10 years of experience in their respective fields, (iii)an architect, (iv) a monitoring and evaluation specialist, (v) a communication specialist, (vi) an environmentalist, and (vii) a team assistant.
0 The Government shall have adopted the Mbeubeuss Landfill Closing Plan, in form and substance satisfactory to the Association by not later than April 30,2010.
vii
A. STRATEGIC CONTEXT AND RATIONALE
1. Country and Sector Issues
1. Situated at the western tip of the African continent, Senegal covers about 200,000 km2 and is bordered by Mauritania, Mali, The Gambia, Guinea Bissau and Guinea. According to the latest available data, the percentage of the population living in poverty dropped from 67.9 percent in 1994-1995 to 57.1 percent in 2001-2002, a drop in relative terms of 16 percent or the same proportion as the growth of revenue per person. To achieve the Millennium Development Goals (MDGs), especially the target of reducing poverty by half by 20 15, the government aims to significantly improve its growth rates, as laid out in the Poverty Reduction Strategy Paper (PRSP). While the short-term macro-economic outlook hinges on global economic conditions, Gross Domestic Product growth could return to the four percent range over the medium term (2010-2012). Going forward, the higher growth targeted by the authorities under the Accelerated Growth Strategy (AGD) - 7-8 percent per year - could be reached if the Government reinforces its capacity to accelerate implementation of market-oriented structural reforms and execute infrastructure projects, on which depends the success of the strategy. Medium and long term grants should receive a boost from several important Public-Private Partnership, including the Dakar-Diamniadio Toll Highway Project, given the massive expansion of Dakar, which contains around 25 percent of the 11 million inhabitants and more than 80 percent of industrial and economic activities in less than 0.3 percent of the land . space. In addition, the quasi-totality ofadministrative and business services is concentrated in the extreme west of Dakar. This urbanization is at the root of important back-and-forth movements at peak hours between suburban areas and the historic center ofDakar. 2. A Bank-financed study indicates that constrained mobility and rapid urbanization in the Dakar metropolitan area has contributed to serious bottle-necks and a leveling-off of economic growth. Traveling on the National Road (RNl), the only entry into and out of Dakar, can take from two to four hours. The city is growing at a rate of 150,000 to 200,000 people per year. The city’s infrastructure, built to accommodate 300,000 people, is over-stretched. Real estate prices are increasing at double digit rates, and social pressures are bubbling to the surface.
3. In the slum neighborhoods, the situation is especially critical. Built in typically flood- prone areas, slums are expanding without the appropriate land ownership and adequate infrastructure - utility connections, drainage, roads, etc. During rainy season, most of the neighborhoods are flooded under two to three feet ofwater for weeks, contributing to worsening health conditions, with frequent outburst of cholera and other water borne diseases. These conditions are likely to result in major security problems for the greater Dakar area if left unsolved.
4. The high loss of productivity for local and regional businesses due to heavy congestion and the impact on the free flow of regional trade is threatening Senegal’s ability to serve as a regional economic hub. The viability of major new investments in the Port of Dakar, the proposed economic zone near Diamniadio, the new International Airport, and the highly popular tourist destinations near Mbour are severely hampered by the absence of a reliable and efficient connection in and out of Dakar.
1 5. A feasibility study financed by the Bank identified the optimal right ofway for a highway out of Dakar to go through Pikine Inegulier Sud (PIS) and the Mbao Forest to Diamniado. Highway construction is estimated to displace around 30,000 people from PIS, one ofthe worst slums in the city. The majority ofthose displaced will be relocated to a new city to be built near Keur Massar (8-9 kilometers out of the city), one of the few remaining uninhabited lands in the area. This new city is located near the Mbeubeuss dump site, expected to be closed no later than November 20 10, before any relocation takes place.
2. Rationale for Bank Involvement
6. The proposed Dakar-Diamniadio toll highway (DDTH) project is thus designed to: (i) address the severe congestion in and out of Dakar, and (ii)serve as a model of slum upgrading, urban restructuring, and environment protection. The Government of Senegal (GoS) is strongly committed to use this project as an opportunity to begin addressing the rapid urbanization and to apply World Bank social and safeguard standards. In addition to the resettlement of those affected in PIS by the DDTH, the GoS will upgrade PIS by installing a new drainage system, building roads, and constructing schools, health centers, sports facilities and markets. The resettlement site will also afford its residents brand new economic and social infrastructure with affordable access to electricity, water and transportation. To mitigate the impact ofthe highway passing through Mbao forest, the GoS has agreed to implement a sweeping forest management plan that will effectively enhance the existing forest, and reverse the significant deterioration due to the urban sprawl.
7. The World Bank in Senegal is uniquely positioned to manage this complex, multi- dimensional, high risk, high reward operation. A US$lO5 million investment is leveraging almost $600 million from the government, the African Development Bank (ADB), the French Development Agency (AFD) and the concessionaire. The Bank has been a leading partner in the transportation, urban development, and private sector development sectors over the past ten years (see Annex 2). This has enabled the Bank to establish a substantive dialogue across sectors and at the highest levels of government. The depth, breadth, and global experience tapped from across the institution (IDA, IFC, and MIGA) and from the different sectors (Transport, Urban, Private Sector Development, Operational Quality and Knowledge, Safeguards, Legal, Communication, etc.) provide a case study of how the Bank can leverage its comparative advantage over any other individual or group ofdonors.
8. A key outcome of past Bank financing has been the creation of the Private Sector Investment and Promotion Agency (APIX, s.a.). This institution has grown significantly in recent years and is considered to be one ofthe most competent agencies in government. In 2008, Senegal was ranked as the best performer in Africa in Doing Business in large part due to APIX, s.a. APIX, s.a.’s track record of attracting large investors to Senegal and to negotiating increasingly sophisticated deals has been a major contributing factor to the private sector’s interest in a Public Private Partnership (PPP).
9. The willingness ofthe private sector to engage in a PPP ofabout $1 10.76 million, in spite ofthe global financial crisis and the difficult fiscal position of the government, is largely due to the role of the World Bank. In addition to providing technical and financial resources, the Bank
2 persuaded the GoS to apply the Bank’s social and environmental safeguard standards. Equally important, the Bank is seen as an honest broker by all parties.
10. Finally, this has been a good example of donor coordination and flexibility. The initial design of the project evolved considerably and went through various permutations, allowing partners to provide their input and feel complete ownership of the process. The technical expertise ofBank staff in Dakar, coupled with the excellent relationship with the GoS, persuaded the key development partners to increase their initial contribution.
3. Higher Level Objectives to which the Project Contributes
11. Senegal adopted its second Poverty Reduction Strategy Paper (PRSP-11) in 2006, covering the years 2006-10. This PRSP I1 was prepared with extensive inputs from donors, local governments, the private sector, and representatives ofcivil society, and its vision is well aligned with the MDG agenda. The strategy is articulated around four pillars: (i)wealth creation and pro- poor growth; (ii)improving access to basic social services; (iii)protecting vulnerable groups against shocks; and (iv) greater transparency combined with participatory processes. In joint Bank-Fund staff assessments of the annual PRSP Progress Reports, the staff has found that the PRSP continued to be at the center ofthe authorities’ development efforts and that it provided a credible framework for broad-based growth and poverty reduction.
12. One ofthe central objectives ofthe PRSP is to shift the rate ofeconomic growth to seven to eight percent per year, from the trend of the last 15 years, in the four to five percent range. Assuming an easing of global economic conditions, this medium term economic outlook is favorable. At the core of this accelerated growth strategy (AGS) is a far-reaching program of large private-sector led investment projects. These projects would foster the role of Dakar as a driver of national growth and poverty reduction, and that of Senegal as a sub-regional economic hub, through a combination of expanded port and airport capacity and the development of a special economic Zone (Diamniadio Integrated Special Economic Zone - DISEZ) connected through an expanded highway network (see Annex 1).
13. The Dakar-Diamniadio Toll Highway project is a centerpiece ofthis vision. The highway is seen as both a necessary foundation for other development projects and the best attempt to decongest the Dakar area and reverse the flow of economic development towards the city’s outskirts. Lack of transport infrastructure is seen as a severe constraint by private investors, and is therefore one of the main impediments to the development of local businesses. The highway will also facilitate the relocation of businesses away from downtown Dakar, and foster the development of urban and rural synergies, by reducing the cost of access from rural areas to the Dakar economy and, through Dakar as a gateway, to export markets.
14. Continued urban development, with an additional boost from the planned special economic zone and a new airport to be built east of Diamniadio, is expected to create even greater traffic in the Dakar area. In this context, the highway would help improve urban mobility within the Dakar area and facilitate in and out of city access in the face of fast-growing urbanization. Overall, the project has the potential to make significant contributions to growth, foreign investment, employment, reduced costs of transport, as well as enabling a range of additional benefits (such as access to tourism sites, and the clearing ofa dump site).
3 15. The development of the highway is fully consistent with Senegal’s absorptive capacity, both at the macroeconomic and fiscal levels. The State of Senegal has sufficient fiscal space to meet its potential obligations in the financing ofthe toll highway. With even moderate economic growth in the 55% percent range, an effective revenue collection system, a broadly prudent fiscal stance, and continued concessional donor support at about five percent of gross domestic product (GDP) per year, the annual public investment budget alone is expected to continue to grow from about 11 percent of GDP (about US$1.4 billion) in 2009 to 13 percent ofGDP (about US$2.2 billion) by 2013. Notwithstanding budgetary slippages in 2006 and 2008, Senegal has a long track-record of prudent fiscal behavior and stable macroeconomic performance. Total public debt is low, equivalent to about 28 percent ofGDP, well below critical policy-related debt sustainability thresholds. Finally, with the highway deemed one of the highest priority projects for the GoS, budgetary funding for a substantial part ofthe overall project’s costs is not expected to be constrained in budgetary arbitrage within the overall public investment portfolio.
16. Given the strategic importance of the highway for Senegal’s development strategy, the proposed project is an integral component of the Bank’s assistance strategy. The FY07-10 Country Assistance Strategy (CAS) for Senegal was approved by the Board on June 20, 2007,’ and designed to support the GoS’ PRSP, with an articulation around three pillars: (i)fostering economic growth through support to private sector development; (ii) improving human development through better delivery of social services, notably to the most vulnerable groups; and (iii)enhancing rural and urban synergies. By supporting the implementation of one of Senegal’s main strategic initiatives, the proposed project would constitute one of the Bank’s major activities under the first and third pillars ofthe CAS.
B. PROJECT DESCRIPTION
1. Lending Instrument
17. The project will be financed through a Specific Investment Loan (SIL), which is the only lending instrument tailored for such a large infrastructure project.
2. Program Objective and Phases
18. The objective of the DDTH is to provide significant improvement to the Dakar metropolitan area as the economic driver of Senegal’s development. It intends to give this densely populated area the infrastructure necessary for its expansion to the benefit of the Dakar population, its businesses, and the Senegalese economy, while building a new city for displaced people. It also intends to support the restructuring of PIS one ofthe poorest areas in Dakar, and to contribute to the mitigation of one of the largest pollution sources in Dakar, the Mbeubeuss solid waste deposit. A Partial Risk Guarantee (PRG) had originally been proposed as part ofthe project design but the preferred bidder financing plan is focusing on multilateral and bilateral financing, which will not require political risk enhancement. At the request of the government, the PRG was therefore dropped.
’ Senegal-Country Assistance Strategy, Report No. 36608-SN. 4 3. Scope and Description (see Annex 4 for detailed project description)
19. The DDTH will be divided in four sections implemented in the following order: (i) Malick Sy - Patte d’Oie (7.6 km section); (ii)Patte d’Oie-Pikine (5 km section); (iii)Keur Massar-Diamniadio (20.4 km for the last two sections together); and (iv) Pikine-Keur Massar.
20. The GoS is currently finalizing the construction of the first section, the resettlement of people and businesses is underway (in close coordination with IDA specialists, although the section is outside of the scope of IDA financing). The GoS has also started the construction of the second section, where resettlement is under way (in close coordination with World Bank specialists). The construction of the third and fourth sections, as well as operation and maintenance through a concession agreement of the second, third and fourth sections, is being procured on a PPP basis.
21. To complement the construction of the DDTH, the project includes a large urban re- development and restructuring component in relation to a major poor neighborhood crossed by the highway. The project, therefore, considers urban restructuring around this area and local infrastructure development ofthe selected resettlement site key to ensuring the social viability of the project.
4. Project Development Objective and Key Indicators
22. The objective of the project is to: (i)improve mobility between Dakar and Diamniadio; and (ii)provide communities affected by the construction ofthe highway access to basic social and economic services.
23. A detailed list of all indicators can be found in Annex 3, but the key indicators are the following:
(i) The average travel time between Dakar and Diamniadio2; (ii) Volume oftraffic on toll highway; (iii) The number of people within 150 meters of an appropriate (asphalted) all year round road in PIS; (iv) The percentage ofsurface area liable to flooding in PIS; (v) The percentage of displaced children in PIS and in the Resettlement Site sent to school; and
’ Source: Study on the reconstruction and update for the launching of the restructuring of Pikine IrrCgulier Sud in 2012.
Based on 2006 data. This is equivalent to approximately 109,000 people. Work will be start only in year 3. Source: Socioeconomic reference study performed in October 2006 by Urbanplan Ingesahel. The baseline data concerns the Pikine area which is the starting point of persons that will be moved to another area. Data collection and surveys will be conducted in Tivaoune Peulh for mid-term and end of project data.
5 (vi) The degree population displaced satisfied with relocation services.
5. Project Components
24. The project will comprise four components:
Component A: Road infrastructure (African Development Bank (AfDB): US$49 million; French Development Agency (AFD): US$33 million; Concessionaire: US$110.7 million; GoS: US$71.8 million) 25. IDA will not finance the road construction in component A. The GoS has been keen to attract private sector involvement in the project via a PPP arrangement as a way of: (i) mobilizing private sector investment in the road sector, and (ii)ensuring that it would be built, operated, and maintained to the largest extent possible by the private sector. In view of the size and costs ofthe motonvay and ofthe timetable required to implement a PPP, it would have been over ambitious to tender the entire project as a PPP. As a result, the GoS decided and has already fully financed the development and construction ofthe first two sections. It also decided to allow for a mix of public and private funding for the third section, under a PPP scheme which would involve the construction of the third and fourth section, and the operation of the toll on the second, third and fourth sections.
26. Feasibility and traffic studies show that, although the construction of the highway will bring huge economic benefits to the area, revenue generation opportunities will be limited and will therefore constrain the ability of a concessionaire to generate sufficient profit to repay debt and generate return on equity over the life ofthe concession. A mix ofpublic and private funding was therefore warranted and a capital grant will thus be provided from the GoS budget, with the support of other donors (mainly AfDB, AFD), to fund part of the construction costs of the concessionaire.
Component B: Right of way clearing for section 3 and 4 of the DDTH and urban development of Tivaouane Peulh Resettlement Site Preparation (IDA participation: US58.5 million; French Development Agency (AFD): US$25.2 million; GoS: US74.6 million) 27. As it has been designed to pass through densely-populated areas, the construction of the new toll highway between Pikine and Diamniadio will affect about 30,000 inhabitants, and most of them are likely to choose to be resettled (the other part choosing to be financially compensated). The GoS has secured a 165 ha resettlement site, located in Tivaouane Peulh, to resettle displaced population affected by the phase 4 and the restructuring of PIS of the project. Such a site will need preparation and construction, both in terms ofinfrastructure and equipment, to be able to accommodate the resettled population.
28. This site is located about two kilometers (1.3 miles) from the uncontrolled Mbeubeuss waste disposal site. The Mbeubeuss dump site will be closed in 2010, before any relocation takes place. Closing the waste disposal site will also eliminate one ofthe major sources ofpollution in the Dakar area. A replacement landfill has been identified, whose development should be completed by May 20 10 thus allowing the beginning of its operation.
6 29. The highway passes through the middle of the last protected forest area in the Greater Dakar area, the Mbao Forest Reserve. The project will compensate the losses to the Mbao Forest Reserve and finance a part of the updated Forest Management Plan for the Mbao Forest Reserve.
Component C: Urban restructuring of Pikine Irrigulier Sud (IDA participation: US$27.3 million; French Development Agency (AFD): US$18.7 million; GoS: US$9.0 million) 30. Since the motonvay will be built through the Pikine area, the project will use this opportunity to provide extensive urban restructuring of the densely populated PIS area, which is faced with a severe lack of basic infrastructure and services, leading to numerous social, environmental, and related health issues. As identified during the preparation phase the main areas of concern include especially flooding, inadequate access for vehicles due to poorly constructed road networks; and lack ofpublic areas suitable for services.
31. The main objectives of this component will thus be to: (i)provide incentive and framework for securing land ownership titles for current residents; (ii)improve the livelihoods of the population through better access to basic services such as land titles, health care, education and commercial facilities; (iii)provide better access to and within the area, in order to support urban integration and accessibility to local, regional, and national infrastructure and facilities; and (iv) develop an acceptable drainage network aimed at restraining or stopping the periodic flooding of the area.
Component D: Program implementation (IDA participation: US$14.1 million) 32. This component will include all activities related to the coordination and supervision of the program activities as performed by the APIX, s.a., including the monitoring and evaluation.
6. Lessons Learned and Reflected in the Project Design
33. All transport sector projects in Senegal (Annex 2) and many projects in other sectors involve several donors working together, often the World Bank and the AFD. This has contributed to excellent cooperation and coordination between donors. The design of the proposed project has taken into account the donors’ concerns.
34. Many PPP projects face difficulties during the construction stage if the government is not able to fulfill its contractual obligations. In this case, the government will have, in particular to (i)resettle affected population in a timely fashion to allow the concessionaire to proceed with its works, and (ii)fund a portion ofthese works.
35. Other lessons learned under urban projects in West Africa are also reflected in the project design:
(i) Important resettlement operations can be implemented in a satisfactory manner if prepared ahead of schedule and implemented through efficient and transparent mechanisms. Accountability of the agencies in charge of implementing the resettlement plans is key to build confidence among affected people and stakeholders. Operational lessons learned during the large resettlement operation (2,300 households) successfully completed in 2006 in Nouakchott, Mauritania under the Urban Development Program were taken into account; and 7 (ii) The design for the Pikine Irregulier South rehabilitation program takes into account, in particular: (a) the need for a clear and focused objective; (b) adapted institutional arrangements; and (c) implementation limited to selected sites to ensure significant impact. The process of identification and validation of priorities included the following: (a) a preliminary list of investments, based on the results ofthe various diagnoses carried out in the targeted area and the various urban development strategies already prepared; (b) extensive consultations with a broad range of stakeholders, including the beneficiary communities and their representatives, elected officials, central and local government officials and agencies, and NGOs; (c) an arbitrage among the various options in terms of type of investment and level of service (width of road) within a given financial envelope.
7. Alternatives Considered and Reasons for Rejection
36. Improvement of existing roads. Improvements to National Road (RN1 of the Niayes road) and the Voie de Ddgagement Nord (VDN) could have been alternative solutions to alleviate traffic issues in the peninsula. However, such alternatives would only be possible by enlarging the current roads outside of the set boundaries, thus incurring onerous adjustments. The main traffic issue in the zone is directly related to spontaneous occupation ofthe road sides that slows down traffic in the area. This solution would not have provided a high speed road to the public. Lastly, this type of project would not have been compatible with the contractual PPP scheme, which would have hampered sustainable maintenance ofthese revamped roads.
37. Other high roads design. As part ofthe study on Environmental assessment of the DDTH ROW (03/01/2006), APIX, s.a. performed a multi criteria analysis to determine which design was the most appropriate for the highway, considering technical, social, economic, environmental and urban mobility factors. That analysis led to the selection of the current design within the highway project framework.
38. Highway stretched to Thies. The project was initially designed to reach the city of Thies, at approximately 70 kilometers east of Dakar. However, an economic analysis of the project done as part of the feasibility studies showed that current and estimated future traffic, coupled with existing infrastructures could not justify building the highway beyond Diamniadio in the medium term. Also, implementing the project beyond Diamniado as a PPP would not have been financially feasible without disproportionately high GoS contribution. In the very long term, the expansion of the highway could be considered if justified either toward Thies or to other coastal tourist sites (Petite C6te).
39. Highway project without urban rehabilitation. The project could have been designed without an urban restructuring component. The urban character of the project is undeniable, and its impact must be assessed globally, in particular in the heavily populated zone ofPikine South. Adding specific restructuring measures will not only lead to an easier acceptance of the project by the populations, but will also obviously multiply the positive social impact of the project in terms ofdevelopment goals.
8 40. Contractual scheme of a public works bid followed by a management contract. Although this scheme would be probably easier to implement, it does not have the advantages of PPP described above as: (i)such a scheme would not result in any long term commitment of private sector resources and would rely fully on the initial GoS contribution thereby foregoing the possibility of leveraging scarce public resources; (ii)the public works procurement process is far from being as efficient as private contract management that would include in a single contract construction, operation and maintenance obligations. In such a context, private partners’ solicitations often lead to additional claims and contestations of amounts due by public counterparts, instead ofthe imperative to start exploiting the infrastructure as quickly as possible while building the road to a standard that will allow its operation and maintenance over the length of the concession; and (iii)a scheme of public financing might not provide the right incentive to encourage a users pay policy and enforcement of highway toll collection, thus putting the entirety ofuser’s contributions on the citizens.
C. IMPLEMENTATION
1. Partnership Arrangements
41. The project is large and complex. It will involve the GoS, a private consortium of investors and their lenders and various donors. The level of coordination between all parties will therefore have to be high. APIX, s.a. will provide leadership and have full management responsibility of these activities and as such will ensure close coordination between activities as well as between the donors themselves. APIX, s.a. has become an Societe Anonyme and as such will sign a Project Agreement with IDA for the implementation ofthe project.
42. In order to streamline the financing of all activities, it has been agreed that donors’ funding will be done in parallel with each partner co-financing specific activities along with the GoS. For component A, the DDTH construction and concessioning, co-financiers will be the concessionaire, the AfDB, the AFD and the GoS. For components B and Cythe co-financiers will be the AFD, the World Bank and the GoS. As for component D, project management, expenditures (operations costs) will be fully covered by the World Bank. The shares supported by the different actors for each component are summarized in Annex 5. It should be noted that all cash compensation for land pre-emption and acquisition in components B and C will be covered exclusively by the GoS.
2. Institutional and ImplementationArrangements
43. APIX, s.a. being the implementing and coordination agency will have the full fiduciary and technical responsibility of all project related activities.
44. Its main task will therefore be to supervise technically the project’s activities as well as perform all operationally related tasks such as monitoring and evaluation (M&E), financial management, procurement, and miscellaneous activities). To do so, APIX, s.a. has established a project unit Direction du Projet Autoroute (DPA) staffed with highly professional people that prepared the project and that will supervise its implementation. The Administrative and Financial ’ Director of APIX, s.a. will oversee the Financial Management aspects of the project, including 9 the consolidation of financial statements for project activities, providing quarterly Interim Financial Reports, monitoring financial transactions of the project’s account through the DDI (Direction de la Dette et de Z’Investissement), and making the necessary arrangements for the annual financial audit. Both the project’s unit and APIX, s.a. support unit will be strengthened during program implementation to cope with increased activity level.
45. Direct implementation of each component will be done by existing structures like the Public Interest Works Implementing Agency (AGETIP) that have appropriate skills, track records and resources as further described below.
46. For component A, implementation will be done by the concessionaire with a close supervision from APIX, s.a. which will receive technical assistance for this supervision.
47. For component Bymost of the implementation (in particular in relation to infrastructure or home building) will be carried out through AGETIP. This non-profit, semi-private structure has been created for contract management on behalf of the GoS and its partners. Based on its past experience and involvement with multi-donors projects, AGETIP has proven to be an effective structure to manage public works contracts in various sectors. It is equipped with technical expertise to adequately manage contracts.
48. To maintain its strategic role as a planning and investment agency, APIX, s.a. creates autonomous agencies for implementation of it various programmes. In the instance of the toll road, DPA will implement the major investments co-financed with donors. A specific structure for resettlement has been created within the DPA staffed with social and urban specialists to implement the compensation, relocation and economic rehabilitation activities, including social communications. This new structure will work in close coordination with the existing Environmental, Social and Resettlement unit (Unite Environnementale, Sociale et de Liberation des Emprises - UESLE of the APIX, s.a. Direction des Grands Travaux, which to date has carried out (and may continue to carry out as useful) the administrative procedures for land acquisition. The DPA resettlement unit will be strengthened through technical assistance. It will establish a field office to liaise with neighborhood committees, resettlement urban committees (local representatives of communities to be resettled or compensated), and implementing partners (non-governmental organizations (NGOs), governmental departments and agencies, consulting firms, private contractors, etc.). This structure will work in close coordination with the UESLE and facilitate the flow of information to PAPS and to project management, and maintain the resettlement program data base, all ofwhich activities are critical for the success ofthe process.
49. Component B and C will be implemented through AGETIP for public works activities.
3. Monitoring and evaluation of outcomes/results
50. The M&E system will be common to all DDTH activities. Annex 3 presents the list of proposed main indicators, and a detailed results framework.
51. A complete M&E plan is currently being prepared, and its key points are as follows. APIX, s.a. is setting up the M&E system, which will be transferred to DPA. DPA will then develop, implement, and operate the data management system, collect and aggregate the relevant
10 data not produced by APIX, s.a. but coming either from structures in charge of program implementation (e.g. concessionaire, AGETIP for works outside component A) or, for other data -- mainly compensation -- from other government technical departments. Some NGOs have already been contracted, and others will be contracted to effectively implement the M&E in collaboration with DPA. A set of procedures will be developed in close coordination with all stakeholders to ensure that data are produced reliably and on time.
52. A special emphasis will be put on monitoring the compensation and resettlement activities to ensure that these activities are adequately implemented and that people affected by the DDTH receive all the compensation they are entitled to in accordance with relevant World Bank procedures. All dimensions of the process will be monitored through a comprehensive set of indicators under the leadership of the DDTH resettlement unit with field support from the local liaison committees and active participation of beneficiaries. This monitoring system will include more detailed indicators than those in the results framework (cf. annex 3), to provide a comprehensive coverage of the potential impacts of the operation and livelihood restoration efforts.
4. Sustainability
53. The whole DDTH is built on the principle of sustainability. The sustainability of the infrastructure itself is ensured through: (i)tolling which will bring all required funds for appropriate operation and maintenance of the infrastructure, and (ii)the management by a private company that will be involved from the very early stage (construction) and will have the right incentives to ensure sustainability ofthe operations ofthe infrastructure.
54. Social and environmental sustainability is ensured through components B and C whose purpose is to maximize the benefits from the DDTH construction for the local population and therefore increase its social acceptability. Well functioning surrounding social infrastructure will be critical for the success ofthe DDTH.
55. The highly participatory approach for infrastructure planning combined with comprehensive land titling for the benefit of PIS inhabitants will ensure the ownership of the project by beneficiaries. Their necessary involvement will ascertain that infrastructures will live on through project implementation duration and be maintained on a long-term basis.
56. The sustainability ofthe DDTH will be significantly enhanced by its implementation as a PPP and was one of the drivers for the structuring of the project. This is because the private sector will be associated not only in the construction but also in the long term maintenance, management, and operation ofthe motorway via the PPP arrangements. In fact, the private sector return on the project will be closely linked to the private sector ability to construct, operate, and maintain over the term ofthe concessions a high quality motorway
5. Critical Risks and Possible Controversial Aspects
57. In general, risks are related to the complexity of the program (many stakeholders with specific constraints, complicated timetable for development etc.), which makes its implementation difficult. In addition, the resettlement induced by the program makes it socially
11 sensitive. Indeed, the World Bank safeguards policies apply to the government-funded segments of the DDTH, from Malick Sy to Pikine because they are part of the scope of the project and contribute to achieving the project’s overall development objective. Resettlement Action Plans (RAPs) prepared for the segments Malick Sy-Patte d’Oie and Patte d’Oie-Pikine were reviewed and cleared by ASPEN, and disclosed in country and at Infoshop. The Bank safeguards specialists on the project team further provide implementation support to the execution of these RAPs. A resettlement audit of the government funded-segments conducted by the Bank, conducted as part of the project appraisal indicated that a number of persons that had been identified as affected by the project (PAPs) on these first two segments have not been compensated (approximately 36 persons on Malick Sy-Patte d’Oie and 114 persons on Patte d’Oie-Pikine). These are mostly informal PAPs; and there are various possible explanations as to why they have not been paid yet - a free rider issue needing to be sorted out, litigious cases to be settled, and plain speculative attempts by some PAPs not yet impacted. The cut-off-date for identification of PAPs for the segment Malick Sy-Patte d’Oie was August 10,2005 and October 30, 2005 for the segment Patte d’Oie-Pikine. The following lessons from the audit will be incorporated in the implementation of the resettlement program under the proposed Bank- sponsored operation: (i)recruitment right after project effectiveness of the first of the three facilitating NGOs to assist the PAPs during the compensation process (recruitment process is on- going); (ii)elaboration of a social communication strategy so as to give more voice to the PAPs and put in place a more rapid and time-bound response mechanism to their queries; (iii) development and dissemination the internal grievance resolution mechanism in manners accessible to PAPs, most of whom are illiterate; and (iv) strengthening of the ME monitoring system with a special emphasis on monitoring compensation payments, livelihood restoration and complaints resolution. Regarding the PAPs from Segments 1 and 2 (from Malik sy to Pikine, the government-funded segments) that have not yet received payment, USD 16 millions will be deposited in an escrow account by the Government of Senegal as a condition of project effectiveness.
58. Going forward, the Bank has recruited a resettlement specialist to be based in Dakar. That specialist will work closely with the government to ensure that the breach of OPBP 4.12 for the first segments is remedied and that all the conditions of OPBP 4.12 are fully complied with going forward. As part of such remedial action, US$16 million will be deposited in an escrow account as a condition of project effectiveness, representing the funds necessary to redress the wrongs and grievances from these two segments as they arise. The bulk of the funding will be on Patte d’Oie-Pikine where the process oflocating eligible PAPs is underway.
59. The program follows all applicable World Bank safeguards policies and environmental, health and safety guidelines. As a result, all potential social and environmental risks have been identified very early, and. mitigation measures have been embedded in the program. These measures will be fully funded through the program ensuring that all identified risks are kept to a minimum.
60. Concerning overall country level risks, Senegal has shown strong improvements in terms of macroeconomic framework stability and commitment to working with the World Bank and the International Monetary Fund (IMF), which is very promising for the future of the Bank’s portfolio in the country.
12 61. A summary of the main risks can be found in the following table (L: low, M: moderate, S: substantial, H: high).
13 Table 1: Critical Risk Matrix
Risk factors Description of risk Initial Mitigation measures Residual risk Risk
Macro- Background: Senegal is a member of a economic regional currency union, with monetary Framework and exchange rate policies under the regional BCEAO (central bank of West African states). Fiscalpolicy is thus the main macroeconomic policy instrument under the direct control of national authorities. The regional currency (CFA franc) is pegged to the euro. Inflation andfiscal monetization risks are low. Foreign reserves offellow union members are pooled at the BCEAO. Capital account transactions are subject to controls.
Immediate (<6 months) S Eliminating arrears and placing M The 2007-08 fiscal assumption of the fiscal stance on a sustainable external (oil and food price) shocks and track following the IMF Board budgetary slippages have led to a large approval ofthe Policy Support accumulationof government arrears to Instrument (PSI) program in the private sector (about 3% percent of December 2008, the GoS has GDP) over 2007-2008, weakening taken strong corrective actions, private sector balance sheets and growth substantial support from donors in 2008. has been mobilized, and the government has started to repay domestic arrears.
Short-term (6-18 months) S Sustaining sound macro policy S The global economic slowdown is likely stance: the authorities are to have a number of impacts, negative pursuing corrective fiscal actions (channels oftransmission include undertaken at end-2008, exports, tourism, remittances and including the settlement of postponed Foreign Direct Investment or domestic arrears, which should positive (reversal of previous years’ partly offset external shocks. shocks from oil and food prices). On net, Ensuring contingent planning of negative impacts could be transitory and budget: the authorities will contained-growth for 2009 is projected prepare a revised budget by mid- at 4 percent-, but this will hinge on the year, with new fiscal parameters depth and duration of the global crisis. depending on macroeconomic developments over the next few months. Inthe absence of additional support from donors, without which short-term fiscal space will remain constrained, the revised budget may have to cut spending, which may prove difficult on political grounds, and compound the negative impact on Senegal of the global recession.
Medium-term (18 months to 5 years) M Pursuing structural reforms to M Medium-term growth prospects remain foster private investment and broadly favorable (5% percent p.a. over improve competitiveness. The the 2009-2012 period). Senegal has a GoS is continuing to implement 14 Risk factors Description of risk Initial Mitigation measures Residual risk Risk generally attractive investment policies to improve the business environment, capacity to implement environment-Senegal was a top reforms, a strategic maritime location “doing business” reformer in close to EU markets, a fairly stable and 2008--, infrastructure and open political system, and a track record energy, and has developed its of broadly stable macroeconomic “AGS” aimed at diversifying and outcomes, notwithstanding 2008 boosting exports in mining, slippages. apparel, tourism, Information Communication Technology and However, the recent expansion has been agro-business. GoS is also concentrated in services and supporting private or PPP construction. Industry remains projects--expanded port and undiversified (thus sensitive to specific airport capacity, and the shocks), while the agricultural sector has development of a Special not performed well. Export growth has Economic Zone, connected been disappointing in recent years; through an expanded highway exports of goods remain concentrated on network-that would foster a few commodities (phosphates, growth, attract further foreign fisheries, and groundnut). investment, and improve competitiveness.
Debt-related risks are low, as the stock L Sustaining a sound fiscal stance: L of total public debt is low, and debt the authorities’ medium-term dynamics are broadly favorable. fiscal targets aim at keeping the Nominal external debt is projected at overall (debt-creating) fiscal 22 percent of GDP in 2009, and deficit below 4 percent of GDP domestic debt at about 5 percent of GDP. per year, consistent with the maintenance of debt sustainability. Maintaining aprudent borrowing policy: the authorities’ policy is to rely on concessional support, with recourse to non- concessional borrowing only on an exceptional basis.
Poverty Poverty has decreased substantially with M See policies for sustained L Reduction recent growth - incidence of poverty growth. fell from 68 percent of population in Pursuing agriculture and rural 1994-1995 to 51 percent in 2005-2006. development strategy. GoS has a However; (i) an urban-rural divide range of rural sector remains; (ii) policy responses to shocks development initiatives. on the poor (or non-poor) remain weak Developing targeted safety-net and often ineffective. mechanisms: GoS currently working on limited cash transfer- type mechanisms as first effort to develop some highly-targeted safety-net system.
IDA Portfolio Background note: As ofFebruavy I, M M 2009, Senegal’s portfolio includes 19 projects under supervision (of which 4 regional) and a guarantee. Total commitments amount to US$677 million, of which US331 million are Maintainportfolio undisbursed. performance: A number of factors have helped maintain a Overall IDA portfolio management good performance, including: (i) indicators have been stable in the last regular dialogue with 15 Risk factors Description of risk Initial Mitigation measures Residual risk Risk twoyears. In FYO7*, 24 % ofprojects stakeholders, (ii)regular were at risk (23% in terms of net monitoring ofprojects through commitments). In FYO8*, 25% were at portfolio reviews (quarterly mini- risk (24 % in terms of net commitments). CPPRs and annual results-based The percentage ofprojects with CPPRs), (iii)AAA to underpin unsatisfactory development objectives lending program, and (iv) decreasedfrom 14 % (FYO4-07 decentralization of Bank staff to Independent Evaluation Group [IEG] Dakar Office. outcomes) to 8% in FYO8 (FYO5-OS). There are no problem projects at this time.
A number of risks have been identified:
Low disbursements: The disbursement Increase project efficiency and ratio was 13% in February 2008 and effectiveness, including speed of 17% in April 2009. disbursement by ensuring strong and timely supervision, providing implementation support to implementing agencies, strengthening capacity building. Additional operational staff is being decentralized, including a Senior Operations Officer from QK. Added attention is being placed on QER and complex designs.
The accumulation of government Eliminate arrears andplace arrears led to delays in the payment of countty’sfiscal stance on counterpart funding in FY08. sustainable track (see macro section above).
Ensure payment of counterpart funds: The Bank team is working closely with Government so that all 2008 CF arrears are paid in early 2009, and adequate funding is secured in CYO9. Bank assistance to MoF.
Complex design: A number of Encourage proactivity in terms implementation issues have arisen from of formal project restructuring overly complex designs. (two projects were restructured in FY08 - Casamance and Girmac, two are planned in FY09 - PIPP and PNDL).
Country Ownership: The extent to PIUs: A study has been which Project Implementation Units undertaken to review impact of (PIUs) in Senegal contribute to reduced PIU on project performance but ownership and sustainability. findings were inconclusive. Where PIUs have been ineffective, they have been closed (GIRMAC). Some like (*source: QAG ARPP reports) PRN are high performing. The CMU is exploring various exit 16 Risk factors Description of risk Initial Mitigation measures Residual risk Risk strategies but is being opportunistic and approaching it on a case by case basis. Governance Anti-corruption efforts are improving, M Total budget allocation to the M but implementation of various justice sector has increased and initiatives is slow. The Commission implementation of the national against Corruption became operational in strategy has been strengthened. 2006, but it has enjoyed limited political backing. A new sectoral strategy for justice is in place, but no significant actions have been carried out.
Protection of property rights does Work is underway to streamline exist, yet its application remains uneven. procedures for commercial cases Laws and regulations are publicly and to develop alternative available, but delays are noted in conflict resolution mechanisms. procedures and treatment of cases in courts.
Business Environment. There have The World Bank is working been significant improvements in the closely with Government on investment climate in 2007 and 2008, as further reducing barriers to entry, reflected in excellent Doing Business such as access to land both in ratings for starting a business, registering urban and rural areas. property and trading across borders. Competition remains weak in several strategic sectors (groundnuts, sugar) because of the concentrated market structure and protection.
Country Fiduciary Management. The Government has taken Over the past five years, budgetary and strong corrective actions, with financial management has improved, measures to further improve the including better planning capacity, and integrity and transparency of strong effort to better monitor public financial management expenditures. Nonetheless, budgetary system, including continued slippages in 2007-2008, in a context of improvements in reporting and external shocks, revealed lapses in PFM management systems and practices, including extra-budgetary stronger budget execution spending. controls.
Country Procurement systems. Continuing procurement Public procurement has strongly reforms. improved in recent years, with the A national procurement adoption of a strong best-practice legal capacity building strategy and regulatory framework, increased has been adopted and is transparency with the systematic being implemented for publication of procurement plans and strengthening private and transactions, and independent regulatory public sectors capacity. oversight through a recently-created An information system procurement regulation agency (ARMP) module (SIGMA€')- with civil society participation. Controls embedded in the within the contracting authorities are government's integrated effective through their respective financial management Procurement Commission and system-is being rolled out Procurement Units. for collecting, disseminating, managing and monitoring However, external and internal procurement information. procurement compliance reviews are not 17 Risk factors Description of risk Initial Mitigation measures Residual risk Risk regularly done and recommendations not applied.
Senegal has recently been included in a pool of potential candidate countries for a pilot on the use of country procurement systems in Bank-supportedoperations. An assessment of overall quality of Senegal’s national procurement system is ongoing.
Systemic Events such as shifts in the Cabinet’s H Strengthening governance is Corruption composition, and disputes between the widely recognized as an essential President and one of the former Prime element for the success of the Ministers, have led to some government development strategy in Senegal. spending irregularities, weaker Such a focus is crucial for budgetary controls by the judiciary and improving public service legislative powers, and fragile delivery and promoting private governance in public and quasi-public sector development. In its CAS enterprises. Weaknesses have emerged 2007-2010, the WBG will use in public financial management systems three guiding principles to ensure over the past few years, such as the that governance considerations growing use of non-competitive are mainstreamed into its procurement procedures in public programs in Senegal. (i)greater contracts (almost 60 percent of projects transparency and efficiency in funded by domestic resources) and the use of public resources (ii) mismanagement in public and quasi- strengthening institutions public enterprises (e.g., in the energy responsible for fighting sector and the largest industrial firm corruption and promoting good operating in Senegal). governance in the public and private sectors (iii)strengthening and modernizing the judicial system and mechanisms for private governance.
Other (for Senegal is vulnerable to regional M The authorities are consolidating M example instability. In Casamance, with a their strategy toward local security risks, minority of rebel groups still not communities and providing country signatory to the peace accord, military direct support to key sectors such engagement action picked up in March/April2006. as education, health, and with other There is also a risk associated with governance. MDBsIdonors, deterioration in regional policies on key capacity risks) areas such as trade policy, infrastructure Pay and civil service reform projects, and financial and competition would also help in the retention policies. Senegal’s progress will depend of expertise. on sustainable progress in these areas because of the limited size of its local market and significant economic regional externalities within WAEMU and ECOWAS. There is insufficient administrative capacity in Senegal, shortages of skills and slow program implementation. This risk is highest at the sectoral level and in local governments.
18 Risk factors Description of risk Initial Mitigation measures Residual risk 1 Risk I
11. Operation-specific Risks Technical/ The project involves the design and L Technical risks are limited as the L Design implementation of large scale main network that will receive infrastructure network project investments are existing roads with very few major additions and should not therefore have many elements of surprise. In addition, this project being designed as an ultimate complement to other investments in local infrastructures, it is designed to make all of them consistent with each other with a high level of interoperability.
Implemen- Lack of APIX, s.a. staffing: APIX, M Three new engineers have been L tation recruited, as well as some the implementing agency, Capacity and La., has supporting staff, to complete Sustainability created a special unit (DPA) to prepare DPA staffing. Two other and implement the Dakar-Diamniadio engineers have also been highway project. However, this unit is recruited by the DGT to monitor not yet fully staffed. right of way (ROW) clearing.
Lack of capacity on PPP management: S PPIAF is currently tendering for M such lack in the government may result a study that will look at capacity in poor implementation of the Motonvay and regulatory issues in relation as a PPP. to this PPP MIX, SA. had appointed a PPP specialist tasked with following the implementation of the PPP. APIX, s.a. is being advised by financial advisor (Rothschild) legal advisors (Norton Rose) and Technical Advisor (Scetauroute) that all have first class expertise in the design and implementation of PPPS.
Financial The project is complex and involves S FM arrangement of this project M Management multi donors. Revenue earning entities will rely on APIX, sa. are included through a PPP scheme. administrative and Financial However, Implementing entity has procedures. Attention should be experience with Bank financed project. paid to Reporting and Auditing Process that will be satisfactory to the Bank. Although this is finance by the GOS, attention will also be paid on the compensation process under the resettlement operation.
Procurement The project includes several complex M The IDA financed project M procurement aspects (including on the component will be procured in PPP side) where IDA does not have full full compliance with WB control. procedures Furthermore since ADB will participate in the financing of the public portion of
19 Risk factors Description of risk Initial Mitigation measures Residual risk Risk the PPP, ADB procedures for procurement will apply.
Social and Social issues: the project might raise An emphasis has clearly been put S environmental very sensitive social issues, as some on this aspect of the project, and safeguards inhabitants could resist the resettlement resettlement action plans (RAPS) process altogether or changes in the and various environmental neighborhoodstructure. studies, including their management plans have been prepared prior to appraisal. Unless some important vested interests are uncovered, the highly participatory process should ease the process tremendously and mitigate substantially such risks.
The government may not have the The government will pay in an resource to compensate the PAP in a escrow account all the timely manner compensation necessary for phase 3, PIS and Resettlement area. The payment of PAP for phase will be a dated covenant.
Environmental issues: the project is The World Bank has been S expected to have a positive impact on involved very early in the project environment (mainly flooding and preparationand all pollution control). There is therefore a environmental and social studies risk not to meet all the initial objectives. have been done in accordance with the World Bank Safeguard Policies and with OPBP 17.50 on public disclosure.
Other Cost escalation: as recently observed in H One of the purposes of the PPP is S many recent projects, costs could easily to ensure to the extent possible a rise, for multiple reasons (e.g. additional cap on construction costs: the infrastructure needed or decline of the bidders will have the dollar). This could lead to a financing responsibility to finance the gap, which would be quite worrying as construction, and their access to the funding is already very tight. government support (capital grant) will be fixed by financial close. So cost increases on this part of the process will be with the concessionaire, not the government.
20 Risk factors Description of risk Initial Mitigation measures Residual risk Risk Reputational risk: as the project takes H The Bank will work in close S place in one of the most densely coordination with the other populated area in Senegal and since it donors and the government of has become a national priority project, it Senegal to closely monitor the will be very much scrutinized. Any implementationof the project delays or mistakes made, especially in and ensure that the initially resettlement, would therefore be likely to forecast timeframe is respected. have negative impacts on the Bank's An assessment of the poverty reputation. impact ofthe imposed toll will be carried out, and MIX, sa. capacities in terms of communication will be strengthened.
Dependence on the closing of S The government is fully aware of M Mbeubeuss: A large part of the project this fact and has named a depends on the Closing of the multidisciplinary commission Mbeubeuss uncontrolled landfill), which under the Prime Minister's could lead to implementation delays. The auspices to deal with this issue. closing of Mbeubeuss will depend on the The study for the closing of opening of a new landfill. Mbeubeuss landfill is already in an advanced preparation stage. A new CET is near completion in Sindia. Its opening would be done by May 2010 well in advance so to give enough time for the closing of Mbeubeuss.
111. Overall Risk (including Reputational Risks) S
IRAIbby cluster Economic Structural Policies for Public Overall IRAI IRAI ranking Amongst 77 (average) Management Policies Social Sector (average) countries Inclusion Manageme nt and Institutions Senegal 4.0 3.7 3.4 3.6 3.7 231d IDA Borrowers 3.5 3.4 3.3 3.1 3.3
IEG rating (% of projects rated satisfactory - HS, S, or MS - over last six years both for the country portfolio and the sector)
Table 2: Senegal Project IEG*/ICR Ratings, FY03 - FY08 Project US$ ICRDate Out- Sustai- Instit. Bank Govt. mill. come nability Develop Perform. Perform Pilot Female Literacy Project 12.6 06/19/04 SIS L/L su/su s/s s/s Higher Education 26.5 12/22/03 HUN UN/UN N/M UAJ HUAJ Regional Hydropower Dev 10.5 01/07/05 S L su S S Distance Learning Center LIL 2.1 12/27/04 s/s L/L su/su s/s s/s Water Sector 100.0 12/21/04 HSiHS HL/HL WH HS/HS HSMS Endemic Disease Control Project 14.9 12/14/04 U UN M U U 21 Project US$ ICRDate Out- Sustai- Instit. Bank Govt. mill. come nability Develop Perform. Perform Agricultural Export 8.0 12/23/04 S L su S S Yk. 2000 Natl. Action Plan 10.1 12/22/04 S L su S S Sustainable and Participatory 5.2 06/20/05 HSMS HLML SUISU SMS SMS Energy Mgmt Urban Development and 75.0 06/28/05 HSMS L/L wsu HSMS s/s Decentralization Program Integrated Health Sector 50.0 12/29/05 UN L/L M/M U/U UN Development Agricultural Serv. & Producers 27.4 04/18/06 S LINE su S S Quality Education for All 50.0 05/09/06 S L su S S National Rural Infrastructure 28.5 06/29/06 HS L su S S Nutrition Enhancement Program 14.7 1/29/07 HSIS ** ** sms HS Social Development Fund 30.0 12/31/06 S ** ** S S Second Transport Sector 90.0 06/30/08 S ** ** s/Ms S First Poverty Reduction 30.0 11/29/05 MS ** ** S S Second Poverty Reduction 30.0 06/30/08 MS ** ** s/Ms s/Ms Third Poverty Reduction 20.0 0613 0108 MS ** ** MS MS
ICR Ratings Legend HS = Highly Satisfactory HL = Highly Likely HU = Highly M = Modest S = Satisfactory UN = Unlikely Unsatisfactory N = Negligible U = Unsatisfactory HUN = Highly H = High NE = Non-Evaluable Unlikely SU = Substantial * Where IEG reports are available ** New ICR guidelines no longer require a rating on Sustainability and Institutional Development. These concepts are incorporated as part of other sections.
Countries Countries Performance Governance Factord Systemic Corruption rating'
Senegal 3.8 1.o 3.0 IDA countries 2.8 a Rating of risks on a four-point scale - High, Substantial, Moderate, Low - according to the likelihood of occurrence and magnitude of potential adverse impact. b Table 1 and 2 2006 IRAI (IDA Resource Allocation Index). The average is calculated by equally weighted within a cluster; overall IRAI is calculated as the mean of the score of 4 clusters. Scale: 1= Lowest, 6= Highest c Calculated as follows: (SOYOIRAI + 20% Portfolio Rating) x Governance Factor. d Calculated as follows: Average of CPIA 4th Clusterl3.5 e CPIA 2006. Inferior and equal to 2.5: High. From 2.5 to 3: Substantial. Above 3 to 4: Moderate. Above 4: Low.
6. Credit Conditions and Covenants
Conditions of Effectiveness 62. The Subsidiary Agreement has been executed on behalf of the Government and the Project Implementing Entity.
22 63. The Co-Financing Agreements have been executed and delivered in form and substance satisfactory to the association and all conditions precedent to their respective effectiveness or to the right and ability of the Government to make withdrawals under such Co-Financing Agreements (other than the effectiveness ofthis Agreement), have been fulfilled.
64. The Government has either paid or secured funds for payment in an aggregate amount equal to FCFA 8 billion in a segregated account in form and substance satisfactory to the Association for the amounts owed by the Government for the compensation of Displaced Persons affected by the Phase 1 Highway Work and the Phase 2 Highway Work.
65. The Government has either paid or secured funds for payment in an aggregate amount equal to FCFA 15.7 billion in a segregated account in form and substance satisfactory to the Association for the amounts owed by the Government for the compensation of Displaced Persons affected by (i)the Resettlement Site Work, and (ii)compensation of Displaced Persons affected by the Phase 3 Highway Work.
66. The Government has signed a written agreement in form and substance satisfactory to the Association with a private operator (the “Private Operator”) for the establishment and operation of the Replacement Landfill and for its timely and effective opening and management (the “Replacement Landfill Management Contract”).
67. The Government has adopted a Project Implementation Manual, and an Administrative, Financial and Accounting Procedures Manual, in each case, in form and substance satisfactory to the Association.
68. APIX, sa. and the Directorate ofWater and Forest have signed the Mbao Forest Protocol, in form and substance satisfactory to the Association.
69. The Concession Agreement has been executed by the Government and the Concessionaire and the Concessionaire has executed and delivered the financing arrangements in form and substance satisfactory to the Association, for the aggregate amount of financing required under the terms ofthe Concession Agreement.
70. The Government has established through APIX, s.a. an expert environmental and social advisory panel including members of non-governmental organizations, civil society, research institute and an environmental management and a resettlement advisor in form and substance and with resources and functions satisfactory to the Association, that will participate in the monitoring and evaluation of the implementation of the Social and Environmental Safeguard Instruments.
Covenants 71. The Government shall recruit, not later than six months after the Effective Date, the auditors for the project.
72. APIX, s.a. shall submit to the Association by November 30 ofeach year annual budgeted work plans for the activities ofthe project in form and substance satisfactory to the Association.
23 73. The Government shall have paid all undisputed amounts outstanding to its contractors for construction of the Phase 1 Highway Work and the Phase 2 Highway Work by not later than September 30,2010.
74. The Government shall ensure that the requirements set forth in the Social and Environmental Safeguard Documents have been fully complied with in a manner satisfactory to the Association as confirmed in writing by the Association prior to the commencement of each of the Phase 3 Works and the Phase 4 Works.
75. The Government shall have either paid or secured funds for payment in an aggregate amount equal to FCFA 12 billion in a segregated account in form and substance satisfactory to the Association for the amounts owed by the Government for compensation of Displaced Persons affected by the Phase 4 Highway Work, by not later than December 3 1, 201 1.
76. The Government shall have opened by no later than May 30, 2010, a fully operational Replacement Landfill designed and constructed in a manner satisfactory to the Association and in full compliance with the Association’s environmental and social safeguard policies.
77. The Government shall ensure that no Subproject that would cause the effective resettlement of Displaced Persons to the Resettlement Site shall be commenced under the project prior to (i)the Mbeubeuss Landfill reaching Non-Operational Status (as defined below) and (ii) the existence of a Functioning Resettlement Site.
78. The Government shall ensure that the Mbeubeuss Landfill be closed to the public and cease to be receiving and burning waste (“Non-Operational Status”) by no later than November 30,2010.
79. The Government shall provide, promptly as needed, the funds, facilities, services and other resources required for the project shall for the purposes of the project:
0 require APIX, s.a. to open and maintain, until the completion of the project, an account in FCFA at a commercial bank acceptable to the Association (the Project Account), on terms and conditions satisfactory to the Association;
0 deposit into the Project Account an initial amount: (i)in the amount of FCFA 16.6 billion by December 31, 2010; (ii)in the amount of FCFA 10 billion by December 31, 2011; (iii)in the amount of FCAF 13.8 billion by December 31, 2012; and (iv) in the amount of FCAF 4.9 billion by December 3 1, 20 13.
80. By no later than three months after the effective date, the Government shall have put in place through APIX, s.a. the following measures to reinforce its capacity to manage the process involving Displaced Persons:
0 elaboration of a social communication strategy giving more voice to the Displaced Persons and setting up a more rapid and time-bound response mechanism to their queries;
24 0 development and dissemination in a manner accessible to Displaced Persons of the internal grievance resolution mechanism; and
0 strengthening of the monitoring and evaluation system for resettlement issues with a special emphasis on monitoring compensation payments, livelihood restoration and complaints resolution.
81. By no later than two months after the Effectiveness Date, the Government shall have recruited through APIX, s.a. two non-governmental organizations to facilitate the social mobilization process related to Phase 1 Highway Work and the project.
82. By no later than six months after the Effective Date, the Government shall have put in place through APIX, s.a. the following measures to reinforce its capacity to manage the process involving Displaced Persons:
0 A field office shall be established by APIX, s.a. in the project zone, in form and substance and with resources and functions satisfactory to the Association, including a sociologist, an urban specialist, a monitoring and evaluation specialist, a communication specialist, a database manager, and a team assistant.
0 Five Local Liaison Committees comprising three to five persons each will be established at the commune level in form and substance and with resources and functions satisfactory to the Association, to liaise with the Displaced Persons and ensure that their rights (complaints and/or dissatisfaction) are understood, taken into account and handled in a time-bound manner.
0 Ten Urban Reinstallation Committees representing affected local residents will be established at the quarter’s level in form and substance and with resources and functions satisfactory to the Association.
0 The Dakar Diamniadio Toll Highway (DDTH) Resettlement Unit shall have been established in form and substance and with resources and functions satisfactory to the Association.
83. The Government shall ensure that by no later than six months after the Effective Date, AGETIP shall have established a Special Unit (the “AGETIP Special Unit”) in form and substance and with resources and functions satisfactory to the Association, including at least the following staff: (i)a unit leader in the person of a civil engineer with at least 15 years of experience in road civil works, (ii)3 civil engineers and 1 water engineer, each with at least 10 years of experience in their respective fields, (iii)an architect, (iv) a monitoring and evaluation specialist, (v) a communication specialist, (vi) an environmentalist, and (vii) a team assistant.
84. The Government shall have adopted the Mbeubeuss Landfill Closing Plan, in form and substance satisfactory to the Association by not later than April 30,20 10.
25 Financial Covenants 85. The Borrower (GoS) shall maintain or cause to be maintained a financial management system including records, accounts and preparation ofrelated financial statements in accordance with accounting standards acceptable to the Bank. The Borrower shall recruit the external auditor in terms and conditions acceptable to the Association not later than six months after the project’s effectiveness date. The financial statements will be audited in accordance with international auditing standards. The audited financial statements for each period shall be furnished to the Association not later than six months after the end ofthe project fiscal year.
86. The Borrower shall prepare and furnish to the Association not later than 45 days after the end of each calendar quarter, interim un-audited financial reports for the project, in form and substance satisfactory to the Association.
87. The Borrower will be compliant with all the rules and procedures required for withdrawals from the Designated Account ofthe project.
D. APPRAISAL SUMMARY
1. Economic and Financial Analyses
cost 88. The current cost estimate for implementation of the project and potential funding sources is the following:
PPF Reimbursement I,545,000 Component A 264,6 12,496 Component B 158,260,000 Component C 55,007,207 Component D 14,065,526 Contingencies 8,809,061 Taxes 29,075,891 TOTAL 531,375,182
Economic Benefits 89. Annex 9 presents the results ofthe economic and financial analysis for the construction of the DDTH at the time the bidding process began and updated in March 2009 by AFD. The construction will bring major economic development.
90. The main results of this analysis, based on realistic assumptions and often rather conservative, are the following:
(i) Economic rate ofreturn is 11.3 percent; (ii) Economic profitability is met after six years ofoperation;
26 (iii) Economic profitability is still at 7 percent even if costs for investments, maintenance and operation are increased by 58 percent. 91. These results demonstrate that this program is economically needed and financially sound.
Financial Analysis 92. A company providing APIX, s.a. with financial advisory services performed a financial analysis of the project, which aimed at determining whether the concession under a most probable scenario was financially viable and could attract lenders and investors from a cash flow perspective and could be financially viable for the private sector under some downside scenario. This analysis focused on cash flow rather than risk analysis, as risk analysis and risk acceptability cannot be evaluated via financial analysis. Such analysis was based on a financial model and a set oftraffic tariffs, capital expenditure, operating expenditure, tax, accounting, and financing assumptions provided by the relevant technical, financial and traffic advisors. It was performed prior to the bids from bidders being received to ensure the attractiveness of the proposal to the private sector. The analysis looked at a base case scenario using the most likely outcome of the main variables to determine under which conditions (e.g. level of private sector participation) the concession would be bankable and financially attractive. Such financial analysis has been broadly validated in practice since the PPP process attracted 2 bidders, which both made proposals to take the project forward.
93. Under the base case scenario presented by APIX, s.a. financial advisor, the private sector could provide a level ofinvestment for the project while ensuring an attractive transaction from an investor’s perspective (level of equity Internal Rate of Return (IRR) and from a banking perspective (level ofdebt service cover ratio and loan life cover ratio).
94. The current bidding process is now focusing on the negotiation of the Concession Agreement in the context of the financial viability and the risk sharing of the project. Such negotiations are at the core of the finalization process and will further enhance the financial viability ofthe project to reach financial closure.
2. Technical
95. Highway: A high-quality technical study has been prepared for the Pikine-Diamniadio section ofthe highway. The construction works present no serious technical difficulty, except for the construction of Patte d’Oie interchange, located at the border between the first two sections, which is currently being finalized. Once completed, the Patte d’Oie interchange should ensure high readiness for implementation ofthis critical project component.
96. PIS restructuring: Preliminary designs have already been prepared for the component. A detailed technical study, to be financed under the project, will provide all necessary information for the technical analysis which has been carried out to emphasize key improvements needed in this area.
97. Keur Massar - Tivaouane Peulh: The ongoing detailed main technical study done under PRECOL, a Bank financed project, will give all necessary information to solve the
27 environmental pollution issue raised in this component concerning the situation of the Mbeubeuss waste disposal site, which will be closed as part of the project implementation. Several alternatives have been studied and, after several surveys and consultations, the following solution has been chosen: (i)opening of a transitory center (CET = Sanitary Landfill); (ii) closing ofthe Mbeubeuss site; and (iii)construction ofa new long-term waste disposal site.
98. The water table is known to be polluted, not only in the resettlement zone but also in the whole region surrounding the current uncontrolled waste disposal site, and cannot be used safely for drinking water or agricultural production. A piped drinking water system will be installed in the resettlement area. A detailed study to determine the level of soil pollution with dioxins, furans and polychlorinated biphenyls (PCBs) in the proposed resettlement area was completed in September 2008 and indicated that there was no soil pollution. All the measured parameters were below the dangerous levels and do not pose a public health risk. The soil but not the water table can be used without restriction for human habitation and agricultural production. A study is being completed to prepare a closure plan for the waste disposal site and mitigate adverse socioeconomic impacts on waste pickers. A sanitary landfill site, in compliance with Bank and international standards, will replace the uncontrolled Mbeubeuss dumpsite.
3. Fiduciary
Financial Management 99. A financial management assessment was carried out to determine whether APIX, s.a./ DDTH, in charge of the implementation of the project, have acceptable financial management arrangements. The conclusion of the assessment is that the financial management system in place, subject to the reinforcement measures, satisfies the Bank’s minimum requirements under OP/BP 10.02, and therefore is adequate to provide, with reasonable assurance, accurate and timely financial management information on the status of the project required by World Bank. The financial management arrangements will be strengthened with the implementation of the action plan in Annex 7.
100. Procurement of works, goods, and services under the project will follow government’s adoption in 2007 of a new procurement code (decree no 2007-545 dated April 25, 2007) which complies with the WAEMU’s procurement directives and best international practices. In accordance with this code: (i)a Public Procurement Directorate was created in 2007 (decree No 2007-547 dated April 25, 2007) for controlling procurement transactions of any public contracting authority and (ii)a Public Procurement Regulatory Authority (Autorite de RCgulation des Marches Publics - AMP) was set up in 2007 (decree no 2007-546 dated April 25,2007) for handling policies, complaints and audits. These two entities are to date operational. There is no major deviation ofthe national code from the Bank’s directives, but to allow a full application of the provisions ofWorld Bank’s procurement and selection and employment guidelines, IDA will provide to all Executing Agencies the list of the national procurement clauses which are partially or entirely inconsistent with World Bank’s guidelines, including “Procurement under IBRD Loans and IDA Credits’’ dated May 2004, revised October 2006; and “Guidelines: Selection and Employment ofConsultants by World Bank Borrowers” dated May 2004, revised October 2006.
28 4. Social
101. There are two key social issues to consider in addition to the physical relocation of the residential population out of the DDTH ROW to Keur Massar - Tivouane Peulh. One, some inhabitants will prefer cash compensation, in lieu of being relocated. These payments will be monitored closely to ensure that the Governments actually replace their housing appropriately. Two, for the artisans and merchants who will not be moving to the resettlement village, APIX, s.a. in cooperation with other government agencies and local authorities will identify alternative locations acceptable to the affected. APIX, s.a. will recruit three NGOs to facilitate the implementation of accompanying measures to benefit the affected population and monitor the impact of resettlement activities.
102. The restructuring of South Pikine represents an opportunity to resolve some of the resettlement issues arising fiom the acquisition ofthe DDTH ROW. First, since construction of walls on either side of the ROW will divide the community in half, the restructuring of the remaining communities will ensure access to basic social services (schools, clinics) in both areas, to improve living conditions and to compensate for the impacts of the highway. Second, although some people will be moved out of South Pikine in order to rationalize the use of space, it may be possible for some people in the ROW area, particularly renters, to move into South Pikine, if they wish.
Project Beneficiaries
Benefits resulting from the high way construction 103. The 2006 mobility study demonstrated that demand for road transport in the Dakar urban area is especially high for travels between suburbs (CambCrkne - GuCdiawaye - Thiaroye) and downtown Dakar (Plateau - MCdina) and that motorized transport is low since walking is the predominant mode of transport. Motorized transport is mostly made with public transport (bus and taxis) while ownership of individual vehicles is limited to the middle and high-income households.
104. Demand for transport is likely to increase significantly in and from Dakar for the following reasons:
(i) A predicted large increase in population; (ii) The current high population density in Dakar cannot spread but eastward especially toward Rufisque; (iii) The willingness ofthe GoS to establish a new “development hub” in Diamniadio and transfer the Dakar airport to Diass. 105. In addition, the growth of individual motorized means of transport will put additional pressure on road transport; the same level oftransport would lead to a larger number ofvehicles.
106. Construction of a new highway on the east-west direction will allow matching the transport demand through:
29 (i) Increasing capacity on the east-west axis in the urban area, thus freeing capacity alongside existing routes; (ii) The creation of a rapid interurban link between Dakar and new development hubs in Diamniadio. 107. The global impact on mobility ofthis new highway will be highly positive for the whole population of the Dakar metropolitan area. It will create an opportunity to create express bus lanes between Camberhe - Guddiawaye - Thiaroye and Medina - Plateau with embarking/disembarking stations next to highway exits. Such lanes would provide fast, reliable and comfortable transport for the demand as expressed in mobility surveys. Public transport lane still operating on existing routes (route de RuJisque, route des Niuyes) will benefit from traffic transfer toward the highway.
Benefits resulting from the PPP 108. The main benefits resulting from a PPP approach will be:
mobilization of private sector money, therefore allowing public sector/donor money to be deployed in other sectors (leverage effect); introduction of private sector efficiency in road construction and road operation and maintenance; introduction ofprivate sector discipline in toll tariffs management and collection; strong signal sent to private sector (and in particular international investors) that Senegal is a destination of choice for investment. This will provide one ofthe private sector development rationale for justifying private sector development in the Diamniadio platform; risk transfer to the private sector via the PPP structure, in particular in relation to construction cost overrun and/or delay and operation risk. Using a PPP approach, and especially a Build Operate and Transfer (BOT), will send a strong signal sent to the national and international private sector, confirming the GoS policy since 2000. Putting in practice the government initiated changes in the Senegalese legal system to support the private sector in PPP schemes: The DDTH will be the first PPP on such a large scale and will prove the strong commitment of the country to base its growth strategy on the development ofthe private sector.
Benefits for the resettled 109. The benefits of component B will go to the about 3,000 families that will be resettled as they will benefit from modern housing, secured ownership of their lands and modern infrastructure, including appropriate sanitation, electricity connection and water connections, etc. which are currently missing in parts of the ROW area. This infrastructure will also benefit all families and businesses currently in Keur Massar area. The predictable economic development following the arrival of new inhabitants and socio-economic facilities will benefit both the new comers and the current population. Furthermore, the development of the resettlement site will pave the way for a structured urban planning that could be considered later as a model in a context where most ofthe urban development is happening on an informal basis. The design of
30 the resettlement site will organize and structure the land use in the region and will provide modern living standards, including all facilities and equipments.
Benefits for the PIS inhabitants 110. About 200,000 inhabitants staying in the PIS neighborhood after the works, will directly benefit from the project and its associated restructuring. It is expected that the PIS will become an autonomous and vibrant urban area with a capacity to generate its own economic and social development. In turn, this remodeled urban center will be an additional strength of the Dakar metropolitan area for its future development.
111. All beneficiaries from the resettlement activities (about 30,000 inhabitants induced by the DDTH ROW clearing and 5,000 inhabitants for PIS restructuring) will receive fair and comprehensive treatment along with the benefits from full urban development activities.
Benefits comingfrom the closure and rehabilitation of the Mbeubeuss uncontrolled landfill 112. The closure and rehabilitation of the Mbeubeuss uncontrolled landfill will have a major positive impact on public health in the Keur Massar area. It will benefit not only the Tivaouane Peulh resettlers, but also all neighboring communities in the Keur Massar area. The closure and rehabilitation ofthe Mbeubeuss landfill will improve air, water and soil quality in the wider area and avoid further air, water and soil pollution of highly toxic chemical substances, such as dioxins, furans and PCBs, and it will largely reduce methane emissions into the atmosphere. The positive impacts on public health and vegetable crops through less polluted crops (dioxins, furans, PCBs and many other highly toxic products) will show up only over time as the concentrations of these toxic substances in the environment decrease. Polluted vegetables are sold widely in Dakar. The closure and rehabilitation of the Mbeubeuss uncontrolled landfill will, therefore, be a blessing for the wider Dakar area. Complete rehabilitation could also contribute to energy production from biogas. After rehabilitation, the area will be closed to the public and this will be included in closing implementation plan. Studies will indicate the level of rehabilitation needed and will also elaborate future plans for the site. The site will need to be monitored for an extended period oftime, in order to detect the redevelopment ofdangerous situations in time.
113. Residents of the resettlement area will be made aware of the dangers of the polluted groundwater. Piped and safe water will be supplied to the resettlement site. A health monitoring program will be carried out in order to identify at early stage the possible development of diseases caused by pollution in the area. The development of pollution related diseases is however very unlikely since a study has shown that soils in the resettlement area can be used without restriction for human habitation.
5. Environment
114. The environmental aspect ofthe project has received careful scrutiny since its inception. The World Bank has been involved very early in project preparation and its safeguard procedures are perceived by donors as a benchmark. All environmental studies, surveys and procedures have been prepared in accordance with the World Bank Safeguard Policies and with OPBP 17.50 on public disclosure.
31 115. In 2006, three reports were prepared covering all project activities and were found satisfactory to the Bank: (i)an Environmental and Social Assessment (ESA) of the right of way of the Dakar - Diamniadio highway, (ii)an ESA of the Resettlement Site of Keur Massar, and (iii)an Environmental and Social Management Framework (ESMF) of the Pikine urban restructuring zone. Activities resulting from these surveys can be categorized: (i)institutional measures; (ii)regulatory and technical measures, including the strengthening of APIX, s.a.’s environmental and social management capacity; (iii)training, information and public awareness measures, aimed at decision makers; and (iv) mitigation activities specific to each project components, especially the right of way for the construction of the DDTH. The fourth sub component of component Bythe decision to close and rehabilitate the Mbeubeuss uncontrolled landfill, is the result of this ESMF. All the environmental studies mentioned above were disclosed in-country and in the Infoshop (see complete list in Annex 11 Table 11.5: Safeguards Documents Produced).
116. The contractors who will carry out the construction works of the project will need to prepare their own Environmental Management Plan (EMP) and be responsible for its implementation. This means contractors will employ environmentalhocial specialist to carry out this function. This requirement will be included in the concession agreement and the bidding documents. Construction works will need to be in compliance with World Bank Safeguard Policies and World Bank Group Environmental, Health and Safety Guidelines updated in 2007. The Supervising Engineer will have the responsibility to supervise the adequate implementation of the Contractors Environmental Management Plans. This requirement will be included in the concession agreement and the bidding documents.
117. Furthermore the Government has prepared a soil pollution analysis study regarding the pollution status of the resettlement area, which indicated that the soil can be used without restrictions for human habitation and agricultural production (September 2008). However, it is worth noting that the underground water is polluted. For that reason agriculture would not be allow in the resettlement area.
118. The closure ofthe Mbeubeuss site and the rehabilitation ofthe resettlement site are on the critical path for the project. A detailed study ofthe closure and rehabilitation of Mbeubeuss was undertaken. Likely actions include: (i)cover out the entire landfill site with a thick geo- membrane on top of the soil coming from the resettlement area (Tivaouane Peulh); (ii)spread out a 60 cm clean top soil layer on top of the geo-membrane; (iii)insert vertical pipes into the landfill in order to collect the biogas; and (iv) burn the biogas or use it for energy production. This planned study will provide an action plan with the right approach and in line with international standards.
119. The social and environmental benefits ofthe closure and rehabilitation of Mbeubeuss are indicated in the social section above.
120. In order to close and rehabilitate Mbeubeuss, another sanitary landfill has to be opened first. The closure ofthe Mbeubeuss open landfill will be financed under the project.
121. The last environmental issue relates to the Mbao Forest, which is among the last protected forested areas in Dakar. The route ofthe toll-road passes through the Mbao protected
32 forest and the lost forest area will be compensated for. In order to preserve this area, a forest management plan was finalized in November 2008 by the Regional Counsel of Dakar in collaboration with the Directorate of Water and Forestry. The costs ofthe implementation ofthis plan will be partially financed by the project. The main objective ofthe forest management plan is to manage the forest in a sustainable way and to enable the surrounding villages to benefit and provide leisure and recreation area to the public. The specific objectives of the project are as follows: (i)protecting the ecological, biological, and social functions of the forest through an integrated sustainable forest management system; (ii)maintaining the livelihoods of the communities and increasing the income of the surrounding population by promoting pharmacopoeia, and sustainable supply ofnatural resources, (iii)providing a recreational area for the public; (iv) protecting natural resources around sensitive areas. The key stakeholders involved in the consultative process and the preparation and validation of the Forest Management Plan include surrounding communities, NGOs and the private sector. A steering committee which associates key stakeholders such as the Regional Counsel of Dakar, the Directorate of Water and Forestry, local communities, NGOs and the private sector was established and will be responsible for the follow-up of the implementation of the forest management plan.
122. The elaboration of a draft protocol agreement between APIX, s.a. and the Directorate of Water and Forest is under way. The objective of this protocol is to define roles and responsibilities of both entities with regards to the implementation of environmental aspects related to the DDTH project. As stated in the protocol agreement the toll road and all related infrastructure will be implemented based on the Mbao Forest Management Plan and the Environmental and Social Assessment conducted within the toll road project.
6. Safeguard Policies
123. The project is complex and has many complex environmental and social issues. For this reason the project has been classified as a category A project. The most salient environmental and social issues are summarized in Annex 10.
124. The following safeguard policies have been triggered and are complied with:
125. Environmental Assessment OP 4.01: The EA policy OP 4.01 has been complied with by preparing for each major project activity a satisfactory EA or ESMF. These EAs and ESMF have been disclosed in the Infoshop and in-country on March 1, 2006. The implementation of the EMPs will be financed under the project.
126. Natural Habitat OP 4.04 and Forests OP 4.36: The Natural Habitat and Forests Policies have been triggered, because the route ofthe toll-road passes through the Mbao protected forest. This forest consists mainly of planted economic trees (cashew nut trees). A portion ofthe forest still contains natural vegetation. The major threats to the forest include urbanization, illegal occupations, unsustainable forest and natural resources management, fires, as well as pollution by wastes and plastic bags. The lost forest area will be compensated as indicated in the EA and the Mbao Forest Management Plan The project will finance the plantation of more than 6 1,000 trees, which will compensate entirely the 14,000 lost trees and support additional reforestation. The project will finance US$1.3 million to that effect. The Mbao protected forest is one of the
33 few green areas in Dakar region. Management of the Mbao protected forest will need to be strengthened, so that the forest can be used as a public green space in Dakar, and the forest managed in a sustainable way. There will be no restrictions ofpresent socio-economic activities in the Mbao forest and the project will support the implementation a Forest Management Plan which will enable surrounding villages to benefit from natural resources, and increase their income by promoting pharmacopoeia, sustainable supply of natural resources, and promotion of income generating activities such as vegetable production by women, and services related to recreation development. Likewise, the Forest Management Plan will help to steer anticipated development in the desired direction.
127. Physical Cultural Resources OP 4.1 1: This policy is triggered since the route for the toll highway consists partly of a new right of way. However, no known physical cultural resources are in the area involved. A chance-find procedure will be applied during construction and if necessary adequate mitigation measures will be implemented. A chance find procedure will be included in the contracts for the contractors.
128. Involuntary Resettlement OP 4.12: This project involves a large number ofpeople to be resettled, to make place for the right of way of the new toll-road. More people will have to be resettled as part of an urban restructuring operation, and the closing of the Mbeubeus uncontrolled land fill. Resettlement action plans (RAPs) were prepared and disclosed in country and at the World Bank InfoShop for each ofthe activities considered under the project: Pikine- Keur Massar (June 23, 2008 / January 8, 2008), Keur Massar-Diamniadio (August 28, 2007 / June 1, 2007), urban upgrading (November 1, 2008 / November 14, 2008), Mbeubeuss landfill (November 14, 2008 / September 1, 2008). Additionally, a RPF was prepared and disclosed (May 23, 2007 / February 1, 2007) to guide the preparation of any future RAPs resulting from unforeseen land acquisition during project execution. Furthermore, two RAPs consistent with World Bank OP 4.12 were prepared and implemented for the two road segments financed through government funds (Malick Sy-Patte d'Oie and Patte d'Oie-Pikine).
129. The World Bank safeguards policies apply to the government-funded segments of the DDTH, from Malick Sy to Pikine because they contribute to achieving the project's overall development objective. RAPSprepared' for the segments Malick Sy-Patte d'Oie and Patte d'Oie- Pikine were reviewed and cleared by the Africa Safeguard Policy Enhancement unit, and disclosed in country and at Infoshop. The Bank safeguards specialists on the project team further provide implementation support to the execution of these RAPs. A resettlement audit of the government funded-segments conducted by the Bank, conducted as part of the project appraisal indicated that a number ofpersons that had been identified as affected by the works on these first two segments have not been compensated (approximately 36 persons on Malick Sy-Patte d'Oie and 114 persons on Patte d'Oie-Pikine). These are mostly informal PAPs; and there are various possible explanations as to why they have not been paid yet: free rider issue needing to be sorted out, litigious cases to be settled, and plain speculative attempts by some PAPs not yet impacted. The formal cut-off-date for identification of PAPs for the segment Malick Sy-Patte d'Oie was August 10, 2005 and October 30, 2005 for the segment Patte d'Oie-Pikine. The following lessons from the audit will be incorporated in the implementation of the resettlement program under the proposed Bank-sponsored operation: (i)recruitment right after project effectiveness of the first of the three facilitating NGOs to assist the PAPs during the compensation process (recruitment process is on-going); (ii)elaboration of a social communication strategy so as to
34 give more voice to the PAPs and put in place a more rapid and time-bound response mechanism to their queries; (iii)development and dissemination the internal grievance resolution mechanism in manners accessible to PAPs, most of whom are illiterate; and (iv) strengthening of the ME monitoring system with a special emphasis on monitoring compensation payments, livelihood restoration and complaints resolution. Regarding the PAPs from Segments 1 and 2 (from Malik sy to Pikine, the government-funded segments) that have not yet received payment, USD 16 millions will be deposited in an escrow account by the Government of Senegal as a condition of project effectiveness.
130. Going forward the Bank has recruited a resettlement specialist to be based in Dakar. That specialist will work closely with the government to ensure that the breach of OPBP 4.12 for the first segments is remedied and that all the conditions of OPBP 4.12 are fully complied with going forward. As part of such remedial action, USD 16 million will be deposited in an escrow accounts as a condition of project effectiveness, representing the funds necessary to redress the wrongs and grievances from these two segments as they arise. The bulk of the funding will be on Patte d'Oie-Pikine where the process of locating eligible PAPs is underway and will be mostly completed at project effectiveness.
Table 4: Safeguard Policies Triggered by the Project Project Yes No Environmental Assessment (OP/BP 4.01) (XI 0 Natural Habitats (OP/BP 4.04) (XI 0 Pest Management (OP 4.09) 0 (x) Physical Cultural Resources (OPBP 4.1 1) (XI 0 Involuntary Resettlement (OPBP 4.12) (XI 0 Indigenous Peoples (OP/BP 4.10) 0 (XI Forests (OP/BP 4.36) (XI 0 Safety of Dams (OPBP 4.37) 0 (XI Projects in Disputed Areas (OPBP 7.60)* 0 6) Projects on International Waterways (OPBP 7.50) 0 (XI
'7. Policy Exceptions and Readiness
131. The project meets the readiness criteria for project preparation, closely follows all the applicable Bank policies, and does not require any exceptions.
' By supporting the proposed project, the Bank does not intend to prejudice the final determination of the parties' claims on the disputed areas 35 Annex 1: Country and Sector or Program Background Dakar Diamniadio Toll Highway Project
Background
Strategic Growth and Poverty Reduction Objectives
1. According to the latest available data, the percentage of the population living in poverty dropped from 67.9 percent in 1994-1995 to 57.1 percent in 2001-2002, a drop in relative terms of 16 percent or the same proportion as the growth of revenue per person. In other words, poverty remains an important problem, but growth is helping to reduce it. This supports the Government of Senegal’s (GoS’) decision in the PRSP to make wealth creation the primary weapon in the fight against poverty.
2. To achieve the Millennium Development Goals (MDGs), especially the target of reducing poverty by half by 2015, the government aims to significantly improve its growth rates to seven to eight percent on average per year, as laid out in the PRSP. While the short-term macro-economic outlook hinges on global economic conditions, Gross Domestic Product growth could return to the four percent range over the medium term (2010-2012). Going forward, the higher growth targeted by the authorities under the Accelerated Growth Strategy (AGD) - 7-8 percent per year - could be reached if the Government reinforces its capacity to accelerate implementation of market-oriented structural reforms and execute infrastructure projects, on which depends the success of the strategy. Medium and long term grants should receive a boost from several important Public-Private Partnership, including the Dakar-Diamniadio Toll Highway Project, given the massive expansion of Dakar, which contains around 25 percent of the population and more than 80 percent of industrial and economic activities in less than 0.3 percent of the land space. In addition, the quasi-totality ofadministrative and business services is concentrated in the extreme west of Dakar. This urbanization has had adverse effects on the maritime aspect of the city, a legacy of colonization, and is at the root of important back-and- forth movements at peak hours between suburban areas and the historic center ofDakar.
36 Annex Figure 1.1: Dakar
3. Today, Dakar can no longer meet the requirements ofthe level of economic development that it has achieved, either with regard to the functioning of its administrative services or with regard to the flow of traffic. The cost of this congestion in Dakar was estimated in 1998 at US$200 million or 4.6 percent of GDP. Today, the situation is considerably worse, with inertia during peak hours in the principal zone of economic activity in Dakar and on the only exit road from the city.
Transport sector
4. Senegal’s transport sector has historically been organized and regulated within the framework of distinct stand alone transport modes. Each “mode” comprises a bundle of loosely coordinated services and infrastructures which together support a particular conveyance technology, including, for example, technologies for intercity truck services, rural freight movements, and intra urban transit, rail, air and sea transport services. Strong evidence exists that the cost, coverage, scope and quality ofservices produced are not adequate to meet the needs of the country. Thus, rural areas exist within Senegal where reliable truck transport simply cannot be secured by potential shippers, just as passenger services cannot be secured by potential transit customers in peri-urban areas within the Dakar agglomeration. For the poor, geographic isolation persists in both rural and urban parts ofSenegal.
37 Institutional constraints
5. Indicators point clearly to under-investment in the transport sector. For example, the ratio ofroads to population in Senegal places it among the lowest quartile among sub-Saharan African countries.
6. The GoS’ move toward more open and liberal policies since the 1980s has been hampered by: (i)the inability to coordinate infrastructure resource commitments efficiently in ways that support real sector growth, and (ii)the inability to stimulate agile, innovative and dynamic transport service development among private service providers in the public interest.
7. Equally significant is the fact that transport capacity and land use planning are done in isolation in Senegal. This exacerbates existing market failures and threatens to further dampen real sector growth. Externalities in transport service supply come from the fact that transport infrastructure investments are large and typically come in the form of vast, expensive and discrete projects. Significantly, they also engender the economics of networks. Thus, when sufficient infrastructure fails to meet peak demand in local parts of a regional or national network, as it does dramatically in Dakar particularly during the rainy season, very large external costs are created for shippers and passengers throughout the national network. Dakar’s streets are impassible during the rainy season and extremely congested during the rest of the year. These external costs are discounted into inflated land costs where external costs can be avoided. Dakar’s housing shortage and its rapid urbanization resulting in cost of living inflation are manifestations ofinsufficient investment in transport infrastructure and in supporting storm drain infrastructure. During the rainy season, mobility in Dakar is severely limited.
Road condition
8. Externalities associated with inadequate transport infrastructure are most prevalent in the Dakar region. Because of congestion, demand over the locally saturated roadway network is substantially greater than the average price charged for transport services over bottlenecked portions of the national highway network. These large incremental costs are “internalized” neither in service fees nor in user charges related to incremental production of additional traffic capacity. Rather they manifest themselves as externalities associated with lost productivity and rapidly escalating land prices in Dakar and its surrounding areas.
9. Because freight and passenger generation have grown on selected intra-urban links of the national roadway network much faster than the capacity of those links to support high quality, low cost service, land and housing prices have escalated particularly in areas where employment opportunities and commercial growth opportunities are most attractive. The result is a self extinguishing cycle oflocal growth, escalating demand for transport services, land price inflation and dampened commercial growth caused by lost productivity. Limited abilities to coordinate regional land use and transport capacity planning and a lack of private sector investment both
3 Senegal reported 1.6 km per 1000 persons in 1999. This parameter compares unfavorably with the average of 2.6 for Sub Saharan Afiica overall and significantly less than Cote d’Ivoire (3.3), Malawi (2.8), Ghana (2.4), Kenya (2.1) and South Africa (8.2). This ratio is declining in Senegal over time. The country’s population is growing faster than its road network. 38 within and between modal service systems have caused severe congestion, poor asset utilization, escalating unit productioddistribution costs and a pervasive loss ofcompetitiveness.
10. Maintenance management for existing roads is relatively well executed on the national road network where technical competencies and a relatively efficient administrative process has been developed and refined within the Ministry ofInfrastructure and Transport.
11. The nation’s road network includes three primary corridors: the central corridor ofDakar- Kaolack-Tambacounda-Kidira to the Malian border, the north corridor to Mauritania, and the south corridor which stretches towards the Gambia and the Casamance region. Currently two major roads are being rehabilitated: the road leading from Dakar to Ziguinchor in southern Senegal via Kaolack, and the road from Tambacounda north to Ourossogui (Matam) on the Mauritania border. Financing for the former was provided under a World Bank transport sector credit. Funding for the latter was provided in large part by the Taiwanese government.
12. Senegal’s isolation from the rest of Africa is due to its Atlantic/western orientation. As a result, Senegal has a single rail connection and direct road link (with no river crossing) with Mali. It has no direct link with Mauritania, Gambia, or Guinea. This is highly significant at a time when at least one major shipping line is considering the possibility of setting up a regional hub-spoke network in West Africa and where cost effective access to the port of Dakar is constrained due to congestion?
Actions initiated
13. Discussions are underway, as part of a new Bank credit preparation, to transform the budgeted line item a proach to financing the road network into an autonomous “second generation” road fund. PThe result ofthis institutional change would be that more predictable and stable financing would become available for the maintenance and renewal of the national roads network. The process of roadway planning would become more market-oriented with an outward focus on user needs rather than an inward focus on maintenance operations and budget wrangling. A positive corollary is that long-term performance contracts could be negotiated with private companies and applied to maintain the nation’s roads more efficiently. The adequacy of these two transforming institutional developments, however, remains to be judged by the results which they produce.
14. Having realized the need to consider new directions and to secure new sources of transport infrastructure financing, the GoS has embarked, with external assistance, on various initiatives to improve the transport sector. Two sector-wide strategies have led to the Executive
4 Maersk- Moller Line is considering the possibility of developing a hub spoke network structure for its scheduled liner services on the African West Coast. Dakar is the most likely location for centering a regional hub. However, the ocean shipping company is considering a number of factors including road congestion and possibilities for alternative highway access to dispersed regional load centers as it continues to refine it plans. A first generation road fund involves the sequestration of road user fees into an autonomous fbnd or trust from which resources can be drawn to finance the special road maintenance and network extensions or other uses specified by government. A second generation fund differs from a frst generation fund in the autonomy of its operation, the transparency of sources and uses of its funding, its effective separation from government fund management and its accountability only to an independent board of directors. 39 Committee for Urban Transport in Dakar (Centre d’Etude des Transports Urbains de Dakar - CETUD) and the Transport Sector Adjustment Program (Projet d ’Ajustement du Secteur Transport - PAST), probably the closest thing that Senegal has to a comprehensive transport sector strategy. Both appear to be moving forward.
15. In the context of transport constraints hampering economic development, access to Senegal’s economic heart, Dakar, is paramount. Indeed the Cape Verde peninsula is so densely populated that it stifles Dakar’s economic development thus jeopardizing the country’s development. The strategy of the government is to develop the peninsula’s hinterland with Diamniadio as its focal point. The two main projects in this strategy are the development of a new international airport and the Diamniadio Integrated Special Economic Zone (DISEZ).
The new international airport
16. The GoS has decided to build a new international airport in Diass, 47 kms away from Dakar. The new Blaise Diagne International Airport will replace the current Leopold SCdar Senghor international airport in Yoff.
17. The new airport will contribute to the decongestion of Dakar area and will enable better land settlement, in coordination with the creation of Diamniadio’s complementary economic development pole and DISEZ. It aims at making Senegal a major sub-regional hub, while attaining international standards ofsecurity, safety and service quality.
18. With an area of 4,100 ha located close to the main local networks (RN1, water, electricity, telecommunications), the new airport will provide Dakar with an initial annual capacity ofthree million passengers from its opening. It will include: a 42,000 m2 terminal (with 6 telescopic footbridges), a track for Boeing 747-400, a technical blocklcontrol tower, and a park for 30 planes.
19. The estimated cost for the first phase is €350 million (around 230 billion CFAF).
The Diamniadio Integrated Special Economic Zone (DISEZ)
20. The DISEZ is designed to attract new investment by ensuring high quality infrastructure and services.
2 1. Enhanced infrastructure includes roads, an industrial park, a shopping center, service space, office buildings, and a logistics hub. Basic services (telecommunications, electricity, water, decontamination, waste management), as well as administrative (licenses, authorizations, banks and financial services) and logistical services (transport, storage) will be provided in compliance with international standards. The DISEZ will also include a residential area and hotels to accommodate local employment.
22. No resettlement will be needed, and firms willing to relocate into the zone will be able to take advantage ofan incentive fiduciary framework.
23. A convention has been signed with an international investor, Jafza, which will be in charge ofrealizing the US$800 million first phase (650 ha) of the project. An additional 10,000 40 ha will also be blocked to avoid land speculation and plan the development ofthe DISEZ for the next 20 years.
Consultative Process
24. The need for a major overhaul of the Dakar transit system is indisputable among Dukurois, as they all suffer from the inadequacy of the road network in the Cape Verde Peninsula. Various proposals have been advanced over decades and have now reached critical mass. In fact it has become a major political issue and the President publicly committed to the development of the highway and the development of Diamniadio as a solution for Dakar’s decongestion. This received strong support from all sectors ofsociety.
25. The question of how this commitment should be ilhplemented has been the subject of a long consultative process, which started with the review of possible locations for the highway. Although not formally participatory, the initial technical study met many inhabitants in the relevant neighborhoods to identify potential problems. The highway horizontal alignment has been extensively discussed, leading to four alternatives (the Voie de Dkgugement Nord (VDN), the Niayes road, the so-called “Electrowatt” alignment6 and the Route Nationule (RNI) with super-elevated sections). After careful consultation and technical analysis, the historic “Electrowatt” alignment was finally selected.
26. The environmental and social impact assessment teams went on extensive field visits to get a better understanding of all social issues. As a result, comprehensive and detailed Environmental and Social Management Plans (ESMP), validated by the World Bank have been established which detail how to address these social issue. They strongly emphasized the need for a comprehensive and encompassing participatory approach to deal with the social aspects of the program. All the recommendations have been included in the project design and will be strictly implemented.
27. In addition, the two urban development components will be implemented in a highly participatory fashion as all community level public facilities as well as part of the road network will be subject of public forums open to all potential beneficiaries. Complete transparency and inclusiveness are essential conditions oftheir success.
28. The political stakes are high and this ensures that whoever implements the program will have to do so with maximum participation ofthe local population and their leaders.
Named after the consultant who made the first such study more than a decade ago. 41 Annex 2: Major Related Projects Financed by the Bank and/or other Agencies Dakar Diamniadio Toll Highway Project
1. The main project in the Senegal transport sector over the past few years has been the Second Transport Sector Project (PST II),which closed in December 2007. It aimed at (i) rehabilitating the road network, and (ii)helping reorganize the road, maritime, air and railway transport subsectors. As the results ofthis operation have proved satisfactory, a follow up project is currently under preparation.
2. Another Bank-financed project in the transport sector is the Urban Mobility Improvement Project, which closed in September 2008. It was aimed at contributing to the improvement of the safety, efficiency, and environmental quality of urban mobility in the Dakar metropolitan area, and for road safety in Thies and Kaolack. A follow up project is currently in the pipeline.
3. The projects and their ratings are summarized in the table below.
Latest Supervision Ratings Donor Project (Bank projects only) Implementation Progress (IP) Development Objective (DO) Local Authorities Development S S IDA’AFD Program (P084022) (ongoing)
Latest Supervision/ICR Ratings (Bank projects only)
Implementation Progress (IP) Development Objective (DO) Donor Project
Bank Borrower Bank Borrower IDA, AFD, Urban Mobility Improvement Mu/Mu Nordic Project (P055472) Mum Mum Mum Developmen (closed September 30,2008) t Fund Second Transport Sector IDA’AFD’ Project (P002366) SJS SJS SJS SJS FED (closed December 3 1,2007)
Transport Sector Adjustment IDA’AFD Investment Credit (P002342) SJS SJS SJS SJS (closed December 3 1, 1999)
42 Annex 3: Results Framework and Monitoring Dakar Diamniadio Toll Highway Project
Use of Project Outcome Information
To improve mobility between Dakar 1. Average travel time between To assess the extent highway has and Diamniadio Dakar and Diamniadio eased flow oftraffic and increased volume. 2. Volume oftraffic on toll highway Provide communities affected by the 3. Number ofpeople within 150 Improvements in access for residents construction ofthe highway access meters ofan appropriate (asphalted) ofPIS. to basic social and economic all year round road in PIS. Flooding is direct measure of 4. Percentage of surface area liable improved living conditions and to flooding in PIS. access to basic (drainage) services. Surface area easily converted to Percentage of displaced children 5. estimate no. ofpeople affected. in PIS and in the Resettlement Site sent to school. Enrollment is a key indicator to measure improvement in social Degree population displaced s 6. conditions for families. satisfied with relocation services. Measure of effectiveness of
Component A: Highway 7. Kilometers ofroad constructed Monitor progress ofhighway construction construction. 8. Number ofroundtrips between (i)Transport conditions enhanced Dakar and Rufisque on weekdays Measures improved mobility, access per public transport mini-bus to public transportation by citizen (ii)Improved mobility ofpublic without vehicles. transport
Component B: New Resettlement 9. Construction ofnew housing units To assess the effectiveness ofthe Area in Resettlement area. implementation ofthe RAPSand use of services by displaced (i)Use ofthe new services by the 10. Percentage ofunresolved PAPS population. population after one year of lodging complaint (ii)Satisfactory comDensations/resettlement
Component C: PIS Restructuring 11. Number ofkilometers ofroads To monitor outputs and usage of constructed in PIS infiastructure developed in PIS. Living environment improved in PIS 12. Length in meters ofdrainage canals constructed. 13. Construction of socio-economic services in PIS (markets, commercial centers. etc.).
43 rc 0 a 8 a B 5 m2 0 CI .-C a s IA m b 3 .e 1 (d c g c 32.w rg v) t: 3 + - I 0 m .-s ra d v) h YW 0 1 M v)E .eC d -g Y5
Y2 v) a, m Y cd 2 c e, g *; 0 f Q\ ir 0 32 2 0 5 eL e, Y V 4 V 8 C .*0 c) 0
bv1 8 0 E b) s C 0 Vx G b) 2 0 IA P 0 d -0 ce + m 0
0 0 m ce + m -+
0 0 m m -.m + -+ C d + 0
II cu 0
I I I .I c, u 9) I3 0
.r- .rc
C2 es a"$c,v
m I 0
.I c, u 5 9) a mI E W 6 8 c, 8 0 .I 4 ; cl 0 E E E k m Ic, 1 m
2n x x .I 3 3 4-z # # c, u 9) .C) 2 e4 9) 9 h P
z5. c,0 .I a"3 0 c, ,h 9)
3I e 0 c, 3 .I an .I L 9) Annex 4: Detailed Project Description Dakar Diamniadio Toll Highway Project
Component A: Road infrastructure (African Development Bank (AfDB): US49 million; French Development Agency (AFD): US33 million; Concessionaire: US$110.7 million; GoS: US71.8 million)
1. To date the GoS has provided funding for the development and construction of section 1 (Malick Sy - Patte d’Oie) and section 2 (Patte d’Oie - Pikine) of the highway project. For sections 3 and 4, the funding is being raised via a mix of private sector participation and financing and Government financing. The GoS budget for the public portion of section 3 and 4 will be complemented by support ofthe AfDB and AFD.
2. Based on the feasibility and traffic studies that provided the basis for the highway footprint, most of the traffic directed east from Dakar is concentrated on the RN1 (national road 1) between Dakar and Bargny, with a traffic level of about 70,000 vehicles per day between CambCrbne and Patte d’Oie, 40,000 vehicles per day east of Thiaroye, and 15,000 vehicles per day East ofBargny.I3 The project will support the construction ofthis link under a PPP scheme through the construction of the Pikine-Diamniadio section (sections 3 and 4) and the operation ofa toll road between Patte d’Oie and Diamniadio (sections 2, 3 and 4).
Technical description
3. The DDTH as a whole will link Malick Sy, the gate of downtown Dakar to the city of Diamniadio via Patte d’Oie. This 7.6 km long urban highway between Malick Sy and Patte d’Oie will not be included in the toll section. Section one is currently being widened from 2x2 lanes to 2x3 lanes highway and includes three interchange systems. This is being financed by the government budget.
4. The first toll section (section two) is a 5 km long section that goes from Patte d’Oie to the Pikine interchange with two interchanges in CambCrbne and Pikine. It has been the object of a detailed technical study in 2006. The works contract has been awarded and work started in 2007. Although this section will be included in the DDTH for its operation (with an open toll system privately managed according to the PPP arrangement), it is being financed through the government budget.
5. The second and longer tolled section of the DDTH (sections three and four), with a length of 20.4 km, will link the Pikine interchange to Diamniadio. The construction of this section is to be co-financed through the PPP with the GoS and donors.
Financing the DDTH: The PPP Rationale for an integrated approach and a PPP scheme
6. . Senegal already has experience with PPP schemes in several infrastructure sectors such as water, electricity and telecom. The rationale behind using a PPP scheme for the development ofthe DDTH is as follows:
13 See map in Annex 1.
47 (i) By attracting private sector funds in a sector of the economy that can justify using such funds for a portion of the development of the DDTH, the government can make sure that it deploys its own budget, and donors money in areas which cannot easily attract private sector financial contribution. A PPP for the DDTH will allow the government to maximize the efficiency of its participation as well as the donors’ by leveraging these resources with private sector money. (ii) Risk transfer and maintenance over the long term: Typically, a construction contract, followed by an operation and management contract does not pass on significant risk to the private sector since the risk ofpoor construction, delay and cost overrun is not left with the private sector. Traditional construction contracts do not require significant investment from the private sector, so the penalties suffered by the private sector if the project is late or over budget are very limited. Similarly, the amount of capital at risk in a typical road maintenance contract is very limited, so there is little risk transferred to the private sector on the maintenance portion of the road. In other words, a project tendered on the basis of a construction contract and a separate operation and maintenance contract will not include significant money at risk fi-om the contractor’s perspective and therefore has a significant risk to be executed over budget, with cost delays and at a sub standard level of maintenance. The PPP approach links the concessionaire remuneration (via toll revenues) to the ability ofthe concessionaire to have an effective piece of infrastructure. This provides a strong incentive not only to construct at or below cost within the contractual timetable (as any slippage result in loss of revenues, and additional construction costs come as a direct limitation of equity return) but to maintain the road over the long term (as low maintenance will impact the ability of the road to carry traffic, and will therefore hamper revenues and profits). (iii) The choice ofthis type ofPPP is based on the willingness ofthe government to bring as much private capital as possible while transferring construction, operation and maintenance risk to the private sector. So the DDTH will be built under a BOT design. These benefits complement other expected benefits of the private sector participation such as better management ofconstruction activities as well as operation and maintenance. (iv) Numerous studies have been or are being carried out in the process of the preparation of the DDTH. These have demonstrated that: (a) the project was technically feasible, (b) the route chosen was optimal, (c) the route will generate significant traffic both on a tolled and un-tolled basis, and (d) such traffic, route, and technical constraints were fully compatible with a PPP procurement route. In particular, the feasibility study conducted by the financial advisors and the legal advisor confirms that the legal framework, investment climate and financial characteristics ofthe transaction are compatible with a well-structured PPP approach. Such studies have been validated by the success ofthe tender with two bids received from reputable and experienced consortia. The approach selected was pertinent in that it allows for maximum use of private funds both in equity and lending. It also demonstrated the positive impact of the DDTH and its associated projects on the economic and social development ofthe Cape Verde peninsula. It also demonstrated the high acceptability of the toll system by most users to generate enough traffic for both profitability of the PPP while enhancing dramatically the capacity of the urban main road network.
48 The concession arrangement
7. The objective ofthe PPP is to maximize private sector participation while taking into account the necessity to generate enough profits on invested capital to attract appropriate investors and lenders. Admittedly, the GoS and its partners will have to provide a level of support to the project to attract quality private investors.
8. The concession will have the following technical and legal parameters: Integration of the Patte d’Oie - Pikine section in the concession as assets in kind at the beginning ofthe contract; The concessionaire is in charge ofoperation and maintenance ofthe Patte d’Oie - Pikine section in addition to the Pikine-Diamniadio section as well as the Diamniadio-RN1 link; The Patte d’Oie - Pikine section will be tolled as soon it is completed; Immediate tolling after highway completion would likely prove more acceptable than allowing an initial free use ofthe road and then charging users; The Patte d’Oie-Pikine section will generate profit early during the Pikine- Diamniadio construction period which will limit the need for public funds fiom GoS budget; A limited construction duration will commit the contractor to respect the timetable and ensure high quality construction; and A 25 year concession to ensure: (a) adequate profitability for the project; and (b) adequate long term profitability for investors, in line with the duration offinancial tools that can be used in such a project.
Commercial aspect
Transferred risks
9. A risk matrix has been elaborated by the APE, s.a. strategic advisor that distinguishes four categories of risk to be born by the licensor, the concessionaire or both. These c~rrently’~include: (i) Overall project risks: (construction and operation), (ii) Design and construction risks, (iii) Operating risks, and (iv) Financial risks.
10. The proposed split ofthe identified risks between the licensor and the concessionaire mostly follows a typical approach for similar projects where most of the physical and financial risks are supported by the concessionaire while the GoS will support most of the risks related to changes in requirements it imposes or unidentified preexisting conditions. This will be reflected in a revised concession agreement.
l4 Since the Concession Agreement has not yet been finalized, the exact risk allocation is still a subject of negotiations, but it is not anticipated that the main risk allocation described herein would change.
49 Proiected contract framework and selection process
11. As shown in the diagram below, a Special Purpose Vehicle (SPV) will be created to finance, design, build, operate and maintain the project and will be the only counterpart to the government. The fundraising by the SPV will be done following typical project finance limited / non recourse basis, on the principle of an adequate allocation of risks between the project counterparts.
Annex Figure 4.1: Organizational Chart 7Licensor
Special Purpose Financing I=---Stakeholders (Private &
Design & construction Operation & maintenance contract contract
I \ Interface contract
12. The structure that has been developed by the financial advisor and legal advisor is ensuring that it is as close as possible to international standard in project financing, based on the considerable experience that such advisors have of similar projects in other parts of the world.
Annex Figure 4.2: Development Process
Tendering uFinancial Closing
50 13. The project envisages the participation of the private sector via a concession agreement for the construction of a portion ofthe motorway (section three and four e.g. from Pikine to Diamniadio) and the operation and management ofthe tolled part ofthe motorway section two, three and four (Patte d'Oie to Diamniadio). The project is designed so that the concessionaire will have the ability to charge tolls on the motorway, and such tolls will form the basis of the concessionaire revenues. Since additional revenues generation opportunities will be limited and will therefore constrain the ability of a concessionaire to generate sufficient profit to repay debt and generate return on equity over the life of the concession, the project has been designed as a PPP where a capital grant (also referred as an investment subsidy) is being provided by the government to fund part of the construction costs of the concessionaire. The expected size of the capital grant was one of the main criteria for the bidding process.
Development to date of the bidding process
14. The selection process was launched on April 2, 2007, following tender publication through national and international newspapers. The Commission d 'Appel d 'Ofjes opened the prequalification documents on May 31, 2007 and established a technical committee as a support for bid review and analysis. This committee issued their report on June 25, 2007 thus leading to the pre-qualification ofthree candidates.
15. The preliminary bidding documents were sent on November 20, 2007 to the prequalified candidates. In accordance with the bidding process, candidates submitted initial technical proposals on March 5, 2008. The technical committee of the bid evaluation committee reviewed those proposals with the assistance ofconsultants. Discussions were held in March 2008 followed by bidding documents editing to ensure that the initial feedback provided by the interested prequalified bidders were taken into account in the drafting ofthe revised bidding documentation. New bidding documents were handed over on May 9, 2008 in accordance with the bidding process with full bids being submitted in October 2008. The new bids were open on November 2008. The group was selected preferred bidder as a result ofthis process.
16. Following the preferred bidder selection, a period of negotiation is currently underway in relation to the Concession Agreement. It is currently planned that the preferred bidder should be officially awarded the contract at the end of March, 2009 subject to such negotiations being successful. Following contract award, and as usual in such PPP arrangements, further negotiations will be undertaken to finalize the Concession Agreement and with the view of obtaining financing from the concessionaire lenders. The contract will be signed by September 2009. It is expected by effectiveness of the project that the concession agreement between the Government and the concessionaire is signed and financing arrangements for the aggregate amount offinancing required would be delivered.
Component B: Right of way clearing for section 3 and 4 of the DDTH and urban development of Tivaouane Peulh Resettlement Site Preparation (IDA participation: US$58.5 million; French Development Agency (AFD): US$25.2 million; GoS: US$74.6 million)
17. Land and property acquisition for the right ofway has, for social reasons, been treated in two segments: (i)the stretch from Pikine to Keur Massar, which will affect a large number of residents and businesses over a relatively short distance; and (ii)the stretch from Keur Massar to Diamniadio, which quickly metamorphoses from rapidly urbanization to beginning
51 to urbanize to expressly rural. This section will discuss the occupation and property acquisition in each ofthe two stretches (or sub-segments) before discussing the development ofthe resettlement village.
18. Pikine-Keur Massar. Over 30,000 people (approximately 3,000 households) will be directly affected, in one way or another, by the construction ofthe last segment ofthe DDTH. The Pikine-Keur Massar stretch accounts for over 95 percent ofthe PAPs in this construction segment. Here, there are 3,131 me'nages or households (2,288 concessions) that will lose their homes; ofwhom only 888 are home owners and the other 2,243 households are renters. In addition, 917 large, medium, and small enterprises will have to relocate, as well as another 209 vendors who have a small stall or table (a movable facility in a usual selling location). Finally, some 91 agricultural plots will be appropriated, along with any trees thereon. The cut-off-date for this segment was September 7, 2006 for the initial census survey, and August 6, 2007 for the complementary census conducted after omissions claims from PAPs were registered and addressed.
19. Keur Massar-Diamniadio. Land occupation pattern in the Keur Massar-Diamniadio stretch of the highway is very different from Pikine-Keur Massar. Here, one has first a rapidly developing urban area, Kambe, just beyond the Mbao forest. In this neighborhood some 51 houses will be lost, although there is space for rebuilding them on new lots outside the ROW. Then, east of Kambe, the once rural area is at an early urbanization phase, as it is now being subdivided into housing divisions around West Rufisque. In this area there are 24 subdivisions under development, with a minimum of 1,578 building plots already marked out. From East Rufisque to Diamniadio, by contrast, the DDTH passes through an expressly rural area occupied with approximately 100 fields and small farms (groves) only.
20. The resettlement site of Tivaouane Peulh was selected after careful consideration to environmental and social parameters, the constraint of a tight real estate market, and the availability of unoccupied land in the Dakar metro area. An earlier proposal at Keur Massar for the relocation of displaced households was found inappropriate by the environmental impact assessment. The assessment cited two main reasons for the decision: (i)its proximity to Mbeubeuss (ii)and the area being prone to flooding and vector diseases. An alternative resettlement site was identified in the nearby city of Sangalkam, located about 2 km (4 miles) away from the existing dump site, with the dominant winds blowing North-North West/North East, and parallel to the location of the dumpsite (North East-South West). The environmental study and soil analysis indicated that the site was acceptable and could be used without restriction for human habitation and agricultural production. The closing of the landfill, scheduled for November 2010, thus became a necessary condition for the acceptability of the resettlement site; the recommended environmental measures will be conducted under a sub-component ofproject component B.
21. The planned resettlement zone of Tivaouane Peulh covers 165 ha. Its limits are Malika on the South-West side, Keur Massar on the southern side, Niaga on the eastern side, and the Atlantic Ocean on the northern side. Approximately 3,000 families (30,000 people) are expected to resettle there following the highway construction as well as the restructuring of PIS. The resettlement site and its surroundings belong to the Niayes system, which is a series of low lands and sand dunes oriented in the same direction as the shore, often used for gardening. A significant portion of the low-lying area will remain as gardens, with the possibility of the development of additional community gardens in that zone. The site is currently scarcely occupied, by a few private housing developments and by seasonal gardeners who exploit it by paying land use rights to customary land right owners. However the site is not isolated from other settlements, as it is closed to the Plan Jaxaay, an emergency
52 flood resettlement area developed by the government following the 2005 flood. It is located mid-way between Dakar metro area and the planned development pole ofDiamniadio.
22. Consultations held during project preparation indicate that the vast majority see positive aspects to the proposed site, citing in order of preference access to basic infrastructure (25 percent), the end of flooding (23 percent), land tenure security (8 percent), the economic opportunities offered by the proximity of the ocean, and cleaner air, etc. Twenty-four percent do not see any advantage to the proposed site. Thirty-three percent of the PAPs expressed their concerns of being separated from their social network, friends, or workplace, 30 percent expressed no concern and 17 percent mentioned transport.
Resettlement preferences Percentage No preference 2% On a resettlement site next to my current neighbors 35% In my current neighborhood so as to remain with my neighbors 14% On resettlement site next to my workplace 18% On a resettlement site in a new house consistent with my family’s 21% needs Possibility to resettle with no constraint where my family desires. 10%
23. The main concern expressed by 49 percent ofthe PAPs is the disruption oftheir social networks as a result of involuntary resettlement. This may be the underlying reasons behind the 10 percent who would like to resettle with their family. Only 18 percent expressed a preference for a resettlement site close to their workplace. The detailed survey conducted on Pikine-Keur Massar thus highlights the importance of networks ofkinship or friendship as a key element ofthe survival strategy ofthese vulnerable urban communities. These results are consistent with the findings of the rapid socioeconomic analysis of the PAPs’ profile carried out on Malick Sy-Patte d’Oie during project pre-identification.
24. The PAPs were also consulted on the type of socioeconomic infrastructures they would like to see in the resettlement zone. The services most cited related to drinkable water, electricity, accessibility and mobility, health, water drainage, sports, place of worship, schools, banking services, markets, and safety/police. The studies and consultations were used in the design of the resettlement plan for the critical right of way segment of Pikine- Keur Massar, the technical design ofthe Tivaouane Peulh resettlement site, the closing ofthe Mbeubeus landfill, and will also be used in the planning and execution of the resettlement place to minimize disruption ofsocial ties. Current land occupants were also consulted as part of project preparation. The strategic approach adopted by the project was to avoid or minimize additional involuntary resettlement by integrating current land use in the design of the resettlement village. Nevertheless, a census of current owners and those occupying property, along with an inventory of their assets, was conducted for those properties and assets that have to be displaced, and an Addendum to the Pikine-Keur Massar RAP was prepared and disclosed at InfoShop on December 2, 2008.15
See Annex Table 11.5: Safeguards documents produced
53 The development of the Tivaouane Peulh resettlement site
The urban development program
25. The proposed concept has been designed in accordance with the greater Dakar’s plan directeur d’urbanisme (PDU - Urban Development Plan), which is in preparation, horizon 2025, which currently is under review as well as the derived plan d’urbanisme dCtaillC (PUD - Detailed Urban Plan) for Keur Massar -Tivaouane Peulh.
26. The resettlement site is based on the following premises: (i) The full cover of resettlement needs plus an allowance for future expansion. The development plan thus includes 2,154 dwellings to cover the 1,696 dwellings needed through the DDTH RAP. This leaves 458 available dwellings, and potentially more if not all impacted families decide to move to the site; (ii) A surface storm water system to limit investment and maintenance costs. Low land areas thus becoming natural water exits; (iii) A gravitational water sanitation system that will significantly improve the quality of life for new dwellers, minimize the environmental impacts on urban development, and reduce investment and maintenance costs;
27. The resettlement area covers around 165 ha while the identified need for the population to be resettled from the DDTH ROW is estimated to be 80 ha or about 50 percent of the available surface. It should be noted that because of the site topography, only 55 percent ofthe surface can be developed without heavy earth moving equipment.
28. The part ofthe resettlement area that cannot be developed will be kept for agriculture community gardens, sports facilities or simply for land conservation. The part near the resettlement site on which agriculture and gardening is practiced is outside the project area. People will carry out these activities at their own risk. Residential areas and the main urban functions will be on high grounds. The transportation network, parks and sports facilities will be built in low lying areas to keep as much land open for development as possible.
29. The site will be developed incrementally. The first phase will cover only the needs of people affected by the DDTH and will be in the south and center-east, next to the urban zone ofTivaouane Peulh. Subsequent development will be to the north.
30. The topography of the site has mostly determined the urban format of the development, which is designed to be more “organic” than an “efficient square” as found in many North American cities. The proposed road network consists ofmain streets that outline the various neighborhoods. Streets are designed to accommodate the topographic and terrain constraints. Some feeder streets will be for pedestrian, cycling and donkey cart use exclusively.
3 1. The plan incorporates the use of “neighbor units” to maintain to the extent possible the social fabric in the resettled area. Public facilities built by the project will take into account future development projected in neighboring areas.
32. The development options ofthe resettlement site also takes into account the following parameters: (i) Legal land management procedures;
54 (ii) Housing type (individual or collective); (iii) Infrastructure: roads, water, power distribution, and sanitation; (iv) Public facilities: schools, health centers, community houses, administrative facilities, and sports and entertainment facilities; (v) Public space development: green zones, linear tree planting, etc.
Integration of the resettlement site in the host community
33. The concept ofintegration ofnew homes in the commune d’urrondissement takes into account existing housing and environmental conditions, as well as the future evolution ofthe city. The household and agricultural users found in the resettlement site will be either compensated in cash or resettled in the resettlement zone with all the other affected people. Spatial occupancy will be based on a group of networks and buildings that will allow for harmonious development of the area. The transport network aims at facilitating contact and exchange among the population, bringing the resettlement site closer to other neighborhood such as Keur Massar, the main business center in the Dakar suburbs.
34. Road network. Two groups ofroad networks will be explored:
0 Main roads will link the new sites to neighboring cities (Keur Massar, Tivaouane Peulh, etc.). The roads will be conventionally sized with a right of way between 10-20 meters wide. These roads will serve as permanent links for local and external population. Yet the height ofthe water table and some risks of water refill in the lower areas will necessitate a heightening of part of the network.
0 A secondary urban network will internally link to the main areas of the resettlement site.
35. To prevent future spontaneous, uncontrolled settlements without easy access and other social and economic facilities, the Government will take measures to ensure that: (i) improper land zones will be closed off to future infrastructure development, and (ii)a land use master plan will be developed for zones that are eligible to housing.
36. Public Transportation. In the Dakar metropolitan area, public transportation mainly consists of the Dakar Dem Dikk network, the “curs rupides” minibuses, regular taxis, informal taxis named “taxis clandos”, and the Ndaga Ndiaye (old minibuses specialized in periphery-downtown as well as interurban ones routes). According to the Dakar PDU in 2003, taxis and “curs rapides” amounted to 60 percent of public transportation, followed by Dakar Dem Dikk (25 percent) and the “taxis clando” (1 5 percent).
37. The public transportation network will be located on the main roads ofthe site and a new terminal will be at the junction of the two main roads to meet the demand of new and future inhabitants. This location was chosen to allow quick access to main roads in four directions and thus link the main road network with the secondary network in all Tivaouane Peulh neighborhoods. Bus stops will be strategically located to allow easy access to local streets within a 400 m radius.
38. Site connection to existing network. The resettlement site is located in an underdeveloped area. To get a functional development, the site will be connected to neighboring areas, especially Malika and Tivaouane Peulh.
55 Social and Economic Infrastructures
39. The resettlement program envisions providing the new communities easy access to social and economic services. In addition to the rehabilitation ofall facilities currently located in the program’s various ROW (religious buildings, private schools, and cultural facilities), the program will build the following facilities: (i) Public health: 2 health centers (Health Management Plan will be prepared and implemented); (ii) Education: 2 elementary schools; 1 secondary school; (iii) Markets: 1 large marketplace, (iv) Community centers: 2 mosques and 1 socio-cultural center (v) Sport facilities: 1 multifunctional sports field.
40. Closing of the Mbeubeuss waste disposal site. The closing of the Mbeubeus dumpsite is on the critical path of the project implementation. The government is on the process of closing Mbeubeuss. This will be done in association with Entente Cadak-Car, a joint-venture between the two Dakar metropolitan unions in charge ofsupervision solid waste management, and Veolia, a French company granted a concession to operate solid waste collection and disposal.
41. A number of options are being explored for the closure ofMbeubeuss waste disposal site. One involves the simple closing by covering the site with a layer of soil to prevent air pollution. A second option involves setting up a structure for the production of biogas. A study financed by the World Bank is currently under way. A consortium of NGOs is also exploring the second option. The second option is not exclusive ofthe first and therefore will not unnecessary delay the site closing. The expected cost for the simple closing of the Mbeubeuss waste disposal site is expected to be CFAF 3.5 billions and will be fully financed by the World Bank under component B. The closing is scheduled around November 2010. In addition, there are about 800 waste pickers or scavengers and 150 households living in its vicinities. An advanced Resettlement Policy Framework consistent with World Bank OP 4.12 was prepared and approved on October 12, 2008. The Institut AJFicain de Gestion Urbaine has provided useful socioeconomic study of the waste pickers as input to the development ofthis RPF. A full RAP will be completed once the closing option retained and their impacts on the waste pickers are known.
42. A replacement landfill has been identified in Sindia and should be completed by May 2010. The cost ofopening the Sindia site will be fully funded by the GoS. An EA conducted in 2005 unambiguously determined that the Sindia site was clear of all residential, business (apart f?om lateritic mines) and agricultural occupation. Since the official authorization for surface mining is temporary and revocable, the Bank found that there were no resettlement legacy issues at this site, and no further work was required. Documentation of the land acquisition process that took place for the land needed for the Sindia site has been obtained by the Bank. This documentation is in compliance with OP4.12.
43. The project will provide targeted assistance to all PAPSand vulnerable groups per the provisions of the approved RAPS. But considering the sensitivity ofthe issue, as well as the very poor living conditions of working children on the Mbeubeuss waste disposal site, activities related to the design and targeting of interventions in order to address their situation have been outlined during project preparation. However, information about the background and characteristics ofthese children and an analysis ofthe reasons why they scavenge will be
56 necessary to design specific interventions. Hence, a detailed qualitative and quantitative study on children working on Mbeubeuss dumpsite will be completed before any interventions on their behalf start. The findings of this study will help design more integrated sub-projects, which address various aspects of the problem, include interventions for adults and children and distinguish the various age groups and gender.
44. The project will be aiticulated around three pillars: i)encouraging access to formal education, ii) creating a bridge towards education through non-formal education schemes and, iii)vocational training. (9 Encouraging access to formal education. For children aged 6 to 12, allkfforts will be focused on getting them into officially registered and recognized schools, either public or privately owned, and ensuring their success once there. There is encouraging evidence that scholarships which cover tuition fees, books, uniforms, school meals are effective. These scholarship programs (or similar incentive schemes), while effective, are expensive and may raise sustainability issues. Ways to make these interventions more sustainable and less dependent on donor fimding will be explored, e.g. cooperation with municipal or national subsidy programs for school-related expenses of low-income families (ii) Creating a bridge towards education through non-formal education. Non-formal education will be needed for older waste-pickers (13-18 year olds) as they are often too far behind with formal school and rely too much on the income from waste picking. The usual reading, writing and arithmetic studies can be augmented with training in accounting, problem solving techniques, teamwork, and computers. Non-formal education can be combined with vocational training and income generation (“learn and earn projects”). (iii) Vocational training. Vocational training will combine theory and practice (on- the-job and classroom training), link with a number of relevant subjects (hygienehealth, family planning, business development, etc.), and incorporate arts and recreational activities to develop work and social skills (being punctual, team work, etc). Some ofthe interventions will teach skills directly related to the waste sector, for example recycling techniques or the planning of collection routes. The advantage is that young people know the sector and are usually interested in it.
Implementation of the resettlement program
Compensation Valuations
45. The Groupe Ope‘rationnel, an inter-Ministerial committee, carried out the property inventory and asset valuation under contract to APIX, s.a. APIX, s.a. took great care in the verification of the list of affected people, for example, not only publishing the lists locally, but also providing social assistants to review the lists with and for illiterate PAPS. The different cut-off-dates are included in the various RAP prepared for the project and disclosed in country and at Infoshop: September 07, 2006 for the initial census survey, and August 06, 2007 for the complementary census conducted after omissions claims from PAPS were registered and addressed (Pikine-Keur Massar; March 27, 2007, Keur Massar- Diamniadio from July to December 2007), with the specific cut-off-date for each PAP being the date on the questionnaire, the day the census survey team actually visited the PAP (PIS).
57 Institutional Arrangements to deliver compensation and resettlement
46. The implementation ofthe resettlement operation will naturally vary with the type and extent of displacement required. In the Pikine-Keur Massar stretch, where several tens of thousands of people are affected in different ways, there is clear need for a strong social assistance program. APIX, s.a. will open an office in the area. To assist those PAPs who will relocate to Tivaouane Peulh, the Agency will also contract with two NGOs to assist throughout the resettlement operation. The project will endeavor to prevent that the resettlement program be diverted from one of its key objectives, namely to restore the livelihood and living condition of the PAPs (and affected households); or to improve it if possible. To that aim, in order to ensure that PAPs have replaced their houses, the project will apply some of the good practices and lessons learned from a restructuration project carried out by FDV in Pikine.16 Thus, for those PAPs who will prefer cash payment in order to replace their homes, the facilitating NGOs, in close collaboration with the APIX, s.a. field office staff, will assure that each PAP has identified an appropriate replacement property before the funds are entirely released. Moreover, the project will monitor to the extent possible the use of those funds and will help address any difficulties these PAPs might encounter in acquiring legal title to their new residence. To assist the artisans, merchants and vendors who will relocate near their current locales, APIX, s.a. will work, through its liaison committees (comite's de liaison with local authorities and various PAPs), to identify and allocate appropriate selling locations well in advance ofthe date the property is required for the project.
47. Because the social dimension is so critical in a large-scale and complex resettlement operation, APIX, s.a. will also organize Urbain Resettlement Committees (Comite's urbains de re'installation), composed of affected people such as neighborhood leaders. Once operational, these local committees will be extremely important in keeping people informed of project activities, in answering questions and concerns, in organizing the physical move, and in re-establishing the population in the new village. It will be important, for example, to replicate existing block organization in the new village to the fullest extent possible, which will give these committees a raison d'gtre after the physical relocation.
48. The resettlement operation is simpler in the Keur Massar - Diamniadio stretch ofthe DDTH. Most residents whose homes are within the ROW in Kambe should be able to purchase replacement plots and construct new homes, as long as project authorities assure that land values do not spike locally. And the farmers in the more rural area can seek out replacement cultivable lands if there are available, or take cash payment, as long as any employees are taken into consideration. A small stretch ofthis road, from the end ofthe on- ramp to the National Highway has been surveyed and inventoried after the detailed technical design of this junction was completed. This information was used to prepare an Addendum to the RAP ofKeur Massar-Diamniadio, disclosed at InfoShop on December 2, 2008.17
49. Because the resettlement operation in this stretch of road involves fewer PAPs and is simpler, APE, s.a. will rely on one NGO to carry out the operation and will not open an office in the area. The Agency will, of course, liaise with local officials, but, with the
l6 In the FDV program, 10% of the cash Compensation was retained. Although modest, this amount was a good enough incentive to prompt all PAPs to find a replacement house and get full payment of their compensation. The details of the implementation ofa similar incentive measure will be discussed during project execution with all the concerned parties, including the facilitating NGOs. l7See Annex Table 11.5: Safeguards documents produced
58 exception of the Kambe area, there is less need for local coordinating committees, although these can be established should the need arise.
Resettlement monitoring and impacts evaluation
50. Close monitoring ofthe resettlement operation in both stretches ofthe DDTH will be important for keeping resettlement activities on track and documenting their success. At the Bank's recommendation, in May 2006 APIX, s.a., recruited a local NGO to monitor and facilitate implementation ofthe RAP for Patte d' Oie-Pikine, and to provide assistance to the various categories of affected persons. The NGO strategy was to facilitate partnership between groups of affected personshouseholds, and local administrations, technical directions of ministries, or private sector operators. Key outputs of the NGO facilitation included: the organization of housing workshops (@res de 1 'habitat) for homeowners, the establishment ofland buying cooperatives for affected tenants, the identification ofnew land, and the creation ofa mutual fund for displaced gardeners.
5 1. Nevertheless, the establishment of a robust monitoring and evaluation system with diligent data collection and electronic management and reporting mechanism are still a big challenge for APIX, s.a.. The Agency will engage a research firm or NGO to undertake close surveillance of the operation. They will be assisted by the NGOs contracted for social assistance in the project area.
Mbao forest
52. The route ofthe toll-road passes through the Mbao protected forest and the lost forest area will be compensated as indicated in the Environmental and Social Management Plan of the ROW of the Dakar-Diamniadio highway. In order to preserve this area, a forest management plan was finalized in November 2008 by the Regional Counsel of Dakar in collaboration with the Directorate of Water and Forest. Its implementation will be partially financed by the project. It is worth noting that the future ofthis forest isjeopardized without a management plan regardless ofthe construction or not ofthe toll road.
53. The main objective of the forest management plan is to manage the forest in a sustainable way and to enable the surrounding villages to benefit from the improved management ofthe natural resources and provide a leisure and recreation area to the public. The specific objectives of the project are as follows: (i)Protecting the ecological and biological function ofthe forest within a sustainable forest management plan; (ii)Improve the livelihoods of the communities and income of the surrounding population by promoting pharmacopoeia, vegetable production, and sustainable supply of natural resources, (iii) Providing a recreational area for the public; (iv) Protecting natural resources around sensitive areas. A steering committee which associates the key stakeholders such as the Regional Counsel of Dakar, the Directorate of Water and Forestry, local communities, NGOs and the private sector was established and will be responsible ofthe follow-up ofthe implementation ofthe forest management plan.
54. This will be achieved through the following activities: (i) Reforestation, diversification oftrees species; (ii) Improving the development and densification oftrees; (iii) Fighting against bush fires; (iv) Conservation ofbiological diversity;
59 (v) Awareness raising, capacity building and organization of stakeholders and local communities; (vi) Promoting sustainable and small scale economical and natural resources management activities (pharmacopeia, horticultural products, livestock); (vii) Feasibility study for a national arboretum, a botanical garden, an ecological trail, a pick nick areas, a national racecourse (hippodrome), a zoological garden, a running trail and priority investments (according to feasibility studies); and (viii) Protection ofecologically sensitive areas.
55. The project will be implemented within four years.
56. The Directorate of Water and Forest has given the authorization to APE for the present routing ofthe toll road.
57. The elaboration of a draft protocol agreement between APIX and the Directorate of Water and Forest is under way. The objective of this protocol is to define roles and responsibilities of both entities with regards to the implementation of environmental aspects related to the DDTH project. As stated in the protocol agreement the toll road and all related infrastructure will be implemented based on the Mbao Forest Management Plan and the ESA conducted within the toll road project. The following hnding and implementation mechanisms are being sought: (i) The private entity of the toll road will be in charge of tree planting in the forest with monitoring from the Directorate ofWater and Forest; (ii) APE will finance the compensation of destroyed trees within the routing (EAP components integrated in the Mbao Forest Management Plan); (iii) The directorate of Water and Forest is in charge of the financing and the implementation ofthe Mbao Forest Management Plan; (iv) The Directorate of Water and Forest will monitor the implementation of all environmental related aspects with the financing ofAPIX.
58. The implementation ofthe Mbao Forest management plan will require around US$l.7 million, ofwhich the project will contribute to US$1.3 million.
Component C: Urban restructuring of Pikine Irrdgulier Sud (IDA participation: US$27.3 million and French Development Agency (AFD): US$18.7 million, GoS: US$9.0 million)
59. The urban restructuring of Pikine spans over 860 hectares. Its northern limit is the railway track, the southern the Route Nationale I (RN l), the eastern the Fass Mbao access ramp, and the western the Guinaw Rails neighborhood. The new toll highway will cross through this area. This will have a major social im act on the Pikine and Rufisque administrative entities. The communes d 'arrondissementw of PIS (neighborhoods ofGuinaw Rail Sud, Guinaw Rails Nord, Thiaroye Gare, Tivaouane-Diacksao, Diamegukne-Sicap Mbao) will likely be the most impacted because of the illegal and precarious status of most dwellings. The restructuring will focus on PIS, which is a very densely populated area with
18 Local governments pertaining to a city.
60 around 242,000 inhabitants and an average density of 28,000 inhabitants/km*, built on insalubrious grounds liable to flooding, with no legal property documentations. This area lacks significant infrastructure, facilities, paved roads and other networks.
60. The main features ofthe current land occupation in PIS are the following: Eighty-eight percent of dwellers are owners or immediate family members; 81 percent of the plot or dwelling has been purchased; 86 percent have no land title; 92 percent ofa typical house is one floor built with durable material; 25 percent of household are headed by women; almost half of them (47 percent) have no education, and only 3.5 percent attended superior education; the average size oftypical household is 12.7 persons; 82 percent of households have access to running water, 86 percent to electricity and 40 percent to land phone lines. These figures are considered high for such a neighborhood. The main stated problem cited is poor storm water drainage. In the three communes suffering from this, 40 percent of houses are damaged. Permanent stagnating waters over many months allow for water-born diseases and solid waste dumping. The negative health impact is worsened by out-flowing human waste tanks which are not done properly because of the relative high costs. (21 .OOO CFAF/emptying) and difficult access; and Solid waste collection typically is done by truck (64 percent) or cart (29 percent). Only four percent of this waste is left in the neighborhood (flooded or floodable lowlands).
6 1. The construction ofthe DDTH will split the northern and southern parts ofPIS which is expected to affect land occupation and use, economic activity, employment and social relationships. In spite of this, a comprehensive sociologic survey done as part ofthe RAP of PIS shows that the vast majority of the PIS population knows about the project and has a favorable opinion of it. The survey was conducted from July to December 2007, by a Consultant consortium lead by Urbaplan and Ingesahel. Populations were organized in Groupement d 'Inter& Econonomiques (GIE) to facilitate their consultation and effective participation in the process. Details of the participatory process put in place are included in the RAP for PIS.
62. The study identified key element of the DDTH perception by the heads household heads. Three fourth of those surveyed have heard ofthe project - 3 1 percent fiom neighbors and 24 percent from the media. Ninety percent of those surveyed think construction of the highway is important and necessary. The restructuring program is also well perceived by 97 percent of the population, due largely to the rehabilitation program and the information campaign under way.
63. Almost half ofthose surveyed (48 percent) were worried about being expelled without proper compensation or adequate new housing. There were no major concerns to being resettled in Keur Massar, and only 13 percent rejected their solution (up to 19 percent in some areas) due to the remoteness of the area. To a lesser extent, some concern about highway noise was cited.
61 Urban infrastructure development: the Projet de Restructuration de Pikine Irrigulier Sud (PRPIS)
64. The “Projet de Restructuration de Pikine Irrbgulier Sud” (PRPIS) has the following objectives: (i) Provide a framework for securing land ownership; (ii) Improve living conditions; (iii) Support development of basic services, esp. drainage , markets, health care and education; and (iv) Provide better access to, and integration with local, regional and national infrastructures.
65. The PRPIS, as currently elaborated, will have two levels ofinterventions with specific approaches.
Structuring infrastructures
66. All major investments will be included in this intervention. The infrastructure will be neighborhood-wide and easily identified by technical experts. They will require technical approval by relevant line ministries as well by local governments (Ville de Pikine, or Commune d ’Arrondissement). These include rain water drainage networks, primary and secondary road networks and education, health and entertainment facilities.
67. The PRPIS incorporates a comprehensive restructuring program as follows:
Urban roads fest. CFAF15.3 billion)
68. The proposed investments have three targets: (i)create inside PIS a coherent urban road network linked to the city main corridors; (ii)increase multi-modal access (including public transportation, solid waste collection and pit emptying); and (iii)provide sufficient access to the toll highway through the Pikine interchange. The project will finance primary roads and secondary roads.
Drainage network (est. CFAF3.5 billion)
69. In order to improve drainage inside PIS, the project will finance two important complements to the existing network built by AATR and PCRPE or planned by ONAS. The proposed works include: (i) Transformation of Sam-Sam pond, OH5-South pond and km 14 pond into retentionhnfiltration basins (respectively BRl, BR2 and BR3); (ii) Construction of a discharge overflow basin and STAP at BRl, as well as a connection pipe from BR1 to OH5; (iii) Construction ofculverts linking pumping stations OH5 to BR2; BR2 to BR3; OH4 to BR3 and linking together OH5a, OH5b and OH5c.
Public-facilities fest. CFAFI.5 billion)
70. The project will complete existing facilities to bring their numbers to levels comparable to acceptable norms. To the largest extent possible the needs have been spatially spread between the five PIS communes d’arrondissement.
62 71. Important facilities are already planned under the programs planned within the Camp Thiaroye limits and therefore do not require financing under this Component. It is the case for the Thiaroye Market (GoS-financed, underway) or the Coll2ge d ’Enseignement Moderne (CEM - middle school). This CEM will welcome 2000 students, a size larger than the average CEM size in Senegal (800 students). This size will allow important economies of scale to be used to expand the number of services to be provided by this school. The construction ofthis CEM is urgent as is the replacement of an existing CEM to be destroyed for the construction of the DDTH. Its financing is planned under the RAP for the TOW clearing (Component B). A proper sequencing of these constructions will be ensured so to have at anytime CEM for the students.
72. To ease the implementation and create a significant effect, the public facilities financed under have been structured around two hubs: (i) Waranka Hub (est. CFAF 680 million, plus CFAF 250 million through PPP). It will include: a) New Waranka Market and Tourist Market, financed under the project b) Library, financed under the project c) Urban bus terminal, financed under the project d) Commercial center, financed under a PPP (ii) Seven-Up hub (est. CFAF 710 million). It will include: a) A multi-usage cultural center b) A primary school c) A CEM - middle school d) A multi-sports platform
Local economic and social infrastructures (est. CFAF 1.7 billion)
73. Economic and social infrastructure includes community facilities, decided upon in a participatory manner, Beneficiaries have been grouped in official associative structures (Groupement d’inte‘rgt e‘conomique (GIE)) and organized through participatory workshops. The GIEs served for beneficiary’s consultation and will ease project implementation.
Pikine Irrigulier Sud resettlement
74. The implementation of the infrastructure program in PIS will lead to resettlement to be addressed under component B. It is estimated that 1,017 households will be affected, mostly by the road network, of which 538 will be resettled at Tivaouane Peulh. The PAR prepared and disclosed will be updated under the project according to the detailed studies when they will be available.
Land Titling
75. It is estimated that only 14 percent of land owners have legal title to the plot of land they profit from in PIS. Part of the PIS area is officially owned by the GoS. Another part is officially owned by individuals, but not the real owners.” A third one is not officially owned by anyone.
l9 But not the ‘‘real” owners.
63 76. Land titling is currently developed in PIS by Fondution Droit 2r la Ville. This foundation will keep working in the area with support from the project but it is expected that positive impact will occur only after full implementation of the work program in PIS. Land titling will be done as it is now, in two steps. In a first round the state will become the official owner of all lands where currents owners have no official land title. At a second stage, the state will give back each plot to the current owner. This tedious process will require extensive land surveys, combined with household surveys and an owner census. After numerous legal steps leading to the registration and attribution of each plot, when the process has been completed with the production at the end of the official title, the Droit de Super-cie (DS) will be distributed. A highly participatory and transparent process has been designed to reduce the possibility of conflict.
77. In order to give leverage to Fondution Droit u la Ville to develop land titling at an acceptable rate, it will be in charge of the implementation of the local economic and social infrastructure.
Component D: Program implementation (IDA participation: US$14.1 million)
78. Component D will include all activities related to the coordination and supervision of program activities performed by APIX, s.a., including monitoring and evaluation. It will, however, exclude contract management under components B and C.
79. APIX, s.a. staff will expand to tackle the increased workload brought by the program. It will also receive the external support by AGETIP both for the construction of the highway (component A) and the urban development activities (components B and C).
64 Annex 5: Project Costs Dakar Diamniadio Toll Highway Project
lllllllUllJ i Activity
~ Component A: Road - 33,000,000 49,000,000 71,852,630 110,759,8661 264,612,496 Pikine-Diamniadio PPP - 12,000,000 70,000,000 71,852,630, 110,759,8661 264,612,496 Taxes I
65 Project Cost By Total US $ Componentandlor ~ IDA ~ AFD ~ AfDB 1 GoS 1Concessionairei millions ~ A rtivitv
~~ Total baseline cost 1017374’126 76,918,007 00 49,000,000 00 155,438,320 00 110,759,866 493,490,229 Physical contmgencies 1,069,392 93 908,983 99 - 619,71320 - 2,598,090 00 Pnce contmgencies 2,556,481 28 2,173,009 08 - 1,481,480 90 - 6,210,971 00 Total taxes 17,969,242 68 7,905,241 26 - 3,201,408 00 - 29,075,891 94 Total Cost 105,000,000 80,000,000 49,000,000 157,539,424 110,759,866 531,375,182
66 Annex 6: Implementation Arrangements Dakar Diamniadio Toll Highway Project
APE, s.a. - Agence nationale chargke du D6veloppement de 1 'Investissement et des grands Travaux (Investment Promotion and Large Projects Agency) - Description
1. APIX, s.a. was set up in July 2000 to develop a strategy to attract private investment and launch major infrastructure projects to support growth and employment in Senegal.
2. The originality and specificity of APIX, s.a.'s mandate lies in the combination of management ofmajor projects and Investment Promotion.
3. Its stated mission is to: (i) Improve the business environment in Senegal; (ii) Promote Senegal as a preferred destination for Direct Foreign Investment; (iii) Identify national and international investors; (iv) Follow-up contacts with investors and evaluate investment projects in Senegal; (v) Implement major projects initiated by the President ofthe Republic. 4. Services originally offered were to: (i) Provide, on a permanent basis, economic, commercial and technological information on the main sectors ofactivity; (ii) Welcome and provide continuous support for investors in Senegal; (iii) Assist investors in accomplishing formalities relating to various administrative authorizations; (iv) Support the search for funding and/or partnership.
5. APIX, s.a. will be the key agency responsible for the overall implementation of the DDTH. APIX, s.a. has become an Societe Anonyme and as such will sign a Project Agreement with IDA for the implementation of the project. Its capacities has been strengthened, especially in two directorates: (i) Direction du Projet Autoroute (DPA): recruitment ofthree civil engineers and two communication specialists, acquisition of vehicles (including operating costs), recruitment ofinterns, training, purchase ofequipment; (ii) Direction des Grands Travaux (DGT): support to operating units and local committees, set up of an APIX, s.a. office in Pikine, recruitment oftwo engineers (one in the right of way clearing unit, another in the M&E unit), purchase of vehicles (including operating costs), training, recruitment ofinterns.
6. Moreover, given the size of the project, APIX, s.a. will need some support to technical implementation, during the whole implementation ofthe project.
67 Institutional arrangements
Institutional arrangementsfor the high way construction
7. Under a PPP scheme, the concessionaire will bear responsibility for hiring all master- builders in charge of monitoring and achieving the works accordingly to required quality standards. The French consulting firm Egisroute will monitor the implementation ofthe civil works (supervision was part ofthe contract to design the bidding documents). The consultant firm will send reports to APE, s.a. and the donors to review the quality ofwork and process respect of planning and payment requests from the operator. This will be hlly financed by the Government.
Institutional arrangementsfor the resettlement area
8. Resettlement is on the project’s critical path and will thus have to be closely monitored to avoid delays. A number of firms and agencies will be involved in supervision. The following missions will be carried out: (i) A supervision mission ofthe resettlement area’s servicing works; (ii) Two missions from an independent external laboratory; (iii) A mission from a technical control consulting firm; and (iv) Five missions from an architecture consulting firm
9. AGETIP has been designated to coordinate, supervise all ’ technical missions and report to APIX, s.a.. A convention between both agencies will be established before the implementation.
10. AGETIP will send APIX, s.a. quarterly and annual reports detailing financial and physical implementation of the program. Regular meetings will be organized every six months. The main indicators that AGETIP will have to collect will be: (i)the amount of engaged sub-projects; (ii)the amount of disbursed sub-projects; (iii)the percentage of sub- projects facing delays; (iv) the average number of days before payment requests are actually paid; (v) the share of labor force within each sub-project; and (vi) the adequacy between RAPSand actual works. On the other hand, APIX, s.a. will help AGETIP perform its duties through: (i)program definition; (ii)document transmittal; (iii)approval ofreports; and (iv) works costs financing.
11. To ensure adequate supervision and efficiency, AGETIP will set up within 6 months after effective date a Special Unit, with at least the following (some could directly be recruited from AGETIP): A unit leader: a civil engineer with at least 15 years of experience in road civil works; Two civil engineers specialized in construction with at least 10 years of experience; One environmental specialist with Bachelor’s degree; One engineer specialized in highway construction works with at least 10 years of experience; One hydraulic engineer with at least 10 years ofexperience;
68 (vi) One architect with at least 10 years ofexperience; (vii) One engineer specialized in planning with at least 3 years of experience in M&E; will be in charge ofmonitoring and evaluation; (viii) One communications specialist for specific consultations; (ix) One accounting assistant; (x) Three drivers, and (xi) Four vehicles.
12. This unit will work full-time on the project. It will be supported by external consultants when necessary, and will be the validating committee for technical studies, as well as the supervision committee for civil works.
Institutional arrangements for the restructuring of PIS
13. Given the complexity ofthis component, AGETIP has been designated to coordinate, supervise all technical missions and report to APE, s.a. for the road and drainage investments. FDV has been designated to coordinate, supervise all technical missions and report to APE, s.a. for the local development hubs. Technical assistance will be provided to FDV. A convention between AGETIP and APE, s.a. will be established before the implementation.
Institutional arrangements for right of way (ROW) clearing and resettlement implementation
14. The strategy designed to ensure satisfactory implementation of this component, has the following key structures: A specific structure for resettlement has been created within the DDTH currently staffed with a sociologist and an urban specialist to implement the compensation, relocation and economic rehabilitation activities, including social communications. This new structure will work in close coordination with the existing Environmental, Social and Resettlement Unit (Unitb Environnementale, Sociale et de Libe'ration des Emprises - UESLE) of the APE, s.a. Direction des Grands Travaux, which to date has carried out (and may continue to carry out as useful) the administrative procedures for land acquisition. The DDTH resettlement unit will be strengthened through technical assistance. Pikine office: this office, with a staff of six (a city planner, a sociologist, a communication expert, an M&E expert, a database expert) will be the key structure to monitor and evaluate RAP activities. It will be responsible for litigations and will set up a database to monitor the implementation of financial compensations. The budget has been estimated at CFAF 600 million. Three NGOs will act as facilitating structures: they will be in charge of local communication with the whole set ofPAP, as well as the implementation of some RAP activities (depending on their contract with APIX, s.a.). The budget has been estimated at CFAF 400 million per year. Sexually Transmitted Diseases/ Acquired Immune Deficiency Syndrome (STD/AIDS): operators will be in charge of sensitization campaigns, estimated at CFAF 80 million.
69 An Environmental and Social Advisory Panel (ESAP) as required for such a complex project will be established at project effectiveness. The ESAP will comprise about fifty experts from various technical and professional backgrounds related to the environmental and social dimensions of the project and its resettlement program. For each specific issue, a technical committee of six to eight members will be set up to examine the matter at hand and make recommendations to APIX, s.a. and its implementing partners. Members of the ESAP will come from technical departments of ministries, universities, research institutes, the civil society, the private sector, etc. and they will partake in the monitoring and evaluation ofthe environmental and social safeguards instruments. The budget is estimated at CFAF 100 million. Local linking committees: one committee will be set up in each commune d’arrondissement. These will consist of three to five people (including a representative of PAPS), in charge of ensuring that PAPS are satisfactorily resettled and that their rights are fully respected. The estimated budget is CFAF 180 million. Urban resettlement committees: these will be set up in each neighborhood, and will include representatives from the private sector, women, youngsters, NGOs, religious groups. They will help PAP in dealing with all the necessary procedures. Supervision committee for ROW clearing operations and national important projects: it will be chaired by the Minister of the Interior, and will include representatives from the Primature and the different ministries and agencies involved in the project. They will validate crucial decisions during RAP implementation. Operating ROW clearing unit: it will be chaired by the governor and will include agents from local agencies. It will be in charge of counting and evaluating the payments for land and buildings. Budget is estimated at CFAF 20 million a year. Domain operations control commissiodconciliating commission: it will be chaired by the governor, and will be in charge of choosing levels for indemnities in accordance with approved RAPs and RPF. APIX, s.a. will be in charge of overall coordination, planning and monitoring of RAPs implementation.
Communication plan
15. APIX, s.a. has set up a communication unit, exclusively for this project, with the following tasks: (i) Define the overall communication strategy for the project, both within and outside APIX, s.a. (ii) Design, plan and implement the action plan and all the activities resulting from this strategy. (iii) Design and finalize all necessary documents, such as posters, advertisements, photo database and internet website.
16. A news report issued on a regular basis will also be set up, with the goal of: (i) enforcing value to the project for the general public; (ii)advertising its economic benefits; (iii)communicate on environmental and social aspects; and (iv) providing information on project implementation. A special emphasis will have to be put on communication around the
70 toll issues. Furthermore, the social communication strategy and plan of the project implementing agency will be strengthened so as to give more voice to the PAPSand put in place a more rapid and time-bound response mechanism to their queries.
Grievance redress
17. APIX, s.a. will hrther develop and disseminate a grievance resolution mechanism in manners accessible to PAPS, most of whom are illiterate. This mechanism will be consistent with the provisions ofthe approved RPF and RkPs prepared for the project and will include the internal or informal mechanism for disputes settlement before resorting to.the country’s judicial system.
71 Annex 7: Financial Management and Disbursement Arrangements Dakar Diamniadio Toll Highway Project
Introduction 1. As part of the preparation phase of the DDTH project a financial management assessment was carried out in accordance with the Financial Management Practices Manual issued by the Financial Management Board on November 3, 2005. The objective of the assessment was to determine whether the implementing entity NIX, s.a. had acceptable financial management arrangements to ensure: (i)the hnds are used only for the intended purposes in an efficient and economical way, (ii)the preparation of accwate, reliable and timely periodic financial reports, and (iii)safeguard the entities’ assets.
Executive summary 2. The Country Financial Accountability Assessment (CFAA) ofSenegal was conducted in 2003. The overall risk rating of the public financial management system was high. Since that exercise, the government has created an Executive Secretariat under the Ministry of Economy and Finance to monitor the implementation ofthe CFAA action plan.
3. Following to the above mentioned CFAA review, a Public Expenditure and Financial Accountability (PEFA) exercise has been undertaken in 2007 and the report concluded that although some improvement in PFM reform implementation, significant progress is still needed in internal and external controls ofbudget execution and state-owned enterprises. key risks and challenges remains and require improvement in area such as: (i)effectiveness ofthe internal audit system by the SA1 (Cows des Comptes) (ii)reliability of data for monitoring the stock ofarrears; and (iii)addressing the backlog of State accounts.
4. The government has given priority to improvements in these areas as well as local governance finance reforms. A Multi-Donor Trust Fund (MDTF) was set up to follow up on implementation of the reforms. A new procurement code has been adopted and entered in force in January 2008.
5. The GoS is committed to conduct the PFM reform through the creation of a specific body - PFM Reform Steering Committee - (under the Ministry of Finance) with representation by all governmental departments responsible for specific reforms. The role of the Steering Committee is to: (i)coordinate the reforms to be undertaken, (ii)harmonize government actions, (iii)monitor the implementation of the action plan, and (iv) hold different actors accountable for progress.
6. In dialogue with external partners, the government will implement the action plan resulting from the last PEFA framework to track progress in strengthening public financial management and identi@ areas where country fiduciary systems are not yet in line with international standards.
7. The use of the country system, notably the Treasury Department and the Cow des Comptes, will be implemented progressively. In the meantime, implementation ofproject will be coordinated by APIX, s.a.
72 Annex Table 7.1: Financial Management Risk Assessment and Mitigation Conditions of Risk Mitigating Measures Negotiations, Risk Risk incorporated into the Project Board or Remarks Rating Design Effectiveness (Yes or No) Inherent Risk Country Level The CFAA and PEFA action plan No An MDTF has is under implementation and the been set out for the government has created an reforms Executive Secretariat to follow up. implementation purpose. Entity Level While legal and Institutional No framework is in place, implementationmay be hampered by political interference on which attention will be paid. Project Level S The project is complex and No FM arrangement of involves multi donors. Revenue this project will earning entities are included rely on MIX, s.a. through a PPP scheme. However, administrative and Implementingentity has Financial experience with Bank financed procedures. project. Attention will be pay to Reporting and Auditing Process that will need to be jugged satisfactory to the Bank. .
Control Risk Budgeting M Annual work plans will be No prepared and submitted to the Bank by November 30 of each year.
Accounting M Accounting function is lead by No Project staff will qualified financial staff with need to be trained relevant experience in in Bank FM, accountancy and audit. However, disbursement there is a need to update the and procurement computerized information system procedures. to include this new project. Internal Control M There is an Internal Audit function No The Bank will pay in APIX, s.a.. And the attention to the Administrative and Financial internal control Procedures Manual give a clear system during description ofthe Approval and supervision authorization processes. mission and ensure ofthe effectiveness ofthe Internal Audit department, in particular the compensation control process. Funds Flow M A Designated Account will be Training of staff on opened by DDI (Direction de la No Bank’s ?M, Dette et de I’investissement) for procurement and
73 Conditions of Risk Mitigating Measures Negotiations, Risk Risk incorporated into the Project Board or Remarks Rating Design Effectiveness (Yes or No) the purpose ofthe project. disbursement procedures, will be provided. Financial M The Bank will assist the APIX, No An agreement on Reporting . s.a. in defining the format ofthe the IFR format will quarterly reports (FMR). be reached prior to negotiation. Auditing M An external Auditor with No The Legal Auditor experience and qualifications (Commissaire am satisfactory to the Bank will be Cornptes) ofthe recruited. MIX, s.a. can be used if the Bank is satisfactory with his recruitment process.
Strengths 9. The financial management capacity built in APIX, s.a. under the Private Investment Promotion Project will be consolidated and used to manage the Financial Management System ofthe project.
Annex Table 7.2: Financial Management Action Plan Responsible Weaknesses Action Completion Date Body 1 Information system not Update existing software APIX. s.a. tailored to host the project TOMPRO to host the DDTH project including Financial and . M & E Modules. 2 Specific Administrative and Update the existing MIX, s.a. By effectiveness Financial procedures of Administrative and Financial DDTH Procedures Manual. 3 Absence of an External Recruitment of an External APIX, s.a. Auditor Auditor with experience and ’ effectiveness qualifications satisfactory to the Bank.
Implementing Entity 10. The Administrative and Financial Director of APIX, s.a. will oversee the financial management aspects of the project including the consolidation of financial statements for project activities, providing quarterly Interim Financial Reports, monitoring financial transactions on the project’s account through the DDI and making the necessary arrangements for the annual financial audit. DDI is the entity of Ministry of Economy and Finance in charge ofdesignated account management. All payments under the project will be paid through DDI channel.
11. AGETIP will implement part of the project (component B) through a management contract with APIX, s.a.. However, all the fiduciary aspects will be conducted by APIX, s.a. while AGETIP will be in charge oftechnical aspects.
74 Budgeting 12. The Financial and Administrative Manual will describe the budgeting process. The financial team will finalize the Entity Action Plan and budget, which will be submitted for approval. Also, the no objection of the Bank will be required before implementation the annual action plan.
Accounting 13. The current accounting standards in use in Senegal for on-going Bank-financed projects will be applicable. SYSCOHADA is the assigned accounting system in West African Francophone countries. The credit will be accounted for by the project on a cash or accrual basis. This will be documented with appropriate records and procedures to track commitments and to safeguard assets. Accounting records will be maintained in local currency. The chart of accounts will facilitate the preparation of relevant quarterly and financial statement including information on the total project expenditures, the financial contribution from IDA and other danors and expenditure by component/category. Annual financial statements will be prepared in accordance with International Accounting Standards issued by the 1nternational.Federationof Accountants.
14. An update of the information system will allow production of all accounting and financial data required: financial statements, Bank reconciliation statements, all the books of accounts and all financial reports including the Interim Un-audited Financial Reports (IFR). Accounting procedures will be documented in the Financial and Accounting manual.
Internal Control and Internal Auditing 15. The existing Internal Audit Department will contribute to maintain a favorable Internal Control System. Furthermore, the Administrative and Financial Manual will provide a clear description of the approval and authorization processes in respect of the rule of segregation of duties. The Bank will pay attention to the adequacy of internal control during supervision mission.
16. At the national level, the DDI controls ex ante all expenditures and withdrawal applications before sending them to the Bank.
Reporting and Monitoring 17. APIX, s.a. will be responsible for overall reporting on the project. The FMS will ensure that on a quarterly basis, the IFR are produced and transmitted to the Bank no later than 45 days from the end ofthe quarter. The first IFR shall be furnished to the World Bank no later than 45 days from the end of the first calendar quarter after the effective date, and shall cover the period from the incurrence of the first expenditure under the project, through the end o f the first calendar quarter.
18. The format and contents ofthe IFR will be agreed on by effectiveness.
19. On an annual basis, APIX, s.a. will also be required to produce, no later than June 30 ofthe following fiscal year, audited annual financial statements.
75 Funds Flow and Disbursement Arrangements
Disbursement Methods 20. By effectiveness, the project will use the transaction-based disbursement procedures, Le., replenishment, direct payment, reimbursement, and special commitments (see Appendix 1). When project implementation begins, the quarterly IFRs produced by the project will be reviewed. If the reports are found to be well prepared and produced on a timely basis, and the Government requests conversion to report-based disbursements, a review will be undertaken to determine if the project is eligible for report-based disbursement.
Minimum Value of Applications 21. The minimum value of applications for reimbursement, direct payment and special commitment is 20 percent ofoutstanding advance made to the designated account.
Reporting on credit proceeds 22. The supporting documentation for reporting eligible expenditures paid from the designated account should be a summary report ofthe statement of expenditures and records evidencing eligible expenditures for payments against contracts valued US$500,000 or more for goods, US$500,000 or more for works, US$lOO,OOO or more for consulting firms and US$50,000 or more for individual consultants and a list ofpayments against contracts that are subject to the Bank’s prior review. The supporting documentation for requests for direct payment should be records evidencing eligible expenditures (copies of receipt, supplier’s invoices, etc). All supporting documentation for statement of expense will be retained at by the accounts unit ofAPIX, s.a. and will be made available for review by periodic World Bank review missions, internal and external auditors. In addition, for works, unless the activity to be financed has been subjected to a satisfactory prior review by an independent environmental safeguard specialist based on documentation to be provided by MIX, s.a., disbursement against such activity will not occur.
Designated Account 23. Two designated accounts will be opened: (i)a designated account A opened and managed by DDI as for most Bank financed projects in Senegal, (ii)a designated account B will be opened and managed by APIX, s.a. for the purpose of the implementation of the Component D’s activities. The latter is in line with the retrocession agreement between the GoS and NIX, s.a.
24. The designated accounts will be held in CFA Francs and located in a commercial Banks acceptable to IDA. The designated accounts’ proposed ceiling will be respectively CFAF 1,800,000,000 for designated account A and CFAF 700,000,000 for designated account B. The ceilings will be indicated in the disbursement letter once it has been agreed upon during negotiations.
Counterpart Funding 25. The government will provide the equivalent of US$186.64 million by way of counterpart parallel financing for the project.
Monthly Replenishment Applications 26. The designated accounts will be replenished through the submission of withdrawal applications on a monthly basis by the accounts unit and will include reconciled bank
76 statements and other documents as may be required until such time as the Government may choose to convert to report-based disbursement.
Disbursements by category 27. The table below sets out the expenditure categories and percentages to be financed out ofthe credit proceeds.
Annex Table 7.3: Disbursements by Category
Amount Percentage of Allocated Expenditures to be Category (expressed in Financed US$) (inclusive of taxes)
(1) Goods, works, Training and consultants’ 58,500,000 90% services for Part B of the project...... (2) Goods, works, (other than Road and 7,300,000 90% Drainage Works), Training and consultants’ ._services...... for Part C of the project ...... ”.- ...... ” ” ...... ~ ...... ~ ...... (3) Road and Drainage Works, for 20,000,000 90% _...... ___ ._ ...... ^...... (4) Goods, Training, Operating Costs, audits 14,100,000 100% and consultants’ services for Part D of the PK?jE! . _ (5) Refund of Project Preparation Advance 1,545,000 Amount payable pursuant to Section 2.07 of the General ...... Conditions...... (6) Unallocated 3,5 5 5,000 Total Amount 105,000,000
Supervision Plan 28. APIX, s.a. will be subject to periodic supervision missions. Given the substantial FM risk rating, supervision will be done twice a year. This intensity will be accommodated according to the evolution ofthe FMrisk rating.
29. Supervision activities will include review of quarterly IFRs; review of annual audited financial statements as well as timely follow-up of issues arising; transaction review; participation in project supervision missions as appropriate; and updating the FM rating in the Implementation Status Report (ISR).
77 ......
I......
...... B :: B :: .*5 : L: -5 i 3; i ai z I Hi ...... -
...... ;***
......
i: .-Fz i I !I \ ...... Annex 8: Procurement Arrangements Dakar Diamniadio Toll Highway Project
Background 1. Procurement in the context of the country. Following the government's approval ofthe 2003 CPAR action plan, the government has adopted in 2007 a new procurement code (decree no 2007-545 dated April 25, 2007) which complies with the WAEMU's procurement directives and best international practices. In accordance with this code: (i)a Public Procurement Directorate was created in 2007 (decree No 2007-547 dated April 25, 2007) for controlling procurement transactions of any public contracting authority and (ii)a Public Procurement Regulatory Authority (Autorite' de Re'gulation des Marche's Publics - AMP) was set up in 2007 (decree no 2007-546 dated April 25, 2007) for handling policies, complaints and audits. These two entities are to date operational. In addition, the government has already prepared main national bidding documents and is still in the process to validate and adopt them. There is no major deviation ofthe national code from the Bank's directives, but to allow a full application of the provisions of World Bank's procurement and selection and employment guidelines, IDA will provide to all Executing Agencies the list of the national procurement clauses which are partially or entirely inconsistent with World Bank's guidelines.
Applicable Guidelines 2. Procurement for the proposed project would be carried out in accordance with the World Bank's "Guidelines: Procurement under IBRD Loans and IDA Credits" dated May 2004 and revised in October 2006; and "Guidelines: Selection and Employment of Consultants by World Bank Borrowers" dated May 2004 and revised in October 2006, and the provisions stipulated in the Legal Agreement. The various items under different expenditure categories are described in general below. For each contract to be financed by the Loadcredit, the different procurement methods or consultant selection methods, the need for pre-qualification, estimated costs, prior review requirements, and time frame are agreed between the Borrower and the Bank in the Procurement Plan. The Procurement Plan, defining the procurement and selection methods and the requirement of IDA prior review, will be updated at least annually or as required to reflect the actual project implementation needs and improvements in institutional capacity.
Procurement Documents 3. The procurement will be carried out using the Bank's Standard Bidding Documents (SBDs) or Standard Request for Proposal (RFP) respectively for all International Competitive Bidding (ICB) for goods and works and recruitment ofconsultants. For National Competition Bidding (NCB), while waiting for the government and the Bank to respectively validate and give the no objection on the national bidding documents in preparation, the Borrower will use the WB's SBD for ICB for goods and works, and the WB's RFP for recruitment of consultants. In the same vein, the Sample Form of Evaluation Reports developed by the Bank, will be used until the new national samples are reviewed and satisfactory to the Bank.
Advertising procedure 4. General Procurement Notice (GPN), Specific Procurement Notices (SPN), Requests for Expression of Interest, results of the evaluation and contracts award should be published
79 in accordance with advertising provisions in the following guidelines: "Guidelines: Procurement Under IBRD Loans and IDA Credits" dated May 2004 and revised by October 2006; and "Guidelines: Selection and Employment of Consultants by World Bank Borrowers'' dated May 2004 and revised by October 2006.
Procurement methods 5. GPN, SPN, Requests for Expression of Interest, and results of the evaluation and contracts award should be published in accordance with advertising provisions in the following guidelines: "Guidelines: Procurement Under IBRD Loans and IDA Credits" dated May 2004 and revised in October 2006; and "Guidelines: Selection and Employment of Consultants by World Bank Borrowers" dated May 2004 and revised in October 2006.
6. Procurement of Works. Works procured under this project would include: (i) dwellings, surface storm water system, gravitational water sanitation system ; infrastructures: roads, water and power distribution; sanitation; (ii)public facilities: schools; health centers; community houses; administrative facilities; sports and entertainment facilities, law enforcement (police stations, firehouse,), public marketplaces; football and basket fields, post offices; (iii)public space development: green zones; linear tree planting; etc; (iv) urban roads; and (v) storm water drainage facilities.
7. Procurement of Goods. Goods procured under this project would include but are not limited to the acquisition ofcomputer hardware, office supplies, and vehicles.
8. Selection of Consultants. Consultants Services procured under this project include but are not limited to: consultants for roads design, water supply, electricity supervision, control and monitoring of civil works, architecture design, task management assistance, financial audit and other studies. Short lists of consultants for services estimated to cost less than US$200,000 equivalent per contract may be composed entirely ofnational consultants in accordance with the provisions of paragraph 2.7 of the Consultant Guidelines. The procurement plan will set forth those contracts which shall be subject to the World Bank prior review. The government has designated AGETIP as the Executing Agency for works and related supervision. AGETIP will be responsible for procurement related to Component B and C.
9. Procurement of non-consulting services. Procurement of non -consulting services under this project will include services such as transport, insurance, operation and maintenance, etc. Given the small amount of such contracts, procurement will follow shopping procedures when they are estimated less than the equivalent value of US$50,000; all contracts above this amount will follow NCB procedures using acceptable SBDs.
10. Operating Costs. Incremental recurrent expenditures will be procured using the implementing agency's administrative procedures reviewed and found acceptable to the Association. Therefore, procurement procedures and SBDs to be used for each procurement method, as well as model contracts for works and goods procured, will be presented in the revised APIX, s.a.'s Administrative Procedures Manual.
Assessment of the Agencies capacity to implement procurement 11. Procurement activities will be carried out by AGETIP as Executing Agency for component B and C and APIX, s.a. for component D.
80 12. AGETIP has proved to be an effective structure in management of public works contracts in various sectors, as it has the know-how, the technical expertise and contractor network to adequately and efficiently manage contracts. In addition to this, AGETIP has implemented several World Bank funded projects.
13. APIX, s.a.’s procurement functions are handled by a Procurement Unit (Cellule Passation de March&) staffed among others with a Procurement Specialist, a Legal Adviser and an Internal Auditor, who will report to the General Director as far as procurement aspects are concerned.. The main findings are that the Procurement Specialist recently recruited has had good experience in World Bank procedures. But he should be trained in the new procurement procedures as well as the other members ofthe Procurement Unit.
14. An assessment of the Implementing Agencies’ capacity to implement procurement has been carried out by Sidy Diop on May 22, 2008. This assessment has been reviewed and updated on March 2009. The assessment reviewed the organizational structure for implementing the project and the interaction between the different institutions involved in the project.
15. The key issues and risks concerning procurement implementation ofthe project have been identified and include: (i)The procurement unit’s staff of APIX, sa., except the newly recruited procurement specialist, is not familiar with Bank’s procurement procedures ii) AGETIP experts will be fully overflowed with the component B and C implementation and may not be on a position to deliver in a timely manner required technical specifications and terms ofreference for the preparation ofbidding documents and request for proposals.
16. The corrective measures on which an agreement has been reached are:
(i) Members of APIX, s.a.’s procurement unit including the Internal Auditor and Legal Advisor will be trained on Bank’s procurement procedures (latter version), (ii) AGETIP will set up and maintain for the duration ofthe project implementation a special team staffed with high level senior engineers. This staff will be trained in Bank procurement procedures. 17. The overall project risk for procurement is moderate.
Procurement Plan 18. The Borrower developed a draft procurement plan for project implementation which provides the basis for the procurement methods. This plan has been agreed between the Borrower and the Project Team on March 2009 and will be available at the national procurement website (www.marchespublics.sn) and at MIX, s.a. ‘s office. The plan was finalized during negotiations and will be updated at least annually in agreement with the project team or as required to reflect the actual project implementation needs and improvements in institutional capacity.
Frequency of Procurement Supervision 19. In addition to the prior review supervision to be carried out from Bank offices, the capacity assessment of the Implementing Agency has recommended supervision missions at least every six months to visit the field and at least one annual post procurement review will be carried out.
81 Details of the Procurement Arrangements Involving International Competition
Goods and Works and non-consulting services 20. Prior Review Threshold. Procurement Decisions subject to Prior Review by the Bank as stated in Appendix 1 to the Guidelines for Procurement:
Annex Table 8.1: Prior Review Threshold - Goods and Works - -No. Comments 1. ICB and LIB for goods will be used for US$500,000 and - above 2. NCB (Goods) The first two contracts, NCB for goods will be used for less than US$500,000 irrespective of their cost - I estimate -3. ICB (Works) I = or >US$5,000,000 ICB for works will be used for US$5,000,000 and above 4. NCB (Works) The first two contracts, NCB for works will be used for less than US$5,000,000 irrespective oftheir cost - estimate 5. ICB (Non- = or >US$500,000 ICB for non-consultant services will be used for Consultant US$500,000 and above - Services), if any 6. NCB (Non- The first two contracts, NCB for non-consultants services will be used for less Consultant irrespective ofthe cost than US$500,000 - Services) estimate 7. Shopping = or >US$50,000 and Shopping for works, goods and non-consultants services, the first two contract will be used for less than or equivalent to US$50,000. If under US$50,000 more than US$50,000, prior clearance is needed from IDA with relevant justifications. The cost estimate will - not exceed US$lOO,OOO. 8. Direct contracting All, irrespective ofthe None cost estimate
21. Prequalification. Not applicable (Refer to comments on the procurement plan).
22. Proposed Procedures for CDD Components (as per paragraph. 3.17 of the Guidelines. Not applicable.
23. Reference to Project Operational Manual. The Project Implementation Manuel and the Project Operational Manual will be elaborated upon the project approval by the Bank.
24. Any Other Special Procurement Arrangements. Domestic preference will be used in ICBs.
82 25. Procurement Packages with Methods and Time Schedule
Annex Table 8.2: Procurement Packages with Methods and Time Schedule 1 2 3 A 6 7 I 9 Review Total Expected Procure Domestic Ref. Contract Estimated by Bid- ment Preference Bank Comments NO (Description) cost Opening Method (yesho) (Prior I Date (US$) Post) 1 Primary development Authorization works in the needed for no November resettlement area 12 000 000 ICB No Yes Prior use of 15,2009 prequalifica- - tion 2 Secondary Authorization development works of January needed for no islets and construction 59 600 000 ICB No Yes Prior 15,2010 use of pre- of 2000 single-family qualification - houses (in 4 lots) 3 Construction of a This is the treatment plant first ofthe first 2 NCB June 15, 4 000 000 NCB No No Prior contracts for 2010 works subject to prior review 4 Construction works of infrastructure and collective use facilities This is the (2 elementary schools, secondof the first 2 NCB 1 high school, 2 health June 15, 1 760 000 NCB No No Prior contracts for centers, 2 mosques, 1 2010 socio-cultural center, 1 works subject public market and one to prior multifunctional sports review field to be developed) 5 Construction works of February 400 000 NCB No No Post a water tower 24,201 1 6 Development works for conveyance of diverse networks to the June 30, 4 400 000 NCB No No Post resettlement area 2010 (public roads, potable water and electricity) Construction works of May 15, 7 structuring centers for 5 400 000 ICB No Yes Prior 201 1 PIS Construction work of Authorization the public road May 30, needed for no 32 600 000 ICB No Yes Prior * network and topping 201 1 use of pre- out of PIS qualification This is the first of the first 2 NCB Acquisition of four-by- November contracts for 180 000 NCB No No Prior four vehicles 15,2009 goods subject to prior review - 10 I Commters. hardware. 170 000 NCB -No No Prior november. This is the
83 ~ -1 L 3 4 151 6 71 R 9 Review Total Expected Procure Domestic Ref. Contract Estimated Bid- ment P-Q Preference Comments NO (Description) cost Opening Method (yeslno) (Prior I (US$) Date - 2; software and office 1 15,2009 1 second of the supplies first 2 NCB contracts for goods subject to prior - Acquisition of a video Prior December 11 I I assembly platform 15.2009 Acquisition of December 12 consumables and 170 000 Post 15,2009 - office supplies December 13 Acquisition of fuel 332 000 - 30,2009 December 14 Vehicle insurance 60 000 NCB 30,2009 Selection of a firm for December filming and 15,2009 15 photographing the Prior project for 2010 and 2011 Selection of a firm for filming and December 16 photographing the 240 000 NCB No No Prior 15,2011 . project for 2012 and 2013
Selection of Consultants 26. Prior Review Threshold. Selection decisions subject to Prior Review by Bank as stated in Appendix 1 to the Guidelines Selection and Employment ofConsultants:
Annex Table 8.3: Prior Review Threshold - Consultants - Prior Review No. Selection Method Comments - Threshold 1. Competitive Methods (Firms) = or -1 - >us$200,000 2. Single Source (Firms) All, irrespective None1 ofthe cost - estimate 3. Individual Consultants = or - >us$loo,ooo 4. Single source for Individual Consultants All, irrespective of the cost - estimate 5. Contracts for specific assignments such as contracts for the All, irrespective Those contracts are elaboration of manual ofthe project implementation and ofthe cost not selection methods; the manual of procedures, contracts for monitoring and estimate but due to their evaluation assignments; contracts for financial assistance sensitivity, they will assignments; contracts for financial audit; contracts for be subject to prior technical audit; contracts for environmental and social review - issues: contracts for legal assignments
84 27. Short list comprising entirely of national consultants. Short list of consultants for services, estimated to cost less than US$200,000 equivalent per contract, may comprise entirely of national consultants in accordance with the provisions of paragraph 2.7 of the Consultant Guidelines.
28. Any Other Special Selection Arrangements. None
29. Consultancy Assignments with Selection Methods and Time Schedule
Annex Table 8.4: Consultancy Assignments with Selection Methods and Time Schedule 1 2 3 4 5 6 7
ReviewL.. Expected Estimated Description of Assignment rn.t Selection uy Proposals tfI. U".,. Comments Bank Submission (US$) Method (Prior / Date Post) 1 Project financial audit mission for -7ivovernoer t three (3) financial years ofproject 150 000 QCBS Prior 30,2009 implementation 2 Selection of a project coordinator April 30, 210 000 IC Prior engineer for the AGETIP unit 2009 3 Selection of a civil engineer No. 1, July 29, specialized in construction, for the 72 000 IC Prior 2009 AGETIP unit 4 Selection of a civil engineer No. 2, July 29, specialized in construction, for the 72 000 IC Prior 2009 AGETIP unit Selection of an environmental July 29, 5 72 000 IC Prior specialist for the AGETIP unit 2009 6 Selection of an engineer specialized in highway 1n ne:-.. July 29, 72 000 1L r i construction works for the iui 2009 AGETIP unit I 7 Selection of a hydraulic engineer July 29, 72 000 IC Prior for the AGETIP unit Selection of an architect for the July 29, 8 72 000 IC Prior AGETIP unit 9 I Selection ofanengineer I I I t I I specialized in planning, to be in I 72000 1 IC I Prior I 2o09 charge of monitoring and 29y I evaluation for the AGETIP unit 10 Selection of a communications July 29, 60 000 IC Prior specialist for the AGETIP unit 2009 11 Diverse network conveyance studies in the resettlement area August 15, 300000 QCBS Prior (public roads, drinking water and I 1 1 I 2o09 energy) 12 Supervision and follow-up mission ofthe resettlement area September 4000000 QCBS Prior development works and 03,2009
Office mission of agreed technical control of some works and September buildings planned within the Prior 03,2009 development framework of the I resettlement area 14 Exterior lab mission for I September development and construction 1200000 QCBS Prior 15,2009 works of the Keur Massar-
85 1 3 A 5 6 7 Review Expected Ref. Estimated Description of Assignment Selection by Proposals NO cost Bank Comments Method Submission (Prior I (US$) Date - Post) Tivaouane Peulh resettlement area and of conveyance of different networks 15 Architecture office mission for the design and follow-up ofthe execution of the single-family house and institutional and September collective buildings construction 1 200 000 QCBS Prior 15,2009 project (this mission shall be subdivided into 5 lots that will require the recruitment of 5 - architecture firms) 16 Recruitment of a contracting September 1 400 000 QCBS Prior - owner assistant mission 30,2009 17 Production ofa uartial film ofthe November 90 000 QCBS Post - project for 201Oand 2011 30,2009 18 Production of a partial film ofthe November 90 000 QCBS Post - project for 2012 and 2013 30,2011 19 Selection of a firm in charge of the November 90 000 Post - Road Angel Operation QCS 30,2009 20 Selection of a consultant to write February 28, 100 000 Post the history of the highway project QCS 2010 21 Detailed technical studies and preparation of bidding documents November 2 000 000 QCBS Prior for the Pikine IrrCgulier Sud 30,2009 - restructuring 22 Supervision mission ofPikine May 15, 3 000 000 QCBS Prior - IrrCgulier Sud restructuring works 201 1 23 Selection of a consultant for the facilitation and accompaniment within the framework of the Contracts displacement and resettlement of March 15, 300 000 QCBS Prior already the population affected by the road 2008 approved project. Lot 1: District towns of Guinaw Rail Nord and Guinaw - Rail Sud 24 Selection of a consultant for the facilitation and accompaniment within the framework ofthe displacement and resettlement of Contracts March 15, the population affected by the road 360 000 QCBS Prior already 2008 project. Lot 2: District towns of approved Tivaouane Diaksao, Thiaroye station and Diamagueune Sicap - Mbao 25 Selection of a consultant for the facilitation and accompaniment within the framework of the Contracts March 15, displacement and resettlement of 220 000 QCBS Prior already 2008 the population affected by the road approved project. Lot 3: Keur Massar- - Diamniadio section 26 Selection of a consultant for the April 15, facilitation ofthe sensitization of 500 000 QCBS Prior 2010 health matters and sexually
86 -1 4 5 6 7 Review Expected Ref. Estimated Description of Assignment NO
- - transmitted diseases I 27 Study for the implementation of a November 100 000 - health and AIDS program 28 Study for the implementation ofa November youth education, training and 150 000 15,2009 - employment program 290 Surveys for updating I I I indemnification options at the 150 000 - Pikine-Keur Massar section 30 Institutional diagnostic of organizations in the influence area January 15, Envirhocial ofthe project and proposal for the 150 000 QCBS Post 2010 assignments implementation ofa support fund for vulnerable displaced persons. ~ I I I 31 Study for the implementation of a I I monitoring and evaluation system December Monitoring & 150 000 evaluation ofthe implementation ofthe QcBs 15,2009 1 ! 1 assignments - Resettlement Action Plan 32 Monitoring and evaluation surveys February 15, ofindicators for the collection of 200 000 QCsB 1 Prior I 2010 - reference data 33 Monitoring and evaluation surveys of indicators for the collection of 250 000 - mid-term data 34 Monitoring and evaluation of February 15, indicators for the collection ofend 300 000 QCsB 1 Prior 1 2014 - oforoiect data 35 Environmental and social audit of Audit and the Malick Sy-Patte d’Oie section 100 000 QCSB Post A~~~~5yEnvir./social - assignments 36 Environmental and social audit for Audit and the Patte d’Oie-Pikine section 100 000 QCSB Post May 15’ Envirhocial 201 1 - assignments 37 Environmental and social audit for Audit and the Keur Massar-Diamniadio 200 000 QCSB Prior 15’ Envirhocial 2012 - section assignments 38 Environmental and social audit for Audit and :he Pikine-Keur Massar section 300 000 QCSB Prior A$~~57 Envir./social - assignments
87 Implementing Agency Capacity Building Activities with Time Schedule 30. In this section the agreed Capacity Building Activities are listed with time schedule:
Annex Table 8.5: Implementing Agency Capacity Building Activities with Time Schedule Expected outcome / Estimated Estimated Start Date Comments No Activity Description cost Duration 1 Staff from the procurement unit of Included in the 3 weeks Upon project APIX, s.a., the internal Auditor and Project approval by the the Legal Advisor ofAPIX, s.a., to be Operating Bank trained in the World Bank’s procurement procedures 2 High level senior Engineers hired by 3 weeks 1 month after AGETIP, to be trained in the World their Bank’s procurement procedures recruitment
3 1. Consultancy services for firms estimated to cost above equivalent of US$200,000 per contract, single source selection of consultants and consultant services for individual consultants estimated to cost above equivalent of US$lOO,OOO per contract will be subject to prior review by the Bank.
32. Short lists composed entirely of national consultants: Short lists of consultants for services estimated to cost less than US$200,000 equivalent per contract may be composed entirely of national consultants in accordance with the provisions of paragraph 2.7 of the Consultant Guidelines.
88 Annex 9: Economic and Financial Analysis Dakar Diamniadio Toll Highway Project
Economic justification 1. Dakar is the primary bottleneck point in the nation’s transportation network. The Dakar peninsula accounts for only three percent ofthe country’s land mass. However, it is the home of 25 percent ofthe country’s population and the source of fully 80 percent ofits GDP. Every year another 120,000 inhabitants move into the Dakar region. The network structure of Senegal’s highway system in the Dakar region creates rather than relieves local bottlenecks. Traffic moves in, out and through the City of Dakar via a gauntlet of roads which are insufficient in capacity to cope with peak demand.
2. Dakar city centre is located on the southern tip of a peninsula into which road access is possible only from the east. All of the country’s primary traffic generators are located within the city itself - including the Port of Dakar, the Dakar International Airport, most government offices, most manufacturing and productive activities and most wholesaling and retailing activities. Moreover, the flow of this traffic within the city is conducted via five parallel roads all ofwhich ultimately connect to a single corridor which then links up with the country’s national road network. This local network bottleneck has become an increasingly significant constraint to economic growth. Clearly, a second access road is required as is the relocation to the periphery of some ofthe traffic generation that currently takes place within the inner city.
3. The two primary challenges which face businesses in Senegal are limited highway access to low cost raw materials which are broadly available throughout the country and the clogging of the nation’s roadway network in and around the agglomeration of Dakar. A further challenge is that international highway routes which link local importers and exporters to commercial counterparts within the sub-region are poorly developed. Weak interregional highway connections limit opportunities for intra-regional trade. If Senegal wants to develop as a commercial leader and transportation hub in the sub-region, this aspect has to be dramatically altered.
4. The price and availability of transport services poses still another competitiveness challenge. Limited networks of paved roads and congested key points within road networks both contribute to high carrier costs through significantly diminished transport vehicle utilization and increased vehicle maintenance costs.
5. Importantly, the network structure which funnels most commercially relevant traffic through the gauntlet of the Dakar agglomeration significantly limits the precision with which physical distribution and production processes can be jointly scheduled. Thus, for example, uncertain transit times for movements between packing sheds and the airport through the Dakar gauntlet increase the risk of deterioration for perishable goods. Since fully eighty percent of the value-adding activities that take place within the economy are concentrated around Dakar, limited transport capacity has a growth dampening feedback effect on much of the real economy.
6. The strong population growth which continues within the Dakar agglomeration further diminishes transport service competitiveness, inflates transport costs and drives up land costs as well. A rural to urban migration has been underway within Senegal for more than a decade with urban populations (primarily migration into Dakar) increasing by four
89 percent annually while rural populations are increasing by one per cent or less annually. In the most recent years rural populations have actually declined. In 2004, the urban population exceeded rural populations for the first time. However, urban transport capacity has not kept pace with demand either for passenger or goods movement.
7. Transport network constraints have also tended to limit the agility and market access of Senegal’s private sector. When they were ,surveyed, nearly 30 percent of private companies identified transport capacity as a primary factor which limits their market expansion. Senegalese exporters are penalized by the lack of reliable regional highway routes, just as they are penalized by the lack of efficient routes that link them to rural areas where raw materials are produced.
8. As prefeasibility study of the DDTH has showed that the project has a very high economic return. This study showed that the mobility in the Cape Verde peninsula is strongly oriented on the east-west axis, mainly on public transport services. Those services are unusually inadequate and the road network is old and oflimited capacity. The mobility in the Cape Verde peninsula is currently crippled by those factors and will become more so as the population size increases, the suburbs will sprawl where there is some land left toward Diamniadio. The construction of the DDTH will respond to the demand for greater mobility on the east-west axis while allowing for longer mobility toward Diamniadio. Better transport services will be made available through either the direct use of the DDTH by buses and minibuses or improved traffic condition (lower congestion) on the other main roads. It will also make the relocation of businesses away from Dakar downtown as its access will be easier than currently.
Economic Assessment” of the DDTH 9. In the economic assessment made at the time of the technical study, economic costs include construction costs, maintenance costs as well as expropriation costs. Construction costs are spread over three years totaling 96.7 billion CFAF. Maintenance economic costs amount to 2.06 billions CFAF per year or around two percent of construction costs. Expropriation economic costs are estimated to be nine billion CFAF.
10. Economic benefits are divided two components: reduction in Vehicle Operating Costs (VOC) and improvements in trip durations.
11. It is estimated that the highway project would decrease the VOC in 2008 by 10.9 billions CFAF for the RN users while the decrease in VOC for vehicles on the highway itself amount to 5.1 billions CFAF in 2008. During the 2008-2030 period, VOC-related economic benefits should decrease as the increase in traffic due to the highway will fade out over time.
12. On average, a reduction by one hour for trip duration translates in a 1,085 CFAF saving. On this basis, it is estimated that benefits from decrease in trip duration on the RN is estimated to be 3.4 billion CFAF in 2008. This estimate comes from a reduction of0.24 hour per vehicle for a one-way trip between Patte d’Oie and Diamniadio on the la RN. Since, on average 36,054 vehicles travel on the RN each day 365 days per year, the total amount is around 3.4 billions CFAF in 2008.
*’This paragraph is derived from the initial technical study done early 2006. The costs it is based on include all taxes and are lower than those as estimated in the currently on-going detailed technical study, which has slightly modified some technical choices.
90 13. For highway users, economic benefits resulting from shorter trips are estimated to be 4.8 billions CFAF in 2008. A study done in 2005 estimates that trip duration will be 43.3 minutes shorter as compared to the same trip on the RN in the absence of the highway project).21 The computation of net undiscounted benefits is the difference between economic costs and economic benefits. During the period 2008-2043, economic benefits are greater than economic costs by 45.2 billion CFAF. Eighty-one percent of economic benefits come from reduction in transport time.
14. The undiscounted net value also allows measuring for each year during the period the difference between economic benefits and economic costs. After 35 years of operation, economic benefits outnumber economic cost by 157.7 billions CFAF. In other words, the construction ofthe highway would increase the collective wealth of Senegal by 157.7 billions CFAF. Moreover, the collective wealth would increase after only eight years ofoperation.
15. The initial economic analysis of the project made at the time of the technical study was based on preliminary assumptions. It was completed in March 2009 by an additional study executed by AFD on the basis of the latest available information. The results of such additional study are presented below.
16. Such update reflects the additional traffic analysis realized by MVA Consultancy (September 2008) and the latest estimate of investment costs validated in February 2009 by the World Bank and AFD and is based on the following key assumptions:
(i) Average traffic based on the MVA consultancy study, with an inducted tariff of 13 percent over the period ofstudy and a traffic attraction toward the motorway of30 percent;
(ii) Petrol cost has been revised compared to the initial study, in accordance with the most recent data available in the MVA study;
(iii) Toll revenues have been excluded from the economic analysis as they correspond to transfer from the toll users and government;
(iv) The value of ton of C02 has been increased compared to the previous study, based on a study performed by CIRED for AFD.
17. The study looked at two levels ofimpact. The base case includes the full impact ofthe route from Malick Sy to Diamniadio and also takes into account the impact ofthe closure of Mbeubeuss and ofthe new resettlement site. A variant case is looking at the economic value of the project for the PPP portion only, namely the Pikine-Diamniadio portion of the motorway as this is the boundary of the PPP. For each scenario above, and as a further option, the impact of the restructuration of PIS was evaluated as it is part of the project boundary. Since no data is available in relation to the economic benefit of PIS restructuring (impact on health, reduction in travel time, accessibility to the PIS area) only additional costs where integrated in the calculation, which is an extremely conservative assumption and most likely understate the economic return ofthe project.
21 To be fully consistent, it would have been better to evaluate the trip duration on the RN without the project but with the total AADT of the highway project. As a result economic benefits resulting from time savings are underestimated.
91 Conclusions of the updated economic analysis 18. Under the Base Case: Malick Sy- Diamniadio: the Economic rate of return of the project is estimated to be around 11.3 percent. The payback period for the project is six years.
I Distribution of economic advantages (Malick Sy-Diamniadio)
12%
25%
43%
Saving of UEnergy OSecunty .Local pollution HGES time --
19. An increase in costs of 40 percent or a decrease of project benefits of 25 percent would be required to result in a net present value of 0. Costs would need to increase by more than 58 percent for the economic rate of return to be below seven percent. When taking into account the costs (but not the benefits as they have not been estimated) ofPIS, the economic rate ofreturn is 10.7 percent.
20. Under the Pikine-Diamniadio variant, the economic rate of return of the segment Pikine-Diamniadio is 12 percent. The payback period of the project is 12 years from operation on this portion ofthe project.
Distribution of economic advantages (Pikine-Diamniadio)
21. An increase in costs of 55 percent or a decrease of the economic benefits of 36 percent would be required for the NPV ofthe project to be 0 with an 8 percent discount rate. SimiIarfy, costs would need to increase by more than 77 percent for the economic rate of return to be lower than 7 percent.
22. When taking into account the costs (but not the benefits) of PIS, the economic rate of return is 11.05 percent. This confirms the strong interest ofthe project.
23. From an economic viewpoint, the conditions for highway development are satisfactory. This conclusion is based on realistic assumptions and often, rather conservative.
92 Financial Sustainability 24. The DDTH project being a PPP, it has received considerable attention in its preparation stage. To date, a detailed analysis of how the concession arrangement could be built has been carried out by a renowned international consultant and has given the following information.
Main financial lines of the Project 25. APIX, s.a.’s financial advisor developed a financial analysis of the project based on the assumptions for construction costs, operation costs and revenues as given by the various technical studies to:
Determine the outline costs ofthe project and especially the total project cost;
Define an initial scenario for the financial structure; and
Assess the economic and financial balance for profitability for potential investors and the capacity to satisfy ratios as imposed by donors.
26. Such financial analysis has determined the validity of a PPP approach, by confirming that the main financial ratios (equity returns, debt service cover ratio etc.) that equity investors and banks would expect for a project of this kind (based on international comparison) are in line with the cash flows that can be generated by the project.
93 Annex 10: Safeguard Policy Issues Dakar Diamniadio Toll Highway Project
1. The environmental and social management of the highway project is holistically designed to take into account the legislation and regulations of Senegal as well as the World Bank Safeguard Policies and the World Bank Group Environment, Health and Safety Guidelines updated in 2007.
2. As with all other projects financed by the World Bank, the Dakar - Diamniadio Highway project and its components must comply with the requirements of the Safeguard Policies and with OPBP 17.50 on public disclosure, which requires that all safeguard documents be distributed and disclosed in-country and through the Bank’s Infoshop.
3. The EA reports therefore include an analysis of the national environmental legal framework within which the project operates, and an analysis of the applicable Safeguard Policies of the World Bank, which shows that the project as a whole is directly concerned by four ofthe policies, as shown in the table below.
Annex Table 10.1 : Safeguard Policies Triggered by the Dakar-Diamniadio Highway Project 4.01 - Environmental Assessment
4.1 1 - Cultural heritage 4.12 - Involuntary resettlement 4. An ESA was prepared in mid 2007. It covers all the project activities as well as the implementation arrangements. The ESA offers a detailed analysis of the institutional constraints for carrying out the management plans and proposes recommendations for institutional strengthening, in particular for APIX, sa..
5. The table below presents the set ofinstitution-related actions that will be implemented by the project.
Annex Table 10.2: ESA’s Institutional Actions
Institutional measures
Training, information and public awareness
94 Environmental and Social Management Plan of the right-of-way of the Dakar- Diamniadio highway
6. The construction of the DDTH itself will lead to environmental impacts that will be pro-actively mitigated by the project.
7. In terms of major positive impacts, the Dakar-Diamniadio Highway project will greatly facilitate traffic flows to and from Dakar.
8. There are two major negative impacts resulting from the construction of the Dakar- Diamniadio Highway:
(i) Social impacts related to the resettlement of persons, commercial and economic ' activities, and to the fragmentation of some urban areas which will separate people from their places ofwork or basic social services; (ii) Environmental impacts related to: (a) the destruction of a portion of the Mbao Forest reserve for highway construction; and (b) the potential worsening of the inundations in the Niayes area situated in certain sectors ofThiaroye. 9. Apart from these impacts, the other environmental impacts are localized and can be mitigated, in particular air pollution and vehicle noise.
10. The Environmental and Social Management Plan of the right of way of the Dakar- Diamniadio Highway includes the key elements of environmental management, including optimization ofpositive impacts and mitigation ofpotential negative impacts. The ESMP also includes guidance for environmental monitoring.
11. The table below presents actions that are specifically related to the DDTH construction activity.
Annex Table 10.3: ESMP-Recommended Actions for the Right of Way of the Dakar-Diamniadio Highway
Specific environmental and social measures
Environmental and Social Assessment of the Resettlement Site of Keur Masar 12. The ESA ofthe Resettlement Site ofKeur Massar is designed to guide environmental and social management of all activities of this component, in particular compliance with Bank's Safeguard Policies.
95 13. The ESA presents the biophysical and socio-economic conditions ofthe Resettlement Site of Keur Massar and analyzes the positive and negative potential impacts ofresettlement operations. The ESA will allow the authorities in charge of project implementation and the communities in question to appreciate, in a broad and pro-active manner, the environmental and social impacts of the activities at the Keur Massar site, at the planning stage and during development of specific construction projects.
14. Resettlement at the site of Keur Massar is expected to have the following major negative impact:
(i) Social and environmental impacts related to area development projects and the construction of basic infrastructure and services, in particular in the protected dune areas (reforested), which are located just north ofthe Keur Massar site.
15. On the other hand, the present environmental conditions at the Keur Massar site will also have two important impacts on the resettlement process:
(i) Major external environmental impacts related to the presence of the waste disposal site ofMbeubeuss; (ii) Major external environmental impacts related to the fact that a part of the resettlement area is located in an area that is actually inundated (ground water level at the surface). 16. Whereas the impacts of construction works are easily manageable, rehabilitation of the disposal site ofMbeubeuss is a major challenge from a technical and environmental point of view. The resettlement at the Keur Massar site requires a full rehabilitation of the Mbeubeuss landfill site. As this rehabilitation is a pre-requisite for this resettlement, the project will implement it through its fourth component.
17. In addition, development of the Keur Massar site will require internal improvements to control the many areas where flooding now occurs (natural depressions) and to avoid a situation ofresettling people from flooded areas in Pikine to another area prone to flooding.
18. The health wastes produced by the health posts to be constructed as part of the resettlement operation at Keur Massar and the restructuring of PIS will be managed in accordance with approved Health Management Plans which preparation and implementation is part ofthe overall implementation ofthe project’s Environmental Management Plan.
19. Salient features of the Environmental and Social Management Plan of the Resettlement Site ofKeur Massar are presented in the table below.
Annex Table 10.4: ESMP for Resettlement Site of Keur Massar
Meas ur e s Recommended Actions Close the Mbeubeuss waste disposal facility Specific environmental and social measures Initiate compensatory reforestation in the Keur Massar area Improve drainage ofareas subject to flooding
Environmental and Social Management Framework of the Pikine urban restructuring zone 20. The program for Pikine urban restructuring zone involves the local communities and includes numerous sub-projects that will be planned, and implemented at the local level in the Pikine area. In line with Senegal’s poverty reduction strategy, the program will also provide
96 basic socio-economic services to the local population. The Environmental and Social Management Framework (ESMF) ofthe Pikine urban restructuring zone is designed to guide environmental and social management of all activities of component Cy in particular compliance with Safeguard Policies. The ESMF is an environmental and social screening tool to be used during project implementation.
21. The ESMF presents the biophysical and socio-economic conditions ofthe Pikine area and analyzes the positive and negative potential impacts of construction works. A key element ofthe ESMF is its screening process. The process presents the norms and standards that will be applied in sub-project selection and in the determination of the specific environmental assessment procedures that will be necessary. This will include health waste management. Health Management Plans will be prepared for this purpose. The ESMF will allow the authorities in charge of project implementation and the local communities in question to appreciate, in a broad and pro-active manner, the environmental and social impacts of the activities in the Pikine area, at the planning and development stage of sub- projects on the basis ofan evaluation grid.
22. Urban restructuring in the Pikine area has the following major positive impacts:
(i) Employment creation during restructuring works; (ii) Improved living conditions (security, sewage/drainage, reduced vulnerability to flooding) and securing livelihoods ofdisplaced social groups; (iii) Access to land tenure rights; (iv) Slum upgrading (v) Improved access to basic social services (water, electricity, sewage).
23. Urban restructuring in the Pikine area has the following major negative impacts:
(i) Relocation of population; (ii) Dislocation ofcommunities; (iii) Demolition ofhousing and other structures; (iv) Possible destruction ofcultural and religious places; (v) Accidental risks during construction works; (vi) Disturbance ofmobility in the restructuring area zone during construction works.
Issues linked with the Mbao forest 24. The route of the toll-road passes through the Mbao protected forest and the lost forest area will be compensated as indicated in the Environmental and Social Management Plan of the ROW of the Dakar-Diamniadio highway. In order to preserve this area, a forest management plan was finalized in November 2008 by the Regional Counsel of Dakar in collaboration with the Directorate of Water and Forest. Its implementation will be partially financed by the project. It is worth noting that the future ofthis forest is jeopardized without a management plan regardless ofthe construction or not ofthe toll road.
25. The main objective of the forest management plan is to manage the forest in a sustainable way and to enable the surrounding villages to benefit from the improved management of the natural resources and provide a leisure and recreation area to the public. The specific objectives of the project are as follows: (i)Protecting the ecological and
97 biological function ofthe forest within a sustainable forest management plan; (ii)Improve the livelihoods of the communities and income of the surrounding population by promoting pharmacopoeia, vegetable production, and sustainable supply of natural resources, (iii) Providing a recreational area for the public; (iv) Protecting natural resources around sensitive areas. A steering committee which associates the key stakeholders such as the Regional Counsel of Dakar, the Directorate of Water and Forestry, local communities, NGOs and the private sector was established and will be responsible ofthe follow-up ofthe implementation ofthe forest management plan.
26. This will be achieved through the following activities:
(i) Reforestation, diversification oftrees species; (ii) Improving the development and densification oftrees; (iii) Fighting against bush fires; (iv) Conservation ofbiological diversity; (v) Awareness raising, capacity building and organization of stakeholders and local communities; (vi) Promoting sustainable and small scale economical and natural resources management activities (pharmacopeia, horticultural products, livestock); (vii) Feasibility study for a national arboretum, a botanical garden, an ecological trail, a pick nick areas, a national racecourse (hippodrome), a zoological garden, a running trail and priority investments (according to feasibility studies); and (viii) Protection ofecologically sensitive areas.
27. The project will be implemented within four years.
28. The Directorate ofWater and Forest has given the authorization to APIX, s.a. for the present routing ofthe toll road.
29. The elaboration ofa draft protocol agreement between APIX, s.a. and the Directorate of Water and Forest is under way. The objective of this protocol is to define roles and responsibilities of both entities with regards to the implementation of environmental aspects related to the DDTH project. As stated in the protocol agreement the toll road and all related infrastructure will be implemented based on the Mbao Forest Management Plan and the ESA conducted within the toll road project. The following funding and implementation mechanisms are being sought:
(i) The private entity of the toll road will be in charge of tree planting in the forest with monitoring from the Directorate ofWater and Forest; (ii) APE, s.a. will finance the compensation of destroyed trees within the routing (EAP components integrated in the Mbao Forest Management Plan); (iii) The directorate of Water and Forest is in charge of the financing and the implementation ofthe Mbao Forest Management Plan; (iv) The Directorate of Water and Forest will monitor the implementation of all environmental related aspects with the financing ofAPE, s.a. 30. The implementation ofthe Mbao Forest management plan will require around US$l.7 million, ofwhich the project will contribute to US$1.3 million.
98 Annex 11: Social Assessment Dakar Diamniadio Toll Highway Project
Background 1. The Dakar-Diamniadio Toll Highway covers two administrative regions: Dakar, that includes the Districts of Dakar, Pikine, Guediawaye and Rufisque; and Thies that includes Tivaouane, Thies and Mbour. The Dakar Region is characterized by a high human density: over 2 million people are concentrated on an estimated 550 km2, which represents about 22 percent ofthe total population, and a population density of4,147 per km2.Thies region at the other end of the Toll Highway has a population density of 208 per km2.These figures were found consistent with the socioeconomic survey conducted for the project's RAP on the critical Pikine-Keur Massar and Keur Massar-Diamniadio road segments respectively. Both Dakar and Pikine Districts have an urbanization rate of 100 percent with population density reaching 12,146 and 8,868 respectively. These figures do not however describe the pick reached in certain pockets of high population density encountered along the critical segment ofPikine-Keur Massar such as Dida Thiaroye Kaw with 47,677, and Guinaw Rail Nord with 43,060 inhabitantsh2 in Pikine sub-District. Population density in the new development (parcelles assainies) is estimated at 35,538,677 and 29,555 at Ginaw Rail Sud. On the basis of the available technical design, the population density in the planned resettlement site of Tivaoune Peulh is estimated at 30,303h2 and these figures are found to be consistent with the country's practice for such settlements.
2. The majority of urban equipments and socioeconomic infiastructures are found in Dakar District: industries, health, schools, and universities. One should add to the list the port and the airport, which contribute to reinforce the polarity between Dakar and its Hinterland.
Annex Table 11.1: Spatial polarity between Dakar and its hinterland (comparative data in regional percentage) Population Secondary schools Health services Hospital beds Center 40 59 41 98 1'' Circle 23 11 25 1 zndCircle 20 18 18 1 srdCircle 17 11 16 0 Total 100 100 100 100
3. The DDTH will offer two set ofresponses to the current polarization ofDakar and its Hinterland. First, under the project component Bya number of socioeconomic, cultural and safety common good properties will be developed in the planned resettlement site of Tivaouane Peulh to benefit the population displaced from the Pikine-Keur Massar right of way. The identification of these infrastructures follows a consultative process conducted during the preparation of Pikine-Keur Massar RAP. They include: two health centers, 61 primary classes in four schools; 48 secondary classes in two schools; one coll2ge d'enseignement moyen (middle school), two police stations; one firehouse, three public marketplaces, one large marketplace, three public squares, five public parks, five football fields; one basketball field and two post offices. Secondly, under the project component C, additional socioeconomic equipments will be developed as part of the upgrading of PIS a
99 slum located on both side of the Toll Highway along the critical Pikine-Keur Massar right of way. This will increase the carrying capacity of this densely populated area in terms of socioeconomic equipments. They include eleven 12-classroom primary schools, four 800- students coll2ges d’enseignement moyen (middle schools), three health centers and the rehabilitation and construction ofa few markets.
Land occupation mode in the project.affected areas 4. The main social impacts of the DDTH is linked to right of way clearing for the toll road and for the infrastructure developed under the urban upgrading component. Overall, the right of way is currently occupied by structures for housing, religious, horticulture or economic and commercial uses. However the density and regularity of land occupation are not homogenous throughout the right of way. These, as well as the nature of the physical environment encountered were factored in the technical design ofthe final drawing: thus the natural habitats ofNiayes, resident buildings and public access road at the Elton gas station all located along the Patte d’Oie-Pikine segment were avoided on social and environmental grounds. The integration of social and environmental factors in the detailed technical design of the DDTH is consistent with the overall approach of this major infrastructure: four alternative itineraries were considered using criteria, including environmental, social, technical, economic mobility. The one retained (Electrowat itinerary) has the least environmental impacts and the same level of social impacts as the second best choice.
5. Land access and property rights arrangements are also very varied in the project affected area. The number of homeowners in the Dakar metro area has gone from 57 to 81 percent of households between 1980 and 2001, and that oftenants has grown from 17 to 30 percent during the same timefiame. Broadly speaking there are two types of homeowners depending on whether there are regular and irregular land occupants. The regular land occupants possess a secured land access right: land title, occupancy right, lease, area right (droit de superficie). The irregular occupants have no recognized or recognizable access right over the occupied land: There are many such homeowners in the sub-Districts of Pikine, GuCdiawaye, Rufisque, Bargny, SCbitokane. In the densely populated area ofPIS, it is estimated that only 14 percent of land owners do have title for the plot ofland they occupy; the vast majority of home owners have not secured land access rights, which make them extremely vulnerable. The irregular occupants do not constitute an homogenous socioeconomic category. One can hrther distinguish other subcategories and layers of vulnerability among them on the basis of: (i)their mode ofaccess to housing (owner, tenant, or subtenant); (ii)the permanent or seasonal nature oftheir settlement in the urban area; and (iii)gender. Additional information like region of origin, professional activities, social ties with neighbors enable to have a complete picture ofthe socioeconomic profile ofresident of vulnerable urban neighborhood in Dakar, their internal organization and socioeconomic survival strategies.
Project’s responses to main social challenges 6. The project carried out socioeconomic analysis for the urban restructuring ofPIS and for the resettlement action plan of Pikine-Keur Massar. The findings of these studies help design these activities. Thus the important issue ofland access rights in PIS will be addressed through the land titling and regulation sub-component; The identification of different categories of affected population and the design of compensation package for right of way clearing were designed so as to address both the issue of land access rights for PAPSto be resettled in Tivaouane Peulh, and for tenant losing access to a new shelter. Furthermore, two social development impacts indicators for transport sector operations have been retained for the entire DDTH: (i)mitigations of negative impacts as measured by the percentage of
100 unsettled disputes, and (ii)accessibility as measured by the improved transport conditions and improved mobility. These intermediated indicators will be measured using data collected as part ofthe overall project monitoring and evaluation.
Summary of OP 4.12 issues in the DDTH 7. The DDTH project is not merely a high-speed road construction project; it is also a major resettlement operation, a slum upgrading endeavor, and a complicated solid waste disposal initiative. This section will described some of the key features of the project's resettlement program.
Resettlement from the right-of-way of the toll road 8. Land and property acquisition for the right ofway has, for social reasons, been treated in two segments: (i)the stretch fiom Pikine to Keur Massar, which will affect a large number of residents and businesspeople in a relatively short distance; and (ii)the stretch from Keur Massar to Diamniado which is mostly rural.
9. Pikine-Keur Massar. Over 30,000 people (approximately 3,13 1 households) will be directly affected, in one way or another, by the construction of the last segment ofthe DDTH. The Pikine-Keur Massar stretch accords for over 95 percent of the PAPS; (see Table A. 1 1.2) in this construction segment. Here, there are 3,13 1 households (2,288 concessions) that will lose their homes; of whom only 888 are homeowners and the other 2,243 households are renters. In addition, 917 large, medium and small enterprises will have to relocate, as well as another 209 vendors who have small stalls or tables (i.e., a movable facility in a usual selling location). Finally, some 9 1 agricultural plots including trees will be affected.
Annex Table 11.2: Number of Affected Households (and Population) by Type of Impact and Project Area Table Seller Small Field or Stretch House 'lot Enterprise (no fiied Subtotal House (no structure) Farm Garden premises) Pikine-Keur 2,850 917 209 91 4,067
* This table details the loss of private property one. In addition, 4 schools, 12 mosques, 1 church, 1 CEM lodging, and a basketball court will be taken for the DDTH ROW.
10. Keur Massar-Diamaniadio. The characteristics of involuntary land acquisition in the Keur Massar - Diamniadio stretch of the highway is very different. Here, there is a rapidly developing urban area, Kambe, just beyond the Mbao forest area. In this neighborhood some 51 houses will be lost, although there is land for rebuilding them on new plots outside the ROW. East of Kambe, the once rural area is now being subdivided into housing divisions (Zotissernents) around West Rufisque. In this area there are 24 subdivisions under development, with a minimum of 1,578 building plots already marked out. From East Rufisque to Diamniadio, however, the DDTH passes through an expressly rural area with approximately 100 fields and small farms only.
11. Compensation Payment. In those cases where the compensation payment will be in- kind (house for house), NIX, s.a., in close and direct consultation with the affected
101 population and indirectly through their local Resettlement Committees, will oversee the construction of community infrastructure and utilities. Meanwhile APIX, s.a. and the affected families, with the assistance of the contracted NGOs, will monitor house construction. Integral participation of the affected population throughout this process is intended to minimize surprises and dissatisfaction at the time ofthe actual physical move.
12. Where compensation will be paid in cash, agencies involved will depend on whether or not the PAP has an official title. For those property owners with a land title payment will be made by the Directorate ofDomaines of the Ministry of Economy and Finances through the National Treasury, as is mandated by law. For those property owners who do not have a formal title, for those PAPs who are tenants, and for those PAPs who will receive cash assistance for economic losses, Le., for all PAPs without formal property rights, the payments will be made from the APIX, s.a. account by the Groupe Opkrationnel, assisted by the contracted NGOs. When the payment is to replace a residence, APIX, s.a., will endeavor to prevent that the resettlement program be diverted fiom one of its key objectives, namely to restore the livelihood and living condition of the PAPs (and affected households); or to improve it if possible. To that aim, in order to ensure that PAPs have replaced their houses, the project will apply some of the good practices and lessons learned from similar projects carried out in Senegal or in other part ofthe world. Moreover, the project, will monitor to the extent possible the use ofthose funds and will help address any difficulties these PAPs might encounter in acquiring legal title to their new residence.
Participation 13. PAP participation in the,DDTH resettlement operation has taken and will take many forms not only because of the people’s understanding of, but also their integral involvement in, is critical to the overall success of the operation. To date, APIX, s.a., through its subcontractors, has surveyed the entire area and held informational meetings in each area in order to inform people of why enumerators would be moving through the area, why they would be asking particular questions, and why it is important to collaborate in the endeavor. Within the framework of the validation of PAP lists, APIX, s.a. signed memorandums of understanding with the districts town halls for the posting of lists and the collection ofclaims. While they do not have formal links with APIX, s.a., PAP organizations have worked in close collaboration with the district towns of the concerned areas for the validation ofthose lists, because oftheir capabilities to mobilize and raise awareness among other PAP to review the lists posted in the town halls and note down the differences. They also seem to have played an awareness and information disclosure role with regard to other PAP.
14. APIX, s.a., again through its subcontractors, has also organized a number of communities in 2006 and 2007 in order to assess what people hope for and expect in the new resettlement village. These meetings underscored the importance of: systematically organized neighborhoods, with basic public utilities and proper land titles; with basic social infrastructure such as places of worship, schools, clinics, markets, and cemeteries; and without the unhealthy flooding of much of their present areas. By contrast, the vegetable gardeners and some of the artisans, none of whom will be relocated to Keur Massar - Tivaouane Peulh, are understandably more concerned about the provision of alternative places to which they can relocate. APIX, s.a. will intensify the process of local consultation and information dissemination once its office is opened in the field and the collaborating NGO contracts are in place. Because the social dimension is so critical in large-scale and complex resettlement operations, APIX, s.a. will also organize Urban Resettlement Committees, composed of affected people such as neighborhood leaders. Once operational, these local committees will be extremely important in keeping people informed of project
102 activities, in answering questions and concerns, in organizing the physical move, and in re- establishing the population in the new village. The project will endeavor for example, to replicate existing block organization in the new village to the fullest extent possible, which will give these committees a ruison d’itre after the physical relocation.
15. Inspired by the example of the Dalifort Action Group on the Patte d’Oie-Pikine section, the PAP of the two sections financed by the proposed project, and of the PIS area, got organized in order to better participate in the RAPS preparation and implementation process. Thus, at PIS the PAP are gathered in GIEs (Groupement d’Int6rit Economique - Economic Interest Group) created by the Consultant UrbaPlan-Ingesahel to facilitate the consultations during the preparation of the RAP for that area. These GIEs actively participated in the planning workshops at their specific vicinities. It should be noted that from the nine GIEs created, seven have already obtained their agreements and have bank accounts. The setting up of these GIEs will facilitate the consultation during the implementation ofthe RAP in this area.
16. At Pikine-Keur Massar, after consultation with the vicinity delegates, the PAP have formed displaced persons action groups in each of the six district towns crossed by the expropriation (Diamaguene, Sicap Mbao, Guinaw Rail Sud, Guinaw Rail Nord, Pikine and Mbao). The five action groups are crested by a Coordinator of Displaced Persons Action Groups created on February 2007. On the Keur Massar-Diamniadio section, the people affected got organized through a Federation ofAction Groups ofthe Toll Road Victims at the end of a general assembly on April 18, 2008 to “defend their interests” during’ the implementation ofthe RAP.
Land acquisition in the resettlement area 17. The government identified and allocated a 165 ha area to the north of Keur Massar town and to the East of Tivaouane Peulh as the resettlement site for the DDTH. This site is rapidly developing, so that although it is currently a bit distant from transport and public utilities, the situation is certainly going to change in the very near future. Indeed, the project will provide all the basic public utilities, especially water, electricity and transport will extend to this area before people begin to settle in. The household and agricultural users found in the resettlement site will be either compensated in cash or resettled in the resettlement zone with all the other affected people.
The physical relocation of PAPS from the ROW to the new resettlement village of Keur
I Massar - Tivaouane Peulh 18. The physical planning for the Keur Massar - Tivaouane Peulh resettlement village has been done by the same firm that carried out the socio-economic studies so that the physical organization ofthe new village accords with the expressed wishes ofthe affected persons for water supply, schools, clinics and other community infrastructure.
19. At the resettlement site, the local liaison or block committee will visit every PAP family upon arrival to make sure that the utilities are all connected and that there are no immediate complaints about deficiencies in the new home, as well as providing social support during the adaptation period. Such social assistance will attenuate as the PAPS settle into their new community. As people adjust to their new circumstances, the needs for social assistance will shift from the immediate problems ofmoving into a new home to the need for livelihoods restoration.
103 Resettlement induced by to the restructuring of Pikine Sud 20. The installation of roads and infrastructure (retention basins) in Pikine Sud will require the relocation of some 500 extended families from their present residences to Keur Massar. This section is based on the development ofa participative process developed in the PIS area during the preparation phase of the project after the constitution of nine GIEs that represent the population of the different areas of the vicinity. The selected investments are community investments, of which the choice and construction have been validated by the population during participative planning workshops: basic school and health facilities and service public roads. These investments, although relatively limited, will serve as incentive for the populations to advance towards a land tenure regulation that will consolidate the development ofprivate investments in the area after the roadwork.
2 1. The RAP of people affected by the selected investments has also been produced and approved by the Ad Hoc Committee on October 29, 2008, and then by the Bank, and disclosed through the InfoShop on November 1, 2008. The plans used for the selected infrastructure have been adapted by APIX, s.a. and the consulting firm to reduce to the minimum the negative effects ofthe project in terms of displaced populations. The selected option for the implementation ofthe PIS RAP is the resettlement of displaced populations on the Tivaouane Peulh area, as the other RAPSand under the same institutional and operational responsibility ofAPIX, s.a. in order to guarantee an equality of treatment towards displaced populations.
Resettlement induced by the closing of Mbeubeuss landfill 22. Although solid waste is an unusual concern in a transport project, it is an important issue in the Dakar-Diamniadio Toll Highway project because not only the existing dump site must be closed, but also a new solid-waste disposal facility must be opened to improve the local environment. Closing and rehabilitating the existing dumping site will potentially displace some 800 persons (150 -200 shack residents in and around the dump area, as well as another 600-650 people who work there daily), who must be assisted. An advance Resettlement Policy Framework was prepared and disclosed at InfoShop on September 01, 2008 on the basis of available information. Specific RAP will be defined during project implementation as information about the closing option retained by technical studies becomes available.
Solid Waste Disposal Site 23. Closure of the Mbeubeuss dump site requires the opening of an alternative facility. The Comite' d'Agglome'ration de Dakar (CADAK) and the Comite' d'Agglome'ration de Rufisque (CAR), which together are known as CADAK-CAR, contracted a private partner to open and operate a solid waste disposal site. The Sindia solid waste disposal site was developed in the last five years to receive trash from Dakar and neighboring cities (e.g., Rufisque). A part ofthe 40 ha site has been developed; a 20 m deep area pit has been dug, as well as a treatment pond for leachate. If garbage is compacted 30 m above the present land surface, each pit will hold the equivalent of 3 years ofDakar's solid waste.
24. This facility is almost ready to operate. Since the DDTH project requires that the Sindia Solid Waste site be operational no later than the end of May 2010, the site is an integral and necessary part of the project and is therefore covered, retroactively by OP 4.12 on Involuntary Resettlement. The entire 40 ha site has earlier been officially acquired for this facility. The land acquired constituted part ofthe public domain, that is, formally State land. Land in the public domain formally held by the State may nonetheless have customary users
104 or holders. It was therefore necessary to determine who were the customary users, how much land each of them had, assess the average value of the land (seemingly unfarmed lateritic), calculate the amount due to each owner, and effect the appropriate compensation.
25. In this regard, it is important to note that the Environmental Impact Assessment, , reviewed and accepted by the Ministry ofEnvironment in June 2005, noted that there was no occupation of the 40 ha solid waste disposal site at that time. Specifically, there were no residences (and, by extension, no businesses) in the Sindia project area, although the rural community ofDiass had begun to subdivide part ofthe area for future development. Further, the field investigators surveyed the entire project area, and determined that there were no agricultural activities in the project area. Also, population growth in the area had been leading to a deterioration ofpastures and a reduction in livestock, so that herding or pasturing was a minimal and seasonal activity that would displace elsewhere in the natural course of things. Finally, much ofthe area had been greatly degraded by spontaneous and sanctioned laterite mines.
26. In short, the 2005 EL4 clearly determined that this area clear of residential, business (apart from lateritic mines) and agricultural occupation. Since the official sanction of the surface mining permits is temporary and revocable, there is no resettlement legacy issue at this new dump site.
Summary
Annex Table 11.3: Number of People Affected by the Project, for ach Activity of the Project Number of affected Total Total displaced Activity households and non Businesses affected (likely) built lands Malick Sy-Patte d’Oie 91 145 236 227 Patte d’Oie-Pikine 130 267 397 To be determined Pikine-Keur Massar 3131 1217 4348 To be determined during implementation Keur Massar Diamniadio 53 65 1500 To be determined during implementation Resettlement area 1020 216 1236 To be determined during implementation PIS 987 30 1107 538 (estimated)
Gender, youth, and vulnerable group dimensions 27. Some of the main concerns ofwomen are the disruption oftheir social networks and the potential loss of their revenues. The youth on their part expressed fear about the possibilities of losing their employment and their sources of revenue. For the elderly population the source of anxiety is the prospect of displacing their large families, including multiple wives and many children. The majority of the PAPS are illiterate and some have problems understanding or making full and proper sense ofmessages provided by NIX, s.a. From an institutional standpoint, government structures in charge of families, women, or vulnerable groups were little involved in the project preparation as emphasis was put on supporting or preparing the implementation of the project’s vast resettlement programs However, concerns for gender and vulnerable groups were included in the different RAPS prepared and also mainstreamed in the design ofthe project’s various components.
105 28. Thus, for compensation purpose the household is not treated as a homogenous unit. This means that compensation of affected assets will be paid to their individual owners /users (female spouses or live-in young adults) within the household unit, and not to the husbands or head ofthe households. Several ofthe planned social and public structures to be constructed in the restructured zone ofPIS, and the resettlement site ofTivaouane Peulh have significant gender dimensions, and will positively impact women. These include among others: health, market, education, and market facilities. Health centers will likely contribute to reduce infant mortality through the improvement of prenatal visits, while also ensuring the prevention of HIV/AIDS transmission from mother to child. Market infrastructure will enable market women to continue their activities with little to no disruption, while their customers will not have to bear additional travel cost or time to a nearby market. The construction of education facilities in the resettlement site and in PIS will contribute to the Government’s efforts to support girls’ education in Senegal. Lastly, in order to enhance its impacts, the project will seek to create synergies with other gender-based programs carried out in the project areas, through cooperation with relevant structures in the administration or the UN system.
29. Concerning vulnerable groups, the project is targeting all eligible groups through the provisions of the various RAPS. However a specific attention will be paid to scavenger children living off the Mbeubeuss dumpsite waste. Specific activities targeting them will include: encouraging access to formal education, creating bridge toward mainstream education and personal savings through non formal education, and vocational training. The youth are also specially targeted with the construction of public spaces, sport and cultural facilities such as soccer fields, basketball playgrounds, and multipurpose community centers. Furthermore, the project will benefit vulnerable households by improving their overall living condition through: provision of land tenure security, access to potable water, to a drainage system, to safer streets with street lights, etc.
30. The main risk identified for the vulnerable groups is the diversion of cash compensation for other means. To mitigate this risk, the project will apply some ofthe good practices and lessons learned from similar programs carried out in Senegal or in other countries, monitor to the extent possible he use of those funds, assists vulnerable households in securing titles for their new residences, raise heads ofhousehold’s awareness in the need to replace the loss residences.
Annex Table 11.4: Integrating Gender, Youth, and Vulnerable Groups Dimensions in the Project Implementation Issues Actions Delivery System Gender and vulnerable groups Synergies are created with programs FacilitatingNGO dimensions are not adequately taken finded by the Ministry of Family and into account during project Women Entrepreneurship and other APIX, s.a. field office implementation UN system agencies in the project area synergies are created with programs DDTH resettlement targeting vulnerable groups unit
Women and youth do not participate Women and youth groups are included FacilitatingNGOs effectively in the project in the management ofthe Local level authorities implementation infrastructures put in place by the WOMEN CBO project (markets, community centers, Linking Committees sport facilities, etc.), in cooperation APIX, sa. field office with the local level authorities Resettlement unit of Women Community Based DDTH Organizations (CBOs) partake in awareness campaigns (polluted water, HIV/AIDS, etc)
106 Issues Actions Delivery System Project’s impacts on women, youth The Ministry ofFamily and Women APIX, s.a. and vulnerable groups are not Entrepreneurship, and relevant NGOs and monitored UN System partners agencies are members Resettlement Unit of ofthe ESAP DDTH
Women (and live-in young adults) are Indicators related to the number of M&E expert and unit not treated fairly in the unsettled disputes, and number of court APIX, s.a. field office implementation of the resettlement cases are disaggregated by gender Resettlement unit of program Compensation for affected assets are DDTH paid to their individual ownerslusers within the household unit; not to the husbandsthouseholdheads Cash compensation to vulnerable Good practices and lessons learned APIX, s.a. households is diverted to other aims from similar programs carried out in resettlement unit of Senegal or in other part of the world DDTH are applied Facilitating NGOs and The use ofthose funds are monitored to Women CBOs the extent possible APIX, s.a. field office PAPSreceive help for any difficulties Linking Committees they might encounter in acquiring legal Household heads title to their new residence. Awareness campaigns are conducted
Annex Table 11.5: Safeguards Documents Produced No. Name Status Report InfoShop In-country No. disclosure disclosure Social documents RAP Malick Sy-Patte d’Oie Final document RP382 32/07/2005 0511 112006 Section 1 v. 1 RAP Patte d’Oie-Pikine (Section Final document RP382 06/01/2006 10/13/2006 2) v. 4 3. RAP Pikine-Keur Massar (Section Final main RP3 82 01/08/2008 06/23/2008 3) document available v. 5 since January 2008 3.1 Annex to final report (Pikine- Final document RP382 10/01/2007 06/23/2008 Keur Massar) v. 6 3.2 Addendum No. 1 to Pikine-Keur Final document RP382 12/02/2008 11/14/2008 Massar (RAP for Tivaouane v. 9 Peulh) 3.3 Addendum No. 2 to Pikine-Keur Final document RP3 82 12/02/2008 11/14/2008 Massar (Clarifications) v. 9 4. RAP Keur Massar-Diamniadio Final document RP3 82 06/01/2007 08/28/2007 (Section 4) v. 3 4.1 Addendum No. 1 to Keur Massar- Final document RP382 Diamniadio (Highway ramp) v. 8 5. RAP Pikine Irrkgulier Sud (PIS) Final document RP382 v. 7 6. RPF Mbeubeuss dump closing Final document RP382 v. 10 7. Resettlement Policy Framework Final document RP3 82 02/01/2007 05/23/2007 v. 2
Environmental Documents 8. Environmental assessment of the Final document E 14 13 03/01/2006 1011612006 DDTH ROW v. 1 9. Environmental assessment of the Final document E 14 13 0310 1/2006 1011612006 1 Keur Massar resettlement area I v.2
107 No. Name Status Report InfoShop In-country No. disclosure disclosure assessment of Keur Massar v. 4 le site de l’APIX, s.a. 11. Environmental and social Final document E1413 03/01/2006 10/16/2006 management framework for v. 3 Pikine (PIS) urban restructuring area 12. Soil analysis of the Keur Massar Final document E1413 09/01/2008 11/14/2008 resettlement area v. 7 13, Mbao forest management plan Final document E1413 03/03/2009 12/14/2008 v. 8
Annex Table 11.6: Public Consultations Held During the Preparation and/or the Implementation of RAPSand the RPF
Initiator of the Date / timeframe Stakeholders / audience consultation Groupe opkrationnel April 2005 Information on the project Persons affected on the / Consultant / MIX, Malick Sy - Patte d’Oie s.a. road segment (inhabitants, businesses, etc.) APIX, s.a. /OFBD 22/10~2005 Businesses, residents ofNdar Dialogue and consultation (Offrir, Faciliter, Morning Gou Ndao, Groupe on ROW clearing ; Balker, DCvelopper) opkrationnel, APIX, sa., Modalities for displacing Consultant businesses (poultry) APIX, s.a. /OFBD 22/10/2005 Groupe opkrationnel, APIX, Afternoon sa., Consultant, Ndar Gou homeowners Ndao homeowners (6) MIX, s.a. /OFBD 22/10/2005 Groupe opkrationnel, APIX, evening (10 pm) s.a., Consultant, Ndar Gou Ndao residents (200) Buursink /MIX, December 2005 Consultant, APIX, s.a., project Validation of s.a. affected persons environmental impacts
Patte d’Oie-Pikine Initiator of the I Date / Timeframe I Stakeholders / audience Subjet I themes consultation Information on the / consultant project, information on compensations ; needs and priorities of affected persons APIX, sa. / OFBD April 24,2006 APIX, s.a., consultant Conditions of physical (OFBD) et Dalifort residents displacement Enda / APIX, s.a. JUlY 14,2006 APIX, s.a., Enda, real estate Norms and procedures for developers and affected acquiring replacement persons housing /support for house purchase Enda / NIX, s.a. June 19,2006 APIX, s.a., Enda, business Workshop for planning actors, Direction for Water the physical displacement and Forest of businesses Buursink /MIX, December 2005 Consultant, APIX, s.a., Consultation /validation s.a. affected persons of project environmental impacts
108 1 Patte d’Oie-Pikine Initiator of the Date I Timeframe Stakeholders I audience Subjet / themes consultation Enda April 27,2007 Enda Ecopop / Directorate of Protocol and modalities Water and Forest I business for passing through the actors Mbao Forest
109 Pikine-Keur Massar Initiator of the I Date / timeframe Stakeholders / audience Subject / theme consultation APIX, s.a., Tecsult, February 2,2006 Local authorities Modalities ofcollaboration Groupe with local authorities and Op6rationnel administration: presentation of the Consultant Tecsult; presentation ofthe project, presentation of affected neighborhoods, program of meeting with neighborhood representatives, selection of facilitators and resource persons Tecsult June 8,2006 Mayor and head of sub- RAP presentation and District of Guinaw Rail Sud information sharing Tecsult June 16,2006 Mayor of Diarnagueune RAP presentation and information sharing Tecsult August 4,2006 District Update on census survey
APIX, s.a./sub- July 9, 2007 APIX, SA/ Mayors I head of Information on District Pikine District /residents of compensation modalities ; municipalities Guinaw Rail Nord and calendar ofproject Guinaw Sud municipalities execution (250 a 300 persons) APIX, s.a./sub- July 12,2007 APIX, s.a. I Mayors I head of Information on District District /residents of compensation modalities ; municipalities Thiaroye, Diamgueune calendar ofproject Tivaouane Diacksao execution municipalities (250 a 300 persons) Faye consulting March-April 2008 Consultant I Mayors1 Consultations on the neighborhood delegates, project’s environmental community leaders aspects and mitigation measures APIX, June-July 2008 APIX, s.a. I Mayors I Explanations on the S.a.Nunicipalities neighborhood delegates and additional survey residents affected
Keur Massar Diamniadio Initiator of the Date / timeframe Stakeholders /audience Subject I theme consultation Enda I APIX, s.a. May 10 2007 Project affected persons I Information on the Groupe op6rationnel I disclosure ofthe census Municipalities I Rufisque survey result District Enda / MIX, s.a. May 30, 2007 Project affected persons I validation ofcensus survey Groupe opkrationnel I list Municipalities I Rufisque District Enda I MIX, s.a. April 11 2007 Rufisque District I Groupe Information sharing opkrationnel gardeners and located around Sangalkam junction (about thirty persons MIX, s.a. February 20 2008 NIX, s.a. management, Information on compensation modalities
110 I Keur Massar Diamniadio I Initiator of the Date I timeframe Stakeholders /audience Subject I theme consultation District head1 Groupe OpCrationnel / Affected persons in the District of Rufisque (200) APIX, s.a. June 11,2008 APIX, s.a. management, Information on District head, / Groupe compensation modalities OpCrationnel / affected persons in the District of Pikine (100)
PIS Initiator of the Date I timeframe Stakeholders I audience Subject I theme consultation Buursink October - November Municipalities, local authorities, Discussion and validation 2005 resident ofPIS neighborhood ofthe environmental impacts ofthe urban upgrading Urbaplan IAPIX, March - July 2007 Municipalities, local authorities Grouping residents into 9 s.a. I residents ofPIS associations (Groupements d’IntCr&t Economique, GIE) Urbaplan /APIX, September 2006 - Municipalities, traditional and Information on RAP s.a. January 2007 religious leaders, I community preparation ;rapid radios I residents ofPIS assessment ofaffected neighborhood populations
Initiator of the Date / timeframe Stakeholders I audience Subject I theme consultation Buursink October - Municipalities local authorities, November 2005 people living near the resettlement Discussion and validation of zone the environmental and social measures ofthe urban upgrading MIX, s.a. February 06 2008 APIX, s.a./ head ofRufisque Information sharing on District / Groupe opkrationnel I compensation modalities people affected on the resettlement zone Faye consulting March - April Consultant I Municipalities I Consultations on the 2008 neighborhood delegates I environmental aspects ofthe community leaders in the project; resettlement zone discussions and validation ofenvironmental impacts
CPR : consultations held Initiator of the Dateltimeframe Stakeholders /audience Subject I theme consultation Consultant I August 2005 Project affected persons Information sharing on the Groupe project and modalities of OpCrationnel censussurvey
111 Consultant 2007 throughout Region heads, / Groupe compensation the project cycle opkrationnellresidents ofproject affected areas.
112 Initiator of the Date / timeframe Stakeholders / audience Subject / theme consultation APIX, s.a. Pikine January 2009 through Local authorities, and RAPs implementation office December 201 1 administrationlcommunities leaders Facilitating NGO September 2008 - Affected populations Accompanying measures I August 20 10 community meetings at the neighborhood level APIX, s.a. January 2009 through Local Liaison committees, Information sharing December 201 1 Urban reinstallation committees APIX, s.a. January 2009 through Technical Committees and Discussions of studies’ December 201 1 experts panel findings and monitoring and evaluation ofenvironmental and social aspects
Keur Massar Diamniadio Initiator of the Date / timeframe Stakeholders / audience I Subject / theme consultation APIX, s.a. July 2008 -January Local authorities and Information on
leaders and project affected
community meetings at the neighborhood level APIX, sea. January 2009 through Technical committees and Discussions of studies’ December 201 1 experts panel findings and monitoring and evaluation ofenvironmental and social aspects
Initiator of the Date / timeframe Stakeholders / audience Subject /theme consultation APIX, s.a. I AGETIP March 2009 Communities leaders I project . RAPs implementation affected persons APIX, s.a. 1 FDV June 2009 - end of Communities leaders I project land tenure security project affected persons APIX, s.a. Project’s life cycle Communities leaders I project Compensation process affected persons
Resettlement Zone Initiator of the I Date / timeframe I Stakeholders / audience I Subject / theme consultation APIX. s.a. field I January2009 I Local administration and I RAP implementation and based office through December authorities /communities physicalresettlement 201 1 leaders Facilitating NGOs September 2008 - Affected Populations Accompanying measures I August 20 10 community meetings at the neighborhood level
113 Initiator of the Date / timeframe Stakeholders / audience Subject /theme consultation APIX, s.a. January 2009 Local Liaison committees, Information sharing through December Urban reinstallation 201 1 committees APIX, s.a. January 2009 Technical committees and Discussions of studies’ through 2011 experts panel findings and monitoring and evaluation of environmental and social aspects APIX, s.a. January 2009 Pikine residents/ Urban Discussions on through the end of reinstallation committees resettlement modalities and resettlement process APIX, s.a. From 2010 Technical committees and Workshops on impacts experts panel evaluation
114 Annex 12: Project preparation and supervision Dakar Diamniadio Toll Highway Project
Annex Table 12.1: Preparation Timetable
~~ ~~
Planned Actuai~ ~ PCN review ...... May 25,2005 May .. 25,2005 . Second PCN review . . November 2007 November 2007 Initial PID...... to PIC ...... June 14,2005 ...... June 14,2005...... Initial ISDS to PIC ... June 23,2005 . ..- ...... June 23,2005 ...... ay 15,2008 ..-9uality Enhanced Review. E.. ay...... 12 L...... 2008 .. ROC meeting . June 26,2008...... Appraisal . . December 15,2008 ...... Negotiations ... March 16,2009.... March 16,2009...... Board/RVP ...... aproval June 2,2009...... Planned date of effectiveness September...... 30, 2009 .. Planned date of mid-term. review . .15,2012 ... . Planned closing date March 31, 2015
1. Key institution responsible for the preparation ofthe project: APIX, s.a.
Annex Table 12.2: Bank Staff and Consultants who worked on the Project
Name Title Unit Alain Labeau Program Coordinator AFTTR Amine Benis Intern AFTTR Arnaud Desmarchelier Consultant AFTTR Felly Kaboyo Operations Analyst AFTTR Franqois LavouC Intern AFTTR Gordon Appleby Consultant AFTQK Ibou Diouf Sr. Transport Specialist AFTTR Ntombie Siwale Sr. Program Assistant AFTTR Jacqueline Veloz Lockward Program Assistant AFTTR Moctar Thiam Sector Leader, TTL AFTTR Nathalie Munzberg Senior Counsel LEGAF Raymond Bourdeaux Sr. Infrastructure Specialist, co-TTL FEU Robert Robelus Consu 1 tan t AFTEG Ronnie Hammad Sr. Operations Officer AFTRL Saidou Diop Financial Management Specialist AFTFM Seynabou Thiaw Seye Program Assistant AFCF 1 Sidy Diop Sr. Procurement Specialist AFTPS Soulemane Fofana ODerations Officer AFTAR Wolgang Chadab Senior Disbursement Specialist LOAFC Yvette Djachechi Sr. Social Development Specialist AFTCS Christian Diou Sr. Municipal Engineer AFTU2
2. Bank funds spent to date on project preparation:
US$ million Bank resources 1.10 Trust funds 0.00 Total 1.10
115 3.
US$ Remaining costs to approval 80,000 Estimated annual supervision costs 250,000 Total 330,000
116 Annex 13: Documents in the Project File Dakar Diamniadio Toll Highway Project
1. IDA processing internal documents
Integrated Safeguards Data Sheet. Concept stage (2005) Project Concept Note. Concept stage (2005) Project Information Document. Concept stage (2005)
2. Technical documents
Agence Nationale Chargee de la Promotion et de l’hvestissement des Grands Travaux (APIX, s.a.), Plan d’action de re‘installation : re‘habilitation de l’autoroute Dakar - Diamniadio (Tronqon I: Malick Sy-Patte d’Oie) (August 2005), WB Report No. RP382 v. 1.
Agence Nationale Chargee de la Promotion et de l’hvestissement des Grands Travaux (APIX, s.a.), Cadre politique de re‘installation (January 2007)’ WB Report No. RP382 v. 2.
Agence Nationale Chargee de la Promotion et de l’hvestissement des Grands Travaux (APIX, s.a.), Plan d ’action de re‘installation. Autoroute a pe‘age Dakar-Diamniadio. Tronqon 4. Keur Massar-Diamniadio (June 2007), WB Report No. RP382 v. 3.
Agence Nationale Chargee de la Promotion et de l’hvestissement des Grands Travaux (APIX, s.a.), Addendum au PAR de Keur Massar-Diamniadio (October 2008), WB Report No. RP382 v. 8.
Agence Nationale Chargee de la Promotion et de l’hvestissement des Grands Travaux (APIX, s.a.), Plan d’action de rkinstallation. L ’autoroute a pe‘age Dakar- Diamniadio. Tronqon 2. Patte d’Oie-Pikine (May 2006), WB Report No. RP382 v. 4.
Agence Nationale Chargee de la Promotion et de l’hvestissement des Grands Travaux (APIX, s.a.), Plan d’action de re‘installation du site de recasement de Tivaouane Peulh. Addendum au PAR de Pikine-Keur Massar [Addendum I] (October 2008), WB Report No. W382 v. 9.
Agence Nationale Chargee de la Promotion et de 1’Investissement des Grands Travaux (APIX, s.a.), Addendum au PAR de Pikine-Keur Massar [Addendum 2] (October 2008), WB Report No. RP382 v. 9.
Agence Nationale Chargee de la Promotion et de l’hvestissement des Grands Travaux (APIX, s.a.), Cadre de politique de re‘installation. Projet d’autoroute a pe‘age Dakar- Diamniadio. Fermeture de la de‘charge de Mbeubeuss (September 2008)’ WB Report No. RP382 v. 10. Axelcium and Agence Nationale Chargee de la Promotion et de 1’Investissement des Grands Travaux (APIX, sa.), Financial Analysis (2005).
117 Buursink, Volume I. Evaluation environnementale et sociale de 1 'emprise du trace' de 1 'autoroute Dakar-Diamniadio. Projet de rapport final (March 2006), WB Report No. E1413 v. 1. Buursink, Volume 2. Evaluation environnementale et sociale du site de recasement de Keur Massar. Projet de rapportfinal (March 2006), WB Report No. E1413 v. 2. Buursink, Volume 3. Cadre de gestion environnementale et sociale de la zone de restructuration urbaine de Pikine. Projet de rapport final (March 2006), WB Report No. E1413 v. 3. Cabinet Benjamin de Rotschild, Financial analysis and bidding documents by the strategy advisor for a PPP set up (March 2006). Direction des eaux, for&, chases et de la conservation des sols et Conseil rCgional de Dakar, Plan d'ame'nagement de la forit classe'e de Mbao (November 2008),wB Report No. E1413 v. 8. Entente CadakICar, Cadre de Politique de Re'installation - Fermeture de la De'charge de Meubeuss. Version Provisoire (September 2008). Faye, Mbaye Mbengue, Detailed Environmental Study (May 2008). Scet Tunisie, APD Malick-Sy-Pikine (March 2006). Scetaroute, APD Pikine-Diamniadio (April 2007). SETEC, Study on Traffic, Acceptability and Toll Sensitivity (November 2005). SETEC, Study on Traflc, Acceptability and Toll Sensitivity Complementary Study (April 2007). Tecsult and AFID, Technical and Economic Feasibility Studies (November 2005). Tecsult, Caracte'risation environnementale des sols. Evaluation environnementale approfondie de la zone de recasement de Keur Massar. Projet d'autoroute Dakar- Diamniadio (September 2008), WB Report No. E1413 v. 7.
Tecsult, Elaboration d'un Plan d 'Action de Re'installation (PAR) et ame'nagement de la zone de recasement de Keur-Massar-Tivaouane Peul. Plan d'action de re'installation (PAR). Rapport de'finitif(2008), WB Report No. RP382 v. 5.
Tecsult, Elaboration d'un Plan d 'Action de Re'installation (PAR) et ame'nagement de la zone de recasement de Keur-Massar-Tivaouane Peul. Plan d'action de re'installation (PAR). Volume Annexe du Rapport Final (October 2007), WB Report No. RP382 v. 6.
Tecsult, Elaboration d'un Plan d 'Action de Rkinstallation (PAR) et amknagement de la zone de recassement de Keur-Massar-Tivaouane Peul. Ame'nagement de la zone de recassement de Keur-Massar-Tivaouane Peul. Volume Annexe du Rapport Final APS (May 2007). Tecsult, Elaboration d'un Plan d 'Action de Re'installation (PAR) et ame'nagement de la zone de recassernent de Keur-Massar-Tivaouane Peul. Ame'nagement de la zone de recassement de Keur-Massar-Tivaouane Peul. Volume Annexe du Rapport Final APD (May 2007). Tecsult, Elaboration d'un Plan d 'Action de Re'installation (PAR). Evaluation environnementale approfondie du site de Keur Massar. Rapport de'taille' (2006), WB Report No. E1413 v. 4.
118 Tecsult, Elaboration d'un Plan d 'Action de Rkinstallation (PAR). Evaluation environnementale approfondie du site de Keur Massar. Annexe A. Figures (2006), WE3 Report No. E1413 v. 5. Tecsult, Elaboration d'un Plan d 'Action de Rkinstallation (PAR). Evaluation environnementale approfondie du site de Keur Massar. Annexe B. Forages (2006), WB Report No. E1413 v. 6. Urbaplan and Ingesahel, Plan d'action de rkinstallation (PAR). Elaboration d 'un plan de restructuration des quartiers de Pikine-Sud traverse's par 1 'autoroute Dakar- Diamniadio. Rapportjnal (January 2008), WB Report No. RP382 v. 7. Urbaplan Plan, Plan d 'Action de Re'installation du Programme de Restructuration de Pikine Irre'gulier Sud (October 2008).
119 Annex 14: Statement of Loans and Credits Dakar Diamniadio Toll Highway Project
Difference between expected and actual Ori~malAmount m US$ Millions disbursements Project W FY Purpose IBRD IDA SF GEF Cancel Undisb Gng Frm Rev’d PI05881 2009 SN-Suitamable Mgt of Fish Resources 000 350 000 000 000 355 000 000 PI05279 2008 SN-En Sec Recov Dev Policy Fmanclng 0 00 80 00 000 000 0.00 2324 965 000 PO84022 2007 SN-Local Authoritles Development 0 00 80 00 000 000 0.00 6399 2484 000 Program PO89254 2007 SN-Quality EFA APL 2 (FY07) 0 00 30 00 000 000 0.00 1947 773 000 PO97181 2007 SN-Nutr Enhanc Prog II - APL (FY07) 0 00 15 00 000 000 0.00 409 -1 84 000 PO93622 2006 SN-Agr Svcs & Prod Orgs APL 2 (FY06) 0 00 20 00 000 000 0.00 951 235 000 PO88656 2006 SN-Participatory Loc Dev Prgm (FY06) 0 00 50 05 000 000 0.00 3431 2812 000 PO83609 2006 SN-Agr Markets & Agnbus Dev (FY06) 0 00 35 00 000 000 0.00 2584 551 000 PO86480 2005 SN-GIRMAC SIL (FYO5) 0 00 10 00 000 000 0.00 327 169 000 PO85708 2005 SN-Elec Sew for Rural Areas (NOS) 000 29 90 000 000 0.00 1846 1741 001 PO73477 2005 SN-Elec Sec Effi Enhanc Phase 1 APL-I 0 00 15 70 000 000 0.00 1210 1228 495 PO69207 2005 SN-Casamance Emerg Reconstr Supt 0 00 20 00 000 000 0.00 441 353 000 (F-f.05) PO51609 2003 SN-Pnv Inv Promotion SIL (FY03) 0 00 46 00 000 000 0.00 1587 11 15 291 PO74059 2002 SN-HN/AIDS Prevent & Control APL 0 00 30 00 000 000 0.00 868 385 385 (FY02) PO41528 2001 SN-Long Term Water Sec SIL (FYOI) 0 00 125 00 000 000 0.00 348 -1744 -1871 Total 000 590 15 000 000 000 25027 10883 - 699
STATEMENT OF IFC’s Commitment and Outstanding Investment Portfolio (in US$ millions)
Committed Disbursed Outstanding JPC IFC -FY **Ouasi **Ouasi ADDrOVal Comsanp -Loan- Eauitv *GT/RM Psrtie. Loan && Eauitv *GT/RM Partic.
1980 Bhs 0.00 0.46 0.00 0.00 0.00 0.00 0.46 0.00 0.00 0.00 1997/98 Gti dakar 6.42 1.7 .O.OO 4.54 7.75 6.42 1.51 0.00 1.17 7.75 1999 Cimentsdusahel 5.84 1.58 0.00 0.00 0.00 5.84 1.58 0.00 0.00 0.00 2005 Kounoune 22.97 0.00 0.00 0.00 0.00 20.65 0.00 0.00 0.00 0.00 2007 Sepam sa. 2.92 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 2007 Sococim 29.18 0.00 0.00 0.00 0.00 8.75 0.00 0.00 0.00 0.00 2008 Chain hotel 10.21 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Total Porffolio. 77.54 3.74 0.00 4.54 7.75 41.66 3.55 0.00 1.17 7.75
* Denotes Guarantee and Risk Management Productr ** Quasi Eqruty includes both loan and eqwty types.
120 Annex 15: Country at a Glance Dakar Diamniadio Toll Highway Project
Senegal at a dance
Sub- POVERTY and SOCIAL Saharan LOW Dewloptmnt diamond, Senegal Africa Income 2007 Population, mid-year (millions) 12.4 1,296 8W Life expectancy GNI per capita fAtlas method, US$) 620 952 576 GNI (Atlas method, US$ billions1 10.2 762 749 AveraQe annual Qmwth,2001-07 T Population (%) 2.6 2.5 2.2 Gros: Labor force (%) 2.3 2.6 2.7 pnmarl Most recent estimate (latest year avallable, 2001-07) capita enrolimen Poverh, (% of population below national poverlv line) Uaan population (% of total population) ' 42 36 32 Life expectancy at birth (years) 63 51 57 1 infant mortaiitv (per 1,OOOlive births) 60 94 85 Child malnutrition f% of children under 5) 15 27 29 Access to imDroved water swrce Access Io an improved water source (% ofpopulationl 77 58 ea Literacy f% ofpopulation aoe 15+) 39 59 61 Gross primary enrollment 96 of schwl-age population) ao 94 94 -Senegal Male ai 99 1w __ - Low-tncome gmup Female 79 ea 69
KEY ECONOMIC RATIOS and LONG-TERM TRENDS 1987 1997 2006 2007 Economic ratios. GDP (US$ billions) 5.0 4.7 9.3 11.2 Gross capital formationlGDP 14.7 14.6 28.9 31.9 Trade Exports of goods and serviceslGDP 21.2 27.3 25.4 24.8 Gross domestic savings1GDP 7.0 8.6 10.5 13.9 Gross national savinpsGDP 2.7 10.8 18.3 21.4 Current amount baiancelGDP -11.0 4.0 -10.6 -9.0 savingsDomestic formationCapital Interest PavmentsIGDP 2.4 1.6 0.8 -Q Total debVGDP 79.9 ai.2 21.4 Total debt service/exports 31.9 17.3 6.0 Present value of debtiGDP 12.9 Present value of debtiexports 35.4 indebtedness 1987-97 1997-07 2006 2007 2007-11 (average annual gmwth) GDP 1.6 4.5 2.3 4.8 7.1 -Senegal GDP per capita -1.0 1.8 4.2 1.9 6.1 -bw-income gmup ExWs of goods and services 3.0 2.1 -8.6 6.1 3.7
STRUCTURE of the ECONOMY 1987 1997 2006 2007 Growth of crpihi and GDP (%) f% of GDP) Agriculture 24.9 198 157 147 I industry 20.4 235 226 221 Manufacturing 13.7 165 138 132 Services 54.8 sa 615 632 Householdfinal consumption expenditure 75.5 780 799 762 General gov't final consumption expenditure 17.5 13 4 96 9a imports of goods and services 29.0 sa 438 427 -GCF +GDP I
2006 1987-97 1997-07 2007 Growth of exports and imports (%) (average annual growth) Agriculture 07 1.9 -2.9 3.1 I Industry 29 4.0 -1.7 5.7 Manufacturing 26 2.2 -8.5 4.2 Services 16 5.4 4.8 8.4 Householdfinal consumption expenditure 17 4.1 -3.6 3.7 General gov't final consumption expenditure -0 1 4.0 3.2 12.0 Gross capital formation -0 9 10.5 338 4.2 Imports of goods and services 07 52 1.o 5.5
Note: 2W7 data are preliminary estimates. This table was produced from the Development Economics LDB database. *The diamonds show four key indicators in the country (in bold) compared with its income-group average. If data are missing. the diamond will be incomplete.
121 Senegal
PRICES and GOVERNMENT FINANCE 1987 1997 2006 2007 Inflation (%) Domestic prices /LT f% change) I Consumer prices -4 1 1.8 2.6 1.7 4 Implicit GDP deflator -1.6 2.1 3.4 5.2 2 Government finance 0 (% of GDP, includes current grants) Current revenue 17.0 16.3 20.4 21.1 2 Current budget balance 0.6 4.6 6.3 6.5 -GDP deflator eCPI Overall surplus/deficit -1.9 -1.5 -4.1 -6.1
TRADE 1987 1997 2006 2007 Export and import ievds (US$ mill.) (US%millions) Total exports (fob) 671 904 1,519 1,626 I Groundnut products 70 50 36 42 Phosphates 66 146 61 95 Manufactures 157 254 336 336 Total imports (cif) 1,119 1,306 3,437 3,574 Food 208 289 458 460 Fuel and energy 177 191 417 413 Capital goods 166 192 372 376
Export price index ~2000=100~ 68 98 106 99 Import price index ~2000=100j 58 96 121 120 I I Terms of trade (2000=100) 118 102 87 83
BALANCE of PAYMENTS 1987 1997 2006 2007 1 Current account balance to GDP (%) (US$ millions) 1 Exports of goods and services 1,132 1,276 2,342 2,522 Imports of goods and services 1,474 1,568 4,045 4,351 Resource balance -342 -291 -1,703 -1,829 Netinwme . -198 -72 -1 62 -1 86 Net current transfers -1 6 178 886 1,013 Current account balance -556 -185 -980 -1.002 Financing items (net) 582 168 805 1,135 Changes in net resewes -26 17 175 -1 34 Memo: Reserves including gold (US$ millions) 23 395 897 903 Conversion rate (DEC. loca!fUS%) 300.5 583.7 522.9 479.3
EXTERNAL DEBT and RESOURCE FLOWS 1987 1997 2006 2007 :omposition of 2006 debt (US$ mill.) (US$ millions) Total debt outstanding and disbursed 4,027 3,795 1,984 IBRD 126 14 0 0 0: 95 IDA 506 1.187 495 671 Total debt service 387 251 202 iBRD 20 9 0 0 IDA 5 17 26 5 Comwsition of net resource flows Omual grants 206 236 2,406 Ofhai creditors 298 142 114 Private creditors -25 15 18 Foreign direct investment (net inflows) 4 176 58 Portfolio equity (net inflows) 1 8 0 World Bank program 100 Commitments 164 320 35 6. IBRD E - Bilateral Disbursements 120 60 131 133 B - IDA D - Other mltilateral F .Private Principal repayments 12 15 15 1 G - Short-ten Net flows 106 45 116 133 Interest payments 13 10 10 5 Net transfers 95 35 106 128
Note This table was produced from the Development Economics LDB database 9/24/08
122 Annex 16: Maps Dakar Diamniadio Toll Highway Project
123
IBRD 36761
17°25’W 17°20’W 17°15’W Tivaouane Peulh Resettlement Area, 165 ha.
to Niaga
Tivaouane Peulh 0123 ATLANTIC OCEAN SENEGAL Mbeubeus Dump KILOMETERS
Périmètre de Reboisement de Malika MALIKA
Keur Massar Phase 1: 12 km PhaseP ses 3: 7 km Niakoul Rab PhasePhaPh 2: 13 km GUÉDIAWAYE Nimzat SANGALKAM
Tranche 1: 5 km Medina Tioub YEUMBEUL CAMBÉRÈNE Medina Ndiekhirat Digue Tranche 2: 8 km Gounas TIAROYE-GARE
Pikine IrrIrrégulierégulier Sud Tranche 2: 5 km Forêt de Mbao DAGOUDANE Keur Massar interchange PIKINE Kounoun DiameguDiameguène-ène- 14°45’N Sicap Mbao 14°45’N
RN 1 Keur Ndiaye Lo unknown interchange Patte d’Oie interchange TIAROYE-MER Rufisque West interchange Rufisque East interchange Grand Yof Pikine interchange (Tiaroye Guèdj) Mbatal
Hann-Montagne Mbaw Gou Ndaw Hann interchange n Mbaw Derkle n a HANN H RN 1 Santiaba To Thies PÊCHEURS e Nimza Dangou d CAP DES BICHES Diam e Centre thermique Diokoul Arafat i Ndunkou Niadia a Hann-Plage B Kolobane Khèri Guidieuw Keuri Sout Usine Phare RUFISQUE Mèrina Diamniadia interchange Pointe de Bel-Air Tranche 1: 7 km To Mbour Tiawléne Nimzat Historic Town Area RN 1 To Sindia Transitory Landfill Kolobane interchange Mbot This map was produced by the Map Design Unit of The World Bank. The boundaries, colors, denominations and any other information shown Kolobane SENEGAL BARGNY on this map do not imply, on the part of The World Bank Group, any Bargny Ngoude judgment on the legal status of any territory, or any endorsement or DAKAR DIAMNIADIO TOLL HIGHWAY PROJECT Ndaldali acceptance of such boundaries. Bargny Guèdj Medina Malick Sy interchange PROJECT ROAD URBAN AREAS NATIONAL CAPITAL NEW INTERCHANGES HISTORIC TOWN AREAS SELECTED MAIN ROADS Rade de Dakar ATLANTIC OCEAN PROJECT PHASES LANDFILL RAILROADS Rebeus Tivaouane PROTECTED AREAS Pointe de Dakar Thiès DAKAR PIKINE IRRÉGULIER SUD Pikine 14°40’N Île de Gorée DAKAR Rufisque 14°40’N A Historic Town Area n s e Area of map Sindia Transitory d Landfill Site e s Anse Bernard M a d e le ATLANTIC OCEAN Mbour in Pointe Bernard e s
Phare 17°25’W 17°20’W 17°15’W APRIL 2009