AFRICAN DEVELOPMENT FUND ADF/BD/IF/2012/161 28 September 2012 Prepared by: OITC Original: French Translated by: CLSD
Probable date of Board Presentation Not applicable FOR INFORMATION
MEMORANDUM
TO : THE BOARD OF DIRECTORS
FROM : Cecilia AKINTOMIDE Secretary General
SUBJECT : SENEGAL: ROAD MAINTENANCE PROJECT (PER)
PROJECT COMPLETION REPORT *
Please find attached the above-mentioned Report.
Attach:
Cc: The President
* Questions on this document should be referred to:
Mr. M. G. MBESHERUBUSA Director OITC Extension 2034 Mr. F. PERRAULT Director ORWB Extension 2036 Mr. M. SOUARE Task Manager OITC.1 Extension 1987
SCCD : F.S.
PROJECT COMPLETION REPORT (PCR)
A. PROJECT DATA AND KEY DATES
I. BASIC INFORMATION
Project Number: Project Name: Country: Republic of Senegal 2100150010298 ROAD MAINTENANCE PROJECT (PER)
Lending Instrument(s): ADF Loan Sector: Transport Environmental Classification: II
Original Commitment Amount Amount Cancelled Amount Disbursed % Disbursed ADF: UA 29.00 million 0% ADF: UA 27 160 280 ADF: 93.06% as at 1/2/2011
Borrower: Government of the Republic of Senegal
Executing Agency (ies) [List the main ministries, project implementation units, agencies and civil society organizations responsible for implementing project activities.] Ministry of the Economy and Finance, Ministry of International Cooperation, Regional Development, Air Transport and Infrastructure (MICATTI), Road Management Agency (AGEROUTE, Senegal), the former Road Works Authority (AATR), regional forestry and environment services, health posts and districts. Co-financiers and other External Partners (List all other sources and amounts of financing, technical assistance or other resources used in this project) State of Senegal. It should be noted that other donors participated within the overall framework of the Transport Sector Programme 2 (PST 2): the World Bank for financing of the periodic maintenance of 115 km of paved roads and the European Union for rehabilitation of 640 km of earth roads.
II. KEY DATES
Project Concept Note Cleared by Appraisal Report Cleared by Board Approval Ops. Com. Ops. Com. 29 June 2005 Not Applicable Not Applicable
Restructuring(s): Not Applicable, unrestructured project Difference in months Original Date Actual Date [actual date - original date] EFFECTIVENESS 21 June 2006 21 June 2006 MID-TERM REVIEW Not carried out CLOSING 31 December 2009 30 June 2010 6 months
II. RATINGS SUMMARY
CRITERIA SUB-CRITERIA RATING Achievement of Outputs 3.6 PROJECT OUTCOME Achievement of Outcomes 3.1 Timeliness 4 3.6 OVERALL PROJECT OUTCOME
Design and Readiness 3.3 BANK PERFORMANCE Supervision 2.9 OVERALL BANK PERFORMANCE 3.1 BORROWER Design and Readiness 2.9
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PERFORMANCE Implementation 3 OVERALL BORROWER PERFORMANCE 3
III. RESPONSIBLE BANK STAFF
POSITIONS AT APPROVAL AT COMPLETION Regional Director (OCDW) F. PERRAULT (ORWB) Sector Director (OCIN) G. MBESHERUBUSA (OINF) Task Manager M. TRAORE (OCIN.3) M. SOUARE (OITC.1) M. SIDIBE DIOUF (Infrastructure Expert PCR Team Leader SNFO/OITC.1) F. SIBY FAYE BA (Disbursement Expert PCR Team Members FFCO.3/SNFO) J. MENDY (Consultant, Transport Economist)
B. PROJECT CONTEXT
Summarize the rationale for Bank assistance. State: - what development challenge the project addresses; - the Borrower's overall strategy for addressing it; - Bank activities in this country (ies) and sector over the past year and how they performed; and - ongoing Bank and other externally financed activities that complement, overlap with or relate to this project. Please cite relevant sources. Comment on the strength and coherence of the rationale.
300 words maximum. Any additional narrative about the project's origins and history, if needed, must be placed in Annex 6: Project Narrative This project was designed within the overall context of the Transport Sector Programme 2 (PST 2) and particularly focused on the main objective of PST 2 in the road sub-sector, namely to improve the level of service of the road network and support production and service activities in order to revive economic growth. Indeed, it will help to significantly reduce vehicle operating costs (12% on paved roads and 22.5% on earth roads) and improve access by many inhabitants in the Project Area (PA) to basic social services such as schools, health centres, maternity hospitals and administrative services. To overcome numerous impediments to economic development, the country adopted a strategy to create favourable conditions for reviving sustainable growth which should translate into significant improvement in the living conditions of the population, particularly those living below the poverty line. This vulnerable population accounts for 53.90% of the country's total population most of whom live in rural areas. The transport sector strategy implemented since 1999 by the Government with the support of donors seeks to reduce the gap in living standards by maintaining, rehabilitating and developing transport networks in agricultural production areas, as well as introducing targeted institutional reforms to ensure more efficient management of the sector using an integrated approach. The strategy aims to prioritize investments using economic and financial criteria, and takes into account infrastructure to open up production areas and rural transport, sub-regional integration and greater involvement of private operators in infrastructure financing and management.
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C. PROJECT OBJECTIVE AND LOGICAL FRAMEWORK
1. State the Project Development Objective(s) (as set out in the Appraisal Report) The sector goal of the project, which is part of PST 2, is to contribute to improving the overall operation of the transport system. Its specific objective is to improve the level of service of the roads concerned, reduce transport costs on these roads, and provide better access to basic social services.
2. Describe the major project components and indicate how each will contribute to achieving the Project Development Objectives. The Project components are: A. ROAD WORKS comprising: (i) periodic maintenance of 116 km of paved roads located in Kaolack and Kolda Regions; (ii) periodic maintenance of 338 km of earth roads in Diourbel, Fatick, Kaolack, Kolda, Saint Louis and Thiès Regions linking the agricultural and market gardening production areas; (iii) reinforcement of 28 km of paved road in Oussouye Division; (iv) rehabilitation of the Emile Badiane Bridge in Ziguinchor; and (v) road works control and supervision by consulting firms to be selected on the basis of shortlists. These works will help to improve the level of service of the roads concerned, reduce transport costs on these roads and provide better access to basic social services. B. INSTITUTIONAL SUPPORT concerning: (i) training of the staff of the Ministry of Infrastructure, particularly the Public Works Department and the AATR, and (ii) sensitization of the population in the project area on road safety, environmental protection and HIV/AIDS. This component will contribute to building the capacity of the Administration. C. PROJECT MANAGEMENT comprising financial auditing to be conducted by an independent consulting firm to be selected on the basis of a shortlist. This component helps to enhance visibility on the use of project resources. 3. Provide a brief assessment (up to two sentences) of the project objectives along the following three dimensions. Insert a working score, using the scoring scale provided in Appendix 1.
WORKING PROJECT OBJECTIVES DIMENSIONS ASSESSMENT SCORE
The project objective, which is to contribute to improving the overall operation of the transport system, is consistent with the objectives (a) Relevant to the country's outlined in the Poverty Reduction Strategy Paper (PRSP). Indeed, an RELEVANT development priorities. 4 efficient system reduced transport costs and improves conditions of access to socio-economic infrastructure. Infrastructure was built in accordance with generally accepted (b) Objectives could, in engineering practices following design changes. However, the principle, be achieved with execution of some lots was delayed due to the slow contract award ACHIEVABLE the project inputs and in the process, the late start-up of works or the need to prepare a technical 3 expected timeframe. file before the start-up of works owing to BD inadequacies. The project to construct the Emile Badiane Bridge was revised. The project is consistent with the Bank's objectives because it helps to enhance the transport system, develop trade and improve the living (c) Consistent with the Bank's conditions of the population. Similarly, it helped to build the capacity of country or regional strategy. 20 senior staff of the Implementing Agency as well as 70 workers from 4 CONSISTENT various institutions involved in road management (CETUD, DTT, APIX, ADM, etc.). The project is consistent with transport and regional integration 4 (d) Consistent with the Bank's infrastructure development objectives through both country and corporate priorities. regional network interconnection.
4. Lay out the logical framework. If a logical framework does not exist, complete the table below, indicating the overall project development objective, the major components of the project, the major activities of each component and their expected outputs and outcomes, and indicators for measuring the achievement of outcomes. Add more rows for components, activities, outputs or outcomes, if needed. Comment: Given the way the original project matrix was designed, there was a need to reformulate the logical framework in the form of the table below which includes elements of the Appraisal Report restructured by component to improve their consistency and facilitate their use.
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INDICATORS TO OBJECTIVES WORDING EXPECTED OUTPUTS EXPECTED OUTCOMES BE MEASURED Improve the level of Support for economic Improved and regularly - Improved stretch service of the roads recovery and contribution maintained road network. of road and concerned, reduce to growth in domestic and effective road transport costs on the international trade. maintenance; Sector objective roads and improve - Increase in access to basic social annual average services. daily traffic (AADT). (i) Improve the 116 km of paved roads are - The proportion of Number of level of service of the rehabilitated classified road network in a kilometres of roads roads concerned; good and fairly good condition that change from 338 km of earth roads are increased from 58.4% for bad to fair and then (ii) Reduce rehabilitated paved roads and 30% for to good condition. earth roads in 2005 to 60% transport costs on the The Oussouye – Mlomp – and 46% in 2008 respectively. roads; and Reduction in travel Elinkine – Djiromait road is - Vehicle operating and time. rehabilitated (iii) Improve access road maintenance costs Reduction in vehicle to basic social services. dropped by about 2.7% for The Emile Badiane Bridge operating costs. in Ziguinchor Region is paved roads and 53.3% for earth roads between 2005 rehabilitated Time saved/Time of and 2008. access to basic The population of the PA - Travel time also social infrastructure are sensitized on road reduced by nearly 3% on safety, STDs/AIDS and paved roads and 53% on Number of people malaria, and 3 000 earth roads between 2005 sensitized insecticide-treated and 2008. ROAD MAINTENANCE bednets are distributed PROJECT (PER) - The rate of access to primary school and medical services in less than 30 minutes in rural areas was 77% in 2003. For primary school, it rose to 81.2% in 2008. - The rate of access to drinking water located under 15 minutes in rural areas rose from 40% in 2003 to 85% in 2008. - The number of road accidents fell from 3446 in 2005 to 2 522 in 2008.
- The HIV/AIDS prevalence rate, estimated at 1.4% in 2001, was 0.7% in 2008.
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INDICATORS TO COMPONENTS ACTIVITIES EXPECTED OUTPUTS EXPECTED OUTCOMES BE MEASURED ROAD WORKS Carried out in Control of Periodic maintenance accordance with Consistent with the project Road works deadlines and of 116 km of paved generally accepted objective budget roads under Lot 1: engineering practices Kaolack and Fatick Carried out in Control of Regions (about 86 Works control and accordance with Consistent with the project deadlines and km) supervision generally accepted objective budget engineering practices Carried out in Periodic maintenance Control of accordance with Consistent with the project of 116 km of paved Road works deadlines and generally accepted objective roads under Lot 2: budget engineering practices Tamba and Kolda Carried out in Regions. RN6: Control of Works control and accordance with Consistent with the project Tanaff-Gouloumbou deadlines and supervision generally accepted objective (about 30 km) budget engineering practices Carried out in Control of Periodic maintenance accordance with Consistent with the project Road works deadlines and of 338 km of earth generally accepted objective budget roads under Lot 1: engineering practices Diourbel / Thiés and Carried out in Control of St. Louis Regions Works control and accordance with Consistent with the project deadlines and (121.7 km) supervision generally accepted objective budget engineering practices Carried out in Control of Periodic maintenance accordance with Consistent with the project Road works deadlines and of 338 km of earth generally accepted objective budget roads under Lot 2: engineering practices Thiès and Kaolack Carried out in Control of Regions (about 55.90 Works control and accordance with Consistent with the project deadlines and km) supervision generally accepted objective budget engineering practices Carried out in Control of accordance with Consistent with the project Road works deadlines and Periodic maintenance generally accepted objective budget of 338 km of earth engineering practices roads under Lot 3: Carried out in Kolda Region (about Control of Works control and accordance with Consistent with the project 178.8 km) deadlines and supervision generally accepted objective engineering practices budget Carried out in Control of accordance with Consistent with the project Rehabilitation of the Road works deadlines and generally accepted objective Oussouye - Mlomp- engineering practices budget Elinkine and Mlomp - Carried out in Djiromait road Control of Works control and accordance with Consistent with the project (Ziguinchor Region) deadlines and supervision generally accepted objective budget engineering practices Rehabilitation of the Works at the start-up Works at the start-up Works at the start-up Works at the start- Emile Badiane Bridge phase phase phase up phase
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INSTITUTIONAL
SUPPORT Training of employees of the Number of DTP Public Works Conducted Consistent with the project and AGEROUTE Service delivery Department (DTP) professionally objective employees and AGEROUTE trained (former AATR) Sensitization of the population of the project impact area Conducted Consistent with the project Number of people on road safety, Service delivery professionally objective sensitized environmental protection, STDs and HIV/AIDS PROJECT
MANAGEMENT Audit of the financial Control of statements of the Conducted Consistent with the project Service delivery deadlines and Road Maintenance professionally objective budget Project (PER)
5. For each dimension of the logical framework, provide a brief assessment (up to two sentences) of the extent to which the logical framework achieved the following. Insert a working score, using the scoring scale provided in Appendix 1. If no logical frame exists, score this section as a 1 (one). WORKING LOGICAL FRAMEWORK DIMENSIONS ASSESSMENT SCORE (a) Presents a logical The project components are presented in a logical manner, causal chain for combining infrastructure development issues with those LOGICAL 3 achieving the project relating to training in road management, environmental development objectives management and sexually transmitted disease prevention. The objectives of rehabilitating 116 km of paved roads and (b) Expresses objectives 338 km of earth roads were clearly defined. All the projected and outcomes in a way MEASURABLE roads were rehabilitated in accordance with generally that is measurable and 3 accepted engineering practices to the satisfaction of the quantifiable local population and road users. The risks and assumptions relating to continuation of Government's efforts to develop the transport sector, (c) States the risks and provide adequate resources for road maintenance, and 3 THOROUGH key assumptions build the capacity of the Project Implementing Agency were clearly stated.
D. OUTPUTS AND OUTCOMES I. ACHIEVEMENT OF OUTPUTS
In the table below, assess the achievement of actual vs. expected outputs for each major activity. Import the expected outputs from the logical framework in Section C. Score the extent to which the expected outputs were achieved. Weight the scores by the activities' approximate share of project costs. Weighted scores are auto-calculated by the computer. The overall output score will be calculated as the sum of the weighted scores. Override the calculated score, if desired, and provide justification. Working Share of Project Costs Weighted MAJOR ACTIVITIES Score (in CFAF) in percentage Score (auto- (as stated in Appraisal calculated) Report)
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Expected Outputs Actual Outputs Final cost: Periodic maintenance of 116 km 86 km of paved roads were 10 878 082 732 of paved roads under Lot 1: rehabilitated in Kaolack 3 (36.92%) 1.1077 Kaolack and Fatick Regions and Fatick Regions Estimated cost: (about 86 km) 9 761 390 633 Periodic maintenance of 116 30 km of paved roads Final cost: km of paved roads under Lot 2: under Lot 2 in Tamba and 5 037 880 948 Tamba and Kolda Regions RN6: Kolda Regions, RN6: 4 (17.10%) 0.684 Tanaff - Gouloumbou (about 30 Dabo - Diaobé were Estimated cost: 5 037 km) rehabilitated 880 948 Final cost: Periodic maintenance of 338 km 121.7 km of earth roads 2 165 644 085 of earth roads under Lot 1: were rehabilitated in 4 (7.35%) 0.2940 Diourbel/Thiés and St. Louis Diourbel/Thiés and St. Estimated cost: Regions (about 121.7 km) Louis Regions 2 165 644 085 Periodic maintenance of 338 km Final cost: 812 715 587 55.90 km of earth roads in of earth roads under Lot 2: (2.76%) Thiès and Kaolack 4 0.1103 Thiès and Kaolack Regions Estimated cost: Regions were rehabilitated (about 55.90 km) 812 715 587 Final cost: Periodic maintenance of 338 km 178.8 km of earth roads in 4 795 142 742 0.6510 of earth roads under Lot 3: Kolda Region were 4 (16.28%)
Kolda Region (about 178.8 km) rehabilitated Final cost: 4 795 142 742.2 Rehabilitation of the Oussouye- The Oussouye- Mlomp- Final cost: 5 272 978 Mlomp-Elinkine and Mlomp- Elinkine and Mlomp- 992 (17.9%) 4 0.7159 Djiromaït road (Ziguinchor Djiromaït road (Ziguinchor Final cost: Region) Region) was rehabilitated 5 272 978 992.7 The rehabilitation of the Ongoing. Financed Rehabilitation of the Emile Emile Badiane Bridge is Ongoing entirely by the State of Badiane Bridge currently in the start-up Senegal phase 20 employees of the Final cost: 310 751 074 0.0422 Training of employees of the Highways Department and (1.05%) Highways Department (former AGEROUTE were trained. 4 Estimated cost: 239 DTP) and AGEROUTE (former Other sector employees AATR) (APIX, CETUD and DTT) 366 226 were trained The sensitization of the Final cost: Sensitization of the population of population of the Project area 158 356 000 0.0108 the project area on environmental on environmental protection, 2 (0.54%) protection, road safety, STDs and road safety, STDs and Estimated cost: 158 356 HIV/AIDS HIV/AIDS is ongoing 000 The financial statements of Final cost: the Road Maintenance 29 913 000 0.0030 Audit of the financial statements of Project (PER) were audited in (0.10%) 3 the Road Maintenance Project 2008. The 2009 audit is Estimated cost: ongoing and an additional 15 835 600 audit will be conducted. OVERALL OUTPUT SCORE 3.619 [Score is calculated as the sum of weighted scores]
Check here to override the calculated score Provide justification for over-riding the calculated score
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II. ACHIEVEMENT OF OUTCOMES
1. Using available monitoring data, assess the achievement of expected outcomes. Import the expected outcomes from the logical framework in Section C. Score the extent to which the expected outcomes were achieved. The overall outcome score will be auto-calculated as an average of the working scores. Override the auto-calculated score, if desired, and provide justification. OUTCOMES Working Score Expected Actual ROAD WORKS Periodic maintenance of 116 km of paved roads 86 km of paved roads in Kaolack and Fatick 3.3 under Lot 1: Kaolack and Fatick Regions (about Regions (about 86 km) were rehabilitated 86 km) 3.5 Periodic maintenance of 116 km of paved roads 30 km of paved roads between Dabo and Diaobé under Lot 2: Tamba and Kolda Regions, RN6: on the Tanaff-Gouloumbou (RN6) highway were 3.5 Tanaff - Gouloumbou (about 30 km) rehabilitated Periodic maintenance of 338 km of earth roads 121.7 km of earth roads in Diourbel/Thiés and St. under Lot 1: Diourbel/Thiés and St. Louis Louis Regions (Lot 1, earth roads) were 2.5 Regions (about 121.7 km) rehabilitated 3.0 Periodic maintenance of 338 km of earth roads 55.90 km of earth roads in Fatick and Kaolack under Lot 2: Fatick and Kaolack Regions (about Regions (Lot 2: earth roads) were rehabilitated 55.90 km) 3.5 Periodic maintenance of 338 km of earth roads 178.8 km of earth roads in Kolda Region (Lot 3: earth Not executed under Lot 3: Kolda Region (about 178.8 km) roads) are rehabilitated Rehabilitation of the Oussouye-Mlomp-Elinkine The Oussouye-Mlomp-Elinkine and Mlomp- Djiromaït 4 and Mlomp-Djiromaït road (Ziguinchor Region) road (Ziguinchor Region) was rehabilitated Rehabilitation of the Emile Badiane Bridge The rehabilitation of the Emile Badiane Bridge is ongoing 2 TRAINING 20 employees of the Highways Department 3 Training of employees of the Highways (former DTP) and AGEROUTE (former AATR) and other sector employees were trained. Department (former DTP) and AGEROUTE (former AATR) 3.075 SENSITIZATION OF THE LOCAL POPULATION The sensitization of the population of the Project Sensitization of the population of the project area area on environmental protection, road safety, on environmental protection, road safety, STDs STDs and HIV/AIDS is ongoing and HIV/AIDS PROJECT MANAGEMENT The financial statements of the Road Auditing of the financial statements of the Road Maintenance Project (PER) for 2008 were Maintenance Project (PER) audited satisfactorily. The 2009 audit is ongoing and an additional audit will be conducted. OVERALL OUTCOME SCORE [Score is calculated as an average of the working scores] Check here to override the auto-calculated score Provide justification for over-riding the auto-calculated score Insert the new score or re-enter the auto-calculated score 2. Additional outcomes: Comment on the project's additional outcomes not captured in the logical framework, including cross-cutting issues (e.g. gender). The use of local expertise was essential in project implementation. Consulting firms, control missions and key staff of contractors make up the local experts. The contractors employed local manpower in the localities linked up by road sections during the execution of works, thereby helping to reduce poverty in the areas through which the project road passes. Concerning gender issues, campaigns carried out by contractors to sensitize the population on sexually transmitted diseases and HIV/AIDS particularly targeted women and school children. Some contractors supported immunization campaigns and the distribution of insecticide-treated bednets. The rehabilitation of two (2) schools in Kavil and Keur Socé will improve the primary school enrolment rate in Kaolack Department. Project impacts on commercial activities in the PA, including the development of weekly markets and retail trade, mainly affect women who are particularly involved in 8
income-generating activities, such as truck farming and petty trade. Many youths, grouped in afforestation and bush fire control committees, participated in the implementation of environmental management plans through tree planting. 3. Risks to sustained achievement of outcomes. State the factors that affect, or could affect, the long-run or sustained achievement of project outcomes. Indicate if any new activity or institutional change is recommended to help sustain outcomes. The analysis should draw upon the sensitivity analysis in Annex 3, where appropriate. Project sustainability depends on the quality of works carried out, the availability of adequate resources, as well as the rational programming and proper execution of maintenance works. In Senegal, the AATR is preparing a Three-year Rolling Programme (PTG) whose objective is to propose part of the classified (paved and unpaved) road network that will be the object of priority works for three (3) years based on the results of road network inspection, traffic data, and economic evaluation. Funds allocated for (periodic and routine) road maintenance increased from CFAF 3 billion before 1989 to CFAF 6 billion between 1989 and 1998, CFAF 9 billion in 1999, CFAF 13 billion in 2000, CFAF 15 billion between 2001 and 2006, CFAF 18 billion in 2007, and finally to CFAF 19.5 billion in 2008. Though all the funds earmarked between 1989 and 2008 were fully mobilized, only CFAF 9.6 billion out of the CFAF 19.5 billion provided in 2008 was obtained, representing a 49% mobilization rate. Since these budget allocations do not cover road maintenance needs, an Autonomous Road Maintenance Fund (FERA) was established in 2007. The Fund has a legal status and financial autonomy. Its resources are derived from a parafiscal tax and road user charges, as well as a budgetary allocation. When FERA became operational in 2009, the budgetary allocation was CFAF 37 billion, of which CFAF 32 billion was mobilized. In 2010, CFAF 45 billion was earmarked, including a budgetary allocation of CFAF 22.5 billion.
E. PROJECT DESIGN AND READINESS FOR IMPLEMENTATION 1. State the extent to which the Bank and the Borrower ensured the project was commensurate with the Borrower’s capacity to implement by designing the project appropriately and by putting in place the necessary implementation arrangements. Consider all major design aspects, such as the extent to which project design took into account lessons learned from previous PCRs in the sector or the country (please cite key PCRs); whether the project was informed by robust analytical work (please cite key documents); how well Bank and Borrower assessed the capacity of the implementing agencies and/or Project Implementation Unit; scope of consultations and partnerships; economic rationale of the project; and provisions made for technical assistance. [250 words maximum. Any additional narrative about implementation should be included in Annex 6: Project Narrative] The Bank and the Borrower ascertained the Borrower's capacity and proper project design and implementation as follows: The conditions precedent to first disbursement of ADF loan resources fulfilled on 25 September 2006 were: (i) provide evidence of appointing, at the AATR, a project officer to coordinate the Project, whose qualifications and experience will be subject to prior approval by the Fund; (ii) provide the Fund with evidence of appointing officers to fill vacant positions at the AATR to ensure smooth operation of the entity, namely: Head of the Studies Division, two project officers, a technical assistant, an accountant and a computer specialist; and (iii) submit to the Fund a copy of the Order organizing the Public Works Department (DTP), the current Highways Department. The Project Executing Agency, namely AGEROUTE (former AATR), is thus well organized and has qualified staff. The communication and coordination problems noted during project start-up were corrected by placing the Coordinator and Station Managers under the Department of Road Network Maintenance Management (DGER), established after the restructuring of the AATR. The project was re-designed, particularly regarding paved roads. In fact, due to a significant time lag between the end of engineering studies carried out in 2002 and then updated in 2005 by a cursory inspection which served as basis for issuing bidding documents (BDs) and the effective start-up of works in December 2007, the road way deteriorated further. The BDs provided for periodic road maintenance whose technical rationale hinged on the existence of more or less good road way systems; however, the existing road way distortions, numerous potholes, and washouts limited the size of the road way and made it almost impossible to apply basic solutions to the paved roads.
2. For each dimension of project design and readiness for implementation, provide a brief assessment (up to two sentences). Insert a working score, using the scoring scale provided in Appendix 1.
PROJECT DESIGN AND READINESS FOR ASSESSMENT WORKING SCORE IMPLEMENTATION DIMENSIONS
REALISM (a) Project complexity The project formed part of the upgrading and 3
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is matched with country modernizing of the road network, as well as capacity and political opening up of the southern part of the country, commitment. which is isolated and whose socio-economic activities need to be revived. Risks concerning establishment of a second- generation road maintenance fund were RISK (b) Project design identified during project design. Environmental ASSESSMENT includes adequate risk risks were also considered during the 3 AND MITIGATION analysis. implementation of environmental and social management plans (ESMP) and quality assurance plans of contractors. The procurement procedures used for road (c) Project works, as well as consultancy services, are procurement, financial those of the Bank. However, the Central management, monitoring Directorate of Public Procurement (DCMP) USE OF COUNTRY and/or other systems are played a key role in the procurement process 3 SYSTEMS based on those already in by approving files prior to transmission to the use by government Bank. The financial management and and/or other partners. monitoring systems were based on the efficient systems of the Implementing Agency.
For the following dimensions, provide separate working scores for Bank performance and Working Score Borrower performance: Bank Borrower Concerning the Bank, the frequent change of project officers jeopardized continuous analysis and capitalization, though procurement files were processed within (d) Responsibilities for reasonable time limits. Regarding project CLARITY project implementation coordination, the communication and 2.5 3 were clearly defined. coordination problems noted at project start-up were corrected by placing Station Managers under the restructured AATR which now has a Department of Road Network Maintenance Management (DGER). The Project benefitted from Bank standard (e) Necessary documents for the procurement of goods, works implementation and services. Unfortunately, the available versions documents (e.g. PROCUREMENT of working designs and BDs were somewhat specifications, 2 2.5 READINESS outdated, resulting in the relaunching of design, procurement competitive bidding due to the use of an documents) were ready inappropriate version of DTAO and failure to at appraisal publish the ICB in the UNDB. They were implemented by works control and supervision missions, Bank supervision and (f) Monitoring indicators completion missions, as well as Project and PST 2 MONITORING and monitoring plan were financial audit missions. Control mission and 3 3 READINESS agreed upon before weekly work site meeting reports were regularly project launch prepared. In AGEROUTE, the DGER, which has a road data bank, also helps to provide a monitoring plan. (g) Baseline data were Exact baseline data were not available. In fact, available or were BASELINE DATA very long timeframes between project preparation, 3 3 collected during project the compilation of technical files and start-up of design works rendered part of the quantitative data
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obsolete, resulting in the modification of work consistency. Traffic audits were carried out in 2007, and others are envisaged in 2010. The collection and processing of data will make it possible to observe their impacts and use them as new indicators.
F. IMPLEMENTATION
1. State the major characteristics of project implementation with reference to: adherence to schedules, quality of construction or other work, performance of consultants, effectiveness of Bank supervision, and effectiveness of Borrower oversight. Assess how well the Bank and the Borrower ensured compliance with safeguards.
[300 words maximum. [Any additional narrative about implementation should be included in Annex 6: Project Narrative.] The road maintenance and rehabilitation works were carried out in accordance with generally accepted engineering practices. However, the project administrative and financial management encountered delays in the payment of State counterpart contributions and difficulties in refunding VAT and customs duties deducted by contractors' suppliers, resulting in delays in the execution of some lots. The periods between bid submission by contractors and notifications by the Executing Agency for the start-up of works were relatively long. Concerning the rehabilitation of the Kaolack-Nioro, Kaolack-Passy and Kavil-Keur Madiabel road sections in Kaolack Region, a final design was not submitted to the contractors together with BDs; they had to prepare, before the start-up of works, a final design whose approval took time between the control mission and the Executing Agency. The intensity of the rainy season in Ziguinchor Region in 2009 led to the suspension of works on the Oussouye - Elinkine - Djiromaït road. There were also delays in the implementation of Lot 1 (paved roads) in Kaolack and Fatick Regions because of the rainy season. The completion of project components scheduled for end-December 2009 had to be postponed to end-June 2010 to allow for the completion of works under good conditions by end-March 2010 at the latest. To date, all the lots, except Lot 1 (paved roads) in Kaolack Region where sign- posting and the construction of two (2) schools in Kavil Keur Madiabel financed entirely by the State are still to be completed, have been (provisionally or finally) received. Although supervision missions were, on the whole, beneficial despite a skeleton staff (Task Manager, Principal Transport Engineer and Infrastructure Expert), it should be noted that the succession of four (4) project officers at the Bank penalized the diligent processing of files relating to requests for design change and a genuine capitalization in action. However, requests for no-objection opinion and disbursement were processed within reasonable time frames. 2. Comment on the role of other partners (e.g. donors, NGOs, contractors, etc.). Assess the effectiveness of co- financing arrangements and of donor coordination, if applicable. Concerning aid coordination, it should be noted that the Bank is one of the key donors operating in the transport sector and one of the major donors of the Transport Sector Programme 2 (PST 2), which includes the PER. The other donors are the World Bank and the European Union, in particular. This helped the PST 2 to produce very satisfactory results and ensure coherence and complementarity of Bank operations in Senegal. In this connection, the European Union will, under the next EDF, finance the Passy - Sokone road section, which is an extension of the Kaolack - Passy section financed by the Bank. JICA/JBIC, with which the Bank is co-financing road sector projects, is examining the Ndoffane - Keur Ayib road rehabilitation project that it was requested to finance. For its part, MCA is planning, within three (3) years, to construct bridges [the Kolda and Ndioum Bridges on the Dabo - Diaobé and Podor - Guédé roads under Lot 1 (earth roads) in St. Louis Region] and rehabilitate roads [(Ziguinchor - Vélingara, excluding Dabo - Diaobé) under Lot 2 (paved roads)] in the project impact area.
3. Harmonization. State whether the Bank made explicit efforts to harmonize instruments, systems and/or approaches with other partners On the whole, harmonization was satisfactory during the implementation of the Transport Sector Project 2 (PST 2). It should be noted that as the project is managed by the PST (PST 2) Coordination Unit, joint missions were regularly organized with the participation of the World Bank, lead donor, the European Union, the West African Development Bank (WADB), Norwegian funds, the Bank, etc. Thus, with the PER, the Bank took over the financing of road projects still remaining under the components financed by the European Union (earth roads) and the World Bank (paved roads) after funding the Diamniadio - Mbour road, still under PST 2. At present, the European Union, JICA/JBIC and MCA will continue the maintenance of roads financed under the PER, highlighting the harmonization and complementarity of donor operations in the road sector. This was crucial in the establishment and operationalization of FERA and, today, in the control of axle load on the road network.
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Lastly, as part of the preparation of PST 3, the Government submitted a draft Transport Policy Letter to the Bank in March 2009 for its opinion. A joint donor (EU, World Bank and ADB) response to the letter was sent to the Government in early April 2009 in which they made remarks for consideration in its final version, which is still being awaited.
4. For each dimension of project implementation, assess the extent to which the project achieved the following objectives. Provide a brief assessment (up to two sentences) and insert a working score, using the scoring scale provided in Appendix 1. WORKING PROJECT IMPLEMENTATION DIMENSIONS ASSESSMENT SCORE (a) Extent of project adherence to the original closing date. If the Difference in months between original number on the right is: closing date and actual closing date or TIMELINESS below 12, 4 is scored; date of 98% disbursement rate 4 between 12.1 and 24, 3 is scored; between 24.1 and 36, 2 is scored; 6 months beyond 36.1, 1 is scored. (b) Bank complied with: The environmental and social impacts generated by road works were assessed during project final design studies. Mitigation measures were recommended to reduce certain nuisances (dust, safety hazards, etc.) in Environmental Safeguards 3 implementing environmental and social management plans prepared by contractors and providing consultancy services relating to the sensitization of the population in the project area. ADF loan resources were mobilized regularly, based on the progress of project activities. In total, 139 payment requests were processed by the Bank. Fiduciary Requirements Delays in processing requests at project completion 3 were due to the revision of the list of goods and services requested by the Government to cover amounts pending payment. BANK Overall, the Bank honoured all its commitments as PERFORMANCE Project Covenants 3 stipulated in the Loan Agreement. Despite frequent changes of Task Managers, the monitoring of project implementation by the Bank Bank provided quality supervision in through regular supervision missions was relatively the form of skills mix and practicality 2.5 satisfactory. Although the missions comprised few of solutions experts, they had an overall positive impact on the implementation of activities. The 2008 audit report concluded that financial statements were reliable and made no major remarks on the reliability of accounts. The 2009 audit will be Bank provided quality management conducted in May 2010. However, to avoid waiting for 3 oversight the end of the project to conduct all the audits, it is recommended that the project should first conduct the 2009 audit and then an additional audit at the end of the project. (c) Borrower complied with: Mitigation measures were identified during the preparation of BDs. During the project implementation Environmental Safeguards phase, many environmental actions (particularly tree 3 BORROWER planting and borrow pit restoration) were carried out. PERFORMANCE The Borrower should play a more active role. The project administrative and financial management encountered delays in the payment Fiduciary Requirements of State counterpart contributions and difficulties 3 in reimbursing VAT and customs duties deducted
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by contractors' suppliers, resulting in delays in the execution of some lots. The global financial crisis impacted on the timely payment of counterpart contributions. However, overall, the State honoured its commitments. The Borrower honoured almost all commitments as set out in the Loan Agreement, thus fulfilling effectiveness and first disbursement conditions. Project Covenants With the conduct of traffic audit campaigns in 3 2007 and 2010 and the operationalization of the Autonomous Road Maintenance Fund (FERA), almost all the other conditions have been fulfilled. Borrower was responsive to The Borrower has always attached importance to Bank supervision findings and the recommendations made by supervision 3 recommendations. missions by ensuring their implementation. The monitoring of various procurements and Borrower collected and used contracts helped to progressively remove monitoring information for 3 bottlenecks, and cancel some project decision making. components.
G. COMPLETION
1. Is the PCR delivered on a timely basis, in compliance with Bank Policy? WORKING SCORE Date project reached 98% (auto-calculated) disbursement rate (or closing date, Date PCR was sent to Difference If the difference is 6 months or less, if [email protected] in months a 4 is scored. If the difference is applicable) more than 6 months, a 1 is scored. 30 June 2010 4 Briefly describe the PCR process. Describe the Borrower’s and co-financiers’ involvement in producing the document. Highlight any major differences of opinion concerning the assessments made in this PCR. Describe the team composition and confirm whether a site visit was undertaken. Mention any major collaboration from other development partners. State the extent of field office involvement in producing the report. Indicate whether comments from Peer Reviewers were received on time (Provide names and positions of Peer Reviewer). [150 words maximum] The completion mission included a Civil Engineer, an Infrastructure Specialist from SNFO, a Disbursement Expert from SNFO and a Consultant, Transport Economist. These profiles are consistent with most project activities. The AGEROUTE team gave full assistance to the Project Coordinator regarding clerical work and the field mission. The field visit and discussions held with the local authorities, beneficiaries, contractors, consultants and technical and financial partners on the ground helped to better understand realities and outputs. The discussions highlighted the strong interest in the project because of the rehabilitation of paved and earth roads, as well as the need to look for other road materials owing to the increasing scarcity of lateritic materials, and to find solutions to earth roads in the villages crossed. The PCR is therefore the outcome of participatory work involving all beneficiaries. It takes into account lessons drawn from the frank discussions held with various stakeholders, particularly local actors and the population concerned.
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H. LESSONS LEARNED
Summarize key lessons for the Bank and the Borrower suggested by the project’s outcomes. [300 words maximum. Any additional narrative about lessons learned, if needed, must be placed in Annex 6: Project Narrative] From the implementation of the project, a number of lessons can be learned in terms of design, implementation and monitoring, in particular:
. Ensure proper conduct of studies, particularly the final design so as to guarantee quality of project at entry. The Committee set up by AGEROUTE General Manager to validate studies and projects, in conjunction with CEREEQ, could significantly improve the quality of studies. . Ensure compliance with timelines between submission of bids by contractors and notification for the start-up of works in order to avoid updating design studies and revising base prices before or at start-up of works. . Ensure, during bid evaluation, that contractors have adequate equipment for proper work execution within the specified timeframes and that the staff indicated in bids is available. . Take into account the rainy season, particularly in regions with heavy rainfall, for better work programming. . Ensure that the construction of earth roads is followed by programming of routine maintenance works, including surface reshaping to ensure the sustainability of investments. . Ensure the increased involvement of the population in the implementation of environmental management plans (creation of afforestation sites, planting of trees, bush fire control, plan control, and restoration of quarries) which should be the subject of protocols with forestry authorities; and in the mounting of rain gates on earth roads and the establishment of management committees to ensure sustainability of these facilities. . Ensure that the “environment and sensitization” component is implemented in three phases: before, during and after the execution of works to ensure greater project impact. . Obtain, prior to the start-up of works, better knowledge of the baseline situation in project impact areas (including data on traffic on the roads to be improved and information on economic, social and administrative infrastructure) to facilitate assessment of project impacts. . Make an inventory of all accident black spots existing on the road sections improved so as to implement the necessary corrective measures to ensure greater user safety.
I. PROJECT RATINGS SUMMARY
WORKING CRITERIA SUB-CRITERIA SCORE Achievement of outputs 3.6 Achievement of outcomes 3.1 PROJECT OUTCOME Timeliness 4 OVERALL PROJECT OUTCOME SCORE 3.6 Design and readiness Project objectives were relevant to country development priorities 4 Project objectives could in principle be achieved with the project inputs and in the 3 expected time frame Project objectives were consistent with the Bank’s country or regional strategy 4 BANK Project objectives were consistent with the Bank’s corporate priorities 4 PERFORMANCE The logical framework presents a logical causal chain for achieving the project development objectives 3 The logical framework expresses objectives and outcomes in a way that is 3 measurable and quantifiable The logical framework states the risks and key assumptions. 3 Project complexity was matched with country capacity and political commitment 3 14
Project design includes adequate risk analysis 3
Project procurement, financial management, monitoring and/or other systems were 3 based on those already in use by government and/or other partners
Responsibilities for project implementation were clearly defined 2.5 Necessary implementation documents (e.g. specifications, design, procurement documents) were ready at appraisal 2 Monitoring indicators and monitoring plan were agreed upon during project design 3 Baseline data were available or were collected during project design 3 PROJECT DESIGN AND READINESS SUB-SCORE 3.3 Supervision: Bank complied with: Environmental Safeguards 3 Fiduciary Requirements 3 Project Covenants 3 Bank provided quality supervision in the form of skills mix and practicality of 2.5 solutions Bank provided quality management oversight 3 PCR was delivered on a timely basis 3 SUPERVISION SUB-SCORE 2.9 OVERALL BANK PERFORMANCE SCORE 3.1 Design and readiness Responsibilities for project implementation were clearly defined 3 Necessary implementation documents (e.g. specifications, design, procurement 2.5 documents) were ready at appraisal Monitoring indicators and monitoring plan were agreed upon 3 Baseline data were available or were collected during project design 3 BORROWER PROJECT DESIGN AND READINESS SCORE 2.9 PERFORMANCE Implementation Borrower complied with: Environmental Safeguards 3 Fiduciary Requirements 3 Project Covenants 3 Borrower was responsive to Bank supervision findings and recommendations 3 Borrower collected and used monitoring information for decision making 3 IMPLEMENTATION SUB-SCORE 3 OVERALL BORROWER PERFORMANCE SCORE 3
J. PROCESSING
STEP SIGNATURE AND COMMENTS DATE
Sector Manager Clearance A. KIES
Regional Director Clearance F. J. M. PERRAULT
Sector Director Approval G. MBESHERUBUSA
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- APIX: Agency for Investment Promotion and Major Works - ADM: Municipal Council Development Agency - CETUD: Dakar Urban Transport Executive Council - DTT: Land Transport Department - BD: Bidding Documents
APPENDICE
Scale for Working Scores and Ratings
SCORE EXPLANATION
Very Good 4 Fully achieved with no shortcomings Good 3 Mostly achieved despite a few shortcomings Fair 2 Partially achieved. Shortcomings and achievements are roughly balanced Poor 1 Very limited achievement with extensive shortcomings
NA Not Applicable
N.B: The formulas round up or down for decimal points. Only whole numbers are computed.
I
LIST OF ANNEXES
Annex 1: Project Cost and Financing, Cost Variations At Appraisal and Completion
Annex 2: Bank Contributions
Annex 3: Major Contracts Signed
Annex 4: List of People Met
Annex 5: List of Documents Consulted and Transmitted to the Bank
Annex 6: Project Description – Determining Factors
Annex 7: Economic Analysis (ERR) and Financial Analysis
II
Annex 1 Project Cost and Financing
AT APPRAISAL DISBURSEMENT AS AT 31/3/2010 VARIATION TOTAL EXPENDITURE CATEGORY IN F.E. IN L.C. TOTAL IN F.E. IN L.C. TOTAL IN F.E. IN L.C. 1 – WORKS 8.46 2.83 11.29 3.82 9.45 13.27 4.64 -6.62 -1.98 Periodic maintenance of paved roads
Periodic maintenance of earth roads 6.31 2.1 8.41 4.67 3.55 8.22 1.64 -1.45 0.19 2.56 0.85 3.41 0 4.22 4.22 2.56 -3.37 -0.81 Reconstruction of 28 km of paved roads 2.22 0.75 2.97 0 0 0 2.22 0.75 2.97 Rehabilitation of the Emile Badiane Bridge
Total Works 19.55 6.53 26.08 8.49 17.22 25.71 11.06 -10.69 0.37 2 - CONSULTANCY SERVICES 0.55 0.13 0.68 0 0.57 0.57 0.55 -0.44 0.11 Control and supervision of periodic maintenance of paved roads
0.4 0.1 0.5 0 0.75 0.75 0.4 -0.65 -0.25 Control and supervision of periodic maintenance of earth roads
0.16 0.04 0.2 0 0.25 0.25 0.16 -0.21 -0.05 Control of the rehabilitation of 28 km of roads
Control of the rehabilitation of the Emile Badiane Bridge 0.14 0.03 0.17 0 0 0 0.14 0.03 0.17
Auditing of Project financial statements 0.07 0.02 0.09 0 0 0 0.07 0.02 0.09
Staff training 0.11 0.03 0.14 0 0.15 0.15 0.11 -0.12 -0.01 Sensitization 0 0.17 0.17 0 0.04 0.04 0 0.13 0.13
Total Consultancy Services 1.43 0.52 1.95 0 1.76 1.76 1.43 -1.24 0.19
Physical Contingencies 1.6 0.53 2.13 0 0 0 1.6 0.53 2.13 Price Escalation 1.55 0.52 2.07 0 0 0 1.55 0.52 2.07 TOTAL 24.13 8.1 32.23 8.49 18.98 27.47 15.64 -10.88 4.76 III
IMPLEMENTATION BY EXPENDITURE CATEGORY
IMPLEMENTATION BY COMPONENT
AT APPRAISAL AT COMPLETION VARIATION TOTAL COMPONENT IN F.E. IN L.C. TOTAL IN F.E. IN L.C. TOTAL IN F.E. IN L.C. ROAD WORKS Road works 19.55 6.52 26.07 8.49 17.22 25.71 11.06 -10.7 0.36 Works control 1.26 0.31 1.57 0 1.57 1.57 1.26 -1.26 0 20.81 6.83 27.64 8.49 18.79 27.28 12.32 -11.96 0.36 INSTITUTIONAL SUPPORT 0 0 0 0 0 Support to MIETTTMI 0.11 0.03 0.14 0 0.15 0.15 0.11 -0.12 -0.01 Sensitization 0 0.17 0.17 0 0.04 0.04 0 0.13 0.13 0.11 0.2 0.31 0 0.19 0.19 0.11 0.01 0.12 PROJECT MANAGEMENT 0 0 0 0 0 Financial audit 0.07 0.02 0.09 0 0.07 0 0.07 -0.05 0.09 0.07 0.02 0.09 0 0.07 0.07 0.07 -0.05 0.02 Base Cost 20.99 7.05 28.04 8.49 19.05 27.54 12.5 -12 0.5 Physical Contingencies 1.6 0.54 2.14 0 0 0 1.6 0.54 2.14 Price Escalation 1.55 0.52 2.07 0 0 0 1.55 0.52 2.07 Grand Total 24.14 8.11 32.25 8.49 19.05 27.54 15.65 -10.94 4.71
IMPLEMENTATION BY SOURCE OF FINANCING
AMOUNTS DISBURSED BY SOURCE OF FINANCING AT APPRAISAL VARIATION THE ADB AS AT 31/3/2010 IN F.E. IN L.C. TOTAL IN F.E. IN L.C. TOTAL IN F.E. IN L.C. ADF 24.13 4.87 29 8.49 13.92 22.41 15.64 -9.05 GOVERNMENT 0 3.23 3.23 0 5.05 5.05 0 -1.82 TOTAL 24.13 8.1 32.23 8.49 18.97 27.46 15.64 -10.87 IV
Annex 2 Bank Contributions
1. Road Maintenance Project Appraisal Mission: 6 to 24 February 2005 Amory Traoré, Chief Transport Engineer Marin Leke, Principal Transport Economist Leckram Joottun, Environmentalist
2. Launching Mission: 27 September to 5 October 2006 Amara Malek, Civil Engineer Maimouna Sidibé Diouf, Infrastructure Specialist
3. Road Project Supervision Mission: 4 to 11 October 2007 Bamory Traoré, Chief Transport Engineer Maimouna Sidibé Diouf, Infrastructure Specialist
4. Road Project Supervision Mission: 7 to 18 April 2008 Bamory Traoré, Chief Transport Engineer Maimouna Sidibé Diouf, Infrastructure Specialist Rokhayatou Sarr Samb, Procurement Specialist Francis Biram Gueye, Disbursement Officer
5. Road Project Supervision Mission: 17 to 29 September 2008 Mamady Souaré, Principal Transport Engineer Maimouna Sidibé Diouf, Infrastructure Specialist
6. Road Project Supervision Mission: 4 to 14 May 2009 Mamady Souaré, Principal Transport Engineer Maimouna Sidibé Diouf, Infrastructure Specialist
7. Road Maintenance Project Supervision Mission: 11 to 16 October 2009 Mamady Souaré, Principal Transport Engineer Maimouna Sidibé Diouf, Infrastructure Specialist
8. Road Maintenance Project Supervision Mission: 8 to 22 February 2010 Mamady Souaré, Principal Transport Engineer Maimouna Sidibé Diouf, Infrastructure Specialist
9. Road Maintenance Project Completion Mission: 19 April to 7 May 2008 Maimouna Sidibé Diouf, Infrastructure Specialist Fatou Siby Faye BA, Disbursement Officer Joseph Mendy, Consultant, Transport Economist
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Annex 3
Major Contracts Signed
ADF CONTRACTORS Amount in Instructions to Provisional CONTRACT PROJECT NAME Contribution in Final CONSULTANTS CFAF Contractors Acceptance Acceptance CFAF WORK CONTRACTS Periodic maintenance of 338 km of earth 951/DT/AATR TA2/454/ATR roads under Lot 3: Kolda Region (about SGTI 4 063 680 290 3 657 312 261 start-up date 6/11/2009 178.8 km) (10/11/2008) Periodic maintenance of 116 km of paved 850/DT/AATR roads under Lot 2: Tamba and Kolda TA2/447/ATR AREZKI 4 269 390 634 3 257 971 993 start-up date 20/5/2009 02/10/2009 Regions RN6: Tanaff-Gouloumbou (about (5/12/2007) 30 km) Periodic maintenance of 338 km of earth 851/DT/AATR RC TA2/453/ATR roads under Lot 1: Diourbel/Thiés and St. 1 835 291 598 1 651 762 438 start-up date 18/12/2009 CONSTRUCTION Louis Regions (about 121.7 km) (3/12/2007) Rehabilitation of the Oussouye- Mlomp- 849/DT/AATR TA2/444/ATR Mlomp-Elinkine and Mlomp-Djiromait road CDE 4 468 626 266 3 087 179 944 start-up date 18/3/2010 (Ziguinchor Region) (19/10/2007) Periodic maintenance of 116 km of paved 957/DT/AATR GPT HOUAR / Contract amendment TA2/425/ATR roads under Lot 1: Kaolack and Fatick 9 159 787 591 7 678 100 914 start-up date SINTRAM in the approval circuit Regions (about 86 km) (5/5/2008) Periodic maintenance of 338 km of earth 952/DT/AATR GPT CORORASA / TA2/438/ATR roads under Lot 2: Thiès and Kaolack 688 742 023 619 867 821 start-up date 15/1/2009 20/01/2010 LSI Regions (about 55.90 km) (17/10/2008) Date of Nature of Total Amount Instructions to CONSULTANCY SERVICES Firm Submission Date Contract Contract (CFAF) Contractor Completion
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Control and supervision of the periodic 985/DT/AATR GPT AGEIM / CC2/248/ATR maintenance of 338 km of earth roads Service 195 775 000 December 2006 start-up date Oct-09 SENELABO under Lot 3: Kolda Region (26/12/2008) Control and supervision of the periodic GPT 987/DT/AATR CC2/245/ATR maintenance of 116 km of paved roads in POLYCONSULT Service 500 548 740 December 2006 start-up date May-10 the Kaolack and Kolda Regions BNETD (3/11/2008) Control and supervision of the periodic GPT 888/DT/AATR maintenance of 338 km of earth roads CC2/246/ATR POLYCONSULT Service 257 077 000 December 2006 start-up date 18 Dec- 2008 under Lot 1: St. Louis, Diourbel and Thiès BNETD (4/12/2007) Regions Control and supervision of the periodic 997/DT/AATR CC2/247/ATR maintenance of 338 km of earth roads COGECI Service 144 950 000 December 2006 start-up date Oct.-08 under Lot : Kaolack and Thiès Regions (17/10/2008) Supervision of the reconstruction and GPT AGEIM / tarring of the Oussouye - Mlomp - Elinkine 946/DT/AATR CC2/244/ATR IMCG / Service 212 350 000 December 2006 March-10 (21 km) and Mlomp - Djiromait road start-up SENELABO sections (7 km) in Ziguinchor Region Auditing of the financial statements of the December 2006/ C/268/ATR CICE Service 25 350 000 31 Dec.-09 Road Maintenance Project (PER) January 2007 Contract 19/DG/DGER/AATR/10 amendment December 2006/ C/0269/ATR Training of TP and AATR staff ENPC Service 202 852 734 start-update in the January 2007 (19/1/2010) approval circuit Sensitization of the population of the QUARTZ December 09/DG/DGER/AATR/10 C/0267/ATR Project area on environmental protection, Service 134 200 000 18 April-10 AFRIQUE 2006/January 2007 start-up date (11/1/10 ) road safety, STDs and HIV/AIDS
VII
ANNEX 4 LIST OF PEOPLE MET
Full Name Position Telephone Contact
WAGUE Massar Director of Economic and Financial Cooperation (DCEF) 77 5493935
NDIAYE Kébou Director-General of Infrastructure (DGI)/MICATTI 776396874
NDIAYE Ibrahima AGEROUTE General Manager 776371924
DRAME Sagar Manager, Autonomous Road Maintenance Fund (PERA)
SENE Pierre Autonomous Road Maintenance Fund 776399303
DIOP Papa Highways Department/DGI 777265627
FALL Alipha Department of Economic and Financial Cooperation (DCEF)
DIAGNE Mactar AGEROUTE 776399195
NDOYE Arouna Department of Debt and Investments (DDI)/MEF 338892692
Department of Road Maintenance Management and Programming CISSE Lamine (DGPER)
SAGNA Abdoulaye Head of the Road Data Bank (BDR)
DIOUF Ibou World Bank
TAKAGI Ayumi JICA Senegal 338216919
COZIER Thierry European Union Delegation in the Republic of Senegal 338891100
Emile Badiane Bridge in Ziguinchor
WADE Karim Minister of State in charge of Infrastructure
BALDE Abdoulaye Minister of State of the Armed Forces and Mayor of Ziguinchor
NDIAYE Khoult Head of AATR Agency, Ziguinchor
Podor – Guédé Road Section
FALL Samba Control Mission Head, POLYCONSULT 775799057
PINTO RC Construction Enterprise
PEREIRA RC Construction Enterprise
CAMARA Boubou Amadou Guédé Village Chief
BA Mamady Oumar Treasurer, Guédé Economic Interest Group (EIG) Forum
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N’DIAYE Awa Matron in Guédé
Mékhé – Babagarage Road Section
FALL Samba Control Mission Head, POLYCONSULT
PEREIRA RC Construction Enterprise
Mdl Chef MBAYE Ali Commander of Baba Garage Gendarmerie Post
COLY Chérif Sub-Departmental Officer of Baba Garage
WADE Seynie Nurse, Head of Mbacké Health Post 777301433
Babagarage – Dinguiraye Road Section
GADIAGA Serigne Bassirou Marabout at Dinguiraye
Sibassor – Ndiébel Road Section
DIOUF Amad Manager of CORORASA-LSI Enterprise 778321201
Kaolack – Ndoffane, Kavil – Keur Madiabel and Kaolack – Passy Road Sections
CAMARA Mamadou HOUAR / SINTRAM Group
FOFANA Control Mission
LO Ousmane Carrier at Kaolack 775482834
MBAYE Babou Academy Inspector, Kaolack Inspectorate 774478143
Cl KIDIERA Malan Forestry Inspector, Kaolack Inspectorate 773203847
CISSE Mamadou Driver, Keur Madiabel Garage
DIEYE Ibrahima Bus Diver, Keur Madiabel Garage
SARR Mamadou Lamine Storekeeper at Passy
Carrier at Kaolack, Vice-President of the National Federation of LO Ousmane Senegalese Carriers
Oussouye – Mlomp – Elinkine and Mlomp – Djiromaït Road Section
GOMIS Philomène Vendor at Elinkine
DIOUF Ibrahima Hotel Operator at Djiromaït
NDIAYE Mamadou Caterer at Elinkine 765886953
BOYE Mamadou Fish Truck Driver at Elinkine
BADIANE Bakary Second Deputy Mayor, Oussouye Municipal Council
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COLY Edgar Secretary to the Mayor, Oussouye Municipal Council
775290818/ GOUDIABY Mamadou Lamine Assistant Senior Divisional Officer of Oussouye 339931102 Kolda – Salikénie Road Section
DIA Serigne Touba Technical Director, SGTI
SALL Dame Diall Customs Officer, Head of Salikénié Customs Post
KAMARA Amadou Customs Officer in Guinea-Bissau, Bissau - Senegal border
BALDE Djina Trader at Salikénié
N’DIAYE Abdou Sakhor Police Officer, Kolda Brigade
BALDE Alpha Oumar Transborder Taxi Driver at Kolda
Dabo – Diaobé Road Section
AREZKI Ziad General Manager, AREZKI Enterprise 776390303
PINA Sabastiao Task Manager, AREZKI Enterprise 773389018
DIABONG Ngoné Municipal Councillor, Dabo Municipal Council 773986765
777212269/ Senior Warrant Officer SIDIBE Bakary Forestry Officer, Dabo Post 766821376
BALDE Amadou (Kindia) Chairperson of Dabo Bush Fire Control and Reforestation Committee
DIALLO Fatou Fruit vendor at Diaobé
DIAGNE Dame Semi-trailer driver at Diaobé
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List of Road Sections Visited by Lot
A - Periodic maintenance of 116 km of paved roads
A.1 – Lot 1: Kaolack Region (86 km)
. Kaolack – Passy (18 km) . Kaolack – Ndoffane (43 km) . Kavil – Keur Madiabel (25 km)
A.2 – Lot 2: Kolda Region (30 km)
. Dabo – Diaobé (30 km)
B – Periodic maintenance of 338 km of earth roads
B.1 – Lot 1: Diourbel – Thiès – Saint-Louis Regions (122 km)
. Podor – Guédé (24.6 km) . Mékhé – Babagarage (23 km) . Babagarage – Ndinguiraye (8 km)
B.2 – Lot 2: Thiès – Kaolack Regions (56 km)
. Sibassor – Ndiébel (16 km)
B.3 – Lot 1: Kolda Regions (179 km)
. Kolda – Salékénie (30 km)
C - Rehabilitation of the Oussouye – Mlomp – Elinkine and Mlomp – Djiromaït roads
. Oussouye – Mlomp – Elinkine (21 km) . Mlomp – Djiromaït (7 km)
D - Rehabilitation of Emile Badiane Bridge in Ziguinchor
. Emile Badiane Bridge in Ziguinchor
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Annex 5 Documents Consulted and Transmitted to the Bank
No. AATR: Standards and Costs of Earth Road Works – 2009 AATR: Standards and Costs of Paved Road Works – 2009 AATR: Programme for the Training of Senior Officers of the Autonomous Road Works Agency and the Public Works Department AATR: Status of the Classified Road Network (1997 – 2009) AATR: Oussouye Mlomp, Final Works Execution Report AATR: PER, Physical and Financial Situation as at 31 January 2010 AATR: Progress Report, September 2009 AATR: Contract No. C/0268/AATR, PER Financial Audit AATR: Amendment No. 1 to Contract No. TAA2/454/ATR for 338 km of earth roads, PER AATR: Contract No. CCC2/248/AATR for Control and Supervision; PER Lot 3 AATR: Contract No. CCC2/245/AATR for Control and Supervision of 116 km of paved roads, PER AATR: Amendment No. 2 to Contract No. TA2/444/ATR for 116 km of paved roads, PER AATR: Contract No. TA2/454F/ATR for 338 km of earth roads, PER, Lot 3 AATR: Contract No. C/026/ATR for Sensitization on Health Issues (HIV/AIDS, Malaria), Environmental Protection and Road Safety, PER AATR: Contract No. CC2/444/ATR for Supervision of Reconstruction and Tarring of Oussouye – Mlomp – Elinkine and Mlomp – Djiromaït Road Sections, PER AATR: Contract No. TA2/425/ATR for 116 km of paved roads, PER, Lot 1 AATR: Contract No. TA2/447/ATR for 116 km of paved roads, PER, Lot 2 AATR: Contract No. C/0269/ATR for Training, PER AATR: Contract No. CC2/247/ATR for 338 km of earth roads, PER, Lot 2 AATR: Contract No. TA2/453/ATR for 338 km of earth roads, PER, Lot 1 AATR: Contract No. TA2/438/ATR for 338 km of earth roads, PER, Lot 2 AATR: Sensitization Report 2 (Fatick, Kaolack, Kolda, Sédhiou and Ziguinchor Regions), PER AATR: Sensitization Report 1 (Diourbel, Saint-Louis and Thiès Regions), PER Transport Sector Projects Coordination Unit: Draft Regulations on the Classification of the National Road Network QUARTZ-Afrique: Sensitization Report 1, Diourbel, Saint-Louis and Thiès Regions FERA: Study for the Establishment of a System for the Routine Maintenance of Unclassified Rural Roads by Teams of Road Menders Public Procurement Central Directorate (DCMP): Implementation of Decree No. 2007-545 of 25 April 2007 instituting the Public Procurements Code, Summary Tables of Prior Award, Approval, Review Thresholds, Requirement and Exemption of Certain Guarantees; Annex 1: Thresholds and Timeframes
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Annex 6 Project Description – Determining Factors
Key factors that were not included in the general scoring scale affected project design and implementation. These positive and negative factors could include climate and weather conditions, political changes, contractual or personal issues, technical issues, procurement process and interactions with other partners. If any of these factors is sufficiently significant to affect evaluation scores, it should be indicated in the scale and referenced in this Annex. The project faced difficulties without which it should have been completed within the set deadline and some of the design changes could have been avoided. The main difficulties include: Problems of procedure: The re-issuance of all calls for bids, whereas the Bank had given its "no-objection" opinion on the BDs and RFPs. In fact, initially, the Executing Agency had issued calls for bids which were opened on 18 December 2006. Unfortunately, because the calls were not published in international newspapers and the UNDB and the statutory period between the date of issuance of calls for bids and the date of opening of bids was not respected, the Bank could not follow up the rest of the procedure. Finally, the bid call procedure was cancelled and the Bank ordered the re-issuance of calls during the project launching mission in October 2006. The calls for bids were issued again in May 2007, leading to a nearly 12 month slippage on project implementation. This partly explains the difficulties faced in completing the project in December 2009. Slowdown in execution of works due to bad weather: The 2009 rainy season started very early, lasted for a long time and was very wet in Kaolack and Ziguinchor Regions, like in other countries in the sub-region (particularly Burkina Faso and Senegal) which suffered a lot from floods, triggering a chain of international solidarity in which the Bank participated, and the Contingency Plan in Senegal. This situation resulted in a systematic work stoppage for almost three and a half months (from 15 June to 31 September 2009). Given that the situation was beyond the control of contractors, the Executing Agency was obliged to take it into account and consider the possibility of extending the deadline for contractors working in the two regions. Concerning Emile Badiane Bridge, two competitive bid calls were unsuccessful as the project's consistency had been changed (reconstruction instead of rehabilitation) and the State had decided to entirely finance it. This led to a delay in the start-up of works. Changes in project design: The project was re-designed regarding Lots 1 and 2 (paved roads). In fact, due to a significant time lag between the end of engineering studies carried out in 2002 and then updated in 2005 by a cursory inspection which served as basis for issuing bidding documents (BDs) and the effective start-up of works in December 2007, the road areas further deteriorated. The BDs provided for periodic road maintenance, whose technical rationale hinged on the existence of more or less good pavement systems. However, existing pavement distortions, numerous potholes and washouts limiting the pavement size made it almost impossible to apply basic solutions to paved roads. Given this situation and also the level of fatigue of road ways most of which had reached the end of the expected economic life of a flexible sinuous cement-stabilized pavement road (more than 20 years of operation), AATR ordered the conduct of complementary studies. To this end, the Experimental Equipment Research and Study Centre (CEREEQ) which is a soil analysis laboratory, was requested to examine the geotechnical structure of the road area and make recommendations, in conjunction with control offices. The surveys carried out by CEREEQ confirmed a very advanced state of road area degradation (particularly deflections obtained using the Benkelman Beam were high (50 to 64), thus excluding, de facto, the application of basic solutions. In addition to these design changes with respect to the spirit of periodic road maintenance as provided for in the contract, there are high additional costs caused by the omission of the quantities and unit prices of steel and formworks in the original contract.
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Annex 7
Economic Analysis (ERR) and Financial Analysis
Recalculate the economic rate of return based on costs and benefits at completion and compare them with estimates made at appraisal. Break it down by component, where necessary. Analyze ERR sensitivity to key assumptions. Present a financial analysis of entities benefiting from the project. At project appraisal, benefits accruing from the estimated economic viability of the 338 km of earth roads and the 116 km of paved roads were based on: (i) impacts on transport, and (ii) improved incomes of the population in the PA due to an increase in economic activities in the agricultural, fishery and handicraft sectors. Traffic was expected to increase significantly. Regarding transport benefits, the project is expected to bring about a 12% decrease in vehicle operating costs on paved roads and 22.5% on earth roads, as well as a reduction in road maintenance cost by about 20%. The weighted average traffic by distance in 2003, considered as the base year, was estimated at 1 602 vehicles/day on paved roads and 104 vehicles/day on earth roads. Light-duty vehicles accounted for 86% of total traffic as against 14% for heavy vehicles. Traffic forecasts calculated on the basis of historical growth rates using traffic audits and origin-destination surveys carried out for feasibility study purposes were 3% for paved roads and 3.5% for earth roads. The estimation of these two rates was based on forecasts regarding the tapping of the economic potential of the PA. The project was also expected to have a significant social impact on: (i) income-generating opportunities, particularly for women who account for 51% of the workforce, through improved access to production areas and trade (market gardening areas in the river valley, weekly markets in Thiès, Kaolack and Kolda Departments fishing pier in Elinkine rural community, etc.); (ii) access to health services with skilled personnel (health centres and hospitals) and which are inaccessible to the rural populations due to bad roads; and (iii) reduction in transport costs, particularly in areas with inadequate infrastructure and few vehicles (including intermediate means of transport in rural areas). The sensitization of the population on health issues (HIV/AIDS and malaria), environmental protection and road safety is a key project component. The project was expected to contribute to: (i) improving travel safety by reducing traffic accidents estimated at 1 035 in the PA in 2003, by 10%, and (ii) enhancing knowledge of methods of control and protection against malaria and HIV/AIDS by the population along the project roads and groups at risk (truck drivers, apprentices, etc.). The project was expected to contribute to reducing the prevalence of these diseases, among the population aged 15 to 49 years considered as sexually active, estimated at 1.4% in 2001. The project was also expected to help reduce poverty, one of the main causes of which is chronic unemployment among youths. The execution of works was expected to be an opportunity to employ the local workforce and distribute incomes locally, as well as to set up small income-generating activities (restaurants for workers and site employees, fruit trade, etc.). At completion of works, it is expected that site facilities, chosen in agreement with local authorities, will serve as social infrastructure for the benefit of the population (particularly schools and health centres). The economic rate of return (ERR) calculated using the HDM-IV model was 32% for paved roads and 22% for earth roads. All sections had positive updated values and ERRs of more than 12% which are the criteria used to assess the profitability of PST 2 projects. Sensitivity analysis showed that the project remained profitable even under unfavourable assumptions. In fact, a 10% increase in investment cost resulted in a 30% drop in ERR for paved roads and 19% for earth roads, and a 10% decrease in benefits led to a 20 % drop in ERR for paved roads and 19% for earth roads. At project completion, project impacts and effects are significant, to the satisfaction of the population and local authorities. Discussions with the population and administrative authorities revealed that access to social and administrative infrastructure has improved and that there are undisputed economic impacts in the PIA (reduction in transport costs and increase in incomes, particularly of producer groups, traders, shopkeepers, hotel operators and caterers). The free movement of people and goods between Senegal and Guinea-Bissau in the Kolda border area has improved.
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Opening up of regions: Localities are now accessible throughout the year, thus improving the evacuation of agricultural produce, as well as trade in local produce, manufactured goods, staples and building materials (cement and iron); the localities that have been linked up by road are: Guédé in Saint-Louis Region; Baba Garage, Dinguiraye, Keur Samba Kane and Khombole in Thiès Region; Salikéniè, Linkéring, Saré Ndigel, Sinthian Diara, Djiérédji and Medina Yoro Foula in Kolda Region; Mlomp, Djiromaït and Elinkine in Ziguinchor Region. Two SAED warehouses on the Podor - Guédé road, the Dinguiraye Community and Microcredit Centre, the Elinkine fishing pier, a 120-room hotel in Djoromaït (which is being rehabilitated following the commissioning of the road) and weekly markets (Guédé, Baba Garage, Dinguiray, etc.) are now also accessible all year round. The rehabilitation of the Bogo - Diaobé road section and National Road No. 6 has contributed to developing trade on the Diaobo international border market where people from Senegal, Guinea Conakry and Guinea-Bissau meet to buy and sell agricultural products, local produce, fruits and livestock. Irrigation: The construction of water drainage works (culverts and box drains) on the Podor – Guédé earth road in the Senegal River Valley contributes to improving the distribution of water resources in farmlands developed for rice farming and market gardening. Travel conditions: Travel time between Podor and Guédé (24.6 km) has been reduced by 20 minutes, between Baba Garage and Dinguiraye (40 km) by about 50 minutes, between Kolda and Salékenie (30 km) on the border with Guinea-Bissau by about one hour, on the paved road sections of Kavil - Keur Madiabel (25 km) and Oussouye - Mlomp - Elinkine (21 km) by 30 minutes, and on the Dabo - Diaobé road (30 km) by about 40 minutes. Though, generally, road improvements have not led to reduction in public transport fares administered by the State, transport costs, which are often negotiated, have dropped from 700 to 200 francs on the Oussouye - Mlomp road section, the rehabilitation of which has also contributed to improving safety in Oussouye Department. However, the closure of National Road No. 6 to trucks and public passenger transport vehicles between 8:00 p.m. and 8:00 a.m. for safety reasons has reduced the economic impact of the rehabilitation of the Dabo - Diaobé road section in Kolda Region. The poor state of the Kolda - Salékenie road extension into Guinea-Bissau reduces the profitability of the road section regarding trade between Senegal and its neighbour most of whose imports and exports transit through the Dakar Port. Access to basic infrastructure: Access to basic infrastructure (schools, health posts and centres, etc.) has improved. Communication between administrative officials (especially teachers and health workers), the possibility of building school infrastructure (there are plans to build a college in Dinguiraye) and the organization of immunization campaigns by health posts established in areas that have been linked up by roads have now been facilitated. Local job opportunities: Many jobs were created during the execution of major works: up to 250 people were recruited during the rehabilitation of roads in Kaolack Region. Contractors supported borehole management committees in villages along the project road sections, including the Kaolack - Kavil - Keur Madiabel and the Mékhé - Baba Garage - Dinguiray sections. They also financed and supported forestry services, within the framework of environmental management plan protocols, in planting trees along road sections and training the population in tree protection and maintenance; 4 440 eucalyptus and cashew trees were planted along the Bogo - Diaoubé road. The contractor that carried out the maintenance of the Mékhé - Baba Garage road took part in the HIV/AIDS and STD screening campaign and the free distribution of insecticide-treated bednets organized by health posts established along the road. The project internal rate of return (IRR) calculated using the HDM-IV model at completion was 14.7% for paved roads and 39.4% for earth roads. A sensitivity analysis based on a 10% increase in investment costs reduced the internal rate of return (IRR) to 13.4% for paved roads and 31.8% for earth roads. The rates of return calculated for paved roads are lower than those calculated at project appraisal while those for earth roads are slightly higher than those calculated at project appraisal. These rates are presented in the table below. The reduction in the rate of return of the paved road network is certainly due to changes in the consistency of works from periodic maintenance, which generally results in high rates of return based on relatively low costs, to rehabilitation.
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Baseline Solution
Value of Economic Profitability Criteria Type of Roads Profitability Criteria At Project Appraisal At Project Completion
Internal Rate of Return Paved roads 32% 14.7% (IRR) Internal Rate of Return Unpaved roads 22% 34.9% (IRR)
Sensitivity Analysis (Investment cost increases by 10%)
Value of Economic Profitability Criterion Type of Roads Profitability Criteria At Project At Project Appraisal Completion
Internal Rate of Return Paved roads 30% 13.4% (IRR) Internal Rate of Return Earth roads 19% 31.8% (IRR)
Though the paved road network has lower profitability rates compared to those of earth roads, the economic benefits to transport users are, in contrast, higher; in fact, the benefits regarding vehicle operating costs stand at CFAF 21.6 billion for the paved road network, for a 116 km-long road, as against CFAF 17.8 billion for the earth road network which is 338 km long. In contrast, the net present values are CFAF 11.6 billion for the earth road network and CFAF 3.6 billion for the paved road network, thus indicating the importance of earth roads to the local economy, over and above unquantifiable benefits like improved access to basic socio-economic infrastructure in rural areas.
Economic Profitability Criteria In CFAF Billion Type of Roads Profitability Criteria Vehicle Maintenance Updated Assessment Cost (VMC) Savings
Paved roads 21.6 3.6 Earth roads 17.8 11.6
Data used for economic evaluation are presented in the Annexes
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ANNEXES
Basic Characteristics of Vehicles
Number of Equivalent Number of Seats or Private Vehicle Category Standard Model Type of Fuel Tyres Payload Vehicle
Private vehicle Peugeot 504 Sedan Premium grade oil 5 seats 1 4
Interurban taxi Toyota Carina Sedan Diesel 6 seats 1 4
Minibus (- 18 seats) Peugeot 505 Saloon Diesel 9 seats 1 4
Motor coach and bus Mercedes OF 812 Diesel 32 seats 1.2 4
Lorry Peugeot 504 PUD Diesel 1.5 tonnes 1 4
Two-axle truck Renault GLR 230 19 Diesel 10 tonnes 1.3 6
Truck with more than two axles Renault GLR 230 Diesel 15 tonnes 1.4 10
Tractor semi-trailer Renault G 300 Diesel 25 tonnes 1.8 18
Basic Characteristics of Vehicles (continued)
Average Life Equivalent Number of Hours of Mileage per Vehicle Category Number of Axles Span Value of Use per Year Year (years) Axles
Private vehicle 2 12 350 25 000 0,01 Interurban taxi 2 12 750 50 000 0,01 Minibus (- 18 seats) 2 12 750 50.000 0,01 Motor coach and bus 2 12 1 250 60.000 0,01 Lorry 2 15 500 32.000 0,01 Two-axle truck 2 15 1 000 50.000 2,78
Truck with more than two axles 3 15 1 300 50.000 4.66 Tractor semi-trailer 5 15 1 300 50.000 9.47
Cost of Physical Vehicle Operating Elements Excluding Taxes (in CFAF)
Cost Price Price of Tyre + Cost/Hour Cost/Hour Vehicle Category Overheads Excluding Taxes Tube Maintenance Crew
Private vehicle 9 100 000 39 000 133 0 0 Interurban taxi 12 677 000 39 000 145 239 106 120 Minibus (- 18 seats) 23 145 000 39 000 145 239 67 120 Motor coach and bus 31 562 000 87 730 253 239 140 000 Lorry 11 400 000 87 730 437 239 85 500 Two-axle truck 43 750 000 324 850 948 492 231 500
Truck with more than two axles 61 250 000 324 850 948 492 240 950 Tractor semi-trailer 78 750 000 324 850 948 492 250 500
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Costs of Fuel and Lubricant excluding Taxes and Rate of Interest on Capital (in CFAF)
Price of Fuel (Per Price of Lubricant (Per Value of Lost Vehicle Category Litre) Litre) Time
Private vehicle 476 2193 0 Interurban taxi 340 3025 0 Minibus (- 18 seats) 340 3025 0 Motor coach and bus 340 3025 0 Lorry 340 3025 0 Two-axle truck 340 3025 0 Truck with more than two axles 340 3025 0 Tractor semi-trailer 340 3025 0
Traffic Distribution and Growth Rate
Traffic Distribution Annual Growth Vehicle Type Earth Roads (%) Paved Roads (%) Rate (AATR Data)
Private vehicle 35.0 42.7 3% Interurban taxi(7/8 seats) 1.1 12.8 3% Passenger lorry, Minibus 4.1 11.2 3% Motor coach and bus 34.2 13.4 3% Goods truck, Pick-up truck 15.9 11.2 3% Two-axle truck 9.0 3.6 3% Truck with more than two axles 0.3 1.7 3% Tractor semi-trailer 0.4 3.4 3% Total Traffic 100.0 100.0 3%
Traffic on Paved Roads
Annual Average Daily Traffic Description Road Sections (AADT)
RN4 Kaolack – Ndoffane 923 Kavil – Keur Madiabel 360
Kaolack – Passy 992
RN6 Bogo – Diaoubé 470
Oussouye - Mlomp-Elinkine and Mlomp-Djiromaït 43
Average traffic 558
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Traffic on Earth Roads
Annual Average Daily Description Road Section Traffic (AADT) P602(1) Sibassor (CF N1) – pk 18.9 (Ndiébel) 97 P0603 B Ndofane (CF N4 – P 0603) – Tiaré (CF D 0604-P 0603) 94
D0705(1) NGuéniène – Thiadiaye (CF N1) (pk 49 to 66.3) 245
R040 (1) End of paved road – CF D 0402B (5 km from Podor – Guédé ) 8 D0704 (2) Dinguiraye (CF P 0313) – Bba Garage (CFR 032) – Keur Samba Kane – 210 Khombole (CF N3) (pk 21.5 to 58.4
P0702 (2) Touba (CF N3) – Touba Bogo 177
R0032 Baba Garage (CF D 0704) – Mékhé (CF D 0703) 94
D0221 (1) CF N6 (Dioulacolon ) – Salikéniè (CF Kambadiou Road) 138
D0221 (6) Linkéring (CF P 0225) – CF P 0223 200 D0222 (1) Kolda (CF D 0219) – Saré Ndigel (pk 37.3) 156
D0222 (3) Sinthian Diara – Médina Yoro Foula (CF P 0216) 178
D218 Marssassoum – Djiérédji – Sédhiou 171
Average 147
Values Required for the HDM4 Model on Earth Roads (Before Work Execution)
Parameters Value
Width of pavement (in m) 6
Width of verge (in m) 0
Sinuosity (degree/km) 10 Variation in level (in metre/km) 3 Height (in m) 100
Average temperature (in degree Celsius) 27 Duration of dry season (proportion of year) 0.9 Type of pavement base Thickness of base (mm) 15
Soil Well graduated natural sand with a moderate clay content Estimated evenness (IRI) (m/km) 15 XIX
Values Required for the HDM4 Model on Paved Roads (Before Work Execution)
Parameters Value
Width of pavement (in m) 6
Width of verge (in m) 1.5
Sinuosity (degree/km) 10
Variation in level (in metre/km) 3
Height (in m) 100
Average temperature (in degree Celsius) 27
Duration of dry season (proportion of year) 0.9
Year of last coating 1996
Type of last coating Asphaltic concrete
Thickness of last coating (in mm) 40
CBR subgrade soil 18
Type of foundation granular
Structural index 5
Total cracked surface (%) 70
Grubbed-up area (%) 70
Number of potholes per kilometre 100
Jagged edge surface (m2/km) 400
Average rut depth (in mm) 50
Texture (mm) 0.5
Adherence (SCRIM 50 km/hour) 0.4 (default value)
Estimated evenness (IRI) (m/km) 12 Deflection 0.7
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Cost of Maintenance Work per Kilometre (in CFAF) Paved Roads
Cost per km Types of Maintenance Actual Road Projected Road Excluding VAT Including Taxes Excluding VAT Including Taxes
Routine manual maintenance 130 000 153 400 90 000 106 200
Routine mechanical maintenance 500 000 590 000 300 000 354 000
Periodic maintenance 15 000 000 17 700 000 11 000 000 12 980 000
Cost of Maintenance Work per Kilometre (in CFAF) Earth Roads
Cost per km
Types of Maintenance Actual Road Projected Road Including Excluding VAT Excluding VAT Including Taxes Taxes
Routine maintenance 490 000 578 200 490 000 578 200
Periodic maintenance 28 000 000 33 040 000 28 000 000 33 040 000
Earth Roads under the PER Distance (Km) Costs per Km (in CFAF)
ROAD No. ROAD SECTIONS Before After Before Execution After Execution of Execution of Execution of Works Works Works of Works
P602(1) Sibassor (CF N1) – pk 18.9 (Ndiébel) 18.9 18.9 274782193 274782193
Ndofane (CF N4 – P 0603) – Tiaré (CF D P0603 B 19.7 19.7 286413185 286413185 0604-P 0603)
NGuéniène – Thiadiaye (CF N1) (pk 49 to D0705(1) 17.3 17.3 251520209 251520209 66.3)
End of paved road – CF D 0402B (5 km from R040 (1) 24.6 23.8 426321995.4 426321995.4 Podor – Guédé )
Dinguiraye (CF P 0313) – Bba garage (CFR D0704 (2) 032) – Keur Samba Kane – Khombole (CF 36.9 36.90 660978219.7 660978219.7 N3) (pk 21.5 to 58.4
P0702 (2) Touba (CF N3) – Touba Bogo 31.20 31.2 558875893.1 558875893.1
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Baba Garage (CF D 0704) – Mékhé (CF D R0032 29 29 519467977.5 519467977.5 0703)
CF N6 (Dioulacolon ) – Salikéniè (CF Route D0221 (1) 26.9 26.90 721416889 657437653 Kambadiou)
D0221 (6) Linkéring (CF P 0225) – CF P 0223 14.4 14.4 386185993 351936885
D0222 (1) Kolda (CF D 0219) – Saré Ndigel (pk 37.3) 37.3 37.3 1000328995 911614292
Sinthian Diara – Médina Yoro Foula (CF P D0222 (3) 19.2 19.20 514914657 469249180 0216)
D218 Marssassoum – Djiérédji – Sédhiou 81 81 2172296209 1979644976
356.4 355.6 7 773 502 415.70 7 348 242 658.70
Average Paved Roads under the PER
Distance (Km) Costs per km (in CFAF)
ROAD No. ROAD SECTIONS Before After Before Execution After Execution of Execution of Execution of of Works Works Works Works
Kaolack – Ndoffane 43 43 113 504 542.20 124 937 900,00
RN4 Kavil – Keur Madiabel 25 25 113 504 542.20 124 937 900,00
Kaolack – Passy 18 18 113 504 542.20 124 937 900,00
RN6 Bogo – Diaoubé 30 30 133 227 955.00 167 929 365,00
Oussouye – Mlomp - Elinkine and 27.23 27.23
Mlomp –Djoramaït 171 576 833.50 178 958 047,90
Total 143.23 143.23 645 318 415.10 721 701 112.90
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