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Project Completion Report
PCR: SRI 31056
Southern Provincial Roads Improvement Project (Loan 1567-SRI[SF]) in Sri Lanka
September 2005
CURRENCY EQUIVALENTS
Currency Unit – Sri Lanka rupee/s (SLRe/SLRs)
At Appraisal At Project Completion (1997) (2004) SLRe 1.00 = 0.0179 0.101 $1.00 = 56.00 99.20
ABBREVIATIONS
ADB – Asian Development Bank ADT – average daily traffic BME – benefit monitoring and evaluation EIRR – economic internal rate of return GDP – gross domestic product IRI – international roughness index LCB – local competitive bidding MHAPCLG Ministry of Home Affairs, Provincial Councils and Local Government MLGPC – Ministry of Local Government and Provincial Councils PCC – project coordination committee PCR – project completion review PCU – passenger car unit PIC – project implementation consultant PMG – project management group PPTA – project preparatory technical assistance PRIP – provincial roads improvement project PSB – project supervision board RRP – report and recommendation of the President RSDP – road sector development project SDR – special drawing rights SPC – Southern Provincial Council SPRDA – Southern Province Road Development Authority SPRIP – Southern Provincial Roads Improvement Project TA – technical assistance VOC – vehicle operating cost
NOTES (i) The fiscal year (FY) of the Government ends on 31 December. (ii) In this report, “$” refers to US dollars.
CONTENTS
Page BASIC DATA i MAP v I. PROJECT DESCRIPTION 1 II. EVALUATION OF DESIGN AND IMPLEMENTATION 2 A. Relevance of Design and Formulation 2 B. Project Outputs 2 C. Project Costs 4 D. Disbursements 5 E. Project Schedule 5 F. Implementation Arrrangements 6 G. Conditions and Covenants 6 H. Consultant Recruitment and Procurement 7 I. Performance of Consultants, Contractors, and Suppliers 7 J. Performance of the Borrower and the Executing Agencies 8 K. Performance of the Asian Development Bank 9 III. EVALUATION OF PERFORMANCE 9 A. Relevance 9 B. Efficacy in Achievement of Purpose 9 C. Efficiency in Achievement of Outputs 10 D. Environmental and Social Impact 10 E. Preliminary Assessment of Sustainability 11 IV. OVERALL ASSESSMENT AND RECOMMENDATIONS 12 A. Overall Assessment 12 B. Lessons Learned 12 C. Recommendations 14
APPENDIXES 1. Project Framework 16 2. Subproject Components at Appraisal and Works Actually Executed 18 3. Appraisal and Actual Project Costs and Financing 25 4. SPRDA Organizational Structure 29 5. Chronology of Major Events 30 6. Implementation Work Schedule 36 7. Status of Compliance with Loan Covenants 39 8. Civil Works Contract Details 44 9. Economic Re-evaluation 47 10. Quantitative Assessment of Overall Project Performance 66 11. Project Roads Damaged by the Tsunami 67 12. List of References 71
BASIC DATA
A. Loan Identification
1. Country Sri Lanka 2. Loan Number 1567-SRI 3. Project Title Southern Provincial Roads Improvement Project 4. Borrower Democratic Socialist Republic of Sri Lanka 5. Executing Agency Ministry of Home Affairs, Provincial Councils and Local Government 6. Amount of Loan At Appraisal SDR22,044,000 million ($30,000,000) At Closing $29,438,660 (as of 15 June 2005) 7. PCR Number PCR: SRI 921
B. Loan Data
1. Appraisal – Date Started 9 June 1997 – Date Completed 24 June 1997
2. Loan Negotiations – Date Started 18 September 1997 – Date Completed 19 September 1997
3. Date of Board Approval 30 October 1997
4. Date of Loan Agreement 19 January 1998
5. Date of Loan Effectiveness – In Loan Agreement 19 April 1998 – Actual 30 April 1998 – No. of Extensions 1
6. Closing Date – In Loan Agreement 31 December 2003 – Actual 30 June 2004 – No. of Extensions 1
7. Terms of Loan – Interest Rate 1% – Maturity (No. of Years) 40 – Grace Period 10 (No. of Years)
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8. Disbursements
a. Dates
Initial Disbursement Final Disbursement Time Interval 9 November 1998 3 September 2004 70 months
Effective Date Original Closing Date Time Interval 30 April 1998 30 June 2003 62 months
b. Amount (in $)
Last Net Original Revised Amount Amount Amount Undisbursed Categorya Allocation Allocation Cancelled Available Disbursedb Balance 01 19,040,300.00 22,892,597.00 22,892,597.00 20,816,140.00 2,076,457.00 02 720,000.00 721,161.00 721,161.00 706,853.00 14,308.00 03 60,000.00 54,349.00 54,349.00 81,850.00 (27,501.00) 04 449,100.00 437,327.00 437,327.00 418,069.00 19,258.00 05 4,250,100.00 4,148,800.00 4,148,800.00 4,201,824.00 (53,024.00) 06 910,500.00 925,545.00 925,545.00 836,227.00 89,318.00 07 4,570,000.00 258,880.00 258,880.00 258,880.00 Total 30,000,000.00 29,438,659.00 29,438,659.00 27,060,963.00 2,377,696.00 a 01 : Civil Works,,02: Equipment, 03: Training, 04: Project Management, 05: Consulting Services, 06: Service Charge, 07: Unallocated. b Disbursement amounting to $1.89 million is anticipated.
9. Local Costs (Financed) Appraisal Actual
- Amount ($ million) 15.01 13.65 - Percent of Local Costs 54 82 - Percent of Total Cost 35 30
C. Project Data
1. Project Cost ($ million)
Cost Appraisal Estimate Actual
Foreign Exchange 14.90 15.78 Local Cost 28.00 29.67 Total 42.90 45.45
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2. Financing Plan ($ million)
Appraisal Estimates Actual Foreign Local Total Foreign Local Total Cost Exchange Currency Exchange Currency Implementation Costs Borrower-Financed 12.90 12.90 16.02 16.02 ADB-Financed 14.90 15.10 30.00 15.78 13.65 29.43 Total 14.90 28.00 42.90 15.78 29.67 45.45 ADB = Asian Development Bank.
3. Cost Breakdown by Project Component ($ million)
Component Appraisal Estimates Actual Foreign Local Taxes/ Foreign Local Exchange Currency Duties Total Exchange Currency Total Road Rehabilitation Component 8.61 14.94 5.48 29.03 10.75 26.84 37.59 SPRDA Capacity-Building Component 0.81 0.08 0.28 1.17 1.04 0.50 1.54 Consulting Services Component 2.34 1.91 0.53 4.78 3.02 1.63 4.65 Incremental Administration Costs - 0.45 - 0.45 0.12 0.70 0.82 Total base date cost 11.75 17.38 6.29 35.42 14.93 29.67 44.60
Contingencies 2.17 3.21 1.16 6.54 - - - Physical Contingency 1.18 1.74 0.63 3.55 - - - Price Contingency (on base cost + Physical Contingency) 0.99 - - 0.99 - - - Average - 1.47 0.53 2.00 - - - Service Charges 0.91 0.91 0.85 - 0.85 Total Project Cost Estimates 14.83 20.59 7.45 42.87 15.78 29.67 45.45 SPRDA = Southern Provincial Road Development Authority.
4. Project Schedule
Item Appraisal Estimate Actual Road Rehabilitation Component Commencement Date October 1998 October 1998 Completion Date June 2003 June 2004
SPRDA Capacity Building Component Commencement Date April 1998 October 1998 Completion Date June 2003 February 2004
SPRDA = Southern Provincial Road Development Authority.
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5. Project Performance Report Ratings
Ratings Implementation Period Development Implementation Objectives Progress From 30 April 1998 to 31 December 1998 S S From 01 January 1999 to 31 December 1999 S S From 01 January 2000 to 31 December 2000 S S From 01 January 2001 to 31 December 2001 S S From 01 January 2002 to 31 December 2002 S S From 01 January 2003 to 31 December 2003 S S From 01 January 2004 to 30 June 2004 S S S = satisfactory.
D. Data on Asian Development Bank Missions
No. of No. of Specialization Name of Mission Date Persons Person-Days of Membersa Reconnaissance 20–31 Jan 1997 2 12 a. d Fact-finding 01–12 Apr 1997 3 12 a, d, i Appraisal 09–21 Jun 1997 3 13 a, d, c, f, g, Review 12–30 March 1998 1 19 a Review 20 Sep–6 Oct 1998 1 16 a Inception 10–17 Mar 1999 3 7 a, i, j Review 8–18 Nov 1999 2 11 a, a/i Midterm Review 4–19 May 2000 2 16 a, i Special Loan Administration 2–13 July 2001 2 12 j, k Loan Review 22–30 April 2002 1 9 l Review 21–29 July 2003 3 9 h, m, n, Project Completion Reviewb 13–25 June 2005 2 13 m, o a a -engineer, c -counsel, d -economist, f -control officer, g -programs officer, h –project analyst, i – environment specialist, j -assistant project analyst, k –transport specialist, l –transport economist, m – project specialist, n –portfolio management specialist, o –consultant. b The project completion report was prepared by K M Tilakaratne, Programs/Implementation Officer
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I. PROJECT DESCRIPTION
1. The main objectives of the Southern Provincial Roads Improvement Project (SPRIP) in Sri Lanka were (i) to rehabilitate about 550 km out of the 1,800 km of secondary roads that make up the provincial network; (ii) to improve the capacity of the implementing agency to manage the network efficiently and effectively; and (iii) to develop the institutional, financial, and private sector contracting resources needed for sustainable road maintenance. The Southern Provincial Road Development Authority (SPRDA) was the project Implementing Agency.
2. During the 1994 Country Program Mission, the Government of Sri Lanka requested the Asian Development Bank (ADB) to provide a technical assistance (TA) to prepare a project to improve secondary roads in the Southern Province of the country. An ADB mission visited Sri Lanka in February 1995 and reached an understanding with the Government on the scope of the TA for a feasibility study of the project.
3. After a preparatory TA in 1996 and 1997, under which economic and technical viability were confirmed, the Project was approved and a loan granted on 30 October 1997. The loan took effect on 30 April 1998. The project implementation consultant (PIC) began working on 1 October 1998. All major civil works were completed by January 2004. The loan was closed on 30 June 2004, 74 months after its effective date.
4. The Project had three components: (i) civil works for road and bridge rehabilitation, (ii) SPRDA institutional development, and (iii) consulting services for project implementation. At appraisal, the road and bridge rehabilitation works were intended to be carried out in four phases, improving 93 roads under 25 contracts. The SPRDA capacity-building component consisted of the upgrading of SPRDA offices, an institutional development program (IDP), and the provision of equipment.
5. The PIC proposed additional works in August 2000 and enumerated the expected benefits.1 The proposed financial source was unallocated ADB project funds of more than $7.3 million arising from the recent devaluation of the Sri Lankan rupee. Besides enlarging road and bridge works, the proposed additional works also encompassed two other items: (i) the application of a second coat of bituminous spray and chip seal to further protect all project roads; and (ii) the construction of a new headquarters building and a new workshop for SPRDA. ADB approved the additional works on 8 January 2001. The additional contract packages were introduced under a new phase (phase 5) of the project program.
6. At completion, the total length of roadway improved was 611 km, spread over 105 roads, increasing by 11% over the appraisal estimate the total length of road improved under the Project. The average rate of completion of new road, during the loan period was 8.3 km a month. Contract completions and the time trend in road length rehabilitated are shown in the first exhibit in Appendix 6. Nine bridges were replaced or upgraded, compared with eight bridges identified under the TA. Thirty-six contracts were awarded, through local competitive bidding. Details of the additional work done in phase 5 of the Project, and the concomitant transfer of roads between contract packages, are shown in the second exhibit in Appendix 2.
1 ADB. 2000. Report and Recommendation of the President to the Board of Directors on a Proposed Loan to the Democratic Socialist Republic of Sri Lanka for the Southern Provincial Roads Improvement Project. Manila (Loan No. 1567 SRI[SF]). Proposal for additional increase in scope of the works. 2
7. At appraisal, the estimated cost of the Project was $42.90 million equivalent. The financial assistance from ADB was to amount to $30 million equivalent (SDR22.034 million), comprising the entire foreign exchange cost of $14.90 million, plus part of the local currency cost ($15.10 million equivalent). The remaining $12.90 million equivalent in local currency cost was to be financed by the Government. The actual project cost was $45.45 million equivalent, comprising $29.43 million equivalent in foreign exchange and local currency costs financed by ADB, and $16.02 million equivalent in local currency cost financed by the Government. The proportion of ADB financing thus decreased from 70% at appraisal to 65% at completion.
II. EVALUATION OF DESIGN AND IMPLEMENTATION
A. Relevance of Design and Formulation
8. The original project concept of ADB in 1995 was to preserve a secondary road network that serves important social and economic needs and yet may carry low traffic volumes. These are C and D roads. The Project was the first major initiative by any donor to address comprehensively the problems of the secondary road network in Sri Lanka, which gives poor people in rural areas access to services, markets, and employment opportunities. The Project, which was designed to be easily replicated, was viewed as a demonstration model for the improvement of provincial roads in other provinces. It also drew the interest of agencies that might later be involved in similar development initiatives elsewhere.
9. The Project was consistent with ADB’s operational strategy for the subsector in Sri Lanka and underlined ADB’s support for the development goals of the Government. The Poverty Reduction Partnership Agreement of 2002 between the Government and ADB gives high priority to broad-based rural development. To achieve this goal, rural accessibility and competitive efficiency must improve and road transport costs must be reduced. Reduction in road transport costs essentially focuses policy dialogue on the need (i) to rehabilitate roads and to maintain them effectively, (ii) to develop local private sector contracting and make it a competitive industry, and (iii) to develop institutional capacity for sustainable management and maintenance of the road network. The Project was designed to meet these needs.
10. The project design, of necessity, covered new ground but was, and still is, consistent with the strategic objectives for the subsector. As more than 100 roads, each one only 5 km or 6 km long on average, had to be improved, synchronizing small works contracts, with their attendant logistical demands, was more challenging than usual. The success of project design depended even more on sound selection and prioritization of candidate roads beforehand. The output of the preparatory TA for the Project was considered to be a satisfactory basis for the project design.
B. Project Outputs
11. A primary goal of the Project, declared at appraisal, was to contribute to continued economic growth in the Southern Province by lowering total transport costs. The Project achieved this goal. The net present value of road and bridge rehabilitation carried out by the Project between 1999 and 2004 is estimated at SLRe930 million ($90 million to $95 million) over the next 25 years. Better roads in the Project area now support more frequent and reliable bus services, on which 80% of the population relies. In roadside interviews by the PCR mission, users invariably looked forward to paying much lower fares on buses than on the three-wheeled vehicles they had to take, for lack of choice.
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12. At appraisal, 550 km of road sections were identified for improvement. Under its road rehabilitation component, the Project brought 611 km of class C and D roadway to a maintainable standard, mostly following existing road centerlines and within existing rights-of- way. These works mostly involved (i) rehabilitation of side and cross drainage or installation of new drainage where there was none; (ii) correction of surface irregularities and cross-fall, and widening and strengthening of carriageway where necessary and possible; and (iii) surface dressing. Damaged and dilapidated bridges were replaced with new concrete bridges; unsatisfactory small-span structures, with new multi-cell culverts. Taken together, all these improvement works fully satisfied what had been envisaged at appraisal, and more. The original scope at appraisal in 1997 envisaged the improvement of 92 roads at an expected cost of $53,000 per kilometer. By Project completion in 2004, 105 roads had been rehabilitated at a unit cost of $62,000 per kilometer.
13. Sustainability was a key issue at appraisal. The Government, the Executing Agency, and the project Implementation Agency gave the assurance that the Project would create an operational formula for calculating budget allocations for road maintenance in future years and that this formula would be used in preparing the FY2000 budget. This assurance was fulfilled, and the formula is now being used as a reference tool. Thus far, however, because of the Government’s cash-flow problem, annual budget releases to SPRDA have not been enough to meet the maintenance expenditure calculated with the formula.2
14. As laid out at appraisal, sustainability was rooted in the institutional commitment of the Government and the capacity of the responsible agency to oversee the provincial roads. Under its SPRDA capacity-building component, the Project improved road maintenance capability in the Southern Province. The main outputs of this component were as follows:
(i) SPRDA reorganization, based on the analysis of institutional capacity during the project preparatory TA and a comprehensive program for capacity improvement developed in consultation with SPRDA and the Southern Provincial Council (SPC). A planning, programming, and budgeting division was created, and the overall management structure was streamlined. New job descriptions conforming to the revised structure were prepared for SPRDA staff.
(ii) An intensive management and technical training program, based on a survey of staff skills and needs. Managerial and technical staff of SPRDA, the Implementing Agency, and the Executing Agency were trained overseas. SPRDA staff at all levels underwent technical and administrative training in-houseand on the Project, besides taking specialist courses at appropriate organizations.
(iii) Improved management policies and procedures, detailed in manuals prepared for SPRDA. These included procedures for calculating road maintenance budget allocations based on annual inspections of road conditions, and for preparing annual works programs based on funding allocations. Procedures for awarding maintenance contracts to private sector firms were developed and implemented. This activity proceeded in parallel with a reduction in the SPRDA labor force.
2 The Government has given an assurance that it will fully meet the requirements of the road maintenance budget from 2006 onward. The expected introduction of the National Road Fund under the ADB-funded Road Sector Development Project deal with this problem. Thus, the maintenance expenditure formula from the Project should be affirmed as an effective management tool for SRPDA.
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(iv) Renovation or extension of SPRDA district and divisional offices, mainly involving building and external works. Emergency bridging equipment, road maintenance plant, vehicles, mechanical tools, and equipment, as well as minor items for officer training use, were purchased under the Project. Difficulties were experienced in completing the additional building components introduced in phase 5, specifically in the construction of a new head-office building for SPRDA. The facility was 50% complete at loan closure.3
15. The SPRDA organization chart Is in Appendix 4. Progress in the improvement of management effectiveness and resource development in SPRDA was clearly presented in the PIC’s quarterly project review reports.
16. At appraisal, the Project was also intended to build up private sector contracting capacity to compete for and execute road-works cost-effectively. As a result of their participation in the Project, 13 contracting firms were either introduced for the first time to new design and construction technology or gained more experience in its use. The Project also gave the firms a better understanding of executing work on contract. Some firms later qualified to bid for projects that were bigger than any others they had previously been invited to compete for.
C. Project Costs
17. Appraised and actual project costs are summarized in Table 1, together with an outline of the financing plan. The project cost components are detailed in Appendix 3. In brief, the expenditure on civil works was by far the largest component, at 83% of total project cost, as against a projected 68% at appraisal. By completion, the SPRDA capacity-building component had cost 3.4% of the total, compared with 2.7% at appraisal. Consultancy services used up 10.2% of the financial resources of the Project, nearly 1 percentage point below the 11.1% expected at appraisal. A devaluation of the Sri Lanka rupee versus the dollar midway through the Project, combined with the addition of works in phase 5, were the two major factors that led to an increase in project costs. The civil works component increased in value by 29% because of the additional and modified packages introduced in phase 5.
Table 1: Appraised and Actual Project Expenditures ($ million) Cost Estimates at Appraisal Actual Expenditures on Completion Source Foreign Local Total % Foreign Local Total % Exchange Currency Exchange Currency
ADB 14.9 15.1 30.0 70 15.9 13.7 29.4 65 Government 00.0 12.9 12.9 30 00.0 16.0 16.0 35
Total 14.9 28.0 42.9 100 15.9 29.7 45.4 100 ADB: Asian Development Bank Sources: Report Recommendation of the President, Southern Province Road Development Authority, Loan Finance Information System
18. Actual local expenditure increased by $1.7 million to $29.7 million equivalent from the appraisal amount of $28.0 million. Overall, the actual costs of the Project exceeded the appraisal amount by $2.6 million equivalent, a margin of 6%.
3 Since 30 June 2004, building work has continued on force account. The head-office facility is now 90% complete.
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D. Disbursements
19. After approving its loan of $30 million equivalent on 30 October 1997, ADB made its first disbursement on 9 November 1998. The annual pattern of disbursements thereafter is shown in Table 2. Disbursements intensified in 2001/2002, following the devaluation of the Sri Lanka rupee and approval of additional works under phase 5. The steady build-up of disbursements during the 3 years from 1998 to 2000 was a natural reflection of the phased design of the Project, as many small works contracts were implemented across a dispersed project area. Under the Loan Agreement, the closing date for withdrawals from the loan account was 31 December 2003. However, the loan closing date was extended by 6 months to 30 June 2004. An imprest account for $1.5 million was established at the Central Bank of Sri Lanka to ensure the timely release of loan funds. The Project account is still active.
Table 2: Disbursement Pattern, 1998–2004 ($ million)
Year Projected at Appraisal Actual on Completion
1998 5.045 1.038 1999 4.963 3.098 2000 6.617 6.171 2001 6.294 4.908 2002 4.549 7.995 2003 2.531 2.919 2004 0.932 Total 30.00 27.061 Source: Loan Financial Information System.
E. Project Schedule
20. Appendix 5 gives a chronology of the major events during the Project’s implementation. The Project was to have been implemented over 4 years (1998–2002). However, because of delays in recruiting the project management consultants, implementation started only in October 1998, 5.5 months after the intended date. All civil works contracts were awarded by May 2002, and all building works contracts by October 2002. Catastrophic flooding in May 2003 delayed the completion of some contracts. All infrastructure components were completed by January 2004, except for the SPRDA head-office building in phase 5. Appendix 6 presents the actual implementation schedule compared with the schedule planned at project inception.4 Overall, the contract packages in the five phases of the Project were completed behind (inception) schedule. In 1999 and 2000, the start of individual packages generally fell farther behind schedule as the months progressed. By 2002, however, as the first contracts moved toward completion, the rate of output of rehabilitated road length increased dramatically, to more than 40 km a month. The pace slackened in 2003. The first diagram in Appendix 6 shows the time pattern of output.
4 ADB. 1997. Report and Recommendation of the President to the Board of Directors on a Proposed Loan, October. Manila gave details of the four phases of the Project, including the expected duration of each constituent package, but the sequencing of the phases was not specified. At the start of the Project, with the PIC in place, SPRDA set up the sequence shown in Appendix 6 for phases 1 to 4. The timing of phase 5 was fixed as soon as approval was given to proceed with the additional items.
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21. Specifically, the Project was executed over a continuous period of 74 months subsequent to the Loan becoming effective, some 12 months (19 per cent) in excess of the Project elapsed time expected at Appraisal. Reasons were mainly two-fold; (i) delay in some elements of Project execution and (ii) expansion of the work done. Sources of delays can be categorized in three parts: (i) delay in the appointment of the PIA (see Chapter H); (ii) delays in procurement, because of an initial lack of experience in the Province of projects of this size; new procurement procedures had to be put in place to deal with new circumstances and it is to the credit of SPRDA and the Provincial Council that appropriate steps were taken; and (iii) delays due to inexperience of contractors and the extensive amount of formal and informal training that needed to be carried out by the Consultant (see Chapter I). The outstanding reason, however, for the final extended duration of the Project was because there was significant depreciation of the SLR against the US dollar during the execution period. This permitted the incorporation of an additional Phase 5 to the Project. Phase 5 included further road contracts and a second coat sealing of most of the rehabilitated roads. As a result, more road and bridge works were completed than originally proposed - and to a higher standard than was originally proposed - as a consequence of SPRDA's motivation and action to obtain the maximum benefit possible from Loan funds.
F. Implementation Arrangements
22. The Executing Agency for the Project was the Ministry of Local Government and Provincial Councils (MLGPC), which became the Ministry of Home Affairs, Provincial Councils and Local Government (MHAPCLG) after reorganization. The institutional changes made during the reorganization did not affect the physical implementation of the Project. A project coordination committee (PCC) under the MLGPC Secretary was established. The project Implementing Agency was SPRDA, and the provincial Implementing Agency was the Southern Provincial Council. A project supervision board (PSB) was created under the chief secretary of the Southern Province.
G. Conditions and Covenants
23. The Government and the Executing Agency generally complied with the standard loan covenants. An exception was the late compliance of SPRDA with the requirement to reduce the number of its daily-paid laborers for force-account works from 870 to about 55 by 31 December 2001. SPRDA achieved this target on 30 April 2003. A covenant to allocate formula-based road maintenance budgets to SPRDA between 1998 and 2007, for both periodic and routine work, remains active. Because of the Government’s cash-flow problems in recent years, there have been shortfalls in the budget for the maintenance of SPRDA’s network as a whole (project roads take up one third of network road length). However, the Government has pledged to provide enough funds from 2006 onward. The expected introduction of the National Road Fund under the ADB-financed Road Sector Development Project (RSDP) should help ease the problem or even solve it. The overall level, allocation and procedures relating to the Fund are not as yet finalized. It is not possible, therefore, to assess at the present time whether the Road Fund will provide sufficient funds to maintain adequately the Project’s roads. Table 3 shows the budget shortfalls in recent years.
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Table 3: SPRDA Road Maintenance Budget Shortfalls, 2000–2004 (SLRe million)
Year Routine Maintenance Periodic Maintenance Budget Amount Budget Amount Release Requested Release Requested 2000 44.0 80.0 214.9 360.0 2001 38.2 80.0 156.5 420.0 2002 27.4 70.0 74.9 400.0 2003 43.2 70.0 123.0 350.0 2004 41.4 70.0 127.0 345.0 2005 75.0 400.0 Note: Budget releases in each year were fully expended Source: Southern Province Road Development Authority
24. No environmental impact assessment was needed because no new roads were built. The Project was predicated on asset preservation and designed to rehabilitate an existing road network within existing rights-of-way. No land was acquired and no persons were displaced.
H. Consultant Recruitment and Procurement
25. The PPTA consultant was selected as PIC in December 1997. A letter of invitation was issued in March 1998 and negotiations for the direct appointment of the PPTA consultant as management consultant for the Project followed. The consultant submitted full technical and financial proposals in June 1998, and the contract for PIC services was signed on 1 October 1998. Thus, some 2 years passed between the time the roads to be included in the Project were identified and the time when work on these roads began. The main source of delay was the contract evaluation and signing by MLGPC and SPRDA. The decision to appoint the PIC directly raised issues of probity at the national and provincial levels. Eventually, a positive decision was reached, but with the provision that the selection should go through the normal process of proposal submission and assessment.
26. Broadly speaking, major infrastructure contracts were awarded in five phases: phase 1 in the fourth quarter of 1998, phase 2 in the second quarter of 1999, phase 3 in the third quarter of 1999, phase 4 in the second quarter of 2000, and phase 5 between third quarter of 2001 and the fourth quarter of 2002. There was no international competitive bidding, since a major goal of the Project was the development of domestic road construction capacity in the private sector. All infrastructure contracts were awarded through local competitive bidding (LCB). Some supply contracts for the SPRDA capacity-building component were awarded through international shopping.
I. Performance of Consultants, Contractors, and Suppliers
27. The performance of the consultants was of high quality and commendable. They had a smooth and cordial working relationship, first established during the PPTA, with the staff of the PCC, the PSB, the Executing Agency, and the provincial Implementing Agency. Although there were difficulties in the physical construction of certain subprojects, the consultants contributed to the successful implementation of a project that was both challenging (in logistical planning and resources) and demanding (in the management of contractors who had limited experience in this type of project to begin with).
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28. Infrastructure works were grouped according to size to encourage maximum participation by the contracting industry. Thirteen contractors participated in the infrastructure component. Most of them performed satisfactorily; those who did not do so well were generally impeded by a shortage of resources, both managerial and financial. In general, the substandard performance was evident in the building and bridge works (as distinct from road-works), which called for more complex planning and construction.
29. One of the objectives of the Project was to improve the capacity of private sector contractors. To achieve this goal, the private contractors not only had to manage their labor, plant, and financial resources better but also learn new design and construction technology and understand better what work on contract requires. Project contractors generally availed themselves of the opportunity of access to modern plant and equipment with which some of them had limited prior experience. Project contractors who were less well established have also made some headway in bidding for larger contracts than before. The experience gained by all involved in the Project will be of major benefit in future infrastructure work. Maintenance contracts were awarded to contractors operating on a smaller scale than those undertaking the infrastructure components; the performance of these contractors was satisfactory.
30. The Consultant played an exemplary role in assisting contractors. The private sector contracting industry in Sri Lanka is evolving after a history of public sector day-labor infrastructure construction. At the present time, civil contracting companies are often minor arms of entrepreneurial companies engaged in plantation, tourist and building activities, with a single owner or at least a limited management structure, and limited specialized experience in managing and planning road and bridge construction. Plant resources are often limited, as is necessary expertise and dedicated financial resources. As a result, in addition to the FIDIC role of Engineer, the Consultant also took a pro-active approach to contract execution, whenever possible.
31. Two experienced Works Supervisors were specifically assigned to provide advice and assistance to contractors on carrying out their work, from planning and programming to actual in-field execution of tasks. On occasion, advice was not heeded initially by contractors, but as time went by many contractors began to listen and adopt methods and techniques that are in use world-wide and proven to achieve the desired end-result of quality and efficiency. Consultant senior staff also provided constructive criticism of programs and method statements, and in some cases even convinced contractors to establish project-specific financial arrangements to ensure the cash-flow generated on a contract was not siphoned-off to the contractor's general revenue from where it might be diverted to another enterprise unrelated to the contract.
32. Maintenance contracts were awarded to smaller contractors.. These contractors performed satisfactorily.
J. Performance of the Borrower and the Executing Agency
33. A specific issue that threatened to compromise the project schedule was delay in the payment to contractors of the counterpart portion of amounts certified by the engineer. As a result, the contractors faced cash-flow difficulties, which made them unable to provide the resources needed to complete on time the work they had been contracted to do.5
5 Also, the PIC still has to be paid fees for services rendered in January and February 2004, when the consultant assisted the client in evaluating claims made.
9
34. Nevertheless, the Borrower and the EA in general performed satisfactorily throughout project implementation, especially when it is considered that the Project was the first of its kind in Sri Lanka. Problems with procurement procedures were experienced at first, but necessary action was taken to improve government processes so as to maintain proper financial security without impeding implementation. The 6-month extension was confidently granted to the Project to accommodate extra output, and the project management achieved this effectively and efficiently. The Project benefited from prompt action by the EA, strong support from the SPC, and positive leadership by the project director. SPRDA produced an excellent completion report. The present report, particularly the appendixes, used verified and updated material from the SPRDA report.
K. Performance of the Asian Development Bank
35. The Project also benefited from strong support from ADB. Frequent review missions from ADB headquarters and, from 2003, quarterly reviews and missions from the Sri Lanka Resident Mission helped maintain project momentum. The formulation of the additional contract packages, following on the request made by the PIC in August 2000, was aided by positive and timely approval by ADB. ADB assisted in discussions with Treasury and other authorities whenever needed to support the Project. The performance of ADB was satisfactory.
III. EVALUATION OF PERFORMANCE
A. Relevance
36. The Project improved 611 km of roads (about 550 km as originally conceived) in areas with poor road conditions. The improvements reduced transport costs and thus facilitated the movement of goods and passengers, giving the rural poor better access to services, markets, and employment opportunities. The Project helped develop private sector road contracting, but this industry could be improved further. The Project’s objectives directly conform to the development strategies of ADB and the Government and particularly their Poverty Reduction Partnership Agreement of 2002. The rationale for the Project, at appraisal and at completion, is highly relevant.
B. Efficacy in Achievement of Purpose
37. The Project included components designed to
(i) encourage private sector contractors to compete and participate in road construction and maintenance, (ii) improve construction supervision and quality assurance, (iii) provide technical assistance and training for domestic contractors, and (iv) build up the capacity of SPRDA to maintain the road network.
38. The Project made substantial achievements in all of these areas. Available project funds were put to maximum use, and all expenditure was properly accounted for.
39. Moving away from long-established day-labor practices, the Project carried out contract works in a competitive environment and according to quality standards. However, private sector contractor resources still need improvement, particularly in management and expertise. For this, more time and resources than were available during the Project will be required.
10
40. SPRDA capacity building was implemented as intended. The effectiveness of this project component must now be demonstrated as the focus shifts from rehabilitation to effective maintenance of infrastructure after the Project. This presupposes that enough budgetary resources are provided on time.
C. Efficacy in Achievement of Output
41. The PCR mission undertook an economic re-evaluation of project roads. To allow comparison, this analysis replicated as far as possible the techniques used in the project feasibility investigation carried out under the PPTA6 in 1996/97. The results at appraisal, package by package, and those obtained by the PCR mission cannot be compared exactly, however, because of the changes made in the content of various contract packages during project execution. (These are summarized in the diagram in Appendix 2). Some packages, as drawn up at Appraisal, had constituent roads removed or transferred to other packages or consolidated into new packages. Consequently in these cases, road length, condition, traffic flows and costs within-package were changed during Project execution and no valid comparison can be directly made on the forecast flows of annual benefits and costs.
42. The EIRR calculated at appraisal for each of the 20 contract packages, except one, ranged between 12.1% and 28.3%. The overall project EIRR at appraisal was estimated at 18.2%. The PCR mission estimated EIRR of 14.6% to 31.4% for the 27 contract packages completed. The overall project EIRR at completion was about 18.6%. The EIRRs for the Project as a whole at appraisal and at completion are therefore not significantly different. During Project execution, repackaging affected 61 km of road, and decisions were made to add 103.7 km of length and to remove 19.4 km. Detailed comparisons within the Project, package by package, are therefore difficult to make. Comparable packages show EIRRs to be generally greater at re- evaluation. The differences come primarily from (i) revisions in the economic costs of improvement derived from actual historical costs, and (ii) differences in traffic assessment at appraisal and at reevaluation. The EIRR for the Project has no accompanying gain as a whole because of the longer than expected time taken to complete all the packages. Appendix 9 shows the recalculated EIRRs and their supporting assumptions. The Project is rated efficient in the achievement of economic outputs and purpose.
43. Since the Project by itself did not generate revenues, there was no financial performance to evaluate.
D. Environmental and Social Impact
44. Improving the Project’s roads produced no major long-term adverse impacts from noise, vehicular and pedestrian congestion, or air pollution. Construction impacts that related to contamination from fuel, bitumen, cement, and other spillage were controlled and mitigated as far as possible. Damage to drainage paths and stream/riverbed areas was minimized and reinstatement measures were undertaken. Areas quarried for materials were generally existing sources of supply, which continue to operate after the Project. Spoil areas were drained and shaped to minimize intrusion and impact. Asset preservation, on which the Project was predicated, seldom has deleterious effects either on local populations or on their environment.
45. Road improvements have led to more frequent and more reliable bus services. Passengers from all walks of life benefit from reduced travel time. Faster travel, at lower cost,
6 ADB. 1996. Technical Assistance to Sri Lanka for Southern Provincial Roads Improvement Project. Colombo.
11 allows workers to find better work opportunities and to earn more through overtime work. Both producers and consumers of agricultural produce also benefit from improved freight services.
46. Catastrophic floods hit southern Sri Lanka in May 2003, causing major damage and hardship. Although the damage to part of the road network delayed the completion of the Project, improved access along available project roads greatly assisted humanitarian relief efforts.
47. The Project was unusually beneficial after the tsunami of 26 December 2004, when major connections were disrupted. The main A2 artery south from Colombo in particular was obstructed and bridges were washed out. Essential emergency and relief traffic was diverted to project roads on alternative routes to the worst-hit areas, bringing incalculable benefits to the affected people.7
48. The poverty impact ratio for the Project is 0.2. This implies that some 20% of net benefits from the Project are likely to be obtained by poor persons living in the areas affected by the roads (Appendix 9).
49. The Project is rated efficient in achieving its social outputs and purpose.
E. Preliminary Assessment of Sustainability
50. Project roads are still generally in good condition as would be expected after an effective rehabilitation project. However, over coming years, the sustainability of Project roads could be vulnerable to lack of funds for their maintenance. The main cause of insufficient resources being applied to road maintenance relates to constraints placed on budget allocations provided by the Government to SPRDA. In recent years the amount, location and timing of the maintenance work actually achieved too seldom reflect the outcome of sound forward planning; they are more a direct result of shortfall in the budget released by Government. There are already signs of cracks, potholing, edge and other defects along some Project roads, particularly on sections that carried heavy vehicle traffic in the immediate aftermath of the Tsunami. Some Project roads continue to attract traffic away from more major Class-B roads and consequently suffer damage due to axle loadings beyond their design limits. If pavement does not receive appropriate maintenance attention in the short/ medium term future, efforts will again be needed to overcome more major damage caused by neglect. It should be emphasized, though, that this is not an issue specific to SPRDA; lack of maintenance funds is a longstanding generic problem and indeed sustainability across the subsector as a whole up to national level eventually might well be in put in question should the trend persist. However, Government has assured that it will meet the costs of road maintenance from 2006 onward. It is expected that the prospective introduction of a Road Fund under ADB’s RSDP will improve the situation in the near future. The sustainability of project roads could be vulnerable to lack of funds for their maintenance because of budget constraints. The amount, location, and timing of maintenance work in recent years seldom reflect sound planning but are more a direct result of shortfalls in the budget released by the Government. Cracks, potholes, edge defects, and other defects are starting to appear along some project roads. If the pavement does not receive maintenance soon, more serious damage could result from neglect. But the lack of maintenance funds does not affect only SPRDA; it is a long-standing problem that could put in
7 Heavy axle loads damaged some project roads at the start of the emergency. The roads that were affected and now need rehabilitation are listed in Appendix 11. About 250 km on about 80 roads are affected to varying degrees. The total cost of corrective work is estimated at SLRe500 million.
12 question the sustainability of the entire subsector up to the national level. However, the Government has given its assurance that it will meet the costs of road maintenance from 2006 onward. It confidently expects the prospective introduction of the National Road Fund under ADB’s RSDP to improve the situation soon.
51. In 2003 the Government approved the establishment of the road fund, to be financed from fuel price and managed by a Road Fund Board. However, there has been no action on the establishment of the operation and management mechanism of the Fund. Under ADB’s RSDP and the proposed National Highways Sector Project, the Government has agreed to set up a road maintenance trust fund in the Central Bank of Sri Lanka under the current budget administrative arrangement. A Board of Trustees and a technical advisory committee are being established. Starting in 2006, the Government will impose fuel levy SLRs.1.00 per liter petrol and SLRs.0.50 per liter diesel, foe which all receipts will be directly deposited to the trust fund. Additional budgetary allocations for road maintenance currently given to implementing agencies will also be channeled through the trust fund. ADB will review the progress of the trust fund after 3 years from the commencement. The Government has agreed to increase the budget allocation for road maintenance from SLRs.1.9 billion in 2005 to SLRs.5.4 billion in 2006 including the fuel levy. It will meet the costs of road maintenance from 2006 onward.
52. However, if expected increases in road maintenance funding were not to materialize, this would seriously impair not only the sustainability but also the efficiency of the Project. Under the adverse scenario of maintenance budgets remaining at existing levels, it may be expected that lack of routine and periodic maintenance would lead to a sharp reduction in the average life of Project roads. The PCR Mission estimates that if the life of each road were to be reduced from 30 years to 15 years, and taking into account deterioration in road condition over the reduced asset life, the overall EIRR for the Project would fall below the threshold level of 12%. Due to lack of maintenance the Project investment would no longer be economically viable. Given this implication, the need for increasing maintenance financing to levels sufficient to cover routine and periodic maintenance cannot be overemphasized.
IV. OVERALL ASSESSMENT AND RECOMMENDATIONS
A. Overall Assessment
53. The Project achieved its intended targets, in terms of kilometers of road rehabilitated, institutional strengthening of SPRDA, and economic performance. This achievement was made possible by the positive contributions of the major stakeholders to the Project, maximizing the benefits to the Southern Province. The Project is considered successful on the basis of a review of its relevance, efficacy, efficiency, sustainability, and impact on institutional development. Appendix 11 gives a quantitative assessment of project performance using ADB’s criteria for determining project rating.8
B. Lessons Learned
54. In the 2 years between project preparation in mid-1996 and the start of implementation in late-1998, road conditions in the Province continued to deteriorate. This situation was worsened by a widespread increase in traffic on the network. There are assured benefits to be
8 This PCR is part of a sample of PCRs independently reviewed by the Operations Evaluation Department. The review has validated the methodology used and the rating given.
13 gained by shortening as much as possible the response time between project preparation and implementation. Additional design and maintenance costs could have been avoided, and economic performance and efficiency would thus have improved. Borrowers and ADB together must ensure that the overall process is speeded up to the fullest extent possible.
55. It was realized during appraisal that one of the risks for the Project was connected with the possible failure of the Government to fully implement its plans to develop and maintain the primary road network serving the Southern Province. Even now, after the Project, some project roads are functionally connected to major class-B roads that are still in an indifferent state of repair. Where evident, this situation has tended to blunt the efficacy of the Project. Similar projects in the future might more usefully be designed around local network effects than road classification. Existing and potential public transport routes, irrespective of the class of road used, might be a more appropriate starting point for design rather than a collection of dispersed short road segments, selected only because they fall within the purview of a single government authority.9
56. Sustainable road maintenance in Southern Province, and indeed all other provinces, requires a continuing focus on the potential benefits available from effective and consistent budget allocation and expenditure. Funds must be allocated by Government to maintain infrastructure properly, and maintenance must be efficiently executed to obtain maximum benefit. Both of these requirements must be met as either one without the other will result in a deterioration of services. The Project has contributed effectively towards ensuring that the latter requirement is met to the fullest extent, but the imbalance so far evidenced in the accomplishment of these two requirements, and the deleterious effects of this imbalance, should continue to be of major concern as a potential risk when preparing future similar projects.
57. Despite proper and timely action by SPRDA, relocation of utility services along roadways proved to be a problem. Some project roads had to be built without the obstructing poles and wires being relocated, thus creating safety hazards and additional maintenance work. Conversely, there are a number of examples of recently rehabilitated roads being damaged by new water supply lines. Better consultation, coordination, and cooperation between public authorities would help reduce the incidence of these problems.
58. The public service authorities were generally too slow to act on requests to relocate infrastructure that obstructed the Project’s road rehabilitation work although funds for such relocation were available through the Project. When preparing projects in the future, other arrangements should be earnestly sought to ensure the timely relocation of such service infrastructure.
59. The benefit monitoring and evaluation report on the Project pointed out that any reassessment is problematic where only limited field investigation has been carried out. A BME database management system must be set up for each project, right at the start of implementation. Using well-established scientific principles and techniques of experimental design would put BME for provincial roads on a more solid footing. The PCR mission agrees. Areas for improvement in future similar projects were identified. Specifically, it was noted in the BME Report that:
9 The ongoing ADB-funded RSDP, which covers provincial roads in four other provinces in Sri Lanka, replicates the Project’s design and thus appears to be exposed to the same risks.
14
(i) the SPRIP BME work was hindered by patchiness in both data collection and information safekeeping for BME at the time of Appraisal in 1997, and since;
(ii) BME has, of necessity in projects of this type, often to be restrained and based upon a relatively small sample of road sections. The sample taken needs to strike a balance between social and other demographic features, between locations and topography, between existing road uses, the potential for route diversion and road condition;
(iii) BME requires statistical coherence in the material collected and consolidated during the course of the project and in the years beyond. A steady provision of traffic information is a primary requirement;
(iv) road condition surveys should be geared towards the provision of consistent network- wide estimates of IRI, in particular, on all roads surveyed. All survey teams should make their assessments within the same time frame, based upon a common set of definitive surveyor instructions and guidance;
(v) as knowledge of the true costs of individual road improvements emerge during the execution of a project, this information should be included as a valuable component in the project’s dedicated BME database;
(vi) input controls used for the analysis of economic viability (e.g. for application in HDM) should be carefully retained after each round of BME; lack of such information from the time of PPTA and Appraisal represented a major impediment in respect of SPRIP;
(vii) road inventory information at PPTA on lightly loaded provincial roads should be geared to the needs of cost and economic analyses. The physical scope of this type of project requires that road inventory survey has to be based essentially upon rapid visual interpretation in the field. The natural tendency is to collect too much detail beyond what is required for the application of present theory. In current modelling theory, the progression of surface roughness has a particular sensitivity to assumed values for sub- grade CBRs and to the resulting structural numbers. Too much detail in the rating of road condition, based solely upon observation, serve only to add spurious accuracy to the modelling outputs; and
(viii) the field data used for distributional analysis in the SPRIP BME were at best broad approximations. In particular, insufficient knowledge existed on ownership and usage of vehicles. A major effort is needed to mount a coordinated program of fieldwork country- wide in this general area of research in support of future project assessment.
C. Recommendations
60. It is recommended that full cognizance should be taken of Government’s ability to meet the demands of ongoing road maintenance, post-project, and that future project design should be tailored accordingly. The introduction of the new Road Fund under the ADB’s Road Sector Development Project is expected to mitigate the present problem of under-funding of road maintenance but only if the Fund is underpinned by careful implementation and backed up by a resolve to allocate obtained resources to the road subsector in a rational and fair manner, both in total and between and within road classes and location. It is recommended that ADB continue to monitor carefully the Fund’s design within RSDP and ensure that the chosen means of implementation are efficacious.
15
61. The time between road identification and implementation of improvements should be as short as possible. In the Project, too much time went by, for reasons that are unlikely to be repeated.10 More recent trends, however, do not augur well for future projects. In the ongoing work of RSDP on the improvement of provincial roads in four other provinces, the time between identification and implementation was even longer, at nearly 4 years, and project implementation is evidently proceeding on the basis of old, and possibly outdated, road identification and selection criteria. While an assessment of the causes of this excessive delay is beyond the scope of this report, it is recommended that the causes be investigated well before the PCR is prepared.
62. There continues to be a need for capacity building in private sector contracting. The Sri Lankan contracting industry still has a long way to go to catch up with international standards, and more effort is needed to find ways to improve skills and expertise for effective management of the country’s road transport network. The high quality of advice and assistance provided by the Consultant to contractors represent a model for future projects.11 Through SPRIP many contractors were exposed for the first time to new methods of road construction involving flexible pavement overlay and hot bitumen sealing, plus the effective application of FIDIC conditions of contract. Ongoing technical support to contractors is recommended until professional standards and responsibility can be more widely established.
63. This type of project presents a challenge to proper and comprehensive benefit monitoring and evaluation. Projects involving many widely dispersed short sections of road demand substantial resources in support of BME. The limitations on BME in the Project should not be repeated in similar projects in the future. The monitoring work on the Project up to December 2002 identified nine areas that were in need of attention.12 These should be considered when planning comprehensive provincial road network projects in Sri Lanka and it is recommended that BME in future similar projects should be designed and programmed upon this basis from the outset.
64. The Project as a whole presented a valuable example of what can be achieved when stakeholders are committed to project goals. It was a success, yet all would benefit further if they were to heed its lessons and apply them to the preparation of similar projects in the future.
10 Change in ADB policy on direct appointment. 11 Indeed such advice and assistance is being continued under RSDP in which Quality Assurance is currently being introduced. Evidently, this is stretching the competence of local contractors and causing them, sometimes reluctantly, to improve their level of professionalism in order to be competitive. More effort will be needed for some years to come to raise the local construction industry to an internationally competitive level. 12 ADB.2002. Report and Recommendation of the President to the Board of Directors on a Proposed Loan and Technical Assistance Grant to the Democratic Socialist Republic of Sri Lanka for the Southern Provincial Roads Improvement Project. Manila.
PROJECT FRAMEWORK 16 Project Structure and/or Strategy Indicators of Achievement Issues and/or/Comments A
Goals Road transport costs in the Southern 75% of savings in VOC go to private ppendix 1 Economic growth in the Southern Province continue to go down. Monitoring vehicle owners. Unlikely that these will be Province through reduced transport continues in SPRDA through trend analysis of passed on to users of public services. costs, contributing to reduced poverty bus and truck services and ADT on project Project roads are generally only part, in and unemployment roads (see Appendix 9). Modal substitution in some cases a small part, of bus and truck traffic flow is regarded as the key indicator. service routes that usually go over all classes of road. Class B roads, from which The poverty impact ratio for the project is the C and D roads of the Project feed, are estimated to be 0.2. too often in an indifferent condition physically. Also, regulatory structure disallows operators to adjust tariffs/fares to reflect changes in road condition. The primary source of gain to the economy of the province is the replacement of some high-unit-cost three-wheeler operations by new bus and truck services. Immediate Objectives Secondary road network rehabilitated The Project has rehabilitated 33% of the The Project has improved 610 km of Southern Province’s secondary road network. roadway. Project roads remain in good condition overall Efficient and effective management of more than 3 years after completion of the first Institutional capacities and weaknesses of the secondary road network road rehabilitation contract packages. SPRDA were analyzed in depth, and improved management policies and Efficient and effective road construction The rate of completion of improved roadway, procedures were developed and detailed and maintenance resource developed built to a satisfactory standard, was 40 km a in manuals prepared for the authority. month in the peak year of 2002. Only one However, road maintenance funds allotted package, among the 27 packages in the to SPRDA are far from being adequate. Project, had to be reconstituted because of All contractors were introduced to new mediocre contractor performance brought design and construction technology and about by shortage of managerial and financial gained a better understanding of how to resources. execute work on contract.
Project Structure/Strategy Indicators of Achievement Issues and/or Comments Outputs LCB packages by project phase: Unit cost of packages ranged between 74% of total project expenditure was 27 packages completed SLRe3 million and SLRe8 million per km applied to rehabilitation of 610 km of of rehabilitated road. On average, roadway. Assessment of economic packages took 33–50% longer to complete viability at appraisal was reconfirmed at than expected at appraisal. completion. Work on structures (bridges and buildings) accounted for less than 5% of project expenditure. Total cost was SLRe4,029 million.
SPRDA management and operations Reorganization recommended and Relationships among PIC, EA, and PIA , improved implemented by the Project created a new were smooth and cordial throughout,, with planning, programming, and budgeting little impediment at any time during the division within the authority. The Project to the achievement of output. complement of daily-paid laborers was reduced from 870 in 1997 to 55 by April 2003. Renovation or extension of SPRDA district and divisional offices was completed satisfactorily.
More effective local contracting sector 13 contractors participated in the Project, Poorer performance was evident in bridge carrying out works under 36 separate and building works. Contractor contracts. New experience gained was management was often deficient in significant. As a result of exposure to the handling their much more complex procedures and processes of the Project, planning and construction requirements. some contracting firms later qualified to More experience should be gained in bid for larger contracts. future projects.
EA=executive agency; LCB=local competitive bidding; PIA=project implementing agency; PIC=project implementation consultants; Appendix 1 SPRDA=Southern Provincial Road Development Authority; VOC=vehicle operating cost Source: Report and Recommendation of the President
17
18 Appendix 2
SUBPROJECT COMPONENTS AT APPRAISAL AND ACTUAL WORKS EXECUTED
Table A2.1: Galle
Sub- project Planned at Appraisal Executed No.
G-01 Rehabilitation of roads, Completed as planned, rehabilitation of 15 (Ph1) No. 15, 41.0 km roads, 41.0 km GB 03 Dorape-Wanchawala GB 03 Gorape-Wanchawala 1.7 km GB 04 Nugaduwa-Bataduwa GB 04 Nugaduwa-Bataduwa 0.9 km GB 06 Milliduwa-Bataduwa GB 06 Milliduwa-Bataduwa 2.7 km GB 09 Labuduwa-Narawala GB 09 Labuduwa-Narawala 5.1 km GB 13 Labuduwa-Godakanda GB 13 Labuduwa-Godakanda 2.2 km GB 14 Bope-Wataraka GB 14 Bope-Wataraka 2.2 km GB 15 Meepawala-Bokaragoda GB 15 Meepawala-Bokaragoda 1.1 km GB 16 Karapitiya-Godakanda GB 16 Karapitiya-Godakanda 1.5 km GB 18 Wijayananda Mawatha GB 18 Wijayananda Mawatha 4.1 km GB 22 Katukurunda-Angulugaha- GB 22 Katukurunda-Angulugaha- Tittagalla Tittagalla 5.4 km GB 29 Unawatuna-Thalpe GB 29 Unawatuna-Thalpe 2.8 km GB 50 Narawala-Poddala GB 50 Narawala-Poddala 3.8 km GB 51 Galle-Wekunagoda GB 51 Galle-Wekunagoda 2.6 km GB 53 Ukwatta-Piyadigama GB 53 Ukwatta-Piyadigama 2.7 km GB 61 Mattegoda-Welikonda- GB 61 Mattegoda-Welikonda-Bogahagoda 2.3 Bogahagoda km G-02 Rehabilitation of roads, Completed as planned, rehabilitation of five (Ph1) No. 5, 18.5 km roads, 18.5 km GB 37 Walpita-Massala-Thotupola GB 37 Walpita-Massala-Thotupola 2.2 km GH 02+09 Rathgama-Sandrawala GH 02+09 Rathgama-Sandrawala 8.0 km GH 13 Boossa-Rupiwala GH 13 Boossa-Rupiwala 2.1 km GH 21 Wakwella-Dodangoda GH 21 Wakwella-Dodangoda 4.0 km GH 23 Dodangoda-Bateketiya GH 23 Dodangoda-Bateketiya 2.2 km
G-03 Rehabilitation of roads, Revised contract package, includes one road (Ph4) No. 7, 34.9 km that was previously in Contract G-06, and a GE 01 Elpitiya-Opatha-Awiththawa road where bridge replacement had been GE 05 Yalegama-Miriswatta undertaken (three roads transferred to other GE 08 Haburugala-Ranthotuwila packages). Consequently the package was re- GE 12 Wathruwila-Wattehena named G-03R. GE 15+GH 60 Uragaha-Ranthotuwila Completed rehabilitation of four roads, 18.3 km GE 21 Napegoda-Arugalkanda GE 05 Yalegama-Miriswatta 6.0 km GE 22 Meerawala-Miriswatta GE 21 Napegoda-Arugalkanda 2.7 km GH 41 Galvehera-Uragaha 6.1 km GE 17 Atakohota-Goluwamulla 3.5 km
Appendix 2 19
Sub- project Planned at Appraisal Executed No.
G-04 Rehabilitation of roads, Completed with one road substituted for (Ph3) No. 5, 24.5 km another, rehabilitation of five roads, 24.9 km GB 25 Kataluwa-Tittagalla GB 25 Kataluwa-Tittagalla 5.1 km GB 30 Kottawa-Ahangama GB 30 Kottawa-Ahangama 10.7 km GB 56 Olaganduwa-Gulugahahena GB 56 Olaganduwa-Gulugahahena 2.3 km GB 59 Horadugoda- Jamburegoda GB 59 Horadugoda- Jamburegoda 1.8 km MW 07 Midigama-Ibbawala GB 19 Dikkumbura-Tittagala-Angulugaha 5.0 km
G-05 Rehabilitation of roads, Completed as planned, rehabilitation of five (Ph3) No. 5, 27.0 km roads, 27.0 km GH 01+07 Madampe-Meetiyagoda- GH 01+07 Madampe-Meetiyagoda- Gonapinuwala Gonapinuwala 13.8 km GH 10 Thiranagama-Pinkanda GH 10 Thiranagama-Pinkanda 2.2 km GH 22 Gonapinuwala-Mahawela- GH 22 Gonapinuwala-Mahawela-Lalkada Lalkada 3.5 km GH 25+39 Thotagamuwa-Aluthwala GH 25+39 Thotagamuwa-Aluthwala 5.8 km GH 34 Madampe-Suduwelikada- GH 34 Madampe-Suduwelikada-Dewagoda 1.7 Dewagoda km
G-06 Rehabilitation of roads, Revised contract package, includes one road (Ph4) No. 4, 17.8 km that was previously in Contract G-03 (three GH 29 Batapola-Ethkandura roads transferred to other packages). This GH 41 Galvehera-Urugaha package was re-named G-06R. GH 49 Halpotata-Agaliya Completed rehabilitation of 3 roads, 21.7 km GH 50 Koswathumanana-Yakkatuwa GE 15 + GH 60 Urugaha-Ranthotuwila 8.4 km GH 19 Urugaha-Mahaedande 10.2 km GH 50 Koswathumanana-Yakkatuwa 3.1 km
G-07 Rehabilitation of roads, Completed as planned, rehabilitation of four (Ph2) No.4, 36.8 km roads, 36.8 km GT 06 Kellapotha-Horangala GT 06 Kellapotha-Horangala 11.5 km GT 07 Thalgaswala-Pitigala GT 07 Thalgaswala-Pitigala 13.6 km GT 10 Halvitigala-Dammala GT 10 Halvitigala-Dammala 7.2 km GT 16 Dehigahahena-Porawagama GT 16 Dehigahahena-Porawagama 4.5 km
G-08 Additional contract, includes two roads that were (Ph4) originally in Contract G-06 Completed rehabilitation of four roads, 19.8 km GH 29 Batapola-Ethkandura 4.7 km GH 49 Halpotata-Agaliya 3.9 km GB 73Yatalamatta-Udugama 5.8 km GT 27 Habbarakada-Dunhena 5.4 km
20 Appendix 2
Sub- project Planned at Appraisal Executed No.
G-09 Additional contract, includes three roads that (Ph4) were originally in Contract G-03 plus extensions to the SPRDA Testing Laboratory Completed rehabilitation of three roads, 12.2 km GE 08 Haburugala-Ranthotuwila 8.0 km GE 22 Horawala-Miriswatta 2.4 km GE 12 Wathruwila-Wattehena 1.8 km
G-11 Additional contract, completed rehabilitation of two (Ph5) roads, 20.6 km GE 02+10 Elpitiya-Pituwala-Abmana- Kahaduwa 11.6 km GH 51 + GE 13 Rekadahena-Waduwelivitiya 9.0 km
G-12 Additional contract, completed rehabilitation of two (Ph5) roads, 6.2 km MW 71 + GB 59 Jamburegoda-Mudugamuwa 3.7 km GB 35+75 Dodangoda-Sandrawala 2.5 km
B-01 Reconstruction of bridges, No. 2 Completed as planned involving replacement of (Ph1) Halvitigala-Dammala two structures. Atakohota-Goluwamulla Halvitigala-Dammala Atakohota-Goluwamulla
B-04 Reconstruction of bridges, No. 2 Completed as planned under a combined (Ph3) Kellapotha-Horangala contract B-04/05. Kodagoda-Dikkumbura Rehabilitation of three structures. Kellapotha-Horangala B-05 Reconstruction of bridges, No. 1 Kodagoda-Dikkumbura (Ph3) Dankoluwa-Pasgoda Dankoluwa-Pasgoda
B-06 Additional contract. Replacement of one bridge. (Ph4) Ethumale-Galwana
Sf-G Additional contract to apply second bituminous (Ph5) spray and chip seal coat to project roads in Galle district. Second seal applied to 220.2 km.
Bd-01 Additional contract to construct new head office (Ph 5) building for SPRDA in Galle.
Bd-02 Additional contract to construct new workshop (Ph 5) building for SPRDA near Weligama.
Appendix 2 21
Table A2.2: Matara
Sub- project Planned at Appraisal Executed No.
M-01 Rehabilitation of roads, No.11, Completed as planned, rehabilitation of 11 (Ph1) 35.4 km roads, 35.4 km MM 02 Walgama-Welegoda MM 02 Walgama-Welegoda 1.7 km MM 04 Godagama-Sulthanagoda MM 04 Godagama-Sulthanagoda 2.8 km MM 05 Deeyagaha-Motagadera MM 05 Deeyagaha-Motagadera 3.2 km MM 06 Wehelegoda-Malagoda MM 06 Wehelegoda-Malagoda 1.9 km MM 14 Bandrawatta-Mahawatta MM 14 Bandrawatta-Mahawatta 5.2 km MM 16 Nilwella-Kemagoda- MM 16 Nilwella-Kemagoda-Dodampahala Dodampahala 3.2 km MM 17 Nadugala-Attudawa MM 17 Nadugala-Attudawa 3.9 km MM 21 Siri Sumanatissa Mawatha MM 21 Siri Sumanatissa Mawatha MM 32 Dandeniya-Muruthagaspitiya MM 32 Dandeniya-Muruthagaspitiya 2.0 km MM 36 Batuvita- Udadamana- MM 36 Batuvita- Udadamana-Palolpitiya 5.0 Palolpitiya km MM 39 Ihalavitiyala-Pahalavitiyala MM 39 Ihalavitiyala-Pahalavitiyala 4.9 km
M-02 Rehabilitation of roads, One road only completed as planned, (Ph2) No. 5, 35.3 km MW 30 + MP 34 Houpe-Makandura 9.3 km MP 16 Dankoluwa-Siyambalagoda MW 29 + MP 01 Thibbotuwawa- Work on remaining 4 roads only partially Dankoluwa completed under this contract, namely:- MW 31 Bopagoda-Urumutta MP 16 Dankoluwa-Siyambalagoda 1.6 km MW 30 + MP 34 Houpe-Makandura MW 29 + MP 01 Thibbotuwawa-Dankoluwa MW 69 + MP 35 Beragama- 13.6 km Ranagala-Urumutta MW 31 Bopagoda-Urumutta 4.8 km MW 69 + MP 35 Beragama-Ranagala- Urumutta 6.0 km
These roads were eventually completed under additional Contract M-09 M-03 Rehabilitation of roads, Completed as planned, rehabilitation of four (Ph2) No. 4, 15.3 km roads, 15.3 km MW 12 Polathumodara-Denipitiya MW 12 Polathumodara-Denipitiya 2.5 km MW 13 Kamburugamuwa-Mirissa MW 13 Kamburugamuwa-Mirissa 7.7 km MW 40 Pelena-Polwatta MW 40 Pelena-Polwatta 2.1 km MW 58 Sulthanagoda-Warakapitiya MW 58 Sulthanagoda-Warakapitiya 3.0 km
M-04 Rehabilitation of roads, Completed as planned, rehabilitation of four (Ph3) No. 4, 16.3 km roads, but 17.5 km MW 24 Akuressa-Yakabedda MW 24 Akuressa-Yakabedda 1.7 km MW 26 Ketanwila-Bangama MW 26 Ketanwila-Bangama 2.6 km MW 32 + MM 19 Kadduwa- MW 32 + MM 19 Kadduwa-Thibbotuwawa Thibbotuwawa 7.5 km MW 33 Athuraliya-Pitakatuwana MW 33 Athuraliya-Pitakatuwana 5.7 km
22 Appendix 2
Sub- project Planned at Appraisal Executed No.
M-05 Rehabilitation of roads, Completed with one road substituted for (Ph3) No. 3, 23.7 km another. Rehabilitation of three roads, 24.4 km MP 06 Radawela-Iriyatota MP 06 Radawela-Iriyatota 8.0 km MP 11 Kamburupitiya-Kirinda MM 12 Kekanadura-Rathmale-Dikwella MP 40 Sapugoda-Gatara-Ransegoda 9.9 km MP 40 Sapugoda-Gatara-Ransegoda 6.5 km
M-06 Rehabilitation of roads, Completed as planned, rehabilitation of two (Ph 5) No.2, 20.0 km roads, but 21.8 km MP 03 Deniyaya-Kiriweldola MP 03 Deniyaya-Kiriweldola 5.0 km MP 37 + HTA 28 Kirama-Warapitiya- MP 37 + HTA 28 Kirama-Warapitiya- Hulankanda Hulankanda-Urubokka 16.8 km
M-07 Additional contract. Completed rehabilitation of (Ph5) three roads, 25.9 km MP 07 Pasgoda-Dankoluwa 18.5 km MP 60 Sudubokkuwa-Mulanwatta- Ambalama 6.1 km MP 61 Parakumbura Junction – Mulanwatta 1.3 km
M-09 Additional contract for completion of four roads (Ph5) left incomplete under Contract M-02.
MP 16 Dankoluwa-Siyambalagoda MW 29 + MP 01 Thibbotuwawa-Dankoluwa MW 31 Bopagoda-Urumutta MW 69 + MP 35 Beragama-Ranagala- Urumutta
Sf-M Additional contract to apply second bituminous (Ph5) spray and chip seal coat to project roads in Matara district.. Second seal applied to 126.8 km.
Table A2.3: Hambantota
H-02 Rehabilitation of roads, No. 2, Completed as planned plus one additional road. (Ph4) 8.2 km Rehabilitation of three roads, 9.8 km Ikkapallama HTI 03 Ikkapallama 4.9 km Tissa Bazzaar-Galamuna HTI 04 Tissa Bazaar-Galamuna 3.6 km And Aluthgoda-Tissa 1.3 km
H-03 Rehabilitation of roads, No. 3, Completed as planned, rehabilitation of three (Ph1) 35.5 km roads, 35.5 km HTA 22+36 Walasmulla-Pallekanda- HTA 22+36 Walasmulla-Pallekanda-Nathuwala Nathuwala 11.4 km MP 38 + HTA 26 Urubokka- MP 38 + HTA 26 Urubokka-Katuwana Katuwana 10.6 km HTA 34+32 Koholana-Julampitiya HTA 34+32 Koholana-Julampitiya 13.5 km
Appendix 2 23
Sub- project Planned at Appraisal Executed No.
H-04 Rehabilitation of roads, No. 2, Completed as planned, rehabilitation of two (Ph3) 16.2 km roads, 16.2 km HTA 24+49 Kinchagune-Gonadeniya- HTA 24+49 Kinchagune-Gonadeniya- Debokkawa Debokkawa 11.9 km HTA 52 Ambakolawewa-Morayaya HTA 52 Ambakolawewa-Morayaya 4.3 km
H-05 Rehabilitation of roads, Completed as planned, rehabilitation of four (Ph3) No. 4, 31.4 km roads, but 33.1 km HTA 08 Beligalla-Vitharandeniya- HTA 08 Beligalla-Vitharandeniya-Netolpitiya Netolpitiya 14.0 km HTA 21 Mulkirigala-Okewela HTA 21 Mulkirigala-Okewela 4.1 km HTA 45+50 Dammulla-Weeraketiya HTA 45+50 Dammulla-Weeraketiya 10.3 km HTA 54 Dammulla-Angulumaduwa HTA 54 Dammulla-Angulumaduwa 4.7 km
H-06 Rehabilitation of roads, Completed as planned, rehabilitation of three (Ph1) No. 3, 21.3 km roads, but 22.6 km MP 12 + HTA 43 Kirinda-Beliatta MP 12 + HTA 43 Kirinda-Beliatta 14.1 km HTA 03 Tangalle-Kadurupokuna HTA 03 Tangalle-Kadurupokuna 4.1 km HTA 16 Dedduwawala-Galagama- HTA 16 Dedduwawala-Galagama-Nawarahena Nawarahena 4.4 km
H-07 Rehabilitation of roads, Completed as planned, rehabilitation of two (Ph2) No. 2, 32.3 km roads, 32.3 km HH 23 Middeniya-Thalawa-Hingura HH 23 Middeniya-Thalawa-Hingura 25.7 km HH 29 Thalawa-Dabarella-Hingura HH 29 Thalawa-Dabarella-Hingura 6.6 km
H-08 Rehabilitation of roads, Completed as planned, rehabilitation of three (Ph2) No. 3, 28.8 km roads, 28.8 km HH 01 Ambalantota-Ridiyagama- HH 01 Ambalantota-Ridiyagama-Liyangastota Liyangastota 11.7 km HH 19 Chittaragala-Koggala HH 19 Chittaragala-Koggala 9.6 km HH 27 Mamadala-Malpettawa HH 27 Mamadala-Malpettawa 7.5 km
H-09 Additional contract, rehabilitation of one road, (Ph5) 9.6 km HTA 11+12 Dedduwawala-Pelapotha- Puwakandawa 9.6 km
B-02 Replacement of bridges, No. 1 Completed as planned under a combined (Ph2) Ambalantota-Ridiyagama contract B-02/03. Rehabilitation / replacement of three structures B-03 Rehabilitation of bridges, No. 2 Ambalantota-Ridiyagama (Ph2) Mamadala-Malpettawa Mamadala-Malpettawa Kirinda-Beliatta Kirinda-Beliatta
Sf-H Additional contract to apply second bituminous (Ph5) spray and chip seal coat to project roads in Hambantota district. Second seal applied to 176.7 km.
24 Appendix 2
Figure A2: Contents and Modifications to Contract Packages Appraisal to Completion AT APPRAISAL AT COMPLETION (Deleted during execution) (Transferred during execution) (Added during execution) Galle Galle
G-01: 15 Roads: 41.0km G-01: 15 Roads: 41.0km
G-02: 5 Roads: 18.5km G-02: 5 Roads: 18.5km
GE17 (3.5km) GE01 (5.6km) G-03R: 4 Roads: 18.3km G-03: 7 Roads: 34.9km ) m 1k [G 6. E1 ( MW07 (4.6km) 5 41 GB19 (5.0km) +G H G-04: 5 Roads: 24.9km G-04: 5 Roads: 24.5km H G 60 G ] ( E 8.4 0 k 8 m G-05: 5 Roads: 27.0km + ) G-05: 5 Roads: 27.0km G E 1 2 + G GH19 (10.2km) G-06: 4 Roads: 17.8km G E G-06R: 3 Roads: 21.7km H2 2 9+ 2 GH 49 (1 (8 2 .6k .2 m k G-07: 4 Roads: 36.8km ) m G-07: 4 Roads: 36.8km ) GB73+GT27 (11.2km) G-08: 4 Roads: 19.8km
G-09: 3 Roads: 12.2km
[GE02+GE10] (11.6km) G-11: 2 Roads: 20.6km [GH51+GE13] (9.0km) [MW71+GB59] (3.7km) G-12: 2 Roads: 6.2km Matara
M-01: 11 Roads: 35.4km M-01: 11 Roads: 35.4km
M-02: 5 Roads: 35.3km M-02: 1 Road: 9.3km
M-03: 4 Roads: 15.3km M-03: 4 Roads: 15.3km M M W P 3 1 1 6 + M-04: 4 Roads: 16.3km* + [ M-04: 4 Roads: 17.5km [ M M W W 6 2 9 9 + MP11 (9.2km) + M MM12 (9.9km) M-05: 3 Roads: 23.7km M P M-05: 3 Roads: 24.4km P 3 0 5 1 ] ] (1 (1 0 5 .8 M-06: 2 Roads: 20.0km* .2 k M-06: 2 Roads: 21.8km k m m ) ) M-07: 3 Roads: 25.9km MP07+MP60+MP61 (25.9km)
M-09: 4 Roads: 26.0km Hambantota
H-02: 2 Roads: 8.2km H-02: 3 Roads: 9.8km Aluthgoda-Tissa (1.6km)
H-03: 3 Roads: 35.5km H-03: 3 Roads: 35.5km
H-04: 2 Roads: 16.2km H-04: 2 Roads: 16.2km
H-05: 4 Roads: 31.4km* H-05: 4 Roads: 33.1km
H-06: 3 Roads: 21.3km* H-06: 3 Roads: 22.6km
H-07: 2 Roads: 32.3km H-07: 2 Roads: 32.3km
H-08: 3 Roads: 28.8km H-08: 3 Roads: 28.8km
[HTA11+HTA12] H-09R: 1 Road: 9.6km (9.6km)
PROJECT: Deleted: 19.4km PROJECT: 93 Roads: 520.2km PROJECT: 105 Roads: 610.5km PROJECT: Added: 103.7km
* executed km exceeds length estimated at appraisal
Appendix 3 25
Table A3.1: Appraisal and Actual Project Costs and Financing (SLRs million or $ million where shown as $)
Estimated Total Actual Expenditures Costs at Appraisal ADB Government Total A. Components 1. Civil Works 1,639.62 1,983.47 1,364.04 3,347.51 2. SPRDA Capacity Building 65.62 91.27 44.11 135.38 3. Consultancy Services 267.98 343.50 48.97 392.47 4. Incremental Admin. Costs 25.00 45.67 26.51 72.18
Subtotal 1,998.22 2,463.91 1,483.63 3,947.55
Equivalent $ million $35.42 $28.58 $16.02 $44.60
B. Contingencies $6.54 - - -
C. Loan Service Charges $0.91 $0.85 - $0.85
TOTAL $42.87 $29.43 $16.02 $45.45
Sources: Project RRP; Southern Province Road Development Authority
At Appraisal At Completion Estimated Costs % Actual Costs % Asian Development Bank $30.0 70 $29.43 65
Government $12.9 30 $16.02 35
TOTAL $42.9 100 $45.45 100
Sources: Project RRP; Southern Province Road Development Authority
26 Appendix 3
Table A3.2: Project Expenditure Profile 1997 - 2004 in SLRs Million
Annual Expenditure Percentage Distribution Table A3.2.1: Road Rehabilitation Component Table A3.2.1a: Road Rehabilitation Component Source of Funds Source of Funds ADB Government Total ADB Government Total 1997 0.0 0.0 0.0 1997 0.0 0.0 0.0 1998 19.2 10.3 29.5 1998 65.0 35.0 100.0 1999 155.1 108.8 263.9 1999 58.8 41.2 100.0 2000 413.8 228.7 642.5 2000 64.4 35.6 100.0 2001 560.9 395.5 956.4 2001 58.6 41.4 100.0 2002 504.4 420.7 925.1 2002 54.5 45.5 100.0 2003 238.4 136.1 374.4 2003 63.7 36.3 100.0 2004 91.8 63.9 155.7 2004 59.0 41.0 100.0 Total 1,983.5 1,364.0 3,347.5 Total 59.3 40.7 100.0
Table A3.2.2: SPRDA Capacity Building Component Table A3.2.2a: SPRDA Capacity Building Component Source of Funds Source of Funds ADB Government Total ADB Government Total 1997 0.0 0.4 0.4 1997 0.0 100.0 100.0 1998 5.8 5.2 11.0 1998 52.6 47.4 100.0 1999 7.7 2.5 10.2 1999 75.8 24.2 100.0 2000 14.8 8.3 23.1 2000 64.0 36.0 100.0 2001 2.5 2.0 4.5 2001 54.7 45.3 100.0 2002 30.0 18.4 48.4 2002 62.0 38.0 100.0 2003 28.6 5.1 33.8 2003 84.9 15.1 100.0 2004 1.9 2.2 4.1 2004 46.8 53.2 100.0 Total 91.3 44.1 135.4 Total 67.4 32.6 100.0
Table A3.2.3: Consulting Services Component Table A3.2.3a: Consulting Services Component Source of Funds Source of Funds ADB Government Total ADB Government Total 1997 0.0 0.0 0.0 1997 0.0 0.0 0.0 1998 36.3 3.6 39.9 1998 90.9 9.1 100.0 1999 46.3 4.9 51.2 1999 90.4 9.6 100.0 2000 65.5 11.8 77.3 2000 84.7 15.3 100.0 2001 79.7 13.2 92.9 2001 85.8 14.2 100.0 2002 51.4 10.5 61.9 2002 83.1 16.9 100.0 2003 55.4 4.7 60.1 2003 92.2 7.8 100.0 2004 8.9 0.2 9.1 2004 98.1 1.9 100.0 Total 343.5 49.0 392.5 Total 87.5 12.5 100.0
Table A3.2.4: Administration Cost Table A3.2.4a: Administration Cost Source of Funds Source of Funds ADB Government Total ADB Government Total 1997 0.0 0.3 0.3 1997 0.0 100.0 100.0 1998 1.2 1.7 2.9 1998 41.0 59.0 100.0 1999 7.1 0.5 7.6 1999 93.2 6.8 100.0 2000 8.5 0.4 9.0 2000 95.1 4.9 100.0 2001 10.6 5.3 15.8 2001 66.8 33.2 100.0 2002 10.2 9.6 19.8 2002 51.4 48.6 100.0 2003 8.1 4.6 12.7 2003 64.0 36.0 100.0 2004 - 4.1 4.1 2004 - 100.0 100.0 Total 45.7 26.5 72.2 Total 63.3 36.7 100.0
Table A3.2.5: Loan Service Charges Table A3.2.5a: Loan Service Charges Source of Funds Source of Funds ADB Government Total ADB Government Total 1997 0.0 0.0 1997 0.0 0.0 0.0 1998 0.0 0.0 1998 0.0 0.0 0.0 1999 0.9 0.9 1999 100.0 0.0 100.0 2000 3.8 3.8 2000 100.0 0.0 100.0 2001 8.8 8.8 2001 100.0 0.0 100.0 2002 14.3 14.3 2002 100.0 0.0 100.0 2003 23.0 23.0 2003 100.0 0.0 100.0 2004 31.0 31.0 2004 100.0 0.0 100.0 Total 81.8 81.8 Total 100.0 0.0 100.0
Table A3.2.6: Project as a Whole Table A3.2.6a: Project as a Whole Source of Funds Source of Funds ADB Government Total ADB Government Total 1997 0.0 0.7 0.7 1997 0.0 100.0 100.0 1998 62.4 20.9 83.3 1998 74.9 25.1 100.0 1999 217.0 116.7 333.8 1999 65.0 35.0 100.0 2000 506.3 249.3 755.6 2000 67.0 33.0 100.0 2001 662.5 416.0 1,078.5 2001 61.4 38.6 100.0 2002 610.3 459.2 1,069.5 2002 57.1 42.9 100.0 2003 353.5 150.5 504.0 2003 70.1 29.9 100.0 2004 133.6 70.3 204.0 2004 65.5 34.5 100.0 Total 2,545.7 1,483.6 4,029.3 Total 63.2 36.8 100.0
Source: Southern Province Road Development Authority
Appendix 3 27
Table A3.3: Project Expenditure Profile 1997 - 2004 in $ Million
Annual Expenditure Cumulative Expenditure Patterns Table A3.3.1: Road Rehabilitation Component Source of Funds Road Rehabilitation Component ADB Government Total 1997 0.000 0.000 0.000 40 1998 0.372 0.066 0.438 n 30 1999 2.246 1.428 3.673 2000 5.262 2.773 8.035 20
2001 6.175 4.205 10.380 millio $ 10 2002 5.347 4.301 9.649 - 2003 2.546 1.317 3.863 1997 1999 2001 2003 2004 1.012 0.557 1.569 Year Total 22.350 14.647 37.607
Table A3.3.2: SPRDA Capacity Building Component Source of Funds SPRDA Capacity Building Component ADB Government Total 1997 0.000 0.006 0.006 2.0 1998 0.086 0.077 0.163 n 1.5 1999 0.107 0.034 0.142 2000 0.185 0.104 0.289 1.0
2001 0.027 0.022 0.049 millio $ 0.5 2002 0.313 0.192 0.505 - 2003 0.296 0.053 0.348 1997 1999 2001 2003 2004 0.019 0.022 0.041 Year Total 1.032 0.510 1.543
Table A3.3.3: Consulting Services Component Source of Funds Consulting Services Component ADB Government Total 1997 0.000 0.000 0.000 5.0 1998 0.539 0.054 0.593 n 4.0 1999 0.644 0.069 0.713 3.0 2000 0.819 0.148 0.967 2.0
2001 0.865 0.143 1.008 millio $ 1.0 2002 0.536 0.109 0.646 - 2003 0.571 0.048 0.620 1997 1999 2001 2003 2004 0.090 0.002 0.092 Year Total 4.065 0.574 4.639
Table A3.3.4: Administration Cost Source of Funds Administration Cost ADB Government Total 1997 0.000 0.004 0.004 1.0 1998 0.018 0.025 0.043 n 0.8 1999 0.099 0.007 0.106 2000 0.107 0.005 0.112 0.5
2001 0.115 0.057 0.172 millio $ 0.3 2002 0.106 0.100 0.207 - 2003 0.084 0.047 0.131 1997 1999 2001 2003 2004 0.000 0.042 0.042 Year Total 0.528 0.288 0.816
Table A3.3.5: Loan Service Charges Source of Funds Loan Service Charges ADB Government Total 1997 0.000 0.000 0.000 1.0 1998 0.000 0.000 0.000 n 0.8 1999 0.012 0.000 0.012 2000 0.047 0.000 0.047 0.5 0.3 2001 0.096 0.000 0.096 millio $ 2002 0.149 0.000 0.149 - 2003 0.237 0.000 0.237 1997 1999 2001 2003 2004 0.312 0.000 0.312 Year Total 0.854 0.000 0.854
Table A3.3.6: Project as a Whole Source of Funds Project as a Whole ADB Government Total 1997 0.000 0.010 0.010 50.0 1998 1.014 0.223 1.237 n 40.0 1999 3.108 1.538 4.646 30.0 2000 6.417 3.031 9.448 20.0
2001 7.275 4.428 11.703 millio $ 10.0 2002 6.451 4.703 11.154 - 2003 3.734 1.465 5.199 1997 1999 2001 2003 2004 1.434 0.622 2.056 Year Total 29.433 16.020 45.452
Source: Southern Province Road Development Authority
28 Appendix 3
Table A3.4: Foreign Exchange Rates Used in Project Accounts 1997-2004
Year SLR / $ $ / SLR 1997 66.81 0.0150 1998 67.31 0.0149 1999 71.85 0.0139 2000 79.96 0.0125 2001 92.14 0.0109 2002 95.88 0.0104 2003 96.94 0.0103 2004 99.20 0.0101 Source: Southern Province Road Development Authority
Figure A3.1: Trend Profile of Exchange Rates Used in Project Accounts 1997-2004
100
90 $
80 SLR /
70
60 1997 1998 1999 2000 2001 2002 2003 2004 Year
Source: Southern Province Road Development Authority
SPRDA - 7 Members SPRDA ORGANIZATIONAL STRUCTURE Head Office - 02 No BOARD Work Shop - 01 No District Office - 02 No SPRDA Support Staff Divisional Office - 07 No CHAIRMAN Steno/Typist -1 Computer Operator -1 Total No of Staff - 284 SPRDA Clerk -1 GENERAL MANAGER Driver -2 (Special Grade)
MECHANICAL DEPUTY DEPUTY ENGINEER GENERAL MANAGER GENERAL MANAGER WORK SHOP ROAD MAINTENANCE FINANCE & OPERATIONS OPERATIONS ADMINISTRATION (Grade-03) (Grade-02-I) (Grade-02-I)
Clerk (3) Technical Training ) Administrative Internel Technical OfficerDraughtsman (1) (1) Co-Ordinator (Grade-04) Chiff Accountant(Grade-02-II) (1 Officer Auditor Technical Clerk (2) Accountant (1) (Grade-04) (Grade-04) Officer Typist (1) Computer Programmer/System Analyst (Grade-05) (Grade-04) (Plant & Equip) Chief Driver (10) Planning Distrct Distrct Distrct Engineer r Chief Audit Operators (28) Programming Road & Road & Road & Project Bookeepe Clerk (1) & Budgeting Bridge Eng. Bridge Eng. Bridge Eng. (Gra. 2-II) Clerk & Engineer Galle Matara Hambantota Clerical Staf f (Grade-03) (Grade-03) (Grade-03) (Grade-03) Clerical Staff (3) Clerical Technical Officer Divisional Divisional Divisi. Road Maint. Typist (1) Staff (3) Prevcntative Maint Road Maint. Eng. Road Maint. Eng. Eng. Hambantota Monitoring Materials Contracts Office Aide (1) Typist (2) Baddegama Matara & Weligam a &Tissamaharama Engineer Engineer Engineer Driver (1) Office Aid (1 ) Office Aide (Grade-04) (Grade-04) (Grade-04) SPRIP (Contract) (Grade-03) (Grade-03) Driver (1) Driver (Grade-03) Divisi. Road Maint. Divisional Mechanics Divisional Eng. Pitabeddara Road Maint. Eng. Design Engi. Assistants Road Maint. Eng. Thawalama Tangalle Laboratory Road & Bridges Shroff Thawalama (Grade-04) (Grade-04) Supervisor (Grade-04) Painters (2) (Grade-04) Welders 2) Technical Technical Technical Supplies Officers (5) Officers (5) Lab Technicins Support staff Clarical Staff (1) Office Technical Officer Divisional Draughtsman (2) Draughtsman (2) Materials Technicians (3) as required Mech. Stores Road Maint. Eng. Work Supervisor (6) Work Supervisor (6) Hikkaduwa Clerk (4) Clerk (4) r Appendix 4 Clerk(Grade-04)Office Typist Aid(1) (2)Office Typist Aid(1) (2)Engineer Resident Storekeepe Storekeeper Technical Driver (2) Driver (2 ) (Grade-04) Officers (5) Watchman (3) Watchman (3) Storeman Draughtsman (2) Labour Labour Inspectors Storemen (1 ) Work Supervisor (6) 6 No Max Clerical staff (1) Toolroom Supervisor Clerk (4) Office Aid (1 ) Typist (1) Office Aid (2) Driver (2) 29 Watchman (3) Labour
30 Appendix 5
CHRONOLOGY OF MAJOR EVENTS
Date Event 20–31 January 1997 loan reconnaissance mission for the proposed Southern Provincial Roads Improvements Project fielded and MOU submitted
1–12 April 1997 Loan fact-finding mission
24 April 1997 BTOR of loan fact-finding mission was submitted
3 June 1997 Management review meeting
4 July 1997 BTOR of loan appraisal mission (9–21 June 1997) was submitted
25 August 1997 Staff review committee meeting
18–19 Sept 1997 Loan negotiations at ADB headquarters in Manila
2 Dec 1997 Appointment of project implementation consultant for ADB-funded Southern Provincial Roads Improvement Project (ref. SRI 31056)
19 January 1998 Loan Agreement signed in duplicate in Manila
5 February 1998 Technical evaluation report of Technical Evaluation Committee on the technical proposals for phase 1 bridge package (LCB-B01) received by ADB, which will then approve the opening of financial bids
20 February 1998 Disbursement procedures report on the loan sent by the Controller’s Department to the Ministry of Finance and Planning
12–30 March 1998 Review mission
24 March 1998 Invitation letter sent by the secretary, Ministry of Local Government and Provincial Councils to Cardno & Davies International Pty Ltd (project implementation consultant)
6 April 1998 BTOR of Review mission was fielded from 12 to 30 March 1998
20 April 1998 ERD requests ADB to declare loan effectiveness
30 April 1998 ADB declares the loan effective
04 May 1998 Mr. R.W.R. Pemasiri, SPRDA general manager, appointed as project director
14–15 June 1998 Minutes of consultancy negotiation, with Cardno & Davies International Pty Ltd completed by PMU
10 July 1998 Proposal for appointment of project implementation consultant received by ADB
Appendix 5 31
Date Event 1 October 1998 Consultancy agreement was signed with Cardno & Davies International Pty Ltd on 1 October 1998 for project implementation consultant.
15 October 1998 Aide mémoire of the project review mission was submitted
22 October 1998 Minutes of the first project coordination board meeting of the Southern Provincial Road Improvement Project held on 13 October 1998 at MOPCLG received by ADB
30 October 1998 Inception report from SPRDA received by ADB
2 November 1998 Technical evaluation committee report prepared by the consultants and the tender board decision letter sent by the Ministry of Local Government and Provincial Councils for ADB to approve the awarding of contracts for civil works packages LCB M01, H-03, and H-06
3 February 1999 Variation to LCB H-06 (Dedduwawala–Galagama–Nawarahena Road) extension and repair in the amount of SLRe1.87 million submitted to ADB for approval
4 February 1999 ADB approves extension and repair of LCB H-06 road
5–6 Feb 1999 Field visits to Galle and Matara (Halvitigala–Dammala Bridge (site 2 GT10), Ratgama–Dodangoda Road (GT 02)
10 February 1999 Project implementation briefing notes prepared for VP Shin’s visit to Sri Lanka on 16–19 March 1999
1 March 1999 Project inception mission from 11 to 17 March 1999 was fielded
10–17 March 1999 Submitted MOU of inception mission
22 March 1999 Submitted BTOR of inception mission received?**}
3 May 1999 Submitted proposal and work program for road maintenance classification and budget formula, April 1999
4 May 1999 Change in staffing: ADB approves appointment of Jim Jones and Stephen Howlum as training/management systems specialist
25 May 1999 Phase 2 civil works –packages: LCB M-02, H-07, and H-08; TEC report submitted by the consultant for selection of qualified bidders
16 June 1999 Imprest fund of $1.0 million set up in addition to the initial advance of $0.5 million disbursed in November 1998 (Application no. 00019 [Loan agreement dated 19t January 1998])
21 July 1999 Final accounts for 1998 forwarded to ADB by the project director 18 September 1999 Distributed minutes of project supervision board meeting
32 Appendix 5
Date Event 21 October 1999 Evaluation report from consultants and TEC for the selection of technically qualified bidders for phase –3 civil works road package LCB H-04 and bridge packages B-04 and B-05 submitted { to ADB for approval
0 November 1999 ADB approves opening and evaluation of the financial bids for qualified bidders for LCB civil works package, phase 3 (road H-04 and bridges B-04 and B-05)
5 November 1999 ADB approves opening and evaluation of the financial bids for qualified bidders for LCB civil works package, phase 3 (road LCB G-04, G-05, M-04, M-05, and M-06)
8–18 Nov 1999 Review mission
23 November 1999 Signing of agreement for bridge package LCB B-02 and B-03
26 November 1999 BTOR report of review Mission on 8–18 November 1999 was submitted.
29 November 1999 Report on SPRDA restructuring and institutional development received by ADB
3 December 1999 Budgetary guidelines final report, November 1999, submitted by Cardno and Davies Ltd to ADB
19 January 2000 Procurement of emergency bridging equipment package EQ-06: evaluation report submitted by TEC and consultant for ADB approval
26 January 2000 Transfer of the office of the development division of the Ministry of Local Government and Provincial Councils and the office of the Second Provincial Roads Improvement Project to Hyde Park Corner Colombo 02
28 January 2000 Awarding of contract –for the procurement of emergency bridging equipment package EQ-06 to Mabey & Johnson Ltd for SLRe 206,000 + SLRe4,420,534
3 February 2000 Report on SPRDA capacity-building component submitted by project director to manager, IWTC
11 February 2000 Signing of agreement on road package LCB H-05
22 February 2000 Signing of agreement on package LCB B-04 and B-05
25 February 2000 Signing of agreement on road package LCB H-04
25 February 2000 Signing of agreement on road package LCB G-07 25 February 2000 Signing of agreement on road package LCB G-04, G-05, M-04, M-05, and M-06
Appendix 5 33
Date Event
25 February 2000 Signing of agreement on emergency bridging equipment package EQ- 06 with Access International (Pvt) Ltd on behalf of Mabey & Johnson Ltd
26 march – 11 Apr Midterm review mission was conducted 2000
30 March 2000 Performance review report of ADB funded projects for first quarter year 2000 submitted by Mr.J.Alan Crone (team leader)
4–19 May 2000 Midterm review mission was held
8 June 2000 BTOR report on midterm review mission submitted
11 July 2000 ADB approves opening and evaluation of the financial bids of the qualified bidders for LCB bridge package B-06
16 August 2000 Final accounts for 1999 forwarded to ADB by the project director
28 August 2000 Ministry of Local Government and Provincial Councils tender board meeting to consider financial bids and award contract for phase 4 civil works for G-03R, G-06R, G-08, G-09, and H-02
4 October 2000 Letter of acceptance for (phase 4) bridge package LCB B-06 was submitted
6 October 2000 Letter of acceptance for (phase 4) road package LCB G-03R, G-06R, G-08, G-09, and H-02 Submitted to ADB
2 November 2000 Signing of agreement on contract packages LCB G-03R, G-06R, and H-02
7 November 2000 Signing of agreement on bridge package LCB B-06
14 November 2000 Proposal for additional scope of works submitted to ADB for approval by secretary, Ministry of Local Government and Provincial Councils
21 November 2000 Auditor general’s report on the financial year ended 31 December 1999 Submitted to ADB
21 December 2000 Proposal for additional scope of work submitted
8 January 2001 ADB approves proposed additional scope of work
20 February 2001 ADB approves phase 5 procurement of vehicles and additional consultancy services
34 Appendix 5
Date Event
24 April 2001 ADB approves proposed change in consulting staff
16 May 2001 ADB approves opening and evaluation of the financial bids of qualified bidders for contract packages LCB-SFG, LCB-SFM, and LCB-SFH
02-13 July2001 Fielded special loan administration mission
19 July 2001 BTOR of special project administration mission on 2–13 July 2001 was submitted
6 September 2001 Final accounts for 2001 forwarded to ADB by project director
13 September 2001 ADB approves opening and evaluation of the financial bids of qualified bidders for contract package LCB G-12
20 September 2001 ADB approves direct purchase and replacement of two bridges on roads GH-51 (Therun Ela) and GH-16 (Ethkandura 4/1) and parts of phase 5 civil works package
11 October 2001 ADB approves opening and evaluation of the financial bids of qualified bidders for contract package LCB M-07, M-09, and G-11
8 November 2001 ADB approves staff replacement, with Mr. David Cairns as team leader
13 November 2001 ADB approves procurement of replacement bailey bridges and parts using direct purchase for roads GH-51 (Therun Ela) and GH-16 (Ethkandura 4/1)
22 November 2001 ADB approves invitation of fresh bids for the mobile asphalt plants for package EQ-03
8 January 2002 Report of the auditor general for the year ended 31 December 2000 Submitted to ADB
14 February 2002 ADB review mission recommends a study tour for NCP-PRDA staff in SPRIP area on 17–19 January 2002 in relation to improvements in class C and D roads
8 April 2002 Awarding of contract for procurement of steel bridges and spare parts for phase 5 civil works to Mabey Johnson Ltd UK for $205,685
12 April 2002 ADB proposes to field a loan review mission on 22–30 April 2002
6 May 2002 BTOR of the project review mission on 22–30 April 2002 submitted
8 May 2002 Mr. Ed Vowels is acting team leader on 18–29 May 2002 in the absence of Mr. David Cairns, team leader 20 May 2002 ADB approval requested for the appointment of Mr. Graham Curnow as the new team leader, to replace Mr. David Cairns
Appendix 5 35
Date Event
28 May 2002 ERD recommends increase in imprest fund ceiling from $1.5 million to $2.5 million
29 May 2002 ADB approves replacement of Mr.David Cairns by Mr. Graham Curnow as the project team leader
11 June 2002 ADB disapproves request to increase imprest account limit
14 June 2002 Letter of acceptance for package LCB BD-01, phase 5 civil works/construction of head-office building received
15 November 2002 ADB recommends appointment of Mr. Brian Gratton as benefit monitoring and evaluation specialist
8 January 2003 Loan proceeds reallocated
28 January 2003 SAID delegates project administration work to SLRM
13 March 2003 Ministry requested extension of the loan period until 30 June 2004
20 March 2003 ERD requests ADB to extend the loan period to 30 June 2004
25 March 2003 ADB approves extension of the loan by 6 months, from 31 December 2003 to 30 June 2004
5 June 2003 ADB approves variation order for needs assessment in the flood- affected areas
29 July 2003 Aide-mémoire on project review mission submitted
24 September 2003 Report of the auditor general on the accounts of the project for year ended 2002. Submitted to ADB
17 March 2004 ADB approves force-account completion of work on the head office (LCB BD-01)
24 June 2004 ADB approves purchase of additional equipment
22 July 2004 Final accounts for 2003 forwarded by the project director to ADB
30 August 2004 PMU submitted PCR to ADB
13–25 June 2005 Fielded ADB Project completion review mission BTOR=Back to Office Reports; ERD=External Resources Department; LCB=Local Competitive Bidding; MOPCLG=Ministry of Provincial Council local government; PCR=Project Completion Report; PMU=Project management Unit; TEC=Technical Evaluation Committee; Sources: Project files
36 Appendix 6
Figure A6.1: Project Output Progress Profile 2001-2004 of Road Length Rehabilitated (27 Contract Packages)
700
600
500
400
300
200 Road Length Completed(km) .
100
0 Jan-01 Apr-01 Jul-01 Oct-01 Jan-02 Apr-02 Jul-02 Oct-02 Jan-03 Apr-03 Jul-03 Oct-03 Jan-04 Contract Package Completion Date
Source: Southern Province Road Development Authority
Figure A6.2: Project Implementation Work Plan - Road Rehabilitation Component 1998 1999 2000 2001 2002 2003 2004 TASK ASONDJFMAMJ JASONDJFMAMJ JASONDJFMAMJ JASONDJFMAMJ JASONDJFMAMJ JASONDJFMAMJ 123456789101112131415161718192021222324252627282930313233343536373839404142434445454647495051525354555657585960616263646566676869 70 71
PIC Team Mobilisation Establish PIC Project Office ROAD REHABILITATION COMPONENT
Finalise Tender Evaluation/Award Phase 1 Construction Phase 1 B-01 G-01 G-02 M-01 H-03 H-06
Call Tenders Phase 2 Analysis of Tenders, Contract Award Phase 2 Construction Phase 2 B-02 / B-03 G-07 M-02 M-03 H-07 H-08
Call Tenders Phase 3 Analysis of Tenders, Contract Award Phase 3 Construction Phase 3 B-04 / B-05 G-04 G-05 M-04 M-05 M-06 H-04 H-05
Call Tenders Phase 4 Analysis of Tenders, Contract Award Phase 4 Construction Phase 4 Appendix 6 Appendix B-06 G-03R G-06R G-08 G-09 H-02
Call Tenders Phase 5 Legend: G-11 37 Analysis of Tenders, Contract Award Phase 5 G-12 actual progress achieved ConstructionM-07 Phase 5 BdM-09 - 1 progress planned at inception BdH-09R - 2 Sf-G Sf-MSource: Southern Province Road Development Authority Sf-H
38 Figure A6.3: Project Implementation Work Plan - SPRDA Capacity Building Programme
1998 1999 2000 2001 2002 2003 TASK ASONDJFMAMJJASONDJFMAMJJASONDJFMAMJJASONDJFMAMJJASONDJFMAMJJASONDJ 6 Appendix 1 2 3 4 5 6 7 8 9101112131415161718192021222324252627282930313233343536373839404142434445464748495051525354555657585960616263646552
SPRDA CAPACITY BUILDING COMPONENT
Institutional Development Programme
Implement SPRDA Organisation Structure Setup SPRDA Planning Budget Division Preparation of Management, Accounting, and Admin.Manual Prepare Duty Statements for SPRDA Staff Assess Training Skills-Needs / Training Programme outline Training Programme: refine, finalise, cost and follow up Intensive Training Programme Undertake Overseas Study Tours Management Technical Modules Data Develop Road Maintenance Management Database GPS Condition Condition Condition
Guidelines for Preparation of Road Maintenance Budget Production of Road Maintenance Budget Preparation of Annual Work Programmes Inputs by Road Maintenance
Review of SPRDA Mechanical Operations Implement Equipment Management and Servicing Systems Establish Indicators for Project Monitoring
Upgrading of SPDRA Buildings
Phase 1 - New Building Matara Phase 2 - Improvements Weligama Mechanical Workshop New Building at Hambantota (deferred)
Equipment Procurement
Evaluation of Bids/Approvals Finalise Award Delivery of Equipment
PROJECT IMPLEMENTATION CONSULTANT'S ACTIVITIES
Preparation of Contract Documentation Procurement for Rehabilitation Component Phase 2 Procurement for Rehabilitation Component Phase 3 Procurement for Rehabilitation Component Phase 4 Procurement for Rehabilitation Component Phase 5 Construction Supervision TrainingSource: Associated Southern with SPRDA Province IDP - PIC Road Inputs Development Authority Project Management
Appendix 7 39
STATUS OF COMPLIANCE WITH LOAN COVENANTS
Covenant Reference in Status of Loan Compliance Agreement
1. The Borrower shall cause the Section 4.01 Complied with Project to be carried out with due diligence and efficiency and in conformity with sound administrative, financial, engineering, and environmental practices. 2. In the carrying out of the Project Section 4.01 (b) Complied with. and O&M of the Project’s facilities, the Borrower shall perform, or cause to be performed, all obligations, including those of SPRDA, set forth in Schedule 6 of the Loan Agreement. 3. The Borrower shall make Section 4.02 Complied with. available, promptly as needed, the funds, facilities, services, land, and other resources that are required, in addition to the proceeds of the loan, for the carrying out of the Project and for O&M of the Project facilities. 4. In the carrying out of the Project, Section 4.03 (a) Complied with. the Borrower shall cause competent and qualified consultants and contractors, acceptable to the Borrower and the Bank, to be employed to an extent and upon terms and conditions satisfactory to the Borrower and the Bank. 5. The Borrower shall cause the Section 4.03 (b) Complied with. Project to be carried out in accordance with plans, design standards, specifications, work schedules and construction methods, acceptable to the Borrower and the Bank. 6. The Borrower shall ensure that Section 4.04 Complied with. the activities of its departments and agencies, including its Southern Province Road Development Authority and SPC, with respect to the carrying out of the Project and O&M of the Project facilities are conducted and coordinated in
40 Appendix 7
Covenant Reference in Status of Loan Compliance Agreement
accordance with sound administrative policies and procedures. 7. (a)The Borrower shall make Section 4.05 (a) Complied with. arrangements satisfactory to the (b) Bank for insurance of the Project facilities.
(b) Without limiting the generality of the foregoing, the Borrower undertakes to insure, or cause to be insured, the goods to be imported for the Project. 8. (a) The Borrower shall maintain, Section 4.06 Complied with. or cause to be maintained, records (a), (b) MOPCLG submitted audited and accounts adequate to identifying financial statements for 2001 the goods and services and other in December 2002 and for items of expenditure financed out of 2002 in August 2003. the proceeds of the loan.
(b) The Borrower shall furnish to the Bank not later than 12 months after the end of FY, certified copies of audited accounts and financial statements.
9. (b) The Borrower shall furnish to Section 4.07 (b) Complied with. the Bank quarterly reports as well as and (c) monthly progress reports on carrying out the Project and the operation and management of the project facilities.
(c) The Borrower shall submit a project completion report to the Bank, not later than three months after physical completion of the Project. 10. The Borrower shall enable the Section 4.08 Complied with. Bank’s representatives to inspect the Project and the proceeds of the loan. 11. The Borrower shall ensure that Section 4.09 Complied with. the Project facilities are operated, maintained, and repaired in accordance with sound administrative, financial, engineering, environmental and O&M practices.
Appendix 7 41
Covenant Reference in Status of Loan Compliance Agreement
12. The Borrower shall not award any Schedule 4, Complied with. contract for procurement of civil para. 8 works for roads and bridges prior to the appointment of the consultants. 13. SPRDA shall appoint a Project Schedule 6, Complied with. Director satisfactory to the Bank. The para. 2 (b) Project Director will normally be the General Manager of SPRDA. 14. (a)The Borrower shall cause to Schedule Complied with. be established a project Coordinating 6,para. 3 (a) Board (PCB) which will be chaired by and (b) the Secretary of MOPCLG and consist of representatives of the Borrower’s Ministry of Finance, Ministry of Transport and Highways (MOTH), Southern Development Authority, SPC, and SPRDA.
(b)The Project Supervision Board (PSB) shall meet six times annually and when required to review the progress of the project. 15. SPRDA shall reduce the level of Schedule 6, Late compliance. SPRDA daily paid labor force-account works para. 4 reduced the number of its from about 870 persons in 1997 to daily-paid laborers to 55 by 30 about 55 persons by December 2001 April 2003. and shall not increase for five years after that date. 16. The Borrower shall ensure that Schedule 6, (a) Complied with. SPRDA is; para. 5 (b) Complied with. (a) authorized to retain or engage (c) Complied with. new staff, (b) provided with an appropriate budget to engage qualified staff, and (c) provided with necessary resources to implement by 31 December 1998 a new staff organization structure agreed by the Borrower, the Bank and SPRDA. 17. (a) The Borrower shall take all Schedule 6, Complied with. necessary action to acquire all land para. 6 No resettlement or relocation and rights required for Project required. implementation. Compensation for any involuntary resettlement shall be undertaken in accordance with the
42 Appendix 7
Covenant Reference in Status of Loan Compliance Agreement
Bank’s policy on resettlement.
(b) The Borrower shall ensure that any involuntary resettlement resulting from the implementation of the Project and compensation paid therefore are undertaken in accordance with the Bank policy on resettlement and to the Bank’s satisfaction. 18. The Borrower shall ensure that Schedule 6, Complied with. should any new section of road be para. 7 No new sections were constructed under the Project, (a) an constructed. assessment of its environmental impact will be undertaken in accordance with the Bank’s guidelines, and (b) the Bank’s approval will be sought before construction commences. 19. The Borrower shall cause Schedule 6, Complied with.. SPRDA to undertake Benefit para. 8 SPRDA carried out a benefit Monitoring & Evaluation under the monitoring and evaluation Project in accordance with a study and submitted the schedule and in terms satisfactory to report to ADB on 16 May the Bank. 2003. 20. The Borrower, the Bank, SPC Schedule 6, Late compliance. and SPRDA shall conduct a mid-term para. 9 The midterm review was review of the Project no later than 31 undertaken in May 2000. December 1999. 21. Upon completion of the Project, Schedule 6, Complied with. SPRDA shall be responsible for O&M para. 10 Although SPRDA has been of the roads rehabilitated under the allocated sufficient budget for Project. For this purpose, the the project roads, budget Borrower shall ensure that sufficient allocation to cover resources, including funds, are maintenance of the overall available to SPRDA. network is less than required. 22. SPRDA shall: Schedule 6, (a) Complied with. (a) submit to the Bank for its Para. 11 (a) (b) Complied with. concurrence, by 31 October 1998, road maintenance classification and budget formula (b) apply the approved road maintenance budget formula commencing FY 2000–01
Appendix 7 43
Covenant Reference in Status of Loan Compliance Agreement
23. SPRDA will be allocated road Section 6, Being complied with. maintenance budgets during FY 1998 para. 11 (b) SPRDA does not have to 2007 of at least: enough funds to properly cover road maintenance (i) SLRs 75 million per year for expenditure because of the FY 1998 and 1999; inadequate budget allocation (ii) 60% of road maintenance from the Government. The budget by approved formula Government is now for FY 2000 to 2002 provided experiencing a cash-flow at least 75% of the three problem and cannot provide years’ budget by the formula enough funds for road is allocated; maintenance. However, the (iii) and 75% of road maintenance Government has pledged to budget by approved formula provide enough funds from for FY 2003 to 2007, 2006 onward. (Budget providing 100% of the three shortfall is a common years’ budget by the formula impediment to the is allocated. sustainability of all road
projects. The Government intends to address this issue through the National Road Fund, which will be set up and implemented under the ADB- funded Road Sector Development Project.) 24. SPRDA shall ensure that at least Schedule 6, Being complied with. 75% of all road maintenance works para. 12 during FY 2001 to 2007 are carried out by private contractors. MOPCLG=Ministry of Provincial Councils and Local Government; SPC=Southern Provincial Council; SPRDA=Southern Province Road Development Authority; Source: ADB Loan Agreement
CIVIL WORKS CONTRACT DETAILS 44
CONTRACT CONTRACTOR ROAD NAME ROAD CLASS LENGTH START ORIGINAL EXTENDED COMPL'N CONTRACT ACTUAL
PACKAGE Contract Period NO. Km DATE FINISH FINISH DATE PRICE EXPEND 8 Appendix NO. Procurement Procedure DATE DATE (incl. Tax) SLRs mn SLRs mn
PHASE 1
LCB B-01 STATE ENGINEERING CORPORATION 15-Oct-98 14-Oct-00 25-Oct-02 25-Oct-02 36.954 37.599 24 months Halvitigala-Dammala (Site 2) GT-10 Bridge SPCTB Atakohata-Goluwamulla (Site 3) GE-17 Bridge
LCB G-01 MAGA ENGINEERING (PTE) LTD 10-May-99 09-Nov-01 20-Aug-02 18-Sep-02 186.006 191.288 30 months Gorape-Wanchawala GB-03 C 1.7 CATB Nugaduwa-Bataduwa GB-04 C 0.9 Milliduwa-Bataduwa GB-06 C 2.2 (0.45-2.20)
Milliduwa-Bataduwa GB-06 C 0.5 (0.00-0.45)
Labuduwa-Narawala GB-09 C 5.1
Labuduwa- Godakanda GB-13 C 2.0 (0.18-2.00) Labuduwa- Godakanda GB-13 C 0.2 (0.00-0.18)
Bope-Wataraka GB-14 C 2.2 Meepawala-Bokaragoda GB-15 C 1.1
Karapitiya-Godakanda GB-16 C 1.5
Wijayananda-Mawatha GB-18 C 4.1 Katukurunda-Angulugaha-Tittagalla GB-22 C 5.4
Unawatuna-Thalpe GB-29 C 2.8 Narawala-Poddala GB-50 C 3.8
Galle-Wekunagoda GB-51 C 2.6 Ukwatta-Piyadigama GB-53 C 2.7 Mattegoda-Welikonda-Bogahagoda GB-61 C 2.3
LCB G-02 DAYA CONSTRUCTIONS (PVT) LTD 06-Dec-98 07-Dec-00 15-Jan-02 15-Jan-02 69.168 76.698 24 months Walpita-Massala-Thotupola GB-37 C+D 2.2
SPCTB Rathgama-Sandrawala (Dodangoda) GH-20+09 C 8.0
Boossa-Rupiwala GH-13 C 2.1
Wakwella-Dodangoda GH-21 D 4.0
Dodangoda-Bateketiya GH-23 D 2.2
LCB M-01 TUDAWE BROTHERS 07-Jan-99 08-Jan-01 04-Apr-02 31-Mar-02 166.650 171.934 24 months Walgama-Welegoda MM-02 C 1.7
MinTB Godagama-Sulthanagoda MM-04 C 2.8
Deeyagaha-Motagedara MM-05 C 3.2
Wehelgoda-Malagoda MM-06 C 1.9
Bandrawatta-Mahawatta MM-14 C 5.2
Nilwella-Kemagoda-Dodampahala MM-16 C 3.2
Nadugala-Attudawa MM-17 C 3.9
Sri Sumanatissa-Mawatha MM-21 D 1.6
Dandeniya-Muruthagaspitiya MM-32 D 2.0
Batuvita-Udadamana-Palolpitiya MM-36 D 5.0
Ihalavitiyala-Pahalavitiyala MM-39 D 4.9
CIVIL WORKS CONTRACT DETAILS
CONTRACT CONTRACTOR ROAD NAME ROAD CLASS LENGTH START ORIGINAL EXTENDED COMPL'N CONTRACT ACTUAL PACKAGE Contract Period NO. Km DATE FINISH FINISH DATE PRICE EXPEND NO. Procurement Procedure DATE DATE (incl. Tax) SLRs mn SLRs mn
LCB H-03 K.D.A. WEERASINGHE & CO (PVT) LTD 07-Jan-99 08-Jan-01 31-Jul-01 31-Jul-01 138.536 141.415 24 months Walasmulla-Pallekanda-Nathuwala HTA-22+36 C 11.4
Min TB Urubokka-Katuwana MP-38+HTA-26 D+C 10.6
Koholana-Julampitiya HTA-34+32 C 13.5
LCB H-06 SOUTHERN GROUP CIVIL CONSTRUCTION (PVT) LTD 07-Jan-99 08-Jul-00 15-Mar-01 26-Mar-01 82.690 81.723 18 months Kirinda-Beliatta MP-12+HTA-43 C+D 14.1
MinTB Tangalle-Kadurupokuna HTA-03 C 4.1
Dedduwawala-Galagama-Nawarahena HTA-16 C 4.4
680.004 700.657
PHASE 2
LCB B-02/03 SOUTHERN GROUP CIVIL CONSTRUCTION (PVT) LTD 29-Oct-99 28-Oct-01 18-Nov-01 18-Nov-01 13.616 13.562 24 months Ambalantota-Ridiyagama (Site 5) HH-01 Bridge
SPCTB Mamadala-Malpettawa (Site 9) HH-27 Bridge
Kirinda-Beliatte (Site 10) HTA-43 Bridge
LCB G-07 INTERNATIONAL CONSTRUCTION CONSORTIUM 14-Feb-00 13-Feb-02 21-May-02 22-May-02 175.668 187.903 24 months Kellapotha-Horangala GT-06 C 11.5 CATB Thalgaswala-Pitigala GT-07 C 13.6 Halvitigala-Dammala GT-10 D 7.2 Dehigahahena-Porawagama GT-16 D 4.5
LCB M-02 INTERNATIONAL CONSTRUCTION CONSORTIUM 13-Sep-99 12-Sep-01 Concluded 20-Jun-01 73.099 81.239 24 months Dankoluwa-Siyambalagoda MP-16 D 1.6 MinTB Thibbotuwawa-Dankoluwa MW-29+MP-01 C 13.6 Bopagoda-Urumutta MW-31 C 4.8
Houpe-Makandura MW-30+MP-34 C+D 9.3
8 Appendix Beragama-Ranagala-Urumutta MW-69+MP-35 D 6.0
LCB M-03 V.V.KARUNARATNE 17-Nov-99 17-May-01 17-Sep-01 16-Sep-01 65.266 67.117 18 months Polathumodara-Denipitiya MW-12 C 2.5 SPCTB Kamburugamuwa-Mirissa MW-13 C 7.7
Pelena-Polwatta MW-40 D 2.1
Sulthanagoda-Warakapitiya MW-58 D 3.0 45
LCB H-07 CONSULTING ENGINEERS & CONTRACTORS (PVT) LTD 13-Sep-99 12-Sep-01 12-May-02 05-Apr-02 132.276 135.040 24 months Middeniya-Thalawa-Hungama HH-23 C 25.7
MinTB Thalawa-Dabarella-Hingura HH-29 D 6.6
CIVIL WORKS CONTRACT DETAILS 46
CONTRACT CONTRACTOR ROAD NAME ROAD CLASS LENGTH START ORIGINAL EXTENDED COMPL'N CONTRACT ACTUAL PACKAGE Contract Period NO. Km DATE FINISH FINISH DATE PRICE EXPEND 8 Appendix NO. Procurement Procedure DATE DATE (incl. Tax) SLRs mn SLRs mn LCB H-08 SOUTHERN GROUP CIVIL CONSTRUCTION (PVT) LTD 13-Sep-99 12-Sep-01 31-Jan-03 31-Jan-03 114.574 119.068
24 months Ambalantota-Ridiyagama-Liyangastota HH-01 D 11.7 MinTB Chittaragala-Koggala HH-19 D 9.6 Mamadala-Malpettawa HH-27 D 7.5 574.499 603.929
PHASE 3
LCB B-04/05 STATE ENGINEERING CORPORATION 16-Jan-00 15-Jul-01 09-Sep-02 24-Sep-02 51.824 53.151 18 months Kellapotha-Horangala (box culvert) GT-06 Site 1 Bridge SPCTB Kodagoda-Dikkumbura (box culvert) GB-21 Site 4 Bridge Dankoluwa-Pasgoda MP-02 Site 8 Bridge
LCB G-04 MAGA ENGINEERING (PTE) LTD 25-Feb-00 24-Feb-02 29-Jun-02 06-Aug-02 132.167 135.309 24 months Kataluwa-Tittagalla GB-25 C 5.1 MinTB Kottawa-Ahangama GB-30 C 10.7 Olaganduwa-Gulugahahena GB-56 D 2.3 Horadugoda-Jamburegoda GB-59 C 1.8 Dikkumbura-Tittagala-Angulugaha GB-19 C 5.0
LCB G-05 MAGA ENGINEERING (PTE) LTD 25-Feb-00 24-Feb-02 01-Mar-02 24-Feb-02 87.782 89.638 24 months Madampe-Meetiyagoda-Gonapinuwala GH-01+07 C 13.8 MinTB Thiranagama-Pinkanda GH-10 C 2.2 Gonapinuwela-Mahawela-Lelkada GH-22 D 3.5 Thotagamuwa-Aluthwala GH-25+39 D 5.8 Madampe-Suduwelikada-Dewagoda GH-34 D 1.7
LCB M-04 MAGA ENGINEERING (PTE) LTD 25-Feb-00 24-Aug-01 15-Oct-02 15-Oct-02 110.201 114.550 18 months Akuressa-Yakabedda MW-24 C 1.7 MinTB Ketanwila-Bangama MW-26 C 2.6 Kadduwa-Thibbotuwawa MW-32+MM-19 C 7.5 Athuraliya-Pitakatuwana to CH.4+395 MW-33 C 4.4 Athuraliya-Pitakatuwana CH.4+395-5+695 MW-33 C 1.3
LCB M-05 MAGA ENGINEERING (PTE) LTD 25-Feb-00 24-Feb-02 03-May-03 28-Nov-03 126.763 128.803 24 months Radawela-Iriyatota MP-06 C 8.0 MinTB Kekanadura-Rathmale-Dikwella MM-12 C 9.9 MM-12 bridges Sapugoda-Gatara-Ransegoda MP-40 D 6.5 Appendix 9 47
ECONOMIC REEVALUATION
A. Economic Analysis at Appraisal
1. Outline Methodology
1. The benefit and cost analysis carried out in 1997 at the time of Appraisal used Highway Design and Maintenance Model version 3 (HDM-3). The economic evaluation covered the rehabilitation of Project roads and benefits were based exclusively on savings in vehicle operating costs, obtained through comparison of the without-project case and with-project case. Progression of road surface roughness was not modelled. Incremental road maintenance costs were added to the with-project case. The scope of the analysis of road rehabilitation at Appraisal included reconstruction of 93 provincial roads with an aggregate length of 520km identified within 20 contract packages. The Project was scheduled to be completed in four phases.13 Rehabilitation was assumed generally to follow existing vertical and horizontal alignments.
2. Prior to the Appraisal analysis, during preparatory technical assistance (TA) in 1996, a road inventory was completed for provincial roads in Southern Province. This included the collection of data about road conditions. The proportion of potholes, edge repairs and pavement condition were used to classify each road into reasonable, fair or poor category. The condition category for each road was amalgamated with economic development potential of the road influence area and social need in order to priority rank roads for rehabilitation. Cross-checks were made on the economic viability of the top-ranked roads using HDM-3.
2. Traffic Flow Estimates
3 The core of the input on traffic demand for the HDM-3 cross-checking analysis was developed during the road inventory survey at the time of Appraisal. Opposing traffic counts were carried out by counting vehicles traveling in the opposite direction to the road survey vehicle. These were supplemented with the results of stationary classified traffic counts carried out over varying periods of up to 24 hours each on a five per cent sample of roads. Future traffic growth was projected at five per cent per annum for normal traffic. The future annual rate of likely increase in generated traffic was assumed at three per cent, with generated benefits representing 2.7 per cent of normal traffic benefits at the start of the project period and 1.8 per cent at the end of the period.
3. Road Improvement Costs
4. Road construction costs used in the cross-checking analysis were derived from the detailed engineering estimates prepared for the Project during preparatory TA. These ranged between 1.2 and 3.3 SLRs million per kilometer, in June 1997 prices. Road maintenance costs were judged to increase by the equivalent of $400 per km due to the Project and were accordingly loaded into the with-project case. All prices and costs were adjusted by a standard conversion factor of 0.85 to determine equivalent economic costs.
13 An additional 30km of unspecified road length was tentatively scheduled to be carried out in the third and forth phases, provided that such road length satisfied screening and economic viability criteria.
48 Appendix 9
4. VOC Savings and Results of Analysis
5. Vehicle operating costs (VOC) in the without-project case for six sample roads ranged between 6.2 SLR/km for three-wheelers, through 12.9 SLR/km for a medium truck up to 14.7 SLR/km for a bus. The effects of the rehabilitation carried out under the Project were estimated to reduce these costs by 13 per cent for trucks and 30 and 15 per cent for cars and vans/minibuses respectively. The six roads selected covered a range of physical attributes, sufficient for them to be considered fully representative of provincial roads in Southern Province. The averages of the VOC by vehicle class across the six roads were used to make estimates of Economic Rate of Return (EIRR) for each of the 20 contract packages posited at Appraisal. The results are shown in Table A9.1.
Table A9.1 EIRRs for Contract Package at Appraisal
Galle EIRR Matara EIRR Hambantota EIRR Packages (%) Packages (%) Packages (%) G-01 12.4 M-01 16.5 H-02* 20.2 G-02 23.4 M-02* 26.8 H-03 24.2 G-03* 12.7 M-03 15.5 H-04 28.3 G-04* 22.5 M-04* 24.3 H-05 21.1 G-05 21.5 M-05* 18.4 H-06 27.4 G-06* 12.6 M-06* 19.4 H-07 7.4 G-07 15.0 H-08 12.1 * package content adjusted between Project Appraisal and Completion
Source: Report and Recommendations on a Proposed Loan and Technical Assistance Grant for the Southern Provincial Roads Improvement Project RRP.SRI 31056, August 1997: Appendix 11
6. The EIRR for the Project as a whole was estimated to be18.2 per cent with a net present value (NPV) of 855 SLRs mn.
5 Beneficiaries
7. Un-quantified benefits were considered at Appraisal, leading to the conclusion that rehabilitated and better maintained roads could be expected to permit more regular and frequent bus services and so allow rural households to increase frequency of trips and to make use of cheaper modes of transport as a result of increased competition.
B. Economic Analysis at Completion
1. General Approach
8. The sources and details that underpin the above Appraisal estimates of EIRR are not fully known. Substantive supplementary work was carried out subsequent to the feasibility study performed under the preparatory TA. The working papers for the supplementary work are not available to the PCR Mission. Nevertheless, the core methodology of economic re-evaluation at Completion has followed, to the extent possible, broadly the same approach as used during Appraisal. Furthermore, the appraisal methodology has been extended and expanded by the PCR Mission. The EIRR analysis at Appraisal has been replicated as accurately as possible
Appendix 9 49 using up-to-date inputs and extended to include sensitivity and risk analyses. The consideration of socio-economic benefits has been expanded to include later household data from the field and an explicit effort is made to quantify in broad terms the beneficial impact of the Project on poor persons living and working in the vicinity of Project roads.
9. The number of contract packages and their constituent roads were altered during Project execution. By Completion there were 27 contract packages. The diagram at Appendix 2 provides details. Consequently has not been possible directly to compare results for Completion against those for Appraisal in respect of all packages. In those instances where there has been change, the related packages are identified in Tables A9.1 and A9.7.
2. Traffic Flow Estimates
10. As at Appraisal, the essential source of traffic information at Completion has remained moving observer counts, but dependence on this technique has lessened. Compared with the five per cent sample available at Appraisal, static 12-hour surveys of classified traffic movements taken on the roads since 1996 have raised the available sample to 35 counts on 20 roads. Although the majority of these roads (12) have been subjected to just one count survey over the 10 years since 1996, there are usefully three other roads on which counts have be taken on three separate occasions throughout the decade. The PCR Mission has taken additional moving observer counts on 39 roads. These, together with recourse to the socio- economic profiles in the road influence areas drawn-up at Appraisal, have been used to extend the reach of the classified traffic counts to provide up-to-date estimates of the levels of present traffic activity across the various packages.
11. As at Appraisal, seven vehicle classes have been used in the Mission’s economic re- evaluation:
Motorcycle Car Agricultural Small Medium Minibus Bus 3-Wheeler Tractor Truck Truck
12. Within each of the 27 civil packages the estimated traffic flows across the seven vehicle types on each individual road link are expressed as a single PCU value. This is multiplied by the length of the particular road link to obtain traffic output for the link in PCU-km. The individual outputs are summed across all package roads and the total PCU-kilometers so obtained for the package are divided by the total kilometers of road links in the package. In this way a weighted base year traffic output value for each package, in million PCU-km, is obtained. This is a replication of the procedure employed at Appraisal.
13. Compared with the forecast growth in traffic flow on Project road of five per cent a year predicted at Appraisal in 1997, the PCR Mission’s recent observations in the field indicate that actual annual increase has been closer to between two and four per cent. However, the empirical data presently available is too slight to conclude that their associated expected value on growth rate is significantly different from the prediction made at Appraisal. The Mission thus upholds the prospects for the future as posited at Appraisal and retains the original estimate for future traffic growth at five per cent a year for the longer term future. In the short-term economic policy will focus of the rebuilding and reconstruction of areas damaged by the tsunami. Real GDP grew at 5.3 per cent in 2004. Although the tsunami will undermine services growth in 2005, the outlook is still 4.3 per cent growth for the year. Following broad based recovery, it is expected that 2006 will see six per cent GDP growth, assuming that reconstruction will engender strong fixed investment growth this year and that tourism starts to return to normal
50 Appendix 9 before the year end. Pre-tsunami, GDP growth had recently been running at approximately 5.5 per cent a year. Government has reiterated that it will pursue initiatives contained in the 2005 budget in which development plans were outlined 2005-2007. Even assuming income elasticity of transport demand at unity, there appear to be no grounds for downgrading the long-term perspective for normal traffic growth put forward at Appraisal. Generated benefits are taken to be five per cent of VOC savings to normal traffic at the start of the project period, rising to ten per cent at the end.
14. The preponderance of 3-wheeler passenger vehicles is expected to reduce in future years as the already emergent bus services take on a more significant role on Project roads. Vehicle-mix will alter accordingly. The effect of this prospective substitution has been introduced into the present EIRR analysis by assuming that by the end of the project period, the seat-km currently produced by three-wheelers will reduce by one half and be transferred to bus services on a seat ratio of 7:1. The effect is to raise the level of cost savings at the end of the period by 22 per cent.14
3. Vehicle Operating Costs
15. Vehicle operating costs for each of the seven classes of vehicle have been estimated at 2005 prices using HDM-4 formulations. These costs (economic) are shown in Table A9.2. A comparison is made with the Appraisal estimates. Person-time costs are included for the Completion estimates; it is assumed that it is also the case for the Appraisal figures. For heavier vehicles, the latest estimates of VOC savings are significantly greater than those developed at Appraisal. Various factors may contribute to the difference, the main features being the effect of the devaluation of the SLR combined with the foreign exchange elements of vehicles prices and spares, the secondary effects of devaluation on mechanics’ and drivers’ wages and the less optimistic view taken now on the long-range price of crude oil, compared with 1997, with the attendant effect this has on the VOC elements covering fuel and lubricants. Notably, the VOC savings estimated at Appraisal for light vehicles are considerably greater than those the PCR Mission has estimated. The Mission’s estimates reflect a motorcycle component in the classification (because motorcycles are a common sight on Project roads). At Appraisal the corresponding estimate was made exclusively for three-wheeler ‘Bajajs’.
Table A9.2 Estimates of Vehicle Operating Cost Savings: Completion and Appraisal (SLR/km without-project and with-project: person-time value included)
M/cycle Car Agricultural Small Medium Minibus Bus 3-Wheeler Tractor Truck Truck Completion Estimates without 6.55 14.62 9.41 14.34 22.20 22.81 24.25 with 5.58 12.87 7.98 11.77 17.89 18.54 19.70 Savings 0.97 1.76 1.43 2.57 4.31 4.27 4.54
Appraisal Estimates without 6.24 6.64 6.12 9.21 12.89 10.68 14.72 with 4.49 4.66 4.62 7.95 11.27 9.12 12.93 Savings 1.75 1.98 1.50 1.26 1.62 1.56 1.79 Sources: RRP Appendix 11, Mission estimates
14 Overall, the net benefit increase is 15 per cent; the reduction in VOC savings is due to progress in surface roughness at an average rate of IRI 0.2 a year.
Appendix 9 51
16. As was done at Appraisal, the physical characteristics of Project roads, assumed for the without-project case, have again been generalised for purposes of analysis. At Appraisal, six typical road lengths ranging in roughness index between IRI 4 and IRI 8 were selected and the unit VOC estimates obtained from HDM-3 were averaged to produce a global estimate for application across the Project as a whole. At Completion, a different approach has been adopted. HDM-4 VOC have been generated for six representative road sections ranging in surface roughness between IRI 4 and IRI 9. These have been used to produce a weighted- average cost based upon the percentage of road length from each of the representative sections that are estimated to make up the kilometerage in the contact package. Details of representative sections and associated VOC are shown in Tables A9.3 and A9.4.
4. Road Improvement Costs
17. Actual road rehabilitation costs have been used in the re-evaluation. These have been taken directly from Project accounts and are shown in Table A9.6. The cost of road rehabilitation has varied between 3.0 and 8.7 SLRs mn per kilometer. Table A9.5 shows how costs are allocated under major components for six sample packages, selected to be broadly representative of the road rehabilitation carried out under the Project as a whole. Consistent with the basis used at Appraisal, economic costs have been obtained by applying a factor of 0.85 to (financial) amounts obtained from the accounts to net out the effect of transfers within the economy. The economic cost of rehabilitating all 611km of Project roads was 2500 SLRs million.
5. EIRR Analysis and Results
18. Economic benefits have been calculated for the contract packages as savings in VOC with the value of person time included and not included. For sensitivity analysis, central estimates of EIRR are based upon the value of person time being included. As regards road maintenance costs, the PCR Mission has not retained the treatment applied at Appraisal. Generally, a maintenance cost decrease rather than increase is regarded as more likely to be a result of road improvement. Any savings in maintenance costs have not been included, however, due to the fact that prior to improvement, even with an intensive maintenance programme (which was neither practical of economically viable) the structural conditions of the majority of roads could not have been improved, given their then state of repair. There is little scope for assessing any reduction in road maintenance costs given the established history of minimal budget releases to SPRDA. The Mission considers it would be spurious to posit reduced maintenance costs arising from the Project.15
19. All packages have an EIRR greater than the threshold value of 12 per cent for economic viability. The central estimate for EIRR for the Project as a whole is 18.6 per cent with person- time value included and 15.2 per cent when it is not included. Sensitivity analysis shows that these results are robust. EIRR responses to variations in the input variables are mixed, with somewhat more sensitivity shown against likely errors of estimate in ADT and VOC. With person time value included, the lowest value of Project EIRR obtained under all the conditions tested was 15.1 per cent. Among individual contract packages, no package returned an EIRR of
15 An assessment of the response of future road condition to different regimes of road maintenance is outside the scope of the PCR. As in the case of the analysis at Appraisal, future ageing in the road structure has not been modeled. The modeling of surface roughness progression is particularly sensitive to assumptions on road structure such as, for example, subbase strength. As yet no supporting empirical data from the field is available in sufficient quantity and quality to deal with the likely future impact of continued underfunding of the maintenance of provincial roads.
52 Appendix 9 less than 12 per cent.16 A summary of EIRR by contract package is given in Table A9.7. Full details of the sensitivity analysis are provided in Table A9.8.
20. Using the same ranges of variation in the input variables as used for sensitivity analysis, the PCR Mission has carried out a complementary risk analysis, the results of which are shown in Table A9.9. This shows that there is less than one in a hundred chance that the Project as a whole has not, in truth, been economically viable. The likelihood of any package EIRR falling below 12 per cent is also satisfactorily small. Half the packages are more than 99 per cent secure as regards viability and no package has a greater than 1 in 20 chance of being unviable. However, the Mission is particularly conscious of the possibility of considerable error in traffic flow estimates. With a requirement to provide estimates of ADT for more that 100 roads, with moving observer counts on short roads being a prime source, there is the possibility of there being a wider error of estimate than the ±20 per cent employed for this factor in the sensitivity analysis. Table A9.9 shows the results obtained when the presumed error of estimate of ADT is expanded out to a level of ±50 %. A few packages out of the 27 now show significantly greater probability of not being viable, but even so, there is still about a 3 in 4 chance that these packages do, in truth, perform satisfactorily. The possibility that the Project as a whole is not viable is still very low at less than one in a 100 chance, even within this extreme scenario of uncertainty.
Table A9.7 EIRRs for Contract Package at Completion
Galle EIRR Matara EIRR Hambantota EIRR Packages (%) Packages (%) Packages (%) G-01 15.6 M-01 18.6 H-02* 14.6 G-02 19.5 M-02* 15.7 H-03 27.0 G-03* 15.7 M-03 20.6 H-04 23.8 G-04* 21.4 M-04* 15.0 H-05 27.3 G-05 31.4 M-05* 23.4 H-06 29.3 G-06* 15.0 M-06* 15.6 H-07 16.3 G-07 16.2 M-07* 15.1 H-08 24.0 G-08* 15.0 M-09* 16.3 H-09R* 20.2 G-09* 14.7 G-11* 16.9 G-12* 15.7 * package content adjusted between Project Appraisal and Completion
Source: Mission estimates
21. Flows of costs and benefits (savings) are shown in Table A9.10. Each individual contract package is identified along with its associated resource flow pattern. Net benefits are gradually ramped up during the years when rehabilitation work is underway, generally reaching full flow approximately in the year of completion of the contract. Over the Project as a whole, the build- up is staged in line with the five-phase program of work that was completed 1998-2004. 6. Benefits and Beneficiaries
16 An unacceptably low EIRR of 7.4 per cent was calculated for Package H-07 at Appraisal. The Mission has paid particular attention to observing traffic on the constituent roads during field work. Traffic flow is assessed to be greater than that judged to be the level at Appraisal. Also the actual rehabilitation expenditure per kilometer was not excessive. The Mission re-estimates the EIRR for this package at 16.3 per cent.
Appendix 9 53
22. The main sources of benefit are VOC savings to normal traffic plus time savings to passengers. The main beneficiaries will be road users, gaining from lower road user costs, faster trips and future beneficial trends in modal shares within the traffic flows. There is strong evidence that new traffic is being attracted to the Project’s improved roads through diversion of routings taking traffic away from adjacent B-class roads where in many parts these more major connections are in an indifferent condition. Two examples below typify the situation at numerous places on Project roads throughout the Province.
MM-12 This road, being oriented parallel to the coastal highway, west of Dickwella, is a major candidate in propensity to attract traffic through diversion off adjacent routes. Trucks laden with sand recovered from the river at Ambalantota pass this road en-route westward to Matara and Galle.
MM-02 Diverted traffic contributes significantly to the ADT on this road. The road is located in a (semi) urban location and traffic routing south and north on the Akuressa – Matara road connecting with coastal points west of Matara use this road as a very convenient shortcut to avoid entering the urban congestion of Matara proper.
23. Although, in the broader picture, additional benefits are being obtained by these network effects, the axle-loads to which some of the Project roads are now being subjected are beyond their design limits. A significant issue with project design at the preparatory TA was the difficulty in explicitly incorporating into the ranking and viability analysis these network effects in the vicinity of the Project roads.
24. Any de facto conversion of a provincial road into part of a trunk route is unquestionably in conflict with good principles of road network planning. Nevertheless, there is potential for incidental benefits to the served population. Some 80 per cent of the population desire to use the bus for travel – and there are known instances where buses are diverting to Project roads. Buses offer economic benefits compared with relatively high seat-price three wheelers; and buses are a critical means of transporting employees to work locations. Fares on three-wheelers are negotiated with an average rate of broadly about 20 SLR/km. At this rate, with three passengers on board, a 10km trip would cost the occupants more than five times what it would have cost by bus.
25. The outstanding prospect for future benefits generated by the Project for the population is more bus services on the roads. Surveys on frequency and routes of bus services plying three sample roads from the Project were carried out in early-2000 and in October 2002. On two of the routes there had been a marked increase in the number of seats operated. Over the two-year period bus capacity had increased 60 per cent for larger bus units and 55 per cent on smaller units. On the other route the increase was less, but still beneficial, with a 33 per cent increase in smaller units and 16% in larger units.
26. Field surveys were carried out as part of the Project’s BME exercise in 2002. Interview surveys were aimed at assessing the impact of Project road rehabilitation on education, employment and agricultural production, as well on the provision of public transport. Although enlightening, the efficacy of these surveys was unduly restricted due to the lack of any comparable information obtained before the Project commenced. Consequently, the output inevitably rested heavily on anecdote. A sample of the pointers obtained were:
54 Appendix 9
(i) in education, time spent in traveling to and from school had been markedly reduced in some instances where bus services were more readily available than previously, and pupils were spending more time at home, less prone to illness due to fatigue and more diligently completing homework after school hours;
(ii) on travel to/from work, half the family problems of the traveling worker had reputedly been resolved, with less need to loiter upon leaving the workplace and more opportunity to be economically involved in the home-garden; and
(iii) on agricultural production, more produce was now being purchased by traders directly from the farm and there was increased competition among buyers at local markets and fairs as more traders came to make purchases.
27. The Project BME exercise of October 2002 provided an approximate guide to the assessment of benefits obtained by poor persons living in the influence area of the Project’s roads. Savings in VOC throughout the life of the Project were distributed on the available evidence to give an approximate profile of beneficiaries as follows: private owner (75%); Government (9%); passengers (9%); and shippers (7%). There are some poor among the vehicle owners (three-wheelers) who use their vehicles as a means of income. Among bus passengers some 40% are identified as poor and one in five passengers in vans and jeeps are also classified as poor. On these statistics, it was forecast that over the life of the Project, between four and five per cent of savings would go directly to the travelling poor. To this is added the benefits accruing to poor owners of jeeps and three-wheelers and the benefits from time savings in travel on motorised vehicles. Overall, poor people were considered likely to gain some 20 per cent of net Project benefits.
7. Conclusions and Observations
28. The Project has been shown to be economically sound. There is considerable variability between contract packages in economic performance but they all satisfy the criterion for economic viability. Risk analysis is an essential tool when information is sparse. The level of uncertainty that it has been necessary to deal with in the economic analysis has been greater than in typical road improvement projects. The scope and content of the Project made SPRIP the first of its kind in Sri Lanka. With more than 100 roads in 27 packages to plan, coordinate and monitor, the logistical challenges that were presented were uncommonly demanding. The work that was required to be completed under the preparatory TA was hardly less onerous. Being the first project of its kind, it is evident, and understandable, that there were some difficulties in maintaining consistency and sustainability of information gathering needed to follow through from initial planning to an ongoing program of benefits monitoring. The monitoring of traffic flows by classified counts on Project roads is a case in point:-
(i) in 1996, under preparatory TA, 26 roads were surveyed; only six of these were selected for inclusion in the final packaging;
(ii) in 2000 six roads were surveyed, of which four had been surveyed previously in 1996; just three of these roads later entered the rehabilitation program; on only one of the selected roads had traffic counts been made in both 1996 and 2000;
(iii) nine roads were surveyed in 2002 in preparation for the BME carried out in that year; there was historical flow information available on six roads in the sample; and
Appendix 9 55
(iv) in readiness for the work of the PCR Mission, 24-hour counts were made in May/June 2005 on 18 project roads, which included all nine roads surveyed in 2002; on the other nine roads historical flow information was not available.
29. In respect of socio-economic surveys, a household interview survey was carried out in January 1997 under the preparatory T.A. This survey focused on a sample of seven roads. As part of the later BME exercise, a further similar survey was completed in October 2002 on six Project roads. The two surveys covered just one road in common.
30. Observations may be drawn and specific lessons can be learned from this short review. When a road implementation project becomes effective, a program for BME needs to be carefully planned at the earliest opportunity. All available data from the preceding feasibility work should be consolidated and on this basis a sample of project roads drawn up and retained intact to form the backbone of BME throughout the duration of the project, and beyond. The sample should be selected so that a balance is struck between economic and social and other demographic features, between locations and topography, and between existing road uses, potential for traffic diversion, and road condition. In particular a range of poverty levels within the influence areas of the roads should be covered, and road environments in terms of cash crop areas and paddy delineated. Robust baseline information is essential and above all, it is important that a comparison is facilitated of the profiles of transport and general socio-economic activities both before commencement and after project completion.
56
Table A9.3 Roadway Characteristics for Six Representative Sections on the SPRIP Road Network
9 Appendix Representative Altitude Rainfall Rise/Fall Horizontal CarriagewayArea with Defects (%) Mean Rut Roughness Sections (m) (m) (m) Curvature Width (m) All Cracks Wide Cracks Raveled Potholed Depth(mm) IRI A 100 0.10 40 15 3.5 20 15 10 20 10 9 B 100 0.20 60 30 3.0 30 20 0 10 30 8 C 0 0.10 20 10 3.5 35 25 5 5 20 7 D 50 0.15 5 30 3.5 45 5 0 10 10 6 E 100 0.10 25 20 3.5 40 15 5 5 30 5 F 200 0.20 10 40 3.0 20 15 10 15 20 4
Table A9.4 Vehicle Operating Costs for Six Representative Sections on the SPRIP Road Network (SLR/km) Representative M/cycle+3Wheeler Car Agricultural Tractor Small Truck Medium Truck Minibus Bus Sections without with without with without with without with without with without with without with A 7.13 5.58 15.70 12.85 10.36 7.96 15.60 11.75 23.37 17.41 25.33 18.50 26.49 19.46 B 6.74 5.58 14.95 12.86 9.70 7.97 14.76 11.76 22.78 17.86 23.61 18.52 24.92 19.58 C 6.41 5.58 14.37 12.87 9.18 7.98 14.04 11.78 21.84 17.93 22.20 18.56 23.72 19.77 D 6.07 5.58 13.79 12.88 8.65 7.99 13.32 11.79 20.89 18.00 20.78 18.59 22.52 19.96 E 5.87 5.58 13.47 12.91 8.40 8.02 12.80 11.82 20.08 18.16 20.00 18.65 21.87 20.25 F 5.66 5.58 13.15 12.93 8.15 8.04 12.27 11.84 19.26 18.31 19.22 18.71 21.21 20.54
Table A9.5 Cost Components for Road Rehabilitation in Six Sample Packages: Actual and Appraisal Compared (SLRs mn/km) Contract Preliminary Site Earth Drainage RoadTotal Inclusive Cost Road Package Clearing Works Works Actual Appraisal Appraised G-01 0.18 0.32 0.26 0.72 1.70 4.70 3.30 GB-16 G-03R 0.58 0.05 0.28 1.23 2.21 5.70 1.50 GE-05 G-07 0.28 0.07 0.12 1.07 1.25 5.10 1.20 GT-07 M-03 0.67 0.67 0.02 0.10 0.67 4.40 1.30 MW-40 M-07 0.53 0.53 0.11 0.60 0.95 5.40 1.10 MP-11 H-08 0.61 0.61 0.15 0.51 0.29 4.10 1.20 HH-27
Sources: SPRDA, TA Final Report, Mission estimates
Appendix 9 57 Table A9.6 Summary Details of Project Contract Packages, Costs and Progress Rate
Package Length Number of Traffic Output Completion Duration Final Cost Unit Cost Code (km) Roads pcu-km/year Date Actual Appraisal (SLRs mn) (mnSLR/km) (million) (months) (months) A. Galle G-01 41.1 15 7.2 18/09/2002 40 30 191.29 4.7 G-02 18.5 5 3.9 15/01/2002 37 18 76.70 4.1 G-03R 18.3 4 3.1 16/07/2002 20 24 104.57 5.7 G-04 24.9 5 7.1 06/08/2002 30 18 135.31 5.4 G-05 27 5 7.9 24/02/2002 24 18 89.64 3.3 G-06R 21.7 3 4.2 04/08/2002 21 18 109.62 5.1 G-07 36.8 4 7.6 22/05/2002 27 24 187.90 5.1 G-08 19.8 4 4.3 03/04/2003 29 118.57 6.0 G-09 12.2 3 2.9 02/07/2002 20 88.05 7.2 G-11 20.6 2 5.3 22/12/2003 23 119.99 5.8 G-12 6.2 2 1.5 28/03/2003 15 33.43 5.4 All Road Packages 247.1 52 1255.07 5.1 Sf-G 220.2 n.a. 30/12/2003 28 48.00 0.2
B. Matara M-01 35.4 11 8.1 31/03/2002 38 24 171.93 4.9 M-02 9.3 1 2.9 20/06/2001 22 24 81.24 8.7 M-03 15.3 4 4.0 16/09/2001 22 18 67.12 4.4 M-04 17.5 4 4.2 15/10/2002 32 18 114.55 6.5 M-05 24.4 3 8.4 28/11/2003 45 18 128.80 5.3 M-06 21.8 2 4.0 28/02/2002 24 18 98.42 4.5 M-07 25.9 3 5.0 28/10/2003 21 138.86 5.4 M-09 26 4 6.9 10/10/2003 21 166.20 6.4 All Road Packages 175.6 32 967.13 5.5 Sf-M 126.8 n.a. 31/12/2003 28 65.34 0.5
C.Hambantota H-02 9.8 3 2.7 03/09/2002 22 12 67.22 6.9 H-03 35.5 3 10.1 31/07/2001 30 24 141.42 4.0 H-04 16.2 2 3.8 02/01/2002 24 49.86 3.1 H-05 33.1 4 10.0 26/06/2002 28 24 134.27 4.1 H-06 22.6 3 7.3 26/03/2001 26 18 81.72 3.6 H-07 32.3 2 5.8 05/04/2002 31 24 135.03 4.2 H-08 28.8 3 11.1 31/01/2003 40 24 119.07 4.1 H-09R 9.6 1 2.3 30/07/2003 14 28.98 3.0 All Road Packages 187.9 21 757.58 4.0 Sf-H 176.7 n.a. 20/01/2004 29 72.93 0.4
D. Structures B-01 -- n.a. 25/10/2002 48 37.60 n.a. B-02/03 -- n.a. 18/11/2001 25 13.56 n.a. B-04/05 -- n.a. 24/09/2002 32 53.15 n.a. B-06 -- n.a. 08/04/2003 29 18.71 n.a. Bd-01 -- n.a. 29.07 n.a. Bd-02 -- n.a. 31/12/2003 14 29.37 n.a. All Structures 181.46
E. SPRDA Capacity Building Training n.a. 6.20 n.a. Upgrading Buildings n.a. 7.60 n.a. Equipment n.a. 121.02 n.a. n.e.s. 0.57 Sub-Total 135.38
F. Other n.a. Consulting Services n.a. 474.23 n.a. Project Admin n.a. 72.18 n.a.
G. Total n.a. 4029.31 n.a. Source: Southern Province Road Development Authority
58 Table A9.8 Results of Sensitivity Analysis
9 Appendix Package Central EstimatesTraffic Flow Future Traffic Growth Rate Generated Traffic Vehicle Operating CostsVehicle Class Distribution Code Person Time Value ADT Annual Per Cent Per Cent Normal Traffic Savings (SLR / vehicle-kmShare) by M/C and 3-Wheelers without with -20% +20% +3% +7% 0% 20% -10% +10% 59% 73% A. Galle (EIRR %) (EIRR %) (EIRR %) (EIRR %) (EIRR %) (EIRR %) G-01 12.9 15.6 12.8 18.3 13.1 18.1 15.0 16.3 14.2 17.0 15.5 15.7 G-02 16.1 19.5 15.9 23.1 16.9 22.1 18.7 20.4 17.7 21.3 19.3 19.7 G-03R 13.0 15.7 12.9 18.5 13.2 18.3 15.1 16.4 14.3 17.1 15.6 15.9 G-04 17.6 21.4 17.4 25.4 18.4 24.4 20.4 22.3 19.4 23.4 21.2 21.6 G-05 25.2 31.4 24.9 38.5 28.3 34.5 29.8 33.0 28.1 34.8 31.1 31.7 G-06R 12.4 15.0 12.3 17.7 12.5 17.6 14.4 15.7 13.7 16.4 14.9 15.2 G-07 13.4 16.2 13.3 19.0 13.4 19.0 15.5 16.9 14.8 17.6 16.1 16.3 G-08 12.3 15.0 12.2 17.6 12.4 17.5 14.3 15.6 13.6 16.3 14.8 15.1 G-09 12.1 14.7 12.0 17.3 12.3 17.1 14.1 15.3 13.4 16.0 14.6 14.8 G-11 14.0 16.9 13.9 19.9 14.4 19.5 16.2 17.6 15.4 18.4 16.8 17.1 G-12 13.1 15.7 13.0 18.3 13.5 17.9 15.1 16.4 14.4 17.0 15.6 15.9
B. Matara M-01 15.4 18.6 15.2 21.9 15.8 21.4 17.8 19.4 16.9 20.3 18.4 18.7 M-02 13.0 15.7 12.9 18.4 13.3 18.1 15.0 16.3 14.3 17.0 15.6 15.8 M-03 17.2 20.6 17.0 24.0 18.1 23.0 19.7 21.4 18.8 22.3 20.4 20.7 M-04 12.5 15.0 12.4 17.5 12.6 17.4 14.4 15.6 13.7 16.3 14.9 15.1 M-05 19.4 23.4 19.2 27.7 20.7 26.2 22.4 24.4 21.3 25.5 23.2 23.6 M-06 12.9 15.6 12.8 18.2 13.2 17.9 14.9 16.2 14.2 16.9 15.4 15.7 M-07 12.5 15.1 12.4 17.6 12.6 17.5 14.4 15.7 13.7 16.4 14.9 15.2 M-09 13.5 16.3 13.4 19.2 13.8 18.9 15.6 17.0 14.8 17.7 16.2 16.4
C. Hambantota H-02 12.2 14.6 12.1 17.0 12.4 16.9 14.0 15.2 13.4 15.8 14.5 14.7 H-03 22.0 27.0 21.8 32.5 24.1 29.9 25.7 28.3 24.4 29.7 26.8 27.3 H-04 20.0 23.8 19.8 27.7 21.4 26.1 22.8 24.7 21.8 25.7 23.6 23.9 H-05 22.3 27.3 22.1 32.8 24.5 30.1 26.1 28.6 24.7 30.0 27.1 27.5 H-06 24.2 29.3 24.0 34.7 26.6 31.9 28.0 30.5 26.6 31.9 29.0 29.5 H-07 13.5 16.3 13.4 19.2 13.9 18.8 15.6 17.0 14.9 17.8 16.2 16.5 H-08 19.8 24.0 19.7 28.3 21.4 26.6 22.9 25.0 21.8 26.1 23.8 24.1 H-09R 16.8 20.2 16.7 23.8 17.9 22.5 19.4 21.1 18.5 22.0 20.1 20.4
D. Project 15.2 18.6 15.1 22.2 15.8 21.4 17.8 19.4 16.8 20.4 18.4 18.8
Sensitivity Level High Medium Low High Low Response Elasticity 0.95 0.37 0.05 0.94 0.09
Source: Mission estimates
Appendix 9 59
Table A9.9 Results of Risk Analysis
Risk Analysis: Probability NPV < 0 Traffic Demand ±20% Traffic Demand ±50% SD Factor Probability SD Factor Probability
2.12 0.01 0.90 0.18 3.40 <0.01 1.39 0.09 2.10 0.01 1.00 0.15 3.79 <0.01 1.90 0.03 4.75 <0.01 0.90 0.18 1.71 0.04 0.82 0.21 2.29 0.01 0.91 0.18 1.60 0.05 0.67 0.26 1.57 0.05 0.58 0.30 2.52 0.01 1.09 0.14 2.18 0.01 0.94 0.17
2.83 <0.01 1.44 0.08 2.21 0.01 0.93 0.17 3.62 <0.01 1.56 0.06 2.05 0.02 0.76 0.22 4.42 <0.01 1.74 0.04 1.97 0.03 0.99 0.15 1.81 0.03 0.80 0.22 2.16 0.01 0.90 0.18
1.75 0.04 0.60 0.29 4.37 <0.01 1.94 0.03 4.64 <0.01 1.89 0.03 4.47 <0.01 2.01 0.02 4.90 <0.01 2.16 0.01 2.39 0.01 0.98 0.15 4.40 <0.01 1.90 0.03 3.62 <0.01 1.39 0.09
6.09 <0.01 4.75 <0.01
(137 iterations)
Source: Mission estimates (SD: Standard Deviation)
60
Table A9.10 Economic Cost and Benefits Flows for Contract Packages and the Project 9 Appendix (SLRs mn)
Year Project G-01 G-02 G-03 G-04 G-05 G-06 G-07 G-08 G-09 G-11 G-12 M-01 M-02 M-03 M-04 M-05 M-06 M-07 M-09 H-02 H-03 H-04 H-05 H-06 H-07 H-08 H-09 Net Total
1997 0.0 0.0 1998 25.1 -25.1 1999 224.3 3.8 2.5 4.6 1.5 3.1 2.2 2.6 4.1 6.5 4.7 3.7 5.2 -168.0 2000 546.1 7.9 5.3 2.0 2.8 9.8 2.0 3.1 2.2 2.0 6.6 4.6 5.5 2.2 8.6 2.6 1.7 13.8 2.4 6.4 10.0 7.9 11.1 -425.6 2001 812.9 12.5 8.3 4.2 5.8 15.3 4.3 6.5 4.5 4.3 2.6 1.4 10.4 7.3 8.6 4.7 13.5 5.5 2.6 3.4 3.7 21.6 5.2 13.7 15.7 12.3 17.4 1.7 -595.9 2002 786.3 17.4 8.7 6.7 9.2 16.1 6.7 10.3 7.1 6.8 5.4 3.0 14.5 7.6 9.0 7.4 18.9 8.7 5.5 7.0 5.8 22.7 8.1 21.5 16.5 12.9 18.2 3.6 -500.9 2003 318.2 18.3 9.2 9.3 12.8 16.9 9.4 14.4 10.0 7.1 8.5 3.1 19.1 8.0 9.4 10.3 19.9 9.1 8.7 11.1 6.1 23.9 8.5 22.5 17.3 13.6 19.1 3.8 11.3 2004 132.3 19.2 9.6 9.8 16.9 17.7 9.8 18.9 10.5 7.5 11.9 3.3 20.0 8.4 9.9 10.8 20.8 9.5 12.2 15.5 6.4 25.0 8.9 23.7 18.2 14.3 20.1 3.9 230.7 2005 20.2 10.1 10.3 17.7 18.6 10.3 19.8 11.0 7.8 12.5 3.5 21.0 8.8 10.4 11.4 21.9 10.0 12.8 16.3 6.7 26.3 9.4 24.8 19.1 15.0 21.1 4.1 381.2 2006 21.3 10.7 10.8 18.6 19.7 10.9 20.9 11.6 8.2 13.2 3.6 22.2 9.3 11.0 12.0 23.1 10.5 13.5 17.1 7.1 27.8 9.9 26.1 20.2 15.8 22.3 4.3 401.7 2007 22.5 11.3 11.4 19.6 20.8 11.5 22.1 12.2 8.7 13.8 3.8 23.5 9.9 11.6 12.6 24.4 11.1 14.2 18.0 7.5 29.4 10.4 27.6 21.3 16.7 23.5 4.6 424.0 2008 23.8 11.9 12.0 20.8 22.0 12.1 23.4 12.9 9.2 14.6 4.0 24.8 10.4 12.3 13.3 25.8 11.7 15.0 19.0 7.9 31.0 11.0 29.1 22.5 17.7 24.9 4.8 448.0 2009 25.2 12.6 12.7 21.9 23.2 12.8 24.7 13.7 9.7 15.4 4.3 26.2 11.0 13.0 14.1 27.3 12.4 15.8 20.1 8.3 32.8 11.6 30.8 23.8 18.7 26.3 5.0 473.2 2010 26.6 13.3 13.4 23.2 24.5 13.5 26.1 14.4 10.2 16.3 4.5 27.7 11.6 13.7 14.9 28.8 13.1 16.7 21.2 8.8 34.6 12.3 32.5 25.1 19.7 27.8 5.3 499.9 2011 28.1 14.1 14.2 24.5 25.9 14.3 27.6 15.2 10.8 17.2 4.8 29.2 12.3 14.5 15.7 30.4 13.8 17.6 22.4 9.3 36.6 13.0 34.3 26.6 20.8 29.3 5.5 528.1 2012 29.7 14.9 15.0 25.8 27.3 15.1 29.1 16.1 11.4 18.2 5.0 30.9 13.0 15.3 16.6 32.1 14.6 18.6 23.6 9.8 38.6 13.7 36.3 28.1 22.0 31.0 5.8 557.8 2013 31.3 15.7 15.8 27.3 28.9 15.9 30.7 17.0 12.1 19.2 5.3 32.6 13.7 16.1 17.6 34.0 15.5 19.7 25.0 10.4 40.8 14.5 38.3 29.6 23.3 32.7 6.1 589.1 2014 33.1 16.6 16.7 28.8 30.5 16.8 32.5 18.0 12.8 20.3 5.6 34.5 14.5 17.1 18.5 35.9 16.3 20.8 26.4 11.0 43.1 15.3 40.5 31.3 24.6 34.6 6.4 622.3 2015 34.9 17.5 17.7 30.5 32.2 17.8 34.3 19.0 13.5 21.4 5.9 36.4 15.3 18.0 19.6 37.9 17.2 22.0 27.9 11.6 45.5 16.2 42.7 33.1 25.9 36.5 6.7 657.2 2016 36.9 18.5 18.7 32.2 34.0 18.8 36.2 20.0 14.2 22.6 6.3 38.4 16.1 19.0 20.7 40.0 18.2 23.2 29.4 12.3 48.1 17.1 45.1 34.9 27.4 38.6 7.1 694.1 2017 39.0 19.5 19.7 34.0 35.9 19.8 38.3 21.2 15.0 23.9 6.6 40.6 17.1 20.1 21.9 42.3 19.2 24.5 31.1 12.9 50.8 18.0 47.7 36.9 28.9 40.7 7.4 733.0 2018 41.2 20.6 20.8 35.9 38.0 21.0 40.4 22.4 15.9 25.3 7.0 42.9 18.0 21.2 23.1 44.6 20.3 25.9 32.8 13.7 53.6 19.0 50.3 38.9 30.6 43.0 7.8 774.1 2019 43.5 21.8 22.0 37.9 40.1 22.1 42.7 23.6 16.8 26.7 7.4 45.3 19.0 22.4 24.4 47.1 21.5 27.3 34.7 14.4 56.6 20.1 53.2 41.1 32.3 45.4 8.2 817.5 2020 45.9 23.0 23.2 40.0 42.3 23.4 45.1 24.9 17.7 28.2 7.8 47.8 20.1 23.7 25.7 49.8 22.7 28.9 36.6 15.2 59.8 21.2 56.1 43.4 34.1 48.0 8.6 863.3 2021 48.5 24.3 24.5 42.3 44.7 24.7 47.6 26.3 18.7 29.8 8.2 50.5 21.2 25.0 27.2 52.6 23.9 30.5 38.7 16.1 63.1 22.4 59.3 45.9 36.0 50.7 9.0 911.6 2022 51.2 25.7 25.9 44.6 47.2 26.1 50.3 27.8 19.7 31.4 8.7 53.3 22.4 26.4 28.7 55.5 25.3 32.2 40.9 17.0 66.7 23.7 62.6 48.4 38.0 53.5 9.5 962.6 2023 54.1 27.1 27.3 47.1 49.8 27.5 53.1 29.4 20.9 33.2 9.2 56.3 23.6 27.9 30.3 58.6 26.7 34.0 43.1 18.0 70.4 25.0 66.1 51.1 40.1 56.5 10.0 1016.4 2024 57.1 28.6 28.9 49.8 52.6 29.1 56.0 31.0 22.0 35.0 9.7 59.4 25.0 29.4 32.0 61.9 28.2 35.9 45.6 19.0 74.3 26.4 69.8 54.0 42.4 59.6 10.4 1073.1 2025 60.3 30.2 30.5 52.6 55.6 30.7 59.2 32.7 23.2 37.0 10.2 62.8 26.4 31.1 33.8 65.3 29.7 37.9 48.1 20.0 78.5 27.9 73.7 57.0 44.7 63.0 11.0 1133.1 2026 63.6 31.9 32.2 55.5 58.7 32.4 62.5 34.6 24.5 39.1 10.8 66.3 27.8 32.8 35.7 69.0 31.4 40.0 50.8 21.1 82.9 29.4 77.8 60.2 47.2 66.5 11.5 1196.3 2027 67.2 33.7 34.0 58.6 62.0 34.2 65.9 36.5 25.9 41.2 11.4 70.0 29.4 34.6 37.7 72.8 33.2 42.3 53.6 22.3 87.5 31.1 82.2 63.6 49.9 70.2 12.1 1263.0 2028 70.9 35.5 35.9 61.9 65.4 36.1 69.6 38.5 27.4 43.5 12.1 73.9 31.0 36.6 39.8 76.9 35.0 44.6 56.6 23.6 92.4 32.8 86.8 67.1 52.7 74.1 12.7 1333.4 2029 37.9 65.3 38.1 40.7 28.9 46.0 12.7 42.0 37.0 47.1 59.8 24.9 34.6 91.6 13.3 619.9 2030 48.5 13.4 49.8 63.1 14.0 188.9 2031
Project EIRR (%) = 18.6 NPV (SLRs mn) = 933.2
Source: Mission Estimates
Appendix 9 61 BENEFIT MONITORING AND EVALUATION
1. Under the Project, the assessment and monitoring of benefits have taken two courses since the first investigation was made during the preparatory TA. On a direct approach, field interviews were carried out among existing and potential users of Project roads to seek out travel needs and the degree to which these were being satisfied. On an indirect approach, measurements were made of the trends in public transport services on the roads (notably bus services) and in commercial freight movements by truck, van and three-wheelers. The emergent availability of lower unit-cost transport likely to be on offer from buses and trucks was seen as potentially beneficial to the users of the Project roads.
2. At preparatory TA in 1996 there was a review of the likely socio-economic impact of the Project on the population living in the influence areas of the Project roads. A discursive approach was employed. In January 1997 a more direct approach was attempted with the aim of providing more detailed and quantitative information.17 Seven householders, two retail traders and four vehicle operators were interviewed. Travel habits, trip frequency and purpose were investigated and quantified, as was the proportion of household income spent on transport. Crucially, it was confirmed that bus and truck modes, when available, were preferred among interviewees who almost unanimously perceived the primary benefit from the Project to be an expected 25 to 30 per cent reduction in travel costs likely to be obtained by moving away from the use of small-scale informal transport (three-wheelers mainly) on to lower unit-cost buses and collector trucks.
3. By 2000, the Project had moved over to the exclusive use of the indirect approach to BME.18 In addition to standard classified counts of traffic movements on six sample roads, particularly detailed attention was paid to modal mix within the flows and the characteristics of bus services and truck trips operating the roads. Bus and truck origins and destinations, bus routings, frequency, capacity and fares charged were reported, as well as truck type, good carried and estimated values of the loads.
4. In 2002, a hybrid survey was carried out. A sample of six project roads was drawn-up. Focus group discussions (FGD) were conducted with persons who use the roads for different purposes. Three to four FGDs were conducted covering the whole length of each road. In parallel with the discussions, measurements of bus and truck services plying the roads were again taken, replicating the approach previously adopted in 2000. in preparation for the PCR Mission, the same surveys of bus and truck services were carried out in May/June 2005.
5. The preferred approach to BME that has evidently been adopted by the Project relates to monitoring the constituents of traffic flow. This is predicated on the view that the emergence and scale of generated benefits are more tenable, from the point of view of analytical needs, when they are quantified essentially as response to reductions in road user costs brought about by modal change among vehicles using the roads. The underlying assumption is that farmers will invariably get their produce to market as long as there is at least some road access, whatever its condition. The approach is reinforced by the view that there is little hard evidence that improvement to the surface of an existing passable road, per se, causes any new or significantly higher intensity of agricultural activity in that road’s influence area.
6. The present annex should assist in initiating the creation on a comprehensive historical record of the profiles of bus and truck services observed and measured on Project roads over future years. The record thus far has been patchy and irregular. However SPRDA are now consolidating survey records in electronic format; a sample it attached. This action should suffice as a starting
17 Southern Provincial Roads Improvement Project; Socio-Economic Impact Assessment Supplementary Report, February 1997 18 Southern Provincial Roads Improvement Project; Report on Benefit Monitoring and Evaluation, May 2000
62 Appendix 9 point to monitor future trends in transport services that have the potential eventually to provide facilities at lower unit economic cost. These trends extend the promise, in the longer term, of a more efficient distribution of resources among and between the served population and the providers of transport services.
BUS TRAFFIC DATA
District: MATARA Road No. MP 40
Division: MAKANDURA RoadDate: Name:SAPUGODA GATHARA RANSEGOD A
AGA Division: MULATIYANA 30/05/2005 65 55 45 35 25 15 No. Estimated Route Rate per Fare Bus Trips No. of Amount Route No. Bus Service Distance Seating Capacity of Buses (IV) passenger (Rs) (II) per Pa sse nge rs per km (km) (I) /km Day (III) per Day Above 50 to 40 to 30 to 20 to Be low (III)*(IV)=(a) (II)/(I)=(b) (a)*(b) From To 60 59 49 39 29 20
Kamburupitiya Makandura 10.00 14.00 10 # 250 1.40 350.00
Kamburupitiya Makandura 10.00 14.00 10 # 450 1.40 630.00 Handugala/Kambu Siriwijayarama 32.00 24.50 2 # 90 0.77 68.91 rupitiya Siriwijayarama Kamburupitiya 32.00 24.50 2 # 90 0.77 68.91
Matara Sudubokkuwa 28.00 22.00 10 # 450 0.79 353.57 t 28.00 22.00 2 # 90 0.79 70.71 Sudubokkuwa Kadduwa via Ma Kamburupitiya Makandura 10.00 14.00 10 # 450 1.40 630.00
Makandura Kamburupitiya 10.00 14.00 10 # 450 1.40 630.00
Kamburupitiya Makandura 10.00 14.00 10 # 450 1.40 630.00
Matara via Kadduw Mulatiyana 37.00 30.00 6 # 270 0.81 218.92
Kamburupitiya Gathara 10.00 10.00 10 # 450 1.00 450.00
Makandura Kamburupitiya 10.00 14.00 10 # 450 1.40 630.00 9 Appendix
Kamburupitiya Makandura 10.00 14.00 10 # 450 1.40 630.00 63
L 4390.00 5361.02 TOTA AVERAGE RATE PER PASSENGER / KM 1.22
64 TRUCK SURVEY Appendix 9 Appendix
District: MATARA Road No. MP 40
Division: MAKANDURA Road Name: SAPUGODA GATHARA RANSEGODA
AGA Division: MULATIYANA Date: 30/05/2005
Estimated Truck Time Load Capacity Description Of Goods Value Of Travelling Km ton/km Type Goods
m3 Tonne Rs. From To 10.45 250 2.83 3.00 Empty - Sapugo da Ransego da 30 0.10 11.00 100 0.75 1.00 Yoghurt 35,000.00 Kamburupitiya Akuressa 40 0.03 11.05 100 0.75 1.00 Yoghurt 20,000.00 Kamburupitiya M ulatiyana 35 0.03 1.35 350 3.11 5.00 Bricks 10,000.00 Hakmana M akandura 25 0.20 3.00 250 1.00 0.00 Tea leaves 15,000.00 Ransego da M ulatiyana 30 0.00 3.25 350 2.83 5.00 Empty - M akandura Ransego da 8 0.63 3.25 250 2.83 4.00 Empty - Sapugo da Ransego da 3 1.33 5.00 150 0.75 0.00 Toffee 75,000.00 Kamburupitiya Deiyandara 30 0.00 5.00 250 2.83 4.00 Empty - Kamburupitiya M ulatiyana 35 0.11 5.05 250 2.83 4.00 Salt 50,000.00 M akandura Ro tumba 5 0.80 5.45 350 2.83 5.00 Empty - Ransego da M akandura 10 0.50 6.25 200 2.00 4.00 Tea leaves 23,500.00 M akandura Wilpita 19 0.21 6.40 350 4.24 5.00 Bricks 10,000.00 Kamburupitiya Akuressa 20 0.25 7.10 350 2.83 5.00 Empty - Sapugo da M ulatiyana 35 0.14 7.45 350 3.25 4.50 Empty - Bangamuwa Kamburupitiya 4 1.13 5.20 350 3.25 4.50 Empty - Ransego da Gathara 6 0.75 6.30 350 3.25 4.50 Empty - Gathara Ransego da 6 0.75 7.00 350 3.25 4.50 Empty - Kamburupitiya Ransego da 12 0.38 7.45 250 2.83 3.50 Empty - Kamburupitiya M akandura 20 0.18 8.00 150 1.50 2.00 Empty - M atara M akandura 27 0.07 8.40 250 2.83 4.00 Empty - Kamburupitiya Akuressa 18 0.22
TOTAL 7.80
TRAFFIC DATA: GALLE DISTRICT
DAILY TRAFFIC DISTRIBUTION PATTERN District: Matara Division: Makandura Road Name: Sapugoda gathara ransegoda ROAD DATE DURATION VEHICLE CLASS hours large small van pick-u p large small mini jeep car m/tri m/ agric animal total truck truck bus bus bus cycle cycle tracto r cart pcu equiv 3 2 2 2 3 2 2 1 1 0.5 0.5 2 2
MP 4030/05/20050900-15001060050 206573150 167 6 hr % 11.1 0.0 33.3 0.0 0.0 55.6 0.0 100.0 0.0 30.7 27.9 48.4 0.0 30.3
1500-21004083130 0092109110231 6 hr % 44.4 0.0 44.4 75.0 0.0 33.3 0.0 0.0 0.0 43.4 41.6 35.5 0.0 41.9
2100-03000001000 0018191039 6 hr % 0.0 0.0 0.0 25.0 0.0 0.0 0.0 0.0 0.0 8.5 7.3 3.2 0.0 7.1
0300-09004040013 00376140114 6 hr % 44.4 0.0 22.2 0.0 0.0 11.1 0.0 0.0 0.0 17.5 23.3 12.9 0.0 20.7
ADT vpd9018419320212262310 551 traffic mix % 1.6 0.0 3.3 0.7 0.2 1.6 0.5 0.4 0.0 38.5 47.5 5.6 0.0 100.0 pcu equiv 27 0 36 8 3 18 6 2 0 106 131 62 0 399 Appendix 9 Appendix 65
66 Appendix 10
QUANTITATIVE ASSESSMENT OF OVERALL PROJECT PERFORMANCE
Table A10.1: Overall Rating
Criteria Assessment Rating (0–3)Weights Weighted (%) Rating
Relevance Highly Relevant 3 20 0.60 Efficacy Efficacious 2 25 0.50 Efficiency Efficient 2 20 0.40 Sustainability Less Likely 1 20 0.20 Institutional Development Significant 2 15 0.30
Overall Rating Successful 2.00
Note: relevance = project objectives and outputs were relevant to strategic objectives of the Government and the Asian Development Bank; efficacy = project achieved its targets and objectives; efficiency = project achieved objectives in an efficient manner; sustainability = project benefits and development impacts are sustainable; institutional development = project had beneficial impacts on government policy, institutional capacity, and other positive social impacts.
Table A10.2: Rating System
Rating Relevance Efficacy Efficiency Sustainability Institutional Value Development
3 Highly Highly Highly Most Likely Substantial Relevant Efficacious Efficient
2 Relevant Efficacious Efficient Likely Significant
1 Partly Partly Partly Less Likely Moderate Relevant Efficacious Efficient
0 Irrelevant InefficaciousInefficient Unlikely Negligible
Rating: > 2.5 = Highly Successful 1.6–2.5 = Successful 0.6–1.6 = Partly Successful < 0.6 = Unsuccessful
Appendix 11 67
PROJECT ROADS DAMAGED DUE TO TSUNAMI
Road Name Location Length Cost (km) (SLRs mn)
GALLE
Galle Wekunugoda Road Kadawath Sathara 1.0 0.51 Mataramba Dalawella Road Habaraduwa 2.0 2.66 Eramudugaha Heenatigala Road(Ct Side Drain) Habaraduwa 1.0 3.44 Thelwatta Kiralagahawela Road Hikkdaduwa 3.2 2.70 Kathaluwa Thiththagalla Road Habaraduwa 3.0 1.08 Madampe Suduwelikada Dewagoda Road Hikkdaduwa 1.7 0.72 Thotagamuwa Aluthwala Road Hikkdaduwa 1.7 2.63 Malawenna Kalupe Road Hikkdaduwa 2.8 1.17 Thelwatta Kiralagahawela Bridge Hikkdaduwa - 18.50 Mataramba Mihiripenna Road Habaraduwa 2.6 2.00 Kathaluwa Welhengoda Road Habaraduwa 1.4 1.00 Unawatuna Thalpe Road Habaraduwa 2.7 2.00 Modarawatta Ginimella Road Habaraduwa 1.0 0.50 Pilana Habaraduwa Road Habaraduwa 5.7 4.00 Welipitimodara Hunugoda Road Kadawath Sathara 0.6 0.50 Happawana Maththegoda Road Habaraduwa 2.7 2.00 Mahavihara Mawatha Habaraduwa 0.6 0.50 Bopegoda Pinkanda Road Hikkaduwa 6.0 4.00 Wenamulla Kuleegoda Road Hikkaduwa 1.1 2.50 Madampe Meetiyagoda Gonapeenuwala Road Ambalangoda 13.5 7.68 Gonapeenuwala Mahawella Lelkada Road Ambalangoda 3.5 3.77 Polwatta Batapola Road & bridge Ambalangoda 4.2 18.13 Poramba Polwatta Wathugedara Road Ambalangoda 3.8 9.13 Wickramasooriya Road Ambalangoda 0.6 1.15 Benthara Circular Road Benthara 5.2 2.82 Yalegama Miriswatta 4/4 bridge Benthara - 18.00
68 Appendix 11
PROJECT ROADS DAMAGED DUE TO TSUNAMI
Road Name Location Length Cost (km) (SLRs mn)
Dedduwa Gonagala Kaikawala road Benthara 6.1 5.00 Saddarmodaya Mawatha Benthara 1.0 3.00 Piyagama Internal road Balapitiya 2.8 6.00 Aluthwala Ampegama road Ambalangoda 1.2 1.00 Wickramasooriya Road Ambalangoda 0.6 2.50 Mahawella Lelkada 3/1 Bridge Ambalangoda - 13.00 Polwatta Batapola Road 3.50 - 7.00 Km Ambalangoda 3.5 15.00 Randombe Cross road Ambalangoda 0.7 2.50 Walagedara paragahathota Balapitiya 2.7 5.00 Rawatha Road Balapitiya 1.0 3.00
Galle TOTAL 91.2 169.1
MATARA
Gandara Circular Road Devinuwara 2.2 7.10 Hunnadeniya Rathmale Walasgala Road Dickwella 3.0 5.75 Kekanadura Rathmale Dickwella Road Dickwella 6.0 4.45 Gandara Bey Road Devinuwara 0.5 1.37 Nilwella Kemagoda Road Dickwella 3.2 3.54 Mirissa Circular Road Weligama 1.7 6.22 Polhena Madiha Road Matara 1.6 2.38 Read Place Weligama 0.6 1.12 Udupila Thanhagoda Road Weligama 3.7 6.77 Sirimawo Bandaranayake Road Weligama 0.1 1.44 Weligama Meda Mawatha Weligama 0.2 1.15 Walgama Welegoda Road Matara 3.0 2.63 Kapparathota Circular Road Weligama 1.5 4.00 Midigama Ibbawala Road Weligama 1.5 3.50 Kotawila Kirimetimulla Road Weligama 7.5 19.00
Appendix 11 69
PROJECT ROADS DAMAGED DUE TO TSUNAMI
Road Name Location Length Cost (km) (SLRs mn)
Welihinda Malimbada Road Malimbada 8.0 21.00 Devinuwara Thalpavila Road Devinuwara 3.3 8.90 Nunnawala Thalpavila Road Devinuwara 1.7 4.10 Hunnadeniya Rathmale Dickwella Dickwella 5.0 13.00 Garanduwa rajamahavihara Weligama 2.3 4.30 Kirineliya Radampala Road Dickwella 2.6 5.00 Wehella Thorapitiya Road Dickwella 2.4 5.00 Weraduwa Aparekka Road Matara 9.5 26.50 Kotikagoda Rajamaha vihara Road Matara 2.3 5.70
Matara TOTAL 73.4 163.92
HAMBANTOTA
Kiwla Kalametiya Road Tangalle 4.0 8.92 Thalunna Pattiyapola Road Tangalle 3.2 5.92 Palathuduwa Marakolliya Road Tangalle 3.9 6.29 Ranna Rekawa Netolpitiya Road Tangalle 8.5 9.54 Ranna Kahandamodara Road Tangalle 5.5 8.77 Hungama Kalametiya Road Tangalle 4.0 6.50 Dedduwawala Pelawinna Mahawella Road Beliatta 1.8 6.00 Polommaruwa Beliatta Road Beliatta 6.7 10.00 Thawaluvila Beligalgoda Road Ambalantota 2.4 5.85 Nonagama Welipatanvila Road Ambalantota 1.8 6.05 Sooriyawewa Bopelle to Meegahajandura Road Sooriyawewa 4.0 16.48 Ambalantota Wanduruppa Road Ambalantota 1.6 4.78 Nidangalawella Kirinda Road Tissa 1.5 6.31 Weligaththa Bundala Road Tissa 2.0 9.12 Kirinda Nagamahawiharaya Halmillewa Road Tissa 3.0 4.90 Hambantota New Road Hambantota 2.0 10.47 Tissa Lukasgoda road Tissa 8.0 14.00 Udayala Aluthwewa Road Angunu'pelessa/Tangalle 17.6 14.00
70 Appendix 11
PROJECT ROADS DAMAGED DUE TO TSUNAMI
Road Name Location Length Cost (km) (SLRs mn)
Bundala Weligatta Road (9-17 Km) Tissa 8.0 19.00
Hambantota TOTAL 89.5 172.9
TOTAL ALL 254.0 505.9 Source: Southern Province Road Development Authority
Appendix 12 71 LIST OF REFERENCES
WS Atkins International, Girton, Cambridge, UK in association with Chuo Kaihatsu Corporation and Resource Development Consultants. 1991. Southern Province Development Project, ADB TA No. 1337-SRI, Annex 7 ‘Roads’. ADB.
ADB Appraisal of the Southern Province Rural Development Project in the Democratic Socialist Republic of Sri Lanka, October 1991.
ADB. 1991. Report and Recommendation of the President to the Board of Directors on a Proposed Loan and Technical Assistance to the Democratic Socialist Republic of Sri Lanka for the Southern Province Rural Development Project. Manila.
ADB. 1994. National Roads Project: Pre-Appraisal, Mission Aide-Mémoire. Sri Lanka.
ADB. 1995. Report on Technical Assistance to the Democratic Socialist Republic of Sri Lanka for the Southern Provincial Roads Improvement Project.
South 2001, Presidential Task Force for Southern Area Development, 1 October 1995.
Nippon Koei Co., Ltd, International Development Center of Japan and System Science Consultants Inc. for JICA. 1996. ‘The Master Plan Study for Southern Area Development in The Democratic Socialist Republic of Sri Lanka’, Interim Report. Colombo.
Southern Province Rural Development Project (ADB Loan No. 1128 SRI-SF): ‘Memorandum of Understanding (MOU) Between the Government of Sri Lanka (GOSL) and the Asian Development Bank (ADB)’, 10 April 1996.
Cardno & Davies International Pty Ltd in association with Engineering Consultants Ltd. 1996. ADB ‘Southern Provincial Roads Improvement Project, Sri Lanka’, T.A. No. 2335-SRI, Inception Report. Colombo. April.
Cardno & Davies International Pty Ltd in association with Engineering Consultants Ltd. 1996. ADB ‘Southern Provincial Roads Improvement Project, Sri Lanka’, T.A. No. 2335-SRI, Phase 1 – Final Report, Volumes 1 & 2. Colombo (August).
Cardno & Davies International Pty Ltd in association with Engineering Consultants Ltd.. 1996. ADB ‘Southern Provincial Roads Improvement Project, Sri Lanka’, T.A. No. 2335-SRI, Initial Environmental Examination. Colombo (October).
Cardno & Davies International Pty Ltd in association with Engineering Consultants Ltd. 1997. ADB ‘Southern Provincial Roads Improvement Project, Sri Lanka’, T.A. No. 2335-SRI, Phase 2 – Final Report. Colombo (January).
ADB. 1997, ‘Southern Provincial Roads Improvement Project, Sri Lanka’, T.A. No. 2335-SRI, Socio–Economic Impact Assessment Supplementary Report, By Cardno & Davies International Pty Ltd in association with Engineering Consultants Ltd. Colombo February.
ADB. 1997. Report and Recommendation of the President to the Board of Directors on a Proposed Loan and Technical Assistance Grant to the Democratic Socialist Republic of Sri Lanka for the Southern Provincial Roads Improvement Project, Colombo (October).
72 Appendix 12
ADB. 1998, ‘Southern Provincial Roads Improvement Project, Sri Lanka’, Loan No. 1567 SRI(SF), Inception Report. By Cardno & Davies International Pty Ltd in association with Engineering Consultants Ltd. Colombo October.
SPRDA. 1999, Sri Lanka, Southern Provincial Roads Improvement Project, Overseas Training Program – Management Group, Report of Visit to Australia, 1 August to 16 August By Cardno & Davies International Pty Ltd. Colombo.
ADB ‘Southern Provincial Roads Improvement Project, Sri Lanka’, Loan No. 1567 SRI(SF), Training for SPRDA, December 1999. By Cardno & Davies International Pty Ltd in association with Engineering Consultants Ltd & Megatech (Pvt) Ltd.
ADB. 2000, ‘Southern Provincial Roads Improvement Project, Sri Lanka’, Loan No. 1567 SRI(SF), Benefit Monitoring & Evaluation. By Cardno & Davies International Pty Ltd in association with Engineering Consultants Ltd & Megatech (Pvt) Ltd. May.
ADB. 2000, ‘Southern Provincial Roads Improvement Project, Sri Lanka’, Loan No. 1567 SRI(SF), Proposal for Additional Scope of the Works. By Cardno & Davies International Pty Ltd in association with Engineering Consultants Ltd & Megatech (Pvt) Ltd. August.
ADB. 2000, ‘Southern Provincial Roads Improvement Project, Sri Lanka’, Loan No. 1567 SRI(SF), Report on SPRDA Maintenance Funding Requirements. By Cardno & Davies International Pty Ltd in association with Engineering Consultants Ltd & Megatech (Pvt) Ltd. October.
ADB. 2000, ‘Southern Provincial Roads Improvement Project, Sri Lanka’, Loan No. 1567 SRI(SF), Road Maintenance Contract Documen. By Cardno & Davies International Pty Ltd in association with Engineering Consultants Ltd & Megatech (Pvt) Ltd. November.
ADB. 2001, ‘Southern Provincial Roads Improvement Project, Sri Lanka’, Loan No. 1567 SRI(SF), Report on 2001 & 2002 Budget Discrepancy. By Cardno & Davies International Pty Ltd in association with Engineering Consultants Ltd & Megatech (Pvt) Ltd. August.
ADB. 2001, ‘Southern Provincial Roads Improvement Project, Sri Lanka’, Loan No. 1567 SRI(SF), Enhancement of Open-Market Road Maintenance Contract Document. By Cardno & Davies International Pty Ltd in association with Engineering Consultants Ltd & Megatech (Pvt) Ltd. August.
ADB. 2002, ‘Southern Provincial Roads Improvement Project, Sri Lanka’, Loan No. 1567 SRI(SF), Benefit Monitoring & Evaluation. By Cardno & Davies International Pty Ltd in association with Engineering Consultants Ltd & Megatech (Pvt) Ltd. December