AFRICAN DEVELOPMENT FUND Language: English Original: French

REPUBLIC OF NIGER

THE - AND -- ROADS REHABILITATION PROJECT

APPRAISAL REPORT

DEPARTMENT OF INFRASTRUCTURE OCIN CENTRAL AND WEST REGIONS September 2005

TABLE OF CONTENTS Pages PROJECT INFORMATION SHEET, CURRENCY EQUIVALENTS, ACRONYMS AND ABBREVIATIONS, LISTS OF ANNEXES AND TABLES, BASIC DATA, PROJECT MATRIX, EXECUTIVE SUMMARY i to viii 1 PROJECT ORIGIN AND HISTORY...... 1

2 TRANSPORT SECTOR...... 1 2.1 Sector constraints...... 1 2.2 Modes of transport and their characteristics ...... 3 2.3 Policy, planning and coordination of transport ...... 5

3 ROAD SUB-SECTOR ...... 5

3.1 Road network ...... 5 3.2 Car population and traffic ...... 6 3.3 Road transport industry ...... 7 3.4 Road construction industry...... 7 3.5 Road network administration and staff training...... 8 3.6 Road maintenance ...... 8 3.7 Financing of road maintenance and investment...... 9

4 THE PROJECT ...... 11 4.1 Design and rationale of project ...... 11 4.2 Project area and beneficiaries...... 12 4.3 Strategic context...... 15 4.4 Project objectives ...... 16 4.5 Project description...... 16 4.6 Detailed project description ...... 17 4.7 Impact on the environment...... 18 4.8 Estimated project costs...... 19 4.9 Financing source and expenditure schedule...... 21

5 PROJECT IMPLEMENTATION ...... 22 5.1 Executing agency ...... 22 5.2 Institutional arrangements...... 22 5.3 Project implementation and supervision schedule ...... 23 5.4 Procurement arrangements...... 25 5.5 Disbursement arrangements ...... 26 5.6 Monitoring and evaluation ...... 26 5.7 Financial and audit reports ...... 27 5.8 Coordination of assistance ...... 27

6 SUSTAINABILITY AND RISKS OF THE PROJECT ...... 28 6.1 Recurrent expenditure ...... 28 6.2 Project sustainability ...... 28 6.3 Main risks and mitigative measures...... 28

TABLE OF CONTENTS (cont'd)

7 PROJECT BENEFITS...... 29 7.1 Economic analysis...... 29 7.2 Social impact analysis ...... 30 7.3 Economic rate of return and sensitivity test...... 31

8 CONCLUSIONS AND RECOMMENDATIONS...... 31 8.1 Conclusions ...... 31 8.2 Recommendations ...... 32 ______

This report was drafted by Messrs. M. LEKE, Principal Transport Economist, (OCIN.3), M. L. JOOTTUN, Senior Environmentalist (OCIN.0) and K.Z. NYAKI, Civil Engineer/Transport , (OCIN.3) follwing an appraisal mission to Niger in September 2005. The Division Manager for OCIN.3 is Mr. A. KIES. The Director of OCIN is Mr. G. MBESHERUBUSA i

AFRICAN DEVELOPMENT FUND TEMPORARY RELOCATION AGENCY P.O. Box 323 – 1002 TUNIS BELVEDERE TEL: (216) 71 333 511

PROJECT INFORMATION SHEET Date: September 2005

The information given hereunder is intended to provide guidance to prospective suppliers, contractors and all persons interested in the procurement of goods and services for the projects approved by the Boards of Directors of the Bank Group. More detailed information and guidance may be obtained from the Executing Agency of the Borrower.

1. COUNTRY : Republic of Niger

2. NAME OF PROJECT : Tibiri-Dakoro and Madaoua- Bouza-Tahoua Roads Rehabilitation Project

3. PROJECT AREA : Maradi and Tahoua Regions

3 BORROWER : Republic of Niger

4. EXECUTING AGENCY : Ministry of Equipment through the Directorate General for Public Works BP 403 (Niger) Telephone : (227) 72 59 26 Fax : (227) 72 21 71 E-mail : [email protected]

5. PROJECT DESCRIPTION:

The Project has the following components:

A- Road Works

A1- Double-layer paving of the Tibiri –Dakoro stretch of National Highway No. 30 in and fitting out of a records room in the Directorate General for Public Works;

A.2- Construction of a modern earth road on the Madaoua-Bouza-Tahoua stretch of National Highway No. 16 in .

B- Technical assistance at the DGPW

C- Project audit

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6. TOTAL COST

Project cost : UA 34.03 million i) Cost in foreign exchange : UA 27.22 million ii) Cost in local currency : UA 6.81million

7. ADF LOAN : UA 22 million

8. OTHER FINANCING SOURCES WADB : UA 9.06 million Government of Niger : UA 2.97 million

9 APPROVAL DATE OF LOAN : December 2005

10 PROBABLE START-UP DATE OF PROJECT / DURATION : February 2006 / 30 months

11 PROCUREMENT OF WORKS AND SERVICES

a) Procurement of works shall be done through international competitive bidding by pre-qualification of enterprises;

b) Consultancy services for control and surveillance of works shall be done by shopping through shortlists established through pre-selection.

c) Consultancy services required for technical assistance at the DGPW and financial audit of the project shall be procured by shopping through shortlists.

12. ENVIRONNEMENTAL CLASSIFICATION II

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EQUIVALENTS AND ABBREVIATIONS

Currency Equivalents (September 2005)

UA 1 = CFA 771.413 UA 1 = US$ 1.49834 UA 1 = €1.17601 US$ 1 = XOF 514.845 CFA 1 = UA 0.0013

Fiscal Year 1st January - 31 December

Weights and measures 1 metric ton = 2204 pounds (lbs) 1 kilogram (kg) = 2.200 lbs 1 meter (m) = 3.28 feet (ft) 1 millimeter (mm) = 0.03937 inch (”) 1 kilometer (km) = 0.62 mile 1 square kilometers (km²) = 0.39 square mile 1 hectare (ha) = 2.471 acres

ACRONYMS AND ABREVIATIONS

BC = Bituminous concrete ADB = African Development Bank ADF = African Development Fund ARMF = Autonomous Road Maintenance Fund BD = Bidding Documents BNJO = Benin/Niger Joint Organization CFA.F = Franc of the African Financial Community DF = Duty-free DGTW = Directorate General for Public Works DRM = Department of Road Maintenance DRR = Department of Rural Roads ECOWAS = Economic Community for West African States ERR = Economic rate of return ESMP = Environmental and Social Management Plan HDM = Highway Development and Management IMT = Intermediate means of transport IsDB = Islamic Development Bank LNTP/B = Laboratoire national de travaux publics et bâtiment National Laboratory of Public Works and Construction ME = Ministry of Equipment NGO = Non-governmental organization NH = National Highway PA = Project area PRIT = Transport Infrastructure Rehabilitation Program PRSP = Poverty Reduction Strategy Paper RBCSP = Results-based Country Strategy Paper

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RDB = Road data bank RDPW = Regional Directorate for Public Works SFD = Saudi Fund for Development SME = Small and medium-sized enterprises STI = Sexually-transmitted infections TD = Technical Departments TSP = Transport Sector Program UA = Unit of account Veh/d = Vehicles per day WADB = West African Development Bank WAEMU = West African Economic and Monetary Union WB (IBRD) = World Bank

LIST OF TABLES

N° Title Page 3.1 TSP, Financing acquired 10 4.1 Summary of estimated project costs by component 20 4.2 Summary of costs by project expenditure category 21 4.3 Project financing sources 21 4.4 Expenditure schedule by project component 21 4.5 Expenditure schedule by financing source 22 5.1 Project implementation schedule 24 5.2 Project supervision schedule 25 5.3 Procurement arrangements 25

LIST OF ANNEXES

N° Title Number of pages 1. Project Location 1 2. Organization chart of DGPW 1 3. Terms of reference of the Technical Assistant 2 4. Summary of the Environmental Management Plan 5 5. Estimated List of Goods and Services 1 6. Projected implementation schedule 1 7. Summary of economic analysis 2 8. List of Bank Operations 2 9. Project preparation schedule 1 10. List of documents consulted 1

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REPUBLIC OF NIGER Tibiri-Dakoro and Madaoua-Bouza-Tahoua Roads Rehabilitation Project Project matrix Start-up date February 2006 Completion date November 2009 Project design team Messrs. M. M. LEKE, OCIN.3; L. JOOTTUN, OCIN and K.Z.NYAKI, OCIN.3 PERFORMANCE OBJECTIVE INDICATORS AND ASSUMPTIONS HIERARCHY OF OBJECTIVES EXPECTED OUTCOMES by sector SCOPE / Beneficiaries INDICATORS TIME-FRAME RISKS and by corresponding themes Source and method III LONG-TERM IMPACT

SECTOR GOAL Continuation of the Transport Sector contribution to GDP - 6% to 7.5% increase in sector Sector Program and sector 1. Contribute to the improvement of National territory of Niger 1. All production and trade areas contribution to GDP by 2015 reforms the overall functioning of the Source: - Ministry in charge of accessible at all seasons and at transport system in order to revive public works affordable cost by car and Sufficient institutional capacity economic activities intermediate means of transport Method: TSP implementation report Optimal road network maintenance – Increase in ARMF resources

II MEDIUM-TERM ACTIVITIES

PROJECT OBJECTIVES

1. Construct good quality access 1. Improve access to the Departments of 1. People in the Departments of 1.1 Tibiri-Dakoro and Madaoua- 1.1 Number of priority roads in good roads to the Departments of Dakoro, Dakoro, Bouza, Madaoua and Keïta Dakoro, Madaoua, Bouza and Bouza-Tahoua road surface in condition rises from 47% in 2005 Madaoue, Bouza and Kéita, to ensure through construction of the Tibiri- Keita and other road users good condition to 67% by 2010 transportation of goods and persons at Dakoro and Madaoua-Bouza-Tahoua affordable cost and facilitate access to roads 1.2 Reduction of VOC on the 1.2- By 2010: the VOC declines from basic social services. Tibiri-Dakoro and Madaoua- CFA.F 984 to CFA.F 849 on average Bouza-Tahoua roads on the Tibiri-Dakoro and Madaoua- Bouza-Tahoua roads. 2. To raise popular awareness in the project area PA. 2. Sensitize the communities in the 2. People in the Departments of 2. Number of people sensitized in 2. 12 000 inhabitants of the PA project area to environmental issues, Dakoro, Madaoua, Bouza and the PA; sensitized to road safety, road safety and STI/HIV/AIDS Keita and other road users environmental issues and sexually transmitted diseases by 2010. 3. Build the technical and operational capacity of the DGPW 3.1 Provide technical assistance to the 3. The DGPW 3.1 Quality improvement in 3.1 Reduction of the average DGPW DGPW DGPW interventions file processing time from 3 months to 1 month by 2010. 3.2 Provide on-the-job training to engineers of the DGPW in the areas of 3.2 Number of DGPW engineers 3.2 In 2010, 10 DGPW engineers procurement, contract management and trained trained in road management and work site supervision Sources: DGPW contract award Sources: DGPW

Methods: Reports drafted, Methods: Reports drafted, surveys surveys conducted conducted vi

I. SHORT-TERM ACTIVITIES on transport flows ACTIVITIES AND INPUTS

1) Works comprising: Tibiri-Dakoro 1.1 Carry out the double-layer Population of the PA 1.1 Road surfaces rehabilitated in 1.1 -115 Km of double-layer paved (115 km) and Madaoua-Bouza- paving of a stretch of the Tibiri- 2010 road between Tibiri and Dakoro and Tahoua (170 km) road construction Dakoro road 170 km of a developed modern earth Counterpart funds available works; fitting out of a records room; 1.2 Develop the Madaoua-Bouza- road between Madaoua-Bouza- and works control and supervision, Tahoua road into a modern earth road Tahoua. including organization of seminars to raise public awareness; (UA30.58 1.3 Provide the DGPW with an 1.2 Records room fitted out in 1.2- One records room fitted out million) equipped records room and a trained 2010 records manager, 1.3- 12 000 persons sensitized 2) Technical assistance to the 1.3 Number of persons sensitized Directorate General for Public 2.- Train DGPW employees, – DGPW to road safety, environmental Works (UA 0.71 million) sensitize the population management and protection, 3) Audit of project accounts (UA control of water-borne diseases 0.07 million) 3. Audit accounts and HIV/AIDS; 5) Procurement of works, 4. Equip the records room and train 6) Procurement of consultancy the records manager 2. Number of DGPW engineers services for works control and trained 2. 10 DGPW engineers trained in supervision and audit of the project; contract management and award

FINANCING SOURCES 3- 4 Audit reports prepared GVT UA 2.97 million 3 Number of audit reports ADF UA 22 million prepared WADB UA 9.06 million SOURCES: SOURCES: Monthly reports Monthly reports Periodic reports Periodic reports

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EXECUTIVE SUMMARY

1. Project origin and history

1.1 The Tibiri-Dakoro and Madaoua-Bouza-Tahoua Roads Rehabilitation Project is an integral part of the new Transport Sector Program (TSP) which is Niger’s reference framework for transport sector interventions over the next five years (2005-2010). The TSP, supported by the donor community at the Niamey Round Table of June 2005, is aimed at making up for the accumulated delay in road maintenance while pursuing the development of the national road network in keeping with farming area needs. It is also aimed at implementing institutional reforms to enhance transport sector management.

1.2 Project formulation and design were guided by the lessons learnt from the Bank’s past experience in road project implementation in Niger and by detailed economic, technical and environmental feasibility studies funded with an ADF grant approved on 18 May 2001. These studies were conducted following a participatory approach in order to integrate the views of project area communities and local authorities in the final formulation of the project. From the environmental standpoint, the Bank has classified the project under Category II, meaning that its negative impact on the environment is limited and controllable. This project was the subject of a preparation mission in July 2005, during which the participatory approach adopted to include key stakeholders of the road sub-sector, transporters’ unions, drivers’ unions, consultancy firms and public works enterprises. The favorable findings of the preparation mission led to an appraisal of the project in September 2005. The present report is based on the findings of these missions and those of the feasibility study and the detailed engineering designs.

2. Purpose of loan

The proposed ADF loan, amounting to UA 22 million, represents 64.66% of total project costs, net of taxes. It shall be used to fund 77.01% of project costs in foreign exchange and 15.16% of costs in local currency.

3. Objectives of the project

The sector goal of the project is to contribute to the overall functioning of the transport system in order to revive economic activities. Its specific objective is to open up access to the Departments of Dakoro, Madaoua, Bouza and Kéita, in order to ensure the transportation of goods and persons at affordable cost and facilitate access to basic social services.

4. Project outputs

The expected project outputs are: (i) 115 km of road reconstructed with double-layer pavement, between Tibiri and Dakoro, with a surface that is 7m wide and shoulders that are 1.5m wide each; (ii) 170 km of modern earth road constructed on the Madaoua-Bouza-Tahoua stretch, with a surface that is 7m wide and shoulders that are 1.5m wide each; (iii) 12000 inhabitants of the PA sensitized to environmental protection, road safety and HIV/AIDS; (iv) a records and documentation room fitted out in the Department of Public Works in charge of roads and a records manager trained.

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5. Project costs

The estimated project cost is UA 34.03 million (CFA.F 26.26 billion), of which UA 27.22 million (CFA.F 21 billion) is in foreign exchange and UA 6.81 million (CFA.F 5.26 billion) in local currency. This cost includes provision for physical contingencies and price escalation. The total provision for price escalation is 4.97% over the project implementation period. It corresponds to an inflation rate of about 2.5% for the amount in foreign exchange and 3.5% for the amount in local currency.

6. Financing sources

The project shall be financed by the ADF, WADB and the Government of Niger. ADF resources shall finance part of the costs for works, all the technical assistance and the financial audit of the project. ADF resources shall finance 64.64% of the total cost, net of taxes. The WADB’s contribution, representing 26.61%, shall finance part of the construction costs for the Madaoua-Bouza-Tahoua road and control of such works. The Government’s counterpart funds, exclusively in local currency, shall cover 8.75% of this cost.

7. Project implementation

The executing agency of the project shall be the Directorate General for Public Works acting through the Department of New Projects at the central level, and supported by the departmental directorates in Maradi et Tahoua. To honor its project management obligations, the DGPW shall appoint a project coordinator at the central level, assisted by two engineers seconded to the worksites. Works engineers shall monitor implementation on a daily basis in collaboration with the works control and supervision mission.

8. Conclusions and recommendations

8.1 Technically, the project is well designed and is consistent with Niger’s PRSP and RBCSP since it shares the same objectives with these two strategies, namely lasting economic growth and poverty reduction. Its negative environmental impacts are limited and controllable. The project is economically viable, with an internal rate of return of 16% for the Tibiri-Dakoro road and 15% for the Madaoua-Bouza-Tahoua road. The sustainability of investments shall be ensured through: (i) the excellent technical design of the project and the institutional arrangements made for its implementation; ii) the existence of an Autonomous Road Maintenance Fund with resources expected to exceed CFA.F 5.8 billion in 2005 and more than CFA.F 9 billion by 2010 through transformation of the ARMF into a second-generation road fund whose implementation terms are currently being finalized.

8.2 In the light of the foregoing, it is recommended that a loan, not exceeding UA 22 million, be awarded to the Republic of Niger for the implementation of the present project, subject to fulfillment of the conditions specified in the loan agreement.

1. PROJECT ORIGIN AND HISTORY

1.1 The Government of Niger has adopted a “non-uranium” economic and social development strategy based on agriculture, stockbreeding, services and private initiative in order to give fresh impetus to economic growth and boost poverty reduction. The main focus of this strategy is to open access to farming areas and basic social services (schools, health centers, local services). A national transport strategy paper was adopted in 2004, followed by the Transport Sector Program (TSP) in 2005. This Program, which was supported by the donor community during the Niamey Roundtable of June 2005, reflects the Government’s determination to attain the MDGs in the road sub-sector, taking into account the wider context of poverty reduction. It will be the reference framework for road sub-sector interventions over the next five years (2005- 2010).

1.2 The main objectives of the TSP are to: (i) maintain existing inter-urban roads at a satisfactory level of service; (ii) build infrastructure in the most marginalized urban areas and complete existing inter-urban roads in order to open access to landlocked regions ; (iii) reinforce transport infrastructure in rural areas; (iv) rehabilitate and maintain the existing road network; (v) build the institutional capacity of the Directorate General for Public Works and the Autonomous Road Maintenance Fund (ARMF); (vi) promote the private sector and raise the productivity of parastatal enterprises; and (vii) increase the involvement of beneficiaries in project execution, notably in the construction and maintenance of feeder roads.

1.3 This project is an integral part of the TSP. The technical, economic and environmental feasibility studies as well as the detailed technical studies related thereto were conducted with Bank financing. These studies covered the three national highways situated in the regions of Dosso, Maradi and Tahoua and about 200 km of connected feeder roads. The national highways concerned are: (i) the Sabongari-Kamba-Gaya paved road; (ii) the Tibiri-Dakoro earth road, and (iii) the Madaoua-Bouza-Tahoua earth road. Based on the favorable findings of these studies, the Bank sent a project preparation mission in July 2005 before conducting an appraisal in September 2005.

1.4 This construction of the Tibiri-Dakoro and Madaoua-Bouza-Tahoua roads were retained in this project. The Sabongari-Gaya-Kamba road shall be rehabilitated as part of another multinational project connecting Niger to Benin and . These roads shall be funded by the Islamic Development Fund (IsDB).

1.5 The project is line with the Poverty Reduction Strategy Paper (PRSP) adopted by the Government in January 2002 and the second pillar of the Bank’s results-based country strategy paper (RBCSP) for 2005-2007, which focuses on infrastructure development, given the Bank’s comparative advantage and the opportunities for coordination and synergy with the interventions of other donors operating in the sectors concerned. This report is based on the findings of the abovementioned studies and the investigations conducted by the Bank’s missions.

2. TRANSPORT SECTOR

2.1 Sector constraints

2.1.1 Niger is experiencing a shortage of access roads, internally and externally. Internally, the country has no railroads and the River Niger, the only navigable waterway, is navigable only during high-water seasons between Niamey and Gaya, on less than 300 km; meanwhile 2 air transport is limited to flights to Niamey, and at rates that can be afforded only by a small minority of people. Road transport therefore remains the predominant means of travel: accounting for 90% of domestic traffic and virtually all international traffic from or to transit seaports, notably in Benin, Nigeria, Togo, Ghana and Côte d’Ivoire.

2.1.2 Although road transport is predominant in Niger, it is not able to satisfy domestic demand in terms of goods and passenger traffic. This limited supply is essentially due to: (i) the size of the national territory (1 267 000 km2) and the long distances separating the various localities; ii) the very average service level of the road network which, despite the country’s limited resources, rose from 6700 km in 1970 to 14000 km at the end of 2000, for all road categories, representing an increase of 7300 km; and iii) a road maintenance strategy whose results are below expectations.

2.1.3 Previous data indicates that the country’s road density is about 0.011 km per km2. Niger’s road coverage is very low when compared to the African average of 0.132 km per km2. This factor coupled with the poor state of roads (22% for paved roads and 35% for earth roads) makes access to various localities and farming areas particularly difficult. Certain basic social services (health units, schools, local administrations, etc) are inaccessible during the rainy season.

2.1.4 The impact of this inaccessibility was felt most strongly at the height of the food crisis that is currently affecting the country. This crisis, which affects more than 80% of the national territory and about 3,000 villages out of 10,000 in the country, requires the transportation of several hundreds of tons of foodstuff and seeds to affected regions. An overall appraisal of food aid distribution operations shows that most of the people concerned live in very remote areas which include numerous villages in the project area. In some cases, intermediate means of transport (IMT) which are very common in Niger (animal-drawn carts, motorcycles and bicycles) are used to transport foodstuff over short distances in areas where the roads are passable for IMTs.

2.1.5 With regard to external access, Niger is one of the African countries situated farthest from the sea through which more than 95% of its foreign trade is conducted: it is located at more than 1000 km from the nearest seaports.

2.1.6 The severely landlocked nature of the country substantially raises transport costs thereby eroding the competitiveness of the national economy. According to recent estimates, transport expenses account for 19.34% of the total cost of Niger’s imports compared to 13.84% for coastal countries of the sub-region, representing an increase of 5.5 points resulting from the country’s landlocked situation. However, the country’s external inaccessibility is attenuated more or less by the existence of alternative access routes to the sea, as presented in the section on international transport.

2.1.7 Faced with the growing need to evacuate produce and ensure the safe movement of persons at all seasons, as well as the need to bring effective relief to the people in case of food crises or natural disasters such as migratory locust attacks, the Government has made the construction of internal and external access roads a national priority that is clearly expressed in the Poverty Reduction Strategy Paper (PRSP) and the Transport Sector Program (TSP). The TSP has defined a priority network of 9200 km, and the proportion of good operational roads within this priority network is expected to rise from 47% to 67% by 2010. The present project will contribute to the attainment of this objective.

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2.2 Modes of transport and their characteristics

Road transport

2.2.1 Niger has a classified road network of 14,000 km, of which 27.12% is paved roads, and a vehicle population estimated at 66 470 in 2004. The overall operational capacity of the existing fleet is rather limited because of the high proportion of mostly old, imported second- hand vehicles that are more than 10 years old. The importation of old vehicles is tolerated and no measures are taken to curb this practice, given the county’s current difficult socio- economic situation. The current status of the road network shows an unsatisfactory level of service.

2.2.2 All of Niger’s imports transiting through nearby seaports are transported by road on the national territory right up to the offloading sites. The volume of imports transported by road is rising steadily, from 500,000 tons in 1997 to 1,000,000 tons in 2004. This increase is sustained by high demand for foodstuff items such as cereals, flour, sugar, etc. Meanwhile, exports plummeted from 7,000 tons in 1997 to 1,200 tons in 2004. The export/import imbalance has a great impact on freight costs since the goods trucks plying the international highways are either empty or only half full on their way out, and this raises transport costs. To offset this deficit, transporters resort to overloading their trucks on the return trip, thereby contributing unconsciously to the deterioration of roads and very often to deadly accidents from mechanical problems. The project will organize awareness-raising seminars for the community and drivers during which the issue of load per axle will be discussed.

2.2.3 There are no accurate statistics on domestic passenger and goods traffic since the transport industry is dominated by the informal sector. An estimated 5 million passengers enter and leave Niamey annually and close to 2 million per year in the other towns.

Railway transport

2.2.4 Niger has no railways on its territory. Nevertheless, it is the main user of the Cotonou-Parakou railway in Benin. This 438 km long railway is the most important segment of the rail/road corridor to Cotonou Port through which transits more than 40% Niger’s external trade merchandise. This railway has been jointly managed by Benin and Niger since colonial times. The institutional framework for this very longstanding cooperation is the Benin/Niger Joint Organization (OCBN). This commercial and industrial multinational body, which enjoys financial autonomy, is experiencing a management crisis which has led to a privatization process that is already underway.

International transport

2.2.5 On account of the country’s landlocked nature, Niger’s external trade is conducted mainly through the following seaports: Lagos in Nigeria, Cotonou in Benin, Lomé in Togo, Tema in Ghana and Abidjan in Côte d’Ivoire. The few tons that used to transit through the port of Algiers have been virtually suspended because transporters have abandoned the trans- Saharan highway for security reasons.

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2.2.6 The Benin corridor offers 2 routes: i) the combined rail/road route (1060 km) comprising 438 km of railroad between Cotonou and Parakou and 622 km of road from Parakou to Niamey. It imposes break bulk at Parakou; ii) the fully paved land route between Cotonou and Niamey. The Togolese corridor, which is 1241 km long, connects Lomé to Niamey by crossing over 550 km of Burkina territory. It is fully paved and in good condition. The Ghanaian corridor is composed of 1300 km of road connecting Tema port to Niamey by crossing over more than 450 km of Burkina territory. The Nigerian corridor which is more open to the East and North of Niger comprises 2 routes: (i) a paved road of 1421 km between Lagos and Maradi, Niger’s economic capital and one of the regions covered by the present project; (ii) the combined rail/road route connecting Lagos to Zinder in Niger. It comprises 1150 km of railroad and 240 km of road on Niger’s territory. Lastly, the Ivorian corridor also offers two possibilities: the combined rail/road route between Abidjan and Niamey via Ouagadougou with transhipment and the 1750 km long road from Abidjan to Niamey.

2.2.7 Apart from the Ivorian corridor which has not received traffic since 2002 following the outbreak of Cote d’Ivoire’s sociopolitical crisis, all the other corridors are functioning without any major problem. The most popular corridors are those of Togo and Benin which handle more than 56% of Niger’s trade. However, the Ghanaian corridor is increasingly being used and its traffic share has risen from 7% in 1997 to 35% in 2002. The attraction of this corridor lies essentially in the performance of Ghana’s port services and the facilitation of transit through Burkina Faso. The issue of transit facilitation remains a concern for the landlocked countries in the sub-region, including Niger. In a bid to address the recurrent difficulties faced by these countries in transporting their imports and exports, the West African Economic and Monetary Union is implementing a vast transit facilitation program with ADB support. The measures adopted are expected to lead to a substantial improvement in the performance of port services and a consequent reduction in road checks along the corridors linking transit countries to countries of final destination.

Inland waterway transport

2.2.8 The only navigable watercourse in the country is the River Niger. Transportation on this river is done between Niamey and Gaya (less than 300 km) only during high-water seasons and only over a short period. For the rest of the year this river is not very navigable. Transport on this river is practiced over short distances that hardly exceed 5 km. The vessels used are artisanal in nature, comprised mainly of unmotorized traditional canoes that transport a few goods and passengers. This mode of transport remains marginal and its development is uncertain, considering the combined effects of silting on the seabed, declining water levels and the little interest it arouses in operators.

Air transport

2.2.9 To ensure its external access by air, Niger has three international airports: Niamey, Zinder and Agadez. The existing infrastructure is in good working order, although the Zinder and Agadez airports are still under-equipped. Discussions are underway between the Ministry of Transport (supervisory authority) and the Agency for the Safety of Aerial Navigation in Africa and Madagascar (ASECNA) to enhance the performance of these airports and endow the national airport system with an autonomous management organ. For domestic flights, there are three airports (Maradi, Tahoua and ) and a score of small aerodromes scattered all over the country.

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2.2.10 Niamey airport is the busiest. In 2004, it received 90,870 passengers and more than 1,930 tons of freight. Passenger traffic is broken down into national traffic (9.70%), regional traffic (62.90%) and international traffic (27.40%). Regional traffic makes up a significant 63% of overall traffic

2.3 Policy, planning and coordination of transport

2.3.1 The current transport sector policy was inspired by the Government’s economic and social development guidelines. Its specific objectives are summarized as follows: (i) gradual State divestment from commercial activities that have long been under State control; (ii) strengthening of the role of the private sector, in tandem with State divestment; (iii) improvement of the service levels of road infrastructure, notably through adequate maintenance by setting up a second generation road fund; (iv) creation of access to farming areas and development of rural transport which are some of the major components of the poverty reduction strategy; and (v) consideration of environmental concerns in the design and implementation of transport projects and programs.

2.3.2 The planning, coordination and implementation of the various actions that should result from these policy options are, first and foremost, the responsibility of the Ministry of Transport in coordination with the Ministry of Equipment. Each of these ministries acts within its area of competence through the Departments placed under its authority: the Department of Land, Maritime and Inland Waterway Transport of the Ministry of Transport and the Directorate General for Public Works of the Ministry of Equipment, which in turn depend on their technical departments and services to carry out their assigned duties.

2.3.3 To ensure implementation of the transport policy, the Ministry of Transport is, with donor support, preparing transport sector programs that serve as a reference framework for the main sector interventions. Under these programs, the Ministry in charge of finance plays a fundamental role in mobilizing the required resources, monitoring and controlling the financial execution of works. For 2005-2010, the reference framework is the Transport Sector Program supported by donors (World Bank, European Union, ADB, IsDB, WADB, ECOWAS Fund) during the Niamey roundtable of June 2005 (see Para. 3.7.5).

2.3.4 Implementation of the TSP, which gave rise to the present project, is expected to lead to an improvement in the overall functioning of the transport system and the revival of productive sectors to ensure national economic recovery. The TSP shall be implemented by the Ministry of Equipment through its Directorate General for Public Works.

3. ROAD SUB-SECTOR

3.1 Road network

3.1.1 The classified road network in Niger, composed of all categories of roads, has a total length of 14,000 km, comprising 3,797 km of paved roads (27%), 6,291 km of earth roads (45%) and 3,912 km of feeder roads (28 %). This network is classified into three categories: (i) national roads (or primary network) linking departmental headquarter towns or linking Niger to neighboring countries; (ii) departmental roads (or secondary network), linking urban centers situated within the same department, and (iii) rural roads (or tertiary network) that lead essentially to rural areas.

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3.1.2 A priority network was defined under the TSP, comprising: (i) national roads, (ii) departmental roads, and (iii) rural roads handling more than 20 vehicles a day. The total length of this network is 9,200 km, of which 3,797 km are paved. It is characterized by a low level of service and an advanced state of degradation. Indeed, 53% of the network is in a mediocre state. The TSP is expected to improve the state of this network from 47% to 67% by 2010.

3.1.3 The unclassified network is under the responsibility of the local government structures. It is composed mainly of roads constructed through rural development projects or community work to open up access to certain localities and districts. The Government has just prepared a rural roads strategy paper that should help improve the management of this tertiary network. The said strategy, based on a participatory approach, is currently undergoing validation.

3.1.4 The network’s current state of advanced degradation has limited access to many villages, making it difficult to reach them. This is notably the case in the current food crisis when many areas cannot receive food aid in time.

3.2 Car population and traffic

Vehicle population

3.2.1 Available data give an estimated vehicle population of 66,470 vehicles in 2004 (excluding tractors, specialized vehicles and two-wheeled vehicles), comprising 72% for private cars, 19% for light-duty trucks and buses, and 9% for trucks and articulated vehicles. At least 70% of vehicles registered each year are imported second-hand cars. This high proportion of second-hand cars contributes in large part to the rapid ageing of the car population, which results in an increase in vehicle operating costs, a higher number of road accidents and increased pollution. Barely 10% of all vehicles are aged between 0 and 5 years, and the majority of the remaining 90% are more than 10 years old.

3.2.2 Following the massive importation of second-hand vehicles, the vehicle population rose from 55,437 vehicles in 2001 to 61,324 vehicles in 2002 and 66,470 vehicles in 2004, according to statistics from the Department of Transport. Light vehicles predominate in this vehicle population and increase at an average annual rate of about 6%. As concerns intermediate means of transport (IMT), there is no data on the current IMT population. Nevertheless, Niger’s current IMT population is known to be very high, composed mainly of animal-drawn carts and livestock used for transport (donkeys, horses). They play a very important role especially in areas with difficult terrain and, on the whole, complete the transport chain in urban and rural areas.

Traffic

3.2.3 The volume of road traffic varies with the level of road development. Hence, the most frequented paved roads receive about 1,000 to 2,000 vehicles/day, and the least frequented roads handle about 50 to 100 vehicles/day. Meanwhile, less than 10% of paved roads receive more than 100 vehicles/day.

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3.3 Road transport industry

3.3.1 Following the disengagement of the State, which used to provide inter-urban passenger transport through the National Transport Company of Niger, the road transport industry is currently dominated by private enterprises and individual transporters. Pursuant to the provisions of WAEMU legal instruments, access to the profession is no longer reserved for individuals and corporate bodies of Nigerien nationality, but also to nationals of other WAEMU states, in accordance with the Union’s sub-regional integration policy.

3.3.2 Apart from a few structured enterprises (10 goods transport companies and 5 passenger public transport companies), the dominant mode of management on the market is artisanal, making it difficult to assess the operating income of most operators and the renewal plan for their vehicles, of which close to 80% are in a state of advanced depreciation. Faced with this situation, the Government is using tax incentives to encourage transporters to renew their fleet of passenger transport vehicles. The first results of this measure are encouraging. Indeed, a few transporters are providing good quality service with new vehicles and safe bus stations. However, faced with the proliferation of small operators, the Government is still unable to enforce transport regulations governing technical vehicle inspection, maximum load requirements and the highway code. The project intends to help solve these problems by sensitizing the people to respect the highway code and the maximum axle load.

3.4. Road construction industry

3.4.1 The road construction industry is governed by Ordinance No. 2002-007 of 18 September 2002: Public Procurement Code of Niger. This procurement code is a reference framework document which defines contract award procedures and the conditions that enterprises have to fulfill to be allowed to participate in public procurement. These conditions include the requirement for enterprises to submit a qualification certificate issued by a body composed of representatives from the State and from professional organizations.

3.4.2 However, this body is not playing its State-given role of contributing to the improvement and revival of the road construction industry. This situation has given rise to the proliferation of small entities involved in road maintenance operations. Hence, from 2000 to 2004, the Autonomous Road Maintenance Fund (ARMF) signed more than 175 contracts with jobbers, roadmenders, and small and medium-sized enterprises engaged in road maintenance. On the whole, local enterprises perform poorly. They are structurally and financially weak, poorly equipped and lax with their contract obligations. Without a resolute policy to support and promote local enterprises, the future of the road construction industry remains unclear. Pending the emergence of such enterprises, all major construction work is executed by foreign companies.

3.4.3 In the area of engineering, about ten national consultancy firms are very active in the country, providing services of good technical quality that warrant them to extend their scope of action into neighboring countries such as , Burkina Faso and Chad. These consultancy firms, like the enterprises, are not formally organized into associations, although this need has been acknowledged. Despite their excellent performance, the consultancy firms in Niger remain fragile on account of their narrow financial base and poor equipment.

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3.4.4 Furthermore, the road construction industry uses the services of the National Public Works and Construction Laboratory (LNTP/B) for appraisals and the different geotechnical tests needed for selecting material and designing the road structure. The LNTP/B, which is a government service, employs 60 persons and is funded by the State. Its performance is relatively poor because of inadequate staff training and motivation, and the obsolescence of the facilities and material used. To address these shortcomings, the Government is envisaging a series of recovery measures under the TSP, such as the renewal of facilities and equipment, staff training, a salary increase for technicians and staff reduction.

3.5 Road network administration and staff training

3.5.1 The administration of the road network is the responsibility of the Ministry of Equipment (ME) acting through the Directorate General for Public Works (DGPW) at the central level and the regional directorates (RD). The DGPW is responsible for managing the classified road network. It programs works in accordance with the Government policies and guidelines on road infrastructure. It carries out coordination, programs routine and periodic road maintenance works and prepares the road maintenance budget.

3.5.2 The Ministry of the Economy and Finance plays a key role in the road sector because it allocates resources, through its Budget Department, to the Ministry of Equipment to cover operating and road network maintenance expenses and to pay Government counterpart funds for the financing of projects. Other bodies involved in road network administration are: (i) the Central Procurement Committee which presides over contract award boards, among others, ii) the Ministry of Transport which administers transport; (iii) the Autonomous Road Maintenance Fund (ARMF), responsible for managing resources destined for the routine and periodic maintenance of the road network; (iv) the Public Transport Advisory Committee which ensures the respect of Government guidelines on the organization and functioning of the various modes of transport; (v) the Multi-sector Regulation Authority which ensures the application of legal and statutory texts and protects the interests of users and operators; and (vi) the Roads Board.

3.5.3 To fulfill its mission in the road sub-sector, the Ministry of Equipment depends on the DGPW which comprises the Department of Road Maintenance (DRM), the Department of New Projects (DNP), the Technical Department (TD), the Department of Rural Roads (DRR) and 8 Regional Directorates of Public Works (RDPW). It currently has a staff strength of 83, composed of 23 civil engineers, 6 works engineers, 3 senior technicians, 39 technical assistants and 12 technical agents. The institutional capacity of the DGPW is insufficient to handle the workload generated by the TSP. Hence, the TSP has provided for a capacity-building component. Pending the effective introduction of this component, the DGPW is making use of engineers who have newly joined the Ministry of Equipment and are awaiting formal recruitment. This project also provides for the financing of an expert to work in the DGPW for the duration of project implementation.

3.6 Road maintenance

3.6.1 The maintenance of national roads is the responsibility of the Ministry of Equipment, acting through the Directorate General for Public works which is responsible for designing and implementing road maintenance programs. These programs are designed with the assistance of the Road Data Bureau (RDB) created within the DGPW in the 1980s. The RDB regularly collects, processes and consolidates data on the road network degradation status and establishes

9 an estimate of recurrent costs. The RDB has been experiencing technical difficulties in recent years, mainly because of its obsolete and ill-adapted equipment and its limited operating budget. Solutions to this problem are envisaged under the TSP.

3.6.2 Since the adoption of the Government’s sector policy paper in 1997, the State has withdrawn from the execution of road maintenance projects which are currently entrusted to private enterprises. Such State withdrawal was followed by a series of support measures such as the creation of the Autonomous Road Maintenance Fund (ARMF), reinforcement of the road maintenance programming and budgeting system, and the improvement of road maintenance conditions and methods. The ARMF was created in November 1999 by Ordinance No. 99-55 followed by two enabling decrees: Decree No. 99-463 relating to resource recovery modalities and Decree No. 99-464 on the status of the Fund. According to Ordinance No. 99-55 (Articles 2 and 7), the objective of ARMF is to finance all road maintenance projects on the national and urban road networks. It is placed under the technical authority of the Ministry in charge of public works and under the financial authority of the Ministry in charge of finance.

3.6.3 The periodic maintenance of paved roads is done by enterprises controlled by consultants and financed from the national investment budget or external financing. On the whole, road maintenance has been inadequate over the last 20 years. Studies conducted during preparation of the TSP showed that the frequency of intervention on paved roads is above 20 years, meaning that each intervention tantamounts to a new reconstruction operation. The new road maintenance strategy retained in the TSP includes a major drive to rehabilitate at least 67% of the classified priority network between 2005 and 2010. It entails the programming of works based on a substantial level of resources from ARMF and the prioritization of the road network based on the level of traffic, the structural function of the road and its appurtenance, or otherwise, to a sub-regional road network.

3.7 Financing of road maintenance and investment

Financing of road maintenance

3.7.1 Niger’s road network maintenance strategy is based on three fundamental elements, namely: the definition of the priority network, needs assessment and financing of programmed operations by ARMF. According to this logic accepted by Niger’s partners, the priority network that should benefit from routine maintenance is estimated at 9,200 km. The routine maintenance option requires a resource allocation of 8 to 9 billion CFA francs per year. This amount is well above the annual maintenance budget of 4.5 billion in 2004 and 5 billion in 2005 allocated by the Public Treasury to ARMF. With this allocation, ARMF effectively finances maintenance on 4587 km.

3.7.2 For all donors, including the Bank, the option of routine maintenance should be the fundamental objective because it makes it possible to intervene on all paved roads and on earth roads that receive more than 20 vehicles/day, pending the future adoption of the national rural roads strategy which will define the optimal financing policy for this category of roads. The routine maintenance option implies that ARMF be transformed into a real second generation road fund, vested with the authority to directly collect oil royalties for road maintenance, in order to ensure the sustainability of its resources. The Government has just initiated such transformation, on the recommendation of donors, through a new law voted by parliament on 18 June 2005, which not only confirms the managerial autonomy of ARMF and its management organs (Management and the Board of Directors) but also makes it possible for the Fund to directly collect road maintenance levies from the operators concerned.

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3.7.3 The final phase in the process for transforming ARMF into a second-generation road fund is the joint ministerial order (Ministry of Finance and the Ministry of Equipment). The said order is being drafted and is a follow-up to the enabling decrees that have already been signed. The objective is to define the practical terms and conditions for implementing the new provisions of the abovementioned law. Submission of proof of publication of this order in the Official Gazette is one of the loan conditions. ARMF resources would then be able to rise gradually from CFA.F 5 billion to 9 billion in 2010 according to projections. To that end, the Government is currently holding discussions with sector operators with a view to attaining this objective.

Financing of periodic maintenance and new projects

3.7.4 Considering the limited budget resources and given the huge backlog of periodic maintenance works accumulated hitherto, the financing for periodic maintenance/rehabilitation works is still provided by donors in the form of loans and grants with a Government counterpart that varies depending on the financing source. In the long run, the Government will have to defray periodic maintenance/rehabilitation costs through ARMF in its new format as a second generation fund.

Financing acquired for the TSP

3.7.5 The total cost of the TSP is CFA.F 515 billion and covers the following components: (i) construction, maintenance and rehabilitation of the road network; (ii) capacity-building and implementation of institutional measures in the sector; and (iii) construction of feeder roads. If the current project is approved, the total amount of resources acquired would be 283.57 billion, or 55% of the total cost. Of this amount, the Government, through the national budget and ARMF will contribute about 12%. The Government is confident of raising additional funds on the basis of various expressions of support obtained during the Roundtable of June 2005. The table below sums up the financial status of the TSP to date.

Table 3.1 TSP, financing acquired (in CFA.F billion)

Donor Amount (%)

World Bank 45.00 8.74 ADF 19.97 3.30 European Union 65.00 12.62 WADB 29.50 5.73 IsDB 41.00 7.96 SDF 16.80 3.26 Others 8.30 1.61 State of Niger 61.00 11.84 (counterpart funds+ARMF) Total acquired 283.57 55.06 Balance 231.43 44.94 TSP total 515 100

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4. THE PROJECT

4.1 Design and rationale of project

4.1.1 To ensure attainment of the project’s sectoral and specific goals, the following components were retained: (i) paving of the Tibiri-Dakoro road over a length of 115 km with rehabilitation of a records room; ii) construction of the Madaoua-Bouza-Tahoua road into a modern earth road of 170 km; iii) technical assistance to the Directorate General for Public Works; and (v) auditing of project accounts. These components were carefully examined against the current situation and they are consistent with the socio-economic needs of the target communities, road construction standards and the principles of transparent project management.

4.1.2 From the technical standpoint, the development solutions retained were chosen from nine options considered.. The options envisaged for the Madaoua-Bouza-Tahoua road took into account the various values of the road’s geometrical characteristics (breadth of the pavement and the sidewalk, minimum longitudinal slope), road development levels and the size of permanent structures (culverts and bridges). For the Tibiri-Dakoro road, double-layer and three layer solutions were compared. The options retained are those that optimally respond to the findings of the topographical, geotechnical, hydrographic and environmental studies conducted by the Consultant.

4.1.3 Lastly, the Madaoua-Bouza-Tahoua road will be developed into a modern earth road with a breadth of 7m, a shoulder of 1.5m on each side; a 15 cm subbase course in pit-run material; a 15cm base course in compacted laterite and a 10cm surface course of natural gravel. The Tabiri-Dakoro road which will be paved will have the same characteristics as the Madaoua-Bouza-Tahoua road with double-layer pavement. The project’s economic rate of return was calculated using the HDM IV software and the pavement structures were determined on the basis of the traffic and the road degradation report prepared according to the VIZIR method. The project design therefore satisfies both the technical requirements and the economic viability criterion. Hence, it is satisfactory.

4.1.4 The roads retained in the project are part of the priority network. Hence, the Tibiri- Dakoro road in the Maradi region is an important route for supplying foodstuffs and manufactured goods to the remote towns of Zinder and Agadez from Maradi, the country’s economic capital. It runs through an agro-pastoral region renown for its cereal production and abundant livestock. The construction of this road will help to reduce the distance between Maradi and Agadez by about 170 km, and facilitate the evacuation of farm produce to major commercial and consumption centers. The Madaoua-Bouza-Tahoua road, better known as the "Onion Trail", is the only route for evacuating onions and other vegetables from the farming areas to domestic markets and to the crossroads between the subregional corridors linking Niger to markets in neighboring countries (Benin, Togo, Côte d’Ivoire, Nigeria). Its construction will open permanent access to the landlocked Tahoua region, help to reduce harvest losses and boost the export of production surpluses to markets in the sub-region.

4.1.5 The effects of the present project will complement those of IsDB interventions in the same region. Indeed, this institution intends to finance the construction of 1000 km of road, of which 200 km are connected to the Tibiri-Dakoro and Madaoua-Bouza-Tahoua roads.

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4.1.6 From the environmental and social standpoints, the participatory approach revealed that the communities in the project area have very little awareness of crosscutting issues such as environmental protection, road safety and HIV/AIDS control. Hence, the need for awareness-raising on these issues in order to: (i) protect plant and animal life in the project area; (ii) protect various areas against floods and erosion by constructing permanent structures; (iii) sensitize the communities to HIV/AIDS, the highway code, the maximum axle load and environmental protection.

4.1.7 The retained design also takes into account some of the institutional needs of the DGPW, namely: technical assistance, an archiving and documentation system, and efficient management of the said system. The consideration of these needs is motivated by the limited number of engineers currently employed in the DGPW to carry out project activities, and the need to create an archiving center in the DGPW to enhance the management of project files and facilitate access to general and technical information. All in all, the project’s design is in keeping with the TSP objectives of developing access roads and building institutional capacity.

Lessons learnt from previous operations in the sector

4.1.8 From 1976 to date, the Bank has financed eight operations in the transport sector for the total sum of UA 33,563,613.67 (net of cancellations), comprising six projects (Zinder- Agades Road I, Zinder-Agades Road II, Zinder-Dogo Road, secondary road I, secondary road II, first road maintenance project) and two studies (road program study II and the Dori-Tera- Niamey road study). These operations have been completed and completion reports have been written for secondary road projects I and II and for the first road maintenance project. These reports highlight shortcomings such as: (i) the Government’s delay in fulfilling the conditions precedent to first disbursement; (ii) excessive delays in approving contracts; (iii) irregular and late payment of Government contributions; and (iv) the absence of a reliable system for storing project documents which makes it difficult to collect data during preparation of completion reports.

4.1.9 Having learned from the above shortcomings, the following measures have been adopted for the current project: (i) a project launching mission will go to Niger after project approval to help the services concerned to speed up fulfillment of the loan conditions and enhance understanding of Bank procurement procedures (It should be noted that there were no launching missions for previous interventions.); (ii) the opening and provisioning of an account to receive Government counterpart funds has been laid down as a condition precedent to the disbursement of the ADF loan (This measure should favor the mobilization and payment of the Government’s contribution.); (iii) the granting of technical assistance to the DGPW to enhance its project management performance; and (v) the fitting out of a records room for better conservation of project documents.

4.2 Project area and beneficiaries

Demarcation and characteristics of the area

4.2.1 The Tibiri-Dakoro and Madaoua-Bouza-Tahoua roads are situated in the Maradi and Tahoua regions, respectively. However, the communities and socio-economic structures likely to benefit directly or indirectly from the effects of the project are located in the Department of Dakoro (Maradi region) and the Departments of Madaoua, Bouza and Keita (Tahoua region).

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The abovementioned four Departments, out of the 14 located in the two regions, are considered as the project area (PA). The PA therefore covers these four Departments which comprise a multitude of small villages, most of which are inaccessible and located in areas most hard-hit by the food crisis currently affecting the country.

4.2.2 The project area thus defined covers a total surface area of 32,635 km2. The dominant climate in the PA is Sahelian with average rainfall of 300 to 400 mm in the South and 200 to 300 mm in the North. Over the last few years, this area, like the rest of the country, has experienced a shortage of rainfall which has reduced its production capacity in agriculture and stockbreeding, the bedrocks of its economy

4.2.3 The first beneficiaries of the project will be inhabitants of localities crossed by the roads. The communities concerned will able to evacuate their produce all year round with a resultant increase in their incomes; they will then be able to afford social and administrative services. The project will also benefit those using the new roads by reducing vehicle operating costs (VOC) and road maintenance costs. The VOC reduction is estimated at 15% on average. It will also lead to an average increase of 3.5% in global traffic per year.

Population and poverty profile in the area

Population and poverty profile

4.2.4 The population of the PA is estimated at 1,132,331 inhabitants, representing a density of 34.7 inhabitants/km2 compared to a national average of 8.5 inhabitants/km2. The PA is therefore one of the most densely populated regions in the country. The human concentration is growing steadily in urban areas such as Maradi due to rural urban migration. There is also a phenomenon of seasonal rural urban migration which usually ends with the onset of the rainy season. However, rural urban migration is beginning to increase in the PA because of repeated droughts. Hence, rural exodus and emigration are caused by the limited capacity of rainfed agriculture to cover the needs of the people and ensure a stable income.

4.2.5 The poverty line in Niger is set in money terms at CFA.F 75,000 in urban areas and CFA.F 50,000 in rural areas per person and per year. According to this indicator, 63% of Niger’s total population lives below the poverty line. In the PA, the incidence of poverty according to the same indicator also remains high, at an estimated 52% in urban areas and 66% in rural areas. With regard to social infrastructure, the area has 2,670 drinking water supply facilities (excluding artisanal wells), 585 primary schools and 32 health units including two hospitals. Although this infrastructure has increased over the last ten years, the needs of communities in the project area have still not been sufficiently covered: barely 45% of the population has access to clean water; the enrolment ratio is about 30%; the health coverage is below 50% and life expectancy hardly exceeds 45 years on average. This decline in life expectancy is fuelled by the AIDS pandemic whose prevalence rate in Niger is estimated at 4% of the sexually-active population. During project implementation, the people will be sensitized to the problems of sexually transmitted infections and HIV/AIDS.

4.2.6 The main causes of this generalized poverty include the completely landlocked situation of most villages and farming areas. Indeed, more than 80% of the classified network in the PA, composed almost entirely of earth roads, is in a state of advanced degradation. The transportation of produce and access to social infrastructure and commercial centers are therefore difficult with the result that transport costs have gone up. The construction of these project roads will therefore generate a marked improvement in conditions of access to social services (schools, water points, health centers) and local and regional markets.

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Gender issues

4.2.7 Women account for about 51% of the population in the PA. According to the PRSP, they constitute the most disadvantaged group compared to men. Gender disparities are evident in the economic sector, education and health. Although they are generally more active than men in the entire agricultural, stockbreeding and handicraft production chain, women have very limited access to factors of production and much-needed guidance to improve their productivity and raise their incomes. The female literacy rate in the project area is 7% on average, compared to the male literacy of 23%. Similarly, the enrolment for boys is double the enrolment for girls. Apparently, women also seem to be more affected by the HIV/AIDS pandemic than men. Indeed, the male/female ratio in the infected population is 0.8. This project addresses some of these concerns through HIV/AIDS awareness campaigns and increased access to domestic and foreign markets for local products in order to raise incomes.

Farming area

Agricultural and animal production

4.2.8 Just like the rest of the country, the economy of the PA relies on agriculture and stockbreeding. The PA’s cereal acreage in 2003 was estimated at 1,497,909 hectares compared to the national acreage of 10 551 382 hectares, representing more than 14% of the cereal acreage in Niger. However, agricultural and stockbreeding activities remain heavily dependent on climatic conditions because of poor water management and limited dissemination of more efficient farming methods to improve yields.

4.2.9 Despite these shortcomings and difficult transport conditions, the output of the PA is varied and relatively substantial. In 2003, yields of the most common cereals totaled 485,306 tons, comprising: 289,689 tons for ; 86,916 tons for sorghum; 69,762 tons for ; and 38,939 tons for groundnut. With regard to the people’s needs, cereal demand/supply in the PA varies from year to year, depending on rainfall. Hence, over the last five years, the PA had a deficit of –17769 tons in 2001, and then registered successive surpluses of 82,254 tons in 2002, 42,855 tons in 2003 and 84,014 tons in 2004 with, while forecasts estimated a deficit of –64 986 tons in 2005. These estimates are confirmed by the food crisis which the country has been experiencing since June 2005.

4.2.10 The PA is also a major producer of off-season crops such as onion, cabbage, tomato, green pepper and sweet potato. Off-season farming is practiced on a surface area of 34,964 hectares with an average yield of 164,812 tons, or 4.71 tons per hectare, which is quite satisfactory. Onion alone accounts for 90% of this yield. The average annual yield of 150,000 tons of onion covers domestic needs and the surplus goes to national markets and those of neighboring countries (Benin, Togo, Côte d’Ivoire), where it fetches a substantial income for the farmers. Onion is therefore considered as one of the major items of speculative trading at the local and national levels.

4.2.11 In stockbreeding, the livestock population in the PA was estimated at 7,005,000 in 2004 (31% of the national stock), comprising 1,019,366 head of cattle; 1,782,786 sheep; 3,591,439 goats; 1,803,380 camels; 87,488 asses; and 343,542 horses. Water shortage and frequent farmer/stockbreeder conflicts have significantly undermined livestock development over the last few years. These conflicts, by virtue of their frequency and the human and

15 material damage they cause in rural areas, have become an issue of serious concern to the Government, to the extent that they feature prominently in the national conflict prevention strategy which has been in force since 2003.

Other activities

4.2.12 Handicraft is the third income-generating activity in the area and focuses on the processing of local materials. The most common products are basketry, pottery and leathercraft items as well as woven mats, destined for the national market and tourists.

4.2.13 On the whole, the PA has proven agricultural, stockbreeding and handicraft potential to generate employment and income for the local population. Many commercial activities are conducted in the area which generate a traffic of more than 120 vehicles per day on the project roads despite their advanced state of degradation. The development of this potential and its positive effects on the economy and local living conditions will depend in large part on the opening of access to the various villages and farming areas. This project is out to contribute to the attainment of that objective.

4.3 Strategic context

4.3.1 The challenge facing the country at the moment is to create suitable conditions for reviving sustainable growth that can lead to a real improvement in the living conditions of the people, especially those living below the poverty line, who represent 63 % of the national population and live mainly in rural areas. To address this challenge, the Government implemented the poverty reduction strategy in December 2002, the rural development strategy in November 2003 and the national transport strategy in June 2005. The objective is to halve the number of poor people by 2015, especially in rural areas where poverty is widespread. To that end, Niger has resolutely embarked on maximizing its gains in the areas of democracy, decentralization and consolidation of the rule of law.

4.3.2 In the transport sector in particular, the strategy implemented since June 2005 by the Government, and which will run for the next five years (2005-2010), actually tallies with PRSP guidelines on this area, namely: the consolidation of road maintenance, the rehabilitation and development of the national road network in keeping with farming area needs, and institutional reform to enhance transport sector management. This strategy, which is based on an integrated approach, calls for the economic feasibility of investments and focuses on the development of access roads and rural transport, subregional integration and greater involvement of private operators in the financing and management of infrastructure.

4.3.3 The Bank Group’s operations strategy for Niger for 2005-2009 will continue to focus on poverty reduction, in keeping with the strategic guidelines of the Government’s PRS. Considering Niger’s development constraints, its economic growth obstacles, its potential and the Bank’s experience in financing projects and programs in Niger, the Bank Group decided to support the Government’s medium-term development program by building infrastructure, notably in the transport sector.

4.3.4 This project is designed against this general context and concerns mainly the regions of Maradi and Tahoua which have enormous agricultural and stockbreeding potential. Its implementation will contribute to the implementation of the second pillar of CSP objectives which focuses on the building of transport sector infrastructure. It will also lead to a

16 substantial reduction in vehicle operation costs (about 15% on the two main roads) and improve access to basic social services such as schools, health centers, maternities and administrative services for many inhabitants of the PA.

4.3.5 The project will have a direct impact on access to the Departments of Madaoua, Bouza and Kéita which have, over the last two years, been hard-hit by climatic problems which caused famine and poverty that currently affects a huge segment of the population in these Departments. On the whole, under the favorable strategic context of the project, the proportion of roads in good working order within the priority network will rise from 47% in 2005 to 67% in 2010.

4.4 Project objectives

4.4.1 The sector goal of the Tibiri-Dakoro and Madaoua-Bouza-Tahoua Roads Rehabilitation Project is to contribute to the overall functioning of the transport system in order to revive economic activities. Its specific objective is to: (i) open up access to the Departments of Dakoro, Madaoua, Bouza and Kéita, in order to ensure the transportation of goods and persons at affordable cost and facilitate access to basic social services; and (ii) build the institutional capacity of the DGPW.

4.4.2 The results of the project shall be measured by: (i) the average vehicle operating cost which will fall from CFA.F 984/km to CFA.F 849/km, representing an average reduction of 15% for the two roads; (ii) an increase in the number of rural socio-educational centers that can be reached in less than 30 minutes by IMT from 65% to 70% in 2010; (iii) an increase in the number of drinking water points that can be reached in less than 15 minutes by IMT from 35% to 40% in 2010; (iv) sensitization of 12 000 inhabitants of the PA to road safety, HIV/AIDS and environmental protection; (vi) reduction of file processing time in the DGPW.

4.5 Project description

4.5.1 The project has three components, namely: (i) road construction and the building of a records room; (ii) technical assistance to the DGPW; and (iii) auditing of project accounts.

4.5.2 To attain the project objectives, the following activities have been planned:

i) paving of 115 km of road between Tibiri and Dakoro, with a surface that is 7m wide and shoulders that are 1.5m wide each;

ii) construction of 170 km of a modern earth road between Madaoua, Bouza and Tahoua, with a surface that is 7m wide and shoulders that are 1.5m wide each;

iii) fitting out and equipment of a records and documentation room and training of one records manager;

iv) sensitization of 12000 inhabitants of the PA to environmental protection, road safety, maximum axle load and HIV/AIDS; and

v) building the technical and operational capacity of the DGPW by posting one technical assistance expert on transport issues to the Directorate.

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4.6 Detailed project description

Construction works on the Tibiri-Dakoro road

4.6.1 Rehabilitation works involving the double-layer paving of the Tibiri –Dakoro road over a distance of 115 km (Lot 1) will be carried out in a region that has a relatively flat relief. Such works will comprise: (i) the usual land clearing and topsoil stripping operations to prepare the work sites; (ii) general excavation to prepare the platform according to the prescribed dimensions and geometrical characteristics; (iii) construction of drainage infrastructure (box culverts) and the pavement structure with a 15 cm subbase course in pit- run material; a 15cm base course in laterite stabilized with cement, a double-layer surface course and lastly road signs. The enterprise that wins the bid for this lot shall also construct a records room in the Directorate General for Public Works.

Construction work on the Madaoua-Bouza-Tahoua road

4.6.2 The construction of the Madaoua-Bouza-Tahoua road into a modern earth road of 170 km (Lot 2) shall be done in a mountainous region characterized by escarpments with slopes that exceed 10%. The work will comprise the same operations as those described for the Tibiri-Dakoro road to flatten the slopes of the longitudinal section and build the road platform through consolidated and rocky highlands. The pavement structure will have a 15 cm subbase course in pit-run material; a 15cm base course in unblended laterite and a 10cm surface course of natural gravel.

4.6.3 At the level of Goga village, the road crosses a plain that becomes flooded in the rainy season leading to complete isolation of the village for several weeks. The crossing of this site requires the construction of two bridges of 100 meters each to avoid flooding of the road by mounting rainwater caused by silting and the fast flow rate of runoff water.

Fitting out of a records room

4.6.4 The records room will be fitted out on the ground floor of the DGPW building. The work will entail repair and restoration of all the woodwork. There are also plans to equip the room with metal shelves, furniture and the appropriate IT equipment.

Works control and supervision

4.6.5 Consultancy services will be needed to control the technical and environmental quality of works, prepare monthly reports for the Government and quarterly reports for donors. Furthermore, the control offices shall resort to the services of specialized and approved laboratories for all geotechnical tests conducted in the laboratory or in situ. Consultancy teams will have to include environmentalists who shall ensure the implementation of environmental and work safety measures. Moreover, they shall be responsible for organizing seminars to sensitize the public to road safety, respect of the maximum axle load, environmental protection, control of water-borne diseases, STIs and HIV/AIDS.

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Technical assistance to the DGPW

4.6.6 Technical assistance shall entail: i) the posting of a roads expert to the DGPW for a period of 30 months; and (ii) training of the records manager. The expert shall be placed under the authority of the Director General for Public Works and be responsible for monitoring project implementation in collaboration with the Coordinator and the two engineers seconded to the worksites. Apart from his project-related interventions, he shall be responsible for training DGPW engineers in contract award and management procedures. The expert’s terms of reference are found in Annex 3.

Audit of the project

4.6.7 Auditing of the project shall include preparation of the procedures manual and annual verification of the legality of expenditure. It shall therefore be conducted at the beginning of the project, at the end of each calendar year and at the end of the project.

4.7 Impact on the environment

4.7.1 The project is classified under environmental Category II. This classification was based on an assessment of environmental conditions conducted during a visit of the project roads, and on environmental studies conducted by a consultancy firm. An environmental and social management plan (ESMP) was duly drawn up, validated by Niger’s Environmental Authority and forwarded to the Bank.

Negative impact

4.7.2 The various studies and the visit to the project road have revealed that the negative impacts of the project will be very few and limited mainly to the construction period. This period will produce negative impacts such as dust, noise, sound vibrations and safety problems that could affect the workers and nearby communities and the indiscriminate disposal of purging compounds and curing agents. The project will not lead to expropriation of houses, but rather to the relocation of about fifteen stands and sheds built of non-permanent material (adobe bricks and straw) in Keita village, for the purpose of ensuring the safety of occupants during the construction phase. The project will have little impact on the vegetation since there are no sensitive or protected forests or plant species in the project area; only a few shrubs will be affected because they will be cleared for the right-of-way or to improve visibility on the project roads.

4.7.3 There could also be soil degradation on quarry sites, access roads and storage sites for material. Soil and watercourse pollution caused by indiscriminate disposal of sediments and pollutants by enterprises will be negligible. The project could generate a population increase due to the migration of non-resident workers. This could cause social problems, notably the probable increase in sexually transmitted diseases (STI/AIDS).

Positive impact

4.7.4 The opening of access to the project area (PA) through developed all-season roads will have appreciable positive effects on the activities of project area communities in general and women’s activities in particular. The most obvious effects are: (i) an improvement in

19 transport conditions to create access to domestic and external markets; (ii) a decline in transport costs; (iii) an increase in agricultural incomes, a reduction in the cost of medical evacuations and better knowledge of the risks of diseases such as STI/AIDS, malaria and other water-borne diseases, through the sensitization campaigns that will be organized; (iv) greater access to health centers and schools; and (v) protection of various zones from floods and erosion.

Mitigative measures

4.7.5 To mitigate these negative impacts, it has been planned that road construction works will be executed according to pollutant management standards. Hence: (i) transport vehicles and machinery shall be fitted with anti-pollution devices; (ii) workers shall be sensitized to the dangers of particulate matter and dust control techniques, and dust suppressants shall be installed where necessary; (iii) worksite equipment shall be stored and repaired on impervious surfaces situated far from areas susceptible to floods.

4.7.6 Other recommended mitigative measures consist in installing and ensuring the functioning of pollution control equipment during tarring; making provision for and developing health facilities on the worksites; recovering oils, filters and used batteries and disposing of them safely in collaboration with the competent authorities; restoring any destroyed vegetation at the end of the project; taking all measures to rehabilitate borrow areas by planting local species, if need be; protecting earth banks with the appropriate structures and replanting them with local plant species. Bridge structures will be constructed to avoid obstructing the flow of surface water. Sensitization actions have also been recommended on environmental protection and management, road safety, respect of the maximum axle load and water-borne diseases, especially malaria, diarrheal infections and STI/AIDS.

4.7.7 All these concerns have to be included in the terms of reference of the various enterprises and the appropriate measures shall be taken to that end by the executing organ in collaboration with the Bank. Furthermore, the environmentalist from the Ministry of Equipment shall be assisted by the environmentalist of the control mission in monitoring the optimal implementation of the Environmental and Social Management Plan (ESMP).

4.7.8 The cost of the environmental protection measures is estimated at CFA.F 252.3 million, and covers: the monitoring of environmental and social measures; the rehabilitation of borrow areas; reforestation; on-the-job training provided to the environmental unit of the DGPW by the control missions; the construction of new stands and sheds in permanent material by the enterprises; safety devices; marking of animal crossing points, parking areas, etc. This cost and the cost of the sensitization seminars (CFA.F 350 million) are included in the estimated project costs. The activities related thereto shall be clearly identified in the bidding documents for construction works and the documents for consultancy services to ensure the control and supervision of works.

4.8 Estimated project costs

4.8.1 The project cost (net of taxes) was estimated by the Government and the mission at UA 34.03 million (CFA.F 26.26 billion), of which UA 27.22 million (CFA.F 21 billion) is in foreign exchange and UA 6.81 million (CFA.F 5.26 billion) in local currency. This cost includes provision for physical contingencies and price escalation. The provision for physical contingencies is 6% of the baseline cost. The total provision for price escalation is 4.97%. It

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corresponds to the inflation rate of about 2.5% for the amount in foreign exchange and 3.5% for the amount in local currency. A summary of the estimated project cost by component is presented in Table 4.1 below:

Table 4.1 Summary of project cost estimates by component (HTT)

COMPONENT F.E L.C. Total F.E L.C. Total % A. WORKS In CFA.F million In UA A.1. Lot 1: Tibiri-Dakoro Road 7409.02 1852.25 9261.27 9.60 2.40 12.00 35.26 A.2. Lot 2: Madaoua-Bouza-Keita Road 9578.97 2394.74 11973.71 12.42 3.10 15.52 45.62 A.3 Control of works in Lot 1 741.56 185.39 926.95 0.96 0.24 1.20 3.53 A.4. Control of works in Lot 2 673.16 168.29 841.45 0.87 0.22 1.09 3.21 Total A 18402.71 4600.67 23003.38 23.85 5.96 29.81 87.62 INSTITUTIONAL SUPPORT Technical assistance to the DGPW 423.50 126.50 550.00 0.57 0.14 0.71 2.10 Total B 423.50 126.50 550.00 0.57 0.14 0.71 2.10 PROJECT MANAGEMENT ¨Project audit 50.00 50.00 0.00 0.06 0.06 0.19 Total C 50.00 50.00 0.00 0.06 0.06 0.19 BASELINE COSTS 18826.21 4777.17 23603.38 24.42 6.16 30.58 89.87 Physical contingencies on works (6%) 1129.57 286.63 1416.20 1.46 0.37 1.83 5.39 Financial/works contingencies (4,97%) 991.80 251.67 1243.47 1.29 0.32 1.61 4.73 TOTAL COST (net of taxes) 20,947.58 5,315.47 26,263.05 27.17 6.85 34.02 100.00

COMPONENT CFA million UA million F.E. L.C. Total F.E. L.C. Total % A. Works on Tibiri-Dakoro road (Lot 1) 7 409.02 1 852.25 9261.27 9.60 2.40 12.00 35.26 B. Works on Madaoua-Bouza-Tahoua road (Lot 2) 9 578.97 2 394.74 1 1973.71 12.42 3.10 15.52 45.62 C. Control of works for Lot 1 741.56 185.39 926.95 0.96 0.24 1.20 3.53 D. Control of works for Lot 2 673.16 168.29 841.45 0.87 0.22 1.09 3.21 E. Technical assistance to the DGPW 423.50 126.50 550.00 0.55 0.16 0.71 2.10 F. Project audit 50.00 50.00 0.06 - 0.06 0.19 BASELINE COSTS 18 876.21 4 727.17 2 3603.38 24.46 6.12 30.58 89.87 PHYSICAL CONTINGENCIES 1 132.57 283.63 1 416.20 1.47 0.37 1.84 5.42 PRICE ESCALATION 994.44 249.04 1243.48 1.29 0.32 1.61 4.71 TOTAL COST 21003.22 5 259.84 26 263.05 27.22 6.81 34.03 100.00

4.8.2 The baseline costs for road construction works were established following complete detailed studies conducted by a consultant in 2004 and 2005. These costs are based on the unit prices current in similar labor markets in the country. The cost of the technical assistant was estimated on the basis of the Bank’s experience in the sub-region. The summary of project costs by expenditure category is presented in table 4.2 below:

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Table 4.2 Summary of project costs by expenditure category (net of taxes)

CFA million UA million CATEGORIES F.E. L.C. Total F.E. L.C. Total % A. WORKS 16 987.99 4 246.99 21 234.98 22.02 5.50 27.52 80.88 B. SERVICES 1 888.22 480.18 2368.40 2.44 0.62 3.06 9.02 BASELINE COSTS 18 876.21 4 727.17 2 3603.38 24.46 6.12 30.58 89.87 PHYSICAL CONTIGENCIES 1 132.57 283.63 1 416.20 1.47 0.37 1.84 5.42 PRICE ESCALATION 994.44 249.04 1243.48 1.29 0.32 1.61 4.71 TOTAL COST (net of taxes) 21003.22 5 259.84 26 263.05 27.22 6.81 34.03 100.00

4.9 Financing source and expenditure schedule

4.9.1 The project shall be financed by the ADF, WADB and the Government of Niger. ADF resources will finance part of the cost of works and part of the cost of works control and supervision. They will also finance the full cost of technical assistance and financial audit of the project. ADF participation will represent 64.66% of total project costs (net of taxes). The WADB’s contribution will be limited to partial financing of the works on the Madaoua- Bouza-Tahoua road and part of the cost of works control. Proof of signature of a loan agreement with the WADB or of a written commitment by the latter to finance the project is one of the loan conditions. Government counterpart funds, exclusively in local currency, will represent 8.72% of this cost. The project financing schedule by source is presented in Table 4.3 below: Table 4.3 Project financing sources (in UA million)

Sources Foreign exchange Local currency Total % ADF 20.94 1.06 22.00 64.64 WADB 6.28 2.78 9.06 26.61 GOVERNMENT - 2.97 2.97 8.75 Total 27.22 6.81 34.03 100

4.9.2 The expenditure schedule by project component is presented in Table 4.4 below: Table 4.4 Expenditure schedule by project component (net of taxes) (in UA million)

COMPONENT 2007 2008 2009 Total A. Works on Tibiri-Dakoro road (Lot 1) 4.80 4.80 2.40 12.00 B. Works on Madaoua-Bouza-Tahoua road (Lot 2) 6.21 6.21 3.10 15.52 C. Control of works for Lot 1 0.48 0.48 0.24 1.20 D. Control of works for Lot 2 0.44 0.44 0.21 1.09 E. Technical assistance to the DGPW 0.29 0.29 0.13 0.71 F. Project audit 0.02 0.02 0.02 0.06 BASELINE COSTS 12.24 12.24 6.10 30.58 PHYSICAL CONTINGENCIES 0.73 0.73 0.38 1.84 PRICE ESCALATION 0.64 0.64 0.33 1.61 TOTAL COST 13.61 13.61 6.81 34.03

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4.9.3 The project expenditure schedule by financing source is presented as follows:

Table 4.5 Expenditure schedule by financing source (net of taxes) (in UA million)

Sources 2007 2008 2009 TOTAL ADF loan 8.80 8.80 4.40 22.00 WADB loan 3.62 3.62 1.82 9.06 Government of Niger 1.19 1.19 0.59 2.97 Total 13.61 13.61 6.81 34.03

5. PROJECT IMPLEMENTATION

5.1 Executing agency

5.1.1 The project executing agency shall be the Ministry of Equipment acting through the Directorate General for Public Works (DGPW). It shall perform this function by relying on the Technical Department and the Department of New Projects at the central level, and on the departmental directorates in Maradi and Tahoua at the external level. The DGPW currently has a workforce of 83 employees, comprising 23 civil engineers, 6 works engineers, 3 senior technicians, 39 technical assistants and 12 technical agents. Most of the DGPW’s engineers have at least 15 years practical experience in the monitoring of road construction works. This experience will therefore be useful in the management of the current project.

5.1.2 To fulfill its project management obligations, the DGPW shall appoint a project coordinator at the central level who has at least five years experience. He shall be assisted by two Government engineers seconded to the worksites and having at least three years experience. The worksite engineers shall monitor the works on a daily basis in collaboration with the Works Control and Supervision Mission. The services of the coordinator and the two engineers shall be provided under a performance contract established with the DGPW. The terms of this contract shall be established by mutual agreement between the Bank and DGPW during launching of the project. The appointment of the coordinator and the two engineers, whose qualifications have to be deemed acceptable by the Bank, shall be one of the loan conditions.

5.2 Institutional arrangements

5.2.1 In a bid to increase the DGPW’s capacity to monitor project implementation, a technical assistant experienced in road projects shall be recruited. He shall work under the Director General for Public Works and monitor the project in collaboration with the project coordinator appointed by the DGPW and the two engineers seconded to the project site. He shall also provide on-the-job training to engineers of the Ministry on the preparation of bidding documents, the award and management of contracts and the monitoring of project implementation.

5.2.2 The daily management and regular monitoring of project activities shall be the responsibility of the DGPW, the delegated executing agency of the project. Such monitoring shall be done on the field through the engineers seconded to the project site to exercise free supervisory powers on all worksite activities, participate in land survey and measurements

23 and attend worksite meetings. They shall draft a monthly status report to be submitted to the project coordinator via the regional public works directorates. A DGPW accountant shall be responsible for the administrative management and accounting of the project according to well-defined terms of reference. He shall prepare disbursement requests for payment of project contractors.

5.2.3 The control and supervision of road construction works shall be ensured by consultancy firms. Such firms, acting through their resident missions, shall provide competent experts to monitor road construction, the building of permanent structures, the construction of the records room and the implementation of measures to mitigate the negative effects of the project on the environment. The consultants shall also be responsible for organizing public awareness seminars on: (i) road safety and respect of the maximum axle load; (ii) environmental protection; and (iii) the prevention of sexually transmitted diseases. They shall have the latitude to outsource this activity to local NGOs.

5.3 Project implementation and supervision schedule

The projected duration for all project activities is 30 months. A duration of 18 months has been projected for works in Lot 1 (Tibiri-Dakoro and records room) and 28 months for works on the Madaoua-Bouza-Tahoua road. On the whole, the maximum duration for works control and supervision is 30 months. Besides, public sensitization activities will be conducted throughout the project period. The project implementation schedule is presented as follows:

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Table 5.1 Project implementation schedule

Activities Responsibility/action Date Loan approval ADF 12/05 Publication of the general procurement notice ADF/DGPW 01/06 Signature of the loan agreement GVMT/ADF 03/06 1- Construction 1.1 Supervision and control Pre-selection DGPW/ADF 06/06 Establishment and approval of shortlists DGPW/ADF 03/06 Launching of shopping DGPW 05/06 Bid evaluation and contract award DGPW/ADF 09/06 Start of consultancy services Consultant/DGPW 02/07 End of services Consultant /DGPW/ADF 07/09 1.2 Works Prequalification DGPW/ADF 06/06 Invitation of bids DGPW 07/06 Submission of bids Enterprises/DGPW 10/06 Bid evaluation and contract award DGPW/ADF 01/07 Start of works Enterprises/DGPW 03/07 End of works Enterprises/DGPW 06/09

2 – Technical assistance Establishment and approval of shortlists DGPW/ADF 03/06 Launching of shopping DGPW 05/06 Bid evaluation and contract award DGPW/ADF 09/06 Start of consultancy services Consultant/DGPW 02/07 End of services Consultant /DGPW/ADF 07/09

3 – Audit of project accounts Establishment and approval of shortlists DGPW/ADF 03/06 Launching of shopping DGPW 05/06 Bid evaluation and contract award DGPW/ADF 09/06 Start of consultancy services Consultant/DGPW 02/07 End of services Consultant /DGPW/ADF 07/09

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Table 5.2 Projected project supervision schedule

Indicative period Activities Composition Duration (days) Engineer, PPRU, June 2006 Launching of project FFCO 10 Supervision Engineer + Econ. March 2007 Transport 15 November 2007 Supervision Engineer + Econ. Transport 15 March 2008 Supervision Engineer + Econ. 15 Transport November 2008 Supervision Engineer + Econ. Transport 15 June 2009 Supervision Engineer + Econ. Transport 15

5.4 Procurement arrangements

5.4.1 All procurements financed by the Bank shall be made in accordance with the Bank’s rules of procedure on procurement or, as the case may be, the Bank’s rules of procedure for the recruitment of consultants, using the relevant Bank standard bidding documents. The DGPW shall conduct all the necessary activities for making the various procurements planned under the current project. Procurement arrangements are summarized in the table below:

Table 5.3 Procurement arrangements (cost in UA million)

Expenditure category ICB Shortlists Total A. Works A.1. Tibiri- Dakoro Road (Lot 1) 13.35 [11.56] 13.35 [11.56] A.2 Madaoua-Bouza-Tahoua Road (Lot 2) 17.27 [8.06] 17.27 [8.06] B. Consultancy services B.1 Works contract for Tibiri-Dakoro Road (Lot 1) 1.33 [1.07] 1.33 [1.07] B.2 Works contract for Madaoua-Bouza- Tahoua Road (Lot 2) 1.21 [0.45] 1.21 [0.45] B.3 Technical assistance 0.79 [0.79] 0.79 [0.79] B.4 Audit of project accounts 0.07 [0.07] 0.07 [0.07] Total 30.62 [19.62] 3.40 [2.38] 34.02 [22.00] [ ] Amounts representing the ADF share

5.4.2 Rehabilitation work on the Tibiri-Dakoro and Madaoua-Bouza-Tahoua roads shall be procured under two contracts of UA 13.35 million and UA 17.27 million respectively, through international competitive bidding with prequalification. On account of its small cost, the construction of the records room (UA 200,000) shall be included in the contract for construction of the Tibiri-Dakoro road.

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Consultancy services

5.4.3 Consultancy services for control and supervision of construction works shall be procured under two contracts of UA 1.33 million and UA 1.21 million respectively, by shopping through shortlists drawn up after a pre-selection phase. The selection procedure will be based on the combined evaluation of technical proposals and bid amounts (price is a factor in the selection process).

5.4.4 The procurement of consultancy services for technical assistance at the cost of UA 0.79 million shall be done by shopping through a shortlist. The selection procedure will be based on the combined evaluation of technical proposals and bid amounts (with price consideration).

5.4.5 The procurement of consultancy services for the audit of project accounts, amounting to the sum of UA 0.07 million, shall be done by shopping through a shortlist. The selection procedure shall be based on the lowest price for comparable services.

General procurement notice

5.4.6 The text of the general procurement notice shall be adopted during negotiations with the Government of Niger and forwarded for publication in Development Business, as soon as the loan proposal is approved by the ADF board of directors.

Examination procedures

5.4.7 The following documents shall be forwarded to the ADF for examination and approval before publication: (i) the specific procurement notice; (ii) documents on prequalification of enterprises and pre-selection of consultants for works control and supervision; (iii) the prequalification and pre-selection assessment report; (iv) bidding documents (BD), shortlists, shopping documents, terms of reference and invitation letters to consultants; (v) bid evaluation reports for works and consultancy services containing recommendations on the award of contracts; and (vi) draft contracts if those included in the bidding documents have been modified.

5.5 Disbursement arrangements

The direct disbursement method is envisaged for construction works and consultancy services. To prevent the late payment of counterpart funds, it has been agreed with the Government that such funds be deposited into a special account opened in a commercial bank. Upon signature of the works contracts, the Government shall deposit 25% of the annual counterpart funds, and then provision the account on a quarterly basis as needed. Proof of the opening of this account and its initial provisioning shall be one of the loan conditions.

5.6 Monitoring and evaluation

5.6.1 The consultant responsible for works control and supervision shall prepare monthly and quarterly reports on project implementation, and assist the executing agency at the provisional acceptance of works. On a quarterly basis, the executing agency shall provide the Bank and the WADB with: (i) a quarterly project status report; and (ii) the status report for all project operations following the current format. Besides, project launching and supervision

27 missions shall be jointly organized with the WADB. The Bank’s supervision missions ought to strive to prevent any project implementation problems. Furthermore, the project shall be monitored by the ADF at the Bank’s Temporary Relocation Agency in Tunis.

5.6.2 The DGPW, which is the project executing agency, shall be responsible for supporting all the project’s contractors in their relations with Government services and in the coordination and harmonization of their activities to curb any inconveniences to nearby communities. The DGPW shall draft a quarterly report on the overall evolution of project activities, including the environmental and social aspects. This quarterly report shall also provide information on the monitoring of the performance contract of the project coordinator and the two project site engineers.

5.6.3 The DGPW shall be responsible for measuring the effects of the project in relation to the indicators defined in the CSP on infrastructure, namely to increase the road network by at least 206 km between 2006 and 2009; and those defined in Paragraph 4.4.2 above. The DGPW shall be aided in this monitoring exercise by the technical assistant.

5.6.4 Upon completion of the works, a works completion report shall be drafted by the consultants in charge of works control. The DGPW shall also draft the Borrower’s completion report, based on the various project status reports and the works completion report, which will enable to ADF to draft the project completion report. The accounts shall be audited annually and the corresponding reports sent to the Bank.

5.7 Financial and audit reports

The project’s accounting shall be maintained by the project executing agency following a private accounting plan. The project’s accounts shall be audited by an external audit firm financed with loan resources. Since the project duration is 30 months, it has been decided that the Borrower will set up a private accounting system within the executing agency for monitoring project accounts. This will be followed by an annual audit during the project execution period.

5.8 Coordination of assistance

5.8.1 The activities of donors intervening in Niger are coordinated by the Ministry of Finance, which is the central organ for planning and coordinating Government economic policy and the center for dialogue between the Government and the donor community. The African Development Bank is regularly informed of the results of all donor conferences through permanent contact with its partners intervening in Niger’s transport sector. This coordination effort will be continued within the new donor cooperation framework whose creation was decided on the sidelines of the transport sector donors roundtable held in Niamey in June 2005.

5.8.2 Under the current project, the Bank has met with the main transport sector donors in Niamey, notably the World Bank, the European Union, the WADB and AFD. Their discussions revealed that the Tibiri-Dakoro and Madaoua-Bouza-Tahoua Roads Rehabilitation Project is compatible with their ongoing and future interventions, which like those of the Bank, all fall within the framework of the TSP. During project implementation, the Bank’s supervision missions will provide opportunities for dialogue and exchange with donors represented in Niger. The Bank will especially step up its collaboration with the IsDB which will finance the rehabilitation of feeder roads linked to the project roads from 2007.

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6. SUSTAINABILITY AND RISKS OF THE PROJECT

6.1 Recurrent expenditure

Recurrent expenditure for the two project roads will cover mainly routine and periodic maintenance expenditure. Routine maintenance will be done annually on the two roads and periodic maintenance done every seven years on the paved Tibiri-Dakoro road and every three years on the Madaoua-Bouza-Tahoua modern earth road. These interventions will be covered by recurrent expenditure estimated, on the basis of recent road maintenance contracts and validated by the HDM IV model, at CFA.F 240 million per year for routine maintenance and CFA.F 4,000 million for periodic maintenance. Such recurrent expenditure on routine maintenance operations shall be financed entirely with resources from ARMF whose intervention capacity will be enhanced once it is transformed into a real second- generation road fund. Such transformation will be effective before the end of 2006.

6.2 Project sustainability

6.2.1 The double-layer pavement of the Tibiri-Dakoro road is designed to handle traffic of 150 to 300 vehicles/day while the Madaoua-Bouza-Tahoua modern earth road is designed to handle traffic of 75 to 150 vehicles/day over a period of 15 years. These two solutions among the many proposed by the Consultant were studied rigorously and the quality of material identified in the project area for construction of the two roads complies with the required geotechnical standards. Besides, all construction work shall be executed by competent road construction companies and controlled and supervised by renowned consultancy firms and DGPW engineers seconded to the worksite to monitor project implementation. All these technical measures are aimed at guaranteeing project sustainability.

6.2.2 Furthermore, the maintenance of project roads after rehabilitation shall be financed with resources from ARMF which is about to become a second-generation fund. Transforming ARMF into a second-generation road fund will substantially increase its resources from the current level of CFA.F 5 billion per year to more than CFA.F 9 billion by 2010. Such increase will stem from the direct collection of petroleum product levies by ARMF and enhanced collection of toll charges on paved roads. Considering the abovementioned estimated recurrent expenditure, periodic maintenance costs will be well covered by ARMF. Meanwhile, periodic maintenance needs will continue to be financed with donor support during the catch-up period to make up for the delay registered in this domain.

6.3 Main risks and mitigative measures

6.3.1 Following implementation, in 2005-2010, of the transport sector program (TSP), of which the current project is an integral part, the work load of the Directorate General for Public Works (DGPW), the executing organ of the TSP, increased substantially whereas this structure does not yet have the required number of additional managerial staff. This shortage of human resources constitutes a risk especially for the normal monitoring of construction work. To mitigate this risk, the Government is currently taking all necessary measures to recruit new engineers already doing their national civilian service in the Ministry of Equipment so as to post them to the DGPW. This risk will be further mitigated by setting up setting up a technical assistance unit within the DGPW with ADF financing during the project.

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6.3.2 The second project risk will be any delays in the mobilization and payment of Government counterpart funds estimated at UA2.96 million. This risk will be mitigated by one of the loan conditions which requires the opening of an account in a commercial bank for Government counterpart fund deposits.

7. PROJECT BENEFITS

7.1 Economic analysis

7.1.1 The two project roads were selected on account of their economic viability, social benefits and limited impact on the environment. These decision-taking elements were determined by comparing the "without project situation" and the " with project situation". The current situation is characterized by the very advanced degradation of the two roads classified as ordinary earth roads. The traffic conditions are very difficult, especially in the rainy season and many villages and farming areas are isolated from the rest of the administrative regions. In the project situation, the service levels of the two roads will be raised to the maximum depending on the projected volume of traffic.

7.1.2 Comparison of the two situations has revealed that the project will yield numerous socio-economic benefits, notably: (i) a decline in vehicle operating costs (17%) and road maintenance costs (17.5%); (ii) the creation of salaried jobs during the project implementation phase; (iii) an increase in incomes in nearby communities because of the possibility of easily selling agricultural, pastoral and handicraft products on the local and regional markets; and (iv) an increase in traffic on the roads after the project (3.5% on average).

7.1.3 Furthermore, almost all the country’s onion production is concentrated in the project area. Implementation of the project will raise the production of onion, considered to be one of the country’s main speculative and export crops. The average increase will rise from 1.05% in the non-project situation to 2.5% in the project situation. The result will be additional income for farmers who are mainly women’s groups. Construction of the two roads will also facilitate the channeling of aid in case of a food crisis or natural disaster (migratory locust invasion) and access to many villages during vaccination drives or campaigns to control water-borne diseases and HIV/AIDS.

Current and future traffic

7.1.4 The base traffic in the current analysis is that of 2004. For this base year and despite their advanced state of degradation, the roads selected in the project registered a normal traffic estimated at 163 vehicles per day for the Tibiri-Dakoro road and 74 vehicles per day for the Madaoua-Bouza-Tahoua road. This demand stems essentially from rapid population growth and the proven agro-pastoral potential of the area despite its capricious climate. The traffic observed is composed of four categories of vehicles: private cars, light-duty trucks, 2/3-axle trucks and articulated vehicles.

7.1.5 Traffic projections by vehicle category were based on traffic trends as evident from road counts and origin-destination surveys conducted under the project’s feasibility studies (2% on average per year in the non-project situation), the population growth rate (2.8%) and the economic growth rate (4%). Consideration of all the above factors yields an average growth rate of 3.5% per year for the project roads.

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7.2 Social impact analysis

Impact on gender

7.2.1 Women, who make up 51% of the labor force in the area, stand to reap substantial benefits from the project, mainly in terms of:

i) Opportunities to earn additional income – Women carry out several income- generating economic activities in the area. Such activities include agriculture, the rearing of small ruminants, handicrafts and the processing of certain local materials. They pool their efforts by forming groups in their favorite areas of activity which are vegetable gardening and handicrafts. With the project, these activities will become more intensive and procure additional income for women because of the opportunity they will have to sell their produce more easily within and outside the area and reduce losses from perishable produce (vegetables).

ii) Access to health services – In the project area, the rate of unassisted deliveries at home by qualified staff and the maternal mortality rate are relatively high. This situation, which is of major concern to the local authorities, partly stems from the fact that many villages in the project area are inaccessible. By creating all-season access roads to health centers, the project will help to address these access difficulties for women.

iii) Reduction of transport costs and accident risk – This project will enable the women of the area, who are known to be very active, to travel more easily and at affordable cost to the markets and health centers. The improvement of traffic conditions and sensitization to road safety will also lead to a reduction in road accidents whose primary victims are women and children.

Impact on poverty

7.2.2 Apart from the increase in agricultural incomes and the resulting improvement in purchasing power for part of the population, the skilled and unskilled jobs created during the construction phase will procure salary incomes for the nationals who will be recruited. Judging from the predominant consumption trends in the country, the income generated will be used to cover the basic needs of many households, and to renew or enhance their commonly-used agricultural implements so as to improve their operational capacity. It will also serve to finance petty trading and handicraft activities. These various sources of income will enable their beneficiaries to improve their living standards and escape extreme poverty.

7.2.3 The local communities in the project area will also benefit from the worksite installations which could be used as health centers, classrooms, etc. To that end the prescriptions of the bidding documents explicitly provide that the Government has the right to claim worksite installations and put them to appropriate use. To maximize the benefits of this provision, the Government shall define the site and configurations of such installations by mutual agreement with the companies concerned.

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7.2.4 The project will also make it possible to channel food aid to the communities in the PA that are affected by the food crisis. This will be done with greater rapidity and under good safety conditions. It should be noted that the main obstacle to the distribution of food aid during the current food crisis is the general degradation of the national and regional road networks which makes it practically impossible to reach many localities hit by the food crisis.

HIV/AIDS control

7.2.5 The transport sector is considered as a vector for transmission of HIV/AIDS because of its central role in the mobility of people within the country. Hence, HIV/AIDS control is an important component of the TSP and is aimed at: (i) raising popular awareness of the problem and sensitizing the people to HIV/AIDS control methods; (ii) consolidating national AIDS control measures; and (iii) initiating immediate counseling and sensitization actions targeting high-risk groups such as highway drivers, construction company employees and communities along the major highways. The “sensitization” component of the current project, taken into account in works control, is one of the AIDS control activities. It will help to reduce HIV/AIDS prevalence in the project area.

7.3 Economic rate of return and sensitivity test

Economic rate of return

7.3.1 The economic rate of return (ERR) was determined through the HDM IV model whose assumptions are detailed in Annex 7. Apart from the base traffic, the main elements taken into account by this model are: future traffic trends (3.5% on average per year), vehicle operating costs, the net project cost, the road maintenance strategy, the length and degradation index of project roads, road life (20 years for paved roads and 15 years for the modern earth road), etc.

7.3.2 The ERR obtained from the HDM IV model stands at 16% and 15% for the Tibiri- Dakoro and the Madaoua-Bouza-Tahoua roads respectively. These two roads therefore comply with the investment criteria retained during TSP preparation, namely a positive net present value and an economic rate of return that exceeds 12 %. The project is therefore economically justified.

7.3.3 In the event of a 10% in investment costs, the ERR will decline by 15.30% for the Tibiri-Dakoro road and 14.20% for the Madaoua-Bouza-Tahoua road. Assuming that the expected economic benefits declined by 10%, the ERR would decline by 15.4% for the Tibiri- Dakoro road and 14.25% for the Madaoua-Bouza-Tahoua road. These sensitivity test results show that the ERR is relatively stable. The project therefore remains economically viable even under these unfavorable assumptions.

8. CONCLUSIONS AND RECOMMENDATIONS

8.1 Conclusions

8.1.1 This project, as designed, will contribute to the attainment of the objectives defined in the transport sector policy, namely: protect the national road heritage, open up access to remote localities within the country and improve management of the network. By improving access to many villages, farming areas and community social centers, the project will contribute to poverty reduction. Moreover, food aid could be channeled more easily to communities in the PA in case of natural disasters such as a migratory locust invasion or a food crisis such as the one currently affecting the country. It should be noted that many communities affected by this crisis could not be reached in time for want of all-season roads.

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8.1.2 The project is technically well designed and is compatible with the PRSP and Niger’s CSP because it targets the same objectives shared by these two strategies, namely sustainable economic growth and poverty reduction. Its negative impacts on the environment are limited and controllable. The project is economically viable with an internal rate of return of 16% for the Tibiri-Dakoro road and 15% for the Madaoua-Bouza-Tahoua road. The sustainability of investments is ensured through: (i) good technical design of the project and institutional arrangements made for its implementation; ii) the existence of an Autonomous Road Maintenance Fund (ARMF) whose resources could increase from CFA.F 5 billion in 2005 to more than 9 billion by 2010 when it is transformed into a second generation road fund.

8.2 Recommendations

8.2.1 In the light of the foregoing, it is recommended that a loan, not exceeding UA 22 million, be awarded to the Republic of Niger for the implementation of the present project as presented in this report. The loan shall be subject to fulfillment of the following conditions:

A. Conditions precedent to loan effectiveness

8.2.2 The loan agreement shall become effective, subject to the Borrower’s compliance, to the ADF’s satisfaction, with the provisions of Section 5.01 of the ADF’s General Conditions for Loan Agreements and Guarantee Agreements.

B. Conditions precedent to first disbursement

8.2.3 Besides the entry into force of the loan agreement, the first disbursement of loan resources shall be subject to the fulfillment of the following conditions by the Borrower, to the satisfaction of the ADF:

i) provide the Fund with proof of publication in the Official Gazette of the joint ministerial order (Ministry of the Economy and Finance and Ministry of Equipment) on the implementation modalities of the Presidential decree governing the collection of levies on petroleum products to be used for the financing road maintenance (Para. 3.7.3)

ii) provide the Fund with proof that a loan agreement has been signed with the WADB or that the latter has undertaken to finance the project (4.9.1) ;

iii) provide the Fund with proof of appointment of the Project Coordinator and two roads engineers, whose qualifications and experiences are approved beforehand by the Fund, to monitor road construction works on Lots 1 and 2 (Para 5.1.2 );

iv) provide the Fund with proof of: (a) the opening of an account in a commercial bank acceptable to the ADF, destined to receive Government counterpart funds, and (b) initial provisioning of this account with an amount that corresponds to one quarter of counterpart funds for the first year (section 5.5).

C. Other conditions

8.2.4 Furthermore, the Borrower has to provision the account opened to receive Government counterpart funds, on a quarterly basis (section 5.5).

Annex 1

Towards the Algeria-Libyan Frontier

REPUBLIC OF NIGER TIBIRI-DAKORO AND MADAOUA-BOUZA-KEITA-TAHOUA RODS REHABILITATION PROJECT

PROJECT LOCATION

TAHOUA REGION Madaoua – Bouza – Keita - Tahoua

Maradi region

NIGERIA

BENIN

The staff of the ADB Group have provided this map for the exclusive use of readers of this report to which it is appended. The appellations and the demarcations on this map do not imply any judgment on the part of the ADB Group and its members concerning either the legal status of a territory or the approval or acceptance of its boundaries.

Annex 2

REPUBLIC OF NIGER TIBIRI – DAKORO AND MADAOUA – BOUZA – TAHOUA ROADS REHABILITATION PROJECT ORGANIZATION CHART OF THE DGPW

Directorate General for Public Administrative Division Works Secretariat

Mail

Technical Department Department of New Projects Department of Road Maintenance Rural Roads Department

Economic and Technical Studies Works Control Studies and Road Maintenance Monitoring Studies Works Control Environmental Division Division Monitoring Division Division Division Division Division Studies Division

Economic and Works Monitoring Perm. Environmental Technical Control /evaluation SGM Stuctures SBP SCDT SA/GR SE/E/S SCT Studies Section Studies Sec Service service Service .

Regional Directorate Regional Regional Regional Regional Directorate Regional Regional Regional Agadez Directorate Directorate Dosso Directorate Tahoua Directorate Directorate Directorate Niamey Tillabéry Zinder Air

Annex 3 Page 1/2

REBUBLIC OF NIGER TIBIRI-DAKOROAND MADAOUA-BOUZA-TAOUA ROADS REHABILITATIONPROJECT TERMS OF REFERENCE FOR TECHNICAL ASSISTANCE

I - Introduction

During implementation of the Tibiri-Dakoro and Madaoua-Bouza-Tahoua Roads Construction Project, provision is made for technical assistance to be given to the Directorate General for Public Works. Technical assistance services shall be provided by an expert from a consultancy firm. The technical assistant shall:

• under the orders of the Director of Public Works, join the DGPW and advise its members in all their daily tasks; • supervise the control of works and the technical and financial monitoring of the project; • review all bidding documents and make adequate comments for their improvement if necessary and streamline them to the procedures of donors; • participate in bid analyses and evaluation and draft the analytical report and recommendations together with the consultancy firm(s) responsible for works control; • contribute to the final drafting of works contracts in conformity with donor procurement procedures; • work together with control missions to monitor the progress of works and ensure that they are implemented in accordance with the execution plan; • ensure that the works execution program is respected and, in case of delay, propose corrective measures; • participate in the preparation of monthly salary accounts and ensure that expenditure remains within the limits of the allocated budget; • study any contract modifications and additional work, gauge their relevance and evaluate their cost; • draft quarterly reports, in collaboration with consultancy firms, to be submitted to the various donors; • participate in the provisional acceptance of works and give his opinion on any complaints from entrepreneurs; • monitor the payments circuit of disbursements to entrepreneurs; • help in the drafting of the works completion report and final accounting report; • it should be understood that these duties are not limited and could be redefined on site depending on project requirements. • help to train10 local experts in contract award and management.

Annex 3 Page 2/2

II- Reporting

The Technical assistant shall present quarterly and annual status reports and an end of mission report in three copies to the Government and in two copies to the ADB.

The summaries should contain a precise summary of each action undertaken. They shall be concise and exhaustive, and presented within 15 days following the period for which they are drafted. The Government shall have a time period of ten days to make its observations or approve the reports.

III - Logistics

The Ministry of Equipment, through the Directorate General for Public Works, shall provide the Technical Assistant with premises for his office and secretariat, equipped with electricity and water. Telephone bills shall be borne by the Technical Assistant.

The following shall be financed under this contract: refurbishment of the premises, a vehicle and its operating expenses, maintenance of IT equipment, procurement of IT equipment for the records room and training of the records manager. The equipment and vehicle shall be put at the disposal of the Technical Assistant for the duration of the mission. Any software and literature procured in the performance of his services shall become the property of the government.

V. Profile

The Technical Assistant shall have the following specific skills:

(1) Initial training: University education or training in a higher civil engineering institute;

(2) General experience: 7 years in these areas;

(3) Special experience • Skills in project cost estimation, monitoring of road construction works, management of contracts and road techniques in general; • Experience in training is also required.

(4) General skills

• Excellent mastery of Office software (WORD, EXCEL) and road design software (earth roads, paved roads)

(5) Attitude and behaviour

• Moral rectitude and integrity; Ability to work in a team.

Annex 4 Page 1/5 REBUBLIC OF NIGER TIBIRI-DAKORO AND MADAOUA-BOUZA-TAHOUA ROADS REHABILITATION PROJECT SUMMARY OF THE ENVIRONMENTAL AND SOCIAL MANAGEMENT PLAN

1. Brief description of project and main environmental and social components

1.1 The main objective of the project is to rehabilitate the Tibiri-Dakoro road in Maradi region and the Madaoua–Bouza-Tahoua road in Tahoua region. Its different components are: (i) double-layer paving of the Tibiri-Dakoro road over a length of 115 km and the fitting out of premises for archiving and documentation; (ii) construction of the Madaoua-Bouza- Tahoua road into a modern earth road of 170 km; (iii) control and supervision of works and sensitization of the communities in the project area to the importance of environmental protection, HIV/AIDS, road safety and respect of the maximum axle load; (iv) technical assistance to the DGPW; and (v) auditing of project accounts. Construction work also includes reforestation to provide shade over a distance of 1 km on both sides of the road at the entrance and outlet of about thirty villages. Provision has also been made for the monitoring/evaluation of socio-economic indicators.

1.2 The environmental and social component therefore comprises, inter alia, the general monitoring of the implementation of environmental and social measures; sensitization on environmental protection, STI/AIDS, malaria, water-borne and respiratory diseases, road safety and respect of the maximum axle load; special measures for soil restoration, assistance to improve the living standards and conditions of nearby communities and monitoring/evaluation of socio-economic indicators. It should be noted that the road construction work will be conducted on already existing roads. Hence, it will not give rise to expropriation of houses, but rather the relocation of about 15 stands and sheds, built of non- permanent material (adobe bricks and straw) in Keita village, for the purpose of protecting the occupants during the works. Moreover, there will be no deforestation. The relocated stands will be rebuilt of permanent material by the enterprises that win the construction contracts. 1.3 The vegetation in the project area is dominated by species such as Acacia albida, Balanites aegyptiaca and Bauhina rufesens in the valleys; Acacia radiana, Acacia senegal, Acacia seyal, Boenia rufescens, Prosopis and combretum micrantum on the laterite plateaus; while the specie Azadirechta indica is dominant in certain villages. No classified forest or wild life reserve was identified. The wildlife in the area is very little developed and comprises a few small mammals (hares, squirrels, hedgehogs) and wild birds (cattle egrets, turtle doves, guinea fowls and hornbills). Apart from these species, there are also reptiles (vipers, cobras, lizards) and harmless insects (excluding migratory locusts).

1.4 In the light of the foregoing, the project is of average scope and its impact on the environment is limited and easily controllable through implementation of the recommended measures. The project is therefore classified under category 2.

Annex 4 Page 2/5 2. Main environmental and social impacts

2.1 Positive impacts:: These include: (i) access at all seasons to many villages and farming areas; (ii) alleviation of the people’s travel difficulties within the area and to other regions; (iii) improvement of the conditions under which agro-sylvo-pastoral products (cereals, vegetable products, livestock, etc.) are transported to the various neighboring markets, which will enable farmers to sell their produce at better prices; (iv) facilitation of the evacuation of patients and pregnant women to regional health centers and reduction of transport costs; (v) popular awareness-raising on sexually-transmitted infections, notably HIV/AIDS, through the sensitization component of the project. In addition to these project benefits, there is also the protection of numerous areas against floods through the construction of drainage structures, and the improvement of road safety by increasing road signs.

2.2 Negative impacts: Most of the negative impacts will be limited to the road construction, operation of quarries and borrow areas, transportation and storage of building material, vehicle maintenance and the tarring phases of the Tibiri-Dakoro road. These activities will generate the following effects: (i) dust clouds and disposal of pollutants into the air; ii) noise pollution from excavators and other vehicles; (iii) degradation of the soil structure notably in the borrow sites and quarries situated in already identified areas; iv) some light and very localized degradation of the vegetation cover along the road right of way and around the borrow areas and quarries. There may also be some inconveniences on the bypasses during construction.

2.3 The project could also lead to an increase in population due to the migration of non- resident workers, giving rise to some social problems such as a probable increase in sexually transmitted diseases (STI/AIDS) and the felling of trees by construction workers for firewood. Furthermore, when the road goes into use, other problems may emerge such as increased insecurity for road users due to an increase in traffic and in the reference speed, pressure on natural resources, etc.

3. Mitigation and optimization program

3.1 In a bid to mitigate the negative impacts of the project, the infrastructure shall be constructed in compliance with current environmental management standards. To that end, transport vehicles, construction machines and mechanical installations shall be equipped with pollution control devices. To reduce the dust, workers shall be sensitized to dust control techniques and dust suppressants shall be installed on the worksites. Construction equipment will be stored and maintained on impervious surfaces situated outside flood-prone areas and wastewater will be collected and treated before disposal. Other recommended mitigative measures entail: (i) installing and operating equipment for controlling pollution resulting from the treatment of material and the tarring of the Tibiri-Dakoro road; (ii) taking all the necessary measures (wire mesh, nets, protective panels, etc.) to prevent construction material, reject or wooden debris from entering the water courses or underflow; (iii) make provision and build health facilities on the worksites for disposal of wastewater, recover used oils, filters and used batteries and dispose of them safely in collaboration with the authorities concerned; (iv) replant the vegetation at the end of the project; take all precautions to avoid damaging the vegetation along the road and around the

Annex 4 Page 3/5 borrow areas beyond the prescribed limits; v) rehabilitate the borrow areas by backfilling and replanting the areas concerned with adapted local species; (vi) take all measures to prevent industrial accidents during the works; sensitize the staff to the ill effects of poaching and the sanctions that await poachers; (vii) build bridge structures in order not to block the flow of surface water, given that watercourses will be restored to their original state. Sensitization activities have also been planned on environmental protection and management, forest protection, road safety and the risk of water-borne and respiratory diseases, particularly malaria, diarrhea and STI/AIDS.

3.2 Support measures have been planned to improve the living environment and conditions of neighboring communities. Such measures concern the embellishment of the town entrances, the development of parking lots in certain localities crossed by the roads, the marking of animal crossings and specific safety infrastructure at the level of schools, markets and other public places situated along the roads, the construction of speed bumps at the level of various villages crossed by the roads, etc.

4. Monitoring program and additional initiatives

4.1 The above concerns shall be included in the terms of reference of entrepreneurs. Environmental and social measures shall be monitored by the Environmental Monitoring Unit of the Directorate General for Public Works (DGPW) of the Ministry of Equipment. It shall be assisted by the environmentalist from the control mission. The Environmental Assessment and Impact Studies Bureau (BEEEI) shall conduct a second assessment and implement the Environmental and Social Management Plan (ESMP). Besides, the Regional Directorates for the Environment in Maradi and Tahoua will also participate in monitoring the implementation of the environmental and social measures.

4.2 ADF supervision missions shall ensure the smooth conduct of implementation in accordance with the terms of reference. Monitoring activities shall focus on compliance with the regulations in force, worksite management, specific environmental and social works and the quest for solutions to identified short-term problems. The services of the control mission environmentalist shall be provided over a period of 3 (three) years at a rate of 4 (four) months/year. Preparation of the monitoring report shall be the responsibility of the mission environmentalist. Moreover, in works supervision, the assistance of other specialists such as physicians to monitor health and staff hygiene and safety services, shall also be solicited.

4.3 To guarantee the success of environmental monitoring, emphasis shall be laid on the most relevant components of the natural and social environment, namely: surface water, erosion-sensitive areas, replanted vegetation, number of reinstalled stands and sheds (council authorities have agreed to look for a new site for these traders), the number of workers, drivers, persons sensitized to road safety, waterborne diseases, STI/AIDS; borrow areas and quarries; level of pollution affecting residents (survey); number of industrial accidents; number of jobs created (directly or indirectly) and occupied by men and women; etc.

Annex 4 Page 4/5

5. Institutional arrangements and capacity-building requirements

5.1 From the institutional standpoint and pursuant to the provisions of Law No. 98-56 of 29/12/98, only the BEEEI is responsible, at the national level, for all development activities, projects, programs and plans that require an environmental impact assessment or monitoring of the execution of environmental measures. However, the BEEEI may, in conjunction with the project owner, call on other structures that are not directly concerned to have a broader opinion of the environmental impact of project activities. In road construction, these will include technical structures such as the National Council for Sustainable Development (CNEDD) and civil society organizations (NGOs and associations) engaged in environmental protection. 5.2 The BEEEI is under the supervisory authority of the Ministry of Water Resources, Environment and Desert Control which is responsible for defining and implementing environmental policies and for managing environmental resources. This ministry has a vast arsenal of legal and statutory instruments to guide it in its mission, namely: (i) Law No.2004- 040 of 8 June 2004, on Niger’s forestry plan; (ii) Law No. 98-56 of 29 December 1998: Framework law on environmental management in Niger; (iii) Law No. 98-07 of 29 April 1998 governing hunting and wildlife protection; (iv) Ordinance No.93-014 of 2 March 1993 on the water regime, as supplemented by Law No. 98-041 of 07 December 1998; (v) Ordinance No. 93-015 of 2 March 1993 to define the guiding principles of the rural code; vi) Ordinance No. 93-015 of 2 March 1993 to institute the hygiene code; and (vii) Ordinance No. 97-001 of January 1997 to institutionalize environmental impact assessments in Niger.

5.3 The Directorate General for Public Works in the Ministry of Equipment has an Environmental Monitoring Unit with 3 managerial staff members responsible for monitoring road construction environmental and social measures.

6. Public consultations and information dissemination requirements

The neighboring communities, local NGOs, local traditional and administrative authorities and regional officials in charge of environmental management were consulted during project design and preparation through seminars and personal contacts. The same also applied to the conduct of project studies. The same approach shall be followed in the implementation of the ESMP. On the whole, the environmental assessment should make it possible to ensure that the various communities were consulted and sensitized to the abovementioned crosscutting issues.

Annex 4 Page 5/5

7. Cost estimates

The cost of environmental protection measures is estimated at CFA.F 602.3 million, of which CFA.F 252.3 million will be used for monitoring environmental and social measures, rehabilitating borrow areas, reforestation, rebuilding of stands in permanent material by enterprises, safety devices, marking of animal crossings, parking lots, and CFA.F 350 million for social and environmental sensitization seminars. In addition to these measures, there are also sanitation and rainwater drainage works along the project roads. The amount of works relating to environmental measures is included in estimated project costs.

8. Implementation schedule and production of reports

Environmental and social measures will be implemented all through the project execution period, namely 30 months. The environmental unit of the DGPW shall prepare quarterly project status reports. These reports shall be submitted to the DGPW and forwarded to the ADF. They shall cover the physical execution of works, the status of environmental and social sensitization services, problems encountered and the solutions envisaged or applied.

Annex 5 REPUBLIC OF NIGER TIBIRI-DAKORO AND MADAOUA-BOUZA-TAHOUA ROADS REHABILITATION PROJECT ESTIMATED LIST OF GOODS AND SERVICES (net of taxes)

ESTIMATED COST ADF GOVERNMENT WADB CATEGORIES In CFA.F million In UA million In UA million In UA million In UA million

F.E.. L.C. TOTAL F.E.. L.C. TOTAL F.E.. L.C. TOTAL % F.E.. L.C. TOTAL %%% F.E.. L.C. TOTAL % A. WORKS 0.47 0.33 0.58 0.774 0.5 A.1 Tibiri-Dakoro Road 7409.02 1852.25 9261.27 9.60 2.40 12.00 9.60 0.80 10.40 86.67 _ 1.60 1.60 13.33 _ _ _ _

A.2 Madaoua-Bouza-Tahoua Road 9578.97 2394.74 11973.71 12.42 3.10 15.52 7.24 _ 7.24 46.64 _ 0.70 0.70 4.52 5.18 2.40 7.58 48.84 B. SERVICES 0.06 B.1 Contract for works on Tibiri- Dakoro Road 741.56 185.39 926.95 0.96 0.24 1.20 0.96 _ 0.96 80.00 _ 0.24 0.24 20.00 _ _ _ _

B.2 Contract for works on Madaoua-Bouza-Tahoua Road 673.16 168.29 841.45 0.87 0.22 1.09 0.41 _ 0.41 37.20 _ 0.11 0.11 10.00 0.47 0.11 0.58 52.80

B.3 Project audit 50.00 50.00 0.06 0.06 0.06 _ 0.06 100 ______B.4 Technical assistance to the DGPW 423.50 126.50 500.00 0.55 0.16 0.71 0.55 0.16 0.71 100 ______

BASELINE COSTS 18876.21 4727.17 23603.38 24.46 6.12 30.58 18.82 0.96 19.78 64.72 _ 2.65 2.65 8.67 5.65 2.51 8.16 26.68

PHYSICAL CONTINGENCIES 1132.57 283.63 1416.20 1.47 0.37 1.84 1.13 0.06 1.19 64.34 _ 0.16 0.16 8.62 0.34 0.15 0.49 26.56

PRICE ESCALATION 994.44 249.04 1243.48 1.29 0.32 1.61 0.99 0.04 1.03 64.07 _ 0.16 0.16 9.84 0.29 0.12 0.41 25.47

TOTAL COST 21003.22 5259.84 26263.06 27.22 6.81 34.03 20.94 1.06 22.00 64.64 _ 2.97 2.97 8.75 6. 28 2.78 9.06 26.61

Annex 6 REPUBLIC OF NIGER TIBIRI-DAKORO AND MADAOUA-BOUZA-TAHOUA ROADS REHABILITATION PROJECT PROJECTED IMPLEMENTATION SCHEDULE

200 200 200 200 200 11 12 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 ACTIVITY Approval of loan Publication of gen. Proc. notice 1. 1.1 Supervision & control Pre-selection Est. & approval of shortlists Launching of shopping Bid evaluation & award of cont. Consultancy services 1.2 Works Prequalification Invitations to bid Submission of bids Bid evaluation & award of cont. Work 2- Technical Est. & approval of shortlists Launching of shopping Bid evaluation & award of cont. Consultancy services 3 - Audit of project accounts Est. & approval of shortlists Launching of shopping Bid evaluation & award of cont. Consultancy services

Annex 7 Page 1/2

REBUBLIC OF NIGER TIBIRI-DAKORO AND MADAOUA-BOUZA-TAHOUA ROADS REHABILITATION PROJECT

SUMMARY OF ECONOMIC ANALYSIS

Methodology

The two Tibiri-Dakoro and Madaoua-Bouza-Tahoua project roads are national highways that handle 150 to 300 vehicles/day and 75 to 150 vehicles/day respectively. This volume of traffic justifies the application of the cost/benefit method to appreciate the viability of the project through its economic rate of return. This rate of return was determined using the integrated HDM IV model which is outstanding for its great capacity to determine vehicle operating costs (VOC) in the "without-project" and " with-project" situations by including maximum technico-economic parameters, the reduction in VOC being the main benefit expected from the execution of the road project. It also makes it possible to establish the cost/benefit analysis by comparing the two situations to deduce the net present value (NPV) and the economic rate of return (ERR).

Basic data for calculating the VOC

The elements used in calculating the VOC come from the road data bank within the DGPW. These are basic data used for calculation of the VOC within the framework of the study on the road maintenance strategy. The five vehicle categories taken into account are: private cars, light-duty trucks and buses, two axle trucks, split axle trucks, triple axle trucks, and articulated vehicles. The main economic data used are: depreciation costs, salaries, overhead costs, expenditure on fuel and lubricants, tyre costs, and maintenance and repair costs. From the technical standpoint, the geometrical characteristics of the road and the evolution of its surface status in relation to projected traffic are taken into account. The calculation shows an 18% reduction, at least, in VOC on the Tibiri-Dakoro road and 16% on the Madaoua-Bouza- Tahoua road.

Investment and road maintenance costs

The economic cost of executing the project was determined from estimates made from technical, economic and environmental studies and the findings of preparation and appraisal missions which made it possible to update this economic cost (the cost net of taxes and without revision of prices). It stands at CFA.F 25,019.58 million.

The maintenance strategy retained for the two roads is aimed at ensuring an adequate level of service for the life of the road estimated at 20 years for the paved road and 15 years for the modern earth road. It makes provision for routine maintenance of the two roads every year and periodic maintenance every seven years for the paved road and every three years for the modern earth road.

Annex 7 Page 2/2

* The routine maintenance standards retained for the project are summed up as follows: i) the Tibiri-Dakoro double-layer paved road: general repairs (CFA.F 200,000/km); patching of 3% of the road surface (CFA.F 2000/m²) ; ii) the Madaoua-Bouza-Tahoua modern earth road: general repairs (CFA.F 200,000/km); patching (CFA.F 12000/m3); dragging (CFA.F 100,000/km).

* The standards retained for periodic maintenance are as follows:

i) the Tibiri-Dakoro double-layer paved road: Renewal of the road surface every seven years (CFA.F 2,000/m2) ii) the Madaoua-Bouza-Tahoua modern earth road: Generalized resurfacing of the road by 10 cm after compaction (CFA.F 4,500,000/km).

Compared to the reference situation, the project makes it possible to achieve a 20% reduction in maintenance costs on the Tibiri-Dakoro road and a 15% reduction on the Madaoua-Bouza- Tahoua road.

Other assumptions

- The works will be spread over two years, 2007 and 2008; - Commissioning of the two roads is planned for 2009; - A residual value of 20% is retained on the cost of works relating to excavation, the road surface, permanent structures and civil engineering; - The discount rate considered is 12%.

Economic analysis results

The combination of all the calculation elements taken into account in the HDM IV model gives an economic rate of return of 16% for the Tibiri-Dakoro road and 15 % for the Madaoua-Bouza-Tahoua road. These rates, when compared to the discount rate of 12%, show that the project is economically viable.

Annex 8 Page 1/2 REBUBLIC OF NIGER TIBIRI-DAKORO AND MADAOUA-BOUZA-TAHOUA ROADS REHABILITATION PROJECT LIST OF BANK OPERATIONS as of 19/10/2005 APPR. DATE LAST EFFECT. END AMOUNT UNDISB. AMOUNT LOAN PROJECT TITLE DATE SIGN DATE DATE DATE APPROVED AMOUNT DISBURSED AMOUNT

1st ROAD MAINTENANCE PROJECT 19.12.1989 15.12.1993 31.12.1999 08.07.1997 13.11.2001 9,302,625.00 0.00 9,141,442.69 9,141,442.69 SUB-TOTAL : Transport 38,406,290.00 870,746.78 32,750,677.47 33,621,424.25 Sector : Water Sup/Sanit SONICHAR:WATER SUPPLY 28.12.1977 20.01.1978 30.06.1987 22.11.1978 19.12.1980 5,220,000.00 0.00 5,220,000.00 5,220,000.00 SANITATION IN NIAMEY 26.11.1982 13.05.1983 31.12.1999 28.12.1984 16.04.1997 9,401,178.00 0.00 9,401,178.00 9,401,178.00 STUDY ON RURAL WATER SUPPLY IN NIGER 07.03.2001 30.05.2001 31.03.2005 10.09.2001 23.03.2005 960,000.00 0.00 942,435.67 942,435.67 SUB-TOTAL : Water Sup/Sanit 15,581,178.00 0.00 15,563,613.67 15,563,613.67 Sector : Power Niger- National domestic energy strategy 03.07.2002 27.08.2002 31.12.2005 20.01.2003 07.10.2004 645,000.00 431,858.08 213,141.92 645,000.00 PRODUCTION - DISTR. OF ELECTRICITY 28.12.1977 20.01.1978 31.12.1983 29.12.1978 22.07.1980 5,000,000.00 0.00 5,000,000.00 5,000,000.00 SONICHAR 25.09.1979 07.01.1980 31.12.1983 26.11.1980 07.08.1981 4,350,000.00 0.00 4,072,339.77 4,072,339.77 STUDY OF KANDADJI DAM 06.05.1998 28.05.1998 31.12.2001 10.02.1999 23.07.2002 1,130,000.00 0.00 1,015,438.96 1,015,438.96 SUB-TOTAL : Power 19,125,000.00 431,858.08 18,152,470.91 18,584,328.99 Sector : Communications TELECOMMUNICATIONS (SUPPLEMENTARY) 19.06.1972 17.07.1972 31.05.1973 0.00 0.00 0.00 0.00 TELECOMMUNICATIONS 17.12.1970 06.05.1971 31.12.1977 26.12.1973 06.08.1975 1,400,000.00 0.00 1,400,000.00 1,400,000.00 SUB-TOTAL : Communications 1,400,000.00 0.00 1,400,000.00 1,400,000.00 Sector : Finance LINE OF CRDIT I 19.09.1977 05.10.1977 31.12.1980 17.08.1978 24.01.1983 2,000,000.00 0.00 1,996,165.41 1,996,165.41 LINE OF CREDIT II 19.12.1980 21.01.1981 31.12.1985 09.06.1982 04.06.1986 7,000,000.00 0.00 1,866,530.06 1,866,530.06 AGRICULTURAL CREDIT LINE 29.12.1981 20.01.1982 30.06.1983 06.04.1983 24.07.1986 7,368,416.00 0.00 3,950,405.26 3,950,405.26 SUB-TOTAL : Finance 16,368,416.00 0.00 7,813,100.73 7,813,100.73 Sector : Social CONSTRUCTION OF HEALTH SCIENCES SCHOOL 15.10.1975 05.12.1975 31.12.1978 12.08.1977 19.05.1983 3,684,208.00 0.00 3,684,208.10 3,684,208.10 CONST. OF HEALTH SCIENCES SCHOOL (COMPL.) 23.09.1982 25.10.1982 26.10.1982 19.05.1983 04.03.1986 5,618,417.00 0.00 5,618,688.95 5,618,688.95 EDUCATION PROJECT 10.09.1998 12.11.1998 31.12.2005 12.03.2001 11.10.2005 10,000,000.00 845,264.54 9,154,735.46 10,000,000.00 POVERTY REDUCTION, PROMOTION OF GOVERNANCE 28.10.1998 12.11.1998 31.12.2006 09.11.1999 06.09.2005 1,200,000.00 445,861.17 754,138.83 1,200,000.00 POVERTY REDUCTION 28.10.1998 12.11.1998 31.12.2006 12.03.2001 06.09.2005 5,500,000.00 242,059.36 5,257,940.64 5,500,000.00 HEALTHCARE QUALITY IMPROVEMENT PROJECT (HEALTH II) 18.10.2001 23.11.2001 31.12.2007 13.09.2005 15,950,000.00 15,043,151.67 906,848.33 15,950,000.00 HEALTHCARE QUALITY IMPROVEMENT PROJECT (HEALTH II) 18.10.2001 23.11.2001 31.12.2007 400,000.00 400,000.00 0.00 400,000.00

Annex 8 Page 2/2

APPR. DATE LAST EFFECT. END AMOUNT UNDISB. AMOUNT LOAN PROJECT TITLE DATE SIGN DATE DATE DATE APPROVED AMOUNT DISBURSED AMOUNT

EDUCATION II 03.12.2003 04.12.2003 31.12.2009 10.02.2004 09.09.2004 2,000,000.00 1,984,192.55 15,807.45 2,000,000.00

EDUCATION II 03.12.2003 04.12.2003 31.12.2009 10.02.2004 09.09.2004 10,000,000.00 9,914,886.82 85,113.18 10,000,000.00

PROMOTION OF EQUITY IN G 23.06.2004 26.10.2004 31.12.2009 3,000,000.00 3,000,000.00 0.00 3,000,000.00

SCHOOL OF MINING AND GEOLOGY 17.12.1984 26.02.1985 31.12.1999 11.02.1985 16.04.1997 11,301,308.00 0.00 11,301,308.01 11,301,308.01

PEDAGOGICAL STUDIES AND SCIENCES/TECH. STUDIES 23.03.1987 05.05.1987 31.12.1998 21.03.1990 12.02.1998 814,210.00 0.00 634,242.68 634,242.68 HEALTH SECTOR REINFORCEMENT DEPART. MARADI & DIFFA 14.12.1993 15.12.1993 30.06.2004 16.04.1997 26.07.2004 9,230,000.00 0.00 9,169,138.91 9,169,138.91

SUB-TOTAL : Social 78,698,143.00 31,875,416.11 46,582,170.54 78,457,586.65

Sector : Multi-Sector

V Structural Adjustment Progam 21.09.2005 0.00 0.00 0.00 0.00

IV STRUCTURAL ADJUSTMENT PROGRAM 12.11.2003 04.12.2003 01.01.2006 29.12.2003 06.08.2004 1,200,000.00 1,088,575.29 111,424.71 1,200,000.00

IV STRUCTURAL ADJUSTMENT PROGRAM 12.11.2003 04.12.2003 31.01.2006 29.12.2003 30.11.2004 13,050,000.00 0.00 13,050,000.00 13,050,000.00

Environmental Impact Assessment in Kandadji 19.11.2003 04.12.2003 31.12.2006 28.04.2005 1,100,000.00 737,549.13 362,450.87 1,100,000.00

PUBLIC FINANCE REFORM PROGRAM 18.11.1998 17.12.1998 31.12.2000 05.02.1999 05.02.1999 11,000,000.00 0.00 5,931,144.77 5,931,144.77

III STRUCTURL ADJUSTMENT PROGRAM 17.12.2001 11.01.2002 31.12.2004 29.04.2002 19.02.2003 10,000,000.00 0.00 10,000,000.00 10,000,000.00

SUB-TOTAL : Multi-Sector 36,350,000.00 1,826,124.42 29,455,020.35 31,281,144.77 GENERAL TOTAL 307,604,009.00 58,893,167.92 229,499,079.64 288,392,247.56

Annex 9

REBUBLIC OF NIGER TIBIRI-DAKORO AND MADAOUA-BOUZA-TAHOUA ROADS REHABILITATION PROJECT PROJECT PREPARATION SCHEDULE

Activities Structures met during missions Identification mission : (October 2000) 1.1 Government - Ministry of Planning

- Ministry of Finance; - Ministry in charge of the Environment; - Ministry of rural development - Ministry of Public Works and Infrastructure - CAFER Donors - WB, EU, AFD, UNDP, SWISS COOPERATION

Preparation mission: (June/July 2005) 1.2 Government - Ministry of the Economy and Finance - Ministry of Equipment; - Ministry in charge of the Environment; - Ministry of Transport - Ministry of rural development - Ministry of Agriculture - PRSP Coordination Unit in the Office of the Prime Minister - CAFER Donors - WB, EU, AFD, Swiss Cooperation, Luxemburg Cooperation, WADB, IsDB, OPEC Fund

Beneficiaries - Confederations of NGOs, transporters’ unions, Drivers’ union, Consultancies, Public Works companies. Appraisal mission : (September 2005) - Ministry of the Economy and Finance - Ministry of Equipment; - Ministry in charge of the Environment; - Ministry of Transport - Ministry of rural development - Ministry of Agriculture - PRSP Coordination Unit in the Office of the Prime Minister - CAFER Donors - WB, EU, AFD, Swiss Cooperation, Luxemburg Cooperation, WADB, IsDB, OPEC Fund Beneficiaries Confederations of NGOs, transporters’ unions, Drivers’ union, Consultancies, Public Works companies

Annex 10

REBUBLIC OF NIGER TIBIRI-DAKORO ET MADAOUA-BOUZA-TAHOUA ROADS CONSTRUCTION PROJECT LIST OF DOCUMENTS CONSULTED

1. Reports of detailed engineering studies 2. Niger’s Poverty Reduction Strategy Paper 3. Results-based Country Strategy Paper 4. National Transport, Roads and Road Transport Strategy Paper (TSP) 5. TSP implementation action plans 6. Financial audit reports of CAFER 7. Rural Roads Maintenance Strategy Paper 8. Rural Development Strategy 9. Annual Public Transport Statistics Bulletin 10. Niger’s National Conflict Prevention Strategy 11. List of routine maintenance service providers (CAFER)