This project is funded by the European Union Delegation of the European Commission to Swaziland
Framework Contract Beneficiaries EuropeAid/119860/C/SV/multi Lot N° 2: Transport and Infrastructures
Specific Contract No 2007/133128
Identification Mission for an Infrastructure Improvement Programme in the Sugar Sector in Swaziland
Draft Final Report
October 2007
The contents of this report is the sole responsibility of Parsons Brinckerhoff Consortium and can in no ways be taken to reflect the views of the European Union. This report is prepared solely for the use and benefit of the Contracting Authority. It is the result of an independent review, and neither Parsons Brinckerhoff Consortium, nor the authors accept or assume any responsibility or duty of care to any third party.
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DaK/FG95509rap01
Table of contents
List of Abbreviations 7
Executive Summary 9 Background 9 Needs Assessment 10 Project costing 11 Prioritization 11 Budgeting 11 Conclusions and Recommendations 12
1 Background 17 1.1 Country Information 17 1.2 European Union and Swaziland 18
2 Transport Infrastructure 21 2.1 Air Transport 21 2.2 Rail Transport 21 2.3 Roads Transport 22 2.4 Roads Department - Ministry of Public Works and Transport 23
3 Review of Government Development Policies 25 3.1 Development of Transport Policy in General 25 3.2 Review of Individual Development Plans 26 3.2.1 The National Development Strategy (NDS) 26
4 Overview of the Sugar Industry 37 4.1 Summary of the Operations of the Sugar Industry 37 4.2 The Impact of EU Price Reforms on a National Level 39 4.3 The Significance of the Smallholder Sugarcane Growers in Swaziland 41 4.3.1 Komati Downstream Development Project (KDDP) and Lower Usuthu Smallholder Irrigation Project (LUSIP) 41 4.4 The Viability of Smallholder Sugarcane Farmers in Swaziland 43
5 Needs Assessment Process 47 5.1 Meeting with Stakeholders 47 5.2 Identification of Projects 48 5.3 Considerations for the Siphofaneni Bypass 49 5.4 Identified Projects 50 5.5 Risk Analysis 51
6 Costing and Prioritization of Projects 53 6.1 Project Costing 53 6.2 Importance of various projects 53 6.3 Ranking of Projects 54
7 Preliminary Economic Analysis 57 7.1 Introduction 57 7.2 Methodology 57 7.2.1 Estimation of Tonnage of Cane Transported 57 7.2.2 Savings in Transport Costs 58 7.3 Results 60
8 Implementation Sequence and Project Budgeting 63 8.1 Sequence of Project Implementation 63 8.2 Budgeting 66 8.3 Budgeting for the projects included in Phase I – 2008 - 2010 68
9 Conclusions and Recommendations 69
Annexes (separate document)
Annex 1 project detail sheets
Annex 2: Details of cost analysis
Annex 3: cane growing data
Annex 4: Worksheets for Preliminary Economic Analysis
Annex 5: list of persons met
Annex 6: list of farmer’s meeting
Annex 7: list of documents collected
Annex 8: specific terms of reference
Annex 9: Additional updated information & action taken report
Annex 10: Draft terms of references
Annex 11: Project Identification Fiche
Annex 12: Action Fiche
Annex 13: Technical and Administrative Provisions for Implementation
DaK/FG95509rap01
List of Abbreviations
AAP Annual Action Programme ADT Average Daily Traffic AMSP Accompanying Measures for Sugar Protocol ARRB Australian Road Research Board CBR California Bearing Ratio CEO chief executive officer C.M.F. Contract Management Framework COPA Conditions of Particular Application CSIR Council for Scientific and Industrial Research, South Africa CSP Country Strategy Paper DBST Double Bituminous Surface Treatment DEC Delegation of the European Commission DPR Detailed Project Report(s) DR District Roads EU European Union EC European Commission ER Expected Results FA Farmers Association GDP Gross Domestic Product GoS Government of Swaziland Ha Hectares HDM Highway Design and Maintenance Model of World Bank IRR Internal Rate of Return IRI International Roughness Index KDDP Komati Downstream Development Project LSDI Lubombo Spatial Development Initiative LUSIP Lower Usuthu Smallholder Irrigation Project MEPD Ministry of Economic Planning and Development MIP Multi-Annual Indicative Programme MOAC Ministry of Agriculture and Cooperatives MoPW&T Ministry of Public Works and Transport MNREE Ministry of Natural Resources, Energy and Environment MOF Ministry of Finance MOHUD Ministry of Housing and Urban Development MPWT Ministry of Public Works and Transport MR Main Roads NAS National Adaptation Strategy NDS National Development Strategy NIP National Indicative Programme NPDP National Physical Development Plan
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NSA Swaziland National Adaptation Strategy PRSAP Poverty Reduction Strategy and Action Plan RDMU Restructuring and Diversification Management Unit RCMU Road Construction Management Unit RMS Road Management System RSNAC National Airways Corporation RSSC Royal Swaziland Sugar Corporation RPDP Regional Physical Development Plan RTD Road Transportation Department SACU Southern African Customs Union SADC Southern African Development Community SATCC Southern African Transport and Communications Commission SDI Spatial Development Initiative SO Specific Objectives SEA Swaziland Environment Authority SNL Swazi Nation Land SP Sugar Protocol SPS Special Preferential Sugar SSA Swaziland Sugar Association SWADE Swaziland Water and Agriculture Development Enterprise TOR Terms of Reference TRL Transport Research Laboratory, UK TRQ Tariff Rate Quota UNDP United Nations Development Programme VHP Very High Purity Sugar
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Executive Summary
Background
The European Union (EU) sugar regime has been reformed with effect from 1st July 2006, with the primary effects being on the reduction of EU guaranteed price (by a cumulative 36% over four years) and less guarantees on the market access volumes. This reform presents a significant adjustment requirement for Sugar Protocol (and Special Preferential Sugar) beneficiary industries and countries. The main effect is with respect to the price obtainable in Europe for sugar sales and the favourable market access preferences that were enjoyed by the beneficiary countries.
Swaziland is one of the beneficiaries of the Sugar Protocol arrangement and would be hardest hit by the negative effects of the reform. The EU sugar reforms have far reaching impacts on the socio-economic scenario. In view of this, in April 2006, the Government of Swaziland submitted the National Adaptation Strategy (NAS) to EU Sugar Sector Reform through the EC Delegation in Mbabane. This strategy is a response to the declining performance of the sugar sector and, in particular, sets out mitigation measures against the developments in the sugar industry and in the wider economy. The measures were formulated on the basis of an analysis of the country’s economic and social conditions, and grouped according to their priority of implementation and most appropriate source of funding.
The EC Multi-Annual Adaptation Strategy 2006-2013 for Swaziland, elaborated in 2006, on the basis of the Swaziland NAS, covers area such as institutional support, restructuring the provision of social services in the sugar belt, improvement of productivity and efficiency of smallholder sugarcane growers, infrastructure improvement, economic diversification, mainstreaming of cross cutting issues. Whilst the 2006 measures are concentrating only on the institutional requirements for implementing the NAS, through the establishment of a Restructuring and Diversification Management Unit (RDMU), the Multi-Annual Indicative Programme (MIP) 2007-2010, financed under the Development Cooperation Instrument of the European Union (EU) covers almost all the areas which will be funded by different Annual Action Programmes (AAPs). The total allocation will be € 69.895 millions; the phasing of the measures has been indicatively establishes combining NAS priorities and budget availabilities; nevertheless, it may change following the feasibility studies that will be performed at a further stage. One of the measures is the ‘Improvement of transport infrastructure relevant to the sugar industry (AAP 2008 and 2010)’.
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The EC has specific objectives (SO) for the present MIP and they are: • SO 1 To help improve sugar production and its viability by providing assistance to small-scale sugarcane growers; • SO 2 To identify and make operational and alternative model for providing social services that were previously provided by the sugar industry; • SO 3 To improve transport infrastructures from the production areas to the mills; • SO 4 To support economic diversification in the sugarcane growing areas through crops diversification (research, trials and pilot projects) and the development of Economic Activities.
As per the Specific Objective 3 of the MIP, the EC Delegation in Swaziland has engaged the Parsons Brinckerhoff Consortium as consultants to undertake the study ‘Identification Mission for an Infrastructure Improvement Programme in the Sugar Sector’. The Consultants commenced their mission on 11th June 2007. An Inception Report, Needs Assessment Report have already been submitted to the Delegation of the European Commission. This present Draft Final Report deals with the identification process, analysis of the needs, identified projects, prioritization of the projects and budget allocation for the identified projects.
Needs Assessment
In order to identify the projects that may reduce the travel time and transportation costs, the mission visited the various sugarcane production centers like, Malkerns, Sidvokodvo, Simunye (Ngomane, Hlane), Mhlume, KDDP project area, St. Philips, Mndobandoba and Maphobeni, Nsoko, Big Bend, and had discussion with various stakeholders. The mission met with the representatives of the Swaziland Sugar Association, Cane Growers Association, Royal Swaziland Sugar Corporation (RSSC), SWADE - KDDP, LUSIP, Swazi Railways, Big Bend Illovo Sugar Company, to identify their needs and to find out which roads or bridges need to be improved or constructed under the EU Funding. A meeting with the smallholder farmers of KDDP area was arranged through the KDDP at Tshaneni, and a meeting with the sugarcane growers (medium and corporate growers) of Big Bend and Nsoko areas was arranged through the Illovo Sugar Company at Big Bend. Also meetings were held for data collection and better appreciation of the procedures followed by Swaziland Government, with the Ministry of Economic Planning and Development, Ministry of Public Works and Transport – Roads department, Ministry of Housing and Urban Development, Ministry of Agriculture and Cooperatives, and Surveyor General (for collection of maps). During the meeting the various stakeholders (millers and farmers) were requested to inform about their perception about the improvements needed for the infrastructure, all of them responded by identifying the improvements to the existing roads and bridges only. The mission visited all the projects indicated during the discussions and meetings, made a thorough field inspection about the current status of all these roads and bridges. The road distances were measured using vehicle odometer, and all the measurements of the structures were taken. Detailed enquiries about the functioning of these bridges during flood seasons and the overtopping details were made from various agencies. Information about the farmers who use the various project roads, the size of the farms, and the number of farmers was also collected.
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Project costing
The details about the market rates for various road items and the running meter costs for bridges that is applicable to Swaziland was collected from the Roads Department and from some of the local Consultants. Based on these data, rough cost estimates were prepared for all the identified projects. Suitable price escalation of 10% for the year 2008 has been added in the costs as the cost adopted is based on 2007 prices. The total cost for all the identified projects is E 408.905 millions or Euro $42.60 millions and the cost and the type of improvements suggested for the individual project is detailed Table ES – 1. The cost for design and construction supervision consultancy charges has been added in the individual project sheets.
Prioritization
The collected data like the number of farmers using the road or bridge, the area of the farms, the distances to the mills from the farms were used for prioritizing. The following criteria were applied to rank the various projects: 1. Distance reduction; 2. Travel time reduction; 3. Sugarcane farm areas; 4. Households benefited; 5. Public benefit like to access to social services; and 6. Impact on Government maintenance.
The following marks were given for ranking of the benefits, High 3; Medium 2; and Low 1. Based on the benefits for distance reduction, travel time reduction, area of sugarcane farms, households benefited, public benefit like access to social services then the ranking was awarded as 3 if it is high; 2 if it is medium or average; and 1 if it is low. Based on the cost reduction aspects for the impact on government maintenance expenses, the ranking was awarded as 3 if the maintenance cost reduction is high, 2 if it is medium or average; and 1 if there is no substantial reduction in maintenance cost.
The ranking was finalised based on the points gained by each project. During this process some projects got the same points and when there was a tie, they were given joint ranks and the prioritization ranking was re-done based on the immediate necessity of such projects. The final ranking of all the projects is indicated in Table ES – 2.
Budgeting
The identified projects have been sub-divided for implementation in two phases as the cost of these identified projects is Euro 42.6 millions. The projects for implementation in Phase I (2008 and 2010) were selected based on the prioritization ranking and the immediate necessity of the projects. The other identified projects have been proposed for taking up subsequently for funding in Phase II. As the fund allocation for the 2008-2010 is smaller than the funds required for the implementation of the identified projects, it has been split into two phases.
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The details of fund allocation are furnished in Table ES 3. The tentative budgeting options for Phase I are shown in Table ES – 4 for the years 2008 and 2010.
Conclusions and Recommendations
It has been found that all the identified projects are the most necessary projects for implementation and they will reduce the cost of transportation for the small holder farmers. Also some of the identified projects like Siphofaneni Bridge will benefit the whole country, as more developments are anticipated in that region when the LUSIP project is completed.
As a detailed project report with design for the construction of a two lane bridge is available with the Roads Department of the MoPW&T, it is recommended that a proof consultant may be engaged to verify the designs and the rates and tenders may be called for in 2008.
Suitable action may be taken to engage Consultants for conducting detailed investigations and for the preparation of detailed project preparation and calling for tenders for implementing the projects identified for 2008 and 2010.
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Table 0.1 Total construction cost for civil works of identified projects
S. Name of Project Cost Remarks No. in Emalangeni 1 Construction of Dvokolwako Bridge Construction of a new bridge and forming road for 6 km and 26,680,000 rehabilitating the balance road into bituminous road 2 Construction of Siphofaneni Bridge and Reconstruction of the existing immediate approaches 49,000,000 single lane bridge as a high level two lane bridge 3 Rehabilitation of Siphofaneni – Sidvokodvo Constructing 5 bridges and 102,280,000 road providing bituminous road 4 All weather road between Ngomane and Rehabilitating the gravel road as 70,600,000 Simunye Mill two lane bituminous road 5 All weather road from Mananga bridge to Providing bituminous road and no 64,000,000 Ebuhleni Royal Kraal structure reconstruction 6 Construction of a two lane bridge Reconstruction of the existing low (Mndobandoba bridge) across River Usuthu level bridge as a high level two 14,400,000 in the lane bridge Matata loop road 7 Conversion of Matata loop road as all Rehabilitation of the existing 27,500,000 weather road to connect Big Bend gravel road as bituminous road; 8 Improvements to Mafucula Farm area road Reconstruction of the existing low 4,700,000 level bridge as a high level bridge and regravelling the road 9 Poortzicht to Big Bend Road upgrade 2,700,000 Gravel road is proposed 10 St. Philips road via and including Regravelling the road and Mndobandoba bridge 23,010,000 reconstruction of 4 low level causeways as high level bridges 11 Reconstruction of Mhlathuzana Bridge Reconstruction of the low level 7,150,000 bridge as a two lane high level bridge 12 Reconstruction of the Maphobeni Bridge Providing another single lane 16,885,000 bridge adjacent to the existing single lane bridge Total cost in Emalangeni 408,905,000 Total cost in Euro 42.6 millions
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Table 0.2 Project ranking for prioritization
Name of Project Distance Reduction Travel Time reduction Sugarcane Farm areas Households benefited Public Benefit like access Impact on Govt. maintenance Total Points Rank Construction of Dvokolwako 3 3 2 2 3 1 14 2/2 Bridge Construction of Siphofaneni 1 3 3 3 2 3 15 1/1 Bridge and immediate approaches Rehabilitation of Siphofaneni – 1 3 2 3 3 2 14 2/3 Sidvokodvo road All weather road between 1 3 3 3 2 1 13 3/5 Ngomane and Simunye Mill All weather road from Mananga 1 2 3 3 3 2 14 2/4 bridge to Ebuhleni Royal Kraal Construction of a two lane bridge (Mndobandoba bridge) across 1 2 1 2 2 3 11 5/9 River Usuthu in the Matata loop road Conversion of Matata loop road as all weather road to connect Big 1 3 1 2 2 2 11 5/10 Bend Improvements to Mafucula Farm 1 2 3 3 2 1 12 4/7 area road Poortzicht to Big Bend Road 1 2 2 2 2 1 10 6/11 upgrade St. Philips road via and including 1 2 3 3 3 1 13 3/6 Mndobandoba bridge Reconstruction of Mhlathuzana 1 1 2 2 1 3 10 6/12 Bridge Reconstruction of the Maphobeni 1 2 3 3 1 2 12 4/8 Bridge
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Table 0.3 Fund allocation in phases
Construction cost in Emalangeni No. Name of Project Remarks Phase I Phase II Total cost
Siphofaneni Bridge 49,000,000 0 49,000,000 New 300 m two lane bridge + 34 m rail 1 overpass + 1.42 km new bituminous road Dvokolwako Bridge 26,680,000 0 26,680,000 New 32 m bridge + 6 Km 3 new road and regravelling 18 km road Siphofaneni – 12,160,000 90,120,000 102,280,000 2 bridge + approaches + Sidvokodvo road regravelling the road in 2008 – 2010 and balance 3 bridges and rehabilitation as bituminous road in Phase II Mananga – Ebuhleni 64,000,000 0 64,000,000 Providing bituminous road 4 road Ngomane – Simunye 70,600,000 0 70,600,000 Providing bituminous 5 and Ngomane – Hlane roads roads Siphofaneni – St. 5,760,000 17,250,000 23,010,000 4 new bridges in 2008 – 6 Philips – Mndobandoba 2010 and regravelling 57.5 bridge – Big Bend road km road in Phase II 7 Mafucula farm road 4,700,000 0 4,700,000 Regravelling the road Maphobeni bridge 0 16,885,000 16,885,000 Additional single lane 8 bridge in Phase II Mndobandoba bridge 0 14,400,000 14,400,000 New two lane bridge with 9 approaches in Phase II Matata Loop road 27,500,000 0 27,500,000 Bituminous road for 12.5 10 km 11 Poort zeicht road 2,700,000 0 2,700,000 Regravelling 9 km road Mhlathuzane bridge 0 7,150,000 7,150,000 New two lane bridge with 12 approaches in Phase II Total cost 263,100,000 145,805,000 408,905,000 Total cost in 27.41 15.19 42.60
million Euro
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Table 0.4 Budgeting for 2008 and 2010 and Phase II
Option I S. Name of Project Phase I Phase II Remarks No. 2008 2010 1 Siphofaneni Bridge 49,000,000 0 0 2 Dvokolwako Bridge 20,560,000 6,120,000 0 3 Siphofaneni – Sidvokodvo 12,160,000 0 90,120,000 road 4 Mananga – Ebuhleni road 64,000,000 0 0 5 Ngomane – Simunye and 15,443,750 55,156,250 0 Ngomane – Hlane roads 6 Siphofaneni – St. Philips – 5,760,000 0 17,250,000 Mndobandoba bridge – Big Bend road 7 Mafucula farm road 4,700,000 0 0 8 Maphobeni bridge 0 0 16,885,000 9 Mndobandoba bridge 0 0 14,400,000 10 Matata Loop road 0 27,500,000 0 11 Poort zeicht road 0 2,700,000 0 12 Mhlathuzane bridge 0 0 7,150,000 Total Cost in Emalangeni 171,623,750 91,476,250 145,805,000 408,905,000 Total cost in Euro 17.88 9.53 15.19 42.6 Option II S.No. Name of Project Phase I Phase II Remarks 2008 2010 1 Siphofaneni Bridge 39,000,000 10,000,000 0 2 Dvokolwako Bridge 20,560,000 6,120,000 0 3 Siphofaneni – Sidvokodvo 12,160,000 0 90,120,000 road 4 Mananga – Ebuhleni road 42,000,000 22,000,000 0 5 Ngomane – Simunye and 55,156,250 15,443,750 0 Ngomane – Hlane roads 6 Siphofaneni – St. Philips – 13,010,000 10,000,000 0 Mndobandoba bridge – Big Bend road 7 Mafucula farm road 4,700,000 0 0 8 Maphobeni bridge 0 0 16,885,000 9 Mndobandoba bridge 0 0 14,400,000 10 Matata Loop road 27,500,000 11 Poort zeicht road 0 2,700,000 0 12 Mhlathuzane bridge 0 0 7,150,000 Total Cost in Emalangeni 186,586,250 66,263,750 156,055,000 408,905,000 Total cost in million Euro 18.22 6.90 16.26 42.59
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1 Background
1.1 Country Information
Swaziland is a landlocked kingdom in the Southern Africa, and having borders on north, west and south with South Africa and on east with Mozambique. The total land boundary is 535 km. The total area of this kingdom is 17,364 square kilometres consisting of land – 17204 sq km and water 160 sq. km. The salient details of the country are:
The total population 1.133 million (2007 est.); Population Density 66 per sq km The population growth rate -0.337% (2007 est.); GDP (PPP) $5.91 billion (2006) Real growth rate 2%. The GDP per capita $5500 (2006) The sectoral composition agriculture 8.6%; industry 49.7%; and services 41.7%. Total labour force available 300,000 (as of 2006) Unemployment rate 40% (as of 2006) Population below poverty line 69% (as of 2006).
There are four distinct ecological regions in Swaziland – Highveld in the North and West with mountains and high rainfall, sloping east has an average altitude of 1,050 m to 1,200 m; the intermediate Middleveld averages about 450 to 600 m; dry, hot and relatively flat Lowveld or bush veld less than 300 m; Lubombo Plain at an average height of 610 m extends to the Lubombo escarpment, which is a part of the Lubombo Mountains in the east. Substantial rivers run west to east, from South Africa through Swaziland to Mozambique and the Indian Ocean, cleaving through the Lubombo Plain in spectacular gaps or ‘poorts’. The longest river is the Great Usuthu, which stretches roughly from west to east across the centre of the country for a total distance of 217 km.
In addition to its people, an essential resource of Swaziland’s economy is constituted by its land base. The bulk of Swaziland’s land is held as traditional communal land, known as Swazi Nation Land (SNL). The total area under irrigation is about 70,000 ha and out of this area under sugar cane is about 50,000 ha. Sugarcane is the most prevalent crop in irrigated agriculture as 90% of Swaziland’s allocated water is used for growing cane. 96% of all irrigation is in the Lowveld and the sugarcane accounts for an estimated 60% agriculture’s 8% contribution to the GDP. The other crops which occupy significant areas of irrigated land are citrus, bananas and vegetables.
There are two large irrigation projects – Komati Downstream Development Project (KDDP) and Lower Usuthu smallholder Irrigation Project (LUSIP). The KDDP will
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approximately benefit 6500 ha of lands and LUSIP will benefit approximately 11500 ha (in two phases).
1.2 European Union and Swaziland
In April 2006, the Government of Swaziland submitted its National Adaptation Strategy (NAS) to EU Sugar Sector Reform through the EC Delegation in Mbabane. This strategy is in response to the declining performance of the sugar sector and, in particular, sets out mitigation measures against the developments in the sugar industry and in the wider economy. The measures were formulated on the basis of an analysis of the country’s economic and social conditions, and grouped according to their priority of implementation and most appropriate source of funding.
The EC Multi-Annual Adaptation Strategy 2006-2013 for Swaziland, elaborated in 2006 on the basis of the Swaziland NAS covers areas such as institutional support, restructuring the provision of social services in the sugar belt, improvement of productivity and efficiency of smallholder sugar cane growers, infrastructure improvement, economic diversification and mainstreaming of cross cutting issues. Whilst the 2006 measures are concentrating only on the institutional requirements for implementing the NAS, through the establishment of a Restructuring and Diversification Management Unit (RDMU), the Multi-Annual Indicative Programme (MIP) 2007-2010, financed under the Development Cooperation Instrument of the European Union (EU), covers almost all the areas which will be funded by different Annual Action Programmes (AAPs). The total allocation will be of € 69.895 million; the phasing of the measures has been indicatively established combining NAS priorities and budget availabilities; nevertheless, it may change following the feasibility studies that will be performed at a further stage. The measures to be implemented, and the indicative AAPS that will fund them are as follows: • Support for small holders sugar cane growers in irrigation equipment, land preparation and business management (AAP 2007 and 2009); • Restructuring the institutional set-up for social services delivery and facilitate the provision of social service in the transition phase (AAP 2009 and 2010); • Improvement of transport infrastructure relevant to the sugar industry (AAP 2008 and 2010); • Launching trials and pilot projects to test alternative agricultural activities and their viability (AAP 2010); • Support for the establishment of Economic Activities for retrenched workers and/or sugar cane out-growers (AAP 2010); and • Ensuring the Coordination of the Accompany Measures after the end of the implementation phase of the RDMU (AAP 2010).
The EC has Specific Objectives (SO) for the present MIP and they are: • SO 1 – To help improve sugar production and its viability by providing assistance to small-scale sugarcane growers; • SO 2 – To identify and make operational and alternative model for providing social services that were previously provided by the sugar industry; • SO 3 – To improve transport infrastructures from the production areas to the mills;
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• SO 4 – To support economic diversification in the sugarcane growing areas through crops diversification (research, trials and pilot projects) and the development of Economic Activities.
The other main mechanism of EU support to Swaziland is through the National Indicative Programme which is outlined in the Country Strategy Paper. As per the Country Strategy Paper for 2008 – 2013, the European Commission and the Government of Swaziland have agreed on two focal sectors of support to contribute to the objective of poverty reduction: firstly promotion of human development though support to the health and education sectors, and secondly improvement to the supply of essential services to the poor of water and energy. The overall indicative allocation from the 10th European Development Fund for these activities amounts to Euro 52.6 millions.
As per the Specific Objective SO 3 of the MIP, the EC Delegation, Swaziland, has engaged the Parsons Brinckerhoff Consortium as Consultants to undertake the study “Identification mission for an infrastructure improvement programme in the sugar sector”. The Consultants have submitted the Inception Report on 18th June 2007. The ‘Needs Assessment Report’ was submitted on 18th July 2007.
The present report is the draft final report dealing with the different processes involved in the identification process. The projects have been identified through discussions with various stakeholders, field visits were undertaken to identify the locations of these projects and the present status of these projects, rough cost estimation for these projects, prioritization of the projects, preliminary economic analysis, and budgeting for implementing these projects in 2008 and 2010.
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2 Transport Infrastructure
The general modes of travel consist of roads, rail and air. There is no inland water transport and sea transport. The primary mode of travel for people and goods is the road transport. The details of various modes of transport are detailed below:
2.1 Air Transport
Swaziland has one international airstrip near Matsapha, and eleven air strips. A new and bigger airstrip is constructed near Sikhuphe. Two airlines serve in the air transport sector presently, one being a jointly State owned and the other entirely private one. Other than these arrangements, there are two commercial charter operators, three aerial work operators and a light aircraft maintenance workshop.
The air transport industry is regulated by the Department of Civil Aviation which is also responsible for the Matsapha International Airport. The Ministry of Public Works and Transport is responsible for the administration of the Royal Swazi National Airways Corporation (RSNAC). The general operational statistics for the Air Transport sector is presented below:
Table 2.1 Air Transport Statistics for the period 1997 – 2003
Activities 1997 1998 1999 2000 2001 2002 2003
Aircraft Movement 7,247 10,369 10,246 9,760 6,411 6,796 7,203
Passengers 54,957 62,656 63,175 64,162 50,833 55,916 61,508
Freight (tons) 172.2 178.5 157.4 129.9 237.1 249 261
Mail (tons) 29.7 28.3 31.6 41.1 26.1 27 29
Source: Draft Sectoral Development Programmes 2005/06 – 2007/08 of MEPD
2.2 Rail Transport
The Swaziland Railway, a parastatal organization operates a freight railway system and the length of rail network is approximately 301 km of single track. The rail network provides the access to the Swazi industry to the ports of Durban and Richards Bay in South Africa and to Maputo in Mozambique. The railway also provides a link for goods movement between the northern parts of South Africa and Zimbabwe and the ports of Durban and Richards Bay.
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The Swaziland railways system is essentially a transit system and the transit traffic accounts for about 80% of the total traffic handled by it. Rail traffic has been adversely affected by the lack of wagons and locomotives. The general operational statistics for the Swaziland Railway is presented below:
Table 2.2 Swaziland Railway Operational Statistics 2000 – 2004
Activities 2000-01 2001-02 2002-03 2003-04 Gross Income (E millions) 79.1 81.1 85.3 85.3 Gross Expenditure 73.6 85.3 83.7 83.7 Net Surplus 5.5 -4.2 1.7 1.7 Total Staff Employed 659 646 624 542
Traffic (Tons ‘000) Total Tonnes Carried 4,335 4,235 3,789 3,809.5 Swaziland Exports 562 713 519 620 Swaziland Imports 220 226 175 228.5 Transit Traffic 3,553 3,296 3,095 2,961 Total Tonne Kilometres 753,152 744,544 676,571 753,132 Source: Draft Sectoral Development Programmes 2005/06 – 2007/08 of MEPD
2.3 Roads Transport
Swaziland has a well developed road network linking different parts of the country. There is currently a total proclaimed road network of 5054 km as on 2005, which includes 1,372 km of paved roads and 3,682 km of unpaved roads. The unpaved roads length includes 1500 km of feeder roads. The Roads Department in the Ministry of Public Works and Transport (MoPW&T) is responsible for the planning, design, construction and maintenance of the proclaimed road network. The details of road network are furnished below:
Table 2.3 Details of Road Network
Year ending 31st March 2000 2001 2002 2003 2005 Sealed Main (km) 905 905 1009 1019 NA District (km) 40 45 54 54 NA Total (km) 645 945 1063 1073 1372 Gravel Main (km) 546 546 446 446 NA District (km) 2075 2075 2075 2075 NA Total (km) 2621 2621 2521 2521 2182 Earth/Feeder Total (km) -- 1500 1500 1500 1500 Grand Total (km) -- 5066 5084 5094 5054 (Source: Draft Sectoral Development Programmes 2005/06 – 2007/08 of MEPD and The Swaziland Priority Road Investment Programme of MoPW&T)-Roads Department) NA – Not Available
The overloading pattern by heavy vehicles in Swaziland damages the road network, thereby reducing the economic life and increased maintenance costs. A legislative measure to control overloading has been presented to the Cabinet for discussions and
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approval. The overloading control will assist in balancing the competitiveness between the road and rail mode operators. The average overload as measured in 2003 is about 2500 kg over the permissible load.
Road transportation is the major form of transport for both goods and passengers movements. The Road Transportation Department (RTD) administers and regulates the road transport industry both locally and internationally by means of a permit system based on the Road Transportation Act No. 37 of 1963. The details of road transport service permits issued during 1999 – 2003 are presented below:
Table 2.4 Road Transport Service Permits Issued
Calendar year Unit 1999 2000 2001 2002 2003 Scheduled Bus No. 1323 2011 2434 1181 1181 Goods for hire No. 1006 1409 1207 806 806 Taxi No. 1616 1485 1430 1430 1430 Non-Scheduled bus/kombi No. 847 1431 1139 1825 1825 Stand-by bus No. 21 17 11 42 42 TOTAL No. 4813 6353 6221 5284 5284 Source: Draft Sectoral Development Programmes 2005/06 – 2007/08 of MEPD
The Government of Swaziland is spending considerably for maintaining the road infrastructure than the monies recovered through fees and charges. In accordance with the National Transport Policy and the SADC Protocol, Swaziland is in the process of establishing a dedicated road fund based on user charges to cover the future cost of maintaining and expansion of road network. Road Fund is to be financed through sources such as vehicle license fees, vehicle transit fees, supplementary fuel impositions, strategic tolling. Setting up of the Roads Fund and Roads Authority as well as the review of enabling legislation is underway. The Government is considering the tolling of the road section of MR 3 between Ngwenya and Manzini. Construction of Toll Plaza and other facilities is in progress.
2.4 Roads Department - Ministry of Public Works and Transport
The Roads Department of MoPW&T is legally responsible for planning, construction, rehabilitation and maintenance of the proclaimed roads network and also takes a formal responsibility for the construction and maintenance of the feeder roads network. Currently the roads department is responsible for approximately for 3554 km of roads in Swaziland, of which 1372 km are paved roads and 2182 km are gravel roads. The entire operation is monitored by the headquarters in Mbabane, and it has four (4) maintenance district depots (in Mbabane, Manzini, Nhlangano and Siteki and fourteen (14) road camps located throughout the country. The roads department also operates a sign shop. There are about 800 people employed by this department supported adequately by construction equipment, transport and offices. About 75% of all traffic movements take place on the paved road network and the balance on unpaved roads. Approximately 900 million vehicle km of travel occur over the road network each year at a total annual vehicle operating cost in excess of E 1000 million.
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The Swaziland proclaimed roads are classified on their mobility function. The majority of the road network is classified as Main Roads (MR) and these roads provide mobility and cross border level with most of these roads are being paved. District Roads (DR) provide intra district mobility.
The Roads Department has developed a Road Management System (RMS) and the management of the periodic maintenance is now carried out using the RMS. The paved road maintenance is being carried out by RD either through direct labour force or through contract maintenance.
The RD has identified certain roads for investment and improvement over the next 9 years (2006 – 2016) and prepared a Priority Investment Programme. During the selection of the roads for improvement, priority has been given to road projects connecting Swaziland with the rest of SADC region including regional development corridors and trade centers and tourism spots. The Priority Investment Programme has been developed as part of the implementation of the Swaziland National Transport Policy. The RD has identified 15 projects for implementation and the projects are pending for want of funds. The operational criteria for inclusion in the list were the sections must have an Average Daily Traffic (ADT) of more than 200 vehicles per day and accessibility of main urban area to the network. Detailed project reports have been prepared for these projects. The details of the identified projects, objective and benefits, cost, present position are furnished in Annexure 9.
The Roads Department maintains a programme of Manual Classified Traffic Counts on the links of the road network covering most of the road links. There are about 100 count stations; most of them are mid-block locations. In 4 locations Automatic Traffic Counters are operating and it is going to be increased to 6 (six) locations. The highest traffic volume of 14000 vehicles has been noted in the Manzini – Mbabane road section of MR 3. About 762 km (66%) of the paved road network has traffic volumes in excess of 1000 vehicles per day, of which 282 km of road network has ADT value of 250 vehicles per day. About 15% of the unpaved roads have ADT level of 500 vehicles per day and 73% of roads have ADT levels in the range of 250 – 500 vehicles per day. The vehicle fleet is increasing with an annual growth of 7% along the main roads and at 2% along the district roads.
The road network conditions are being updated by visual condition surveys; and automated roughness and rutting data are being collected periodically. The road roughness rutting has been measured by the Laser Profilometer in 2005.These condition data are being used in the RMS for determining the maintenance levels and periodic maintenance investment. The present road condition index is 77% (0% is very poor and 100% is very good) as measured in 2005. As per the road roughness survey undertaken along the paved road network, about 5% of the road network falls under ‘severe’ category (having IRI values more than 5) and 11% of the road network falls under ‘warning’ category (having IRI values between3 and 5) and the balance falls under ‘sound’ category (having IRI values less than 3.5). About 2% of the road network is having ruts more than 15 mm depth and fall under ‘poor’ condition.
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3 Review of Government Development Policies
This section deals with a review of Swaziland’s relevant economic development policies, on the national, regional and sectoral levels, in order to obtain an overview of the transport, and particularly road, development policy in Swaziland.
3.1 Development of Transport Policy in General
The need for a properly structured transport policy became imperative as Swaziland’s initial transport policies were being developed in an ad hoc and uncoordinated manner. Following the preparation of the transport policy in 1994, the Ministry of Public Works and Transport (MPWT) was formed. This resulted in placing all transport related activities under the management of the newly formed ministry.
The Swaziland National Transport Policy (2000), which was formulated as a result of the above-mentioned study, contains the envisaged goals and strategies identified by the MPWT in achieving the objectives set by the policy-making process.
The overall objective of the policy is to “establish a transport system that provides a safe, efficient, cost-effective and fully integrated infrastructure and operations to best meet the needs of customers, promotes economic and social development, and is environmentally and economically sustainable”.
One of the key factors identified and stated in the policy as critical for the successful implementation of the transport policy, and which could have significant financial implications for any new development, is the “establishment of consistent and sustainable funding for sectoral development and specifically infrastructure provision”.
Road transportation is the primary mode of transport in Swaziland. Given the need for an effective road transportation network to serve the country and its inhabitants, a diverse and sophisticated road transport service developed, which resulted in Swaziland having one of the most advanced road systems in Southern Africa.
Ensuring the efficient movement of goods and people between Swaziland and the surrounding countries is of national importance because: • Swaziland has close economic ties with its neighbours (especially South Africa); and • The greater Manzini-Matsapha-Mbabane corridor forms the economic hub of Swaziland.
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The road transport sector in Swaziland is regulated by the MPWT through its Road Transportation Board and Road Safety Office. The road transportation legislation has been revised and the new Road Transportation Bill, as well as the Road Traffic Bill of 2004, has been approved by Parliament. The new Road Transportation Bill replaces the Road Transportation Act No. 37 of 1963.
As noted above, the Swaziland National Transport Policy provides guidance for the implementation and management of roads in Swaziland. One significant aspect of the policy is that it proposes that the following funding structure be established for the provision and maintenance of road infrastructure in Swaziland: • Funds should be procured from road users on a fee-for-service basis. • All road users should contribute to the full cost of maintaining roads and progressively to the full cost of providing roads.
3.2 Review of Individual Development Plans
3.2.1 The National Development Strategy (NDS)
Swaziland has a National Development Strategy for 1997 to 2022, which contains a vision that seeks to place the country in the top 10% of the medium human development group of countries by the year 2022. The strategy places social developments, such as food security, human settlements and shelter, safe water and sanitation, health and human capital development, social security, gender issues, and the problems of disadvantaged groups at the very heart of Government policy, right along with a vigorous economy, the efficient utilisation of natural resources, and the development of infrastructure, research, and innovation.
In the process, the country is facing serious challenges. It currently is experiencing an HIV/AIDS pandemic and a deceleration of economic growth, with increasing unemployment and poverty. The country is also facing increasing fiscal and balance-of- payment deficits, reduced foreign direct investment, and deteriorating social standards.
Swaziland recognizes the need for an attractive investment climate, based on sound macroeconomic policies and fiscal discipline, leading to accelerating economic growth. This requires considerable transformations within the private and public sectors, in order to generate a surge in private investment and an expansion of the tradable goods sector. At the same time Swaziland seeks to enhance the development of its human resources, to create greater labour market flexibility, and to place a new emphasis on industrial and infrastructural development.
The Poverty Reduction Strategy and Action Plan (PRSAP) The PRSAP is Swaziland’s overarching policy statement for reducing poverty and other related challenges. Its main objective is to reduce poverty by more than 50% by 2015 and ultimately eradicate it by 2022. This ambitious goal, cautions that tackling poverty in Swaziland would require fundamental reforms and a change in development approach. The PRSAP describes the country's macroeconomic, structural and social policies and
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programs to promote growth and reduce poverty, as well as associated external financing needs.
The PRSAP can be seen as a key component of operationalising of the National Development Strategy.
Given the centrality of poverty reduction in the country (poverty reduction takes the central focus in the NDS) it is worth mentioning that enshrined in Government initiatives is the drive to revive the economy and also reduce inequalities and poverty. The PRSAP is the development framework towards improving standards of living. It guides the formulation of government policy at both micro and macro levels and calls for a development agenda “with a human face”. It also calls for a new pattern of development, which is pro-growth and pro-poor, where the poor participate and share fully in growth, human development, and enjoy social protection.
Approximately 70% of all Swazis live below the E128-per-month poverty line. Roughly 55% of the wealth of the country is held by the wealthiest 20% of the population, while the poorest 20% own just over 4%. According to the UNDP, Swaziland has one of the world’s highest Gini coefficient with the top 10% of the population controlling 40% of wealth, while the bottom 40% of the population controls only14% of the wealth. The national unemployment rate is estimated to be 29%, but 40% of the youth and 70% of women are unemployed.
The erosion of the value of traditional trade preferences in the major overseas markets will exacerbate stagnation and increase pressure on the poor who are least able to cope, especially with the illnesses associated with HIV/AIDS. The grim effect is the impoverishment of households, with the elderly and children being the most vulnerable. By 2010, there may be 120,000 orphans.
National Adaptation Strategy (NAS) The National Adaptation Strategy is a response to the declining performance of the sugar sector and is, in particular, a mitigation measure against the negative effects on the sugar industry and the wider economy that will result from the reform of the European Union (EU) sugar market. The future viability of Swaziland’s sugar industry (even under an environment of lower EU prices) has been confirmed, as the country is an efficient and low cost producer of sugar worldwide, and could therefore absorb price reductions without having to close the industry.
The over-arching goal of this strategy is to have the sugar industry continue playing the important economic development role that it has effectively played in the past. On this basis, the sugar industry should be able to continually maximize on its productivity, efficiency and competitiveness. Furthermore, where there is need to restructure operations, and possibly diversify, there is need to have a response mechanism that will ensure that society is not left worse off as a result of the EU sugar sector reforms.
In supporting the sugar industry to continue playing its strategic multifaceted role, the strategy seeks to respond along three pillars. First, the restructuring needs of the industry will be supported, whilst ensuring that a programme of continuous productivity and
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efficiency improvement is implemented. Secondly, the continued viability of smallholder sugarcane farming will be ensured. Thirdly, the value of markets will be preserved, and where possible (preferential) market access will be enhanced.
On the broader adaptation needs, the strategy seeks to minimise the possibility of deterioration in living standards resulting from the reforms and to support diversification initiatives, both within the sugar industry and outside to other sectors. This will also include the provision of social safety nets to ensure that people who were dependent on the sugar industry (retrenched employees, their families and the communities) are able to continue supporting reasonable livelihoods.
Multi-Annual Indicative Programmes (MIP) for Swaziland The EC Multi- Annual Adaptation Strategy 2006-2013 for Swaziland was elaborated in 2006 on the basis of the Swaziland National Adaptation Strategy and covers areas like institutional support, restructuring the provision of social services in the sugar belt, improvement of productivity and efficiency of smallholder sugar cane growers, infrastructure improvement, economic diversification, mainstreaming of cross cutting issues.
Whilst the 2006 measures concentrated only on the institutional requirements for implementing the NAS, through the establishment of a Restructuring and Diversification Management Unit (RDMU), the MIP 2007-2010, covers almost all the areas, which will be funded by different Annual Action Programmes (AAPs). The total allocation will be of € 69.895 million; the phasing of the measures has been indicatively established combining NAS priorities and budget availabilities; nevertheless, it may change following the feasibility studies that will be performed at a further stage.
The specific objectives (SO) for the period 2007-2010 are: • - SO1 -To help improve sugar production and its viability by providing assistance to small -scale sugarcane growers; • SO2 - To identify and make operational an alternative model for providing social services that were previously provided by the sugar industry; • SO3 - To improve transport infrastructures from the production areas to the mills; • SO4 - To support economic diversification in the sugarcane growing areas through crops diversification (research, trials and pilot projects) and the development of Economic Activities.
The expected result (ER) of SO3 is ER4 - The cost of hauling sugar cane to the factory is reduced, due to decreased distances and road improvements and the performance indicator (PI) is an average 30% reduction in distance to the mills and 15% reduction in transport costs for small scale farmers.
Country Strategy Paper (CSP) and National Indicative Programme (NIP) The other main mechanism of EU support to Swaziland is via the National Indicative Programme which is outlined in the Country Strategy Paper. For the Country Strategy Paper for 2008-2013, the European Commission and Government of Swaziland have agreed on two focal sectors of support to contribute to the objective of poverty reduction:
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firstly, promotion of human development through support to the health and education sectors, and secondly improvement in the supply of essential services to the poor of water and energy. Outside the focal areas, support will consist notably of an allocation to EPA support, Governance initiatives, Non-State-Actors and a Technical and Cooperation Facility. Gender, HIV/AIDS, capacity building and environment will be the main cross cutting issues. The overall indicative allocation from the 10th European Development Fund for these activities amounts to € 52,605,630.
Swaziland National Transport Policy The National Transport Policy was adopted by government in June 2000 and addresses a number of key issues in the transport sector in Swaziland in line with the NDS. The overall policy objective is “to establish a transport system that provides a safe, efficient, cost-effective and fully integrated infrastructure and operations to best meet the needs of customers, promotes economic and social development, and is environmentally and economically sustainable.”
In achieving the overall vision for transport, each sub-sector has developed its mission and identified policy issues for road infrastructure include: • Preservation of investment and continuous improvement of the road network; • Establishing a sound financial base for the provision and maintenance of road structure; • Provision of an acceptable, transparent structure for the management of funds collected for the construction and maintenance of road infrastructure; • Management of the road network is inefficient and ineffective; • Development of effective network planning and prioritisation of development projects; • Expansion and upgrading of the network; • Empowerment through the optimum use of Swazi resources in the development and maintenance of roads is required.
The vision for transport is developed in line with the NDS.
Sectoral Development Programmes (2005/06 – 2007/2008) (Draft) Section 5.11 of this document deals “Transport and Communications”. The Roads Department in the Ministry of Public Works and Transport is responsible for the planning, design, construction and maintenance of the road network. The major aim of the Roads Department is to provide, maintain and improve a safe and reliable road network that will stimulate socio-economic development, job creation and reduce road user costs. In doing its work, the Roads Department contracts out most of the work, especially design and construction work.
The main developmental objectives and targets of the department for the Plan period are: • Cost effective resource utilisation in the planning, management, improvement and maintenance of the road network; • Comprehensive planning of the maintenance and improvement of road network in the short, medium and long-terms; • Self reliance in the planning and management of the road network through strengthened in-house capacity;
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• Preservation of an all-weather network at standards appropriate to the traffic usage and social importance; • A significant reduction in traffic related accidents and an improvement of the nation’s road safety records in general.
The following projects are on-going and taken up with Swaziland Government funds and are expected to be completed during the Plan period: • Mliba-Msahweni/Tshaneni roads (MR6/MR5) – construction commenced in 2004 and it is expected to be completed in 2007; • Mbabane-Ngwenya Road (MR3) and Upgrading of the Mbabane Bypass Road – tenders were awarded in 2004 and construction is also expected to be completed in 2007.
However the Mbabane Ngwenya road and the Mbabane bypass is still in progress and is expected to be completed by 2009-2010. The delay is due to lack of funds and escalated construction costs due to poor planning. The Mliba – Tshaneni roads are in the completion stages and is likely to be completed by 2007. In addition, analysis and appraisal of planning data for the main road network has shown that further investigation is warranted for the upgrading from gravel to bituminous standard of principal roads of the main network. Separate consultancy assignments will be awarded during the plan period, for undertaking the detailed economic, social and environmental feasibility studies of the projects and where appropriate the detailed engineering design and contract document preparation.
This chapter is silent about the road projects needed in the Sugar Sector and there is no reference to the NAS and its objectives.
Swaziland Priority Investment Programme The projects listed in the Road Investment Programme represent a tentative list of projects which the Swaziland Government intends to have completed up to the year 2016. Priority has been given to road projects connecting Swaziland with the rest of the SADC region including regional development corridors and trade centres.
The priority investment programme has been developed as part of the implementation of the Swaziland National Transport Policy. The programme ensures that the selected roads have a “regional function” in that they connect border posts and areas of economic activity and also connect regional transport corridors such as the Maputo Development Corridor, the Lubombo Spatial Development Initiative (LSDI) and the Bio-Diversity Corridor. In addition the sections must have an Average Daily Traffic (ADT) of more than 200 vehicles per day and accessibility of every main urban area to the network should be defined. Finally, all sections should be “economically feasible and environmentally sustainable.”
Even though this document was prepared in 2006, the objectives of the NAS have not been considered during the plan preparation.
The list of identified projects, in order of priority and with estimated construction costs with complete details, is presented in Annexure 9.
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No. Name of the Project Cost in Emalangeni 1 Sicunusa – Nhlangano Road (MR13) E210 million 2 Maloma – Nsoko Road (MR14) E124 million 3 Piggs Peak to Bulembu (MR20) and Bulandzeni – Piggs Peak (MR2) E230 million Roads 4 Upgrading and reconstruction of Lonhlupheko – Siteki (MR7) and Lukhula E200 million – Big Bend (MR16) Roads 5 Siphofaneni – Maloma (MR14) and Madubeni – Hlathikhulu (MR25) Roads E364 million 6 Construction of Two Bridges on D10 at Mbelebeleni and Florence Mission E30 million 7 Upgrading of Mantabeni – Sandlane Road (MR19) E210 million 8 Upgrading of Motjane – Matsamo Road (MR1) E360 million 9 Upgrading of Lugaganeni – Luve Road (D29) E120 million 10 Upgrading of Mhlambanyatsi – Lundzi Road (D81) E100 million 11 Construction of Mbuluzi Army Barracks Bridge at Luve E15 million 12 Construction of Siphofaneni Bridge on MR14 E50 million 13 Construction of Mkhondvo River Bridge at Mkhitsini on D65 E12 million 14 Construction of Mzimnene River Bridge near William Pitcher E5 million
National Physical Development Plan The National Physical Development Plan (NPDP - 1996) was prepared in order to provide an overall strategic planning framework to guide development and capital infrastructure investment decisions in the country over a ten-year period (1996-2006). The NPDP proposes East-West and North-South Corridors and Secondary Centres Development Strategies. It also determines thirteen Economic Sectors and outlines a development programme for each Sector.
Regional Physical Development Plans The formulation of the Regional Physical Development Plans (RPDPs) are underpinned by the objectives of the National Physical Development Plan and Physical Planning Policy in that Regional Physical Development Plans should be prepared to enable the implementation of the NPDP strategies in the four Administrative Regions in Swaziland, Hhohho Region in the north, Manzini Region in the west, Lubombo Region in the east and Shiselweni in the south.
Therefore the RPDP will form part of a national three tier human settlement-planning hierarchy where the: • The National Physical Development Plan forms the highest level development framework, which provides an overall strategic planning framework for Swaziland; • The Regional Physical Development Plans form part of the second hierarchy level of development plans, aimed at bridging the gap between the highest and lowest level development instruments, by integrating the harmonious planning of both Urban Centres and Rural Districts; and • Town Planning Schemes, which include Structure Plans, Development Plans and Town Planning Codes, forming the third or lowest level of development plans, whereby these schemes guide and regulate development within human settlement boundaries in each region. The preparation of the Regional Physical Development Plans is therefore in line with the purposes of the National Physical Development Plan to provide an overall strategic
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planning framework to guide development and capital investment decisions in the country. The main goal of the RPDPs is to set guidelines that will control the future growth and development of settlements and their outlying areas for a period of 10 years. The plans further seek to correct the existing planning anomalies within the Region, and provide a guide to an orderly and sustainable growth of all progressive developments of the varied areas of the Regions. The Plans will facilitate the efficient utilisation of land and other resources in a manner that is consistent with Government initiatives such as the Swaziland Physical Planning Policy, the National Development Strategy and the National Housing Policy.
Hhohho Region Physical Development Plan The Hhohho RPDP covers the years 2005 to2015 and was published in September 2005.
The Hhohho Region is located in the north-western portion of the country and occupies an area of approximately 3,569km2 and is bound by the regions of Manzini and Lubombo to its southern and eastern portions respectively. The Region also borders the Republic of South Africa to its north eastern, northern and western portions.
The Hhohho Region has a population of 255,445, the second largest population (after Manzini) with 27.5 per cent of the total population. Agriculture is the main economic activity undertaken in the Region. The key agricultural cash crop is timber with large pine tree plantations owned by large private companies. The Region contains the capital city of Mbabane, as well as the major town of Piggs Peak, and the towns of Ngwenya and Ezulwini.
The following projects to upgrade to bitumen surface standards were ongoing at the time of production of the Plan: • MR3: Ngwenya-Manzini (Mbabane By-Pass Road) • MR6: Mliba-Msahweni road; • MR5: Madlangampisi-Tshaneni road;
During the plan period it is envisaged that the following arterial roads will be upgraded to bitumen standard: • MR20: Bulembu-Piggs Peak road; • MR2: Piggs Peak-Madlangampisi road; • D78: Motshane-Siphocosini road; • D10: Mbabane-Mbuluzi-Maphalaleni-Luve road; • D35: Buhleni-Mananga road; • New road to directly connect Madlangampisi with Maphalaleni.
In addition the following activities are planned: • Ensure improvement and widening of the MR-1 Road (Motshane-Piggs Peak- Matsamo Highway) • Ensure that district and feeder roads are maintained to satisfactory levels
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Lubombo Region Physical Development Plan The Lubombo RPDP covers the years 2004 to 2014 and was published in August 2004.
The Lubombo Region is the largest of the four regions, approximately 5945km² in size with the lowest population density. Siteki is the regional administrative centre. The sub- tropical climate of the Lowveld is prone to drought, although sugarcane is successfully grown commercially on a wide scale in the region. The Lubombo Mountains and surroundings provide the ideal settings for tourism attractions and thus numerous nature reserves, including the Hlane Royal National Park is found in the region.
The principle of the north-south and east-west corridor as contained in the NPDP is accepted as the backbone to the Lubombo Development Plan, and in line with this the following transportation infrastructure are deemed to be of regional, national and even international importance: • the newly planned Sikhuphe International Airport near Mpaka; • the three main railway lines converging at Phuzumoya; and • the regional road network which covers the four main regional movement desire lines, and which includes: MR3, MR 7, MR 8 and MR 16.
This infrastructure represents opportunities for the import and export of consumer products between Swaziland and Mozambique, and Swaziland and South Africa. It has potential for international imports and exports via the Sikhuphe International Airport. The third major benefit for the region to be derived from the transportation infrastructure is the opportunity for modal transfer of tourists and goods
The following projects have been identified:
Short Term Proposals: • MR8 Main Road Upgrading: The surface standard of this road is poor in places, with some serious undulations that occurred in the road further south, outside the Lubombo Region. Being the main national arterial route southwards, the road should be upgraded, widened and provided with paved shoulders to improve the carrying capacity of the road; • Feeder Roads Project: Expand the Feeder Roads Project within the region to improve the regional rural road network and to alleviate poverty through skills transfer to local emerging civil contractors and communities maintaining these roads.
Medium Term Proposals: • MR7 Main Road Upgrading: The road section between Lonhlupheko and Siteki is regarded as part of the proposed national arterial route between Mananga/Mhlumeni and Big Bend en-route to Lavumisa. This road section was not designed to handle traffic on a national level and as such should thus be upgraded and resurfaced with paved shoulders to improve the carrying capacity of the road; • MR16 Main Road Upgrading: As with the MR7 road section, this road should become part of the national arterial route between north-east Swaziland and the south as it forms a vital link between these regions. Given the poor surface quality of this road, it is proposed that the road be widened and resurfaced with paved shoulders to improve the carrying capacity of the road.
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Long Term Proposals • MR3 Main Road Upgrading. Although this road is not regarded as a national arterial route as per the National Physical Development Plan, historical traffic census data points towards it being a major activity corridor. Once the new airport has been completed, the significance of the road would increase even further. It is thus proposed that the road section between the new Sikhuphe International Airport and Manzini be upgraded and resurfaced with paved shoulders to improve road access from the new airport to Manzini and Mbabane; • MR14 Main Road Upgrading. It is proposed that the road section between Siphofaneni and Sithobela be upgraded to primary main road status and paved to support the promotion of Sithobela as a regional node, as well as to enhance the road network serving the LUSIP Project. During implementation stage, the necessity for passing lanes in may be considered.
Manzini Region Physical Development Plan Manzini RPDP covers the years 2006 to2016 and was published in July 2006.
The Manzini Region is the second largest of the four regions: approximately 4,068km² in size with the highest population figures. Approximately 30% of the country’s population resides in the Manzini Region. It stretches across the central parts of Swaziland and borders the Mpumalanga Province of South Africa (SA) along its western boundary.
Manzini acts as the administrative centre and commercial hub of the region. Together with Matsapha, which is the industrial hub of Swaziland, it is a prominent core of economic and institutional activity. The region is easily accessible through a well developed road network, linking directly with the Hhohho Region in the north, Lubombo Region in the east and Shiselweni Region in the south. In addition to the road network, a railway line provides the region with good access to international ports via the Lubombo and Shiselweni Regions. As a result of the railway line the only dry port in Swaziland is found at Matsapha. The only international airport presently in operation in Swaziland is also located within the region at Matsapha.
As part of the ongoing maintenance and upgrading programme of the Roads Department, the following roads within the Manzini Region are currently being upgraded, have been identified for future upgrading and maintenance and/or new roads are being investigated for implementation: • It is envisaged that the MR3 Main Road will in future be upgraded to become a dual carriageway, stretching from border to border (Ngwenya to Lomahasha); • The MR5 Main Road section within the Manzini Region is currently being upgraded and paved from Mliba northwards towards Tshaneni; • The MR19 Main Road has been identified for future upgrading and a design to that effect is currently being carried out; • The D13 District Road between the MR31 Main Road to the Matsapha Airport and the MR9 Main Road en-route to Sidvokodvo has been earmarked for upgrading, which will include paving of the road;
The Department has completed the bypass road for Manzini as contemplated in the Plan.
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Shiselweni Region Physical Development Plan The Shiselweni RPDP covers the years 2007 to2017 and was published in May 2007. The Shiselweni Region covers approximately 3,775km2 of land, making it the third largest region. It has the smallest population of the four regions, with about 22% of the country’s population. It is probably the poorest Region in Swaziland. Nhlangano acts as the administrative centre of the Region. The region is easily accessible through a well developed road network, linking directly with the Manzini Region (Manzini/Matsapha Centres) in the north via the MR9 Main Road (currently being upgraded/widened). The primary link with the Lubombo Region is the MR8 Main Road and prominent Lavumisa Border Post is linked to Nhlangano via the MR11 Main Road.
Of the total formal road network of approximately 878km in the Shiselweni Region approximately 41% (364km) are Main Roads, of which 195km are paved, 33% (286km) are gravel District Roads and 26% (228km) are Feeder Roads.
The following projects are currently being implemented in the Region: • Upgrading and resurfacing of the MR8 Main Road from Lavumisa northwards to Big Bend; • Upgrading and resurfacing of the MR9 Main Road between Nhlangano and Salem, following the upgrading of the same road between Nhlangano and Mahamamba.
The priority project for transportation in the future is upgrading the MR13 Main Road to Gege and Sicunusa: • MR13 Main Road Upgrading: In order to provide an adequate linkage between the MR4 and MR9 Main Roads. While subsequently creating a tourist corridor between the tourist attractions of both the Manzini and Shiselweni Regions, it is proposed that the MR13 Main Road be upgraded and paved. This would improve the usage of both the Mahamba and Sicunusa Border posts as key tourism access points into Swaziland from the Mpumalanga Province in South Africa, providing tourist with a larger scope of services and places of interest. The road should be upgraded to full main road status and sealed, with paved shoulders.
In addition the following projects are identified : • MR8 Main Road Upgrading: Complete the ongoing works on the upgrading and resurfacing of the MR8 Main Road; • MR9 Main Road Upgrading: Complete the ongoing works on upgrading and resurfacing of the MR9 Main Road, as this road provides the primary road access into the region from the Manzini-Matsapha commercial and industrial hub of the country; • Feeder Roads Project: Expand the Feeder Roads Project which forms part of a national strategy within the region to improve the regional road network and to alleviate poverty through skills transfer to local emerging civil contractors and communities maintaining these roads.
Lubombo Spatial Development Initiative The LSDI is part of a programme of SDI’s of Southern African region. The main aim is to promote economic growth and development through a number of activities. Notable among these activities, is the aim to crowd-in investment in the areas so identified, thus increasing the creation of job opportunities and economic empowerment for the affected
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communities. Some SDI’s are national whilst others are transnational. A General Protocol on Lubambo Spatial Development Initiative has been signed between the three Governments of Swaziland, Mozambique and South Africa. The LSDI is a transnational SDOI involving three countries – Swaziland, Mozambique and South Africa. Geographically, it is loosely defined as covering Southern Mozambique, Northern KwaZulu Natal and Eastern Swaziland. Its focal areas are Tourist and Agriculture. The SDI approach involves identifying investment projects and those activities which are either required to create an enabling environment for investment or are bottlenecks in the investment process.
As far as preparation of the investment projects is concerned, the LDSI focuses on those projects that are transnational in nature. Five of those identified so far are in the tourism sector and involve Mlawula – Mozambique node; Lavumisa – Jozini node; Ndumo – Tembe –Futhi -Usuthu corridor; Ponto d’Ouro/Kosi Bay and St. Lucia Wetlands Park (South Africa only). Following a number of preliminary studies that were conducted by technical team from the three countries, some proposals have been identified in both the Tourism and Agriculture sectors. One of the key considerations has been that these proposals be transnational in nature. It is of course clear that these will trigger developments of a number of national projects. The documents pertaining to these proposals are still in the process of being finalised by the technical teams. Some of the studies are:
Sector Projects Tourism 1) An integrated Hlane – Mlawual Wildlife/Conservation Complex with transfrontier linkages with Mozambique 2) A Tourism Node at the Jozini/Pongolapoort Dam 3) Tourism train route 4) Proposed Bovane Dam – Ndumu – Tembe – Futhi Project 5) Adventure and Special Interest Tours Infrastructure Road Transport – a commercial road to pass through Swaziland, connecting KwaZulu/Natal and Mozambique. There is likely to be a need to upgrade the existing road through Lavumisa and either Mhlumeni or Lomahasha, whereas Mhlumeni is a better option. In order to facilitate smooth operation for both commercial and tourist traffic it will be necessary to find ways of improving operations of the existing border facilities through both extended operating hours, upgraded infrastructure and the proposed single stop border facility. Border facilities directly affected are Lavumisa and Mhlumeni Swaziland Railways proposes to provide a railway ling from KaDake to Lothai as part of Mpumalanga – Maputo Development Corridor. Provision of this rail link distance between Matsapha and Groonstand will be reduced by 247 km; between Lothair and Maputo by 80 km; between Lothai and Sasolburg by 247 km; containers movement between Gauteng by 99km; and between Matsapha and Lichtenburg by 298 km. Swaziland Railways proposes a North – South link for Kruger Park – KwaZulu tourism development. Agriculture Two proposals are being considered under this sector, both dealing with expanding the area under irrigation for sugarcane growing. These are Lower Usuthu Basin Development and Ngwavuma Sugarcane Project. Another proposal involves a possible livestock cooperation project with Mozambique with Swaziland assisting the latter in rebuilding its stock.
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4 Overview of the Sugar Industry
4.1 Summary of the Operations of the Sugar Industry
The Swaziland sugar growing industry presently occupies 50,000 ha of land in the essentially frost-free Lowveld and Middleveld areas. The mix of soils is generally satisfactory to accommodate large continuous areas of sugar cane and, with careful selection, suitable sites exist for a range of other crops.
The crop is dependent on irrigation. Water is drawn from three major east-flowing rivers, which are the Usutu, the Komati and the Mbuluzi. These are international rivers shared with either South Africa or Mozambique or both. Two schemes are currently being undertaken, firstly in the North there is the Komati Downstream Development Project (KDDP) that will eventually irrigate up to 6,000 hectares and dependent upon the Maguga dam which was completed in 2002. The second is the Lower Usuthu Irrigation Project (LUSIP) which will service 11,500 hectares in the South. The LUSIP dam complex is scheduled for completion in late 2007 and the first downstream lands will be developed in 2008. These irrigation schemes have been designed in order to serve Swazi Nation Land (SNL) that currently has inadequate water supply as the run-of-river water in Swaziland’s rivers is fully allocated. These schemes are discussed in more detail in a later section.
The origins of Swaziland’s sugar industry can be traced to an irrigation project in the Lowveld area in the south of the country at Big Bend in 1956. Early production at the Big Bend mill amounted to 5,600 tons of sugar per year. This mill was subsequently upgraded, while a second mill was erected further north at Mhlume in 1960. During the 1964/65 season, Swaziland’s production was 100,000 tonnes.
There was considerable expansion of the industry after Swaziland became independent in 1968. Following the establishment of a third mill and estate at Simunye in 1980 there are now three mills which together milled 5 million tons of cane in the 2005 season and produced 650,000 tonnes of sugar.
The Royal Swazi Sugar Corporation (RSSC) owns the northern mills and miller-cum- planter estates at Mhlume and Simunye, while Ubombo Sugar’s miller-cum-planter operation at Big Bend is owned by the Illovo Sugar Company. Tibiyo Taka Ngwane (Tibiyo) has invested in all the mills. Each mill is served by a miller-cum-planter estate, commercial Out-growers and an increasing number of Smallholders and Farmers’ Associations.
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At first sight, cane production in Swaziland appears to be heavily concentrated on a few very large producers. The estates of the two milling companies and the few large growers (including Tibiyo Taka Ngwane, Tambankulu Estates, and Crookes Plantations) account for 77% of the area planted and represent 81% of all cane produced.
Nevertheless, there has been an explosion of new cane growers during the past 10 years, as the area under cane has increased from 38,000 ha in 1996 to over 50,000 ha in 2006. The Mhlume mill is supplied by the smallholders of the nearby Vuvulane Irrigated Farms, a unit with a combined area over 1,000 ha, consisting of 32 medium scale and small growers. Here, a “small” grower is often a Farmers’ Association with 50 to 200 members operating anything between 50 and 300 ha. The balance is made up of medium and small- scale individual farms, ranging from 24 to 150 ha. Simunye has fostered medium and smallholder groupings in the adjacent SNL and at Malkerns, numbering 38 in all. At Ubombo, there are 86 growers with less than 70 ha and 11 growers with between 70 and 200 ha., both in the adjacent land and Sidvokodvo and Siphofaneni areas to the west.
Thus, in the three cane supply areas, at least 150 medium and small scale growers have arisen, most of which are Farmers’ Associations. Assuming an average of 50 families per enterprise, one would arrive at a total of 4,000 families, which would imply a total of 20,000 persons or 2% of the national population involved in cane production.
The Ubombo mill has a rated daily crushing capacity of 9,000 mt, Mhlume has 7,000 mt, and Simunye has 9,000 mt. At the core of the cane supply at each factory, there is a substantial miller-cum-planter operation, flanked by one or two large independent cane growers. Cane arrives at all three sugar mills by a network of all-weather roads, a significant portion of which is tarred. Due to Swaziland’s comparatively long crushing season, which lasts from April into November, a high productivity in terms of sugar per year per installed daily crushing capacity is obtained. The indicator for Swaziland is 26 mt of sugar per installed ton cane per day (tcpd), while for South Central Brazil and Kwa- Zulu Natal it is just below 23 mt.
Production data for the RSSC mills (Mhlume and Simunye) and the Ubombo mill are given in Annexure 3.
All three factories produce raw and Very High Purity (VHP) sugar, while Ubombo and Mhlume make refined sugar as well. The latter is sold inside the Southern African Customs Union (SACU) and within some of the neighbouring countries. Large storage and packaging capacities are associated with the marketing of refined sugar. A large amount of VHP sugar is also sold in packaged form, in SACU and within neighbouring countries. Each of the three Swazi factories has the corresponding packaging installations. The sugar destined to the above markets leaves Swaziland by road. The raw and VHP sugar destined overseas leaves through the port of Maputo in neighbouring Mozambique. It is taken there either by rail or by road. None of the mills has a railroad siding, but each has access to a trans-loading station, where the sugar is loaded onto freight cars.
The operations of the Swaziland sugar industry are regulated by the Swaziland Sugar Association (SSA) which provides technical services to growers (so that they produce high-quality cane on a sustainable basis); conducts cane testing services (to determine
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sucrose content so that growers are paid accordingly); and markets all the sugar as well as molasses. During the harvesting season, April through to December, the Swaziland Sugar Association purchases raw sugar from the millers for which it makes regular payments. The miller then distributes the proceeds to growers according to a 1/3:2/3 split in favour of the latter. Growers receive payment for their crop and where loan agreements have been entered into with financiers a given proportion is withheld to cover repayments. In a harvesting season the industry makes five estimates of the total crop yield to arrive at a final price for sugar.
The sugar industry sells into four main markets namely: the EU, the US, Southern African Customs Union (SACU) and the regional/world market. Sales to the EU benefit from preferential market access of 150,000 tons per annum. Sales into the US benefit from the Tariff Rate Quota (TRQ), which allows access on preferential terms. The sales to the US amount to about 17,000 tons per annum. Sales into the SACU market include sugar destined for the local market. SACU sales are approximately one-half of the total SSA sales. Sales into the world and regional market are largely representative of residual sales, where the excess sugar is sold. This market is characterised by generally low prices.
4.2 The Impact of EU Price Reforms on a National Level
Swaziland is one of 18 countries in Africa, the Caribbean and the Pacific that have benefited from the ACP-EU Protocol on Sugar (SP), a 30-year-old agreement to supply a fixed quantity of sugar to the EU at prices which match those received by European sugar producers - up to three and a half times higher than the world price. Subsidies to EU farmers have put many sugar-producing developing countries at an unfair disadvantage, but for the 18 signatories to the preferential agreement the artificially inflated prices have subsidised ailing economies and helped lift millions out of poverty.
However, in 2005, as a result of successful petitioning by Australia, Brazil and Thailand of the World Trade Organisation, the EU instituted sugar price reforms that will see a 36 per cent reduction in EU sugar prices over a four year period. The first price reduction of 5 per cent on the EU reference price was made in July 2006. This reduction will last until September 2008, after which it will be discounted to the full 36 per cent in two equal tranches over the remaining three years. At the same time the ACP sugar producing countries will soon compete against other less developed countries that, as of 2009, will be granted access to EU markets under the Everything But Arms (EBA) agreement.
A direct impact of the reform of the EU sugar price regime will be the financial loss on each ton of exported sugar as a result of the price cuts. Swaziland currently benefits from preferential market access to the EU of about 150 000 tons per annum. 120 000 tons of this is sold under the sugar protocol. The current price received by Swaziland is €496.80 per ton and the impact of the planned price cuts is shown as follow:
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Table 4.1 Losses Due to EU Price Reform (Sugar Protocol)
Year Raw Sugar Price (€/Ton) Quantity (Tons) Losses to Swaziland (€) 2006-2007 496.8 120,000 3,228,000 2007-2008 394.9 120,000 15,456,000 2008-2009 372.9 120,000 18,096,000 2009-2010 319.5 120,000 24,504,000 2010 onwards 319.5 120,000 24,504,000 Source: SSA
In addition, Swaziland currently is exporting 30,000 tonnes under the Special Preferential Sugar (SPS) Agreement. This is the minimum tonnage that the ACP countries agreed for Swaziland to continue with because of its traditional trading relations with Europe prior to 1975. The 30,000 tonnes is part of a total of 75,000 tonnes for the so-called Group of Four (the other countries being Cote D'Ivoire, Malawi and Zimbabwe). The following table reflects the losses:
Table 4.2 Losses Due to EU Price Reform (SPS)
Year Raw Sugar Quantity (Tons) Losses to Price (€/Tonne) Swaziland (€) 2006-2007 496.8 30,000 0 2007-2008 394.9 30,000 3,057,000 2008-2009 372.9 30,000 3,717,000 2009-2010 319.5 30,000 5,319,000 2010 onwards 319.5 30,000 5,319,000 Source: SSA
Therefore, at its peak in 2009-10, the total annual revenue losses for Swaziland will reach €29.8 million. This total is almost equal to the total aid allocation to Swaziland under the 9th EDF (2002-07) of €31 million. In short, the direct revenue losses to Swaziland will be substantial.
The impact on other sectors of the Swazi economy is likely to be even greater. In addition to the direct revenue losses, there will be negative ripple effects both within and outside the sugar industry due to the multi-functionality aspect. Examples of negative effects inside the sugar industry are pressures on employment, wage incomes, ability of growers to service bank loans and the provision of social services. The sugar estates have been providing significant contributions to education, health care, housing water and sanitation to their employees, households of employees and neighbouring communities and this provision is no longer seen as sustainable. Examples of negative effects outside the sugar industry are decrease in demand for sugarcane-related inputs, foreign exchange earnings and government revenue. The latter can be divided into three components, the Sugar Levy derived from Sugar Protocol exports which generated €3.6 million in 2005, corporation tax paid by the sugar companies and personal taxation.
Little is expected to improve in terms of market access for more efficient world sugar producers in the short run, however, longer-run trends might favour such countries as
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prices continue to fall and the European markets become even more competitive, but it is anticipated that the less efficient cane producers will become unviable.
4.3 The Significance of the Smallholder Sugarcane Growers in Swaziland
Smallholder sugarcane farming is absolutely central to rural development and poverty alleviation in Swaziland. Essentially the main objective of this policy is to reduce poverty through increased household income.
The focus is clearly pronounced in the National Development Strategy and the Poverty Reduction Strategy and Action Plan. In addition, the Comprehensive Agricultural Sector Policy (June 2005) states “It is a national policy that a viable and efficient sugar industry be pursued and maintained” and “It is national policy that efficient and competitive smallholder sugarcane growing be encouraged.”
It is central for the country’s development strategy as Government recognizes that economic progress is inextricably linked to political harmony which in turn is strongly associated with those policies that promote capital accumulation for the rural population. In consequence it is supporting the drive by smallholders to participate in irrigated agriculture which it feels will catalyse and broaden development of the rural economy. Apart from promoting employment generation and income earning possibilities for targeted rural households, another key aim of is to improve food security in rural areas.
The implementation of smallholder farm schemes needs to be seen in a context where the World Bank estimates that approximately 80 per cent of the Swaziland rural population live below the core poverty line of approximately US$7 per capita per month. Symptoms of the poverty in which rural Swazis live include an infant mortality rate of 91 per 1,000 live birth (a rate significantly above the average of 79.6 per 1,000 for Africa), increasing maternal mortality, life expectancy of 39 years (down from 57 years in 1996), an HIV/AIDS infection rate exceeding 25 per cent for the total adult population, and an increase in tuberculosis infections and diarrhoea infections.
4.3.1 Komati Downstream Development Project (KDDP) and Lower Usuthu Smallholder Irrigation Project (LUSIP)
Since the early 1990s the country has used sugar revenues, and donor funds, to drive rural development and poverty alleviation policies. The greatest barrier to expansion of irrigated farming has been lack of water and Government has taken a supply-side solution to promote the involvement of smallholders in income earning opportunities. In this connection, specific plans for the expansion of irrigated smallholder farming have been under implementation since the early 1990s. The expansion of the existing smallholder sector hinges around two major irrigation schemes, the first on the Komati River in the northern lowveld is the Komati Downstream Development Project (KDDP) that will eventually irrigate up to 6,000 hectares and is dependent upon the Maguga dam which was completed in 2002; the second is the Lower Usuthu Irrigation Project (LUSIP) which will service 11,500 hectares in the southern lowveld. The LUSIP dam complex is
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scheduled for completion in late 2007 and the first downstream lands will be developed in 2008. It is envisaged that the economic multiplier impacts of this initiative will promote poverty alleviation in the most fragile social zones of the rural landscape.
KDDP is at a more advanced stage of implementation and envisages up to some 2,400 smallholdings being established. The objective of the Komati Downstream Development Project (KDDP) is to reduce poverty through increased household income of the about 25 000 people making their living in the Komati river basin from subsistence farming, on 27,000 hectares of communal land known as Swazi Nation Land (SNL). This is to be achieved by cultivating sugar cane and other crops on about 7,400 hectares of irrigated customary tenured land as well as empowering the emerging commercial farmers with business and farm management skills and creating employment in the communities. It is anticipated that the farms will run productively to generate enough surplus to repay any borrowed funds as well as pay dividends to its owners.
It is in this regard that the Government of Swaziland formed Swaziland Water & Agricultural Development Enterprise (Proprietary) Limited (SWADE) to plan and implement the LUSIP project at an estimated cost of E230 million. SWADE is a wholly owned Government of Swaziland institution established as a parastatal in 1999 and is monitored by the Public Enterprise Unit of the Ministry of Finance as well as its line ministry, the Ministry of Natural Resources and Energy. SWADE was established to plan and implement the Komati project and the Lower Usuthu Project and any other large water project that the Government of Swaziland may assign it. Its vision is “to be the leading facilitator of sustainable socio-economic development in rural communities in Swaziland, using water as a catalyst.” In this regard SWADE’s mission is “to empower rural communities in designated areas to attain an improved quality of life and be able to sustain it.”
LUSIP phase 1 envisages bringing some 6,500 hectares under irrigation, with up to some 2,600 farm-households (with 15,300 people) directly benefiting from it. LUSIP will benefit one of the poorest regions of the country, where the average per capita income is around 40% of the national average. The successful implementation of LUSIP would lead to a five-fold increase in the incomes of at least 2,000 farming households, as well as bringing access to clean water, better health care and more employment opportunities.
In the case of LUSIP, the underpinning assumption is that the additional sugar produced would be sold on the world market but in the context of continued high EU sugar prices. It was projected that with a local sucrose price of E1,500 per tonne, additional net cash incomes of E8,000 per hectare planted could be obtained. This is a significant boost to family incomes. In addition, the injection of cash into the rural economy is likely to generate considerable spin-offs in economic activity from haulage and other transport services, through repair facilities and input supplies, to associated economic activities such as meat and dairy production, as well as the provision of basic consumer services. This additional economic activity will, it is believed, generate at least as many jobs as created in the smallholder-farming sector itself. Emphasis has been placed on the role LUSIP would play in stimulating private sector development, through the creation of a multiplicity of small and medium sized enterprises.
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4.4 The Viability of Smallholder Sugarcane Farmers in Swaziland
Several investigations have recently been undertaken looking at the viability of Smallholder Sugarcane Farmers in Swaziland.
The SSA states that viability of KDDP was appraised at a time when the sucrose price was E1,500 per tonne. In the wake of the recent strengthening of the local currency against the Euro and the US dollar, the price has declined to E1,200 per tonne. This is already undermining the financial sustainability of the smallholder farmers associations. For some farmer associations, this has meant little or no revenue for distribution to members once loan-financing obligations have been met (since loan repayments are met through stop orders placed with the millers). The proposed EU price cuts will lead to a further reduction of around E200 per tonne and most of the smallholder growers would not be able to pay back their loans and would be forced out of production. This would worsen the state of poverty in the rural sector.
The National Adaptation Strategy looks at the likely effect of the EU price reforms on smallholder sugar cane farmers. It assumes that over the next four years all production costs remain at their 2005 levels, as well as the exchange rate of the Rand/Lilangeni and all prices for Swazi sugar except the one obtained in the EU, the sucrose price to the grower will have dropped from about E1,381/t in 2005 to E1,031 in 2009. For the average Medium and Small-scale Grower (given a cane yield of between 90 and 95 t/ha), such a drop will have the effect of taking the gross margin per ha from above E5,000 down to E1,189. This decline includes the negative effects already being felt by this sector due to the strengthening of the local currency, reducing the local value of export earnings. At this margin, there will be no surplus to cover internal overheads and debt servicing. As the figures in the example of Table 7 show, most smallholder cane growers will fail to service their loans and would eventually go out of business in the near future.
Table 4.3 Impact on Gross Margins per ha of Smallholder Cane (Madhudvu Farmers’ Association)
Before EU Price Drop(2005) After EU Price Drop (2009) Cane Yield, t/ha 93 93 Sucrose in Cane, % 13.89 13.89 Price of Sucrose, E/t 1,381.09 1,013.58 Revenue, E/Ha 16,807 13,326 Expenditure, E/Ha: Vehicles and Equipment 87 87 Fertilizer 1,280 1,280 Chemicals 550 550 Labour 909 909 Irrigation 1,835 1,835 Harvesting and Haulage 7,224 7,224 Other 252 252 Total Expenditure, E/Ha 12,137 12,137 Gross Margin 4,670 1,189
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Before EU Price Drop(2005) After EU Price Drop (2009) Est. Annual Debt Servicing Cost 6,551 6,551 Loss before Other Overheads E/ha -1,881 -5,362 Source: National Adaptation Strategy
Assuming the continuing strength of the Rand/Lilangeni, but assuming in addition that the world market sugar price will maintain its 2006 level (i.e. at $350/t instead of $143), the sucrose price to the grower will drop to only E1,111/t, and gross margins for growers would drop to just over E2000/ha. Even then, many growers would drop out because of their inability to fully cover overheads and debt servicing.
This situation suggests that without immediate financial restructuring of both seasonal loans and capital investment loans, a substantial proportion of recently established smallholder sugar farmers will be not financially viable. This would undermine a key component of Swazi economic empowerment pursued by the Government with the assistance of the EU and other external donors since the mid 1990s.
One of the most vulnerable groups among the small and medium-scale growers are those recently established (and those to be established) Farmers’ Associations in the KDDP and LUSIP. The capital costs related to developing land and establishing the irrigation systems are now unsustainable if they are financed on borrowed funds with existing loan structures. The large growers are likely to survive at lower EU price levels as they consistently produce yields in excess of 120 tons per ha and have long since recovered the capital expenditure applied to their initial irrigation infrastructure and establishment of cane stands.
A “Review of the Operation of the Komati Downstream Development Project Farmers’ Associations” was undertaken by Kobla Quashie and Associates in June 2007. They concluded that the KDDP is a “bold initiative” to empower Swazi citizens by transforming them from subsistence farmers to commercial sugar cane growers. However, the process requires a much longer period of mentoring than has previously been the case, in order to adequately equip the farmers to manage their small scheme farms efficiently and profitably.
It also states that the original underlying assumptions for the business case for the Farmers Associations were overly optimistic. The main factors that affect the viability of the Farmers Associations are intrinsic in the assumptions and can be summarised as follows: • Inadequate farm and business management skills; • High development costs; • High loan interest.
A review of the draft audited financial statements of four Farmers Associations (Mangweni Tingonini, Mpofu Multipurpose, Bambanani Maliba, Umftombo Wemphilo) was undertaken in order to establish their financial performance. The reviews generally revealed that the FAs are operating profitably though they are illiquid and highly dependent on the availability of working capital by way of seasonal loan.
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Although average costs for the FAs are within the preferred standard the range suggests that some of the FAs are operating above the expected norm and would need to take steps to operate efficiently. Major cost items that need to be closely monitored are the cost of haulage, electric consumption and irrigation pumping. One of several recommendations of the report is that it is necessary to “Provide funding for construction of roads and bridges to shorten distance to the mills”.
The review confirmed the FAs are near bankruptcy and experiencing severe difficulties in meeting their loan obligations as well as their operating expenses. The main objective of the KDDP project to increase household income will not be achieved by most of the FAs unless there is some intervention in the form of concessionary interest rates as well as linking loan repayment to a share of the cane sales proceeds.
In a working paper written by Dr Stephen Atkins entitled “Financial Aspects of Smallholder Sugar Cane Production in Swaziland” (July 2007), a financial analysis of two smallholder irrigation systems demonstrates that while profitability is highly likely, it is vulnerable to small decreases in sucrose revenues and small increases in production costs. Moreover, even before applying financing charges for raising development and working capital, the systems do not break-even until several years of operation. Therefore it is essential to foster improved sustained productivity by technical skills development training and improved technical extension support for irrigation and crop management is for success. In addition, appropriate financing packages should be structured to take account of the emerging nature of the farm association businesses, and the peculiar production profiles of sugar cane enterprises.
Golders Associates also undertook a study in January 2006; “Policy Initiatives to Improve the Viability of New Sugar Cane Farmers.”
Using the LUSIP Sugarcane Farmer Model that has been developed over 5 years by SWADE, they concluded that, “The overall financial analysis shows that, in general terms, the sugar industry in Swaziland is in a relatively good position. The main problem is the high financial gearing required by new farmers, negatively affecting net cash flow after finance costs. The IRRs of new farmer developments are viable and it is mainly the cost of finance that reduces net cash flow after finance costs into the negative.”
The main policy initiatives suggested therefore relate to financing but an interesting initiative relating to transport costs is put forward.
Historically, the large sugarcane growers are situated close to the mill, with an average distance of 5 km to the mill. Existing smaller growers and planned new growers will be situated far from the mill, with an average distance of 28km. Transport costs of cane to the mill are a significant cost in the production of sugarcane. As assumed in the model, the transport cost for new growers is estimated at E3 000/ha. Transport costs for the larger growers are a fraction of this.
A possible policy initiative would be to equalise transport costs between growers. In other words, the total cost of transporting the overall cane crop to the mill is pooled and
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averaged, and all growers would pay the same cost per tonne of cane regardless of their distance from the mill.
A method of implementing this policy would be for the mill to become responsible for transport costs. This could lead to a more efficient and centralised transport system for sugarcane. It is envisaged that there would be a number of separate depots to which the farmer would deliver his cane and then the mill would transport the cane from the depot to the mill. This policy initiative would require considerable consultation with the large growers as it would negatively impact on their costs. One of the arguments put forward by large growers is that, although they have reduced transport costs, they have increased social costs for the benefit of their staff.
The major disadvantage of this initiative would be that it would encourage the production of sugarcane at a distance from the mill, resulting in long-term inefficiencies in the industry. However, this could be controlled by introducing a separate levy for growers who are more than a certain distance from the mill.
In fact, the LUSIP Sugarcane Farmer Model shows that there are three “killers” adversely affecting performance: • Interest Rates; • Haulage Costs; • Electricity Costs.
Excluding interest costs, harvesting and haulage costs are estimated to compose of 47% of total costs, electricity 16% and fertilisers 12%.
A study undertaken by Technoserve, entitled “Improving Income and Opportunities for Swaziland’s Smallholder Farmers” (July 2007), showed that, given a number of assumptions, the breakeven point in terms of distance from the mill for a smallholder sugar farmer is around 35km. However, this model is highly dependent upon financing and loan costs, as well as transport costs, and also shows that if the smallholder has paid back half his/her capital loan, the break-even difference rises to almost 70km.
Clearly then, transport costs make up a significant part of smallholder farmers’ costs. As there are currently a significant number of farmers operating under conditions which could at best be described as “marginal”, any reduction in these transport costs will have a major effect on the well-being of these farmers and their families and in turn, the success of Swaziland’s rural development policy.
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5 Needs Assessment Process
The EC Multi-annual Adaptation Strategy 2006-2013 for Swaziland, elaborated in 2006, on the basis of the Swaziland NAS covers areas such as institutional support, restructuring the provision of socials services in the sugar belt, improvement of productivity and efficiency of smallholder sugarcane growers, infrastructure improvements, economic diversification, mainstreaming of cross cutting issues. The EU has engaged the consultants for identifying the various options for infrastructure improvements needed by the smallholder sugarcane growers.
5.1 Meeting with Stakeholders
In order to identify the projects that may reduce the travel time and transportation costs, the mission visited the various sugarcane production centers like Malkerns, Sidvokodvo, Simunye (Ngomane, Hlane), Mhlume, KDDP project area, St. Philips, Mndobandoba and Maphobeni, Nsoko, Big Bend and had discussion with various stakeholders. The mission met with the representatives of the Swaziland Sugar Association, Cane Growers Association, Royal Swaziland Sugar Corporation (RSSC), SWADE - KDDP, LUSIP, Swazi Railways, Big Bend Illovo Sugar Company, to identify their needs and to find out which roads or bridges need to be improved or constructed under the EU Funding. A meeting with the Smallholder farmers of KDDP area was arranged through the KDDP at Tshaneni, and a meeting with the sugarcane growers (medium and corporate growers) of Big Bend and Nsoko areas was arranged through the Illovo Sugar Company at Big Bend. Also meetings were held for data collection and better appreciation of the procedures followed by Swaziland Government, with the Ministry of Economic Planning and Development, Ministry of Public Works and Transport – Roads department, Ministry of Housing and Urban Development, Ministry of Agriculture and Cooperatives, and Surveyor General (for collection of maps).
The Roads Department was contacted during the identification process and it was found that they have identified 15 projects for investment under the Priority Investment Programme. On perusing the list it was found that most of the projects were the connecting roads to the neighbouring SADC region countries except one project which is in the Sugar Sector – the reconstruction of the Siphofaneni Bridge.
During the various meetings the various stakeholders (millers and farmers) were requested to inform about their perception about the improvements needed for the infrastructure, all of them responded by identifying the improvements to the existing roads only.
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The farmers of Malkerns are currently hauling the sugarcane to Simunye mill through Manzini and the entire route of hauling is on bituminous roads. An enquiry was made whether the distance can be reduced for these farmers, it was found that it could not be reduced. In this connection, the possibility of hauling the cane through the rail network was discussed with the Swaziland Railway officials and it was ascertained that there is no rail link to any of the sugar mills and also to the sugarcane farming areas. The Railway officials informed that as per the feasibility study undertaken by the Railways, it was found that the spur lines to the Mhlume and Big Bend mills are viable and the spur line link to Simunye mill is non-viable. It was further enquired whether it is possible to relay the old rail link to Ngwenya which connects the Malkerns, the Railways informed that this is possible but the relaying is not envisaged in the near future.
Further it was also ascertained that if the sugarcane is hauled to nearby railway stations, from where it can be hauled to the sugar mill, it was found that it will involve double loading of the sugarcane (one in the field and another at the railway yard) and currently the railways are not in a position to haul the sugarcane to the mills due to non existence of railway line. Finally it was found that really no improvements can be suggested to the Malkerns area farmers by way of reducing the travel distance, and no projects in that area has been identified.
It was suggested during discussions that if the farmers bring their produce to a mid-point and the millers haul the sugarcane to the mills from that midpoint, which can save the hauling distance to the smallholders as the smallholder farms are located far away from the mills. It was found that no such facility is available at present and negotiations are going on with the millers in this regard. The main idea of this exercise was to identify the feeder roads or access roads to such mid-point depot and improve them, but there were no such locations.
In this connection further discussions were held with the Swaziland Railway officials and the cost details for providing spur lines to the three sugar mills (Ubombo, Simunye, Mhlume) and to the Malkerns area was obtained and the same is furnished in Annexure 9.
5.2 Identification of Projects
The mission visited all the projects indicated during the discussions and meetings, made a thorough field inspection about the current status of all these roads and bridges. The road distances were measured using vehicle odometer, and all the measurements of the structures were taken. Detailed enquiries about the functioning of these bridges during flood seasons and the overtopping details were collected. Information about the farmers who use the various project roads, the size of the farms, and the number of farmers was also collected.
48 Framework Contractor: Parsons Brinckerhoff Consortium
5.3 Considerations for the Siphofaneni Bypass
During the Workshop on 6th August 2007, it was pointed out that, the possibility of a bypass for the Siphofaneni town may be considered, accordingly the possibility of providing a bypass was studied.
At present there is a weir on the upstream side of the bridge. The new bridge is proposed at a distance of 50 m from the existing bridge location on the downstream side of the bridge, but the proposed approaches will meet the MR 8 at the same location. Some of the participants expressed that this will lead to congestion on the MR 8 and requested to consider a bypass for Siphofaneni town.
Two alternatives were considered for the proposed bypass. As there are existing developments for about 300 – 400 m on either side along MR 8 near the junction, and to have a free junction on MR 8, the proposed alignment has to be shifted either on the upstream side, away from the weir or on the downstream side.
Alternative 1 Realignment from MR 14 directly to MR8 on the upstream side of the existing bridge was considered. A new link road to D 50 after the bridge crossing has also to be constructed. The river width seems to be lesser than the current width; it may lead to a reduction in the bridge cost; but the approach road length will increase and thereby the cost. There are sugarcane farms close to the river which may be expropriated by the road alignment and the terrain is undulating which may increase the cost of earthwork. Also ground investigations for testing the subsoil strength has to be undertaken.
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Alternative 2 Realignment from D 50 directly to MR8 on the downstream side of the existing bridge was considered. A new link road to MR 14 after the bridge crossing has also to be constructed. The river width seems to be wider than the current width; it may lead to an increase in the bridge cost. The approach road length will also increase and thereby the cost. There are some hot springs near the river which are cultural spots and have to be retained unaffected. The terrain is also undulating which may increase the cost of earthwork. Also ground investigations for testing the subsoil strength has to be undertaken.
During the field visits, it was noticed that bed rocks are available for about 100 m from the current bridge location on the downstream side, which will help in reducing the bridge foundation cost.
Considering the above points, the alignment proposed by the design consultants was considered as generally in order and was recommended. Further the ground investigations results are available and after a brief proof checking of the design the project can be implemented. If the ground investigations are to be done afresh and designs are to be carried out, the new design proposal will take more time than a proof checking and it will delay the project. A good traffic circulation plan has to be designed during the implementation stage (construction of the bridge and the approaches) by the implementation Consultants and with some relocation of the existing developments along the MR 8, the anticipated congestion levels near the junction on MR 8 can be mitigated.
5.4 Identified Projects
Based on the discussions and field visits, the following projects were identified and they are listed below
Table 5.1 List of Identified Projects
Sl Projects Recommended by Remarks # 1 Construction of a new bridge near MIP of EC, SSA, There is no bridge at present. Dvokolwako KDDP, RSSC 2 Construction of a two lane bridge across MIP of EC, LUSIP, Existing is a single lane bridge, the Usuthu River at Siphofaneni SSA, Illovo Sugars without any safety arrangements 3 Providing all weather road between MIP of EC, SSA, There is an existing gravel road, Ngomane and Simunye mill RSSC connecting the Simunye mill with the Ngomane village and nearby sugar fields, and Hlane area sugarcane fields. 4 Providing all weather road between LUSIP There is an existing road Sidvokodvo and Siphofaneni connecting MR 8 and MR9, through part of MR 14 and D 77. This road is currently a gravel road.
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Sl Projects Recommended by Remarks # 5 Providing all weather road between KDDP, RSSC This is a gravel road connecting Mananga bridge and Ebuhleni Royal Krall MR 5 and MR 6. 6 Construction of a two lane bridge across Illovo Sugars and The present bridge is a low level River Usuthu in the Matata loop road – the farmers of Big bridge having 5m width without Mndobandola bridge Bend area any safety measures. It cannot be used during floods in the river. 7 Mndobandoba bridge (Matata loop road) to Illovo Sugars and The road is 12.5 km and turns Big Bend Road (upgrade gravel road) the farmers of Big slippery during rainy seasons Bend area 8 All weather road to Mafucula and KDDP, Farmers of There is a low level bridge which constructing a high level bridge. Mhlume mill and cannot be used during floods. The RSSC road becomes slippery during rains, difficult to ply. 9 Poortzicht to Big Bend Road upgrade Illovo Sugars and This road serves medium Out- the farmers of Big growers of Poortzicht area and the Bend area length is 9 km 10 St Philips road via and including Illovo Sugars and The road was visited and it is Mndobandoba bridge the farmers of Big about 44.4 km. It is a part of Bend area Siphofaneni – St. Philips – Big Bend road 11 Reconstruction of the Mhlathuzane bridge Illovo Sugars and The bridge is located in the the farmers of Big Siphofaneni to St. Philips road. It Bend area is a low level bridge 12 Reconstruction of the Maphobeni bridge Illovo Sugars, The present bridge is a single lane LUSIP, bridge constructed in 1999. It caters to the farmers of Mhlathuzane and St. Philips zone.
The details of the individual projects are detailed in Annexure 1 – Project Sheets.
5.5 Risk Analysis
The identified projects will compliment the projects identified by the Roads Department and the Lubombo Spatial Development Intitiative. The Siphofaneni bridge project will attract more developments to the Siphofaneni area and it will help the sugarcane smallgrowers as well as other farmers and general public in easing the traffic problems and will reduce the overall vehicle operation cost for all users and will reduce journey time and will increase the traffic comfort levels. Similarly the Dvokolwako bridge will help the farmers of the Manzana region, Dvokolwako region and it will also act as a short link to Simunye mill from the Bhalekhane area. The improvement of the Simunye – Hlane road will help the development of Hlane region and the proposed sugarcane farming near Hlane. The proposed improvements to the Siphofaneni – St. Philips – Big Bend will help the farmers of LUSIP I and the forthcoming LUSIP II in a big way. The proposed improvements to the Mndobandoba and Maphobeni bridges will reduce the journey time to Ubombo Mill and will provide a better connectivity to the farmers and
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general public of this region. The stagnated development of the St. Philips area will also once again take place due to the proposed road improvements. This will reduce the congestion levels along the Big Bend – Nsoko – Lavumisa road which is planned under the Lubombo Spatial Development Initiative to a certain extent. This road will also provide a better connectivity with the St. Philips region with Lavumisa.
During project identification process, enquiries were made about crop diversification in certain areas as KDDP and Malkerns. It was found that the farm areas cultivating sugarcane will remain without any crop diversification as the sugarcane is the most profitable crop among the various crops that are being cultivated. Crop diversification like raising maize or horticulture is expected to take place in new areas which are being developed as farm areas and the present sugarcane farm areas are not to be decreased in size, in fact most of the stakeholders stated that the sugarcane farm areas are likely to increase, therby there is no risk is involved in developing the road in the KDDP area. Even if the farmers of Malkerns area decide to switch over to some other crop other than sugarcane it is not going to change the current scenario as no projects have been envisaged in that area. This may affect the sugar mills to a minimum extent, but the new areas which are being developed as sugarcane areas in Hlane, KDDP areas will nullify the negative effect of the closure of Malkerns sugarcane farms.
The proposed development will certainly benefit the sugar industry in general and will augment industrial and other developments related to agriculture in the identified project areas. There is no risk is involved in developing the identified projects.
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6 Costing and Prioritization of Projects
6.1 Project Costing
The details about the market rates for various road items and the running meter costs for bridges applicable to Swaziland were collected from the Roads Department and from the local Consultants. The proposed cross section and other design standards are based on the SADC Design Standards, a brief description of these standards are provided in Annexure 9. Based on these data, rough cost estimates were prepared for all the identified projects. Price escalation of 10% for the year 2008 has been added in the costs as the cost adopted is based on 2007 prices. Due to the recent building activities (in connection with the Football World Cup matches to be held in South Africa) the cost of all building materials has gone up and hence a 10% escalation has been considered instead of a normal 7.5%. The various market rates collected from MoPW&T and local consultants, detailed calculations of the costs adopted for the various improvements are furnished in Annexure 2. The total cost for all the identified projects is Emalangeni 408.905 millions or Euro $42.60 millions and the cost and the type of improvements suggested for the individual project is detailed Table 9. Cost for Design Consultancy and Construction Supervision Consultancy charges have been added to the cost of Civil Works at 5% and 8% and has been indicated in the project sheets.
6.2 Importance of various projects
The identified projects are mostly located in the Lubombo Plains.
Lot of industrial and agricultural developments is anticipated around Siphofaneni Town due to the LUSIP project which is in progress. Also the Government of Swaziland is planning to take up the MR 14 road improvement in order to cope up with the forthcoming developments associated with the Irrigation Project. Further the Siphofaneni Bridge is the main link to St. Philips, Mhlathuzane, Sidvokodvo and Madubeni zones.
The Dvokolwako Bridge will provide a short link to the farmers of Manzana and Dvokolwako region to the Simunye sugar mill. The distance reduction due to the construction of this bridge will be about 24 km, which can considerably reduce the transportation cost for the sugarcane out-growers. When both phases of the LUSIP project are completed a lot of agricultural activities are likely to take place in the Siphofaneni – Sidvokodvo region and in Siphofaneni – St. Philips region. These developments are likely to attract more traffic and will also generate new traffic.
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The Maphobeni bridge and the Mndobandoba bridge which are at present single lane bridges (Mndobandoba bridge is low level vented causeway) will shortly face traffic congestion problems. Further the safety measures along the bridge like parapets, guard walls are missing currently which will be improved once these projects are completed.
A lot of new farm lands are being developed along Mananga bridge to Ebuhleni road, and this also is likely to generate and attract additional traffic. Further this improved road will provide a short cut to the traffic up from Pigg’s Peak area to the Mananga border.
6.3 Ranking of Projects
For all the identified projects, data including the number of farmers using the road or bridge, the area of the farms, the distances to the mills from the farms were collected. The following criteria were applied to rank the various projects: • Distance reduction; • Travel time reduction; • Sugarcane farm areas; • Households benefited; • Public benefit like to access to social services; and • Impact on Government maintenance.
The following marks were given for ranking of the benefits, High 3; Medium 2; and Low 1. Based on the benefits for distance reduction, travel time reduction, area of sugarcane farms, households benefited, public benefit like access to social services then the ranking was awarded as 3 if it is high; 2 if it is medium or average; and 1 if it is low. Based on the cost reduction aspects for the impact on government maintenance expenses, the ranking was awarded as 3 if the maintenance cost reduction is high, 2 if it is medium or average; and 3 if there is no substantial reduction in maintenance cost.
The ranking was finalised based on the points gained by each project. During this process some projects got the same points and when there was a tie, they were given joint ranks and the prioritization ranking was re-done based on the immediate necessity of such projects. The final ranking of all the projects is indicated in Table 10.
As the total cost of civil works exceeds the anticipated budget of EU, some projects have been earmarked for Phase II. The reconstruction of the narrow bridges in the Siphofaneni – Sidvokodvo road are the most essential improvements, hence it has been included in the action plan of 2008 – 2010. The improvement of the entire road is proposed for funding in Phase II. Even if this improvement proposed for Phase II is not taken up by EC, it is not going to have a major impact on the traffic flow. The present road is also a gravel road and the proposal for improvements under Phase II also will be gravel road. If the Department of Roads undertakes proper maintenance with minor road rehabilitation, the proposed improvements can be delayed. Similarly the reconstruction of the 4 ground level causeways as high level bridges in the Siphofaneni – St. Philips – Big Bend road has been proposed for funding in 2008 – 2010 and the improvements of the balance road is proposed in Phase II. The proposed developments and additional farm areas are likely to take place only when the LUSIP II project is completed. Hence the improvements of this
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road other than the reconstruction of the 4 ground level causeways can be deferred till the LUSIP II project is completed. Similarly the provision of additional single lane bridge at the Maphobeni bridge location and the reconstruction of the Mhlathuzane bridge is linked with LUSIP II, it can be deferred by another 10 years. As the Maphobeni bridge was completed in 2000 only, with proper traffic management measures on either side of the bridge (to be taken by the MoPW&T) the provision of additional single lane bridge can be deferred.
Table 6.1 Total cost of identified projects
S. Name of Project Cost Remarks No. in Emalangeni 1 Construction of Dvokolwako bridge Construction of a new bridge and forming road for 6 km and 26,680,000 rehabilitating the balance road into bituminous road 2 Construction of Siphofaneni bridge and Reconstruction of the existing immediate approaches 49,000,000 single lane bridge as a high level two lane bridge 3 Rehabilitation of Siphofaneni – Sidvokodvo Constructing 5 bridges and 102,280,000 road providing bituminous road 4 All weather road between Ngomane and Rehabilitating the gravel road as 70,600,000 Simunye Mill two lane bituminous road 5 All weather road from Mananga bridge to Providing bituminous road and no 64,000,000 Ebuhleni Royal Kraal structure reconstruction 6 Construction of a two lane bridge Reconstruction of the existing low (Mndobandoba bridge) across River Usuthu level bridge as a high level two 14,400,000 in the lane bridge Matata loop road 7 Conversion of Matata loop road as all Rehabilitation of the existing 27,500,000 weather road to connect Big Bend gravel road as bituminous road; 8 Improvements to Mafucula Farm area road Reconstruction of the existing low 4,700,000 level bridge as a high level bridge and regravelling the road 9 Poortzicht to Big Bend Road upgrade 2,700,000 Gravel road is proposed 10 St. Philips road via and including Regravelling the road and Mndobandoba bridge 23,010,000 reconstruction of 4 low level causeways as high level bridges 11 Reconstruction of Mhlathuzana Bridge Reconstruction of the low level 7,150,000 bridge as a two lane high level bridge 12 Reconstruction of the Maphobeni Bridge Providing another single lane 16,885,000 bridge adjacent to the existing single lane bridge Total cost in Emalangeni 408,905,000 Total cost in Euro 42.6 millions
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Table 6.2 Project Ranking for Prioritization
Name of Project Distance Reduction Travel Time reduction Sugarcane Farm areas Households benefited Public Benefit like access Impact on Govt. maintenance Total Points Rank Construction of Dvokolwako 3 3 2 2 3 1 14 2/2 Bridge Construction of Siphofaneni 1 3 3 3 2 3 15 1/1 Bridge and immediate approaches Rehabilitation of Siphofaneni – 1 3 2 3 3 2 14 2/3 Sidvokodvo road All weather road between 1 3 3 3 2 1 13 3/5 Ngomane and Simunye Mill All weather road from Mananga 1 2 3 3 3 2 14 2/4 bridge to Ebuhleni Royal Kraal Construction of a two lane bridge (Mndobandoba bridge) across 1 2 1 2 2 3 11 5/9 River Usuthu in the Matata loop road Conversion of Matata loop road as all weather road to connect Big 1 3 1 2 2 2 11 5/10 Bend Improvements to Mafucula Farm 1 2 3 3 2 1 12 4/7 area road Poortzicht to Big Bend Road 1 2 2 2 2 1 10 6/11 upgrade St. Philips road via and including 1 2 3 3 3 1 13 3/6 Mndobandoba bridge Reconstruction of Mhlathuzana 1 1 2 2 1 3 10 6/12 Bridge Reconstruction of the Maphobeni 1 2 3 3 1 2 12 4/8 Bridge
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7 Preliminary Economic Analysis
7.1 Introduction
An approximate initial economic analysis has been undertaken. It is unusual for anything but a cursory economic analysis of projects be undertaken at the project identification stage of the project cycle, as the scope of the projects themselves are yet to be fully defined nor their exact benefits quantified, rather a full economic analysis will be undertaken at the feasibility or detailed project design stage. However, it is hoped that the preliminary work done at this stage will prove useful to subsequent consultants who may build upon and refine the model developed here.
7.2 Methodology
7.2.1 Estimation of Tonnage of Cane Transported
Discussions were held with the crop production managers at each of the mills to ascertain which farms would benefit from each of the proposed projects.
Data was then obtained relating to the number of farms which would benefit, the total hectares of cane for each farm, the distance from the mill to the farm, and, where necessary, the numbers of farmers per farm or Farmers Association.
Yields of cane per hectare were assumed as follows:
Table 7.1 Cane Yield, Tons per Hectare
Simunye Mhlume Ubombo 94 92 90 Source: National Adaptation Strategy based on Industry records for Cane Production 2005/2006
Alternatively, the assumed yields could be derived from the following data: • Small Grower Area (<50 ha) yields for RSSC for 2002-2006 are 118.4, 96.2, 98.7, 98.6, 115.1, giving a weighted average of 105.4; • Ubombo: Small Scale Growers (Non Title Deed land), LUSIP yields for 2003-2004 to 2007-2008(est) are 91.2, 91.1, 90.1, 92.0, 90.9, giving a weighted average of 90.94; • Ubombo: Poortzicht Farmers yields for 2003-2004 to 2007-2008(est) are 100.3, 96.1, 90.5, 97.0, 91.7, giving a weighted average of 95.12.
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Multiplying the yields by estimated total number of hectares benefiting will give the total number of tons of cane that are to be transported from the farms to the mills.
An analysis was then undertaken on a project by project basis in order to determine how much of each project road be would be utilised by the farmers. On some occasions it was clear that the whole of the road would be used by all farmers, on other occasions standard road engineering practise was applied and it was assume that the road would be joined at its mid-point. Rather subjective judgements had to be made in some cases, and more accurate assumptions can be made at a later stage.
Where refurbishments of bridges projects were to be undertaken, no attempt was made to undertake such quantify such benefits, as the bridges are already being used. Instead, the benefits can merely be noted as follows: • Accident Reduction/Safety; • Driving Smoothness; • Waiting Time Reduced (passing enabled); • Vehicle Operating and maintenance reduced; • Congestion reduced.
The exception is the Dvokolwako Bridge which is a new bridge resulting in a distance saving to farmers of 24kms (all of the other road projects merely improve the surface of the roads, or the riding quality), and hence a saving in transport costs relating to this distance can be derived.
Multiplying the total tonnage by the length of road travelled relating to the project gives us a figure equal to the tonnage of cane that will benefit from the project. We must then multiply this by savings in transport costs to arrive at the total benefit.
7.2.2 Savings in Transport Costs
Following discussions with haulers, farmers, millers and the SSA, it was assumed that the current rate of 1.00 E/ton/km is charged to farmers for transporting their cane. This is an average figure, with farmers throughout the sector paying varying rates, depending distance and tonnage transported and relative negotiating skills. However, it is line with the figure used in various industry models. It is significant to note that in 2001/2002 this figure was around 0.45 E/ton/km.1
Detailed costings have been obtained from haulers. Most of the large transport companies use a costing model for all transport rates offered to farmers, and the numbers applied come from the experience gained in the industry. There are two primary elements of costs; fixed and variable costs.
The fixed cost portion is made up of capital invested for vehicles & trailers, interest, management and depot costs (facilities, such as office and workshops, water and electricity, LDV licences, etc.) This portion of the cost is determined primarily by the
1 Even if the unit cost is changed for all roads and haulers, the relative ranking would remain the same.
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initially capital investment and the interest rates that can be obtained in the market. This means that in most circumstances this portion of the rate would be unaffected by any outside factors, including road infrastructure or bridges. An important exception is insurance costs. Haulers have informed us that such costs are significant and increasing and an improvement in the quality of road surfaces and bridge safety that will result in a decrease in the number of accidents and lead to considerable savings in this area.
The choice of equipment and therefore its cost would be determined by things like the road conditions and access to farms. In the event that most of the transport operations are carried out on gravel roads the haulier would select units which would be more suitable and durable for these harsh conditions. In most of these cases they would opt for older type units without sophisticated electronics, etc. In order to ensure optimum capital investment, and dependant on the location of the farms, the number of units needs to be optimised with the tonnages that are available to be transported. Therefore it would not be economical to buy an entire truck & trailer combination with a capital cost of approx E 1.6 million to transport 10,000 tons per annum for a haulage distance of 30 kms. Based on current costs, it is estimated that fixed costs comprise of around 41% of the total transport rate applied.
The variable potion of the rate is made up of the following elements: fuel, lubricants, tyres, maintenance and repairs, operational wages & overtime. As this element makes up 59% of the rate, based on a haulage distance of 60 kms (one way) or 120 kms round trip, it is in this area where significant reductions can be made by improvements in road infrastructure.
The breakdown of variable costs is as follows: • Fuel 43.9% • Lubricants 1.3% • Tyres 10.1% • Maintenance & Repairs 29% • Drivers Wages & Overtime 15.7%
Therefore one could argue that all but Lubricants and Drivers Fuel and Wages, or 83% of the variable costs can be affected by the road infrastructure.
The fuel portion in most of these operations would have been costed at around a usage of 60 litres per 100 kms travelled. If bitumen roads were introduced this number would see significant improvement, and a smaller, but still significant benefit would be obtained from regravelling roads. On the elements of tyre costs where current parameters are at the 90 cents per km travelled, an improvement of some 20% would be the target, in line with other bitumen road operations. The other most significant savings could come from maintenance costs where engine life and repair costs could be greatly improved.
Taking all this into account, the following cost savings have been assumed:
Upgrading from gravel to bitumen road 25% Regravelling road 15%
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It is important to note that these are the savings assumed to be passed onto the farmers by the haulers in terms of reducing their charges. This is, of course, subject to negotiation, and a point that has been made is that many small farmers are currently particularly weak in this regard, and efforts should be made to improve their bargaining position.
To complete the analysis we apply these cost savings to the amount of tonnage of cane utilising the project roads.
7.3 Results
A summary of the findings of the preliminary economic analysis, together with the detailed calculations for each project, is given in Annex 4. A summary of the haulage cost savings is furnished in Table 12.
Table 7.2 Farmers, Hectares, and Haulage Cost Savings per Project
Haulage Cost Number of Total savings due Project Mill Farmers Hectares to project Benefiting (E/year)
1 Construction of Dvokolwako Bridge RSS Simunye 216 654 1,482,192 2 Construction of Siphofenania Bridge Ubombo 216 1397 N/A Rehabilitation of Siphofenania - 90 1093 747,306 3 Sidvokodvo Road Ubombo All weather road between Ngomane and 642 888 192,183 4 Simunye Mill RSS Simunye All weather road from Mananga Bridge 943 1461 470,281 5 to Ebuhleni Royal kraal RSS Mhlume 6 Construction of Mndobandoba Bridge Ubombo 79 286 N/A 7 Conversion of Matata Loop Road Ubombo 79 286 80,404 8 All weather road to Mafucula Farm Area RSS Mhlume 606 2198 657,292 9 Poortzicht to Big Bend Road Upgrade Ubombo 15 669 40,642 St Philips road via and including 467 1712 575,217 10 Mndobandoba Bridge Ubombo 11 Reconstruction of Mhlathuzana Bridge Ubombo 129 461 N/A 12 Reconstruction of the Maphobeni Bridge Ubombo 247 1094 N/A
The total quantifiable transport costs savings from the eight roads projects are therefore 4,245,516 E/year and the total number of hectares of sugar cane that will benefit from these roads will be 8,964 ha. This gives an average figure for transport cost savings per hectare of 474 Emalanegeni.
It is important to note that these benefits are simply the savings in transport costs accruing to the smallholder farmers and there will be many other broader economic benefits that have been taken into account, although not necessary quantified, in the ranking of the
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projects, which have been outlined in an earlier chapter. More work will be done at the Feasibility Stage in the identification and quantification of other financial, economic and social benefits that will accrue to all users of these roads, not just sugar cane farmers.
In addition, sensitivity analysis should be undertaken on the key variables of the model, such as yields, the transport charge made to farmers, and rates of cost reductions applied on changes to road surfaces. For instance, using the alternative yield assumptions outlined previously, the benefits for Dvokolwako Bridge and the all weather road between Ngomane and Simunye Mill would increase by 10.8%, the Siphofenania - Sidvokodvo Road, the Matata Loop Road and the Maphobeni Bridge benefits by 1%, the Poortzicht to Big Bend Road benefits by 5.4% and Mananga Bridge to Ebuhleni Royal kraal and Mafucula Road benefits would increase by 12.7%
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Framework Contractor: Parsons Brinckerhoff Consortium 8 Implementation Sequence and Project Budgeting
8.1 Sequence of Project Implementation
In order to finalise the project budgeting the sequence of implementation was first finalised. The following projects are included for funding during 2008 – 2010 and the period of construction for each project and the cost of civil works are indicated in Table 13.
Table 8.1 Cost of Civil Works and Construction Period
No. Name of the Project Estimated Estimated cost in Estimated cost period of Million in Million Euro construction Emalangeni 1 Construction of the high level Siphofaneni 24 months 49.000 5.10 bridge, railway over pass and approaches 2 Construction of the Dvokolwako bridge, 18 months 26.680 2.78 and the approach road for 24 km 3 Siphofenani – Sidvokodvo road – 18 months 12.160 1.27 reconstruction of 2 low lying bridges and approaches 4 Mananga bridge to Ebuhleni road 12 months 64.000 6.67 5 Simunye -Ngomane and Simunye – Hlane 12 months 70.600 7.35 roads 6 Siphofaneni – St. Philips – Mndobandoba 24 months 5.760 0.60 bridge – Big Bend road – reconstruction of 4 bed level causeways as bridges 7 Mafucula farm road 12 months 4.700 0.49 8 Matata Loop road 12 months 27.500 2.87 9 Poort zeicht road 12 months 2.700 0.28 Total 263.1 27.41
Note: The costs indicated are for construction only and do not include the cost for consultancy charges for design and project preparation, and the cost for construction supervision charges and the cost for monitoring the implementation by EU.
The Design Consultancy (DC) charges and the Construction Supervision Consultancy (CSC) charges has been assumed as 5% and 8% of the cost of Civil Works. The details are given in Table 14.
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Table 8.2 Cost of Civil Works, Design and Construction Supervision Consultancy Charges
No. Name of the Project Estimated cost in Million Emalangeni Estimated cost in Million Euro Cost of DC Charges CSC Charges Cost of DC Charges CSC Charges Total Total Civil Works 5% 8% Civil Works 5% 8% 1 Construction of the high level 49.000 2.45 3.92 55.37 5.10 0.26 0.41 5.77 Siphofaneni bridge, railway over pass and approaches 2 Construction of the Dvokolwako 26.680 1.33 2.13 30.14 2.78 0.14 0.22 3.14 bridge, and the approach road for 24 km 3 Siphofaneni – Sidvokodvo road – 12.160 0.61 0.97 13.74 1.27 0.06 0.10 1.43 reconstruction of 2 low lying bridges and approaches 4 Mananga bridge to Ebuhleni road 64.000 3.2 5.12 72.32 6.67 0.33 0.53 7.53 5 Simunye -Ngomane and Simunye 70.600 3.53 5.65 79.78 7.35 0.37 0.59 8.31 – Hlane roads 6 Siphofaneni – St. Philips – 5.760 0.29 0.46 6.51 0.60 0.03 0.05 0.68 Mndobandoba bridge – Big Bend road – reconstruction of 4 bed level causeways as bridges 7 Mafucula farm road 4.700 0.24 0.38 5.32 0.49 0.02 0.04 0.55 8 Matata Loop road 27.500 1.38 2.20 31.08 2.87 0.14 0.23 3.24 9 Poort zeicht road 2.700 0.14 0.22 3.06 0.28 0.01 0.02 0.31 Total 263.10 13.17 21.05 297.32 27.41 1.36 2.19 30.96 Note: The costs indicated above do not include the cost for monitoring the implementation by EU through RDMU. The costs indicated are for the projects included in the budget for the years 2008, 2010 only
Framework Contractor: Parsons Brinckerhoff Consortium
64
The projects identified for implementation in 2008 – 2010, are further sub divided into two lots, for easy monitoring during implementation, based on their geographical locations.
Lot No. 1 Lot No. Works included 1 Siphofenani bridge (period of construction 24 months); Siphofaneni – Sidvokodvo road bridges (period of construction 24 months; Siphofaneni – St. Philips – Mndobandoba Bridge – Big Bend road causeways (period of construction 24 months); Matata Loop road (period of construction 12 months); and Poort zeicht road (period of construction 12 months).
The total cost for the Lot 1 will be E 97.12 millions or Euro 10.12 millions. The cost for the design and project preparation will be approx 5% of the project cost and the construction supervision cost will be 8%. The overall cost for Lot 1 including design and project preparation and construction supervision will be Euro 11.44 millions.
The sequences of operations for implementation of individual projects have been indicated in the project sheets in Annexure 1. However if the projects are taken up in lots as indicated earlier, the sequence of operation during implementation of Lot 1 will be:
Activity 2008 2009 2010 Jan - April – Aug – Nov - Jan - Jan – Nov - Mar July Oct Dec Dec Oct Dec Tendering for Consultancy services Design consultancy services Prequalification of Construction contractors Tender process for Construction Construction Period Handing over and other formalities Note: The Matata loop road and Poort zeicht road implementation can be suitably adjusted within the 24 months period contemplated for the Siphofaneni bridge construction. The above periods for various activities are assumed that the EC will adopt normal tender procedures for a quicker implementation.
Framework Contractor: Parsons Brinckerhoff Consortium 65
Lot No. 2 Lot No. Works included 2 Construction of Dvokolwako bridge and the road (period of construction 18 months); Mananga bridge – Ebuhleni road (period of construction 18 months); Simunye – Ngomane and Simunye – Hlane roads (period of construction 12 months); and Mafucula farm road (period of construction 12 months)
The total cost for Lot 2 will be E 165.98 millions or Euro 17.29 millions. The cost for the design and project preparation will be approx 5% of the project cost and the construction supervision cost will be 8%. The overall cost for Lot 2 including design and project preparation and construction supervision will be Euro 19.54 millions.
The sequences of operations for implementation of individual projects have been indicated in the project sheets in Annexure 1. However if the projects are taken up in lots as
Activity 2008 2009 2010 Jan – Apr - Sep Oct - Jan - Dec Jan - July - Mar Dec June Aug Tendering for Consultancy services Design consultancy services Prequalification of Construction contractors Tender process for Construction Construction Period Handing over and other formalities Note: The Simunye – Ngomane and Simunye – Hlane roads and Mafucula farm road implementation can be suitably adjusted within the 18 months period contemplated for the Dvokolwako bridge construction. The above periods for various activities are assumed that the EC will adopt normal tender procedures for a quicker implementation.
8.2 Budgeting
Based on the project cost estimates and the ranking of projects and prioritization made, budgeting allocation for Phase I (2008 and 2010) and Phase II has been prepared and presented in the Table 14.
The project cost worked out does not include the design and project preparation cost and the construction supervision cost. It has been assumed that the design and project preparation cost will be around 5% of the project cost and the construction supervision cost will be around 8%. The current practice followed by MoPW&T for these costs is around 10%. A higher percentage – 13% was assumed because of the stringent quality
66 Framework Contractor: Parsons Brinckerhoff Consortium
control measures anticipated with the execution of projects under direct supervision of EC Delegation (DEC).
Further the cost does not include institution of a monitoring unit directly under the DEC, Mbabane. It is recommended that a separate monitoring unit or an independent monitoring unit along with the RDMU may be established to monitor the progress of projects identified through this study. The proposed Road Construction Monitoring Unit (RCMU) may be headed by a Resident Engineer with 20 – 25 years of experience in execution of highway projects and bridge projects; a Bridge Engineer (with experience of 15 -20 years in modern bridge construction) with staggered input like monthly visits every quarter; a Quantity Surveyor (with 15 years experience) to check the contractors bills and for recommending the payments; and an Accountant with 10 – 15 year experience in project accounting for making payments on behalf of DEC.
Two options were considered for budgeting and the details are furnished in Table 8.3. As the funding scenario under 2008 – 2010 is exceeding very much from the allocated budgetary provisions of DEC, it is recommended to adopt Option I for consideration.
Table 8.3 Budgeting for 2008, 2010 and Phase II
Option I S. Name of Project Phase I Phase II Remarks No. 2008 2010 1 Siphofaneni bridge 49,000,000 0 0 2 Dvokolwako bridge 20,560,000 6,120,000 0 3 Siphofaneni – Sidvokodvo 12,160,000 0 90,120,000 road 4 Mananga – Ebuhleni road 64,000,000 0 0 5 Ngomane – Simunye and 15,443,750 55,156,250 0 Ngomane – Hlane roads 6 Siphofaneni – St. Philips – 5,760,000 0 17,250,000 Mndobandoba bridge – Big Bend road 7 Mafucula farm road 4,700,000 0 0 8 Maphobeni bridge 0 0 16,885,000 9 Mndobandoba bridge 0 0 14,400,000 10 Matata Loop road 0 27,500,000 0 11 Poortzeicht road 0 2,700,000 0 12 Mhlathuzane bridge 0 0 7,150,000 Total Cost in Emalangeni 171,623,750 91,476,250 145,805,000 408,905,000 Total cost in Euro 17.88 9.53 15.19 42.6 Option II S.No. Name of Project Phase I Phase II Remarks 2008 2010 1 Siphofaneni Bridge 39,000,000 10,000,000 0 2 Dvokolwako Bridge 20,560,000 6,120,000 0 3 Siphofaneni – Sidvokodvo 12,160,000 0 90,120,000 road
Framework Contractor: Parsons Brinckerhoff Consortium 67
4 Mananga – Ebuhleni road 42,000,000 22,000,000 0 5 Ngomane – Simunye and 55,156,250 15,443,750 0 Ngomane – Hlane roads 6 Siphofaneni – St. Philips – 5,760,000 17,250,000 0 Mndobandoba bridge – Big Bend road 7 Mafucula farm road 4,700,000 0 0 8 Maphobeni bridge 0 0 16,885,000 9 Mndobandoba bridge 0 0 14,400,000 10 Matata Loop road 20,000,000 7,500,000 0 11 Poort zeicht road 0 0 2,700,000 12 Mhlathuzane bridge 0 0 7,150,000 Total Cost in Emalangeni 199,336,250 78,313,750 131,255,000 408,905,000 Total cost in million Euro 20.76 8.16 13.67 42.59
8.3 Budgeting for the projects included in Phase I – 2008 - 2010
The various identified works based on the geographical location has been subdivided into two lots for easy supervision and monitoring as detailed in the previous pages. The budgeting for the different lots may be as follows:
Details of Lots Total cost in Budget provisions in million Euro million Euro 2008 2009 2010 2011
Lot 1 Construction Cost 10.12 0.99 5.09 3.70 Design Charges 0.51 0.51 0.41 0.30 Supervision Charges 0.81 Sub Total Cost 11.44 1.50 5.50 4.00 0.44 Lot 2 Construction Cost 17.29 0.64 10.65 5.56 Design Charges 0.86 0.86 0.85 0.44 Supervision Charges 1.38 Sub Total Cost 19.53 1.50 11.50 6.00 0.53 Total 30.97 3.00 17.00 10.00 0.97 Note: The above figures include the design and project preparation cost of 5% and the construction supervision cost of 8%. It does not include any cost for the monitoring unit if any EC likes to have for monitoring the progress and disbursal of funds.
The budgetary provisions have been worked out that the works will be taken up as planned. The provisions for 2008 cover the design and project preparation costs. The construction cost is divided on monthly basis based on the period of construction and the cost for supervision is added to it. The budget for 2009 and 2010 is worked out based on the monthly requirements for construction. A token provision is made for 2011 in case there is any spill over of work beyond 2010.
68 Framework Contractor: Parsons Brinckerhoff Consortium
9 Conclusions and Recommendations
1. The current system followed by the Roads Department of MoPW&T – computerized Road Management System (RMS) is the most relevant programme for implementing the maintenance needs of the road network. The RMS shall be updated on a regular basis say once in three to five years based on the experience gained in implementing the programme and to include rehabilitated or upgraded new roads. Further the traffic census data shall be obtained every six months – one in the lean season and one in the peak season. The road condition data shall be updated every three years by following the current method so that RMS can be updated on a regular basis. It is noted that the Roads Department is following HDM III model for the RMS, and the relevant inputs for the model shall be updated on regular basis. Roads Department may try to use the HDM IV model for future maintenance program which is an updated and improved version of the HDM III which is being currently followed. 2. Some of the identified road projects are private roads, which after improvement shall be handed over to the Roads Department for inclusion in the Proclaimed Road network, and the maintenance will be looked after by the Roads Department. On completion of the proposed improvement under this programme, the Roads Department shall conduct a condition survey of the road and include it in the Road Management System, 3. The current practice of spraying stillage over the road surface shall be discontinued, as the sprayed stillage mixes with the earth or gravel surface and turns into mud and makes the road slippery and not roadworthy to travel. Instead of stillage the agencies can try spraying bitumen emulsion with 55% bitumen content which will not only provide a smooth and dust free surface, it will prolong the wearing layer’s life. The cost of spraying bitumen emulsion (about 0.25 lr/sqm) will cost E 7,000/Km for a two lane road. 4. It was verified from the MoPW&T that in 2002 a detailed estimate with designs have been prepared by them for reconstructing the Siphofaneni Bridge, which is included in the Ministry’s programme. The design was broadly verified by the Consultants and found to be generally acceptable. It is recommended to engage a Proof Consultant to check the designs and the estimate prepared by the design consultant to update the estimate for 2008 prices and call for tenders. This will save time to prepare a new estimate for that project and the implementation can be started in early 2008 itself. 5. For all the other projects to be implemented in 2008 and 2010, detailed estimate preparation has to be done. Necessary follow up action may be taken to engage Design Consultants to undertake field surveys and detailed design for these projects and implementation can be taken up in mid 2008. 6. Draft Terms of Reference (TOR) has been included in the Annexure 10. Two draft TORs for design consultancy have been provided, one for Lot 1 and another for Lot 2. The TOR for Lot 1 includes the terms of reference for the proof checking of the readily available
Framework Contractor: Parsons Brinckerhoff Consortium 69
design (with MoPW&T) for implementation. Even if the projects included in this scheme can be implemented as individual projects, the designs may be got ready in lots and execution of the project can be taken up individually. This could save time and cost of preparation of estimates. The draft TOR for the construction supervision consultancy has been prepared keeping in mind that the projects will be divided into lots during implementation stage. If the projects for some reason are taken up individually, the draft TOR can be modified as per those particular project requirements. The annexed TORs can be utilized for calling for consultancy contracts with suitable modifications as per EU norms. No separate documentation is required. 7. The cost estimate has been prepared with the impression that the overall monitoring of the works will be done through the RDMU and hence, no provision for the overall monitoring has been included in the estimates.
70 Framework Contractor: Parsons Brinckerhoff Consortium Identification Mission for an Infrastructure Improvement Programme in Sugar Sector in Swaziland Final Report – September 2007
Table of contents
Annexure 1 Project detail sheets 2 Project Sheets 2 Project Sheet No. 1 2 Project Sheet No. 2 6 Construction of Dvokolwako Bridge 6 Project Sheet No. 3 9 Rehabilitation of Siphofaneni to Sidvokodvo Road 9 Project Sheet No. 4 12 All weather road from Mananga Bridge to Ebuhleni Royal Kraal 12 Project Sheet No. 5 15 All weather road between Ngomane and Simunye Mill 15 Project Sheet No. 6 18 St. Philips road via and including Mndobandoba Bridge 18 Project Sheet No. 7 23 Improvements to Mafucula Farm area road 23 Project Sheet No. 8 26 Reconstruction of the Maphobeni Bridge 26 Project Sheet No. 9 28 Construction of a two lane bridge (Mndobandoba Bridge) across River Usuthu in the Matata loop road 28 Project Sheet No. 10 31 Conversion of Matata loop road as all weather road to connect Big Bend 31 Project Sheet No. 11 33 Poortzicht to Big Bend Road upgrade 33 Project Sheet No. 12 36 Reconstruction of Mhlathuzane Bridge 36 Annexure 1 Project detail sheets
Project Sheets
Project Sheet No. 1
Construction of a two lane bridge across River Usuthu at Siphofaneni The present bridge across the River Usuthu on MR 14 Siphofaneni – Sithobeleni, is a single lane bridge with 3.20 m carriageway and with 1.50 m footpath on the downstream side only. There are no safety arrangements, the guardrails were distroyed during the last flood. The bridge has 42 spans of 6.80m between the joints and clear span is 6.20 m for each vent. The bridge piers are approximately 3m high. There is a weir on the upstream side of the bridge at about 10 m from the bridge. During the heavy floods the bridge gets submerged and affects traffic movement. It is understood that the bridge was overtopped approximately 1.0 m above the present bridge top, in the last year floods. This bridge provides the link to the farmers of Sidvokodvo region to Ubombo mill and also to the farmers of St. Phillips region partly.
An estimate for the reconstruction of the bridge was proposed by the MoPW&T in 2002 and a detailed estimate has been prepared, and for want of funds this project has not been implemented. The detailed project prepared by the Consultant – Amandla Burrow Pty Ltd has been studied thoroughly. The proposal, as per this report, envisages a two lane bridge with footpath on either side, an overpass over the railway line, which crosses the MR 14 on the Siphofaneni side. The estimate also covers the provision of approaches to the new bridge connecting with the existing MR 14 road on either side.
As per the project report prepared in 2002 by the Consultant engaged by MoPW&T, the proposed bridge will have 300 m span and 11 m wide deck slab with voided slab. The bridge will have 10 spans of 30 m (center to center). The bridge will have 7.40 m wide carriageway and 1.80 m foot path on either side. The railway overpass will have the following span arrangements – one central span of 20 m and two end spans of 7 m. The railway deck slab width will be 4.80 m. The road approach on the Siphofaneni side will be 600 m and on the Sidvokodvo side along the MR 14 will be 520 m.
The existing bridge can be used during the construction of the bridge for traffic movements, and after the new bridge is constructed, it can be retained for pedestrian movements. The risk of collapse of the existing bridge till a new bridge is constructed, is very minimal.
Even though the flood waters of the River Usuthu is going to be diverted through Bulungapoort weir for LUSIP project, it has been ascertained that only a part of flood Identification Mission for an Infrastructure Improvement Programme in Sugar Sector in Swaziland Final Report – September 2007
waters (about 10%) is diverted and the balance will be let into the river. The flood situation will remain same as in present but the magnitude of the floods may be slightly reduced.
Table Cost of the bridge as per Amandla Burrow Consultants
Component Rate Length Cost in or unit Emalangeni New two lane bridge As per estimate of 300 m 19,815,230 Amandla Burrow 10 x 30 m each Railway over pass As per estimate of 34 m 2,989,800 Amandla Burrow 1 x 7 + 1 x 20 + 1 x 7 Construction of approaches to the As per estimate of 1.42 km 9,473,325 bridge including culverts Amandla Burrow Add 20% for preliminary and general 6,455,671 items Sub Total 38,734,026 Add 15% for contingencies 5,810,103 Total 44,544,129 Add 10% for escalation for the year 4,454,413 2008 Total cost 48,998,543 Total cost will be E 49 millions or Euro 5.10 millions
Table Cost as per local enquiries. As per the local enquiries made about the costing of bridges, the cost will be
Component Rate Length Cost in or unit Emalangeni New two lane bridge E 80,000/m 300 m - 10 x 30 m 24,000,000 each Railway over pass E 80,000 34 m - 1 x 7 + 1 x 20 2,720,000 + 1 x 7 Construction of approaches to the E 4.6 millions/ km 1.42 km 6,532,000 bridge including culverts Sub Total 33,252,000 Add 15% for contingencies 4,987,800 Total 38,239,800 Add 10% for escalation for the year 3,823,980 2008 Total cost 42,063,780 The total cost will be E 42.1 millions or Euro 4.39 millions
The cost estimate prepared by Amandla Burrow Consultants which is based on detailed investigations has been adopted. The cost for the works included in the Phase I including the design and construction supervision charges will be:
Cost Description In Million Emalangeni In Million Euro Civil Works 49.00 5.10 Design Consultancy charges 5% 2.45 0.26 Supervision Consultancy Charges 8% 3.92 0.41 Total 55.37 5.77
It is proposed to take up this bridge construction in 2008 – 2010. The period of construction will be 24 months. The proposed sequence of activities for implementing this project is furnished below:
Table Proposed sequence of activities for implementing the project
Activity 2008 2009 2010 Jan - April – Aug – Nov - Jan - Jan – Nov - Mar July Oct Dec Dec Oct Dec Tendering for Consultancy services Design consultancy services (proof checking) Prequalification of Construction contractors Tender process for Construction Construction Period Handing over and other formalities Note: The prequalification of the contractors for tender purposes can be taken up during the design process period. The periods for the tendering and evaluation has been assumed that the EC will adopt normal tendering procedures and will be a quick one.
Project Sheet No. 2
Construction of Dvokolwako Bridge
The bridge site is located near Mnjoli Dam about 2 km away from Dam towards Manzana. The road from Mnjoli dam branches towards Manzana and this road crosses the watercourse which is at present in the form of a dip. There is no bridge at present and the dip has steep approaches due to which the traffic is taking a different route. The cane growers of this region haul their sugarcane, to Simunye Mill, at present through Mabiya on the Tshaneni – Ngombe road and through the IYSIS road crossing the low level causeway across River Black Mbuluzi. The approximate distance of travel is 59 km.
A bridge of 32 m is proposed considering the site conditions (based on the river width from the existing banks). The proposed span arrangements will be 4 spans of 8m each with column piers. The proposed bridge will have two lane carriageway of 7.5 m and footpaths of 1.50 m each on either side. The foundations will be open foundation, as bedrock was noticed in the river bed at the bridge location. When the surplus water of Mnjoli dam is released, there will be flooding in the region, and the new bridge has to cater for that flow and it should be a high level bridge with at least 4.00 to 5.00 m high piers to allow traffic without any hindrance. The banks shall also be protected for a minimum length of 15.00 m on all sides.
Currently there is a track up to the branching of the Mnjoli dam and on to Manzana, from the IYSIS – Simunye road. The land passes through Government lands (irrigation department or Mnjoli dam project) for about 2 km. This track will be converted into a two lane for 6 km length - between Manzana and the Mnjoli dam road and IYSIS-Simunye road junction. It is proposed to have a two-lane carriageway of 7.00 m width with 2.00 m gravel shoulders on either side. The new road will have gravel surface. The first 10 km of Simunye – Ngomane road overlaps with this road, hence the regravelling is proposed for only 18 km, up to the junction of this road with the Simunye – Ngomane road.
By constructing this bridge and providing the approach road, the hauling distance for the sugarcane farmers of Manzana region will be 35 km. This improvement will reduce the hauling distance to the farmers by about 24 km. This will reduce substantially the transportation cost. This link will serve smallholder farmers of Manzana, Chathula, Leyodvwa, Malambe, Kwasa Dvokolwako, NGS, and Phinduvele, approximately benefiting 105 smallholder cane growers in 324 ha of land. Considering the future developments the total area which will be benefited will be approximately 500 ha.
The proposed works involve: • Construction of the bridge 4 spans of 8 m each and construction of new two lane road for 6 km length with improvements to culverts; and • Improvements to the balance length of 18 km up to the junction of Simunye – Ngomane road junction including improvements to culverts.
The cost for these improvements has been worked out based on current market rates and has been suitably increased for price escalation for the year 2008.
Identification Mission for an Infrastructure Improvement Programme in Sugar Sector in Swaziland Final Report – September 2007
The cost for this improvement will be: Component Rate Length Cost in Emalangeni or unit New Road formation E 3,000,000/km 6 km 18,000,000 Construction of a bridge E 80,000/m 32 m 2,560,000 Regravelling E 300,000/km 18 km 5,400,000
Improvements to culverts E 40,000/culvert 18 nos. 720,000 Total cost 26,680,000
Total cost will be E 26.68 millions or Euro 2.78 millions. The cost for the works included in the Phase I including the design and construction supervision charges will be:
Cost Description In Million Emalangeni In Million Euro Civil Works 26.68 2.78 Design Consultancy charges 5% 1.33 0.14 Supervision Consultancy Charges 8% 2.13 0.22 Total 30.14 3.14
Reference may be made to Figure 1, to have the details of the proposed improvements.
It is proposed to take up this project in 2008 – 2010. The duration of the project will be 18 months. The tentative sequence for this project execution will be:
Activity 2008 2009 2010 January April - October - January to January July - - March September December December - June August Tendering for Consultancy services Design consultancy services Prequalification of Construction contractors Tender process for Construction Construction Period Handing over and other formalities Note: The prequalification of the contractors for tender purposes can be taken up during the design process period. The periods for the tendering and evaluation has been assumed that the EC will adopt normal tendering procedures and will be a quick one.
Identification Mission for an Infrastructure Improvement Programme in Sugar Sector in Swaziland Final Report – September 2007
Project Sheet No. 3
Rehabilitation of Siphofaneni to Sidvokodvo Road
This road connects MR 8 and MR 9 through MR 14 and a minor road. The existing road which is 38 km long is a gravel road, including the approaches to the ‘Siphofaneni Bridge’ which is around 900 m up to MR 8. There are about 5 structures in the road section especially between MR 14 and MR 9. 1. 68 m long bridge (10 spans of 6.80 m each) with 3.60 m wide carriageway, located at 3 km from MR 9; 2. 56 m long causeway with 5.10 m wide carriageway, located at 12 km from MR 9; 3. 36 m long causeway with 5.10 m wide carriageway, located at 14 km from MR 9 4. 25 m long causeway with 5.10 m wide carriageway, located at 16 km from MR 9; and 5. 32 m long causeway with 3.75 m carriageway width, located at 23 km from MR 9.
The existing road in general is has a carriageway width of 7.00 m with gravel surface except for about 30% of road length where the road width is less. Generally, in most of the road length, the available road land is about 15 to 20 meters.
It is proposed to improve this road to have a two lane bituminous carriageway of 7.00 m width, with 2.00 m gravel shoulders on either side. It is proposed to improve the road by adding a 300 mm of earthwork to heighten the existing road embankment, and also the cover up the undulations to bring the road vertical profile to a smooth grade. The proposed pavement will consist of 150 mm granular sub-base having minimum 30% CBR and 200 mm granular base and 25mm thick Double Bituminous Surface Treatment (Double Seal) or 40 mm thick bituminous pre-mix concrete, after priming the granular base. The shoulders will have a 150 mm thick gravel surface. All the bridges will be reconstructed to two lane standards, with 7.50 m carriageway and 1.50 wide footpaths on either side. It is proposed to reconstruct the 5 bridges at the same location considering the existing geometric profile.
In stage I, it is proposed to reconstruct the existing bridge No. 1, to two lane standards with 7 spans of 10.00 m each and to reconstruct the causeway No. 5, as a two lane bridge with 3 spans of 10.00 m each. The approaches to these structures for a length of 250 m on either side will be reconstructed. The other causeways with 5.10 m carriageway are to be provided with some safety measures and will be repaired, rehabilitated and left without any widening.
In stage II, it is proposed to rehabilitate and upgrade the entire road approximately 36.3 km (total length 38 km, less improvements proposed with Siphofaneni bridge 1.2 km and improvements to approaches 500 m for bridges No. 1 and 5) to two lane carriageway with gravel shoulders. Improvements to culverts in the entire road length will be included. The reconstruction of these 3 structures will be done along with the road rehabilitation. The bridge No. 2 will have 7 spans of 8 m each (56 m); bridge No. 3 will have 5 spans of 8 m each (40 m) and the bridge No. 4 will have 3 spans of 8 m each (24 m). Table Cost Details
Component Rate Length Cost in or unit Emalangeni Stage I New two lane bridge at km 3 (bridge No. 1) – E 80.000/m 70 m 5,600,000 7 x 10 m each New two lane bridge at km 23 – (bridge No. E 80000/m 32 m 2,560,000 5) - 4 x 8 m each Improvements to the approaches of above E 3,000,000/km 1 km 3,000,000 bridges as gravel road Repairs to other causeways Lump Sum 1,000,000 Sub Total I 12,160,000 Stage II Upgrading to bituminous two lane road E 2,200,000 36.6 km 80,520,000 (excluding bridge approaches) with (38 – 1.4) bituminous premix concrete Reconstruction of the causeway at 12 km E 80,000/m 56 m 4,480,000 from MR 9, (bridge No. 2) – 7 spans of 8 m Reconstruction of the causeway at 14 km E 80,000/m 40 m 3,200,000 from MR 9, (bridge No. 3) 5 spans of 8 m Reconstruction of the causeway at 16 km E 80,000/m 24 m 1,920,000 from MR 9, (bridge No. 4) 3 spans of 8 m Sub Total II cost of bituminous premix 90,120,0000 concrete with other improvements Total cost 10,228,000
Total cost for the improvement in Stage I will be E 12.16 millions or Euro 1.27 millions. Total cost for the improvement in Stage II a will be E 90.12 millions or Euro 9.39 millions As the project cost is E 10.228 millions, it cannot be accommodated within the budget allocated for 2008 – 2010, (as other strategic projects are to be included). The traffic is facing problems due to the low level narrow bridges and steep approaches of these bridges at present. The traffic flow is likely to increase only when the LUSIP project is fully functional which will be around 2010. If the low level bridges are reconstructed with improvements to the approaches it will ease the traffic problem and save travel time. Hence as an immediate measure these low level bridges are proposed for improvements as first stage and the improvement to the entire road is proposed for further funding in the next stage.
Stage I Reconstruction of the bridge No. 1 and 5 in the above list and construction of their approaches, repairing of other bridges 2,3,and 4 Stage II Rehabilitation and upgrading the existing road 37km, Reconstruction of the bridges at No. 2,3 and 4 and improvements to culverts Reference may be made to the Figure 1 for other details. Identification Mission for an Infrastructure Improvement Programme in Sugar Sector in Swaziland Final Report – September 2007
The proposed construction period for the two bridges and their approaches proposed in Stage I will be 18 months. It can be taken up for execution by combining these two bridges in the same lot as that of the construction of the Siphofaneni bridge.
The cost for the works included in the Phase I including the design and construction supervision charges will be:
Cost Description In Million Emalangeni In Million Euro Civil Works 12.16 1.27 Design Consultancy charges 5% 0.61 0.06 Supervision Consultancy Charges 8% 0.97 0.10 Total 13.74 1.43
The cost for the works included in the Phase II including the design and construction supervision charges will be:
Cost Description In Million Emalangeni In Million Euro Civil Works 90.12 9.36 Design Consultancy charges 5% 4.51 0.47 Supervision Consultancy Charges 8% 7.21 0.75 Total 101.84 10.57
The sequence of operation for the implementation of the project included in Phase I, is detailed below:
Activity 2008 2009 2010 Jan - Mar April – Oct – Jan - Dec Jan – July - Dec Sep Dec June Tendering for Consultancy services Design consultancy services Prequalification of Construction contractors Tender process for Construction Construction Period Handing over and other formalities Note: The prequalification of the contractors for tender purposes can be taken up during the design process period. The periods for the tendering and evaluation has been assumed that the EC will adopt normal tendering procedures and will be a quick one. Project Sheet No. 4
All weather road from Mananga bridge to Ebuhleni Royal Kraal
This road known as D 35 connects the MR 5 with MR 6. The Mananga bridge which is constructed by KDDP is a single lane road bridge. The total road length is 28 km. The road length passes through sugarcane production areas for about 14 km and the balance length passes through areas which are yet to be converted into agriculture areas most probably some with crops diversification.. This road is currently having gravel surface with 7.00 m carriageway except about 30% of road length.
There are three bridge structures along this road: a) 45 m long and 8 m wide causeway at 6 km from the Mananga Bridge; b) 46 m long and 5 m wide causeway at 13 km from Mananga Bridge; c) 5 m wide bridge with 6 spans of 9 m each at 26 km from Mananga bridge (the bridge has replaced a low level causeway).
The last 250 m length near the junction of MR 6 has been provided with bituminous surface. This length will also serve as link to the farmers from Herefords region also.
It is proposed to have a two lane bituminous carriageway of 7.00 m with bituminous premix concrete wearing course. It is proposed to lay 300 mm earth layer over the existing road surface to make good the road vertical profile. The pavement will consist of 150 mm gravel sub-base with minimum 30% CBR, 200 mm thick granular base and 40 mm thick bituminous premix concrete. The gravel shoulders will be for 2.00 m width on either side of the carriageway with 150 mm thick gravel material. No improvements to bridges are envisaged at present. Some safety measures will be provided along the three bridges listed above.
The improvements will benefit about 943 small out-growers and the area of sugarcane cultivation is about 1195 ha. As per the KDDP sources, it is expected that by 2009 approximately another 500 ha will be added to the present cultivated area and other farmers who may opt for diversification of crops.
Component Rate Length Cost in or unit Emalangeni Upgrading to two lane bituminous road E 2,200,000/km 28 km 61,600,000 Improvements to safety measures in 3 Lump sum 1,400,000 Bridges Improvements to culverts Lump sum . 1,000,000 Total cost 64,000,000
The cost for this upgrading will be E 64.0 millions or Euro 6.67 millions. Reference may be made to the Figure 4 for other details.
The period of construction for this project will be 12 months. This can be combined with the Simunye – Ngomane and Simunye – Hlane road during the implementation stage as one lot. Identification Mission for an Infrastructure Improvement Programme in Sugar Sector in Swaziland Final Report – September 2007
The cost for the works included in the Phase I including the design and construction supervision charges will be:
Cost Description In Million Emalangeni In Million Euro Civil Works 64.00 6.67 Design Consultancy charges 5% 3.20 0.33 Supervision Consultancy Charges 8% 5.12 0.54 Total 72.32 7.54
The sequence of operation for the implementation of the project is detailed below:
Activity 2008 2009 2010 Jan – Apr - Oct - Jan - Dec Jan - Jun Jul - Aug Mar Sep Dec Tendering for Consultancy services Design consultancy services Prequalification of Construction contractors Tender process for Construction Construction Period Handing over and other formalities Note: The prequalification of the contractors for tender purposes can be taken up during the design process period. The periods for the tendering and evaluation has been assumed that the EC will adopt normal tendering procedures and will be a quick one.
Project Sheet No. 5
All weather road between Ngomane and Simunye Mill
There are sugarcane fields around Ngomane village and Hlane areas belonging to RSSC and small out-growers and these farmers haul their sugarcane to the Simunye Mill through the existing gravel road. The first 11 km from the mill is common for these two road sections, and the farms are located in the Hlane road for 14 km length and in the Ngomane road for about 7 km. The total road length is 32 km and the entire is a gravel road. This road belongs to RSSC. The first 10 km length of this road from the mill overlaps with the Simunye – Mnjoli – Manzana road. The sugar mill (RSSC) has sprayed the existing gravel road surface with surplus stillage from the sugar mills for dust protection and for smooth riding; during rainy seasons the stillage and surface gravel turns into mud and is slippery, creating problems for the road users.
The existing road width has more than 7m carriageway in most of the locations except for a length of about 10 to 15% of the road length where the carriageway width is less. In general the available road land is about 20 m wide. The bridge structures along this road are having road widths of 6m or more and they are acceptable with some minor repairs.
It is proposed to have a two lane bituminous carriageway of 7.00 m width with 2.00 m gravel shoulders on either side. This may lead to some formation of the road in the 10% of road length where the existing road is narrow. Land is available for forming the road. It is proposed to remove the top 150 mm of existing gravel surface which is mixed with stillage, provide a 300 mm earth embankment, lay a new 150 mm thick gravel subbase having a California Bearing Ratio (CBR) value of min 30%, 200 mm thick granular base and providing 40 mm thick bituminous pre mix concrete, after application of prime coat over the granular base.
This road is currently used by 537 smallholders of Ngomane and Hlane zone and 105 small holders of Manzana zone apart from RSSC. The total area under sugarcane cultivation is about 888 ha (owned by small out-growers) and 9954 ha of RSSC. There are some proposed developments in the Hlane area which will materialize around 2010-2012 and some more sugarcane farms are likely to be developed. These farms also will benefit from this road partly. It is proposed to improve only part length of the Simunye – Hlane road, the balance length may be taken up at an appropriate time as the area is developed.
It has been noticed during the field visits, that the traffic levels along this road is low and may not warrant a two lane road. However, as per the discussions had with the RSSC it has been proposed to have a two lane road. This may be reviewed when a detailed traffic surveys are undertaken during the design stage and may be modified as a single lane road as warranted. In case it is proposed to have a single lane road, the possibilities of extending the length towards the new Hlane development area may be studied within the budget amount now considered.
15 Component Rate Length Cost in or unit Emalangeni Simunye – Ngomane road - Upgrading to bituminous E 2,200,000/km 18 km 39,600,000 two lane road Simunye – Hlane road from the Simunye – Ngomane E 2,200,000/km 14 km. 30,800,000 road junction - Upgrading to bituminous two lane road Improvements and repairs to culverts, bridges Lump sum 200,000 Total cost 70,600,000
The cost for making this road length into an all weather road with bituminous premix concrete wearing course would be E 70.6 millions or Euro 7.36 millions. Cost Description In Million Emalangeni In Million Euro Civil Works 70.60 7.36 Design Consultancy charges 5% 3.53 0.37 Supervision Consultancy Charges 8% 5.65 0.59 Total 79.78 8.32
Reference may be made to Figure 3 for other details. The proposed construction period for this improvement will be 12 months. The sequence of operation for the implementation will be
Activity 2008 2009 Jan - Mar April – Aug – Oct Nov - Dec Jan - Oct Nov - Dec July Tendering for Consultancy services Design consultancy services Prequalification of Construction contractors Tender process for Construction Construction Period Handing over and other formalities Note: The prequalification of the contractors for tender purposes can be taken up during the design process period. The periods for the tendering and evaluation has been assumed that the EC will adopt normal tendering procedures and will be a quick one.
16
Project Sheet No. 6
St. Philips road via and including Mndobandoba Bridge
The D 50 road from Siphofaneni to St.Philips, takes off from the MR 14 – Siphofaneni – Sithobelani. St. Philips is located at 25 km from Siphofaneni along D 50. The road crosses the Mhlathuzena River (8.4 km from Siphofaneni). The road to Maphobeni Bridge branches off at 15.4 km from Siphofaneni. The road between St. Philips and Mndobandoba Bridge crosses over five structures: i. 20 m long and 5.1 m wide causeway at 8.6 km from St. Philips mission; ii. 12 m long and 6 m wide causeway at 22.6 km from St. Philips mission; iii. 20 m long and 6 m wide bed level causeway at 30.7 km from St. Philips mission; iv. 20 m long and 6 m wide bed level causeway at 36.4 km from St. Philips mission; v. Railway over bridge at 37.3 km St. Philips mission.
The existing gravel road has less than 7 m wide carriageway most of its length. The road length from St. Philips to Mndobandoba Bridge and the Matata link road is being used by the out-growers to haul sugarcane to Big Bend Ubombo sugar mill. The number of out-growers and the cultivation area is likely to increase once the LUSIP Phase I commences. It would be better if the road between Siphofaneni and St. Philips is also improved along with the St. Philips – Mndobandoba – Big Bend road.
During the field visit it was noticed that the distance between St. Philips to Big Bend mill via Maphobeni Bridge is 34.2 km and shortest, while the distance between St. Philips to big Bend mill via Mndobandoba Bridge is 46.2 km. The total length of road from Siphofaneni to Big Bend via St. Philips and Mndobandoba Bridge and the Matata loop road will be approximately 75 km of which the last 5 km overlaps with MR 8. Also the 12.5 km long Matata loop road has been considered for regravelling separately. Hence the road length which needs rehabilitation will be 57.5 km.
Any rehabilitation done to the road without improving the existing low lying structures will not have the expected benefits. It is proposed to rehabilitate the first four structures lying between St. Philips and Mndobandoba Bridge along with regravelling of this road section. As the Mhlathuzane River is going to be a controlled river after the completion of the LUSIP project, severe flooding over the Mhlathuzane Bridge is not expected, and hence the reconstruction of this bridge is not considered at this stage. Further it was also noticed that the distance between Mhlathuzane zone to Big Bend mill via Maphobeni Bridge is 31.8 km and the shortest link, whereas the distance between Mhlathuzane zone to Big Bend mill via Siphofaneni Bridge is 40 km and the longest link. As such the farmers from this zone are not likely to use the Mhlathuzane Bridge and will try to use the Maphobeni Bridge to haul their produce.
18 Identification Mission for an Infrastructure Improvement Programme in Sugar Sector in Swaziland Final Report – September 2007
The cost for the rehabilitation to two lane gravel road will be:
Component Rate Length Cost in or unit Emalangeni Stage I Reconstructing the 20 m long causeway as E 80,000/m 20 m 1,600,000 a high level bridge Reconstructing the 12 m long causeway as E 80,000/m 12 m 960,000 a high level bridge Reconstructing the 20 m long bed level E 80,000/m 20 m 1,600,000 causeway as a high level bridge Reconstructing the 20 m long bed level E 80,000/m 20 m 1,600,000 causeway as a high level bridge Stage I total 5,760,000 Stage II Regravelling the road to two land standards E 300,000/km 57.5 km 17,250,000 with 150 mm thick gravel layer Stage II total 17,250,000 Total cost 23,010,000
The cost for works in Stage I will be E5.76 millions and the cost for Stage II will be E 17.25 millions. The total cost will be E 23.01 millions or Euro 2.40 millions.
Reference may be made to Figure 8 for other details.
As the overall cost for this project is E 23.01 million, it cannot be accommodated in the 2008 – 2010 funding allocation; it is proposed to be taken up in two stages. In the first stage in 2008 – 2010, it is proposed to improve the 4 bed level causeways and their approaches. The balance works is proposed for funding in next stage. The period of construction for constructing bridges at the low level causeway locations will be 18 months. This can be taken up along with Siphofaneni Bridge.
The cost of construction of civil works included in Phase I programme, including design and construction supervision consultancy charges will be:
Cost Description In Million Emalangeni In Million Euro Civil Works 5.72 0.60 Design Consultancy charges 5% 0.29 0.03 Supervision Consultancy Charges 8% 0.46 0.05 Total 6.47 0.68
The cost of construction of civil works included in Phase II programme, including design and construction supervision consultancy charges will be:
19 Cost Description In Million Emalangeni In Million Euro Civil Works 17.25 1.80 Design Consultancy charges 5% 0.86 0.09 Supervision Consultancy Charges 8% 1.38 0.14 Total 19.49 2.03
The sequence of operation for the implementation of the project is detailed below:
Activity 2008 2009 2010 Jan - Mar April – Sep Oct – Dec Jan - Dec Jan – June July - Dec Tendering for Consultancy services Design consultancy services Prequalification of Construction contractors Tender process for Construction Construction Period Handing over and other formalities Note: The prequalification of the contractors for tender purposes can be taken up during the design process period. The periods for the tendering and evaluation has been assumed that the EC will adopt normal tendering procedures and will be a quick one.
20
Identification Mission for an Infrastructure Improvement Programme in Sugar Sector in Swaziland Final Report – September 2007
Project Sheet No. 7
Improvements to Mafucula Farm area road
This road takes off from MR 5 and goes to Mafucula Farms and on to Mananga Mountains and Namacha border. Currently this road which is 13 km long is a gravel road. The overall road length is about 13 km. Majority of the length is government road and balance partly owned by RSSC and last 1 km owned by the Mafucula Farm. RSSC has sprayed surplus stillage on the gravel surface for dust control and to have a smooth surface. There is a low level bridge for 10 m length and the bridge width is 4.80 m. This bridge cannot be used during floods and in the rainy season, the road becomes slippery and the vehicles could not ply. It is proposed to reconstruct the bridge as a high level bridge and provide two-lane carriageway of 7.00 m with 150 mm thick gravel surface. This road will have 2.00 m gravel shoulders on either side.
This road currently serves for about 298.3 ha of Mafucula farmers consisting of approximately 106 out-growers, and 500 ha of RSSC. The cultivation area is likely to be increased by another 400 ha by the small out-growers in 2008. The total area of farms will be approximately 1285 ha in 2008.
This road if improved through this scheme has to be handed over to the MoPW&T for future maintenance.
Component Rate Length Cost in or unit Emalangeni Regravelling the road with 150 E 300,000/km 13 km 3,900,000 mm thick gravel layer Reconstructing the 10 m long E 80,000/m 10 m 800,000 bridge as a high level bridge Total cost 4,700,000
Total cost for improvements will be E 4.7 millions or Euro 0.49 millions.
The cost for construction including design and construction supervision consultancy charges will be:
Cost Description In Million Emalangeni In Million Euro
Civil Works 4.70 0.49
Design Consultancy charges 5% 0.24 0.02
Supervision Consultancy Charges 8% 0.38 0.04
Total 5.32 0.55
Reference may be made to Figure 6 for other details
23 This project is proposed for inclusion in the 2008 – 2010 funding. The period of construction will be 12 months.
The sequence of operations for the implementation of the project will be:
Activity 2008 2009 Jan - Mar April – Aug – Oct Nov - Dec Jan - Oct Nov - Dec July Tendering for Consultancy services Design consultancy services Prequalification of Construction contractors Tender process for Construction Construction Period Handing over and other formalities Note: The prequalification of the contractors for tender purposes can be taken up during the design process period. The periods for the tendering and evaluation has been assumed that the EC will adopt normal tendering procedures and will be a quick one.
24
Project Sheet No. 8
Reconstruction of the Maphobeni Bridge
This bridge was constructed in 1999 as a single lane bridge. This bridge acts as a link to the St. Philips zone and Mhlathuzane zone farmers for hauling the sugarcane to the Big Bend sugar mill. When the LUSIP Phase I commences, the sugarcane growing areas will get increased and the traffic across the bridge is likely to increase. During the meeting, the CEO of Ubombo Sugars wanted to include the reconstruction of this bridge as a two level bridge. The bridge is having 11 spans of 14.1 m and 2 end spans of 13 m. The total length of the bridge is 181m and the carriageway width is 4.5 m. there is a 1.5 m wide footpath on the upstream side of the bridge.
During site visits enquiries were made regarding the flooding of the bridge, and it was found that the current bridge which was completed in 2000 was never overtopped during the last 7 years.
The pier arrangements of the existing bridge will pose a problem to widen the bridge on the downstream side to make it a two lane bridge. Another single lane bridge with the same arrangements of the existing bridge can be constructed and the bridges can be used for one way traffic. Otherwise a new two lane bridge can be constructed on the downstream side. The cost for the single lane bridge will be E 16.885 millions or Euro 1.76 millions. The cost for a two lane bridge will be E 28.65 millions.
Component Rate Length Cost in or unit Emalangeni Constructing an additional single lane E 85,000/m 181 m 15,385,000 bridge Constructing an additional two lane bridge E 150,000/m 181 m 27,150,000 Improvements of approaches E 3,000,000/km 0.5 km 1,500,000 Total cost for single lane bridge 16,885,000 Total cost for two lane bridge 28,650,000
Considering the merits, it is recommended to go for an additional single lane bridge and the total cost will be E 16.9 millions or Euro 1.76 millions.
Cost Description In Million Emalangeni In Million Euro Civil Works 16.9 1.76 Design Consultancy charges 5% 0.85 0.09 Supervision Consultancy Charges 8% 1.35 0.14 Total 19.10 1.99
Reference may be made to Figure 5 for other details.
This additional single lane bridge is proposed for funding in the next phase after 2008 – 2010. During design stage, while siting the additional bridge care may be taken not to disturb the
26 Identification Mission for an Infrastructure Improvement Programme in Sugar Sector in Swaziland Final Report – September 2007
foundations of the existing bridge. Suitable merging arrangements on either side of the bridge may be proposed while improving the road approaches for the bridge.
The period of construction for this bridge will be 24 months. The sequence of operation for implementing this project will be as shown in the chart below. This project is not earmarked for funding in 2008 -2010, but the period is tentatively shown as 2008-2010, the same may be modified as necessary at the time of implementation.
Activity 2008 2009 2010 Jan - Mar April – Aug – Nov - Dec Jan - Dec Jan – Oct Nov - Dec July Oct Tendering for Consultancy services Design consultancy services (proof checking) Prequalification of Construction contractors Tender process for Construction Construction Period Handing over and other formalities Note: The prequalification of the contractors for tender purposes can be taken up during the design process period. The periods for the tendering and evaluation has been assumed that the EC will adopt normal tendering procedures and will be a quick one.
27 Project Sheet No. 9
Construction of a two lane bridge (Mndobandoba Bridge) across River Usuthu in the Matata loop road
There is a low level bridge across River Usuthu in the Matata loop road and the bridge is known as Mndobandoba Bridge. The bridge is having 14 spans of 6.80 m each, with 5.0 m wide carriageway. There are no handrails or any safety measures. The bridge cannot be used during floods as the bridge is being overtopped. During floods the sugarcane users travel via MR 8 to reach the Big Bend Mill. The length through the bridge from the mid block will be 11 km; the travel distance during floods via MR 8 will be 16 km. The farmers from St Phillips and nearby zones will be using this bridge. When LUSIP Phase I is activated, the existing farm areas will be doubled. In that case the narrow bridge will have traffic congestion problems. However, now the farmers have to haul the sugarcane through a longer route only during floods season. The improvement to this bridge will not reduce travel time substantially, but only it will ease the traffic problems.
Currently out-growers of St Philips zone are using this bridge apart from the Mndobandoba zone out-growers. The farm area is approximately 286 ha, but when LUSIP Phase I starts the farm area is likely to double.
The proposed two lane bridge will have approximately 96 m length, and a span arrangement of 12 spans of 8 m is considered. The span arrangements can be changed after detailed geotechnical investigations of the river bed.
Component Rate Length Cost in or unit Emalangeni Reconstructing as a two lane bridge E 150,000/m 96 m 14,400,000 Total cost 14,400,000
It will cost approximately E 14.4 millions or Euro 1.5 millions.
Cost Description In Million Emalangeni In Million Euro Civil Works 14.40 1.50 Design Consultancy charges 5% 0.72 0.08 Supervision Consultancy Charges 8% 1.15 0.12 Total 16.27 1.70
Reference may be made to Figure 7 for other details.
This bridge is proposed to be taken up in the next phase after 2008 -2010 as found appropriate. The period of construction will be 24 months.
28 Identification Mission for an Infrastructure Improvement Programme in Sugar Sector in Swaziland Final Report – September 2007
The sequence of operation for implementing this project will be as shown in the chart below. This project is not earmarked for funding in 2008 -2010, but the period is tentatively shown as 2008- 2010, the same may be modified as necessary at the time of implementation.
Activity 2008 2009 2010 Jan - Mar April – Aug – Nov - Dec Jan - Dec Jan – Oct Nov - Dec July Oct Tendering for Consultancy services Design consultancy services (proof checking) Prequalification of Construction contractors Tender process for Construction Construction Period Handing over and other formalities Note: The prequalification of the contractors for tender purposes can be taken up during the design process period. The periods for the tendering and evaluation has been assumed that the EC will adopt normal tendering procedures and will be a quick one.
29
Identification Mission for an Infrastructure Improvement Programme in Sugar Sector in Swaziland Final Report – September 2007
Project Sheet No. 10
Conversion of Matata loop road as all weather road to connect Big Bend
This is a 12.5 km long gravel road; currently it is having 7m wide gravel surface. Apart from the Mndobandoba Bridges, other structures are adequate. It is proposed to rehabilitate this road to a two lane bituminous surface road with 7.00 m carriageway and 2.00 m wide shoulders on either side. It is proposed to lay 300 mm earth layer over the existing road surface to make good the road vertical profile. The pavement will consist of 150 mm gravel subbase with minimum 30% CBR, 200 mm thick granular base and 40 mm thick bituminous premix concrete. The gravel shoulders will be for 2.00 m width on either side of the carriageway with 150 mm thick gravel material.
Component Rate Length Cost in or unit Emalangeni Providing a two lane bituminous E 2,200,000/km 12.5 km 27,500,000 road Total cost 27,500,000
The total cost to provide a two lane bituminous road will be E 27.5 millions or Euro 2.87 millions.
Cost Description In Million Emalangeni In Million Euro Civil Works 27.50 2.87 Design Consultancy charges 5% 1.38 0.14 Supervision Consultancy Charges 8% 2.20 0.23 Total 31.08 3.24
Reference may be made to Figure 7 for other details.
This project is proposed for inclusion for funding in 2008 – 2010. The period of construction will be 12 months. The sequence of operation for the implementation will be
31
Activity 2008 2009 Jan - Mar April – Aug – Oct Nov - Dec Jan - Oct Nov - Dec July Tendering for Consultancy services Design consultancy services Prequalification of Construction contractors Tender process for Construction Construction Period Handing over and other formalities Note: The prequalification of the contractors for tender purposes can be taken up during the design process period. The periods for the tendering and evaluation has been assumed that the EC will adopt normal tendering procedures and will be a quick one.
32 Identification Mission for an Infrastructure Improvement Programme in Sugar Sector in Swaziland Final Report – September 2007
Project Sheet No. 11
Poortzicht to Big Bend Road upgrade
This road takes off from the Big Bend – Nsoko road and joins back. The distance is about 9 km. There are three exits for the road. The road is a private road owned by the middle holder sugarcane farmers of this region. There are about 15 medium farms and the farm area is in the range of 23 – 71 ha. The total area of sugarcane farms is 671 ha. These farmers haul their sugarcane to Big Bend mill.
The current road formation width is 5 m with a single carriageway. The road runs between the farms on one side and an irrigation channel on the other side.
The farmers expressed desire to improve this road so that the travel time will be reduced. However, if any improvements are executed, the road has to be handed over to the MoPW&T for future maintenance. While taking over the road, the road land width should be a minimum of 30 m to enable future widening. This may lead to expropriation of farm lands which may not be acceptable to the farmers.
It is proposed to regravel the road with 150 mm gravel wearing course using gravel materials having a minimum of 30% CBR.
Component Rate Length Cost in or unit Emalangeni Regravelling the road with 150 E 300,000/km 9 km 2,700,000 mm thick gravel layer Total cost 2,700,000
The cost of improvement will be E 2.7 millions or Euro 0.28 millions.
Cost Description In Million Emalangeni In Million Euro Civil Works 2.70 0.28 Design Consultancy charges 5% 0.14 0.01 Supervision Consultancy Charges 8% 0.22 0.02 Total 3.06 0.31
Refer to the Figure 7 for the location of this road.
33 This project is proposed for implementation under the 2008 – 2010 funding. The period of construction will be 12 months. The sequence of operation for the implementation of this project will be:
Activity 2008 2009 Jan - Mar April – Aug – Oct Nov - Dec Jan - Oct Nov - Dec July Tendering for Consultancy services Design consultancy services Prequalification of Construction contractors Tender process for Construction Construction Period Handing over and other formalities Note: The prequalification of the contractors for tender purposes can be taken up during the design process period. The periods for the tendering and evaluation has been assumed that the EC will adopt normal tendering procedures and will be a quick one.
34
Project Sheet No. 12
Reconstruction of Mhlathuzane Bridge
The location of the project was wrongly mentioned by the Illovo Sugar Mill farmers, who proposed this project as a need. During the field visit, Mr. Sipho Dlamini, a medium outgrower, who was present at the Farmers meeting at Big Bend, helped us to identify the project. The project which the farmers actually wanted was the reconstruction of the bridge across River Mhlathuzane located in the Siphofaneni – St. Phillips road, but it has been wrongly described as ‘Mhlathuzana Road with new bridge below Usuthu/Mhlathuzane confluence’ in minutes of the meeting. This was subsequently confirmed by the Illovo Sugar Company’s officials who communicated the minutes of the farmers meeting at Big Bend. This bridge is a part of the Siphofaneni – St. Philips road.
The present bridge is having 7 spans of 7.1 m with vents, and 2 spans of 7.1 m with 2 rows of pipes staked vertically on either side of the central vented bridge. The total length of the bridge is approximately 78 m and the carriageway width is 4 m.
Component Rate Length Cost in or unit Emalangeni Reconstructing the low level bridge as a E 80,000/m 80 m 6,400,000 high level bridge Improvements to the approaches E 1,500,000 0.5 km 750,000 Total cost 7,150,000
The total cost will be E 7.15 million or Euro 0.75 millions
Cost Description In Million Emalangeni In Million Euro Civil Works 7.15 0.75 Design Consultancy charges 5% 0.36 0.04 Supervision Consultancy Charges 8% 0.57 0.06 Total 8.08 0.85
Reference may be made to Figure 7 for other details.
This bridge is proposed for the funding after 2008 – 2010. The period of construction will be 18 months. The present bridge condition is generally found to be in a fair condition. The sequence of operation for implementing this project will be as shown in the chart below. This project is not earmarked for funding in 2008 -2010, but the period is tentatively shown as 2008- 2010, the same may be modified as necessary at the time of implementation.
36 Identification Mission for an Infrastructure Improvement Programme in Sugar Sector in Swaziland Final Report – September 2007
Activity 2008 2009 2010 Jan - Mar April – Aug – Nov - Dec Jan - Dec Jan – Apr May – July Oct July Tendering for Consultancy services Design consultancy services (proof checking) Prequalification of Construction contractors Tender process for Construction Construction Period Handing over and other formalities Note: The prequalification of the contractors for tender purposes can be taken up during the design process period. The periods for the tendering and evaluation has been assumed that the EC will adopt normal tendering procedures and will be a quick one.
37 Table of contents
Annex 2: Details of cost analysis 2
1 Annex 2: Details of cost analysis
Rough cost estimate for road works, Details of cost analysis
Table As per the recent tender for road works in 2005-2006 received by the MoWP&T
Sl. Description of works Unit Rates in No Emalangeni 1 cut and borrow to fill including free haul up to 1 km ; Cum with layer thickness of 200 mm and less: compacted to 90% of modified AASHTO density 67.90 compacted to 93% of modified AASHTO density 30.00 2 Extra over the above item for excavating and breaking down material intermediate excavations hard excavations Cum 10.00 boulder excavations class A Cum 10.00 boulder excavation class B Cum 40.00 cum 50.00 3 Removal of unsuitable materials (including free haul up to 0.5 km) in layer thickness of 200 mm or less in stable material Cum 7.00 unstable material Cum 7.00 4 Roadbed preparation and the compaction of material to 90% of modified AASHTO density Cum 14.50 to 93% of modified AASHTO density Cum 7.50 5 Gravel wearing course from cut or borrow areas including free haul up to 1 km and compacted to 95% of modified AASHTO density Cum 51.00 extra over the above to compact to 97% of modified AASHTO density Cum 67.00 6 Overhaul on material hauled in excess of 1 km/cum km 2.00 7 Grading of gravel roads Km 3500.00 8 Earthwork excavation for culverts up to 0 – 1.5 m from the surface level soft material Cum 17.50 hard material extra over soft material rate Cum 40.00 9 Backfilling using excavated material Cum 20..00 using imported selected material Cum 65.00 10 Concrete pipe culverts on class B bedding 750 mm dia class 75 D pipe M 1300.00 900 mm dia class 75 D pipe M 1900.00
2 Sl. Description of works Unit Rates in No Emalangeni 11 Cast insitu concrete class 20/20 concrete for inlet and outlet structures U2 surface finish form work of concrete for item above Cum 1500.00 Cum 135.00 12 Extending existing culverts M 500.00
Rates as per Road Management System
Annual Maintenance and Rehabilitation Report – October 2005 of Ministry of Public Works and Transport – Roads Department
Table Treatment costs used in the analysis in the Road Management System
Treatment Unit Cost in Emalangeni
Blade Km 980.00
Regravelling Km 100,000.00
Upgrade to gravel Km 120,000.00
Upgrade to Pave Km 4,000,000.00
Reseal (single and double) Sqm 36.39
Light rehabilitation Sqm 124.76
Heavy rehabilitation Sqm 220.93
Table Details of Cost for various road items as obtained from Bicon Consultants, Big Bend
S. No. Items of work Unit Rate in Emalangeni Date of rate 1 Gravel sub-base Cum 40.00 current 2 C 4 sub-base stabilized Cum 40.00 current 3 Cement T 2,000.00 current 4 G 7 for shoulders Cum 35.00 current 5 Double Seal treatment Sqm 28.00 current 6 Prime Sqm 5.50 current 7 Granular Base Cum 40.00 current 8 Earthworks (supply and compaction) Cum 35.00 current 9 Asphalt surface 40 mm thick Sqm 58.00 current S. No. Items of work Unit Rate in Emalangeni Date of rate 10 Excavation for structures Cum current Soft 35.00 Hard 320.00 Rock 320.00 11 Overhaul Cum-km 3.50 current
3 Figure Proposed typical cross sections for the identified roads
4 Table Cost for regravelling the existing gravel roads
Sl Description Rate Adopted Rate No. 1 Gravel road – cost per km with 7.00 m carriageway (two lane) and 2.00 m shoulders on either side a) spreading gravel to 150 mm thickness and compacting to 97% modified AASHTO density 1000 m x 9.00 m x 0.15 m = 1350 cum @ E 200/cum 270,000 E 300,000/km b) extra for overhaul up to 9 km 1350 cum including all @ E 5/km/cum 6,750 contingencies c) Grading the existing gravel surface to required levels @ E 5,000/km 5,000 Total 281,750 2 Gravel road – cost per km with 3.75 m carriageway (single lane) and 2.00 m shoulders on either side a)) spreading gravel to 150 mm thickness and compacting to 97% modified AASHTO density 232,500 1000 m x 7.75 m x 0.15 m =1162.5 cum @ E 200/cum E 250,000/km b) extra for overhaul up to 9 km for 1162.5cum 5,813 including all @ E 5/km/cum contingencies c) Grading the existing gravel surface to required levels E 5,000 5,000/km Total 243,313
5 Tables Rough cost estimate for improving existing roads – cost per kilometer
ITEM DESCRIPTION UNIT QTY RATE MOUNT
17 CLEARING AND GRUBBING H.17.01 Clearing and grubbing ha 3,100.00 150 m x 15m 0.225 697.50 H.17.02 Removal and grubbing of large trees and
tree stumps (a) Girth exceeding 1m up to and No 560.00 including 2m 2 per km 2 1120.00 H.17.04 Clearing and grubbing at inlets and m² 6.00 outlets of hydraulic structures approx 300/km 300 1800.00 21 DRAINS H.21.01 Excavation for open drains: (a) Excavating soft material situated within the following depth ranges below the surface level: (1) 0 m up to 1,5 m m³ 69.00 both sides 1000 69000.00 31 BORROW MATERIALS H.31.02 Excess overburden in borrow pits for obtaining crushed stone for pavement layers (a) Overburden in soft or intermediate m³ 6.20 0.00 excavation (b) Overburden in hard excavation m³ 20.00 0.00 H.31.03 Finishing-off borrow areas in: (c) Soft material ha 4,200.00 0.00 33 MASS EARTHWORKS H.33.01 Cut and borrow to fill, including free-haul up to 1.0 km (a) Gravel material in compacted layer thickness of 200 mm and less: (b) Compacted to 90% of modified m³ 25.00 AASHTO density 300 mm earth layers with 2:1 slopes 3,720.00 for undulations 25% of above 930.00 total earth work 4,650.00 116250.00
extra haul for earth materials m³-km 3.10 4,650.00 14415.00
ITEM DESCRIPTION UNIT QTY RATE AMOUNT H.33.04 Cut to spoil, including free-haul up to 0,5 km. Material obtained from: (a) Soft excavation m³ 21.00
6 ITEM DESCRIPTION UNIT QTY RATE AMOUNT H.33.07 Removal of unsuitable material (including free- haul of 0.5 km): (a) In layer thicknesses of 200 mm and less:
(1) Stable material m³ 21.00 150 mm thick 2,250.00 47250.00 (2) Unstable material m³ 28.00 (b) In layer thicknesses exceeding 200mm
(1) Stable material m³ 42.00 (2) Unstable material m³ 42.00 H.33.09 Material bladed to windrow m³ 12.00 H.33.10 Roadbed preparation and the compaction of material (a) Compaction to 90% of modified AASHTO m³ 26.00 density H.33.11 Three-roller-passes compaction: (a) Vibratory roller m² 2.00 (c) Grid roller m² 2.00 (e) Impact roller m² 2.00 H.33.12 In situ treatment of roadbed: (a) In situ treatment by ripping m³ 19.00 34 PAVEMENT LAYERS OF GRAVEL MATERIAL H.34.01 Pavement layers constructed from gravel taken from cut or borrow, including free haul up to 1,0 km (a) Gravel selected layer compacted to: (2) 93% of modified AASHTO density 150mm m³ 60.00 thick (d) Gravel subbase (chemically stabilized material) compacted to: (2) 95% of modified AASHTO density 150mm m³ 54.00 thick 1000 x 12.6 x 0.15 1,890.00 102060.00 (e) Gravel base (unstabilised gravel) compacted to: (1) 98% of modified AASHTO density 125mm m³ 68.00 thick (g) Gravel shoulder compacted to: (1) 93% of modified AASHTO density 150mm m³ 71.00 thick (2) 95% of modified AASHTO density 150mm m³ 71.00 thick 2 x 1000 x 2 x 0.15 600.00 42600.00 H34/16.01 Overhaul on material hauled in excess of 1.0km m³-km 3.10 (ordinary haul)
7 ITEM DESCRIPTION UNIT QTY RATE AMOUNT 9 km haul for 600 cum 5,400.00 16740.00 H34/32.04 Removal of oversize material m³ 41.00 H34/32.06 Stockpiling of material m³ 24.30 H33/32.06 Stockpiling of material m³ 24.30 35 STABILIZATION H.35.01 Chemical stabilization extra over unstabilized compacted layers (b) Gravel sub-base, 150mm thick m³ 16.50 H.35.02 Chemical stabilizing agent: H.35.04 Provision and application of water for curing kl 22.00
H.35.05 Curing by covering with the subsequent layer m² 1.00
36 CRUSHED STONE BASE H.36.01 Crushed-stone base (c) Constructed from type G2 material obtained m³ from commercial sources and compacted to 85% of bulk relative density, 150mm thick layer, 356.00 26mm nominal maximum size stone
200 mm thick for 7 m width 1,400.00 498400.00 H36.03 Crushed-stone base trial section (thickness m² indicated) constructed in accordance with the 356.00 provisions of clause 3603
41 PRIME COAT H.41.01 Prime coat: (e) Invert bitumen emulsion as per SABS 1260 litre 3.60
1 litre/sqm 7,000.00 25200.00 H.41.02 Aggregate for blinding m² 3.30 41.03 Extra over item 41.01 for applying the prime litre coat in areas accessible only to hand-held 1.90 equipment 42 ASPHALT BASE AND SURFACING H.42.02 Asphalt surfacing (a) Continuously graded, medium, 40mm thick m² 60.00
7 m width 7,000.00 420000.00 H.42.05 Binder variations (a) Penetration grade bitumens t 1,500.00 H.42.06 Variations in active filler content: (a) Cement t 860.00 (b) Lime t 860.00 H.42.07 Trial sections (a) 30 mm surfacing m² 50.00 H.42.08 100 mm cores in asphalt paving No 41.00
8 ITEM DESCRIPTION UNIT QTY RATE AMOUNT H.42.20 Backfilling of excavations for patching with:
(b) Asphalt surfacing t 1,500.00 0.00
57 ROAD MARKINGS
H.57.01 Road marking paint: (a) White lines (broken or unbroken) (1) 100 mm wide km 2,000.00 2000.00 (b) Yellow lines (broken or unbroken) (2) 300 mm wide km 6,900.00 6900.00
add for 900 mm dia pipe culverts 1 per km 40,000.00 40000.00 add for special treatments if needed 100000.00 add for safety measures 100000.00 add for road signs 100000.00 sub total 1812432.50 add for contingencies and unforeseen items
150000.00 add for price variations 10% 200000.00 2162432.50 for the existing road, using 300 mm extra earth fill, 150 mm thick gravel sub-base (using stabilised or non- stabilized material) compacted to 93% MOD AASHTO density for full width of subgrade, 200 mm granular crushed stone base compacted to 88% apparent density for 7 m width, prime coat using 1 litre of bitumen emulsion per sqm, and laying 30 - 40 mm thick asphalt premix surfacing for 7 m width, providing 150 mm thick gravel shoulders on either side of the carriageway, with 500mm deep side earthen drains on either side, with 1 new 900 mm dia pipe culvert per km, providing road safety arrangements like guard rails, guard posts, road painting, road signs, and allowing 10% of annual price escalation approximately the cost per km - say E 2.2 million/km for two lane roads with the same subgrade preparation as above and carriageway wearing surface with double surface seals (double bituminous surface treatment) instead of premix wearing course will be approximately E 2.0 million/km
ITEM DESCRIPTION UNIT QTY RATE AMOUNT
17 CLEARING AND GRUBBING H.17.01 Clearing and grubbing ha 3,100.00 150 m x 15m 0.225 697.50 H.17.02 Removal and grubbing of large trees
and tree stumps (a) Girth exceeding 1m up to and No 560.00 including 2m 2 per km 2 1120.00 H.17.04 Clearing and grubbing at inlets and m² 6.00 outlets of hydraulic structures approx 300/km 300 1800.00
9 ITEM DESCRIPTION UNIT QTY RATE AMOUNT
21 DRAINS H.21.01 Excavation for open drains: (a) Excavating soft material situated within the following depth ranges below the surface level: (1) 0 m up to 1,5 m m³ 69.00 both sides 1000 69000.00 31 BORROW MATERIALS H.31.02 Excess overburden in borrow pits for obtaining crushed stone for pavement layers (a) Overburden in soft or intermediate m³ 6.20 0.00 excavation (b) Overburden in hard excavation m³ 20.00 0.00 H.31.03 Finishing-off borrow areas in: (c) Soft material ha 4,200.00 0.00 33 MASS EARTHWORKS H.33.01 Cut and borrow to fill, including free- haul up to 1.0 km (a) Gravel material in compacted layer thickness of 200 mm and less: (b) Compacted to 90% of modified m³ 25.00 AASHTO density 300 mm earth layers with 2:1 slopes 51,000.00 for undulations 25% of above 12,750.00 total earth work 63,750.00 1593750.00 extra haul for earth materials m³-km 3.10 63,750.00 197625.00 H.33.04 Cut to spoil, including free-haul up to 0,5 km. Material obtained from: (a) Soft excavation m³ 21.00
ITEM DESCRIPTION UNIT QTY RATE AMOUNT H.33.07 Removal of unsuitable material (including free- haul of 0.5 km): (a) In layer thicknesses of 200 mm and less:
(1) Stable material m³ 21.00 150 mm thick 3,600.00 75600.00 (2) Unstable material m³ 28.00 (b) In layer thicknesses exceeding 200mm
(1) Stable material m³ 42.00 (2) Unstable material m³ 42.00 H.33.09 Material bladed to windrow m³ 12.00 H.33.10 Roadbed preparation and the compaction of material
10 ITEM DESCRIPTION UNIT QTY RATE AMOUNT (a) Compaction to 90% of modified AASHTO m³ 26.00 density H.33.11 Three-roller-passes compaction: (a) Vibratory roller m² 2.00 24,000.00 48000.00 (c) Grid roller m² 2.00 (e) Impact roller m² 2.00 H.33.12 In situ treatment of roadbed: (a) In situ treatment by ripping m³ 19.00 34 PAVEMENT LAYERS OF GRAVEL MATERIAL H.34.01 Pavement layers constructed from gravel taken from cut or borrow, including free haul up to 1,0 km (a) Gravel selected layer compacted to: (2) 93% of modified AASHTO density 150mm m³ 60.00 thick 1000 x 13.4 x 0.15 2,010.00 120600.00 (d) Gravel subbase (chemically stabilized material) compacted to: (2) 95% of modified AASHTO density 150mm m³ 54.00 thick 1000 x 12.6 x 0.15 1,890.00 102060.00 (e) Gravel base (unstabilised gravel) compacted to: (1) 98% of modified AASHTO density 125mm m³ 68.00 thick (g) Gravel shoulder compacted to: (1) 93% of modified AASHTO density 150mm m³ 71.00 thick (2) 95% of modified AASHTO density 150mm m³ 71.00 thick 2 x 1000 x 2 x 0.15 600.00 42600.00
ITEM DESCRIPTION UNIT QTY RATE AMOUNT H34/16.01 Overhaul on material hauled in excess of 1.0km m³-km 3.10 (ordinary haul) 9 km haul for 600 cum 5,400.00 16740.00 H34/32.04 Removal of oversize material m³ 41.00 H34/32.06 Stockpiling of material m³ 24.30 H33/32.06 Stockpiling of material m³ 24.30 35 STABILIZATION H.35.01 Chemical stabilization extra over unstabilized compacted layers (b) Gravel sub-base, 150mm thick m³ 16.50 H.35.02 Chemical stabilizing agent: (a) CEM(III) cement t 1,049.00
11 ITEM DESCRIPTION UNIT QTY RATE AMOUNT H.35.04 Provision and application of water for curing kl 22.00
H.35.05 Curing by covering with the subsequent layer m² 1.00
36 CRUSHED STONE BASE H.36.01 Crushed-stone base (c) Constructed from type G2 material obtained m³ from commercial sources and compacted to 85% of bulk relative density, 150mm thick layer, 300.00 26mm nominal maximum size stone
200 mm thick for 7 m width 1,400.00 420000.00 H36.03 Crushed-stone base trial section (thickness m² indicated) constructed in accordance with the 356.00 provisions of clause 3603
41 PRIME COAT H.41.01 Prime coat: (e) Invert bitumen emulsion as per SABS 1260 litre 3.60
1 litre/sqm 7,000.00 25200.00 H.41.02 Aggregate for blinding m² 3.30 41.03 Extra over item 41.01 for applying the prime litre coat in areas accessible only to hand-held 1.90 equipment 42 ASPHALT BASE AND SURFACING H.42.02 Asphalt surfacing
(a) Continuously graded, medium, 40mm thick m² 60.00
7 m width 7,000.00 420000.00
H.42.05 Binder variations (a) Penetration grade bitumens t 1,500.00
H.42.06 Variations in active filler content:
(a) Cement t 860.00 (b) Lime t 860.00
ITEM DESCRIPTION UNIT QTY RATE AMOUNT H.42.07 Trial sections (a) 30 mm surfacing m² 50.00
H.42.08 100 mm cores in asphalt paving No 41.00
H.42.20 Backfilling of excavations for patching with:
(b) Asphalt surfacing t 1,500.00 0.00
12 ITEM DESCRIPTION UNIT QTY RATE AMOUNT
57 ROAD MARKINGS
H.57.01 Road marking paint: (a) White lines (broken or unbroken) (1) 100 mm wide km 2,000.00 2000.00 (b) Yellow lines (broken or unbroken) (2) 300 mm wide km 6,900.00 6900.00
add for 900 mm dia pipe culverts 1 per km 40,000.00 40000.00 add for special treatments if needed 100000.00 add for safety measures 100000.00 add for road signs 100000.00 sub total 3608492.50 add for contingencies and unforeseen items
15% 541273.88 add for price variations 10% 414976.64 4564743.01 for the new road, using average 3m high earth fill, 150 mm thick first layer of gravel sub-base (using stabilised or non-stabilized material) compacted to 93% MOD AASHTO density for full width of subgrade, using 150 mm thick second layer of gravel subbase (using stabilized or non stabilized material) compacted to 95% of MOD AASHTO density,200 mm granular crushed stone base compacted to 88% apparent density for 7 m width, prime coat using 1 litre of bitumen emulsion per sqm, and laying 40 mm thick asphalt premix surfacing for 7 m width, providing 150 mm thick gravel shoulders on either side of the carriageway, with 500mm deep side earthen drains on either side, with 1 new 900 mm dia pipe culvert per km, providing road safety arrangements like guard rails, guard posts, road painting, road signs, and with provision for contingencies at 15% and allowing 10% of annual price escalation approximately the cost per km - say E 4.6 millions/km for new road with gravel wearing course only the cost will be E 3.0 millions/km
13 Table of contents
Annex 3: Cane growing data 2
Annex 4: Worksheets for Preliminary Economic Analysis 9 Annex 3: Cane growing data
Table Data for Royal Swaziland Sugar Corporation
Summary Production Data Royal Swaziland Sugar Corporation Grower Size 2002 2003 2004 2005 2006 Large Scale Hectares Harvested 1,130.5 1,292.5 1,439.5 1,431.7 1,466.7 (>300 Ha) Cane Crushed (Tons) 84,899 117,281 118,141 124,619 124,084 Cane per Hectare (Tons) 75.1 90.7 82.1 87.0 84.6 Sucrose (Tons) 12,796 17,011 16,695 18,625 17,859 Sucrose per Hectare (Tons) 11.3 13.2 11.6 13.0 12.2 Sucrose % Cane 15.1% 14.5% 14.1% 14.9% 14.4% Share of Mill Cane Supply % 3.0% 3.7% 3.8% 3.8% 4.0% Number of Productive Growers 2 1 3 3 3 Average Farm Size (Ha) 565.3 1,292.5 479.8 477.2 488.9 Medium Scale Hectares Harvested 1,978.5 2,347.8 2,375.8 2,355.4 2,737.4 (151 to 300 Ha) Cane Crushed (Tons) 164,507 253,301 218,176 219,943 254,931 Cane per Hectare (Tons) 83.1 107.9 91.8 93.4 93.1 Sucrose (Tons) 19,291 34,633 29,818 31,019 36,574 Summary Production Data Royal Swaziland Sugar Corporation Grower Size 2002 2003 2004 2005 2006 Sucrose per Hectare (Tons) 9.8 14.8 12.6 13.2 13.4 Sucrose % Cane 11.7% 13.7% 13.7% 14.1% 14.3% Share of Mill Cane Supply % 5.8% 7.9% 7.0% 6.8% 8.2% Number of Productive Growers 8 11 8 10 10 Average Farm Size (Ha) 247.3 213.4 297.0 235.5 273.7 Small Scale Hectares Harvested 1,066.3 1,837.6 2,652.9 2,638.8 2,718.5 (50 to 150 Ha) Cane Crushed (Tons) 107,772 179,855 242,159 251,715 218,923 Cane per Hectare (Tons) 101.1 97.9 91.3 95.4 80.5 Sucrose (Tons) 15,298 24,462 33,032 36,524 30,817 Sucrose per Hectare (Tons) 14.3 13.3 12.5 13.8 11.3 Sucrose % Cane 14.2% 13.6% 13.6% 14.5% 14.1% Share of Mill Cane Supply % 3.8% 5.6% 7.8% 7.8% 7.1% Number of Productive Growers 12 22 25 34 31 Average Farm Size (Ha) 88.9 83.5 106.1 77.6 87.7 Small Grower Hectares Harvested 585.3 536.0 649.3 726.0 676.0
Grower Size 2002 2003 2004 2005 2006 (<50 Ha) Cane Crushed (Tons) 69,326 51,558 64,055 71,550 77,785 Cane per Hectare (Tons) 118.4 96.2 98.7 98.6 115.1 Sucrose (Tons) 7,918 7,021 8,866 10,379 11,027 Sucrose per Hectare (Tons) 13.5 13.1 13.7 14.3 16.3 Sucrose % Cane 11.4% 13.6% 13.8% 14.5% 14.2% Share of Mill Cane Supply % 2.4% 1.6% 2.1% 2.2% 2.5% Number of Productive Growers 24 22 23 28 25 Average Farm Size (Ha) 24.4 24.4 28.2 25.9 27.0 Tambankulu Hectares Harvested 3,399.8 3,663.4 3,706.6 3,716.5 3,685.9 Cane Crushed (Tons) 391,206 452,389 424,349 449,448 446,392 Cane per Hectare (Tons) 115.1 123.5 105.5 121.7 121.1 Sucrose (Tons) 57,452 62,930 58,550 64,446 63,507 Sucrose per Hectare (Tons) 16.9 17.2 15.8 17.3 17.2 Sucrose % Cane 14.7% 13.9% 13.8% 14.3% 14.2% Share of Mill Cane Supply % 13.8% 14.1% 13.6% 13.9% 14.4% Number of Productive Growers 1 1 1 1 1 Average Farm Size (Ha) 3,399.8 3,663.4 3,706.6 3,716.5 3,685.9 RSSC + MF Hectares Harvested 19,999.9 20,192.6 20,307.8 20,520.3 20,296.7 Cane Crushed (Tons) 2,018,113 2,151,808 2,047,356 2,122,585 1,968,316 Cane per Hectare (Tons) 100.9 106.6 100.8 103.4 97.0 Sucrose (Tons) 299,513 314,745 292,596 314,663 293,404 Sucrose per Hectare (Tons) 15.0 15.6 14.4 15.3 14.5 Sucrose % Cane 14.8% 14.6% 14.3% 14.8% 14.9% Grower Size 2002 2003 2004 2005 2006 Share of Mill Cane Supply % 71.2% 67.1% 65.7% 65.5% 63.7% Number of Productive Growers 1 1 1 1 1 Average Farm Size (Ha) 19,999.9 20,192.6 20,307.8 20,520.3 20,296.7 Grand Totals Hectares Harvested 28,160.3 29,869.9 31,131.9 31,388.7 31,581.2 Mhlume plus Cane (Tons) 2,835,823 3,206,192 3,114,236 3,239,860 3,090,431 Simunye Mills Sucrose (Tons) 412,268 460,802 439,557 475,656 453,188 Number of Productive Growers 48 58 61 77 71
Table 1 Data for Ubombo Mills
Summary Production Data Ubombo Mills 2002- 2003- 2004- 2005- 2006- 2007- Grower Size 2003 2004 2005 2006 2007 2008 (est) Cane Growing Hectares Harvested 7,602 7,634 7,659 7,656 7,594 7,574 (Miller-Cum-Planter) Cane Crushed (Tons) 767,572 768,687 715,831 802,030 774,361 746,000 Ubombo Sugar Ltd Cane per Hectare 101.0 100.7 93.5 104.8 102.0 98.5 (Tons) Sucrose (Tons) 107,692 109,333 101,243 113,936 109,881 106,081 Sucrose per Hectare 14.2 14.3 13.2 14.9 14.5 14.0 (Tons) Sucrose % Cane 14.0% 14.2% 14.1% 14.2% 14.2% 14.2% Share of Mill Cane 42.8% 41.7% 40.4% 41.7% 42.1% 40.1% Supply % Number of Productive Growers 1 1 1 1 1 1 Summary Production Data Ubombo Mills 2002- 2003- 2004- 2005- 2006- 2007- Grower Size 2003 2004 2005 2006 2007 2008 (est) Average Farm Size 7,602.0 7,634.0 7,659.0 7,656.0 7,594.0 7,574.0 (Ha) Tibiyo Taka Ngwane Hectares Harvested 2,340 2,322 2,335 2,208 2,271 2,295 Cane Crushed (Tons) 233,366 238,831 225,663 228,469 251,731 235,800 Cane per Hectare 99.7 102.9 96.6 103.5 110.8 102.7 (Tons) Sucrose (Tons) 33,175 34,154 32,049 32,243 36,145 33,531 Sucrose per Hectare (Tons) 14.2 14.7 13.7 14.6 15.9 14.6 Sucrose % Cane 14.2% 14.3% 14.2% 14.1% 14.4% 14.2% Share of Mill Cane Supply % 13.0% 13.0% 12.8% 11.9% 13.7% 12.7% Number of Productive Growers 1 1 1 1 1 1 Average Farm Size (Ha) 2,340.0 2,322.0 2,335.0 2,208.0 2,271.0 2,295.0 Medium Scale Farms Hectares Harvested 602 655 671 679 632 669 (Poortzicht) Cane Crushed (Tons) 55,051 67,466 64,503 61,477 61,335 61,371 Cane per Hectare (Tons) 91.4 103.0 96.1 90.5 97.0 91.7 Sucrose (Tons) 7,737 9,494 8,949 8,405 8,620 8,498 Sucrose per Hectare (Tons) 12.85 14.5 13.3 12.4 13.6 12.7 Sucrose % Cane 14.1% 14.1% 13.9% 13.7% 14.1% 13.8% Share of Mill Cane Supply % 3.1% 3.7% 3.6% 3.2% 3.3% 3.3% Number of Productive Growers 15 15 15 15 15 15
2002- 2003- 2004- 2005- 2006- 2007- Grower Size 2003 2004 2005 2006 2007 2008 (est) Average Farm Size (Ha) 40.1 43.7 44.7 45.3 42.1 44.6 Small Scale Growers Hectares Harvested 1,874 2,347 2,489 2,616 2,478 2,580 (Non-title Deed Land) Cane Crushed 169,188 213,950 226,709 235,639 227,934 234,436 (Tons) LUSIP Cane per Hectare 90.3 91.2 91.1 90.1 92.0 90.9 (Tons) Sucrose (Tons) 23,310 29,719 31,715 32,871 32,429 32,531 Sucrose per 12.4 12.7 12.7 12.6 13.1 12.6 Hectare (Tons) Sucrose % Cane 13.8% 13.9% 14.0% 13.9% 14.2% 13.9% Share of Mill Cane Supply % 9.4% 11.6% 12.8% 12.2% 12.4% 12.6% Number of Productive Growers 58 69 73 76 89 88 Average Farm Size (Ha) 32.3 34.0 34.1 34.4 27.8 29.3 Large Scale Commercial Hectares Harvested 5,292 5,293 5,682 5,880 5,783 5,653 Growers Cane Crushed (Tons) 567,196 553,083 537,020 596,371 525,042 582,393 Cane per Hectare 107.2 104.5 99.8 94.1 90.8 103.0 (Tons) Sucrose (Tons) 79,221 76,157 72,927 82,697 71,569 79,759 Sucrose per Hectare 15.0 14.4 12.8 14.1 12.4 14.1 (Tons) Sucrose % Cane 14.0% 13.8% 13.6% 13.9% 13.6% 13.7% Share of Mill Cane Supply % 31.6% 30.0% 30.3% 31.0% 28.5% 31.3% Number of Productive Growers 16 16 20 20 22 22 2002- 2003- 2004- 2005- 2006- 2007- Grower Size 2003 2004 2005 2006 2007 2008 (est) Average Farm Size (Ha) 330.8 284.1 294.0 262.9 257.0 330.8 Grand Totals Hectares 18,251 18,836 19,039 18,758 18,771 17,710 Ubombo Mill Cane (Tons) 1,792,373 1,842,017 1,769,726 1,923,986 1,840,403 1,860,000 Sucrose (Tons) 251,135 258,857 246,883 270,152 258,644 260,400 Number of 91 102 110 113 128 127 Productive Growers
Annex 4: Worksheets for Preliminary Economic Analysis Number Total Average Haulage Cost of farmers Hectares Distance to savings due to Mill Beneficiaries by Project Mill project (E/year) Total Capital Cost (E)
1 Construction of Dvokolwako Bridge RSS Simunye 216 657 90 1,482,192 26,680,000 2 Construction of Siphofaneni Bridge Ubombo 216 1397 50 N/A 49,000,000 3 Rehabilitation of Siphofaneni - Sidvokodvo Road Ubombo 90 1093 54 747,306 102,280,000 4 All weather road between Ngomane and Simunye Mill RSS Simunye 642 888 59 192,183 70,600,000 5 All weather road from Mananga Bridge to Ebuhleni Royal kraal RSS Mhlume 943 1461 26 470,281 64,000,000 6 Construction of Mndobandoba Bridge Ubombo 79 286 29 N/A 14,400,000 7 Matata Loop Road Ubombo 79 286 29 80,404 27,500,000 8 All weather road to Mafucula Farm Area RSS Mhlume 606 2198 18 657,292 4,700,000 9 Poortzicht to Big Bend Road Upgrade Ubombo 15 669 10 40.642 2,700,000 10 St Philips road via and including Mndobandoba Bridge Ubombo 467 1712 29 575,217 23,010,000 11 Reconstruction of Mhlathuzane Bridge Ubombo 129 461 41 N/A 7,150,000 12 Reconstruction of the Maphobeni Bridge Ubombo 247 1094 23 N/A 16,885,000
408,905,000 Key assumptions Original transport charge to farmers (E/t/km) 1.0 Assumed saving passed on to farmers by hauliers: By upgrading gravel to bitumen road 25% By regravelling 15% Note: 1) These are solely the haulage cost savings to farmers as a result of improvements to this particular section of road. There will be many other financial, economic and social benefits for users of these roads that can be quantified at the Feasibility Stage and will be of a significantly greater magnitude than those indicated here; 2) As the bridges are already existing, no benefits due to transportation cost is considered
Construction of Dvokolwako Bridge Total Distance to Beneficiaries by Project Grower Number of farmers Hectares Mill
1 Construction of Dvokolwako Bridge Manzana 18 75 96 (RSS - Simunye) Chathula 30 80 94 Leyodvwa 20 25 94 Malambe 1 6 96 KwasaDvokolwako 16 80 78 NGS 1 18 87 Phinduvele 19 40 86 Additional unidentified farmers (Ha & distance assumed averages 111 333 90
216 657 90.13 Assumed Yields Cane yield, t/ha 94 Total Cane to be transported, t 61,758
Benefits 100% cost saving 24 km distance saving to all farmers 24 Cost savings due to project (E/year) 1,482,192 Note: These are solely the haulage cost savings to farmers as a result of improvements to this particular section of road. There will be many other financial, economic and social benefits for users of these roads that can be quantified at the Feasibility Stage and will be of a significantly greater magnitude than those indicated here. Number of Distance to Beneficiaries by Project Grower farmers Total Hectares Mill 2 Construction of Siphofaneni Bridge E I Ranch 1 173 101 (Ubombo) Nkonyeni Farm 1 147 75 Emangweni Holding SA Farms (Pty) 1 87 110 San Roy Ranch 3 68 104 Mkhonta Daniel 1 9 39 Dlamini Ngudumane 1 8 45 Maziya A 1 18 18 Dlamini Daniel S 1 27 40 Samuel Mtfuso Dlamini 1 23 52 Dlamini Sipho L 1 20 35 Gamedze Chief Mgwagwa 1 23 37 Lobovu Farmers Association 38 88 60 Mabhudlweni Irrigation Scheme 4 25 12 Mngomezulu C 1 20 20 Nkambule Sugar Estate 1 30 35 Ntengenyane Farmers Association 10 85 17 Nzama Farmers Association 20 28 30 Simelane Simon M 1 15 35 Sinceni Farm Sugar Estate 1 57 29 Sukumani Bomake Farmers Assoc 40 27 37 Mshumpula Farmers Association 15 21 34 Mayikane Farmers Association 19 13 129 Nyanyali Investments (Pty) Limited 20 43 24 Etibusisweni Farm 1 63 110 Genesis (Pty) Limited 1 95 18 Shongwe Andrias M 1 11 22 Mpilimbe Farmers Association 16 14 14 Number of Distance to Beneficiaries by Project Grower farmers Total Hectares Mill Hambanathi Irrigation Scheme 10 56 60 Kamthwalo Invesments 1 48 110 Thring Duncan 1 16 20 Gwebu Jeremiah M 1 20 67 Gwebu Mkhuzelwa M 1 20 67
216 1397 50 Assumed Yields Cane yield, t/ha 90 Total Cane to be transported, t 125,722 Benefits Accident Reduction/Safety (Bridge only) Driving Smoothness Waiting Time Reduced (passing enabled) Vehicle Operating and maintenance reduced Congestion reduced Rail Overpass
Beneficiaries by Project Grower Number of farmers Total Hectares Distance to Mill Rehabilitation of Siphofaneni - 3 Sidvokodvo Road Mshikashika Farmers 5 28.3 30
(Ubombo) E I Ranch 1 173 101
Nkonyeni Farm 1 147.4 75 Emangweni Holding Sugar Association Farms (Pty) Ltd 1 87 110
San Roy Ranch 3 68.3 104
Maziya A 1 18.39 18
Mabhudlweni Irrigation Scheme 4 24.8 12
Nkambule Sugar Estate 1 29.9 35
Ntengenyane Farmers Association 10 85.29 17
Sinceni Farm Sugar Estate 1 57.26 29
Nyanyali Investments (Pty) Limited 20 43 24
Etibusisweni Farm 1 62.7 110
Genesis (Pty) Limited 1 94.55 18
Mpilimbe Farmers Association 16 14 14
Hambanathi Irrigation Scheme 10 55.7 60
Kamthwalo Investments 1 48.38 110
Thring Duncan 1 16 20
Gwebu Jeremiah M 1 19.5 67
Gwebu Mkhuzelwa M 1 20 67
90 1093 54 Beneficiaries by Project Grower Number of farmers Total Hectares Distance to Mill
Assumed Yields Cane yield, t/ha 90
Total Cane to be transported, t 98,412
Benefits
2 Stages: 1 2 Bridges See Siphofaneni Bridge for benefits
2 3 Bridges & Rehab of 36.6 km Bitumen Road
Current Cost of transporting cane along project road Upgrading gravel to bitumen road of Assume farmers travelling over 36.6 km utilise 36.6 km the total road distance (km) 36.6 2,246,442
The remainder use half this (km) 18.3 742,781
25% Cost savings due to project (E/year) 747,306 Note: These are solely the haulage cost savings to farmers as a result of improvements to this particular section of road. There will be many other financial, economic and social benefits for users of these roads that can be quantified at the Feasibility Stage and will be of a significantly greater magnitude than those indicated here. Beneficiaries by Project Grower Number of farmers Total Hectares Distance to Mill 4 All weather road between Ngomane and Simunye Mill Luzaluzile 145 77 15 Bambani 247 233 15 Nearby Farmers - Ngomane Maphikweni 22 100 15 Ekuhlamkeni 36 77 15 Hlofu 87 77 15 Manzana 18 75 96 Chathula 30 80 94 Farmers via Dvokolwako Bridge Leyodvwa 20 25 94 Malambe 1 6 96 KwasaDvokolwako 16 80 78 NGS 1 18 87 Phinduvele 19 40 86 642 888 59 V1 (RSSC) 145.7 18 V2 (RSSC) 219.5 18 Ngomane Hlane Road V3 (RSSC) 424.6 18 9 to 17 (RSSC) 5918.8 38 5,6,7,8, Inhlanyelo (RSSC) 2325.9 32 C (RSSC) 323.7 12 V1 (RSSC) 251.3 12 Mhlume V2 (RSSC) 288.3 10 V3 (RSSC) 56.3 12
9954.1
Assumed Yields Cane yield, t/ha 94 (RSS not included) Total Cane to be transported, t 5,292 Benefits (RSS not included) Beneficiaries by Project Grower Number of farmers Total Hectares Distance to Mill Upgrading gravel to bitumen of two roads Local farmers will join Hlane road midway (3.5 km) plus 11 km approach road Farmers via Dvokolwako Bridge will join the approach road to mill 10 km away
Current Cost of transporting cane along project road Local Farmers 14.5 768,732 Farmers via Dvokolwako Bridge 10 304,560 Cost savings due to project 25% (E/year) 192,183 RSS Benefit Ngomane Hlane Road (assume 14.5km) 14.5 212,311 Mhlume (assume join approach road halfway) 5.5 21,611
Total RSS Transport Savings 233,921 Note: These are solely the haulage cost savings to farmers as a result of improvements to this particular section of road. There will be many other financial, economic and social benefits for users of these roads that can be quantified at the Feasibility Stage and will be of a significantly greater magnitude than those indicated here. Distance to Mill Beneficiaries by Project Grower Number of farmers Total Hectares
All weather road from Mananga 25 5 Bridge to Ebuhleni Royal Kraal Sivukile 30 105 (RSS Mhlume) Intamakuphila Malibeni 120 209.4 25 Mananga Bridge Buhle Besive 116 174.6 25 Bambanani Maliba 245 308.4 25 Nhlanguyavuka 87 144.7 25
Mangweni Tingonini 125 182.7 28 Buhleni - Mangweni Road Mthombo Wempilo 109 198.6 28 Mpofu 111 137.1 28 943 1460.5 26 Assumed Yields Cane yield, t/ha 92 (RSS not included) Total Cane to be transported, t 134,366
Upgrading gravel to bitumen road of Assume all farmers join road at mid- 28 km point (14km) 14
Current Cost of transporting cane along project road (E/year) 1,881,124
25% Cost savings due to project (E/year) 470,281 Note: These are solely the haulage cost savings to farmers as a result of improvements to this particular section of road. There will be many other financial, economic and social benefits for users of these roads that can be quantified at the Feasibility Stage and will be of a significantly greater magnitude than those indicated here.
Number of Distance to Beneficiaries by Project Grower farmers Total Hectares Mill 6 Construction of Mndobandoba Bridge Magomba Ranch 1 138.18 24 (Ubombo) Henwood Gavin Henry 1 16 53 Mndobandoba Farmers Association 76 98.7 22 Mngomezulu Thepa 1 33 18 79 285.88 29.25 Assumed Yields Cane yield, t/ha 90 Total Cane to be transported, t 25,729 Benefits Accident Reduction/Safety (5km Saving when flooded) Driving Smoothness Waiting Time Reduced (passing enabled) Vehicle Operating and maintenance reduced Congestion reduced
Beneficiaries by Project Grower Number of farmers Total Hectares Distance to Mill
7 Conversion of Matata Loop Road Magomba Ranch 1 138.18 24 (Ubombo) Henwood Gavin Henry 1 16 53 Mndobandoba Farmers Association 76 98.7 22 Mngomezulu Thepa 1 33 18 79 285.88 29.25
Assumed Yields Cane yield, t/ha 90 Total Cane to be transported, t 25,729
Benefits 12.5km Gravel to Bitumen upgrade All farmers will use full road 12.5
Current Cost of transporting cane along project road (E/year) 321,615 25% Cost savings due to project (E/year) 80,404 Note: These are solely the haulage cost savings to farmers as a result of improvements to this particular section of road. There will be many other financial, economic and social benefits for users of these roads that can be quantified at the Feasibility Stage and will be of a significantly greater magnitude than those indicated here.
Number of Distance to Beneficiaries by Project Grower farmers Total Hectares Mill
8 All weather road to Mafucula Farm Area Phakama Mafucula 67 298.3 18 (RSS - Mhlume) Mnyangombili 39 400 18 Additional Farmers Associations (Ha & Distance assumed averages) 500 1500 18 RSSC 1 500 18 Assumed Yields Cane yield, t/ha 92 (RSS not included) Total Cane to be transported, t 202,244 Benefits Upgrading gravel to bitumen of 13km road All farmers will use full 13 km 13
Current Cost of transporting cane along project road (E/year) 2,629,167 25% Cost savings due to project (E/year) 657,292 RSS Transport Savings 149,500 Note: These are solely the haulage cost savings to farmers as a result of improvements to this particular section of road. There will be many other financial, economic and social benefits for users of these roads that can be quantified at the Feasibility Stage and will be of a significantly greater magnitude than those indicated here.
Number of Total Distance to Beneficiaries by Project Grower farmers Hectares Mill 9 Poortzicht to Big Bend Road Upgrade Nigel Murton (Farm no. 1) 1 23 8.4 (Ubombo) Kranzicht (Farm no. 2) 1 56.4 8.7 Simms Trust (Farm no. 3) 1 39.5 8.9 River Bend Farm (Pty) (Farm no. 4) 1 32.8 8.4 Siyobi Investment (Farm no. 8) 1 32 10.2 Riverview (Farm no. 9) 1 54.6 9.1 Inguni Investment (Farm no. 10) 1 45.6 8.9 Shali Investment (Farm no. 13) 1 51.4 8.9 Welangani (Farm no. 14) 1 69 9.2 Indvund. Yangidze Invest (Farm 15) 1 45.5 10.6 Jokovu Investment (Farm no. 16) 1 34.6 11.6 Manvwambane Farms (Farm no. 17) 1 42.7 11.1 Gomodvo Investment (Farm no. 18) 1 70.9 10.1 Bhutana Mazibuko & Family (Farm 19) 1 34 11.1 Jabusisa Investments (Farm no. 20) 1 37 9.1
Assumed Yields Cane yield, t/ha 90 (RSS not included) Total Cane to be transported, t 60,210 Benefits Regravelling of 9 km Assume farmers join at mid-point (4.5 km) 4.5
Current Cost of transporting cane along project road (E/year) 270945 15% Cost savings due to project (E/year) 40,642 Note: These are solely the haulage cost savings to farmers as a result of improvements to this particular section of road. There will be many other financial, economic and social benefits for users of these roads that can be quantified at the Feasibility Stage and will be of a significantly greater magnitude than those indicated here.
Number of Total Distance Beneficiaries by Project Grower farmers Hectares to Mill 10 St Philips road via and including Mndobandoba Bridge Gina T 1 32.2 24.5 (Ubombo) Madlenya Irrigation Scheme 17 42 35.5 Ngcamphalala Ben 1 15.7 30 Mahlobo Petros 1 27 18.5 Mabovane Farmers Association 9 18.5 18 Mnisi Joseph & Vilane Betusile 2 14.16 17 Maphobeni Farmers Association 49 149.2 20 Phaphamani Farmers Association 19 94.1 22 Shabangu James 1 17 22 Tsabedze Mciniseli G 1 8 17.5 Vezokuhle Farmers 8 29 23.5 Usuthu Mutwe (S M Tsabedze) 2 35.6 22 Ngcamphalala M 1 7.2 25 Vilakati Lofana 1 17.2 25 Construction of Mndobandoba Bridge Manyovu Farmers 6 34.82 29 Mshikashika Farmers 15 28.3 30 Ndzimandze Makhaya 1 9.47 22 Mdumo Farmers 7 13 12 Dlamini J 1 12.5 19 Qedindlala Farmers Association 42 67.8 17.5 Nhleko Nhlanhla 1 5.5 21 Vukani Farmers 4 189.78 21 Ngcamphalala Hloniphile N 1 2 22 Maziya Simon P 1 15.4 23 Vulamehlo Farmers Association 19 35.8 22 Mamba Joseph G 1 7 39 Number of Total Distance Beneficiaries by Project Grower farmers Hectares to Mill Mbanana Farmers 4 17.6 34 Mabhadlangeni Farmers Association 6 16 37 Magagasi Bambanani 20 16 18 Tsabedze Johannes M 1 7.9 19 Ndwandwe Obed 1 19.5 23 Ngcamphalala Chief 1 14.95 15 Simelane Bernard M 1 38.2 22.5 Johannes Gumedze 1 36 19 Magomba Ranch 1 138.18 24 Reconstruction of the Maphobeni Bridge Henwood Gavin Henry 1 16 53 Mndobandoba Farmers Association 76 98.7 22 Mngomezulu Thepa 1 33 18 Mkhonta Daniel 1 9 39 Dlamini Ngudumane 1 8.4 45 Dlamini Daniel S 1 27 40 Samuel Mtfuso Dlamini 1 22.6 52 Dlamini Sipho L 1 19.7 35 Gamedze Chief Mgwagwa 1 22.6 37 Lobovu Farmers Association 38 88.1 60 Construction of Siphofanenia Bridge Mngomezulu C 1 19.84 20 Nzama Farmers Association 20 27.5 30 Simelane Simon M 1 15 35 Sukumani Bomake Farmers Association 40 26.5 37 Mshumpula Farmers Association 15 20.9 34 Mayikane Farmers Association 19 13.4 129 Shongwe Andrias M 1 11.2 22
467 1712.00 29.18 Number of Total Distance Beneficiaries by Project Grower farmers Hectares to Mill
Assumed Yields Cane yield, t/ha 90 Total Cane to be transported, t 154,080 Benefits Mndobandoba Bridge Farmer will travel via St Phillips (46.2 km) - assume join road halfway 57.7 km regravelling (23.1km) Maphobeni Bridge Farmers, the road is 34.2 km, all farmers will travel 16.2 km on road, assume 20 km average Siphofaneni Bridge Farmers will all travel 31.6 km, assume 35 km average Current Cost of transporting cane along project road
Mndobandoba Bridge Farmers 23.1 2,275,216 Maphobeni Bridge Farmers 20 514,584 Siphofaneni Bridge Farmers 35 1,044,981
15% Cost savings due to project (E/year) 575,217 Note: These are solely the haulage cost savings to farmers as a result of improvements to this particular section of road. There will be many other financial, economic and social benefits for users of these roads that can be quantified at the Feasibility Stage and will be of a significantly greater magnitude than those indicated here.
Number of Distance to Beneficiaries by Project Grower farmers Total Hectares Mill 11 Reconstruction of Mhlathuzane Bridge Mkhonta Daniel 1 9 39 (Ubombo) Dlamini Ngudumane 1 8.4 45 Dlamini Daniel S 1 27 40 Samuel Mtfuso Dlamini 1 22.6 52 Dlamini Sipho L 1 19.7 35 Gamedze Chief Mgwagwa 1 22.6 37 Lobovu Farmers Association 38 88.1 60 Mabhudlweni Irrigation Scheme 4 24.8 12 Mngomezulu C 1 19.84 20 Nkambule Sugar Estate 1 29.9 35 Ntengenyane Farmers Association 10 85.29 17 Nzama Farmers Association 20 27.5 30 Simelane Simon M 1 15 35 Sukumani Bomake Farmers Assoc 14 26.5 37 Mshumpula Farmers Association 15 20.9 34 Mayikane Farmers Association 19 13.4 129 129 460.53 41
Assumed Yields Cane yield, t/ha 90 Total Cane to be transported, t 1,206 Benefits Accident Reduction/Safety Will only accrue after LUSIP - "not to be considered" at this stage Driving Smoothness Waiting Time Reduced (passing enabled) Vehicle Operating and maintenance reduced Congestion reduced
Number of Total Distance Beneficiaries by Project Grower farmers Hectares to Mill Reconstruction of the Maphobeni 12 Bridge Gina T 1 32.2 24.5 (Ubombo) Madlenya Irrigation Scheme 17 42 35.5 Ngcamphalala Ben 1 15.7 30 Mahlobo Petros 1 27 18.5 Mabovane Farmers Association 9 18.5 18 Mnisi Joseph & Vilane Betusile 2 14.16 17 Maphobeni Farmers Association 49 149.2 20 Phaphamani Farmers Association 19 94.1 22 Shabangu James 1 17 22 Tsabedze Mciniseli G 1 8 17.5 Vezokuhle Farmers 8 29 23.5 Usuthu Mutwe (S M Tsabedze) 2 35.6 22 Ngcamphalala M 1 7.2 25 Vilakati Lofana 1 17.2 25 Manyovu Farmers 6 34.82 29 Mshikashika Farmers 15 28.3 30 Ndzimandze Makhaya 1 9.47 22 Mdumo Farmers 7 13 12 Dlamini J 1 12.5 19 Qedindlala Farmers Association 42 67.8 17.5 Nhleko Nhlanhla 1 5.5 21 Vukani Farmers 4 189.78 21 Ngcamphalala Hloniphile N 1 2 22 Maziya Simon P 1 15.4 23 Vulamehlo Farmers Association 19 35.8 22 Mamba Joseph G 1 7 39 Mbanana Farmers 4 17.6 34 Mabhadlangeni Farmers Association 6 16 37 Magagasi Bambanani 20 16 18 Tsabedze Johannes M 1 7.9 19 Ndwandwe Obed 1 19.5 23 Ngcamphalala Chief 1 14.95 15 Simelane Bernard M 1 38.2 22.5 Johannes Gumedze 1 36 19
247 1094.38 23.102941 Assumed Yields Cane yield, t/ha 90 Total Cane to be transported, t 3,240 Benefits Accident Reduction/Safety
27 Number of Total Distance Beneficiaries by Project Grower farmers Hectares to Mill Considered for second phase as only built in 1999 Driving Smoothness Waiting Time Reduced (passing enabled) Vehicle Operating and maintenance reduced Congestion reduced
28 Table of contents
Annex 5: list of persons met 2
Annex 6: list of farmer’s meeting 5
Annex 7: list of documents collected 7
Annex 8: Specific terms of reference 8
Annex 5: list of persons met
Annex 5 List of Persons Met European Commission, Mbabane
1) Dr. Arno Schäffer, Chargė d’Affaires a.i., European Union, Mbabane 2) Mr. Jorge Niéto Rey, First Secretary, EC Delegation, Mbabane 3) Ms Daniela Isola, Programme Office/Agronomist of the EC Delegation, Mbabane 4) Ms Nontobeko Mabuza, Programme Officer/Economist, European Union, Mbabane
IRDMU 5) Dr. Stephen L Atkins, Agricultural Economist, Mbabane
MEPD 6) Ms Nomsa Tibane, Chief Economist, MEPD 7) Ms Lonkhululeko Nsibandze, Principal Planning Officer (S), MEPD, Mbabane 8) Mr. Donald S Ndwandwe, Senior Economist, External Assistance Unit, Ministry of Economic Planning and Development, Mbabane 9) Mr. Sikhumbuzo Sabelo Dlamini, Senior Economist, Macro Economic Unit, MEPD
SWADE 10) Doctor Lukhele, CEO, SWADE 11) Mr. Arthur Belsey, Project Director, LUSIP, SWADE, Mbabane 12) Mr. Melton Claughton, Engineering Manager, SWADE, Mbabane 13) Mr. Moses Vilakati, Project Director, KDDP, Tshaneni 14) Mr. Mawira Chitima, LUSIP, Siphofaneni 15) Mr. Mike Ogg, LUSIP, Siphofaneni 16) Mr. Jerry Nxumalo, KDDP, Tshaneni 17) Mr. Sabelo Simelane, LUSIP, Siphofaneni
MoPW&T 18) Mr. Trevor Tshabalala, Chief Roads Engineer, MoPW&T, Roads Department, Mbabane 19) Mr. Vincent Dlamini, Senior Roads Engineer, MoPW&T, Roads Department, Mbabane 20) Mr. Linda Magagula, Roads Engineer, Road Maintenance, MoPW&T, Roads Department, Mbabane 21) Mr. Christopher Vilakati, Construction Foreman, MoWP&T, Roads Department, Mbabane SSA 22) Mr. Walter Matsebula, Economist, SSA 23) Mr. Jabulani Sifundza, Head, P&D Control and Extension, SSA, Simunye 24) Dr. Musa V Dlamini, Head, Crop production Research, SSA, Simunye 25) Mr. Duma Zwane, Senior Extension Officer, SSA, Simunye 26) Mr. Sandile Ngcobo, Extension Officer – North, SSA, Simunye 27) Mr. Pat Ntuli, Extension Officer, South, SSA, Big Bend
MHUD 28) Ms Busa Masina, Senior Physical Planning Officer, MHUD , Mbabane
SCGA 29) Mr. Peter M Ginindza, Executive Director, Swaziland Cane Growers Association, Mbabane
MoAC 30) Mr. George Ndlangamandla, Director Agriculture, MoAC, Mbabane 31) Mr. Dumisane Mngomezulu, Senior Land Planning Officer, MoAC, Mbabane 32) Mr. M Mkhonta, Soil Scientist, MoAC, Mbabane 33) Mr. Sipho Shiba, Land Use Officer, MoAC, Mbabane 34) Mr. Thamsanqa Mpanza, MoAC, Mbabane 35) Ms Lindiwe Madonsela, Senior Agricultural Economist, MoAC
Swaziland Railway 36) Mr. Gideon J Mahlalela, CEO, Swaziland Railway 37) Mr. Timothy T Ndlovu, Director, Engineering, Swaziland Railway 38) Mr. James S Nkambule, Signals and Telecommunications Manager, Swaziland Railway
RSSC 39) Mr. John du Plessis, Managing Direcotor, RSSC, Simunye 40) Mr. Keith Ward, General Manager – Agriculture, RSSC, Mhlume 41) Mr. Tim Shongwe, Outgrowers Development Manager, RSSC, Mhlume 42) Mr. Patrick Myeni, Agricultural Services Manager, RSSC, Mhlume
Mhlume Waters 43) Mr. Peter Scott, Mhlume Waters, Mhlume
Illovo Sugar Company 44) Mr. Mandla Hlatshwayo, CEO, Ubombo Sugars, Illovo Sugar Group, Big Bend 45) Mr. Guy H Williams, Financial Controller, Illovo Sugar Group, Big Bend 46) Dr. Sipho V Nkambule, Crop Production Manager, Illovo Sugar Group, Big Bend
Swaziland Environment Authority 47) Mr. Stephen M Zuke, Senior Environment Officer SEA, Mbabane 48) Mr. Mboni Dlamini, Senior Environment Officer, SEA, Mbabane 49) Ms Nelo Sibandze, Chief Financial Officer, SEA, Mbabane
Surveyor General, Swaziland 50) Mr. Albert Mhlanga Surveyor General, Government of Swaziland
Local Consultants 51) Mr. Shaun P Finlay, Regional Director, Knight Piésold Swaziland (Pty) Limited, Mbabane 52) Mr. Humphrey M Ndlangamandla, Managing Director, Amandla Burrow Consultants (Pty) Ltd. Mbabane 53) Mr. Sidumo Dlamini, Director, Bicon Consulting Engineers Swaziland (Pty) Ltd., Big Bend 54) Mr. John Resting, Director, Bicon Consulting Engineers Swaziland (Pty) Ltd., Big Bend, (through email) 55) Ms Elizabeth Williams, Consultant, Technoserve, Mbabane
Hauliers 56) Mr. David Mack, Managing Director, Cargo Carriers, Mhlume 57) Mr. Herman Vilakazi, Managing Director, HS transport, Mhlume
Annex 6: list of farmer’s meeting
5th July 2007 at KDDP Meeting Hall No Name Association Position 1 Lomajele Magagula Sikhwama Mabhudzu 2 Eni Magagula Sekela Lashemei Lubisane 3 Lomahlobisa Zitha Sihlalo Zitha Lubisisane 4 Thomas Methula Ingcayizivela Vice Chairman 5 Makhosonke Masilela Nhlanguyavuka Treasurer 6 Nonhlanhla Masilela Madlamgempisi Farm Secretary 7 Busisiwe Metfula Sivukile F LTD Secretary 8 Sizakele Metfula Ngcayizivela Secretary 9 Sipho Kunene Buhle Besive Chairperson 10 Simanga Magagula Ingcayizivela F A Treasurer 11 Robert Maziya Mangweni Treasurer 12 Boy Mkhwanazi Mtfombo Wempilo Chairman 13 Jabulani Gumedze Mtfombo Wempilo Secretary 14 Annan Vilane Bambanani Maliba Treasurer 15 Lomcwasho Nxumalo Mtfombo Treasurer 16 Thabitha Mabuza Buhle Besive Treasurer 17 Aaron Magagula Madlangempisi Farmers Co. Chairman
Details of Farmers met at Big Bend Illovo Sugar Mill Office
Date: 6th July 2007 Venue: Board Room, Illovo Sugar Mill Office
The following people attended the meeting:
EC Mission for identifying the Infrastructure Improvements 1. P. Rajendra Babu 2 John G Okwudiafor 3 Ian Lomas
Farmers and Millers 1 Dr. Donny Visser – Chairman 2 Erle Erlendsson – Large Scale Farmer (corporate) 3 John Bezuidenhout –medium scale farmer 4 Stewart Geldenhuys – Large scale farmer (corporate) 5 Sipho R. Dlamini – Swaziland Sugar Association 6 Sipho L. Dlamini – Small scale farmer 7 Charles Crebo – Miller 8 Mandla Mkhaliphi – Small scale Grower 9 Guy Williams – Miller 10 Sipho Nkambule – Large scale farmer (corporate)
The general needs of the farmers with reference to the transportation cost for hauling sugarcane from the fields to the sugar mill were discussed. The details of costs for some of the operations involved in hauling the sugarcane were discussed and they are as follows: • Harvesting Costs : E10-13/ton • Transport/Haulage costs : E1.00/ton/km • Loading costs: E5/ton
The farmers requested to consider the following projects for inclusion in the needs statement: 1. St Philips road via and including Mndobandoba bridge 2. Mhlathuzana Road with new bridge below Usuthu/Mhlathuzane confluence 3. Poortzicht to Big Bend Road upgrade 4. Siphofaneni Bridge – upgrade to double lane 5. Mndobandoba to Big Bend Road (upgrade gravel road) Annex 7: list of documents collected
1. Elaboration of the National Adaptation Strategy in Swaziland for responding to the EU Sugar Reform; 2. National Adaptation Strategy 2006 of Government of Swaziland; 3. Multi-Annual Indicative Programme (MIP) for Swaziland under the AMSP (2007-2010) with PIF, AAF and Annexes (Financing Agreement); 4. Priority Road Investment Programme of Roads Department of Ministry of Public Works and Transport; 5. Swaziland National Transport Policy 2000; 6. Road Management System – Annual Maintenance and Rehabilitation Program, October 2005 from RD, MoPW&T; 7. SADC – Guidelines for Low Volume Sealed Roads – July 2003; 8. SATCC – Code of Practice for Pavement Rehabilitation – September 1998; 9. Hhohho Regional Physical Development Plan, (2005 – 2015) volumes 2 and 3; 10. Manzini Regional Physical Development Plan, Volumes 2 and 3; 11. Lubombo Regional Physical Development Plan, Volumes 1,2 and 3 (in CD format); 12. Shiselweni Regional Physical Development Plan (Draft), Volume 2; 13. A Poverty Reduction Strategy and Action Programme, Volumes 1 and 2; 14. Transportation Section of the Draft Sectoral Development Programmes 2005/06 – 2007-08 of MEPD; and 15. Detailed Engineering Design Report of the Siphofaneni Bridge on the Usuthu River, the Approach Roadworks and the Railway Overpass Bridge on MR 14 Road with estimates and detailed drawings, June 2002.
Annex 8: Specific terms of reference
EUROPEAID/ 119860/C/SV/multi LOT N° 2: INFRASTRUCTURE REQUEST N°: 2007/133128
SPECIFIC TERMS OF REFERENCE - Identification mission for an infrastructure improvement programme in the Sugar Sector
1. BACKGROUND
The European Union (EU) sugar regime has been reformed with effect from 1 July 2006, with the primary effects being on the reduction in EU guaranteed price (by a cumulative 36% over four years) and less guarantees on the market access volumes. This reform presents a significant adjustment requirement for Sugar Protocol (and Special Preferential Sugar) beneficiary industries and countries. The main effect is with respect to the price obtainable in Europe for sugar sales and the favourable market access preferences that were enjoyed by the beneficiary countries.
Swaziland is one of the major beneficiaries of the Sugar Protocol arrangement, and would be hardest hit by the negative effects of the reforms. Out of a production of 650,000 metric tonnes of sugar per year, a quarter is sold to Europe under the auspices of the Sugar Protocol and Special Preferential Sugar trading arrangements. With the European price about three to four times higher than the world market price, it is easily evident why the European market is important for Swaziland. About 33 percent of the sugar industry’s revenue is generated from European sales. The reform in the EU sugar regime will inevitably reduce the margin of preference and relative importance of the EU market. It will also bring about a reduction in the overall industry revenue (and the average industry price) given the fact that no alternative higher paying markets are available for Swazi sugar. This is even worse for an industry that is under expansion to accommodate more smallholder farmers, as the extra production will be destined for the artificially low- priced and highly volatile world market, with the effect of a further reduction in the average industry price.
Smallholder sugarcane growers are the ones at major risk of collapse given the reduction in the sucrose price paid to farmers. There is need to consider avenues for cutting their costs of production. At the very extreme, some farmers will have to seek alternative crops to which they can put their land to more productive use and relinquish (some of or in totality) the production of sugarcane. As a part of its intervention strategy, the
8 Government of Swaziland (GoS) has identified agricultural development and diversification of the smallholders sector through the Lower Usuthu Smallholders Irrigation Project (LUSIP). LUSIP is a large scale irrigation project, which will allow smallholder farmers to shift from risky rain-fed agriculture and low-productivity extension cattle grazing to high-value irrigated crops. This will diversify and improve productivity, increase rural incomes and improve nutrition, as well as to increase agricultural exports. LUSIP is being implemented in one of the poorest regions of Swaziland and intends to integrate the smallholders residing in the area into the commercial agroindustrial sub-sector. This will be achieved through irrigated crops production on 6,465 Ha at the end of first phase implementation (2010), and on a total 11,500 Ha on realisation of complete project by 2015. The project implementation encompasses the diversion of summer peak flows in the Usuthu River into an artificial off-river reservoir of 155 million cubic meter (over 2,157 Ha), without affecting upstream or downstream water rights.
One avenue for cutting costs of production is that of transportation. Transport costs have escalated and accounted for the major portion of growing costs for most smallholder cane growers. Several interventions are required to reduce the cost of transport for the smallholder growers. One of these is the improvement of the transport infrastructure. This entails the improvement of the roads conditions (re-gravelling, maintenance, etc), construction of new roads, tarring of roads and construction of link bridges (to shorten distances to mills), and it is the subject of this consultancy request.
Swaziland has developed and submitted to the EC its own adaptation strategy to the EU Sugar Sector Reforms. Besides other issues, this strategy has identified the need for improvement of the infrastructure in the sugarcane growing areas as significantly important. In fact, this has been made one of the priority areas for national adaptation and, by extension, for EC assistance. The EC has committed to funding this strategy and is already extending its first assistance through the funding of an array of studies in response to the national priority areas, and the establishment of a Restructuring and Diversification Management Unit (RDMU). The study of an appropriate infrastructure project is conceived within that framework.
Under the EC accompanying measures 2007 – 2013 to Sugar Protocol countries, the EU agreed to fund adaptation measures proposed by Sugar Protocol countries through the National Adaptation Strategies in response to the EU sugar sector reforms.
The consultancy will seek to identify the areas where infrastructure improvement is necessary to achieve the objective of reducing transport costs for the sugar industry and providing a basic infrastructure network even for those farmers that will venture out of sugarcane production.
2. DESCRIPTION OF THE ASSIGNMENT
Global objective
The central objective of this consultancy is to develop an appropriate infrastructure programme/project that will ensure that transport costs for the sugar industry (particularly
9 sugarcane growers) are reduced and that the general infrastructure network in the sugar belt is maintained and upgraded in a sustainable manner. In the end, the interest is to ensure that new sugarcane growers are able to join the sugarcane production industry in an environment where the infrastructure is good and with low transport costs.
Specific objectives
There are several specific objectives that the consultancy will seek to achieve. These include:
a) reducing costs of transport in the sugar industry, particularly in the smallholder sugarcane production sector; b) providing a model for the future provision and maintenance of the transport infrastructure network in the sugar belt, and in the new growing areas; c) identify/develop infrastructure projects for the sugarcane industry to a sufficient level to allow preliminary economic analysis (including designs, specifications, costs, etc).
Requested services, including suggested methodology
The consultants will propose infrastructure activities components including preliminary feasibility study and implementation method. The consultants will present supporting data. Consultations with the relevant structures (Government and other stakeholders) are necessary to avoid replication in investigations and studies and to ensure that outputs are owned by the main stakeholders. The consultations with the Government will also ascertain plans for the infrastructure programmes in the identified areas. Any infrastructure interventions around the Lower Usuthu Smallholder Irrigation Project (LUSIP) area will need to be elaborated in consultation with the local management structures of the project, including Swaziland Water and Agriculture Development Enterprise (SWADE) and the project implementation team. The Swaziland Sugar Association (SSA) is planning to undertake a study on transport modelling for sugar cane starting from April 2007; consultations with SSA experts will be worthy in order to capitalise the outputs.
The consultants will act in strict coordination with the Interim RDMU that will be in place since end of March 2007.
The consultants should, as part of their proposed offer, enclose a proposed methodology for undertaking the assignment. This proposed methodology would aid as an assessment of the consultants’ understanding of the assignment and the acceptability of the methodology to be used.
Required outputs
The consultancy must deliver to the client the following:
a) An Inception Report to outline the consultants understanding of the assignment and the proposed methodology to be used towards achieving the final output. This report should show the use of each expert and time required for completing the assignment, including
10 each expert’s time schedule. The report should further provide a timeline of the deliverables. b) A needs assessment should be presented to the NAS Steering Committee and/or relevant stakeholders, for confirmation prior to the engagement of next processes; c) A Draft Report which will present the main findings and detail the proposed infrastructure project (with its detailed components). This report should also present the consultations made with stakeholders and inputs received from each; d) A one-day workshop must be convened where stakeholders will engage the proposals contained in the draft report, and where stakeholder ownership and commitment could be found; e) A Final Report which will include a polished analysis of the proposals made in the Draft Report and take into account expressions made by stakeholders on the proposals contained in the Draft Report. The final report must also have as an attachment the draft Project Identification Fiche and the Action Fiche that will be annexed to the Annual Action programme for the Sugar Accompanying Measures. These two documents summarise the proposed use of funding expected from the EC.
3. EXPERTS PROFILE
Number of requested experts per category and number of man-days per expert A total of three experts of category II are required for this assignment. - The Team Leader must be an experienced Roads Engineer with over 10 years experience in the construction of roads, including management of donor projects. He will be responsible for the overall direction of the consultancy and the development of the project proposals. He will rely, where necessary, on the inputs from the other experts. The Team Leader must have particular experience in the planning, design and implementation of rural or agricultural roads projects, preferably those with donor (EC) involvement. Extensive experience in formulation of donor-funded infrastructure projects, working with donor projects, and exposure to the EC procedures (works contracts) is a pre- requisite. A particular experience with sugar industry infrastructure projects is an added advantage. The Team Leader would also do well with experience in working with smallholder (sugarcane) farmers and the design of infrastructure projects for their benefit.
The Team Leader is expected to spend in Swaziland 98 calendar days, of which 70 are working days .
- The two other experts shall be respectively a Structural/Bridge Engineer and an Agricultural/Transport Economist.
These 2 experts will be needed to support the Team Leader in delivering on the outputs required on this consultancy. They shall be responsible for the preliminary drawings and the pre-feasibility studies and analysis. They shall also undertake the necessary field visits to understand the requirements and expectations of the stakeholders. The experts must
11 have individually a minimum of 10 years relevant experience in project design and management and in the field of civil or irrigation engineering.
The 2 experts timing should be such that they are able to provide the Team Leader with the required outputs as needed for delivery. They shall be required to be in Swaziland for 60 man/working days total between the two of them; the contractor will specify in its offer the length of the stay of each one of these two experts.
Profile required (education, experience, references and category as appropriate)
For the Team Leader, a minimum of a Bachelor’s degree in Civil Engineering is required, although a postgraduate qualification is a distinct advantage. The other experts must also have a minimum of Bachelor’s degree for their field of expertise. Working language(s)
The consultants must be competent in writing and speaking English. All documents must be prepared and submitted in English.
4. LOCATION AND DURATION _ Starting period The consultancy is expected to start in Mai 2007.
Foreseen finishing period or duration It is expected that the consultancy will be finished by the end of August 2007. Planning An indicative planning is proposed in the following page; the consultancy will confirm/amend it in the inception report.
Location(s) of assignment The assignment will be primarily undertaken in Mbabane, Swaziland. The consultancy will be responsible for the provision of office space whilst working in Swaziland.
12 Consultants are under obligation to immediately inform the client of their working places and contacts immediately upon settling into Swaziland.
Travel to the sugar belt will be required.
5. REPORTING
Content See “Required outputs” on page 3. _ Language All reports must be in English. Submission/comments timing
The Inception Report must be submitted to the client one week after the start of the assignment. Comments on the report must be received from stakeholders within one week. Whilst these comments need not be incorporated into a revised Inception Report, they must be taken on board in the undertaking of the assignment.
The Draft Report must be submitted to the client two months after the commencement of the assignment. Comments from stakeholders should be expected within two weeks on the submission to the client. The first set of comments would be obtained through the workshop whilst the stakeholders reserve a right to respond separately within the given period. The consultants must endeavour to record and take into account all the comments raised by stakeholders to ensure that the output receives the necessary ownership from stakeholders and that its proposals would be effective and implementable
The Final Report, with its annexes, should be submitted to the EC at the end of the assignment, preferably one week prior to the expiry of the assignment period to allow for last minute edits and comments. NAO and EC will make comments in 2 weeks time, allowing 2 more weeks to the Contractor to present the final report. The final report will be approved before the expiry of the contract. The following words have to appear on the cover or front page of the final report: “Specific contract number … of the Framework Contract beneficiaries”.
All reports and correspondence must be submitted to the EC Delegation in Mbabane and to the National Authorising Officer (the Principal Secretary in the Ministry of Economic Planning and Development). Contact persons in these organisations will be given to the consultants at the beginning of the assignment.
Number of reports copies Each report must be produced in ten (10) copies plus one electronic copy.
For the Draft Report, the consultants will be expected to provide 50 additional copies and circulate to all stakeholders that would be invited for the workshop.
6. ADMINISTRATIVE INFORMATION
Other authorized items to foresee under ‘Reimbursable’:
13 - international trips, - per diem, - renting and running costs of car for field trips for no more than twenty (20) days (please consider that the road conditions of the area to be visited do not normally require the use of a 4 wheel drive vehicle) organization of one one-day workshop, which should be attended by 50 people (coffee break, lunch, renting conference facility, general stationery and information material, including 50 additional copies of the Draft Report). Transport or perdiem for the participants will not be covered under the contract. Tax and VAT arrangements: None Interim payment(s) modalities, if any (only for a rider) n.a. The experts will have to provide for their own office space, urban transport and working equipment including communication facilities.
14 Table of contents
Annex 9: Additional updated information & Action taken report 2
Annex 9: Additional updated information & Action taken report
Additional Updated Information and Action Taken Report
1) Comments received on Draft Final Report and Action taken The draft final report was submitted to the Delegation of the European commission (DEC) on 3rd of August 2007, and a workshop was conducted on 6th August 2007 wherein the report was presented to the stakeholders. During the workshop some comments were issued on the draft final report. Subsequently the DEC issued its comment on 17th August. This chapter deals with the comments received and the action taken on the comments.
The major comments received during the Workshop on 6th August are: 1. more information on using the rail network for hauling sugarcane and sugar products and provision of spur lines to the sugar mills for hauling sugarcane; 2. providing Siphofaneni Byepass to release congestion that may arise due to the new bridge; 3. Necessity of handing over of the private roads to Government Agency for future maintenance after completion of the projects through EU funding
Replies on some of these comments have been made in the draft report itself and for some queries additional updated information has been provided in this Annex 9.
2) Comments received on Modified Draft Final Report and Action Taken The modified draft final report was submitted to the EC Delegation on 31st August 2007. A brief meeting was held to discuss about the DEC’s observations on the modified draft final report on 5th September 2007 and the final comments on the modified draft final report ware received from the DEC on 14th September 2007. The comments received from DEC and the action taken is furnished in the following pages. Our reference: 07/658 13 September 2007
To: PARSONS BRINCKERHOFF Identification Mission for an Infrastructure Improvement Programme in the Sugar Sector in Swaziland [email protected]
Subject: Consultancy Second Draft Report of 31 August 2007
Dear Sir, Following our meeting of 5 September, please find attached a note with general comments on the second draft report and his attachments. Please note that we have received the draft PIF and AF on the same date of the meeting; we also join a copy of theses attachments where other comments and queries were recorded. Kindly return such copy in due course.
Yours sincerely,
Jorge Nieto Rey Chargé d’Affaires a.i.
Enclosed: as stated Cc: John Sykes, Mbabane Rajendra Babu , e-mail Steve Atkins, e-mail Ian Lomas, e-mail
Note to the file
Subject: Comments to the Second Draft Report “Identification Mission for an Infrastructure Improvement Programme in the Sugar Sector in Swaziland” of 3 August 2007
1. The second draft report was not completed with the annexes regarding the Project Identification Fiche and Action Fiche; they have been provided on 5/9/07, together with the Technical and Administrative Provisions 2. It appears that not all the observations made in our letter ref. number 07/584 of 17 August have been taken on board; therefore we report in italics our past observations that have not been considered, and a comment on their implementation: “Highlight the projects of strategic importance clearly; the prioritisation needs to be given much more explanation and clarity of conclusions and recommendations. In particular, the Consultant should look at the impact EU investment will have on the long-term structural stability of the sugar industry in the first instance, followed by the impact on Government policy – to provide a balance between continued efficiency of the existing industrial set-up, and the ability to better cope with the influx of emerging smallholder commercial sugar cane growers throughout the sugar belt.”: Not done; if you have encountered problems on this point, please make us aware of that Done in Chapter 5. “Documentation to launch any proposed activity for the Project Identification Fiche and 2008 Action Fiche.” In progress; please be careful to make it consistent to the main report (or adjust the main report if needed in order to add clarity and viability elements). “The consultant should also take into account the fact that the sugar sector is not static; the changes that we know will be in place by 2010 and beyond should be incorporated in the whole analysis. For example, the Consultant should analyse the impact of an enlarged sugar cane area from LUSIP and KDDP. The Consultant is advised to consider the presentation of a logistics overview for important strategic infrastructures and the importance of each project to a particular mill or the industry in general, including the possible outbound freight.” Partially done; please check presented data and update the main report including table 12. Done in Annex 9 “Review the recent work done by the Centre for Scientific and Industrial Research (CSIR) and revise their comments presented at the 6th August workshop.” Done in the annex; please extract conclusions and recommendations into the main text and make reference to the annex, including the railway analysis. Done in Annex 9 “For each project discussed there should be a table showing estimated timelines and possible draw down on budgets – a project management timesheet giving time of each anticipated action and funds required – project appraisal, recruitment of supervising agent, final design, tender process, mobilisation and completion. This is important for the final planning of the whole programme”. Partly done; need to be completed for each project; clarifications must be given when more projects are merged in one lot (and what is the impact if they are not merged). Done “Government’s road development programme elaborated on p27 needs to be discussed in length – what are the strategic values placed by Government on each ‘project’ and what are the most likely projects that will be funded and when.” Partly done; please associate the complementarity of this programme with the infrastructure initiatives proposed for the sugar industry (eg.: Siphofaneni Bridge and LUSIP, MR16 Siteki to Big Bnd with transport of inputs and sugar. All part of Lubombo Spatial Development Initiative). Done “Regarding Maphobeni Bridge, Project No 12, in p87 the discussion needs to amplify the rationale for an investment here and clarify the issue. For example, consider Government’s policy on making an additional investment at that particular site, how will the flow regime of Usuthu River change once the Bulungapoort Weir is operational and will this control the flooding discussed in the project sheet. What is the degree of flooding at this location since 2000 when the bridge was commissioned?” Not done; it appears that this is a low priority project; are these elements associated to the low priority? If yes, specify, if not please consider because level of priority might change; if you have encountered problems on this point, please make us aware of that Done “The list of abbreviations is incomplete.” Partly done, but still incomplete (IRI, HDM, MRD, RMS, etc. Done “Bye-pass related to the Siphofanene Bridge.” Done in the annex. Please include it in the main text or make reference to the annex. Done in Chapter 5 “The analysis should revisit the number of farmers and the cropped areas associated with each project recommended in order to ensure all benefits are adequately captured.” Not done; see above (point 1) and consider SNL and TDL farmers. Done in Chapter 7 3. Other comments on the main report: • Project numbering in the tables and in the project sheets need to be consistent. - Done • Project maps clearly and accurately have to identify projects location; this is most important since GPS coordinates have not been provided. Please note that especially for project sheet n. 1 (Construction of Dvokolwako Bridge), it is absolutely impossible to determinate the location of the bridge - Done • Project Sheet n. 4, “All weather road between Ngomane and Simunye Mill”: it seems that the importance of this road is not highlighted enough (from the table in annex 4 we understand that the road could serve almost 10,000 Ha of sugar cane (more than 5,000 Tons), and not 888 Ha as stated in table 12 - Done • Make sure that information is accurate (page 78, fig 6, Gov Road not RSSC road) - Done • Project budgeting needs to include supervision and design costs and oversight / coordination (considered in the Action Fiche?) - Done • It should be mentioned if and which consequences there could be on projects started in phase 1 if phase 2 will not be implemented - Done • No need to duplicate the same table in more parts of the text. • Page 49: “stats”? - Corrected th • At page 50, 11 line and following from top: it should be supported by an example, or make reference to the annexes. – Done Refer Annex 4 • The first letter of remark on draft report not to be put in the annexes. - Done • Separate the annexes and list what they contain. - Done 4. Comments on the annexes: • Terms of Reference: i. A route map through the document is necessary to help understand the content of it (Index + introduction on how we are going to use the TOR) ii. Specify if from these TOR we can move directly into a feasibility study or additional documentation is required Done in Chapter 9 and in Annex 10 • PIF: i. The document lacks links with the mission (see reference to the Identification phase, that has NOT be led the Working group, but by a team of experts) ii. Consistency with EC policy should be better focused, containing also links to the MIP 2007/2010 iii. Cross cutting issues should be better focused, with relation to this particular project iv. The consistency with partner Government policies should contain references to the Transport sector Policy, the Lubombo Spatial Development Initiatives, etc. v. In the document, the problem analysis is focused on the smallholders; whilst it should be considered that the weakest component of the industry is represented by the smallholders, we think that the transport infrastructure problem concerns the sugar industry at general and not only the smallholders. The problem analysis should therefore be revised vi. Stakeholder analysis should consider ALL the main stakeholders, and tackle with issues like ownership of the existing roads, new roads and maintenance plans vii. Strategy analysis should be revised after having reconsidered the problem analysis viii. We advise to consider only 1 specific objective. The improvement of mobility for the rural poor, in this project, it is not an objective but a “side effect”. Have capacity building activities been considered? Other notes to the log frame are reported in the hand written notes. ix. Specify the resources and costs needed x. Explain better the proposed structure for the project implementation, as discussed in the meeting of 5 September xi. Consider the risks that could endanger the achievement of the objective, and suggest how to minimize them xii. Regarding the sustainability section, better support the sustainability of the project, considering also maintenance capacity from the Government services or other stakeholder xiii. A work plan should be included, with a time schedule for activities needed in the formulation phase. Reference should be made to the terms of reference for further studies needed to finalize the formulation of the project (to be attached to the main report OR to the PIF) xiv. Review the consistency of the annexes. • ACTION FICHE and TAP: xv. The weaknesses of the PIF are reflected also in the other documents, whilst no value is added. The AF and the annexed TAP should contain more detail concerning the implementation of the project; it should be mentioned if elements are still missing and will be detailed after further missions.
A Utilizing the Rail Mode for sugarcane hauling
1 Providing spur lines to the Sugar Mills to connect the mills to the Rail Network At present none of the mills are connected to the rail network through a spur line. The cost of connecting these mills through a spur line was discussed with the Swaziland Railways, and the cost details as per the “Interim Report for the Updating of Reports done on Sugar Spurs for Big Bend, Mhlume and Simunye between 1991 and 1994 for the Swaziland Sugar Association” in March 2006, are as follows: . The proposed railway standards are:
Minimum radius for horizontal curves – 400 m; Maximum gradient 1: 50 compensated for curvature, both directions; Using second hand rails 40g/m; Using second hand steel sleepers; Ballast at 800 cum/km; Formation width 5.5 m, layer design to satisfy axle load 18 t and approximately 0.4 million gross tonnes per annum; Turnouts – second hand 1:9 (40kg/m) in yards, new 1:12 (48kg/m) for connection in mid section.
For the operating philosophy two options were considered – 1) either SSA would haul small trains with appropriately sized locomotives and collect empties and deposit fulls on spurs located at the Swaziland Railway station or 2) Swaziland Railway deposit empties and collect fulls at the mill site. For this option 2, larger exchange yards at the mills were required and the connection of the running lines at mid-section was considered as an alternative to terminating the running line at a station. The option 2 was considered in the cost estimation.
Capital cost estimates The costs shown include provision for professional fees and disbursements and general sales tax at 14%. A cost of E 2,500 per tonne plus GST at 14% has been allowed for the supply of second hand rails.
The cost shown for each exchange yard at a mill includes the loading spurs, the supply and installation of a weighbridge, the purchase of 8 t locomotive and provision for a service bay and the provision of security fencing and lighting.
No provision for land acquisition has been made. Provision for any alterations to be made in the mill layout to suit the spur line arrangements is not made in the cost estimation.
While adopting the cost estimates of the Railway consultants, price escalation of 10% per annum has been considered and the 2006 prices of the report has been updated for 2008 prices.
Spur line to Mhlume sugar mill Two routes have been considered – one to Mhlume station and a shorter alternative to connect at mid-section south of Mhlume station. The distance to Mhlume station will be approximately 6 km and the distance to the mid section connection will be approximately 4 km.
Capital cost for the spur line to Mhlume Mill Capital Costs at Total Capital cost Rail material Total Capital cost Rail material March 2006 (Emalangeni) component (Emalangeni) component in 2006 included in 2006 in 2008 included in 2008 Exchange yard at 12,550,000 640,000 15,060,000 768,000 mill Running line to 16,270,000 1,210,000 19,524,000 14,520,000 Mhlume Station Running line to 11,280,000 760,000 135,360,000 912,000 mid-section connection Note: The cost for 2008 has been worked adopting 10% price increase per year over the 2006 prices.
Spur line to Simunye sugar mill Four routes have been considered – one to the east to connect Mlawula Station, and other alternative routes to the west, each of which would need to connect at mid-section between Mpaka and Mananga. The distance to Mlawula station is approximately 13 km. The distance to the western connections is approximately 18 km each.
Capital cost for the spur line to Simunye Mill Capital Costs at Total Capital cost Rail material Total Capital cost Rail material March 2006 (Emalangeni) component (Emalangeni) component in 2006 included in 2006 in 2008 included in 2008 Exchange yard at 10,150,000 480,000 12,180,000 576,000 mill Running line to east 50,290,000 3,010,000 60,348,000 3,612,000 to Mlawula Station Running line to 67,020,000 4,180,000 80,424,000 5,016,000 west to mid-section connection Note: The cost for 2008 has been worked adopting 10% price increase per year over the 2006 prices.
Spur line to Big Bend sugar mill Only one route has been considered from the Ubombo Ranches mill to Big Bend station and the distance is approximately 18 km. A special feature of this project is that the existing bridge over the River Usuthu has to be shared by road and rail traffic. The bridge was designed and constructed with this in mind, with the agreement in principle of the Roads Department of MoPW&T at that time. This agreement would need to be re-visited for operating this line. If there is no agreement another bridge for railways has to be constructed for which provision has not been made in the cost estimation.
Capital cost for the spur line to Big Bend Mill Capital Costs at Total Capital cost Rail material Total Capital cost Rail material March 2006 (Emalangeni) component (Emalangeni) component in 2006 included in 2006 in 2008 included in 2008 Exchange yard at 11,530,000 540,000 13,836,000 648,000 mill Running line to Big 60,750,000 3,940,000 72,900,000 4,728,000 Bend Station Note: The cost for 2008 has been worked adopting 10% price increase per year over the 2006 prices.
From the railway proposals for the new spur lines to the sugar mills, it has been noticed that they are proposing to use second hand rails and second hand steel sleepers. If these items are not available and they go for new rails and sleepers the cost will increase by 100%. Further if second hand items are used the annual depreciation cost and maintenance cost will be very high and these costs will be added to the operation cost and the operation cost will be high.
2 Connecting the Malkerns through rail to the Simunye Mill The sugarcane outgrowers of Malkerns (total area 1487.1 ha; sugarcane produced 114673 tons), are currently transporting the sugarcane through road (MR 4 and MR 3) to Simunye Mill and the distance hauled is approximately 90 km. As the two roads MR4 and MR 3 are bituminous roads and this route is the shortest to the mill no need for any improvement to reduce the distance was mentioned by the stakeholders.
As per the data received from the Swaziland Railways, the railway spur line to Malkerns will use 14 km of the existing roadbed to the old iron ore mill at Kadake then branching off 3 km along the Mhlambanyatsi river towards Malkerns. The proposed alignment plan for the Malkerns spur line is presented below. This will involve new track construction for 3 km at E 4.0 million/km and roadbed repairs, restoration and plate laying for 14 km at E 2.5 million/km. The total cost for the construction of the spur to Malkerns would be approximately E 48 millions.
After constructing the Malkerns spur line and the mills are connected with the rail network, the approximate distance from Malkerns station to various sugar mills will be: Malkerns to Simunye Mill - 151.116 km Malkerns to Mhlume Mill - 154.152 km Malkerns to Ubombo Mill - 133.568 km
The Swaziland railways indicated that the current freight charges for finished product from the sugar mills is around E 68.84/tonne/km and the tentative cost for hauling sugarcane from the Malkerns area to the sugar mills will be slightly less than the current freight rates. The railways officials refused to disclose the exact figures as they are still working on it.
The distance to the mill from the Malkerns center to the Simunye Mill – by road is around 90 km and by rail will be around 151 km. Even if the transportation cost for hauling sugarcane from Malkerns will be around E 50/tonne/km, the cost will be very high comparing the current cost by road network. The current cost for hauling sugarcane by road is around E 1 to 1.25/tonnekm. By comparing the distances and the hauling cost by both rail and road modes, the transportation cost along road, works out cheaper.
However, if one considers the cost of laying the tracks for connecting the railway to Malkerns and the operational cost for running the railway line just for transporting approx. 115,000 tons of sugarcane (which is expected to be done throughout the year), the freight charges for hauling the sugarcane to the mill will be high, and it may not work out cost effective. The cost of laying spur lines to the sugar mills have not been considered as those lines may be used for the outbound traffic such as sugar, ethanol from the mills and for other inbound traffic such as fertilizers and other items.
The proposed Malkerns Railway Spur Line
3 Cane growers of Sidvokodvo area As per the Swaziland Railways, there are some sugarcane growing areas around the Sidvokodvo area within a radius of about 10 km to the Sidvokodvo Railway Operational Centre. The rail infrastructure at that centre is not fully utilized currently, and with some arrangements by the Swaziland railways, the Centre can be used for loading the cane onto rail to any of the sugar mills once the spur lines to the sugar mills are established. A loading yard can be established at Sidvokodvo where wagons would be placed, loaded with sugarcane and hauled to the desired destinations. The sugarcane outgrowers have to deliver the sugarcane to the loading area in the Centre and the distance approximately will be 10 km. This arrangement will not involve any cost for laying rail lines other than the cost of providing spur lines to the sugar mills. This will involve double handling of sugarcane – one at farms area and the other at the Railway Centre.
4. CSIR study undertaken on behalf of SSA Swaziland Sugar Association (SSA) has undertaken a study “Development of an Efficient and Cost Effective Transport and Warehousing System for the Swaziland Sugar Industry” through its consultant - CSIR of South Africa. The main objective of the study was ‘to document the current industry transport and warehousing/storage logistics system and propose an efficient, cost-effective logistics (transport and warehousing) model for the industry, taking special interests of the smallholder cane-growing sector’. The CSIR has done a linear programming model and a preliminary presentation of their findings was made on 7th August 2007 in the Board room of SSA.
According to their preliminary findings: “Overall results from the analysis of the outbound supply chain indicate the following: • Road transportation is the most cost-effective strategic option for the distribution of sugar; • The adoption of such a distribution strategy would lead to the closure of the warehousing facilities at the Mlawula siding with a resultant reduction in cost to the Swaziland Sugar Association; • The effects of adopting a road only strategy may not be supportable in the longer term as the road infrastructure may not be able to cope with the increased load; • A possibility exists that rail transportation may be cost-effective to the Port of Maputo, Nelspruit, Wadeville, Polckwane and Pretoria; provided the rail network is extended to the three mills and the rail cost structure is amended downwards.”
Further the CSIR has suggested the following “two strategies for optimizing the SSA’s outbound supply chain: Strategy 1: The road infrastructure in Swaziland should be upgraded to ensure its continued use. Negotiations to this effect with the Swaziland Government and other entities that may be involved should be launched. Strategy 2: The extension of the rail network to the three mills should be considered provided the cost structure for rail transport could be reduced to make it a viable economic option. The various role players should be engaged.
In order to derive full economic benefit, a strategy to ship all sugar by road should be preferred strategy for the short to medium term.”
5 Conclusions As the present study ‘Identification Mission for an Infrastructure Improvement Programme in the Sugar Sector’ does not contemplate a detailed study for providing spur lines to the Sugar Mills, sugarcane production areas, a new study to identify the benefits for providing the spur lines to the Sugar Mills and the sugarcane production centers like Malkerns, Sidvokodvo may be undertaken. This study may be undertaken in collaboration with the Swaziland Sugar Association and the Swaziland Railways and the study will cover in detail about the costs involved in laying the spur lines, proposed hauling and freight rates, and the mode of funding these spur lines.
In rail operation, the railways add the annual depreciation cost and the annual maintenance cost to the rail operational cost and then work out the freight charges. By utilizing the second hand rails, sleepers, wagons etc., the depreciation cost and maintenance cost will be high, thereby the operation cost. In road operation, the road users operate their vehicles on their own, and no component for road maintenance cost or road depreciation cost is transferred to the road user as they are borne by the Road agencies. By comparison, the road operation will work out cheaper than rail operation unless otherwise the railways down structure their freight rates.
B Overall road network in sugar sector The road network in the sugarcane growing areas consists of Proclaimed road network, private road networks. These roads fall under different categories - main roads, district roads, access roads and feeder roads. No detailed list of roads in the sugarcane growing areas is available with the Roads Department. No map indicating the sugarcane growing areas and the internal road network in those areas is available with any of the stakeholders – MoPW&T, SSA, MoAC and Surveyor General. Hence the details of the overall road network in the sugarcane growing areas could not be collected and presented in the report.
C Details of Priority Road Investment Programme The projects listed in this document represent a tentative list of projects, which the Swaziland Government intends to have completed within the next 10 years up to the year 2016. Priority has been given to road projects connecting Swaziland with the rest of the SADC region including regional development corridors and trade centres. This priority investment programme has been developed as part of the implementation of the renowned Swaziland National Transport Policy.
As per the Road Department’s Priority Road Investment Programme, the basic principles underlying this priority investment programme are as follows:
• The programme takes into consideration the existing classification of the road network (main roads and district roads); • The programme ensures that selected roads have a regional function: i. Provide connection between border posts and areas of economic activity; ii. Provide connection to regional transport corridors such as the Maputo Development Corridor, the Lubombo Spatial Development Initiative (LSDI) and the Bio-Diversity Corridor. • The programme has an operational criteria for inclusion: i. Sections must have an Average Daily Traffic (ADT) of more than 200 vehicles per day. ii. Accessibility of every main urban area to the network defined according to the functional criteria. • The programme should have an economic and environmental criteria for inclusion: i. All sections to be selected to the network defined according to the functional and operational criteria should be economically feasible and environmentally sustainable. • The programme should have a design criteria for inclusion of roads: i. Access management, control and roadside protection. ii. Selection of the technical characteristics of each road should be based on regional standards and specifications.
The road investment programme details are furnished in the following pages.
S. Name of the Project Project Description Objectives Estimated cost Remarks No. 1 MALOMA-NSOKO ROAD The aim is to upgrade the 31 km To improve the transport of Construction: E124 The coal mine is a major foreign exchange earner (MR14) long gravel road to bituminous coal from the mine to the million; for Swaziland; road. The existing road from its railhead (reducing spillage An economic feasibility study and detailed intersection with the paved MR8 and losses), and facilitates Consultancy services: engineering designs including tender documents road (BigBend –Lavumisa road) road transport of people E7 million were finalized in the year 2000. The project is runs through agricultural land from and agricultural produce in awaiting funds for construction; Nsoko (including sugar cane the area. Land Acquisition: The project will provide improved access and production). The road provides E3 million reduced vehicle operating costs and road access for the new anthracite coal maintenance costs as well as improving road mine at Maloma to the railway at Mitigation Plan: E1.5 safety. Upgrading the road will also arrest the Nsoko from where coal shipments million. depletion of natural gravel sources in the area are exported. which are currently being exploited for the frequent regraveling of the road. Preliminary assessments of the benefits indicate that based on traffic counts, the project is economically viable
2 PIGGS PEAK TO The project will upgrade the The objectives of the Feasibility study and detailed engineering design BULEMBU (MR20) AND existing gravel roads to bituminous project is to spur Construction: E230 and tender documents were completed in the BULANDZENI – PIGGS surface standard. development of the million year 2001. Construction is expected to PEAK ROADS (MR 2) economy in the area in commence anytime when funds are made The project lies in the Northern conjunction with the Consultancy Services: available. Hhohho district where significant development of the Komati E10 million agricultural development is river basin project, and to The expected benefits include reduced vehicle expected as a result of the Komati provide improved access operating costs, faster access between farms and basin development project and and reduced transport costs markets, better access to health and education especially Maguga Dam, which has to a growing population. facilities and a reduction in road accidents. Hence been constructed to the South of the upgrade of the road will be economically MR2. viable.
S. Name of the Project Project Description Objectives Estimated cost Remarks No. The strip served by MR2 and MR20 is farmed for maize and other market produce, while in the west there are pine forests. A lumber mill is located near Piggs Peak. The MR20 links Piggs Peak to the Bulembu boarder post providing access to Barberton (South Africa). 3 UPGRADING AND These roads cover a total length of The objectives of this road Construction: A feasibility study and detailed engineering RECONSTRUCTION OF 48km and are part of the LSDI are: to stimulate socio- E200 million designs have been completed in the year 2001 LONHLUPHEKO – SITEKI Commercial route. These roads will economic development together with tender documents. Construction is (MR7) AND LUKHULA--- be single carriageway with widened along the project corridor, Consultation Services: expected to commence as soon as funds become BIG BEND (MR16) ROADS lanes at 3.70 meters and shoulders to provide a safe and E15 million available. at 2.0 meters. This road will be reliable tourism route constructed according to SATCC through Swaziland, and to The primary benefit will be to improve the tourism standards, with a pavement provide a safe and reliable industry. Other benefits include, reduced travel structure designed for heavy environmentally sustainable time for goods and passengers, reduced vehicle truckloads. This corridor connects commercial link route from operating costs, improve access to markets and Maputo, Swaziland and Durban. Maputo through Swaziland. social services by rural communities, improved road safety and improve in economic development along the project route.
4 SIPHOFANENI – MALOMA The existing roads comprise gravel The objectives of the Construction: A detailed engineering design and feasibility (MR14) AND MADUBENI – roads between Siphofaneni and project are to support the E 364 millions study was completed in the year 2001 together HLATHIKHULU (MR25) Maloma (MR14) and between developments that will be with tendering documents. Construction is ROADS Madubeni and Hlathikhulu (MR25). stimulated by Consultancy Services: expected to commence as and when funds are Total length of project is 91km. agricultural/irrigation E25 millions made available. Considerable development development projects, by (residential and commercial) is improving access and Benefits are expected to include reduced vehicle underway in Hlathikhulu and the reducing transportation operating costs, reduced travel/transport times, S. Name of the Project Project Description Objectives Estimated cost Remarks No. Lower Usuthu Irrigation Project costs. reduced road maintenance costs and reduced (LUSIP) is expected to have a traffic accident rates. significant economic impact on the Siphofaneni and Madubeni areas. Currently, the area between Siphofaneni and Madubeni is primary used as grazing land with significantly more agricultural activities around Hlathikhulu. The project would upgrade the route to bituminous surface standard.
5 CONSTRUCTION OF TWO The project consists of a 30-m The main objective is to Construction: Detailed engineering designs are complete as BRIDGES ON D10 AT long, two span bridge past Pine improve the tourism E30 million well as tender documents. Construction will MBELEBELENI AND Valley and a 200 m long multi-span industry and also to commence as soon as funds become available. FLORENCE MISSION bridge at Mbelebeleni. Construction promote business, both Consultancy: Improvement in the tourism industry as the of these two bridges would locally and internationally. E3 million bridges will facilitate accessibility on road D10 enhance accessibility on Road D10 that has been earmarked for a biodiversity route. near Pine Valley, which has been It also hinges on the Maguga Dam corridor as earmarked for a biodiversity route. well as game reserves/nature reserves in the northern and eastern parts of the country. With improved accessibility across the Mbuluzi river, both private and commercial users would benefit from improved standards. 6 UPGRADING OF The project covers a distance of The objectives are to Construction: A feasibility study and detailed engineering MANTABENI – SANDLANE approximately 52 km. This road will provide a safe, reliable and E210 million design have been completed for the Bhunya- ROAD (MR19) be reconstructed to accommodate environmental sustainable Sandlane section of the road, which is in a bad 3.65 m lanes, 2.0 shoulders and link between Swaziland and Consultancy Services: condition. The project awaits funding for climbing lanes where necessary. South Africa, to promote E 10 million construction. This road serves as an important safe and reliable network The benefits includes reduced travel time, vehicle S. Name of the Project Project Description Objectives Estimated cost Remarks No. route for the pulp manufacturing for pulp manufacturing operating costs, improved road safety and industry in Bhunya as well as industry and also to improved access to markets and social services connecting Swaziland with South stimulate socio-economic Africa via Sandlane Border Post. development along the project corridor.
7 UPGRADING OF The project road runs along a The objectives are to Construction: These includes reduced travel time, vehicle MOTJANE – MATSAMO mountainous terrain for a total provide a safe, reliable and E360 million operating costs, improved road safety and ROAD (MR1) length of approximately 90-km. environmental sustainable improved access to markets and social services This road is currently paved with link between Swaziland and Consultancy chip and spray. It will be South Africa, to promote Services: reconstructed and widened to safe and reliable network E15 million accommodate 3.65m lanes and 2.0 and stimulate socio- m paved shoulders. The road will economic growth and be realigned in a number of development along the sections to conform to the project corridor. appropriately safe horizontal and vertical alignments. This road serves as an important link between Swaziland and South Africa and it also travels through the Songimvelo Bio-Diversity Corridor.
8 UPGRADING OF The project road spans a total The objectives are to Construction: Feasibility study and detailed engineering LUGAGANENI – LUVE length of approximately 30-km. The provide a safe, reliable and E120 million designs were completed in 2003. The project is ROAD (D29) road is to be upgraded to environmental sustainable ready for construction as and when funds bituminous standard. It will be a link between Swaziland and Consultancy become available. single lane comprising 3.65m lanes South Africa, to promote Services: and 2.0 m paved shoulders. The safe and reliable network E 8.5 million Benefits includes reduced travel time, vehicle S. Name of the Project Project Description Objectives Estimated cost Remarks No. subbase will be constructed using and stimulate socio- operating costs, improved road safety and quality suitable material stabilised economic growth and improved access to markets and social services where necessary; The base course development along the will be crush stone and the wearing project corridor. course will be asphalt. There will be major bridges together with two large box culverts and numerous small pipe culverts for drainage. 9 THE UPGRADING OF The project road spans a total The objectives are to Construction: Feasibility study and detailed engineering MHLAMBANYATSI- length of approximately 24-km. The provide a safe, reliable and E100 million designs were completed in 2002. The project is LUNDZI (D81) ROAD road is to be upgraded to environmental sustainable awaiting funds for construction. bituminous standard. It will be a link between Swaziland and Consultancy single lane comprising 3.65m lanes South Africa, to promote Services: The benefits includes reduced travel time, vehicle and 2.0 m paved shoulders. The safe and reliable network E 8.5 million operating costs, improved road safety and subbase will be constructed using and stimulate socio- improved access to markets and social services quality suitable material stabilised economic growth and where necessary. The base course development along the will be crush stone and the wearing project corridor. course will be asphalt. 9 CONSTRUCTION OF The project consists of a 75-m The main objective is to Construction: Detailed engineering designs are complete as MBULUZI ARMY long, three span bridge across the improve access and safety E15 million well as tender documents. Construction will BARRACKS BRIDGE AT Mbuluzi river. Construction of this to the Mbuluzi Army commence as soon as funds become available. LUVE bridge would enhance safe and Training Camp. Consultancy Services: easy access to the Mbuluzi Army E 1.5 million Safe access to the Mbuluzi Army Training Camp Training Camp. would improve efficiency and mobility of the army and ultimately improve its capacity to effectively defend the country when the need arises. 10 CONSTRUCTION OF The project consists of a 60-m The main objective is to Construction: E12 Detailed engineering designs are complete as MKHONDVO RIVER long, four span bridge across the improve access and safety million well as tender documents. Construction will BRIDGE AT MKHITSINI Mkhondvo river on D65. across the Mkhondvo river commence as soon as funds become available. S. Name of the Project Project Description Objectives Estimated cost Remarks No. ON D65 Construction of this bridge would for the people of Mkhitsini. Consultancy Services: Safe access to the Mkhitsini area would improve enhance safe and easy access for E 1.5 million efficiency and mobility of people and goods the people of Mkhitsini area. destined for Nhlangano and other urban centers. This would also boost the community tourism projects being initiated by the people of Mkhitsini and surrounding areas across the Mkhondvo river. 11 CONSTRUCTION OF The project consists of a 35-m The main objective is to Construction: E 5 Detailed engineering designs are complete as MZIMNENE RIVER long, single span bridge across the improve access and safety million well as tender documents. Construction will BRIDGE NEAR WILLIAM Mzimnene river near William across the Mzimnene river commence as soon as funds become available. PITCHER Pitcher. Construction of this bridge for the people of Ticantfwini Consultancy Services: would enhance safe and easy and surrounding areas E 0.8 million Safe access to the city of Manzini would improve access for the people of Ticantfwini efficiency and mobility of people and goods. This and surrounding areas. would also boost the community business projects being initiated by the people of Ticantfwini and surrounding areas across the Mzimnene river. 12 CONSTRUCTION OF The project consists of a 300-m The main objective is to Construction: E 50 Detailed engineering designs are complete as SIPHOFANENI BRIDGE long, two-lane, multi-span bridge improve safety and ease of million well as tender documents. Construction will ON MR14 across the Great Usuthu River at transportation from the commence as soon as funds become available. Siphofaneni town, which is the LUSIP project area to the Consultancy Services: major urban centre adjacent to the sugar mill in Big-Bend and E 5 million Improvement in the agriculture (sugar cane) LUSIP Project area. This bridge is also the project will assist to industry as the bridge will facilitate accessibility currently a low-level single lane promote business, both on road MR14 that is a critical route for the structure which is no longer locally and internationally. LUSIP area. With improved accessibility across suitable for the anticipated increase the Great Usuthu river, both private and in agricultural and commercial commercial users would benefit from improved activities as a result of the LUSIP standards. project.
D SADC Design Standards The following are the design controls recommended by SADC as per ‘the Guidelines for Low Volume Sealed Roads’. Some references are made to other International Practices in that ‘Guideline”. They are: SATCC – Southern Africa Transport and Communications Commission TRL - Transport Research Laboratory, UK ARRB - Australian Road Research Board (Extract of salient points from the ’SADC Guidelines”)
The more important design controls include: 1. Driver Characteristics; 2. Design Speed; 3. Sight distances; 4. Design Traffic; 5. Design vehicles; 6. Environmental factors.
Driver Characteristics recommended for rural/low volume roads Parameter Design Guide SATCC TRL ORN 6 ARRB Driver eye height (m) 1.00 1.05 1.15 Brake Reaction Time (secs) 2.50 2.00 2.50 Object height (stopping) (m) 0.10 0.20 0.20 Object height (passing) (m) 1.00 1.05 --
Design Speed is normally taken as the maximum speed that 85% of the drivers are expected to adopt over a specified section of the completed road when conditions are so favourable that the design features of the road govern the driver’s choice of speed.
Recommended design speed values for selected design guides Parameter Design Guide SATCC TRL ORN 6 ARRB Traffic (ADT) --- 100 – 400 > 100 Terrain F R M F R M F R M Design Speed Km/h 70 70 50 70 60 50 80 70 50 Note: F - Flat; R – Rolling; M - Mountainous
Design Vehicle The dimensions of design vehicles adopted in design manuals developed overseas are, quite naturally, based on vehicle types found in these countries. However, the range of vehicle types found in the SADC region and their operating characteristics, in terms of vehicle performance, condition, usage, traffic mix, and road user’s attitude, vary quite significantly from those developed countries. Thus, careful attention should be paid to design vehicle characteristics in the Low Volume Sealed Roads design.
Design Traffic The design traffic is a critical design control which has a major impact on all geometric design elements of a road. For High Volume Roads, this factor normally applies only to
20 motorised traffic in terms of Annual Average Daily Traffic (AADT) in the design year. However, for low volume sealed roads, due account must also be taken on non-motorised traffic, animal-drawn vehicles and large pedestrian flows near urban and peri-urban areas which all affect such design elements as carriageway and shoulder widths. Unfortunately none of the regional guidelines and international guidelines fully cater for non-motorised traffic. Measures that could be considered are wider shoulders, sealed shoulders, wider side drains or physical separation from motorised traffic, all of which will increase costs.
Sight Distances A critical feature of safe road geometry is provision of adequate sight distance – the distance ahead that can be seen by the driver. The basic elements of sight distance which are important to low volume sealed roads include: • Stopping sight distance (SSD) – the distance needed for safe stopping from travelling speed; • Meeting sight distance – the distance needed for drivers of two vehicles travelling in opposite directions to bring their vehicles to a safe stop; • Passing sight distance (PSD) – the distance needed to see ahead for safe overtaking.
Minimum stopping (SSD) and passing (PSD) sight distance Design Speed SATCC TRL ORN 6 ARRB (km/h) SSD PSD SSD PSD SSD PSD 40 44 110 35 ------50 -- --- 50 140 50 -- 60 79 230 65 180 -- -- 70 -- -- 85 240 90 -- 80 126 420 -- -- 110 -- 100 185 700 160 430 -- --
Environmental Factors In order to minimize the adverse impacts of low volume sealed road provision, it is important to carry out an environmental audit at the commencement of the design process. Such an activity aims to: • Design road corridors to minimize environmental and social/cultural impacts and maximize user safety; • Integrate the results of the geometric planning process into the design process; • Identify appropriate design options to minimize impacts of the proposal and be compliant with the design brief; • Provide an Environmental Design Report that sets out various criteria for minimizing environmental impacts; • Consider the objectives of all road users, and the natural and cultural values of the community through consultation; • Minimize disturbance to the natural vegetation and landscapes; • Ensure road drainage systems use natural drainage lines and maintain catchment integrity at all times.
21 Elements The following elements of the road cross-section for various classes of low volume sealed roads need to be considered: • Width of carriageway; • Width of shoulders; • Crossfall; • Width of road reserve.
Examples of typical cross sectional widths
Road Function Indicative Carriageway Shoulder traffic flow Width Comments Width Comments (vpd) (m) (m) Primary > 400 6.0 Two commercial 1.0 Represents the to vehicles will pass minimum width 7.0 completely within the recommended. Need to carriageway; some provide edge markings movements towards the on shoulder. Widths may edge may occur need to be increased for Secondary 100 – 400 5.5 Need to maintain a 1.0 pedestrian or non- to minimum width of 5.50 m motorised traffic. For 6.0 to avoid severe edge traffic safety reasons, break even at low traffic sealing of shoulders is levels recommended. (however this will increase cost). This is also advantageous for structural and maintenance reasons Tertiary/access 20 – 100 3.0 Single lane – two 1.50 roads commercial vehicles will pass completely within the total width of 6.00 m utilizing the shoulders
Design Radii for different super-elevations Design Speed (km/h) Horizontal radium (m) Horizontal radium (m) (Super-elevation 6%) (Super-elevation 10%) 60 100 85
Pavement Design Life selection guidelines Design data reliability Importance/Level of Service Low High Low 10 years 10 – 15 years High 10 -15 years 15 – 20 years
22 Pavement design methods appropriate for use in the SADC region Mechanical-Empirical Methods Empirical Methods S-N method DCP method 1984 TRH 4 SATCC Pavement Design Guide 1997 TRL ORN 31 1993 TRL/SADC Pavement Design Guide 1999
Reference may be made to the various combinations of pavement composition. These are given in the Annex C of the “Code of Practice for the Design of Road Pavements” SATCC 1998, which is too large to reproduce here.
E Time line for this Study by the Consultants The team leader for this study mobilized on 11th June 2007, the Structural and Bridge Engineer mobilized on 2nd July 2007 and the Agricultural/Transport Economist mobilized on 3rd July 2007. The Economist and Structural and Bridge Engineer were demobilized on 8th August and 10th August.
Activities June’07 July’07 August’07 September’07 2 3 4 1 2 3 4 1 2 3 4 1 2 Mobilization of TL Inception Report Collection and visiting of project areas Mobilization of Team Members Needs Assessment Report Collection of Data like farm areas etc. Estimates Draft Final report Workshop and presentation Demobilization of team Members Attending to the comments on the draft final report by TL Revised Draft Final Report Demobilization of the Team Leader Preparation of various Fiches Completion of the Study
Note: The time period is indicated in weeks
23 The Team Leader and the team members met various stakeholders, assessed the various suggestions made by the stakeholders, visited the probable project areas, collected the site information, collected the details of the farm area, number of farmers from the three sugar mills, collected the cost details for the various road work items and prepared the rough cost estimates. The Economist prepared the preliminary economic analysis.
24 Table of contents
Annex 10: Draft terms of references 2
Annex 11: Project Identification Fiche 126
Annex 12: Action Fiche 149
Annex 13: Technical and Administrative Provisions for Implementation 157
Annex 10: Draft terms of references
DRAFT TERMS OF REFERENCE (TOR) For the Preparation of Detailed Project Report for Improvements to Roads and Bridges in the Sugar Sector of Swaziland – Lot 1 works and Proof Checking of the DPR for Construction of Siphofaneni Bridge and its approaches
Preparation of Detailed Project Report for Improvements to Roads and Bridges in the Sugar Sector of Swaziland – Lot 1 Works and Proof Checking of the DPR for the Construction of Siphofaneni Bridge and its approaches
Draft Terms of Reference for Consultancy Services (TOR)
1. General
1.1 The European Community through the Delegation of the European Commission (DEC), Mbabane, Swaziland has decided to take up the development of roads and bridges in the Sugar Sector of Swaziland in two lots – Lot No.1 and Lot No. 2, for rehabilitating the gravel/earth roads in the sugar sector into bituminous/gravel roads and to provide high level bridges in order to reduce the transportation cost for the benefit of the smallholder sugarcane growers.
1.2 DEC will be the employer and executing agency for the consultancy services and the standards of output required from the appointed consultants are of international level both in terms of quality and adherence to the agreed time schedule.
2. Objective
2.1 The main objective of the consultancy service is to establish the technical, economical, and financial viability of the project and prepare detailed project reports for rehabilitation and upgrading of the existing gravel/earth roads to 2 lane /single lane (configuration depending upon the road) bituminous/gravel roads and construction of high level major/minor bridges. The various works identified are sub-divided in to two lots Lot No.1 and Lot No. 2.
2.2 The details of the Lot No. 1 are as follows:
Lot No. Projects Included Lot No. 1 1) Siphofaneni bridge (period of construction 24 months); 2) Siphofaneni – Sidvokodvo road 2 bridges (period of construction 24 months; 3) Siphofaneni – St. Philips – Mndobandoba Bridge – Big Bend road 4 causeways as bridges (period of construction 24 months); 4) Matata Loop road (period of construction 12 months); and 5) Poort zeicht road (period of construction 12 months).
2.3 The viability of the project shall be established taking into account the requirements with regard to rehabilitation, upgrading and improvement based on highway design, pavement design, type of intersections, overpasses, rehabilitation and widening of existing and/or construction of new bridges and structures, road safety features, quantities of various items of works and cost estimates.
2.4 The Detailed Project Report would inter-alia include detailed highway design, design of flexible pavement and overlay, design of bridges and cross drainage structures and grade separated structures, quantities of various items, detailed working drawings, detailed cost estimates, economic and financial viability analyses, environmental and social feasibility, social and environmental action plans as appropriate and documents required for tendering the project on item rate contract basis for international / local competitive bidding.
2.5 The DPR consultant should ensure detailed project preparation incorporating aspects of value engineering, quality audit and safety audit requirement in design and implementation.
3. Scope of Services
3.1 As far as possible, the rehabilitation/widening work shall be within the existing right of way avoiding land acquisition, except for locations having inadequate width and where provisions of alignment corrections, improvement of intersections including provision of grade separators etc. are considered necessary and practicable and cost effective. The Consultant shall furnish land acquisition details as per revenue records/maps for further processing.
3.2 The general scope of services is given in the sections that follow. However, the entire scope of services would, inter-alia, include the items mentioned in the Letter of Invitation and the TOR.
3.3 A detailed design report for the Construction of the Siphofaneni bridge across River Usuthu, its approaches and a rail overpass has been prepared by the Roads Department of the Ministry of Public Works and Transport (MoPW&T) of Swaziland in 2002. The original design consultant has updated the estimates for this specific work in 2007, and 2008 during the Identification mission and the rough cost estimates have been worked out by the Consultants for the Identification Mission. The consultants to be engaged for this lot has to undertake proof-checking of the original design prepared by the Consultant for MoPW&T and prepare updated estimate, drawings fit for execution and bidding documents. The DEC will help the consultant in obtaining the DPR copy prepared by Amandla Burrow Consultants Pty Ltd Swaziland. Apart from the proof checking, the design consultant has to conduct economic analysis, environmental impact assessment and other relevant activities as for the other design projects included in this lot. No geo- technical investigations are to be conducted for this Siphofaneni bridge and its approaches and the rail overpass.
3.3 All ready to implement ‘good for construction’ drawings shall be prepared.
3.4 Environmental Impact Assessment, Environmental Management Plan and Rehabilitation and Resettlement Studies shall be carried out by the Consultant meeting the requirements of the lending agencies like EU/ADB/ World Bank/ JBIC etc.
3.5 Wherever required, consultant will liaise with concerned authorities and arrange all clarifications. Approval of all drawings including GAD and detail engineering drawings will be got done by the consultant from the Railways. Consultant will also incorporate the estimates for shifting of utilities of all types involved from concerned local authorities in the DPR. Consultant is also required to prepare all Land Acquisition papers wherever necessary.
3.6 The DPR consultant should ensure detailed project preparation incorporating value engineering, quality audit and safety audit requirement in design and implementation and the consultant will submit quality audit plan before starting preparation of Detailed Project Report.
3.7 Consultant shall obtain all types of necessary clearances required for implementation of the project on the ground from the concerned agencies. The client shall provide the necessary supporting letters and any official fees as per the demand note issued by such concerned agencies from whom the clearances are being sought to enable implementation. In case Consultant does not obtain all the necessary clearances up to the completion of the assignment, deduction up to 5% amount will be made from the final payment. The amount thus deducted will be released after all necessary clearances have been obtained.
4. General
4.1 Primary Tasks
General Scope of Services shall cover but be not limited to the following major tasks (additional requirements for Feasibility Studies and preparation of Detailed Project Report for Major Bridges are given in Supplement I): i. Review of all available reports and published information about the project road and the project influence area; ii. Environmental and social impact assessment, including such as related to cultural properties, natural habitants, involuntary resettlement etc. ii (a). Public consultation, including consultation with Communities located along the road, NGOs working in the area, other stake-holders and relevant Govt. departments at all the different stages of assignment (such as inception stage, feasibility stage, preliminary design stage and once final designs are concretized). iii. Detailed reconnaissance; iv. Identification of possible improvements in the existing alignment and bypassing congested locations with alternatives, evaluation of different alternatives comparison on techno-economic and other considerations and recommendations regarding most appropriate option; v. Traffic studies including traffic surveys and Axle load survey and demand forecasting for next fifteen years; vi. Inventory and condition surveys for road; vii. Inventory and condition surveys for bridges, cross-drainage structures and drainage provisions; viii. Detailed topographic surveys using Total Stations and GPS; ix. Pavement investigations; x. Sub-grade characteristics and strength: investigation of required sub-grade and subsoil characteristics and strength for road and embankment design and sub soil investigation; xi. Identification of sources of construction materials; xii. Detailed design of road, its x-sections, horizontal and vertical alignment and design of embankment of height more than 6m and also in poor soil conditions and where density consideration require, even lesser height embankment. Detailed design of structures preparation of GAD and construction drawings and cross-drainage structures and underpasses etc. xiii. Identification of the type and the design of intersections; xiv. Design of complete drainage system and disposal point for storm water xv. Value analysis / value engineering and project costing; xvi. Economic analysis; xvii. Contract packaging and implementation schedule. xviii Strip plan indicating the scheme for carriageway widening, location of all existing utility services (both over- and underground) and the scheme for their relocation, trees to be felled and planted and land acquisition requirements including schedule for LA: reports documents and drawings arrangement of estimates for cutting of trees and shifting of utilities from the concerned department; xix Preparation of detailed project report, cost estimate, approved for construction drawings, rate analysis, detailed bill of quantities, bid documents for execution of civil works (a)through budgeting resources. xx Tie-in of on-going/sanctioned works of other agencies. xxi Preparation of social plans for the project affected people as per policy of the EU’s R & R Policy. xxii Proof checking of the already prepared design for the construction of Siphofaneni bridge across River Usuthu, its approaches, and the rail overpass in the approach portion, preparation of drawing ‘fit for execution’, economic analysis, environmental impact assessment, social plans. No geotechnical investigation is to be undertaken for this specific item.
4.2 While carrying out the field studies, investigations and design, the development plans being implemented or proposed for future implementation by the local bodies, should be taken into account. Such aspect should be clearly brought out in the reports and drawings.
4.3 Standards and Codes of Practices
1. All activities related to field studies, design and documentation shall be done as per the latest guidelines/ circulars and relevant publications of SADC/SATCC. For aspects not covered by SADC/SATCC, international standard practices, such as, British and American Standards may be adopted. The Consultants, upon award of the Contract, may finalise this in consultation with DEC and reflect the same in the inception report.
2. All notations, abbreviations and symbols used in the reports, documents and drawings shall be as per International practices.
4.4 Quality Assurance Plan (QAP)
1. The Consultants should have detailed Quality Assurance Plan (QAP) for all field studies including topographic surveys, traffic surveys, engineering surveys and investigations, design and documentation activities. The quality assurance plans/procedures for different field studies, engineering surveys and investigation, design and documentation activities should be presented as separate sections like engineering surveys and investigations, traffic surveys, material geotechnical and sub-soil investigations, road and pavement investigations, investigation and design of bridges & structures, environment and R&R assessment, economic & financial analysis, drawings and documentation, preparation, checking, approval and filing of calculations, identification and tractability of project documents etc. Further, additional information as per format shall be furnished regarding the details of personnel who shall be responsible for carrying out/preparing and checking/verifying various activities forming part of the feasibility study and project preparation, since inception to the completion of work. The detailed Draft QAP Document must be discussed and finalised with the concerned DEC officers immediately upon the award of the Contract and submitted as part of the inception report.
2. It is imperative that the QAP is approved by DEC before the Consultants start the field work.
4.5 Review of Data and Documents
1. The Consultants shall collect the available data and information relevant for the Study. The data and documents of major interest shall include, but not be limited to, the following: i. Climate; ii. road inventory iii road condition, year of original construction, year and type of major maintenance/rehabilitation works; iv. condition of bridges and cross-drainage structures; v. sub-surface and geo-technical data for existing bridges; vi. hydraulic data, drawings and details of existing bridges; vii. detailed of sanctioned / on-going works on the stretch sanctioned by various agencies for Tie-in purposes viii. survey and evaluation of locally available construction materials; ix. historical data on classified traffic volume (preferably for 5 years or more); x. origin-destination and commodity movement characteristics; if available; xi. speed and delay characteristics; if available; xii. commodity-wise traffic volume; if available; xiii. accident statistics; and, xiv. vehicle loading behaviour (axle load spectrum), if available. xv) Type and location of existing utility services (e.g. Fibre Optical Cable, O/H and U/G Electric, Telephone line, Water mains, Sewer, Trees etc.) xvi) Environmental setting and social baseline of the project.
4.6. Social Analysis
The social analysis study shall be carried out in accordance with the EU/World Bank/ADB Guidelines. The social analysis report will, among other things, provide a socio-economic profile of the project area and address in particular, indigenous people, communicable disease particularly HIV/AIDS poverty alleviation, gender, local population, industry, agriculture, employment, health, education, health, child labour, land acquisition and resettlement .
4.7 Traffic Surveys All traffic surveys and studies will be completed in feasibility studies.
4.7.1 Number and Location of Survey Stations 1. The type of traffic surveys and the minimum number of survey stations shall normally be as under, unless otherwise specifically mentioned.
S.No. Description Number of survey stations 1 Classified traffic volume count 1 (one) per road 2 Origin Destination and commodity movement 2 (locations to be characteristics finalised with DEC) 3 Axle loading characteristics 1 4 Intersection volume count At each major intersection location
2. The number of survey locations indicated in the table above is indicative only. The Consultants shall, immediately upon award of the work, submit to DEC proposals regarding the total number as well as the locations of the traffic survey stations as put of inception report. Suitable maps and charts should accompany the proposals clearly indicating the rationale for selecting the location of survey stations.
3. The methodology of collection and analysis of data, number and location of traffic survey stations shall be finalised in consultation with DEC.
4.9.2. Classified Traffic Volume Count Survey 1. The classified traffic volume count surveys shall be carried out for 7 days (continuous, direction-wise) at the selected survey stations. The vehicle classification system as given in relevant SADC/SATCC code may be followed. However, the following generalised classification system is suggested in view of the requirements of traffic demand estimates and economic analysis:
Motorised Traffic Non-Motorised Traffic (NMT) 2 Wheeler Bi-cycles Passenger Car Animal Drawn Vehicles (ADVs) Utility vehicle (jeep, van etc) Other NMTs Bus Mini Bus Standard Bus Light Commercial LCV – Passenger Vehicle (LCV) LCV - Freight Trucks MCV – 2-Axle rigid chassis HCV – 3 Axle rigid chassis Multi – Axle Vehicle- Semi – Articulated Multi-Axle Vehicle Articulated Others 2. All results shall be presented in tabular and graphical form. The survey data shall be analysed to bring out the hourly and daily variations. The traffic volume count per day shall be averaged to show a weekly Average Daily Traffic (ADT) by vehicle type. The Annual Average Daily Traffic (AADT) shall be worked out by applying seasonal factors.
3. The consultants shall compile the relevant traffic volume data from secondary sources also. The salient features of traffic volume characteristics shall be brought out and variations if any, from the traffic census carried out by the State PWD shall be suitably explained.
4.9.3. Origin-Destination and Commodity Movements Surveys
1. The Consultants shall carry out 1-day (24 hour, both directions) O-D and Commodity Movement Surveys at locations finalised in consultation with DEC. These will be essentially required around congested towns to delineate through traffic. The road side interviews shall be on random sample basis and cover all four-wheeled vehicles. The locations of the O-D survey and Commodity Movement surveys shall normally be same as for the classified traffic count stations.
2. The location of origin and destination zones shall be determined in relation to each individual station and the possibility of traffic diversion to the Project Road from/to other road routes including bypasses.
3. The trip matrices shall be worked out for each vehicle type. Information on weight for trucks should be summed up by commodity type and the results tabulated, giving total weight and average weight per truck for the various commodity types. The sample size for each vehicle type shall be indicated on the table and also in the graphical representations. 4. The data derived from surveys shall also be analysed to bring out the lead and load characteristics and desire line diagrams. The data analysis should also bring out the requirement for the construction of bypasses.
5. The distribution of lead and load obtained from the surveys should be compared with those derived from the axle load studies.
6. The commodity movement data should be duly taken into consideration while making the traffic demand estimates.
4.9.4. Turning Movement Surveys
1. The turning movement surveys for estimation of peak hour traffic for the design of major and minor intersections shall be carried out for the Study. The details regarding composition and directional movement of traffic shall be furnished by the Consultant.
2. The methodology for the surveys shall be as per relevant SADC/SATCC Standard. The details including location and duration of surveys shall be finalized in consultation with DEC officials. The proposal in response to this TOR shall clearly indicate the number of locations that the Consultants wish to conduct turning movement surveys and the rationale for the same.
3. The data derived from the survey should be analysed to identify requirements of suitable remedial measures, such as construction of underpasses, along the project road alignment. Intersections with high traffic volume requiring special treatments either presently or in future shall be identified.
4.9.5. Axle Load Surveys
1. Axle load surveys in both directions shall be carried out at suitable location(s) in the project road stretch on a random sample basis normally for trucks only (both empty and loaded trucks) for 2 normal days - (24 hours) at special count stations to be finalised in consultation with NHAI. However, a few buses may be weighed in order to get an idea about their loading behaviour. While selecting the location(s) of axle load survey station(s), the locations of existing bridges with load restrictions, if any, should be taken into account and such sites should be avoided.
2. The axle load surveys shall normally be done using axle load pads or other sophisticated instruments. The location(s) of count station(s) and the survey methodology including the data formats and the instrument type to be used shall be finalised before taking up the axle load surveys.
3. The axle load data should be collected axle configuration-wise. The number of equivalent standard axles per truck shall be calculated on the basis of results obtained. The results of the survey should bring out the VDF for each truck type (axle configuration, if the calculated VDF is found to be below the national average, then national average shall be used. Furthermore, the data from axle load surveys should be analysed to bring out the Gross Vehicle Weight (GVW) and Single Axle Load (SAL) Distributions by truck type (axle configuration).
4. The Consultant shall ascertain from local enquiries about the exceptional live loads that have used the highway in the past in order to assess the suitability of existing bridges to carry such loads.
4.10. Traffic Demand Estimates
1. The consultants shall make traffic demand estimates and establish possible traffic growth rates in respect of all categories of vehicles, taking into account the past trends, annual population and real per capita growth rate, elasticity of transport demand in relation to income and estimated annual production increase. The other aspects including socio-economic development plans and the land use patterns of the region having impact on the traffic growth, the projections of vehicle manufacturing industry in the country, development plans for the other modes of transport, O-D and commodity movement behaviour should also be taken into account while working out the traffic demand estimates. The traffic Demand Estimates should also amount for the Development Projects in the area.
2. The values of elasticity of transport demand shall be based on the prevailing practices in the country. The Consultants shall give complete background including references for selecting the value of transport demand elasticity.
3. It is envisaged that the project road sections covered under this TOR would be completed and opened to traffic in 2010 end. The traffic demand estimates shall be done for the period, 2008-2027. The demand estimates shall be done assuming three scenarios, namely, optimistic, pessimistic and most likely traffic growth. The growth factors shall be worked out for five-yearly intervals.
4. Traffic projections should be based on sound and proven forecasting techniques. In case traffic demand estimated is to be made on the basis of a model, the application of the model in the similar situation with the validation of the results should be established. The traffic projections should also bring out the possible impact of implementation of any competing facility in the near future. The demand estimates should also take into account the freight and passenger traffic along the major corridors that may interconnect with the project.
5. The methodology for traffic demand estimates described in the preceding paragraphs is for normal traffic only. In addition to the estimates for normal traffic, the Consultants shall also work out the estimates for generated, induced and diverted traffic.
6. The traffic forecasts shall also be made for both diverted and generated traffic.
7. Overall traffic forecast thus made shall form the basis for the design of each pavement type and other facilities/ancillary works.
4.11. Engineering Surveys and Investigations
4.11.1. Reconnaissance and Alignment 1. The Consultants should make an in-depth study of the available land width (ROW) topographic maps, satellite imageries and air photographs of the project area and other available relevant information collected by them concerning the existing alignment. Consultant himself has to arrange the required maps and the information needed by him from the potential sources. Consultant should make efforts for minimizing land acquisition.
2. The detailed ground reconnaissance may be taken up immediately after the study of maps and other data. The primary tasks to be accomplished during the reconnaissance surveys include; i topographical features of the area; ii. typical physical features along the existing alignment within and outside ROW i.e. land use pattern; iii. realignment requirements iv. preliminary identification of improvement requirements including treatments and measures needed for the cross-roads; v. traffic pattern and preliminary identification of traffic homogenous links; vi. sections through congested areas; vii. inventory of major aspects including land width, terrain, pavement type, carriageway type, bridges and structures (type, size and location), intersections (type, cross-road category, location) urban areas (location, extent), geologically sensitive areas, environmental features: viii. critical areas requiring detailed investigations; and, ix. requirements for carrying out supplementary investigations. x. soil (textural classifications) and drainage conditions xii. type and extent of existing utility services along the alignment (within ROW).
3. The data derived from the reconnaissance surveys are normally utilized for planning and programming the detailed surveys and investigations. All field studies including the traffic surveys should be taken up on the basis of information derived from the reconnaissance surveys.
4. The data and information obtained from the reconnaissance surveys should be documented. The data analysis and the recommendations concerning alignment and the field studies should be included in the Inception Report. The data obtained from the reconnaissance surveys should form the core of the database which would be supplemented and augmented using the data obtained from detailed field studies and investigations.
5. The data obtained from the reconnaissance surveys should be compiled in the tabular as well as graphical (chart) form indicating the major physical features and the proposed widening scheme for DEC’s comments. The data and the charts should also accompany the rationale for the selection of traffic survey stations.
4.11.2. Topographic Surveys 1. The basic objective of the topographic survey would be to capture the essential ground features along the alignment in order to consider improvements and for working out improvements, rehabilitation and upgrading costs. The detailed topographic surveys should normally be taken up after the completion of reconnaissance surveys.
2. The carrying out of topographic surveys will be one of the most important and crucial field tasks under the project. The detailed field surveys shall be carried out using high precision instruments i.e. Total stations. The data from the topographic surveys shall be available in (x, y, z) format for use in a sophisticated digital terrain model (DTM). The Consultants would be fully responsive for any inaccuracy in surveys.
3. The detailed field surveys would essentially include the following activities: i. Topographic Surveys along the Existing Right of Way (ROW): Running a continuous open Traverse along the existing road and realignments, wherever required, and fixation of all cardinal points such as horizontal intersection points (HIP’s), centre points and transit points etc. and properly referencing the same with a pair of reference pillars fixed on either side of the centre-line at safe places within the ROW. ii. Collection of details for all features such as structures (bridges, culverts etc.) utilities, existing roads, electric and telephone installations (both O/H as well as underground), huts, buildings, fencing and trees (with girth greater than 0.3 metre) oil and gas lines etc. falling within the extent of survey.
4. The width of survey corridor will generally be as given under: i. The width of the survey corridor should taken into account the layout of the existing alignment including the extent of embankment and cut slopes and the general ground profile. Normally the surveys should extend a minimum of 20 m beyond either side of the centre line of the proposed carriageway. ii. In case the reconnaissance survey reveals the need for bypassing the congested locations, the traverse lines would be run along the possible alignments in order to identify and select the most suitable alignment for the bypass. The detailed topographic surveys should be carried out along the bypass alignment approved by DEC. Field notes of the survey should be maintained which would also provide information about traffic, soil, drainage etc. iii. The width of the surveyed corridor will be widened appropriately where developments and / or encroachments have resulted in a requirement for adjustment in the alignment, or where it is felt that the existing alignment can be improved upon through minor adjustments. iv Where existing roads cross the alignments, the survey will extend a minimum of 100 m either side of the road centre line and will be of sufficient width to allow improvements, including at grade intersection to be designed.
5. The surveyed alignment shall be transferred on to the ground as under: i. Reference Pillar and Bench Mark / Reference pillar of size 15 cm X 15 cm X 45 cm shall be cast in RCC of grade M 15 with a nail fixed in the centre of the top surface. The reference pillar shall be embedded in concrete up to a depth of 30 cm with CC M10 (5 cm wide all around). The balance 15 cm above ground shall be painted yellow. The spacing shall be 250m apart, in case Bench Mark Pillar coincides with Reference Pillar, only one of the two need be provided. ii. Establishing Bench marks at site connected to GTS Bench marks at an interval of 250 meters on Bench mark pillar made of RCC as mentioned above with RL and BM No. marked on it with red paint.
4.11.2.1 Longitudinal and Cross-Sections The topographic surveys for longitudinal and cross-sections shall cover the following: i. Longitudinal section levels along final centre line at every 25 m interval, at the locations of curve points, small streams, intersections and at the locations of change in elevation. ii. Cross sections at every 50 m interval in full extent of survey covering sufficient number of spot levels on existing carriageway and adjacent ground for profile correction course and earth work calculations. Cross sections shall be taken at closer interval at curves. iii. Longitudinal section for cross roads for length adequate for design and quantity estimation purposes. iv. Longitudinal and cross sections for major and minor streams shall be taken as per recommendations contained in the relevant SADC/SATCC Publications.
4.11.2.2 Details of utility Services and Other Physical Features 1. The Consultants shall collect details of all important physical features along the alignment. These features affect the project proposals and should normally include buildings and structures, monuments, burial grounds, cremation grounds, places of worship, railway lines, stream / river / canal, water mains, severs, gas/ oil pipes, crossings, trees, plantations, utility services such as electric, and telephone lines (O/H & U/G) and poles, optical fibre cables (OFC) etc. The survey would cover the entire right- of-way of the road on the adequate allowance for possible shifting of the central lines at some of the intersections locations.
2. The information collected during reconnaissance and field surveys shall be shown on a strip plan so that the proposed improvements can be appreciated and the extent of land acquisition with L.A schedule, utility removals of each type etc. assessed and suitable actions can be initiated. Separate strip plan for each of the services involved shall be prepared for submission to the concerned agency.
4.11.3. Road and Pavement Investigations The Consultants shall carry out detailed field studies in respect of road and pavement. The data collected through road inventory and pavement investigations should be sufficient to meet the input requirements of HDM-IV.
4.11.3.1 Road Inventory Surveys 1. Detailed road inventory surveys shall be carried out to collect details of all existing road and pavement features along the existing road sections. The inventory data shall include but not limited to the following: i. terrain (flat, rolling, mountainous); ii. land-use (agricultural, commercial, forest, residential etc ) @ every kilometre; iii. carriageway width, surfacing type @ every 500m and every change of feature whichever is earlier; iv. shoulder surfacing type and width @ every 500m and every change of feature whichever is earlier; v. sub-grade / local soil type (textural classification) @ every 500m and every change of feature whichever is earlier; vi. horizontal curve; vertical curve vii. road intersection type and details, at every occurrence; viii. retaining structures and details, at every occurrence; ix. location of water bodies (lakes and reservoirs), at every occurrence; and, x. height of embankment or depth of cut @ every 200m and every change of feature whichever is earlier. xi. land width i.e. ROW xii. culverts, bridges and other structures (type, size, span arrangement and location) xiii. Roadside arboriculture xiv. Existing utility services on either side within ROW. xv. General drainage conditions xvi. Design speed of existing road 2. The data should be collected in sufficient detail. The data should be compiled and presented in tabular as well as graphical form. The inventory data would be stored in computer files using simple utility packages, such as EXCEL.
4.11.3.2 Pavement Investigation 1. Pavement Composition i. The data concerning the pavement composition may be already available with the RD – MoPW&T. However, the consultants shall make trial pits to ascertain the pavement composition. The test pit interval will be as per Paragraph 4 below. ii. For each test pit, the following information shall be recorded: • test pit reference (Identification number, location): • pavement composition (material type and thickness); and • subgrade type (textural classification) and condition (dry, wet)
2. Road and Pavement Condition Surveys i. Detailed field studies shall be carried out to collect road and pavement surface conditions. The data should generally cover: • pavement condition (surface distress type and extent); • shoulder condition; • embankment condition; and • drainage condition
Pavement cracking (narrow and wide cracking), % of pavement area affected; ravelling, % of pavement area affected; potholing, % of pavement area affected; edge break, length (m); and, rut depth, mm
Shoulder Paved: Same as for pavement Unpaved: material loss, rut depth and corrugation, Edge drop, mm.
Embankment general condition; and extent of slope erosion ii. The objective of the road and pavement condition surveys shall be to identify defects and sections with similar characteristics. All defects shall be systematically referenced, recorded and quantified for the purpose of determining the mode of rehabilitation. iii. The pavement condition surveys shall be carried out using visual means. Supplemented by actual measurements and in accordance with the widely accepted methodology (AASHTO, IRC, OECD, TRL and World Bank Publications) adapted to meet the study requirements. The measurement of rut depth would be made using standard straight edges. iv. The shoulder and embankment conditions shall be evaluated by visual means and the existence of distress modes (cuts, erosion marks, failure, drops) and extent (none, moderate, frequent and very frequent) of such distress manifestations would be recorded. v. For sections with severe distresses, additional investigations as appropriate shall be carried out to determine the cause of such distresses. vi. Middle 200m could be considered as representative sample for each one km. of road and in case all other things are considered similar.
Drainage • General condition • Connectivity of drainage turnouts into the natural topography • Condition in cut sections • Condition at high embankments
The data obtained from the condition surveys should be analysed and the road segments of more or less equal performance may be identified using the criteria given in relevant SADC/SATCC Codes.
3. Pavement Roughness i. The roughness surveys shall be carried out using Bump Integrator or similar instrument. The methodology for the surveys shall be as per the widely used standard practices. The calibration of the instrument shall be done as per the procedure given in the World Bank’s Technical Publications and duly got authenticated by established laboratory/institution acceptable to the client. ii. The surveys shall be carried out along the outer wheel paths. The survey shall cover a minimum of two runs along the wheel paths for each direction. iii. The results of the survey shall be expressed in terms of BI and IRI and shall be presented in tabular and graphical forms. The processed data shall be analysed using the cumulative difference approach to identify road segments homogenous with respect to surface roughness.
4.11.3.3 Subgrade Characteristics and Strength 1. Based on the data derived from condition (surface condition, roughness), the project road section should be divided into segments homogenous with respect to pavement condition and strength. The delineation of segments homogenous with respect to roughness and strength should be done using the cumulative difference approach (AASHTO, 1993).
2. The data on soil classification and mechanical characteristics for soils along the existing alignments may already be available with the RD-MoPW&T. The testing scheme is, therefore, proposed as given under: i. For the existing road within the ROW, the Consultants shall test at least three sub- grade soil samples for each homogenous road segment or three samples for each soil type encountered, whichever is more. ii. For the roads along new alignments, the test pits for subgrade soil shall be @2 km or for each soil type, whichever is more. A minimum of three samples should be tested corresponding to each homogenous segment.
3. The testing for subgrade soil shall include: i. in-situ density and moisture content at each test pit ii. field CBR using DCP at each test pit iii. characterisation (grain size and Atterberg limits) at each test pit and, iv. laboratory moisture-density characteristics (modified AASHTO compaction); v. laboratory CBR (unsoaked and 4-day soak compacted at three energy levels) and swell.
4. For problematic soils, the testing shall be more rigorous. The characteristics with regard to permeability and consolidation shall also be determined for these soils. The frequency of sampling and testing of these soils shall be finalised in consultation with the DEC officers after the problematic soil types are identified along the road sections.
5. The laboratory for testing of material should be got approved from DEC before start of work.
4.11.4 Investigations for Bridges and Structure
4.11.4.1 Inventory of Bridges, Culverts and Structures The Consultants shall make an inventory of all the structures (bridges, viaducts, ROBs, culverts, etc.) along the road under the project. The inventory for the bridges, viaducts and ROBs shall include the parameters required as per the relevant guidelines of SADC/SATCC. The inventory of culverts shall be presented in a tabular form covering relevant physical and hydraulic parameters.
4.11.4.2 Hydraulic and Hydrological Investigations 1. The hydrological and hydraulic studies shall be carried out in accordance with the relevant SADC/SATCC/International Guidelines. These investigations shall be carried out for all existing drainage structures along the road sections under the study.
2. The Consultants shall make a desk study of available data on topography (topographic maps, stereoscopic aerial photography), storm duration, rainfall statistics, top soil characteristics, vegetation cover etc. so as to assess the catchment areas and hydraulic parameters for all existing and proposed drainage provisions. The findings of the desk study would be further supplemented and augmented by a reconnaissance along the area. All important hydrological features shall be noted during this field reconnaissance.
3. The Consultants shall collect information on high flood level (HFL), low water levels (LWL), discharge velocity etc. from available past records, local inquiries and visible signs, if any, on the structural components and embankments. Local inquiries shall also be made with regard to the road sections getting overtopped during heavy rains.
4.11.4.3 Condition Surveys for Bridges, Culverts and Structures 1. The Consultants shall thoroughly inspect the existing structures and shall prepare a report about their condition including all the parameters given in the Inspection pro-forma of relevant SADC/SATCC Codes. The condition and structural assessment survey of the bridges / culverts / structures shall be carried out by senior experts of the Consultants.
2. For the bridges identified to be in a distressed condition based upon the visual condition survey, supplementary testing shall be carried out as per relevant guidelines of SADC/SATCC. Selection of tests may be made based on the specific requirement of the structure.
3. Consultant shall carryout necessary surveys and investigations to establish the remaining service life of each retainable bridge or structure with and without the proposed strengthening and rehabilitation according to acceptable international practice in this regard.
4.11.4.4 Geo-technical Investigations and Sub-Soil Exploration 1. The Consultants shall carry out geo-technical investigations and subsurface explorations for the proposed Bridges / overpasses etc., along high embankments and any other location as necessary for proper design of the works and conduct all relevant laboratory and field tests on soil and rock samples. The minimum scope of geo-technical investigations for bridge and structures shall be as under:
S.No. Description Location of Boring 1 Overall length 6 – 30 m One abutment location 2 Overall length 30 – 60 m One abutment location and at lease one intermediate location between abutments for structures having more than one span 3 Overall length more than 60 m Each abutment and each pier locations
2. The deviation(s), if any, by the Consultants from the scheme presented above should be got approved by DEC.
3. However, where a study of geo-technical reports and information available from adjacent crossings over the same waterway (existing highway and railway bridges) indicates that subsurface variability is such that boring at the suggested spacing will be insufficient to adequately define the conditions for design purposes, the Consultants shall review and finalise the bore hole locations in consultation with the DEC officers.
4. Sub-soil investigations will be done as per relevant SADC/SATCC Code.
5. The scheme for the borings locations and the depth of boring shall be prepared by the Consultants and submitted to DEC for approval. These may be finalised in consultation with DEC.
6. The sub-soil exploration and testing should be carried out through the Geo-technical Consultants who have done Geo-technical investigation work in similar project. In case of outsourcing Geo-Technical Investigation, the firm selected by the Consultant for this purpose should also be got approved from DEC before start of such works. The soil testing reports shall be in the format prescribed in relevant SADC/SATCC Codes.
7. For the road pavement, bore holes at each major change in pavement condition or in deflection readings or at 2 km intervals whichever is less shall be carried out to a depth of at least 2 m below embankment base or to rock level and are to be fully logged. Appropriate tests to be carried out on samples collected from these bore holes to determine the suitability of various materials for use in widening of embankments or in parts of new pavement structure.
4.11.5. Material Investigations 1. The Consultants shall identify sources of quarry sites and borrow areas, undertake field and laboratory testing of the materials to determine their suitability for various components of the work and establish quality and quantity of various construction materials and recommend their use on the basis of techno-economic principles. The Consultants shall prepare mass haul diagram for haulage purposes giving quarry charts indicating the location of selected borrow areas, quarries and the respective estimated quantities.
2. It is to be ensured that no material shall be used from the right-of-way except by way of levelling the ground as required from the construction point of view or for landscaping and planting of trees etc. or from the cutting of existing ground for obtaining the required formation levels.
3. Environmental restrictions, if any, and feasibility of availability of these sites to prospective civil works contractors, should be duly taken into account while selecting new quarry locations.
4. The Consultants shall make suitable recommendations on remedial actions in the borrow and quarry areas after the exploitation of materials for construction of works.
5. The Material Investigation aspect shall include preparation and testing of bituminous mixes for various layers and concrete mixes of different design mix grades using suitable materials (binders, aggregates, sand filler etc.) as identified during Material Investigation to conform to latest SADC/SATCC specification.
4.12 Detailed Design of Road and Pavements, Bridges, Structures and Tunnels
4.12.1. General 1. The Consultants are to carryout detailed designs and prepare working drawings for the following: i. 2 lane or single lane highway as the case may be complete in all respects; ii. design of pavement for the existing road; iii. bridges, overpasses and structures etc.; iv. prepare alignment plans, longitudinal sections and cross-sections @ 50m intervals; v. designs for road furniture and road safety/traffic control features; vi. designs and drawings for overpass / cattle passes tree planting/fencing at locations where necessary / required vii. drainage design showing location of turnouts, out falling structures, separate drawings sheet for each 5 km. stretch. viii. bridges and structures rehabilitation plan with design and drawings
4.12.2. Design Standards 1. The Consultants shall evolve Design Standards and material specifications for the Study primarily based on SADC/SATCC publications, and relevant recommendations of the international standards (American, Australian, British, Canadian, and Japanese) for approval by DEC.
2. The Design Standards evolved for the project shall cover all aspects of detailed design including the design of geometric elements, pavement design, bridges and structures, traffic safety and materials.
4.12.3. Geometric Design 1. The project is to be developed as an all weather access for the road users especially smallholder farmers for hauling sugarcane from their farms to the Sugar Mills. The design of geometric elements shall, therefore, take into account the essential requirements of such facilities.
2. Based on the data collected from reconnaissance and topographic surveys, the sections with geometric deficiencies, if any, should be identified and suitable measures for improvement should be suggested for implementation.
3. The data on accident statistics should be compiled and reported showing accident type and frequency so that black spots are identified along the project road section. The possible causes (such as poor geometric features, pavement condition etc.) of accidents should be investigated into and suitable cost-effective remedial measures suggested for implementation.
4. The detailed design for geometric elements shall cover, but not be limited to the following major aspects: i. horizontal alignment; ii. longitudinal profile; iii. cross-sectional elements. iv. junctions, intersections; and v. short realignments, vertical alignment corrections;
5. The alignment design shall be verified for available sight distances as per the standard norms. The provision of appropriate markings and signs shall be made wherever the existing site conditions do not permit the adherence to the sight distance requirements as per the standard norms.
6. The consultants shall make detailed analysis of traffic flow and level of service for the existing road and workout the traffic flow capacity for the improved project road. The requirement for separate climbing lanes along steep gradients for heavy trucks shall be investigated and operational analysis shall be carried out for the provision.
7. In the case of closely spaced cross roads the Consultant shall examine different options such as, connecting some of them with a view to reduce number of at-grade crossings, and prepare and furnish appropriate proposals for this purpose keeping in view the cost of improvement, impact on traffic movement and accessibility to cross roads. The detailed drawings and cost estimate should include the provisions for realignments of the existing cross roads to allow such arrangements.
8. The consultant shall prepare complete road and pavement design including drainage plan.
4.12.4. Pavement Design 1. The detailed design of pavement shall involve: i. providing new bituminous 2 lane pavement ii. pavement design for short realignments; and, iii. design of shoulders.
2. The design of pavement shall primarily be based on SADC/SATCC publications. However, the Consultants shall use the recommendations given in widely used international practices including AASHTO, NAASRA, RTAC and TRL wherever appropriate on approval by DEC.
3. The design of pavement shall be rigorous and shall make use of the latest SADC/SATCC and International practices.
4. For the design of pavement, each set of design input shall be decided on the basis of rigorous testing and evaluation of its suitability and relevance in respect of in-service performance of the pavement. The design methodology shall accompany the design proposals and shall clearly bring out the basic assumptions, values of the various design inputs, rationale behind the selection of the design inputs and the criteria for checking and control during the implementation of works. In other words, the design of pavement structure should take due account of the type, characteristics of materials used in the respective courses, variability of their properties and also the reliability of traffic predictions. Furthermore, the methodology adopted for the design of pavement shall be complete with flow charts indicating the various steps in the design process, their interaction with one another and the input parameter required at each step.
5. Latest techniques of pavement strengthening like provision of geosynthetics should be duly considered in problem soil areas by the consultant for achieving economy and extended pavement life.
6. The pavement design task shall also cover working out the maintenance and strengthening requirements and periodicity and timing of such treatments.
4.12.5. Design of Embankments 1. The embankments design should provide for maximum utilization of locally available materials consistent with economy.
2. The Consultants shall carry out detailed analysis and design for all embankments of height greater that 6 m based on relevant SADC/SATCC publications.
3. The design of embankments should include the requirements for protection works and traffic safety features.
4.12.6. Design of Bridges and Structures 1. The Consultant shall prepare General Arrangement Drawing (GAD) and Alignment Plan showing the salient features of the bridges and structures proposed to be constructed / reconstructed along the road sections covered under the Study. These salient features such as alignment, overall length, span arrangement, cross section, deck level, founding level, type of bridge components (superstructure, substructure, foundations, bearings, expansion joint, return walls etc.) shall be finalized based upon hydraulic and geo- technical studies, cost effectiveness and ease of construction. The GAD shall be supplemented by Preliminary designs. In respect of span arrangement and type of bridge a few alternatives with cost-benefit implications should be submitted to enable DEC to approve the best alternative.
2. Subsequent to the approval of the GAD and Alignment Plan by DEC, the Consultant shall prepare detailed design as per SADC/SATCC guidelines and working drawings for all components of the bridges and structures. The Consultant shall furnish the design and working drawings for suitable protection works and/or river training works wherever required.
3. Suitable repair / rehabilitation measures shall be suggested in respect of the existing structures as per relevant SADC/SATCC Codes along with their specifications, drawings and cost estimate in the form of a report. The rehabilitation or reconstruction of the structures shall be suggested based on broad guidelines for rehabilitation and strengthening of existing bridges contained in relevant SADC/SATCC or International Codes.
4. Subsequent to the approval of the GAD and the alignment plan by DEC, detailed design shall also be carried out for the proposed bridges.
5. The Consultants shall also carry out the design and make suitable recommendations for protection works for bridges and drainage structures.
4.12.7. Drainage System 1. The requirement of roadside drainage system and the integration of the same with proposed cross-drainage system shall be worked out for the entire length of the project road section.
2. In addition to the roadside drainage system, the Consultants shall design the special drainage provisions for sections with super-elevated carriageways, high embankments and for road segments passing through cuts. The drainage provisions shall also be worked out for road segments passing through urban areas. 3. The designed drainage system should show locations of turnouts/outfall points with details of outfall structures fitting into natural contours. A separate drawing sheet covering every 5 km. stretch of road shall be prepared.
4.12.8. Traffic Safety Features, Road Furniture and Road Markings The Consultants shall design suitable traffic safety features and road furniture including traffic signals, signs, markings, overhead sign boards, crash barriers, delineators etc. The locations of these features shall be given in the reports and also shown in the drawings.
4.12.9. Arboriculture and Landscaping The Consultants shall work out appropriate plan for planting of trees (specifying type of plantation), horticulture, floriculture on the surplus land of the right-of-way with a view to beautify the highway and making the environment along the highway pleasing. The existing trees / plants shall be retained to the extent possible.
4.13 Environment and Social Impact Assessment
The consultant shall under take the detailed environmental and social impact assessment in accordance with the standard set by the EU for projects proposed to be funded by EU.
4.13.1 Environmental Impact Assessment Environment impact assessment or initial environment examination be carried out in accordance with EU’s Environmental Assessment Requirements for selected infrastructure projects as applicable
1. The consultant should carry out the preliminary environmental screening to assess the direct and induced impacts due to the project.
2. The consultant shall ensure to document baseline conditions relevant to the project with the objective to establish the benchmarks.
3. The consultant shall assess the potential significant impacts and identify the mitigative measures to address these impacts adequately.
4. The consultant shall do the analysis of alternatives incorporating environmental concerns. This should include with and without scenario and modification incorporated in the proposed project due to environment considerations.
5. The consultant shall give special attention to the environmental enhancement measures in the project for the following: (a) Cultural property enhancement along the highways (b) Highway side landscape and enhancement of the road junctions, (c) Enhancement of highway side water bodies, and (d) Redevelopment of the borrow areas located on public land.
6. The consultant shall prepare the bill-of-quantities (BOQ) and technical specifications for all items of work in such a way that these may be readily integrated to the construction contracts.
7. The consultant shall establish a suitable monitoring network with regard to air, water and noise pollution. The consultant will also provide additional inputs in the areas of performance indicators and monitoring mechanisms for environmental components during construction and operational phase of the project.
8. The consultant shall provide the cost of mitigation measures and ensure that environmental related staffing, training and institutional requirements are budgeted in project cost.
9. The consultant shall identify and plan for plantation of the suitable trees along the existing highway in accordance with relevant EU/SADC/SATCC guidelines.
4.13.2 Social Assessment 1 The consultant would conduct base line socio-economic and census survey to assess the impacts on the people, properties and loss of livelihood. The socio-economic survey will establish the benchmark for monitoring of R&R activities. A social assessment is conducted for the entire project to identify mechanisms to improve project designs to meet the needs of different stakeholders. A summary of stakeholder discussions, issue raised and how the project design was developed to meet stakeholders need would be prepared.
2 The consultant shall prepare Land Acquisition Plan
3 The consultant would prepare Resettlement and Rehabilitation Plan - assess feasibility and effectiveness of income restoration strategies and suitability and availability to relocation sites. The resettlement plan which accounts for land acquisition and resettlement impacts would be based on a 25% socio-economic survey and 100 % census survey of project affected people to provide the complete assessment of the number of affected households and persons, including common property resources. All untitled occupants are recorded at the initial stages and identify cards will be issued to ensure there is no further influx of people into the project area. All consultants with affected persons (to include list of participants) should be fully documented and records made available to DEC. • Assessment on the impact of the project on the poor and vulnerable groups along the project road corridor. • Based on the identified impacts, developing entitlement matrix for the project affected people. • Assessment on social issues such as indigenous people, gender, HIV/AIDS, labours including child labour. • Implementation budgets, sources and timing of funding and schedule of tasks. • Responsibility of tasks, institutional arrangements and personnel for delivering entitlement and plans to build institutional capacity. • Internal and external Monitoring plans, key monitoring indicators and grievance redress mechanism. • Incorporating any other suggestions of the EU/Govt. of Swaziland till the acceptance of the reports by the EU.
4.13.3 Reporting Requirements of EIA The consultant would prepare the stand-alone reports as per the requirement of the EU, with contents as per the following: • Executive Summary • Description of the Project • Environmental setting of the project. • Identification and categorization of the potential impacts (during preconstruction, construction and operation periods). • Analysis of alternatives (this would include correlation amongst the finally selected alternative alignment/routing and designs with the avoidance and environmental management solutions). • The public consultation process. • Policy, legal and administrative framework. This would include mechanisms at the states and national level for operational policies. This would also include a description of the organizational and implementation mechanism recommended for this project. • Typical plan or specific designs for all additional environmental items as described in the scope of work. • Incorporating any other as per the suggestions of the EU/Govt. of Swaziland, till the acceptance of the reports by the EU. • EMP Reports for Each Contract Package based on uniform methodology and processes. The consultant will also ensure that the EMP has all the elements for it to be a legal document. The EMP reports would include the following: • Brief description of the project, purpose of the EMP, commitments on incorporating environmental considerations in the design, construction and operations phases of the project and institutional arrangements for implementing the EMP. • A detailed EMP for construction and operational phases with recourse to the mitigation measures for all adverse impacts. • Detailed plans for planting trees along the highway-side (as part of the compensatory afforestation component). • Environmental enhancement measures would be incorporated. Enhancement measures would include items described in the scope of work and shall be complete with plans, designs, BOQ and technical specifications. • Environmental monitoring plans during and after construction including scaling and measurement techniques for the performance indicators selected for monitoring. • The EMP should be amendable to be included in the contract documents for the works. • Incorporating any other as per the suggestions of the EU, till the acceptance of the reports by EU
4.13.4 Reporting requirements of RAP Analysis on the resettlement plan should be conducted based on EU Guidelines. • Executive Summary • Description of Project • Objectives of the project. • The need for Resettlement in the Project and evaluation of measures to minimize resettlement. • Description and results of public consultation and plans for continued participation of PAPs. • Definition of PAPs and the eligibility criteria. • Census and survey results-number affected, how are they affected and what impacts will they experience. • Legal and entitlement policy framework-support principles for different categories of impact. • Arrangements for monitoring and evaluation (internal and external) • Implementation schedule for resettlement which is linked to the civil works contract • A matrix of scheduled activities linked to land acquisition procedures to indicate clearly what steps and actions will be taken at different stages and the time frame • The payment of compensation and resettlement during the acquisition process • An itemized budget (replacement value for all assets) and unit costs for different assets
4.14. Proof checking of DPR Design for Siphofaneni Bridge A detailed project report has been prepared by the Roads Department of Ministry of Public Works and Transport (MoPW&T) of Swaziland by their Consultant Amandla Burrow (Pty) Ltd, Swaziland in 2002. As per the DPR prepared by the Consultant, 10 spans of 30 m using 11 m wide voided slab has been proposed. The river bridge will have 7.00m carriageway and 1.80 m footpath on either side. The railway over pass will have one central span of 20 m and two end spans of 7 m, and the deck slab width will be 4.80m. The road approach on the Siphofaneni side will be 600 m and on the Sidvokodvo side along the MR 14 will be 520m.
The Design consultant engaged under this TOR has to undertake proof checking of the design, whether the original design is as per the relevant SADC/SATCC standards and suggest necessary modifications if there is any difference in the standards adopted. The cost estimate prepared has to be checked broadly and the quantities are to be corrected if necessary. If necessary topographic surveys are to be undertaken to check the ground levels as the original survey was conducted in 2001 – 2002. New bench mark pillars are to be established to aid the construction agencies based on the levels adopted in the original DPR. Fresh construction drawings fit for execution has to be prepared. Bidding documents for ICB bidding based on FIDIC conditions are to be prepared (if bidding documents have already been prepared by the original consultant, this has to be updated). A good traffic circulation plan near the junction of MR 8 at Siphofaneni has to be prepared to avoid any anticipated congestion near the junction due to this bridge approaches.
Fresh environmental impact assessment, social plans are to be prepared. An economic analysis has to be prepared for this project, taking into account of the proposed improvements for the Siphofaneni – Sidvokodvo road, Siphofaneni – St. Philips road (both these road projects are to be undertaken under the Infrastructure Improvements Programme in the Sugar Sector after 2011) and other improvement projects proposed and in progress (like LUSIP) near the vicinity of Siphofaneni.
During the proof checking stage, all other conditions stipulated for other works included in this lot has to be strictly followed. No geotechnical investigation for this bridge is anticipated. If necessary, subgrade investigations for the approaches may be conducted for checking the original proposals. The Design Consultant is not expected to modify the original concept adopted in the DPR, only he has to undertake proof checking, update the estimates and prepare drawings fit for execution.
5. Estimation of Quantities and Project Costs
1. The Consultants shall prepare detailed estimates for quantities (considering designs and mass haul diagram) and project cost for the entire project (civil packages wise), including the cost of environmental and social safeguards proposed based on relevant Standard Data Book and market rate for the inputs. The estimation of quantities shall be based on detailed design of various components of the projects. The estimation of quantities and costs would have to be worked out separately for each civil work Package as defined in this TOR.
2. The Consultants shall make detailed analysis for computing the unit rates for the different items of works. The unit rate analysis shall duly take into account the various inputs and their basic rates, suggested location of plants and respective lead distances for mechanized construction. The unit rate for each item of works shall be worked out in terms of manpower, machinery and materials.
6. Economic Viability Options
1. The Project Road should be divided into the traffic homogenous links based on the findings of the traffic studies. The homogenous links of the Project Road should be further subdivided into sections based on physical features of road and pavement, sub- grade and drainage characteristics etc. The economic analysis shall be carried out separately for each traffic homogenous link as well as for the Project Road. 2. The values of input parameters and the rationale for their selection for the economic analysis shall be clearly brought out and got approved by DEC.
3. For models to be used for the economic analysis, the calibration methodology and the basic parameters adapted to the local conditions shall be clearly brought out and got approved by DEC.
4. The economic analysis should bring out the priority of the different homogenous links in terms of project implementation.
6.1. Economic Analysis 1. The Consultants shall carry out economic analysis for the project. The analysis should be for each of the sections covered under this TOR. The benefit and cost streams should be worked out for the project using HDM-IV or other internationally recognized life- cycle costing model.
2. The economic analysis shall cover but be not limited to be following aspects: i. assess the capacity of existing roads and the effects of capacity constraints on vehicle operating costs (VOC); ii. calculate VOCs for the existing road situation and those for the project; iii. quantify all economic benefits, including those from reduced congestion, travel distance, road maintenance cost savings and reduced incidence of road accidents; and, iv. estimate the economic internal rate of return (EIRR) for the project over a 20-year period. In calculating the EIRRs, identify the tradable and non-tradable components of projects costs and the border price value of the tradable components. v. Saving in time value.
3. Economic Internal Rate of Return (EIRR) and Net Present Value (NPV), “with” and “without time and accident savings” should be worked out based on these cost-benefit streams. Furthermore, sensitivity of EIRR and NPV worked out for the different scenarios as given under:
Scenario - I Base Costs and Base Benefits Scenario - II Base Costs plus 15% and Base Benefits Scenario - III Base Costs and Base Benefits minus 15% Scenario - IV Base Costs plus 15% and Base Benefits minus 15%
The sensitivity scenarios given above are only indicative. The Consultants shall select the sensitivity scenarios taking into account possible construction delays, construction costs overrun, traffic volume, revenue shortfalls, operating costs, exchange rate variations, convertibility of foreign exchange, interest rate volatility, non-compliance or default by contractors, political risks and force majeure.
4. The economic analysis shall take into account all on-going and future road and transport infrastructure projects and future development plans in the project area.
7. Time period for the service
1. Time period envisaged for the study of each of the Lots shall be 180 days. The final reports, drawings and documentation shall be completed within this time schedule.
2. DEC shall arrange to give approval on all sketches, drawings, reports and recommendations and other matters and proposals submitted for decision by the Consultant in such reasonable time so as not to delay or disrupt the performance of the Consultant’s services.
8. Project Team and Project Office of the Consultant
1. The Consultants shall be required to form a multi-disciplinary team for this assignment. The consultants Team shall be manned by adequate number of experts with relevant experience in the execution of similar detailed design assignments.
2. List of suggested key personnel to be fielded by the consultant with appropriate man- month of each consultancy services is given in Enclosure I as per client’s assessment.
3. A Manning Schedule for key personnel mentioned above is enclosed as Enclosure I along with broad job- description and qualification as Enclosure II. The information furnished in Enclosures I & II are to assist the Consultants to understand the client’s perception about these requirements and shall be taken by the Consultants for the purpose of Financial Proposal and deployment schedule etc. in technical proposal to be submitted by them. Any deviation proposed may be recorded in the comments on TOR. All the key personnel mentioned will be evaluated at the time of evaluation of technical proposal. Consultants are advised in their own interest to frame the technical proposal in an objective manner as far as possible so that these could be properly assessed in respect of points to be given as part of evaluation criteria as mentioned in Data sheet. The bio-data of the key personnel should be signed on every sheet by the personnel concerned and the last sheet of each bio-data should also be signed by the authorised signatory of the Consultants.
4. The Consultants shall establish an office at the project site manned by senior personnel during the course of the surveys and investigations. All the project related office work shall be carried out by the consultant in their site office unless there are special reasons for carrying out part of the office work elsewhere for which prior approval of DEC shall be obtained. The address of the site office including the personnel manning it including their Telephone and FAX numbers will be intimated by the Consultant to DEC before commencement of the services.
5. The Consultant shall maintain an Attendance Register to be signed by each individual key personnel at site as well as at Head Office. The Consultant shall furnish certificate that all the key personnel as envisaged in the Contract Agreement have been actually deployed in the Projects at the time of submission of their bills to the DEC from time to time.
9. Reports to be submitted by the Consultant to DEC
9.1 All reports, documents and drawings are to be submitted separately for each of the traffic homogenous link of the Project Road. The analysis of data and the design proposals shall be based on the data derived from the primary surveys and investigations carried out during the period of assignment. The sources of data and model relationships used in the reports shall be indicated with complete details for easy reference.
9.2 Project preparation activities will be split into four stages as brought out below. Preliminary design work should commence without waiting for feasibility study to be completed. Stage 1: Inception Report Stage 2: Feasibility Report Stage 3: Preliminary Project Report (PPR) Stage 4: Detailed Project Report (DPR)
9.3 Time schedule in respect of all such stages has been indicated in the next paragraph. Consultant shall be required to complete, to the satisfaction of the client, all the different stages of study within the time frame indicated in the schedule of submission in paragraph 10 pertaining to Reports and Documents for becoming eligible for payment for any part of the next stage.
10 Reports and Documents to be submitted by the Consultant to DEC
1. The Consultant shall submit to the client the reports and documents in bound volumes (and not spiral binding form) after completion of each stage of work as per the schedule and in the number of copies as given in Enclosure III. Further, the reports shall also be submitted in CD’s in addition to the hard copies as mentioned in Enclosure-III. Consultant shall submit all other reports mentioned specifically in the preceding paragraphs of the TOR.
2. The time schedule for various submissions prescribed at s.l.no.1 above shall be strictly adhered to. No time-over-run in respect of these submissions will normally be permitted. Consultant is advised to go through the entire terms of reference carefully and plan his work method in such a manner that various activities followed by respective submissions as brought out at Sl.No.1 above are completed as stipulated. Consultant is, therefore, advised to deploy sufficient number of supporting personnel, both technical and administrative, to undertake the project preparation activities in each construction package (Section) simultaneously. As far as possible, the proposal should include complete information such as number of such persons, name, position, period of engagement, remuneration rate etc. The Consultant is also advised to start necessary survey works from the beginning so as to gain time in respect of various other activities in that stage.
STAGE 1
10.1 Quality Assurance Plan (QAP) Document 1. Immediately upon the award, the Consultants shall submit TEN copies of the QAP document covering all aspects of field studies, investigations design and economic financial analysis. The quality assurance plans/procedures for different field studies, engineering surveys and investigation, design and documentation activities should be presented as separate sections like engineering surveys and investigations, traffic surveys, material geo-technical and sub-soil investigations, road and pavement investigations, investigation and design of bridges & structures, environment and R&R assessment, economic & financial analysis, drawings and documentation; preparation, checking, approval and filing of calculations, identification and traceability of project documents etc. Further, additional information as per format shall be furnished regarding the details of personnel who shall be responsible for carrying out/preparing and checking/verifying various activities forming part of the feasibility study and project preparation, since inception to the completion of work. The field and design activities shall start after the QAP is approved by DEC.
2. The data formats proposed by the Consultants for use in field studies and investigations shall be submitted within 7 (Seven) days after the commencement of services and got approved by DEC
10.2 Inception Report (IR) 1. The report shall cover the following major aspects: i. Project appreciation; ii.. Detailed methodology to meet the requirements of the TOR finalised in consultation with the NHAI officers; including scheduling of various sub-activities to be carried out for completion of various stages of the work; stating out clearly their approach & methodology for project preparation after due inspection of the entire project stretch and collection/ collation of necessary information; iii. Task Assignment and Manning Schedule; iv. Work programme; v. Proforma for data collection; vi. Design standards and proposed cross-sections; vii. Key plan and Linear Plan; viii. Development plans being implemented and / or proposed for implementation in the near future by the local bodies and the possible impact of such development plans on the overall scheme for field work and design for the study; ix. Quality Assurance Plan (QAP) finalised in consultation with DEC; and x. Draft design standards.
STAGE 2:
10.3 Feasibility Report 1. The Consultant shall commence the Feasibility Study of the project in accordance with the accepted IR and the report shall contain the following: • Executive summary • Project description including possible alternative alignments and technical/engineering alternatives • Methodology adopted for the feasibility study • Socioeconomic profile of the project areas • Indicative design standards, methodologies and specifications • Traffic surveys and analysis • Environmental screening and preliminary environmental assessment • Initial social assessment and preliminary land acquisition/resettlement plan • Cost estimates • Economic analysis • Conclusions and recommendations
2. The basic data obtained from the field studies and investigations shall be submitted in a separate volume as an Appendix to Feasibility Report.
3. The Final Feasibility Study Report incorporating comments, revisions and modifications suggested by NHAI shall be submitted within 15 days of receipt of comments from NHAI on draft feasibility study report.
10.4 Strip Plan and Clearances 1. The Consultants shall submit the following documents: i. Details of the centre line of the proposed road along with the existing and proposed right-of-way limits to appreciate the requirements of land acquisition; ii. The information concerning the area including ownership of land to be acquired for the implementation of the project shall be collected from the revenue and other concerned authorities and presented along with the strip plans; iii. Strip plans showing the position of existing utilities and services indicating clearly the position of their relocation; iv. Details for various clearances such as environment and forest clearances; v. Separate strip plan showing shifting / relocation of each utility services in consultation with the concerned local authorities; vi. The utility relocation plans should clearly show existing right-of-way and pertinent topographic details including buildings, major trees, fences and other installations such as water-mains, telephone, telegraph and electricity poles, and suggest relocation of the services along with their crossings the highway at designated locations as required and prepare necessary details for submission to the Service Departments; vii. Detail schedules for acquisition of additional land and additional properties in consultation with the revenue authorities; and viii. Land Acquisition Plan.
2. The strip plans and land acquisition plan shall be prepared on the basis of data from reconnaissance and detailed topographic surveys.
3. The Report accompanying the strip plans should cover the essential aspects as given under: i. Kilometre-wise Land Acquisition Plan (LAP) and schedule of ownership thereof and Costs as per Revenue Authorities and also based on realistic rates. ii. Details of properties, such as buildings and structures falling within the right-of-way and costs of acquisition based on realistic rates. iii. Kilometre-wise Utility Relocation Plan (URP) and costs for relocation per civil construction package as per concerned authorities. iv. Kilometre-wise account in regard to felling of trees of different type and girth and value estimate of such trees based on realistic rates obtainable from concerned District forest office.
4. The strip plans shall clearly indicate the scheme for widening. The views and suggestions of the RD – MoPW&T should be duly taken into account while working out the improvement scheme.
5. Kilometre-wise Strip Plans for each section (Package) shall be prepared separately for each concerned agency and suggested by DEC.
STAGE: 3
10.5 Land Acquisition Report 1. The Land acquisition report shall be prepared and submitted for each section (package) separately. The report shall include detail schedules about acquisition of land holdings as per revenue records and their locations in a strip plan and also the costs as per district authorities. Details shall be submitted in land acquisition proforma to be supplied by DEC. The land acquisition report shall be submitted in English language.
2. The land acquisition report should be prepared in consultation with affected persons, non-governmental organisations and concerned government agencies and should cover land acquisition and resettlement plan and costs of resettlement and rehabilitation of such affected persons. It should also include plan of compensating afforestation, its land requirement with specific locations and cost involved for undertaking all activities in this regard.
10.6 Preliminary Project Report- PPR 1. The Draft PPR shall be prepared separately for each construction package and shall contain the following: Volume – I: Preliminary Design Report • Executive summary • Project description • Summary of EIA/IEE and Action Plan • Summary of Resettlement Plan • Updated cost estimates • Updated economic and financial analyses • Suggested methods of procurement and packaging • Conclusions and recommendations Volume – II: Design Report • Road and bridge inventory • Summary of survey and investigations data • Proposed design basis, standards and specifications • Proposed pavement design and preliminary bridge designs Volume – III: Drawings • Location map • Layout plans • Typical cross sections showing pavement details • Drawings for cross-drainage and other structures • Road junction designs • Indicative land acquisition plans Volume – IV: Environment Impact Assessment or Initial Environmental Examination and Environment Management Plan Volume – V: Resettlement Plan and Resettlement Action Plan
2. The basic data obtained from the field studies and investigations and input data used for the preliminary design shall be submitted in a separate volume as an Appendix to PPR.
3. The Final PPR incorporating comments, revisions and modifications suggested by DEC shall be submitted within 15 days of the receipt of comments of NHAI on the Draft PPR.
STAGE: 4
10.7 Draft Detailed Project Report (DPR) 1. The draft DPR Submission shall consist of construction package-wise Main Report, Design Report, Materials Report, Engineering Report, Drainage Design Report, Economic and Financial Analysis Report, Environmental Assessment Report including Resettlement Action Plan (RAP), Package-wise bid Documents and Drawings.
2. The Report volumes shall be submitted as tabulated in paragraph 10 above.
3. The Documents and Drawings shall be submitted for each section (Package) and shall be in the following format: Reports i. Volume-I, Main Report: This report will present the project background, social analysis of the project, details of surveys and investigations carried out, analysis and interpretation of survey and investigation data, traffic studies and demand forecasts, designs, cost estimation, environmental aspects, economic analysis and conclusions. The report shall include Executive Summary giving brief accounts of the findings of the study and recommendations.
The Report shall also include maps, charts and diagrams showing locations and details of existing features and the essential features of improvement and upgrading. The Environmental Impact Assessment (EIA) Report for each contract package shall be submitted separately as a part of the main report.
The basic data obtained from the field studies and investigations and input data used for the preliminary design shall be submitted in a separate volume as an Appendix to Main Report. ii. Volume - II, Design Report: This volume shall contain design calculations, supported by computer printout of calculations wherever applicable. The Report shall clearly bring out the various features of design standards adopted for the study. The design report will be in two parts. Part-I shall primarily deal wit the design of road features and pavement composition while Part-II shall deal with the design of bridges, tunnels and cross- drainage structures. The sub-soil exploration report including the complete details of boring done, analyses and interpretation of data and the selection of design parameters shall be included as an Appendix to the Design Report. The detailed design for all features should be carried out as per the requirements of the Design Standards for the project. However, there may be situations wherein it has not been possible to strictly adhere to the design standards due to the existing site conditions, restrictions and other considerations. The report should clearly bring out the details of these aspect and the standards adopted. iii. Volume - III, Materials Report: The Materials Report shall contain details concerning the proposed borrow areas and quarries for construction materials and possible sources of water for construction purposes. The report shall include details on locations of borrow areas and quarries shown on maps and charts and also the estimated quantities with mass haul diagram including possible end use with leads involved, the details of sampling and testing carried out and results in the form of important index values with possible end use thereof.
The materials Report shall also include details of sampling, testing and test results obtained in respect physical properties of subgrade soils. The information shall be presented in tabular as well as in graphical representations and schematic diagrams. The Report shall present soil profiles along the alignment. The material Report should also clearly indicate the locations of areas with problematic soils. Recommendations concerning the improvement of such soils for use in the proposed construction works, such as stabilisation (cement, lime, mechancial) should be included in the Report. iv. Volume - IV, Environmental Assessment Report including Environmental Management Plan (EMP) & Resettlement Action Plan (RAP): The Report shall be prepared conforming to the Guidelines of the EU. v. Volume - V, Technical Specifications: The SADC/SATCC Technical Specifications for Road and Bridge works shall be followed for this study. However, Volume - IV: Technical Specifications shall contain the special technical specifications which are not covered by SADC/SATCC Specifications for Roads and Bridges and also specific quality control norms for the construction of works. vi. Volume - VI, Rate Analysis: This volume will present the analysis of rates for all items of works. The details of unit rate of materials at source, carriage charges, any other applicable charges, labour rates, and machine charges as considered in arriving at unit rates will be included in this volume. vii. Volume - VII, Cost Estimates: This volume will present the contract package wise cost of each item of work as well as a summary of total cost. viii. Volume - VIII, Bill of Quantities: This volume shall contain the package-wise detailed Bill of Quantities for all items of works. ix. Volume - IX, Drawing Volume: All drawings forming part of this volume shall be ‘good for construction’ drawings. All plan and profile drawings will be prepared in scale 1:250V and 1”2500H scale to cover one km in one sheet. In addition this volume will contain ‘good for construction’ drawings for the following: a. Horizontal Alignment and Longitudinal Profile. b. Cross-section @ 50m interval along the alignment within ROW c. Typical Cross-Sections with details of pavement structure. d. Detailed Working Drawings for individual Culverts and Cross-Drainage Structures. e. Detailed Working Drawings for individual Bridges and Structures.
All drawings will be prepared in A2 size sheets. The format for plan, cross section and profile drawings shall be finalised in consultation with the concerned DEC officers. The drawings shall also include details of all BM and reference pillars, HIP and VIP. The co- ordinates of all points should be referenced to a common datum, preferably, GTS referencing system. The drawings shall also include the locations of all traffic safety features including traffic signals, signs, markings, crash barriers delineators and rest areas, bus bays, parking areas etc. x. Volume - X, Civil Work Contract Agreement: A civil works contract agreement shall be submitted.
10.8. Final Detailed Project Report, Documents and Drawings (6 Sets) The Final package-wise DPR consisting of Main Report, Design Report, Drainage Design Report and Materials Report, incorporating all revisions deemed relevant following receipt of the comments from DEC on the draft DPR shall be submitted as per the schedule given in Enclosure-III.
11. Interaction with DEC
1. During entire period of services, the Consultant shall interact continuously with DEC and provide any clarification as regards methods being followed and carry out modification as suggested by DEC. A programme of various activities shall be provided to DEC and prior intimation shall be given to DEC regarding start of key activities such as boring, survey etc. so that inspections of DEC officials could be arranged in time.
2. The DEC officers may visit the site at any time, individually or collectively to acquaint themselves with the field investigation and survey works. 3. The consultant shall be required to send 5 copies of concise monthly Progress Report by the 5th day of the following month to the designated officer of EU so that progress could be monitored by the DEC. These reports will indicate the dates of induction and de- induction of various key personnel and the activities performed by them.
4. All equipment, software and books etc. required for satisfactory services for this project shall be obtained by the Consultant at their own cost and shall be their property.
12. Payment Schedule
1. The Consultant will be paid consultancy fee as a percentage of the contract value as per the schedule given below:
S.No. Description Payment in % 1 On submission of Inception Report 10% 2 On submission of draft feasibility report including strip plan 20% and utility relocation plan 3 On submission of draft preliminary project report and land 20% acquisition report 4 On submission of Draft Detailed Project Report and Bidding 30% Documents 5 On approval of Final Detailed Project Report and Bidding 20% Documents Total 100% Note: Consultants have to provide a certificate that all the key personnel as envisaged in the Contract Agreement have been actually deployed in the projects. They have to furnish the certificate at the time of submission of their bills to DEC from time to time.
After completion of services the final contract amount shall be worked out on the basis of inputs and services actually carried out and the payment shall be adjusted accordingly.
13. Data and Software
1. The Softcopy in CD’s containing all basic as well as the processed data from all field studies and investigations, report, appendices, Annex, documents and drawings shall be submitted to DEC at the time of the submission of the Final Report. The data can be classified as follows: i. Engineering Investigations and Traffic Studies : Road Inventory, Condition, Roughness, Test Pit (Pavement composition), Benkelman Beam Deflection, Material Investigation including test results for subgrade soils, Traffic Studies (traffic surveys), axle load surveys, Sub-soil Exploration, Drainage Inventory, Inventory data for bridge and culverts indicating rehabilitation, new construction requirement etc. in MS EXCEL or any other format which could be imported to widely used utility packages. ii. Topographic Surveys and Drawings: All topographic data would be supplied in (x, y, z) format along with complete reference so that the data could be imported into any standard highway design software. The drawing files would be submitted in dxf or dwg format. iii. Rate Analysis: The Consultant shall submit the rate analysis for various works items including the data developed on computer in this relation so that it could be used by the Authority later for the purpose of updating the cost of the project. iv. Economic Analysis;
2. Software: The Consultant shall also hand-over to DEC CD’s containing any general software including any model which has been specifically developed for the project.
3. The CD’s should be properly indexed and a catalogue giving contents of all CD’s and print-outs of the contents (data from field studies topographic data and drawings) should be handed over to DEC at the time of submission of the Final Report.
SUPPLEMENT I ADDITIONAL POINTS TO BE CONSIDERED FOR BRIDGES IN ADDITION TO POINTS COVERED IN MAIN TOR
For bridge packages, the main objective of the consultancy services is to establish the aesthetic, technical, economical and financial viability of the Project and prepare Detailed Project Reports for construction of 4 - lane bridge along with approach roads, at least about 2 km. length on each side of the bridge.
Siting of bridges, feasibility studies and project preparation shall be primarily carried out in accordance with IRC: 5 and IRC Manual for Project Preparation of bridges and other Codes and Specification and in consultation with respective Irrigation / Waterways Authorities.
For bridges requiring model study, the same shall be got done at a recognized Institution. The consultant will be responsible for identifying the Institution, supplying requisite data and coordinating the model study. The amount to be paid to the Institution shall be borne by the Employer.
S.No. Clause No. Additional points of TOR 1. 4.1 Primary Tasks The scope of services shall also cover the following : i. Inventory and condition surveys for existing river bank training/ protection works. ii. Detailed Design of approach roads (extending at least up to approximately 2 km an each side of the bridge). iii. Detailed Design of Bridge, cross drainage structures, underpasses & other structures as required. iv. Preparation of GAD, construction drawings etc. v. Strip plan for bridge and approach road. vi. Design discharge and scour depth 2. 4.7 Review of Data and Documents The data and documents of major interest shall also include the following: a) Existing geological maps, catchment area maps, contour plans etc. for the project area b) Hydrological data, catchment area characteristics, river/channel characteristics, flood flow data and seismological data etc. c) Condition of existing river bank / protection works, if any. d) Sub surface and geotechnical data for existing near by bridges. e) Detailed drawings of nearby existing bridges.
3. 4.11.1 Reconnaissance and Alignment a) The consultant should make an in depth study of available geological maps, catchment area maps, contour plans, flood flow data and seismological data. b) The primary tasks to be accomplished during the reconnaissance surveys also include: i. Typical physical features along the approach roads ii. Possible bridge locations, land acquisition problems, nature of crossings, likely length of approaches and bridge, firmness of banks, suitability of alignment of approach roads 4. 4.11.2 Topographic surveys a) The detailed field surveys would essentially include the topographic surveys along the proposed location of bridge and alignment of approach road. b) The detailed topographic surveys should be carried out along the approach roads alignment and location of bridge approved by DEC. 5. 4.11.2.1 Longitudinal and Cross sections The topographic surveys for longitudinal and cross sections shall cover the following: Cross section of the channel at the site of proposed crossing and few cross sections at suitable distance both upstream and downstream, bed level up to top of banks and ground levels to a sufficient distance beyond the edges of channel, nature of existing surface soil in bed, banks & approaches, longitudinal section of channel showing site of bridge etc. 6. 4.11.4.2 Hydraulic and Hydrological Investigations a) The consultant shall also collect information on observed maximum depth of scour. b) History of hydraulic functioning of existing bridge, if any, under flood situation, general direction of river course through structure, afflux, extent and magnitude of flood, effect of backwater, if any, aggradation/degradation of bed, evidence of scour etc. shall be used to augment the available hydrological data. The presence of flood control/irrigation structures, if affecting the hydraulic characteristics like causing obliquity, concentration of flow, scour, silting of bed, change in flow levels, bed levels etc. shall be studied and considered in design of bridges. The details of any future planned work that may affect the river hydraulics shall be studied and considered.
7. 4.11.4.4 Geotechnical Investigations and Sub soil Exploration Investigation shall be carried out to determine the nature and properties of existing soil in bed, banks and approaches with trial pits and bore hole sections showing the levels, nature and properties of various strata to a sufficient depth below the level suitable for foundations, safe intensity of pressure on the foundation soil, proneness of site to artesian conditions, seismic disturbance and other engineering properties of soil etc. 8. 4.12.1 General The consultants are also to carry out detailed designs and prepare working drawings for the followings ; a) Design of pavement for approach road b) Design of river bank protection / training works 9. 4.12.6 Design of Bridges and Structures The data collected and investigation results shall be analysed to determine the following : i. HFL ii. LWL iii. LBL iv. Erodibility of bed/scour level v. Design discharge vi. Linear waterway and effective linear waterway vii. Likely foundation depth viii. Safe bearing capacity ix. Engineering properties of sub soil x. Artesian conditions xi. Settlement characteristics xii. Vertical clearance xiii. Horizontal clearance xiv. Free board for approach road xv. Severity of environment with reference to corrosion xvi. Data pertaining to seismic and wind load xvii. Requirement of model study etc.
SUPPLEMENT-II ADDITONAL REQUIREMENT FOR SAFETY AUDIT
Checklists
The use of checklists is highly recommended as they provide a useful “aide memoire” for the audit team to check that no important safety aspects are being overlooked. They also give to the project manager and the design engineer a sense of understanding of the place of safety audit in the design process. The following lists have been drawn up based on the experience of undertaking systematic safety audit procedures overseas. This experience indicates that extensive lists of technical details has encouraged their use as “tick” sheets without sufficient thought being given to the processes behind the actions. Accordingly, the checklists provide guidelines on the principal issues that need to be examined during the course of the safety audits.
Stage F-During Feasibility Study
1. The audit team should review the proposed design from a road safety perspective and check the following aspects: CONTENTS ITEMS Aspects to be checked A. Safety and operational implications of proposed alignment and junction strategy with particular references to expected road users and vehicle types likely to use the road. B. Width options considered for various sections. C. Departures from standards and action taken. D. Provision of pedestrians, cyclists and intermediate transport E. Safety implications of the scheme beyond its physical limits i.e. how the scheme fits into its environs and road hierarchy A1 : General ¾ Departures from standards ¾ Cross-sectional variation ¾ Drainage ¾ Climatic conditions ¾ Landscaping ¾ Services apparatus ¾ Footpaths ¾ Pedestrian crossings ¾ Emergency vehicles ¾ Public Transport ¾ Future widening ¾ Staging of contracts ¾ Adjacent development A2 : Local Alignment ¾ Visibility ¾ New/Existing road interface A3 : Junctions ¾ Minimise potential conflicts ¾ Layout ¾ Visibility A4 : Non-Motorised road ¾ Adjacent land ¾ users Provision Pedestrians ¾ Non-motorised vehicles
A5 : Signs and Lighting ¾ Lighting ¾ Signs/Markings 6 : Construction and ¾ Buildability Operation ¾ Operational ¾ Network Management Stage 1 – Completion of Preliminary Design
1. The audit team should review the proposed design from a road safety perspective and check the following aspects:
CONTENTS ITEMS Aspects to be checked A. Safety and operational implications of proposed alignment and junction strategy with particular references to expected road users and vehicle types likely to use the road. B. Width options considered for various sections. C. Departures from standards and action taken. D. Provision of pedestrians, cyclists and intermediate transport E. Safety implications of the scheme beyond its physical limits i.e. how the scheme fits into its environs and road hierarchy B1 : General ¾ Departures from standards ¾ Cross-sectional variation ¾ Drainage ¾ Climatic conditions ¾ Landscaping ¾ Services apparatus ¾ Footpaths ¾ Pedestrian crossings ¾ Access (minimize number of private accesses) ¾ Emergency vehicles ¾ Public Transport ¾ Future widening ¾ Staging of contracts ¾ Adjacent development B2 : Local Alignment ¾ Visibility ¾ New/Existing road interface B3 : Junctions ¾ Minimise potential conflicts ¾ Layout ¾ Visibility B4 : Non-Motorised road users ¾ Adjacent land Provision ¾ Pedestrians ¾ Non-motorised vehicles B5 : Signs and Lighting ¾ Lighting ¾ Signs/Markings B6 : Construction and ¾ Buildability Operation ¾ Operational ¾ Network Management
Stage 2 – Completion of Detailed Design
1. The audit team should satisfy itself that all issues raised at Stage 1 have been resolved. Items may require further consideration where significant design changes have occurred.
2. If a scheme has not been subject to a stage 1 audit, the items listed in Checklists B1 to B6 should be considered together with the items listed below.
CONTENTS ITEMS Aspects to be checked A. Any design changes since Stage 1. B. The detailed design from a road safety viewpoint, including the road safety implications of future maintenance (speed limits; road signs and markings; visibility; maintenance of street lighting and central reserves). C1 : General ¾ from standards ¾ Drainage ¾ Climatic conditions ¾ Landscaping ¾ Services apparatus ¾ Access ¾ Skid-resistance ¾ Agriculture ¾ Adjacent development C2 : Local Alignment ¾ Visibility ¾ New/Existing road interface C3 : Junctions ¾ Layout ¾ Visibility ¾ Signing ¾ Lighting ¾ Road Markings ¾ T,X,Y-junctions C4 : Non-Motorised road ¾ Adjacent land users Provision ¾ Pedestrians ¾ Non-motorised vehicles C5 : Signs and Lighting ¾ Advanced direction signs ¾ Local traffic signs ¾ Other traffic signs ¾ Lighting C6 : Construction and ¾ Buildability Operation ¾ Operational ¾ Network Management
Enclosure-I Manning Schedule
S. No. Key Personnel Total Project Assignment (Six Months) At Site At Design Total Time (man month) Office Period (man month) (man month) 1 Senior Highway Engineer 4 2 6 cum Team Leader 2 Highway Engineer 4 2 6 3 Pavement Specialist 1 1 2 4 Bridge Engineer 3 3 6 5 Traffic Engineer 1 1 2 6 Material cum Geo-Technical 4 2 6 Engineer 7 Senior Survey Engineer 4 2 6 8 Transport Economist 1 1 2 9 Environmental Specialist 1 1 2 10 Rehabilitation and 1 1 2 Resettlement Expert 11 Quantity Surveyor cum 1 2 3 Documentation Expert Total 25 18 43
Note: Consultants have to provide a certificate that all the key personnel as envisaged in the Contract Agreement have been actually deployed in the projects. They have to furnish the certificate at the time of submission of their bills to DEC from time to time. Enclosure-II Qualification and Experience Requirement of Key Personnel
Senior Highway Engineer cum Team Leader a Educational Qualifications Essential – Graduate in Civil Engineering b Essential Experience i) Total Professional Experience Minimum 20 years ii) Experience in Highway Projects Minimum 15 years in Planning, project preparation and design of Highway Projects including four laning iii) Experience in similar capacity Should have handled minimum two - 50 km long road packages c Age Limit 65 years on the date of submission of proposal Highway Engineer a Educational Qualifications Essential – Graduate in Civil Engineering b Essential Experience i) Total Professional Experience Minimum 15 years ii) Experience in Highway Projects Minimum 15 years in Planning, project preparation and design of Highway Projects including four laning iii) Experience in similar capacity Should have handled minimum one- 50 km long road packages c Age Limit 65 years on the date of submission of proposal Pavement Specialist a Educational Qualifications Essential – Graduate in Civil Engineering b Essential Experience i) Total Professional Experience Minimum 20 years ii) Experience in Highway Projects Minimum 10 years in Pavement Design and maintenance
iii) Experience in similar capacity Pavement design for major highway projects in similar environment for at least 50 km long road projects c Age Limit 65 years on the date of submission of proposal Bridge Engineer a Educational Qualifications Essential – Graduate in Civil Engineering b Essential Experience i) Total Professional Experience Minimum 15 years ii) Experience in Highway Projects Minimum 10 years in Project preparation and design of bridge projects iii) Experience in similar capacity Bridge Engineer in major highway design consultancy projects – should have designed minimum two major bridges of length more than 200 m c Age Limit 65 years on the date of submission of proposal
Traffic Engineer a Educational Qualifications Essential – Graduate in Civil Engineering with Post graduation in Traffic and Transportation Engineering b Essential Experience i) Total Professional Experience Minimum 10 years ii) Experience in Highway Projects Minimum 5 years on similar projects iii) Experience in similar capacity Traffic Engineer in major highway design consultancy projects – of length more than 100km c Age Limit 65 years on the date of submission of proposal Material Engineer cum Geo-Technical Engineer a Educational Qualifications Essential – Graduate in Civil Engineering with Post graduation in Soil Mechanics and Foundation Engineering with sound knowledge of Geology b Essential Experience i) Total Professional Experience Minimum 15 years ii) Experience in Highway Projects Minimum 10 years on similar projects in design or construction iii) Experience in similar capacity Material cum Geo-Technical Engineer in major highway design consultancy projects – one project of 50 km length and one bridge of more than 200 m length c Age Limit 65 years on the date of submission of proposal Senior Survey Engineer a Educational Qualifications Essential – Graduate in Civil Engineering or Diploma in Civil Engineering b Essential Experience i) Total Professional Experience Minimum 15 years ii) Experience in Highway Projects Minimum 10 years on similar projects in project preparation and construction and thorough understanding of modern computer based methods of surveying iii) Experience in similar capacity Survey Engineer in major highway design consultancy projects – two projects of 50 km length c Age Limit 60 years on the date of submission of proposal
Transport Economist a Educational Qualifications Essential – Graduate in Civil Engineering or Post Graduate in Economics b Essential Experience i) Total Professional Experience Minimum 10 years ii) Experience in Highway Projects Minimum 5 years on similar projects in project preparation iii) Experience in similar capacity Transport Economist in major highway design consultancy projects – two projects of 50 km length c Age Limit 65 years on the date of submission of proposal Environmental Specialist a Educational Qualifications Essential – Graduate in Civil (Environmental) Engineering or Post Graduate in Environmental Sciences b Essential Experience i) Total Professional Experience Minimum 10 years ii) Experience in Highway Projects Minimum 5 years on Environmental Impact Assessment of Highway/Bridge iii) Experience in similar capacity projects Environmental Specialist in major highway design consultancy projects – two projects of 50 km length c Age Limit 65 years on the date of submission of proposal Quantity Surveyor/Documentation Expert a Educational Qualifications Essential – Graduate in Civil or Certificate course from ‘Institution of Quantity Surveying b Essential Experience i) Total Professional Experience Minimum 15 years ii) Experience in Highway Projects Minimum 8 years in preparation of Bill of Quantities, Contract documents based on FIDIC and documentation of major highway projects. Should have thorough knowledge of Procurement iii) Experience in similar capacity Quantity Surveyor cum Documentation Expert in major highway design consultancy projects – two projects of 50 km length c Age Limit 65 years on the date of submission of proposal
Rehabilitation and Resettlement Expert a Educational Qualifications Essential – Graduate in Civil or Post Graduate in Social Sciences b Essential Experience i) Total Professional Experience Minimum 10 years ii) Experience in Highway Projects Minimum 5 years on highway projects iii) Experience in similar capacity R&R Expert in at least two highway projects c Age Limit 65 years on the date of submission of proposal
Enclosure – III Schedule for Submission of Reports and Documents (Submission Time with effect from Date of Commencement of Consultancy Services)
Time Period for S.No. Activity No. of Copies Assignment – 6 months 1 Monthly Reports 5 2 Inception Report 5 0.5 Inception Report including QAP Document 3 Feasibility Study Report 5 2.0 i) Draft Feasibility Report including Environmental and Social Impact screening reports ii) Strip Plan iii) Final Feasibility Report after
receiving comments from DEC 10 2.5 4 Preliminary Project Report (PPR) 5 4.0 i) Draft PPR including details and drawings for construction of bridges and draft Environmental Impact Assessment (EIA)reports,
Resettlement Action Plan (RAP) and LA reports and plans ii) Final PPR including details and drawings for construction of bridges and final EIA 10 4.5 reports and RAP 5 Detailed Project Report (DPR) 5 5.0 i) Draft DPR (including drawings and draft bidding documents (International Competitive Bidding (ICB) Documents), Environmental
Management Plan (EMP) and RAP ii) Final DPR including drawings and bidding (ICB) 10 6.0 documents
Note: The time frame for receiving comments from the Client on draft submissions is 15 days. DRAFT TERMS OF REFERENCE (TOR) For the
Preparation of Detailed Project Report for Improvements to Roads and Bridges in the Sugar Sector of Swaziland –Lot 2 works
Preparation of Detailed Project Report for Improvements to Roads and Bridges in the Sugar Sector of Swaziland –Lot 2 works
Draft Terms of Reference for Consultancy Services (TOR)
1. General
1.1 The European Community through the Delegation of the European Commission (DEC), Mbabane, Swaziland has decided to take up the development of roads and bridges in the Sugar Sector of Swaziland in two lots – Lot No.1 and Lot No. 2, for rehabilitating the gravel/earth roads in the sugar sector into bituminous/gravel roads and to provide high level bridges in order to reduce the transportation cost for the benefit of the smallholder sugarcane growers.
1.2 DEC will be the employer and executing agency for the consultancy services and the standards of output required from the appointed consultants are of international level both in terms of quality and adherence to the agreed time schedule.
2. Objective
2.1 The main objective of the consultancy service is to establish the technical, economical, and financial viability of the project and prepare detailed project reports for rehabilitation and upgrading of the existing gravel/earth roads to 2 lane /single lane (configuration depending upon the road) bituminous/gravel roads and construction of high level major/minor bridges. The various works identified are sub-divided in to two lots Lot No.1 and Lot No. 2.
2.2 The details of the Lot 2 are as follows:
Lot No. Projects Included Lot No. 2 1) Construction of Dvokolwako bridge and the road (period of construction 18 months); 2) Mananga bridge – Ebuhleni road (period of construction 18 months); 3) Simunye – Ngomane and Simunye – Hlane roads (period of construction 12 months); and 4) Mafucula farm road including one bridge (period of construction 12 months)
2.3 The viability of the project shall be established taking into account the requirements with regard to rehabilitation, upgrading and improvement based on highway design, pavement design, type of intersections, overpasses, rehabilitation and widening of existing and/or construction of new bridges and structures, road safety features, quantities of various items of works and cost estimates.
2.4 The Detailed Project Report would inter-alia include detailed highway design, design of flexible pavement and overlay, design of bridges and cross drainage structures and grade separated structures, quantities of various items, detailed working drawings, detailed cost estimates, economic and financial viability analyses, environmental and social feasibility, social and environmental action plans as appropriate and documents required for tendering the project on item rate contract basis for international / local competitive bidding.
2.5 The DPR consultant should ensure detailed project preparation incorporating aspects of value engineering, quality audit and safety audit requirement in design and implementation.
3. Scope of Services
3.1 As far as possible, the rehabilitation/widening work shall be within the existing right of way avoiding land acquisition, except for locations having inadequate width and where provisions of alignment corrections, improvement of intersections including provision of grade separators etc. are considered necessary and practicable and cost effective. The Consultant shall furnish land acquisition details as per revenue records/maps for further processing.
3.2 The general scope of services is given in the sections that follow. However, the entire scope of services would, inter-alia, include the items mentioned in the Letter of Invitation and the TOR.
3.3 All ready to implement ‘good for construction’ drawings shall be prepared.
3.4 Environmental Impact Assessment, Environmental Management Plan and Rehabilitation and Resettlement Studies shall be carried out by the Consultant meeting the requirements of the lending agencies like EU/ADB/ World Bank/ JBIC etc.
3.5 Wherever required, consultant will liaise with concerned authorities and arrange all clarifications. Approval of all drawings including GAD and detail engineering drawings will be got done by the consultant from the Railways. Consultant will also incorporate the estimates for shifting of utilities of all types involved from concerned local authorities in the DPR. Consultant is also required to prepare all Land Acquisition papers wherever necessary.
3.6 The DPR consultant should ensure detailed project preparation incorporating value engineering, quality audit and safety audit requirement in design and implementation and the consultant will submit quality audit plan before starting preparation of Detailed Project Report.
3.7 Consultant shall obtain all types of necessary clearances required for implementation of the project on the ground from the concerned agencies. The client shall provide the necessary supporting letters and any official fees as per the demand note issued by such concerned agencies from whom the clearances are being sought to enable implementation. In case Consultant does not obtain all the necessary clearances up to the completion of the assignment, deduction up to 5% amount will be made from the final payment. The amount thus deducted will be released after all necessary clearances have been obtained. 4. General
4.1 Primary Tasks
General Scope of Services shall cover but be not limited to the following major tasks (additional requirements for Feasibility Studies and preparation of Detailed Project Report for Major Bridges are given in Supplement I): i. Review of all available reports and published information about the project road and the project influence area; ii. Environmental and social impact assessment, including such as related to cultural properties, natural habitants, involuntary resettlement etc. ii (a). Public consultation, including consultation with Communities located along the road, NGOs working in the area, other stake-holders and relevant Govt. departments at all the different stages of assignment (such as inception stage, feasibility stage, preliminary design stage and once final designs are concretized). iii. Detailed reconnaissance; iv. Identification of possible improvements in the existing alignment and bypassing congested locations with alternatives, evaluation of different alternatives comparison on techno-economic and other considerations and recommendations regarding most appropriate option; v. Traffic studies including traffic surveys and Axle load survey and demand forecasting for next fifteen years; vi. Inventory and condition surveys for road; vii. Inventory and condition surveys for bridges, cross-drainage structures and drainage provisions; viii. Detailed topographic surveys using Total Stations and GPS; ix. Pavement investigations; x. Sub-grade characteristics and strength: investigation of required sub-grade and subsoil characteristics and strength for road and embankment design and sub soil investigation; xi. Identification of sources of construction materials; xii. Detailed design of road, its x-sections, horizontal and vertical alignment and design of embankment of height more than 6m and also in poor soil conditions and where density consideration require, even lesser height embankment. Detailed design of structures preparation of GAD and construction drawings and cross-drainage structures and underpasses etc. xiii. Identification of the type and the design of intersections; xiv. Design of complete drainage system and disposal point for storm water xv. Value analysis / value engineering and project costing; xvi. Economic analysis; xvii. Contract packaging and implementation schedule. xviii Strip plan indicating the scheme for carriageway widening, location of all existing utility services (both over- and underground) and the scheme for their relocation, trees to be felled and planted and land acquisition requirements including schedule for LA: reports documents and drawings arrangement of estimates for cutting of trees and shifting of utilities from the concerned department; xix Preparation of detailed project report, cost estimate, approved for construction drawings, rate analysis, detailed bill of quantities, bid documents for execution of civil works (a)through budgeting resources. xx Tie-in of on-going/sanctioned works of other agencies. xxi Preparation of social plans for the project affected people as per policy of the lending agencies/ EU R & R Policy.
4.2 While carrying out the field studies, investigations and design, the development plans being implemented or proposed for future implementation by the local bodies, should be taken into account. Such aspect should be clearly brought out in the reports and drawings.
4.3 Standards and Codes of Practices
1. All activities related to field studies, design and documentation shall be done as per the latest guidelines/ circulars and relevant publications of SADC/SATCC. For aspects not covered by SADC/SATCC, international standard practices, such as, British and American Standards may be adopted. The Consultants, upon award of the Contract, may finalise this in consultation with DEC and reflect the same in the inception report.
2. All notations, abbreviations and symbols used in the reports, documents and drawings shall be as per International practices.
4.4 Quality Assurance Plan (QAP) 1. The Consultants should have detailed Quality Assurance Plan (QAP) for all field studies including topographic surveys, traffic surveys, engineering surveys and investigations, design and documentation activities. The quality assurance plans/procedures for different field studies, engineering surveys and investigation, design and documentation activities should be presented as separate sections like engineering surveys and investigations, traffic surveys, material geotechnical and sub-soil investigations, road and pavement investigations, investigation and design of bridges & structures, environment and R&R assessment, economic & financial analysis, drawings and documentation, preparation, checking, approval and filing of calculations, identification and tractability of project documents etc. Further, additional information as per format shall be furnished regarding the details of personel who shall be responsible for carrying out/preparing and checking/verifying various activities forming part of feasibility study and project preparation, since inception to the completion of work. The detailed Draft QAP Document must be discussed and finalised with the concerned DEC officers immediately upon the award of the Contract and submitted as part of the inception report.
2. It is imperative that the QAP is approved by DEC before the Consultants start the field work.
4.5 Review of Data and Documents
1. The Consultants shall collect the available data and information relevant for the Study. The data and documents of major interest shall include, but not be limited to, the following: i. Climate; ii. road inventory iii road condition, year of original construction, year and type of major maintenance/rehabilitation works; iv. condition of bridges and cross-drainage structures; v. sub-surface and geo-technical data for existing bridges; vi. hydraulic data, drawings and details of existing bridges; vii. detailed of sanctioned / on-going works on the stretch sanctioned by various agencies for Tie-in purposes viii. survey and evaluation of locally available construction materials; ix. historical data on classified traffic volume (preferably for 5 years or more); x. origin-destination and commodity movement characteristics; if available; xi. speed and delay characteristics; if available; xii. commodity-wise traffic volume; if available; xiii. accident statistics; and, xiv. vehicle loading behaviour (axle load spectrum), if available. xv) Type and location of existing utility services (e.g. Fibre Optical Cable, O/H and U/G Electric, Telephone line, Water mains, Sewer, Trees etc.) xvi) Environmental setting and social baseline of the project.
4.6. Social Analysis
The social analysis study shall be carried out in accordance with the EU/World Bank/ADB Guidelines. The social analysis report will, among other things, provide a socio-economic profile of the project area and address in particular, indigenous people, communicable disease particularly HIV/AIDS poverty alleviation, gender, local population, industry, agriculture, employment, health, education, health, child labour, land acquisition and resettlement .
4.7 Traffic Surveys All traffic surveys and studies will be completed in feasibility studies.
4.7.1 Number and Location of Survey Stations 1. The type of traffic surveys and the minimum number of survey stations shall normally be as under, unless otherwise specifically mentioned.
S.No. Description Number of survey stations 1 Classified traffic volume count 1 (one) per road 2 Origin Destination and commodity movement 2 (locations to be characteristics finalised with DEC) 3 Axle loading characteristics 1 4 Intersection volume count At each major intersection location
2. The number of survey locations indicated in the table above is indicative only. The Consultants shall, immediately upon award of the work, submit to DEC proposals regarding the total number as well as the locations of the traffic survey stations as put of inception report. Suitable maps and charts should accompany the proposals clearly indicating the rationale for selecting the location of survey stations.
3. The methodology of collection and analysis of data, number and location of traffic survey stations shall be finalised in consultation with DEC.
4.9.2. Classified Traffic Volume Count Survey 1. The classified traffic volume count surveys shall be carried out for 7 days (continuous, direction-wise) at the selected survey stations. The vehicle classification system as given in relevant SADC/SATCC code may be followed. However, the following generalised classification system is suggested in view of the requirements of traffic demand estimates and economic analysis:
Motorised Traffic Non-Motorised Traffic (NMT) 2 Wheeler Bi-cycles Passenger Car Animal Drawn Vehicles (ADVs) Utility vehicle (jeep, van etc) Other NMTs Bus Mini Bus Standard Bus Light Commercial LCV – Passenger Vehicle (LCV) LCV - Freight Trucks MCV – 2-Axle rigid chassis HCV – 3 Axle rigid chassis Multi – Axle Vehicle- Semi – Articulated Multi-Axle Vehicle Articulated Others
2. All results shall be presented in tabular and graphical form. The survey data shall be analysed to bring out the hourly and daily variations. The traffic volume count per day shall be averaged to show a weekly Average Daily Traffic (ADT) by vehicle type. The Annual Average Daily Traffic (AADT) shall be worked out by applying seasonal factors.
3. The consultants shall compile the relevant traffic volume data from secondary sources also. The salient features of traffic volume characteristics shall be brought out and variations if any, from the traffic census carried out by the State PWD shall be suitably explained.
4.9.3. Origin-Destination and Commodity Movements Surveys
1. The Consultants shall carry out 1-day (24 hour, both directions) O-D and Commodity Movement Surveys at locations finalised in consultation with DEC. These will be essentially required around congested towns to delineate through traffic. The road side interviews shall be on random sample basis and cover all four-wheeled vehicles. The locations of the O-D survey and Commodity Movement surveys shall normally be same as for the classified traffic count stations.
2. The location of origin and destination zones shall be determined in relation to each individual station and the possibility of traffic diversion to the Project Road from/to other road routes including bypasses.
3. The trip matrices shall be worked out for each vehicle type. Information on weight for trucks should be summed up by commodity type and the results tabulated, giving total weight and average weight per truck for the various commodity types. The sample size for each vehicle type shall be indicated on the table and also in the graphical representations.
4. The data derived from surveys shall also be analysed to bring out the lead and load characteristics and desire line diagrams. The data analysis should also bring out the requirement for the construction of bypasses.
5. The distribution of lead and load obtained from the surveys should be compared with those derived from the axle load studies.
6. The commodity movement data should be duly taken into consideration while making the traffic demand estimates.
4.9.4. Turning Movement Surveys
1. The turning movement surveys for estimation of peak hour traffic for the design of major and minor intersections shall be carried out for the Study. The details regarding composition and directional movement of traffic shall be furnished by the Consultant.
2. The methodology for the surveys shall be as per relevant SADC/SATCC Standard. The details including location and duration of surveys shall be finalized in consultation with DEC officials. The proposal in response to this TOR shall clearly indicate the number of locations that the Consultants wish to conduct turning movement surveys and the rationale for the same.
3. The data derived from the survey should be analysed to identify requirements of suitable remedial measures, such as construction of underpasses, along the project road alignment. Intersections with high traffic volume requiring special treatments either presently or in future shall be identified.
4.9.5. Axle Load Surveys
1. Axle load surveys in both directions shall be carried out at suitable location(s) in the project road stretch on a random sample basis normally for trucks only (both empty and loaded trucks) for 2 normal days - (24 hours) at special count stations to be finalised in consultation with NHAI. However, a few buses may be weighed in order to get an idea about their loading behaviour. While selecting the location(s) of axle load survey station(s), the locations of existing bridges with load restrictions, if any, should be taken into account and such sites should be avoided.
2. The axle load surveys shall normally be done using axle load pads or other sophisticated instruments. The location(s) of count station(s) and the survey methodology including the data formats and the instrument type to be used shall be finalised before taking up the axle load surveys.
3. The axle load data should be collected axle configuration-wise. The number of equivalent standard axles per truck shall be calculated on the basis of results obtained. The results of the survey should bring out the VDF for each truck type (axle configuration, if the calculated VDF is found to be below the national average, then national average shall be used. Furthermore, the data from axle load surveys should be analysed to bring out the Gross Vehicle Weight (GVW) and Single Axle Load (SAL) Distributions by truck type (axle configuration).
4. The Consultant shall ascertain from local enquiries about the exceptional live loads that have used the highway in the past in order to assess the suitability of existing bridges to carry such loads.
4.10. Traffic Demand Estimates
1. The consultants shall make traffic demand estimates and establish possible traffic growth rates in respect of all categories of vehicles, taking into account the past trends, annual population and real per capita growth rate, elasticity of transport demand in relation to income and estimated annual production increase. The other aspects including socio-economic development plans and the land use patterns of the region having impact on the traffic growth, the projections of vehicle manufacturing industry in the country, development plans for the other modes of transport, O-D and commodity movement behaviour should also be taken into account while working out the traffic demand estimates. The traffic Demand Estimates should also amount for the Development Projects in the area.
2. The values of elasticity of transport demand shall be based on the prevailing practices in the country. The Consultants shall give complete background including references for selecting the value of transport demand elasticity.
3. It is envisaged that the project road sections covered under this TOR would be completed and opened to traffic in 2010 end. The traffic demand estimates shall be done for the period, 2008-2027. The demand estimates shall be done assuming three scenarios, namely, optimistic, pessimistic and most likely traffic growth. The growth factors shall be worked out for five-yearly intervals.
4. Traffic projections should be based on sound and proven forecasting techniques. In case traffic demand estimated is to be made on the basis of a model, the application of the model in the similar situation with the validation of the results should be established. The traffic projections should also bring out the possible impact of implementation of any competing facility in the near future. The demand estimates should also take into account the freight and passenger traffic along the major corridors that may interconnect with the project.
5. The methodology for traffic demand estimates described in the preceding paragraphs is for normal traffic only. In addition to the estimates for normal traffic, the Consultants shall also work out the estimates for generated, induced and diverted traffic.
6. The traffic forecasts shall also be made for both diverted and generated traffic.
7. Overall traffic forecast thus made shall form the basis for the design of each pavement type and other facilities/ancillary works.
4.11. Engineering Surveys and Investigations
4.11.1. Reconnaissance and Alignment
1. The Consultants should make an in-depth study of the available land width (ROW) topographic maps, satellite imageries and air photographs of the project area and other available relevant information collected by them concerning the existing alignment. Consultant himself has to arrange the required maps and the information needed by him from the potential sources. Consultant should make efforts for minimizing land acquisition.
2. The detailed ground reconnaissance may be taken up immediately after the study of maps and other data. The primary tasks to be accomplished during the reconnaissance surveys include; i topographical features of the area; ii. typical physical features along the existing alignment within and outside ROW i.e. land use pattern; iii. realignment requirements iv. preliminary identification of improvement requirements including treatments and measures needed for the cross-roads; v. traffic pattern and preliminary identification of traffic homogenous links; vi. sections through congested areas; vii. inventory of major aspects including land width, terrain, pavement type, carriageway type, bridges and structures (type, size and location), intersections (type, cross-road category, location) urban areas (location, extent), geologically sensitive areas, environmental features: viii. critical areas requiring detailed investigations; and, ix. requirements for carrying out supplementary investigations. x. soil (textural classifications) and drainage conditions xii. type and extent of existing utility services along the alignment (within ROW).
3. The data derived from the reconnaissance surveys are normally utilized for planning and programming the detailed surveys and investigations. All field studies including the traffic surveys should be taken up on the basis of information derived from the reconnaissance surveys.
4. The data and information obtained from the reconnaissance surveys should be documented. The data analysis and the recommendations concerning alignment and the field studies should be included in the Inception Report. The data obtained from the reconnaissance surveys should form the core of the database which would be supplemented and augmented using the data obtained from detailed field studies and investigations.
5. The data obtained from the reconnaissance surveys should be compiled in the tabular as well as graphical (chart) form indicating the major physical features and the proposed widening scheme for DEC’s comments. The data and the charts should also accompany the rationale for the selection of traffic survey stations.
4.11.2. Topographic Surveys
1. The basic objective of the topographic survey would be to capture the essential ground features along the alignment in order to consider improvements and for working out improvements, rehabilitation and upgrading costs. The detailed topographic surveys should normally be taken up after the completion of reconnaissance surveys.
2. The carrying out of topographic surveys will be one of the most important and crucial field tasks under the project. The detailed field surveys shall be carried out using high precision instruments i.e. Total stations. The data from the topographic surveys shall be available in (x, y, z) format for use in a sophisticated digital terrain model (DTM). The Consultants would be fully responsive for any inaccuracy in surveys.
3. The detailed field surveys would essentially include the following activities: i. Topographic Surveys along the Existing Right of Way (ROW): Running a continuous open Traverse along the existing road and realignments, wherever required, and fixation of all cardinal points such as horizontal intersection points (HIP’s), centre points and transit points etc. and properly referencing the same with a pair of reference pillars fixed on either side of the centre-line at safe places within the ROW. ii. Collection of details for all features such as structures (bridges, culverts etc.) utilities, existing roads, electric and telephone installations (both O/H as well as underground), huts, buildings, fencing and trees (with girth greater than 0.3 metre) oil and gas lines etc. falling within the extent of survey.
4. The width of survey corridor will generally be as given under: i. The width of the survey corridor should taken into account the layout of the existing alignment including the extent of embankment and cut slopes and the general ground profile. Normally the surveys should extend a minimum of 20 m beyond either side of the centre line of the proposed carriageway. ii. In case the reconnaissance survey reveals the need for bypassing the congested locations, the traverse lines would be run along the possible alignments in order to identify and select the most suitable alignment for the bypass. The detailed topographic surveys should be carried out along the bypass alignment approved by DEC. Field notes of the survey should be maintained which would also provide information about traffic, soil, drainage etc. iii. The width of the surveyed corridor will be widened appropriately where developments and / or encroachments have resulted in a requirement for adjustment in the alignment, or where it is felt that the existing alignment can be improved upon through minor adjustments. iv Where existing roads cross the alignments, the survey will extend a minimum of 100 m either side of the road centre line and will be of sufficient width to allow improvements, including at grade intersection to be designed.
5. The surveyed alignment shall be transferred on to the ground as under: i. Reference Pillar and Bench Mark / Reference pillar of size 15 cm X 15 cm X 45 cm shall be cast in RCC of grade M 15 with a nail fixed in the centre of the top surface. The reference pillar shall be embedded in concrete up to a depth of 30 cm with CC M10 (5 cm wide all around). The balance 15 cm above ground shall be painted yellow. The spacing shall be 250m apart, in case Bench Mark Pillar coincides with Reference Pillar, only one of the two need be provided. ii. Establishing Bench marks at site connected to GTS Bench marks at an interval of 250 meters on Bench mark pillar made of RCC as mentioned above with RL and BM No. marked on it with red paint.
4.11.2.1 Longitudinal and Cross-Sections
The topographic surveys for longitudinal and cross-sections shall cover the following: i. Longitudinal section levels along final centre line at every 25 m interval, at the locations of curve points, small streams, intersections and at the locations of change in elevation. ii. Cross sections at every 50 m interval in full extent of survey covering sufficient number of spot levels on existing carriageway and adjacent ground for profile correction course and earth work calculations. Cross sections shall be taken at closer interval at curves. iii. Longitudinal section for cross roads for length adequate for design and quantity estimation purposes. iv. Longitudinal and cross sections for major and minor streams shall be taken as per recommendations contained in the relevant SADC/SATCC Publications.
4.11.2.2 Details of utility Services and Other Physical Features
1. The Consultants shall collect details of all important physical features along the alignment. These features affect the project proposals and should normally include buildings and structures, monuments, burial grounds, cremation grounds, places of worship, railway lines, stream / river / canal, water mains, severs, gas/ oil pipes, crossings, trees, plantations, utility services such as electric, and telephone lines (O/H & U/G) and poles, optical fibre cables (OFC) etc. The survey would cover the entire right- of-way of the road on the adequate allowance for possible shifting of the central lines at some of the intersections locations.
2. The information collected during reconnaissance and field surveys shall be shown on a strip plan so that the proposed improvements can be appreciated and the extent of land acquisition with L.A schedule, utility removals of each type etc. assessed and suitable actions can be initiated. Separate strip plan for each of the services involved shall be prepared for submission to the concerned agency.
4.11.3. Road and Pavement Investigations The Consultants shall carry out detailed field studies in respect of road and pavement. The data collected through road inventory and pavement investigations should be sufficient to meet the input requirements of HDM-IV.
4.11.3.1 Road Inventory Surveys
1. Detailed road inventory surveys shall be carried out to collect details of all existing road and pavement features along the existing road sections. The inventory data shall include but not limited to the following: i. terrain (flat, rolling, mountainous); ii. land-use (agricultural, commercial, forest, residential etc ) @ every kilometer; iii. carriageway width, surfacing type @ every 500m and every change of feature whichever is earlier; iv. shoulder surfacing type and width @ every 500m and every change of feature whichever is earlier; v. sub-grade / local soil type (textural classification) @ every 500m and every change of feature whichever is earlier; vi. horizontal curve; vertical curve vii. road intersection type and details, at every occurrence; viii. retaining structures and details, at every occurrence; ix. location of water bodies (lakes and reservoirs), at every occurrence; and, x. height of embankment or depth of cut @ every 200m and every change of feature whichever is earlier. xi. land width i.e. ROW xii. culverts, bridges and other structures (type, size, span arrangement and location) xiii. Roadside arboriculture xiv. Existing utility services on either side within ROW. xv. General drainage conditions xvi. Design speed of existing road 2. The data should be collected in sufficient detail. The data should be compiled and presented in tabular as well as graphical form. The inventory data would be stored in computer files using simple utility packages, such as EXCEL.
4.11.3.2 Pavement Investigation
1. Pavement Composition i. The data concerning the pavement composition may be already available with the RD – MoPW&T. However, the consultants shall make trial pits to ascertain the pavement composition. The test pit interval will be as per Paragraph 4 below. ii. For each test pit, the following information shall be recorded: • test pit reference (Identification number, location): • pavement composition (material type and thickness); and • subgrade type (textural classification) and condition (dry, wet)
2. Road and Pavement Condition Surveys i. Detailed field studies shall be carried out to collect road and pavement surface conditions. The data should generally cover: • pavement condition (surface distress type and extent); • shoulder condition; • embankment condition; and • drainage condition
Pavement cracking (narrow and wide cracking), % of pavement area affected; ravelling, % of pavement area affected; potholing, % of pavement area affected; edge break, length (m); and, rut depth, mm
Shoulder Paved: Same as for pavement Unpaved: material loss, rut depth and corrugation, Edge drop, mm.
Embankment general condition; and extent of slope erosion ii. The objective of the road and pavement condition surveys shall be to identify defects and sections with similar characteristics. All defects shall be systematically referenced, recorded and quantified for the purpose of determining the mode of rehabilitation. iii. The pavement condition surveys shall be carried out using visual means. Supplemented by actual measurements and in accordance with the widely accepted methodology (AASHTO, IRC, OECD, TRL and World Bank Publications) adapted to meet the study requirements. The measurement of rut depth would be made using standard straight edges. iv. The shoulder and embankment conditions shall be evaluated by visual means and the existence of distress modes (cuts, erosion marks, failure, drops) and extent (none, moderate, frequent and very frequent) of such distress manifestations would be recorded. v. For sections with severe distresses, additional investigations as appropriate shall be carried out to determine the cause of such distresses. vi. Middle 200m could be considered as representative sample for each one km. of road and in case all other things are considered similar.
Drainage • General condition • Connectivity of drainage turnouts into the natural topography • Condition in cut sections • Condition at high embankments
The data obtained from the condition surveys should be analysed and the road segments of more or less equal performance may be identified using the criteria given in relevant SADC/SATCC Codes.
3. Pavement Roughness i. The roughness surveys shall be carried out using Bump Integrator or similar instrument. The methodology for the surveys shall be as per the widely used standard practices. The calibration of the instrument shall be done as per the procedure given in the World Bank’s Technical Publications and duly got authenticated by established laboratory/institution acceptable to the client.. ii. The surveys shall be carried out along the outer wheel paths. The surveys shall cover a minimum of two runs along the wheel paths for each direction.. iii. The results of the survey shall be expressed in terms of BI and IRI and shall be presented in tabular and graphical forms. The processed data shall be analysed using the cumulative difference approach to identify road segments homogenous with respect to surface roughness.
4.11.3.3 Subgrade Characteristics and Strength
1. Based on the data derived from condition (surface condition, roughness), the project road section should be divided into segments homogenous with respect to pavement condition and strength. The delineation of segments homogenous with respect to roughness and strength should be done using the cumulative difference approach (AASHTO, 1993).
2. The data on soil classification and mechanical characteristics for soils along the existing alignments may already be available with the RD-MoPW&T. The testing scheme is, therefore, proposed as given under: i. For the existing road within the ROW, the Consultants shall test at least three sub- grade soil samples for each homogenous road segment or three samples for each soil type encountered, whichever is more. ii. For the roads along new alignments, the test pits for subgrade soil shall be @2 km or for each soil type, whichever is more. A minimum of three samples should be tested corresponding to each homogenous segment.
3. The testing for subgrade soil shall include: i. in-situ density and moisture content at each test pit ii. field CBR using DCP at each test pit iii. characterisation (grain size and Atterberg limits) at each test pit and, iv. laboratory moisture-density characteristics (modified AASHTO compaction); v. laboratory CBR (unsoaked and 4-day soak compacted at three energy levels) and swell.
4. For problematic soils, the testing shall be more rigorous. The characteristics with regard to permeability and consolidation shall also be determined for these soils. The frequency of sampling and testing of these soils shall be finalised in consultation with the DEC officers after the problematic soil types are identified along the road sections.
5. The laboratory for testing of material should be got approved from DEC before start of work.
4.11.4 Investigations for Bridges and Structure
4.11.4.1 Inventory of Bridges, Culverts and Structures
The Consultants shall make an inventory of all the structures (bridges, viaducts, ROBs, culverts, etc.) along the road under the project. The inventory for the bridges, viaducts and ROBs shall include the parameters required as per the relevant guidelines of SADC/SATCC. The inventory of culverts shall be presented in a tabular form covering relevant physical and hydraulic parameters.
4.11.4.2 Hydraulic and Hydrological Investigations
1. The hydrological and hydraulic studies shall be carried out in accordance with the relevant SADC/SATCC/International Guidelines. These investigations shall be carried out for all existing drainage structures along the road sections under the study.
2. The Consultants shall make a desk study of available data on topography (topographic maps, stereoscopic aerial photography), storm duration, rainfall statistics, top soil characteristics, vegetation cover etc. so as to assess the catchment areas and hydraulic parameters for all existing and proposed drainage provisions. The findings of the desk study would be further supplemented and augmented by a reconnaissance along the area. All important hydrological features shall be noted during this field reconnaissance.
3. The Consultants shall collect information on high flood level (HFL), low water levels (LWL), discharge velocity etc. from available past records, local inquiries and visible signs, if any, on the structural components and embankments. Local inquiries shall also be made with regard to the road sections getting overtopped during heavy rains.
4.11.4.3 Condition Surveys for Bridges, Culverts and Structures
1. The Consultants shall thoroughly inspect the existing structures and shall prepare a report about their condition including all the parameters given in the Inspection pro-forma of relevant SADC/SATCC Codes. The condition and structural assessment survey of the bridges / culverts / structures shall be carried out by senior experts of the Consultants.
2. For the bridges identified to be in a distressed condition based upon the visual condition survey, supplementary testing shall be carried out as per relevant guidelines of SADC/SATCC. Selection of tests may be made based on the specific requirement of the structure.
3. Consultant shall carryout necessary surveys and investigations to establish the remaining service life of each retainable bridge or structure with and without the proposed strengthening and rehabilitation according to acceptable international practice in this regard.
4.11.4.4 Geo-technical Investigations and Sub-Soil Exploration
1. The Consultants shall carry out geo-technical investigations and subsurface explorations for the proposed Bridges / overpasses etc., along high embankments and any other location as necessary for proper design of the works and conduct all relevant laboratory and field tests on soil and rock samples. The minimum scope of geo-technical investigations for bridge and structures shall be as under:
S.No. Description Location of Boring 1 Overall length 6 – 30 m One abutment location 2 Overall length 30 – 60 m One abutment location and at lease one intermediate location between abutments for structures having more than one span 3 Overall length more than 60 m Each abutment and each pier locations
2. The deviation(s), if any, by the Consultants from the scheme presented above should be got approved by DEC. 3. However, where a study of geo-technical reports and information available from adjacent crossings over the same waterway (existing highway and railway bridges) indicates that subsurface variability is such that boring at the suggested spacing will be insufficient to adequately define the conditions for design purposes, the Consultants shall review and finalise the bore hole locations in consultation with the DEC officers.
4. Sub-soil investigations will be done as per relevant SADC/SATCC Code.
5. The scheme for the borings locations and the depth of boring shall be prepared by the Consultants and submitted to DEC for approval. These may be finalised in consultation with DEC.
6. The sub-soil exploration and testing should be carried out through the Geo-technical Consultants who have done Geo-technical investigation work in similar project. In case of outsourcing Geo-Technical Investigation, the firm selected by the Consultant for this purpose should also be got approved from DEC before start of such works. The soil testing reports shall be in the format prescribed in relevant SADC/SATCC Codes.
7. For the road pavement, bore holes at each major change in pavement condition or in deflection readings or at 2 km intervals whichever is less shall be carried out to a depth of at least 2 m below embankment base or to rock level and are to be fully logged. Appropriate tests to be carried out on samples collected from these bore holes to determine the suitability of various materials for use in widening of embankments or in parts of new pavement structure.
4.11.5. Material Investigations
1. The Consultants shall identify sources of quarry sites and borrow areas, undertake field and laboratory testing of the materials to determine their suitability for various components of the work and establish quality and quantity of various construction materials and recommend their use on the basis of techno-economic principles. The Consultants shall prepare mass haul diagram for haulage purposes giving quarry charts indicating the location of selected borrow areas, quarries and the respective estimated quantities.
2. It is to be ensured that no material shall be used from the right-of-way except by way of levelling the ground as required from the construction point of view, or for landscaping and planting of trees etc. or from the cutting of existing ground for obtaining the required formation levels.
3. Environmental restrictions, if any, and feasibility of availability of these sites to prospective civil works contractors, should be duly taken into account while selecting new quarry locations.
4. The Consultants shall make suitable recommendations regarding remedial actions in the borrow and quarry areas after the exploitation of materials for construction of works.
5. The Material Investigation aspect shall include preparation and testing of bituminous mixes for various layers and concrete mixes of different design mix grades using suitable materials (binders, aggregates, sand filler etc.) as identified during Material Investigation to conform to latest SADC/SATCC specification.
4.12 Detailed Design of Road and Pavements, Bridges, Structures and Tunnels
4.12.1. General
1. The Consultants are to carryout detailed designs and prepare working drawings for the following: i. 2 lane or single lane highway as the case may be complete in all respects; ii. design of pavement for the existing road; iii. bridges, overpasses and structures etc.; iv. prepare alignment plans, longitudinal sections and cross-sections @ 50m intervals; v. designs for road furniture and road safety/traffic control features; vi. designs and drawings for overpass / cattle passes tree planting/fencing at locations where necessary / required vii. drainage design showing location of turnouts, out falling structures, separate drawings sheet for each 5 km. stretch. viii. bridges and structures rehabilitation plan with design and drawings
4.12.2. Design Standards
1. The Consultants shall evolve Design Standards and material specifications for the Study primarily based on SADC/SATCC publications, and relevant recommendations of the international standards (American, Australian, British, Canadian, Japanese) for approval by DEC.
2. The Design Standards evolved for the project shall cover all aspects of detailed design including the design of geometric elements, pavement design, bridges and structures, traffic safety and materials.
4.12.3. Geometric Design
1. The project is to be developed as an all weather access for the road users especially smallholder farmers for hauling sugarcane from their farms to the Sugar Mills. The design of geometric elements shall, therefore, take into account the essential requirements of such facilities.
2. Based on the data collected from reconnaissance and topographic surveys, the sections with geometric deficiencies, if any, should be identified and suitable measures for improvement should be suggested for implementation.
3. The data on accident statistics should be compiled and reported showing accident type and frequency so that black spots are identified along the project road section. The possible causes (such as poor geometric features, pavement condition etc.) of accidents should be investigated into and suitable cost-effective remedial measures suggested for implementation.
4. The detailed design for geometric elements shall cover, but not be limited to the following major aspects: i. horizontal alignment; ii. longitudinal profile; iii. cross-sectional elements. iv. junctions, intersections; and v. short realignments, vertical alignment corrections;
5. The alignment design shall be verified for available sight distances as per the standard norms. The provision of appropriate markings and signs shall be made wherever the existing site conditions do not permit the adherence to the sight distance requirements as per the standard norms.
6. The consultants shall make detailed analysis of traffic flow and level of service for the existing road and workout the traffic flow capacity for the improved project road. The requirement for separate climbing lanes along steep gradients for heavy trucks shall be investigated and operational analysis shall be carried out for the provision.
7. In the case of closely spaced cross roads the Consultant shall examine different options such as, connecting some of them with a view to reduce number of at-grade crossings, and prepare and furnish appropriate proposals for this purpose keeping in view the cost of improvement, impact on traffic movement and accessibility to cross roads. The detailed drawings and cost estimate should include the provisions for realignments of the existing cross roads to allow such arrangements.
8. The consultant shall prepare complete road and pavement design including drainage plan.
4.12.4. Pavement Design
1. The detailed design of pavement shall involve: i. providing new bituminous 2 lane pavement ii. pavement design for short realignments; and, iii. design of shoulders.
2. The design of pavement shall primarily be based on SADC/SATCC publications. However, the Consultants shall use the recommendations given in widely used international practices including AASHTO, NAASRA, RTAC and TRL wherever appropriate on approval by DEC.
3. The design of pavement shall be rigorous and shall make use of the latest SADC/SATCC and International practices.
4. For the design of pavement, each set of design input shall be decided on the basis of rigorous testing and evaluation of its suitability and relevance in respect of in-service performance of the pavement. The design methodology shall accompany the design proposals and shall clearly bring out the basic assumptions, values of the various design inputs, rationale behind the selection of the design inputs and the criteria for checking and control during the implementation of works. In other words, the design of pavement structure should take due account of the type, characteristics of materials used in the respective courses, variability of their properties and also the reliability of traffic predictions. Furthermore, the methodology adopted for the design of pavement shall be complete with flow charts indicating the various steps in the design process, their interaction with one another and the input parameter required at each step.
5. Latest techniques of pavement strengthening like provision of geosynthetics should be duly considered in problem soil areas by the consultant for achieving economy and extended pavement life.
6. The pavement design task shall also cover working out the maintenance and strengthening requirements and periodicity and timing of such treatments.
4.12.5. Design of Embankments
1. The embankments design should provide for maximum utilization of locally available materials consistent with economy.
2. The Consultants shall carry out detailed analysis and design for all embankments of height greater that 6 m based on relevant SADC/SATCC publications.
3. The design of embankments should include the requirements for protection works and traffic safety features.
4.12.6. Design of Bridges and Structures
1. The Consultant shall prepare General Arrangement Drawing (GAD) and Alignment Plan showing the salient features of the bridges and structures proposed to be constructed / reconstructed along the road sections covered under the Study. These salient features such as alignment, overall length, span arrangement, cross section, deck level, founding level, type of bridge components (superstructure, substructure, foundations, bearings, expansion joint, return walls etc.) shall be finalized based upon hydraulic and geo- technical studies, cost effectiveness and ease of construction. The GAD shall be supplemented by Preliminary designs. In respect of span arrangement and type of bridge a few alternatives with cost-benefit implications should be submitted to enable DEC to approve the best alternative.
2. Subsequent to the approval of the GAD and Alignment Plan by DEC, the Consultant shall prepare detailed design as per SADC/SATCC guidelines and working drawings for all components of the bridges and structures. The Consultant shall furnish the design and working drawings for suitable protection works and/or river training works wherever required.
3. Suitable repair / rehabilitation measures shall be suggested in respect of the existing structures as per relevant SADC/SATCC Codes along with their specifications, drawings and cost estimate in the form of a report. The rehabilitation or reconstruction of the structures shall be suggested based on broad guidelines for rehabilitation and strengthening of existing bridges contained in relevant SADC/SATCC or International Codes.
4. Subsequent to the approval of the GAD and the alignment plan by DEC, detailed design shall also be carried out for the proposed bridges.
5. The Consultants shall also carry out the design and make suitable recommendations for protection works for bridges and drainage structures.
4.12.7. Drainage System
1. The requirement of roadside drainage system and the integration of the same with proposed cross-drainage system shall be worked out for the entire length of the project road section.
2. In addition to the roadside drainage system, the Consultants shall design the special drainage provisions for sections with super-elevated carriageways, high embankments and for road segments passing through cuts. The drainage provisions shall also be worked out for road segments passing through urban areas. 3. The designed drainage system should show locations of turnouts/outfall points with details of outfall structures fitting into natural contours. A separate drawing sheet covering every 5 km. stretch of road shall be prepared.
4.12.8. Traffic Safety Features, Road Furniture and Road Markings
The Consultants shall design suitable traffic safety features and road furniture including traffic signals, signs, markings, overhead sign boards, crash barriers, delineators etc. The locations of these features shall be given in the reports and also shown in the drawings.
4.12.9. Arboriculture and Landscaping
The Consultants shall work out appropriate plan for planting of trees (specifying type of plantation), horticulture, floriculture on the surplus land of the right-of-way with a view to beautify the highway and making the environment along the highway pleasing. The existing trees / plants shall be retained to the extent possible.
4.13 Environment and Social Impact Assessment
The consultant shall under take the detailed environmental and social impact assessment in accordance with the standard set by the EU for projects proposed to be funded by EU.
4.13.1 Environmental Impact Assessment
Environment impact assessment or initial environment examination be carried out in accordance with EU Environmental Assessment Requirements for selected infrastructure projects as applicable
1. The consultant should carry out the preliminary environmental screening to assess the direct and induced impacts due to the project.
2. The consultant shall ensure to document baseline conditions relevant to the project with the objective to establish the benchmarks.
3. The consultant shall assess the potential significant impacts and identify the mitigative measures to address these impacts adequately.
4. The consultant shall do the analysis of alternatives incorporating environmental concerns. This should include with and without scenario and modification incorporated in the proposed project due to environment considerations.
5. The consultant shall give special attention to the environmental enhancement measures in the project for the following: (a) Cultural property enhancement along the highways (b) Highway side landscape and enhancement of the road junctions, (c) Enhancement of highway side water bodies, and (d) Redevelopment of the borrow areas located on public land.
6. The consultant shall prepare the bill-of-quantities (BOQ) and technical specifications for all items of work in such a way that these may be readily integrated to the construction contracts.
7. The consultant shall establish a suitable monitoring network with regard to air, water and noise pollution. The consultant will also provide additional inputs in the areas of performance indicators and monitoring mechanisms for environmental components during construction and operational phase of the project.
8. The consultant shall provide the cost of mitigation measures and ensure that environmental related staffing, training and institutional requirements are budgeted in project cost.
9. The consultant shall identify and plan for plantation of the suitable trees along the existing highway in accordance with relevant EU/SADC/SATCC guidelines.
4.13.2 Social Assessment
1 The consultant would conduct base line socio-economic and census survey to assess the impacts on the people, properties and loss of livelihood. The socio-economic survey will establish the benchmark for monitoring of R&R activities. A social assessment is conducted for the entire project to identify mechanisms to improve project designs to meet the needs of different stakeholders. A summary of stakeholder discussions issue raised and how the project design was developed to meet stakeholders need would be prepared.
2 The consultant shall prepare Land Acquisition Plan
3 The consultant would prepare Resettlement and Rehabilitation Plan - assess feasibility and effectiveness of income restoration strategies and suitability and availability to relocation sites. The resettlement plan which accounts for land acquisition and resettlement impacts would be based on a 25% socio-economic survey and 100 % census survey of project affected people, providingthe complete assessment of the number of affected households and persons, including common property resources. All untitled occupants are recorded at the initial stages and identify cards will be issued to ensure there is no further influx of people into the project area. All consultants with affected persons (to include list of participants) should be fully documented and records made available to DEC. • Assessment on the impact of the project on the poor and vulnerable groups along the project road corridor. • Based on the identified impacts, developing entitlement matrix for the project affected people. • Assessment on social issues such as indigenous people, gender, HIV/AIDS, labours including child labour. • Implementation budgets, sources and timing of funding and schedule of tasks. • Responsibility of tasks, institutional arrangements and personnel for delivering entitlement and plans to build institutional capacity. • Internal and external Monitoring plans, key monitoring indicators and grievance redress mechanism. • Incorporating any other suggestions of the EU/Govt. of Swaziland till the acceptance of the reports by the EU.
4.13.3 Reporting Requirements of EIA
The consultant would prepare the stand-alone reports as per the requirement of the EU, with contents as per the following: • Executive Summary • Description of the Project • Environmental setting of the project. • Identification and categorization of the potential impacts (during preconstruction, construction and operation periods). • Analysis of alternatives (this would include correlation amongst the finally selected alternative alignment/routing and designs with the avoidance and environmental management solutions). • The public consultation process. • Policy, legal and administrative framework. This would include mechanisms at the states and national level for operational policies. This would also include a description of the organizational and implementation mechanism recommended for this project. • Typical plan or specific designs for all additional environmental items as described in the scope of work. • Incorporating any other as per the suggestions of the EU/Govt. of Swaziland, till the acceptance of the reports by the EU. • EMP Reports for Each Contract Package based on uniform methodology and processes. The consultant will also ensure that the EMP has all the elements for it to be a legal document. The EMP reports would include the following: • Brief description of the project, purpose of the EMP, commitments on incorporating environmental considerations in the design, construction and operations phases of the project and institutional arrangements for implementing the EMP. • A detailed EMP for construction and operational phases with recourse to the mitigation measures for all adverse impacts. • Detailed plans for highway-side tree plantation (as part of the compensatory afforestation component). • Environmental enhancement measures would be incorporated. Enhancement measures would include items described in the scope of work and shall be complete with plans, designs, BOQ and technical specifications. • Environmental monitoring plans during and after construction including scaling and measurement techniques for the performance indicators selected for monitoring. • The EMP should be amendable to be included in the contract documents for the works. • Incorporating any other as per the suggestions of the EU, till the acceptance of the reports by EU
4.13.4 Reporting requirements of RAP
Analysis on the resettlement plan should be conducted based on EU’s Guidelines. • Executive Summary • Description of Project • Objectives of the project. • The need for Resettlement in the Project and evaluation of measures to minimize resettlement. • Description and results of public consultation and plans for continued participation of PAPs. • Definition of PAPs and the eligibility criteria. • Census and survey results-number affected, how are they affected and what impacts will they experience. • Legal and entitlement policy framework-support principles for different categories of impact. • Arrangements for monitoring and evaluation (internal and external) • Implementation schedule for resettlement which is linked to the civil works contract • A matrix of scheduled activities linked to land acquisition procedures to indicate clearly what steps and actions will be taken at different stages and the time frame • The payment of compensation and resettlement during the acquisition process • An itemized budget (replacement value for all assets) and unit costs for different assets
5. Estimation of Quantities and Project Costs
1. The Consultants shall prepare detailed estimates for quantities (considering designs and mass haul diagram) and project cost for the entire project (civil packages wise), including the cost of environmental and social safeguards proposed based on relevant Standard Data Book and market rate for the inputs. The estimation of quantities shall be based on detailed design of various components of the projects. The estimation of quantities and costs would have to be worked out separately for each civil work Package as defined in this TOR.
2. The Consultants shall make detailed analysis for computing the unit rates for the different items of works. The unit rate analysis shall duly take into account the various inputs and their basic rates, suggested location of plants and respective lead distances for mechanized construction. The unit rate for each item of works shall be worked out in terms of manpower, machinery and materials.
6. Economic Viability Options
1. The Project Road should be divided into the traffic homogenous links based on the findings of the traffic studies. The homogenous links of the Project Road should be further subdivided into sections based on physical features of road and pavement, sub- grade and drainage characteristics etc. The economic analysis shall be carried out separately for each traffic homogenous link as well as for the Project Road.
2. The values of input parameters and the rationale for their selection for the economic analysis shall be clearly brought out and got approved by DEC.
3. For models to be used for the economic analysis, the calibration methodology and the basic parameters adapted to the local conditions shall be clearly brought out and got approved by DEC.
4. The economic analysis should bring out the priority of the different homogenous links in terms of project implementation.
6.1. Economic Analysis
1. The Consultants shall carry out economic analysis for the project. The analysis should be for each of the sections covered under this TOR. The benefit and cost streams should be worked out for the project using HDM-IV or other internationally recognized life- cycle costing model.
2. The economic analysis shall cover but be not limited to be following aspects: i. assess the capacity of existing roads and the effects of capacity constraints on vehicle operating costs (VOC); ii. calculate VOCs for the existing road situation and those for the project; iii. quantify all economic benefits, including those from reduced congestion, travel distance, road maintenance cost savings and reduced incidence of road accidents; and, iv. estimate the economic internal rate of return (EIRR) for the project over a 20-year period. In calculating the EIRRs, identify the tradable and non-tradable components of projects costs and the border price value of the tradable components. v. Saving in time value.
3. Economic Internal Rate of Return (EIRR) and Net Present Value (NPV), “with” and “without time and accident savings” should be worked out based on these cost-benefit streams. Furthermore, sensitivity of EIRR and NPV worked out for the different scenarios as given under:
Scenario - I Base Costs and Base Benefits Scenario - II Base Costs plus 15% and Base Benefits Scenario - III Base Costs and Base Benefits minus 15% Scenario - IV Base Costs plus 15% and Base Benefits minus 15%
The sensitivity scenarios given above are only indicative. The Consultants shall select the sensitivity scenarios taking into account possible construction delays, construction costs overrun, traffic volume, revenue shortfalls, operating costs, exchange rate variations, convertibility of foreign exchange, interest rate volatility, non-compliance or default by contractors, political risks and force majeure.
4. The economic analysis shall take into account all on-going and future road and transport infrastructure projects and future development plans in the project area.
7. Time period for the service
1. Time period envisaged for the study of each of the Lots shall be 180 days. The final reports, drawings and documentation shall be completed within this time schedule.
2. DEC shall arrange to give approval on all sketches, drawings, reports and recommendations and other matters and proposals submitted for decision by the Consultant in such reasonable time so as not to delay or disrupt the performance of the Consultant’s services.
8. Project Team and Project Office of the Consultant
1. The Consultants shall be required to form a multi-disciplinary team for this assignment. The consultants Team shall be manned by adequate number of experts with relevant experience in the execution of similar detailed design assignments.
2. List of suggested key personnel to be fielded by the consultant with appropriate man- month of each consultancy services is given in Enclosure I as per client’s assessment.
3. A Manning Schedule for key personnel mentioned above is enclosed as Enclosure I along with broad job- description and qualification as Enclosure II. The information furnished in Enclosures I & II are to assist the Consultants to understand the client’s perception about these requirements and shall be taken by the Consultants for the purpose of Financial Proposal and deployment schedule etc. in technical proposal to be submitted by them. Any deviation proposed may be recorded in the comments on TOR. All the key personnel mentioned will be evaluated at the time of evaluation of technical proposal. Consultants are advised in their own interest to frame the technical proposal in an objective manner as far as possible so that these could be properly assessed in respect of points to be given as part of evaluation criteria as mentioned in Data sheet. The bio-data of the key personnel should be signed on every sheet by the personnel concerned and the last sheet of each bio-data should also be signed by the authorised signatory of the Consultants.
4. The Consultants shall establish an office at the project site manned by senior personnel during the course of the surveys and investigations. All the project related office work shall be carried out by the consultant in their site office unless there are special reasons for carrying out part of the office work elsewhere for which prior approval of DEC shall be obtained. The address of the site office including the personnel manning it including their Telephone and FAX numbers will be intimated by the Consultant to DEC before commencement of the services.
5. The Consultant shall maintain an Attendance Register to be signed by each individual key personnel at site as well as at Head Office. The Consultant shall furnish certificate that all the key personnel as envisaged in the Contract Agreement have been actually deployed in the Projects at the time of submission of their bills to the DEC from time to time.
9. Reports to be submitted by the Consultant to DEC
9.1 All reports, documents and drawings are to be submitted separately for each of the traffic homogenous link of the Project Road. The analysis of data and the design proposals shall be based on the data derived from the primary surveys and investigations carried out during the period of assignment. The sources of data and model relationships used in the reports shall be indicated with complete details for easy reference.
9.2 Project preparation activities will be split into four stages as brought out below. Preliminary design work should commence without waiting for feasibility study to be completed. Stage 1: Inception Report Stage 2: Feasibility Report Stage 3: Preliminary Project Report (PPR) Stage 4: Detailed Project Report (DPR)
9.3 Time schedule in respect of all such stages has been indicated in the next paragraph. Consultant shall be required to complete, to the satisfaction of the client, all the different stages of study within the time frame indicated in the schedule of submission in paragraph 10 pertaining to Reports and Documents for becoming eligible for payment for any part of the next stage.
10 Reports and Documents to be submitted by the Consultant to DEC
1. The Consultant shall submit to the client the reports and documents in bound volumes (and not spiral binding form) after completion of each stage of work as per the schedule and in the number of copies as given in Enclosure III. Further, the reports shall also be submitted in CD’s in addition to the hard copies as mentioned in Enclosure-III. Consultant shall submit all other reports mentioned specifically in the preceding paragraphs of the TOR.
2. The time schedule for various submissions prescribed at s.l.no.1 above shall be strictly adhered to. No time-over-run in respect of these submissions will normally be permitted. Consultant is advised to go through the entire terms of reference carefully and plan his work method in such a manner that various activities followed by respective submissions as brought out at Sl.No.1 above are completed as stipulated. Consultant is, therefore, advised to deploy sufficient number of supporting personnel, both technical and administrative, to undertake the project preparation activities in each construction package (Section) simultaneously. As far as possible, the proposal should include complete information such as number of such persons, name, position, period of engagement, remuneration rate etc. The Consultant is also advised to start necessary survey works from the beginning so as to gain time in respect of various other activities in that stage.
STAGE 1
10.1 Quality Assurance Plan (QAP) Document
1. Immediately upon the award, the Consultants shall submit TEN copies of the QAP document covering all aspects of field studies, investigations design and economic financial analysis. The quality assurance plans/procedures for different field studies, engineering surveys and investigation, design and documentation activities should be presented as separate sections. Examples of section headings could be engineering surveys and investigations, traffic surveys, material geo-technical and sub-soil investigations, road and pavement investigations, investigation and design of bridges & structures, environment and R&R assessment, economic & financial analysis, drawings and documentation; preparation, checking, approval and filing of calculations, identification and traceability of project documents etc. Further, additional information as per format shall be furnished regarding the details of the personnel that shall be responsible for carrying out/preparing and checking/verifying various activities that are part of feasibility study, project preparation and all other activities between inception and the completion of work. The field and design activities shall start after the QAP is approved by DEC.
2. The data formats proposed by the Consultants for use in field studies and investigations shall be submitted within 7 (Seven) days after the commencement of services and got approved by DEC
10.2 Inception Report (IR)
1. The report shall cover the following major aspects: i. Project appreciation; ii.. Detailed methodology to meet the requirements of the TOR finalised in consultation with the NHAI officers; including scheduling of various sub-activities to be carried out for completion of various stages of the work; stating out clearly their approach & methodology for project preparation after due inspection of the entire project stretch and collection/ collation of necessary information; iii. Task Assignment and Manning Schedule; iv. Work programme; v. Proforma for data collection; vi. Design standards and proposed cross-sections; vii. Key plan and Linear Plan; viii. Development plans being implemented and / or proposed for implementation in the near future by the local bodies and the possible impact of such development plans on the overall scheme for field work and design for the study; ix. Quality Assurance Plan (QAP) finalised in consultation with DEC; and x. Draft design standards.
STAGE 2:
10.3 Feasibility Report
1. The Consultant shall commence the Feasibility Study of the project in accordance with the accepted IR and the report shall contain the following: • Executive summary • Project description including possible alternative alignments and technical/engineering alternatives • Methodology adopted for the feasibility study • Socioeconomic profile of the project areas • Indicative design standards, methodologies and specifications • Traffic surveys and analysis • Environmental screening and preliminary environmental assessment • Initial social assessment and preliminary land acquisition/resettlement plan • Cost estimates • Economic analysis • Conclusions and recommendations
2. The basic data obtained from the field studies and investigations shall be submitted in a separate volume as an Appendix to Feasibility Report.
3. The Final Feasibility Study Report incorporating comments, revisions and modifications suggested by NHAI shall be submitted within 15 days of receipt of comments from NHAI on draft feasibility study report.
10.4 Strip Plan and Clearances
1. The Consultants shall submit the following documents: i. Details of the centre line of the proposed road along with the existing and proposed right-of-way limits to appreciate the requirements of land acquisition; ii. The information concerning the area including ownership of land to be acquired for the implementation of the project shall be collected from the revenue and other concerned authorities and presented along with the strip plans; iii. Strip plans showing the position of existing utilities and services indicating clearly the position of their relocation; iv. Details for various clearances such as environment and forest clearances; v. Separate strip plan showing shifting / relocation of each utility services in consultation with the concerned local authorities; vi. The utility relocation plans should clearly show existing right-of-way and pertinent topographic details including buildings, major trees, fences and other installations such as water-mains, telephone, telegraph and electricity poles, and suggest relocation of the services along with their crossings the highway at designated locations as required and prepare necessary details for submission to the Service Departments; vii. Detail schedules for acquisition of additional land and additional properties in consultation with the revenue authorities; and viii. Land Acquisition Plan.
2. The strip plans and land acquisition plan shall be prepared on the basis of data from reconnaissance and detailed topographic surveys.
3. The Report accompanying the strip plans should cover the essential aspects as given under: i. Kilometre-wise Land Acquisition Plan (LAP) and schedule of ownership thereof and Costs as per Revenue Authorities and also based on realistic rates. ii. Details of properties, such as buildings and structures falling within the right-of-way and costs of acquisition based on realistic rates. iii. Kilometre-wise Utility Relocation Plan (URP) and costs for relocation per civil construction package as per concerned authorities. iv. Kilometre-wise account in regard to felling of trees of different type and girth and value estimate of such trees based on realistic rates obtainable from concerned District forest office.
4. The strip plans shall clearly indicate the scheme for widening. The views and suggestions of the RD – MoPW&T should be duly taken into account while working out the improvement scheme.
5. Kilometre-wise Strip Plans for each section (Package) shall be prepared separately for each concerned agency and suggested by DEC.
STAGE: 3
10.5 Land Acquisition Report
1. The Land acquisition report shall be prepared and submitted for each section (package) separately. The report shall include detail schedules about acquisition of land holdings as per revenue records and their locations in a strip plan and also the costs as per district authorities. Details shall be submitted in land acquisition proforma to be supplied by DEC. The land acquisition report shall be submitted in English language.
2. The land acquisition report should be prepared in consultation with affected persons, non-governmental organisations and concerned government agencies and should cover land acquisition and resettlement plan and costs of resettlement and rehabilitation of such affected persons. It should also include plan of compensating deforestation, its land requirement with specific locations and cost involved for undertaking all activities in this regard.
10.6 Preliminary Project Report- PPR
1. The Draft PPR shall be prepared separately for each construction package and shall contain the following: Volume – I: Preliminary Design Report • Executive summary • Project description • Summary of EIA/IEE and Action Plan • Summary of Resettlement Plan • Updated cost estimates • Updated economic and financial analyses • Suggested methods of procurement and packaging • Conclusions and recommendations Volume – II: Design Report • Road and bridge inventory • Summary of survey and investigations data • Proposed design basis, standards and specifications • Proposed pavement design and preliminary bridge designs Volume – III: Drawings • Location map • Layout plans • Typical cross sections showing pavement details • Drawings for cross-drainage and other structures • Road junction designs • Indicative land acquisition plans Volume – IV: Environment Impact Assessment or Initial Environmental Examination and Environment Management Plan Volume – V: Resettlement Plan and Resettlement Action Plan
2. The basic data obtained from the field studies and investigations and input data used for the preliminary design shall be submitted in a separate volume as an Appendix to PPR.
3. The Final PPR incorporating comments, revisions and modifications suggested by DEC shall be submitted within 15 days of the receipt of comments of NHAI on the Draft PPR.
STAGE: 4
10.7 Draft Detailed Project Report (DPR) 1. The draft DPR Submission shall consist of construction package-wise Main Report, Design Report, Materials Report, Engineering Report, Drainage Design Report, Economic and Financial Analysis Report, Environmental Assessment Report including Resettlement Action Plan (RAP), Package-wise bid Documents and Drawings.
2. The Report volumes shall be submitted as tabulated in para 10 above.
3. The Documents and Drawings shall be submitted for each section (Package) and shall be in the following format:
Reports i. Volume-I, Main Report: This report will present the project background, social analysis of the project, details of surveys and investigations carried out, analysis and interpretation of survey and investigation data, traffic studies and demand forecasts, designs, cost estimation, environmental aspects, economic analysis and conclusions. The report shall include Executive Summary giving brief accounts of the findings of the study and recommendations.
The Report shall also include maps, charts and diagrams showing locations and details of existing features and the essential features of improvement and upgrading. The Environmental Impact Assessment (EIA) Report for each contract package shall be submitted separately as a part of the main report.
The basic data obtained from the field studies and investigations and input data used for the preliminary design shall be submitted in a separate volume as an Appendix to Main Report. ii. Volume - II, Design Report: This volume shall contain design calculations, supported by computer printout of calculations wherever applicable. The Report shall clearly bring out the various features of design standards adopted for the study. The design report will be in two parts. Part-I shall primarily deal wit the design of road features and pavement composition while Part-II shall deal with the design of bridges, tunnels and cross- drainage structures. The sub-soil exploration report including the complete details of boring done, analyses and interpretation of data and the selection of design parameters shall be included as an Appendix to the Design Report. The detailed design for all features should be carried out as per the requirements of the Design Standards for the project. However, there may be situations wherein it has not been possible to strictly adhere to the design standards due to the existing site conditions, restrictions and other considerations. The report should clearly bring out the details of these aspect and the standards adopted. iii. Volume - III, Materials Report: The Materials Report shall contain details concerning the proposed borrow areas and quarries for construction materials and possible sources of water for construction purposes. The report shall include details on locations of borrow areas and quarries shown on maps and charts and also the estimated quantities with mass haul diagram including possible end use with leads involved, the details of sampling and testing carried out and results in the form of important index values with possible end use thereof.
The materials Report shall also include details of sampling, testing and test results obtained in respect physical properties of subgrade soils. The information shall be presented in tabular as well as in graphical representations and schematic diagrams. The Report shall present soil profiles along the alignment. The material Report should also clearly indicate the locations of areas with problematic soils. Recommendations concerning the improvement of such soils for use in the proposed construction works, such as stabilisation (cement, lime, mechanical) should be included in the Report. iv. Volume - IV, Environmental Assessment Report including Environmental Management Plan (EMP) & Resettlement Action Plan (RAP): The Report shall be prepared conforming to the Guidelines of the EU. v. Volume - V, Technical Specifications: The SADC/SATCC Technical Specifications for Road and Bridge works shall be followed for this study. However, Volume - IV: Technical Specifications shall contain the special technical specifications which are not covered by SADC/SATCC Specifications for Roads and Bridges and also specific quality control norms for the construction of works. vi. Volume - VI, Rate Analysis: This volume will present the analysis of rates for all items of works. The details of unit rate of materials at source, carriage charges, any other applicable charges, labour rates, and machine charges as considered in arriving at unit rates will be included in this volume. vii. Volume - VII, Cost Estimates: This volume will present the contract package wise cost of each item of work as well as a summary of total cost. viii. Volume - VIII, Bill of Quantities: This volume shall contain the package-wise detailed Bill of Quantities for all items of works. ix. Volume - IX, Drawing Volume: All drawings forming part of this volume shall be ‘good for construction’ drawings. All plan and profile drawings will be prepared in scale 1:250V and 1”2500H scale to cover one km in one sheet. In addition this volume will contain ‘good for construction’ drawings for the following: a. Horizontal Alignment and Longitudinal Profile. b. Cross-section @ 50m interval along the alignment within ROW c. Typical Cross-Sections with details of pavement structure. d. Detailed Working Drawings for individual Culverts and Cross-Drainage Structures. e. Detailed Working Drawings for individual Bridges and Structures.
All drawings will be prepared in A2 size sheets. The format for plan, cross section and profile drawings shall be finalised in consultation with the concerned DEC officers. The drawings shall also include details of all BM and reference pillars, HIP and VIP. The co- ordinates of all points should be referenced to a common datum, preferably, GTS referencing system. The drawings shall also include the locations of all traffic safety features including traffic signals, signs, markings, crash barriers delineators and rest areas, bus bays, parking areas etc. x. Volume - X, Civil Work Contract Agreement: A civil works contract agreement shall be submitted.
10.8. Final Detailed Project Report, Documents and Drawings (6 Sets)
The Final package-wise DPR consisting of Main Report, Design Report, Drainage Design Report and Materials Report, incorporating all revisions deemed relevant following receipt of the comments from DEC on the draft DPR shall be submitted as per the schedule given in Enclosure-III.
11. Interaction with DEC
1. During entire period of services, the Consultant shall interact continuously with DEC and provide any clarification as regards methods being followed and carry out modification as suggested by DEC. A programme of various activities shall be provided to DEC and prior intimation shall be given to DEC regarding start of key activities such as boring, survey etc. so that inspections of DEC officials could be arranged in time.
2. The DEC officers may visit the site at any time, individually or collectively to acquaint themselves with the field investigation and survey works.
3. The consultant shall be required to send 5 copies of concise monthly Progress Report by the 5th day of the following month to the designated officer of EU so that progress could be monitored by the DEC. These reports will indicate the dates of induction and de- induction of various key personnel and the activities performed by them.
4. All equipment, software and books etc. required for satisfactory services for this project shall be obtained by the Consultant at their own cost and shall be their property.
12. Payment Schedule
1. The Consultant will be paid consultancy fee as a percentage of the contract value as per the schedule given below:
S.No. Description Payment in % 1 On submission of Inception Report 10% 2 On submission of draft feasibility report including strip plan 20% and utility relocation plan 3 On submission of draft preliminary project report and land 20% acquisition report 4 On submission of Draft Detailed Project Report and Bidding 30% Documents 5 On approval of Final Detailed Project Report and Bidding 20% Documents Total 100%
Note: Consultants have to provide a certificate that all the key personnel as envisaged in the Contract Agreement have been actually deployed in the projects. They have to furnish the certificate at the time of submission of their bills to DEC from time to time.
After completion of services the final contract amount shall be worked out on the basis of inputs and services actually carried out and the payment shall be adjusted accordingly.
13. Data and Software
1. The Softcopy in CD’s containing all basic as well as the processed data from all field studies and investigations, report, appendices, Annex, documents and drawings shall be submitted to DEC at the time of the submission of the Final Report. The data can be classified as follows: i. Engineering Investigations and Traffic Studies : Road Inventory Condition, Roughness, Test Pit (Pavement composition), Benkelman Beam Deflection, Material Investigation including test results for subgrade soils, Traffic Studies (traffic surveys), axle load surveys, Sub-soil Exploration, Drainage Inventory, Inventory data for bridge and culverts indicating rehabilitation, new construction requirement etc. in MS EXCEL or any other format which could be imported to widely used utility packages. ii. Topographic Surveys and Drawings: All topographic data would be supplied in (x, y, z) format along with complete reference so that the data could be imported into any standard highway design software. The drawing files would be submitted in dxf or dwg format. iii. Rate Analysis: The Consultant shall submit the rate analysis for various works items including the data developed on computer in this relation so that it could be used by the Authority later for the purpose of updating the cost of the project. iv. Economic Analysis;
2. Software: The Consultant shall also hand-over to DEC CD’s containing any general software including any model which has been specifically developed for the project. 3. The CD’s should be properly indexed and a catalogue giving contents of all CD’s and print-outs of the contents (data from field studies topographic data and drawings) should be handed over to DEC at the time of submission of the Final Report.
SUPPLEMENT I ADDITIONAL POINTS TO BE CONSIDERED FOR BRIDGES IN ADDITION TO POINTS COVERED IN MAIN TOR
For bridge packages, the main objective of the consultancy services is to establish the aesthetic, technical, economical and financial viability of the Project and prepare Detailed Project Reports for construction of 4 - lane bridge along with approach roads, at least about 2 km. length on each side of the bridge.
Siting of bridges, feasibility studies and project preparation shall be primarily carried out in accordance with IRC: 5 and IRC Manual for Project Preparation of bridges and other Codes and Specification and in consultation with respective Irrigation / Waterways Authorities.
For bridges requiring model study, the same shall be got done at a recognized Institution. The consultant will be responsible for identifying the Institution, supplying requisite data and coordinating the model study. The amount to be paid to the Institution shall be borne by the Employer.
S.No. Clause No. Additional points of TOR 1. 4.1 Primary Tasks The scope of services shall also cover the following : i. Inventory and condition surveys for existing river bank training/ protection works. ii. Detailed Design of approach roads (extending at least up to approximately 2 km an each side of the bridge). iii. Detailed Design of Bridge, cross drainage structures, underpasses & other structures as required. iv. Preparation of GAD, construction drawings etc. v. Strip plan for bridge and approach road. vi. Design discharge and scour depth 2. 4.7 Review of Data and Documents The data and documents of major interest shall also include the following: a) Existing geological maps, catchment area maps, contour plans etc. for the project area b) Hydrological data, catchment area characteristics, river/channel characteristics, flood flow data and seismological data etc. c) Condition of existing river bank / protection works, if any. d) Sub surface and geotechnical data for existing near by bridges. e) Detailed drawings of nearby existing bridges.
3. 4.11.1 Reconnaissance and Alignment a) The consultant should make an in depth study of available geological maps, catchment area maps, contour plans, flood flow data and seismological data. b) The primary tasks to be accomplished during the reconnaissance surveys also include: i. Typical physical features along the approach roads ii. Possible bridge locations, land acquisition problems, nature of crossings, likely length of approaches and bridge, firmness of banks, suitability of alignment of approach roads 4. 4.11.2 Topographic surveys a) The detailed field surveys would essentially include the topographic surveys along the proposed location of bridge and alignment of approach road. b) The detailed topographic surveys should be carried out along the approach roads alignment and location of bridge approved by DEC. 5. 4.11.2.1 Longitudinal and Cross sections The topographic surveys for longitudinal and cross sections shall cover the following: Cross section of the channel at the site of proposed crossing and few cross sections at suitable distance both upstream and downstream, bed level up to top of banks and ground levels to a sufficient distance beyond the edges of channel, nature of existing surface soil in bed, banks & approaches, longitudinal section of channel showing site of bridge etc. 6. 4.11.4.2 Hydraulic and Hydrological Investigations a) The consultant shall also collect information on observed maximum depth of scour. b) History of hydraulic functioning of existing bridge, if any, under flood situation, general direction of river course through structure, afflux, extent and magnitude of flood, effect of backwater, if any, aggradation/degradation of bed, evidence of scour etc. shall be used to augment the available hydrological data. The presence of flood control/irrigation structures, if affecting the hydraulic characteristics like causing obliquity, concentration of flow, scour, silting of bed, change in flow levels, bed levels etc. shall be studied and considered in design of bridges. The details of any future planned work that may affect the river hydraulics shall be studied and considered.
7. 4.11.4.4 Geotechnical Investigations and Sub soil Exploration Investigation shall be carried out to determine the nature and properties of existing soil in bed, banks and approaches with trial pits and bore hole sections showing the levels, nature and properties of various strata to a sufficient depth below the level suitable for foundations, safe intensity of pressure on the foundation soil, proneness of site to artesian conditions, seismic disturbance and other engineering properties of soil etc. 8. 4.12.1 General The consultants are also to carry out detailed designs and prepare working drawings for the followings ; a) Design of pavement for approach road b) Design of river bank protection / training works 9. 4.12.6 Design of Bridges and Structures The data collected and investigation results shall be analysed to determine the following : i. HFL ii. LWL iii. LBL iv. Erodibility of bed/scour level v. Design discharge vi. Linear waterway and effective linear waterway vii. Likely foundation depth viii. Safe bearing capacity ix. Engineering properties of sub soil x. Artesian conditions xi. Settlement characteristics xii. Vertical clearance xiii. Horizontal clearance xiv. Free board for approach road xv. Severity of environment with reference to corrosion xvi. Data pertaining to seismic and wind load xvii. Requirement of model study etc.
SUPPLEMENT-II ADDITONAL REQUIREMENT FOR SAFETY AUDIT
Checklists
The use of checklists is highly recommended as they provide a useful “aide memoire” for the audit team to check that no important safety aspects are being overlooked. They also give to the project manager and the design engineer a sense of understanding of the place of safety audit in the design process. The following lists have been drawn up based on the experience of undertaking systematic safety audit procedures overseas. This experience indicates that extensive lists of technical details has encouraged their use as “tick” sheets without sufficient thought being given to the processes behind the actions. Accordingly, the checklists provide guidelines on the principal issues that need to be examined during the course of the safety audits.
Stage F-During Feasibility Study
1. The audit team should review the proposed design from a road safety perspective and check the following aspects:
CONTENTS ITEMS Aspects to be checked A. Safety and operational implications of proposed alignment and junction strategy with particular references to expected road users and vehicle types likely to use the road. B. Width options considered for various sections. C. Departures from standards and action taken. D. Provision of pedestrians, cyclists and intermediate transport E. Safety implications of the scheme beyond its physical limits i.e. how the scheme fits into its environs and road hierarchy A1 : General ¾ Departures from standards ¾ Cross-sectional variation ¾ Drainage ¾ Climatic conditions ¾ Landscaping ¾ Services apparatus ¾ Footpaths ¾ Pedestrian crossings ¾ Emergency vehicles ¾ Public Transport ¾ Future widening ¾ Staging of contracts ¾ Adjacent development A2 : Local Alignment ¾ Visibility ¾ New/Existing road interface A3 : Junctions ¾ Minimise potential conflicts ¾ Layout ¾ Visibility A4 : Non-Motorised road ¾ Adjacent land ¾ Pedestrians users Provision ¾ Non-motorised vehicles
A5 : Signs and Lighting ¾ Lighting ¾ Signs/Markings A6 : Construction and ¾ Buildability ¾ Operation Operational ¾ Network Management Stage 1 – Completion of Preliminary Design
1. The audit team should review the proposed design from a road safety perspective and check the following aspects:
CONTENTS ITEMS Aspects to be checked A. Safety and operational implications of proposed alignment and junction strategy with particular references to expected road users and vehicle types likely to use the road. B. Width options considered for various sections. C. Departures from standards and action taken. D. Provision of pedestrians, cyclists and intermediate transport E. Safety implications of the scheme beyond its physical limits i.e. how the scheme fits into its environs and road hierarchy B1 : General ¾ Departures from standards ¾ Cross-sectional variation ¾ Drainage ¾ Climatic conditions ¾ Landscaping ¾ Services apparatus ¾ Footpaths ¾ Pedestrian crossings ¾ Access (minimize number of private accesses) ¾ Emergency vehicles ¾ Public Transport ¾ Future widening ¾ Staging of contracts ¾ Adjacent development B2 : Local Alignment ¾ Visibility ¾ New/Existing road interface B3 : Junctions ¾ Minimise potential conflicts ¾ Layout ¾ Visibility B4 : Non-Motorised road users ¾ Adjacent land Provision ¾ Pedestrians ¾ Non-motorised vehicles B5 : Signs and Lighting ¾ Lighting ¾ Signs/Markings B6 : Construction and ¾ Buildability Operation ¾ Operational ¾ Network Management
Stage 2 – Completion of Detailed Design
1. The audit team should satisfy itself that all issues raised at Stage 1 have been resolved. Items may require further consideration where significant design changes have occurred.
2. If a scheme has not been subject to a stage 1 audit, the items listed in Checklists B1 to B6 should be considered together with the items listed below.
CONTENTS ITEMS Aspects to be checked A. Any design changes since Stage 1. B. The detailed design from a road safety viewpoint, including the road safety implications of future maintenance (speed limits; road signs and markings; visibility; maintenance of street lighting and central reserves). C1 : General ¾ from standards ¾ Drainage ¾ Climatic conditions ¾ Landscaping ¾ Services apparatus ¾ Access ¾ Skid-resistance ¾ Agriculture ¾ Adjacent development C2 : Local Alignment ¾ Visibility ¾ New/Existing road interface C3 : Junctions ¾ Layout ¾ Visibility ¾ Signing ¾ Lighting ¾ Road Markings ¾ T,X,Y-junctions C4 : Non-Motorised road ¾ Adjacent land users Provision ¾ Pedestrians ¾ Non-motorised vehicles C5 : Signs and Lighting ¾ Advanced direction signs ¾ Local traffic signs ¾ Other traffic signs ¾ Lighting C6 : Construction and ¾ Buildability Operation ¾ Operational ¾ Network Management
Enclosure-I Manning Schedule
S. No. Key Personnel Total Project Assignment (Six Months) At Site At Design Total Time (man month) Office Period (man month) (man month) 1 Senior Highway Engineer 4 2 6 cum Team Leader 2 Highway Engineer 4 2 6 3 Pavement Specialist 1 1 2 4 Bridge Engineer 3 3 6 5 Traffic Engineer 1 1 2 6 Material cum Geo-Technical 4 2 6 Engineer 7 Senior Survey Engineer 4 2 6 8 Transport Economist 1 1 2 9 Environmental Specialist 1 1 2 10 Rehabilitation and 1 1 2 Resettlement Expert 11 Quantity Surveyor cum 1 2 3 Documentation Expert Total 25 18 43
Note: Consultants have to provide a certificate that all the key personnel as envisaged in the Contract Agreement have been actually deployed in the projects. They have to furnish the certificate at the time of submission of their bills to DEC from time to time. Enclosure-II Qualification and Experience Requirement of Key Personnel
Senior Highway Engineer cum Team Leader a Educational Qualifications Essential – Graduate in Civil Engineering b Essential Experience iii) Total Professional Experience Minimum 20 years iv) Experience in Highway Projects Minimum 15 years in Planning, project preparation and design of (four-laned) Highway Projects iii) Experience in similar capacity Should have handled minimum two - 50 km long road packages c Age Limit 65 years on the date of submission of proposal Highway Engineer a Educational Qualifications Essential – Graduate in Civil Engineering b Essential Experience iii) Total Professional Experience Minimum 15 years iv) Experience in Highway Projects Minimum 15 years in Planning, project preparation and design of (four-laned) Highway Projects iii) Experience in similar capacity Should have handled minimum one- 50 km long road packages c Age Limit 65 years on the date of submission of proposal Pavement Specialist a Educational Qualifications Essential – Graduate in Civil Engineering b Essential Experience iii) Total Professional Experience Minimum 20 years iv) Experience in Highway Projects Minimum 10 years in Pavement Design and maintenance
iii) Experience in similar capacity Pavement design for major highway projects in similar environment for at least 50 km long road projects c Age Limit 65 years on the date of submission of proposal Bridge Engineer a Educational Qualifications Essential – Graduate in Civil Engineering b Essential Experience iii) Total Professional Experience Minimum 15 years iv) Experience in Highway Projects Minimum 10 years in Project preparation and design of bridge projects iii) Experience in similar capacity Bridge Engineer in major highway design consultancy projects – should have designed minimum two major bridges of length more than 200 m c Age Limit 65 years on the date of submission of proposal
Traffic Engineer a Educational Qualifications Essential – Graduate in Civil Engineering with Post graduation in Traffic and Transportation Engineering b Essential Experience iii) Total Professional Minimum 10 years Experience Minimum 5 years on similar projects iv) Experience in Highway Traffic Engineer in major highway design Projects consultancy projects – of length more than iii) Experience in similar capacity 100km c Age Limit 65 years on the date of submission of proposal Material Engineer cum Geo-Technical Engineer a Educational Qualifications Essential – Graduate in Civil Engineering with Post graduation in Soil Mechanics and Foundation Engineering with sound knowledge of Geology b Essential Experience iii) Total Professional Minimum 15 years Experience Minimum 10 years on similar projects in iv) Experience in Highway Projects design or construction Material cum Geo-Technical Engineer in iii) Experience in similar capacity major highway design consultancy projects – one project of 50 km length and one bridge of more than 200 m length c Age Limit 65 years on the date of submission of proposal Senior Survey Engineer a Educational Qualifications Essential – Graduate in Civil Engineering or Diploma in Civil Engineering b Essential Experience iii) Total Professional Minimum 15 years Experience Minimum 10 years on similar projects in iv) Experience in Highway Projects project preparation and construction and thorough understanding of modern computer based methods of surveying Survey Engineer in major highway design iii) Experience in similar capacity consultancy projects – two projects of 50 km length c Age Limit 60 years on the date of submission of proposal
Transport Economist a Educational Qualifications Essential – Graduate in Civil Engineering or Post Graduate in Economics b Essential Experience iii) Total Professional Minimum 10 years Experience Minimum 5 years on similar projects in iv) Experience in Highway Projects project preparation Transport Economist in major highway iii) Experience in similar capacity design consultancy projects – two projects of 50 km length c Age Limit 65 years on the date of submission of proposal Environmental Specialist a Educational Qualifications Essential – Graduate in Civil (Environmental) Engineering or Post Graduate in Environmental Sciences b Essential Experience iii) Total Professional Experience Minimum 10 years iv) Experience in Highway Projects Minimum 5 years on Environmental Impact Assessment of Highway/Bridge iii) Experience in similar capacity projects Environmental Specialist in major highway design consultancy projects – two projects of 50 km length c Age Limit 65 years on the date of submission of proposal Quantity Surveyor/Documentation Expert a Educational Qualifications Essential – Graduate in Civil or Certificate course from ‘Institution of Quantity Surveying b Essential Experience iii) Total Professional Experience Minimum 15 years iv) Experience in Highway Projects Minimum 8 years in preparation of Bill of Quantities, Contract documents based on FIDIC and documentation of major highway projects. Should have thorough knowledge of Procurement iii) Experience in similar capacity Quantity Surveyor cum Documentation Expert in major highway design consultancy projects – two projects of 50 km length c Age Limit 65 years on the date of submission of proposal
Rehabilitation and Resettlement Expert a Educational Qualifications Essential – Graduate in Civil or Post Graduate in Social Sciences b Essential Experience iii) Total Professional Experience Minimum 10 years iv) Experience in Highway Projects Minimum 5 years on highway projects iii) Experience in similar capacity R&R Expert in at least two highway projects c Age Limit 65 years on the date of submission of proposal
Enclosure – III Schedule for Submission of Reports and Documents (Submission Time with effect from Date of Commencement of Consultancy Services)
Time Period for S.No. Activity No. of Copies Assignment –
6 months 1 Monthly Reports 5 2 Inception Report 5 0.5 Inception Report including QAP Document 3 Feasibility Study Report 5 2.0 iv) Draft Feasibility Report including Environmental and Social Impact screening reports v) Strip Plan vi) Final Feasibility Report after
receiving comments from DEC 10 2.5 4 Preliminary Project Report (PPR) 5 4.0 iii) Draft PPR including details and drawings for construction of bridges and draft Environmental Impact Assessment (EIA)reports,
Resettlement Action Plan (RAP) and LA reports and plans iv) Final PPR including details and drawings for construction of bridges and final EIA 10 4.5 reports and RAP 5 Detailed Project Report (DPR) 5 5.0 iii) Draft DPR (including drawings and draft bidding documents (International Competitive Bidding (ICB) Documents), Environmental
Management Plan (EMP) and RAP iv) Final DPR including drawings and bidding (ICB) 10 6.0 documents
Note: The time frame for receiving comments from the Client on draft submissions is 15 days. DRAFT TERMS OF REFERENCE (TOR) For the Construction Supervision of Improvements to Roads and Bridges in the Sugar Sector of Swaziland – Lot 1 and Lot 2 works
Construction Supervision of Improvements to Roads and Bridges in the Sugar Sector of Swaziland – Lot 1 and Lot 2 works
Draft Terms of Reference for Consultancy Services (TOR)
1. BACKGROUND
1.1 These Terms of Reference (TOR) define the services required of the Consultants to be engaged to assist Delegation of The European Commission (DEC) in implementation of the project.
1.2 The project is located in the Lubombo plains of Swaziland The project comprises construction of two lane high level bridges, construction of bridge approaches, rehabilitation and upgrading of existing gravel/earth roads to bituminous/gravel roads, improving the existing gravel/earth roads by regravelling, and construction of additional cross drainage works.
1.3 The Contract for Construction work will be procured under International Competitive Bidding as Item rate Contracts and will be executed under FIDIC Conditions of Contract, modified for local conditions. The construction work comprises following two contracts:
Supervision Civil Works Civil Works Length Completion Consultancy Package No Package Details (in km) Period Package No. Lot No. 1 To be To be furnished after design and 24 months furnished project preparation after design and project preparation Lot No. 2 To be To be furnished after design and 18 months furnished project preparation after design and project preparation . 1.4. It is proposed to engage highly qualified Consultants with proven relevant experience in implementing the projects of similar nature and size, for the supervision of proposed civil works. The proposed construction technology involves use of latest machinery and equipment and it is expected that the Consultants engage experts to be deployed to have proven National/International experience of handling such construction works.
1.5 The Delegation of the European Commission (DEC) will be the Employer and Executing Agency of this project.
1.6 Keeping in view the construction duration period vide details in paragraph 1.3 above, it is felt that more concerted efforts will be required to be made either at one front/stream by deploying more machinery and manpower including increasing the number of shifts etc or alternatively by opening more than one frontage simultaneously in order to complete the project within the stipulated periods. These details are furnished to acquaint the prospective Supervision Consultants to understand the quantum of supervision work involved. The Consultants are expected to reflect the above requirement in their technical and financial proposal adequately besides dealing the project management aspect in their proposed methodology. Broadly the supervision construction work programme shall require working as per requirement of civil work.
2. PROPOSED CONSULTANCY ARRANGEMENT
2.1 Under the proposed arrangement each supervision consultant will be required to create office, located at a suitable place. The office will have key personnel/experts performing advisory, supervision and regulatory functions. A set of experts along with the Field Engineers will be deployed for construction package, to carry out the day-to-day supervision of works as well as quality control testing etc. as may be required. Some of the experts will have relatively short duration stay, because of their work being more of expert advisory nature broadly as per details given in Annex-I.
2.2 The proposed supervision project stretch is relatively large in terms of more number of structures. The Consultant may associate, if they like, with other consultants/sub- consultants to enhance their capability/capacities. They may even hire the services of a better-qualified and experienced key expert (like Pavement Expert, Bridge Engineer, Contract Specialist) from outside (ensuring their availability for the project duration) to enhance the quality of the team, if such experts are not readily available with them. The majority of the experts should, however, the permanent employees of the Consultants. The co-ordination aspects including the payment arrangement between main and sub- consultants will be required to be firmed up before the award of supervision consultancy services to avoid problems during implementation stage. The responsibility for the supervision works for the construction packages will, however, firmly rest with the main consultant. It is not obligatory for the main consultant to have any association.
3. OBJECTIVES
The objectives of the consultants’ services are: i) To ensure that high quality construction is achieved and to ensure that all works are carried out in full compliance with the engineering design, technical specifications and other contract documents within the stipulated time period. ii) To demonstrate the efficacy of contract supervision by independent external agencies experienced in this field of work.
4. CONTRACT MANAGEMENT FRAMEWORK A Contract Management Framework (CMF) will govern the execution of works. The main features of CMF are described below: (i) To administer the contracts, the DEC will be the Employer. The Resident Engineer of the Road Construction Management Unit (RCMU) will be overall-in-charge of the various lots with a part time Bridge Engineer, full time Quantity Surveyor and Accountant. (ii) The Resident Engineer shall be assisted by an Accountant. The Accountant will be responsible for keeping and maintaining the project accounts and shall assist the Resident Engineer and other officers in processing of all invoices/payments pertaining to the concerned construction package. The payments will be made by cheque by the DEC as per the recommendations of the Resident Engineer. (iii) The Resident Engineer will have authority to give directions to the Supervision Consultant in all routine matters related to the contract management/administration which will include among other things application of correctives for any laxity in respect of slow progress and poor quality level of execution, examination of the cases of variation orders including variations in quantities and additional work items recommended by Supervision Consultants. The Supervision Consultants shall duly consider his suggestions/directions and in case of any differences both the Supervision Consultants and Resident Engineer shall send their independent point of view to the DEC for decision making. The decision of the DEC will be finally implemented. In case of variation orders or any other issue having financial implications, the Resident Engineer will send his comments along with the view/recommendations of the Supervision Consultants for management decisions. The Resident Engineer will examine invoices of both the consultants and contractors and make the eligible payments. Both the Resident Engineer and Supervision Consultants shall interact with each other on regular basis and Resident Engineer will make prompt decisions as required in routine technical and contractual matters. All communications/ directions to the Supervision Consultants shall be made by Resident Engineer. (iv) The Supervision Consultant will be a part of the C.M.F. and will assist the Employer in all matters pertaining to contract management, as required. (v) The client or his representative may inspect and review the progress of works and may issue appropriate directions to the Engineer for taking necessary action. The Employer or his representative may also test check the quality and quantity of the materials brought to the site for incorporating in the permanent works and may also test check the quantity, quality and workmanship of the work executed in the presence of the representatives of the Engineer and the Contractor. Resident Engineer will associate with the Team Leader of the Supervision Consultant in test checking of Quality Control tests at least to the extent of 5 %. (vi) The Engineer/Engineer’s representative must satisfy himself before submitting a bill (payment certificate) it to the Resident Engineer for payment that the work or supply billed for has actually been carried out/completed in accordance with the terms and conditions of the contract. He should personally inspect all works of any magnitude before authorising final payments in connection therewith. (vii) In addition to the above, the team leader of the Supervision Consultant is required to check measure 10% of the value of the measurements and the Highway cum Pavement Engineer is required to check measure 25% of the value of the measurements before any IPC is submitted to RCMU. (viii) The Resident Engineer himself or through his designated officer will carry out random test check of 5 % of the measurements, including 5 % test checking of all hidden items of the work and all items for which the quantity exceeds more than 25% of the tender quantity, before making payment of any running/final bill. (Hidden item is one, which is not exposed for measurement after completion such as clearing and grubbing, earth work, bridge foundation, granular sub base, bituminous base etc.). The test measurement shall be in the presence of the Team Leader/Highway Engineer or other authorized personnel of the Supervision Consultant, for verifying the veracity of the bills and for checking the quality of the works. In case the check measurement is carried out by the designated officer, the Resident Engineer will countersign the check measurements. (ix) Resident Engineer shall also exercise test check at least 5 % of Original Ground Levels/Reduced Levels recorded by the Supervision Consultant in the Level Book. The test check should be as representative as possible for the entire work done. (x) For the purpose of test check, “measurements” means the “corresponding monetary value of measurements of work done.” This, however, does not apply to “levels” in which case the test check has to be based on the number of levels recorded.
5. THE CONSULTANT
5.1 DEC in its role as “Employer” will employ qualified consultant meeting the international standards by selecting from the short-listed consultants, to undertake supervision and contract management of the proposed construction packages. The Consultants’ firm so selected shall nominate a person to be the “Engineer’s Representative”. This person will reside at the project site on a full-time basis throughout the period of the construction supervision services and will be known as Team Leader. He will be the overall in-charge of the consultants’ firm at site and will interact with the Resident Engineer (RCMU), as well as with the corporate office on routine basis. Team Leader shall discharge all the duties and responsibilities of the ‘Engineer’s Representative’.
5.2 The supervision team will be composed of highly qualified and experienced key experts. The indicative qualification and experience criteria are furnished in Annex-I and the proposed aggregate man-months in Paragraph 11 subsequently. The criteria indicated are for the guidance of the consultants. The relevant professional experience means, the actual experience in the concerned area of expertise on similar nature highway projects. The quality of experience will be given due weightage during technical evaluation.
5.3 The consultants are required to develop the proper understanding of the project design and drawings. In situation where it is felt essential to make some changes in the design/drawings, the Consultant shall undertake the same by deploying experts and these experts may be hired by the Employer or through the consultant as per the requirement after mutual negotiation. Proof checking of the contractors/manufacturer’s designs in the case of specialized work will be the responsibility of the supervision consultant.
5.4 The dates of actual deployment of some experts not provided on full time basis like Contract Specialist, shall be regulated by the employer on the basis of actual project requirement to ensure that these experts are deployed when needed and not otherwise.
5.5 The suggestive qualification experience for Sub Professional Staff and Support Staff (Technical) as indicated in Annex –II & Annex – III respectively shall regulate the approval of these personnel during the implementation stage. The approval in respect of these personnel from the client will be required before the deployment.
5.6 There are certain positions of key experts like Team Leader, Senior Highway cum Pavement Engineer, Material Engineer, Senior Bridge Engineer, & Contract Specialist where deployment of suitable personnel is considered essential for successful completion of the project. These positions are to be considered for the purpose of technical evaluation. Consultants are therefore advised to field truly competent and experienced experts at these positions.
6. DUTIES AND RESPONSIBILITIES OF THE ENGINEER
6.1 The ‘Engineer’ as per contract document is the party as stipulated in the “Appendix to Bid” of the contract document of civil works. The ‘Engineer’ as such is the consulting firm finally engaged by the employer.
6.2 The Consultant shall nominate its CEO or one of the Directors from the Board of Governors of the Consulting Firm to act as Engineer for the construction supervision contract. The Engineer shall have the ultimate responsibility for the satisfactory discharge of responsibilities under the supervision contract and shall ensure that the Engineer’s Representative exercises all reasonable skill, care and diligence and acts fairly under the terms of the construction contract(s). The Engineer shall visit the site(s) at every three months for a period of at least 2 weeks to familiarize himself with the progress and events of the construction contract(s).
6.3 The Consultant is, however, required to appoint a Team Leader to act as the “Engineer’s Representative”. The consultant shall delegate the responsibilities to this Team Leader to work and act on behalf of the firm to carry out most of the functions related to the project. The consultancy firm may have the internal regulatory and controlling arrangement with this Team Leader and for this purpose a Team Leader might interact and receive the directions from the firm as decided by the firm. The employer may also interact with the firm if required.
6.4 The duties of the ‘Engineer’ will be to properly supervise the works and approve the materials and workmanship of the works in cooperation and in consultation with the Employer to ensure timely completion of the project. The Engineer will administer both the construction works contracts and will ensure that the contractual clauses, whether related to quality or quantities of work, are respected. The ‘Engineer’ shall have no authority to relieve the contractors of any of their duties or obligations under the contracts or to impose additional obligations not included in the contracts. The duties of the Engineer will also include issue of decisions, certificates and orders as specified in details in the construction contract documents.
6.5 DEC shall issue to the Supervision Consultants paper and digital copies of the Detailed Project Report(s) (“DPR”) prepared by the DEC Consultants. The Supervision Consultants shall undertake a review of the DPR(s), including the detailed construction drawings, and compare with the contract for the construction packages for which they are responsible. The review shall identify any defects or omissions that compromise the completeness or consistency of the design or effect the viability, accuracy or implementation of the construction contracts. This review shall be carried out immediately after, the services commence and findings and recommendations for making good any defects or missions identified. Notwithstanding the above, the Supervision Consultant shall immediately inform the Employer of any defect or omission, which may have an impact on the Project at the time the defect or omission is uncovered. The Supervision Consultants shall submit four copies of the review report to the Employer and shall issue the construction drawings to the contractors including the preparation of modified drawings and associated variation orders based on the review and amendments agreed by the Employer.
6.6 The duties and responsibilities of the Engineer and the Engineer’s representative are broadly defined in the FIDIC IV document (GCC), Conditions of Particular Application (COPA) and Appendix to Bid. Principal responsibilities will be generally to carry out all the duties of the Engineer as specified in the construction Contract documents, within the limitations specified therein, but not limited to the following. In case of any disparity, the stipulations made in the civil construction contract documents will prevail in the order of precedence mentioned therein. (i) to approve the Contractor’s key superintendent personnel, construction mobilization programs, temporary land to be occupied by the Contractor (ii) to approve the contractor’s work program including activity scheduling and resource programming (iii) give the order to commence the work; (iv) ensure that the construction works are in accordance with the technical specifications, Environmental Management Plan and other stipulation of construction contract documents and the construction methods proposed by the contractor are in compliance with the above stipulations particularly, in relation to Contractor’s construction equipment and other resource deployment. (v) to approve setting out of the works (vi) to verify and if necessary order correction of the as –staked drawings supplied by the Contractor (vii) ensure a system of Quality Assurance of works, approve materials and sources of materials, review all bituminous mix designs and concrete mix designs proposed by the contractor and approve/suggest modifications in the mix design, laying methods, sampling and testing procedure and Quality Control measures to ensure required standard and consistency in quality, at the commencement of item (viii) check the laboratory and field tests carried out by the contractor and develop a mechanism in consultation with Employer to involve Team Leader to carry out adequate number of independent tests other than the regular testing done by laboratory personnel (ix) order special tests of materials and/or completed works, order removal and substitution of improper materials and/or works as required (x) to make independent measurements and check all quantity measurements and calculations required for payment purpose and ensure that all measurements and calculations are carried out in a manner and at the frequencies specified in the contact documents (xi) to issue a working drawing or modify the existing drawing (preferably within one month on request of the contractor) or to supply a new/supplementary drawing which is not included in the contract, wherever required and to give instructions thereof in this connection to the contractor . (xii) to control and appraise the progress of the works to order suspension of works and to authorize with the Employer’s approval, extensions of the period of completion of works. (xiii) to monitor and check the day to day quality control and quantity measurements of the works carried out under the Contract, keep all measurement records as per the directions of the Employer and issue monthly/interim payment certificates when the quality of the works is satisfactory and the quantities are correct; (xiv) to direct the Contractor in all matters concerning construction safety and care of the works (including the erection of the temporary signs at road-works) and if required, to request the Contractor to provide any necessary lights, guards, fencing and watchmen; (xv) to direct the Contractor to carry out all such works or to do such things as may be necessary in his opinion to avoid or to reduce the risk in any emergency affecting the safety of life or of adjoining property (xvi) to direct the contractor to take all necessary steps including those mentioned in the construction contract to protect the environment on and off the site which arise due to construction operations (xvii) to inspect the works, during the construction period and at proper interval during the Defects Liability Period and to issue Defects Liability Certificates after the rectification, by the Contractor, of possible defects and issue final payment certificates (xviii) issue interim certificates for monthly payments to the contractors, and specify completion of parts of the totality of the works, details of progress. Payments are to be recorded in the measurement book before issue of interim certificate. (xix) to verify and correct the as-built drawings supplied by the Contractor (xx) to direct contractor to take all necessary steps to maintain the rate of progress of works as per the approved programme of the contractor on monthly basis; (xxi) to provide adequate Supervision of Contractor’s work carried out in more than one shift thus matching the working hours to be the same as that of the contractor(s); (xxii) to ensure timely completion of the project without diluting the quality standards envisaged and be fully accountable to the employer in this regard; (xxiii) Deleted (xxiv) Provide assistance to the employer in respect of contract implementation, claims and other matters; (xxv) Advise and assist the employer with respect to arbitration, litigation if so required; (xxvi) Review and ensure continuity of contractor’s services in approved formats (xxvii) Prepare quarterly cash flow projects for the employee in a format acceptable to the employer. Cash flow should identify budget estimates for all outstanding work. (xxviii) Update cost estimate each year or at quarterly completion (25 percent, 50 percent, 75 percent and 100 percent) of the project whichever takes place early; (xxix) Maintain records of all plan labour and material used in the construction of the works.
6.7 The other responsibilities of the Engineer will be to carry out all such duties which are essential for effective implementation of the construction contract as mentioned in but not limited, for the following: (i) to prepare, in consultation with the Employer, a Construction Supervision Manual outlining routines and procedures to be applied in contract management, construction supervision and administration. The routines and procedures will be in accordance with the requirements. (ii) assist/advise Employer for advance actions required to be taken for handing over of site and in achieving different milestones for completion of projects as per schedule (iii) to verify the quantities of all items in the BOQ and suggest modifications to the same if necessary as per the prevailing site conditions, for the approval of the employer (iv) assist Employer in proper monitoring/progress of works and implementation of project through computer aided project management technique and Management Information System (MIS) (v) to write a day by day project diary which shall record all events pertaining to the admission of the Contract, request from and orders given to the Contractor, any other information which may at a later date be of assistance in resolving queries which may arise concerning execution of the works (vi) prepare and issue monthly and quarterly progress reports along with detailed quality control test statement in an approved format and also prepare detailed contract completion report (vii) to advise the Employer on all matters relating to execution of the works, claims from the Contractor and to make recommendations thereon, including the possible recourse to arbitration (viii) to prepare detailed recommendations to the Employer for contract change orders and addenda, as necessary, to ensure the best possible technical results are achieved with the available funds (ix) to assist the Employer in taking over from the Contractor of each section, in particular by preparing lists of deficiencies which need to be corrected, and assisting with monitoring of the performance of the works during the defects liability period (x) prepare a maintenance manual, outline the routines to be adopted in each specific reach and for the Cross Drainage works and bridges (xi) assist the Employer in providing clarifications/explanations to observations made, from time to time, by the Auditor (xii) impart on the job training to Employer’s personnel, if associated with the project (xiii) assist the Employer in co-ordination works with different agencies and hold meetings for proper and timely implementation of the project (xiv) preparation of revised estimate etc., if required (xv) modification in design and drawings vide details in paragraph 6.3 above (xvi) to carry out any other duties relevant to the project agreed during the negotiations (xvii) Consultant shall review the independent safety Audit and incorporate feasible minor modifications in final drawings & BOQ. (xviii) Review of design and good for construction drawings prepared by the DPR consultants and preparation of evaluation report of the design work for submission to the employer.
7. ACTION REQUIRING SPECIFIC APPROVAL OF THE EMPLOYER
7.1 The Engineer will be required to obtain the specific approval of the Employer in the matters as specified in construction Contract Agreement
7.2 Consultation with the Employer, where required, shall be adequate and visible. In certain specified responsibilities, listed below, the Engineer is obliged to obtain prior permission and specific approval of the Employer before taking appropriate decisions. (a) Issuing notice to commence the work; (b) Consenting to subletting any part of the Works; (c) Certifying additional cost on account of unforeseen physical obstructions and conditions; (d) Determining any extension of Contract time; (e) Ordering suspension of work; (f) Fixing new rates or prices; (g) Issuing order for Special Tests not provided in the Contract; (h) Issuing changes or additional Specifications; (i) Issuing a variation except if such variation would be within the limits as indicated below; (i) Variation in individual BOQ Items: The ‘Engineer’ is authorized to issue variation order up to 25% of the value of individual item or 1% of contract value whichever is less. (ii) New items (Non-BOQ items): Before issuing orders to execute new items of work (non BOQ items), ‘Engineer’ shall obtain technical approval from Employer. (iii) Subject to provision under (i) & (ii) above, the ‘Engineer’ is authorized to issue cumulative variations up to a limit of 10% of the original contract value (less negative variations/savings). The overall limit shall apply collectively on all BOQ items as well as non-BOQ items and shall include all the variations issued till that point of time including those approved otherwise than by the Engineer. The overall limit shall be exclusive of escalation. (iv) Any variation beyond above limits (individual items and overall variations) shall be approved by the Employer. Notwithstanding the obligation, as set out above, to obtain approval, if, in the opinion of the Engineer for reasons to be recorded in writing, an emergency occurs affecting the safety of life or of the works or of adjoining property, he may, without relieving the Contractor of any of his duties and responsibilities under the Contract, instruct the Contractor to execute all such work or to do all such things as may, in the opinion of the Engineer, be necessary to abate or reduce the risk. The Contractor shall forthwith comply, despite the absence of approval of the Employer, with any such instruction of the Engineer. The Engineer shall determine an addition to the Contract Price, in respect of such instruction, in accordance with conditions of the contract and shall notify the Contractor accordingly, with a copy to the Employer.
8. INTERIM AND FINAL PAYMENTS
8.1 The Supervision Consultant will process interim and final payments to the Contractor. Interim monthly payments shall be based on interim payment certificates processed by the Supervision Consultants following claims filed by the Contractor. The Engineer/Engineer’s Representative will be responsible for ensuring that all measurements are taken as per specifications and drawings for the works and are recorded in presence of the representative of contractor and are countersigned by him. All measurements (100%) will be taken by the Engineer’s Quantity Surveyors or any senior Technical staff. In processing contractual payments, the Team Leader of the Supervision Consultant will certify that they have checked at least 5% and 5% respectively of the measurements and quality control tests. The Team Leader shall intimate the details of these check tests to the Resident Engineer before undertaking them, so that the Resident Engineer or his officers could associate, if they wish to do so. The Team Leader or any of his concerned experts shall do the repeat tests or measurements, if directed by the Resident Engineer, in the presence of Resident Engineer or any of his representative. In case of any conflict the Team Leader may do the test recheck in the presence of the Resident Engineer limited to 2% of total measurement/quality control tests. In the event of such conflict the Employer will release to the contractor 80% of the disputed amount as certified by the Engineer and then instruct the Engineer to respond to the discrepancies within 14 days. Any discrepancy found will be settled in the following interim payment certificates.
9. LIKELY ADDITIONAL SERVICE
9.1 The consultants may be required to carry out the following in the event of the contingencies arising for them on the request of the employer as per terms negotiated then. No financial cost should be provided against them in the present financial proposal. The events are: (i) preparation of reports or additional contract documents for consideration of proposals for carrying out additional work; (ii) any other specialist services by the Engineer or by other specialists, pertaining to the works contract supervised by the consultant as may be agreed upon.
10. REPORTING REQUIREMENTS
10.1 The consultant will prepare and submit the following reports in hard and soft copies to the Employer on the format prepared by the consultants and as approved by the Employer.
Particulars of the Report No. of Copies 1) Monthly Progress Reports 10 2) Quarterly Progress reports 10 3) Sectional Completion Reports 10 4) Final Completion Report with CD 10
10.2 MONTHLY REPORTS The Engineer will, no later than 10th of each month, prepare a brief progress report summarizing the work accomplished by the supervision team for the preceding month. The report will outline any problems encountered (administrative, technical or financial) and give recommendations on how these problems may be overcome. Brief work progress summaries will be included for on going road and bridge works, outlining problems encountered and recommending solutions. The report should record the status of payment of contractors monthly certificates, of all claims for cost or time extensions, and of action required of government and other agencies to permit unconstrained works implementation.
10.3 QUARTERLY PROGRESS REPORTS The Engineer will prepare a comprehensive report summarizing all activities under the services at the end of each quarter, and also at other times when considered warranted by either the Engineer or the Employer because of delay of the construction works or because of the occurrence of technical or contractual difficulties. Such reports shall summarize (i) the activities of the Engineer (ii) the progress of the Contracts (iii) all contract variations and change orders (iv) the status of Contractor’s claims, if any; etc. and will include brief descriptions of the technical and contractual problems being encountered, physical and financial progress on approved formats, financial status of the contracts as a whole consisting the cost incurred, and cost forecast, as well as financial plan and other relevant information for the ongoing contracts. The Construction Supervision Consultant shall also prepare and submit the following reports (hard & soft copies) from time to time to the client.
S.No. Description Number Copies 1 Supervision Manual 1 10 2 Training Report 1 10 4 O&M Manual 1 10
10.4 SECTIONAL AND FINAL COMPLETION REPORTS
The Engineer will prepare a comprehensive final Completion Report for each defined section of the construction contract, after such sections reaches a stage of substantial completion during the period of the services. These reports must be submitted immediately after the completion of the work by the contractor and before taking over of such sections by the Employer. The report shall incorporate summary of the method of construction, the construction supervision performed, as built construction drawings problems encountered & solutions undertaken thereon and recommendations for future projects of similar nature to be undertaken by the employer. The engineer will then summarize and consolidate in a single report the key information from each sectional completion reports to prepare the final Completion Report for the entire construction package.
11. STAFFING
11.1 The staffing of the consultancy contracts as shown in the Table below has been fixed by DEC for bidding purposes and the Consultant will not be permitted to propose alternative arrangements. In addition, the Consultants shall propose and submit with their proposal the administrative, secretarial and other general office support staff required.
Description Supervision Consultancy Supervision Consultancy Package for Lot No. 1 Package for Lot No. 2 (Man-month) (Man-month) Engineer 4 3 Key professional Staff Team Leader cum Contract 25 (one month before 19 (one month before Specialist mobilization of contractor mobilization of contractor plus construction period ) plus construction period ) Senior Highway Engineer 24 18 cum Pavement Engineer Senior Bridge Engineer 24 24 Material Engineer 24 24 Contract Specialist 6 months (staggered) 6 months (staggered) Sub Professional Staff Quantity Surveyor 24 18 Survey Engineer 24 18 CADD expert 24 18 Field Support Staff (Technical) Field Inspectors – Roads 48 (2@24) 36 (2@18) Field Inspectors – Bridges 48 (2@24) 36 (2@18) Surveyors 48 (2@24) 36 (2@18) Quality Control Engineers 48 (2@24) 36 (2@18) Laboratory Technicians 48 (2@24) 36 (2@18)
Administrative Staff Consultant to specify Consultant to specify
11.2 Consultants are required to furnish CVs of the key professional staff. The broad qualification and experience requirement of key professional staff are given in Annex – I. CVs of other staff are not required to be submitted but only the number and man months of such staff need to be indicated in the Technical Proposal. The cost in respect of the personnel is required to be provided in the Financial Proposal.
11.3 The man-months of Engineer not to be included in the Financial Proposal. Engineer’s remuneration will be deemed to be included in the element of contingencies.
11.4 The staffing schedule indicated to be above is for construction period and time taken to review the DPR and for processing final payments of the contractor. In addition Supervision Consultants will need to provide the services of any member/members of their team during defect liability period when DEC requires for such services. In such case DEC will pay for these services at the relevant rates specified in the financial proposal.
11.5 The staffing arrangements and levels assume that the engineers on the site supervision teams undertake the review of the contracts for the construction packages for which they are responsible as detailed in paragraph 6.3 above.
11.6 Amendments to the designs and the construction details, including redesign, shall be undertaken on site by the Senior Highway Engineer, Senior Bridge/Structural Engineer and the CAD Operator with the assistance of other site supervision staff as necessary.
11.7 The Consultant shall nominate its CEO or one of the Directors from the Board of Governors of the Consulting Firm to act as Engineer for the construction supervision contract. The Engineer shall have the ultimate responsibility for the satisfactory discharge of responsibilities under the supervision contract and shall ensure that the Engineer’s Representative exercises all reasonable skill, care and diligence and acts fairly under the terms of the construction contract(s). The Engineer shall visit the site(s) at every three months for a period of at least 2 weeks to familiarize himself with the progress and events of the construction contract(s).
12. STAFFING SCHEDULE
12.1 The total implementation period will consist of (i) a construction period of 24/18 months and (ii) a Defect Liability Period of 12 months. As per the arrangement proposed Team Leader and Contract Specialist shall be deployed one month before the mobilization of the contractors. This period will be utilized in finalizing all the preliminary details in consultation with the employer. The Contract Specialist will assist the Employer in management of civil contract, besides finalizing the details/formats/schedules to be followed during the project implementation stage. It is proposed that the Contract Specialist may be deployed at the site for about Four months of his proposed man months duration and for the remaining duration, he may be allowed to provide his services from his home country as per the provisions of the contract. These details will, however, be firmed up during negotiations before finalisation of the supervision consultancy contract.
12.2 The site supervision team would be mobilized on the date of actual commencement of works by the contractors. During the defect liability period, the Engineer along with other experts will be required to continue on a part time basis as and when required.
12.3 The consultant may propose the various categories of technical and administrative support staff and the corresponding man-months requirements. Man-months requirements for each category as proposed by the consultant will be generally considered as ceiling for each category and the deployment shall generally not exceed more than 10% for the category, except in exceptional circumstances with prior approval of the client.
12.4 After award of the contract the Client expects all of the proposed key personnel to be available during implementation of the contract as per the agreed staffing schedule. The client will not consider substitutions during contract implementation except under exceptional circumstances. In case of such replacements, the Consultant will ensure that there is a reasonable overlap of at least one month between the staff to be replaced and replacement, at the cost of the consultant.
12.5 The client may ask for mobilization or demobilization of some key personnel with one-month prior notice as per requirement and progress of civil work.
13. FACILITIES
13.1 The construction Contractor(s) shall provide staff and maintain a laboratory for each construction package including testing equipment, hard furnishing, water supply, electricity and cooling/heating equipment, which shall be made available for use by the site Supervision Consultant. Maintenance of the laboratory by the Construction contractor shall include the cost of the electricity, water and all consumable for testing. The construction contractor will be responsible for carrying out test for site control and quality of material and the Material Engineers of the Site Supervision Consultants shall be required to monitor lab testing and to carry out check tests as necessary to verify compliance with the construction contract.
13.2 The site Supervision consultant shall detail in his Technical Proposal the required provisions for transport (vehicles and drivers), office space, office equipment and office stationery, which he considers necessary to successfully carry out the services for implementation of the construction packages for which he is responsible. The Consultant shall also include the price of those items in his Financial Proposal.
13.3. Employer will provide to the consultants the copies of all the project reports including design and drawings and relevant databases collected by the design consultants.
14. TRAINING
14.1 The Consultant will impart training to 2 nos. of Officers from the MoPW&T – Roads Department. The training will be arranged for two week period in any developed country. The cost for the entire training as above shall be provided in the financial proposal and this cost shall be considered for evaluation. In their technical proposal the consultants will detail their methodology for training, period of training, sharing in activity schedule. While furnishing details of the proposed training at important site/sites, the type of project like highway, bridge or expressway should be specifically mentioned including the technologies being adopted at those projects. The training has to be organized through a qualified/experienced trainer.
15. DEFICIENCIES OF SERVICES
Deficiencies in the services on part of supervision consultants may attract penal provisions in the form of fines, up to a maximum amount of 5% of contract price and/or debarment etc. by the client Sample deficiencies may includes • Not acting impartially or acting in collusion with contractor in award of variation, fixation of new rates etc • Not keeping proper records regarding quality control, inspection, rejection/rectification of work etc. • Failure to give proper and timely advice to client/contractor to enable correction during execution • Delay in design and withholding approvals etc • Recommending extension to the contractor with a view to extending duration of supervision services • Refusing to give reasons for decisions when called for by the client • Not being fully conversant with manuals, specifications, standards, DEC’s guidelines and requirement of the project to be followed during construction • Certifying substandard work for payment • Not exercising required scrutiny/non approval of temporary stretch/works • Lack of proper coordination with contractors and Resident Engineer to ensure smooth implementation of projects • Permitting subletting of any part/major works without authorization
16. PERFORMANCE SECURITY
Supervision Consultant shall be required to submit acceptable Bank Guarantee for an amount equal to 10% of the accepted supervision consultancy cost towards Performance Security proportionately in the currencies of payment asked for in the bid proposal. The validity of the Bank Guarantee (s) shall cover entire duration of consultancy period plus15 months including 12 months (Defect liability Period). The format of the Bank Guarantee (s) shall be got approved by the consultant from Employer. The Bank Guarantee (s) shall be released after satisfactory completion of the assignment.
17. CONSULTANTS PROPOSAL SUBMISSION
17.1 The TOR is prepared to address supervision consultancy package in a general way. The consultants are advised to understand fully the specific requirements of the supervision consultancy work. The consultants are also advised to inspect the concerned project stretch and acquaint themselves with the ground realities.
17.2 The consultant submission should be focused to the project requirements as per the TOR details. The methodology to be submitted should address to the project stretch requirements. All specific issues for which references have been made in the various paragraphs of this TOR should be addressed effectively. General nature descriptions should be avoided. Annex-I BROAD QUALIFICATION REQUIREMENTS OF KEY PROFESSIONAL STAFF
Broad qualifications and experience of the key personnel and sub-professionals given below are clients' perception in respect of the specific requirement of the project. Consultants are advised to prepare the CVs of their proposed key personnel specifically highlighting the qualification and experience in the related area of expertise as per requirements. The CVs should also highlight higher education, training and publication of technical papers etc., by the key personnel in the related field as well as their experience in providing training in the related fields. The CVs of the proposed personnel should reflect size of the project handled in terms of length / costs, duration for which services were provided, source of funding for the project, type of contract document used etc. Broadly speaking, qualification and experience higher than the minimum requirement will be given higher weightage. Similarly, the personnel's experience in services related to construction supervision will be given more weightage.
1. Engineer: The Engineer shall be CEO or one of the Directors of the Consulting firm with at least 30 years experience on International Civil Works projects including at least 10 years in a senior position on Highway Projects. He / She shall be a qualified Engineer, Member of a recognized Professional Society and a graduate Civil Engineer. He / She shall be totally familiar with FIDIC Conditions of Contract and should be able to communicate fluently in the English language.
2. The Team Leader (Full Time) Duties: The Team Leader will reside at project site on a full time basis throughout the period of the construction supervision services. He will be overall in-charge of the project supervision and coordinate with all other experts of construction project. He shall act as an 'Engineer's Representative' acting on behalf of the consulting firm appointed by the Employer as already defined before. He shall be directly responsible for regulating the construction process i.e. various activities like earthwork, sub-base/base courses, bituminous/concrete pavement, bridge/culvert works proposed for being carried out under stipulated specifications/manuals etc. For this purpose, he shall be assisted by Key Personnel and other support engineers/personnel. He shall deal directly with the key personnel and other support staff to ensure that the construction process is well controlled as per established specification controls to avoid later quality control stage problems. He will interact with the Resident Engineer and the Employer.
Qualifications and Experience: He will be at least a civil engineering graduate and preferably with post graduate qualification in construction management engineering. He should be well versed in managing the highway contracts of the size comparable to the proposed projects. As the proposed project involves construction of flexible/rigid pavement, it will be desirable that this expert has handled highway projects having Flexible/Rigid Pavements. He should have about 20 years of professional experience of handling highway contracts, out of which he should have worked as Team Leader/Project Manager or equivalent for minimum 5 years on supervision/construction of highway projects, preferably involving Flexible pavements and use of modem construction techniques. It is desirable that his experience should also include international assignments of at least 2 years having handled highway contracts of similar or large size and complexity. Consultants are required to elaborate international experience by indicating the country, project that they consider as similar experience. This is a senior managerial position. He should handled as Team Leader or in Similar Capacity at least two Construction /Construction Supervision work of major road projects consisting more than Euro 10 Million or at least 35 Km length of each project(minimum one on FIDIC format) comprising of flexible pavement construction. . He should be able to communicate in English. He should not be more than 65 years of age.
3. Senior Highway -cum-Pavement Engineer (Full Time) Duties: He will be reporting and assisting the Team Leader in monitoring and process control for all the activities related to the project. His main area of working will be focused to the process control pertaining to laying of pavement type including those related to the mixing plant and transportation of the mixed material. Qualifications and Experience: He will be at least a Civil Engineering graduate and preferably with post graduate qualification in Highway Engineering. He should have about 15 years of professional experience out of which 15 years experience in highway construction project. He should have worked as Highway Engineer/ Resident Engineer/Pavement Engineer for at least 3 years on any National/State Highway Projects financed under EU/World Bank/ADB etc. He should have handled at least two projects of large size say not less than Euro 20 Million or road projects of length not less than 100 Km based on ICB. It is desirable that he should have also experience in handling similar kind of projects and in similar position in international countries. He should not be more than 65 years of age.
4. Contract Specialist (Estimated about 6 months) Duties: He will be deployed in working season maximum in three stages for cumulative duration of about 4 months out of total estimated requirements for 6 months. The remaining period may be utilized for obtaining his expert opinion on emerging contractual issues by utilizing his services from his home country and the remuneration for such short-term advice will be regulated on hourly basis as per the relevant contract provisions, which will be based on his monthly remuneration. His key responsibilities will be to guide and assist Team Leader/Employer in all aspects of contract management in proper implementation of FIDIC contract provisions including controlling the project cost of the three construction packages. He will also be required to offer his advice on contractual complications arising during the implementation as per the request of the employer. He will be required to prepare manuals/schedules for the consultants team/employer based on the provisions of the contract document. He will be responsible for giving appropriate suggestions in handling claims of the contractors and any dispute arising thereof. . Qualifications and Experience: He will be a qualified Contract Specialist with qualifications and experience in the field of contract management, Law, MIS, etc. He should have about 15 years of relevant experience with the specialization in procurement/contract management. His experience of handling EU/World Bank/ADB funded projects will be an added qualification. He should have at least 5 years of international/national experience as a Contract Specialist in respect of large size/complex road/ bridge/expressway projects. Consultants are required to elaborate international experience by indicating the country, project that they consider as similar experience. He should have handled management of a large highway contract say over Euro 20 Million, on ICB norms, including experience of handling variation orders to contracts, claims of contractors and their appropriate disposal. He should have also handled arbitration cases in respect of any project involving use of FIDIC document. He should be capable to communicate in English. He should not be more than 65 years of age.
5. Materials Engineer (Full Time) Duties: He will be responsible for supervising all the tests to be done in different stages of construction, besides ensuring that specified tests are done as per codal stipulations and as per the specifications laid down in the contract for all the different stages of construction. He will be coordinating and controlling the support personnel placed with him and will report to the Team Leader/Employer's representative as and when required. He will be deployed through out the contract duration.
Qualifications and Experience: The candidate will be at least a Civil Engineering graduate and preferably with post graduate qualification in Geo-technical Engineering. He should have about 15 years of relevant professional experience out of which he should have worked for at least 5 years as Material Engineer/ Geo-technical Engineer on road/bridge construction projects/Construction Supervision projects or on related works of similar projects. He should have handled at least 2 similar highway /Bridge projects of 4 lane costing not less than Euro 20 million as Material Engineer/ Geo-technical Engineer. The candidate must be familiar with material properties of road construction materials, technical specifications and procedures of material tests and testing equipment. He should have experience as material Engineer in any developing countries. He should not be more than 65 years of age.
6. Senior Bridge Engineer (Full Time) Duties: His duties will involve understanding the design provisions of both bridges and culverts, guiding and checking of reinforcement/cable laying operations, rectifying any apparent mistakes in respect of them, checking and controlling the proper mix designs, checking the adequacy of proper form-work, laying/compacting of concrete including curing operations. For this purpose, he will work in close coordination with the Material Engineer and the Contractor's Expert to effectively control the quality of execution. He will be responsible for minor modifications in design of bridges/culverts, wherever required during execution. He should have working knowledge of latest software used in design of bridges like STADD
Qualification and Experience: The candidate will be at least a Civil Engineering graduate and preferably with post graduate qualification in the field of structural engineering. He will have relevant professional experience of about 5 years. Out of his total experience, he should have worked for at least 15 years on bridge construction projects. The candidate must be familiar with modern methods of construction of bridges, design standards, technical specifications and statistical Quality Control/Assurance procedures for construction of different component of bridges. He should have experience in construction of deep foundation viz. well and desirably pile foundations. He should have experience in the Construction /Construction Supervision of at least two major highway bridges of length more than 200m as Bridge Engineer/Structural Engineer or in similar capacity. His experience as bridge engineer on a construction project in developing countries will be an added qualification. He should not be more than 65 years of age.
Annex-II BROAD QUALIFICATION REQUIREMENTS OF SUB-KEY PROFESSIONALS 1. CADD Expert (Estimated input 24 months) Duties: He shall be assisting the Team Leader. He is proposed to be deployed during the construction period as well as in defect liability period for some duration to assist the Team Leader in discharging all his day-today functions. His main responsibilities include modification in highway designs and drawings pertaining to horizontal/vertical alignment etc. as required during the execution of works, besides discharging any other work assigned to him by the Team Leader. Such modifications will be required to be done on Highway Design Software MOSS. Qualification and Experience: He should be a Civil Engineering graduate with about 8 to 10 years experience. He should be fully conversant with highway design using CADD, etc. His demonstrated proficiency in use of computer will be an added qualification. He must have handled Highway design using 'INROAD' or equivalent, at least in one large highway project preferably of EU/World Bank/ADB assistance. He should not be more than 60 years of age. 2. Quantity Surveyors: (Full Time) Duties: He will be reporting to the Team Leader in day to day working. His responsibilities will be in the areas of quantity surveying / processing of the invoices etc. He will be responsible for reporting all measures required to control the project cost and time over-runs. He will examine the claims of the contractor, variation orders, if any, and will prepare the progress reports as per the project requirements. For the purpose, he will be required to get the levels and quantity measurements checked in all items of works executed in different stages for calculations required for payment purpose. He will be required throughout the currency of the project. Qualification and experience: The candidate should be a graduate in Civil Engineering with relevant experience in the field of estimating, preparation and processing of the invoices, analysing rates, checking survey details etc. of the projects. He should have about 15 years of relevant professional experience involving resource planning and scheduling, quantity survey, cost control, contract management etc. Diploma holders with longer relevant experience of about 20 years could also be considered. He must have worked as Quantity Surveyors for at least 4 years in any National/State Highway Projects/Department preferably dealing with projects financed under EU, World Bank, ADB, etc. He should not be more than 60 years of age. 3. Survey Engineer (Full Time) Duties: Checking layout of centerline, layout of curves, levels and profiles, etc. will be his main responsibility. Apart from this, he shall also assist the Quantity Surveyor in preparation of invoices. He shall also be responsible for modifying survey data in case any modification is required in the design during execution. Qualifications and Experience: He should be a graduate civil engineer with 5 to 6 experience or a diploma-holder with 10 to 12 years experience. Survey Engineer should be conversant with modern survey equipment, total stations, auto level, digital level etc. He should have worked in at least one major highway project preferably EU/World Bank/ADB funded highway project. He should not be more than 60 years of age.
Annex-III BROAD QUALIFICATION REQUIREMENTS OF SUPPORT STAFF TECHNICAL As per this Annex details are provided below to give the general understanding of the Client's expectations in respect of field engineers/supervisors to be deployed. These personnel will be young engineers who play an important role in the construction process and accordingly it is proposed to broadly evaluate them while evaluating the consultants' technical capabilities. This is to ensure that deployments of these important engineers are not ignored by default. The team to be deployed should be qualified Civil Engineering graduates with relevant experience/qualifications, besides including some more experienced diploma holders. The total team should be deployed with an in-built flexibility to ensure that they change their roles for different areas of field activities to suit the varying demand of these personnel at different stages of construction. The experience of these engineers in EU/World Bank/ADB funded projects both in design/supervision will be desirable. A judicious mix (50:50) of some experience and more junior/medior staff is also desirable to promote the growth the engineering expertise. The areas in which these engineers are likely to be deployed in assisting the key experts as per chart given before should be considered suitably. Maximum age limit for field engineers/Surveyors/Supervisors is 55 years. The areas of responsibilities of their deployment are as below: 1. Surveyors: The candidate should be at least Diploma in Civil Engineering or should have completed professional course in Survey Engineering. He should have min. 5 years of professional experience out of which he must have worked for at least 2 years as Surveyors. The candidate should have been involved in at least one highway project having minimum length of 50 Km dealing with modem survey methods like auto levels/Total Stations. 2. Field Engineers (Roads and Bridges) (full time) For these positions two levels of deployment are proposed. About 50% of Field Engineer to be deployed should be graduate Engineer with at least 2 to 5 years of professional experience. The requirement of the Field Engineer should be judiciously proposed, ensuring that a combination of expertise obtains with them. One or two of them should be well-versed with survey equipments and computer applications including the knowledge of MOSS to help the key experts in understanding the design, extracting the details from the design and doing minor modifications in the designs as and when required. Remaining should preferably have higher engineering/management/MIS qualifications with fully conversant with survey equipments such as, auto level etc. and broad acquaintance of computers, so that they can fill up the different positions of support personnel as per the requirement specified in the Organization Chart defining the Organization Structure. The Field Engineer as a whole will be evaluated for their suitability by the Resident Engineer before deployment. 3. Quality Control Engineers: He should be well acquainted with the quality control testing requirements for flexible pavements including other geo-technical/material tests for Highway Construction. He should have worked as Quality Control Engineer for minimum 4 years in road/bridge projects.
4. Lab Technicians: They should be at least Diploma-holders with about 5 to 6 years of experience in handling the quality control tests laboratories for road/bridge works or Graduates in Science with about 1 to 2 years of relevant experience in the field of testing of road/bridge projects. Higher weightage will be given for experience with. EU/World Bank/ADB projects.
List of Annexes
Annex 1: Membership of NAS Steering Committee Annex 2: Executive Summary of the Multi Annual Indicative Programme for Swaziland under the AMS 2007-2010 Annex 3: Problem Tree. Annex 4: Location of Identified Projects Annex 5: Detailed Cost Breakdown by Main Project Activity. Annex 6: Logical Framework.
Annex 1
Membership of NAS Steering Committee Name of Organization Kind of Organization Ministry of Economic Planning and Development Government/ Chair Ministry of Foreign Affairs and Trade Government Ministry of Agriculture and Cooperatives Government Ministry of Finance Government Ministry of Enterprise and Employment Government Ministry of Natural Resources and Energy Government SWADE Semi-public Swaziland Sugar Association Private Swaziland Cane Growers Association Private Swaziland Millers Association Private (newly appointed member) CANGO Civil Society SAPWU Labor/ Civil Society FSE & CC Civil Society/ Private ASBC Civil Society/ Private By Invitation EU Delegation Donor Consultants Donor/ Consultancy
Annex 2
EXECUTIVE SUMMARY of the MULTI-ANNUAL INDICATIVE PROGRAMME (MIP) FOR SWAZILAND UNDER THE AMSP (2007-2010)
The EC Multi-Annual Adoption Strategy 2006-2013 for Swaziland, elaborated in 2006 on the basis of the Swaziland National Adaptation Strategy (NAS), covers areas like institutional support, restructuring the provision of social services in the sugar belt, improvement of productivity and efficiency of smallholder sugar cane growers, infrastructure improvement, economic diversification, mainstreaming of cross cutting issues. Whilst the 2006 measures are concentrating only on the institutional requirements for implementing the NAS, through the establishment of a Restructuring and Diversification Management Unit (RDMU), the MIp 2007-2010, finances under the Development Cooperation Instrument1, covers almost all the areas, which will be funded by different Annual Action Programmes (AAPs). The total allocation will be of € 69.895 million; the phasing of the measures has been indicatively established combining NAS priorities and budget availabilities; nevertheless, it may change following the feasibility studies that will be performed at a further stage.
Identification Mission for an Infrastructure Improvement Programme in the Sugar Sector in Swaziland Annex 11: Project Identification Fiche
EUROPEAN COMMISSION
IDENTIFICATION FICHE for PROJECT APPROACH
A – PROJECT DATA
Swaziland Annual Action Programme 2008. 1. Title and CRIS Accompanying Measures for Sugar reference1 2008 / ….. 2. Country (or region) Swaziland 3. DAC code & sector 31162 21.895 M€ (of which 10.895 4. Total EC amount M€ from 2008 budget allocation) 5. Beneficiary contribution (if any) 0 M€ 6. Other contributions (if any) 0 M€ Regulation from European parliament and the Council 7. Legal basis establishing the DCI
8. Budget Line (for EDF Budget Line 21.06.03 SUGAR only, mention if EDF A or B Envelope) 9. Method of Centralised management (subject to revision) implementation 10. Pilot/innovative Yes No X project
1 Creation of a CRIS project number, link with the focal sector of NIP/CSP, introduction of the relevant DAC codes, upload of the identification fiche in CRIS. Please ensure that the latest version is uploaded once approved.
Identification Mission for an Infrastructure Improvement Programme in the Sugar Sector in Swaziland
B – PROVISIONAL TIMETABLE
1. Presentation of identification fiche at oQSG 2. Presentation of AAP at oQSG 3. Launch of inter-service consultation 4. Presentation to MS Committee Date:
Signed: Arno SCHÄFER (Chargé d’Affaires) Task manager: Daniela ISOLA Geographical co-ordinator: Anna BECKER
Identification Mission for an Infrastructure Improvement Programme in the Sugar Sector in Swaziland C – Findings at the end of the identification stage (length: max 8 pages)
1. Summary description The project identification mission was undertaken by a consortium of consultants during June – August 2007. The mission met the various stakeholders to ascertain their view about the improvement required to the rural transport infrastructure, and produced a prioritised list of infrastructure projects together with preliminary designs, specifications and costs. The overall objective of this project is to support Swaziland to adapt to the EU sugar sector reforms, whilst the specific objective is to reduce the cost of transporting sugarcane. The specific objective is fully consistent with the National Adaptation Strategy (NAS) in response to the EU sugar reforms, which recognizes that the sugar industry will continue to play an important role in the Swazi economy and that efforts should be directed to enhancing the productivity, efficiency and competitiveness of the industry. The specific objective is also consistent with the third specific objective of the Multi- Annual Indicative Programme (MIP), (2007-2010), namely to “improve transport infrastructures from the production areas to the mills.” The expected results of the project are that the distance travelled from field to mill is reduced, and the existing road and bridge network will be improved. The identification mission estimated that some 2,600 smallholder sugar cane farmers, mainly but not exclusively in the Komati and LUSIP project development areas, will benefit directly from lower cane haulage costs as a result of the provision of improved transport infrastructure. A total of 10,000 ha of land under the jurisdiction of the sugar millers will also benefit from a reduction in transport costs as a result of infrastructure projects identified in the final report. The project will also improve the mobility of the rural poor, increase access to basic social services, economic opportunities and remunerative employment, and promote agricultural and economic diversification. The implementation phase will be characterized by the design, construction and rehabilitation of bridges and the design, rehabilitation and upgrading of roads in areas where cane is currently grown or where it will be grown in the immediate future, and will target both existing and new sugarcane farmers. The project will be coordinated on a day to day basis by the engineering expert in the Technical Assistance team recruited for the Restructuring and Diversification Management (RDM) Unit, who will be responsible for the overall execution of the project, and will assume the role of the infrastructure project supervisor. The design and supervision will be contracted to a consultancy firm who will be answerable to the engineering expert in the RDM unit. Regular monitoring of the Project will be carried out by the RDM Unit, on behalf of the NAS Steering Committee2, identifying constraints, and helping to resolve difficulties affecting its successful overall outcome. The foundation for the project monitoring and the evaluation systems will be the Logical Framework and the set of key performance indicators outlined in it, against which project performances will be assessed.
2 See Annex 1, NAS Steering Committee
128 Identification Mission for an Infrastructure Improvement Programme in the Sugar Sector in Swaziland As the required financial commitment cannot be accommodated in a single annual allocation, the project will be financed under the 2008 budget and subsequent allocations. The 2008 allocation will cover approximately ( %) of the project.
2. Consistency with EC policy, programming framework and aid effectiveness agenda
This project is consistent with the relevant principles of EC policy at both general and national level. In general terms the project is consistent with i) the Partnership agreement ACP-EC (Cotonou agreement and its 2005 revision), notably in areas concerning the promotion of the private sector, the promotion of environmental sustainability, ii) the Paris Declaration on Aid Effectiveness of 2005, providing emphasis on leadership of partner governments and harmonization of donors’ actions, iii) the regulation No 266/2006 of European Parliament and Council establishing the Accompanying Measures for Sugar Protocol countries affected by the EU sugar reforms, and providing the implementation scheme for 2006 Accompanying measures, including the preparation of Multi-annual Adaptation Strategies and the MIP 2007-2010; iv) the Development Cooperation and Economic cooperation Instrument (DCI), approved in 2006 and providing the legal framework for the implementation of 2007/2013 accompanying measures.
The project is consistent with the measures foreseen in the EC response strategy to the EU sugar reform which focuses on 6 sectors, including support for improving the rural road infrastructure in the areas where cane is or will be grown. It is also consistent with the third specific objective of the Multi-Annual Indicative Programme (2007-2010)3, which is to “improve transport infrastructure from the production areas to the mills.” In addition, this project will be linked to the existing EDF support to the Lower Usuthu Smallholder Irrigation Project (LUSIP), funded by EDF, EIB, five other donors as well as the Government of Swaziland. The project considers most of the EC cross cutting issues. The project will have positive environmental effects due to the reduction in emissions and lower fuel consumption as a result of the reduced distances and improved road conditions. All environmental issues will be given full consideration when undertaking road and bridge construction and rehabilitation. A gender audit will be performed by the RDM Unit to provide elements for further consideration under the specific projects including this one. The impact of HIV/AIDS on the sugar cane industry will be taken into account in the social services programme, which identifies and responds to the health needs of the sugar- cane growers and their families caused by the pandemic. The improved transport infrastructure provided by this project will provide improved access to health facilities for those affected by the disease. Good governance aspects will be taken into consideration by ensuring transparency in procurement practices, and issues relating to issues of good governance will be dealt with in specific programmes under the 10th EDF.
3 For an overview of all the objectives and measures in the MIP see the MIP Executive Summary in Annex 2.
Identification Mission for an Infrastructure Improvement Programme in the Sugar Sector in Swaziland 129 The project approach is the only Aid Delivery Method applicable since Swaziland currently does not qualify for EC Budget Support. The project will be centrally managed by the EC Delegation and coordinated by the RDM Unit. The project approach will improve aid effectiveness and will assist the Government move towards compliance with the requirements for EC budget support.
3. Consistency with Partner Government(s) policies and strategies
Swaziland’s national policy agenda for sustainable social and economic development is set out in the long-term National Development Strategy (NDS), which covers the period 1997- 2022. The NDS guides the preparation of three-year rolling National Development Plans. Poverty reduction is one of the central challenges confronting Swaziland today and in the future. Government has embarked on a national drive to revive the economy and reduce poverty. To this end it produced a Poverty Reduction Strategy and Action Programme (PRSAP) in 2006 which spells out the overall objective of halving the 1995 poverty rate by 2015, and ultimately eradicating it by 2022. One specific goal of the PRSAP is to provide and maintain rural infrastructure in order to facilitate growth and enhance economic activity in rural areas.
The NAS to the EU sugar sector reform aims to minimize the adverse effects of the EU sugar reforms on the Swazi sugar industry and its economy. The NAS identified that the major cost to the sugar industry, particularly the small cane growers, is accounted for by the transportation costs. Improving maintenance of existing roads, and expanding the road network, to service additional agricultural areas, will greatly contribute to the reduction of the hauling cost of cane and sugar. The construction of bridges to shorten the distance between farms and mills will further reduce transportation costs. Any project aimed at reducing transport costs will improve the viability of sugar production, and promote economic growth and poverty reduction and will be fully consistent with the NDS and PRSAP initiatives.
The project is also consistent with Swaziland’s National Transport Policy which aims to continuously improve the road network and the Roads Department’s Feeder Road Rehabilitation and Maintenance Programme, which aims to regularly maintain the feeder road network, so as to improve access to rural areas.
The project also complements the road projects identified in the Hhohho Region and the Lubombo Region Physical Development Plans, and Swaziland’s international transport initiatives with RSA and Mozambique.
4. Problem analysis
As shown in the simplified problem tree in Annex 3, a major cost to the sugar sector, particularly the sugar cane growers, is accounted for by the transportation costs. The high cost of transport affects the sustainability of sugar cane enterprises, which will impact on rural poverty and have negative medium term effects on the balance of payments as a consequence of reduced exports and a consequent drop in GDP.
130 Identification Mission for an Infrastructure Improvement Programme in the Sugar Sector in Swaziland The projected lower sucrose price means that the sugar industry will need to be more efficient in managing their enterprises. Sugar cane farmers will need to reduce all their operational expenditures, including the transportation of the cane from the field to the mill. Transportation constitutes a significant part of their total operating costs, and directly depends on the distance from the fields to factory and the quality of the roads. Any reduction in the cost of transport will have a major effect on the well being of these farmers and on Government’s objective of alleviating poverty.
5. Stakeholders analysis
5.1 Stakeholders The main stakeholders in the proposed project include: • various Government Ministries, namely the Roads Department in the Ministry of Public Works and Transport, the Ministry of Agriculture and Cooperatives (MOAC), the Ministry of Economic Planning and Development (MEPD), who is responsible for coordinating the implementation of the NAS through the RDM Unit; • the Swaziland Water and Agricultural Development Enterprise (SWADE), a parastatal organization which is affiliated to the Ministry of Natural Resources and Energy (MNRE), currently implementing the KDDP and the LUSIP, where the majority of new smallholder sugar cane growers are concentrated; • the Swaziland Sugar Association and the Swaziland Cane Growers Association which represent the interests of all sugar cane growers and the industry, and provide technical assistance and marketing facilities to their members; • the Millers Association representing the interests of the miller-cum-planters, who wish to secure a long-term increase in cane supply. The infrastructure projects identified for construction, rehabilitation or upgrading belong to either the Swaziland Government or the millers or to both. If a road or section of a road or bridge currently owned by the millers is constructed or rehabilitated under the project, it will be subsequently handed over to government who will be responsible for future maintenance.
5.2 Target Group The target group is represented by existing and future sugar cane farmers (both estate and small title deed growers, as well as smallholders farming on customary tenured land), in areas adjacent to the roads and bridges identified for construction, rehabilitation and upgrading. Currently smallholder farmers cultivate about 30% of the total area grown to sugar in Swaziland, and this percentage will increase significantly once the Komati and LUSIP projects are fully operational.
5.3 Beneficiaries The project identification mission final report estimated that if all the identified infrastructure projects were constructed a total of 2,600 smallholder farmers cultivating …….ha (to be confirmed in the identification Mission Final Report), mainly but not exclusively in the Komati and LUSIP project development areas, would benefit directly from lower cane haulage costs as a result of the provision of the improved transport
Identification Mission for an Infrastructure Improvement Programme in the Sugar Sector in Swaziland 131 infrastructure. A total of 10,000 ha of land (also to be confirmed in the identification Mission Final Report) under the jurisdiction of the sugar millers will also benefit from a reduction in transport costs as a result of infrastructure projects identified in the report. (A final list of the projects to be financed with all beneficiaries precisely quantified, will be prepared by the working group/NAS Steering Committee prior to the finalisation of the PIF). In addition, other users of the roads and bridges will benefit from a reduction in transport costs and increased levels of road safety and comfort. The improved transport infrastructure will also improve the mobility of the rural poor and their access to basic social services (health and education), economic opportunities and remunerative employment. A map showing the location of the identified infrastructure improvement projects is shown in Annex 4.
6. Strategy analysis, lessons learned and link with complementary actions
A major cost to the sugar industry, particularly the sugar cane growers, is accounted for by the transportation costs, which form a high proportion of total variable costs. A programme to reduce transport costs for the haulage of cane to the mills is needed to reduce this cost. One approach is to improve the rural road infrastructure in the areas where cane is grown, and the roads between the farms and the mills. Also the distance travelled can be reduced by constructing bridges that will shorten the distance between farms and mills.
The above strategy has been developed from the analysis and recommendations contained in the identification mission final report, and the findings of a recently conducted study into the development of an optimal transport system for the Swaziland Sugar Industry,4 which concluded that road is the most cost effective method of transporting both sugar cane and sugar. The identification mission estimated that the proposed projects would result in a 20% reduction in transportation costs, which equates to savings in variable costs for sugar cane growers of approximately 500 emalangeni per hectare.
Lessons have also been learned in the KDDP which has been under development since 1999 and now has almost 3,000 Ha under irrigation. KDDP experiences show that smallholders have high operating costs, particularly for transporting their cane to the mills.
Complementary road projects currently being financed or recently completed by Government include the Siteki to Big Bend Road; the Big Bend to Lavumisa Road, the Mahlibe to Tshaneni Road and the Mananga Gate Bridge.
7. Proposed project description
The overall objective of this project is to support Swaziland to adapt to the EU sugar sector reforms, whilst the specific objective is to reduce the cost of transporting
4 Development of an efficient and cost effective Transport and Warehousing System for the Swaziland Sugar Industry, CSIR in conjunction with Crickmay and Associates, September 2007.
132 Identification Mission for an Infrastructure Improvement Programme in the Sugar Sector in Swaziland sugarcane. The specific objective is fully consistent with the NAS in response to the EU sugar reforms, which recognizes that the sugar industry will continue to play an important role in the Swazi economy and that efforts should be directed to enhancing the productivity, efficiency and competitiveness of the industry. The specific objective is also consistent with the third specific objective of the Multi-Annual Indicative Programme (2007-2010), namely to “improve transport infrastructures from the production areas to the mills.” The project will also improve the mobility of the rural poor, increase access to basic social services, economic opportunities and remunerative employment, and promote agricultural and economic diversification. The expected results and the related main activities to be implemented have been identified as follows:
EXPECTED RESULTS PROPOSED MAIN ACTIVITIES R1 – Distance travelled from field to R1.A1 – Construction of one new bridge mill is reduced
R2 – Existing bridges improved R2. A1 – Reconstruction of 4 existing bridges
R3 – Existing road network improved R3. A1 –Rehabilitation and upgrading of 193 km of roads
The RDM Unit will co-ordinate and monitor the implementation of the project activities. The construction and rehabilitation of the infrastructure is expected to be undertaken over a period of three years.
8. Resource and cost implications
The total resource requirements for the improvement of the all the transport infrastructure in the identification mission final report is 47.376 million Euros. (A final list of the projects to be financed together with the total cost will be prepared by the working group/NAS Steering Committee prior to the finalisation of the PIF). The projects identified will be prioritised and the final list of projects to be financed will be prepared by the feasibility study and detailed design. A total of 10.895 million Euros will be made available under the 2008 budget allocation, and a further 11.0 million Euro will be made available in 2010. A provisional budget breakdown of the projects detailed in the identification mission final report is given in the following table, and a detailed budget breakdown is shown in Annex 5.
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Description 2008 Amount 2010 Amount Total Amount Euros Euros Euros Construction of new bridges 2,668,000 Reconstruction of 4 existing 8,743,500 bridges Rehabilitation and upgrading of 30,019,000 193 km of roads Detailed design & supervision 5,385,965 Audit 20,000 Evaluation 50,000 Visibility 20,000 Subtotal 46,906,465 Contingencies (10%) 4,690,647 Total 47,376,112
9. Implementation issues
As Swaziland’s capacity to manage EC budget funds is still under review, the proposed project will be centrally managed by the EC Delegation, in close co-ordination with all other stakeholders, especially the MEPD, through the RDM Unit.
The project will be coordinated on a day to day basis by the engineering expert in the Technical Assistance team recruited for the RDM Unit, who will be responsible for the overall execution of the project, and will assume the role of the infrastructure project supervisor. The design and supervision will be contracted to a consultancy firm who will be answerable to the engineering expert in the RDM unit. The design and supervision engineers will be responsible for the detailed design and for assisting with the preparation of the tender documentation for the construction work. They will be responsible for the supervision of all the works contracts awarded under this project. The contracting authority will be the European Commission, for and on behalf of the government of the Kingdom of Swaziland. Once the rehabilitation has been completed the infrastructure will become the property of the Government and the Department of Roads in the Ministry of Public Works and Transport will assume responsibility for its maintenance.
Regular monitoring of project implementation will be carried out by RDM unit on behalf of the NAS Steering Committee, identifying constraints, and resolving difficulties affecting its successful overall outcome. The foundation for the project monitoring and the evaluation systems will be the Logical Framework (Annex 6), and the set of key performance indicators outlined in it, against which the project performances will be assessed.
134 Identification Mission for an Infrastructure Improvement Programme in the Sugar Sector in Swaziland 10. Assumptions and risks
The project is based on the assumption that savings in transportation costs will be passed onto farmers by the transporters. Cane growers and buying groups will monitor this situation. The project is also based on the assumption that the financial viability of the Swaziland sugar industry will remain sustainable and that Government enforces sufficient fiscal prudence to ensure a sound macro-economic environment. It is also assumed that Government will continue to provide adequate funds in the annual budget for maintenance of roads and bridges. A main risk to the project is that of rising oil prices which might offset the savings in transport costs. The risk of any road and bridge failures will be avoided by ensuring high quality project management. The risk of damage to infrastructure caused by overloaded vehicles will be minimised through careful regulation and close Government monitoring. The capacity of the EC Delegation to process the project’s administrative and financial documentation will be strengthened by establishing the RDM Unit.
11. Sustainability
The road sub-sector policy and strategy outlined in the National Transport Strategy (NTS )is focused on the restructuring the Ministry of Public Works and Transport (MOPWT) by separating its policy and regulatory functions from the executive function of planning, construction, maintenance, and management of the road network. This will improve their efficiency and help ensure the sustainability of the project.
The Roads Department has developed a Road Management System (RMS) and the management of the regular maintenance of all roads is now carried out using the RMS. The road maintenance is being carried out by Roads Department either through direct labour or through contract maintenance.
The approval by Parliament of draft legislation to establish a Road Authority and to introduce tolls for heavily used roads will increase the funding available for the maintenance of roads and bridges and will help ensure the sustainability of the project.
Also important for the sustainability of this project is for the government to continue with implementation of the Road Sector Reform Programme, which aims to secure continuous financing for road maintenance, ensure a clear definition of the ownership of roads, and to develop the local capacity for road maintenance.
12. Next steps, work-plan and time schedule for the formulation phase
The selection of consultants to undertake the feasibility study and detailed design will be undertaken between January and March 2009, and the feasibility and detailed project design work will be undertaken between April and December 2010. The draft terms of reference for the detailed feasibility study and detailed design tender are annexed to the Identification Mission Final Report.
Identification Mission for an Infrastructure Improvement Programme in the Sugar Sector in Swaziland 135 The 2010 AAP, which will be prepared in 2009, will make any modifications to project activities that might be required due to the passage of time.
The indicative time schedule for formulation is shown below:
Global financial commitment 2008 2009 2010 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Financing agreement signed Design Contract awarded Detailed design Works contracts awarded
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LIST OF ANNEXES
ANNEX 1: Membership of NAS Steering Committee
ANNEX 2: Executive Summary of the Multi Annual Indicative Programme for Swaziland under the AMS 2007-2010
ANNEX 3: Problem Tree
ANNEX 4: Location of Identified Projects
ANNEX 5: Detailed Cost Breakdown by Main project Activity
ANNEX 6: Logical Framework
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Annex 1
MEMBERSHIP OF NAS STEERING COMMITTEE
Name of Organization Kind of organization Ministry of Economic Planning and Government / Chair Development Ministry of Foreign Affairs and Trade Government Ministry of Agriculture and Government Cooperatives Ministry of Finance Government Ministry of Enterprise and Employment Government Ministry of Natural Resources and Government Energy SWADE Semi-public Swaziland Sugar Association Private Swaziland Cane Growers Association Private Swaziland Millers Association Private (newly appointed member) CANGO Civil Society SAPWU Labour / Civil Society FSE & CC Civil Society / Private ASBC Civil Society / Private By Invitation EU Delegation Donor Consultants Donor/Consultancy
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Annex 2
EXECUTIVE SUMMARY of the MULTI-ANNUAL INDICATIVE PROGRAMME (MIP) FOR SWAZILAND UNDER THE AMSP (2007-2010)
The EC Multi- Annual Adaptation Strategy 2006-2013 for Swaziland, elaborated in 2006 on the basis of the Swaziland National Adaptation Strategy (NAS), covers areas like institutional support, restructuring the provision of social services in the sugar belt, improvement of productivity and efficiency of smallholder sugar cane growers, infrastructure improvement, economic diversification, mainstreaming of cross cutting issues. Whilst the 2006 measures are concentrating only on the institutional requirements for implementing the NAS, through the establishment of a Restructuring and Diversification Management Unit (RDMU), the MIP 2007-2010, financed under the Development Cooperation Instrument5, covers almost all the areas, which will be funded by different Annual Action Programmes (AAPs). The total allocation will be of € 69.895 million; the phasing of the measures has been indicatively established combining NAS priorities and budget availabilities; nevertheless, it may change following the feasibility studies that will be performed at a further stage. The measures to be implemented, their indicative cost and the indicative AAPs that will fund them, are the following: i) Support for small holders sugar cane growers in irrigation equipment, land preparation and business management (€ 25 millions; AAP 2007 and 2009); ii) Restructuring the institutional set- up for social services delivery and facilitate the provision of social service in the transition phase (€ 11million; AAP 2009 and 2010); iii) Improvement of transport infrastructure relevant to the sugar industry (€ 21.895 million; AAP 2008 and 2010), iv) Launching trials and pilot projects to test alternative agricultural activities and their viability (€ 5 million; AAP 2010); v) Support for the establishment of Economic Activities for retrenched workers and / or sugar cane out-growers (€ 6 million; AAP 2010); vi) Ensuring the Coordination of the Accompany Measures after the end of the implementation phase of the RDMU (€ 1 million; AAP 2010).
5 Legal basis: Regulation (EC) No 1905/ 2006 of the European Parliament and of the Council of 18 December 2006 establishing a financing instrument for development cooperation
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Annex 3
Sugar Sector Problem Tree
GDP
decreases Sugar export Sugar cane Exports Revenues Cultivation decrease decrease reduced Industry
retrenchments Sugar Industry unsustainable Poverty Increase
Small growers High Decreased production profitability costs
Increasing cost of transportation
Policy: Improve viability
of Sugar Sector Sugar cane production: economically marginal
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Annex 4
LOCATION OF IDENTIFIED PROJECTS
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142 Identification Mission for an Infrastructure Improvement Programme in the Sugar Sector in Swaziland Swaziland – Project identification Fiche. Accompanying Measures for Sugar – Infrastructure Improvement Programme in the Sugar Sector
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ANNEX 5 Detailed Cost Breakdown by Main Project Activity EURO
Activity Unit Total 1 Construction one new bridge 1.1 Construction of Dvokolwako bridge No 2,668.000 2 Reconstruction of 4 existing bridges 1.2 Construction of Siphofaneni bridge No 4,900,000 1.3 Construction of Mndobandoba bridge No 1,440,000 1.4 Reconstruction of Mhlathuzana bridge No 715,000 1.5 Reconstruction of Maphobeni bridge No 1,688,500 Sub-total 8,743,500 3 Rehabilitation of roads 2.1 Rehabilitation of Siphofaneni – Sidvokodvo road Km 10,228,000 2.2 Rehabilitation of Ngomane and Simunye Mill road Km 7,600,000 2.3 Rehabilitation of Mananga bridge to Ebuhleni road Km 6,400,000 2.4 Rehabilitation of Matata loop road Km 2,750,000 2.5 Rehabilitation of Mafucula Farm area road Km 470,000 2.6 Rehabilitation of Poortzicht to Big Bend road Km 270,000 2.7 Rehabilitation of St. Philips - Mndobandoba bridge road Km 2,301,000 Sub-total 30,019,000 Total Construction 38,765,168 3 Detailed design and supervision 5,385,965 4 Audit Sum 20,000 5 Evaluation Sum 50,000 6 Visibility Sum 20,000 7 Contingency Sum 4,690,647 TOTAL 47,376,112
Note: Shows all the projects in the Identification Mission Final Report at an Exchange Rate of 1 Euro = 10.0 SZL
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LOGICAL FRAMEWORK ANNEX 6 Objectively verifiable Sources and means Intervention logic indicators of verification Assumptions Overall To support the effective implementation of Rate of growth of the sugar sector World sugar market objective the Swazi National Adaptation Strategy in Swaziland; statistics (NAS) in Response to the EU Sugar Sector Change in Swaziland's Reforms. regional/global market share for sugar; Quantities and value of sugar processed in Swaziland. Specific SO1 - to reduce the cost of transporting 20% reduction in haulage costs Farmers' association’s Suitable locations for objective sugar cane from field to mill; by 2012; records. bridges / new roads are identified; financial viability of the Swaziland sugar industry will remain sustainable; Oil and fuel prices remain constant Expected R1- Distance travelled from field to mills Average distance travelled in the Road maps; Savings in results reduced; Manzana region will be reduced Trucks log books; transportation costs by 24kms. Farmers' associations will be passed onto records. smallholder farmers by the transporters.
R2- Existing bridges improved; 4 bridges reconstructed; Tender Financial viability of Documentation, smallholder sugar Supervising engineers cane will remain completion report; Engineering experts sustainable. technical and financial reports; Site visits;
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193 km of roads upgraded and R3- Existing road network improved rehabilitated;
Activities: means costs (Euro) R1 A1: Construction of Dvokolwako Works contract bridge 2,668,000 R2 A1: Reconstruction of Siphofaneni Works contract
bridge 4,900,000 R2 A2: Reconstruction of Mndobandoba Works contract
bridge 1,440,000 R2 A3: Reconstruction of Mhlathuzana Works contract
bridge 715,000 R2 A4: Reconstruction of Maphobeni Works contract
bridge 1,688,500 R3 A1: Rehabilitation of Siphofaneni – Works contract
Sidvokodvo road 10,228,000 R3 A2: Rehabilitation of Ngomane and Works contract
Simunye Mill road 7,600,000 R3 A3: Rehabilitation of Mananga bridge Works contract
to Ebuhleni road 6,400,000 R3 A4: Rehabilitation of Matata loop road Works contract
2,750,000 R3 A4: Rehabilitation of Mafucula Farm Works contract
area road 470,000 R3 A5: Rehabilitation of Poortzicht to Big Works contract
Bend road 270,000 R2 A6: Rehabilitation of St. Philips - Works contract
Mndobandoba bridge road 2,301,000
Total 38,765,168 Design and supervision Service contract 5,385,965
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Audit Service contract 20,000
Evaluation Service contract 50,000
Visibility Supplies 20,000
Contingency 4,690,647
Total 47,376,112
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Annex 12: Action Fiche
ANNEX III
ACTION FICHE FOR SWAZILAND ANNUAL ACTION PROGRAMME 2008 ACCOMPANYING MEASURES FOR SUGAR 1. Identification
Title Swaziland Annual Action Programme 2008. Accompanying Measures for Sugar 2008 / ……….. Total cost 10,895,000 Euro as EC contribution , with no other contribution from the beneficiary country or from other donors Aid method / Project approach – centralised (direct) Management mode DAC-code 31162 Sector
2. Rationale
2.1 Sector context
The sugar industry is of critical importance to Swaziland’s development, and plays a multifaceted role in the economy. It contributes about 18% to GDP. Through the country’s three sugar mills the industry produces in excess of 650,000 tonnes of sucrose; of this 120,000 tonnes are exported to the EU under the ACP Protocol, and about 30,000 tonnes under the SPS. The industry is poised for some major expansions in the short to medium term with new entrants expected to come through the Komati Downstream Development Project (KDDP) and the Lower Usuthu Smallholder Irrigation Project (LUSIP), as about 16,000 hectares of land will be cultivated to sugarcane, producing an extra 200,000 tonnes of sugar. Mechanisms to adapt to the EU sugar price reforms are presented in the National Adaptation Strategy (NAS) which was elaborated in 2006. The NAS has identified measures aiming to: a) assistance to restructure the industry, whilst ensuring continuous productivity and efficiency improvement; b) support smallholder cane growers to become viable; c) expand access to preferential markets (and where necessary seek the preservation of present access); d) militate against the risk of deteriorating living standards for the populace, given the reliance of the economy on the sugar industry. The NAS identified that the major cost to the sugar industry, particularly the small cane growers, is accounted for by the transportation costs. Improving maintenance of
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existing roads, and expanding the road network, to service additional agricultural areas, will greatly contribute to the reduction of the hauling cost of cane and sugar. The construction of bridges to shorten the distance between farms and mills will further reduce transportation costs.
150 Identification Mission for an Infrastructure Improvement Programme in the Sugar Sector in Swaziland
2.2 Lessons learnt EC Specific experience in the sugar sector is limited to the support to the NAS preparation, and to the implementation of the Accompanying Measures for 2006, and management of the Lower Usuthu Smallholder Irrigation Project (LUSIP). The project identification mission was undertaken by a consortium of consultants during June – August 2007. The mission met the various stakeholders to ascertain their view about the improvement required to the rural transport infrastructure, and produced a prioritised list of infrastructure projects together with preliminary designs, specifications and costs.
The identification mission estimated that the proposed projects would result in a 20% reduction in transportation costs of cane, which equates to savings in variable costs of approximately 500 emalangeni per hectare.
2.3 Complementary actions
The project will be linked to the other actions to be financed by the 2007/2010 MIP, namely institutional support, restructuring the provision of social services in the sugar belt, improvement of productivity and efficiency of smallholder sugar cane growers, economic diversification and mainstreaming of cross cutting issues. The project will also be linked to existing 8th EDF support to Lower Usuthu Smallholder Irrigation Project (LUSIP), which will benefit a large number of smallholder cane growers who will cultivate a total of 11,500 hectares of land, and who will transport their cane to the Ubombo Ranches Mill in Big Bend. The Komati Downstream Development Project (KDDP), currently has a little over 3,000 ha under irrigated smallholder sugar cane, is financed by the African Development Bank. The sugar cane is currently transported to the RSSC Mill at Mhlume for processing. Complementary road projects currently being financed or recently completed by Government include the Siteki to Big Bend Road; the Big Bend to Lavumisa Road, the Mahlibe to Tshaneni Road and the Mananga Gate Bridge. Other complementary actions funded by the EC include programmes to cope with the HIV/AIDS pandemic6. 2.4 Donor coordination
The EC is the only donor funding currently financing the NAS, although Government will attract other donors. All activities financed under the NAS will be coordinated by the NAS Steering Committee, chaired by the Ministry of Economic Planning ad Development, through the Restructuring and Diversification Management Unit (RDMU). All donors that participate in the financing the NAS will have observer status in the NAS Steering Committee. The Steering Committee will review the operations of the NAS implementation and will act as a forum for policy dialogue.
6 “HIV/AIDS Prevention and Care Programme”, 2,000,000 Euro, and “Community-based response to HIV/AIDS in rural areas of Lubombo Region”, 2,153,850 Euro.
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3. Description
3.1 Objectives
The overall objective of this project is to support Swaziland to adapt to the EU sugar sector reforms, whilst the specific objective is to reduce the cost of transporting sugarcane. The specific objective is fully consistent with the NAS in response to the EU sugar reforms, which recognizes that the sugar industry will continue to play an important role in the Swazi economy and that efforts should be directed to enhancing the productivity, efficiency and competitiveness of the industry. The specific objective is also consistent with the third specific objective of the Multi-Annual Indicative Programme (2007-2010), namely to “improve transport infrastructures from the production areas to the mills.”
3.2 Expected results and main activities
The strategy is to reduce the variable operating costs in order to improve the viability of growing sugar cane. The expected results and related activities are:
R1 –Distance travelled from field to mill is reduced R1.A1 – Construction of one new bridge. R2 –Existing bridges improved R2. A1 – Reconstruction of 4 existing bridges R3 – Existing Road network improved R3. A1 – Rehabilitation and upgrading of 193 km of roads,
The infrastructure projects in the identification mission’s final report are: Construction of one new bridge. • Construction of Dvokolwako bridge Reconstruction of 4 existing bridges • Reconstruction of Siphofaneni bridge • Reconstruction of Mndobandoba bridge • Reconstruction of Mhlathuzana bridge • Reconstruction of Maphobeni bridge Rehabilitation and upgrading of 193 km of roads • Rehabilitation of Siphofaneni – Sidvokodvo road • Rehabilitation of Ngomane and Simunye Mill road • Rehabilitation of Mananga bridge to Ebuhleni road • Rehabilitation of Matata loop road • Rehabilitation of Mafucula Farm area road • Rehabilitation of Poortzicht to Big Bend road • Rehabilitation of St. Philips - Mndobandoba bridge road (The final list of the projects to be financed will be prepared by the working group/NAS Steering Committee prior to the finalisation of the PIF. The above listed activities will have to be amended accordingly).
3.3 Stakeholders
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The main stakeholders in the proposed project include: • various Government Ministries, namely the Roads Department in the Ministry of Public Works and Transport, the Ministry of Agriculture and Cooperatives (MOAC), the Ministry of Economic Planning and Development (MEPD), who is responsible for coordinating the implementation of the NAS through the RDM Unit; • the Swaziland Water and Agricultural Development Enterprise (SWADE), a parastatal organization which is affiliated to the Ministry of Natural Resources and Energy (MNRE), currently implementing the KDDP and the LUSIP, where the majority of new smallholder sugar cane growers are concentrated; • the Swaziland Sugar Association and the Swaziland Cane Growers Association which represent the interests of all sugar cane growers and the industry, and provide technical assistance and marketing facilities to their members; • the Millers Association representing the interests of the miller-cum-planters, who wish to secure a long-term increase in cane supply.
The infrastructure projects identified for construction, rehabilitation or upgrading belong to either the Swaziland Government or the millers or to both. If a road or section of a road or bridge currently owned by the millers is constructed or rehabilitated under the project, it will be subsequently handed over to government who will be responsible for future maintenance. The target beneficiaries is represented by existing and future sugar cane farmers (both estate and small title deed growers, as well as smallholders farming on customary tenured land), in areas adjacent to the roads and bridges identified for construction, rehabilitation and upgrading The project will also improve the mobility of the rural poor, increase access to basic social services, economic opportunities and remunerative employment, and promote agricultural and economic diversification.
3.4 Risks and assumptions
A main risk to the project is that of rising oil prices which might offset the savings in transport costs. The risk of any road and bridge failures will be avoided by ensuring high quality project management. The risk of damage to infrastructure caused by overloaded vehicles will be minimised through careful regulation and close Government monitoring, and the risk of vehicles travelling at excessive speeds on improved road surfaces will be contained by an increase in the visibility of traffic police.. The project is based on the assumption that savings in transportation costs will be passed onto farmers by the transporters. Cane growers and buying groups will monitor this situation. The project is also based on the assumption that the financial viability of the Swaziland sugar industry will remain sustainable and that Government enforces sufficient fiscal prudence to ensure a sound macro-economic environment. It is also assumed that Government will continue to provide adequate funds in the annual budget for maintenance of roads and bridges.
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3.5 Crosscutting Issues
The project considers most of the EC cross cutting issues. The project will have positive environmental effects due to the reduction in emissions and lower fuel consumption as a result of the reduced distances and improved road conditions. All environmental issues will be given full consideration when undertaking road and bridge construction and rehabilitation. A gender audit will be performed by the RDM Unit to provide elements for further consideration under the specific projects including this one. The impact of HIV/AIDS on the sugar cane industry will be taken into account in the social services programme, which identifies and responds to the health needs of the sugar- cane growers and their families caused by the pandemic. The improved transport infrastructure provided by this project will provide improved access to health facilities for those affected by the disease. Good governance aspects will be taken into consideration by ensuring transparency in procurement practices, and issues relating to issues of good governance will be dealt with in specific programmes under the 10th EDF.
4. Implementation issues
4.1 Implementation method
Option 1, Centralised management7
4.2 Procurement and grant award procedures
All contracts implementing the action must be awarded and implemented in accordance with the procedures and standard documents laid down and published by the Commission for the implementation of external operations, in force at the time of the launch of the procedure in question.
7 Swaziland’s capacity to manage sugar funds is under review, thus the proposed project will be centrally managed by the EC Delegation, pending the results of this review
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4.3. Budget and calendar
The breakdown of the 2008 allocation is given below.
Description 2008 Amount, Euros Contract type Construction of one new bridge 2,668,000 Work Reconstruction of 4 existing bridges 8,743,500 Work Rehabilitation and upgrading of 193 km of roads 30,019,000 Work Detailed design & supervision 5,385,965 Services Audit 20,000 Services Evaluation 50,000 Services Visibility 20,000 Supply / Services Subtotal 46,906,465 Contingencies +-…% 4,690,647 Total 47,376,112
The project duration will be 60 months; the signature of the Financing Agreement will be in the fourth quarter of 2008, and the award of the works contract will be in the fist quarter of 2010.
4.4. Performance monitoring
Regular monitoring of project implementation will be carried out by RDM unit on behalf of the NAS Steering Committee, identifying constraints, and resolving difficulties affecting its successful overall outcome. The foundation for the project monitoring and the evaluation systems will be the Logical Framework (Annex 6), and the set of key performance indicators outlined in it, against which the project performances will be assessed. Every year a work plan will make provision for a monitoring system, including specifications for indicators for each given year. In addition, indicators of execution of activities can be defined as follows:
ACTIVITIES INDICATORS SOURCES OF VERIFICATION R1 A1 Construction and No. of new bridges constructed Tender Documentation reconstruction of bridges No. of bridges reconstructed Supervising engineers completion report Engineering experts technical and financial reports Site visits R1 A2 Rehabilitation and Km of roads rehabilitated and Tender Documentation upgrading of roads upgraded Supervising engineers completion report Engineering experts technical and financial reports Site visits
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4.5 Evaluation and audit
The present project is part of the EC Adaptation strategy which will be evaluated in a mid term review scheduled for 2010. In addition, an external project specific final evaluation will be undertaken at the end of the period of implementation. Provision is also made for an external financial audit of the programme.
4.6. Communication and visibility
The project’s visibility will conform to the EU Visibility Guidelines for External Actions of September 2005. In particular, it will be ensured through adequate press and media coverage as well as by the placing of permanent commemorative plaques at all sites.
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Annex 13: Technical and Administrative Provisions for Implementation
Annex II TO FINANCING AGREEMENT Nr. xxxx
TECHNICAL AND ADMINISTRATIVE PROVISIONS FOR IMPLEMENTATION
Beneficiary Country / Swaziland Region Requesting Authority Budget Heading Budget Line 21.06.03 SUGAR Title Swaziland Annual Action Programme 2007. Accompanying Measures for Sugar 2008 / ……….. Total Cost ………..Euro as EC contribution , with no other contribution from the beneficiary country or from other donors Aid Method / Management Project approach – centralised (direct) Mode DAC-code 31162 Sector
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1. RATIONALE
1.1 Economic and social situation
Swaziland’s economic performance remains weak. Poverty has escalated in the face of high and rising unemployment, food shortages, and the world’s highest HIV/AIDS infection rate. In 2006, Growth slowed to around 1.8 %, down from 2.7 % in 2004; inflation is rising; and the current account surplus is narrowing. Growth was constrained by the substantial real appreciation of the lilangeni during 2002-04, erosion of trade preferences, and recurrent droughts. Over that same period, rising government expenditures, especially on the wage bill, undermined fiscal sustainability and reduced foreign reserves to critically low levels.
The achievement of the MDGs is central to Government’s poverty reduction programme. The Ministry of Economic Planning and Development (MEPD) elaborated in October 2004 a Poverty Reduction Strategy and Action Plan, which aims at improving good governance, economic growth social and human development with the overall objective of halving the poverty rate by 50% from its 1995 level by 2015.
However, despites the encouraging policy pronouncements, and the fact that a policy framework is indeed in place in all focal sectors, the accompanying measures to implement the policies are not evident, and the distribution of national resources does not reflect the dramatic social challenges faced by the country. The Human Development Index (HDI) was lower in 2004 than it was in 1975 and progress towards the achievement of the MDGs has been only partial and projections are not promising. Based on available statistics and on the latest MDGs progress assessment, (Annex …) Swaziland will not meet the MDGs. HIV/AIDS, wide-spread poverty, low economic growth; low rates of Government revenue and high unemployment rate are the main causes behind the discouraging assessment of MDGs. 1.2 Sector context
The sugar industry is of critical importance to Swaziland’s development, and plays a multifaceted role in the economy. It contributes about 18% to GDP. Through the country’s three sugar mills the industry produces in excess of 650,000 tonnes of sucrose; of this 120,000 tonnes are exported to the EU under the ACP Protocol, and about 30,000 tonnes under the SPS. The industry is poised for some major expansions in the short to medium term with new entrants expected to come through the Komati Downstream Development Project (KDDP) and the Lower Usuthu Smallholder Irrigation Project (LUSIP), as about 16,000 hectares of land will be cultivated to sugarcane, producing an extra 200,000 tonnes of sugar.
Mechanisms to adapt to the EU sugar price reforms are presented in the National Adaptation Strategy (NAS) which was elaborated in 2006. The NAS has identified measures aiming to: a) assistance to restructure the industry, whilst ensuring continuous productivity and efficiency improvement; b) support smallholder cane growers to become viable; c) expand access to preferential markets (and where necessary seek the preservation of present access); d) militate against the risk of deteriorating living standards for the populace, given the reliance of the economy on the sugar industry.
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Smallholder farmers will be amongst the most affected by the EU sugar reform, given the narrow benefits they received before the reform as a consequence of a combination of decreased incomes arising from the lower sugar prices, high development and high annual production costs resulting from high inflation rates, poor procurement practices, increasing operational costs including high interests charges on debts, the increasing costs of electricity and cane hauling, as well as poor management practices employed by smallholders
1.3 Lessons learnt and complementarity
EC Specific experience in the sugar sector includes the support to the NAS preparation, the implementation of the Accompanying Measures for 2006, and management of the Lower Usuthu Smallholder Irrigation Project (LUSIP).
A financial analysis of two irrigated smallholder sugar cane systems carried out under the 2006 AMSPC revealed that a well managed smallholder sugarcane irrigated farm has an Internal Rate of Return (IRR) between 13% and 26%.
The project identification mission was undertaken by a consortium of consultants during June – August 2007. The mission met the various stakeholders to ascertain their view about the improvement required to the rural transport infrastructure, and produced a prioritised list of infrastructure projects together with preliminary designs, specifications and costs. The identification mission estimated that the proposed projects would result in a 20% reduction in transportation costs of cane, which equates to savings in variable costs of approximately 500 emalangeni per hectare.
Lessons have been learned in the KDDP which has been under development since 1999 and now has almost 3,000 ha under irrigation. KDDP experiences show that smallholders have high operating costs, particularly for transporting their cane to the mills.
The project will be linked to the other actions to be financed by the 2007/2010 MIP, namely institutional support, restructuring the provision of social services in the sugar belt, improvement of productivity and efficiency of smallholder sugar cane growers, economic diversification and mainstreaming of cross cutting issues. The project will also be linked to existing 8th EDF support to Lower Usuthu Smallholder Irrigation Project (LUSIP), which will benefit a large number of smallholder cane growers who will cultivate a total of 11,500 hectares of land, and who will transport their cane to the Ubombo Ranches Mill in Big Bend. The Komati Downstream Development Project (KDDP), currently has a little over 3,000 ha under irrigated smallholder sugar cane, is financed by the African Development Bank. The sugar cane is currently transported to the RSSC Mill at Mhlume for processing. Complementary road projects currently being financed or recently completed by Government include the Siteki to Big Bend Road; the Big Bend to Lavumisa Road, the Mahlibe to Tshaneni Road and the Mananga Gate Bridge.
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1.4 Donor coordination
The EC is the only donor funding currently financing the NAS, although Government will attract other donors. All activities financed under the NAS will be coordinated by the NAS Steering Committee, chaired by the Ministry of Economic Planning ad Development, through the Restructuring and Diversification Management Unit (RDMU). All donors that participate in the financing the NAS will have observer status in the NAS Steering Committee. The Steering Committee will review the operations of the NAS implementation and will act as a forum for policy dialogue.
The Implementing Agency for the KDDP and LUSIP is a member of the NAS Steering Committee, providing a direct link the donors funding these two projects.
2. DESCRIPTION
The NAS identified that the major cost to the sugar industry, particularly the small cane growers, is accounted for by the transportation costs. Improving maintenance of existing roads, and expanding the road network, to service additional agricultural areas, will greatly contribute to the reduction of the hauling cost of cane and sugar. The construction of bridges to shorten the distance between farms and mills will further reduce transportation costs.
For ease of reference an initial logical framework is attached. It may be updated or adapted in the Overall Work Plan, to which it will be annexed, without this necessarily requiring and amendment to the financing agreement.
2.1 Objectives
The overall objective of this project is to support Swaziland to adapt to the EU sugar sector reforms, whilst the specific objective is to reduce the cost of transporting sugarcane. The specific objective is fully consistent with the NAS in response to the EU sugar reforms, which recognizes that the sugar industry will continue to play an important role in the Swazi economy and that efforts should be directed to enhancing the productivity, efficiency and competitiveness of the industry. The specific objective is also consistent with the third specific objective of the Multi-Annual Indicative Programme (2007-2010), namely to “improve transport infrastructures from the production areas to the mills.” The project considers most of the EC cross cutting issues. The project will have positive environmental effects due to the reduction in emissions and lower fuel consumption as a result of the reduced distances and improved road conditions. All environmental issues will be given full consideration when undertaking road and bridge construction and rehabilitation. A gender audit will be performed by the RDM Unit to provide elements for further consideration under the specific projects including this one. The impact of HIV/AIDS on the sugar cane industry will be taken into account in the social services programme, which identifies and responds to the health needs of the
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sugar-cane growers and their families caused by the pandemic. The improved transport infrastructure provided by this project will provide improved access to health facilities for those affected by the disease. Good governance aspects will be taken into consideration by ensuring transparency in procurement practices, and issues relating to issues of good governance will be dealt with in specific programmes under the 10th EDF.
2.2 Expected results
The strategy is to reduce the variable operating in order to improve the viability of growing sugar cane. The expected results are:
R1- Distance travelled from field to mill is reduced R2 –Existing bridges improved R3 – Existing Road network improved
2.3 Activities and implementation timetable
Activities include:
R1. A1 – Construction of one new bridge. R2. A1 – Reconstruction of 4 existing bridges R3. A1 – Rehabilitation and upgrading of 193 km of roads,
The infrastructure projects in the identification mission’s final report are: Construction of one new bridge. • Construction of Dvokolwako bridge Reconstruction of 4 existing bridges • Reonstruction of Siphofaneni bridge • Reconstruction of Mndobandoba bridge • Reconstruction of Mhlathuzana bridge • Reconstruction of Maphobeni bridge
Rehabilitation and upgrading of 193 km of roads • Rehabilitation of Siphofaneni – Sidvokodvo road • Rehabilitation of Ngomane and Simunye Mill road • Rehabilitation of Mananga bridge to Ebuhleni road • Rehabilitation of Matata loop road • Rhabilitation of Mafucula Farm area road • Rehabiltation of Poortzicht to Big Bend road • Rehabilitation of St. Philips - Mndobandoba bridge road
(The final list of the projects to be financed will be prepared by the working group/NAS Steering Committee prior to the finalisation of the PIF. The above listed activities will have to be amended accordingly). The project’s visibility will conform to the EU Visibility Guidelines for External Actions of September 2005. In particular, it will be ensured through adequate press and media coverage as well as by the placing of permanent commemorative plaques at all sites.
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The project duration will be 50 months; the signature of the Financing Agreement will be in the fourth quarter of 2008, and the award of the works contract will be in the fist quarter of 2010.
The indicative timetable is shown below:
Global financi 08 2009 2010 2011 2012 commitment Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Financing agreement signed Design Contract awarded Detailed design
Works contracts awarded Construction
Final evaluation Final Audit
Close global commitment
3. LOCATION AND DURATION
3.1 Location
The infrastructural improvements will be mainly but not exclusively in the Komati and LUSIP project development areas, so as to enable existing and future sugar cane farmers (both estate and small title deed growers, as well as smallholders farming on customary tenured land), in areas adjacent to the roads and bridges identified for construction, rehabilitation and upgrading. A map showing the location of the projects prioritised by the identification mission is shown in Annex 4. A final list of the projects to be financed will be prepared by the working group/NAS Steering Committee prior to the finalisation of the PIF. The NAS Steering Committee will subsequently identify which projects are to be selected for the feasibility study and final design.
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3.2 Duration
The execution period of the Agreement will be 50 months. This execution period will comprise two phases: 1. An operational implementation phase, that starts from the entry into force of the financing agreement and will have a duration of 44 months. During that phase, all project activities will be carried out, including those related to the preparation and planning of the project implementation, in so far as the latter have not been carried out before the starting date of the execution period. 2. A closure phase of a duration of 6 months that starts from the expiry date of the operational implementation phase. During this phase the Beneficiary will carry out all activities necessary for the definitive closing of the project (except audit and evaluation). The contracts implementing the financing agreement shall be signed at the latest within three years of the entry into force of the financing agreement. That deadline may not be extended.
4. IMPLEMENTATION
4.1 Organisational set-up and Responsibilities
The project will be implemented by the European Commission through its delegation in Swaziland.
The NAS steering Committee, through the RDM Unit, will be responsible for monitoring the implementation of the project. The structures and institutions represented in the NAS Steering Committee, include: • various ministries of the Government of Swaziland, mainly the Ministry of Natural Resources and Energy (MNRE), which has a particular responsibility with regard to water resources, the Ministry of Agriculture and Cooperatives (MOAC), the Ministry of Economic Planning and Development (MEPD), being the office of the National Authorizing Officer (and thus coordinating the implementation of the NAS through the RDM Unit), and the Ministry of Finance as the parent ministry for the DFIs; • the Swaziland Water and Agricultural Development Enterprise (SWADE), a parastatal organization which is affiliated to the Ministry of Natural Resources and Energy (MNRE), currently implementing the KDDP and the LUSIP, where the majority of new smallholder sugar cane growers are concentrated and where they will be allocated land; • the Swaziland Sugar Association and the Swaziland Cane Growers Association which represent the interests of all sugar cane growers and the industry, and provide technical assistance and marketing facilities to their members. • the Millers Association representing the interests of the miller-cum-planters, who wish to secure a long-term increase in cane supply.
The project will be coordinated on a day to day basis by the engineering expert in the Technical Assistance team recruited for the RDM Unit, who will be responsible for the overall execution of the project, and will assume the role of the infrastructure project
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supervisor. The design and supervision will be contracted to a consultancy firm who will be answerable to the engineering expert in the RDM unit. The design and supervision engineers will be responsible for the detailed design and for assisting with the preparation of the tender documentation for the construction work. They will be responsible for the supervision of all the works contracts awarded under this project. The contracting authority will be the European Commission, for and on behalf of the government of the Kingdom of Swaziland. Once the rehabilitation has been completed the infrastructure will become the property of the Government and the Department of Roads in the Ministry of Public Works and Transport will assume responsibility for its maintenance.
4.2 Reporting
The engineering expert will produce quarterly and annual technical and financial implementation reports.
4.3 Project Budget
The total project cost is estimated at EUR 47,376,012, of which EUR ……. shall be financed from the from the budget line 21.06.03 Sugar of the European Communities. The breakdown of the budget is indicative and may be adjusted according to need.
Categories EC contribution Government Own Total contribution resources
EUR (000) EUR (000) EUR (000) EUR (000)
Activity 1: 2,668,000 . 2,668,000 Construction of one new bridge Activity 2: 8,743,500 8,743,500 Reconstruction of 4 existing bridges Activity 3: 30,019,000 30,019,000 Rehabilitation and upgrading of 193 km of roads Activity 4: 5,385,965 5,385,965 Detailed design and supervision External Evaluation 70,000 70,000 and Audit
Visibility 20,000 20,000
Contingencies 4,690,647 4,690,647 TOTAL 47,376,012 47,376,012
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4.4 Mobilisation of the Project Budget
All contracts and payments are made by the Commission on behalf of the beneficiary.
5. MONITORING AND EVALUATION
5.1 Monitoring
Regular monitoring of project implementation will be carried out by RDM unit on behalf of the NAS Steering Committee, identifying constraints, and resolving difficulties affecting its successful overall outcome. The foundation for the project monitoring and the evaluation systems will be the Logical Framework (Annex 6), and the set of key performance indicators outlined in it, against which the project performances will be assessed. Every year a work plan will make provision for a monitoring system, including specifications for indicators for each given year. In addition, indicators of execution of activities can be defined as follows:
ACTIVITIES INDICATORS SOURCES OF VERIFICATION
R1.A1 – Construction of new No. of new bridges constructed Tender Documentation bridges Supervising engineers completion report Site visits R2. A1 –Rehabilitation and Km of roads rehabilitated and Tender Documentation upgrading of roads, upgraded Supervising engineers completion report R2. A2 – Reconstruction of No. of existing bridges reconstructed Site visits existing bridges
5.2 Evaluation
Independent consultants recruited directly by the Commission on specifically established terms of reference will carry out a final evaluation at the end of the period of implementation, at the beginning of the closure phase. The Beneficiary and the Commission shall analyse the conclusions and recommendations of the mid-term evaluation and jointly decide on the follow-up action to be taken and any adjustments necessary, including, if indicated, the reorientation of the project. The reports of the other evaluation and monitoring missions will be given to the Beneficiary, in order to take into account any recommendations that may result from such missions. The Commission shall inform the Beneficiary at least one month in advance of the dates foreseen for the external missions. The Beneficiary shall collaborate efficiently and effectively with the evaluation experts, and provide them with all necessary information and documentation, as well as access to the project premises and activities.
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6. COMMUNICATION AND VISIBILITY
The project’s visibility will conform to the EU Visibility Guidelines for External Actions of September 2005. In particular, it will be ensured through adequate press and media coverage as well as by the placing of permanent commemorative plaques at all sites.
7. SPECIAL CONDITIONS
Not applicable
8. ATTACHMENTS
Attachment 1 – Logical Framework
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