RESTRICTED Report No. TO-407a Public Disclosure Authorized
This report was prepared for use within the Bank and its affiliated organizations. They do not accept responsibility for its accuracy or completeness. The report may | not be published nor may it be quoted as representing their views. I.~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~
INTERNATIONAL BANK FOR RECONSTRUCTION AND DEVELOPMENT INTERNATIONAL DEVELOPMENT ASSOCIATION Public Disclosure Authorized
APDDDATCAT OFW
ROAD PROlJECT
NIGER Public Disclosure Authorized
June 8, 1964 Public Disclosure Authorized
Department of Technical Operations GTURRE.mNGY ECQTjTVATENTS
UJnit: Fzanc de la Corms-urnaute Financiere Africaine (CFA Franc)
I CFA franc U.S. $0. 004 247 CFA francs U.S. $1 1 millionrt GFA frane TTUS. t4 051 U. S. $1 million 247 million CFA francs NIGERI
APPRAISAL OF ROAD PROJECT
Ta-bla of CGurtento
S LJMTAIRY
I. BITRODUCTION 1
TIT BACKGROUND INFORMATION 1
G TTT THE ROCAn cqvCrP 1 C. iL.a , ..tt, 4. ,4 LJ;co.,~I. -- U J.J1 ..LU UL.. UL a..,VUL ~4.. .. 1) U± ILUWAQIJ.L 14 Administration of Roads 4 R4o aA V4.4.g;a5 Revenues 5 EI.AV1LU±L UU.J. Z;o Road Development Plans 6 D.uesiLgr.i St'anduardls ard Spec-" catic ons I Execut.ion of Construction 8 Roaud iLain terLcaLce 8 Ilv I H Pr, OtPElEur In rRZi Descri.ption 9 Status of Engineerirg 9 Cost cf the Project 10 Execution 11 Financing 12 V. ECONcRIC JUSTIFICATTON 13 VI, CONCLUSIONS AND RECOMMNDATIONS 16 TABLES 1. Number of Motor-Vehicles 1960-1962 2. Lengths of National Roads andc Classification, October 1963 3. Total Expenditure on Roads, from January 1, 1958 to March 31, 1963 4. Expenditure on Road Construction, from January 1, 1958 to M4arch 31, 1963 5. Road Fund-Triennial Appropriation Plan, 1961-1964 6, Design Standards 7. Estimated Savings on Goods Transport 8. Operating 'Cost per Km for a 9-ton Truck Under Different Road Conditians CHART: Organization of Ministry of Public Works MAPS: 1, 2 a:nd 3 NIGER ROAD PROJECT SU1YiARf The Government of Niger has requested IA to fminance a small road project with an estimated cost of US$'165 million equivalent. The proposed Credit would. be the first DDA Credit to Niger. ii, The Project involves two short roads in central Niger near the border of Nigeria0 The main purpose is to facilitate the export of gro-and- nuts via these roads and exis-Tlg lNigerian roads to Kao,o important center of the Nigerian Railway. The Project will result in considerable savrirrgs Ln transport, cost which will directly benefit the agricultural producers. iii. The Project involves the construction of a 3h4 koi± -long, laterite sturfaced road from Dungass to Maigatari and the improvement of a 35 kna long, earth road frrm DamtthiaO to Dungass, Ihe cO9t Of the ProJect, excluding any kind cf import taxes, is estimated at US$105 million equivalent, which ncl-udes 25 percent for co.-,tingencies an d 9 peruent for priue -!ureaoess The foreign currency component of the Project is estimated at US$1,2 million e.u.valent, or 80 percent of the cost excluding import t4xesc. iv., it ls pl&Ued to fli ish design and ikr±-Ze bids i1 early 19650 Construction will be under one unit price contract awarded on the basis of international competitive bidding, The award of the contract anad the Association reimbursements will be based on unit prices without import taxes. Construction is scheduled to be finished end of 19660 vo The small professional staff of the Ministry oF Public WTorks is not sufficient to carry out the design and supervision of this Project, All of the engineering, preparation of bid and contract documents, analysis of bids, and the supervision of construction will h,ave to be performed with the assis- tance of foreign consulting engineers, vi. In view of the GoverNment's financial situation, the contribution which it now makes to the road construction and maintenance program is the most that can realistically be expected, It is therefore proposed to finance the full cost of the Project, excluding any kind of import taxes, by an I)A credit of US$165 million equivalent. NIGER ROAD PROJECT I. INTRODUCTION 1, TTh fTn-rPrnmozrnt of Niger has reauested IDA to finance a small but high pricrity Road Project, It consists of the construction of a 34 lam. long, laterite surfaced road and the imDrovement of a 35 kmo long, earth road ir. central Niger, near the Nigerian border, The main purpose of the Project is to facilitate the export of agricultura'L products, mainly groundnuts. The total cost of the Project, excluding anr kind of import taxes, is estimated at US$1.5 million equivalent and the Government has requested financing of the full cost, 2 Thi.s a praisal is based on the findings of two Bank/IDA missions to Niger, in March/April and October 1963, andl on financial and techInical inf'or- mation submitted by the Government Of Ni:ger ass.sistdC Dy its consultants, As the Project roads lirk w-ith the Niaerian road and railway network, a close contact was also estbablished witVh of-ficfi.als Of the Northern N-igeria Public Works Department in Kadluna. II, BACKGROUTD IDFOE14ATION General 3.0 Niger was formerly part of French West Africa and gained independence in i0ou, It is located between Algeria, Mali, Nigeria and Cnad and covers 2 1,267,000 km , two and a half tiies the area of France0 4. Most of Niger is plateau country with altitudes varying from 200 to 450 meters, except for mountains towards the northern border, Three-fourtns of the area belongs to the saharan and subsaharan desert receiving l.ttle rain- fall, if any. The greatest portion of the populatIon is therefore conceritrat- ed in a narrow strip in the south, which. has widths varying from 110 to 180) km, and which extends from the border with Nigeria up north to the 350 mm. rainfall line, 5. Agriculture is the main activity in this area, employing 80 percent of the population on an area covering only 10 percent of the counitryls total surface. Further north, up to the 200 mm. rainfall line, nomads raise cattle, Income is low¢, GNP per capita in 1961 was estimated at $70, Population -isestimated at 3 million people, of which more than 500,000 are nomads; net rate of increase is 2.7 percent per annumc It is almost entire.iy rural or pastoral: no more than 50o,000 people are living 'in the capital Niamey, and only 15,000 in Zinder, the countryts second largest; city. Transport 7. Due to its location Niger has always been a link between lNorth Af'rica and the central and southern part of this continent. Following hisuorical trade patterns, routes are predominantly north-south. This makes it relatively expensive to improve the transport sy7stem between the western part of the country (with the capital Niamey) and the central part (with Maradi and Zindor as main centers), as is envisaged by the Governmert in order to strengthemi thn -2- political and economic ties between the two most important parts of the country. 8. Niger is landlocked and relies for its overseas trade on the trans- port system of neighboring countries, the most irmportant of which are Dahomey and Nigeria with their ports of Cotonou and Lagos. The average distance from the populated southern part of the country to these ports, 1,300 km., is considerable and has a detri;nental effect in Niger's overseas trade. 9. NIiger has no railroad, although there are plans to extend the Dahomey railroad from Parakou to Dosso. The foreseeable volume of traffic, however, is such that the economic justification for this proposed extension is difficult, and it seems that this program is no longer considered to be of high priority. 10. The Niger River passes through the country for about 500 km. and is navigable only a few months of the year. The M'dalanville bridge, however, impedes passage of barges of 50 tons or over, whichl were in use ultil 1956 when the bridge was constructed. At present, therefore, the river has no ecornomic significance for transportation. 11. As a result of the long distances between main centers - both national and international - and insufficient facilities for surfaca transport, transport by air is significant. There are 17 airports and airstrips through- out the count3.y7 Niamey is connected wilh other capitals by regular jet services. 120 Transport by camel is important judging by the great number of animals (about 350,00C)). Camels are especially used in areas where there are no roads, since they do not even need a track. The cost per ton-km. of camel transport is high, however, varying from CFA. 25eO to 0 xo (US$0.10 - 016 equivalent), and camel. transport cannot compete with truck transport in areas where rcads are adequate. 13* Based on the present and foreseeable transportation needs, road transportation must be considered as the most economical solution. One large company exists, which is 51 percent government-owned, and which operates over 300 truck:s and buses. This company provides services at least weekly between all major cities. In addition, there are a number of small operator.. owning one to three trucks, who provide mainly unscheduled services on short distances. l. At the end of 1962 there were 5,100 motor vehicles, 63 percent of which were cars and 30 percent trucks and. buses. (Table 1). The vehicle fleet as a whole increased over the past two years at an annual rate of 28 percent (30 percent on passenger cars). This high rate indicates that motor- ization is in an early stage of development. On the basis of fuel statistics, traffic inc;ease over the same period was estimated to be 12 percent, which indicates that many of the vehicles are used in the cities. - 3 - 15. Trucks common in Niger have a wide range of load capacity, from 5 to 25 tons. The maJority of the cars are station-wagons, since they are better suited to rough roads, Transnort Policy 16. Road transport is regulated by Law of 1963 and Decrees of 1956 and 1963. These regulations require approval by the Service des I'Nines of new vehicles on technical grounds. and do not set limits on the numher of trunk and bus operators. 17. Corapetition between operators does not appear excessive, but so far the "Onerati=on -irondel'e" (see paragranh 'A) by which fixeri rate per ton-1'm- is paid to the operators, has been a stabilizing factor in the whole system, Friht. rate!s for transport neeoA~ dsoher thar! for' t.he fl^erat.on H-irondelle are set by competition. 18, In 1953 a transport policy was established, by which all exports from.~ +he areann-n wet f )Ma*+nvna,n, ha tn o be +,,,erqnn+oA ,re fiaD-mo,re ar.d i+sc por ** VJS* - -S WV' U U C W S A WJ V.a JWifh J W1 V L -rtWL Cotonou, thus excludfng the route via Nigeria (Operation Hirondelle). Goods w.-aere m-hrved kir oadt Po.nnL,,, 4-in TD hnnocr. nA f,,,-+Invn soun+k by r - to Cotonou (see Map 3). The reason for this was the inability of the Nigerian Railways to properly move NigerCs e.tro t gpounmo.uts via _.- __6__ due to a shortage of rolling stock, and a shortage on the part of Niger, of Nigerian neirnd. to npv- fovr road and r.niilwTnv 1-.rnr,•porn-'t t.hreough I\Ti cnv?in_ 10. Tr 10(O +-hga11??tvr4-n+A^ re ~iinm~ fl TTIV0-II was 1-n 1,59 the.OrnmW. 4. e D - UIDN WoWJ4 a as an organization operating in the interest of both countries, and put ia charge of the Cotonou wharf, the Benin-Niger Railway from. Gotonou to Parano^u, and the Operation Hirondelle. As a result of the latter task the OCDN also arran-esc Fransnor+ hT roa +t n fqnrm PP, ,nba 1rhl nrwvn+~n ^+*v-;- ^-nn.n+nQ- w_, A WJS LSS =v WW V,JL . SSWVV WW L WV.JIL a LU. .A VS~ J VSSfl'5 C.,. * E, v¼W'.J 5 WAV.v , 1 on. Th1 e WV ac u a I ioD of grounm4nuts t"urough Operat-ior. 11ironde"'e takes ~~~~~SJ.VSv..a . W , tWA 'L,W U.O t L.J u U ~Vj.aU l ii.LJ. UUU .UO..LJ.V- vuCS 6 place from mid-November to mid-June, Transportation of import goods is also conc.-rat-ed tIi.sO j..LUUL so.L'AUDV tlhVtUIperod trck have f retetrnLI .loadsU. On tihie other hand, they are riot allowed to carry goods into Dahorney beyond Para&kou. 21. Although t]he distance from Maradi (important agricultural cente:-) v'a Ni'geria to Lagos is a'osrut the sae as -V'La DahoUMey to Cotonlou (lo4CO- 19,450 km.),the former way is cheaper, because of longer, low-cost railroad haul and lower port charges in Lagos; 22. Use of the 400 km. long Dahomey railroad in tne Operation Hirondelle is artificial since trucks having traveled 1,000 km. from Maradi could continue on to Cotonou at an additional cost not greater than the transshipment charges at Parakou. 23. Rates charged by OCDN are based on the transport cost of the cheaper Nigerian route. The resulting deficit, as well as the profits and losses of the other OCDN activLties, is equally shared by the Governnients of the two countries. 24. Deficits hlave been substantial and in 1962 amounted to CFA 2008 million (US$88,000 equivalent), Since shortage of foreign exchange of thle CFA Franc area, to which Niger belongs, has improved, ard the Nigerian Rail- ways now¢ have suffici1ent capacity, it :is believed that the ec^nomy of Niger can be better servecd by transporting the produce from the central and ear.tern part of the country via Nigeria. Dividing its traffic flow over the trans- port system of two countries also makes Niger less dependent. The effectivo- ness of this policy depends on an ixmprovement of the communication system with Nigeria. III. TI-E ROA) SYSTEM Classification and Condition of Roads 25. The total length of the network of national i'oads in Niger in October 1963 was about 4700 kmo. This figure, however, can be considered onJ.y as anapproximation, since it includes many graded and ungraded earth roads of which the exact length is not known. n addition to the national rcads, there are about 2,300 km. of local roads, most of which are Lngraded earth roads and in many cases mere trails. They serve only the local people and local authorities are responsible for maintaining them. 26. There are a mere 130 km, of bituminous roads in the country, in addition to city streets, and only the 10 km, long airport road of Niamey has sufficient width of asphalt pavement to permit two lanes of traffic; the remainder of the asphalt roads have a one-lane paverient in the center of the roadway. About 53 percent of the national roads have laterite surfacing and the greater part of these are considered all-weather roads, although many are temporarily closed to truck traffic after each heavy rain, About 44 percent of the naticnal network consists of earth roads, many of them evren ungradsd, These track roads are usable only during the dry season, (Table 2), Administration of Roads 27, The Goverrm.ent meets its res-onsibility for the administration, design, construction, and maintenance of highways through the Ministry of Public Works. Responsibility for regulation and control of traffic is shared Dy the Ministries of Public Works and Interior. 28. The present organi3ation of the FIinistry of Public Works (see Chart) is such that activities are carried out by three main divisions, The first division is in charge of all design work, including highways, hydraulic work-s and buildings, The second division is in charge of all public works in western Niger. its head office is in iNiamey and the main Government equip- ment yard there is part of its responsibilities, The th-d division is in charge of all public works in eastern Niger and its head office is in Zinder. 29. The Director and Assistant Director of Public Works and4the chiefs of the three divisions of the Directorate are French, as well as other key personnel of the Ministry. Efforts are being made to train young professional people from Niger itself for key positions, but it m.ust be expected that a considerable time will pass before all of the experienced French civil - 5 - servants can be replaced by local personnel. 30. The small professional staff of the Ministry is not sufficient to carry out the design and supervision. of new road projects: Practically a]l of the engineering and supervision are performed with the assistance of foreign consultants. Road Financing Revenueo 31. Import taxes in Niger are very high and consist of the "droit fiscal" (fiscal fee); "droit de douane" (custom duties). "taxe de statistioue". and "taxe forfaitaire". The "droit fiscal" varies depending on the type of import and can be as high as 25 percent. The customs duties are based on a tariff. according to the type of imrport., However, preferential rates, depending on the country of origin are applied: at the present time, France is exempt from customs duties and the Common Mlarket countries pay only 60 percent of the tariff, Most other countries not belongzing to the Common Market pay 100 per- cent of the tariff, Higher rates are appl:ied to Japan, Portugal, Ethiopia, and some South American and Arabian countries, which pay three times the tariff, The "taxe de statistique" amounts to 1 percent of the CIF Niger value. The "taxe forfaitaire"', ranging from 5 percent to 22 percent, is based on the CIF Niger value also, increased by the droit fiscal, the customs duties and the taxe de statistique. Based on the standard customs tariff), import taxes amount to 68 percent of CIF value on automobiles and 63 percent on trucks, except for dump trucks which are taxed lower. Contrary to these II±gil LIiIpoir cnlargeu, nowevtr, aw-juaj. .ulibrlaL UzaLtx9 nlu.ur VULL;U.es, duu;ll as license fees, are moderate. 32. Al:L fuel is imported and import duties and taxes add up to about percet,t o.f t he C :L Cotor.ou value, a,s co.mpared w'i4th an average of4 about1,'- 4; 75 percent for other goods. Furthermore there is a special internal sales 4-ax of rC&A F:rarcs L.rin per lie4aol;l on -4 CFA Fra.c 20 per) llte o- 4J L.JJ. S.:2J1 1 .L wL' L4* .j'. -L.LVUL %Ji r'L O W_.1U4 J.UiV. ~ WM ~ .J ~ 4W'. SL diesel, which is in addition to the general sales tax of 9 percent on all o,r., oA"i t i es 4- 4the a ove C -0-ecn - i--.por-+ dui3and +&xes Js a .. ¶~IL1IJJ.J .Tncl-A-3. I LLu ;. .-LL UJIC, CLUUJ¶J CVA ,) j.J;.Lk'AAV . U L .L1j.JJ. ~LW. ) A- VOJ,~. _L,.4 special tax of CFA Francs 6.00 per liter of gasoline and CFA Francs 5$50 per literv of diese;1 whit h is enrmarked fomr -n npnil Rnor FiTini - nd renpesent;. about 110 percent of the CIF value for gasoline and diesel. In 1961 the total revenue from above taxes on motor vehicles and fuel amnun'-e'd to GhA Francs 437 m:illion. 33. To attempt a comparison of these road users taxes with road expend- itulrej it nPpears necessary to estima_ts which part of the abovs total revenues from road transport is in excess of the average taxes on other comm- odities. This estimate has been madej nnd wnoild 1e.ve as revenues from specific taxes on road users in 1961, an amount of about CFA Francs 200 mill- ion.. Thnrrnvnri -~ h,¶'0 Fund, the generaflbudget, dfo-reign Aid- three dTfaeret s3ures:th Roa Fund., the general buclget, and foreign aid. (See Table 3). Budget -6- appropriatio:ns and the Road ITund provide the main source of funds for admn:Lis- trative and maintenance expenditures while foreign aid provides the main f:unIdS for new road construction, Table 3 indicates the total expenditure on roads for the period Janua:ry 1, 1958 to March 319 1963, During the 2ast two years this has amownted to about CFA Francs 800 million (US$30 2 mil]iion equivalenat) annually. Of this amoiunt about, 65 percent is being spent on construction:, aboutl 27 percent on llaintenance, and aboLt 8 percent, on adinistration.. 3The variou:s sources Of i±nancing of new roaud coruci,±oxio n tuhe period January 1, 1958 to March 31, 1963, are shown in Table 4, Before inde- p-endence local Ifunds covered about 30 perceint Of construction expenditures, but projects were on a very limited scale and required only small amoun.tst, The road programn has been considera'bly increased durlng the last years ar-id, since local funds are liitIlted, more forsign aid has been necessary and the locai contribution has decreased percentage3-wise. During tne period January i, 1962 to March 31, 1963, CPFA Francs 7203 million (US$0G29 milliOn equivalen1t) have been contributed to roaa construction, or 10.44 percent of tne total road construction expenditure in this period0 36. Before inde,pendence in 1960, funds for road construction came mainly from French financing agencies such as FIDES (Fonds d Investissements et cle Developpemenrt Economique et 3ocial), ani OCIRS (Organisation Commune des Regions Sahariennes) and after independence from FAGC(Fonds d!Aide et de Cooperation), Recently the European Economic Community has conmitted itself for financing a road construction program, and. TUSATD is beginning to supply technical assist- ance and equipment for maintenance operations0 37. The Road Fnid is the most important source of local funds for road work.s. TJIhis fund ex-Lsted b1e.fVore iLnUAU p e1ie UFee andIIU WasLz reILstku,t by UliIc Republic on November 211, 1961. A triennial appropriation plan was established a s onfthe b is of a- yenarly -revenume. for +es cn --. Ad wrk-,s of zbout4 rlA Francs 105 million (IUS$425,000 equivalentt), (See Tabie 5). 38. The road system of the country is in its initial stage of developrent and whi,le t1ax0 e s on +he road uers are heaNr +ther ae ins,cr'-- ien t co- -the, Government's expenditures on the roads, because of the still low number of' vehicles. In spite of these great difficulties, the Ministry of Public l.orks since creation of the Road Fund has gradually increased its contribution to road construction, buLt it will continue to be small for the next three to fGu:r years until the most necessary of the larger road works are completed and the vehicle fleet; will have grown. A more substantial contribution of Nigert s Government camnot be expected. Road Development Plans 39. Niger covers a very large area, distances between economic centers are great, arid there is not much traffic due to little commercial exchlange and general poverty of thbe people. It is, therefore, dilfficult to establish an orderly plan based on the determination of needs for the future, 4o. As explained above, financing for important new road construction works comes from foreign sources such as EEC and FAC who finance 1CO percent of the cost of these works. Local funds for new construction are used to -7- cover total expenditures of sma ler projects. 41. The Government regards as the most important project the improvement and asphalt surface treatment of the 920 kn. long Niamey-Zinder road with an estimated cost of CFii Francs bo. bi3iion (IroS$24ou milliin equivalent). It is planned to construct this prnject in several stages, the first section be-ing Ni.amey-Dosso- EEC haj agreed to finncea about CFA Francs 26 billio0J (USI$l 0ol million equivalent) to cover the total cost of the flrst stage, and of the lYttoua brlUge, WhiCI 1S located beCtweei Maradi andU Tesvs;;'lcu anU forms parl of the third stage. In addition, EEC h.ao been requested to finance the second stag of 4this prJetU hc AloPI1con;ist bibm,.inous patvng of thLe IDosso- Dogondoutchi section at a cost of about CFA Francs 910 million (US$3,6 mi].lion equiLvaLetII) 42 0 AtheA -i- .JIiUL rJ. j-JUI -- A .Ls khe a l 4su _-4ce4. Lt.Lo 105 km. long road from Dosso to Gaya, the orly automobile route connectir.g Ni-ger -c4nd uIu- Th.e cos+ of +his provect Ih±as ben'6,A estov.iated - A aL¼a4fltCFA'L' ±Ur4LCS 700 mil.lion (US$2.8 million equivalent) and EEC has been requested to supply the f-Inanci-P, h3. In addition to the above r,ent-ioned m.ano a4an4c+, fi.a,cng ha been assured from fcreign agencies for several minor projects, totalling abcut CF'A Vr-t.s 1'1-' 4|114o (1- O mequi.vale-+nt...illion 144o LL4.U.J.A11t\, c;t.;.J 1U.ULLJLUV cLLo' L Eft U-L kUJO0 1LLLLLI equivalent) has been secured for the Niamey-Say road. The credit will be given by the 51 per-cent- overnment--wneL S.NGO Tr N (Societe Nationale des Grands Travaux du Niger) and by the Development Bank of Niger. 45. The Governmernt, is much interested in the development of a road pr.ogram +.r% cq+A;i1Tmlo nrri+lR rIgnricnle.nmand. ini +Jia an2Q+.myn rn-+ of M;yor r- u to *- - < _-- -- -_ -C^-Y where exportation of groundnuts is the rmost importanv economic factor. These r-o2cis are the most econoa.ilclly justified pronets of' NicrIrl present deve.lop-- ment plan. The proposed Project forms part of this agriculture road develop- ment. n)P.qio; Tnf.nnHinrrl.A ::nnl'r(i irni;r I6I Stan.dard specifications for the construction of roads and bridge3 have not as yet been issued by the Ministry of Public Works. The design engi-neers of -the MJn.i.st-Jr, hoee;aebs.5 --i lrn f e i..Jy on French standards which are up-to-date and adequate. These standards are 4 e,,n,mn ,,A din Tl'nk1_ 6 IC'. Since Niger is mos3tly flat plateau countrfy, geometric design doe~; not present difficulties, A design speed of 100 km. per hour is establishe.d onn m'os' of thei roadI projec elmet of gn - -te arane-e -r so as to be compatible with this speed. 48,, With regard to roadway design, the present practice for paved roads ou p' ac a one-lar.J±1e aphaltu p=JdVClti 4." tIe cLer.t Ue.rUofU the OiIrU.LouL be discouraged. It is not only a poor safety feature, but also causes edge breaKing becaulse of pasaing o-ver the shoulders. This causes sharpl.y incretsed - 8 - maintenance expenditures. Therefore asphalt pavement or surface treatment should be undertaken only when traffic conditions justify a two-lane asphalt surface, Execution of Construction h9. All new road construction work is undertaken by contract, usual:Ly after public bidding. Contract work is done on a unit-price basis, and p:Lans and specifications show the nature of the work in sufficient detail for the contractor to prepares an accurate estimate and bid, and not to be forced to gamble on uncertain conditions, 50. Contracts iare nearly always on a very small scale and the few local construction companies have often difficulties in keeping their equipment working. There are only four firms in the country which are capable of under- taking road construction. One of these firms 's 51 percent g-overnment-owned; this company was recently founded and is not the largest nor the most efficient one in the countrv. although it, eniovq maniy advantages such as transfer of equipment from the Government pool and contract awards after direet negot.iati-^ns, 51. Construction costs nre high, not only due to high cost of equineint - materials, and supplies, but also due to Lack of work voluime and competition. Little can. bse Adone regaardng cos+ctof imports, tceNliera i1 l n *l'k and imports must be hauled over an average distance of 1,300 kma from the next seaport. O thUe other it .hnd1 is hoe a ta ;-crea.Aorst.ructin. acti rJti,- will lead to better utilization of construction equipment, with consequent lower overhead charges, and also to inc:re-sed. r- tt+3 rnw- 4 P.-.-A TL'-.4 n A,, . no 2e~~~DBefore -independence the a-,nsrto.cridout all cosrut work with its own forces and the bulk of the present maintenance equipment s4ter,,,s irom those Ut=,Xes0 Ho-Iv-er,L onl"y aboVLV~ut5 pece .tof the4 o L .ldI .In Government equipment can continue to be utilized for maintenance operations machines, but in spite of this help the equipment presently available for main,tenance Operations sho-uld be LnUraiSeU by nearly 50 percent,( 53. Efforts are being made to tra:in local people as mechanics and operators, so that they will later replace the French equipment supervisors and mechanics. uAiD has set up a training center for mechanics in Niemey. 54. During 1962 and the first three months of 1963, an amount of CFA Francs 279 million (US$113 million equ:Lvalent) was spent on the maintenanAce of roads (Table 3). This amount corresponds to an average yearly expenditure of US$250 eqiLivalent per kilometer on asphalt roads, US$200 equivalent on laterite roads, US$100 equivalent on graded earth roads, and practically nothing on tracks0 This amount is considered much too small by the Director- ate of Public Works znd according to the consulting engineers, annual mair.- tenance expenditure should be about double in the future to avoid - 9. deterioration of the existing network. 55. The annual maintenance budget should be based on a plan of minimum maintenance required and should establish funds for each of the various types of operation, as, for instance, routinE maintenance, improvement and equip- ment. Consultants should be engaged for the preparation of a sound mainten- ance program. The Govarnment is now preparing a request for technical assistance from the Bank with regard to such a maintenance study, cost of which is quoted as about US$0l,00 b-y consulting engiLeers wrho are very familiar with the country. The Bankc miif consider to help finance this main- tenance study under its te_hnical assi stance arrangements, with the view to providing Bank/IDA financing for its implementation after the consultant's study is completed0 56. The road construction program. now underway will gradually incra.se the needs for maintenance. Therefore it is considered advisable to limit execution of this program to sections for which financirg has now. been secured. Before further new construction is undertaken the Government should find ways and means to increase funds for maintenance0 As a first step, the Government during loan negotiations agreed to increase the funds available for road maintenanca by a minimum of 15 percent annually, with the understand- ing that after the annual total amount required for the proper mailtenance of the entire road system shall have been established on the basis of a mainten- ance study by consultants, funds will be made available annually in accordl- ance with the findings of such study. In addition, the Government has ag:reed, during loan negotiations, to confine new road construction and improvemen-t works which would innrease maintenance expenditures to projects for which financing has already been assured, unless increased maintenance funds are made available to provide adequate maintenance for the entire road system. IV. THE PROPOSED P:ROJECT Description 57. The proposed Project is part of the Government's road program and covers the construct:ion of two short roads in the central part of N.ger near the border of Nigeria. The main purpose of the roads is to facilitate the export of ag:ricultural products (mostly groundnuts) via the Nigerian railway. The Project consists of the construction of a 34 km4 long, laterite surfaced road from Dungass to Maigatari and the improvement of a 35 kmo. long, earth road from Danthiao to Dungass (see Map 2). 58. The road from Dungass to Maigatari on the Nigerian border will be one of three main nrorth-south evacuation routes for groundnuts in this section o, Niger, the other two routes being the Takieta-Matameye-Nigerian border road (financed by EEC), and the Zinder-Magaria-Nigerian border road, partially financed by FAC. (See Map 2). Status of Engineering 59. Feasibility studies of the Project have been submitted br two - 10 - consulting firms, one for the engineering study, and another for economic investigations. 60. Good coordination with Northern Nigeria was obtained and it was agreed that the continuation of the project road, south of the border from Maigatari to Gumael. would be included in the road progrnm which is under consideration for Bank/TDA financing in LAorthern Nigeria, This 22 km. stretch in thp nniy umnupved ;Rti on nfo ±.he ronnr in Mi r4nri uh-f-h ln in frnm Mndinl'-wi on the border to the important railroad center of Kano. 61. The Dungass--Maigatari road will have a 7 rnoete w±ds LaI.erlte surface with tw.-o 1 aretor shoulders.v The Gorher.rmient or irn11x r asphalt surface treatment but has agreed with the mission ts conclusion that 4 r,4 nvoteanr .-snl r 1 F,+o.4 + c,n-.Pen,nrx onny l-, n.r^e Ao,-rj _c stn ci.-otn.n4om;4 n,trao+'.. ment. The courses of the proposed pavement structure, however, viii i) made .pol such r,.aterials that JUitwilL be 4eJc y to s_ra aCnot J po.LUtJny Vwh-_ a future increase of traffic calls for asphalt surface treatment, 62. At present there is some uncertainty as to the behavior of avai:Lable 4 ..ateril'.S for base c,urse.and Surfacg4n A 44.4 50-il- stud1- are rnee:led, and the matter will Tbe settled during the final engineering studies in co- 4 1, 4 1 4 or4-44 v,-;+I, + nnt -P -I- 1\ 4,n-- T,-- J -,, T) -- .--- -+,- - - ±aLvu-iJ- .w-i .,,- en...erso~ t-e Norther Nigeria.&tA* Is --.... Departr.en,lv who for years have been coping with the materials problem in this region, arA wh ganfaeitfrh const-t-+von of +-he road frm--- t. +o _ who aga-incor;Q....L L.J P Au~ce J.. -W. ULc.'.iJ~VJ4 J L .. ii t U.L.L-- 1 1..il iL.4-O C.. V.WcL Gurel. 63. It is at p:resent not being taken for granted that satisfactory :road materials will be fouVd nearby, and estximateS are bassd on tiie coU.,srvat.Uve assumption that laterite will have to be hauled from. two known quarries aboltu 100Lkm. a-way, U14 The s-ub,,-tted feasili±u± ty study as amended aft- disc-ussio w-L-th the Government has led to a Project which appears satisfactory as a bas-.s for an IDA Credit. however, final urawnUgs, spEeii'icatiw±ansUd conturaciL documnents have still to be made and will be subject to further final review LIby MA prior to the execution ofd the project works. Therefore, quanti-ty]wrs contingencies amounting to 25 percent have been included in the cost of tahe Project. Cost of the Project 65. The cost of the Project, excluding all import taxes, is estimated 11 at CFA Francs 370,,2 million (US$1.50 million equivalent), as shown below:-- Million CFA Francs Construction of Dungass-Maigatari road (laterite surfaced road, 35 k%.) 17,5.4 Improvement of Damthiao-Dungass road (improved earth road, 35 km.n) 59.3 Engineering - Final design 17.8 Supervision 1902 37e0 Sub-total 271,7 Contingenc:ies 25% 67, 9 Sub-total 339 6 Price EscaLation 9% 30o.6 ProjectJ cost excluding al'l import taxtes 370.2 (US$1.50 miLl. equivalent) 66. The above cost estimate is based on unit prices derived from detailed engineering studies and contracts presently carried out in Niger but excluding aln, import taxes. The cost estimate is considered satisfactory, The 9 per- cent for price escalation has been added to the cost to cover possible pr-ice increases during the two and a half-year period of execution. The foreign currency component has been estimated at 80 percent of the Project cost, ex- cluding all import taxes. 67. Bidis will be invited early in 1965 on an international competitive bas-s. -L±~In o:rder-U.UVIOcui Do - ssnur-t coe.peWoUII~I±~U±Viiy u on cn equa'± ba4vvopciebdlrt ILUOJrU VU-Lve b-U±Uders will quote Un3it prices both with and without import taxes and award of the contract wil'L be based on unit prices without import taxes- Thene prices will also be used as basis for Association reimbursements 0 Since the conitractor ,-;ilJ b6 obligated to pay import taxes on ail materials and surnoLtes as well as a proportional amount of import taxes for the temaporary admission of construc- tion equipment, the payment by the Government to the contractor will 'De based on the quoted imit prices including import taxes. cexcution 68. The road acbninistration in Niger is not sufficiently staffed to carry out the Project; and consulting engineers will be required to assist in the preparation of bidding and contract documents, the analysis of bids and in the supervision of construction. Con:struction will be under one unit prine contract. 69. During loan negotiations, finn assurances have been obtained from the Governmenat that the 51 percent government-owned firm (see paragraph 5o - 12 - above) will compete on. absolutely enual footing with private firms, Pre- qualification will be required for this Project and before firms can bid, they will have to present experience records, amount of work in progress, financial resources aLvailable as working capital for new work, lists of technical personnel, and finally lists of plant and equipment in good con-- dition which could be made available for this work, together with a state-- ment of ownership of such equipiaent. 70. The construction of the EEC road project, estimated at CFA Francs 2,500 million (US$10.l million), is scheduled to start in March 1964 and has a IJULni-rct eL"± )34 montshho prOg- Wi' i ba carried out, br several contractors and therefore the IDA Project roads may be expected to atrac a greater n.De-.mr a,.nPr CnV.-nr, etent cons'.r-dct. in .1in -=10tha..n wou.ld usual,l,y.11.Y be expected in the case of such a small and isolated road project, 71., The main part of the construction work, incla.ding the placing of the first+ eo-nseQ of late mae-ia;qnit wrillI,nbe executedA ir.1965;- n 1960 ta:fi will be permitted over this first laterite course, which will contribute -to cormpaction an:v smrltanesously the urppr ltra cc-'se will be placed annd rolled so that construction will be completed by enid of 1966e Financing 72. In 1962 and the first quarter of 1963, the Government share (includ- ir,g Road und) of total' on roadsamtdon re:,ults from figures in Table 3, Of this share 63 percent was spent on maintenaniie, anl amo-uint mwhicLeh was equal to the reIIetn11UeU 1fUrM specUifi taeUS on road useS.> Although the maintenance expenditures represent a considerable portion of the uo-verruenL-ls expenditureS on roads, thy are still nladequate lor proper maintenance on the existing network and. should be increased in the future as suggested in paragraph 554 Taxation on. road users is substantiail furtner increase would impede the development cf road transport, since transportation costs are already at a high level, Revenues from speci±ic road user axes will remain on a relatively low level for some years due to the early stage o'L roadu t,ran spor'tzU'e VelUt_UIl1o -731 4h I. )" OLn.LSic, L e L l± !overnme-aJ,VL II~LU iLO ±II6".fL1LV thULIJi m>ilILc±JIILUAILaxAent lioposil iLiLJ..L co,,U r4l,UU±JU± .. WULU.AJ.L4-tlutoat.j' road construction it seems justifiable for IDA to finance the full cost of the p tresr. y's-Aei.+ m.tvr1iAexclu9 tUtJ r k4nd1.* otf' imm.w.o+.v t s Sh1iv1 d n-str ad ti+3 %~~%flA~ ~ fr~~~ ~~J.J -' - -'-~~11A m- T al funds become available for road works they should be appropriated for - .v,,,- ~ ..+i-ta...+ In. f'-v.. rsn,=y + -+Aar -,.- 4-rr m rghetr+ r.s'lpT 5.J.an+er-.SSc5~s rather+han fo r.new constructior. or baI-o4u-.e.nt w. _- o require a local contribution for this project would therefore mean divarting ^-A.s fror- mnT-.^nc woko ocw Ngrt ekfSte ud r Erance. 7h. It should be noted that 100 percent financing is the present pro- cedure wihohragenciles in Niger, &-id fuVIAl.r h cetbde deficits have so far been regularly bal.anced with direct but decreasing %_1nn__ __ _ot 1__ t:__n______tEl____ ad.LloUa.t.ion to thU NI get.L[-r UGoverxnmeJnitr by FrXance.9 755. Notwithstanding the above remarks on maintenance expenditures, the present project, which represents a small investment, is very important for - 13 - the dexreopment off t:he area innvolved, and1its e-x-lyv erPition is justified. Under these circumstances, and since the Governmlent will for some time not be able to contribute more to exp_eni.turs for new road constru-tion., it Is recommended that IDA finance the full cosG of tlhe project bua excluding any kintd of œm.port taxesc Ass,nr.ic, the~ c~redit is apprroved. byt Jln 1 a tentative schedule of expenditures on both road3 wou'ld be as follows: US$ equivale:ect M4.1 1 4n ].61n4l.10 1.565 0090 1966 o~~~~~.50 TT VOnATMIT,T 1TTOTTr,Te,AmT -MAT V L1A.iUVO± ,1 L)J UL LJU orLL'J.1 ±I11 1 .Li1Z jjLY _)L FI.-ujt :;u Ij £U5,ucj a.±' ±V;U t;IU Ul.ll dtLL tL± WUJ1t;'t W.VUW1iLUIUUSJj millet, guinea-corn (sorghum), and bea:is are the maJ.n crops. Only groundniut.s the count,y!s principal source of foreign exchage - are ex,o;;ed in considerable quantitie3. Also important in this area is grazing. although cattv'le rasng CaOt bue att,ibututeu tU th-0 spCUIL region, s.LU4 herdUs air owned by nomads who are in continuous search for grazing lands and water well's Some livestock is exported to Niger-a and i,s dri-ven on the hoof -up t.o 1,000 il,_ However, it is not likne'y that this habit would change rapidly and that a considerable niumbIer OIuT allls wUuld be imoved by truuc, alft,er _UilpruvUmeait of the road system. 770 Zinder and Maradi are the most important population centers of -the central region. Although less densely populated the area served by Dungass is vast, so that a great number of people are involved, The zone of influenc;e goes as far as Ouacha, Gouchi, Magaria, Mallaoua, Dogo Dogo and Damtnhiac, (See Map 2),, 78. Nigerts groundnut export is entirely sold to France under an agreement which established a quota of about 94,000 tons per annum at a p-rice of CFA Francs 52,500/ton rIlF French ports, which for the past 3 years has varied between 5 percent and 15 percent above world market level. In 196; Niger exported 90,000 tons, a sharp increase over the two previous years when experts totalledi 67,000 and 57,000 to:ns, Even the 1962 figure is on'.y modest compared to the groundnut export of Senegal and Nigeria, which amo2nmt- ed to 590)000 tons aad 560,000 tons respectively, in 1962, In accordance with EEC policies French price support is to be gradually reduced to reanh world market level by 1965, but it will at least partly be replaced by EEG' subsidy after that date, 79. The entire groundnut harvest is being bought by the Societe NigerierLne de LtArachide (Sonarac) whic`h is 51 nercent rovernment-ovmed. Prices paid to producers are set at the beginninig of each campaign. The comn nv sellsis;TF Prenrh north nnrd t-n.n sieni tln htandle the- nva.-cat-on ox the groundn-uts. Groumdnuts evacuated from this area are exported via Kanio in Nigeria aalnd haruled by t:racks, neep-typi7e vehiclesa -ned cam.els, 80. At present groTndbu1ts Cromn Gouchil and Ouacha are being tra.n5ported by truck to Kano via Zinder-Matameye-Damnbarto, while D'mngass and Damthiao are hbing served by truck via PIagaria-Sassumtn Burwi2_Daoura. Prrduce to Gagarvra is moved from Dogo Dogo by jeep-type vehicles and from Zagari and Mallaoua bVtr Camel * fnom +1iee,n 4J+ 4o lhn, lnA4 lv.r + +mnw, Kirn.t V.- ,,,nn t"i+C1! g+ q VJ A -V -- 1-.-- VCA *_V.L.L¼J V . V SS - - - V --) far only a few Niger truck operators ha;ve taken part in the evacuation of n,mnnnasts - ay 4 e thea have beenI--nto lm.oae-, i e ir trnnonrtir4 goods for OCI)N because of longer haul anad more favor.able conditions in general. Cor.seqnu,,aent1r MN--rnY, reri-n. I-tshave p1.A Iaairl4 r nof^aa groundnuts from this area. 81. After construction of the roadl from Dungaos to Maigatari and the i-m,provemLent of the rc,ad from,, Dm1thiao to I ngass,, vgwuld, -u become a trans- shipment center and t-hus partly take over the role which Gagarawa has played so Th. wo'ud have Uth CdLAVarU,tge o.)J.f LU± r cheape. trukU J.r pV.'., closer to the production areas, shortening distances of camel transport, ELnd making use of jeep-type vehicles -unnecessary. in addition, the pr-oject rocads would shorten existing truck routes considerably (Table 7). Grovndnuts from Ouacha, Gouci, Zagari, nd Mallao-ua would be m,oved by canmel to Ungass, a-.d from there by truck to Kano. Damthiao would be directly served by trucks via TN'as. Even in te4.- case 4.h4 4-the r-A fror,,ag to KV_va -,s 74-1- 1i-a IJLU.±igaSS. IJ.:VU1 L.11 Ulit; Vlid.LA,Vil U IA CL ±5-ul U -III L~.L VW Iv-CuAw V _ improved in the future, the proposed roads would be the shortest connection 1-.et4-,aeen. 4-1-,a-L TI V,a,..,A ,nem- rP.. 4~1,-r -, a4 -I,- *-.,A 4'r--- TrJ-..44,,4- LW UVeerLL the I) ~ rl1eaa. ~~.1ungass and vlao.o The11. -I oLfAQ.L4W. the road fLa. lliaL to Gumel in the road program of Northern Nigeria considered for Bank/IDA 82. As shi 4 T,'abl," 7 +h- ProjectD-A roads wu gre+ly reduce th cost, of evacuating groundnuts from the Dungass area. This would directly benefit producers, riim to the- (o nmtntts grouln-nlt puirchasing policy which leaves the net result of marketing, after allowiances for transportation and market- ing costs, to the producer= Tn the first yerrr of operation the pronosed project, roads would yield savings in transportation costs amounting to CFA F-rancs. 02. million,r whic,h renresen+..q W7 npr~rnt. of t.hp nro.i-nt. ot of trnrz-- portation. T'hese savrings result from (:i) shorter distances between the mar-kets Lnvolved an7d Kar.o; (ii) the susiuinove~r some -ist-n-cso expensive camel transport by cheaper truek transport; and (iii) a reduction of rates charged by truck operators as a result of the use of better roads, based on a comparison with rates now prevailing on similar roads. The diPferences 4J_ operatn4g cosv+ per 1n,, --. A4.a o +- of -,a,A are 4-1us= trated in Table 8. I'he actual transport rates used in Table 7 are in general in d U.UJdLUiU With tIeU p-Uatr.!L±UiL cVVo difference, IThe estiUJJLOted Od.V±1fO would compensate for the expected elimination of French price subsidy. Although Frernch price, subsidy will be replaced to soumue ectent by- EC price support, the amount is still uncertain. Therefore, improvement of the evacuation system is needed to prevent a drop in producer sincome Iror - 15 - Rroundnut exports over the next few years. 83. In order to insure sound competiticn with Nigerian truck operatc.rs, and oblige thlem to adjust their rates to improved conditions after ccnstruzt- ion of the roads. Sonarac has recently o;rdered 10 trucks for export of g- ou;4d- nuts. 84. In the 1962-63 season 23,000 tons of groundnuts from the area were exported. This means that during the evacuation season - 7 months - an average of 30 vehicles per day would be on the road Dungass.Maigatari, in-- cluding abou-t 8 vehicles fcr additional traffic 9 Future traffic on the Damthiao-Dung)ass road is hard to predict. Although the number of trucks carrying gromndnuts for export will be far less, addi'tional traffic may be mlore important, because the road connecbs Dungass with the central region, 85. The output of groundnuts is estimated by the consultants to increase at an annual rate of 4 percent, which is a conservative figure in comparison with general:Ly applied growth factors for agriculture. A comparison with the expected growth of GNP cannot be made, because it is not possible to give a reasonably reliable estimate of future economic growth. The annual rate of real growth in the past may have been between 3 percent and Li percent for the years 1959-1961. The total volume of transport expected after opening of the new road is shown in Table 7. 86. On the basis of the above savinas in transportation costs alone (see paragraph 82), assuming an economic life of the project roads of 20 years after 1966, the discounted rate of return on the investment is 16 percent, which appears satisfactory. 87. In addition to these savings in transportation costs, construction of the Dungass-Maigatari road and improvement of the Damnthiao-Dungass road. will have a marked effect on the Dungass area. Based on experience with existing roads in the country the road would attract people from less favcr- able areas to settle alongside and hence stimulate agriculture and other activities for which the area has potential, The resulting increase of income would in turn stimulate other activities and indirectly create addit- ional income. Experience in similar West African countries shows that an initial increase in the area income may double or triple as a result of the multiplier effect, The same effect may be expected from the savings due to the immDediate decrease of current transport rates charged by Iligerians, which will keep purchasing power within the country. 88. Other benefits which cannot be easily quantified can be mentioned. The project roads would serve the transportation needs of local and inter- regional trade and would encourage their expansion. Movement of neonle would be facilitated, improving opportunities for cultural exchange and education, Administration officers would have better access to the area and vija thi increased influence of Dungass on the eastern region the Government-'s nosition in this nart of the onintrv wouildrbhs.tngthened. - 16 _ VI.. CONCLUSIONS AND REC010ENDATIONS 89. The Project will greatly facil.tabe the export, cf a.outt 25 perce:ri of Nierls, total outni-t of groniut-ndt.s Th-n result of the n t.-mirn of thee proposed roads will 1)b? a coinsiderable reduetiom of transportation costs 27mfr this area to thera!ihead in Tigeria- Thn4s Wjfl d4re>4ly beren4t +1e nut producers. 90. In addition the proposed project roads will attraet people to se++le ;4n +hle areta and agrulturebnd o+4-l -,-i-t4t e+s w 111e t-+r,,u.,a-t The decrease of transport costs charged by Nigerian trucking operators will save foreigr. exchiangel and Xkeep purcha _4ng power - 4ii1-t; ct--4- 9l.L LL± Ls e& ireI.lydifficult or the Go-rerra,i of IN±ge, whIch s '.Ll needs externial help to balance its current budget, to contrib'xue local fluids ior 'ULie cons` ruciUioLI oI s pait -uL ar rroject A U theUt pebIIU nt ri UIIt Government is contributing 44 percent of the total expenditure on road works, most of it being spent on maintenance, In spite oI the diiT icuit budgetary situat:ion the Governrnent has given firm assurances during the Loan negotiations that fumds for road rnaintenance will be increased by a minimum of e) percent annually and that, after the entire total amount required for proper maint- enance of alL roads in the Republic of Niger shall have been established on the basis of a further st;udy on road maintenance, furids will be made available annually in accordance with the finding.s of such study. Therefore, full financ:ing of this Project by the Association appears justified, with the understanding, however, that none of the import taxes on equipment, materials and supplies will be reimbursed by IDA. 92, In addition to the above mentioned increase of maintenance expendit- ures the Government has agreed to confine new road construction and improve-- ment works, which would increase maintenance expenditures, to projects for which financing has already been assured, ulnless increased maintenance £unld3 are made available to provide adequate maintenance for the entire road system. The annual maintenance budget should be based on a comprehensive program for the whole coulntry which should be prepared with the help of a consulting firm and the Bank should consider helping to finance the preparation of such a program under its technical assistance arrangements. 93e During Loan negotiations firm assurances have been obtained from the Government of Niger that it will:- a) Advertise bidding on an international competitive basis and g7ive satisfactory guarantee that the 51 percent government-owned construction firm will co.mpete on equal basis with private firms (.sef naranaranh 69)_ b) Engagce a conull+ting fi"m to assist in the final designJ ihe preparation. of specifications, bidding and contract documents; th3e alyss of the bis end the supens si^ of the c^n stvri,,;ior work (see paragraph 68). - 17 - c) Require prospective bidders to submit a list of unit prices excL]UU s- dly WUd Ul- UUt,.LUb ±t V.LVt(U UU1 llt JJfIPUIpr VI gQUQU3 in the territories of the Republic of Niger and a list of uni.t priees Ineludi.UIg all suCh taxes or duties. with the under- staniding that the award of the contract and the Association reimibursements will be based on the unit prices without import. tax:es, and the payment to the contractor byr the Government will be based on the unit prices in,cluding import taxes (see paragraph 31). 94e The proposed Project provides a suitable basis for an Association Credit of US$l., mi lion equivalent to the Government of Niger* June 8, 1964 TABLE I NIGMR RO,D I'ROJECT NImiber of iKotor-'Vehicles 1960-1962 1]960 1961 1962 Notorcycles 190 290355 Automobiles 1,870 2,470 3,190 Trucks 980 1,260 1,485 Buses 4O 60 70 3,080 4,180 5,1co Source: Service des iiines et de la Geologie NIGER ROAD PROJECT Lengthsof 2 aticr.al Roads and Classification, Oct-lber 1963 W idth * -S"~~~~~~~~~~~~- urface Th-I-,a Width -1 _ ,LIu, G__LUWL Roadway SurfacinE, ,Asphalt Later:Lte Earth ~~Oneb Lane It'TwiLanes km km km km krn From 3 to 4 meters _ - _ 1,594 b/ 1,594 From 4 to 6 meters - 4_904 / 490 From 14 to 6 meters 3 - 4 meters 57 57 From 6 to 6 meters 4 - 5 meters 816 816 F.- 8 to 9 re'ters 5 - 6 meters 12i 10 1,648 1,778 T'otal 120 10 2,521 2,084 bj 4,735 oI One lane asphalt pavement in the center of roadway; laterite base is 5-6 meters wide. Based on latest, available estimate, c/ In addition to this total length of national roads, there are about 2,30D km. of local track roads. Source: Government of Niger Ministry of Public. Works 3 ,J N) NIGER ROAD PROJECT Total ETpendlitv.re on Roaels, from January 1, ic,58 to March 31, 1963 All Sources of Financing Included (CFA Francs mrillhion) E X P E N D I T U R E S _____.__ Total Construction Expenditure Year Administration a/ Maintenance a _ Sources of Financing t ' ' on 'Roads Public Works Foreign ' Road Fund Budget Contractors Aid ' Total 19'8 rO 162 34 14 _ 126 174 386 19'59 53 190 34 16, - 105 155 :398 1960 ci/ 58 200 28 25 - L96 24'3 507 1961 60 210 5 - 532 537 807 1962 and ,Jan. 'L to March '1, L963 83 279 60 12 3 259 631 993 Financed out of Public Works Budget or Road Fund. For^ details see Table 4. Niger obtained independence in August, 1960. Source: Government of Niger Ninistrv of Public Works NIGER ROA) PRCW7fI' EDpeniiture on Road Construction, from J_nuary 1, 1958 to Miarch '1,L963 Source of Arriount Source of Amount Year Financin^ CFA Franc Percentage Year FiriancinEz C(FAA Fr3?nc Percentage 1958 FIDES '/ 119,879,133 69.03 51960S!i FIDES a/ 48,6:L6,ooo 19.52 FERDES b/ 5,200,0.J 2.99 FAC f/ 1Q3,3095,861 41.47 General Budget 14,218,597 8.19 OCRS 43,982,650 17.66 Road Fund 34,376,860 19.79 GeneIral Budget 24,818,360 9.96 Road Func 28,3651,538 11.39 Total 173,674,590 100.00 _…- 19519 FIDES 990,438,774 85°=48_ Total 2-f9,0u389409 _ 100 I00 Federal Budget c/ 14,332:,70 9.40 1961 / CRS _/ ..29,7?1'CO,O 5.53 General Budget 15,860,800 1' .25 FAC / 50350 D5,000 93.62 Road Fund 33,827,0,00 21 87 Road Fund 4,6(Do,o(0 0.85 Total _15 46059324 O _ Total 537,3655J 00 _ oOO 1962 oCRpS / 4,0000oo0 0.64 eand JEln. 1 IAC 2/ 255,161,606 40.41 tp, Mar. 1, General Budget :L2,000,000 1.90 - Z 1963 cr Financed by CD Contractors h/300,000,000 47.51 4 Road Fund 6Q,251,496 9.54 TPotal = _ 4 .GO -- continued- FIDES - Fonds Investissements et de Developpement hEconomique et Social, (French financed grants) FERDES --Fonds Equipement Rural et de Developpemeent Economrique et Social " cl Budget of thle fo;.-mer Federation of :rench Jest Africa* Niger obtained Independence in August, 1L960. CFA- Fonds Aide et Cooperation1 jrench flnancial grants) OCRS - Organisation Commnune des Regions Sahariennes. (French financial grants) In N4ovember 196L, the National Rioad Fund was created. (Law No. 61/34) The amount of CFA Francs 30() milliona (U$1l;2 ni:llicn equivalent) was advanced by roacl contractors for^ the pavnment of ci-ty strects in Niamey and Zinder. Tt is to be repaiLd out of the Road iund within three years. Scurce: Govern-nent of Niger Mlinistry of Public Works ,.d.]D :.--t- (DtQ NIGER ROAlD PROJEC T Road Fund -T Triennial ApvBropriation Plan, 1961-1964 (CRA Francs INiLlion) Item ~~~~~~~~~~~~~~~~~ApprRE1i1tions It,em 161_i5 19627 3ns _(3C_4 Mainternance expenditures on asphalt paved rcacls _ 7,0 7 O Expenditures on asphalt pavement of city streets 4L0.1 500 50.0 Expenditures cn road improvement works 45,.) 17.5 17.5 Contribution to general maintenance expenditures 19.5 20. 20J Reserve Fund for conti ngencies 0 l0i0 100r Total Expenditures cn Roadls 114. 5 104.5 104.5 Reimbursemlent to others than road--user s _155 15- S 15z5 Total Roac Fuind :L3D(i 120. _ 120.0O S ource: Government .f Nigrer K3 TA3LE 6 NIG.NR ROADlL) PROJi:CT Design StandarcJs f~~~ _ Average Daily Traffic Tveh/day. -10 I 10 - 50 I f0 - 100 t 100 - 50 t +1,0 -r - 0 " Design Speed I km/hr I Lo t 80 1 100 I 100 100 Type of Surface arth I ravel I Gravel I 3iturainouF 13- tumin I t t (La-ter- I (Later- I treatment ous I I :ite) ite) tr ea'-_ I t I I I tmi en' Iidth of Surfacing r m t 5 .00 I 7n00 t 3.50 3itu-. 7.00 I t tII I minous anA t I I t 1 2 x l175 t '!______t_ ' laterite I :1 I t I tI Roadway4 Shou:Lder m ' 6,rn t 7,00 900 9.00 r 9.00 to Shoulder ,idthdt i I I t t tI Pi.ght-of-TTay icth m 50.00 io 0.00 5D .oo ihiaximum Grade 12 7 _ 6 6 '6 HIinimum Ra.diuv m 25 t 300 ' •00 * 500 ' •00 121 1 - I T Sight Dist&ancEc m 50 80 t 120 t 120 1 120 for Stopping 9 t t t itaximura A-,le Loads t T I t 3 I 13 13 1 L3 Source: Government of li,,ier MIinistry of Public NIGER,,LOAD PROJECT .Estimated Savincs on Goods Trpnsport VTolumIe Esti mated Expected Total ½evin!v Bef'ore CAonstruction n i956 Liin 1966 To Kano km rate per ton km r ate per ton 1,000 .illion from GCA Francs CFA Francs Ton- CF ,r---- Dungass 280 3,750 1,83 1,830 1765 33,7 Ouacha 34C 4,88o 223 3,030 1l0 19 Gouchi 350 4,880 243 3,630 009 101 >kiallaoua 234 4),257 215 2,790 1,.1 1,6 Ga-ari 259 4!,645 248 3,930 15 1.0 !Damthiao 245 3,580 218 2,390 4.8 5.7 Dogo Dogo 237 4, 805 163 1,815 2.5 7.a 29.3 52.4 -L/ Based on estimated gJroundnut e:Torts, including 10 percent for import goods. TA3ILE 8 NIGFR ROAD :ZiOJECT Oneratinrv Cost Per Km for a 9-ton Truck Under Different Road Conditions Asphalt laterite Earth Road( Roaqd Y?Road GFJ Fronc CFA iranc CFk Fran-c Depreciation 9.8 13,0 21e,6 Rernairs 9e8 12,7 17.6 Fuel E Lubricants 12.9 15.1 1-9,5 TLes 11.3 15.0 22e5 Wages 7.3 11;O 186 Interest, Insur.ance, and Ov.-head 21.7 32eN 54.o 72.8 99.3 156.5 In US 0 equivalent 29 40 63 NIGER- ROAD PROJECT ORGANIZATION OF MINISTRY OF PUBILIC WORKS L MINISTEFtR O_IRECTOR OF- DEPARTMENTAL STAFF _IL_ CHIEF OF DEPARTMENTAL STAFF PUBLIC WORKS | ADMINISTRArIVE SERICE DE; MINES DIRECTORATE COFFICES DIRECTOFRATE r __ A______Ist DIVISION 2nd DIV\ISION 3rd D\IISION DESIGN WESTERN NIGER EASTERN NIGER OFFICE: NIAMEY OFFICE: NIAMEY OFFICE: ZINDER HWAYS t SOILS 1 C AGADES LLDINGS EUOILS IRNl-N_KO__ _HU L EQUIPMENT 7 YARD SOURCE: Govern,re- t O1 N,qer, M,,stl y of Publc Works IBRD- Ec--n-c SMIff 2289 > L D REPLIBLIC OF NIIGER . %%\ * @ j ROAD -- PROJ ' ECT Si . Aspholt roads ) 00Djado Loterite…---- roads Fort Flotters *-- - - Eorth roads / uol In Guezz om I ~~~~~~0 ~ ~ ~~~~~~~~~~~~~~~~~~~~i3iIma!E 50 0 50 00 I50 200 250 K L 0 E T E R S .z1. . 0...... °.Ao,des., ,oln-WoVg /ueuU Abolo ...... 0 TANOUT 0 t .. e....:.DFLoro / NOGUE -tj 0 tb: - p ? -'- - n< - A\MARADI l r!r- PRtO i t , Cf p .)1 ...... 0 VDECEMBERSrits~ ~ ~ T h~ OiV DECEMBER 1963 IBR~D-i282 REPUBLIC OF NIGER ROAD PROJECT GOJPE50 | O" TESSAOUA,.. ,GO / ' yMt.-~~~A A - s <-\ GAZiAOUA___ , _--' ,, MRADi ' ' ,~MATAMEYE \ .U OUTCHKA\ DAA,OGODOGOrOG 1--Kols<=J-\-__QvOgumRO_D/ B 'y '\ 0 SGrM/I v .URU NOa i0 5 Bl)UR t'-F - '~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~...... DAMTHI-AI) OBAB0URA MAIGAATARI O ggD \~~~~~~~~N' Xmm 4e du 0 A~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ PROJECT SHOWN IN COLOR D___/__= _ Aspho I roads Is --| … Laer,X 1! -vleg roods/ I ~~~~~~~~~~~~~~~~~~~~-o' ...... EorIh roads 0,> RAND,o }==~~~.. -50t O S ANn _b GrcoudoAt eocucItiorr rOutES __ IntGrectiorotl >oundory> JANUARY 1964 IORD-1292 MAP 3 REPUBL'IC OF NIGER ROAD PROJECT I-8--f- T'IN G E R j NIAMEY - I~~~~~~~~~~s /, ar k{vCu~ UPPER s N,q oY_u,.: VOLTA ,V N I G 7 E R I A N ^ A H u MILTvr Tono J f 0~~~~ I .. , V l~~~~~~orOoJo,j I I~~~~~~~~~j,,-ji°{ I~, v P (rJ1t -) , ,'1 , iAC0; /1 a) ; '0~~~~~~~~~~~~~~~~~-o~ ~~ ~ ~ ~ ~ ~ ~ 0 4ARCOURT,1PORT / GULF OF GUINEA _ t -t I __ -IELROADS 105 13 5R FEBRUAHY 19-} I R