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Islamic Republic of Afghanistan: Preparation of Central Asia Regional Economic Cooperation Corridors 5 and 6 (Salang Corridor) Project

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Islamic Republic of Afghanistan: Preparation of Central Asia Regional Economic Cooperation Corridors 5 and 6 (Salang Corridor) Project Project Administration Manual Project Number: 49229-003 Grant Numbers: {GXXXX; GXXXX} Draft as of 21 July 2016 Islamic Republic of Afghanistan: Preparation of Central Asia Regional Economic Cooperation Corridors 5 and 6 (Salang Corridor) Project CONTENTS ABBREVIATIONS I. PROJECT DESCRIPTION 1 II. IMPLEMENTATION PLANS 3 A. Project Readiness Activities 3 B. Overall Project Implementation Plan 4 III. PROJECT MANAGEMENT ARRANGEMENTS 5 A. Project Implementation Organizations – Roles and Responsibilities 5 B. Key Persons Involved in Implementation 6 C. Project Organization Structure 6 IV. COSTS AND FINANCING 8 A. Detailed Cost Estimates by Expenditure Category 8 B. Allocation and Withdrawal of Grant Proceeds 8 C. Detailed Cost Estimates by Financier 9 D. Detailed Cost Estimates by Year 9 E. Contract and Disbursement S-curve 10 F. Fund Flow Diagram 10 V. FINANCIAL MANAGEMENT 11 A. Financial Management Assessment 11 B. Disbursement 15 C. Accounting 15 D. Auditing and Public Disclosure 16 VI. PROCUREMENT AND CONSULTING SERVICES 17 A. Advance Contracting and Retroactive Financing 17 B. Procurement of Goods, Works and Consulting Services 17 C. Procurement Plan 18 D. Consultant's Terms of Reference: Feasibility study and detailed engineering firm 25 E. Consultant's Terms of Reference: Independent Proof Check 47 F. Consultant's Terms of Reference: Individual Consultants and Resource Persons 55 VII. SAFEGUARDS 56 VIII. GENDER AND SOCIAL DIMENSIONS 57 IX. PERFORMANCE MONITORING, EVALUATION, REPORTING AND COMMUNICATION 58 A. Project Design and Monitoring Framework 58 B. Monitoring 59 C. Evaluation 60 D. Reporting 60 E. Stakeholder Communication Strategy 60 X. ANTICORRUPTION POLICY 62 XI. ACCOUNTABILITY MECHANISM 63 XII. RECORD OF PAM CHANGES 64 Project Administration Manual Purpose and Process The project administration manual (PAM) describes the essential administrative and management requirements to implement the project on time, within budget, and in accordance with Government and Asian Development Bank (ADB) policies and procedures. The PAM should include references to all available templates and instructions either through linkages to relevant URLs or directly incorporated in the PAM. The Ministry of Public Works are wholly responsible for the implementation of ADB financed projects, as agreed jointly between the recipient and ADB, and in accordance with Government and ADB’s policies and procedures. ADB staff is responsible to support implementation including compliance by the Ministry of Public Works of their obligations and responsibilities for project implementation in accordance with ADB’s policies and procedures. At Grant Negotiations the recipient and ADB shall agree to the PAM and ensure consistency with the Grant agreements. Such agreement shall be reflected in the minutes of the Grant Negotiations. In the event of any discrepancy or contradiction between the PAM and the Grant Agreements, the provisions of the Grant Agreements shall prevail. After ADB Board approval of the project's report and recommendations of the President (RRP) changes in implementation arrangements are subject to agreement and approval pursuant to relevant Government and ADB administrative procedures (including the Project Administration Instructions) and upon such approval they will be subsequently incorporated in the PAM. Abbreviations ADB = Asian Development Bank ADF = Asian Development Fund AFS = audited financial statements AITF = Afghanistan Infrastructure Trust Fund CAREC = Central Asia Regional Economic Cooperation CQS = consultant qualification selection DMF = design and monitoring framework EA = executing agency EARF = environmental assessment and review framework EIA = environmental impact assessment EMP = environmental management plan ESMS = environmental and social management system GACAP = governance and anticorruption action plan GDP = gross domestic product ICB = international competitive bidding IEE = initial environmental examination IPP = indigenous people plan IPPF = indigenous people planning framework km = kilometer LARP = land acquisition and resettlement plan LIBOR = London interbank offered rate MOF = Ministry of Finance MPW = Ministry of Public Works NCB = national competitive bidding NGOs = nongovernment organizations O&M = operation and maintenance PAI = project administration instructions PAM = project administration manual PMO = program management office PIU = project implementation unit QBS = quality based selection QCBS = quality- and cost based selection RRP = report and recommendation of the President to the Board SBD = standard bidding documents SGIA = second generation imprest accounts SOE = statement of expenditure SPS = Safeguard Policy Statement SPRSS = summary poverty reduction and social strategy TOR = terms of reference I. PROJECT DESCRIPTION 1. Background. Afghanistan is the geographic center of gravity in Central Asia and has vast potential to serve as the nexus between north–south and east–west regional trade corridors. Yet within Afghanistan, one of the few viable land routes linking the south, including the capital of Kabul, with the north is the Salang Tunnel and associated connecting roads, collectively known as the Salang Corridor. Forming key sections of the Central Asia Regional Economic Corridor (CAREC) Corridors 5 and 6, the Salang Corridor is the only route that permits year round north-south passage of goods and people across the Hindu Kush mountain range, which has peaks over 7,700 meters above sea-level, making the Salang Tunnel one of the highest tunnels in the world. Given the lack of alternative routes, the vast majority of goods shipped to Kabul from the north traverse the Salang Corridor. Current conservative estimates suggest that over 5,500 vehicles per day transit the corridor, a throughput capacity of traffic for which the tunnel and connecting roads was not designed to carry. 2. Planned and designed over many years, construction of the 2.7 kilometer (km) Salang Tunnel eventually began in the early 1960s and was completed in 1964. After more than 50 years of service, where proper maintenance and rehabilitation did not regularly occur, if at all, due to the 30 years of internal conflict and associated effects on sector governance; vehicle accidents, fires, conflict-related acts, and constant usage have collectively contributed to the tunnel falling into a state of severe disrepair. Present conditions within the tunnel are dangerous to users because of inadequate ventilation, poor lighting, lack of proper modern safety features, and a failing road surface; all of which constrain the traffic flow and incur an estimated economic cost of $60 million per year upon the country. Additionally, should the tunnel completely fail, the costs to the Afghan economy would be substantial and possibly would pose an additional risk to stability of the fragile and conflict-affected state. 3. In 2012, USAID completed a study that analyzed nine potential options to solve the capacity problem and failure risk associated with the Salang Corridor. Of those assessed, only one option was estimated as economically feasible in terms of a positive net present value and economic internal rate of return above the discount rate.1 Although the USAID study was entitled Salang Tunnel Feasibility Study, limitations on budget and study scope actually produced what should be termed as a pre-feasibility study wherein route options for further refinement and future study were identified.2 In discussing the results and given the very broad level of detail of this initial study, USAID and the government decided upon a few of the more promising and preferred options for future more in-depth geotechnical study and detailed engineering design, which would enable a better estimate of the costs as well as technical, economic, and financial viability. 4. In the interim, since publication of the USAID study, and given delays in moving forward with a longer term solution, the World Bank (WB) recently agreed to finance rehabilitation of some of the most damaged galleries in the existing tunnel, rehabilitate the road surface within the tunnel, and rehabilitate substantial sections of the approach roads as part of a larger project focused on rehabilitating the roads north of the tunnel from Baghlan to Bamyan (B2B Road), which will provide connectivity to the roads already rehabilitated or undergoing rehabilitation under ADB financed North-South Corridor Project and MFF Transport Network Development Investment Program (TNDIP), Tranche 3. However, this WB project will not result in a long-term solution to the corridor traffic capacity constraint, rather, it presents a short to medium term 1 USAID. 2012. Salang Tunnel Feasibility Study. Kabul. 2 Related, the study was limited to order of magnitude cost estimating. 1 solution to the Salang Corridor by keeping the existing tunnel open year round and precluding a total failure of the structure until a long term solution is agreed upon and implemented. 3 5. Impact and Outcome of the Proposed Ensuing Project. The proposed ensuing project will improve regional and national connectivity by constructing a new tunnel and associated connecting roads. The ensuing project is consistent with the government’s national infrastructure priorities; aligned with the objectives of ADB Interim Country Partnership Strategy (2014–2015), Midterm Review of Strategy 2020; and included in the Country Operations Business Plan (2016–2018).4,5,6 6. ADB has assisted Afghanistan in rehabilitating CAREC Corridors 5 and 6
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