AFRICAN DEVELOPMENT FUND LANGUAGE : ENGLISH ORIGINAL : FRENCH
APPRAISAL REPORT
ROAD PROGRAMME 1
UEMOA/GHANA MULTINATIONAL COMMISSION
DEPARTMENT OF INFRASTRUCTURE OCIN CENTRAL AND WEST REGIONS AUGUST 2003
TABLE OF CONTENTS Pages PROGRAMME INFORMATION SHEET, CURRENCY EQUIVALENTS, ACRONYMS AND ABBREVIATIONS, LISTS OF ANNEXES AND TABLES, BASIC DATA, PROGRAMME LOGICAL FRAMEWORK, EXECUTIVE SUMMARY...... i to - xi
1 INTRODUCTION ...... 1 1.1 Programme Origin and Background...... 1
2 THE TRANSPORT SECTOR ...... 2 2.1 Generalities ...... 2 2.2 Sectoral Overview...... 2 2.3 Transport Policy, Planning and Co-ordination...... 5
3 THE ROAD SUB-SECTOR...... 5 3.1 The Road Network...... 5 3.2 Vehicle Fleet and Traffic ...... 6 3.3 Road Transport Industry...... 7 3.4 Road Construction Industry...... 8 3.5 Road Administration and Staff Training...... 8 3.6 Road Maintenance ...... 9 3.7 Financing of Road Investments and Maintenance ...... 10
4 THE PROGRAMME...... 11 4.1 Programme Design and Rationale ...... 11 4.2 Programme Area and Beneficiarie s...... 13 4.3 Strategic Context...... 15 4.4 Programme Objectives ...... 15 4.5 Programme Description ...... 15 4.6 Environmental Impacts ...... 19 4.7 Social Impact...... 20 4.8 Programme Cost Estimate ...... 20 4.9 Sources of Finance and Expenditure Schedule ...... 23
5 PROGRAMME IMPLEMENTATION...... 27 5.1 Executing Agency ...... 27 5.2 Institutional Arrangements ...... 28 5.3 Implementation and Supervision Schedule ...... 28 5.4 Procurement Arrangements...... 30 5.5 Disbursement Arrangements...... 32 5.6 Monitoring and Evaluation ...... 33 5.7 Accounting and Financial Audit Reports...... 33 5.8 Aid Co-ordination ...... 34
6 PROGRAMME SUSTAINABILITY AND RISKS ...... 34 6.1 Recurrent Expenses ...... 34 6.2 Programme Sustainability...... 34 6.3 Major Risks and Mitigating Measures ...... 35
7 PROGRAMME BENEFITS ...... 36 7.1 Economic Analysis ...... 36 7.2 Social Impact Analysis ...... 37 7.3 Sensitivity Analysis...... 37
8 CONCLUSIONS AND RECOMMENDATIONS...... 37 8.1 Conclusions ...... 37 8.2 Recommendations ...... 37 ______This report was prepared by Messrs. B. TRAORE, Principal Civil Engineer, OCIN.3 (Ext. 2223), Mission Leader, M. MBODJ, Transport Economist, OCIN.3 (Ext. 2348), UEMOA Programme Manager, R. SHERMAN, Civil Engineer, OCIN.3 (Ext. 2307), L. JOOTTUN, Environmentalist, OCIN.0, and G. VARANGO, Principal Procurement Officer, PPRU, following their appraisal mission to Burkina Faso, Ghana and Mali from 05 July to 04 August 2003. The Director of OCIN Department is Mr. A.R. RAKOTOBE (Ext. 2034), and the Acting Division Manager is Mr. B.M.L. ASKOFARE (OCIN.3 Ext. 2526).
i
AFRICAN DEVELOPMENT FUND ATR-TUNIS B.P. 323 TUNIS-BELVEDERE 1002 Tel.: (216) 71 333 511 Fax.: (216) 71 352 933
PROGRAMME INFORMATION SHEET
Date: August 2003
The information given hereunder is intended to provide some guidance to prospective suppliers, contractors, consultants and all persons interested in the procurement of goods and services for projects approved by the Boards of Directors of the Bank Group. More detailed information and guidance should be obtained from the Executing Agency of the Borrower.
1. COUNTRIES : Burkina Faso, Mali and Ghana
2. NAME OF PROGRAMME : Road Programme I
3. LOCATION : Burkina – Faso, Mali and Ghana
4. BORROWERS : Burkina – Faso, Mali and Ghana
5. DONEE : UEMOA Commission
6. EXECUTING AGENCIES : UEMOA Commission through the Department of territorial Development, Infrastructure, Transport and Telecommunications for the overall monitoring of the Programme, 01 BP 543, Tel: (226) 318873 to 76, Fax: (226) 318872
For the progr amme monitoring at the national level: (i) General Roads Directorate of the Ministry of Infrastructure, Transport and Housing, Burkina Faso, 03 BP. 7004, Tel: (226) 34 07 90, Fax: (226) 34 35 72, (ii) National Roads Directorate of the Ministry of Equipme nt and Transport, Mali, BP 1758, Bamako, Mali, Tel: (223) 222-40-96/222- 29-02, Fax. (223) 223-60-92, e-mail: [email protected]; and (iii) Roads and Highways Authority the supervisory authority of which is the Ministry of Roads and Transport, Ghana, P.O. Box 1641, Tel (233) 21-66-39-22/66-91-62, Fax: (233) 2166-20-51/66-55-71.
ii
7. PROGRAMME DESCRIPTION
The programme components are:
A - Road studies (i) conduct of engineering studies for about 900 km of RP1 roads; and (ii) conduct of supplementary studies on the Dakar-Bamako corridor in the south (Kita- Saraya-Kédougou) and of feasibility studies on the rehabilitation of sections of the Mali- Côte d’Ivoire corridor.
B - Road rehabilitation works: (i) reinforcement of about 1,050 km of RP1 roads on the Bamako-Bougouni-Sikasso-Bobo Dioulasso-Ougadougou-Pô-Koumassi-Accra-Tema corridor; (ii) related rehabilitation works of the social infrastructure located around road sections of the corridor; and (iii) inspection and supervision of the said works.
C - Activities to sensitize and facilitate inter-State traffic and transit: (i) sensitization on environmental protection, the prevention of such diseases as AIDS and malaria, and road safety in each country; (ii) general sensitization on the present programme, technical standards and transport and transit regulations (iii) study and introduction of the Advance Cargo Information System (ACIS) developed by UNCTAD; (iv) introduction of a radio communication system between inter-State transport vehicles operating on the corridor and support for the establishment of the observatory on abnormal practices on the sections of the corridor; (v) construction and equipment of two (2) juxtaposed control posts at the Burkina/Mali and Burkina/Ghana borders; (v) construction of toll and weigh stations on the corridor and installation of weigh-bridges at the Tema port; and (v) works inspection and supervision.
D - Programme management: (i) strengthening of the capacities of DATC in UEMOA; (ii) support for the national Directorates responsible for the administrative and technical monitoring of the programme; and (iii) financial audit of the programme.
8. TOTAL COST Programme cost : UA 182.39 million i) Foreign exchange cost : UA 144.77 million ii) Local currency cost : UA 37.62 million 9. ADF LOAN/GRANT · ADF loan : UA 64.50 million · ADF grant : UA 3.50 million 10. OTHER SOURCES OF FINANCE · WADB : UA 12.40 million · UEMOA : UA 0.62 million · Private : UA 0.38 million · IDA, EU, DANIDA : UA 83.40 million · Governments : UA 17.59 million
iii
11. LOAN APPROVAL DATE : November 2003
12. PROBABLE PROGRAMME START-UP DATE AND DURATION : February 2004 / 54 months
13. PROCUREMENT OF WORKS, GOODS AND SERVICES
· PROCUREMENT OF GOODS AND WORKS : Road works and the construction of juxtaposed control posts will be procured through international competitive bidding. Goods for DATC and the national Directorates will be procured through national shopping.
· CONSULTANCY SERVICES REQUIRED AND STAGE OF SELECTION : Consultancy services required for the road studies, works inspection and supervision, technical assistance and accounting and financial audit, sensitization and training will be procured through competitive bidding on the basis of short lists. The consultant for the ACIS study will be selected through dir ect negotiation with UNCTAD.
14. ENVIRONMENTAL CLASSIFICATION OF THE PROGRAMME : II
iv
CURRENCY EQUIVALENTS (August 2003)
1 UA = CFA.F 806.729 1 UA = USD 119 120.09 1 UA = CEDI 12 331.20
FINANCIAL YEAR 1 January - 31 December
WEIGHTS AND MEASURES 1 kilogram me (kg) = 2.205 lbs 1 metre (m) = 3.29 feet (ft) 1 kilometre (km) = 0.621 mile 1 square kilometre (km2) = 0.3861 sq mile 1 hectare (ha) = 2.471 acres
v
ACRONYMS AND ABBREVIATIONS
AATR = Agence autonome des travaux routiers (Sénégal) ACIS = Advance Cargo Information System ADB = African Development Bank ADF = African Development Fund AFD = Agence française de développement ASYCUDA = Automatic System for Customs Data CET = Common External Tariff CFAF = Franc de la communauté financière d'Afrique CILSS = Permanent Inter-State Committee on Drought Control in the Sahel DAI = Directorate of Territorial Development and Infrastructure DATC = Department of Community Territorial Development DDU = Déclaration en Douane Unique (Single Customs Declaration) DPA = Direct Programme Area DTT = Directorate of Transport and Telecommunications ECOWAS = Economic Community of West African States EDF = European Development Fund EPA = Extended Programme Area EU = European Union GAINDE = Gestion Automatisée des Informations Douanières et Economiques du Sénégal GCMS = Ghana Customs Management System GHA = Ghana Highway Authority ICB = International Competitive Bidding ICTARN = Instructions for the Technical Design and Development of National Roads IDA = International Development Association IRI = International Roughness Index IRR = Internal Rate of Return ISRT = Inter-State Road Transit IST = Inter-State Road Transport JET = Joint External Tariff KT = Kilometre Tonne MET = Ministry of Equipment and Transport in Mali MIHU = Ministry of Infrastructure, Housing and Town Planning of Burkina MR = Main Road MRT = Ministry of Roads and Transport in Ghana NCB = National Competitive Bidding NEPAD = New Partnership for Africa’s Development OMAOC = Maritime Organisation of West and Central Africa PACITR = Community Infrastructure and Road Transport Action Programme PIP = Public Investment Programme PW = Public Works RA = Road Authority REC = Regional Economic Community RM = Road Maintenance RMF = Road Maintenance Fund SME = Small and Medium-Scale Enterprise STAP = NEPAD Short -Term Action Plan for Infrastructure SYDAM = Système de Dédouanement Automatique des Marchandises (Côte d’Ivoire) (Goods Automatic Customs Clearance System)
vi
TSP = Transport Sector Project TSUC = Training and Skills Upgrading Centre UEMOA = West African Economic and Monetary Union UNCTAD = United Nations Conference on Trade and Development Veh/d = Vehicles per day WADB = West Afr ican Development Bank
LIST OF ANNEXES No. of No. TITLE pages
1. Map of the Programme Area 1 2. Organization Chart of the Programme Executing Agency 1 3. Summary of the Environmental Management Plan 3 4. Provisional List of Goods and Services of the Entire Programme and the ADF Programme 1 5. Programme Implementation Schedule 1 6. Summary economic Analysis 1 7. PACITR Updated in July 2003 3 8. List of Programme Implementation Documents 2 9. Summary of TOR for Road Studies and Technical Assistance 7
LIST OF TABLES
No. TITLE Page
4.1 Summary Cost Estimates by Component of whole Programme 24 4.1 (a) Summary Cost Estimates by Component of ADF Programme 24 4.1 (b) Summary Cost Estimates by Component of ADF Grant 25 4.2 Summary Costs by Category of Expenditure of whole Programme 25 4.2 (a) Summary Costs by Category of expenditure of ADF Programme 26 4.3 Source of Finance of whole Programme 27 4.3 (a) Source of Finance of ADF Programme 27 4.3 (b) Source of Finance of Part of ADF Grant 27 4.4 Source of Finance by Category of Expenditure of Programme 28 4.5 Expenditure Schedule by Component of whole Programme 28 4.5 (a) Expenditure Schedule by Component of ADF Programme 29 4.6 Expenditure Schedule by Source of Finance of whole Programme 29 4.6 (a) Expenditure Schedule by Source of Finance of ADF Programme 29 5.1 Implementation Schedule 31 5.2 Provisional Supervision Schedule 32 5.3 Procurement Arrangements 33
vii
Socio -economic Indicators
Burkina Developing Developed Year Faso Ghana Mali Africa Countries Countries Basic Indicators Area ('000 Km²) 274 239 1 240 30 061 80 976 54 658 Total Population (millions) 2001 11.9 19.7 11.7 811.6 4 940.3 1 193.9 Urban Population (% of Total) 2001 19.8 41.1 30.4 38.0 40.4 76.0 Population Density (per Km²) 2001 43.3 82.7 9.4 27.0 61.0 21.9 Gross National Income (GNI) per Capita (US$) 2001 210.0 290.0 210.0 671.1 1 250.0 25 890.0 Labour Force Participation - Total (%) 2001 47.3 49.5 48.8 43.3… … Labour Force Participation - Female (%) 2001 45.0 49.6 44.1 35.1… … Gender-related Development Index Value 1999 0.3 0.5 0.4 0.5 0.6 0.9 Human Development Index (rank among 174 countries) 2000 169.0 129.0 164.0 n.a. n.a. n.a. Population living below $1 a day (% of population) 1994 61.2… 72.8 45.0 32.2 … Demographic Indicators Population Growth Rate – Total (%) 2001 2.7 2.2 2.8 2.4 1.5 0.2 Population Growth Rate – Urban (%) 2001 6.4 4.6 5.2 4.1 2.9 0.5 Population below 15 years (%) 2001 48.7 40.5 46.2 42.4 32.4 18.0 Population aged 65 years and above (%) 2001 3.2 3.3 4.0 3.3 5.1 14.3 Dependency Ratio (%) 2001 107.6 78.0 100.4 85.5 61.1 48.3 Sex Ratio (man per 100 females) 2001 93.8 98.8 96.7 99.4 103.3 94.7 Female Population from 15 to 49 years (%) 2001 22.4 24.6 21.9 23.6 26.9 25.4 Life Expectancy at Birth - Total (years) 2001 47.5 57.0 51.9 52.5 64.5 75.7 Life Expectancy at Birth – Female (years) 2001 55.6 58.3 52.8 53.5 66.3 79.3 Crude Birth Rate (per 1000) 2001 46.8 32.9 49.7 37.3 23.4 10.9 Crude Death Rate (per 1000) 2001 16.3 10.5 17.5 14.0 8.4 10.3 Infant Mortality Rate (per 1000) 2001 89.4 63.4 122.0 79.6 57.6 8.9 Child mortality Rate (per 1000) 2001 151.1 102.0 240.6 116.3 79.8 10.2 Maternal Mortality Rate (per 100000) 1998 930.0 210.0 580.0 641.5 491.0 13.0 Total Fertility Rate (per woman) 2001 6.8 4.3 7.0 5.1 2.8 1.6 Women using Contraception (%) 1999 11.9 22.1 7.0 … 56.0 70.0 Health and Nutrition Indicators Physicians (per 100,000 people) 1997 3.8 6.4 6.3 36.7 78.0 287.0 Nurses (per 100,000 people) 1995 19.6 72.0 13.1 105.8 98.0 782.0 Births Attended by Trained Health Personnel (%) 1999 41.2 44.0 24.0 38.0 58.0 99.0 Access to Safe Water (% of population) 2000 78.0 64.0 65.0 60.4 72.0 100.0 Access to Health Services (% of population) 1999 90.0 76.0 40.0 61.7 80.0 100.0 Access to Sanitation (% of population) 2000 29.0 63.0 69.0 60.5 44.0 100.0 Percentage of Adults aged 15-49 years living with HIV/AIDS 2001 7.5 3.4 2.0 5.7… … Incidence of Tuberculosis (per 100,000) 2000 20.0 56.6 37.1 105.4 157.0 24.0 Child Immunization against Tuberculosis (%) 2000 80.3 94.5 82.0 63.5 82.0 93.0 Child Immunization against Measles (%) 1996 59.0 84.0 57.0 58.2 79.0 90.0 Underweight Children under 5 years (%) 1996 33.0 24.9 26.9 25.9 31.0 … Daily Calorie Supply per inhabitant 2000 2 292.6 2 698.8 2 402.6 2 408.0 2 663.0 3 380.0 Public Expenditure on Health per inhabitant (as % of GDP) 1999 1.4 1.8 2.1 3.3 1.8 6.3 Education Indicators Gross Enrolment Ratio (%) Primary School - Total 1997 41.0 80.7 48.9 80.7 100.7 102.3 Primary School - Female 1997 33.0 73.4 39.7 73.4 94.5 101.9 Secondary School – Total 1996 9.0 29.3 12.6 29.3 50.9 99.5 Secondary School – Female 1996 6.4 25.7 7.3 25.7 45.8 100.8 Primary School Female Teaching Staff (% of Total) 1998 24.4 40.9 22.9 40.9 51.0 82.0 Adult Illiteracy Rate – Total (%) 2001 75.2 37.7 56.9 37.7 26.6 1.2 Adult Illiteracy Rate – Male (%) 2001 65.1 29.7 49.6 29.7 19.0 0.8 Adult Illiteracy Rate – Female (%) 2001 85.1 46.8 63.9 46.8 34.2 1.6 Percentage of GDP Spent on Education 1998 1.5 3.5 3.0 3.5 3.9 5.9 Environmental Indicators Arable Land as % of Total Land Area 1999 12.4 15.8 3.8 6.0 9.9 11.6 Annual Rate of Deforestation (%) 1995 0.7 1.3 1.0 0.7 0.4 -0.2 Annual Rate of Reforestation (%) 1990 8.0 2.0 27.0 4.0… … Per Capita CO2 Emissions (metric tonnes) 1997… … … 1.1 2.1 12.5 Source: Compiled by the Statistics Division from ADB Data Base; UNAIDS; World Bank Live Database and United Nations Population Division Notes: n.a. Not Applicable; …: non-available data
viii
MULTINATIONAL: UEMOA/GHANA Road Programme I Programme Logical Framework for the Loan Start -up date February 2004 Completion date August 2008 Design Team Messrs. M. MBODJ, B. TRAORE, and R. SHERMAN, OCIN3 OBJECTIVELY VERIFIABLE ASSUMPTIONS DESCRIPTIVE SUMMARY MEANS OF VERIFICATION INDICATORS RISKS
1. SECTOR GOAL 1.1. Contribute to the strengthening of economic integration and sub-regional co- 1.1. 10% increase in local products trade in the UEMOA Zone in 2008. 1.1. Economic, agricultural, operation of UEMOA and ECOWAS member countries, and improved accessibility import/export and transport statistics. 1.2. As from 2008, at least 15% increase in the overseas trade of land-locked UEMOA countries to countries in the hinterland. which transit through the ports of UEMOA countries and Ghana
2. PROGRAMME OBJECTIVES 2.1.1. Road statistics and observatories on practices. 2.1. Improve the accessibility of land-locked countries (Burkina, Mali and Niger) to 2.1. More than 15% increase in traffic on the Ghanaian corridor in 2008 2.1. Continued commitment of the Ghanaian ports countries to regional integration.
2.1.2. Road counts and surveys. 2.2.1. Level of road service on the Bamako-Ouagadougou-Tema corridor improves from fair to 2.2. Promote economic activities and private sector development. good as from 2008. 2.2. Proper implementation of the transport policies adopted by the 2.2.2. As from 2008, 50% reduction in journey time and 15 to 20% reduction in invisible costs on 2.2.1. Road surveys countries. the corridor for traffic by container, tanker and sealed trucks. 2.3. Reduce the general transport costs through actions and measures to facilitate road transit and transport and through improvement of the state of roads. 2.2.3. Over 30% reduction in vehicle operating costs on the programme roads as from 2008. 2.3.1. Statistics of Tema port and border posts.
2.4. Supervision reports. 2.4. Improve the sustainability of investments through control of axle loads. 2.3. More than 40% reduction in the rate of overloaded trucks on the corridor as from 2006.
3. OUTPUTS 3.1. Paved roads of the Bamako-Ouaga-Tema corridor rehabilitated. 3.1. About 1,050 km of community roads rehabilitated in 2008 3.1. Status, supervision, audit and 3.1. Harmonization of road maintenance completion reports of the programme, policies, notably the 2nd generation
facilitation Committees and statistics of the RMF in the three countries. 3.2. Juxtaposed control posts at the borders are constructed and equipped; Tema port is 3.2. Two juxtaposed control posts at the borders constructed and operational in 2008. Observatory on the practices. equipped with a weighbridge. 3.2. Effective implementation of the 3.3. Radio communication and ACIS installed on the corridor in 2006 Inter-State transit and transport 3.2. Idem as 3.1 3.3. Advance Cargo Information System (ACIS) and radio communication put in place. facilitation agreements.
3.4. Measures to facilitate efficient Inter-State transport/transit taken in 2008 3.3. Idem as 3.1 and reports of the
Observatory. 3.3. Sustainability of the structures 3.4. Institutional control and monitoring mechanisms to facilitate road transport and (observatory on practices, regional 3.4. Idem as 3.1 transit made operational. data bank, etc)
ix
OBJECTIVELY VERIFIABLE ASSUMPTIONS DESCRIPTIVE SUMMARY MEANS OF VERIFICATION INDICATORS RISKS
4. ACTIVITIES/COMPONENTS 4.ENTRIES / RESOURCES 4.1. Coordination of implementation of components and the programme 4.1. Setting up of National Committees, the Regional Road Transport/Transit Facilitation Components in UA million Committee and the Joint Technical Committee for programme monitoring. donors 4.1. Contracts signed Components F.E L.C Total 4.2. Compliance with schedules 4.2. Appraisal estimates 4.2. Conduct of road studies, selection of consultants, invitation to bid, preparation of A – Road rehabilitation 110.30 27.57 137.87 4.3. Efficient monitoring by ADF, bidding documents. B – Sensitization and Facilitation 6.04 2.14 8.18 4.3. Programme accounts UEMOA and the countries. 4.4. Disbursement registers 4.3. Establishment of the ACIS and radio communication system, selection of suppliers, D – Programme management 0.18 0.04 0.22 4.4. Risk of cost overrun connected with preparation of BDs. 4.5. Loan and grant agreements and the programme approach; Base cost 116.52 29.76 146.28 4.4. Execution of works, selection of enterprises, invitation to bids, preparation of BDs for conventions. 4.5. Availability of the counterpart the works. Physical contingencies 13.98 3.57 17.55 4.6. Status and audit report. contributions in accordance with the disbursement profile; 4.5. Acceptance of works, production of sensitization and works inspection reports, Price escalation 10.80 2.76 13.55 selection of consultants for works inspection and sensitization, invitation to bids, 4.6. Availability of all the funds required. preparation of bidding documents for works inspection, sensitization, and audit. Total 141.30 36.09 177.39
Sources of Finance in UA million
Source F.E. L.C Total % ADF 58.46 6.04 64.50 36.4% WADB 9.92 2.48 12.40 7.0% Private 0.00 0.38 0.38 0.2% IDA, EU, DANIDA 72.92 9.79 82.70 46.6% GOVT 0.00 17.40 17.40 9.8%
Total 141.30 36.09 177.39 100% Human Resources Steering Committee, DATC, National Road Directorates, Consultants, ADF and Donors’ supervision mission, facilitation committees.
x
MULTINATIONAL: UEMOA/GHANA Road Programme I Programme Logical Framework for the ADF Grant Start -up date February 2004 Completion date August 2008 Design Team Messrs. M. MBODJ, B. TRAORE and R. SHERMAN, OCIN3 OBJECTIVELY ASSUMPTIONS DESCRIPTIVE SUMMARY MEANS OF VERIFICATION VERIFIABLE INDICATORS RISKS
1. SECTOR GOAL 1.1. Contribute to the strengthening of the economic integration and sub-regional 1.1 10% increase in local products trade in the UEMOA ZONE in 2008 1.1 Economic, agricultural, co-operation of UEMOA and ECOWAS member countries and to import/export and transport 1.2 At least 15% increase in the overseas trade of the land-locked countries which improved accessibility to the countries in the hinterland. transit through the ports of UEMOA countries and Ghana in 2008 statistics 1.2 Idem 2. PROGRAMME OBJECTIVES 2.1 More than 15% increase in traffic on the corridor in 2008 2.1. Promote economic activities and private sector development, improve the 2.1 Road statistics and those of the 2.1 Continued commitment of the countries to regional accessibility of land-locked countries to Ghanaian ports 2.2.1 As from 2008, 50% reduction in journey time and 15 to 20% reduction in Observatories on the practices, integration. road counts and surveys. 2.2 Reduce general transport costs through actions and measures to facilitate invisible costs on the corridor for traffic by container, tanker and sealed 2.2 Correct implementation of the transport policies adopted by road transit and transport, and through the improvement of the state of roads. trucks. the countries.
2.2.2 Texts on measures to facilitate Inter-State transport/transit adopted and 2.3 strengthen the capacities of stakeholders in the PACITR implemented as from 2005, and over 40% reduction in the rate of 2.2.1 Road surveys.
overloaded trucks on the corridor as from 2006 2.2.2. Statistics of Tema port and juxtaposed control posts at the borders. 2.3.1 The population and transport operators sensitized on the programme objectives, road safety, environmental protection, and control of HIV-AIDS and 2.3 Supervision reports. malaria. 2.3.2 Reduction in the processing time of documents handled by the Commission under the implementation of the programme and better co-ordination of the programme as from 2004
3. OUTPUTS 3.1. Studies on road facilitation conducted. 3.1.1 Study reports on ACIS, radio-communication and roads available in 2005 3.1 Status, supervision, audit and 3.1 Actual implementation of the Inter-State transit and transport completion reports of the facilitation agreements.
3.1.2 Observatory’s surveys on practices on the corridor conducted, and the programme, CNF and Observatories. results available as from 2005. 3.2 Sustainability of the structures (observatory on the practices, 3.2. The population and transport operators sensitized. 3.2 Most the riparian population and transport operators sensitized. regional data bank, etc.
3.3 Provision of the Commission with technical assistance and the necessary 3.3. Capacities for the monitoring of PACTIR by the UEMOA Commission equipment in 3.2 Idem as 3.1 strengthened. December 2004 3.3 Idem as 3.1
xi
OBJECTIVELY ASSUMPTIONS DESCRIPTIVE SUMMARY MEANS OF VERIFICATION VERIFIABLE INDICATORS RISKS
4. ACTIVITIES/COMPONENTS 4. ENTRIES / RESOURCES 4.1. Provision of technical assistance services, conduct of road studies and Components in UA million preparation of BDs for the works, selection of technical assistance, invitation 4.1 Contracts signed 4.1. Coordination of the implementation of the components and to bid, preparation of bidding documents. donors of the programme. Components F.E. L.C Total 4.2 Appraisal estimates 4.2. Setting up of National Committees, the Regional Road Transport and Transit 4.2. Compliance with the schedules. Facilitation Committee and the Joint Technical Committee for programme A – Road and facilitation studies. 1.74 0.44 2.18 4.3 Programme accounts monitoring. 4.3. Efficient monitoring by ADF. B – Sensitization and Facilitation 0.00 0.09 0.09 4.4 Disbursement registers 4.4. Risk of cost overrun connected with the programme 4.3. Organization of awareness campaigns, audit, selection of consultants, 4.5 Loan and grant agreements and C – Programme management 1.36 0.80 2.16 invitation to bid, preparation of bidding documents, sensitization and audit. conventions. approach; Base cost 3.10 1.32 4.42 4.5. Availability of the counterpart according to the 4.4. Delivery of equipment, selection of suppliers, shopping, preparation of disbursement profile. Phy. Contingencies 0.25 0.13 0.38 shopping documents. 4.6. Availability of all the funds required. Price escalation 0.13 0.08 0.21 4.5. Organization of seminars, study trips, and sensitization. 4.6. Programme management. Total 3.47 1.53 5.01 Sources of Finance in UA million
Source F.E. L.C Total % ADF grant 2.48 1.02 3.50 70% UEMOA 0.43 0.19 0.62 12% IDA, EU, DANIDA 0.56 0.13 0.70 14% GOVTS 0.00 0.19 0.19 4%
Total 3.47 1.53 5.01 100% Human Resources Steering Committee, DATC, National Road Directorates, Consultants, ADF and Donors’ supervision mission, Facilitation Committees
xii
EXECUTIVE SUMMARY
PROGRAMME ORIGIN AND BACKGROUND
1.1. For purposes of harmonizing the improvement of transport infrastructure in the community space, and in order to implement a common sector strategy, UEMOA prepared a strategy and a community road infrastructure and transport action programme in 2001 (PACITR). PACITR has components relating to studies, road reinforcement and development, actions and measures to facilitate road transport and transit, road safety, and programme management support.
1.2. Following the donors’ meeting on the PACITR held in March 2002, the UEMOA Commission in October 2002 submitted a request to ADF for the financing of the programme. In November 2002 and April 2003, the Bank sent preparation missions to six countries of the Union and Ghana. The missions underscored the urgent need to adopt a progressive programme approach and to intervene firstly on certain corridors in order to reduce the transport and transit difficulties that land -locked countries are encountering in their external trade. This first phase, known as Road Programme I (RP -I) is taken from the PACITR and concerns the rehabilitation of sections of the corridors that link up the landlocked countries to Tema port in Ghana, and the implementation of actions to facilitate Inter-State road transport and transit on the corridor, which at present handles nearly 30% of the transit traffic of the landlocked countries of the zone.
LOAN AND GRANT PROPOSAL
The ADF loan of UA 64.50 million, representing 35.36% of the total programme cost net of taxes and duties, will be used to finance 40.38% of the foreign exchange cost and 16.05% of the local currency cost of the programme. The ADF grant of UA 3.50 million, representing 1.92% of the total programme cost net of taxes and duties, will be used to finance 2.01% of the foreign exchange cost and 1.56% of the local currency cost of the programme.
SECTOR AND SPECIFIC OBJECTIVES OF THE PROGRAMME At the sectoral level, the programme will help to strengthen economic integration and sub- regional co-operation between UEMOA and ECOWAS member countries, as well as open up countries in the hinterland. Specifically, the programme seeks to: (i) improve the accessibility of land -locked countries (Burkina, Mali and Niger) to Ghanaian ports; (ii) promote economic activities and develop the private sector; (iii) reduce general transport costs through actions and measures to facilitate road transit and transport; (iv) improve the sustainability of road investments through control of axle loads; and (v) strengthen the capacities of stakeholders in the PACITR.
PROGRAMME OUTPUTS To achieve the above -mentioned objectives, the following outputs are expected: (i) the population of the programme area sensitized on environmental protection, infectious diseases (AIDS), malaria, road safety, PACTIR strategy and regulations to facilitate road transport and transit; (ii) Engineering designs for the rehabilitation of 900 km of roads of the other corridors of PACITR available; (iii) Detailed engineering designs of 750 km of roads available ; (iv) 1,050 km of paved roads of the corridor in RP -1 rehabilitated; and socio -economic facilities rehabilitated or constructed;
xiii
(v) 2 juxtaposed control posts at the borders installed; (vi) Advance Cargo Information System (ACIS) and radio communication system installed along the corridor; and (vii) Monitoring capacities of the PACITR of the executing agencies and stakeholders strengthened.
PROGRAMME COST
The estimated cost, net of taxes and customs duties, of the entire programme is UA 182.39 million, comprising UA 144.77 million in foreign exchange and UA 37.62 million in local currency. The estimated cost of the components proposed for ADF financing is UA 90.32 million, comprising UA 71.29 million in foreign exchange and UA 19.03 million in local currency.
SOURCES OF FINANCE
6.1 The programme will be jointly financed by ADF, private operators of the Inter-State transport sector that are beneficiaries of RP -1, WADB, UEMOA and the Governments of Burkina Faso, Ghana and Mali, and also by IDA, EU and DANIDA. The ADF grant will be earmarked for the financing of: (i) road studies and studies for the installation of the Advance Cargo Information System (ACIS) and radio communication, technical assistance, training, general sensitization on RP- 1; and (ii) strengthening of capacities for programme monitoring and audit of components financed by the Bank. The ADF loan will finance: (i) works and control of the strengthening works on sections of the Bougouni-Sikasso road in Mali, Ougadoudou-Ghanaian border in Burkina, and Kintampo-Techiman in Ghana; (ii) works and inspection of construction works on the juxtaposed control posts at the Burkina Faso/Ghana and Burkina Faso/Mali borders; and (iii) the supply and installation of the ACIS and radio communication equipment and the related control. The ADF contribution of UA 68.00 million represents 37.28% of the total cost of the whole programme, and will cover 42.09% of the foreign exchange cost and 18.77% of the local currency cost of the entire programme.
6.2 The WADB contribution will finance works and inspection of the road works in Mali and Burkina Faso. The contribution by private operators will be used to finance the installation of radio receivers on board their Inter-State transport vehicles. UEMOA will contribute to the financing of road studies and strengthening of the capacities of DATC and National Directorates. The Governments’ contributions will be used to co-finance road works as well as inspection of the said works, sensitization on environmental protection and diseases such as HIV/AIDS and malaria, road safety and the procurement of transport logistics for the national Directorates in charge of monitoring the programme and for the escort of the Ghanaian customs. The contributions of other donors (IDA, EU, DANIDA) will be used to finance works and inspection of road works, audit of the components financed by them, detailed engineering studies and the procurement of two scanners for the juxtaposed control posts at the borders as envisaged by the programme.
7. PROGRAMME IMPLEMENTATION
Programme implementation will stretch from 2004 to 2008, which is about 54 months.
8. CONCLUSIONS AND RECOMMENDATIONS 8.1 Conclusions
8.1.1 The implementation of RP -1 will strengthen co-operation and regional economic integration
xiv through the reduction of non-tariff barriers and «invisible» costs. It will foster the development of commercial activities along the corridors as a result of the savings made from reduced illegal charges along the corridor.
8.1.2 At the institutional level, the implementation of the progr amme will strengthen UEMOA capacities in the planning and monitoring of NEPAD infrastructure programmes. The programme will contribute to poverty reduction and the training of the actors and operators of the transport chain on the corridor. The formulatio n of the programme has also benefited from the lessons drawn from our operations in the three countries, as well as from those of other donors.
8.1.3 The programme was technically well studied, and will benefit from complete detailed engineering studies. Its negative impacts on the environment are minor and controllable. The programme is economically viable, with an average economic rate of return of 24.8. Sustainability of investments will be maintained by reinforcing the control of axle loads and the loading weight of vehicles intended for Inter-State transport, and by implementing the reinforcement technical solutions adopted.
9 RECOMMENDATIONS
In view of the foregoing, it is recommended that an ADF loan and an ADF grant not exceeding UA 64.50 million and UA 3.50 million respectively be extended to the three countries and to UEMOA. The ADF loan will be broken down as follows: UA 23.62 million for the Government of Burkina Faso, UA 24.49 million for the Government of the Republic of Ghana and UA 16.39 million for the Government of the Republic of Mali. The ADF grant will be extended to UEMOA. The loans and grant will be used to implement the programme as designed and described in this report. The loans and grant will be subject to the conditions stipulated in the loan agreement and grant protocol agreement.
1 INTRODUCTION
1.1 Programme Origin and Background 1.1.1 The area occupied by the eight member States of the West African Economic and Monetary Union (UEMOA) (Benin, Burkina Faso, Côte d’Ivoire, Guinea Bissau, Mali, Niger, Senegal and Togo) has a population of over 70 million inhabitants, corresponding to nearly 30% of the total population of West African States. This population accounts for about 33% of the Gross Domestic Product (GDP) of the West African sub-region. The total area of the community space is 3.5 million km², with an average population density of 19.6 inhabitants per square kilometre. The economies of the countries of the Union rely essentially on agriculture, which employs close to 65% of the working population. In all, the countries of the Union have agricultural, mining, fishing and human resource potentials that should contribute to the significant development of its member States. 1.1.2 The Treaty establishing the West African Economic and Monetary Union (UEMOA) signed on 10 January 1994, provides, in its Additional Protocol No. II, for the definition and implementation of a harmonized scheme aimed at improving transport infrastructure in the first stage, and implementing a common transport sector policy for the harmonious balance of the community space in the second. To that end, a strategy and a community road infrastructure and transport action programme (PACITR) were prepared in 2001 following broad consultations between the States of the Union, transport sector operators, West African regional organizations (ECOWAS, CILSS), and development partners. In addition to the links between the Capitals of the States of the Union, PACITR takes into account the major links with ECOWAS member countries that have a common border with UEMOA States, mainly Ghana and Guinea Conakry. This programme, approved by the UEMOA Council of Ministers, in its 20 September 2001 sitting, was presented in March 2002 to donors, including the Bank, which undertook to lend their support. 1.1.3 Following the donors’ meeting on the PACITR held in March 2002, the UEMOA Commission in October 2002 submitted a request to ADF for the financing of the programme. In November 2002 and April 2003, the Bank sent preparation missions to six countries of the Union and Ghana. The missions underscored the urgent need to adopt a progressive programme approach and to intervene firstly in certain corridors to reinforce some sections so as to reduce the transport and transit difficulties that land -lo cked countries are encountering in their external trade. This first phase, known as Road Programme 1 (RP-I), is taken from the PACITR, and concerns the rehabilitation of sections of the corridors that link up the land-locked countries to Tema port in Ghana. The RP-1 also includes studies on road sections on the Ivorian and Senegalese corridors (Dakar-Bamako by the South); its development or rehabilitation will constitute Phase II of the PACITR. This second phase of the PACITR will also take into account the Beninese corridor (Sabongari-Gaya road section) and the trans-West African section of the Boké-Québo road) on which studies are being carried out with ADF funding. With regard to the Dakar-Bamako road by the south, a request for supplementary studies was submitted to the Bank following the preparation mission of the project in 2002. IDB has already undertaken to finance the works of this road. 1.1.4 This appraisal report was prepared on the basis of: (i) strategic studies, PACITR priority investments of UEMOA using a participatory approach, and preliminary sketches and/or detailed engineering studies on sections of the RP -I roads; (ii) different reports and preparatory documents of the programme; (iii) information gathered during discussions held by the preparation and appraisal missions with the authorities and services concerned; (iv) recent information on the evolution of the transport sector strategy in the States of the Union and in Ghana; and (v) contacts and meetings with the Departments in charge of transport in the countries and with donors that support the transport sector in the countries concerned.
2
1.1.5 The programme as a whole is consistent with the objectives of the New Partnership for Africa’s Development (NEPAD) of which it is part of its short-term plan (STAP) for infrastructure. In addition, the ADF proposal to finance it is in keeping with the ADF strategy in Burkina Faso, Mali and Ghana, as well as with the Bank’s strategic vision, which gives priority to strengthening the integration of sub-regio nal economies. 2 THE TRANSPORT SECTOR
2.1 Generalities 2.1.1 The transport sector in UEMOA States plays a key role in the construction of the economic integration of the States of the Union and in the development of the economic activities of these States. It accounts on average for nearly 6% of the Gross Domestic Product (GDP) of the countries of the Union. Their transport system is primarily made up of road and railway networks, maritime ports, airport infrastructure and, to a lesser extent, navigable waterways. In addition to this transport system, there are road and port infrastructures in Ghana and Guinea, which certain landlocked countries of the Union use for their external trade. 2.1.2 The major handicap of the transport sector remains regional disparity in transport infrastructure, inadequate financing both internally for maintenance and externally for the rehabilitation of dilapidated infrastructure and the renewal of the rolling and handling stock. From the technical and institutional points of view, there are shortcomings in the planning and programming of national and, worse still, regional investments, owing to shortage of human resources, and lack of training and information for the users and operators of the transport system. 2.2 Sectoral Overview Road transport 2.2.1 In the UEMOA zone and in Ghana, road transport is the principal means of movement of goods and persons. It handles about 90% of the internal transport demand of travellers and goods. Apart from Abidjan where there is still public transport for travellers, urban, peri-urban and inter-urban travel in the States of the Union and in Ghana is generally handled by small operators using minibuses and, in some countries, motorcycle taxis. One of the major constraints on road transport is the mismatch between supply and demand, lack of organization in the profession, but especially the multiple control posts and charges on the highways, which jeopardize the viability of the system. At the regional level, road transport accounts for nearly 73% of the demand for inter- State goods transport. Rail Transport 2.2.2 The States of the Union have a total rail network of 3,918 km, more than half of which are in an advanced state of dilapidation with highly restrictive alignment features. Ghana has a railway 950 km long. These railway lines are not interconnected. In the networks, three lines are regional, namely: (i) the Abidjan-Bobo Dioulasso–Ouagadougou-Kaya line 1,261 km long with 623 km in Burkinabe territory, managed by the private company SITARAIL which, before the Ivorian crisis, witnessed its total goods traffic increase in five years from 250,000 tonnes to one million tonnes, whereas passenger traffic dropped by half; (ii) the Dakar-Bamako line (1,233 km) for which a concession was granted in September 2003 to a private Canadian-French company TRANSRAIL, with an international freight traffic of about 350,000 tonnes; and (iii) the Cotonou- Parakou line, 448 km long, extended to Niger by a road transport system after transshipment to Parakou; it is managed by the “Office du Chemin de fer Bénin-Niger” (Benin-Niger Railway Authority) the freight traffic of which , though on the decline for some years now, stands at about 340,000 tonnes owing to the poor performance of Cotonou port and the antiquated OCBN railway facilities and equipment. Ghana, whose railway network is State-managed, plans to construct a dry
3 port in Kumasi, which would constitute a rail-road transshipment platform for the transit traffic of the landlocked countries in the sub -region. The ADF-financed feasibility study on the railway networks interconnection in the ECOWAS zone, scheduled for completion in 2005, will make recommendations for laying the foundations of an interconnected regional network. Sea Transport 2.2.3 UEMOA States have six seaports (Cotonou, Abidjan, San-Pédro, Dakar, Lomé and Bissau), and are also currently using the two ports of Ghana (Tema and Takoradi) and, to a lesser extent, the ports of Conakry and Nouakchott. These ports handle the bulk of international traffic between the countries of the Union and the rest of the world. The handling and storage capacities of these ports seem to be adequate for the current needs of the Union. Most of the ports offer storage facilities to the land-locked countries of the Union (Burkina, Niger, and Mali) so as to attract transit traffic, which stood at about 4.2 million tonnes in 2002. 2.2.4 In recent decades, containerization has been the engine of sea transport growth in the world and, consequently, of that of the African port industry. However, in spite of the efforts made, the cost of port passage and the waiting time for ships in the ports utilized by the States of the Union remain very high, according to studies conducted in 1997 and 2000. This is due to the fact that: (i) customs transactions and port billing are still done manually in the States despite the existence of computerized customs systems, especially the “Système de Dédouanement Automatique des Marchandises” (SYDAM) (Automatic System for Goods Customs Clearance) in Côte d’Ivoire, the “Gestion Automatisée des Informations Douanières et Economiques” (GAINDE) (Automated Customs and Economic Information Management System) in Senegal, and the Automatic System for Customs Data (ASYCUDA) developed and maintained by UNCTAD in the other States of the Union, and the Ghana Customs Management System (GCMS) in Ghana; and (ii) dock controls that demand a lot of space are still in force. 2.2.5 In the multimodal transport chain, ports should play a leading role in the preservation of road investments by ensuring that loadings comply, from the onset, with the axle loads and that the contents of trucks conform with the transport documents. Tema port currently has a scanner that displays, between 33 and 53 seconds, the contents of a container and will under RP -1 be equipped with weigh bridges. Other ports in the sub -region will also be improved, as Dakar port is being equipped with a mobile scanner, Lome port with weigh bridges, and Nigeria with about 15 mobile scanners to facilitate its control operations on part of its land and sea borders and in airports. For investments in Nigeria, the Private Sector Department has been contacted and could provide assistance. 2.2.6 Navigable waterways are still insignificant in the transport system of the Union. The Union’s territory is crossed by two important river basins, namely the Senegal and the Niger and, in Ghana, by the Volta. Navigability on these rivers is limited most of the way because of considerable seasonal variations in water flow. The traffic is not known, but the rivers are expected to play a role in the intra-community trade, as indicated in NEPAD’s Short-Term Action Plan (STAP) for infrastructure. Projects are in the pipeline for the Senegal River Development Organization and the Niger Office for the navigable Rivers Niger and Senegal. Air Transport 2.2.7 The Union has 14 international airports in the capital cities, and over 45 secondary airports used mainly for domestic services. Their capacities range from 10,000 to 1,000,000 passengers and from 2,000 to 40,000 tonnes of freight. The infrastructure and equipment of international airports in the States of the Union, as well as in Ghana are generally in good condition, thanks to an adequate maintenance and renewal policy for airport facilities. The secondary airports have landing strips of variable features (paved or laterite strips), and undergo little maintenance. The
4 demand for domestic air transport is relatively low. Only Burkina-Faso, Senegal, la Côte d’Ivoire and Ghana have domestic services. 2.2.8 The Yamoussoukro Decision, taken in 1999 to liberalize the African sky not later than August 2002, led to the emergence in the West African sub-region, of several precarious airlines, worsened by the liquidation of Air Afrique. Under NEPAD, provision is made to support the States by providing them with reliable airports, strengthening their regulatory and control capacities through restructuring of civil aviation services and by modernizing the aviation infrastructure. In West Africa, only Dakar and Accra airports were approved, before the year 2000, by the Federal Aviation Administration (FAA) to make direct flights to or from New York. Competitiveness of the various corridors 2.2.9 The land -locked countries of the Union have, for their external trade, road corridors that are operating (Côte d’Ivoire, Togo, Ghana and Benin) or under construction (Senegal, Guinea and Mauritania), as well as railroads (Cotonou-Parakou, Dakar-Bamako and Ouagadougou-Abidjan). These States demand a right of access to the sea without hindrances, and fair competition between the corridors is one of the factors that can enable them to achieve this goal. Factors that affect the competitiveness of the transit corridors are mainly: (i) port passage costs and delays; (ii) transport times and conditions on the corridors; (ii) bilateral agreements for transit transport; and (iii) availability and state of the trucking fleet, which transport operators have in each of the countries. 2.2.10 Studies conducted between 1997 and 1999 show that apart from costs related to the passage of the ship, each of the ports in the sub-region has comparative advantages. For example, Abidjan and Dakar ports are the best equipped, but have the highest port passage costs owing to the facilities as well as the piloting and dredging costs for Abidjan port. Charges on ships are generally low (1/3 of those in Antwerp, for example). Tema port is the most competitive from this point of view. Charges on goods are very high (10 times those of Marseille). Stevedoring and acconage costs are also very high in the sub-region. With regard to the passage cost for ships, Dakar, Abidjan and Tema have the lowest and are close to the costs charged in Europe. In general, port passage time (at least 7 days) is often far longer than the agreed duration (72 hours). 2.2.11 Transport distances are not the only criteria for assessment. Conakry and Cotonou ports are the nearest to Bamako and Niamey respectively, but the performance of these ports is poor. The state and geometry of the roads constitute handicaps (steep slopes in the Fouta in Guinea and the Alejo fault in Togo). The multiple controls on almost all the corridors, even if they are more on some than on others, constitute handicaps to the competitiveness of these corridors. Freight sharing agreements (1/3 and 2/3) and difficulties in renewing the inter-State transport vehicle fleet, are factors that are of more benefit to certain corridors than others. Similarly, bilateral agreements governing inter-State road transport are of more benefit to certain corridors and transport operators of some States than others by authorizing higher axle loads, and especially higher loaded weights. The application of a single ISRT agreement, such as that signed by all the ECOWAS States, is an indispensable factor for competitiveness of the various transit corridors. 2.2.12 Under NEPAD, it is stipulated that the States would undertake concerted actions to reduce by half before 2006, the time for clearing containers through customs and to implement road transport and transit facilitation measures on at least two corridors in each regional economic community. Most of the countries with potential transit ports have started taking measures to that end. For example, Ghana and Togo are embarking on investments and taking measures to handle, under good conditions, transit traffic in their ports and to securitize traffic on their corridors (“Solidarity on the sea” in Togo through an escort system). Dakar port has just been equipped with a mobile scanner to reduce the port passage time. The crisis in Côte d’Ivoire has therefore further shown that competition in transit traffic is a powerful factor for the improvement and innovation of port operations and, more generally, of the overall efficiency of transit corridors.
5
2.3 Transport Policy, Planning and Co-ordination 2.3.1 Since the late 80s, transport sector policies adopted by Governments of the States of the Union and Ghana, and in general by ECOWAS countries, seek to gradually remove rigidities and dysfunctioning elements from the sector, as their negative impacts put a strain on transport costs. These policies focus on: (i) improvement of the state and level of service of existing road transport networks; (ii) introduction of a statutory environment conducive to the development of private investments in the sector and enhancement of the economic capacities of the operators; (iii) improvement and strengthening of management and planning capacities of institutions operating in the sector; and (iv) improvement of the recovery of infrastructure costs notably through tolls and usual charges. 2.3.2 The planning, co-ordination and implementation of these policies are primarily the responsibilities of the Ministries in charge of roads and transport in the countries of the Union and in Ghana, which rely on the National Directorates for the administration of the different sub-sectors, as is the case in Mali and Burkina, or on road agencies as in Senegal (AATR), Côte d’Ivoire (AR) and Ghana (GHA). The Ministries in charge of planning and finance mobilize and manage the financial resources of the sector. The Ministries in charge of Rural Development, Town Planning or the decentralized authorities are responsible for everything that relates to part of the feeder roads and the urban roads. For countries that have established second -generation road funds (Benin, Côte d’Ivoire, Mali, Togo, Niger, Guinea Bissau and Ghana), the mobilization and management of financial resources for road maintenance are entrusted to an autonomous structure with a Board of Directors. This has improved the quality and management of road maintenance. 2.3.3 Under NEPAD, the regional investment programmes will be sponsored by the Regional Economic Communities (REC). In West Africa, the ECOWAS Secretariat co-ordinates the planning and programming of these programmes, in collaboration with sub -regional organizations. At the preparatory meeting of the workshop on the regional facilitation of road transport and transit from 4 to 6 August 2003 in Ouagadougou, jointly organized by the ECOWAS and UEMOA, it was decided that the UEMOA Commission would be responsible for co-coordinating and monitoring regional programmes entirely located in the UEMOA zone and that it could, in consultation with ECOWAS, perform the same tasks for projects spanning the UEMOA zone and the second ECOWAS zone. That is why in the present programme, UEMOA has been chosen as the executing agency for the co-ordination. 2.3.4 In view of the inadequate capacities of the RECs, it is stipulated in NEPAD’s Short- Term Action Plan (STAP) that support should be provided to help them strengthen these capacities. This programme will provide targeted support to the transport sector during its implementation period, until much larger mechanisms are put in place to support the RECs in all the sectors targeted by NEPAD. 3 THE ROAD SUB -SECTOR
3.1 The Road Network 3.1.1 The road network of the eight countries of the Union have a total length of 165,860 km of which 24,870 km are paved roads, representing 15% of the total length. The remaining 85% of the network are earth roads. The network is unevenly distributed throughout the community. The five coastal countries (Benin, Côte d'Ivoire, Guinea-Bissau, Senegal and Togo) occupying a total area of 688,592 km², or 20% of that of the Union, have about 117,760 km of roads, or 71% of the total length of the community network. The countries in the hinterland (Burkina Faso, Mali and Niger) have a total of 48,100 km of roads, representing only 29% of the network. Their network is relatively less dense than that of the coastal countries. As for Ghana, its road network is 40,112 km
6 long and covers an area of 239,460 km2. In 2002, about 30.3% of the network was in good condition. 3.1.2 The average network density of the Union is 4.7 km of roads for 100 km² and 2.4 km of roads for 1,000 inhabitants. The table below shows the density for each UEMOA country and for Ghana.
UEMOA member countries Network density Km/1000 inhabitants Km/100km² 1. Benin 2.6 13.5 2. Burkina 1.1 4.5 3. Côte d’Ivoire 5.5 25.2 4. Guinea-Bissau 2.8 9.5 5. Mali 1.4 1.3 6. Niger 1.4 1.1 7. Senegal 1.6 7.4 8. Togo 1.5 14.2 Total UEMOA 2.4 4.7 Ghana 2.03 16.75 NB For Africa, the average is 4.2 km/100 km²
3.1.3 The classified road network of the Union, made up of inter-State and national roads covers 148,600 km, or about 90% of the total road network of the Union. Only slightly over 15% of this network is paved (22,530 km). A classification proposal has been prepared for the community network, about 20,930 km long and made up of coastal roads and access corridors to countries in the hinterland. The classification of national and local authority roads remains the responsibility of the States. The coastal roads link up the coastal countries and the access or road transit corridors provide links between the coastal and land -locked countries, on the one hand, and countries in the hinterland, on the other hand. 3.1.4 Ghana’s road network comprises: (i) 12,383 km of trunk roads, (ii) 24,000 km of feeder roads, (iii) 2.909 km of urban roads, and (iv) 820 km of communal roads. The trunk roads are in turn divided into: (i) 4,365 km of national roads, (ii) 2,393 km of inter-regional roads, and (iii) 5,625 km of regional roads. Close to 5,551 km of the trunk roads and 1 649 km of the urban roads are paved. 3.2 Vehicle Fleet and Traffic Vehicle Fleet 3.2.1 The vehicle fleet in the UEMOA zone was estimated in 2002 at nearly 800,000 vehicles, excluding motorized two-wheelers. The percentage of heavy vehicles varies according to country, from 5% to 38%. In Ghana, the total registered fleet, including motorized two-wheelers, was 623,125 vehicles in 2002 with a percentage of heavy vehicles representing around 10%. The two figures of the above-mentioned vehicle fleet are not comparable. In fact, with the re-registration operations of recent years in the States of the Union, the vehicle fleet virtually corresponds to the number of vehicles on the road, which is not the case in Ghana where the data on the vehicle fleet has not been adjusted. There is a sharp increase in the vehicle fleet in these countries (between 7 and 9.6% per annum) owing to the importation of used vehicles, which represent at least 85% of the vehicles registered in the past ten years. The increase in the number of used vehicles in circulation in the country accelerates the ageing of the vehicles, and considerably increases the vehicle operating costs and the number of accidents. The countries are considering strengthening technical control measures and renewing the vehicle fleet for goods transport.
7
Road traffic 3.2.2 Traffic on the network in UEMOA States and Ghana is characterized by marked differences between the geographical areas and the itineraries. Road transport, thanks to its flexibility and accessibility, is the principal means of the movement of goods and persons, and therefore makes significant contribution to poverty reduction. For the past 15 years, the Departments in charge of road planning in these States have been regularly collecting data on road traffic on the whole network. The data show that the annual traffic growth rates range from 3% to 6% depending on the countries and the categories of vehicles. According to data on goods imports and exports by the land -locked countries in the sub -region, trade represented about 4.2 million tonnes in 2002, with 2 million tonnes for Burkina Faso and 1.8 million tonnes for Mali. Imports represented 85% of the tonnage. Ghanaian ports witnessed their share increase sharply from about 145,000 tonnes in 2000 to 630,000 tonnes in 2002. As a result, sections of the corridor, mainly those in Ghana and particularly in Burkina Faso, recorded increases in traffic; the same applies to traffic in Mali and Niger. 3.3 Road Transport Industry 3.3.1 The organization of road transport in the UEMOA zone and Ghana has undergone considerable changes since the late 1980s, leading particularly to the removal of inter-urban goods transport monopolies and to the total liberalization of urban transport. The open and highly competitive markets of the sector are therefore occupied by the individual and small-scale private transport operators. Access to the profession is free and the tariffs have been deregulated. To defend their interests and protect their profession, professional transport operators are grouped in national unions or associations and regional co-operatives of transport operators. There is, however, some anarchy on the markets fuelled by small-scale transport operators. 3.3.2 In the ECOWAS zone, in general, and the UEMOA zone, in particular, the road transport industry is experiencing problems due to: (i) the old age of the vehicle fleet and their unsuitability for inter-State transport, which creates an artificial overcapacity in relation to the global freight demand strengthened by the traffic sharing rule (known as the 1/3 and 2/3 rule); and (ii) low profit margins owing to lack of professionalization and the multiple “invisible costs” which put a strain on transport costs, especially charges at the multiple check points. The resolution of these problems has always been a major concern expressed in transport sector policy statements and in the various sector projects implemented in the countries. Mechanisms for solving the problems include: (i) the establishment of motor vehicle inspection centres to be managed by the private sector; (ii) the introduction of more stringent customs measures for the import of vehicles; (iii) the training and organization of transport operators and drivers and the regulation of access to the profession of transport operator; and (iv) the establishment of mechanisms to facilitate the renewal of the vehicle fleet for the public transport of passengers in urban areas as in Senegal, or for goods transport, as in Burkina Faso. Mali and Ghana are exploring the possibility of tax exemption on the import of new vehicles to encourage the renewal of the fleet for inter-State goods transport. 3.3.3 With regard to the “invisible costs”, a study conducted in 1999 put them, for the border post between Burkina Faso and Togo, at about CFAF 12 billion per annum, while the dual collections amount to over CFAF 24 billion per annum at this very post. If we add the financial cost of escort (CFAF 20,000 per vehicle) and the illegal charges throughout the corridor, it would amount to between CFAF 80 and 100 billion on each corridor. The greatest handicap to this industry comes from the multiplicity of check points within the countries. Some countries, like Ghana and Burkina Faso, have issued texts to limit the number of road check points. The purpose of the present programme is to reduce the se “invisible costs” by 15 to 20% by limiting controls of transit transport by container, tanker and, under certain conditions, sealed trucks at the point of departure,
8 at the borders and at the point of arrival. Limitation of the number of internal check points is a loan condition for the present programme. 3.4 Road Construction Industry 3.4.1 Generally speaking, in UEMOA States and Ghana, the road construction industry offers a competitive market open to all qualified firms. State disengagement, leading to the privatization of all road maintenance works and services has, in the various States, promoted the emergence of a multitude of enterprises in the road construction industry. However, this industry remains handicapped by the absence of efficient public works enterprises to absorb road maintenance demands and carry out large-scale transport infrastructure works. The local SME promotion policies did not yield the expected results in spite of the efforts made under the transport sector programmes to support these SMEs in their organization and in the training of their personnel. 3.4.2 The major problems that slow down the emergence of local SMEs are linked to difficulties in procuring heavy public works equipment and in having access to the bank credit system. Thanks to the privatization of road maintenance, the transformation of the National Public Works Equipment Directorates into hiring companies was not successful. As a result, in the UEMOA space and Ghana, much of the road works are executed by foreign enterprises. 3.4.3 To remedy the difficulties encountered by SMEs in RM, new mechanisms are being experimented in some countries of the zone. For example, competitive bidding for small-scale annual maintenance works will be replaced with bidding for medium-scale works (between CFAF 1 billion and 3 billion) on a multi-annual maintenance basis, but with the obligation for the contracting party to implement his public works equipment plan as indicated in their bid. In addition, the UEMOA Community Infrastructure and Road Transport Action Programme (PACITR) provides for: (i) the exchange of experience in regional workshops on topics relating to programming, management and monitoring of contracts and maintenance works, quality control activities of National Public Works laboratories, the management of maintenance contracts by SMEs, the management of databases and road safety; and (ii) the implementation of a permanent training programme at the regional level for the various components of the community action programme, especially for SMEs, project appraisal, programming and management, databases, the introduction of new facilitation procedures, road safety, etc. 3.4.4 With regard to the local consulting firms, the promotion has been satisfactorily undertaken since the establishment of second-generation road funds and Agencies for labour- intensive works. It is further consolidated by the emergence of regular collaboration with foreign offices for road studies and inspection of more complex works. The collaboration is provided through subcontracting or grouping, and concerns about ten national offices. This augurs in the end a development, in the near future, of the skills of a larger number of national offices capable of performing bigger contracts on their own. 3.5 Road Network Administration and Staff Training Road Administration 3.5.1 Road networks in UEMOA countries and Ghana are administered by the ministries in charge of road maintenance and construction. As such, the ministries are responsible for road maintenance and construction. They rely on the Directorates in charge of roads or on autonomous road agencies (AATR in Senegal, “Agence routière” in Côte d’Ivoire, and GHA in Ghana). Studies have been conducted for the establishment of a road agency in Mali before the end of 2003. The reforms undertaken in the transport sector in most States of the Union and in Ghana have resulted in the privatization of road maintenance works. The Directorate or Agencies in charge of roads are responsible for the design, planning, programming, and monito ring of road construction and maintenance works. The actions envisaged by the Union in road maintenance focus on
9 communication-coordination-consultation and support for the financing of strategic studies. They will consist in organizing: (i) regional co-ordination meetings on the programming of road works for the various network managers and officers in charge of road maintenance; (ii) regional workshops on national public works laboratories; and (iii) regional workshops on the management of maintenance contracts by SMEs. Training 3.5.2 Training in UEMOA countries is provided by schools of engineering and public works training and skills upgrading centres (TSUC). There are schools of engineering within the Union, in particular ENSTP in Yamoussoukro, Côte d’Ivoir e, ENSI in Mali, and ENTP of Thiès, Senegal. There are six TSUCs in Benin, Burkina, Côte d'Ivoire, Mali, Senegal and Togo. Ghana has one school of engineering and one public works training centre. Most of the TSUCs face operating difficulties for lack of financial resources. To remedy these difficulties and keep abreast of changes in road maintenance, some centres have adapted their training programmes to offer training modules to SMEs that operate in RM. Part of the training is provided abroad (France, USA, Canada, North African countries), as well as through further training courses and experience-sharing seminars. 3.5.3 Thus, the training courses in the ongoing transport programmes in the three countries are intended for the different operators in road maintenance. These include SMEs and consulting firms, to enable them to fulfil their obligations under the privatization of road maintenance, as well as State employees whose roles have been geared towards the planning, programming and monitoring of works. In training, the UEMOA programme has selected three types of actions: (i) implementation of a permanent training programme at the regional level in management for SMEs; (ii) implementation of a permanent training programme at the regional level in the programming and management of inter-State roads; and (iii) introduction of a permanent training programme at the regional level in the socio-economic evaluation of inter-State road projects. 3.5.4 In most countries of the Union and in Ghana, the training is in prio rity intended for road maintenance with the support of donors under transport sector projects in the States of the Union, or the Road Sector Development Programme (RSDP) in Ghana. Most often, the training programmes do not include private operators in the transport chain, namely transport operators, drivers, forwarding agents, etc. Consequently, their productivity is inadequate or low. This programme aims at financing training courses, in the form of seminars, particularly in transport facilitation, road safety, sound knowledge of the texts governing the profession of transport operator, etc. 3.6 Road Maintenance 3.6.1 In the UEMOA zone and more generally in the ECOWAS zone, annual road maintenance programmes are prepared by the Central Directorates or Agencies in charge of roads, either directly with the assistance of Regional Directorates or Services, or with the support of consultants. The programmes are submitted for approval to the Ministries in charge of roads or the Board of Directors of the road funds for countries that have second -generation road funds. In most of these countries, the works and their inspection are fully entrusted to the private sector, with the exception of Benin where there are constructions by force account with an annual ceiling of CFAF 1 billion, but decreasing with the level of the capacities of the local SMEs. 3.6.2 As regards the feeder roads, the countries are experimenting on a participatory strategy with the beneficiary population in the design and maintenance of the roads. This is the case of Benin, Togo, Senegal and Mali. To consolidate the strategy, structures to validate the roads programme are established at three levels (local, departmental and national). The initial results show difficulties in the financial contribution of the population, especially in areas where there are no cash crops.
10
3.6.3 The problems encountered in RM concern the persistent administrative delays in the processing of procurement documents and the Small and Medium-Scale Enterprises (SME), which have no financial base and suitable equipment for road works. They are also confronted with certain problems: inadequate engineering studies, payment delays, and lack of transparency of the bidding documents. Measures planned to address these difficulties are developed in paragraph 3.4.3 above. 3.6.4 In most countries of the Union, the road databases exist or are at the planning stage, but their sustainability is not assured for lack of financing. The computer environment reveals technical and management gaps. On the other hand, there are virtually no organized and updated database on road transport. At present, no country of the Union regularly keeps a performance indicator table. Consequently, the community action programme also aims at: (i) establishing a data bank and a performance indicator chart; (ii) creating a dynamic link with the Internet site of the Commission; and (iii) establishing a framework for exchange of experiences. 3.6.5 The road maintenance programmes in Ghana, which fall under the road sector investment programme, are prepared by the Directorates in charge of rural and urban roads, and by the Ghana Roads and Highway Authority. Each of these Directorates is responsible for the planning and annual budgeting of road maintenance works for the type of road network concerned. 3.7 Financing of Road Investments and Maintenance 3.7.1 The programming of road investments in the States of the Union is based on a three- year rolling programming approach. While investment and periodic maintenance programmes are still in large part fin anced with external resources collected from donors, routine maintenance is exclusively financed today by internal resources through the road maintenance fund. 3.7.2 The majority of the bilateral and multilateral finance institutions represented in the three countries intervene actively in the road sub -sector through the formulation of programmes and the financing of projects and programmes. These donors are the ADF, IDA, EU, Arab Funds, OPEC Fund, JICA, KfW, GTZ, Dutch Government, DANIDA, USAID and AFD. The previous commitments of these partners, mainly devoted to heavy road reconstruction and rehabilitation works, amounted on average to nearly: (ii) US$ 115 million per annum in Ghana from 1988 to1994 before dropping since 1996 to US$ 90 million per annum; (ii) about CFAF 176 billion in Mali from 1994 to 1998 covering the TSP; and (iii) about CFAF 175 billion in Burkina for the period 1992- 1999 covering the TSAP. Concerning the UEMOA programme, the PACITR was updated in June 2003 at the Steering Committee meeting held in Cotonou. The road works concern about 11,500 km, excluding sections outside the UEMOA zone, for a cost estimated at CFAF 1,400 billion, and CFAF 393 billion have already been obtained for works on 3,800 km. The leading donors involved in the programme are the EU, ADF, IDA, WADB, KFW and the Arab Funds. 3.7.3 For some years now, road maintenance has been fully privatized in the UEMOA zone, as well as in Ghana. The establishment of second generation Road Funds (RF) has provided wider coverage of the routine maintenance expenditures and part of the periodic road maintenance costs through the establishment of autonomous institutional mechanisms for the collection and management of these funds. Only Burkina and Senegal have not yet established these second generation RFs. These two countries have undertaken to conduct the necessary studies. Road maintenance in these two countries is financed by allocations from the national budget, which provides the resources needed for the purpose. 3.7.4 In Burkina Faso, road maintenance was in the past financed by a national budget item to which 59% of the taxes on fuel consumption were allocated. Under the transport sector adjustment programme (TSAP) for the 1992-1999 period, the texts of the fund were repealed and the Government, in agreement with the donors, undertook to cover all the routine maintenance requirements of nearly 8,900 km of roads identified under TSAP and estimated at CFAF 4.2 billion
11 per annum. From 1992 to 2002, the Government earmarked about CFAF 53 billio n for routine maintenance. Apart from the disbursement problems noted in the first half of 2002, the Government honoured its commitments. Under the ongoing transport sector project (TSP), the priority road network has been extended to 11,000 km to include the rural roads. This will put additional strain on the State budget, as the annual budget of CFAF 6.25 billion per annum earmarked for routine maintenance should increase to CFAF 13.7 billion for the 2003 to 2008 period. To meet these commitments under satisfactory conditions, the Government, with IDA support, will undertake a study to explore the possibility of establishing a second-generation road fund. The conduct of the study and the implementation of its recommendations will constitute a loan condition for this programme. 3.7.5 In Mali, the resources for road maintenance came from the State budget. With the establishment in 2001 of the Road Authority (which plays the role of the road fund) and the adoption of texts organizing it in 2002 (implementing decree of the law establishing RA, decree on road charges, establishment of the Board of Directors, etc.), the funds will come from deductions made on road fuel consumption. This will likely make the funds secure. Until the mechanism becomes operational and in order to prevent a sharp increase in fuel price, the Government proposes some years of cohabitation between a decreasing budgetary allocation and the collection of road charges, until the routine maintenance requirements (CFAF 12 billion per annum) is fully covered by charges and other sources of finance like the road toll. 3.7.6 In Ghana, the Road Fund was restructured in 1997, and covers on average of 35% to 45% of the maintenance requirements (US$ 118 million in 2002). Since the main financial resources of the fund come from taxes on fuel (91% of RF earnings), the Government increased fuel prices in 2002, and intends to maintain a yearly increase of the prices until the level of financing required for road maintenance is obtained. The Government is drawing up a programme to diversify the sources of finance for the road fund through a nation-wide system of toll roads. 3.7.7 UEMOA has defined the economic performance convergence criteria for member States, which recommend in particular that at least 20% of pubic investments from internal resources be covered by tax revenue. Full financing of routine maintenance expenses, with internal resources, is an internal conditionality of the PACITR. To find sustainable resources for the financing of road maintenance (routine and periodic), it was agreed to generalize the second-generation road fund, establish a road toll and weighing system with harmonized tariffs on paved community roads. In addition, investments relating to the facilitation of road transport and transit on the highways and corridors are in part financed from the internal resources of the Union and their recovery would be borne by the users. Private enterprises will be contacted for toll concessions and structures related to the facilitation of road transport and transit (juxtaposed control posts at the borders, ACIS, etc). These measures imply prior improvement of the road control system, which will then facilitate cost recovery without additional financial pressure on the users. 3.7.8 To this end, UEMOA has approached the Bank for the financing of a study on the harmonization of policies and road maintenance financing in the UEMOA space. This study, which will include the Ghanaian corridor, will be financed through the Canadian bilateral fund managed by the Bank, and should start by January 2004. 4 THE PROGRAMME
4.1 Programme Design and Rationale 4.1.1 As specified in paragraph 1.1.2, the Treaty instituting the UEMOA and the addenda thereto provide for the definition and implementation of a harmonized transport infrastructure improvement scheme in the first stage and, in the second, the implementation of a common transport sector policy aimed at the harmonious balance of the community space. Besides, one of the
12 fundamental objectives of the Union is the free movement of goods and persons in the community space. This requires traffic fluidity, which entails optimum utilization conditions of the road infrastructure in terms of facilitating inter-State transport and transit. In addition, the objectives of accessibility and community regional planning call for the development of secondary roads and feeder roads in the border areas. Finally, the sustainable human development policy requires the Union to reduce social costs through a consistent road safety policy. 4.1.2 In view of these objectives and prerogatives, the Union drew up the PACITR, which was approved by the meeting of the Council of Ministers of the Union held on 20 September 2001 in Lome, Togo. The programme of action, which stretches over 10 years has an overall cost estimated at about CFAF 1,300 billion, updated to CFAF 1,400 billion in June 2003. It was submitted in March 2002 to the donor community, which extracted from it a five-year programme of CFAF 586 billion, on which it intends to concentrate its operations in the first instance. This programme concerns road rehabilitation/construction and the implementation of transport facilitation measures in the UEMOA space. 4.1.3 The Bank, which participated in the donors’ meeting of March 2002 undertook, following a request from the Union, a first preparation mission of the programme in November 2002. It approached from the perspective of creating access corridors for the land-locked countries of the Union. The Ivorian and Togolese corridors were therefore explored. However, following the Ivorian crisis of September 2002, the Ghanaian corridor (Tema -Accra-Kumasi-Paga-Po-Ouaga) has been frequently used by most of the traffic to the three countries in the hinterland (Mali, Burkina and Niger). 4.1.4 In April 2003, the Bank undertook a second programme preparation mission which focalized on the Ghanaian corridor, especially the Tema-Accra-Paga-Po-Ouagadougou-Bobo Dioulasso-Hermakonon-Sikasso-Bougouni-Bamako itinerary. This road currently handles, on certain road sections, T3 strong or even T4 traffic for which they were not designed. There is a real risk of premature destruction leading to loss of the investments that have just been made for the rehabilitation of most of these sections. 4.1.5 The programme for this road, known as UEMOA Road Programme I, comprises studies, road works and the facilitation of road transport and transit on the corridor. The programme was prepared using a participatory approach mainly with the riparian population, transport sector operators and the administrative services (customs, police, gendarmerie) involved in the transport chain. At the request of the riparian population of some road sections of the corridor, and in order to contribute more effectively to poverty reduction by improving the living conditions in the villages served by the road, the programme has envisaged the rehabilitation or improvement of certain local socio -economic facilities. Similarly, actions to sensitize the population on STD/AIDS, road safety and environmental protection are envisaged because of the high mobility of people on this route. The conduct of road studies on the Ivorian and Senegalese corridors, which are part of the PACITR, aims to give land-locked countries in the zone alternative choices for their right of access to the sea. These alternative choices are determining factors in the implementation of actions to facilitate road transit. 4.1.6 The programme has drawn on the results of the PACITR Steering Committee meeting held from 30 June to 4 July 2003 in Cotonou and the meeting jointly organized by ECOWAS and UEMOA from 04/08 to 06/08 in Ouagadougou on the regional road transport and transit facilitation programme. During these meetings, the PACITR was updated, the pilot corridors were selected (Côte d‘Ivoire–Burkina–Niger, Togo –Burkina–Mali/Niger, Côte d‘Ivoire–Mali, Côte d‘Ivoire– Ghana–Togo –Benin –Nigeria and Ghana–Burkina -Mali/Niger) and the co-ordination and monitoring mechanisms for the regional programmes were defined. The ADF, IDA, EU, AFD, WADB and FRDC participated in the first meeting, and the ADF, IDA, EU and USAID in the second. The
13 principle of a gradual implementation of the programme was adopted, starting with these pilot corridors already covered by the ongoing actions in the area of facilitation or HIV/AIDS control. The ongoing or scheduled operations by donors in this programme are given in Annex 8. 4.1.7 The programme design is consistent with the Bank vision and corresponds to the guidelines of NEPAD’s Short-Term Action Plan for regional integration and providing access to the countries. The programme will contribute to poverty reduction, as well as the training of the actors and operators of the transport chain on the corridor. The programme formulation also drew on lessons from our operations in the three countries and on those of other donors, particularly in the management and monitoring of projects by the countries, and as regards obstacles to the achievement of the objectives of facilitating road transport and transit. The programme, as defined, is based partly on the principle of sustainably establishing the right of access to the sea for the land- locked countries of the area through diversification of the possibilities of such access, and partly on the development of trade between the different countries. 4.2 Programme Area and Beneficiaries Location and Characteristics of the Area 4.2.1 Generally speaking, the direct programme area is made up of the administrative units about 30 km on both sides of the corridor. It occupies an area of about 120,000 km2, i.e. 6.84% of the area of the three countries (1,753,660 km2) targeted by the programme. Thus, the RP-I roads cross: (i) in Mali, the regions of Koulikoro and Sikasso; (ii) in Burkina Faso, the Provinces of Kénédougou, Houet, Tuy, Balé, Sanguié, Boulkiemdé, Kadiogo, Bazéga, Zoundweogo and Nahouri; and (ii) in Ghana, the main Accra Region, the Eastern Region of Ghana, and the regions of Ashanti and Brong Ahafo, Northern, and Upper East, mainly Accra Districts, South of Akwapim, Suhum Kraboa Coaltar and eastern, Akim, the Kumasi Metropolitan Area, Kwabre Afigya- Sekyere, Offinso District in Techiman, Kintampo, Tamalé etc. There is, however, an extended programme area covering other regions in Burkina Faso and Mali, considering that part of the overseas trade of the two countries using this corridor (food products, building materials, cotton, fruit, etc) have these other regions as their points of departure or destination. 4.2.2 The climate of the programme area changes from the Sudano -Sahelian to a semi-humid equatoria l climate when one approaches the coastal regions. The vegetation along the corridor is quite varied, with trees. The area has a variable and unevenly distributed rainfall between 1,000 and 1,200 mm of rain per annum. Towards the coastal area, there are two rainy seasons. The area has surface soils made of loam and rock alteration soil. The relief of the area is relatively flat in the northern part, and becomes uneven as one approaches the southern part. Population and Poverty Profile of the Area 4.2.3 The population of the area was estimated in 2001 at about 3.5 million inhabitants, representing 8% of the total population of the three countries. The project area has modern socio- economic facilities (hospitals, markets, schools, banks, cotton industries) which are located in the urban centres and generate traffic. 4.2.4 In Mali, poverty affected close to 63.8% of the total population in 2002 and the incidence of poverty was 42.3%. In the Koulikoro region, the incidence of poverty (59.5%) was the lowest, after the Bamako District. The proportion of the poor in Sikasso region was 65.8%. In Ghana, the incidence of poverty in 1992 was 31.5%. The incidence of poverty decreases from the northern regions towards the southern regions situated near the seacoast. In the northern regions, nearly 70% of the population are poor. This percentage is 90% in the Upper East region and 10% in the Accra region. In Burkina, the available data indicate that the incidence of poverty increased from 44.5% to 45.4 % between 1994 and 1998. Poverty affects more than 70% of the population in rural areas where the majority of the population live. Its incidence there is 51% as against 16.5%
14 in urban areas. One of the problems to be solved to achieve the objectives of reducing the incidence of poverty as set by the Governments is the lack of facilities. Production and Marketing 4.2.5 The economy of the area depends primarily on agriculture and livestock farming. A small portion of the arable land in the area is developed as small family holdings of between 0.5 and 1.5 ha, or under rural development programmes. The principal activity in the area is food crop production (cereals, root crops and vegetables, plantains) for an annual production of about 4.5 million tonnes. Fruit production, mainly mangoes and pineapples, is highly developed in the area. The main cash crop is cotton, with production close to one million tonnes per annum. On the outskirts of the big cities, there are market gardening and industrial activities. Livestock farming plays a ma jor role in the area, especially in Burkina Faso and Mali. 4.2.6 There is considerable marketing activity in the area owing to its agricultural and livestock resources, the existence of agro-food and pharmaceutical industries, and the proximity of large towns in the three countries with a fabric of dynamic cottage enterprises in the informal sector. In addition to the primary roads, the area has a network of relatively developed feeder and secondary roads that facilitate the distribution and sale of the products. The big trading and marketing centres of the three countries are found in the areas where the bulk of the products are sold. The evacuation of produce through the RP -1 corridor is however disrupted by the dilapidated state of certain sections and the heavy congestion near the big cities. Current Situation 4.2.7 The Bamako-Ouagadougou-Accra-Tema corridor, about 1,950 km long, is a tarred highway comprising sections with different technical features. In general, the longitudinal profiles and cross sections are fairly regular with, on average, a carriageway 7m wide on a platform of about 10m and roadbed shoulders of 1 to 2 m. When crossing the big cities (Bamako, Bobo Dioulasso, Ouagadougou, Tamale, Kumasi, and Accra), some sections have carriageways with 2x2 lanes. In Mali and Burkina Faso, the roads largely have surface dressings, whereas in Ghana, they are paved with bituminous concrete. The deterioration index on the whole corridor is as follows: (i) 31% of the road length of the corridor is in quite good or fairly good state, as it was fully rehabilitated between 1998 and June 2003 (Sikasso-Burkina border in Mali, and Burkina border-Tamale -Kintampo in Ghana); (ii) 57% of the road length of the corridor is in a bad state (Bamako-Sikasso in Mali, Bobo Dioulasso-Ouagadougou-Pô in Burkina, and Kintampo-Kumasi in Ghana); (iii) 12% of the road length of the corridor is in a bad state, but works are in progress or funds for executing them have been procured, with the exception of part of the Anynam-Kumasi and Bobo Dioulasso-Ouagadougou sections for which funds are to be sought. 4.2.8 Road operations under RP I concern the sections in bad state, covering about 1,050 km, with 500 km in Burkina Faso, 190 km in Ghana and 360 km in Mali. 4.2.9 As regards the facilitation of road transport and transit, one notes persistence of obstacles to traffic fluidity and the non-application of the inter-State road transport and transit agreements, such as the ISRT and IST signed by all the States of the Union and ECOWAS. The good facilitation practices currently observed on the Togolese territory (escort) could serve as an example.
15
4.3 Strategic Context 4.3.1 The Governments of Burkina Faso, Mali and Ghana plan to improve food security in their countries and to find solutions to poverty reduction issues. This will be achieved mainly by strengthening the integration of their economies and co-operation in the economic and social sectors. In general, these three countries are active members of ECOWAS and UEMOA and fight for the implementation of credible and well-targeted reform programmes that would use HIPC resources for the strengthening of local capacities, the participation of the population in decisions relating to local development and the development of trade through sub -regional integration. 4.3.2 The land -locked States of the Union complain mainly about the complexity and delays of administrative and customs procedures in the ports and harassments along the corridors. They demand a right of access to the sea without any obstacles. Making the different corridors and ports competitive is a condition that will help to meet the demands of these countries. 4.3.3 The programme, as proposed, should contribute to the achievement of these objectives by: (i) reducing the general transport costs, including total elimination of invisible costs, which are inputs for all the other economic and social activities of the countries; (ii) improving the mobility of factors of production and introducing incentives to increase production; and (ii) promoting the emergence of fair competition on the corridors. In this respect, the programme falls in line with the Bank vision, the PRSP and the CSP of the three countries, and with NEPAD’s key priorities which seek to generate economies of scale through integrated major groupings. The development of these facilities and the creation of corridors without borders or barriers is one of the major components for the achievement of this objective. 4.4 Programme Objectives 4.4.1 At the sectoral level, the programme objective is to contribute to the strengthening of economic integration and sub-regional co-operation of UEMOA and ECOWAS member countries, and to improving accessibility to the countries in the hinterland. 4.4.2 Specifically, the programme seeks to: (i) improve the accessibility of land -locked countries (Burkina, Mali and Niger) to Ghanaian ports; (ii) promote economic activities and private sector development; (iii) reduce general transport costs through actions and measures to facilitate road transit and transport; (iii) improve the sustainability of investments through the control of axle loads; and (iv) strengthen programme monitoring capacities. 4.5 Programme Description 4.5.1 To achieve the above -mentioned objectives, the following outputs are expected from the programme: (i) the population of the programme area sensitized on environmental protection, infectious diseases (AIDS), malaria and road safety; (ii) transport operators sensitized on the PACITR strategy and on regulations relating to the facilitation of road transport and transit; (iii) technical and economic feasibility studies, and supplementary studies on 900 km of the PACITR road corridors available; (iv) Detailed engineering designs on 750 km of RP-1 roads prepared; (v) 1,050 km of paved roads strengthened, and the socio -economic facilities rehabilitated or constructed; (vi) juxtaposed control posts at the borders installed;
16
(vii) Advance Cargo Information System (ACIS) and radio communication system installed along the corridor; and (viii) programme monitoring capacities of the executing agencies strengthened. 4.5.2 The detailed description of the components and programme activities is as follows. A. ROAD AND FACILITATION STUDIES A.1. Detailed engineering studies of Road Programme 1 roads; A.2. Technical and economic studies on the priority roads of UEMOA; A.3. Advance Cargo Information System (ACIS) and radio communication studies
B. REINFORCEMENT OF THE ROADS OF THE CORRIDOR AND RELATED DEVELOPMENTS B.1. Bamako-Bougouni road in Mali B.2. Bougouni-Sikasso road in Mali B.3. Bobo Dioulasso – Ouagadougou road in Burkina B.4. Ouagadougou-Pô– Ghanaian border road and upgrading of its intersection with NR1 B.5. Kintampo-Techiman road in Ghana B.6. Techiman-Kumasi-Konongo road in Ghana. B.7. Works inspection and supervision
C. SENSITISATION AND FACILITATION ACTIVITIES AND MEASURES C.1. Sensitization C.2. Construction of juxtaposed control posts at the borders C.3. Supply and installation of equipment for the juxtaposed control posts C.4. Installation of the Advance Cargo Information System (ACIS) C.5. Introduction of the radio communication system C.6. Works inspection and supervision
D. PROGRAMME MANAGEMENT D.1. Technical assistance D.2. DATC equipment/Country Directorates D.3. Operating costs D.4. Training/seminars/ study trips D.5. Financial and accounting audit
4.5.3 The table below shows the components financed by the ADF loan and grant.
ADF ADF N° Components Loan Grant A. ROAD AND FACILITATION STUDIES A.1 Detailed engineering studies of RP-1 (Bougouni-Sikasso in Mali, Ouagadougou-Pô–Ghanaian x border and upgrading of its intersection with NR1) A.2 Technical and economic studies and/supplementary studies on UEMOA priority roads x (Kadiana-Kolodieba-Zantiebougou road on 150 km in the CU 21 corridor; Côte d’Ivoire-Mali and Kati-Kita-Saraya-Kédougou corridor, and in the South Mali-Senegal corridor) A.3 SIAM and radio communication study x B. REINFORCEMENT OF THE CORRIDOR ROADS AND RELATED DEVELOPMENTS
B.1 Bamako-Bougouni road in Mali B.2 Bougouni-Sikasso road in Mali x B.3 Bobo Dioulasso – Ouagadougou road in Burkina B.4 Ouagadougou-Pô–Ghanaian border road and upgrading of its intersection with NR 1 x B.5 Kintampo-Techiman road in Ghana x
17
ADF ADF N° Components Loan Grant B.6 Techiman-Kumasi-Konongo road in Ghana B.7 Works inspection and supervision x C. SENSITISATION AND FACILITATION ACTIVITIES AND MEASURES C.1 Sensitization x C.2 Construction of juxtaposed control posts at the borders, including the supply and installation x of the equipment of these posts C.3 Supply and installation of the ACIS equipment x C.4 Supply and installation of the equipment of the radio communication system x C.5 Works inspection and supervision and installation of equipment x D. PROGRAMME MANAGEMENT D.1 Technical assistance x D.2 Equipment of DATC/Country Directorates/Ghana Customs x D.3 Operating costs x D.4 Training/ seminars/ study trips x D.5 Financial and accounting audit x Road and Facilitation Studies 4.5.4 The road studies concern: (i) the detailed engineering studies on sections of the corridor for which advanced preliminary sketches were prepared in June 2003; (ii) the road rehabilitation studies on the Côte d’Ivoire-Mali corridor (Kadiana-Kolodieba-Zountiébougou over 150 km) and supplementary studies on the Bamako-Dakar corridor by the south (Kita-Saraya –Kédougou). The road transport and transit facilitation studies concern the studies needed for the installation of the ACIS and radio communicatio n system. The generic TOR of these road studies are attached as annex 9. Road Rehabilitation 4.5.5 Works on the different roads of the corridor consist in rehabilitating the roadway to meet the current demands of the traffic, which has increased from type T2 high to T3 and even T4 on certain sections. The road bases, which are of gravel materials, will be redone with crushed sand- gravel mixture or bituminous sand-gravel mixture to better meet the type of traffic. The surface dressings will be replaced with bituminous concrete (BC) or dense graded mix. Similarly, the existing bituminous concrete or dense graded mix dressings will be reinforced. Related works 4.5.6 The related improvement works concern the rehabilitation/construction of the socio- economic facilities requested by the population along the road during the discussion meetings with them in the framework of a participatory approach. The schools and health centres situated within a radius of 100 m of the road will be fenced and appropriate signs will be put up. In Mali, the programme will take into account: (i) the construction of water points which will be determined under the detailed engineering studies; (ii) the construction of fences and/or rehabilitation of schools and health centres in N’kourala, Nigoni, Kogolikoro, Babiléna, Sirakoro and Ouré villages, as well as the Koualé and N’kourala health centres. In Ghana, the programme will finance: (i) the fencing in of schools and health centres located in Trobodoum (4 schools and one health centre), Maaso (one school), Neti (one school) and Kintampo villages (two schools); (ii) minor development works in markets in Trobodoum, Maaso, Jema and Kintampo villages; and (iii) the construction of a parking lot at the exit of Kintampo town near the big market in order to avoid the parking of trucks on both sides of the road in the city centre when drivers are taking their rest. In Burkina, the related improvements concern the fencing of social facilities near the road, especially Pô college and six schools in Kouba, Kouassa, Sabraogo, Tampoiy and Nobili villages. Similarly, access roads leading to the Kombissiri, Toesse and Pissi health centres will be constructed, as well as site boreholes to meet the water needs of the population. Parking areas will be constructed where the road crosses built-up areas, particularly at Koubri market.
18
4.5.7 In general, parking slots will be developed on the sides of the road sections of the corridor. The reinforcement works will be financed by ADF to limit congestion of the roadway and enable drivers to take their rest under safe conditions. The beneficiary population will be involved in the construction of water points and access roads to certain socio -economic facilities that will be established. This involvement will consist in contributions either in kind or in cash to the construction of these facilities and bearing the relevant recurrent maintenance and renewal expenses. The duties of the consultants, who will be assigned to sensitizing the riparian population, will be to guide them in the management of the said facilities. Sensitization and Road Transport and Transit Facilitation Activities and Measures 4.5.8 To facilitate inter-State road transport and transit on the corridor, the programme will focus on a segment of the transport, namely transport by container, transport by tanker and, under certain conditions, transport by sealed trucks. The first two account for about 40% of the transit traffic passing through the Ghanaian territory. To limit control for these categories of transport at the points of departure, at the borders and at their destination, the programme will: (i) install a radio communication system to facilitate communication between transport operators and traffic and road managers; (ii) construct three juxtaposed control posts at the borders on the corridor, to be equipped with weigh-bridges, scanners and computer equipment to reduce passage time at the borders; (iii) support the integration of customs and port computer systems, namely SYDAM, GAINDE, ASYCUDA and GNET in order to facilitate dialogue between the port community operators; (iv) facilitate the use of a single booklet for inter-State road transit (ISRT) for any journey on the corridor; and (v) install the Advance Cargo Information System (ACIS) developed by UNCTAD, which is a generic name given to a group of computer applications to provide assistance in decision making in multi-modal transport for the management of goods and the means of transport. In addition, provision is made for awareness campaigns on the activities and objectives of the programme, as well as on environmental protection, HIV/AIDS/malaria control and road safety. The agreement of the three States to use a single ISRT booklet, and the adoption by these three States of statutory texts limiting control on the corridor as defined above will be loan conditions for the programme. In addition, the construction of juxtaposed control posts at the borders, implies that the legal status of these posts be established and supplement the protocols of agreement that have been drawn up, like that signed between the Ministries in charge of transport in Burkina and Ghana for the construction of the juxtaposed control post at Paga. The preparation and adoption of an appropriate legal status for these posts will be a loan condition. Programme Management 4.5.9 The implementation of the whole programme (PACITR) involves several operators in each of the countries, as well as several donors. To implement the strategy and the community programme, a Programme Steering Committee (SC) has been set up. This Committee, chaired by the Commissioner in charge of DATC, comprises the representatives of the eight (8) UEMOA member countries (one from each of the National Directorates in charge of roads, transport and the road fund), the BCEAO, WADB, ECOWAS, representatives of the Commission and representatives of the donors. The SC shall meet twice a year to take stock of the status of the community strategy and the PACITR, and to prepare the draft guidelines, regulations and updated investments programme. It held its first meeting in early July 2003 in Cotonou, Benin. The technical secretariat of the SC is in charge of managing the various components of the PACITR in co- operation with the correspondents of the various member States, monitoring the community studies to deepen the strategy, creating regional data banks and developing a monitoring and evaluation system for each of the components of the PACITR. Furthermore, national road transport and transit facilitation committees (NFC) have been set up, or are being set up in the States of the Union, as well as in Ghana. Similarly, “observatories” of practices on roads have been set up, especially in Burkina and Ghana. The programme will support its establishment in Mali.
19
4.5.10 The management component of the programme will reinforce the institutional mechanisms put in place. It comprises support for the strengthening of capacities in (i) technical assistance to UEMOA, (ii) computer equipment for DAI, DTT of DATC, UEMOA Accounting Age ncy and the Departments in charge of roads and transport in the three countries; (iii) logistical support to these Departments and the Ghanaian Customs Department; and (iv) operating costs, organization of seminars, study trips and general sensitization on the programme, as well as audit of the programme component directly managed by the UEMOA. 4.6 Environmental Impacts 4.6.1 Road Programme I concerns the rehabilitation and strengthening of the existing paved roads as well as the widening of the road areas of sections at the entrance to Bamako and Ouagadougou. These are therefore no new constructions, but rather the rehabilitation and widening of part of the road. In view of its location in relatively stable regions and the easily controllable environmental impacts through the implementation of appropriate measures, the project is classified in category 2. The assessment of the environmental conditions carried out during field trips indicates that the programme will be limited to areas around the present road and its immediate surroundings, and the measures recommended will help to mitigate the negative impacts. 4.6.2 The socio-economic impacts of the road will be largely beneficial. The implementation of the project will contribute to the improvement of road safety, passenger comfort, reduction of transport costs and travel time between the localities and the countries, increase in job opportunities for the local populations, and access to the principal centres of employment and economic activities in the sub -region. The project, as a whole, will contribute to poverty reduction and improvement of the living environment and conditions of the population. In addition, with the direct links to Ghana, Burkina Faso, Niger and Mali, the project will foster regional integration. 4.6.3 During the road works and commissioning, limited negative impacts may occur. Details of these impacts and the mitigating measures are specified in Annex 3. Furthermore, accompanying measures are envisaged to improve the living environment and conditions of the riparian population. These measures concern the embellishment of the entrance to cities, the construction of stops along the road in the villages for public transport and parking slots, the construction of boreholes, the creation of passages for animals at specific places, and the construction of security fences in schools, markets, health centres, etc. 4.6.4 The project will conduct sensitization campaigns for the riparian population in neighbouring villages, village chiefs, local and government authorities, economic groups, etc. The topics treated will include health problems, STD/AIDS, water-borne diseases, malaria, environmental protection, village land management, problems caused by bushfires, destruction of the forest resources, good farming practices, soil conservation, road safety, preservation of customs, cultural and moral values, good citizenship, tolerance, etc. Similarly, seminar, media campaigns (radio, television, etc.), talks and discussions will be organized to sensitize women, young girls, village chiefs, workers, drivers, traders, etc. These seminars will be conducted by specialized NGOs. Moreover, the traditional, local and ministerial authorities will be responsible for the implementation of the policy on land use, as well as mana gement of village land and financial resources. All these concerns will be taken into account and appropriate measures included in the contractors’ specifications for their implementation. 4.6.5 An environmentalist from the Engineering Consulting firms in cha rge of works inspection and supervision will intervene on a short-term basis throughout the project (3 months per annum). In collaboration with environmentalists from the environmental unit attached to the Department of Roads in each country, he/she will mplementi the Environmental and Social Management Plan (PGES), manage the work sites, carry out specific environmental and social works, and seek solutions for specific environmental problems. Furthermore, the departments responsible for the
20 environment in these three countries will be called upon to give advice and help in solving major environmental and social problems. 4.6.6 The field visits and engineering studies indicate that there will be no expropriation of lands or houses. Costs relating to environmental protection measures, monitoring of the landscape, training, sensitization, improvement of the landscape, related works and rehabilitation of the borrow pits, embellishments and road signs are included in the costs of works. 4.7 Social Impact Impact on Gender Issues 4.7.1 The strengthening of the regional economic integration and the reduction of illegal charges on the corridor will have considerable positive impact on the activities of the population in the area in general, and on those of women, in particular. The impacts most expected are: (i) improvement of transport conditions to markets; (ii) increase in agricultural incomes, reduction in health evacuation costs and better knowledge of the risks of such diseases as AIDS through awareness campaigns to be carried out, and (iii) improvement of health centres, schools and access to drinking water. Impact on Poverty 4.7.2 The various activities and arrangements are such that the programme will have a significant impact on poverty reduction. In fact, the related works and developments will require slightly skilled or unskilled labour for certain items of works. It is therefore expected that nearly CFAF 2.5 billion might be distributed in the form of wages to workers, who will be employed during programme implementatio n. The temporary jobs thus offered to the population of the programme area will help to distribute incomes that will supplement those earned from the sale of agricultural products for which demand keeps on growing. The reduction in transport costs as a result of the level of service on the road will give fresh impetus to agriculture in the area, and strengthen the expanding informal trade sector. 4.7.3 After programme implementation, the experience acquired by these workers may be used for routine manual maintenance works to be financed by the second-generation funds created in Ghana and Mali. These works, which will be carried out 2 to 4 times a year, before and after the rainy seasons, will require about 4500 persons in the area, paid at the rate of CFAF 5/m2, or at least CFAF 2,500 per day on the basis of standard outputs. The incomes thus distributed would satisfy the needs of the youths as regards gainful employment, and thereby reduce their poverty level. 4.8 Programme Cost Estimates 4.8.1 The estimated cost of the whole programme, net of taxes and customs duties, based on the preliminary and detailed sketches for certain sections, is UA 182.39 million, comprising UA 144.77 million in foreign exchange and UA 37.62 million in local currency. The estimated cost of the components proposed for ADF financing is UA 90.32 million, comprising UA71.29 million in foreign exchange and UA 19.03 million in local currency. The provision for physical contingencies is 12% of the base cost. The provision for price escalation is equivalent to 8% of the base cost plus the physical contingencies. The summary cost estimates by component of the whole programme, the ADF programme (ADF, WADB, Transport operators, UEMOA and the Governments) as well as that of the ADF/TAF grant, are given in Tables 4.1 and 4.1 (a) and 4.1 (b) respectively below.
21
Table 4.1: Summary Cost Estimates by Component of the Whole Programme
CFAF Million UA Million COMPONENTS F.E. L.C. Total F.E. L.C. Total A – Road and facilitation studies Road studies 1 333.05 333.26 1 666.31 1.65 0.41 2.07 ACIS and radio communication study 72.00 18.00 90.00 0.09 0.02 0.11 B – Road rehabilitation and related works Road works 84 583.77 21 145.94 105 729.72 104.85 26.21 131.06 Works inspection and supervision 4 398.36 1 099.59 5 497.95 5.45 1.36 6.82 C- Sensitization and Facilitation Sensitization 0.00 329.45 329.45 0.00 0.41 0.41 Construction of juxtaposed posts 4 225.32 1 056.33 5 281.65 5.24 1.31 6.55 Installation of ACIS and radio communication 407.13 351.78 758.91 0.50 0.44 0.94 Works inspection and supervision 240.89 60.22 301.11 0.30 0.07 0.37 D – Programme management and monitoring Technical assistance 382.88 342.82 725.70 0.47 0.42 0.90 Operating costs, training and seminar 507.94 251.99 759.93 0.63 0.31 0.94 Financial and accounting audit 348.00 87.00 435.00 0.43 0.11 0.54 Base cost 96 499.33 25 076.38 121 575.72 119.62 31.08 150.70 Physical contingencies 11 481.57 2 984.58 14 466.14 14.23 3.70 17.93 Price escalation 8 810.39 2 290.76 11 101.15 10.92 2.84 13.76 TOTAL COST 116 791.29 30 351.72 147 143.02 144.77 37.62 182.39
Table 4.1(a): Summary Cost Estimates by Component of the ADF programme
CFAF Million UA Million COMPONENTS F.E. L.C. Total F.E. L.C. Total A – Road and facilitation studies Road studies 900.08 225.02 1 125.10 1.12 0.28 1.39 ACIS and radio communication study 72.00 18.00 90.00 0.09 0.02 0.11 B – Road rehabilitation and related works Road works 40 770.45 10 192.61 50 963.06 50.54 12.63 63.17 Works inspection and supervision 2 120.06 530.02 2 650.08 2.63 0.66 3.28 C- Sensitization and Facilitation Sensitization 0.00 181.68 181.68 0.00 0.23 0.23 Construction of juxtaposed posts 2 061.60 515.40 2 577.00 2.56 0.64 3.19 Installation of ACIS and radio communication 407.13 351.78 758.91 0.50 0.44 0.94 Works control and supervision 128.37 32.09 160.47 0.16 0.04 0.20 D – Programme management and monitoring Technical assistance 382.88 342.82 725.70 0.47 0.42 0.90 Operating costs, training and seminar 507.94 251.99 759.93 0.63 0.31 0.94 Financial and accounting audit 204.00 51.00 255.00 0.25 0.06 0.32 Base cost 47 554.52 12 692.41 60 246.92 58.95 15.73 74.68 Physical contingencies 5 638.50 1 506.08 7 144.57 6.99 1.87 8.86 Price escalation 4 315.82 1 153.42 5 469.24 5.35 1.43 6.78 TOTAL COST 57 508.83 15 351.91 72 860.74 71.29 19.03 90.32
22
Table 4.1 (b): Summary Cost Estimate by Component of the ADF Grant Programme
Components F.E. L.C. Total A – Road and facilitation studies 1.74 0.44 2.18 B – Sensitization and Facilitation 0.00 0.09 0.09 C – Programme management 1.36 0.80 2.16 Base cost 3.10 1.32 4.42 Physical contingencies 0.25 0.13 0.38 Price escalation 0.13 0.08 0.21
Total 3.47 1.53 5.01
4.8.2 The summary cost by expenditure category of the whole programme and that of the ADF programme are given in Tables 4.2 and 4.2 (a) respectively below: Table 4.2 Summary Cost by Expenditure Category of the Whole Programme
Categories in CFAF million in UA million F.E. L.C. Total F.E. L.C. Total A – Works - Malian sections 20 002.12 5 000.53 25 002.65 24.79 6.20 30.99 - Burkinabé sections 35 757.60 8 939.40 44 697.00 44.32 11.08 55.41 - Ghanaian sections 28 824.05 7 206.01 36 030.06 35.73 8.93 44.66 - Construction of juxtaposed border posts 1 977.60 494.40 2 472.00 2.45 0.61 3.06 Total works 86 561.37 21 640.34 108 201.72 107.30 26.82 134.12 B – Goods - Vehicles 40.00 135.00 175.00 0.05 0.17 0.22 - Radio communication equipment 311.13 327.78 638.91 0.39 0.41 0.79 - Scanners 2 163.72 540.93 2 704.65 2.68 0.67 3.35 - Supply and installation of ACIS equipment 96.00 24.00 120.00 0.12 0.03 0.15 - Computer equipment. DATC/ Country Direc. and control posts. 156.00 39.00 195.00 0.19 0.05 0.24 -Office furniture 32.00 8.00 40.00 0.04 0.01 0.05 Total Goods 2 798.84 1 074.71 3 873.56 3.47 1.33 4.80 C – Consultancy Services - Detailed engineering studies 771.01 192.75 963.77 0.96 0.24 1.19 - Study update 259.63 64.91 324.54 0.32 0.08 0.40 - Road feasibility studies 302.40 75.60 378.00 0.37 0.09 0.47 - ACIS and radio telecommunications study 72.00 18.00 90.00 0.09 0.02 0.11 - Sensitization 329.45 329.45 0.41 0.41 - Works inspection and supervision 4 639.24 1 159.81 5 799.05 5.75 1.44 7.19 - Technical assistance 382.88 342.82 725.70 0.47 0.42 0.90 - Training 60.00 15.00 75.00 0.07 0.02 0.09 - Financial and accounting audit 348.00 87.00 435.00 0.43 0.11 0.54 Total Consultancy Services 6 835.17 2 285.34 9 120.51 8.47 2.83 11.31 D - Miscellaneous - Operating costs 143.94 35.99 179.93 0.18 0.04 0.22 - Seminar/study trip 160.00 40.00 200.00 0.20 0.05 0.25 Total Miscellaneous 303.94 75.99 379.93 0.38 0.09 0.47 Base cost 96 499.33 25 076.38 121 575.72 119.62 31.08 150.70 Physical contingencies 11 481.57 2 984.58 14 466.14 14.23 3.70 17.93 Price escalation 8 810.39 2 290.76 11 101.15 10.92 2.84 13.76 Total 116 791.29 30 351.72 147 143.02 144.77 37.62 182.39
23
Table 4.2 (a): Summary cost by category of expenditure of the ADF programme
in CFAF million in UA million Categories F.E. L.C. Total F.E. L.C. Total A –Works - Malian sections 11 836.80 2 959.20 14 796.00 14.67 3.67 18.34 - Burkinabé sections 15 437.60 3 859.40 19 297.00 19.14 4.78 23.92 - Ghanaian sections 13 496.05 3 374.01 16 870.06 16.73 4.18 20.91 - Construction of juxtaposed border posts 1 977.60 494.40 2 472.00 2.45 0.61 3.06 Total Works 42 748.05 10 687.01 53 435.06 52.99 13.25 66.24 B - Goods - Vehicles 40.00 135.00 175.00 0.05 0.17 0.22 -Radio communication equipment 311.13 327.78 638.91 0.39 0.41 0.79 - Scanners - Supply and installation of ACIS equipment 96.00 24.00 120.00 0.12 0.03 0.15 - Computer equipment, DATC/country Direc. and control posts 156.00 39.00 195.00 0.19 0.05 0.24 - Office furniture 32.00 8.00 40.00 0.04 0.01 0.05 Total Goods 635.13 533.78 1 168.91 0.79 0.66 1.45 C – Consultancy Services - Detailed engineering studies 338.05 84.51 422.56 0.42 0.10 0.52 - Study update 259.63 64.91 324.54 0.32 0.08 0.40 - Road feasibility studies 302.40 75.60 378.00 0.37 0.09 0.47 - ACIS and radio telecommunications study 72.00 18.00 90.00 0.09 0.02 0.11 - Sensitization 181.68 181.68 0.23 0.23 - Works inspection and supervision 2 248.44 562.11 2 810.55 2.79 0.70 3.48 - Technical assistance 382.88 342.82 725.70 0.47 0.42 0.90 - Training 60.00 15.00 75.00 0.07 0.02 0.09 - Financial and accounting audit 204.00 51.00 255.00 0.25 0.06 0.32 Total Consultancy Services 3 867.40 1 395.63 5 263.02 4.79 1.73 6.52 D - Miscellaneous - Operating costs 143.94 35.99 179.93 0.18 0.04 0.22 - Seminar/Study trip 160.00 40.00 200.00 0.20 0.05 0.25 Total Miscellaneous 303.94 75.99 379.93 0.38 0.09 0.47 Base cost 47 554.52 12 692.41 60 246.92 58.95 15.73 74.68 Physical contingencies 5 638.50 1 506.08 7 144.57 6.99 1.87 8.86 Price escalation 4 315.82 1 153.42 5 469.24 5.35 1.43 6.78
Total 57 513.67 15 351.10 72 860.74 71.29 19.03 90.32 4.9 Sources of Finance and Expenditure Schedule 4.9.1 The programme will be jointly financed by ADF, private operators of the inter-State transport sector, WADB and the Governments of Burkina Faso, Ghana and Mali and concurrently by donors (IDA, EU, DANIDA). The ADF loan will finance: (i) works and inspection of the reinforcement of the road sections in each of the countries; (ii) works and inspection of the construction of the juxtaposed control posts at the border between Burkina Faso and Ghana and between Burkina Faso and Mali; and (iii) supply and installation of ACIS and radio communication, as well as inspection of the installation. The ADF loan, amounting to UA 64.50 million and representing 35.36% of the programme cost exclusive of tax, will be used to finance 40.38% of the foreign exchange costs and 16.06% of the local currency costs of the programme. 4.9.2 The ADF grant will be used in financing studies, technical assistance, training, general sensitization of the programme, operating costs for strengthening programme monitoring capacities, as well as the audit of the activities of programme components financed by the Bank. The ADF grant of UA 3.50 million, representing 1.92% of the total programme cost, exclusive of tax, will be utilized to finance 1.71% of the foreign exchange costs and 2.71% of the local currency costs of the programme. 4.9.3 The WADB contribution will finance the works and inspection of the road works in Mali and Burkina Faso. The contribution of the private operators will be used to finance the installation of radio receivers on board their inter-State transport vehicles. UEMOA will contribute to the financing of the road studies and to the strengthening of the capacities of the DATC and the National Directorates. The Governments’ contributions will be utilized to finance works and the inspection of
24 road works, sensitization on environmental protection, diseases such HIV/AIDS and malaria, and road safety; they will also be used for the procurement of transport logistical facilities for the National Directorates in charge of programme monitoring and customs escort in Ghana. Evidence of the programming and budgeting of the contribution of the three States and the UEMOA Commission will be a loan and grant condition for the present programme. The contributions of the other donors (IDA, EU, DANIDA) will finance the works and inspection of road works, the detailed engineering studies on the road sections, the procurement of two scanners for two juxtaposed control posts at the borders under the programme, and the programme audit. Evidence of the commitment of the donors (WADB, IDA, EU and DANIDA) to participate in the financing is a loan condition for the present programme. 4.9.4 The financing plan, by source of finance, of the whole programme and that of the ADF programme and ADF grant are given in Tables 4.3, 4.3 (a), 4.3 (b) and 4.4 below: Table 4.3: Sources of Finance of the Whole Programme (in UA million)
Source F.E. L.C. Total % ADF 58.46 6.04 64.50 35.36% ADF Grant 2.48 1.02 3.50 1.92% WADB 9.92 2.48 12.40 6.80% Private 0.38 0.38 0.21% UEMOA 0.43 0.19 0.62 0.34% IDA, EU, DANIDA 73.48 9.92 83.40 45.72% Govts 17.59 17.59 9.64% Total 144.77 37.62 182.39 100%
Table 4.3 (a): Sources of Finance of the ADF Programme (in UA million)
Source F.E. L.C.e Total % ADF 58.46 6.04 64.50 71.42% ADF Grant 2.48 1.02 3.50 3.87% WADB 9.92 2.48 12.40 13.72% Private 0.38 0.38 0.42% UEMOA 0.43 0.19 0.62 0.69% GOVTs 8.93 8.93 9.88% Total 71.29 19.03 90.32 100.00%
Table 4.3 (b): Sources of Finance of the ADF Grant Programme (in UA million)
Source F.E. L.C. Total % ADF Grant 2.48 1.02 3.50 70% UEMOA 0.43 0.19 0.62 12% IDA, EU, DANIDA 0.56 0.13 0.70 14% Gov'ts 0.00 0.19 0.19 4% Total 3.47 1.53 5.01 100%
25
Table 4.4: Sources of Finance by Expenditure Category of the Whole Programme (in UA million)
ADF ADF Grant WADB Private UEMOA IDA. EU. DANIDA GOVTs Total Categories F.E L.C. Total F.E L.C. Total F.E. L.C. Total F.E. L.C. Total F.E. L.C. Total F.E. L.C. Total F.E. L.C. Total F.E. L.C. Total A - WORKS - Malian sections 10.79 1.05 11.84 3.89 0.97 4.86 10.12 1.27 11.39 2.91 2.91 24.79 6.20 30.99 - Burkinabe sections 15.25 1.46 16.71 3.89 0.97 4.86 25.19 3.15 28.34 5.50 5.50 44.32 11.08 55.41 - Ghanaian sections 16.73 1.46 18.19 19.00 2.38 21.38 5.10 5.10 35.73 8.93 44.66 - Construction of juxtaposed border posts 2.45 0.61 3.06 2.45 0.61 3.06 B – Goods - Vehicles 0.06 0.06 0.15 0.15 0.22 0.22 - Radio communication equipment 0.39 0.10 0.48 0.31 0.31 0.39 0.41 0.79 - Scanners 2.68 0.67 3.35 2.68 0.67 3.35 - Supply and installation of ACIS equipment 0.12 0.03 0.15 0.12 0.03 0.15 - Computer equipment for DATC/Country Directorates and control posts 0.10 0.03 0.13 0.09 0.02 0.11 0.00 0.19 0.05 0.24 - Office furniture 0.04 0.01 0.05 0. 04 0.01 0.05 C – Consultancy services - Detailed engineering studies 0.42 0.08 0.50 0.02 0.02 0.54 0.13 0.67 0.00 0.00 0.96 0.24 1.19 - Study update 0.32 0.06 0.39 0.02 0.02 0.32 0.08 0.40 - Road feasibility studies 0.37 0.07 0.45 0.02 0.02 0.00 0.37 0.09 0.47 - ACIS and radio telecommunications study 0.09 0.01 0.10 0.01 0.01 0.09 0.02 0.11 - Sensitization 0.08 0.08 0.01 0.01 0.18 0.18 0.14 0.14 0.41 0.41 - Works control and supervision 2.38 0.25 2.63 0.40 0.10 0.51 2.96 0.39 3.35 0.70 0.70 5.75 1.44 7.19 - Technical assistance 0.47 0.42 0.90 0.00 0.00 0.47 0.42 0.90 - Training 0.07 0.02 0.09 0.07 0.02 0.09 - Financial and accounting audit 0.25 0.06 0.32 0.18 0.04 0.22 0.43 0.11 0.54 D - Miscellaneous - Operating costs 0.18 0.04 0.22 0.18 0.04 0.22 - Seminar/Study trips 0.20 0.05 0.25 0.20 0.05 0.25 Base cost 48.21 4.98 53.19 2.21 0.87 3.08 8.18 2.04 10.22 0.31 0.31 0.31 0.22 0.53 60.67 8.21 68.88 14.50 14.50 119.57 31.14 150.70 Physical contingencies 5.78 0.60 6.38 0.18 0.09 0.27 0.98 0.25 1.23 0.04 0.04 0.04 0.02 0.06 7.24 0.98 8.22 1.74 1.74 14.23 3.70 17.93 Price escalation 4.47 0.46 4.93 0.09 0.05 0.15 0.76 0.19 0.95 0.03 0.03 0.03 0.01 0.04 5.57 0.75 6.32 1.34 1.34 10.92 2.84 13.76 Total 58.46 6.04 64.50 2.48 1.02 3.50 9.92 2.48 12.40 0.38 0.38 0.38 0.25 0.63 73.48 9.94 83.42 17.59 17.59 144.72 37.67 182.39
26
4.9.5 The expenditure schedule by component of the whole programme and that of the ADF programme are given in Tables 4.5 and 4.5 (a) below:
Table 4.5: Expenditure Schedule by Component of the Whole Programme (in UA million) Components 2004 2005 2006 2007 2008 Total A – Road and Facilitation studies - Road studies 1.63 0.44 0.00 0.00 0.00 2.07 - ACIS and radio communication study 0.11 0.00 0.00 0.00 0.00 0.11 B – Rehabilitation of roads and related works - Road works 0.00 49.80 49.80 23.59 7.86 131.06 - Works inspection and supervision 0.00 2.59 2.59 1.23 0.41 6.82 C- Sensitization and Facilitation - Sensitization 0.16 0.16 0.04 0.04 0.00 0.41 - Construction of juxtaposed posts 0.00 1.16 1.16 2.29 1.93 6.55 - Installation of ACIS and radio communication 0.19 0.47 0.28 0.00 0.00 0.94 - Works inspection and supervision 0.01 0.09 0.08 0.12 0.10 0.37 D – Programme management and monitoring - Technical assistance 0.27 0.21 0.21 0.21 0.00 0.90 - Operating costs, training and seminar 0,56 0,19 0,10 0,09 0,00 0,94 - Financial and accounting audit 0.00 0.13 0.13 0.13 0.13 0.54 Base cost 2.94 55.24 54.40 27.70 10.43 150.70 Physical contingencies 0.23 6.60 6.53 3.32 1.25 17.93 Price escalation 0.11 5.08 5.04 2.57 0.97 13.76 TOTAL COST 3.28 66.92 65.97 33.59 12.65 182.39 Total in % 2% 37% 36% 18% 7% 100%
Table 4.5(a): Expenditure Schedule by Component of ADF Programme (in UA million) Components 2004 2005 2006 2007 2008 Total A – Road and Facilitation studies - Road studies 0.96 0.44 0.00 0.00 0.00 1.39 - ACIS and radio communication study 0.11 0.00 0.00 0.00 0.00 0.11 B – Road rehabilitation and related works - Road works 0.00 24.01 24.01 11.37 3.79 63.17 - Works inspection and supervision 0.00 1.25 1.25 0.59 0.20 3.28 C- Sensitization and Facilitation - Sensitization 0.09 0.09 0.02 0.02 0.00 0.23 - Construction of juxtaposed posts 0.00 1.16 1.16 0.62 0.25 3.19 - Installation of ACIS and radio communication 0.19 0.47 0.28 0.00 0.00 0.94 - Works inspection and supervision 0.01 0.09 0.08 0.03 0.01 0.20 D – Programme management and monitoring - Technical assistance 0.27 0.21 0.21 0.21 0.00 0.90 - Operating costs, training and seminar 0.56 0.19 0.10 0.09 0.00 0.94 - Financial and accounting audit 0.00 0.08 0.08 0.08 0.08 0.32 Base cost 2.19 27.98 27.19 13.01 4.33 74.68 Physical contingencies 0.19 3.33 3.26 1.56 0.52 8.86 Price escalation 0.10 2.55 2.52 1.21 0.40 6.78 TOTAL COST 2.48 33.85 32.97 15.77 5.25 90.32 Total in % 3% 37% 37% 17% 6% 100% 4.9.6 The expenditure schedule by source of finance of the whole programme and that of the ADF programme are given in tables 4.6 and 4.6 (a) below.
27
Table 4.6: Expenditure Schedule by Source of Finance of the Whole Programme (in UA million) Source 2004 2005 2006 2007 2008 Total ADF 24.51 24.51 11.61 3.87 64.50 ADF Grant 1.42 1.06 0.63 0.39 0.00 3.50 WADB 4.71 4.71 2.23 0.74 12.40 Private 0.08 0.19 0.11 0.38 UEMOA 0.09 0.24 0.22 0.05 0.01 0.62 IDA, EU, DANIDA 1.43 29.60 29.22 16.18 6.99 83.42 GOVTs 0.26 6.62 6.57 3.12 1.03 17.59 Total 3.28 66.92 65.97 33.59 12.65 182.39 Total in % 2% 37% 36% 18% 7% 100%
Table 4.6 (a): Expenditure Schedule by Source of Finance of the ADF programme (in UA million) Source 2004 2005 2006 2007 2008 Total ADF 24.51 24.51 11.61 3.87 64.50 ADF Grant 1.42 1.06 0.63 0.39 0.00 3.50 WADB 4.71 4.71 2.23 0.74 12.40 Private 0.08 0.19 0.11 0.38 UEMOA 0.09 0.24 0.22 0.05 0.01 0.62 GOVTs 0.89 3.15 2.79 1.49 0.63 8.93 Total 2.48 33.85 32.97 15.77 5.25 90.32 Total in % 3% 37% 37% 17% 6% 100% 5 PROGRAMME IMPLEMENTATION
5.1 Executing Agency 5.1.1 UEMOA will be responsible for the overall co-ordination and monitoring of the programme. This task will devolve on the Department of Community Territorial Development, Infrastructure, Transport and Telecommunications (DATC) through its Directorates of Infrastructure, Transport ad Telecommunications. These two Directorates do not have adequate human resources. In addition, they have not yet acquired enough experience in the implementation of similar programmes. They have six senior staff, 4 of whom are in charge of the road transport sector (two managers, one civil engineer and one transport economist financed by the French Cooperation for one year). The DATC and the UEMOA accountant will be responsible for the administrative, technical and financial management of the programme sub-components financed by the ADF grant, namely procurements in respect of the components relating to facilitation, general sensitization, studies and capacity building. 5.1.2 The ministries in charge of roads of the three countries will play their usual role of executing agency of the works and inspection of the road rehabilitation/reinforcement works component, each on its territory, as well as the financial audit of the said component. Thus, in Mali, the National Directorate of Roads (DNR) will manage the road project on behalf of the Ministry of Equipment and Transport (MET). In Ghana, the services of the Ghana Highway Authority (GHA) under the Ministry of Roads and Transport (MRT) will be used for the road project. In. Burkina, the General Directorate of Roads (DGR) of the Ministry of Infrastructure, Transport and Housing (MITH) will be in charge of the road project. In each of these countries, an experienced public works engineer will be appointed project manager. Submission of the profiles and qualifications of the project managers to the ADF for non-objection is a loan condition for the present programme.
28
5.2 Institutional Arrangements 5.2.1 The programme will draw on the institutional mechanisms already put in place (Observatories on practices, National Committees and Regional Committee on road transport and transit facilitation, and the PACITR Steering Committee). The programme co-ordination sub- component and that relating to procurements for the components concerning facilitation, general sensitization, studies and capacity strengthening will be directly managed by the DATC. To enable the DATC to satisfactorily accomplish its mission and perform the additional tasks, reinforcement of the existing facilities of its Directorates is envisaged both in terms of technical assistance, logistical facilities, and equipment. The technical assistance will comprise one civil engineer, one transport economist, one accountant and short-term services of experts. The fields covered by technical assistance range from civil engineering to transport economics through legal and computer aspects to issues relating to transport and transit facilitation, etc. The recruitment of the assistance will require that RP -1 be provided with autonomous working space by the UEMOA Commission (three offices of at least 10 m2 each). This will be one of the conditions for the ADF grant. 5.2.2 To ensure proper co-ordination of the activities of this programme, a Joint Technical Committee (JTC) will be set up, comprising the road and transport Directors of each of the three countries or their representatives, as well as those of the DTAC (DAI and DTT). This Committee will be co-ordinated by the DATC of the UEMOA. The JTC will be responsible for co-ordinating the implementation of RP -1, solving any problems and ensuring harmonious implementation of RP -1 in the countries. It will meet at least three times a year successively in the three countries; the related expenses have been factored into the programme costs. The setting up of the JTC by decision of the UEMOA Commission and the appointment of its members in each country by decrees of the Ministers in charge of roads and transport will be one of the loan conditions. 5.2.3 Before the end of the programme activities, the three countries will set up a corridor management committee. Their commitment to set up this committee is a loan condition. 5.2.4 Qualified and experienced consulting firms will be hired to inspect the works and promote awareness. Under the supervision of a national project co-ordinator, they will monitor the conduct of the fieldwork, control the technical quality, verify the works done and their billing, and prepare status reports on the work. . 5.3 Implementation and Supervision Schedule 5.3.1 Programme implementation will run from February 2004 to August 2008, covering about 54 months. The programme implementation schedule given as Annex is summarized as follows: Table 5.1: Implementation Schedule Activities Responsibility/actions Start date Completion date 1- PRELLIMINARY ACTIVITIES Loan and grant approval ADF Nov-03 Nov-03 Signing of the loan and grant UEMOA, BF, MAL, GH, ADF Dec-03 Dec-03 Publication of the General Information Note ADF Jan -04 Jan-04 2- SENSITIZATION CAMPAIGNS Approval of the TOR, BD and the short list DNR,DGIR,GHA Fev -04 Mar-04 Invitation to bid Consut,DNR,DGIR,GHA Mar-04 Mar-04 Bid submission Consut,DNR,DGIR,GHA May -04 May-04 Bid analysis and signing of contracts Consut,DNR,DGIR,GHA May -04 June-04 Sensitization Consut,DNR,DGIR,GHAUEMOA July-04 July-07 3- ACIS AND RADIO COMMUNICATION STUDIES Dec-03 May-04 Signing of agreement with UNCTAD for ACIS and Radio studies UEMOA,UNCTAD Dec-03 Jan-04 ACIS and Radio Communication studies UNCTAD Fev -04 May-04 Approval of study reports and BDs for ACIS and Radio Communication UEMOA,ADF Fev -04 May-04
4- ROAD STUDIES Preparation and approval of the TOR, BDs and short list UEMOA,ADF Fev -04 Mar-04 Invitation to bid DAI-UEMOA Mar-04 April-04
29
Activities Responsibility/actions Start date Completion date Bid submission Consult, DAI_UEMOA May -04 Jine-04 Bid analysis and signing of contracts Consult, DAI_UEMOA July-04 Aug-04 Start of studies Consult Sept-04 oct-04O Approval of final reports on engineering studies and BDs for works DAI_UEMOA/FAD/CTM Oct-04 Jan-05 Approval of the report on other road studies DAI_UEMOA/FAD Dec-04 Dec-05 5- RELATED ROAD WORKS AND CONSTRUCTION OF JUXTAPOSED POSTS Oct-04 July-08 Invitation to bid for road and civil engineering works DNR,DGIR,GHA Oct-04 Nov-04 Bid submission Enterprises Jan -05 Fev-05 Bid analysis and signing of contracts DNR,DGIR,GHA Fev -05 May-05 Construction works of the juxtaposed control posts Contractor, DNR,DGIR,GHA June-05 July-07 Road works Contractor, DNR,DGIR,GHA June-05 July-08 6 – SUPPLY AND INSTALLATION OF EQUIPMENT 6.1 ACIS and Radio Communication Invitation to bid for the equipment and installation of ACIS and radio communication. Suppliers, UEMOA, UNCTAD May -04 June-04 Bib submission Suppliers, UEMOA July-04 Aug-04 Bid analysis and signing of contract. UEMOA, UNCTAD Aug-04 Sept-04 Supply and installation Suppliers, UEMOA Sept-04 Dec-04 6.2 Scanners for juxtaposed control posts Choice of supplier Supplier, EU Oct-06 Jan-07 Supply and installation of scanners Supplier, UEMOA, EU Aug-07 Oct-07 7-WORKS CONTROL AND SUPERVISION Preparation and approval of short lists and BDs. DNR,DGIR,GHA,UEMOA Nov-04 Dec-04 Invitation to bid DNR,DGIR,GHA,UEMOA Dec-04 Dec-04 Bid submission Cslts, DNR,DGIR,GHA,UEMOA Dec-04 Fev-05 Bid analysis and signing of contracts DNR,DGIR,GHA,UEMOA Fev -05 April-05 Works inspection services Cslts, DNR,DGIR,GHA,UEMOA May -05 Aug-08 8- PROGRAMME AUDIT April-04 July-08 Approval of BDs and short list for studies DNR,DGIR,GHA,UEMOA April-04 April-04 Invitation to bid DNR,DGIR,GHA,UEMOA May -04 May-04 Bid submission, analysis and signing of contracts Cslts, DNR,DGIR,GHA,UEMOA July-04 Sept-04 Performance of financial audit Oct-04 July-08 9-CAPACITY BUILDING 9.1 Recruitment of consultant to prepare a procedures manual UEMOA Fev -04 March-04 9.2 Recruitment of technical assistance Publication of procurement notice UEMOA,ADF Oct-03 Oct-03 Preparation and Approval of the TOR and short list UEMOA Oct-03 Dec-03 Invitation to bid UEMOA Dec-03 Dec-03 Bid analysis and signing of contracts UEMOA Dec-03 Fev-04 Provision of technical assistance Cslt, UEMOA, ADF March -04 Aug-08 9.3 Support to the Project Unit Setting up of the Joint Technical Committee UEMOA,MITH,MET,MRT Fev -04 May-04 Shopping for supply and equipment UEMOA/Suppliers Fev -04 June-04 Training and seminars UEMOA,DNR,DGIR,GHA June-04 May-08 End of programme monitoring UEMOA,DNR,DGIR,GHA,ADF Nov-03 Aug-08 5.3.2 As soon as the loan and the grant are approved, the ADF will launch the programme and then underta ke supervision missions, the provisional schedule and composition of which are given below. Table 5.2: Provisional Supervision Schedule Approximate date Activity Composition of mission Staff/weeks 15/01/2004 Launching Project officer (Engr. or Tpt Econ) – Disbursement officer – Procurement officer 4 15/06/2004 Joint donor supervision Project officers (Tpt Econ and Civil Engr.) 4 15/01/2005 Supervision Project officers (Tpt Econ and Civil Engr.) 4 14/10/2005 Supervision Project officers (Tpt Econ and Civil Engr.) 6 15/03/2006 Supervision Project officers (Tpt. Econ and Civil Engr.) 4 14/09/2006 Project mid-term review Project officers (Tpt.Econ and Civil Engr.) 4 06/07/2008 Joint donor supervision Project officers (Tpt. Econ and Civil Engr.) 4 04/02/2009 Completion report 1 PW Engr., 1 Tpt. Econ 6 Total 36
30
5.4 Procurement of Goods, Works and Services 5.4.1 Any procurement of goods, works and services financed by ADF will conform to the Bank’s procedure for the procurement of goods and works, or if necessary, to the Bank’s Rules of Procedure for the Use of Consultants, using the appropriate standard bidding documents of the Bank, or those accepted by the Bank for works of an amount exceeding UA 10 million. The WADB, in joint financing with ADF, has no objection to the use of the Bank’s standard documents. The terms and conditions of the different procurements under the programme are summed up in the following table, and detailed out subsequently. Table 5.3 : Procurement Arrangements (UA million)
b Categories of expenditure ICB NCB Others Short list Other than ADF Total A - Works - Malian sections 22.24 [14.36] 15.34 37.58 [14.36] - Burkinabé sections 29.01 [20.26] 38.18 67.19 [20.26] - Ghanaian sections 25.36 [22.05] 28.80 54.16 [22.05] - Construction of juxtaposed border 3.72 [3.72] posts 3.72 [3.72] Total A 80.33 [60.39] 82.32 162.65 [60.39] B – Goods - Vehicles 0.26 0.26 - Radio communication equipment 0.58 [0.58] 0.38 0.96 [0.58] - Scanners 4.07 4.07 - Supply and installation of ACIS 0.18 [0.18] equipment 0.18 [0.18] -Computer equipment for DATC/ 0.29 [0.16] country Directorates and control posts. 0.29 [0.16] - Office furniture 0.06 0.06 Total B 0.58 [0.58] 0.47 [0.34] 0.70 4.07 5.82 [0.92] C – Consultancy Services - Detailed engineering studies 0.55 [0.53] 0.70 1.25 [0.53] - Study update 0.42 [0.41] 0.42 [0.41] - Road feasibility studies 0.49 [0.47] 0.49 [0.47] - ACIS and radio telecommunications 0.12 [0.10] study 0.12 [0.10] - Sensitization 0.27 [0.10] 0.22 0.50 [0.10] - Works control and supervision 4.22 [3.19] 4.49 8.72 [3.19] - Technical assistance 1.09 [1.09] 1.09 [1.09] - Training 0.11 [0.11] 0.11 [0.11] - Financial and accounting audit 0.38 [0.38] 0.27 0.65 [0.38] Total C 0.12 [0.10] 7.55 [6.28] 5.69 13.35 [6.38] D – Miscellaneous - Operating costs 0.27 0.27 - Seminar/Study trip 0.30 [0.30] 0.30 [0.30] Total D 0.57 [0.30] 0.57 [0.30] Total 80.91 [60.98] 0.47 [0.34] 1.39 [0.40] 7.55 [6.28] 92.08 182.39 [68.00
[ ] ADF (a) Local shopping for goods financed by ADF. Procurements according to local procedures for goods fully financed by the Governments (vehicles) and according to appropriate procedures for those fully financed by transport operators (radio on board). Services procured by direct negotiation procedures with UNCTAD for the ACIS and radio communication study (b) Works and services of consultants procured according to the procedures of other donors (IDA, EU, DANIDA).
31
Works 5.4.2 Works to reinforce roads, develop related services and protect the environment, for a total amount of UA 76.61 million, will be procured through international competitive bidding launched by each of the countries for the road sections within their territory. Road works in the Ghanaian territory will include the supply and installation of two weighbridges intended for Tema port. 5.4.3 Construction works for the juxtaposed control posts at the Burkina/Mali and Burkina/Ghana borders, comprising weigh-bridges and office equipment for these posts, for a total amount of UA 3.72 million, will be procured through international competitive bidding. Goods 5.4.4 Computer equipment, amounting to UA 0.29 million, will be procured through national competitive bidding. An amount of UA 0.13 million is reserved for equipment intended for the DAI, DTT of UEMOA, the Directorates in charge of roads and transport in the three countries, and UA 0.16 million for the juxtaposed control posts at the Ghana/Burkina and Mali/Burkina borders. The supply and installation of ACIS equipment, amounting to UA 0.18 million, will be procured through local shopping. This procedure is justified by the fact that the computer equipment will be procured in two packages and/or because of the small amounts earmarked for the said procurements. 5.4.5 Office furniture, amounting to UA 0.06 million intended for the DAI and DTT of UEMOA, entirely financed by the UEMOA Commission, will be procured according to the procedures specific to the Institution. 5.4.6 Radio communication systems equipment, amounting to UA 0.58 million, will be acquired through international competitive bidding. 5.4.7 Vehicles, amounting to UA 0.08 million, placed at the disposal of the DAI and DTT of DATC, as well as vehicles amounting to UA 0.18 million for the Directorates of the three countries in charge monitoring the project and for the Ghanaian customs entirely financed by the UEMOA Commission and these countries, will be procured through their own procedures. Consultancy services 5.4.8 The services of a consulting firm totalling UA 1.09 million for technical assistance will be procured on the basis of a short list. A request for Advanced Procurement Action (APA) for the services of this assistance has been submitted by the UEMOA Commission to the Bank. This exceptional procedure is justified by the complexity of the road programme, the need to carry out major activities very early, and the inadequacy of human resources in these Directorates and also by the necessity to use, right from the start of programme activities, an efficient and well-reinforced team. 5.4.9 Consultancy services for the conduct of road studies amounting to UA 0.98 million will also be procured through competitive bidding, on the basis of short lists, launched by UEMOA in collaboration with the countries. Consultancy services, amounting to UA 0.12 million, for the installation of Advance Cargo Information System (ACIS) will be procured through direct negotiation with UNCTAD, which has developed the appropriate software package, the only one currently available on the international market, and whic h is ready to provide it “free” to the countries. 5.4.10 Consultancy services for the inspection and supervision of the road and construction works of the juxtaposed control posts at the Burkina Faso/Mali and Burkina Faso/Ghana borders, amounting to UA 4.24 million, will be procured through bidding on the basis of short lists. Each of the three countries will draw up a short list of the Consulting Firms for the road works and launch
32 the corresponding competition bidding. For the inspection of works on the juxtaposed control posts at the borders, the short lists will be prepared in agreement with the countries concerned and the UEMO. 5.4.11 The training component, amounting to UA 0.11 million, will be organized, managed and supervised by consultants, training centres, trainers and NGOs in accordance with the detailed programme prepared to that end. These services will be procured on the basis of short lists. 5.4.12 For the sensitization of the population on diseases such as HIV/AIDS and malaria, and on environmental protection and road safety, amounting to UA 0.27 million, consultants or NGOs, recruited by the countries on the basis of short lists, will be used. For services not exceeding two months, these consultants could be hired on a contractual basis. For the sensitization of the operators and stakeholder of the transport system on the programme objectives, consultants recruited by UEMOA on the basis of a short list will be used. 5.4.13 The audit of all the ADF-financed components, totalling UA 0.38 million, will be entrusted to a firm that will be recruited through bidding on the basis of a short list. For the selection of consultants, the evaluation method coupled with the technical proposals and the bid amounts will be considered. Miscellaneous 5.4.14 This component will be used to finance: (i) the monitoring of programme implementation, for an amount of UA 0.27 million, comprising office supplies, the travel expenses of the JTC, operating costs, logistical transport maintenance and other expenses; and (ii) expenses on the orga nization of seminars and study trips, amounting to UA 0.30 million. The expenses will be made, with supporting documents, by UEMOA. General Information Note 5.4.15 The text of a general procurements information note will be discussed with the various parties during negotiations. It will be published in Development Business upon approval of the loan and grant proposals by the Bank’s Board of Directors. But prior to that, an information note on advance procurement action relating to consultancy services for technical assistance will be published in Development Business. Review procedures 5.4.16 The following documents will be submitted to ADF for review and approval before they are published: (i) Specific procurements information note; (ii) Tender documents, bidding documents, terms of reference and letters of invitation to consultants; (iii) Publication of local procurement advertisement; (iv) Bid analysis reports on works and for the consultancy services in charge of audit and other services, comprising recommendations on contract award; (v) Draft contracts, if those incorporated in the bidding documents have been modified. 5.5 Disbursement Arrangements 5.5.1 The direct disbursement method will be used for works and consultancy services financed by ADF loans to the countries. The ADF grant will be managed according to the special accounting method. The funds will be deposited by tranche, according to an annual activities programme drawn up by the DAI and DTT, into a separate account opened by UEMOA at the BCEAO in the name of the programme. To facilitate payment transactions, an account will be
33 opened with a leading commercial bank. Payments will be made into this account from the BCEAO account as needs are expressed. The account opened at the BCEAO will be replenished on the basis of documentary evidence. The opening of these accounts is a grant condition. The conditions for the utilization of this working capital will be defined in the procedures manual, which the UEMOA Commission will prepare for the programme implementation. The preparation of the procedures manual will be a grant condition. 5.6 Monitoring and Evaluation 5.6.1 Monitoring and evaluation will comprise internal and external monitoring, supervision missions of the Bank and other co-financiers, a mid-term review mission and final evaluation, including the completion reports of the borrowers, UEMOA and the Bank. The implementation of RP-1 will be contained in monthly and quarterly reports by the consultants responsible for works inspection and supervision and the monitoring of the other components of RP -1. UEMOA will, on a quarterly basis, furnish the Bank with a report on the implementation of RP-1 according to an existing format. This report will take into consideration the implementation of all the programme components, including those furnished by the countries. The same goes for annual programme and status reports, annual budgets and their implementation reports. The co-ordination of donors’ participation in the programme, as well as the organization of joint supervision missions will be ensured by UEMOA in co-operation with the three countries. The preparation and transmission to ADF of quarterly status reports on the whole programme is a grant condition for the present programme. 5.6.2 The consultants in charge of works inspection and supervision will, at the end, prepare end-of-works reports which they will submit for validation to the executing agency of the respective countries that will prepare the Borrower’s project completion report according to the format in force and within six months of project completion. UEMOA will utilize these different reports to prepare the completion report of Road Programme 1. The consultants will assist the executing agencies in the final acceptance of the works in the different countries. In addition, the executing agencies of the countries will each year organize traffic count campaigns on the corridor of RP -1; the campaigns should help to verify the traffic assumptions. This will be a loan condition. 5.6.3 The UEMOA accountant will keep the general accounts of the ADF grant to RP-1. Each country will keep the account of the road component on its territory. An annual audit of the programme will be conducted and the report communicated to the Bank. This will enable the UEMOA, the Governments and the Bank, within the framework of project implementation monitoring, to ensure that: (i) the grant and loan resources are utilized to finance RP -1; (ii) the grant and loan accounts are correctly kept; and (iii) the Bank’s loan administration procedures are properly followed. To monitor the programme account, an accountant will be recruited to support the programme accountant. 5.7 Accounting and Financial Audit Reports 5.7.1 The programme accounts will be kept separately by the executing agencies in the countries and the UEMOA according to a private accounting plan and according to a computerized accounting management system that conforms to the West African Accounting System (SYSCOA). This system should help monitor the programme expenditure in comparison to the projections, by source of finance, by expenditure category and by component. An external audit of the programme accounts will be conducted every year by an audit firm recruited in accordance with Bank Group procedures. A provision is envisaged in the programme fund to this end. The audit reports will be submitted to ADF not later than six months following the end of each accounting period. As the project will be implemented in 54 months, it is stipulated that the Donee and the Borrowers will have 4 annual audits performed, the last one at the end of the programme.
34
5.8 Aid Co-ordination 5.8.1 Aid will be co-ordinated in each of the three countries by the Ministries in charge of aid management. In the transport sector, aid will be co-ordinated in each of the countries under the transport sector programmes (TSP) through mid -term review meetings. In the UEMOA, the co- ordination will be through the two annual meetings of the PACITR Steering Committee; its last meeting took place from 30 June to 4 July 2003 in Cotonou. At the sub -regional level, joint periodic ECOWAS/UEMOA meetings on the regional road transport and transit facilitation programme constitute a co-ordination framework. The last meeting was held from 4 to 6 August 2003; donors including the Bank, IDA, EU, WADB, FRDC AFD took part in it. The next meeting is scheduled for November 2003 in Ghana, and will focus on a workshop on facilitation measures under the extended ECOWAS framework. This co-ordination effort will be emphasized during the joint supervision missions of the present programme. These consultations have enabled fruitful exchange of information between the partners. They have in particular helped to determine the outlines of a regional road transport and transit facilitation programme in the ECOWAS region, while highlighting the relevance of this programme and the need to adopt the road transport and transit facilitation mechanisms. 6 PROGRAMME SUSTAINABILITY AND RISKS
6.1 Recurrent Expenses 6.1.1 The recurrent expenses consists of the routine and periodic expenses on the roads of the corridor and on the other facilities put in place as part of transit facilitation (juxtaposed control posts, radios, computer equipment and scanners). With regard to the roads, the periodic and routine maintenance operations on the ancillary works and the road should be guaranteed. As for the roads already paved, which the programme has just reinforced, these operations are already borne by the maintenance budgets of the countries. 6.1.2 Concerning the facilitation facilities, their management will be entrusted to private or semi-private structures, which will have the responsibility of maintaining them and renewing their equipment. The management agreements to be signed will specify the maintenance standards, with the obligation for results. The manager will be remunerated on the basis of his performance. This remuneration will be charged to the transport operators benefiting from the services and the facilitation. The commitment of the States to entrust a private structure with the management of the juxtaposed control posts at the borders, and to provide evidence of the provisions made for that, will be loan conditions. 6.2 Programme Sustainability 6.2.1 The preliminary sketches prepared in Mali and Burkina have shown that the structure of the roadway is not adapted in some places to the type of traffic, which has increased from T3 weak to T4 high. In fact, the road base is mostly of sand laterite mixture, which does not carry the weight of heavy traffic of the T4 type. The road base envisage d will be of crushed gravel or sand-gravel mixture. This will help guarantee the sustainability of the road projects of the corridor. 6.2.2 The RP-1 roads are already paved and their routine maintenance is currently ensured with financing from the road funds of the different countries; their periodic financing is ensured by external funds. In Mali, the costs of the Bamako-Sikasso road (375 km) are estimated at around CFAF 265 million per annum for routine maintenance and at CFAF 45 billion for periodic maintenance every 7 years. In Burkina Faso, they are CFAF 368 million for routine maintenance, and CFAF 46 billion for periodic maintenance on the Pô-Ouagadougou-Bobo Dioulasso road (525 km). In Ghana, these costs are about US$ 50,000 for routine maintenance and US$ 1,532,000 for periodic maintenance for the Techiman-Kintempo road section (62 km).
35
6.2.3 The PACITR strategy recommends the creation of second-generation road maintenance funds (RMF) in the States of the Union. Indeed, within the Union, there are still three types of road funds, namely the second generation road fund, based on the commercialization of the road through payment of road charges (RMF in Togo since 97 and in Côte d’Ivoire in 2000), the partial second generation road fund whose resources are replenished through transfer of taxes and internal resources (IC in Benin, CAFER in 1999 in Niger, RMF in Guinea Bissau, and Road Authority in Mali) and road funds replenished through a budget line (Burkina Faso and Senegal). A feasibility study of the comparative advantages of the creation of the second -generation fund is scheduled in Senegal and should soon start on IDA-funding in Burkina Faso. Ghana established a second- generation fund since 1997, and appointed an independent Board of Directors and established a secretariat for its day-to-day management; its recovery and disbursement rates have improved from year to year. . 6.2.4 In view of these varied situations, the Bank recommended during the preparation of the programme that UEMOA should conduct a harmonization study of the road maintenance policies and financing in the UEMOA space. To that end, the Bank will finance, through the bilateral Canadian fund, individual consultancy services to carry out this study. The study will commence in the course of the first quarter of 2004. 6.2.5 The operating conditions and traffic policy on the roads, mainly those relating to overloading, affect the sustainability of investment. The construction, under the programme, of weighbridges in the juxtaposed control posts at the borders and the point of departure of Tema port will help to strengthen the control of axle loads. The implementation of measures limiting the axle load on the roads of the corridor is a loan condition. 6.2.6 At the institutional level, the reforms undertaken in recent years in the three countries of the programme have led to a refocusing of the activities of the Directorates in charge of roads on the planning, programming, design and administration of the road network. The inadequacy of human resources in these Directorates has therefore been partly remedied by this refocusing of activities and by the computerization and training they have been able to benefit from. This has led to the strengthening of the planning and programming capacities of these Directorates towards better performance in the absorption of road maintenance resources and therefore to sustainability of the facilities. 6.3 Major Risks and Mitigating Measures 6.3.1 The risks of RP-1 are: (i) the complexity of the programme and the multiplicity of stakeholders in the programme; (ii) DATC’s capacity to ensure programme monitoring; (iii) the obstacle to free-flow of traffic and trade owing to non-application of the inter-State road transport and transit agreements (ISRT and ISRT) and to the lack of harmonization of port and customs procedures; (iv) lack of harmonization of road maintenance financing policies and mechanisms, which makes it difficult to guarantee the sustainability of investments and the standardization of the service level of the roads on the corridor; (v) the increase in traffic and axle loads on the corridor, which jeopardize the strategies and maintenance level adopted in the PACITR; and (vi) the commitment and the decision of the countries to confer a specific legal status to the juxtaposed control posts at the borders. 6.3.2 The first risk of the complexity of the programme and the multiplicity of stakeholders and donors will be mitigated through co-ordination meetings of the Programme Steering Committee which has just been set up, the Joint Te chnical Committee to be set up, the National Facilitation Committees and the Regional Facilitation Committee. Regarding the second risk, strengthening of the capacities of DAI and DTT through technical assistance as planned under the programme should mitigate it. As for the third risk relating to the facilitation of transport and transit, the implementation of the measures stipulated in the community facilitation programme should help to remove the
36 obstacles identified. The fourth risk, the generalization of the second -generation road funds will help alleviate the effects of differences in the levels of service of the programme roads. Concerning the fifth risk, the control measures of the axle loads recommended by the programme are likely to mitigate it. The implementation of the recommendations of the study on the harmonization of the customs procedures of the three countries will be a loan condition for the present programme. 6.3.3 The role of a juxtaposed control post at the borders is essential for the reduction of passage time and for the illegal charges at these borders. Its location will take into account the topographical features, the availability of utilities, but especially the fact that it should be a factor of the States’ commitment to eliminate obstacles to free trade and to the mobility of production factors. The ECOWAS and UEMOA have agreed to undertake a specific study on the status and operation of these juxtaposed posts. The risk relating to the definition of an appropriate legal status of the juxtaposed control posts will be mitigated by the decision that ECOWAS and UEMOA will take at the end of the above -mentioned study. The commitment of the three States to implement the ECOWAS and UEMOA decisions resulting from the study on the legal status of the corridors and juxtaposed control posts at the borders is a loan and grant condition for the present programme. 7 PROGRAMME BENEFITS
7.1 Economic Analysis 7.1.1 The economic benefits expected from the implementation of the programme concern the accessibility, greater mobility and link with the neighbouring countries, as well as increase in agricultural production and development of trading activities in the PAI. For purposes of economic analysis, the benefits have been determined on the basis of the "without programme" and "with programme" scenarios over a period of 20 years for the main road, and 30 years for the facilities of the juxtaposed control posts at the borders. A discount rate of 12% and a residual value of 25% have been used for the economic calculation. The economic analysis has been based on the HDM.4 model. The parameters used to carry out this economic analysis are the data on the state of the road, the data on vehicles (light vehicles and heavy vehicles of more than 3 tonnes), the present and future traffic, the maintenance policies and strategies and the different corresponding economic and financial unit costs gathered during the mission (fuel, lubricating oil, vehicle prices, maintenance tasks, etc). The investment costs related to the facilitation of transport and transit (control posts, ACIS and radio communication) and the accruing benefits (30% reduction of the illegal charges) have been taken into account as exogenous cost and benefits in the model. 7.1.2 The average normal traffic volumes weighted by the distances registered in 2002 on the corridor, all categories of vehicles put together, range from 225 to 12,500 vehicles/day depending on the sections, with a percentage of heavy vehicles between 26% and 49%. For traffic projections, the assumption used was that as from 2005 the effects of the Ivorian crisis would end, and that: (i) half of the Malian freight traffic currently passing through Burkina would go back to the Ivorian, Senegalese and Guinean roads; (ii) 25% of the fuel volume going to Burkina would return to the Ivorian road by rail; and (iii) 50% of the Burkinabé freight volume would go back to the Ivorian road. Furthermore, taking into account the effects of the competitiveness of the different corridors and the projections of past trends, traffic on the corridors should increase for all categories of vehicles by 2% per annum on average and by 5% per annum as from 2008. 7.1.3 With these different data the estimated costs of works and works supervision, excluding price escalation, the annual routine maintenance costs and the periodic maintenance costs, an economic rate of return (ERR) of 24.8% was obtained for the entire corridor. For the components to be financed by ADF/TAF, the rates of return are 13% for the Bougouni–Sikasso section, 16% for the Ouagadougou-Pô-Paga section, and 23% for the Techiman-Kintampo section. These rates are higher than the capital opportunity cost estimated at 12%.
37
7.2 Social Impact Analysis 7.2.1 The programme will help to ensure greater access and mobility of the population to the basic services and to the trade and commercial centres. In addition, the site buildings, which will be reconfigured at the end of the works, as well as the rehabilitated water points made available to the population, will serve as meeting and sensitization venues. The works will offer job opportunities to the youths and women all along the corridor. The resulting increase in incomes will have a positive impact on the living conditions in the families, mainly on those of children and wome n who are often the segments of the population most affected by poverty. 7.3 Sensitivity Analysis 7.3.1 The sensitivity tests conducted show that the ERR increases from 21.5 to 24.8, and remains relatively stable with respect to cost variations (+10%) and benefits (-10 %). The programme is therefore economically justified. 8 CONCLUSIONS AND RECOMMENDATIONS
8.1 Conclusions 8.1.1 The implementation of the programme will contribute to the strengthening of co- operation and regional economic integration by reducing the non-tariff barriers and “invisible” costs. It will foster the development of commercial activities along the corridor as a result of the savings from the reduction in illegal charges along the corridor. . 8.1.2 At the institutional level, the implementation of the programme will strengthen UEMOA capacities for the planning and monitoring of NEPAD’s infrastructure programmes. The programme will contribute to poverty reduction, and to the training of the parties and operators involved in the transport chain on the corridor. Programme formulation also drew on lessons from our operations in the three countries and from those of the other donors. 8.1.3 The programme was technically well designed, and will benefit from the engineering studies. Its negative impacts on the environment are low and controllable. The programme is economically viable, and will generate an average economic rate of return of 24.8%, which is higher than the capital opportunity cost estimated at 12%. The sustainability of investments is ensured through control of axle loads and the loaded weight of vehicles intended for inter-State transport. 8.2 Recommendations 8.2.1 In view of the foregoing, it is recommended that an ADF grant and an ADF loan not exceeding UA 3.50 million and UA 64.50 million respectively, be extended to UEMOA and the three States. The ADF grant will be extended to UEMOA. The ADF loan will be broken down as follows: UA 23.62 million to the Government of Burkina Faso, UA 24.49 million to the Government of the Republic of Ghana, and UA 16.69 million to the Government of the Republic of Mali. The loan and the grant will be used to implement the programme as designed and described in the present report. They will be subject to the conditions specified in the grant protocol of agreement and in the loan agreement.
ADF Grant Protocol
A. Effectiveness Conditions 8.2.2 The grant protocol shall become effective upon signature by UEMOA and ADF.
38
A. First Disbursement Conditions 8.2.3 Disbursements of the grant shall be made only after UEMOA has fulfilled the following cond itions: (i) Provide evidence of the budgeting of UEMOA’s contribution to the financing of the programme (para 4.9.2); (ii) Undertake to provide the technical assistance with operational premises (para 5.2.1); (iii) Undertake to entrust the management of the Advance Cargo Information System (ACIS) and radio communication to a private structure (para 6.1.2); (iv) Provide evidence of the opening of an account at the BCEAO, and another with a leading commercial bank to receive the working capital from the grant (para 5.5). B. Other conditions 8.2.4 The UEMOA Commission shall fulfil the following conditions to avoid suspension of disbursements of the grant during programme implementation. (i) Provide evidence that operational premises have been allocated to the technical assistance (para 5.2.1); (ii) Provide ADF with evidence of the steps taken to entrust the management of ACIS and radio communication to a private structure (para 6.1.2); (iii) Prepare a procedures manual for the programme (para 5.5); (iv) Prepare and regularly transmit quarterly status reports on the whole programme (para 5.6.1). 9 LOAN AGREEMENT A. Effectiveness Conditions 9.1.1 The loan agreement, to be signed between ADF and the three States (Burkina, Ghana and Mali) shall become effective when the States fulfil Section 5.2 of the General Conditions applicable to Loan Agreements and Guarantee Agreements. B. First Disbursement Conditions 9.1.2 Disbursements of the loans shall be made only when the States jointly fulfil the following conditions precedent: (i) Undertaking of the Government of Burkina Faso to conduct the feasibility study for the establishment of a second generation road fund, and to implement the recommendations of the said study (para 3.7.4); (ii) Provide evidence of the preparation and implementation, by the three States, of statutory texts to limit control on the corridor at the points of departure, at the borders and at destination for transport by container, tanker and sealed trucks under certain conditions (para 3.3.3 and 4.5.8); (iii) Provide ADF with evidence of the preparation and adoption by the three States of an appropriate legal status for the juxtaposed control posts at the borders between Mali and Burkina and between Burkina and Ghana (para 4.5.8 et 6.3.3); (iv) Provide evidence of the undertaking by the WADB and the other donors to participate in the financing of the programme (para 4.9.2); (v) Provide evidence of the annual budgeting of the contributions of the countries to the financing of the programme (para 4.9.2); (vi) Appoint a road project manager, by country, whose qualifications and experience
39
shall be submitted beforehand for ADF non-objection (para 5.1.2); (vii) Provide ADF with evidence of the setting up of the Joint Technical Committee (JTC) by UEMOA decision and of the designation, by statutory texts of the Ministers in charge of the roads and transport of the three countries of the members of the Committee (para 5.2.2); (viii) Undertake to set up, as at 31/12/2007, a corridor management committee (para 5.2.3); (ix) Undertaking by the Governments of Burkina Faso and Ghana to find funds for works on the remaining sections of the roads of the corridor in their respective territories, which are not rehabilitated under RP-1; (x) Undertake to entrust to a private structure the management of the juxtaposed control posts at the borders (para 6.1.2); (xi) Undertake to allocate the required resources to the road maintenance budget (para 6.3.2). C. Other Loan Conditions 9.1.3 The countries shall jointly fulfil the following conditions to avoid suspension of disbursements during the programme implementation: (i) Provide evidence, by 31 December 2005, of the mobilization of supplementary resources necessary for the complete rehabilitation of the whole corridor; (ii) Provide evidence, not later than 31 December 2005, of an agreement between the three countries on the utilization of a single ISRT booklet for crossing their territories (para 4.5.8); (iii) Provide evidence of the setting up, before 31 December 2007, of the Corridor Management Committee (para 5.2.3); (iv) Submit to ADF, every year before 31 December, the results of traffic counts on the roads of the corridor (para 5.6.2); (v) Provide ADF, before 31 December 2006, with evidence of the steps taken to entrust a private structure with the management of the juxtaposed control posts at the borders (para 6.1.2); (vi) Provide evidence, before 31 December 2004, of the implementation of the measures limiting the axle load on the roads of the corridor (para 6.2.5); (vii) Provide evidence, before 31 December 2006, of the harmonization of the customs transit procedures of the three countries to facilitate transport on the corridor (para 6.3.2).
Annex 1 Page 1 of 1 UEMOA/GHANA ROAD PROGRAMME 1 PROGRAMME MAP
Key
PR-1 CORRIDOR PACITR ROADS PACITR ROADS WITH COUNTRIES OUTSIDE UEMOA
This map has been drawn by the staff of the ADB Group exclusively for the use of readers of the report to which it is attached. The names used and the borders shown do not imply on the part of the Bank and its members any judgement concerning the legal status of a territory nor any approval or acceptance of these borders.
Annex 2 Page 1 of 1 UEMOA/GHANA: ROAD PROGRAMME 1 ORGANIZATION CHART OF THE EXECUTING AGENCY
UEMOA Commission
Other Departments of the Commission Department of Community Development Ministries responsible for Ministry of Highways and Transport, Ghana Infrastructure, Transport and Highways and Transport (MRT) Telecommunications of the 8 Union States incl. MET in Mali & MITH in Burkina Faso (DATc)
PACITR Steering Cimmottee (CP) REGIONAL FACILITATION Chaired by DATC and comprising representatives of COMMITTEE the Commission, States, BCEAO, WADB, ECOWAS, FER, and donors
Department of Transport Department of Territorial DIRECTION NATIONALE DES ROUTES DU MALI GHANA HIGHWAYS AUTHORITY and Telecommunications Development and Infrastructure DIRECTION GENERALE DES INFRASTRUCTURES (AAG) (DTT) of UEMOA (DAI) of UEMOA DU BURKINA Civil Eng. Coordinator Ing civil DGIR et DNTP Coordonnateur
Technical Assistance National Facilitation Financed by PR-1 Committees Chaired by Directors of Transport
JOINT TECHNICAL COMMITTEE (CTM) Coordinated by DAI and comprising 1 representative DAI, DTT, DNR & DNT MALI DGR and DGTM Burkina and ARG Ghana
Annex 3 Page 1 of 3 UEMOA/GHANA: ROAD PROGRAMME I SUMMARY OF THE ENVIRONMENTAL AND SOCIAL MANAGEMENT PLAN (PAGES)
1 Brief Description of the Programme and Main Environmental and Social Components
1.1 The road programme I concerns: (i) road studies, as well as road transport and transit facilitation studies; (ii) the reinforcement of existing paved roads on the Bamako-Ouagadougou-Accra- Tema corridor, as well as the widening of available road sections at the entrance to built up areas in Bamako and Ouagadougou; (iii) sensitization and facilitation activities on road transport and transit on the corridor; and (iv) support to programme management.
1.2 At the sectoral level, the programme contributes to strengthening economic integration and sub-regional cooperation between UEMOA and ECOWAS member countries, and improves access to the hinterland countries. Specifically, the programme aims at: (i) improving access of landlocked countries (Burkina, Mali and Niger) to the ports of Ghana; (ii) promoting economic activities and developing the private sector; (iii) reducing overall transport costs through actions and measures to facilitate road transit and transport; (iii) improving the sustainability of investments through the control of axle loads; and (iv) building programme monitoring capacities.
1.3 In view of its location in relatively stable areas and the environmental impacts easily controllable through the implementation of appropriate measures, the programme is classified in Category 2. At the environmental and social level, the main components will concern monitoring of the implementation of environmental measures, sensitization to environmental protection, STDs/AIDS, malaria and road safety, compliance with the regulations on the felling of firewood, destruction of forest resources, soil restoration measures, environmental protection and management, as well as land use, problems caused by bush fires, preservation of customs, cultural and moral values, good citizenship, and ancillary works to improve the living environment and conditions of the people.
2 Major Environmental and Social Impacts
2.1. The socio-economic impacts of the road will be beneficial and significant. Implementation of the programme will contribute to improving road safety and the comfort of passengers, reducing transport costs and travelling time between the areas and the countries, increasing employment opportunities for the local population, revitalizing micro-enterprises such as vehicle repair workshops, selling points for food products, restaurants, garages, access facilities to periodic markets for food products, prevention and improvement of the health of the riparian population, and accessibility to the major job or economic activity centres in the sub-region. On the whole, the programme will contribute to poverty reduction and improvement of the living environment and conditions of the population. Women will be the greatest beneficiaries. Moreover, with direct links to Ghana, Burkina Faso, Niger and Mali, the programme will strengthen regional integration.
2.2. During the road works and commissioning, the possible negative impacts include: the raising of dust, noise, and safety problems at the worksite and during the installation of equipment and supply of construction materials, the destruction of some trees on the road area, degradation of the soil on the road area, quarries, access roads and worksites, water pollution, and the disposal of sediments and pollutants into streams, deforestation by workers on the site, and trees for firewood to villages in the forest areas, increase in contagious diseases (STDs/AIDS) as a result of the influx of foreigners, lack of safety for road users as a result of increase in the volume and speed of traffic, mounting pressure on natural resources as a result of an increase in population, increased pressure on flora and fauna, socio-economic and cultural problems caused by various activities and competitiveness between the different nationalities (internal jealousy, erosion of customs, mentalities, linguistic differences, etc.), and the resulting uncontrolled developments. This will have negative impacts on the physical and social environment of the area, if appropriate measures are not taken.
Annex 3 Page 2 of 3 3 Improvement and Mitigation Programme
3.1 The recommended mitigating measures are: (i) frequent watering of areas which produce dust, and maintaining transport vehicles and machinery in good working condition so as to minimize gas emissions into the atmosphere; (ii) installing and ensuring the operation of equipment to fight against pollution during major tarring works; (iii) taking appropriate measures (wire mesh, netting, protection panels, etc.) to prevent construction materials, scraps or wood particles from falling into streams; (iv) making provisions for and constructing sanitation facilities on the worksites for the disposal of wastewater, collecting the used oils, filters, and batteries and disposing of them safely in consultation with the authorities concerned; (v) preserving, as much as possible, the plant layer of soil for re-use during restoration of the site, restoring the vegetation at the end of the works; (vi) disposing of surplus earth on sites specially prepared and approved by the competent authorities, taking all precautions to avoid destroying the vegetation; (vii) filling and covering up the borrow pits and quarries with plant soil and, if necessary, replanting with local species, taking appropriate measures to prevent accidents during the works and protecting the historical and cultural heritage, and (viii) sensitizing workers on the negative impacts of poaching and the ensuing sanctions. It is also recommended that activities be carried out to sensitize the population on environmental protection and management, land use, problems caused by bushfires, the destruction of forest resources, good farming practices, soil conservation, road safety, as well as water-borne diseases, and more particularly malaria and STDs/AIDS.
3.2 As regards fixed scanners to be installed in certain border posts, strict security measures will be taken as is the case in Tema port, Ghana (with walls of appropriate thickness, 3-tonne doors to insulate the tunnels, installation of dosimeters at strategic points to measure the level of radiations, prohibition for any person to be in the tunnels during scanning, etc.). Concerning the mobile scanners, protective walls will be constructed to insulate the scanning area, and during scanning strict safety measures will be taken to prevent accidents. However, the Ministry of Health of Ghana has confirmed that the radiation doses recorded in foodstuffs are below the authorized threshold.
3.3 Attendant measures will be taken to improve the living environment and conditions of the riparian population. These measures concerns beautifying entrances to towns, the creation of stops along the road in villages for public transport vehicles, health protection, parking areas, some bore holes, animal crossings at specific points, safety facilities at schools, markets, etc.
3.4 With the construction of juxtaposed control posts at the borders, the commercial and social activities currently carried out in separate posts will be concentrated in one single point. Socio -cultural and economic problems could arise because of competition between operators, illegal business, internal jealousies, erosion of customs and moral values, linguistic differences, etc. Furthermore, uncontrolled developments caused by the programme could result in excessive exploitation of available resources, leading to more poverty in the regions.
3.5 The programme will conduct sensitization campaigns for the population along the road, village chiefs, local and government authorities, economic groups, and operators in the inter-State transport sector, etc. Four sensitization campaigns will be organized each year throughout the programme implementation. The campaigns will use the schools, newspapers, the radio and television as means of information. At the radio and television, programmes will discuss problems relating to health, STD/AIDS, water-borne diseases, environmental protection, land use, problems caused by bushfires, the destruction of forest resources, good farming practices, soil conservation, road safety, preservation of customs as well as cultural and moral values, good citizenship, tolerance, etc. Similarly, seminars, talks and discussions will be organized to sensitize women, girls, village chiefs, workers, drivers, traders, etc. The seminars will be conducted by specialized NGOs. Furthermore, the traditional, local and ministerial authorities will be responsible for implementing the policy on land use, as well as land and land resources management. All these concerns will be taken into consideration, and appropriate measures will be included in the specifications of contractors for implementation.
Annex 3 Page 3 of 3
4 Monitoring and Supplementary Initiatives Programme
4.1 Each team of the works inspection and supervision mission will comprise an environmental expert to be used on a part-time basis throughout the programme (3 months each year). In collaboration with the environmentalists of the Environmental Unit attached to the Department responsible for Highways in each country, the expert will implement the PGES, manage the worksites, carry out specific environmental and social works, and seek solutions for specific environmental problems. The monitoring indicators of the biological and abiotic environment, as well as the pollution indicators will be defined by the environmental expert. Furthermore, the environmental services of the three countries will be called upon to give advice and help in solving major environmental and social problems.
4.2 The Governments and ADF will conduct a detaile d review of the implementation of the ongoing project. The reports submitted by the works inspection missions shall include the physical outputs of the works, the technical and environmental problems encountered, the solutions envisaged, the effectiveness of the environmental and social measures, the new problems that may arise, their solution and other related recommendations.
4.3 The field trips and engineering studies indicate that there will be no expropriation of land or houses. 5. Public Consultations and Information Dissemination Requirements
The riparian population, NGOs in the area, local authorities, village chiefs and the institutions concerned were consulted during project design and preparation through seminars and personal contacts. This very procedure will be followed during implementation of the environmental and social management plan.
6. Cost Estimates
The costs relating to the environmental protection measures, monitoring of the environmental and social measures, training, sensitization, development of the landscape and ancillary works are included in the costs of the works, their inspection and in the sensitization component. Similarly, the other costs related to the rehabilitation of borrow pits, embellishments, road signs, etc. are included in the costs of the works.
Implementation and Reporting Schedule
7. The environmental and social measures will be implemented throughout the programme implementation. The programme executing agencies will submit quarterly reports to the Bank. The reports will also include the physical outputs of the works, the effectiveness of the environmental and social measures, the problems encountered and the solutions envisaged.
Annex 4 Page 1 of 2
UEMOA/GHANA: ROAD PROGRAMME I PROVISIONAL LIST OF GOODS AND SERVICES OF THE ENTIRE PROGRAMME In CFAF Million In UA Million COFINANCIER (in UA million) Categories ADF IDA, EU, GOV’T GOV’T GOV’T F.E. L.C. Total F.E. L.C. Total ADF BOAD Private UEMOA Grant DANIDA Burkina Ghana Mali 1- Goods - Vehicles 40.00 135.00 175.00 0.05 0.17 0.22 0.04 0.08 0.04 - Radio communication equipment 311.13 327.78 638.91 0.39 0.41 0.79 0.48 0.31 - Scanners 2 163.72 540.93 2 704.65 2.68 0.67 3.35 3.35 - Supply and installation of SIAM equipment 96.00 24.00 120.00 0.12 0.03 0.15 0.15 - Computer equip. DATC/Dept. Country & control posts 156.00 39.00 195.00 0.19 0.05 0.24 0.13 0.17 - Office furniture 32.00 8.00 40.00 0.04 0.01 0.05 0.05 2- Works - Malian road sections 20 002.12 5 000.53 25 002.65 24.79 6.20 30.99 11.84 4.86 11.39 2.91 - Burkinabe road sections 35 757.60 8 939.40 44 697.00 44.32 11.08 55.41 16.71 4.86 28.34 5.50 - Ghanaian road sections 28 824.05 7 206.01 36 030.06 35.73 8.93 44.66 18.19 21.38 5.10 - Construction of juxtaposed border posts 1 977.60 494.40 2 472.00 2.45 0.61 3.06 3.06 3- Consultancy Services - Detailed studies 771.01 192.75 963.77 0.96 0.24 1.19 0.50 0.02 0.67 - Updating of studies 259.63 64.91 324.54 0.32 0.08 0.40 0.39 0.02 - Road feasibility studies 302.40 75.60 378.00 0.37 0.09 0.47 0.45 0.02 - Study on SIAM and radio telecommunications 72.00 18.00 90.00 0.09 0.02 0.11 0.10 0.01 - Sensitization 329.45 329.45 0.41 0.41 0.08 0.01 0.18 0.05 0.05 0.04 - Works inspection and supervision 4 639.24 1 159.81 5 799.05 5.75 1.44 7.19 2.63 0.51 3.35 0.29 0.27 0.15 - Technical Assistance 382.88 342.82 725.70 0.47 0.42 0.90 0.90 - Training 60.00 15.00 75.00 0.07 0.02 0.09 0.09 - Financial and accounting audit 348.00 87.00 435.00 0.43 0.11 0.54 0.32 0.22 4 – Miscellaneous - Operating costs 143.94 35.99 179.93 0.18 0.04 0.22 0.22 - Seminar/Study trips 160.00 40.00 200.00 0.20 0.05 0.25 0.25 121 Base cost 96 499.33 25 076.38 575.72 119.62 31.08 150.70 53.19 3.08 10.22 0.31 0.52 68.88 5.87 5.50 3.13 Physical contingencies 11 481.57 2 984.58 14 466.14 14.23 3.70 17.93 6.38 0.27 1.23 0.04 0.06 8.22 0.70 0.66 0.38 Price escalation 8 810.39 2 290.76 11 101.15 10.92 2.84 13.76 4.93 0.15 0.95 0.03 0.04 6.32 0.54 0.51 0.29 116 147 Total Cost 791.29 30 351.72 143.02 144.77 37.62 182.39 64.50 3.50 12.40 0.38 0.62 83.42 7.12 6.67 3.80
Annex 4 Page 2 of 2
PROVISIONAL LIST OF GOODS AND SERVICES OF THE ADF PROGRAMME
In CFAF Million In UA Million COFINANCIER (in UA million) Categories ADF GOV’T GOV’T GOV’T F.E. L.C. Total F.E. L.C. Total ADF BOAD Private UEMOA Grant Burkina Ghana Mali 1- Goods - Vehicles 40.00 135.00 175.00 0.05 0.17 0.22 0.04 0.08 0.04 - Radio communication equipment 311.13 327.78 638.91 0.39 0.41 0.79 0.48 0.31 - Scanners - Supply and installation of SIAM equipment 96.00 24.00 120.00 0.12 0.03 0.15 0.15 - Computer equip. DATC/Dept. country & control posts 156.00 39.00 195.00 0.19 0.05 0.24 0.13 0.17 - Office furniture 32.00 8.00 40.00 0.04 0.01 0.05 0.05 2- Works - Malian road sections 11 836.80 2 959.20 14 796.00 14.67 3.67 18.34 11.84 4.86 1.64 - Burkinabe road sections 15 437.60 3 859.40 19 297.00 19.14 4.78 23.92 16.71 4.86 2.35 - Ghanian road sections 13 496.05 3 374.01 16 870.06 16.73 4.18 20.91 18.19 2.73 - Construction of juxtaposed border posts 1 977.60 494.40 2 472.00 2.45 0.61 3.06 3.06 3- Consultancy Services - Detailed studies 338.05 84.51 422.56 0.42 0.10 0.52 0.50 0.02 - Updating of studies 259.63 64.91 324.54 0.32 0.08 0.40 0.39 0.02 - Road feasibility studies 302.40 75.60 378.00 0.37 0.09 0.47 0.45 0.02 - SIAM and radio telecommunications study 72.00 18.00 90.00 0.09 0.02 0.11 0.10 0.01 - Sensitization 181.68 181.68 0.23 0.23 0.08 0.01 0.05 0.05 0.04 - Works inspection and supervision 2 248.44 562.11 2 810.55 2.79 0.70 3.48 2.63 0.51 0.12 0.14 0.09 - Technical Assistance 382.88 342.82 725.70 0.47 0.42 0.90 0.90 - Training 60.00 15.00 75.00 0.07 0.02 0.09 0.09 - Financial and accounting audit 204.00 51.00 255.00 0.25 0.06 0.32 0.32 4 – Miscellaneous - Operating costs 143.94 35.99 179.93 0.18 0.04 0.22 0.22 - Seminar/Study trip 160.00 40.00 200.00 0.20 0.05 0.25 0.25 Base cost 47 554.52 12 692.41 60 246.92 58.95 15.73 74.68 53.19 3.08 10.22 0.31 0.52 2.56 3.00 1.80 Physical contingencies 5 638.50 1 506.08 7 144.57 6.99 1.87 8.86 6.38 0.27 1.23 0.04 0.06 0.31 0.36 0.22 Price escalation 4 315.82 1 153.42 5 469.24 5.35 1.43 6.78 4.93 0.15 0.95 0.03 0.04 0.24 0.28 0.17 Total Cost 57 508.83 15 351.91 72 860.74 71.29 19.03 90.32 64.50 3.50 12.40 0.38 0.62 3.10 3.64 2.19
UEMOA/GHANA – ROAD PROGRAMME I: IMPLEMENTATION SCHEDULE Annex 5
2003 2004 2005 2006 2007 2008 ID Tasks Sep Oct NovDec Jan Feb Mar Apr MayJun Jul Aug Sep Oct Nov Dec Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov DecJan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Jan Feb Mar Apr May Jun Jul Aug Sep Oct NovDec Jan Feb Mar Apr May 1- ACTIVITES PRELIMINAIRES 1 UEMOA;FA 2 Request and AAA approval of tech. assistance D 3 Appr. of loan & grant FAD 4 Sign.of the ln & gr UEMOA, BF, MAL, GH;FAD 5 Publication of the gen. information note FAD 2- SENSITIZATION CAMPAIGNS 6 7 Approval TOR, BD and short list DNR,DGIR,GH A 8 Invitation to bid Consut,DNR,DGIR,GH A 9 Subm. of bids Consut,DNR,DGIR,GH A 10 Evaluation of bids & signing of contracts Consut,DNR,DGIR,GH A 11 Impl.& Sensitization 3- SIAM STUDIES AND RADIO COMMUNICATION 18 UEMOA,CNUCE 19 Signing of agt. with CNUCED for SIAM study RADIO D CN UCED 20 Start o f SIAM & Radio Communication UEMOA,FA 21 Approval of the SIAM study report & Radio Communication 22 4-ROAD STUDIES D 23 Preparation & approval of TOR, BD & short list UEMOA,FA D DAI- 24 Invitation to bid UEMOA 25 Subm.of bids Consult, DAI_UEMOA 26 Evaluation of bids and signing of cotracts Consult, DAI_UEMOA Consul 27 Start of studies t 28 Approval of final reports of detailed studies & works BD DAI_UEMOA/FAD/CT M 29 Approval of report on other road studies DAI_UEMOA/FA D 5- ROADS &ANCILLARY WORKS AND CONSTRUCTION OF JUXTAPOSED POSTS 30 DNR,DGIR,GH 31 Invitation to bid for road & civil works A Entreprise 32 Subm.of bids s DNR,DGIR,GH 33 Evaluation of bids & signing of contracts A 34 Construction works for juxtaposed control posts Entreprise, DNR,DGIR,GHA 35 Works Entreprise, 6 – SUPPLY AND INSTALLATION OF EQUIPMENT DNR,DGIR,GHA 36 37 6.1 SIAM &Radio Communic. Fournisseurs,UEMOA,CNUC 38 Invitation to bid for equip. & installation of SIAM & Radio Comm ED 39 Subm. of bids Fournisseurs,U EM OA 40 Eval. of bids & signing of contract UEMOA,CNUCE D 41 Supply & installation Fournisseurs,UEM OA 42 6.2 Scanners for juxtaposed control posts Fournisseur, 43 Selection of supplier UE Fournisseur, UEMOA, 44 Supply & instal. of scanners UE 7-WORKS INSPECTION AND SUPERVISION 45 46 Preparation & approval of short lists and BDs DNR,DGIR,GHA,UEM 47 Invitation to bid OADNR,DGIR,GHA,UEM OA 48 Subm. of bids Cslts, DNR,DGIR,GHA,UEMOA 49 Evaluation of bids & signing of contracts DNR,DGIR,GHA,UEM OA 50 Works inspection services Cslts, 8- PROGRAMME AUDIT DNR,DGIR,GHA,UEMOA 51 52 Approval of BDs & short lists for studies DNR,DGIR,GHA,UEM OA 53 Invitation to bid DNR,DGIR,GHA,UEM OA 54 Subm., eval. of bids & signing of contracts Cslts, DNR,DGIR,GHA,U EMOA 55 Programme Audit Auditeurs, 56 Financ. audit 1 DNR,DGIR,GHA,UEMOA 57 Financ. audit 2 Auditeurs, DNR,DGIR,GHA,UEMOA Auditors, 58 Financ. audit 3 59 Financ. audit 4 DNR,DGIR,GHA,UEMOA Auditors, DNR,DGIR,GHA,UEMOA 60 Financ. audit 5 Auditors, 9- CAPACITY BUILDING DNR,DGIR,GHA,UEMOA 61 62 7.1 Recruitment of short- term cons. to prepare the proc. UEMO A 7.2 Recruitement of Technical Assistance 63 64 Publ. of procurement notice UEMOA,FA D 65 Preparation & approval of TOR & short list UEMO A 66 Invit. to bid UEMO A UEMO 67 Eval. of bids & sign.of contr. A Cslt, UEMOA, 68 Techn. assistance services FAD 69 7.3 Support to Proj. Unit UEMOA,MITH,MET,M 70 Establ.of Joint Tech. Committee RT UEMOA/Fournissue 71 Shopping for supply and equipment rs U EMOA,DNR,DGIR,G 72 Training & seminars HA 73 End monitoring of pro. UEMOA,DNR,DGIR,GHA,F AD
Annex 6 Page 1 of 1
HDM 4 UEMOA ROAD PROGRAMME I ECONOMIC ANALYSIS (All costs are expressed in US$ million)
Discount rate: 12.00%
A- The Whole Programme Additional Administrative Costs VOC + VOC Time cost Time Reduction in Net Discounted Savings savings Savings Accident Exogenous Earnings (vehicle (vehicle (Non- Costs Benefits (NPV) traffic) traffic) vehicle Invest. Operating costs Special traffic) Not updated 174.38 -347.19 0.00 141.93 5.67 0.00 0.00 -1.37 319.03 Updated 114.10 -115.69 0.00 60.50 2.45 0.00 0.00 -3.97 60.57 Internal Rate of Return (IRR) = 24.8%
B - Bougouni-Sikasso Section VOC + Additional Administrative Costs VOC Time Cost Time Reduction of Net Discounted Savings Savings Savings Accident Exogenous Earnings (Vehicle (Vehicle (non- Costs Benefits (NPV) Traffic) Traffic) vehicle Invest. Operating Costs Special traffic) Not updated 38.97 -62.01 0.00 16.24 0.65 0.00 0.00 -0.37 39.56 Updated 23.39 -21.60 0.00 3.70 0.13 0.00 0.00 -0.73 1.31 Internal Rate of Return (IRR) = 13.00%
C – Ouagadougou-Pô – Ghana Border Section Additional Administrative Costs VOC + VOC Time Cost Time Reduction in Net Discounted Savings Savings Savings Accident Exogenous Earnings (Vehicle (Vehicle (non- Costs Benefits (NPV) Traffic) Traffic) vehicle Invest. Operating Costs Special traffic) Not updated 31.90 -50.23 0.00 25.96 1.20 0.00 0.00 -0.37 45.13 Updated 19.26 -17.50 0.00 5.87 0.24 0.00 0.00 -0.73 3.62 Internal Rate of Return (IRR) = 16.00%
D - Kintampo – Techiman Section VOC + Additional Administrative Costs VOC Time Cost time Reduction in Net Discounted Savings Savings Savings Accident Exogenous Earnings (Vehicle (Vehicle (Non- Costs Benefits (NPV) Traffic) Traffic) vehicle Invest. Operating Costs Special Traffic) Not updated 22.73 -16.92 0.00 48.53 2.47 0.00 0.00 -2.44 42.75 Updated 21.14 -5.85 0.00 24.20 1.23 0.00 0.00 -1.25 8.88 Internal Rate of Return (IRR) = 23.00%
Annex 7 page 1 of 7
UEMOA: FIVE-YEAR COMMUNITY ROAD INFRASTRUCTURE INVESTMENT PROGRAMME UPDATED 4 JULY 2003
-
imates in CODE LINKS CRTY DESCRIPTIO N OF SECTION Length in Km Current Road Type Proposed Type of Works Cost Est CFAF Million Studies Status / financing Programme Donors Targeted Sch. Works Observations
CU13 Ouagadougou-Ouahigouya-Koro-Mopti BF Yako-Ouahigouya 80Paved PM 3 744 Financing obtained/EDF 8 2003-2004 EDF 9 2005-2006 Being mobilized CU13 Ouagadougou-Ouahigouya-Koro-Mopti BF Ouagadougou-Yako 100Paved PM 3 600 Works completed CU13 Ouagadougou-Dori-Téra-Farié-Namaro-Niamey BF Ouagadougou –Kaya 110Paved Rehabilitation 4 700 Studies to be conducted/ 2003-2004 EDF 9 EDF 8 financing CU14 Ouagadougou-Dori-Téra-Farié-Namaro-Niamey BF Kaya-Dori 180Earth Development 19 465 Studies available FBID/WADB/F 2003-2006 RDC /OPEC/BF CU14 Ouagadougou-Dori-Téra-Farié-Namaro-Niamey BF Dori- Niger border Studies to be 2004-2006 ADB 2005-2006 à rechercher conducted/ADB financing CU20 Parakou-Djougou-Natitingou-Porga-Tindangou-Fada N'Gourma BF Fada N'gourma- Pama-Benin 150Paved PM 10 900 Studies to be 2004-2005 To be sought 2005-2007 border conducted/EDF 8 financing obtained CU23 Dapaong-Korbongou-Ponio-Kompienga-Tindangou BF Ponio-Kompienga-Tindangou 45Paved PM 2 831 Studies to be 2003-2004 To be sought conducted/EDF 8 financing CU2a Dakar-Kaolak-Tambacounda-Kidira-Kayes-Bamako-Sikasso- BF Piéga-Niger border 110Paved PM 9 700 Studies available EDF 9 2003-2005 Obtained Ouagadougou-Niamey-Zinder-Chadian border CU2a Dakar-Kaolak-Tambacounda-Kidira-Kayes-Bamako-Sikasso- BF Ouagadougou-Koupéla 136Paved PM 14 900 Studies available EDF 9 2003-2005 Obtained Ouagadougou-Niamey-Zinder-Chadian border CU2a Dakar-Kaolak-Tambacounda-Kidira-Kayes-Bamako-Sikasso- BF Bobodioulasso-Sakoinsé 295Paved PM 21 300 Studies to be conducted 2004-2005 EDF 9 2003-2005 Obtained Ouagadougou-Niamey-Zinder-Chadian border CU2a Dakar-Kaolak-Tambacounda-Kidira-Kayes-Bamako-Sikasso- BF Sakonisé-Ouaga 58Paved PM 3 900 Studies to be conducted 2004-2005 To be sought 2003-2007 Ouagadougou-Niamey-Zinder-Chadian border CU2a Dakar-Kaolak-Tambacounda-Kidira-Kayes-Bamako-Sikasso- BF Malian border-Bobo 131Paved PM 6 730 Studies to be conducted 2004-2005 To be sought 2003-2007 Ouagadougou-Niamey-Zinder-Chadian border CU2a Lomé-Atakpamé-Kara-Sinkansé-Tenkodogo-Koupéla BF Koupéla-Tenkodogo-cinkassé 150Paved Rehabilitation 16 580 Studies to be 2003-2004 EDF9-KFW- 5 700 obtained conducted/KFW financing BF CU2a Mauritanian border-Dakar-Bissau-Abidjan-Lomé-Cotonou-Porto Novo- BN Akossombo-Place de souvenir 3Paved Rehabilitation 7 000 Studies to be conducted, 2004-2005 BOAD-BENIN 2005-2007 Obtained Igolo- Nigerian border BOAD financing CU2a Mauritanian border-Dakar-Bissau-Abidjan-Lomé-Cotonou-Porto Novo- BN Place de souvenir-3 banques 2Paved Rehabilitation 3 500 Studies to be conducted, 2004-2005 To be sought 2005-2007 Igolo- Nigerian border financing to be sought CU2a Mauritanian border-Dakar-Bissau-Abidjan-Lomé-Cotonou-Porto Novo- BN Sèmè-kra ke- Nigerian border 10Paved Rehabilitation 3 000 Studies to be conducted, 2004-2005 To be sought 2005-2006 To be sought Igolo-Nigerian border financing to be sought CU2a Mauritanian border-Dakar-Bissau-Abidjan-Lomé-Cotonou-Porto Novo- BN Porto-Novo-Igolo-Nigerian border 27.00Paved Rehabilitation 6 700 EDF -BENIN 2002-2004 Ongoing works Igolo-Nigerian border CU2a Mauritanian border-Dakar-Bissau-Abidjan-Lomé-Cotonou-Porto Novo- BN Godomey-Akossombo-Etoile 7.70Earth Development 21 000 EDF -BOAD- 2002-2004 Ongoing works Igolo-Nigerian border Rouge-OCBN BENIN
Annex 7 page 2 of 7
-
imates in CODE LINKS CRTY DESCRIPTIO N OF SECTION Length in Km Current Road Type Proposed Type of Works Cost Est CFAF Million Studies Status / financing Programme Donors Targeted Sch. Works Observations
CU2a Mauritanian border-Dakar-Bissau-Abidjan-Lomé-Cotonou-Porto Novo- BN 3rd Bridge and access roads 3.00 Structure 21 000 KFW-BENIN 2001-2004 Ongoing works Igolo-Nigerian border CU2a Cotonou-Dassa-Save-Parakou-N'Dali-Kandi-Malanville-Gaya-Dosso BN Parakou- Béroubouay 149Paved Rehabilitation 15 000 Studies to be conducted, financing to be sought CU2a Cotonou-Dassa-Save-Parakou-N'Dali-Kandi-Malanville-Gaya-Dosso BN Godomey –Calavi ( 2x2 lanes) 9Paved Rehabilitation 15 000 Studies to be 2004 EDF 9 2005-2007 conducted/EDF 8 financing CU2a Cotonou-Dassa-Save-Parakou-N'Dali-Kandi-Malanville-Gaya-Dosso BN Abomey Calavi –Bohicon 109Paved Rehabilitation 12 000 Studies to be conducted, 2004 To be sought 2005-2007 financing to be sought CU15 KANTCHIARI-DIAPAGA-BANIKOARA-KANDI-SEGBANA-Nigerian BN Kandi-Ségbana-Nigerian border 100Earth Development 20 000 Ongoing studies, financing to 2002-2003 To be sought 2004-2006 border be sought CU15 Guinean border-Odiénné-Ferké- Ghanaian border (Bouna)-Kara- BN Togo border-Ouaké-Djougou 37.2Earth Development 7 000 Studies to be updated 2003-2004 FAIR-BENIN 2004-2006 Ouaké-Djougou-Ndali-Tchicandou-Nigerian border CU15 Guinean border -Odiénné-Ferké-Ghanaian border (Bouna)-Kara- BN Djougou-Affon-N'dali 125Earth Development 18 000 Financing being mobilized 2004-2006 ADB/WADB/F 2004-2006 Ouaké-Djougou-Ndali-Tchicandou-Nigerian border RDC CU15 Guinean border -Odiénné-Ferké-Ghanaian border (Bouna)-Kara- BN N'Dali-Nikki 55Earth Development 7 000 Studies conducted-financing 2004-2006 Ouaké-Djougou-Ndali-Tchicandou-Nigerian border to be sought CU15 Guinean border -Odiénné-Ferké-Ghanaian border (Bouna)-Kara- BN Nikki-Tchicandou- Nigerian 22Earth Development 5 000 Studies conducted-financing 2004-2006 Ouaké-Djougou-Ndali-Tchicandou-Nigerian border border to be sought CU15 Guinean border -Odiénné-Ferké-Ghanaian border (Bouna)-Kara- BN Djougou- Togolese border 36Earth Development 6 867 Studies to be updated 2003-2005 FAIR Ouaké-Djougou-Ndali-Tchicandou-Nigerian border CU15 Parakou-Djougou-Natitingou-Porga-Tindangou-Fada N'Gourma BN Natitingou-Djougou 82Paved PM 9 000 Studies to be 2004-2005 EDF 9 2004-2005 conducted/financing to be sought CU15 Parakou-Djougou-Natitingou-Porga-Tindangou-Fada N'Gourma BN Djougou-Parakou 135Paved PM 14 000 Studies to be 2004-2005 EDF 9 2005-2006 conducted/EDF 8 financing obtained CU15 Parakou-Djougou-Natitingou-Porga-Tindangou-Fada N'Gourma BN Natitingou-Porga-Burkina border 102Earth Development 16 200 Financing mobilized-works EDF -Benin 2001-2004 Ongoing works ongoing CU15 Parakou-Djougou-Natitingou-Porga-Tindangou-Fada N'Gourma BN Parakou-Djougou 136Earth Development 1 200 Studies to be conducted 2003-2004 EDF 2005-2006 obtained (EDF) CU15 Mauritanian border-Dakar-Bissau-Abidjan-Lomé-Cotonou-Porto Novo- CI Aboisso-Noé 60Paved Rehabilitation 6 000 Studies available/ July 2002 EDF 2003-2004 Igolo-Nigerian border CU15 Mauritanian border-Dakar-Bissau-Abidjan-Lomé-Cotonou-Porto Novo- CI Tabou-San Pédro-Abidjan 415Paved Rehabilitation 30 000 Studies to be conducted, 2004-2005 WB 2005-2006 Igolo- Nigerian border financing to be sought CU15 Mauritanian border-Dakar-Bissau-Abidjan-Lomé-Cotonou-Porto Novo- CI Toulepleu-Libéria 15Earth Development 5 000 Studies available EDF 2003-2005 Igolo- Nigerian border CU15 Guinean border-Odiénné-Ferk-Ghanaian border (Bouna)-Kara-Ouaké- CI Boudiali-Odiénné-Guinea 117Earth Development 34 740 Studies available 2003-2004 ADB Djougou-Ndali-Tchicandou-Nigerian border
Annex 7 page 3 of 7
-
imates in CODE LINKS CRTY DESCRIPTIO N OF SECTION Length in Km Current Road Type Proposed Type of Works Cost Est CFAF Million Studies Status / financing Programme Donors Targeted Sch. Works Observations
CU15 Guinean border-Odiénné-Ferk-Ghanaian border (Bouna)-Kara-Ouaké- CI Ferké-Bouna – Ghanaian border 299Earth Development Djougou-Ndali-Tchicandou-Nigerian border CU19b Bouaké Daoukro-Agnibilékro-Ghanaian border CI Bouaké –Daoukro 176Paved Rehabilitation 15 000 Studies to be conducted 2004 To be sought 2006-2007 CU19b Bouaké Daoukro-Agnibilékro-Ghanaian border CI Daoukro-Agnibilékro-Ghanaian 80Earth Development 12 000 Studies to be conducted 2 005 2006-2007 terrassements border achevés sur 40km CU21 Boundiali-Tengrela-Kolondieba-Zantiébougou CI Boundiali-Tengrela- Mali border 130Earth Development 6 500 Studies available WADB 2004-2005 montant à mobilser CU22 Pâ-Dano-Ivorian border-Doropo-Bouna CI Burkina border-Bouna-Doropo 90Earth Development 16 200 Studies to be conducted, 2004-2005 WADB 2006-2007 Burkinabé section financing to be sought tarred CU7a Abidjan-Bouaké-Fréké-Ouangolodougou-Zegoua-Sikasso CI Yamoussoukro-Bouaké 96Paved Rehabilitation 9 600 Studies to be conducted, 2002-2005 financing to be sought CU7a Abidjan-Bouaké-Fréké-Ouangolodougou-Zegoua-Sikasso CI Bouaké-Katiola 48Paved Rehabilitation 6 200 Study to be updated 2004 AFD 2005-2006 CU7a Abidjan-Bouaké-Fréké-Ouangolodougou-Zegoua-Sikasso CI Katiola-Niakara 63Paved Rehabilitation 6 300 Ongoing studies EDF 2004-2006 CU7a Abidjan-Bouaké-Fréké-Ouangolodougou-Zegoua-Sikasso CI Niakara-Ferké 113Paved Rehabilitation 12 600 Study to be updated 2004 AFD 2004-2007 CU7a Abidjan-Bouaké-Fréké-Ouangolodougou-Zegoua-Sikasso CI Ferké-Ouangologou 44Paved Rehabilitation 4 400 Studies available EDF 2004-2006 CU7a Abidjan-Bouaké-Fréké-Ouangolodougou-Zegoua-Sikasso CI Singrobo-Taabo 24Paved Development 15 800 Study completed, financing IDB 2004-2005 obtained CU7a Abidjan-Bouaké-Fréké-Ouangolodougou-Zegoua-Sikasso CI Taabo-Toumodi 29Earth Development 23 102 Studies to be conducted, 2004-2005 2005-2007 financing to be sought CU7a Abidjan-Bouaké-Fréké-Ouangolodougou-Zegoua-Sikasso CI Toumodi-Yamousssoukro 30Earth Development 23 898 Studies to be conducted, 2004-2006 2005-2008 financing to be sought CU7a Mauritanian border-Dakar-Bissau-Abidjan-Lomé-Cotonou-Porto Novo- GB Mpack--Bula-Safim-Nhacra- 164Paved PM 4 118 Contract award process 2003-2004 EDF 2003-2004 Igolo-Nigerian border Jugudul CU7a Mauritanian border-Dakar-Bissau-Abidjan-Lomé-Cotonou-Porto Novo- GB Bantandja-Bafata-Gabu 85Paved PM 2 135 Contract award process 2003-2004 EDF 2003-2004 Igolo-Nigerian border CU7a Mauritanian border-Dakar-Bissau-Abidjan-Lomé-Cotonou-Porto Novo- GB Bantandjan-Banbadinca-Mampata 75Paved PM 1 890 Contract award process 2003-2004 EDF 2003-2004 Igolo-Nigerian border CU7a Mauritanian border-Dakar-Bissau-Abidjan-Lomé-Cotonou-Porto Novo- GB Jugudul- Ga Mamudu 25Paved Rehabilitation 3 000 2002-2003 ADB 2003-2005 Ongoing works Igolo-Nigerian border CU7a Mauritanian border-Dakar-Bissau-Abidjan-Lomé-Cotonou-Porto Novo- GB Ga Mamudu-Bantandjam 34Paved Rehabilitation 4 080 Studies conducted 2003-2004 ADB/EU To be sought Igolo-Nigerian border CU7a Mauritanian border-Dakar-Bissau-Abidjan-Lomé-Cotonou-Porto Novo- GB Quebo- Guinean border 50Earth Development 6 000 Ongoing studies (ADB) EDF/ADB 2004-2005 Igolo-Nigerian border CU7a Mauritanian border-Dakar-Bissau-Abidjan-Lomé-Cotonou-Porto Novo- GB Joao Landim Bridge 0.72 Strucutre 18 000 2001-2003 EDF 2001-2003 Ongoing works Igolo-Nigerian border CU7a Mauritanian border-Dakar-Bissau-Abidjan-Lomé-Cotonou-Porto Novo- GB Sao vicente Bridge 0.70 Structure 18 000 Updating of studies 2003-2006 EDF 2003-2006 Igolo-Nigerian border
Annex 7 page 4 of 7
-
imates in CODE LINKS CRTY DESCRIPTIO N OF SECTION Length in Km Current Road Type Proposed Type of Works Cost Est CFAF Million Studies Status / financing Programme Donors Targeted Sch. Works Observations
SPECIAL COMPONENT GUINEA BISSAU GB Ché Ché Bridge Structure Construction 6 000 Studies to be conducted 2003-2007 2003-2007 SPECIAL COMPONENT GUINEA BISSAU GB Contouboue Bridge l Structure Construction 1 500 Studies to be conducted 2003-2007 SPECIAL COMPONENT GUINEA BISSAU GB Pitche-Fulamori-Kumbia 13Earth Development 650 Studies to be conducted 2003-2005 2003-2005 SPECIAL COMPONENT GUINEA BISSAU GB Gabu-Vendu Leydi-Kumbia 105Earth Development 5 250 Studies to be conducted 2003-2005 2003-2005 SPECIAL COMPONENT GUINEA BISSAU GB Farim-Dungal 21Earth Development 2 100 Studies to be updated 2003-2005 2003-2005 SPECIAL COMPONENT GUINEA BISSAU GB Farim-Sare N'Diaye 37Earth Development 3 700 Studies to be conducted 2003-2005 2003-2005 SPECIAL COMPONENT GUINEA BISSAU GB Bafata-Cambaju 58Earth Development 5 800 Studies to be updated 2003-2005 2003-2005 SPECIAL COMPONENT GUINEA BISSAU GB Gabu-Pirada 57Earth Development 5 700 Studies to be conducted 2003-2005 2003-2005 SPECIAL COMPONENT GUINEA BISSAU GB Sare Bakar-Kuntuboel 44Earth Development 4 400 Studies to be conducted 2003-2005 2003-2005 SPECIAL COMPONENT GUINEA BISSAU GB Pirada-Buruntuma 62Earth Development 6 200 Studies to be conducted 2003-2005 2003-2005 0 Ouagadougou-Ouahigouya-Koro-Mopti ML FreBurkina Koro-Bandiagara 160Earth Development 11 000 Ongoing studies WADB 2003 WADB 2004-2006 CU21 Boundiali-Tengrela-Kolondieba-Zantiébougou MLI Kadiana-Kolodiéba-Zantiébougou 150Earth Development 18 000 Studies to be conducted, 2003-2004 ADF/WADB/B 2004-2007 ABEDA financing ADEA (ar) CU21 Dakar-Kaolak-Tambacounda-Kidira-Kayes-Bamako-Sikasso- MLI Bamako-Bougouni 163Paved Rehabilitation 9 000 Studies available (180 2003-2004 IDA 2003-2005 Obtained Ouagadougou-Niamey-Zinder-Chadian border million IDA) CU21 Dakar-Kaolak-Tambacounda-Kidira-Kayes-Bamako-Sikasso- MLI Bougouni-Sikasso 211Paved Rehabilitation 9 500 Studies to be conducted, 2005-2007 IDA/ADF 2005-2007 APS disponible Ouagadougou-Niamey-Zinder-Chadian border ADB financing CU21 Dakar-Kaolak-Tambacounda-Kidira-Kayes-Bamako-Sikasso- MLI Kayes-Kidira- Senegalese border 100Earth Development 12 701 EDF 2003-2004 Ongoing works Ouagadougou-Niamey-Zinder-Chadian border CU21 Dakar-Kaolak-Tambacounda-Kidira-Kayes-Bamako-Sikasso- MLI Kayes-Sandaré 140Earth Development 14 834 EDF 2 004 Ongoing works Ouagadougou-Niamey-Zinder-Chadian border CU21 Dakar-Kaolak-Tambacounda-Kidira-Kayes-Bamako-Sikasso- MLI Sandaré-Diema 130Earth Development 14 046 EDF 2 003 Ongoing works Ouagadougou-Niamey-Zinder-Chadian border CU21 Dakar-Kaolak-Tambacounda-Kidira-Kayes-Bamako-Sikasso- MLI Diama-Didieni 180Earth Development 11 000 Ongoing studies 2 003 EDF 2004-2005 Obtained Ouagadougou-Niamey-Zinder-Chadian border CU21 Dakar-Kaolak-Tambacounda-Kidira-Kayes-Bamako-Sikasso- MLI Didieni-Kolokani-Bamako 165Earth Development 14 650 EDF 2 003 Ongoing works Ouagadougou-Niamey-Zinder-Chadian border CU21 Dakar-Kaolak-Tambacounda-Kidira-Kayes-Bamako-Sikasso- MLI Sandaré-Nioro 110Earth Development 15 500 Studies to be conducted, 2003-2005 2003-2005 Ouagadougou-Niamey-Zinder-Chadian border financing to be sought CU21 Dakar-Kaolak-Tambacounda-Kidira-Kayes-Bamako-Sikasso- MLI Nioro-Diéma 100Earth Development 17 400 Studies conducted EDF9- 2003-2005 Ouagadougou-Niamey-Zinder-Chadian border PIR/IDB/OPE C CU2b Tambacounda-Kédougou-Saraya-Kénieba-Kita-Bamako MLI Kita-Kati 170Earth Development 18 000 Studies available EDF/KFV 2004-2005 Obtained CU2b Tambacounda-Kédougou-Saraya-Kénieba-Kita-Bamako MLI Senegalese border-Kenieba-Kita 310Earth Development 44 000 Studies 2003 IDB/ADF/EDF/ 2004-2007 available/supplementary WADB/FRDC/ studies JICA CU2b Guinean border (Kourémalé)-Bamako-Ségou-Mopti-Gao-Tillabéy - MLI Pont de Gao Structure Construction 6 000 IDB 203-2005 Ongoing Niamey
Annex 7 page 5 of 7
-
imates in CODE LINKS CRTY DESCRIPTIO N OF SECTION Length in Km Current Road Type Proposed Type of Works Cost Est CFAF Million Studies Status / financing Programme Donors Targeted Sch. Works Observations
CU5 Guinean border (Kourémalé)-Bamako-Ségou-Mopti-Gao-Tillabéy - MLI Sévare-Gao 568Paved PM 23 000 Studies launched IDA 2004-2006 Niamey CU5 Guinean border (Kourémalé)-Bamako-Ségou-Mopti-Gao-Tillabéy - MLI Bamako-Ségou 240Paved PM 10 800 Studies to be 2003-2005 IDA/ADF 2003-2008 Niamey conducted/financing to be sought CU5 Guinean border (Kourémalé)-Bamako-Ségou-Mopti-Gao-Tillabéy - MLI Ansongo-Labézzanga- Niger 115Earth Development 14 000 Studies conducted EDF 2004-2006 Obtained Niamey border CU5 Guinean border (Kourémalé)-Bamako-Ségou-Mopti-Gao-Tillabéy - MLI Gao-Ansongo 95Earth Development 13 000 Studies conducted EDF 2004-2006 Obtained Niamey CU5 Abidjan-Bouaké-Fréké-Ouangolodougou-Zegoua-Sikasso MLI Zégoua-Sikasso 94Paved Rehabilitation 12 000 Studies to be 2003-2005 IDA/ADF conducted/financing to be sought CU10 Cotonou-Dassa-Save-Parakou-N'Dali-Kandi-Malanville-Gaya-Dosso NG Sabongari- Benin border 89Paved Rehabilitation 7 400 Ongoing studies / ADB 2003-2004 EDF obtained 2005-2006 CU10 Ouagadougou-Dori-Téra-Farié-Namaro-Niamey NG 2nd Bridge Niamey Structure Construction 165 000 Studies available OPEP/FSAOU 2003-2007 DIEN/ABEDA CU10 Ouagadougou-Dori-Téra-Farié-Namaro-Niamey NG Tera- Burkina border 50Earth Development 5 000 Studies to be updated 2003-2004 FAIR 2004-2006 CU10 Dakar-Kaolak-Tambacounda-Kidira-Kayes-Bamako-Sikasso- NG Birni-N'Konni - Madaoua 85Paved PM 2 695 Studies to be conducted, 2003-2004 EDF 2005-2006 Obtained Ouagadougou-Niamey-Zinder-Chadian border EDF financing CU10 Dakar-Kaolak-Tambacounda-Kidira-Kayes-Bamako-Sikasso- NG Madaoua-Guidan Roumdji 107Paved PM 4 462 Studies to be conducted, 2003-2005 EDF 2005-2007 Obtained Ouagadougou-Niamey-Zinder-Chadian border EDF financing CU10 Dakar-Kaolak-Tambacounda-Kidira-Kayes-Bamako-Sikasso- NG Dosso-Dogondoutchi 136Paved PM 3 359 Studies to be conducted, 2003-2004 EDF 2005-2006 Obtained Ouagadougou-Niamey-Zinder-Chadian border EDF financing CU10 Dakar-Kaolak-Tambacounda-Kidira-Kayes-Bamako-Sikasso- NG Takiéta-Zinder 57Paved PM 3 385 Studies to be conducted, 2003-2005 EDF 2005-2007 Obtained Ouagadougou-Niamey-Zinder-Chadian border EDF financing CU10 Dakar-Kaolak-Tambacounda-Kidira-Kayes-Bamako-Sikasso- NG Zinder-Guidimouni 62Paved PM 2 586 Studies to be conducted 2003-2005 Saudi Fund 2003-2007 Obtained Ouagadougou-Niamey-Zinder-Chadian border CU10 Dakar-Kaolak-Tambacounda-Kidira-Kayes-Bamako-Sikasso- NG Gidimouni-Gouré 101Paved PM 4 800 Ongoing studies (WADB) 2003-2004 WADB 2004-2005 Obtained Ouagadougou-Niamey-Zinder-Chadian border CU10 Dakar-Kaolak-Tambacounda-Kidira-Kayes-Bamako-Sikasso- NG Doutchi-Konni 137Paved PM 5 700 Studies to be conducted, 2003-2005 EDF 2005-2006 Obtained Ouagadougou-Niamey-Zinder-Chadian border EDF financing CU10 Dakar-Kaolak-Tambacounda-Kidira-Kayes-Bamako-Sikasso- NG Niamey -Dosso 137Paved Rehabilitation 11 750 EDF 2003-2004 Ongoing works Ouagadougou-Niamey-Zinder-Chadian border CU10 Dakar-Kaolak-Tambacounda-Kidira-Kayes-Bamako-Sikasso- NG Burkina border-Torodi-Niamey 120Paved Rehabilitation 10 331 Completed/EDF 2002- 2003 EDF 2002-2004 Ongoing Ouagadougou-Niamey-Zinder-Chadian border CU10 Dakar-Kaolak-Tambacounda-Kidira-Kayes-Bamako-Sikasso- NG Gouré-Djajiri 154Paved Rehabilitation 13 860 Ongoing studies, IDB 2002-2003 WADB/BID/FS 2002-2005 To be sought Ouagadougou-Niamey-Zinder-Chadian border financing CU10 Dakar-Kaolak-Tambacounda-Kidira-Kayes-Bamako-Sikasso- NG Diffa -N'guigmi 130Paved Rehabilitation 10 920 Studies to be conducted, 2003-2005 Ouagadougou-Niamey-Zinder-Chadian border financing to be sought
Annex 7 page 6 of 7
-
imates in CODE LINKS CRTY DESCRIPTIO N OF SECTION Length in Km Current Road Type Proposed Type of Works Cost Est CFAF Million Studies Status / financing Programme Donors Targeted Sch. Works Observations
CU10 Dakar-Kaolak-Tambacounda-Kidira-Kayes-Bamako-Sikasso- NG Guidan Roumdji-Tchadaoua 95Paved Rehabilitation 7 000 Studies available (WADB) 2002-2003 WADB 2004-2005 Obtained Ouagadougou-Niamey-Zinder-Chadian border CU10 Guinean border (Kourémalé)-Bamako-Ségou-Mopti-Gao-Tillabéy - NG Niamey -Fariè 61Paved PM 2 386 Studies to be 2003-2005 EDF 2005-2006 Obtained Niamey conducted/EDF financing CU10 Guinean border (Kourémalé)-Bamako-Ségou-Mopti-Gao-Tillabéy - NG Malian border -Ayorou 38Earth Development 7 300 Studies to be conducted EDF 2004-2005 Obtained Niamey CU1 Mauritanian border-Dakar-Bissau-Abidjan-Lomé-Cotonou-Porto Novo- SN Zighinchor-Tobor (pavés) 7Paved PM 420 Studies to be conducted, 2004-2005 EDF 2004-2005 rechercher Igolo-Nigerian border financing to be sought CU1 Mauritanian border-Dakar-Bissau-Abidjan-Lomé-Cotonou-Porto Novo- SN Mpack-Ziguinchor 25Paved PM 1 500 Studies to be conducted, 2003-2004 EDF 2004-2005 rechercher Igolo-Nigerian border Financing to be sought CU1 Mauritanian border-Dakar-Bissau-Abidjan-Lomé-Cotonou-Porto Novo- SN Rosso-Saint Louis 100Paved Rehabilitation 13 000 Ongoing studies (EDF) 2003-2004 EDF 2004-2007 rechercher Igolo-Nigerian border CU1 Mauritanian border-Dakar-Bissau-Abidjan-Lom é-Cotonou-Porto Novo- SN Diam Niadio-Mbour-Fatick- 84Paved Rehabilitation 16 000 Studies available ADB/EDF/FR 2002-2005 Obtained Igolo-Nigerian border Kaolack DC CU1 Mauritanian border-Dakar-Bissau-Abidjan-Lomé-Cotonou-Porto Novo- SN Kaolack-Sokone 52Paved Rehabilitation 3 750 Studies to be conducted, 2003-2004 EDF 2004-2007 To besought Igolo-Nigerian border EDF financing CU1 Mauritanian border-Dakar-Bissau-Abidjan-Lomé-Cotonou-Porto Novo- SN Baila Bridge 0,120 Structure 3 000 Studies to be conducted, 2004-2005 Not identified 2004-2007 Reconstruction Igolo-Nigerian border financing to be sought CU1 Mauritanian border-Dakar-Bissau-Abidjan-Lomé-Cotonou-Porto Novo- SN Diouloulou Bridge 0,120 Structure 3 000 Studies to be conducted, 2004-2005 Not identified 2004-2007 Reconstruction Igolo-Nigerian border financing to be sought CU1 Mauritanian border-Dakar-Bissau-Abidjan-Lomé-Cotonou-Porto Novo- SN Emile Badiane Bridge 0,600 Structure 1 200 Studies available Not identified 2004-2007 Rehabilitation Igolo-Nigerian border CU1 Mauritanian border-Dakar-Bissau-Abidjan-Lomé-Cotonou-Porto Novo- SN Tobor Bridge 0,240 Structure 250 Studies available Not identified 2004-2007 rehabilitation Igolo-Nigerian border CU11 Tambacounda-Guinean border-Kandika-Bafata-Bambadinka SN Tambacoumda – Guinean border 70Earth Development 8 500 Ongoing eng. studies/IDB 2003-2004 IDB 2004-2007 CU11 Dakar-Kaolak-Tambacounda-Kidira-Kayes-Bamako-Sikasso- SN Kaolak-Birkilane-Tambacounda 275Paved Rehabilitation 36 000 Ongoing studies, EDF 2003-2004 WADB/EDF 2004-2007 rechercher Ouagadougou-Niamey-Zinder-Chadian border financing CU11 Tambacounda-Kédougou-Saraya-Kénieba-Kita-Bamako SN Falemé Bridge 0,31Structure 3 600 Studies to be conducted 2003-2004 ADB 2004-2007 To be sought CU11 Tambacounda-Kédougou-Saraya-Kénieba-Kita-Bamako SN Kédougou-Saraya 60Paved Rehabilitation 6 000 Studies to be conducted, 2002-2004 EDF/IDB/ADF/ 2003-2006 à rechercher financing to be sought WADB CU11 Tambacounda-Kédougou-Saraya-Kénieba-Kita-Bamako SN Saraya-.Malian border 45Earth Development 6 000 Studies to be conducted IDB 2004-2007 acquis, sauf le pont SPECIAL COMPONENT GUINEA BISSAU SN Dungall-Tanaff-Sedhiou 30Earth Development 3 000 Studies to be conducted 2003-2005 2003-2005 SPECIAL COMPONENT GUINEA BISSAU SN Sare Ndiaye-Kolda 22Earth Development 2 200 Studies to be conducted 2003-2005 2003-2005 SPECIAL COMPONENT GUINEA BISSAU SN Cambaju-Salikenie-CFRN4 34Earth Development 3 400 Studies to be conducted 2003-2005 2003-2005 SPECIAL COMPONENT GUINEA BISSAU SN Pirada-Wassadou 8Earth Development 800 Studies to be conducted 2003-2005 2003-2005 SPECIAL COMPONENT GUINEA BISSAU SN Sare Bakar-Kumbakara 12Earth Development 1 200 Studies to be conducted 2003-2005 2003-2005
Annex 7 page 7 of 7
-
imates in CODE LINKS CRTY DESCRIPTIO N OF SECTION Length in Km Current Road Type Proposed Type of Works Cost Est CFAF Million Studies Status / financing Programme Donors Targeted Sch. Works Observations
0 Mauritanian border-Dakar-Bissau-Abidjan-Lomé-Cotonou-Porto Novo- TG Ghanaian border-Avépozo- Benin 52Earth Rehabilitation 6 300 Studies available/ July 2002 IDA 2003-2006 travaux realisés Igolo-Nigerian border border sur 28 km en 2002, reste 24 CU18 Guinean border (Srana)-Odiénné-Ferké-Tehini-Bouna- Ghanaian TG Bassar-Sokodé 57Earth Rehabilitation 8 400 Studies to be 2003-2004 2003-2005 (Bouna)-Kara-Ouaké-Djougou-Affon-Ndali-Tchicandou-Nigerian conducted/financing to be border sought CU18 Guinean border (Srana)-Odiénné-Ferké-Tehini-Bouna- Ghanaian TG Kara-Kabou- Ghanaian border 86Earth Rehabilitation 12 650 Studies to be 2003-2005 2003-2005 border (Bouna)-Kara-Ouaké-Djougou-Affon-Ndali-Tchicandou- conducted/financing to be Nigerian border sought CU18 Guinean border (Srana)-Odiénné-Ferké-Tehini-Bouna- Ghanaian TG Kara-Kétao – Benin border 25Earth Rehabilitation 3 600 Studies to be conducted, 2003-2005 2003-2005 border (Bouna)-Kara-Ouaké-Djougou-Affon-Ndali-Tchicandou- financing to be sought Nigerian border CU18 Guinean border (Srana)-Odiénné-Ferké-Tehini-Bouna- Ghanaian TG Sokodé-Tchamba-Kambolé- 86Earth Development 8 000 Studies available/Invitation 2000-2001 IDB 2003-2005 Ongoing works border (Bouna)-Kara-Ouaké-Djougou-Affon-Ndali-Tchicandou- Benin border to bid for works Nigerian border CU18 Guinean border (Srana)-Odiénné-Ferké-Tehini-Bouna- Ghanaian TG Ghanaian border-Natchamba- 35Earth Development 4 280 Studies to be 2003-2005 border (Bouna)-Kara-Ouaké-Djougou-Affon-Ndali-Tchicandou- Bassar conducted/financing to be Nigerian border sought CU18 Dapaong-Korbongou-Ponio-Kompienga-Tindangou TG Dapaong-Korbongou-Ponio 37Earth Development 4 180 Studies not available 2003-2005 ADB/WADB 2005-2006 CU9 Lomé-Atakpamé-Kara-Sinkansé-Tenkodogo-Koupéla TG Blitta-Sokodé 80Paved PM 3 930 Studies to be 2003-2005 2003-2005 conducted/financing to be sought CU9 Lomé-Atakpamé-Kara-Sinkansé-Tenkodogo-Koupéla TG Sokodé-Kara 75Paved PM 3 695 Studies to be 2003-2005 2003-2005 conducted/financing to be sought CU9 Lomé-Atakpamé-Kara-Sinkansé-Tenkodogo-Koupéla TG Tandjouaré-Cinkassé 63Paved Rehabilitation 8 089 Studies available/ 2000/EDF OPEC/ADB 2003-2005 CU9 Lomé-Atakpamé-Kara-Sinkansé-Tenkodogo-Koupéla TG Kanté-Tandjouaré 136Paved Rehabilitation 20 000 Studies available/ 2000/EDF AFD/WADB 2003-2005
Annex 8 Page 1 of 2
UEMOA/GHANA ROAD PROGRAMME I LIST OF PROGRAMME IMPLEMENTATION DOCUMENTS
- Aide mémoire de la Banque Mondiale sur le PST du Burkina Faso, Dec 2002 - Décret portant organisation des contrôles routiers, MITH, Burkina Faso - Données macroéconomiques (INSD), Burkina Faso - Dossier 2ème programme sectoriel des transports (PST2) - Dossier APS Ouagadougou-Pô-Frontière du Ghana, DGR, Burkina Faso, Juin 2003 - Etude sur le niveau de sollicitation des routes bitumées du Burkina, 2003 - Evolution de 1996 à 2001 de la production agricole par province, Burkina Faso, de 1 - Fiche technique – Etudes et travaux d’entretien périodique de la route bitumée Koupéla-Bitou- Frontière du Togo, MITH, Burkina Faso - Mise en œuvre la phase pilote de l’observatoire des pratiques sur les axes routières inter-Etats de l’UEMOA, Commission de l’UEMOA - Programme de simplification et d’harmonisation des procédures administratives de transit portuaire au sein de l’UEMOA, Commission de l’UEMOA, juin 2002 - Projet de Programme de facilitation des transports et transit routiers inter-Etats au sein de l’UEMOA, Commission UEMOA - Recensement général de la population et de l’habitation du Burkina Faso (du 10/11 au 20/12/96) MEF, décembre 1998 - Recueil des données, Trafic routier, pesage/comptage au Burkina, BESIE Ingénierie, fev 2003, - Statistiques du secteur de l’élevage au Burkina Faso, DEP/Ministère des Ressources Animales, 2001 - Transport sector project of Burkina Faso, Projet appraisal report document, World Bank, mars 2003 - Etudes PGES Burkina et Mali - TDR études et assistance technique.
MALI - Loi n° 02/057 du 16/12/92 portant création de la Direction nationale des routes, Mali - Annuaire statistique des transports – Résultats 2001 (septembre 2002), DNT, Mali - Etudes techniques et DAO des travaux d’entretien périodique et/ou de renforcement de la route Bamako-Bougouni, Scetauroute, janvier 2003 ; - Note d’information sur le réseau routier au Mali, DNTP, décembre 2002 - Annuaire statistique des transports – Résultats 2001 (septembre 2002) - Décret régissant la profession des transporteurs routiers (octobre 2000), Mali - Arrête fixant les modalités d’exercice des activités de transporteur routier (juin 2002) - Arrête fixant les modalités de délivrance de l’attestation de capacité professionnelle (juin 2002), Mali - Arrête régissant la profession de loueurs et de locataires de véhicule de transport routier (juin 2002);
Annex 8 Page 2 of 2 - Arrête fixant le modèle de formulaire de la demande d’inscription au registre des transporteurs routiers (septembre 2002), Mali - Carte du réseau routier classé (1996) - Loi n° 02/057 du 16/12/92 portant création de la Direction nationale des routes, MET Mali - Note d’information sur le réseau routier au Mali, DNTP, décembre 2002 - Etude des besoins du BTP au Mali - APS route Bougouni – Sikasso, DNR, Mali, juin 2003 - Programme d’entretien courant des routes, Mali, Juin 2003 - Etude de classification administrative du réseau routier, MET, 2003 - Etude des besoins d’entretien routier
GHANA - Engineering désign, review and supervision of the réhabilitation of Techiman-Kintampo trunk road, lot 3a , Final engineering report, Conterra Limited, april 02; - Annual report 2002, Ghana Highway Autority, Ministry of road and transport; - Brief on routes from Ghanaian ports to her northern neighbours - Engineering design, review and supervision of the réhabilitation of Techiman-Kintampo trunk road, lot 3a , Final engineering report, Conterra Limited, April 02; - Annual report 2002, Ghana Highway Autority, Ministry of road and transport; - Brief on routes from Ghanaian ports to her northern neighbours - Données d’entrée et de résultats du modèle HDM4.
Annex 9 Page 1 of 4
UEMOA/GHANA ROAD PROGRAMME I SUMMARY OF TERMS OF REFERENCE OF STUDIES AND TECHNICAL ASSISTANCE
1- DETAILED STUDIES ON ROADS TO BE REINFORCED/REHABILITATED
1.1 The studies will concern road sections of the UEMOA Road Programme I financed by the ADF, in particular the Bougouni-Sikasso section in Mali, Ouagadougou-Pô-Ghana border section including the intersection with the RN1 in Burkina. They will comprise detailed engineering studies, as well as preparation of the cost estimates and bidding documents for works and specifications for their inspection.
1.2 To that end, the consultant will conduct all the technical analyses, all field investigations and the required ancillary works, as described in this document, with all the due care and diligence to achieve the programme objectives. He/she will take into account the available preliminary sketches. The consultant will conduct these studies using the participatory approach so as to detailly review the identified ancillary works.
1.3 For that, the consultant will use the existing traffic data, the structure of the existing carriageway and its state of dilapidation as well as the available preliminary sketches and schematic drawings of the routes to determine the nature of reinforcement and/or rehabilitation to be carried out on the road. He/she will conduct the detailed engineering studies for the reinforcement/rehabilitation, accompanied by the quantity appraisal, cost estimates for the excavation works and bridges, and the bidding documents for inviting bids under international competitive bidding and taking into account the standards agreed with the Government. The consultant will provide cost estimates for the civil works and their supervision, broken down into foreign exchange and local currency. He/she will conduct engineering studies, as well as soil and materials analyses. He/she will also conduct studies on the sites chosen for the construction of new drainage structures and bridges and/or indicate the structures to be reinforced/rehabilitated, and fully define the horizontal alignment of the centre line, the points de tangency, and other important aspects. He/she will conduct surveys to know if the project will have any environmental impacts and propose corrective measures.
1.4 The consultant will prepare engineering plans for the project: (a) plan and profile, scale 1/2000 and 1/200, (b) typical cross section, scale 1/25, c) cross-sectional profile, scale 1/50, (d), typical culverts, (e) major structures, (f) soil structure, and (g) ancillary works. He/she will prepare the bidding documents (BD) for the works and bidding documents for works inspection and supervision in line with standard Bank documents.
2- ROAD STUDIES
2.1 The study will concern the PACITR priority roads of UEMOA, in particular the Kadiana – Kolodieba- Zountiébougou section over 150 km on the Ivorian corridor and supplementary studies on the Kédougou- Saraya-Kita road on the Senegalese corridor.
Study on the Kédougou-Saraya-Kita Road
2.2 The Government of the Republic of Mali and Senegal intend to tar the Kita – Saraya road and rehabilitate the tarred Kédougou-Saraya road. With financing from the Islamic Development Bank (IDB), feasibility studies were conducted on the Kita-Saraya road in 1989, and then detailed engineering studies in May 1998 and an updating of the economic survey and the conduct of environmental impact assessment in 2001.
2.3 For the Kita-Saraya section, the engineering studies seems to be of appropriate dimensions, but the costs of the structures are under-estimated. In the light of new developments in the project area, and since laterite will be borrowed from Malian territory for the base layer alone, it would be necessary to clear at least 130 hectares of land, conduct a comparative study of several development variants on this section (modern earth road with permanent structures, chippings or laterite pavement, dense-grated or superficial bituminous mix). Furthermore, the project was classified by the Bank in environmental category 1. A review of the EIA report revealed inadequacies which should be remedied in the light of Bank requirements in environmental and social impact assessment (ESIA). The consultant will conduct follow-up studies to better determine the problems raised. The follow-up study aims at obtaining more precise data and information on the cost estimates, socio- economic data (poverty profile in the project area compared to that at the departmental and national level, gender is sues, HIV/AIDS, etc.), on the economic potentials of the areas and on the impact of the project on the environment and mitigating measures. It also aims at identifying the related infrastructure to be developed or rehabilitated to improve accessibility and access to basic infrastructure. He/she will verify and validate the detailed engineering studies. He/she will conduct a study on the development variants and re-estimate the costs.
Annex 9 Page 2 of 4
A rehabilitation study will be conducted for the Saraya-Kédougou section. The consultant will update of the economic survey taking into account new developments not taken into account by the study, in particular the corridors and alternative or complementary means of transport and development projects and potentials in the project area or in the two that can have an impact on the external trade of the two countries. A follow-up analysis of the allocation of the deviated traffic between the different existing corridors and the generated traffic will be conducted by the consultant. The economic analysis will be conducted using the HDM-4 model.
2.4 For the Saraya-Kédougou Section, the consultant will conduct topographical, hydrological, geotechnical, studies, studies on the construction materials, and any other field studies as well as in laboratories to review the different rehabilitation options, the best locations for borrow pits and quarries, and preparation of preliminary engineering studies. The studies comprise in particular: (i) a climatic, topographic, geological and survey study; (ii) a hydraulics and hydrological study; (iii) laboratory tests on the materials and soils to determine the appropriate materials for the rehabilitation of the section; (iv) an analysis of the changes in the alignment and profiles, the different structures of the carriageway including the plan and profile views of the different proposed alignments. The typical cross sections will be specified.
2.5 The consultant will verify and validate the detailed engineering studies conducted in 1998. He/she will, if necessary, conduct supplementary detailed studies and the detailed engineering study for the Saraya- Kédougou section. The consultant will perform his/her duties in close collaboration with the National Highways Department of Mali and the Autonomous Road Works Agency in Senegal which will provide all the available date relating to the project. He/she will, as much as possible, rely on the data of previous studies. However, the consultant will assume full responsibility for the analyses and interpretation of all the data received as well as for the results, conclusions and recommendations contained in all his/her reports.
Feasibility Study on the Rehabilitation of 150 km of the Kadiana – Kolodieba-Zountiébougou Section
2.6 The consultant will carry out all the planning, all the technical, economic, financial and environmental analyses, all the field investigations and related works required, as described in this document, with all due care and diligence to achieve the project objectives. The studies will use a participatory approach involving all the stakeholders during implementation. In order to guarantee effective consultations with all the stakeholders, the consultant will organize two workshops. The impacts that the project arising from the proposed study will have on poverty reduction, particularly among farmers, will also be discussed.
2.7 The consultant will carry out all the aerosurveys or any satellite imagery (if necessary), all hydrological studies, any subsoil exploration, any study on materials, and any field and laboratory investigation, necessary for a review of the various possible alignments, the location of appropriate construction materials and water, the probable site of the bridges and their access, as well as the preparation of sketches based on traffic surveys, economic analyses, and geotechnical analyses. The consultant will apply the design standards in force in the country. The consultant will evaluate the economic feasibility of the projects for the twenty years following completion of the road construction. The economic viability will be expressed in terms of: (a) the economic rate of return; (b) the net present value in relation to the current opportunity cost of the capital for the Government; and (d) cost-benefit ratio. The consultant will also carry out sensitivity analyses on the results of the selected technical features. The consultant will submit an economic justification based traffic analysis and forecasts, the costs and benefits, the economic rate of return and sensitivity tests.
2.8 The consultant will conduct an environmental impact assessment of the project road. Most of the significant negative impacts relating to the construction concern the clearing, grading or construction of the platform, loss of the vegetation cover, foreclosure of other land uses, modification of the natural water drainage systems, changes in the water table level, landslides, erosion, sedimentation of streams and lakes, flooding, landscape degradation or destruction of cultural sites, and interference with the movements of wild animals, cattle and the riparian population. The consultant will carry out analyses detailing the positive and negative impacts of the project on the environment, and recommend appropriate solutions to reduce any undesirable project impact to the minimum. The consultant will prepare a detailed plan for monitoring the implementation of the mitigating measures, including the investment and operating cost estimates, and a description of other required production factors.
2.9 The consultant will conduct a study to assess the project impact on the quality of life of the population. He/she will focus of vulnerable groups, in particular women and poor people living in the project area. He/she will recommend measures to reduce poverty in the area. He/she will prepare monitoring and management plans for the implementation of the measures aimed at reducing poverty. On the basis of the above-mentioned analyses and results, the consultant will provide preliminary estimates of quantities required for the route, as well as preliminary cost estimates of the project, broken down into foreign exchange and local currency. The consultant
Annex 9 Page 3 of 4 will review all the available data on vehicle operating and road maintenance costs, and prepare valid current cost estimates for the project road at its current state and after its development. He/she will also quantify the benefits, more particularly the savings made on vehicle operating costs, road maintenance expenses, the residual value of the road structures at the end of the evaluation period and the value of time gained.
3- TECHNICAL ASSISTANCE TO UEMOA
3.1 The community road infrastructure and transport programme of actions (PACITR) was prepared taking into account the extension of the Union to the West African States space. It is in line with the New Partnership for Africa’s Development. The programme consists of the following major components: (i) Inter-State road infrastructure; (ii) cross-border feeder roads; (iii) the information systems and performance indicators; (iv) facilitation of inter-State road transport and transit; (v) road safety; and (vi) management and monitoring- evaluation of the community action programme. As part of the implementation of this community action programme, the African Development Fund (ADF) intends to finance the first programme known as the « UEMOA Road Programme I» (PR1) which aims at: (i) improving accessibility to landlocked countries (Burkina, Mali and Niger) to the ports of Ghana; (ii) improving the service level of road sections on the Bamako- Ouagadougou-Accra corridor, so as to promote economic activities and develop the private sector through the economies of scale that can be represented by the size of regional markets; (iii) reducing overall transport costs through actions and measures to facilitate road transit and transport; (iv) improving the sustainability of investments through the control of axle loads with the setting up of weighing stations; and (v) strengthening the capacities for monitoring and coordinating the programme.
3.2 The PR-1 concerns activities relating to the rehabilitation works to be done on the Bamako- Ouagadougou-Accra corridor and the actions and measures to facilitate road transport and transit on the Bamako -Ouagadougou-Accra and Niamey-Ouagadougou-Accra corridors. The effective implementation of this complex programme which involves several operators (donors, country administrations and operators) requires operational monitoring. This implies effective supervision and coordination of all the activities to be carried out both at the national and regional levels. As such, to ensure proper coordination of the activities of this PR-1, a Joint Technical Committee (JTC) will be established comprising the Directors of Highways and Transport of each of the three countries or their representatives as well as those of the Commission. The Committee will be coordinated by the Department of Community Territorial Development, Infrastructure, Transport and Telecommunications (DATC) of UEMOA. However, the DATC does not have adequate human resources to effectively ensure the coordination. Furthermore, the DATC has not yet acquired enough experience in the implementation of similar programmes. In addition, to ensure the financial management of the programme in conformity with ADB procedures, it will be necessary to provide specific support to the UEMOA Accounting Agency. To that end, the UEMOA Commission, in agreement with the African Development Bank (ADB), has decided to engage the services of a Consultant for a technical assistance mission to the Commission. These terms of reference are aimed at defining the services of the Consultant responsible for the technical assistance mission to the Commission.
3.3 The essential objective of the assistance is to provide support that would enable the UEMOA Commission to coordinate and monitor this community road infrastructure action programme (PACITR). Specifically, the technical assistance should enable the Commission to monitor and coordinate the implementation of the different components of the Road Programme I - UEMOA (PR-1) and ensure effective dialogue with the stakeholders, in particular with member States and donors.
3.4 The requested assistance consists in making available to the Commission for a period of 30 months key staff comprising: (i) an Expert Head of mission, civil engineer with at least 10 years experience, an Expert transport economist with at least 5 years experience and good knowledge of transport issues and the facilitation of road transport and transit, an assistant accountant to assist the Accounting Officer of the Commission and specific experts.
3.5 The Head of Mission will be responsible particularly for: (i) preparing a methodology and work plan; (ii) defining the requirements as regards non-permanent support experts and prepare the terms of reference of their operations; (iii) participating in activities relating to the Steering Committee, in the implementation of community road infrastructure and transport action programme of UEMOA member States; (iv) monitoring/conducting studies on the different components of the UEMOA/ADB road programme; (v) monitoring the contract award procedures for the studies and other procurements financed by the ADF grant; (vi) producing harmonized and objectively verifiable performance indicators of the different components, on the basis of a logical framework matrix of the programme ; (vii) conducting analyses of the impact of attendant measures (including the environmental level); (viii) ensuring periodic monitoring of identified risks and assumptions (exogenous factors) affecting the conduct of activities relating to the components of the Programme; (ix) preparing and monitoring the
Annex 9 Page 4 of 4 chronogramme of activities to be carried out; (x) monitoring the financial implementation of the Programme; (xi) preparing a procedural note; (xii) preparing meetings, seminars and workshops; (xiii) assessing logistic support requirements for the smooth running of the mission; (xiv) assisting in preparing an overall balance sheet of the implementation of the PR-1 ; and (xv) carrying out any activity compatible with the Union objectives in the development of road infrastructure and transport. He/she will work under the responsibility of the Commissioner responsible for the Department of Territorial Development, Infrastructure, Transport and Telecommunications (DATC) of the UEMOA Commission. He/she will work under the supervision of the DAI and in close collaboration with the DTT. The Expert will participate, as resource person, under the same conditions as the permanent senio r staff of the DATC, in the workshops, meetings and other missions in the member non-member States concerned with the Programme. The Mission Leader should have capacity and experience in the design and implementation of road infrastructure projects in Africa. In addition, he/she should have experience in facilitation problems for inter-State road transport and transit. He/she should have adequate experience in the management of transport sector project or programme cycles, experience in the institution building, experience in the application of the regulations of donors operating in the road sector, in particular ADB (World Bank, EU) for support for the review of financing proposals, drafting of contractual documents, award and execution of contracts for works and services, very good knowledge of the French language and the computer tool for the performance of the required duties, good knowledge of the English language.
3.6 The transport economist will be responsible for monitoring the inter-State road transport and transit facilitation component. He/she will participate, as resource person and under the same conditions as the DATC senior staff, in workshops, meetings and other missions to member and non-member States concerned with the Programme. The transport economist should hold a higher education diploma (GCE Advanced level + 5 years) in transport economics. He/she should have at least fifteen (15) years experience in road transport and adequate experience in facilitation problems and inter-State road transport and transit. He/she should also have adequate experience in the management of sectoral project or programme cycles, experience in institutional support, experience in the application of ADB regulations for support to the review of financing proposals, the drafting of contractual documents, the award and implementation of works and service contracts, and a very good knowledge of the French language for the performance of the required duties. The knowledge of French will be necessary.
3.7 The Administrative and Financial Assistant will be responsible for providing support to the financial management of the programme, in compliance with ADB procedures. He/she will be responsible, in particular, for: (i) preparing detailed quarterly budgets for the implementation of the various components of the study; (ii) ensuring that the national counterpart contributions are mobilized; (iii) preparing payment requests to be transmitted to the Bank; (iv) preparing and keeping up to date the files of all disbursements made by the Bank for the study and those made by the Governments; (v) ensuring compliance with Bank directives on contract award and procurement of goods and services; and (vi) preparing quarterly financial reports. The Administrative and Financial Assistant will hold a higher education diploma in management or an accounting diploma or equivalent certificate. He/she should also have at least five (5) years experience in the management of development projects and a good knowledge of computerized accounting systems.
3.8 Specific experts will be provided by the Consultant. The experts, with at least ten (10) years professional experience in varied fields such as insurance, civil engineering, law, transit regulations and procedures, and transport. The precise qualification of the experts and the duration of their mission will be defined and proposed in line with the specific assistance requirements for the programme implementation. The experts will be recruited on a contractual basis not exceeding two (2) months.
3.9 Support staff comprising a secretary and a driver. The secretary should have at least five (5) years experience in regional institutions or agencies. He/she should have a good knowledge of the computer tool, in particular spreadsheets, (Excel and PowerPoint) presentations.
3.10 The consultancy services will cover a period of: (i) 30 months for the Mission Leader; (ii) 48 months for the administrative and financial assistant and secretary; and thirty (30) months for the transport economist.
3.11 The Consultant is expected to prepare quarterly monitoring and coordination reports on the components of the Programme. The reports will, in addition to the basic project monitoring and evaluation documents, include the description of constraints and dysfunction encountered in implementing the components and the corrective solutions proposed, with if necessary, an adjusted chronogramme. The quarterly reports will include a summary of the monthly reports sent by the States on the programme implementation. An annual report will be submitted at the end of each year and a general report will be prepared at the end of the mission. The reports will be submitted in fifteen (15) copies to the DATC which will transmit three (3) copies to ADF.