RESTRICTED Report No. TO-692a
Public Disclosure Authorized This report was prepared for use within the Bank and its affiliated organizations. They do not accept responsibility for its accuracy or completeness. The report may not be published nor'may it be quoted as representing their views.
INTERNATIONAL BANK FOR RECONSTRUCTION AND DEVELOPMENT INTERNATIONAL DEVELOPMENT ASSOCIATION Public Disclosure Authorized
APPRAISAL OF
A SECOND HIGHWAY PROJECT
GABON Public Disclosure Authorized
November 14, 1968 Public Disclosure Authorized
Transportation Projects Department Currency Equivalents: Currency Unit = CFA Franc (CFAF)
CFAF 1 =- US$ 0.004 CFAF 247 = US$ 1.00 CFAF 1 million = US$ 4, 050
Fiscal Year January 1 to December 31
Weights and Measures: Metric Metric: British/US Equivalents: 1 kilometer (km) = 0. 6Z miles (mi) 1 meter (m) = 3. 28 feet (ft) 1 hectare (ha) = 2.47 acres (ac) 1 liter (1) = 0. 22 Imp. gallons = 0. 26 gallons (US) 1 metric ton (m ton) = Z,204 pounds (lbs) Abbreviations Used in this Report ATEC - Agence Transequatoriale des Communications BCEOM - Bureau Central d'Etudes pour les Equipements d'Outre-Mer DPWT - Directorate of Public Works and Transports FAC - Fonds d'Aide et Cooperation OBAE - Office du Bois de l'Afrique Equatoriale SEGA - Societe d'Etudes Gabonaise UNDP - United Nations Development Program GABON
APPRAISAL OF A SECOND HIGHWAY PROJECT
TABLE OF CONTENTS
Page No.
SUMMARY ...... i
1. INTRODUCTION ......
2. BACKGROUND ...... 2
A. General ...... 2 B. The Transport Sector ...... 3 C. Transport Policy and Transport Planning ...... 4
3. THE HIGHWAY SECTOR ...... 6
A. The Highway Network ...... 6 B. Characteristics and Growth of Traffic ...... 6 C. Highway Administration ...... 6 D. Highway Planning and Financing ...... 7 E. Highway Engineering and Construction ...... 7 F. Highway Maintenance ...... 8
4. THE PROJECT ...... 9
A. Description ...... 9 B. Road Construction ...... 9 C. Feasibility Studies and Detailed Engineering . . . 10 D. Road Maintenance Equipment and Spare Parts . . . . il E. Cost Estimates and Financing ...... il F. Project Execution ...... 14
5. ECONOMIC EVALUATION ...... 15
A. Introduction .15 B. Service Area of the Planned Roads ...... 15 C. Market Prospects of Gabonese Timber ...... 16 D. Profitability of Logging in the Second Forest Zone. 17 E. Economic Benefits ...... 18 F. Feasibility Studies ...... 19
6. CONCLUSIONS AND RECOMMENDATIONS ...... 20
This report was prepared by Messrs. R. Paraud, Engineer, and T. Oursin, Economist. Table of Contents (continued)
TABLES
1. Length of Roads 1959 to 1967 2. Imports of Transport Equipment, Parts and Materials 3. Composition and Regional Distribution of Vehicle Fleet 4. Design Standards for Construction of the Project Roads 5. Production of Timber 6. Estimated Timber Production in the Project Area 7. Average Logging Costs in the Second Forest Zone 8. Details of Economic Costs and Benefits 9. Government Collections on Timber Operations
CHART
Organization Chart of the Directorate of Public Works and Transport
MAP
Republic of Gabon - Second Highway Project GABON
APPRAISAL OF A SECOND HIGHWAY PROJECT
SUMMARY i. The Government of Gabon has asked the Benk to help finance a second highvay project. A suitable project comprises:
(1) the construction and improvement of the Lalara-Mitzic (55 km) and Lalara-Koumameyong (64 km) roads;
(2) feasibility studies of about 230 km of roads and a bridge over the N'Gounie river vith detailed engineering of about 180 km of road and the river bridge, if justified; and
(3) the procurement of road maintenance equipment and spare parts.
The project is a continuation of the first highway project (Loan 385-GA) which was satisfactorily completed in April 1968 and vas the key factor in opening new forest areas for timber operations. ii. The total cost of the project including contingencies is esti- mated at US$8.0 million equivalent, of which the Bank vould finance the foreign exchange component amounting to about US$6.o million equivalent. This amount includes retroactive financing of US$350,000 for the detailed engineering of the project roads. Local currency requirements vould be provided by the Government from budgetary sources. Cost estimates are based on bids received for the road construction projects and prices ob- tained recently for similar vork and services. The project is expected to commence in early 1969 and to be completed by the end of 1971. iii. Road construction would be by a single contract awarded on the basis of international competitive bidding. Detailed engineering of the roads to be constructed has been carried out by Societe d'Etudes Gabonaise (SEGA), a Gabonese subsidiary of French consulting firms. Consultants acceptable to the Bank vould carry out the supervision of construction, feasibility studies and detailed engineering. iv. Construction of the two roads vould open an area of about 500,000 ha for timber exploitation, the production of which is estimated at a mini- mum of about 2 million tons over the next 20 years. Private logging companies have taken up concessions and operations vill start as soon as the project roada are completed. Market prospects for Gabonese timber continue to be favorable especially for okoume vhich is one of the most valuable tropical plywood veneers and of vhich Gabon and Congo (B) are virtually the sole pro- ducers. Benefits from the two roads are estimated to yield an economic return of about 28%. v. The project provides a suitable basis for a Bank loan of US$6.0 million equivalent to the Government vith a 20-year term including a four-year period of grace. GABON
APPRAISAL OF A SECOND HIGHWAY PROJECT
1. INTRODUCTION
1.1 The Government of Gabon has asked the Bank to help finance a second highway project. The project would consist of:
(1) the construction of 119 km of roads to permit the exploi- tation of neu forest areas;
(2) feasibility studies of about 230 km of roads and a bridge over the N'Gounie river and detailed engineering of about 180 km of road and the river bridge, if justified; and
(3) the procurement of maintenance equipment and spare parts.
1.2 The project is a continuation of the first highway project for which, in 1964, the Bank made a Loan (385-GA) in an amount of US$12 million for:
(1) the construction of about 150 km of roads designed to open for timber exploitation previously inaccessible areas;
(2) the procurement of maintenance equipment and the establish- ment of a highvay maintenance division in N'djole; and
(3) feasibility studies of additional roads (250 km) and of a river port in N'djole.
1.3 The first highway project vas satisfactorily completed on schedule in April, 1968 and has made a major contribution to the Gabonese economy. The new roads enabled the logging industry to use heavier trucks, to increase the average speed and to reduce transport costs accordingly (Para. 3.5). As a result new timber areas have been opened for exploitation. The maintenance division established in N'djole has demonstrated that maintenance of laterite roads, which are mainly used by heavy log trailers, can be performed in a satisfactory manner in Gabon. The feasibility studies identified the two roads which would be constructed under this new project; however, the study of the river port at N'djole showed that its construction vould be uneconomic on the basis of high construction costs and expected short economic life.
1.4 The Government has complied with the obligations assumed under the first Loan Agreement. It has, however, proposed to suspend the provision that a special fund be established for the maintenance of riade. Consider- ing the fact that appropriations for road maintenance in the General Budget are adequate to meet the requirements of the Loan Agreement, the Bank has accepted this proposal.
1.5 This report is based on the feasibility studies carried out under the first highway project, on information provided by the Government and on an appraisal mission which visited Gabon early in 1968, consisting of Messrs. B. Irion (engineer) and T. Oursin (economist) assisted by Mr. Spears from the FAO/IBRD Cooperative Program. - 2 -
2. BACKGROUND
A. General
2.1 Gabon lies astride the Equator on the Atlantic coast of Africa and has an area of about 270,000 km2, about half the size of France. It is bordered on the north by the Republic of Cameroon and the Spanish territory of Rio Muni. To the east and south lies the Republic of Congo (Brazzaville). The country consists of -aseries of plateaus rising from the coast to an average altitude of abou-t 450 m. Large tracts are covered by dense rain forest.
2.2 In 1966 the population Was estimated at about 470,000, concentrated mainly in a few urban centers and along roads and vaterlays, and with a very lov overall density of less than two inhabitants per km . Population grovth is estimated at less than one percent per annum.
2.3 The country is rich in natural resources such as timber, manganese, uranium, petroleum and iron ore. The large timber resources vere the first to be exploited, but since 1958 the production and export of manganese, petroleum and uranium have assumed increasing importance. In 1966, timber and timber products accounted for 39% of total exports, while the share of minerals and petroleum had reached 58%. However, logging and processing of timber still employ the most paid labor - over 13,000 vage earners at the end of 1965 compared to a little less than 5,000 for mining and petroleum.
2.4 For economic and administrative reasons Gabon's forests are divided into three zones (see Map). Only the First and the Second Zone are presently being exploited; the Third Zone is still untouched due to lack of transport facilities. In order to supplement the natural regeneration of Okoume stands the Government has initiated a long-term project to reforest the coastal regions (First Zone). ey the end of 1966 scme 16,00C ha had been planted and the annual rate of replanting has been brought to 3,000 ha per year. Since reforestation provides a much denser stand of Okoume than under natural conditions, continuation of this program could provide by the year 2015 a constant yearly production of 900,000 tons of Okoume from the reforested areas.
2.5 Between 1956 and 1960, Gabon experienced a period of very impres- sive grawth. It is estimated that the real rate of increase in Gross Domestic Product (GDP) was about 15% per annum, mainly as a result of the developnent of mining, of considerable investment in exploration and devel- opment of oil resources and of a rapidly groving logging industry. Since 1960 the grawth has been sloving down steadily to an estimated real increasm of only about three percent per annum for the years 1963 to 1966. Gross National Product per capita ranks high by African standards and is estimated at about US$300 for 1966. -3 -
B. The Transport Sector
a. General
2.6 Gabon does not have an integrated transport network. At present, the northern part of the country is generally linked northwards by roads to ports in Cameroon, while the southern part is connected southwards by road, cableway and rail to Pointe Noire in Congo (B). Only the central part of the country is served by roads and rivers to Libreville and Port Gentil, but there is no direct overland connection between these ports and the important mining areas in the southeast (see Map). Major transport investments have been directed to meeting special requirements such as highways for trans- portation of logs and a cableway for the movement of manganese. General transport demand has been too low to justify any large investment.
b. Highways
2.7 The highvay network comprises about 5,300 km of national and regional roads (Table 1). Of this, only about 110 km are bitumen surfaced; 4,700 km are laterite or gravel surfaced; and the balance of about 500 km are earth.
c. Railways
2.8 There are no railvays in Gabon. Manganese is carried by cableway from Moanda to M'Binda in Congo (B) and thence by rail to Pointe Noire on the Atlantic Ocean (see Map). The technical feasibility of a railway to carry iron ore from large deposits near Belinga to a port at Ovendo has been found to be satisfactory and the detailed engineering of the project has been completed. Both the feasibility study and the final engineering vere financed by the United Nations Development Program (UNDP) with the Bank acting as Executing Agency. The future of the railvay project is still uncertain be- cause no agreement has yet been reached on the volume, timing and financing of ore production. Although principally designed for the transport of iron ore the proposed railvay vould modify the transport pattern for the whole country. It vould, in particular, open large areas of the Third Forest Zone for logging which vould almost certainly remain econcmically inaccessible by road. The uncertainty concerning the project is, therefore, hampering all transport planning in Gabon.
d. Ports and Waterways
2.9 At present Gabon has two seaports, Libreville and Port Gentil, both of which are open roadsteads. Total freight handled increased from 1.5 mil- lion tons in 1961 to 2.3 million tons in 1966, of which 90% vere exporte of bulk commodities, mainly timber and crude oil. Both ports are of equal im- portance for imports but Port Gentil handles almost all exports. The con- struction of a new deep vater port at Ovendo, near Libreville, financed by Fonds Europeen de Developpement (FED), is scheduled to start late in 1968.
2.10 Inland waterways have played an important role in the country's early penetration phase and still carry about 95% of the timber production downstream to the coast. With the opening of the Second Forest Zone for - 4 - exploitation, the river port of N'djole on the Ogoue river has become the central transshipment station. The logs are hauled by road from the logging areas to N'djole, where the rafts are formed and toved about 350 km to Port Gentil.
e. Airways
2.11 Gabon has a relatively well-developed air transport network. In 1967, scheduled flights from Libreville served Port Gentil and 20 other locations. Passengers ar.d freight are handled largely by TRANSGABON, a privately-owned local company. Traffic has increased substantially in recent years and in 1967, about 56,000 passengers and 2,700 tons of freight were carried by air.
C. Transport Policy and Transport Planning
2.12 Before the start of the road construction program in the Second Forest Zone, there vas only limited need for the coordination of transport activities. Ail major developments vere undertaken by the private sector with the Government providing only a minimum of facilities. There has been little scope for competition between the various modes of transport.
2.13 Gabon's transport policy is to a certain extent subject to inter- national coordination and agreement. The "Agence Transequatoriale des Communications" (ATEC), an institution grouping Gabon, Congo (B), Chad, and the Central African Republic, is operating transport facilities cammon to the four countries. Under this arrangement, ATEC finances the maintenance of the road connecting N'dende vith the railvay at Dolisie in Congo (B).
2.14 A first study cf log transport problems in the Second Forest Zone was undertaken in 1962 by Bureau Central d'Etudes pour les Equipements d'Outre-mer (BCEOM), a French consulting firm, and led to the road construc- tion program east of N'djole that has been financed to a large extent by the Bank's First Highway Loan. A general development plan vas established for the period 1966-1970 but no detailed analysis of Gabon's transport economy vas undertaken at that time.
2.15 The Gabonese Government, therefore, proposed to carry out a trans- port survey with special emphasis on log transport problems in the Second Forest Zone. Early in 1968 a Bank mission visited Gabon and subsequently formulated a tentative outline for this survey which was accepted by the Government as a basis for an application to the UNDP. It covers the follow- ing main points:
(1) The formulation of a timber transport policy vith special reference to the apportionment of costs and benefits between Government and private logging industry (public trunk roads versus private logging roads);
(2) the definition of those areas vhich could be logged profit- ablv and economically, including estimates of timber stands; (3) forecasts of traffic flows;
(4) river studies with a viev to improve the navigability of the main rivers;
(5) a study to determine suitable design standards for logging and other types of roadu;
(6) a reviev of the road maintenance operations of the DPWT; and,
(7) a program of road investments and other actions based on a preliminary evaluation of costs and benefits.
2.16 A UNDP financed forest survey of the Third Forest Zone started late in 1968 and vill result in a complete inventory of the forest resources of this Zone (see Map). Close cooperation betveen the proposed transport survey and the UNDP forest survey of the Third Zone vill be maintained in aU phases. - 6 -
3. THE HIGHWAY SECTOR
A. The Highway Netvork (see Map)
3.1 The present highvay netvork totals about 5,300 km comprised of 2,100 km of national rosads and 3,200 km of regional roads (Table 1). How- ever, the road development is still in an early stage and many areas of the country are not connected by roads. With the exception of about 300 km of trunk road vith laterite surface recently constructed for heavy log transport, the roads were built to low standards. During the past decade more attention has been given to improving the existing roads than to expanding the netvork. The total length of the road system was increased by only about four per cent per year during that period.
B. Characteristics and Growth of Traffic
3.2 There has been a substantial increase in road transport activities in recent years; based on imports of gasoline and tires, the annual grovth rate is estimated at about ten per cent during the period 1963-1966 (Table 2).
3.3 The composition and distribution of the vehicle fleet in 1965 is shown in Table 3; based on imports since that date, the total vehicle fleet in 1968 is estimated at about 9,000 units. In 1965 the distribution of vehicles vas roughly 50% cars and buses and 50% trucks and pickups. Three quarters of the fleet vas concentrated in Libreville and Port Gentil. Although accurate information is not available, the fleet is considered to be modern vith about two thirds of all vehicles being less than six years old. There are no restrictions on imports of vehicles.
3.4 Traffic density is generally loy. A 1965-66 study shows only a few road sections carrying more than 50 vehicles a dWy. Hovever, traffic counts are unreliable, and the Government has agreed to have the DPWT estab- lish and maintain reliable traffic counting procedures.
3.5 The trucking of logs is undertaken by the logging companies. Con- struction of high-standard roads has enabled loggers to employ modern heavy trucks in the Second Zone, which combined with an increase in operating efficiency, has resulted in decreased transport costs over recent years. Ton-km costs are nov about CFAF 12-13 as compared with CFAF 16-18 per ton-km in 1964 when the first highway project vas appraised. Further reductions may be possible, and in some instances have already been achieved where roads are properly maintained.
C. Highwsay Administration
3.6 The Directorate of Public Works and Transports (DPWT) (see Chart), one of the three directorates in the Ministry of Public Works, is responsible for developing and maintaining national and regional roads. Local and feeder roads are the responsibility of prefectoral authorities. The DPWT is headed - 7 -
by a recently appointed Gabonese director and is staffed vith six French experts who hold the senior posts and assist in training the Gabonese staff. The organization of DPWT, which is comprised of the main office in Libreville and nine field offices, is considered adequate.
D. Highway Planning and Financing
3.7 In the past there has been no formalized road planning unit in the DPWT and the collection of basic data such as traffic volumes, road inven- tories, etc. was carried out by foreign consultants on an individual project basis. A planning unit has recently been established in the DPWT but has not yet been developed to perform adequately all needed planning and data collection functions.
3.8 The funds for road construction are provided from budgetary appro- priations, foreign aid, and to a lesser extent by suppliers' credits. The average annual expenditure over the five years 1961-66 has been steady at about US$8 million equivalent per year, of which about 75% has been financed by foreign aid, 15% by local funds and 10% by suppliers' credits. The Bank, Kreditanstalt fur Wiederaufbau, Fonds Europeen de Developpement and Fonds d'Aide et Cooperation (FAC) have been the major sources of foreign aid.
3.9 Road maintenance for national and regional roads is currently financed from general budget appropriations and the provisions have been adequate. Maintenance appropriations for 1967 totalled CFAF 752 million and are expected to increase with the expansion of log trucking. Special sur- taxes, namely a three per cent duty on all imports and a two per cent tax on log exports are being levied and labelled "Road Fund", but the revenues are not earmarked for road maintenance purposes (Para 1.4). Variable maintenance costs resulting from log traffic are estimated at CFAF 12.5 per logtrailer- km. They are fully covered by the two per cent expcrt tax on logs and the taxes on diesel fuel and vehicle licenses, amounting to about CFAF 16 per trailer-km.
E. Highway Engineering and Construction
3.10 At present a minimum of road design is done by the DPWT; the bulk of this work is performed by foreign consultants. Current design standards appear to be generally satisfactory for the present logging operations. However, design standards and vehicle regulations should be reviewed with reference to expected increases in volume and weights of vehicles as addi- tional timber areas are opened and logging operations expanded. This review and a study, including recommendations for future design standards and vehicle regulations, would be carried out by the consulting firm who will undertake the transport survey of the Second Forest Zone (Para 2.15).
3.11 Highway construction is carried out by contract, and several foreign firms have opened local branches. In general, contracts have been small and costs have been high due to difficult construction caused by dense - 8 -
forests, rough topography and high rainfall, and by the lack of a well devel- oped local contracting industry. Major construction vorks are administered by specially established control units of the DPWT vith minor or routine vorks being handled by the field offices.
F. Highway Maintenance
3.12 Maintenance of the national and regional roads is performed by mechanized departmental forces. The quality of road maintenance carried out by the DPWT has improved. New equipment has been bought, some of which vas procured under the first highway loan to maintain roads in the N'djole region. The central workshops have been rebuilt and reorganized under a FAC grant and their management has been strengthened by the employment of French engineers. Cost accounting is being reorganized to enable proper budgetary allocations to be made for the different classes of roads. The roads and tracks under the care of prefectoral authorities are generally adequately maintained with hand labor. The organization and operation of road maintenance will be reviewed under the proposed transport survey (Para 2.15).
3.13 The DPWT has launched a three-year program for training mechanics and operators with the help of the "Association pour la Formation des Cadres en Afrique". This program provides training for new recruits and refresher courses for more experienced employees. It is expected that the program vill remedy the lack of skilled labor, a major obstacle to the increase of productivity in maintenance operations, and lead to better road maintenance.
3.14 Maintenance equipment is modern and has been standardized around a few French, German and U.S. makes. The equipment is well suited to con- ditions in the country and is reasonably well maintained. The DPWT is con- sidering establishing an equipment depreciation account to support its budg- etary requests for the replacement of equipment on a regular basis. The Government has agreed to make suitable financial ariangements to provide for the regular replacement of maintenance equipment. - 9 -
4. THE PROJECT
A. Description
4.1 The project consists of the folloving (see Map);
(1) The construction of a two-lane road from Lalara north to Mitzic (55 km) and a two-lane road from Lalara east to Koumameyong (64 km).
(2) Consultants services for:
(a) detailed engineering (completed in March 1968) and supervision of construction of the two project roads;
(b) feasibility studies for about 230 km of roads including detailed engineering of about 180 km expected to be identified as of high priority; and
(c) the feasibility study of a bridge over the N'gounie river and its detailed engineering, if justified.
(3) The procurement of equipment and spare parts for improved maintenance of the projeet roade snd other roads in the region.
B. Road Construction
4.2 The proposed construction vould improve two existing road sections, one to the north and one to the east of the N'djole-Lalara road vhich was constructed under the first highway project. At present both roada are narrow tracks vith sharp curves and steep grades, and cannot be negotiated by trailer units. The proposed construction vill open about 500,000 ha for logging operations. The Lalara-Mitzic road is a section of the Oyem-Mouila road which is the backbone of the road network in central Gabon. It is part of the main link betveen the sea and the Wolew N'tem agricultural district in northern Gabon, and is aiso the principal route to Cameroon. The Lalara-Kouismeyong road provides access to the northeast part of the Second Forest Zone and is part of the only road serving the Third Forest Zone.
4.3 The roads follow river valleys through very rough terrain covered vith dense forest. Execution of construction is expected to be difficult because of the short dry season and the problems of locating suitable road construction materials in the project area. Design standards (Table 4) used for design of the project roads are similar to those used for the first highway project, except that the maximum grades have been increased fram 8 to 10 percent to reduce construction costs.
4.4 The detailed engineering and the preparation o? bidding documents vere completed in March 1968, by SEGA, a Gabonese subsidiary of a group of French consulting firms. These services vere financed by the Government - 10 - after the Bank found in L967 that the roads were economically justified. The project includes retroactive financing for the foreign cost of this detailed engineering (Para 4.17).
4.5 As the DPWT has insufficient qualifled personnel to supervise construction, the project provides for consultants for this service and the Government intends to engage SEGA, which is acceptable to the Bank.
C. Feasibility Studies and Detailed Engineering
4.6 Preliminary results of the proposed transport survey (Para 2.15) vould not be available until 1970 at the earliest and would only serve as a basis for road investment covering the period from 1972 to 1976. To bridge the gap between the propo>sed project and future investments arising from the proposed survey, the Government has asked that provision be made in the present loan for an intermediate program of feasibility studies and detailed engineering for roads of obvious high priority.
4.7 To meet the Government's request the project includes feasibility studies for the following roads and bridge in the Fougamou-Mouila-N'dende area (see Map):
(1) Fougamou-Mouila-Divevi Road 165 km
(2) Divevi-Lebamba Road 20 km
(3) Youmbi-Mandji Road 45 km
(4) N'gounie River Bridge (Mouila-Onoy-Yena Road)
230 km
These projects were identified in a study of timber transport problems south of Fougamou included in the first highway project.
4.8 The Fougamou-Mouila-Divevi Road which is the main road for that area runs parallel to the N'gounie river, and the study should include a comparison of the alternatives of improving the waterway or the highway. The Divevi-Lebamba and Youmbi-Mandji roads connect the main road with areas in vhich increased logging operations are expected. A feasibility study for the Mouila-Onoy-Yeno road, on which the N'gounie bridge would be situated, was carried out under the first highway project. The bridge would replace a ferry which is unsuitable for logging traffic and would establish a permanent link with the Fougamou-Mouila and other roads.
4.9 Since the roads selected for feasibility studies are all likely to be of high priority (Para 5.22), it is expected that construction in the near future of at least two-thirds of the roads, or about 180 km, would be justified and the project provides for this amount of detailed engineering. - il -
The Government has confirmed the list of roads for which feasibility studies will be prepared and has given assurance that no detailed engineering of these roads would be undertaken without prior agreement with the Bank.
D. Road Maintenance Equipment and Spare Parts
4.10 To supplement existing equipment, about US$250,000 worth of highway maintenance equipment and spare parts will be required to maintain properly the project roads and other trunk roads in the region. An allowance has been included in the project for this item. Agreement has been reached with the Government on a list of equipment to be procured.
E. Cost Estimates and Financing
4.11 The estimated project cost and the foreign currency component are shown on Page 12. - 12 -
uS$ Million Equivalent CFAF Million Local Foreign Cost Component Total Total
(1) Road Construction
a. Lalara-Mitzic (55 km) 0.47 1.40 (75%) 1.87 462 b. Lalara-Koumameyong (64 km) 0.52 1.55 (75%) 2.07 511
Su'b-total 0.99 2.95 3.94 973
(2) Construction Services
a. Detailed engineering of project roads 0.12 0.35 (75%) 0.47 116 b. Construction supervision of project roads 0.10 0.29 (65)% 0.39 96 c. Feasibility studies - 230 km of roads 0.12 0.36 (75%e) 0.48 119 d. Detailed engineering - 180 km of roads 0.25 0.75 (75%) 1.00 247
Su'o-total 0.59 1.75 2.34 578
(3) Maintenance Equipment and Spare Parts 0.05 0.20 (80%) 0.25 62
(4) Contingencies
a. Physical - about 15% of (1) and about 10% of (2) b, c, d and (3) 0.21 0.62 0.83 205 b. Price escalation - about 10%. of (1), (2), *b, c, d and (3) o.16 o.48 o.64 158
Sub-total 0.37 1.10 1.47 363
Project Total 2.00 6.oo 8.oo 1,976
4.12 Cost estimates for road construction are based on the low bid re- ceived through international competitive bidding conducted in accordance with the guidelines of the Bank. The low bid, submitted by the Vianini Company (Italy), was substantially 'below the engineer's estimates which were based on bid prices for the first highway project. In view of this, the Government conducted a thorough investigation of all elements of the bid and held dis- cussions with a principal of the firm. A report on this investigation was submitted for Bank review and the Government's recommendation that the con- tract be awarued to Vianini has been approved. The very low bid was due in a large degree to the desire of Vianini to become established in Gabon and to a knowledge of actual costs for the first highway project. This latter - 13 - factor is evident from the fact that 4 of the 6 bids received were well under the engineer's estimate vith the remaining 2 only slightly above.
4.13 The estimated costs of consultants' services for the supervision of construction and for the feasibility studies and detailed engineering are based on similar work done under the first highway project. The esti- mated cost of road maintenance equipment is based on recent purchases by the DPWT.
4.14 A contingency allowance of about 15% has been provided for changes in physical quantities for road construction. A contingency allovance of about 10% cent has been provided for all other items except the detailed engineering for the project roads which has been completed (Para 4.4). A price escalation contingency of about 10% is also provided for all items except the completed detailed engineering.
4.15 The foreign currency component for the construction costs and for maintenance equipment is estimated at about 75% and 80%, respectively, based on information supplied by the DPWT and by major contracting firms in the country. The estimated foreign currency component is also 75% for detailed engineering and feasibility studies based on actual costs of completed de- tailed engineering for the project roads and costs for the first highway project. Based on costs of similar services for the first highway project, the foreign exchange component for supervision of construction is estimated at 65%.
4.16 The Government has given assurance that adequate funds will be available to carry out the project. The Government furnished adequate funds on the First Highway Project.
4.17 The feasibility studies, completed in October 1966 under the First Highway Project, established the economic justification of the project roads. Financing of detailed engineering was discussed with the Government in early 1967 and it vas agreed that, rather than request an engineering loan, the Government vould carry out the detailed engineering with its own funds. It was also agreed that when the loan project vas submitted to the Bank's Board, it would include a recommendation for retroactive financing of the foreign costs of the detailed engineering of the roads. The detailed engi- neering was prepared between March 1967 and March 1968. The loan includes the foreign cost ol this vork which amounts to about US$350,000.
4.18 Disbursements from the Loan Account vould cover:
(1) the estimated foreign exchange component of road construction (75%);
(2) the actual C.I.F. costs of imported equipment and spare parts; and
(3) the actual foreign exchange costs of consulting services. - 14 -
Any balance of the loan remaining undisbursed after project completion would be cancelled. Estimated disbursements are as follovs (in US$ equivalent):
Calendar Year 1969 1970 1971 Total
Disbursement 2.1 2.7 1.2 6.o
F. Pro.1ect Execution
4.19 The DPWT vill be responsible for executing the project. Bids for road construction have been received through international competitive bidding (Para 4.12) and it is expected that construction would start in early 1969 and be completed by the end of 1971. The consulting services required for construction supervision, feasibility studies and subsequent detailed engi- neering will be arranged on terms and conditions satisfactory to the Bank. Road maintenance equipment and spare parts vould be purchased through inter- national competitive bidding taking into account the DPWT's standardization preference (Para 3.14). Both consultant services and equipment purchases vould also be completed by the end of 1971. The Government has confirmed the proposed procurement procedure and time schedule mentioned above for the project items. - 15 -
5. ECONOMIC EVALUATION
A. Introduction
5.1 Gabon's logging industry has shown no production increase in recent years. Total production of okoume and miscellaneous species, which tripled from 310,000 tons in 1950 to 940,000 tons in 1964, had fallen below 900,000 tons in 1966 and 1967 (Table 5). However, logging and related timber indus- tries still play an important role in the country's economy. In 1966, the sector produced 39% of the total exports, employed about 27% of all wage earners and accounted for about 15% of the GDP. Taxes paid by the industry, exclusive of income taxes, accounted for about 20% of Government revenues.
5.2 Demand for okoume on the world market continues to be strong. The recent decline in exports, therefore, is mainly a reflection of the difficult production conditions the industry has been faced with for the past few years. Until recently, total log production came from areas close to the coast, called the First Forest Zone (see Map). As logging relied almost wholly on water transport, this zone was limited by a number of rapids, called the "waterfall line". After more than 60 years of intensive logging, timber stands in the First Zone were progressively exhausted and in 1962 the Govern- ment launched a program to transfer the logging industry into the vast virgin forests beyond the waterfall line, called the Second Zone. Unlike the First Zone, where no major public investment in transport facilities were required, production in the Second Zone is largely dependent on the construction of high standard trunk roads in addition to considerable private investment in feeder roads. Logs must be hauled by road over distances up to 200 kms before they can be rafted down the Ogoue river to the coast.
5.3 A first phase of the transfer programn was successfully completed in 1967. Trunk roads of a total length of about 320 km were constructed, of which 147 km were financed by the Bank. Logging permits cavering some 2 milo. lion ha were awarded and the private logging industry started production. In 1967 more than 50% of total log production originated from new concessions in the Second Zone. The project roads will permit further expansion of the logging industry.
B. Service Area of the Planned Roads
General
5.4 The Lalara-Mitzic road is an important part of Gabon's highway network. It connects the province of Wolew-N'tem, Gabon's most promising agricultural area, vith Libreville and Port Gentil and serves as an inter- national road link vith Cameroon and Congo (B). Due to poor road connectio4 with N'djole and Libreville, Wolew-N'tem has until nov been mainly oriented towards ports in neighboring Cameroon and Rio Muni. Mitzic is about the point of equal transport costs to ocean ports in the north (Kribi, Douala) and in the south (Libreville, Port Gentil). With the improvement of the Lalara-Mitzic roel this point vill move considerably northwards and induce a part of the region's import and export traffic to move via Libreville and - 16 -
Port Gentil. The average daily traffie other than logging traffic is expected to increase from about 15 vehicles in 1967 to about 50 in 1985.
5.5 The situation is different for the Lalara-Koumameyong Road. In 1966, its general traffic other than logging traffic averaged only 7 vehicles per day and there is no evidence of any significant change in the foreseeable future. The proposed construction vorks are, therefore, solely justified by the increase in logging operations in the project area. Timber Resources
5.6 The project roads vill open up a forest area of about 500,000 ha in the Lalara-Mitzic and Lalara-Koumameyong regions. Its timber resources are virtually untouched and are estimated at a minimum of 5 tons of okoume and 2 tons of merchantable miscellaneous species per ha. Total production potential of the area is accordingly calculated at a minimum of 3.5 miUion tons.
5.7 Private logging companies have already taken up concessions on part of the area and are ready to embark on large scale operations as soon as road conditions allow the use of heavy log trailers. Anticipating the construction of the Lalara-Koumameyong road, one company has already started logging from a camp close to Lalara. The total area so far under concessions covers about 95,000 ha in the Lalara-Mitzic area and 14o,000 ha in the Lalara-Koumameyong area. Conservative estimates of timber stands in these first concessions point to 7 tons of okoume and 2 tons of merchantable miscellaneous species per ha. Estimated timber production in the project area is set out in Table 6. The figures are based on production plans of established concessionaires and forecasts of the Gabonese Forest Department.
5.8 The forest areas to the north and east of Koumameyong are a part of the Third Forest Zone (see Map). This zone is the subject of the UNDP- financed forest inventory (Para 2.16) and no logginr permits have been granted in this zone until nov. The Governmnent has given assurance that it will take all necessary measures to permit the issuance of logging concessions in the areas to be served by the Matora-Koumameyong section of the project roads so that logging operations in these areas vill begin not later than four years after the signing of the Loan Agreement. However, the production potential of new concessions in the Third Zone has not been included in the production forecasta for the project area as detailed information about timber stands in this Zone is not yet available. Benefits from this additional production are, therefore, not included in the economic evaluation of the project.
C. Market Prospects of Gabonese Timber
5.9 Market prospects for Gabonese timber continue to be favorable. Gabon and Congo (B) are virtually the only producers of okoume vhich is one of the most valuable ply-ood veneers. Both countries have enjoyed relatively stable demand and a satisfactory price level for their log exports for more than a decade. According to a recent Bank study, total world demand for hardwood plywood is expected to rise at an annual rate of ten per cent from 10.3 million cubic meters in 1965 to about 26 million cubic meters in 1975. - 17 -
5.10 This favorable development of demand is reflected in recent price trends. Export prices for okoume rose by 20% to 30% from 1960 to 1968. They are not expected to decline in the foreseeable future.
Export Prices for Okoume
CFAF per ton, f.o.b.
1960 1964 1968
High Quality 14,650 17,000 17,500 Medium Quality 8,900 11,100 12,100 Low Quality 4,700 6,ooo 6,150
High quality timber accounts for only a small proportion of total exports; the average export price for okoume from the Second Forest Zone is presently estimated at about CFAF 11,000 per ton.
5.11 Marketing of Gabonese timber is centralized. The marketing board "Office du Bois de l'Afrique Equatoriale" (OBAE) has the exclusive right to export okoume and another important species called ozigo from Gabon and Congo (B). Under this arrangement the marketing board buys the timber from the logging companies, sells it at export auctions and pays all export taxes directly to the Government. The board's purchase price for okoume from the Second Forest Zone recently averaged CFAF 8,500 per ton, free beach Port Gentil.
5.12 A special arrangement exists for logging companies vith their own plywood plants in Europe. These companies, called "derogataires", are entitled to transfer their production directly to the factories. In 1966/1967, the derogataires accounted for about one quarter of total okoume production and this proportion will grow with the rising impor 6 ance of the Second Zone. Logging permits issued in the area of the project roads are predominantly in the hands of derogataires.
D. Profitability of Logging in the Second Forest Zone
5.13 The movement of operations into the Second Forest Zone has sig- nificantly modified the conditions of logging in terms of technical skills, foreign supervision and capital required. In order to meet higher fixed costs for infrastructure and equipment, the average logging unit vill have to produce about 24,000 tons of okoume per year as compared with 8-12,000 tons in the First Zone. Small African enterprises, vhich are almost exclu- sively working in the Firat Zone and which presently have a share of about 25% of total okoume production, will find it very difficult to meet these conditions.
5.14 Based on consultants' estimates and on information supplied by established companies, a cost price of CFAF 6,550 per ton of okoume, free beach Port Gentil, is regarded as representative for the project area (Table 7). Costs on the logging site, including construction and maintenance of - 18 - private feeder roads, account for only about 50% of this price. The balance consists mainly of transport costs on public roads and rivers.
5.15 Deducting the average cost price of CFAF 6,550 from the average purchase price of CFAF 8,500 (P-ra 5.11) leaves a margin of about CFAF 2,000 per ton or 30% of costs for profit and service of capital. This com- parison, as vell as the evidence of vigorous logging activities, demonstrates that exploiting the Second Forest Zone is a profitable undertaking. There is, therefore, good reason to expect that logging will start as soon as the construction of the projlect roads has been completed.
E. Economic Benefits
5.16 The success oi' the project will depend on the combined efforts of road construction and logging and the expected benefits cannot be attributed to the roads alone. The economic evaluation has, therefore, to analyze the combined effect of road construction, road maintenance and logging.
5.17 In this analysis, the cost elements are construction of the project roads, maintenance of the project roads and incremental maintenance of the existing Lalara-N'djole road, logging costs and transport costs to the coast. Benefits to the Gabonese economy are largely the value of sales of timber from concessions opened by the project roads, valued at export prices f.o.b. less remitted profits ol' foreign logging companies (Table 8).
5.18 Discounted over the economic life of the project, which is determined by the availability of timber (Table 6), the combined road construction and logging project is expected to yield an economic rate of return of about 28%. The return vould be virtually the same for both roads.
5.19 As pointed out in Para 5.10 there is no evidence to assume that world market prices for okoume will decline in the foreseeable future. How- ever, in order to test the sensitivity of the proposed project on fluctuations of timber prices, the rate of return calculation has been repeated assuming a price decrease for okoume and miscellaneous species of 10% over the eco- nomic life of the project. Even under these adverse conditions the project vould yield an economic rate of return of about 17%.
Fiscal Revenue
5.20 The Governnent vould be amply reimbursed for its contribution to the project. Construction and maintenance of the project roads, incremental maintenance of existing trunk roads and interest payments on the proposed Bank loan are estimated at an undiscounted total of CFAF 2.7 billion during the economic life of the project. This compares favorably vith an estimated fiscal revenue of CFAF 5 billion during the same period. The revenue estinate is based only on taxes on timber exports (Table 9) and import duties on equipment and fuel, but excludes corporate income taxes and several other small contributions of the logging industry to the Gabonese budget, which are difficult to quantilfy. - 19 -
Foreign Exchange Earnings
5.21 The proposed project vould make a valuable contribution to Gabon's balance of paynents position. Export earnings generated by the project are estimated at an average of US$3.5 million per year. They vould amply cover the foreign exchange component of logging, road construction and maintenance, profits remitted by foreign companies and interest payments on the proposed Bank loan, estimated at an average of US$2.5 million per year. As a result, Gabon's foreign exchange earnings would be strengthened in an estimated net amount of about US$1 million per year.
F. Feasibility Studies
5.22 The construction of the roads selected for feasibility studies (Para 4.7) would considerably improve the logging conditions in the Fougamou- Mouila-N'dende area. This region covers about one million ha of dense forest of vhich only 20% has been exploited. Log production has decreased in recent years as some logging camps have been closed because of unsatisfactory transport conditions. The N'gounie river cannot be used for about five months in the year and there is no road to haul loge to river ports from where they could be floated to the sea.
5.23 The identification study included in the First Highvay Project indicates that the construction of about 230 km of roads and a bridge at Mouila would solve the principal transport problems in the area. The investments vould be justified by additional log production of 250,000 to 300,000 tons annuaUly over a 15 to 20-year period and are likely to yield economic rates of return of about 15 to 25% for the various projects. - 20 -
6. CONCLUSIONS AND RECOMMENDATIONS
6.1 The proposed road construction would open up large new forest areas and vould make a substential contribution to Gabon's economy. The roads are vell planned, technically feasible and vould yield a satisfactory economic return on the investment. The feasibility studies and engineering are a necessary base for further extension and improvement of the road system. The procurement of maintenance equipment is necessary for proper maintenance of the project roads.
6.2 The cost estimates are soundly based and adequate allovances for physical and price contingencies have been provided.
6.3 During loan negotiations agreement vas reached vith the Government on the folloving principal points:
(1) suitable financial arrangements vill be made to provide for regular replacement of maintenance equipment (Para 3.14);
(2) the detailed list of maintenance equipment to be procured from the loan proceeds vas finalized (Para 4.10);
(3) procurement procedures and time schedules satisfactory to the Bank will be followed (Para 4.19); and
(4) logging concessions in the areas to be served by the Matora-Koumameyong section of the project roads vil be issued (Para 5.8).
6.4 The proposed project provides a suitable basis for a loan of us$6.o million equivalent. An appropriate term vould be 20 years, including a four-year period of grace.
November 14, 1968 TABLE 1
REPUBLIC 01 GABON
SECOND HIGMWAY PROJECT
Length of Roads 1959 to 1967 (kilometers)
National Roads Regional Roads Bitumen- Laterite Bitumen- Laterite Grand Year surfaced or gravel Earth Total surfaced or gravel Earth Total Total
1959 10 988 108 1,106 11 1,200 1,536 2,7h7 3,853
1960 18 1,4391/ 108 1,565 il 720 1,567 2,298 3,863
1961 18 1,42 108 1,568 il 727 1,567 2,305 3,873
1962 18 1,h98 52 1,568 il 792 1,567 2,370 3,938
1963 18 1,500 52 1,570 il 1 , 2 9 3g/ 1,567 2,871 4,4h1
1964 18 1,500 52 1,570 il 1,293 1,567 2,871 4,441
1965 63 1,700 40 1,803 0 1,800 1,070 2,870 4,673 1966 63 1,962 25 2,050 0 2,320 720 3,OhO 5,090 1967 11h 1,965 o 2,079 0 2,712 500 3,212 5,291
1/ In 1960, 450 km of regional roads were transferred to the national network.
2/ In 1963, 500 km of additional roads built in 1960 were added to the regional network.
Source: Ministry of Public Works TABLE 2
REPUBLIC OF GABOI,0J
SDCCD HIIGHÀ.!Y PROJ WT
Imports of TransportEo,uipment, Parts anrd lltrerials
1963 - 1966
Item Unit 1963 1964 1965 1966
Cars number 737 679 830 908
Trucks number 774 558 705 638
Buses and Other Vehicles number 65 60 71 72
Spare Parts tons 705 987 932 994
Tires and Tubes tons 392 450 435 550
Gasoline tons 10,845 11,982 13,488 14,425
Diesel Oil tons 32,005 36,182 41,419 53,989
Source: Commissariat au Plan, Libreville TABLE 3
REPUBLIC OF GABON
SECOND HIGMhAY PROJECT
Composition and Regional Distribution of Vehiclo Fleet
as per January 1, 1965
District Cars Buses Trucks Other Total
Estuaire (Libreville) 2,218 33 1,376 118 3,745
Haut-Ogooue (ifoanda-Franceville) 78 2 250 18 348 lioyen-Ogooue (îitdjole-Lambarene) 37 - 187 15 239
Nl'Gounie (Fougamou-N'dende) 49 8 266 19 342
Nyanga (Tschibanga) 6 - 84 5 95
Ogooue-Ivindo (IIakokou) 15 - 86 3 104
Ogooue-Lolo (Lastourville) 4 - 53 - 57
Ogooue-l'Iaritime (Port ûentil) 604 2 575 106 1,287
Wolew-N'tem (Ilitzic-Bitam) 114 8 312 5 h39
Total 3,125 53 3,189 289 6,6L
Source: Service de la Statistique, Libreville TABLE h
REPTJBLIC OF G`ABON
SECOND HIGIiTAY PROJECT
Design Standards for Construction
of the Project Roads
Design speed (Km/h) h0 (minimum for critical sections)
Clearing and grubbing width (m) h0 clearing, 20 grubbing along the center line
Roadway width (m) 9.00
Surfacing width (m) 9.00 (laterite)
Minimum horizontal radius 50; exceptional 30 of curvature (m)
Maximum grade (%) 10
Maximum axle loading (ton) 10
Maximum load design for bridges H-20 S-16 (AASHO) TABLE 5
REPUBLIC OF GABON
SECOND HIGI-IAY PROJECT
Production of Timber (1,000 tons)
MI SCELLANEOUS YEAR OKOUME SPECIES* TOTAL
1957 586 53 639 1958 634 73 707 1959 682 74 756
1960 737 114 851 1961 782 108 890 1962 700 84 784 1963 761 113 874 1964 821 122 9h3
1965 794 113 907 1966 786 103 889 1967 750 90 840
* Exported production only.
Source: Rapports annuels sur la situation economique, financiere et sociale de la Republique Gabonaise. REPUBLIC OF GABO0-
SECO.JD HIGFBdAY PROJECT
Estimated Timber Production in the ProJect Area 1/ (1,000 tons)
Lalara-ilitzic Lalara-Koumameyong 2/ Total Year Okouume MLisc.Species Okoume Misc. Species
1970 10 8 42 13 52 21 1971 20 10 h2 13 62 23 1972 20 10 42 13 62 23 1973 40 10 42 13 82 23 1974 40 10 42 13 82 23
1975 61 16 42 13 103 29 1976 61 16 42 13 103 29 1977 61 16 60 19 121 35 1978 61 16 60 19 121 35 1979 85 21 60 19 145 40 1980 85 21 60 19 145 40 1981 85 21 60 19 145 h0 1982 85 21 60 19 1b5 ho 1983 45 il 18 6 63 17 1984 45 il 18 6 63 17 1985 24 5 - - 24 5 1986 2h 5 _ 24 5 1987 2h 5 _ 24 5 1988 24 5 - - 21 5 1989 2 5 24 Total .92h 22 690 217 1,614 h6o
1/ The principal logging companies with concessions in the project area are:
(a) Bois Deroules Ocean (BDO) (b) Rougier (c) Compagnie Generale des Plantations et des Placages de l'Ogoue (CGPPO) (d) CCAF
2/ Excluding the production potential of the forest areas north and east of Koumameyong (Third Forest Zone), where logging permits have not yet been issued. Sources: BCEOM feasibility study; Gabon Forest Department and logging companies. TABLE 7
SPTIJE3LIC 0F OABO!U
SECOIID HIGHWfJAY PROJECT
Average Loggi-ng Costs !/in the Second Forest Zone 2/
A. Logging Costs CFAF per ton
1. Felling, cutting and transport on private roads 1,635
2. Construction and maintenance of private roads 1,030
3. Overheads at logging site 535
Total ex-logging site (charged on truck at beginning of public road) 3,200
B. Transport to the Coast
1. Road transport to N'djole (170 km @ 13 CFAF/ton-km) 2,200
2. Rafting to Port Gentil (including trans-shipment and forning of rafts) 650
Total transport costs 2,850
C. Handling at Port Gentil (overheads at head office, etc.) 500
D. Total Costs "rendu plagei (free beach Port Gentil) 6 550
1/ Including taxes y/ Based on the following assumptions: yields per ha: 8 tons of okoume and miscellaneous species; production per year: 24,000 tons; and production per logging camp of 45,000 ha in 15 years: 360,000 tons.
Source: BCEOli Feasibility Study and rission investigations TABLE 8
REPUBLIC 0F GABON
SECON,iD HIGiMAY PROJECT
Details of Economic Costs and Benefits
A. COSTS
1. Construction of the project roads, including final engineering works and supervision, net of taxes:
Lalara-Mitzic -- CFAF 550 million Lalara-Koumameyong -- CFAF 590 million
2. Road maintenance costs, CFAF per km per year:
(a) Project roads: 50,000 + 1.0 x T (b) Existing trunk road Lalara-Ntdjole: 1.0 x T
T = tonnage of logs transported on the road per year
3. Logging costs per ton, ex-logging site, net of taxes:
CFAF 2,850/ton
4. Transport costs to the coast (free beach Port Gentil) net of taxes:
CFAF 2,250/ton
5. Miscellaneous costs at the coast, overheads, etc.:
CFAF 500/ton
B. BENEFITS
Sales of timber from areas opened up by the project roads, valued at f.o.b. prices including export taxes, less remnitted earnings of foreign logging companies (see Table 6 for estimated timing of pro- duction):
1. Okoume: CFAF 9,000 per ton 2. Miiscellaneous Species: CFAF 6,500 per ton TABLE 9
REPUBLIC OF GABOII'
SECOND HIGHWAY PROJECT
Government Collections on Timber Operations
A. E Lrt Taxes
Export taxes are levied on customs values, called "valeur mercuriales" (VMl). The Vîl are fixed by the Government for each quality of timber. Average VIVI for okoume are at present about 8,000 CFAF/ton, for miscel- laneous species about 4,000 CFAF/ton.
Export taxes are different for derogataires and for sales through the Marketing Soard OBAE.
Okoume OBAE: Export taxes = VM . 0.21236 + 189 CFAF Derogataires: Export taxes = VM . 0.21236 + 609 CFAF Miscellaneous Species: Export taxes = VM . 0.089 + 5 CFAF
These formulas combine the following taxes: droits de sortie; taxe d'abbattage; taxe de reboisement; taxe sur le chiffre d'affaire; taxe de solidarite; taxe sur le bois exporte; timbre douanier; fonds routier.
B. Franchise Fee (taxe permanente sur les permis)
CFAF 4-20 per ha per year, depending on the degree of accessibility of the permit. GABON: SECOND HIGHWAY PROJECT ORGANIZATION CHART OF THE DIRECTORATE OF PUBLIC WORKS AND TRANSPORT
DIRECTOR
ASSISTANT DIRECTOR
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