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Chapter 19 Implementation Programme

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Chapter 19 Implementation Programme CHAPTER 19 IMPLEMENTATION PROGRAMME 19.1 Project Outline 19.1.1 Project Location - Project Location (Bridge): Existing ferry line which is connects Zambia with Botswana across the Zambezi river at Kazungula. - Project Location (Border Control Facility): Near the existing border control facility. 19.1.2 Project Length of Bridge and Road - Project Length of Bridge and Road : 3,700 m 19.1.3 Bridge Feature - Total Bridge Length : 720.0 m - Main bridge length : 465.0 m - Approach span bridge (Zambia side) : 127.5 m ([email protected] m) - Approach span bridge (Botswana side) : 127.5 m ([email protected] m) - Bridge width (2 – lane carriageway) : 9.0 m (4.5 m + 4.5 m) - (2 – side walk) : 1.0 m each side (1) Main Span Bridge - Superstructure Type : PC – Extradozed Girder (220 m) - Foundation Type : f3.0 m Cast in place RC pile (2) Approach Span Bridge - Approach span bridge (Zambia side) Superstructure Type : PC – Box Girder (127.5 = [email protected] m) Foundation Type : f1.0 m Cast in place RC pile - Approach span bridge (Botswana side) Superstructure Type : PC – Box Girder (127.5 = [email protected] m) Foundation Type : f1.0 m Cast in place RC pile 19.1.4 Approach Roads - Zambia side : 1,383.0 m - Botswana side : 1,597.0 m 19-1 - Total Length : 2,980.0 m 19.1.5 Passing Road (Zimbabwe side) - Passing Road length : 600.0 m 19.1.6 Border Control Facility Area - Zambia : 15.8 ha - Botswana : 17.1 ha - Zimbabwe : 12.7 ha 19.1.7 Construction Period - Construction Period (Package - 1) : 39 months - Construction Period (Package - 2) : 30 months 19.1.8 Project Packaging Project package on this project will be divided into two packages as described in Chapter 17.7. Package-1 consists of bridge which include main bridge and approach span bridges, and approach roads (Zambia, Botswana side). Package-2 consists of three border control facilities (Zambia, Botswana and Zimbabwe). The project packages are shown as below: Package-1 : Bridge and Approach Roads - Approach Road (Zambia side) - Main Bridge and Approach Span Bridges - Approach Road (Botswana side) - Replacement of Ferry Facility Package-2 : Border Control Facility - Border Control Facility (Zambia) - Border Control Facility (Botswana) - Border Control Facility (Zimbabwe) 19.2 Total Project Cost and Breakdown 19.2.1 Bridge and Approach roads (Package - 1) Summary of total project cost and breakdown for Bridge and Approach roads (Package-1) is shown in Table 19.2.1. 19-2 Table 19.2.1 Total Project Cost for Package-1 Unit: 1,000US$ Total Project Cost (Package-1) Amount 1) Construction cost 47,668 (FC 80%) - Bridge 45,339 - Approach roads 2,271 - Ferry facility 58 2) Engineering cost 4,766 (FC 100%) - Details design 2,383 - Construction supervision 2,383 - Environmental monitoring 46 3) Administration cost 2,860 - Administration cost 486 - Maintenance cost (25year) 2,383 4) Land acquisition (Re-vegetation) and compensation cost 6 5) Price escalation (10%) 4,766 6) Physical contingency (10%) 4,766 7) Interest during construction 715 8) Duty tax (VAT) (10%) 4,766 Total 70,317 (FC 71.8%) Note: FC is foreign currency portion 19.2.2 Border Control Facilities (Package-2) Summary of total project cost and breakdown for Border Control Facilities (Package-2) is shown in Table 19.2.2. Table 19.2.2 Total Project Cost for Package-2 Unit: 1,000US$ Total Project Cost (Package-2) Amount 1) Construction cost 15,437 (FC 7%) - Border control facility 15,437 2) Engineering cost 2,315 - Details design 1,157 - Construction supervision 1,157 - Environmental monitoring 5 3) Administration cost 7,873 (FC 100%) - Administration cost 154 - Operation and Maintenance cost (25year) 7,718 4) Land acquisition (Re-vegetation) and compensation cost 60 5) Price escalation (10%) 1,543 6) Physical contingency (10%) 1,543 7) Interest during construction 231 8) Duty tax (VAT) (10%) 1,543 Project Cost Total 30,549 (FC 11.8%) Note: FC is foreign currency portion 19-3 19.3 Project Operation and Maintenance Prior to completion of construction bridge, a Bridge Management Committee for operation and maintenance will be organized in both Zambia and Botswana. After completion, the operation and maintenance of the bridge will be carried out effectively under each country’s committee. Each country will be also responsible for its approach roads, border facilities, immigration, customs, etc. 19.4 Project Implementation Schedule The implementation schedule of the Kazungula Bridge Project takes into consideration the period of detailed design, pre-qualification, tendering, and construction. The construction schedule of the bridge and roads should consider the local condition of the bridge site, especially, flood season from February to June (5- month) for the foundation works in the river and rainy season from October to March and dry season from April to September for concrete works. The implementation schedule was prepared tentatively based on mobilisation and preparatory works starting at the end part of flood season and the works in the river starting the during the low water season. (1) Tentative Project Implementation Schedule - Detailed Design, including Tender Documents : 12 months - Prequalification : 4 months - Pre-construction (Tendering) : 6 months - Construction of Bridge and Approach Roads : 39 months - Border Control Facilities : 30 months (2) Tentative Construction Schedule a) Bridge and Approach Roads - Mobilization : 6 months - Foundation & Substructure : 7 months - Superstructure : 13 months - Approach Roads : 6 months b) Border Control Facilities - Roads/Parking Space : 6 months - Buildings : 18 months - Facilities : 6 months 19-4 19.5 Flood Records to be considered for the Schedule The Figure 19.6.1 shows the monthly water flows at the Kazungula Bridge site, based on the records of the Victoria Falls (Zambian side). The duration from February to June is flood season, and the preparation of false work such as the temporary bridge to be built in the river should consider these flood water levels when the deck level of the temporary bridge is determined. 10000 9000 8000 /sec.) 3 7000 6000 5000 4000 3000 2000 Discharge Record (m 1000 0 1 2 3 4 5 6 7 8 9 10 11 12 Month Average Max. Min. Figure 19.6.1 Monthly Water Flows at Kazungula 19-7 CHAPTER 20 ECONOMIC ANALYSIS 20.1 Introduction 20.1.1 Purpose and Content of Economic Evaluation (1) Economic viability of the development schemes proposed in this study which consist of Bridge Construction at Kazungula, One-Stop Border Post and Improvement of Ferry Operation, have been evaluated in terms of investment efficiency in the national economies. (2) To evaluate of the economic viability, indicators such as Internal Rate of Return (IRR), Net Present Value (NPV) and Benefit Cost Ratio (B/C) were calculated. All the economic costs and major tangible benefits that accrue to each project, necessary for the above calculations, were estimated. (3) In addition to the above, socio-economic impacts including intangible benefits from the projects were analysed. 20.1.2 Preposition of Evaluation For the evaluation of the viability of the projects following prepositions have been introduced in this Study: (1) Construction Works Bridge: 4 years after the preceding engineering studies One-Stop Border Post: 4 years after the preceding engineering and administrative studies Ferry Facilities: Facility improvement works shall begin in 2001. (2) Project life: 30 years after the completion of initial construction works. (3) Monetary Unit for the Evaluation US$ is adopted taking international nature of the projects into consideration, where the following exchange rates (as of November 1 2000) are adopted: US$1=5.5 Botswana Pula US$1=3600.0 Zambia Kwacha US$1=55.0 Zambia $ US$1=110.0 Japanese Yen 20-1 (4) Standard Conversion Factor Standard conversion factor of 0.85 for the conversion of financial cost into economic was applied in consideration of the tax rates and duties in Botswana and Zambia. (5) Discount Rate A 12% discount rate, for the calculation of B/C and NPV, was applied taking the opportunity costs of Botswana and Zambia into consideration. In addition, the calculation of the above indicators under a 10% of discount rate was also done for reference. (6) Future Traffic Levels Two of the future traffic growth scenarios presented in Ch.8: high growth and low growth were adopted as the basis of evaluation. Annual traffic growth rates applied throughout the evaluation period by individual project are as follows: Evaluation of the Bridge and the One-Stop Border Post High Growth Scenario: 8.56% Low Growth Scenario: 6.36% Evaluation of the Improved Ferry High Growth Scenario: 7.11% Low Growth Scenario: 4.70% (7) Vehicle Mode Throughout the economic evaluation, following vehicle classification was adopted: Mode1: Car Mode2: Bus, Medium Truck Mode3: Heavy Truck (8) Traffic Classification Throughout the evaluation, two traffic classifications, i.e. (i) normal traffic (ii) developed traffic were handled separately. Definitions of these traffic are as follows. 20-2 - Normal traffic Traffic due to natural increase of economic activities, includes those traffic which may divert from the other routes, - Developed traffic Traffic due to development effects of the project, includes induced traffic by the project. (9) Cases for Evaluation Cases for evaluation were introduced as follows: Case B-1: Case for evaluation of bridge that assumes that improved ferry service shall be replaced by bridge in future in accordance with bridge implementation schedule proposed in Chapter 15. This case mentions timing of bridge construction in relation to the ferry improvement plan. Case B-2: Case for evaluation of bridge that assumes that existing ferry service shall be replaced by bridge in future in accordance with bridge implementation schedule proposed in Chapter 15.
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