Road Maintenance Project (PER) - Project Completion Report ...

SCCD : F.S.

AFRICAN DEVELOPMENT FUND ADF/BD/IF/2012/161 28 September 2012 Prepared by: OITC Original: French Translated by: CLSD

Probable date of Board Presentation Not applicable

FOR INFORMATION

MEMORANDUM

TO : THE BOARD OF DIRECTORS FROM : Cecilia AKINTOMIDE Secretary General SUBJECT : SENEGAL: ROAD MAINTENANCE PROJECT (PER)

PROJECT COMPLETION REPORT *

Please find attached the above-mentioned Report.

Attach: Cc: The President

* Questions on this document should be referred to:

Mr. M. G. MBESHERUBUSA Director OITC Extension 2034 Mr. F. PERRAULT Director ORWB Extension 2036 Mr. M. SOUARE Task Manager OITC.1 Extension 1987

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PROJECT COMPLETION REPORT (PCR)

A. PROJECT DATA AND KEY DATES

I. BASIC INFORMATION

Project Number:

2100150010298

Project Name:

ROAD MAINTENANCE PROJECT (PER)

Country: Republic of Senegal

Lending Instrument(s): ADF Loan Sector: Transport Environmental Classification: II

Original Commitment Amount

ADF: UA 29.00 million

Amount Cancelled

0%

Amount Disbursed

ADF: UA 27 160 280

% Disbursed

ADF: 93.06% as at 1/2/2011

Borrower: Government of the Republic of Senegal

Executing Agency (ies) [List the main ministries, project implementation units, agencies and civil society organizations responsible for implementing project activities.]

Ministry of the Economy and Finance, Ministry of International Cooperation, Regional Development, Air Transport and Infrastructure (MICATTI), Road Management Agency (AGEROUTE, Senegal), the former Road Works Authority (AATR), regional forestry and environment services, health posts and districts.

Co-financiers and other External Partners (List all other sources and amounts of financing, technical assistance or other resources used in this project) State of Senegal.

It should be noted that other donors participated within the overall framework of the Transport Sector Programme 2 (PST 2): the World Bank for financing of the periodic maintenance of 115 km of paved roads and the European Union for rehabilitation of 640 km of earth roads.

II. KEY DATES

Project Concept Note Cleared by Ops. Com.

Not Applicable

Appraisal Report Cleared by Ops. Com.

Not Applicable

Board Approval

29 June 2005

Restructuring(s): Not Applicable, unrestructured project

Original Date Actual Date

Difference in months [actual date - original date]

EFFECTIVENESS 21 June 2006 21 June 2006

MID-TERM REVIEW Not carried out

CLOSING 31 December 2009 30 June 2010 6 months

II. RATINGS SUMMARY

CRITERIA SUB-CRITERIA RATING

PROJECT OUTCOME

Achievement of Outputs 3.6

Achievement of Outcomes 3.1

Timeliness 4

OVERALL PROJECT OUTCOME 3.6

BANK PERFORMANCE Design and Readiness 3.3

Supervision 2.9

OVERALL BANK PERFORMANCE 3.1

BORROWER Design and Readiness 2.9

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PERFORMANCE Implementation 3

OVERALL BORROWER PERFORMANCE 3 III. RESPONSIBLE BANK STAFF

POSITIONS AT APPROVAL AT COMPLETION

Regional Director (OCDW) F. PERRAULT (ORWB)

Sector Director (OCIN) G. MBESHERUBUSA (OINF)

Task Manager M. TRAORE (OCIN.3) M. SOUARE (OITC.1)

PCR Team Leader M. SIDIBE DIOUF (Infrastructure Expert SNFO/OITC.1)

PCR Team Members F. SIBY FAYE BA (Disbursement Expert FFCO.3/SNFO)

J. MENDY (Consultant, Transport Economist)

B. PROJECT CONTEXT

Summarize the rationale for Bank assistance. State:

- what development challenge the project addresses; - the Borrower's overall strategy for addressing it; - Bank activities in this country (ies) and sector over the past year and how they performed; and - ongoing Bank and other externally financed activities that complement, overlap with or relate to this project.

Please cite relevant sources. Comment on the strength and coherence of the rationale. 300 words maximum. Any additional narrative about the project's origins and history, if needed, must be placed in Annex 6: Project Narrative

This project was designed within the overall context of the Transport Sector Programme 2 (PST 2) and particularly focused on the main objective of PST 2 in the road sub-sector, namely to improve the level of service of the road network and support production and service activities in order to revive economic growth. Indeed, it will help to significantly reduce vehicle operating costs (12% on paved roads and 22.5% on earth roads) and improve access by many inhabitants in the Project Area (PA) to basic social services such as schools, health centres, maternity hospitals and administrative services.

To overcome numerous impediments to economic development, the country adopted a strategy to create favourable conditions for reviving sustainable growth which should translate into significant improvement in the living conditions of the population, particularly those living below the poverty line. This vulnerable population accounts for 53.90% of the country's total population most of whom live in rural areas. The transport sector strategy implemented since 1999 by the Government with the support of donors seeks to reduce the gap in living standards by maintaining, rehabilitating and developing transport networks in agricultural production areas, as well as introducing targeted institutional reforms to ensure more efficient management of the sector using an integrated approach. The strategy aims to prioritize investments using economic and financial criteria, and takes into account infrastructure to open up production areas and rural transport, sub-regional integration and greater involvement of private operators in infrastructure financing and management.

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C. PROJECT OBJECTIVE AND LOGICAL FRAMEWORK

1. State the Project Development Objective(s) (as set out in the Appraisal Report)

The sector goal of the project, which is part of PST 2, is to contribute to improving the overall operation of the transport system. Its specific objective is to improve the level of service of the roads concerned, reduce transport costs on these roads, and provide better access to basic social services.

2. Describe the major project components and indicate how each will contribute to achieving the Project Development Objectives.

The Project components are:

A. ROAD WORKS comprising: (i) periodic maintenance of 116 km of paved roads located in Kaolack and Kolda Regions; (ii) periodic maintenance of 338 km of earth roads in Diourbel, Fatick, Kaolack, Kolda, Saint Louis and Thiès Regions linking the agricultural and market gardening production areas; (iii) reinforcement of 28 km of paved road in Oussouye Division; (iv) rehabilitation of the Emile Badiane Bridge in Ziguinchor; and (v) road works control and supervision by consulting firms to be selected on the basis of shortlists. These works will help to improve the level of service of the roads concerned, reduce transport costs on these roads and provide better access to basic social services.

B. INSTITUTIONAL SUPPORT concerning: (i) training of the staff of the Ministry of Infrastructure, particularly the Public Works Department and the AATR, and (ii) sensitization of the population in the project area on road safety, environmental protection and HIV/AIDS. This component will contribute to building the capacity of the Administration.

C. PROJECT MANAGEMENT comprising financial auditing to be conducted by an independent consulting firm to be selected on the basis of a shortlist. This component helps to enhance visibility on the use of project resources.

3. Provide a brief assessment (up to two sentences) of the project objectives along the following three dimensions. Insert a working score, using the scoring scale provided in Appendix 1.

PROJECT OBJECTIVES DIMENSIONS ASSESSMENT WORKING

SCORE

RELEVANT (a) Relevant to the country's

development priorities.

The project objective, which is to contribute to improving the overall operation of the transport system, is consistent with the objectives outlined in the Poverty Reduction Strategy Paper (PRSP). Indeed, an efficient system reduced transport costs and improves conditions of access to socio-economic infrastructure.

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ACHIEVABLE

(b) Objectives could, in principle, be achieved with the project inputs and in the expected timeframe.

Infrastructure was built in accordance with generally accepted engineering practices following design changes. However, the execution of some lots was delayed due to the slow contract award process, the late start-up of works or the need to prepare a technical file before the start-up of works owing to BD inadequacies. The project to construct the Emile Badiane Bridge was revised.

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CONSISTENT

(c) Consistent with the Bank's country or regional strategy.

The project is consistent with the Bank's objectives because it helps to enhance the transport system, develop trade and improve the living conditions of the population. Similarly, it helped to build the capacity of 20 senior staff of the Implementing Agency as well as 70 workers from various institutions involved in road management (CETUD, DTT, APIX, ADM, etc.).

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(d) Consistent with the Bank's corporate priorities.

The project is consistent with transport and regional integration infrastructure development objectives through both country and regional network interconnection.

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4. Lay out the logical framework. If a logical framework does not exist, complete the table below, indicating the overall project development objective, the major components of the project, the major activities of each component and their expected outputs and outcomes, and indicators for measuring the achievement of outcomes. Add more rows for components, activities, outputs or outcomes, if needed.

Comment: Given the way the original project matrix was designed, there was a need to reformulate the logical framework in the form of the table below which includes elements of the Appraisal Report restructured by component to improve their consistency and facilitate their use.

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OBJECTIVES WORDING EXPECTED OUTPUTS EXPECTED OUTCOMES INDICATORS TO BE MEASURED

Sector objective

Improve the level of service of the roads concerned, reduce transport costs on the roads and improve access to basic social services.

Support for economic recovery and contribution to growth in domestic and international trade.

Improved and regularly maintained road network.

- Improved stretch of road and effective road maintenance;

- Increase in annual average daily traffic (AADT).

ROAD MAINTENANCE PROJECT (PER)

(i) Improve the level of service of the roads concerned;

(ii) Reduce transport costs on the roads; and

(iii) Improve access to basic social services.

116 km of paved roads are rehabilitated

338 km of earth roads are rehabilitated

The Oussouye – Mlomp – Elinkine – Djiromait road is rehabilitated

The Emile Badiane Bridge in Ziguinchor Region is rehabilitated

The population of the PA are sensitized on road safety, STDs/AIDS and malaria, and 3 000 insecticide-treated bednets are distributed

- The proportion of classified road network in a good and fairly good condition increased from 58.4% for paved roads and 30% for earth roads in 2005 to 60% and 46% in 2008 respectively.

- Vehicle operating and road maintenance costs dropped by about 2.7% for paved roads and 53.3% for earth roads between 2005 and 2008.

- Travel time also reduced by nearly 3% on paved roads and 53% on earth roads between 2005 and 2008.

- The rate of access to primary school and medical services in less than 30 minutes in rural areas was 77% in 2003. For primary school, it rose to 81.2% in 2008.

- The rate of access to drinking water located under 15 minutes in rural areas rose from 40% in 2003 to 85% in 2008.

- The number of road accidents fell from 3446 in 2005 to 2 522 in 2008.

- The HIV/AIDS prevalence rate, estimated at 1.4% in 2001, was 0.7% in 2008.

Number of kilometres of roads that change from bad to fair and then to good condition.

Reduction in travel time.

Reduction in vehicle operating costs.

Time saved/Time of access to basic social infrastructure

Number of people sensitized

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COMPONENTS ACTIVITIES EXPECTED OUTPUTS EXPECTED OUTCOMES INDICATORS TO BE MEASURED

ROAD WORKS

Periodic maintenance of 116 km of paved roads under Lot 1: Kaolack and Fatick Regions (about 86 km)

Road works

Carried out in accordance with generally accepted engineering practices

Consistent with the project objective

Control of deadlines and budget

Works control and supervision




Periodic maintenance of 116 km of paved roads under Lot 2: Tamba and Kolda Regions. RN6: Tanaff-Gouloumbou (about 30 km)

Road works








Periodic maintenance of 338 km of earth roads under Lot 1: Diourbel / Thiés and St. Louis Regions (121.7 km)

Road works








Periodic maintenance of 338 km of earth roads under Lot 2: Thiès and Kaolack Regions (about 55.90 km)

Road works








Periodic maintenance of 338 km of earth roads under Lot 3: Kolda Region (about 178.8 km)

Road works








Rehabilitation of the Oussouye - Mlomp-Elinkine and Mlomp - Djiromait road (Ziguinchor Region)

Road works








Rehabilitation of the Emile Badiane Bridge

Works at the start-up phase




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INSTITUTIONAL SUPPORT

Training of employees of the Public Works Department (DTP) and AGEROUTE (former AATR)

Service delivery Conducted professionally


Number of DTP and AGEROUTE employees trained

Sensitization of the population of the project impact area on road safety, environmental protection, STDs and HIV/AIDS



Number of people sensitized

PROJECT MANAGEMENT

Audit of the financial statements of the Road Maintenance Project (PER)




5. For each dimension of the logical framework, provide a brief assessment (up to two sentences) of the extent to which the logical framework achieved the following. Insert a working score, using the scoring scale provided in Appendix 1. If no logical frame exists, score this section as a 1 (one).

LOGICAL FRAMEWORK DIMENSIONS ASSESSMENT WORKING

SCORE

LOGICAL

(a) Presents a logical causal chain for achieving the project development objectives

The project components are presented in a logical manner, combining infrastructure development issues with those relating to training in road management, environmental management and sexually transmitted disease prevention.

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MEASURABLE

(b) Expresses objectives and outcomes in a way that is measurable and quantifiable

The objectives of rehabilitating 116 km of paved roads and 338 km of earth roads were clearly defined. All the projected roads were rehabilitated in accordance with generally accepted engineering practices to the satisfaction of the local population and road users.

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THOROUGH (c) States the risks and

key assumptions

The risks and assumptions relating to continuation of Government's efforts to develop the transport sector, provide adequate resources for road maintenance, and build the capacity of the Project Implementing Agency were clearly stated.

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D. OUTPUTS AND OUTCOMES

I. ACHIEVEMENT OF OUTPUTS

In the table below, assess the achievement of actual vs. expected outputs for each major activity. Import the expected outputs from the logical framework in Section C. Score the extent to which the expected outputs were achieved. Weight the scores by the activities' approximate share of project costs. Weighted scores are auto-calculated by the computer. The overall output score will be calculated as the sum of the weighted scores. Override the calculated score, if desired, and provide justification.

MAJOR ACTIVITIES Working Score

Share of Project Costs (in CFAF) in percentage (as stated in Appraisal

Report)

Weighted Score (auto-calculated)

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Expected Outputs Actual Outputs


86 km of paved roads were rehabilitated in Kaolack and Fatick Regions

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Final cost: 10 878 082 732

(36.92%) 1.1077 Estimated cost: 9 761 390 633

Periodic maintenance of 116 km of paved roads under Lot 2: Tamba and Kolda Regions RN6: Tanaff - Gouloumbou (about 30 km)

30 km of paved roads under Lot 2 in Tamba and Kolda Regions, RN6: Dabo - Diaobé were rehabilitated

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Final cost: 5 037 880 948

(17.10%) 0.684 Estimated cost: 5 037

880 948

Periodic maintenance of 338 km of earth roads under Lot 1: Diourbel/Thiés and St. Louis Regions (about 121.7 km)

121.7 km of earth roads were rehabilitated in Diourbel/Thiés and St. Louis Regions

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Final cost: 2 165 644 085

(7.35%) 0.2940

Estimated cost: 2 165 644 085

Periodic maintenance of 338 km of earth roads under Lot 2: Thiès and Kaolack Regions (about 55.90 km)

55.90 km of earth roads in Thiès and Kaolack Regions were rehabilitated

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Final cost: 812 715 587 (2.76%)

0.1103 Estimated cost:

812 715 587


178.8 km of earth roads in Kolda Region were rehabilitated

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Final cost: 4 795 142 742

(16.28%) 0.6510

Final cost:

4 795 142 742.2

Rehabilitation of the Oussouye-Mlomp-Elinkine and Mlomp- Djiromaït road (Ziguinchor Region)

The Oussouye- Mlomp-Elinkine and Mlomp- Djiromaït road (Ziguinchor Region) was rehabilitated

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Final cost: 5 272 978 992 (17.9%)

0.7159 Final cost:

5 272 978 992.7

Rehabilitation of the Emile Badiane Bridge

The rehabilitation of the Emile Badiane Bridge is currently in the start-up phase

Ongoing Ongoing. Financed

entirely by the State of Senegal

Training of employees of the Highways Department (former DTP) and AGEROUTE (former AATR)

20 employees of the Highways Department and AGEROUTE were trained. Other sector employees (APIX, CETUD and DTT) were trained

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Final cost: 310 751 074 (1.05%)

0.0422

Estimated cost: 239

366 226

Sensitization of the population of the project area on environmental protection, road safety, STDs and HIV/AIDS

The sensitization of the population of the Project area on environmental protection, road safety, STDs and HIV/AIDS is ongoing

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Final cost: 158 356 000

(0.54%) 0.0108

Estimated cost: 158 356 000

Audit of the financial statements of the Road Maintenance Project

The financial statements of the Road Maintenance Project (PER) were audited in 2008. The 2009 audit is ongoing and an additional audit will be conducted.

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Final cost: 29 913 000

(0.10%) 0.0030

Estimated cost: 15 835 600

OVERALL OUTPUT SCORE [Score is calculated as the sum of weighted scores]

3.619

Check here to override the calculated score

Provide justification for over-riding the calculated score

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II. ACHIEVEMENT OF OUTCOMES

1. Using available monitoring data, assess the achievement of expected outcomes. Import the expected outcomes from the logical framework in Section C. Score the extent to which the expected outcomes were achieved. The overall outcome score will be auto-calculated as an average of the working scores. Override the auto-calculated score, if desired, and provide justification.

OUTCOMES Working Score

Expected Actual

ROAD WORKS 3.3

3.5

3.5

2.5 3.0

3.5 Not executed

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2

3

3.075


86 km of paved roads in Kaolack and Fatick Regions (about 86 km) were rehabilitated

Periodic maintenance of 116 km of paved roads under Lot 2: Tamba and Kolda Regions, RN6: Tanaff - Gouloumbou (about 30 km)

30 km of paved roads between Dabo and Diaobé on the Tanaff-Gouloumbou (RN6) highway were rehabilitated

Periodic maintenance of 338 km of earth roads under Lot 1: Diourbel/Thiés and St. Louis Regions (about 121.7 km)

121.7 km of earth roads in Diourbel/Thiés and St. Louis Regions (Lot 1, earth roads) were rehabilitated

Periodic maintenance of 338 km of earth roads under Lot 2: Fatick and Kaolack Regions (about 55.90 km)

55.90 km of earth roads in Fatick and Kaolack Regions (Lot 2: earth roads) were rehabilitated


178.8 km of earth roads in Kolda Region (Lot 3: earth roads) are rehabilitated

Rehabilitation of the Oussouye-Mlomp-Elinkine and Mlomp-Djiromaït road (Ziguinchor Region)

The Oussouye-Mlomp-Elinkine and Mlomp- Djiromaït road (Ziguinchor Region) was rehabilitated

Rehabilitation of the Emile Badiane Bridge The rehabilitation of the Emile Badiane Bridge is ongoing

TRAINING

Training of employees of the Highways Department (former DTP) and AGEROUTE (former AATR)

20 employees of the Highways Department (former DTP) and AGEROUTE (former AATR) and other sector employees were trained.

SENSITIZATION OF THE LOCAL POPULATION

Sensitization of the population of the project area on environmental protection, road safety, STDs and HIV/AIDS

The sensitization of the population of the Project area on environmental protection, road safety, STDs and HIV/AIDS is ongoing

PROJECT MANAGEMENT

Auditing of the financial statements of the Road Maintenance Project (PER)

The financial statements of the Road Maintenance Project (PER) for 2008 were audited satisfactorily. The 2009 audit is ongoing and an additional audit will be conducted.

OVERALL OUTCOME SCORE [Score is calculated as an average of the working scores]

Check here to override the auto-calculated score

Provide justification for over-riding the auto-calculated score

Insert the new score or re-enter the auto-calculated score

2. Additional outcomes: Comment on the project's additional outcomes not captured in the logical framework, including cross-cutting issues (e.g. gender).

The use of local expertise was essential in project implementation. Consulting firms, control missions and key staff of contractors make up the local experts. The contractors employed local manpower in the localities linked up by road sections during the execution of works, thereby helping to reduce poverty in the areas through which the project road passes.

Concerning gender issues, campaigns carried out by contractors to sensitize the population on sexually transmitted diseases and HIV/AIDS particularly targeted women and school children. Some contractors supported immunization campaigns and the distribution of insecticide-treated bednets. The rehabilitation of two (2) schools in Kavil and Keur Socé will improve the primary school enrolment rate in Kaolack Department. Project impacts on commercial activities in the PA, including the development of weekly markets and retail trade, mainly affect women who are particularly involved in

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income-generating activities, such as truck farming and petty trade. Many youths, grouped in afforestation and bush fire control committees, participated in the implementation of environmental management plans through tree planting.

3. Risks to sustained achievement of outcomes. State the factors that affect, or could affect, the long-run or sustained achievement of project outcomes. Indicate if any new activity or institutional change is recommended to help sustain outcomes. The analysis should draw upon the sensitivity analysis in Annex 3, where appropriate.

Project sustainability depends on the quality of works carried out, the availability of adequate resources, as well as the rational programming and proper execution of maintenance works. In Senegal, the AATR is preparing a Three-year Rolling Programme (PTG) whose objective is to propose part of the classified (paved and unpaved) road network that will be the object of priority works for three (3) years based on the results of road network inspection, traffic data, and economic evaluation. Funds allocated for (periodic and routine) road maintenance increased from CFAF 3 billion before 1989 to CFAF 6 billion between 1989 and 1998, CFAF 9 billion in 1999, CFAF 13 billion in 2000, CFAF 15 billion between 2001 and 2006, CFAF 18 billion in 2007, and finally to CFAF 19.5 billion in 2008. Though all the funds earmarked between 1989 and 2008 were fully mobilized, only CFAF 9.6 billion out of the CFAF 19.5 billion provided in 2008 was obtained, representing a 49% mobilization rate. Since these budget allocations do not cover road maintenance needs, an Autonomous Road Maintenance Fund (FERA) was established in 2007. The Fund has a legal status and financial autonomy. Its resources are derived from a parafiscal tax and road user charges, as well as a budgetary allocation. When FERA became operational in 2009, the budgetary allocation was CFAF 37 billion, of which CFAF 32 billion was mobilized. In 2010, CFAF 45 billion was earmarked, including a budgetary allocation of CFAF 22.5 billion.

E. PROJECT DESIGN AND READINESS FOR IMPLEMENTATION 1. State the extent to which the Bank and the Borrower ensured the project was commensurate with the Borrower’s

capacity to implement by designing the project appropriately and by putting in place the necessary implementation arrangements.

Consider all major design aspects, such as the extent to which project design took into account lessons learned from previous PCRs in the sector or the country (please cite key PCRs); whether the project was informed by robust analytical work (please cite key documents); how well Bank and Borrower assessed the capacity of the implementing agencies and/or Project Implementation Unit; scope of consultations and partnerships; economic rationale of the project; and provisions made for technical assistance.

[250 words maximum. Any additional narrative about implementation should be included in Annex 6: Project Narrative]

The Bank and the Borrower ascertained the Borrower's capacity and proper project design and implementation as follows:

The conditions precedent to first disbursement of ADF loan resources fulfilled on 25 September 2006 were: (i) provide evidence of appointing, at the AATR, a project officer to coordinate the Project, whose qualifications and experience will be subject to prior approval by the Fund; (ii) provide the Fund with evidence of appointing officers to fill vacant positions at the AATR to ensure smooth operation of the entity, namely: Head of the Studies Division, two project officers, a technical assistant, an accountant and a computer specialist; and (iii) submit to the Fund a copy of the Order organizing the Public Works Department (DTP), the current Highways Department. The Project Executing Agency, namely AGEROUTE (former AATR), is thus well organized and has qualified staff. The communication and coordination problems noted during project start-up were corrected by placing the Coordinator and Station Managers under the Department of Road Network Maintenance Management (DGER), established after the restructuring of the AATR.

The project was re-designed, particularly regarding paved roads. In fact, due to a significant time lag between the end of engineering studies carried out in 2002 and then updated in 2005 by a cursory inspection which served as basis for issuing bidding documents (BDs) and the effective start-up of works in December 2007, the road way deteriorated further. The BDs provided for periodic road maintenance whose technical rationale hinged on the existence of more or less good road way systems; however, the existing road way distortions, numerous potholes, and washouts limited the size of the road way and made it almost impossible to apply basic solutions to the paved roads.

2. For each dimension of project design and readiness for implementation, provide a brief assessment (up to two sentences). Insert a working score, using the scoring scale provided in Appendix 1.

PROJECT DESIGN AND READINESS FOR IMPLEMENTATION DIMENSIONS

ASSESSMENT WORKING SCORE

REALISM (a) Project complexity The project formed part of the upgrading and 3

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is matched with country capacity and political commitment.

modernizing of the road network, as well as opening up of the southern part of the country, which is isolated and whose socio-economic activities need to be revived.

RISK ASSESSMENT AND MITIGATION

(b) Project design includes adequate risk analysis.

Risks concerning establishment of a second-generation road maintenance fund were identified during project design. Environmental risks were also considered during the implementation of environmental and social management plans (ESMP) and quality assurance plans of contractors.

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USE OF COUNTRY SYSTEMS

(c) Project procurement, financial management, monitoring and/or other systems are based on those already in use by government and/or other partners.

The procurement procedures used for road works, as well as consultancy services, are those of the Bank. However, the Central Directorate of Public Procurement (DCMP) played a key role in the procurement process by approving files prior to transmission to the Bank. The financial management and monitoring systems were based on the efficient systems of the Implementing Agency.

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For the following dimensions, provide separate working scores for Bank performance and Borrower performance:

Working Score

Bank Borrower

CLARITY (d) Responsibilities for project implementation were clearly defined.

Concerning the Bank, the frequent change of project officers jeopardized continuous analysis and capitalization, though procurement files were processed within reasonable time limits. Regarding project coordination, the communication and coordination problems noted at project start-up were corrected by placing Station Managers under the restructured AATR which now has a Department of Road Network Maintenance Management (DGER).

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PROCUREMENT READINESS

(e) Necessary implementation documents (e.g. specifications, design, procurement documents) were ready at appraisal

The Project benefitted from Bank standard documents for the procurement of goods, works and services. Unfortunately, the available versions of working designs and BDs were somewhat outdated, resulting in the relaunching of competitive bidding due to the use of an inappropriate version of DTAO and failure to publish the ICB in the UNDB.

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MONITORING READINESS

(f) Monitoring indicators and monitoring plan were agreed upon before project launch

They were implemented by works control and supervision missions, Bank supervision and completion missions, as well as Project and PST 2 financial audit missions. Control mission and weekly work site meeting reports were regularly prepared. In AGEROUTE, the DGER, which has a road data bank, also helps to provide a monitoring plan.

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BASELINE DATA

(g) Baseline data were available or were collected during project design

Exact baseline data were not available. In fact, very long timeframes between project preparation, the compilation of technical files and start-up of works rendered part of the quantitative data

3 3

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obsolete, resulting in the modification of work consistency. Traffic audits were carried out in 2007, and others are envisaged in 2010. The collection and processing of data will make it possible to observe their impacts and use them as new indicators.

F. IMPLEMENTATION

1. State the major characteristics of project implementation with reference to: adherence to schedules, quality of construction or other work, performance of consultants, effectiveness of Bank supervision, and effectiveness of Borrower oversight. Assess how well the Bank and the Borrower ensured compliance with safeguards.

[300 words maximum. [Any additional narrative about implementation should be included in Annex 6: Project

Narrative.]

The road maintenance and rehabilitation works were carried out in accordance with generally accepted engineering practices. However, the project administrative and financial management encountered delays in the payment of State counterpart contributions and difficulties in refunding VAT and customs duties deducted by contractors' suppliers, resulting in delays in the execution of some lots. The periods between bid submission by contractors and notifications by the Executing Agency for the start-up of works were relatively long. Concerning the rehabilitation of the Kaolack-Nioro, Kaolack-Passy and Kavil-Keur Madiabel road sections in Kaolack Region, a final design was not submitted to the contractors together with BDs; they had to prepare, before the start-up of works, a final design whose approval took time between the control mission and the Executing Agency. The intensity of the rainy season in Ziguinchor Region in 2009 led to the suspension of works on the Oussouye - Elinkine - Djiromaït road. There were also delays in the implementation of Lot 1 (paved roads) in Kaolack and Fatick Regions because of the rainy season. The completion of project components scheduled for end-December 2009 had to be postponed to end-June 2010 to allow for the completion of works under good conditions by end-March 2010 at the latest. To date, all the lots, except Lot 1 (paved roads) in Kaolack Region where sign-posting and the construction of two (2) schools in Kavil Keur Madiabel financed entirely by the State are still to be completed, have been (provisionally or finally) received.

Although supervision missions were, on the whole, beneficial despite a skeleton staff (Task Manager, Principal Transport Engineer and Infrastructure Expert), it should be noted that the succession of four (4) project officers at the Bank penalized the diligent processing of files relating to requests for design change and a genuine capitalization in action. However, requests for no-objection opinion and disbursement were processed within reasonable time frames.

2. Comment on the role of other partners (e.g. donors, NGOs, contractors, etc.). Assess the effectiveness of co-financing arrangements and of donor coordination, if applicable.

Concerning aid coordination, it should be noted that the Bank is one of the key donors operating in the transport sector and one of the major donors of the Transport Sector Programme 2 (PST 2), which includes the PER. The other donors are the World Bank and the European Union, in particular. This helped the PST 2 to produce very satisfactory results and ensure coherence and complementarity of Bank operations in Senegal. In this connection, the European Union will, under the next EDF, finance the Passy - Sokone road section, which is an extension of the Kaolack - Passy section financed by the Bank. JICA/JBIC, with which the Bank is co-financing road sector projects, is examining the Ndoffane - Keur Ayib road rehabilitation project that it was requested to finance. For its part, MCA is planning, within three (3) years, to construct bridges [the Kolda and Ndioum Bridges on the Dabo - Diaobé and Podor - Guédé roads under Lot 1 (earth roads) in St. Louis Region] and rehabilitate roads [(Ziguinchor - Vélingara, excluding Dabo - Diaobé) under Lot 2 (paved roads)] in the project impact area.

3. Harmonization. State whether the Bank made explicit efforts to harmonize instruments, systems and/or approaches with other partners

On the whole, harmonization was satisfactory during the implementation of the Transport Sector Project 2 (PST 2). It should be noted that as the project is managed by the PST (PST 2) Coordination Unit, joint missions were regularly organized with the participation of the World Bank, lead donor, the European Union, the West African Development Bank (WADB), Norwegian funds, the Bank, etc. Thus, with the PER, the Bank took over the financing of road projects still remaining under the components financed by the European Union (earth roads) and the World Bank (paved roads) after funding the Diamniadio - Mbour road, still under PST 2. At present, the European Union, JICA/JBIC and MCA will continue the maintenance of roads financed under the PER, highlighting the harmonization and complementarity of donor operations in the road sector. This was crucial in the establishment and operationalization of FERA and, today, in the control of axle load on the road network.

12

Lastly, as part of the preparation of PST 3, the Government submitted a draft Transport Policy Letter to the Bank in March 2009 for its opinion. A joint donor (EU, World Bank and ADB) response to the letter was sent to the Government in early April 2009 in which they made remarks for consideration in its final version, which is still being awaited.

4. For each dimension of project implementation, assess the extent to which the project achieved the following objectives. Provide a brief assessment (up to two sentences) and insert a working score, using the scoring scale provided in Appendix 1.

PROJECT IMPLEMENTATION DIMENSIONS ASSESSMENT WORKING

SCORE

TIMELINESS

(a) Extent of project adherence to the original closing date. If the number on the right is: below 12, 4 is scored; between 12.1 and 24, 3 is scored; between 24.1 and 36, 2 is scored; beyond 36.1, 1 is scored.

Difference in months between original closing date and actual closing date or date of 98% disbursement rate 4

6 months

BANK PERFORMANCE

(b) Bank complied with:

Environmental Safeguards

The environmental and social impacts generated by road works were assessed during project final design studies. Mitigation measures were recommended to reduce certain nuisances (dust, safety hazards, etc.) in implementing environmental and social management plans prepared by contractors and providing consultancy services relating to the sensitization of the population in the project area.

3

Fiduciary Requirements

ADF loan resources were mobilized regularly, based on the progress of project activities. In total, 139 payment requests were processed by the Bank. Delays in processing requests at project completion were due to the revision of the list of goods and services requested by the Government to cover amounts pending payment.

3

Project Covenants Overall, the Bank honoured all its commitments as stipulated in the Loan Agreement.

3

Bank provided quality supervision in the form of skills mix and practicality of solutions

Despite frequent changes of Task Managers, the monitoring of project implementation by the Bank through regular supervision missions was relatively satisfactory. Although the missions comprised few experts, they had an overall positive impact on the implementation of activities.

2.5

Bank provided quality management oversight

The 2008 audit report concluded that financial statements were reliable and made no major remarks on the reliability of accounts. The 2009 audit will be conducted in May 2010. However, to avoid waiting for the end of the project to conduct all the audits, it is recommended that the project should first conduct the 2009 audit and then an additional audit at the end of the project.

3

BORROWER PERFORMANCE

(c) Borrower complied with:

Environmental Safeguards

Mitigation measures were identified during the preparation of BDs. During the project implementation phase, many environmental actions (particularly tree planting and borrow pit restoration) were carried out. The Borrower should play a more active role.

3

Fiduciary Requirements

The project administrative and financial management encountered delays in the payment of State counterpart contributions and difficulties in reimbursing VAT and customs duties deducted

3

13

by contractors' suppliers, resulting in delays in the execution of some lots. The global financial crisis impacted on the timely payment of counterpart contributions. However, overall, the State honoured its commitments.

Project Covenants

The Borrower honoured almost all commitments as set out in the Loan Agreement, thus fulfilling effectiveness and first disbursement conditions. With the conduct of traffic audit campaigns in 2007 and 2010 and the operationalization of the Autonomous Road Maintenance Fund (FERA), almost all the other conditions have been fulfilled.

3

Borrower was responsive to Bank supervision findings and recommendations.

The Borrower has always attached importance to the recommendations made by supervision missions by ensuring their implementation.

3

Borrower collected and used monitoring information for decision making.

The monitoring of various procurements and contracts helped to progressively remove bottlenecks, and cancel some project components.

3

G. COMPLETION

1. Is the PCR delivered on a timely basis, in compliance with Bank Policy?

Date project reached 98% disbursement rate (or closing date,

if applicable)

Date PCR was sent to [email protected]

Difference in months

WORKING SCORE (auto-calculated)

If the difference is 6 months or less, a 4 is scored. If the difference is

more than 6 months, a 1 is scored.

30 June 2010 4

Briefly describe the PCR process. Describe the Borrower’s and co-financiers’ involvement in producing the document. Highlight any major differences of opinion concerning the assessments made in this PCR. Describe the team composition and confirm whether a site visit was undertaken. Mention any major collaboration from other development partners. State the extent of field office involvement in producing the report. Indicate whether comments from Peer Reviewers were received on time (Provide names and positions of Peer Reviewer). [150 words maximum]

The completion mission included a Civil Engineer, an Infrastructure Specialist from SNFO, a Disbursement Expert from SNFO and a Consultant, Transport Economist. These profiles are consistent with most project activities. The AGEROUTE team gave full assistance to the Project Coordinator regarding clerical work and the field mission. The field visit and discussions held with the local authorities, beneficiaries, contractors, consultants and technical and financial partners on the ground helped to better understand realities and outputs. The discussions highlighted the strong interest in the project because of the rehabilitation of paved and earth roads, as well as the need to look for other road materials owing to the increasing scarcity of lateritic materials, and to find solutions to earth roads in the villages crossed. The PCR is therefore the outcome of participatory work involving all beneficiaries. It takes into account lessons drawn from the frank discussions held with various stakeholders, particularly local actors and the population concerned.

mailto:[email protected]

14

H. LESSONS LEARNED

Summarize key lessons for the Bank and the Borrower suggested by the project’s outcomes.

[300 words maximum. Any additional narrative about lessons learned, if needed, must be placed in Annex 6: Project Narrative]

From the implementation of the project, a number of lessons can be learned in terms of design, implementation and monitoring, in particular:

Ensure proper conduct of studies, particularly the final design so as to guarantee quality of project at entry. The Committee set up by AGEROUTE General Manager to validate studies and projects, in conjunction with CEREEQ, could significantly improve the quality of studies.

Ensure compliance with timelines between submission of bids by contractors and notification for the start-up of works in order to avoid updating design studies and revising base prices before or at start-up of works.

Ensure, during bid evaluation, that contractors have adequate equipment for proper work execution within the specified timeframes and that the staff indicated in bids is available.

Take into account the rainy season, particularly in regions with heavy rainfall, for better work programming.

Ensure that the construction of earth roads is followed by programming of routine maintenance works, including surface reshaping to ensure the sustainability of investments.

Ensure the increased involvement of the population in the implementation of environmental management plans (creation of afforestation sites, planting of trees, bush fire control, plan control, and restoration of quarries) which should be the subject of protocols with forestry authorities; and in the mounting of rain gates on earth roads and the establishment of management committees to ensure sustainability of these facilities.

Ensure that the “environment and sensitization” component is implemented in three phases: before, during and after the execution of works to ensure greater project impact.

Obtain, prior to the start-up of works, better knowledge of the baseline situation in project impact areas (including data on traffic on the roads to be improved and information on economic, social and administrative infrastructure) to facilitate assessment of project impacts.

Make an inventory of all accident black spots existing on the road sections improved so as to implement the necessary corrective measures to ensure greater user safety.

I. PROJECT RATINGS SUMMARY

CRITERIA SUB-CRITERIA WORKING

SCORE

PROJECT OUTCOME

Achievement of outputs 3.6

Achievement of outcomes 3.1

Timeliness 4

OVERALL PROJECT OUTCOME SCORE 3.6

BANK PERFORMANCE

Design and readiness

Project objectives were relevant to country development priorities 4

Project objectives could in principle be achieved with the project inputs and in the expected time frame

3

Project objectives were consistent with the Bank’s country or regional strategy 4

Project objectives were consistent with the Bank’s corporate priorities 4

The logical framework presents a logical causal chain for achieving the project development objectives 3

The logical framework expresses objectives and outcomes in a way that is measurable and quantifiable

3

The logical framework states the risks and key assumptions. 3

Project complexity was matched with country capacity and political commitment 3

15

Project design includes adequate risk analysis 3

Project procurement, financial management, monitoring and/or other systems were based on those already in use by government and/or other partners

3

Responsibilities for project implementation were clearly defined 2.5

Necessary implementation documents (e.g. specifications, design, procurement documents) were ready at appraisal 2

Monitoring indicators and monitoring plan were agreed upon during project design 3

Baseline data were available or were collected during project design 3

PROJECT DESIGN AND READINESS SUB-SCORE 3.3

Supervision:

Bank complied with:

Environmental Safeguards 3

Fiduciary Requirements 3

Project Covenants 3

Bank provided quality supervision in the form of skills mix and practicality of solutions

2.5

Bank provided quality management oversight 3

PCR was delivered on a timely basis 3

SUPERVISION SUB-SCORE 2.9

OVERALL BANK PERFORMANCE SCORE 3.1

BORROWER PERFORMANCE

Design and readiness

Responsibilities for project implementation were clearly defined 3

Necessary implementation documents (e.g. specifications, design, procurement documents) were ready at appraisal

2.5

Monitoring indicators and monitoring plan were agreed upon 3

Baseline data were available or were collected during project design 3

PROJECT DESIGN AND READINESS SCORE 2.9

Implementation

Borrower complied with:

Environmental Safeguards 3

Fiduciary Requirements 3

Project Covenants 3

Borrower was responsive to Bank supervision findings and recommendations 3

Borrower collected and used monitoring information for decision making 3

IMPLEMENTATION SUB-SCORE 3

OVERALL BORROWER PERFORMANCE SCORE 3

J. PROCESSING

STEP SIGNATURE AND COMMENTS DATE

Sector Manager Clearance A. KIES

Regional Director Clearance F. J. M. PERRAULT

Sector Director Approval G. MBESHERUBUSA

I

APPENDICE

Scale for Working Scores and Ratings

SCORE EXPLANATION

4 Very Good Fully achieved with no shortcomings

3 Good Mostly achieved despite a few shortcomings

2 Fair Partially achieved. Shortcomings and achievements are roughly balanced

1 Poor Very limited achievement with extensive shortcomings

NA Not Applicable

N.B: The formulas round up or down for decimal points. Only whole numbers are computed.

- APIX: Agency for Investment Promotion and Major Works

- ADM: Municipal Council Development Agency

- CETUD: Dakar Urban Transport Executive Council

- DTT: Land Transport Department

- BD: Bidding Documents

II

LIST OF ANNEXES Annex 1: Project Cost and Financing, Cost Variations At Appraisal and Completion Annex 2: Bank Contributions Annex 3: Major Contracts Signed Annex 4: List of People Met Annex 5: List of Documents Consulted and Transmitted to the Bank Annex 6: Project Description – Determining Factors Annex 7: Economic Analysis (ERR) and Financial Analysis

III

Annex 1 Project Cost and Financing

EXPENDITURE CATEGORY AT APPRAISAL DISBURSEMENT AS AT 31/3/2010 VARIATION TOTAL

IN F.E. IN L.C. TOTAL IN F.E. IN L.C. TOTAL IN F.E. IN L.C.

1 – WORKS

Periodic maintenance of paved roads 8.46 2.83 11.29 3.82 9.45 13.27 4.64 -6.62 -1.98

Periodic maintenance of earth roads 6.31 2.1 8.41 4.67 3.55 8.22 1.64 -1.45 0.19

Reconstruction of 28 km of paved roads 2.56 0.85 3.41 0 4.22 4.22 2.56 -3.37 -0.81

Rehabilitation of the Emile Badiane Bridge 2.22 0.75 2.97 0 0 0 2.22 0.75 2.97

Total Works 19.55 6.53 26.08 8.49 17.22 25.71 11.06 -10.69 0.37

2 - CONSULTANCY SERVICES

Control and supervision of periodic maintenance of paved roads 0.55 0.13 0.68 0 0.57 0.57 0.55 -0.44 0.11

Control and supervision of periodic maintenance of earth roads 0.4 0.1 0.5 0 0.75 0.75 0.4 -0.65 -0.25

Control of the rehabilitation of 28 km of roads 0.16 0.04 0.2 0 0.25 0.25 0.16 -0.21 -0.05

Control of the rehabilitation of the Emile Badiane Bridge 0.14 0.03 0.17 0 0 0 0.14 0.03 0.17

Auditing of Project financial statements 0.07 0.02 0.09 0 0 0 0.07 0.02 0.09

Staff training 0.11 0.03 0.14 0 0.15 0.15 0.11 -0.12 -0.01

Sensitization 0 0.17 0.17 0 0.04 0.04 0 0.13 0.13

Total Consultancy Services 1.43 0.52 1.95 0 1.76 1.76 1.43 -1.24 0.19

Physical Contingencies 1.6 0.53 2.13 0 0 0 1.6 0.53 2.13

Price Escalation 1.55 0.52 2.07 0 0 0 1.55 0.52 2.07

TOTAL 24.13 8.1 32.23 8.49 18.98 27.47 15.64 -10.88 4.76

IV

IMPLEMENTATION BY EXPENDITURE CATEGORY

IMPLEMENTATION BY COMPONENT

COMPONENT AT APPRAISAL AT COMPLETION VARIATION TOTAL


ROAD WORKS

Road works 19.55 6.52 26.07 8.49 17.22 25.71 11.06 -10.7 0.36

Works control 1.26 0.31 1.57 0 1.57 1.57 1.26 -1.26 0

20.81 6.83 27.64 8.49 18.79 27.28 12.32 -11.96 0.36

INSTITUTIONAL SUPPORT 0 0 0 0 0

Support to MIETTTMI 0.11 0.03 0.14 0 0.15 0.15 0.11 -0.12 -0.01

Sensitization 0 0.17 0.17 0 0.04 0.04 0 0.13 0.13

0.11 0.2 0.31 0 0.19 0.19 0.11 0.01 0.12

PROJECT MANAGEMENT 0 0 0 0 0

Financial audit 0.07 0.02 0.09 0 0.07 0 0.07 -0.05 0.09

0.07 0.02 0.09 0 0.07 0.07 0.07 -0.05 0.02

Base Cost 20.99 7.05 28.04 8.49 19.05 27.54 12.5 -12 0.5

Physical Contingencies 1.6 0.54 2.14 0 0 0 1.6 0.54 2.14

Price Escalation 1.55 0.52 2.07 0 0 0 1.55 0.52 2.07

Grand Total 24.14 8.11 32.25 8.49 19.05 27.54 15.65 -10.94 4.71

IMPLEMENTATION BY SOURCE OF FINANCING

SOURCE OF FINANCING AT APPRAISAL AMOUNTS DISBURSED BY THE ADB AS AT 31/3/2010

VARIATION


ADF 24.13 4.87 29 8.49 13.92 22.41 15.64 -9.05

GOVERNMENT 0 3.23 3.23 0 5.05 5.05 0 -1.82

TOTAL 24.13 8.1 32.23 8.49 18.97 27.46 15.64 -10.87

V

Annex 2 Bank Contributions

1. Road Maintenance Project Appraisal Mission: 6 to 24 February 2005

Amory Traoré, Chief Transport Engineer

Marin Leke, Principal Transport Economist

Leckram Joottun, Environmentalist

2. Launching Mission: 27 September to 5 October 2006

Amara Malek, Civil Engineer

Maimouna Sidibé Diouf, Infrastructure Specialist

3. Road Project Supervision Mission: 4 to 11 October 2007

Bamory Traoré, Chief Transport Engineer


4. Road Project Supervision Mission: 7 to 18 April 2008

Bamory Traoré, Chief Transport Engineer


Rokhayatou Sarr Samb, Procurement Specialist

Francis Biram Gueye, Disbursement Officer

5. Road Project Supervision Mission: 17 to 29 September 2008

Mamady Souaré, Principal Transport Engineer


6. Road Project Supervision Mission: 4 to 14 May 2009



7. Road Maintenance Project Supervision Mission: 11 to 16 October 2009



8. Road Maintenance Project Supervision Mission: 8 to 22 February 2010



9. Road Maintenance Project Completion Mission: 19 April to 7 May 2008


Fatou Siby Faye BA, Disbursement Officer

Joseph Mendy, Consultant, Transport Economist

VI

Annex 3

Major Contracts Signed

CONTRACT PROJECT NAME CONTRACTORS

CONSULTANTS

Amount in

CFAF

ADF

Contribution in

CFAF

Instructions to

Contractors

Provisional

Acceptance Final

Acceptance

WORK CONTRACTS

TA2/454/ATR Periodic maintenance of 338 km of earth roads under Lot 3: Kolda Region (about 178.8 km)

SGTI 4 063 680 290 3 657 312 261 951/DT/AATR start-up date (10/11/2008)

6/11/2009

TA2/447/ATR

Periodic maintenance of 116 km of paved roads under Lot 2: Tamba and Kolda Regions RN6: Tanaff-Gouloumbou (about 30 km)

AREZKI 4 269 390 634 3 257 971 993 850/DT/AATR start-up date (5/12/2007)

20/5/2009 02/10/2009

TA2/453/ATR Periodic maintenance of 338 km of earth roads under Lot 1: Diourbel/Thiés and St. Louis Regions (about 121.7 km)

RC CONSTRUCTION

1 835 291 598 1 651 762 438 851/DT/AATR start-up date (3/12/2007)

18/12/2009

TA2/444/ATR Rehabilitation of the Oussouye- Mlomp- Mlomp-Elinkine and Mlomp-Djiromait road (Ziguinchor Region)

CDE 4 468 626 266 3 087 179 944 849/DT/AATR start-up date (19/10/2007)

18/3/2010

TA2/425/ATR Periodic maintenance of 116 km of paved roads under Lot 1: Kaolack and Fatick Regions (about 86 km)

GPT HOUAR / SINTRAM

9 159 787 591 7 678 100 914 957/DT/AATR start-up date

(5/5/2008)

Contract amendment in the approval circuit

TA2/438/ATR Periodic maintenance of 338 km of earth roads under Lot 2: Thiès and Kaolack Regions (about 55.90 km)

GPT CORORASA / LSI

688 742 023 619 867 821 952/DT/AATR start-up date (17/10/2008)

15/1/2009 20/01/2010

CONSULTANCY SERVICES Firm Nature of Contract

Total Amount (CFAF)

Submission Date Instructions to

Contractor

Date of Contract

Completion

VII

CC2/248/ATR Control and supervision of the periodic maintenance of 338 km of earth roads under Lot 3: Kolda Region

GPT AGEIM / SENELABO

Service 195 775 000 December 2006 985/DT/AATR start-up date (26/12/2008)

Oct-09

CC2/245/ATR Control and supervision of the periodic maintenance of 116 km of paved roads in the Kaolack and Kolda Regions

GPT POLYCONSULT

BNETD Service 500 548 740 December 2006

987/DT/AATR start-up date (3/11/2008)

May-10

CC2/246/ATR

Control and supervision of the periodic maintenance of 338 km of earth roads under Lot 1: St. Louis, Diourbel and Thiès Regions

GPT POLYCONSULT

BNETD Service 257 077 000 December 2006

888/DT/AATR start-up date (4/12/2007)

18 Dec- 2008

CC2/247/ATR Control and supervision of the periodic maintenance of 338 km of earth roads under Lot : Kaolack and Thiès Regions

COGECI Service 144 950 000 December 2006 997/DT/AATR start-up date (17/10/2008)

Oct.-08

CC2/244/ATR

Supervision of the reconstruction and tarring of the Oussouye - Mlomp - Elinkine (21 km) and Mlomp - Djiromait road sections (7 km) in Ziguinchor Region

GPT AGEIM / IMCG /

SENELABO Service 212 350 000 December 2006

946/DT/AATR start-up

March-10

C/268/ATR Auditing of the financial statements of the Road Maintenance Project (PER)

CICE Service 25 350 000 December 2006/

January 2007 31 Dec.-09

C/0269/ATR Training of TP and AATR staff ENPC Service 202 852 734 December 2006/

January 2007

19/DG/DGER/AATR/10 start-update (19/1/2010)

Contract amendment

in the approval

circuit

C/0267/ATR Sensitization of the population of the Project area on environmental protection, road safety, STDs and HIV/AIDS

QUARTZ AFRIQUE

Service 134 200 000 December

2006/January 2007 09/DG/DGER/AATR/10 start-up date (11/1/10 )

18 April-10

VIII

ANNEX 4 LIST OF PEOPLE MET

Full Name Position Telephone Contact

WAGUE Massar Director of Economic and Financial Cooperation (DCEF) 77 5493935

NDIAYE Kébou Director-General of Infrastructure (DGI)/MICATTI 776396874

NDIAYE Ibrahima AGEROUTE General Manager 776371924

DRAME Sagar Manager, Autonomous Road Maintenance Fund (PERA)

SENE Pierre Autonomous Road Maintenance Fund 776399303

DIOP Papa Highways Department/DGI 777265627

FALL Alipha Department of Economic and Financial Cooperation (DCEF)

DIAGNE Mactar AGEROUTE 776399195

NDOYE Arouna Department of Debt and Investments (DDI)/MEF 338892692

CISSE Lamine Department of Road Maintenance Management and Programming (DGPER)

SAGNA Abdoulaye Head of the Road Data Bank (BDR)

DIOUF Ibou World Bank

TAKAGI Ayumi JICA Senegal 338216919

COZIER Thierry European Union Delegation in the Republic of Senegal 338891100

Emile Badiane Bridge in Ziguinchor

WADE Karim Minister of State in charge of Infrastructure

BALDE Abdoulaye Minister of State of the Armed Forces and Mayor of Ziguinchor

NDIAYE Khoult Head of AATR Agency, Ziguinchor

Podor – Guédé Road Section

FALL Samba Control Mission Head, POLYCONSULT 775799057

PINTO RC Construction Enterprise

PEREIRA RC Construction Enterprise

CAMARA Boubou Amadou Guédé Village Chief

BA Mamady Oumar Treasurer, Guédé Economic Interest Group (EIG) Forum

IX

N’DIAYE Awa Matron in Guédé

Mékhé – Babagarage Road Section

FALL Samba Control Mission Head, POLYCONSULT

PEREIRA RC Construction Enterprise

Mdl Chef MBAYE Ali Commander of Baba Garage Gendarmerie Post

COLY Chérif Sub-Departmental Officer of Baba Garage

WADE Seynie Nurse, Head of Mbacké Health Post 777301433

Babagarage – Dinguiraye Road Section

GADIAGA Serigne Bassirou Marabout at Dinguiraye

Sibassor – Ndiébel Road Section

DIOUF Amad Manager of CORORASA-LSI Enterprise 778321201

Kaolack – Ndoffane, Kavil – Keur Madiabel and Kaolack – Passy Road Sections

CAMARA Mamadou HOUAR / SINTRAM Group

FOFANA Control Mission

LO Ousmane Carrier at Kaolack 775482834

MBAYE Babou Academy Inspector, Kaolack Inspectorate 774478143

Cl KIDIERA Malan Forestry Inspector, Kaolack Inspectorate 773203847

CISSE Mamadou Driver, Keur Madiabel Garage

DIEYE Ibrahima Bus Diver, Keur Madiabel Garage

SARR Mamadou Lamine Storekeeper at Passy

LO Ousmane Carrier at Kaolack, Vice-President of the National Federation of Senegalese Carriers

Oussouye – Mlomp – Elinkine and Mlomp – Djiromaït Road Section

GOMIS Philomène Vendor at Elinkine

DIOUF Ibrahima Hotel Operator at Djiromaït

NDIAYE Mamadou Caterer at Elinkine 765886953

BOYE Mamadou Fish Truck Driver at Elinkine

BADIANE Bakary Second Deputy Mayor, Oussouye Municipal Council

X

COLY Edgar Secretary to the Mayor, Oussouye Municipal Council

GOUDIABY Mamadou Lamine Assistant Senior Divisional Officer of Oussouye 775290818/ 339931102

Kolda – Salikénie Road Section

DIA Serigne Touba Technical Director, SGTI

SALL Dame Diall Customs Officer, Head of Salikénié Customs Post

KAMARA Amadou Customs Officer in Guinea-Bissau, Bissau - Senegal border

BALDE Djina Trader at Salikénié

N’DIAYE Abdou Sakhor Police Officer, Kolda Brigade

BALDE Alpha Oumar Transborder Taxi Driver at Kolda

Dabo – Diaobé Road Section

AREZKI Ziad General Manager, AREZKI Enterprise 776390303

PINA Sabastiao Task Manager, AREZKI Enterprise 773389018

DIABONG Ngoné Municipal Councillor, Dabo Municipal Council 773986765

Senior Warrant Officer SIDIBE Bakary Forestry Officer, Dabo Post 777212269/ 766821376

BALDE Amadou (Kindia) Chairperson of Dabo Bush Fire Control and Reforestation Committee

DIALLO Fatou Fruit vendor at Diaobé

DIAGNE Dame Semi-trailer driver at Diaobé

XI

List of Road Sections Visited by Lot

A - Periodic maintenance of 116 km of paved roads A.1 – Lot 1: Kaolack Region (86 km)

Kaolack – Passy (18 km) Kaolack – Ndoffane (43 km) Kavil – Keur Madiabel (25 km)

A.2 – Lot 2: Kolda Region (30 km)

Dabo – Diaobé (30 km) B – Periodic maintenance of 338 km of earth roads B.1 – Lot 1: Diourbel – Thiès – Saint-Louis Regions (122 km)

Podor – Guédé (24.6 km) Mékhé – Babagarage (23 km) Babagarage – Ndinguiraye (8 km)

B.2 – Lot 2: Thiès – Kaolack Regions (56 km)

Sibassor – Ndiébel (16 km) B.3 – Lot 1: Kolda Regions (179 km)

Kolda – Salékénie (30 km) C - Rehabilitation of the Oussouye – Mlomp – Elinkine and Mlomp – Djiromaït roads

Oussouye – Mlomp – Elinkine (21 km) Mlomp – Djiromaït (7 km)

D - Rehabilitation of Emile Badiane Bridge in Ziguinchor

Emile Badiane Bridge in Ziguinchor

XII

Annex 5 Documents Consulted and Transmitted to the Bank

No.

AATR: Standards and Costs of Earth Road Works – 2009

AATR: Standards and Costs of Paved Road Works – 2009

AATR: Programme for the Training of Senior Officers of the Autonomous Road Works Agency and the Public Works Department

AATR: Status of the Classified Road Network (1997 – 2009)

AATR: Oussouye Mlomp, Final Works Execution Report

AATR: PER, Physical and Financial Situation as at 31 January 2010

AATR: Progress Report, September 2009

AATR: Contract No. C/0268/AATR, PER Financial Audit

AATR: Amendment No. 1 to Contract No. TAA2/454/ATR for 338 km of earth roads, PER

AATR: Contract No. CCC2/248/AATR for Control and Supervision; PER Lot 3

AATR: Contract No. CCC2/245/AATR for Control and Supervision of 116 km of paved roads, PER

AATR: Amendment No. 2 to Contract No. TA2/444/ATR for 116 km of paved roads, PER

AATR: Contract No. TA2/454F/ATR for 338 km of earth roads, PER, Lot 3

AATR: Contract No. C/026/ATR for Sensitization on Health Issues (HIV/AIDS, Malaria), Environmental Protection and Road Safety, PER

AATR: Contract No. CC2/444/ATR for Supervision of Reconstruction and Tarring of Oussouye – Mlomp – Elinkine and Mlomp – Djiromaït Road Sections, PER

AATR: Contract No. TA2/425/ATR for 116 km of paved roads, PER, Lot 1

AATR: Contract No. TA2/447/ATR for 116 km of paved roads, PER, Lot 2

AATR: Contract No. C/0269/ATR for Training, PER

AATR: Contract No. CC2/247/ATR for 338 km of earth roads, PER, Lot 2

AATR: Contract No. TA2/453/ATR for 338 km of earth roads, PER, Lot 1

AATR: Contract No. TA2/438/ATR for 338 km of earth roads, PER, Lot 2

AATR: Sensitization Report 2 (Fatick, Kaolack, Kolda, Sédhiou and Ziguinchor Regions), PER

AATR: Sensitization Report 1 (Diourbel, Saint-Louis and Thiès Regions), PER

Transport Sector Projects Coordination Unit: Draft Regulations on the Classification of the National Road Network

QUARTZ-Afrique: Sensitization Report 1, Diourbel, Saint-Louis and Thiès Regions

FERA: Study for the Establishment of a System for the Routine Maintenance of Unclassified Rural Roads by Teams of Road Menders

Public Procurement Central Directorate (DCMP): Implementation of Decree No. 2007-545 of 25 April 2007 instituting the Public Procurements Code, Summary Tables of Prior Award, Approval, Review Thresholds, Requirement and Exemption of Certain Guarantees; Annex 1: Thresholds and Timeframes

XIII

Annex 6 Project Description – Determining Factors

Key factors that were not included in the general scoring scale affected project design and implementation. These positive and negative factors could include climate and weather conditions, political changes, contractual or personal issues, technical issues, procurement process and interactions with other partners. If any of these factors is sufficiently significant to affect evaluation scores, it should be indicated in the scale and referenced in this Annex.

The project faced difficulties without which it should have been completed within the set deadline and some of the design changes could have been avoided. The main difficulties include:

Problems of procedure: The re-issuance of all calls for bids, whereas the Bank had given its "no-objection" opinion on the BDs and RFPs. In fact, initially, the Executing Agency had issued calls for bids which were opened on 18 December 2006. Unfortunately, because the calls were not published in international newspapers and the UNDB and the statutory period between the date of issuance of calls for bids and the date of opening of bids was not respected, the Bank could not follow up the rest of the procedure. Finally, the bid call procedure was cancelled and the Bank ordered the re-issuance of calls during the project launching mission in October 2006.

The calls for bids were issued again in May 2007, leading to a nearly 12 month slippage on project implementation. This partly explains the difficulties faced in completing the project in December 2009.

Slowdown in execution of works due to bad weather: The 2009 rainy season started very early, lasted for a long time and was very wet in Kaolack and Ziguinchor Regions, like in other countries in the sub-region (particularly Burkina Faso and Senegal) which suffered a lot from floods, triggering a chain of international solidarity in which the Bank participated, and the Contingency Plan in Senegal. This situation resulted in a systematic work stoppage for almost three and a half months (from 15 June to 31 September 2009). Given that the situation was beyond the control of contractors, the Executing Agency was obliged to take it into account and consider the possibility of extending the deadline for contractors working in the two regions.

Concerning Emile Badiane Bridge, two competitive bid calls were unsuccessful as the project's consistency had been changed (reconstruction instead of rehabilitation) and the State had decided to entirely finance it. This led to a delay in the start-up of works.

Changes in project design: The project was re-designed regarding Lots 1 and 2 (paved roads). In fact, due to a significant time lag between the end of engineering studies carried out in 2002 and then updated in 2005 by a cursory inspection which served as basis for issuing bidding documents (BDs) and the effective start-up of works in December 2007, the road areas further deteriorated. The BDs provided for periodic road maintenance, whose technical rationale hinged on the existence of more or less good pavement systems. However, existing pavement distortions, numerous potholes and washouts limiting the pavement size made it almost impossible to apply basic solutions to paved roads. Given this situation and also the level of fatigue of road ways most of which had reached the end of the expected economic life of a flexible sinuous cement-stabilized pavement road (more than 20 years of operation), AATR ordered the conduct of complementary studies. To this end, the Experimental Equipment Research and Study Centre (CEREEQ) which is a soil analysis laboratory, was requested to examine the geotechnical structure of the road area and make recommendations, in conjunction with control offices. The surveys carried out by CEREEQ confirmed a very advanced state of road area degradation (particularly deflections obtained using the Benkelman Beam were high (50 to 64), thus excluding, de facto, the application of basic solutions.

In addition to these design changes with respect to the spirit of periodic road maintenance as provided for in the contract, there are high additional costs caused by the omission of the quantities and unit prices of steel and formworks in the original contract.

XIV

Annex 7

Economic Analysis (ERR) and Financial Analysis

Recalculate the economic rate of return based on costs and benefits at completion and compare them with estimates made at appraisal. Break it down by component, where necessary. Analyze ERR sensitivity to key assumptions. Present a financial analysis of entities benefiting from the project.

At project appraisal, benefits accruing from the estimated economic viability of the 338 km of earth roads and the 116 km of paved roads were based on: (i) impacts on transport, and (ii) improved incomes of the population in the PA due to an increase in economic activities in the agricultural, fishery and handicraft sectors. Traffic was expected to increase significantly. Regarding transport benefits, the project is expected to bring about a 12% decrease in vehicle operating costs on paved roads and 22.5% on earth roads, as well as a reduction in road maintenance cost by about 20%.

The weighted average traffic by distance in 2003, considered as the base year, was estimated at 1 602 vehicles/day on paved roads and 104 vehicles/day on earth roads. Light-duty vehicles accounted for 86% of total traffic as against 14% for heavy vehicles. Traffic forecasts calculated on the basis of historical growth rates using traffic audits and origin-destination surveys carried out for feasibility study purposes were 3% for paved roads and 3.5% for earth roads. The estimation of these two rates was based on forecasts regarding the tapping of the economic potential of the PA.

The project was also expected to have a significant social impact on: (i) income-generating opportunities, particularly for women who account for 51% of the workforce, through improved access to production areas and trade (market gardening areas in the river valley, weekly markets in Thiès, Kaolack and Kolda Departments fishing pier in Elinkine rural community, etc.); (ii) access to health services with skilled personnel (health centres and hospitals) and which are inaccessible to the rural populations due to bad roads; and (iii) reduction in transport costs, particularly in areas with inadequate infrastructure and few vehicles (including intermediate means of transport in rural areas).

The sensitization of the population on health issues (HIV/AIDS and malaria), environmental protection and road safety is a key project component. The project was expected to contribute to: (i) improving travel safety by reducing traffic accidents estimated at 1 035 in the PA in 2003, by 10%, and (ii) enhancing knowledge of methods of control and protection against malaria and HIV/AIDS by the population along the project roads and groups at risk (truck drivers, apprentices, etc.). The project was expected to contribute to reducing the prevalence of these diseases, among the population aged 15 to 49 years considered as sexually active, estimated at 1.4% in 2001.

The project was also expected to help reduce poverty, one of the main causes of which is chronic unemployment among youths. The execution of works was expected to be an opportunity to employ the local workforce and distribute incomes locally, as well as to set up small income-generating activities (restaurants for workers and site employees, fruit trade, etc.). At completion of works, it is expected that site facilities, chosen in agreement with local authorities, will serve as social infrastructure for the benefit of the population (particularly schools and health centres).

The economic rate of return (ERR) calculated using the HDM-IV model was 32% for paved roads and 22% for earth roads. All sections had positive updated values and ERRs of more than 12% which are the criteria used to assess the profitability of PST 2 projects. Sensitivity analysis showed that the project remained profitable even under unfavourable assumptions. In fact, a 10% increase in investment cost resulted in a 30% drop in ERR for paved roads and 19% for earth roads, and a 10% decrease in benefits led to a 20 % drop in ERR for paved roads and 19% for earth roads.

At project completion, project impacts and effects are significant, to the satisfaction of the population and local authorities. Discussions with the population and administrative authorities revealed that access to social and administrative infrastructure has improved and that there are undisputed economic impacts in the PIA (reduction in transport costs and increase in incomes, particularly of producer groups, traders, shopkeepers, hotel operators and caterers). The free movement of people and goods between Senegal and Guinea-Bissau in the Kolda border area has improved.

XV

Opening up of regions: Localities are now accessible throughout the year, thus improving the evacuation of agricultural produce, as well as trade in local produce, manufactured goods, staples and building materials (cement and iron); the localities that have been linked up by road are: Guédé in Saint-Louis Region; Baba Garage, Dinguiraye, Keur Samba Kane and Khombole in Thiès Region; Salikéniè, Linkéring, Saré Ndigel, Sinthian Diara, Djiérédji and Medina Yoro Foula in Kolda Region; Mlomp, Djiromaït and Elinkine in Ziguinchor Region. Two SAED warehouses on the Podor - Guédé road, the Dinguiraye Community and Microcredit Centre, the Elinkine fishing pier, a 120-room hotel in Djoromaït (which is being rehabilitated following the commissioning of the road) and weekly markets (Guédé, Baba Garage, Dinguiray, etc.) are now also accessible all year round. The rehabilitation of the Bogo - Diaobé road section and National Road No. 6 has contributed to developing trade on the Diaobo international border market where people from Senegal, Guinea Conakry and Guinea-Bissau meet to buy and sell agricultural products, local produce, fruits and livestock. Irrigation: The construction of water drainage works (culverts and box drains) on the Podor – Guédé earth road in the Senegal River Valley contributes to improving the distribution of water resources in farmlands developed for rice farming and market gardening.

Travel conditions: Travel time between Podor and Guédé (24.6 km) has been reduced by 20 minutes, between Baba Garage and Dinguiraye (40 km) by about 50 minutes, between Kolda and Salékenie (30 km) on the border with Guinea-Bissau by about one hour, on the paved road sections of Kavil - Keur Madiabel (25 km) and Oussouye - Mlomp - Elinkine (21 km) by 30 minutes, and on the Dabo - Diaobé road (30 km) by about 40 minutes. Though, generally, road improvements have not led to reduction in public transport fares administered by the State, transport costs, which are often negotiated, have dropped from 700 to 200 francs on the Oussouye - Mlomp road section, the rehabilitation of which has also contributed to improving safety in Oussouye Department. However, the closure of National Road No. 6 to trucks and public passenger transport vehicles between 8:00 p.m. and 8:00 a.m. for safety reasons has reduced the economic impact of the rehabilitation of the Dabo - Diaobé road section in Kolda Region. The poor state of the Kolda - Salékenie road extension into Guinea-Bissau reduces the profitability of the road section regarding trade between Senegal and its neighbour most of whose imports and exports transit through the Dakar Port.

Access to basic infrastructure: Access to basic infrastructure (schools, health posts and centres, etc.) has improved. Communication between administrative officials (especially teachers and health workers), the possibility of building school infrastructure (there are plans to build a college in Dinguiraye) and the organization of immunization campaigns by health posts established in areas that have been linked up by roads have now been facilitated.

Local job opportunities: Many jobs were created during the execution of major works: up to 250 people were recruited during the rehabilitation of roads in Kaolack Region. Contractors supported borehole management committees in villages along the project road sections, including the Kaolack - Kavil - Keur Madiabel and the Mékhé - Baba Garage - Dinguiray sections. They also financed and supported forestry services, within the framework of environmental management plan protocols, in planting trees along road sections and training the population in tree protection and maintenance; 4 440 eucalyptus and cashew trees were planted along the Bogo - Diaoubé road. The contractor that carried out the maintenance of the Mékhé - Baba Garage road took part in the HIV/AIDS and STD screening campaign and the free distribution of insecticide-treated bednets organized by health posts established along the road.

The project internal rate of return (IRR) calculated using the HDM-IV model at completion was 14.7% for paved roads and 39.4% for earth roads. A sensitivity analysis based on a 10% increase in investment costs reduced the internal rate of return (IRR) to 13.4% for paved roads and 31.8% for earth roads.

The rates of return calculated for paved roads are lower than those calculated at project appraisal while those for earth roads are slightly higher than those calculated at project appraisal. These rates are presented in the table below. The reduction in the rate of return of the paved road network is certainly due to changes in the consistency of works from periodic maintenance, which generally results in high rates of return based on relatively low costs, to rehabilitation.

XVI

Baseline Solution

Type of Roads Profitability Criteria Value of Economic Profitability Criteria

At Project Appraisal At Project Completion

Paved roads Internal Rate of Return (IRR)

32% 14.7%

Unpaved roads Internal Rate of Return (IRR)

22% 34.9%

Sensitivity Analysis (Investment cost increases by 10%)

Type of Roads Profitability Criteria Value of Economic Profitability Criterion

At Project Appraisal At Project Completion

Paved roads Internal Rate of Return (IRR)

30% 13.4%

Earth roads Internal Rate of Return (IRR)

19% 31.8%

Though the paved road network has lower profitability rates compared to those of earth roads, the economic benefits to transport users are, in contrast, higher; in fact, the benefits regarding vehicle operating costs stand at CFAF 21.6 billion for the paved road network, for a 116 km-long road, as against CFAF 17.8 billion for the earth road network which is 338 km long. In contrast, the net present values are CFAF 11.6 billion for the earth road network and CFAF 3.6 billion for the paved road network, thus indicating the importance of earth roads to the local economy, over and above unquantifiable benefits like improved access to basic socio-economic infrastructure in rural areas.

Economic Profitability Criteria

Type of Roads Profitability Criteria In CFAF Billion

Vehicle Maintenance Cost (VMC) Savings

Updated Assessment

Paved roads 21.6 3.6

Earth roads 17.8 11.6

Data used for economic evaluation are presented in the Annexes

XVII

ANNEXES

Basic Characteristics of Vehicles

Vehicle Category

Standard Model

Type of Fuel

Number of Seats or Payload

Equivalent

Private Vehicle

Number of

Tyres

Private vehicle

Peugeot 504 Sedan

Premium grade oil

5 seats

1

4

Interurban taxi

Toyota Carina Sedan

Diesel

6 seats

1

4

Minibus (- 18 seats)

Peugeot 505 Saloon

Diesel

9 seats

1

4

Motor coach and bus Mercedes OF 812

Diesel

32 seats

1.2

4

Lorry Peugeot 504 PUD

Diesel

1.5 tonnes

1

4

Two-axle truck Renault GLR 230 19

Diesel

10 tonnes

1.3

6

Truck with more than two axles Renault GLR 230

Diesel

15 tonnes

1.4

10

Tractor semi-trailer Renault G 300

Diesel

25 tonnes

1.8

18

Basic Characteristics of Vehicles (continued)

Vehicle Category

Number of Axles

Average Life

Span (years)

Number of Hours of

Use per Year

Mileage per

Year

Equivalent

Value of Axles

Private vehicle

2

12

350

25 000

0,01

Interurban taxi

2

12

750

50 000

0,01 Minibus (- 18 seats)

2

12

750

50.000

0,01

Motor coach and bus

2

12

1 250

60.000

0,01

Lorry

2

15

500

32.000

0,01 Two-axle truck

2

15

1 000

50.000

2,78

Truck with more than two axles

3

15

1 300

50.000

4.66 Tractor semi-trailer

5

15

1 300

50.000

9.47

Cost of Physical Vehicle Operating Elements Excluding Taxes (in CFAF)

Vehicle Category

Cost Price

Excluding Taxes

Price of Tyre +

Tube

Cost/Hour

Maintenance

Cost/Hour

Crew Overheads

Private vehicle 9 100 000 39 000

133

0

0

Interurban taxi 12 677 000 39 000 145

239 106 120 Minibus (- 18 seats) 23 145 000 39 000 145

239 67 120

Motor coach and bus 31 562 000 87 730 253

239 140 000

Lorry 11 400 000 87 730 437

239 85 500 Two-axle truck 43 750 000

324 850 948

492 231 500

Truck with more than two axles 61 250 000

324 850 948 492 240 950 Tractor semi-trailer 78 750 000 324 850 948 492 250 500

XVIII

Costs of Fuel and Lubricant excluding Taxes and Rate of Interest on Capital (in CFAF)

Vehicle Category

Price of Fuel (Per

Litre)

Price of Lubricant (Per

Litre)

Value of Lost Time

Private vehicle

476 2193 0

Interurban taxi

340 3025 0 Minibus (- 18 seats) 340 3025 0 Motor coach and bus 340 3025 0

Lorry 340 3025 0 Two-axle truck 340 3025 0 Truck with more than two axles 340 3025 0 Tractor semi-trailer 340 3025 0

Traffic Distribution and Growth Rate

Vehicle Type Traffic Distribution Annual Growth

Rate (AATR Data) Earth Roads (%) Paved Roads (%)

Private vehicle 35.0 42.7 3% Interurban taxi(7/8 seats) 1.1 12.8 3% Passenger lorry, Minibus 4.1 11.2 3% Motor coach and bus 34.2 13.4 3%

Goods truck, Pick-up truck 15.9 11.2 3% Two-axle truck 9.0 3.6 3% Truck with more than two axles 0.3 1.7 3% Tractor semi-trailer 0.4 3.4 3%

Total Traffic 100.0 100.0 3%

Traffic on Paved Roads

Description Road Sections Annual Average Daily Traffic

(AADT)

RN4 Kaolack – Ndoffane 923

Kavil – Keur Madiabel 360

Kaolack – Passy 992

RN6 Bogo – Diaoubé 470

Oussouye - Mlomp-Elinkine and Mlomp-Djiromaït 43

Average traffic 558

XIX

Traffic on Earth Roads

Description Road Section Annual Average Daily

Traffic (AADT)

P602(1) Sibassor (CF N1) – pk 18.9 (Ndiébel) 97

P0603 B Ndofane (CF N4 – P 0603) – Tiaré (CF D 0604-P 0603) 94

D0705(1) NGuéniène – Thiadiaye (CF N1) (pk 49 to 66.3) 245

R040 (1) End of paved road – CF D 0402B (5 km from Podor – Guédé ) 8

D0704 (2) Dinguiraye (CF P 0313) – Bba Garage (CFR 032) – Keur Samba Kane – Khombole (CF N3) (pk 21.5 to 58.4

210

P0702 (2) Touba (CF N3) – Touba Bogo 177

R0032 Baba Garage (CF D 0704) – Mékhé (CF D 0703) 94

D0221 (1) CF N6 (Dioulacolon ) – Salikéniè (CF Kambadiou Road) 138

D0221 (6) Linkéring (CF P 0225) – CF P 0223 200

D0222 (1) Kolda (CF D 0219) – Saré Ndigel (pk 37.3) 156

D0222 (3) Sinthian Diara – Médina Yoro Foula (CF P 0216) 178

D218 Marssassoum – Djiérédji – Sédhiou 171

Average 147

Values Required for the HDM4 Model on Earth Roads (Before Work Execution)

Parameters Value Width of pavement (in m) 6 Width of verge (in m) 0 Sinuosity (degree/km) 10

Variation in level (in metre/km) 3

Height (in m) 100 Average temperature (in degree Celsius) 27

Duration of dry season (proportion of year) 0.9

Type of pavement base

Thickness of base (mm) 15

Soil Well graduated natural sand with a moderate clay content

Estimated evenness (IRI) (m/km) 15

XX

Values Required for the HDM4 Model on Paved Roads (Before Work Execution)

Parameters Value

Width of pavement (in m) 6

Width of verge (in m) 1.5

Sinuosity (degree/km) 10

Variation in level (in metre/km) 3

Height (in m) 100

Average temperature (in degree Celsius) 27

Duration of dry season (proportion of year) 0.9

Year of last coating 1996

Type of last coating Asphaltic concrete

Thickness of last coating (in mm) 40

CBR subgrade soil 18

Type of foundation granular

Structural index 5

Total cracked surface (%) 70

Grubbed-up area (%) 70

Number of potholes per kilometre 100

Jagged edge surface (m2/km) 400

Average rut depth (in mm) 50

Texture (mm)

0.5

Adherence (SCRIM 50 km/hour)

0.4 (default value)

Estimated evenness (IRI) (m/km) 12

Deflection

0.7

XXI

Cost of Maintenance Work per Kilometre (in CFAF)

Paved Roads

Types of Maintenance

Cost per km

Actual Road Projected Road

Excluding VAT Including Taxes Excluding VAT Including Taxes

Routine manual maintenance 130 000 153 400 90 000 106 200

Routine mechanical maintenance 500 000 590 000 300 000 354 000

Periodic maintenance 15 000 000 17 700 000 11 000 000 12 980 000

Cost of Maintenance Work per Kilometre (in CFAF) Earth Roads

Types of Maintenance

Cost per km

Actual Road Projected Road

Excluding VAT Including

Taxes Excluding VAT Including Taxes

Routine maintenance 490 000 578 200 490 000 578 200

Periodic maintenance 28 000 000 33 040 000 28 000 000 33 040 000

Earth Roads under the PER

ROAD No. ROAD SECTIONS

Distance (Km) Costs per Km (in CFAF)

Before Execution of

Works

After Execution of Works

Before Execution of Works


P602(1) Sibassor (CF N1) – pk 18.9 (Ndiébel) 18.9 18.9 274782193 274782193

P0603 B Ndofane (CF N4 – P 0603) – Tiaré (CF D 0604-P 0603)

19.7 19.7 286413185 286413185

D0705(1) NGuéniène – Thiadiaye (CF N1) (pk 49 to 66.3)

17.3 17.3 251520209 251520209

R040 (1) End of paved road – CF D 0402B (5 km from Podor – Guédé )

24.6 23.8 426321995.4 426321995.4

D0704 (2) Dinguiraye (CF P 0313) – Bba garage (CFR 032) – Keur Samba Kane – Khombole (CF N3) (pk 21.5 to 58.4

36.9 36.90 660978219.7 660978219.7

P0702 (2) Touba (CF N3) – Touba Bogo 31.20 31.2 558875893.1 558875893.1

XXII

R0032 Baba Garage (CF D 0704) – Mékhé (CF D 0703)

29 29 519467977.5 519467977.5

D0221 (1) CF N6 (Dioulacolon ) – Salikéniè (CF Route Kambadiou)

26.9 26.90 721416889 657437653

D0221 (6) Linkéring (CF P 0225) – CF P 0223 14.4 14.4 386185993 351936885

D0222 (1) Kolda (CF D 0219) – Saré Ndigel (pk 37.3) 37.3 37.3 1000328995 911614292

D0222 (3) Sinthian Diara – Médina Yoro Foula (CF P 0216)

19.2 19.20 514914657 469249180

D218 Marssassoum – Djiérédji – Sédhiou 81 81 2172296209 1979644976

356.4 355.6 7 773 502 415.70 7 348 242 658.70

Average

Paved Roads under the PER

ROAD No. ROAD SECTIONS

Distance (Km) Costs per km (in CFAF)

Before Execution of

Works

After Execution of

Works

Before Execution of Works


RN4

Kaolack – Ndoffane 43 43 113 504 542.20 124 937 900,00

Kavil – Keur Madiabel 25 25 113 504 542.20 124 937 900,00

Kaolack – Passy 18 18 113 504 542.20 124 937 900,00

RN6 Bogo – Diaoubé 30 30 133 227 955.00 167 929 365,00

Oussouye – Mlomp - Elinkine and

Mlomp –Djoramaït

27.23 27.23

171 576 833.50 178 958 047,90

Total 143.23 143.23 645 318 415.10 721 701 112.90