Document of

The World Bank

FOR OFFICIAL USE ONLY

Cg4 /9' -6 _ QJ/

Report No. 7249-GUI

STAFF APPRAISAL REPORT

REPUBLIC OF GUINEA

FOURTH HIGHWAY PROJECT

May 16, 1988

Occidental and Central Africa DepartmentInfrastructure Operations Division

Tbis document mas a restlcted distribution and may be used by recpients only in the perfomnimaoe oftheir official duties. Its contents nay not otherwise be dLsclosed without World Bank authodzation.

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CURRENCY EQUIVALEPÎTS

Curroncy Unit m Guineon Franc (CF)t%Stl1. O OF 618

US8l.28S6ô = SOR l

FISCAL YEARJanuary c -- Doco ber 81

SYSTEU OF WEIGHTS AND MEASURES (METRIC)

1 mater (a) u 8.28 tfet (ft)1 squaer aster (<2) = 10.76 square tfet (aq ft)1 cublc aster (a") * 86.8 cublc feet (cu ft)1 kileeter (ka) = 0.82 eile (ai)1 square kilofeter (ko2) * 0.89 square aile (xq ml)1 *etric ton (t) 2,20S poundx (lb)

ABBREVIATIONS AND ACRONYNS

Items Enplish French

adt average dxTly traffic Trafic journalier moyen

AfDB Afrlcan Dev-lopment Bank Banque Africaine de Développement

BADEA Arob Bank for Economlc Dev-lopent Banque Arabe de Développement Economlque en Afrlqueln Afrtea

CCOE French Bilateral Fund Caisse Centrale de Coopération Economique

DGT Central Dlactorate for Transport Direction G6nérale aux Transports

DOlTP Cneral Directorate for Public Works Direction Générale aux Travaux Publics

FAC French Bliateral Assiotance Fond Aide et Coopération

GTZ Socloty for TechnTcal Cooperation Soclité pour la Coopération Technique,Federal Republlc of CGrmny République Fédérale d'Alloagne

KfW Geraan BTlateral Aid Agency Agence Alleaxnde Blatérale d'Aide au Développement

MARA Mlnistry of Agriculture end Ani-al Minlatère de l'Agriculture et des RessourcesResource Anls les

MTTP Minlstry of Transport end Public Works Mlnlstre des Transporte et des Travaux Publiles

ONCFG Guinean Ralilwy Company Office NatTonal du Chemin de fer de Gui6e

PAC Port Authorlty of Conakry Port Autonome de Conakry

USAIO United States Agency for InternatlonalDevelopent

REPUBLIC OF GUINEA w DR. JAL L L bJILFOURTH HIGHWAY PROJECTSTAFF APPRAISAL REPORT

TABLE OF CONTENTS

PaRe No

DOCUMENTS IN THE PROJECT FILE .. i

CREDIT AND PROJECT SUMMARY ....... ................ il

I. INTRODUCTION ................................................ 1

II. THE TRANSPORT SECTOR ........................................ 2

A. The Transport System ................................... 2B. Roads and Road Transport ................................ 2C. .ailways and Rail Transport ................... 2D. Ports and Shipping ...... ................. 3E. Airports and Civil Aviation ............... 3F. Transport Sector Administration ................. 4G. Transport Sector Investment ................... 5H. Bank Group Involvement in the Transport Sector .... ...... 5

III. THE HIGHWAY SUBSECTOR ....... ................ 6

A. The Network ............................................. 6B. Road Construction and Maintenance Activities ............ 7C. Road Planning and Policy Framework ...................... 7D. Road Administration ...... ............................... 10E. Traffic and Road Transport .............................. ilF. Construction Industry . ........ ilG. Highway Engineering Road and Construction ... 12

IV. THE PROJECT ................................................. 12

A. Objectives ...... . ................ ........................ 12B. Description .... 12C. Cost Estimate... 15D. Implementation. . ..... 16E. Procurement . . .. 17F. Financing and Disbursements .. . .18G. Accounting, Auditing and Reporting .... 19H. Impact on Environment and Employment.... 19

This report was prepared by Messrs. Jean-Claude Sallier (Task Manager),Henri Beenhakker (Principal Transport Economist), and John Schwartz (SeniorProject Officer), on the basis of an appraisal mission in January 1988.Typing vas done by Ms. Nga Nguyen.

This document has a restricted distribution and may be used by reipients onby in the performancen|of their of ficiai duties. Its contents may not otherwise be discosed without Worid Bank authorization.|

Table of Contents (continued)

V. ECONOMIC EVALUATION ........................................... 20

A. The Paved Road Component .............. .. ................ 20B. The Spot Improvement Component ..... ..................... 21C. Project Beneficiaries .................................... 21D. Project Risks ............................. * ......... . 21

VI. AGREEMENTS REACHED AND RECOMMENDATIONS ...... ................ 22

ANNEXES

2-1 Administration of Public Works2-2 Public Investment Program (87-89); Transport Sector3-1 National Highway Network3-2 Highway Network Characteristics3-3 Ongoing Construction/Maintenance Activities3-4 Road Network Development Policy3-5 Characteristics of the Vehicle Fleet and Traffic3-6 Price Structure of Petroleum Products3-7 Local Investment and Maintenance Costs (Routine and Periodic) - Ten-Year

Average4-1 Dubreka-Kolaboui Road4-2 Kouroussa-Kankan Road4-3 Spot Improvement Component4-4 Routine Maintenance Component4-5 Consulting Services4-6 Detailed Cost Estimate4-7 Implementation Schedule4-8 Financing Plan4-9 Schedule of IDA Disbursements5-1 Agricultural Production in Zone of Influence of Dubreka-Kolaboui Road5-2 Agricultural Production in Zone of Influence of Mamou-Kankan Road

MAP: IBRD 21019

REPUBLIC OF GUINEAFOURTH HIGHWAY PROJECT

I. INTRODUCTION

1.01 The Government of Guinea has undertaken an ambitious program ofeconomic reform aimed at reversing the difficult situation it inheritedfrom the First Republic. Under the ongoing Structural Adjustment Program,the Government aims at decontrolling and liberalizing economic activity,encouraging private sector participation, reducing direct state involvementin productive and service sector activities, and improving macro-economicmanagement through major institutional reforms. The Government, withtechnical assistance from IDA, has begun the process of public sectordisengagement from industrial and commercial activities in order to reduceinflated civil service rolls and eliminate substantial state subsidies.Re-establishing reasonably dependable communications among the mainproduction, consumption and export centers, and opening up Guinea's richhinterland are part of the requirements for the success of Guinea'sstructural adjustment program.

1.02 After 25 years of neglect, Guineats transport sector is among theleast efficient in the region and one of the main obstacles to acceleratedevelopment. Most of the transport infrastructure is barely operable. TheGovernment has accorded the highest priority to the creation of a soundpolicy framework and the re-establishment of essential transport services.In support of this strategy, the Government's investment program focuses onthe elimination of four major bottlenecks: (i) the heavily deterioratedroad system; (ii) the serious congestion in the port of Conakry; (iii) theunreliable and unsafe air transport system; and (iv) the difficulties oftransforming a transport industry historically dominated by inefficientparastatals into an efficient private service industry. IDA, the AfricanDevelopment Bank (AfDB), French bilateral aid (FAC and CCCE), Germanbilateral aid (GTZ and KfW), the Saudi Fund for Development, the IslamicDevelopment Fund, the OPEC Fund and the Arab Bank for Economic Developmentin Africa (BADEA), have been supporting the Government's strategy through aseries of projects financing priority investments and supporting reformmeasures in the transport sector. The Transport Sector Project (Cr.1815-GUI) signed in August 1987 and co-financed by AfDB, GTZ, KfW and FAC,vas designed to ensure the establishment of an appropriate sector policyframework and to cover the essential needs of the ports and aviation sub-sectors. It vas envisaged at the time that important additionalinvestments vere required in the road sub-sector, but that these neededfurther preparatory work. Accordingly, the proposed project will helpfinance these urgently needed investments. It also constitutes the initialphase of a long term investment program in the road sub-sector.

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II. THE TRANSPORT SECTOR

A. The Transport System

2.01 Guinea has a land area of 246,000 km2 and a population estimatedat about 5.8 million, which grows at the rate of 2.8Z per year. About 75Zof the population lives in the rural areas and depends on agriculture fortheir livelihood. Heavy rainfall and high mountain ranges make transportinfrastructure difficult to build and maintain, and costly to operate.

2.02 When the First Republic ended in April 1984, Guinea was left withsome of the most rundown infrastructure and least efficient transportoperations in Africa. The efforts made under the First and Second HighwayProjects (para. 2.15) were limited to priority road sections and could notprevent the overall deterioration of the road network as maintenance wasgenerally neglected throughout the country (para. 3.04). Today, aclassified road system of some 14,000 km has shrunk to about 10,700 km ofwhich 1,300 km are paved roads in poor condition, 4,400 km are unpavedroads in very poor condition, and 5,000 km are barely passable ruraltracks. The country's estimated fleet of 27,000 vehicles is among thesmallest and most overaged of the region. The rail system tctals 1,047 km,comprising three mining railways (385 km) operating satisfactorily, and adeteriorated public railway linking Conakry to Kankan (662 km) which hasvirtually ceased to function. Guinea has two major deep-water porte: onein Conakry serving commercial and mining traffic, and one almostexclusively bauxite-related in Kamsar. The international airport inConakry has been modernized recently but still lacks equipment to ensuresafe operation in conditions of poor visibility; nine secondary airfieldsare marginally operab±a with substandard air safety and navigationequipment. The national carrier's (Air Guinea) financial situation isprecarious and provides a poor transport service.

2.03 The present capacity of all transport modes is insufficient tomeet current levels of demand, much less to serve the increased demandexpected as economic reform measures take hold and productive sectoractivities revive. Rehabilitation and maintenance of core infrastructureand restructuring of sector agencies form the center of Governnent's nearand medium-term strategy. The ongoing Third Highway Profect (Cr. 1457GUI), the already completed Conakry Port Project (Cr. 1382-GUI) and theTransport Sector Project (Cr. 1815-GUI) have begun and strengthened theGovernment's reconstruction efforts, but much more is needed ininfrastructure rehabilitation.

B. Roads and Road Transport

2.04 The road sub-sector and its administration are discussed in detailin Chapter III.

C. Railways and Rail Transport

2.05 Office National du Chemin de Fer Guineen (ONCFG) is the parastatalresponsible for running the Conakry-Kankan public railroad constructedbefore World War I. Services have been interrupted for several months on a

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number of occasions and ONCFG's financial situation ls dismal, withrevenues not even covering operating expenses. Under the Transport SectorProject, it has been agreed with the Government to severely limitinvestments to those required for clear safety reasons, and to keep budgettransfers covering operational expenditures from exceeding present lowlevels. The road investments to be carried out under the proposed projectwill help improve overland transport services to the areas currently servedby the railway.

D. Ports and ShipDinR

2.06 The port of Kamsar, constructed as part of the Bank-financed BokéBauxite Project, has been in operation since 1975. It currently handlesabout 11.3 million tons of bauxite exports annually and a small amount ofimports for the account of the mine. Conakry, the main commercial port,handles all general cargo :imports and exports, fuel and clinker imports, asvell as bauxite (3 million tpy) and alumina (500,000 tpy) exports. Generalmerchandise imports incressed from 215,000t in 1983 to 586,000t in 1987, anincrease of about 1731, reflecting both the liberalization of the Guineaneconomy since mid-1984 and improvements in port installations andoperations financed under the satisfactorily implemented Conakry PortProject (1382-GUI). To handle the anticipated growth in traffic, theTransport Sector Project will assist in expanding the capacity of ConakryPort and further improving its operational efficiency.

2.07 The Port Autonome de Conakry (PAC), established in 1982, hasevolved into a credible managing entity with foreign technical assistancefinanced by GTZ. PAC's financial performance has been on the wholesatisfactory; a new tariff structure has been introduced in connection withthe Transport Sector Project. Privatization of port-associated servicesreplacing inefficient state monopolies is progressing satisfactorily.

2.08 Guinea's involvement in shipping is currently limited to partownership of a joint-venture company, GUINOMAR, set up with Norwegianpartners (Torvald Klaveness) in 1979 to handle some four million tons ofbauxite shipments annually from Kamsar. The company at present owns onlyone ore-carrier (65,000 tdw) and charters another eleven, at very favorablerates due to today's depressed shipping markets. Coastal shipp5ng islimited to smail-scale barter trade of little importance, with annualvolumes handled less than 4,000 tons. It may, however, grow in importanceas agricultural production revives. River transport is possible for aboutfour monthe during and after the rainy season on the Milo (Kankan-Siguiri)and Niger (Kouroussa-Siguiri-Bamako) rivers; it is used mainly to transportagricultural products over short distances with traditional river barges.

E. Airports and Civil Aviation

2.09 Guinea has ten airports: an international airport at Conakry, andnine domestic airfielde of which three--in Faranah, Labé and Kankan--havepaved runways. The existing secondary airfields provide good coverage ofthe country; however, the runways of the aforementioned three domesticairports are in such poor condition that, like the laterite airfields, theycan accormodate only short take-off and landing (STOL) aircraft.International air passenger traffic has increased from a modest level of

around 10.000 passengers p.a. in the early 1980s to 118,000 in 1983 and to229,000 in 1986. In contrast, domestic air passenger traffic, vhich hadattained 90,000 passengers p.a. in the early 19809 (including about 40ZGovernment officials flying free of charge), dropped to about 28,000 in1986, as a result of the deterioration of the airports and the precariouscondition of the national carrier, Air Guinée.

2.10 Faced with mounting losses, the Government requested in 1985 astudy aimed at restructuring Air Guinée. The study recommendedtransforming Air Guinée into a new company limited to domestic services, atlesst for the initial years. To stem foreign exchange losses, theGovernment suspended all international operations in 1986 and sold two ofits three jet planes. Domestic services are provided with a DHC-7STOLaircraft obtained as a grant from the Canadian Government. A second studyof Air Guinde undertaken during preparation of the Transport Sector Projectin 1986/1987 developed definitive proposals for reorganizing the company.The recommendations of the study vill be implemented beginning June 30,1988 following a detailed timetable agreed under the Transport Project.

2.11 A significant improvement of air transport operation is expectedto occur under the Transport Sector Project which provides financing fortechnical assistance, studies, a training program, supply of criticallyneeded equipment and civil vorks. It vas also agreed with Government thatimportant actions vould be taken to reorganize the administration of thesub-sector through the creation of a new Air Navigation Agency (ANA) byJune 30, 1988. ANA would be responsible for maintaining normal operationsand safe conditions at Conakry and secondary airports.

F. Transport Sector Administration

2.12 In january 1988, the former Ministry of Equipment and Urbanism vasrestructured and divided into two ministries. Administration of thetransport sector is nov the responsibility of the Ministry of Transport andPublic Works (MTTP) and more particularly of its two General Directorates(a) the General Directorate for Transport (Direction Générale auxTransports, DGT) which is responsible for the for._ lation and monitoring ofsactor policies, programs and regulations covering public and privatesector organizations, vehicle licensing and registration, road safety, andfor overseeing public sector agencies in ports, shipping, air transport,road transport and railways; and (b) the General Directorate for PublicWorks (Direction Générale aux Travaux Publics, DGTP), which deals with theplanning, programming, construction and maintenance of highways, as vell asairfield infrastructure. DGTP carries out these responsibilities throughits central services and its four regional directorates and 36 sub-divis ons, and through the Road Project Office (Office du Projet Routier,OPR), a:' autonomous entity responsible for road maintenance and supervisedby DGTP. The Secretariat of State for Commerce (Secrétariat d'Etat auCommerce, SEC) under the Ministry of Finance and Economy oversees thecompany responsible for the supply and distribution of fuel, while theMinistry of Plan and International Cooperation (Ministère du Plan et de laCoopération Internationale, MPCI) allocates investment resources to thesector.

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2.13 DGTP and DGT have inherited large numbers of inadequatelyqualified staff, including many locally-trained civil and mechanicalengineers and technicians, as vell as economists and accountantr.Streamlining administrative structures is therefore a high priority. Tohelp accomplish tnis restructuring, organizational studies of both DGTP andDGT vere completed under a Transport Plan Study being carried out as partof the Third Hig'.way Project. On the institutional reform and manpowerdevelopment fronts, the Transport Sector Project supports training andtechnical assistance to transform MTTP into an organization capable offormulating and monitoring sector policy as vell as planning, preparing andsupervising investment and maintenance programs and projects. The fullimplementation of the reorganization vas scheduled under the '?ransportSector Project to be carried out by October 1988. However, the January1988 government reshuffle and adminiitrative restructuration delayed theimplementation of the reorganization by several months. Annex 2.1 providesdetails of the envisaged reorganization of DGTP. Promulgation of the neworganizational structure of DGTP is a conditjon of credit effectiveness.

G. Transport Sector Investment

2.14 A three-year Public Investment Program (PIP) has been establishedfor 1987-89 vith technical assistance financed under IDA Credit 1559-GUI.Given the massive and urgent needs for transport infrastructurerehabilitation, the 1987-89 PIP 1or the transport sector (Annex 2.2)currently shows annual average investments of US$60 m equivalent in theroad and road transport sub-sector, US$15 m equivalent in the ports sub-sector, and US$6 m equivalent ir the aviation sub-sector. 'Whileinsufficient to meet the overall needs of all sub-sectors, particularlyroads, they are realistic and therefore endorsed by IDA regarding bothfinancial and administrative constraints. Provided, however, thatfinancing is found on acceptable terms, and that adequate provisions aremade by Government to ensure correct project implementation (mainly bycontractors) and supervision of vorks, high priority transport sectorinvestments in Guinea should be allowed to take an increasing share ofpublic investment over the next decade. On the other hand, to ensure thatnev transport investments and expenditures vill be in accordance vithstrict priorities in the sector, the Government and the Association haveagreed under the Transport Sector Project to review annually by December 31of each year, (a) the three-year rolling investment and expenditureprograms for the entire transport sector for the period 1989-1994; and (b)the annual maintenance budgets resulting from these programs, for theroads, ports, railways and aviation subsectors, submitted by theGovernment. Only projects vith an economic rate of return of at least 10Zvould be included In the program.

H. Bank Grour' Involvement in the Transport Sector

2.15 The Bank Group has been among the principal sources of externalfinancing for transport development in Guinea. Since 1966, it has madethree loans and five credits in the sector. The former (Lns 51-GUI, 1966;577-GUI 1968 and 766-GUI, 1971; US$75.2 m total) financed the mining townsite at Boké and related port and rail infrastructure for the export ofbauxite from the mining development and vere successfully completed in1975. The latter have funded the First (Cr. 596-GUI, 1976 US$14 m) andSecond Highvay Projects (Cr. 953-GUI and EEC-33 GUI, 1979 US$17 m) and are

funding the Conakry Port Project (Cr. 1382-GUI, 1983 US$38 m), the ThirdHighway Project (Cr. 1457-GUI, 1983, US$73.2 m), and the Transport SectorProject (Cr. 1815-GUI, US$55 m). The first two highway projects financedextensive road rehabilitation and maintenance programs. The Pirst HighwayProject was satisfactorily completed in 1980 by a virtually autonomousproject unit, (PCR No. 4358, March 1983). The Second Highway Project wasto achieve a wider institution building impact by incorporating the unitinto the Ministry of Public Works organization. This objective provedpremature and resulted in diversion of project resources and disappointingwork outputs. Nevertheless, the project was completed in mid-1984 afterstrong remedial action, and yielded a satisfactory rate of return (PCR No.5653, May 1985). The Conakry Port Project has fully realized its physicalobjectives and most of its institutional goals.

2.16 The ongoing Third Highway Project was prepared during the previousregime and designed for a different institutional and economic environnent.To circumvent political interference and compensate for the ineffectivenessof the public works administration, an autonomous Road Project Office (OPR)was created. Following the creation of the Second Republic, thisinstitutional set-up needed to be adapted to the policy orientation of thenew Government which emphasizes retrenchment of the public sector in favorof pri-atization. Accordingly, the project has been redesigned to re-orient OPR's structure towards that of a commercially-based contractingenterprise. The road rehabilitation and maintenance program under theThird Highway Project includes the rehabilitation of part of the country'smain paved road network and the maintenance of priority gravel roads. TheTransport Sector Project provides the pclicy framework to ensure efficiencyand effectiveness throughout the sector. In addition, it supports a majorrehabilitation in the ports and civil aviation sub-sectors, and providesadditional funds for strengthening existing paved roads in the country.

III. THE HIGHWAY SUB-SECTOR

A. The Network

3.01 Guinea has a road network totalling about 10,l 0 km under DGTP'sjurisdiction. The Fational Road network (Hap IBRD 21019, Annex 3.1) hasrecently been defined in connection with the preparation of this project.It consists of (a) a primary road network of about 4,600 km (of which 1,300are paved) which connects the main economic center, and most prefecturesamong themselves and with the seaports; and (b) a secondary road network ofabout 1,500 km that linke isolated remaining prefectures to the primarynetwork. The Regional (or tertiary) road network of 5,000 km comprisesrural tracks which link sub-prefectures to the primary and secondarynetwork and provides access to isolated regions. Annex 3-2 shows that interms of road density Guinea is one of the worst served countries in WestAfrica. Thus, Guinea has merely 4.3 km of roads per 100 km2 and 1.8 km per1,000 inhabitants, compared to ll..9 km/100 km2 and 2.3 km/1,000 inhabitantsfor Ghana, 13.6 km/100 km2 and 6.5 km/1,000 inhabitants for Cameroon, and14.8 km/100 km2 and 4.8 km/1,000 inhabitants for Côte d'Ivoire.

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3.02 Moreover, the condition of the road network is extremely poir. Asa result, transports of products such as rice, bananas, and smoked fishfrom the coastal area to Conakry and coffee and other agricultural productsfrom the interior to the capital have either been reduced significantly, ortake place at very high costs. In some instances these flows have stoppedaltogether and large areas of the country have been isolated makingeconomic exchanges scarce and expensive. These conditions constitute amajor obstacle in the Government'e efforts to develop a productive market-oriented agriculture sector in the newly liberalized economy. In order toimprove these conditions, several road links (Conakry-Mamou linking thecapital with the center of the country and Mamou-Lebé towards the north)are being rehabilitated under the Third Highway Project. The road betweenMamou and Kissidougou in the South-east vill be rehabilitated under theTransport Sector Project. Other main roads such as the coastal trackconnecting Conakry with Kolaboui and the Mamou-Kankan section in theeastern part vill be reconstructed and upgraded under the proposed proje't.

B. Road Construction and Maintenance Activities

3.03 Over the 1967-87 period, the paved netwcrk increased from 200 kmto 1,300 km corresponding to an average annual increase of about 55 km, orabout one third of the expansion in similar countries of the region. Theonly new road vorks undertaken since 1982 have been the construction ofpart of the link between Gueckedou and N'zerekore (126 of 280 km) - theprovincial capital of the south-eastern region - financed by the SaudiFund, Islamic Development Fund and OPEC Fund.

3.04 Maintenance of the road network was severely neglected until themid-1970s. Due largely to the IDA financed First and Second HighwayProjects. the situation improved somewhat since 1977. Under theseprojects, regravelling of 1,800 km vas carried out, but as a result of thesevere rainfall conditions (over 4 m p.a.) in large parts of the country,and lack of periodic maintenance capabilities, these improvements vere onlyshort-lived. This experience has led the Government to adopt a strategyconsisting of two main components, i.e., construction and rehabilitation ofthe most trafficked paved roads, and spot improvements on other roads.Rehabilitation of paved roads has started under the Third Highway Project,and vill be completed under the Transport Sector Project. The spotimprovement program, which is to be initiated under the proposed project,consists of drainage vorks, limited regravelling, correction of erodedsections, and repair and replacement of metallic bridges and ferry boats.The latter is being partly financed by the CCCE. In addition, in order toprovide Guinea with a minimum, dependable all-weather access road networkto the main centers of agricultural and economic activity, a program of newconstruction of about 1,900 km of paved roads is required. The proposedproject, which envisages construction to paved standards of about 600 km,vould be the first phase of this program. Annex' 3.3 details the ongoingroad construction and maintenance activities.

C. Road PlanninR and Policy Framework

3.05 Under the Third Highway Project, in late 1985, a small transportplanning unit vas created vithin the former Ministry of Transport to beginestablishing a data base required for a medium-term transport plan. During

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the last two years this unit has carried out traffic counts andorigin/destination surveys. Moreover, the Transport Sector Projectprovides funds for assistance to DGTP in civil works supervision, thepreparation of a priority program for road rehabilitation, and improvementof the organizational framework. However, transport planning is still inan embryonic state. Until very recently, there vas no specific andfunctional classification of the country's road system, which vasestablished in preparation for the proposed project. The basis of a datacollection system to procesa traffic and pavement ronditions would bedeveloped further under the proposed project. Alse, a compatible approachbetween the Ministry of Transport and Public Works and the Ministry ofAgriculture and Animal Resources (MARA) is being developed to avoidduplication and improve coordination (paras. 3.10-3.11). Morefundamentally, there has not been a sound, comprehensive and coherent roadinvestment and maintenance development program for the country based on thesub-sector's priorities required to support overall economic development.

3.06 In order to arrive at a more rational and coherent roaddevelopment program, medium and long term indicative investment andmaintenance plans were agreed upon at negotiations. In the medium term,that is, for the next 5 to 8 years, the pricrities for the road networkares

Ci) rehabilitation of the paved road network;

(ii) spot-improvement program for the National Road Network;

(iii) a rural roads improvement program in order to ensure access tomain agriculture areas and to achieve a balanced development ofnational and regional roads;

(iv) construction of paved roads between important centers of economicactivity; and

(v) a gradual build-up of routine maintenance capabil4ties.

Many roads are presently beyond routine and periodic maintenance due to thelimited maintenance capabilities of MTTP. With the ongoing roadimprovements and those proposed under the project, the need forcapabilities in routine and periodic maintenance vill further increase andcannot be met by the inadequate force account capacity of MTTP. Therefore,rehabilitation of paved roads and spot improvement vill, to the maximumextent possible, have to be contracted out while routine maintenance villbe carried out by village workers (lengthmen) and petty contractors. MTTPwill supervise all vorks on the National Road Network and MARA willsupervise the rural roads improvement program on the Regional Road Network.

3.07 Concerning the lonR term, an indicative road network developmentplan has been prepared which comprises the investments required to build,upgrade and improve the paved, gravel and earth roads as well as tracks,which are considered likely candidates to make up the National and RegionalRoad Networks (Annex 3.1). MTTP plans to introduce simplified screeningprocedures to sort out these roads. Those selected will be subjected toeconomic feasibility studies and detailed designs. Also, MTTP will askconsultants to be engaged in these studies to supplement existing traffic

data with traffic counts and origin/destination surveys on the roads understudy. These surveys and studies vill provide the bases for preparing thelong-term road investment plan. The list of selected roads defined inAnnex 3.1 vas aRreed to during negotiations. In addition to providing abasis for future investment programs, this list should provide a soundbasis for improving aid coordination.

3.08 The aforementioned indicative road network development plan isbased on the preliminary assumption that 25Z of the Government's totalcapital and recurrent expenditures over the next two decades vill beallocated to the road sub-sector, which would imply an average of US$55million per year, in 1987 prices. While ambitious when compared vithhistorically low investments, these figures are considered feasible (otherAfrican countries have achieved similar or larger targets) and needed toraise Guinea from its present backward condition. Details of the analysisunderlying the development plan are shown in Annex 3-4. The developmentplan thus provides an indication of funds necessary during the next 20years for each of the five sets of priority areas defined in paragraph3.06. Implementation of the road improvement program has been spread overthe period 1988-2004 so as to remain approximately vithin the above yearlyaverage expenditures as follows:

(a) Paving about 1,880 km of the primary National Road Network over afourteen-year period (1989-2000);

(b) Upgrading an additional 1,010 km of the primary National RoadNetwork to the level of geometrically vwll-designed, all-veathergravel roads (Routes en Terre Moderne, RTM) over a ten-year period(1993-2002);

(c) Rehabilitating about 1,510 km of existing tracks of the secondaryNational Road Network to the level of gravel roads (Routes enTerre, RT) over a ten-year period (1994-2004);

(d) Upgrading about 5,000 km of feeder roads of the Regional RoadNetwork over a sixteen-year period (1989-2004);

(e) Developing periodic maintenance by contract vith an initialemphasis on the elimination of critical points on the primaryNational Road Network and continuation of emergency vorks on therest of the National Road Network during a nine-year period(1992-2000); and

(f) Developing a systematic policy of contracted routine maintenanceon the rehabilitated or newly reconstructed road network, to becarried out during the next two decades.

3.09 The physical and financial targets of this indicative medium andlong term road network program are in line vith the Government's three-yearrolling investment and expenditure program of the road sector for theperiod 1988-93. If undertaken as conceived, over the next two decades,about 86Z vould be spent on national roads, and 14Z on regional roads.

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While the initial emphasis is on the construction/rehabilitation of thebasic networks at the national and regional levels, this emphasis wouldgradually shift to maintenance, and from the national to the regionalsystems. It is tentatively estimated that during the first five years(1988-92) capital expenditures for rehabilitation and new constructionwould represent about 86Z of total expenditures, while recurrentexpenditures for maintenance and spot improvements would amount to 112 and3Z respectively. By the year 2005 maintenance expenditures would haveincreased te about 571 of the total. Upgrading to the level of gravelroads is noL recommended before the required capacity to maintain gravelroads - expected by 1993 - has been established. All specific investmentswill be subject to economic feasibility studies.

D. Road Administration3.10 MTTP is responsible for all road construction and maintenanceactivities, which are carried out through its five Directorates and 36field sub-divisions. The routine maintenance activities carried out bysub-divisions have been almost negligible, and the central services haveconcentrated on a few emergency operations around the capital, andsupervision of ongoing construction projects (Conakry city streets,Gueckedou-Seredou) by contractors. IDA-financed reconstruction andperiodic maintenance activities on parts of the priority road network arebeing planned, executed and supervised by OPR (para. 2.16). Under theTransport Sector Project it vas agreed that the Government would privatizeOPR's construction division. This could be done by transforming it into ajoint-venture contracting firm. The possible alternatives for OPR'sprivatization are currently being studied by a consultant financed underthe Third Highway Project. All planning, supervision, maintenance andtraining activities would return to MTTP. MTTP will thus reassume fullresponsibility for the planning, and control of all road construction andmaintenance activities. Since the creation of a satisfactory capacity tocarry out this responsibility will take at least five years, HTTP villfocus its activities, during the project period, on the National RoadNetwork. In subsequent phases of the road development program, MTTP's sub-divisions should become more effective in their collection of data on roadconditions and the supervision of simple maintenance operations. To ensurethat the equally important upgrading of the Regional Road Network (ruralroads) will not be neglected, it was aRreed at negotiations that MTTP willtransfer itL responsibilities over the Regional Road Network to MARA beforeMarch 31, 1989.

3.11 A Rural Infrastructure Project, includirig the reconstruction ofabout 1,500 km (out of 5,000 km) of priority regional roads branching outof the National Road Network, is under preparation by MARA with IDAassistan .e. Construction and mechanized maintenance of these rural roadswould be carried out by contract and the works supervised with theassistance of consultants. Routine maintenance would be organized throughlocal communities. Coordination and consistency of acticns between DGTPand MARA will be ensured through an interministerial committee, that willhold monthly meetings. Moreover, the additional responsibility of MARA forthe Regional Road Network will require intensive training of management and

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staff in construction supervision and maintenance of rural roads. Measuresto address this issue vould be elaborated during project implementation andpreparation of the Rural Infrastructure Project.

E. Traffic and Road Transport

3.12 Due to inadequate data it is difficult to determine the size ofGuinea's overaged and extremely heterogenous vehicle fleet. Theoperational vehicle fleet is estimated at about 27,000 (less than a fifthof that in Côte d'Ivoire and about half of that of Senegal) of which about19,000 are passenger cars, 3,000 station wagons, 4,000 trucks and 1,000buses (Annex 3.5). In 1982 the fleet vas estimated at 21,000 vehicles;imports have almost doubled to over 7,000 vehicles (many of them secondhand) p.a. in 1985 and 1986. The present fleet is adequate to meet presenttransport demand, but when economic activity picks up, a considerableincrease in transport capacity vill be required. Major new investment invehicles by private Guinean operators can, however, only be expected afterbetter operating conditions have been re-established on the country's mainroad network.

3.13 Despite the recent increase in vehicle imports, traffic volumes onthe inter-urban network have changed little from the 1980182 levels,indicating that vehicles are mostly used for city traffic (Conakry).Traffic on the main axis from Conakry to Mamou varies from about 3,000 vpdnear the capital to some 800 vpd near Kindia and about 400 vpd near Mamou.Annex 3.5 shows that interurban traffic flows of about 228 million vehicle-kms, 64Z of which is on paved roads, is about one fourth of those inSenegal. Traffic data for most of the country's roads are scarce; however,the DGT planning unit has started vehicle counting campaigns andorigin/destination surveys. Preliminary results show erratic variationsbut also dramatic traffic increases (up to 50Z p.a.) on recently improvedroad sections that indicate a great sensitivity of traffic to roadcondition.

3.14 The road transport industry has undergone significant changessince the advent of the Second Republic. Freight traffic is nov handledmostly by private operators, the majority being owner-operators of one ortwo vehicles. Access to the industry is free and tariffs have beenderegulated. Road passenger transport is handled by small privatetransporters. Some 7,000 vehicles are estimated to be licensed for publictransport with over two thirds operating in the capital. Facilities forvehicle maintenance and repair are few and those that exist are poorlyequipped. As a result of a January 1988 increase in the fuel price fromGF 14011 to GF 250/1, pump prices are nov well above border prices(Annex 3-6).

F. Construction Industry

3.15 In the past, road construction works were carried out by foreigncontractors, and road maintenance vorks by force account. Domesticconstruction contractors had no opportunity to develop the4r capacities inthe road sub-sector. A handful of large foreign contractors have been

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involved in road construction and are still operating in the country.After the new regime established a new economic framework, medium-scalecompetitors appeared in the market, coming mainly from neighboringcountries. These firms have expanded their operations in Guinea to thebuilding sector, and have started competing for road rehabilitation andmaintenance works. Although previous government polity vas not conduciveto the development of small domestic contractors, in particular for roadmaintenance works, some capacities do exist, at a modes-. level, for laborintensive routine mai.atenance works through the cantonnape scheme, eitherfor petty contractors or for village workers (lengthmen). Moreover, thespot improvement component of the project vill provide incentives todevelop the local construction industry.

G. Highway Engineering and Construction

3.16 MTTP has not developed geometric design standards for new roads orfor road upgrading. In addition, it has no consistent policy for pavementdesign, construction specifications and quality standards adapted to thespecific conditions of the country's various regions. The technicalassistance team hired under the Transport Sector Project vill be requiredto prepare appropriate design standards and policies. Meanwhile, detailedengineering and construction supervision will be carried out by qualifiedinternational consulting firms that generally follow accepted engineeringpractices.

IV. THE PROJECT

A. Obiectives

4.01 The main objectives of the project, which vill be carried out overa period of five years, are to (a) gradually increase the National RoadNetwork and enhance its level of service (para. 3.06); and (b) furtherstrengthen MTTP's capability for managing the National Road Network (para.3.10). The project vill be the firat phase of the long-term programdescribed in para. 3.08, which is essential to improving the country'seconomy.

B. Description

4.02 The project consists of:

(a) Construction and improvement to paved road standard, andsupervision by consultants, of two sections of the National RoadNetwork totalling about 600 km.

(b) Elimination of critical points on about 1,500 km of the primaryNational Road Network to ensure year-round accessibility.

(c) Development of a routine maintenance policy for all rehabilitatedportions of the National Road Network.

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(d) Studies by consultants of the feasibility of improving about 600km of the National Road Network followed by a further 200 km ofdetailed engineering and miscellaneous economic and technicalstudies related vith the transport sector.

(e) Provision of fellowships for training MTTP's staff and provisionfor technical assistance.

(a) Reconstruction and Imprevement Including PavinR

4.03 Two rcad links of the primary National Road Network, (the Dubreka-Kolaboui coastal road, 200 km, and a section of the main road to the eastMamou-Kankan, 400 km) will be reconstructed and improved, includingbituminous paving. Reconstruction vill generally follow present alignment,with improvement of horizontal and vertical alignments. These road links,whose locations are indicated on Map No. 21019, and whose characteristicsare described in more detail in Annexes 4-1 and 4.2, will have 2 lanepavements (of 7 m for Dubreka-Kolaboui and of 6 m for Mamou-Kankan) andshoulders betveen 1 m and 1.50 m. Design speeds will vary from 50 km/h to100 km/h according to terrain. Maximum gradients vill normally be below10Z, though some short sections in mountainous areas vill reach up to 122.Pavements vill be double surface treatment and shoulders, normally ofgravel, vill be protected on the Dubreka-Kolaboui road. The base coursevill be of granular lateritic material, stabilized with cement or made ofcrushed-run material in the case of part of the Dubreka-Kolaboui road. Newsmall bridges vill be constructed where necessary for reasons of alignmentor hydraulic capacity. Existing one-lane bridges vill be maintained andspecific signalization vill be issued in case of insufficient structuralstrength. DGTP vill be responsible for legal procedures to free the rightof way, borrow pit and quarries. The contractors vill be exempted frompaying taxes for the extraction of construction materials used for theproject.

4.04 A feasibility and detailed engineering study for the Dubreka-Kolaboui road vas carried out in 1976 by the US consultants Louis BergerInternational vith financing from the Kuwait Fund; updated final designdocuments for two bidding lots were prepared early 1988 under IDA financing(Third Highway Project). For the Mamou-Kankan road, the feasibility studyvas carried out by the French consultants SEMA in 1980 and the detailedengineering by a Philippine firm Teckniks vith local financing. Theupdated final design for five bidding lots of this road vas carried out inearly 1988 by a consortium between Teckniks and Ingeroute, the latter aFrench consulting firm, vith financing under the Third Highway Project.For both roads, bidding documents have been prepared and only minorcorrections are needed to adapt them to specific co-donors' requirements.

(b) Elimination of Critical Points

4.05 The project will finance the engineering, supervision, andconstruction of spot improvement works (para. 3.04) on about 1,500 km ofthe unpaved National Road Network. This program will consist of buildingdrainage systems, rehabilitating bridges, and repairing ntd gravellingimpassable sections with such earthworks as necessary to eliminate the

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critical points (Annex 4.3). Initially, during a trial period of about 12months, the concept of spot improvement will be developed throughsimplified final design carried out with the assistance of consultants,which will permit identification of the works and preparation of the firsttechnical specifications and bidding documents. Works will be carried outby contract. This trial period will provide the necessary foundation forthe preparation of model technical and standard documents, which willconstitute the basis for further implementation of the spot improvementprogram. Bidding documents for the initial works will be fully reviewed byIDA. Accordingly, it was agreed during negotiations that DGTP will (i)each year before October 31, starting in October 1988, submit to IDA forits review and commenta the annual plans and the related detailed actionplan for implementing the spot improvement component; (ii) before December31, 1989 present to IDA for approval model technical and standard biddingdocuments; and (iii) not later than December 31, 1990, circulate - afterconsultation with IDA - guidelines for the identification, selection andexecution of spot improvement works.

(c) Road Maintenance

4.06 Periodic Maintenance. As a result of the ongoing works ofrehabilitation of the existing paved network, and of the proposed pavingand spot improvement components, periodic maintenance needs to beundertaken only as of about five years from project inception. The projectprovides for a policy to contract out periodic maintenance in order tolimit force account operations and to focus the institutional build-up onthe training of a reduced number of maintenance engineers who would manageperiodic maintenance by contract. During negotiations, it was agreed thatbefore December 31, 1991, DGTP will submit to IDA for its review a programfor the periodic maintenance of the National Ro&a Network.

4.07 Routine Maintenance. At present, routine maintenance of theNational Road Network is the responsibility of DGTP's 36 sub-divisions.However, due to the lack of organization, technical capabilities, andinsufficient financial resources these sub-divisions are inactive. Underthe Third Highway Project, DGTP has developed a methodology of labor-intensive "cantonnaRe" to handle routine maintenance that will be testedby a pilot project under the Transport Sector Project. Under this"cantonnage" methodology, local villagers are employed to clear vegetationand maintain drainage systems (Annex 4.4). DGTP will finance thecontracting of such workers (about $250 per km per year) to carry outroutine maintenance on designated road sections, on average 4 km long. Inaddition, a group of petty contractors will be trained to carry out worksin some regions. It is expected that by 1992, some 200 "cantonniers" wouldbe working to maintain about 800 km of paved roads. To establish thetechnical criteria and procedures to contract, supervise, and pay for theworks, technical assistance will be provided to the DGTP, financedinitially under the Transport Sector Project. The project will finance thepurchase of hand tools, some vehicles to supervise the implementation ofthis component, and bicycles for workers and foremen. During negotiationsMTTP confirmed the implementation of routine maintenance by independentcantonniers and petty contractors.

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td) Feasibility Studies and Final EnRineering Design

4.08 The project includes a provision to build-up a limited portfolioof about 600 km of feasibility studies, and about 200 km of finalengineering design (Annex 4.5). The feasibility studies, under terms ofreference satisfactory to IDA, vill be selected in agreement with IDA fromthe list of the National Road Network (Annex 3.1). The project willfinance up to US$1.0 million of additional economic or technical studies ofthe transport sector, to be defined by common agreement between theGovernment and IDA. After (i) review and selection by DGTP of new roadvorks and agreement by IDA; (ii) the economic rate of return of theseplanned vorks has been proven to exceed lOZ; and (iii) prospects indicatethat these vorks vould begin vithin a period of three years, final designof proposed new road investments vill be carried out for implementationunder the next phase of the road development program. These thresholdsvere confirmed during negotiations.

(e) Provision of Fellovships for TraininR DGTP's Staff. and TechnicalAssistance.

4.09 The project includes fellovships for training Government staff inneighboring countries, in particular at the Ecole Nationale Superieure desTravaux Publics (ENSTP) in Côte d'Ivoire. During negotiations, it vasaRreed that, not later than March 31, 1989, the Government vill submit toIDA for its approval the training program to be undertaken by thecandidates selected. The project also includes a provision to continuetechnical assistance support to DGTP already initiated under the TransportSector Project. This technical assistance consisting of four high levelexperts is crucial for DGTP's planning, supervision, and management ofconstruction vorks.

C. Cost Estimate

4.10 The total cost of the project, including contingency allovances,is estimated at about US$200 m equivalent (Annex 4.6); it is Governnentpolicy that the project be exempt from taxes and duties. The foreignexchange component amounts to about US$173 m or 86.4Z. Costs have beenestimated at June 1988 prices, using the exchange rate of US$1 - FG 513.Physical contingencies of 8.5Z on average have been added. Pricecontingencies for foreign expenditures are 2.7Z for 1989-90, and 1.2Z for1991-93; for local expenditures, annual price increases of 15Z vere use-dfor 1989, 8Z for 1990 and 52 for 1991-1993 to reflect current inflationtrends in Guinea. Annexes 4-1, 4-2, 4-3 & 4-4 give detailed cost estimatesfor each component. The estimated average costs per km, excludingcontingency allowances (including contingency allowances shown inparentheses), are (a) for paving of roads, US$220,000 (US$263,000); (b) forsupervision by consultants, US$9,900 (US$12,200); (c) for elimination ofcritical points US$12,000 (US$15,600); (d) for annual routine maintenanceUS$250 (US$430); (e) for feasibility studies US$430 (US$580); and (f) forfinal design US$4,000 (US$5,380). The estimated costs per man-month oftechnical assistance, excluding contingency allowances, foreign and localtravel and local subsistence allowances are US$12,000; including foreignand local travel and local subsistence allovances the cost per man-month is

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US$14,300. The estimated cost for one man-year fellowship for trainingstaff is US$l8,000 including travel. The cost estimate is summarized asfollowst

-------- FOC () --------- --- …un () --------Local Forclon Total Local Forolsn Total

A. Civll WorksConstructlon Dubreka-Kolaboul 8,181 28,827 33,146 6.47 68.14 64.61Construction Maou-Kankan 8,470 81,808 84,781 6.70 61.62 07.80Spot Ilprovements 928 0,811 9,284 1.80 16.20 18.00Routine maintenance 267 - 267 .62 - 0.62

I. Purchase of Toolu - si 81 - 6. 6 0. 6

C. Consultant ServicesSupervision Dubreka-Kolsboul 174 052 1,026 0.84 1.6 2.00Supervision Mamou-Ksnkan 844 1,678 2,622 6.67 8.27 8.94Studies/Superv. Spot Improvements 281 1,123 1,864 0.45 2.19 2.64Supervislon Routine Maintenance 189 880 519 0.27 0.74 1.01Studios end Engineering 154 903 1,067 6.86 1.76 2.06Technical Aasiatance 108 662 770 0.21 1.29 1.60

D. Training - Is8 189 - 0.27 0.27

E. Total Bas. Cost 9,186 75,209 84,846 17.81 146.66 164.41

F. Contingency Allowances(i) Physicel 016 4,841 7,167 1.69 12.86 18.96ili) Price 8,906 7,116 11,101 7.77 13.87 21.64Total Project Coot 18,988 88,s66 102,608 27.17 172.88 200.08

4.11 Cost estimates for paving were updated by the consultants LouisBerger International and by TecknikslIngeroute after completing detailedengineering. Since only limited works of this kind have recently beencarried out in Guinea, particularly for pavement strengthening andresealing, unit prices vere generally derived from similar works obtainedfrom international competitive bidding in Cote d'Ivoire, a neighboringcountry. The other cost estimates have been prepared by DGTP with OPR'sand IDA's assistance on the basis of previous contracts. For spotimprovement, detailed simplified engineering and final cost estimates willbe sent to IDA for review and agreement before bide are invited.

D. ImDlementation

4.12 MTTP, with technical assistance hired under the Transport SectorProject, will be responsible for implementation of the project. Duringnegotiations, it was agreed that employment of the teamleader of thetechnical assistance team on terms and conditions satisfactory to theAssociation is a condition of credit effectivess. MTTP will be assistedin supervising the paving program by the same consultants who carried outthe engineering studies. Main project works (road construction) areexpected to be completed by late 1991. The project will cover spotimprovement works, studies and engineering until late 1993. Theimplementation schedule is shown in Annex 4-7.

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E. Procurement

Amounts and Methode of Procurement a/(US$ m equivalent)

Cateaory ICB LCB Other Total

1. Civil Works 132.9 12.0 37.7 182.6(33.0) (10.8) (--) (43.8)

2. Purchase of Tools -- -- 0.1 0.1(--) (--) (0.1) (0.1)

3. Supervision of Works -- -- 12.3 12.3(--) C--> (6.1) (6.1)

4. Consulting Services. -- -- 5.0 5.0Technical Assistance and (--) C--) (5.0) (5.0)Training

5. Total (incl. continRencies) 132.9 12.0 55.1 200.0m ==1 :===Q=

(33.0) (10.8) (11.2) (55.0)

ai Amounts in () indicate IDA credit shares in totals.

4.13 Unless othervise indicated, procurement vill be in accordance vithBank Group guidelines for all components financed by IDA. For itemsfinanced by cofinanciers procurement vill be in accordance vithcofinanciers guidelines. Civil vorks contracts for the paving programfinanced by IDA vill be awarded on the basis of international competitivebidding in accordance vith Bank Group Guidelines. Civil works contractsfor the spot improvement program in excess of US$1.5 million equivalentvill be avarded on the basis of ICB including prequalification. The normalmargin of preference to eligible domestic contractors vill be granted.Contracte for spot improvements under US$1.5 million equivalent, but notexceeding US$12 million in aggregate, may be awarded on the basis of LCB.These procedures have been reviewed and found satisfactory. This use ofLCB is justified because of the difficulties associated with spotimprovement works, which vill be dispersed over several areas in Guineawith ditficult access due to the poor state of repair of the road network.Consequently, foreign contractors would not be interested in contractsbelow $1.5 million unless they are already established in Guinea. LCB villbe advertized locally and foreign contractors will not be precluded fromparticipation. Contracts vith village workers and petty contractors forroutine maintenance will be financed directly by MTTP. A limited number ofvehicles not exceeding the equivalent of US$100,000, needed forimplementation of the routine maintenance program, will be procured underthe consultant contract for this component, following at least threequotations. Hand tools and equipment for routine maintenance vill beprocured folloving international or local shopping vith a minimum of threequotations from at least two different countries. All consultants andexperts for technical assistance financed by IDA would be recruited in

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accordance with Bank Group Guidelines under agreed terms of reference. IDAfinanced contracts for more than US$250,000 would be subject to IDA's priorreview of documentation; this would cover over 90Z uf the total value ofsuch contracts. These arrangements vere confirmed during negotiations.

F. Financing and Disbursements

4.14 The Project will be externally financed Dy the proposed IDA credit(US$55.0 million equivalent), CCCE (US$35.3 million equivalent), AFDB(US$34.8 million equivalent), USAID (US$23.0 million equivalent) and theRepublic of Italy (US$17.4 million equivalent). The remaining gap (US$15.3million equivalent) will be financed either by official development aid yetto be identified or, should this not be forthcoming, by an alreadyidentified private investment group on terms and conditions acceptable toIDA. The Government will finance US$19.2 million equivalent, in localcurrency. The detailed financing plan is presented in Annex 4-8.

4.15 The Government's financial contribution to the project will beprovided (i) through the yearly investment budget for major roadconstruction and rehabilitation contracts, and (ii) through a Road Fund forspot improvement and routine road maintenance works. Both of these will befunded from the general treasury. Yearly allocations will be based onannual workplans and cost estimates of works prepared by DGTP, which willbe submitted for review to the Government and IDA each year before October31, to permit timeJ, agreement on working capital and budget funding.These arrangements were a2reed during negotiations. To ensure rapidpayments from the Koad Fund to suppliers and contractors, a revolvingaccount, to be replenished regularly from the Fund, will be established inthe Central Bank and operated by the DGTP. Establishment of the Road Fundon terms and conditions satisfactory to IDA is a condition of crediteffectiveness.

4.16 The proposed IDA credit of US$55 million is to be made to theRepublic of Guinea. The credit is expected to be fully disbursed byDecember 31, 1993, against the categories as shown in paragraph 4.17. ASpecial Account with an amount of US$ 1 million representing about 4 monthsof project expenditures (except civil works which will be paid fordirectly), will be established in the Central Bank or a commercial bankacceptable to the Association. Disbursements will be fully documentedexcept for some expenditures under Category 2, for which statements ofexpenditure will be used. Documentation for the latter will be kept by theDGTP. Disbursement applications against contracts would not be for lessthan US$10,000.

4.17 Disbursements for civil works and consulting services will be onthe basis of contracts approved by IDA; lt is estimated that a maximum ofabout 53 contracts would be signed. The following table indicates creditcategories and disbursement percentagest

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Z of ExpenditureCateRjry Amount (US$ m) to be financed

1. Civil Vorks by Contract 43.8 902

2. Tools for Routine Maintenance 0.1 1002

3. Supervision of Works 6.1 1OO0

4. Technical Assistance and 5.0 100oTraininR

TOTAL 55.0

The detailed disbursement profile is given in Annex 4.9. It differs fromthe standard West Africa Region profile for transport projects (6 years)mainly because preparation of the paving program is already at the finaldesign stage and mplementation of vorks should, therefore, proceed faster.In addition, the standard profile reflects the experience of more complexhighvay maintenance projecte.

G. Accounting. Auditina and Reportin2

4.18 Accounting, costing, and budgeting systems vill be prepared andmanaged by DGTP. External auditors acceptable to IDA will carry out annualaudits that vill be submitted to IDA vithin four months of the end of eachfiscal year. Auditors will provide separate opinions on the use ofStatement of Expenditures as vell as the Special Account. DGTP vill submitquarterly progress reports on project implementation and expenditures toIDA and the cofinanciers, as appropriate. A draft Project CompletionReport (PCR) vill be submitted to IDA one month before the Closing Date.These auditing and reporting arrangements vere cenfirmed duringnegotiations.

H. ImDact on Environment and Emnlovment

4.19 The construction or rehabilitation works vill not cause anysignificant ecological probleme. The alignments follow the existing trackcorridors as far as economically practicable, reducing deforestation andproperty disturbance to a minimum. The new road surfaces, when paved,eliminate unpleasant conditions for traffic and for the population livingnear the road, due to dust in dry season and mud during rainy season.

4.20 The civil works component vill generate employment opportunitiesduring the construction stage for some five thousand unskilled workers andhundreds of skilled operators and drivers. The project vill alo generateabout 200 permanent additional jobs through petty contractors carrying outroutine maintenance.

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V. ECONOMIC EVALUATION

A. The Paved Road Component

5.01 The benefits of the construction of the Dubreka-Kolaboui andMamou-Kankan road links coiisist of savings in vehicle operating costs (VOC)from normal traffic plus diverted traffic in the case of the Mamou-Kankanlink. The construction of these two links will be well timed since anumber of agricultural projects are being implemented and planned in thezones of influence of these roads. Given the paucity of availablestatistics and the major change in transport characteristics and costsbetween the without-project situation (poorly maintained earth roadconnections) and the with-project situation (well-engineered paved roads),the economic benefits of the Dubreka-Kolaboui and Mamou-Kankan road linkshave been based largely on present and future agricultural and industrialproduction in the roads' zones of influence. Since, in the case of theMamou-Kankan road, the future agricultural production (rice) in the Siguiriares will be primarily destined for consumption in Conakry and, therefore,wil! be transported over this road link, it has also been considered in theeconomic analysis. Annexes 5-1 and 5-2 give the agricultural andindustrial production over the period 1991-2011 (expected life of the road)for the Dubreka-Kolaboui and Mamou-Kankan links, respectively.

5.02 Based on field observations and available statistics on vehicleownership, it is assumed that 82Z of the above-mentioned without-projectproduction will be transported by 5 ton-trucks and the remaining 18Z byil-ton trucks. The with-project production is assumed to be transported by5-ton trucks (702), il-ton trucks (22Z) and 20-ton trucks (82), given themuch improved road conditions. The production figures of Annexes 5-1 and5-2 are the bases for the truck related ADT estimates used in HighwayDesign Model <D)M) in order to arrive at economic rates of return (ERRs).It is noted that (i) the Pnalysis was done for individual road sectionsrather than the entire links, and (il) available ADT data were used also totake into account bus and passenger cars, which are conservatively assumedto grow at 3 percent per year. The ERRs obtained for the Dubreka-Kolabouiand Mamou-Kankan road links amount to 13.1Z and 11.2Z, respectively. Asensitivity analysis carried out shows that for a given InternationalRoughness Index used by the HDM model, the ERRe are primarily significantlysensitive to the price of a new vehicle; the higher this price, the higherthe ERR.

5.03 The above ERR estimates are very conservative since the productionforecasts of Annexes 5-1 and 5-2 only include ongoing projecte and projectsfor which a feasibility study has been carried out and funds have beencommitted. Future projects not considered in the economic analysis of theDubreka-Kolaboui road link are (i) an agricultural project ne'r Koundara tobe implemented by Compagnie Francaise de Textile (CFDT) with financing fromCaisse Centrale de Coopération Economique, (ii) the development of a large

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ranch north of Boke to be implemented with bilateral aid from Italy, andCiii) a joint Common Market/European Development Fund project (US$46million equivalent) callinr for variou' investments in the zone ofinfluence of the road. Future projects not considered in the economicanalysis of the Mamou-Kankan road link are (i) an agro-industrial projectfor jute production near Kanken and (ii) a joint Common Market/EuropeanDevelopment Fund project (US$34.5 million equivalent) calling for variousinvestments in areas near Dabola, Kankan, and Siguiri. Finally, benefitsof potential time savings related to passengers and capital tied up invehicles stranded on the roads in the without-project situation, have notbeen considered.

B. The Spot Improvement Comnonent

5.04 The analysis of the spot improvement program established theminimum required ADT for which the average spot improvement would bejustified. A number of typical sections were evaluated and the ERR rangedbetween 12Z and 322 with an average of 26Z. The minimum ADT has beenestimated assuming the level of the opportunity cost of capital in Guineais about 122. The minimum ADT would represent 15 vehicles composed of 8passenger cars, 3 buses, 3 small trucks and 1 large truck. A review ofavailable ADTs indicates that traffic levels of the roads to be selectedfor spot improvements are well above this level.

C. Proiect Beneficiaries

5.05 By opening normal and permanent traffic conditions on essentialroad sections, the project will open rich hinterlands and link isolatedpopulations to the rest of the country; it will enable agricultural inputand basic commodities to reach the regions, and rural population to exporttheir agricultural surplus production to the market of the cities. It willbenefit both the rural and the urban population by facilitating inter-regional exchanbes of goode and services and re-establishing safe all-weather passenger transport at substantially shorter travel times. Theproject vill directly benefit road users, including vehicle owners andpaying passengers who will benefit from tariff reductions due tosignificantly reduced costs of vehicle operation and enhancedcompetitiveness on the road transport industry. in iummary, the benefitsof this project are expected to have a broad and profound effect on thecountry's economy.

D. Proiect Risks

5.06 The paving component of the project does not involve significanttechnical risks, since it has been designed according to well-knownengineering principles, will be impleiented by qualified contractors, andsupervised by experienced consultants. The spot improvement component willrequire an adaptation period of about two years for the contractors and theconsultants to determine the minimum technical requirements to eliminatecritical points. The satisfactory execution of the routine maintenanceexecution rests on the capacity of DGTP to timely remunerate workers andpetty contractors. The commitment of the Government together vith theestablishment of a Road Fund will reduce payment delays. The main risk isthe limited managerial and technical capability of DGTP. Technicalassistance to assist DGTP in its tasks sheuld mitigate this risk.

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VI. AGREEMENTS REACHED AND RECOMMENDATIONS

6.01 During negotiations, agreement vas reached on the following:

(a) A medium and long term indicative road investment and maintenanceplan (para. 3.06);

(b) A list of priority roada of the National Road Network(para. 3.07);

(c) Transfer of responsibilities for the Regional Road Network fromDGTP to MARA vill be completed before March 31, 1989 (paras. 3.10and 3.11);

(d) Typical technical and standard bidding documents acceptable to IDAfor implementation of the spot improvement program vill bepresented before December 31, 1989 (para. 4.05);

(e) A guideline for execution of spot improvement, satisfactory toIDA, vill be published before Dec. 31, 1990 (para. 4.05);

(f) Annual planning and the related detailed action plan forimplementing the spot improvement program vill be discussed eachyear before October 31 <para. 4.05);

(g) Specific proposals for periodic maintenance operations by contractvill be presented for review by IDA before Dec. 31. 1991 (para.4.06);

th) Routine maintenance vill be implemented vith village workers andpetty contractors (prra. 4.07).

(i) Final design vill begin only if the economic rate of returnexceeds 10Z and when prospects indicate that vorks vill beginvithin a period of three years (para. 4.08);

(j) The training program to be undertaken by candidate-engineers villbe submitted to the Association for approval not later than March31, 1989 (para. 4.09);

(k) Consultants and experts for technical assistance financed by IDAvill be recruited in accordance vith the Bank Group Guidelinesunder agreed terms of reference (para. 4.13);

(1) Annual vorkplans and cost estimates on project operations duringthe folloving year vould be prepared by DGTP for review by theGovernment and IDA before October 31 of each year (para. 4.15);and

(m) External auditors acceptable by IDA vill carry out annual audits.DGTP vill submit quarterly progress reports and a ProjectCompletion Report (para. 4.18).

- 23 -

6.02 Additional Conditions of Effectiveness are:

(a) Promulgation of the new organizational structure of DGTP (para.2.13);

(b) Employment of the team leader of the technical assistance teamresponsible for assisting DGTP (para. 4.12); and

(c) Establishmnent of the Road Fund on terms and conditionssatisfactory to IDA (para. 4.15).

6.03 Subject to the above terms, the proposed project is technicallyand economically sound and is suitable for a credit of US$55.0 millionequivalent on standard terms with a 40-year maturity.

- 24 -

Annex 2-1Page 1 of 4

REPUBLIC OF GUINEAFOURTH HIGHWAY PROJECT

PUBLIC WORKS ADMINISTRATION

1. The Ministry of Infrastructure and Urban Development was divided inJanuary 1988 into a Ministry of Urban Development and Housing and a Ministryof Transport and Public Works (MTTP). The former Secrétariats d'Etat, onefor transport and the other for public works, became the Direction Généraleaux Transports (DGT) and the Direction Générale aux Travaux Publics(DGTP). The organizational structure of MTTP is now being reformulated.

2. The Commissariat Général à la Réforme Administrative (CGRA) is

responsible for monitoring the administrative reform process. For reasons ofconsistency, CGRA is helping to plan the overall organization and thedifferent departmental functions, at both the central and the territorialgovernment levels. The process of preparing the organic structure iscodified; recommendations are made by commissions, and compromises are soughtbetween CGRA and the ministry concerned. Following this process, theorganizational structure and staffing requirements are.set.furth in a documentsigned by the Minister of Transport and Public Works. This process was notyet in operation in January 1988. In parallel, CGRA is setting up anevaluation/selection program for government workers at levels A, B, C and D(from Engineer to Foreman) who have less than 15 years of service and who havenot studied abroad. In the first stage, general attitude tests [testspsychotechniques] are given by CGRA; in the second phase, vocational skillstests (subcontracted to specialized consulting firms) will be conducted,applying broad job profiles. The first stage, involving DGTP staff, tookplace in December 1987; the results are now being analyzed.

3. The organic structure of DGTP needs to be undergirded by certaingeneral principles that have already been the subject of study but have notyet been discussed by the various actors. These principles are the following:

(a) DGTP should be a normative and centralized body in charge ofplanning, programming and supervision.

(b) DGTP should entrust operational tasks (studies, construction,supervision, maintenance, etc.) to the private sector (enterprises,consulting firms).

- 25 -

Annex 2-1Page 2 of 4

(c) The establishment of central departments should receive priority;the decentralized regional departments will be structured later,following reconstruction of the road network.

(d) During the first stage, lasting five to six years, DGTP will need todevote its efforts to reconstruction and maintenance of the NationalNetwork.

4. This strategy should lead to the creation of a modern governmenteservice that is unquestionably oriented toward management of the roadnetwork. A draft organizational chart for such a service is presented as anAnnex. A Direction d'Etude et Programmation (DEP), responsible foridentification, classification, and quantification of all parameters relativeto the infrastructures of the National Road Network provides works/maintenanceprograms and contracts, where appropriate, to (i) the Direction desInfrastructures (DI) and (ii) the Direction de l'Entretien Routier (DIR).In due course, the Directions Régionales, assisted by a limited number ofsubdivisions, will take over routine maintenance management; those sameterritorial departments of DGTP could also, in the long term, act as delegatedexecuting authority [maître d'oeuvre délégué] for other government agencies.

5. DGTP should be operational by December 31, 1988. The TransportSector Project provides for technical assistance to assist, in particular,with the detailed planning of the organizational structure and with thepersonnel evaluation process. The inclusion of this technical assistance is aprerequisite for the success of the MTTP reorganization.

- 26 -

ANNEX 2-1Page 3 of 4

REPtJO UE * DE GUINEEQUAMTREMEPROJET RUTIER

SCHEMA ORGANISATIONNEL DE LA DGP

Laboratolr ICN DGTP DGT I. l~~~~~~~~~~~~~~~~C

Direction | Dire6tlon Diroctlon DlrectionEtude« Entretien Administrative

ProgrrDtTon Infrastructure Routier Finenclère

D D _D D _ a Di i i u i o o iv v v r v r r D O v

i i i ~~ s i i i DirectionSourcos Lics s av v s1 R98onales

n n n o n d d i i n S S

E E T sT a n n Ob b bt t r t r a d d du u à i a e M - d s i d d n o v Il a u t v v v

e e s n a ~~~t r E i i i s s p I ~~~u ic n M

0 I o h t a ni ia T r n n 6r t o o 6 a t f N a à C nn nn c I o t r oà h C r o 1 i nr n i a f a t

a r a sn I rI q c toe u u i

ta e

onU

Sources Mission IDA, Février 1980

*ecnams:YC8AROUUIneX2-1cDtr:SaIliler)

uwor4nu .00096~OéV uoum~ <3- P A 00PW I U » IGthUUPe - - 0w ~woo.c4 - -

* $ e ÇOOg - t oy aomu fl*auo -

OnmflU~!OEi InuV wI Ogw euffl Sob MM UoaW wOM - co weP> os,oo u: -

ucom ~~~~~~~~~~~~~(et i1 Iooowso op eflugo-

pI u.>mSn: » *u * 4

SNMICMul 1 0Jd OP OPcOpp.

»_e_q_- ) se *^D U~~~~~~~~~~~~~~~~~~OodoN SU"~~~~~~~~~~~~~~~~cm " tMd op epo P

e ~~~n mue jOOS Cmg pie (Mo so op "coi OCI9

* <wo wO o $* - -

0oqnx _^e UDS: .du » no wSONWOUD 49 sv4p~toco U- -w -

W * uS

* « "I»~~~~~~~S- ~ PSIhdUOAS

iu'd u euI op

OU04 eomm 0 9~~~~~~~saew (34hot <PUPmiuw DLq o,

8'u 0 lignefl a tw w-m uemm *OMMO hi -g wum%m«ç

_ »3 vW ci -0 99) mom»i O l a . S d- O

* f ( -- S.- PWDO" . .

- P~~~~~~~~~~~~~~~~~~" * i S-c»-

_~~~~~~~~~~~~~~~~~~mw *0oe _S _lnc *dOM

- -, 3~~~~~~~~~~~~~~~~~~~~~np» _a a Pq

d l O1J ~ 4 l

1.Ii'w i.i 1- usz *J * r4 -

. ~ ~ .~

. ; n oo ne o -

T-m n~NNV r °W

&SRC op OM

(L861 '*a)a

XaI;llOx larOid IE3jvn

l-Z XHN,w L

- 28 -

ANNEX 2-2

REPUBLIQUE DE GUINEEi QUATRIEME PROJET ROUTIER

PROGRAMME D'INVESTISSEMENT PUBLIC (87-89): SECTEUR DES TRANSPORTSPUBLIC INVESTMENT PROGRAM (87-89): TRANSPORT SECTOR

Total1987 1988 1989 US$ m_

1. Travaux Publics

Génie Civil Routes 37.64 48.06 82.15 167.85Etudes 2.35 2.06 9.22 13.63Voies Urbaines 3.75 4.95 13.23 21.93

1. Transport

Portuaires 17.20 12.50 15.00 44.70Aériens 5.6" 5.33 7.80 18.60Urbain 1.72 0.25 1.97Ferroviaires 0.11 0.11 1.80 2.03Divers 0.20 0.70 0.80 1.70

Total US$ m 68.56 73.81 130.0 272.40

Sources Ministère du Plan - Transport Sector Project.

March 1988AFlIN

- 29 -

ANNEX 3-1Page 1 of 2

REPUBLIQUE DE GUINEEQUATRIENE PROJET ROUTIER

Réseau Routler National/National HiRfra8 Network

Catégorie I/ Classe/Class 21Itineraire/Route Km cateaorv a b

Conakry-Kindia-Hamou 255 Pr RB RBDubreka-PK36 il Pr RB RBCoya-Farmoreah 82 Pr RB RBMamou-Dalaba-Labe 147 Pr RB RBHamou-Paranah-Kissidougou 329 Pr RB RBKissidougou-Gueckedou 85 Pr RB RBGueckedou-Seredou 126 Pr RB RBKissidougou-Kankan 190 Pr RB RBKmssar-Boke 54 Pr RB RBLabe-Popodara 10 Pr RB RBS/Total (Km) 1,289 Pr

Dubreka-Kolaboui 200 Pr RT/P RB)amou-Dabola-Kankan 402 Pr RTIP RBSeredou-N'zerekore 122 Pr RTIP RBN'zerekore-Thuo 36 Pr RTIP RBKankan-N'zerekore 393 Pr RTIP RBParmoreah-Sierra.L 10 Pr RT/P RBLabe-Seriba 147 Pr RTIP RBSeriba - Frontière Sénégal 137 Pr RT/P RTHIRBBoke - Frontière G. Bissau 106 Pr RT/P RTHIRBRsnkan - Siguiri Mali 194 Pr RTIP RTM/RBBeila - Senko - Fr CI 134 Pr RTIP RTMIRB

S/Total (Km) 1.881

1/ Pr - Réseau Primaire/Primary Network.S - Réseau Secondaire/Secondary Network.

21 a - Niveau Existant/Existing Situation.b - Niveau Futur Envisagé/Envisaged Level.RB - Route Bitumée/Paved Road.RTK- Route Terre Moderne/Grivel Road.RT - Route en Terre/Earth Road.P - Piste/Track.

- 30 -

ANNEXE 3-1Page 2 of 2

REPUBLIQUE DE GUINEEQUATRIEME PROJET ROUTIER

Réseau Routier National/National HiRhway Network

Catégorie i/ Classe/Clase 2/

Itineraire/Route Km Category a b

Boke-Gaoual Seriba 193 Pr RT/P RTMWassou-Pria 64 Pr RT/P RTMKindia-Telimele-Gaoual 255 Pr RT/P RTM

Bissikrima-Selouma-Siguiri 305 Pr RT/P RTMSelouma-Tougue-Labe 192 Pr RT/P RTMKankan-Mandiana-Frontiere Mali 187 Pr P RTM

S/Total (Km) 1,196

Labe-Mali-F.Senegal 200 S P RTFria-Telimele-Labe 215 S P RTLabe-Koumbia 66 S P RTKoundara-G.Bissau 43 S P RTDalaba-Tougue 170 S P RT

Yrikiri-Siguiri 78 S P RT

-.issidougou-Kerouane 180 S P RTGueckedou-Nongoa 20 S P RTMacenta-Konsankoro 100 S P RTN'zerekore-Yomou 61 S P RTFaranah-Dabola 110 S P RTS/Total (Km) 1,243

Total (Km) 5,609

Primaire/Primary 4,366Secondaire/Secondary 1,243

Source: DGTP, IDA.

May, 1988AFlIN

- 31 -

ANNEXE 3-2

REPUBLIQUE DE GUINEEQUATRIEME PROJET ROUTIER

Caractéristiques du RéseauIHighvav Network Characteristics

1. Données de Base/Basic Data

Réseaux/Networks Bitumées Terre Total(Paved) (Unoaved) Km

Primaire/Primary a/ 1,289 3,077 4,366Secondaire/Secondary ai 1,243 1,243S/Total 1,289 4,320 5,609

Tertiaire (Tertiary) b/ 5,000 5,000

Total Km 1,289 9,320 10,609

ai Routes Nationales/National Roads.b/ Routes Régionales/Regional Roads.

2. Comparateurs Statistiques/Statistical Comparators

W.Afr a/ GUI GHA IVC CAM

Surface/Area (Km2 000) 7,967 246 239 322 475PnB/GNP (US$ Bn 1984) 34.3 1.98 4.30 6.04 7.52

Population/(Population) Mn 90 5.90 12.30 9.90 9.90GNP/Capita (US$ 1984) 270 330 350 610 760

Réseau/Netwvorx Km 000 a/ 323 10.7 28.4 47.8 64.6Km/100 Km2 4.0 4.3 11.9 14.8 13.6Km/lOOOP 3.6 1.8 2.3 4.8 6.5

ai Nigeria Exclu/Nigeria excluded.

Source: DGTP - IDA.

March, 1988AF1IN

- 32 -

ANNEX 3-3

REPUBLIQUE DE GUINESQUATRIEME PROJET ROUTIER

Travaux en Cours IOnRoing ConstructionlMaintenance Activities

I. Objectifs Physiques ai Total(Physical Targets) Km 1986 1987 1988 1989 1990

Gueckedou-Seredou 126 20 76 303eme Projet Routier 730 100 400 230Projet Sectoriel 434 40 224 170Total (Km) 1,290 20 176 470 454 170

II. Investissements ai Total(Investments) USSm

Gueckedou Seredou 80 13 48 193eme Projet Routier 41 6 22 13Projet Sectoriel 22 2 il 9Total (US8m) 143 13 54 43 24 9

III. EntretienlMaintenance bti

3eme Projet Routier 4 1 3Ponts;BacsiBridges,Ferries 13 7 6Miscellaneous 2 1 1Total (US$m) 19 1 12 6

ai Sur RB (on Paved Road)bi Sur RT (on Unpaved Road)

Sources DGTP, IDA.

March, 1988APlIN

33

Annex 3-4Page 1 of 6

REPUBLIC OF GUINEAFOURTH HIGHWAY PROJECT

Road network development golicy

Basic direction

1. It is well known that one of the prerequisites for rehabilitation ofthe economy is a smoothly operating transport sector. The development of mosteconomic activities, particularly those of a predominantly rural nature, isdependent upon renewal and construction of the country's major highways. Theprivate sector will handle the transport activities, while the provision ofviable and adequate infrastructure will be the government's responsibility.

Space structuring

2. The highway renewal and construction policy is based otl a human,economic, and social space-structuring system. This system comprises:

(a) a primary and secondary network at the national level, linking themajor regi"-is, provinces, and prefectures; and

(b) a tertiary, regional network linking the subprefectures to thenational network.

3. It is estimated that the direct area of influence 1/ of the 5,700-kmnational network embraces 80-90% of the population, and that the 5,000-kmregional network affects the remaining 20-10%. It is likely that most of theroad development priorities for the next 20 years are located on these twonetworks.

Levels of development

4. The identification of development levels and priorities is based oneconomic analysis. Initial cost-benefit analyses of all road sections will befollowed by more detailed feasibility studies on those sections showing thebest cost-benefit ratios. As these analyses progress, an accompanying roaddata management system will be set up. The long-term objective is rationalmanagement of the roads network assisted by a HDM-type model.

5. The development levels selected are of four types. The paved road(route bitumée - RB) and the modern gravel road (route en terre moderne -RTM) in principle represent the national primary network. The earth road(route en terre - RT) with lower traffic projections in principle belongs tothe national secondary network. Lightly-traveled tracks (pistes - P)represent the regional tertiary network. Each category has its own standardsand techniques, which vill be gradually developed to ensure their

1/ Understood to be the 20-km wide strip of which the road represents thecenter line.

- 34 -

Annex 3-4Page 2 of 6

appropriateness to local conditions. Without anticipating the findings offuture economic studies, the layout of the national primary and secondarynetwork, with its three levels of development: RB, RTM, RT, as presented inmap No. 21019, will serve as a basis for reaching decisions on apptopriatehighway renewal and construction activities in the coming 5-15 years.

6. The concept of development by stages, leading from RTM to RB level,is implicitly adopted. The country's difficult relief, the extremely highrainfall, and the delay in setting up a suitable mainterance system justify alow paving threshold. The concept of spot improvements, making it possible topostpone major investments while keeping roads open to traffic, is alsoadopted. This type of localized action, which relates essentially to drainagesystems and wearing course renewal, falls between the operations ofdevelopment by stages, periodic maintenance, and emergency operations.

Road network development strategy

7. The tradeoff between meeting urgent needs and keeping options openfor the future has led to the following rehabilitation priority strategy forthe next 3-5 years:

(a) rehabilitation of existing paved-road network;

(b) launching of the construction of highways bel?nging to the nationalprimary network, RB level;

(c) setting up of a spot improvement program for the rest of thenational primary network;

(d) rehabilitation of part of the regional network, coordinating thedevelopment of this network with that of the national network; and

(e) resumption of routine maintenance on rehabilitated roads and tracks.

8. The implementation of this strategy has been tested through a reveiwof (i) ongoing operations, (ii) typical construction and maintenance costs,and (iii) different programmings with a 20-year horizon (1988-2007). Theglobal objectives to be achieved within this 20-year horizon demand an effortcomparable to that made by Guinea's neighbors in the 60s and 70s. Theseobjectives are: (i) on the national network: paving of 1,880 km; 1,010 km ofRTM developm.ent; 1,515 km of RT-level development; and (ii) on the regionalnetwork: development of 5,000 km of tracks. The total cost of this programis US$1,081 million (1987 value), or an average of US$54 million a year(approximately 25% of currently programmed PIP investments).

Costs of road network development

9. A breakdown of expenditures under the selected scenario shtws 36% offunds allocated to the national network (RN) and 14% to the regionalnetwork (RR). These proportions substantially reflect the respective share oftransport on the two networks. With respect to the national network, anaverage of 77% of expenditure would be devoted to investment, 18% tomaintenance of the rehabilitated network, and 4% to the spot improvementprogram. During the first five years (1988-1992), investment would represent

- 35 -

Annex 3-4Page 3 of 6

86% of expenditure, spot improvements 11%, and road maintenance only 3%. Theshare of maintenance would increase gradually to reach around 54% ofexpenditure in 2004. (See table below.)

GUINEAROAD NETWORK DEVELOPMENT POLICY

FINANCIAL INDICATORS

Total Breakdown US$/mUS$/m % RN % RR _

1988-2007

Investment 839 77 714 77 125 80Maintenance 200 18 168 18 32 20Spot improvements 44 4 44 5 - -

Total 1,083 100 926 100 157 100

Percentage 86 14

1988-1992

Investment 226 a/ 86 200 26Maintenance 10 3 9 1Spot improvements 28 il 28

Total US$/m 264 100 237 27

Annual average 52.8 47.4 5.4

a/ Including ongoing operations and those whose financing is assured,representing approximately 76 million.

Institutional aspects

10. Over the medium/long term, DGTP will gradually becomedecentralized. In the short term, to meet its responsibilities and handleits increased workload on the national network, DGTP will:

(a) transfer to the Ministry of Rural Development its responsibilitiesas contracting authority (maître d'ouvrage) on the regionalnetwork linking the subprefectures to the national network;

(b) call upon the technical assistance services for help with studyplanning and supervisien, while attempting to promote the emergenceof a domestic engineering sector;

(c) develop a training policy to improve the skills of its mid-levelmanagers through theoretical training and practical on-siteex-perience during construct.ion and maintenance activities;

(d) entrust works execution, particularly the spot improvement program,to the private aector; and

- 36 -

Annex 3-4Page 4 of 6

(e) continue its efforts to entrust the routine maintenance ofrehabilitated road sections to lengthmen (cantonniers, tâcherons)or small contractors.

il. Within about five years, DGTP will develop a recovery policy for itsterritorial units. Increased responsibilities will then be entrusted to thoseunits in the areas of periodic and routine maintenance, network management,and assistance to the regional authorities.

!37-ANNEX 3-4Page 5 of 6

REPUBLIQUE DE GUINEEQUATRIEME PROJET ROUTIER

Politique de Développement du Réseau RoutierRoad Network Development Policy

I. INVESTISSEMENT

RB Objectifs Physiques Coût Totalen cours (Phvsical Obiectives) (Cost) PIP

(Ongoing) RB RTM RT P i/Km Km Km Km Km US$ m USS m

1986 2%1 131987 176 541988 470 43 1821989 454 50 100 37 2071990 170 150 250 46 2381991 200 350 50 2811992 200 350 501993 130 160 450 601994 130 160 100 350 651995 130 160 100 350 651996 130 160 100 350 651997 130 160 100 350 651998 130 40 150 300 531999 130 40 150 300 402000 130 40 150 300 402001 130 40 150 300 402002 110 50 200 300 412003 200 300 222004 115 300 16200520062007Total 1,290 1,880 1,010 1,515 5,000Coît 143 389 136 112 125 905

a/ Coût de base/Base co0t June 1987

- 38 -

ANNEX 3-4

Page 6 of 6

REPUBLIQUE DE GUINEEQUATRIEME PROJET ROUTIER

Politique de Développement du Réseau RoutierRoad Network Develoxment Policy

II. ENTRETIEN (US$m)Points Critiques l/CSyot Imorovement)

TotalOverallBudget

RB RTM RT RB RTM P Total Current- - -_ - USS4M Expenditures

1986 0.03 0.031987 0.26 0.261988 0.88 2.90 3.63 7.41 631989 1.54 2.55 3.63 0.06 7.78 661990 1.96 2.09 3.63 0.20 7.88 691991 2.22 1.63 3.63 0.39 7.88 721992 2.49 1.33 3.27 0.59 7.671993 2.66 0.21 1.04 2.90 0.84 7.641994 2.83 0.41 0.12 0.74 2.53 1.04 7.671995 3.00 0.62 0.24 0.44 2.16 1.23 7.691996 3.20 1.98 0.37 0.14 1.79 1.43 8.911997 3.60 3.69 0.49 1.43 1.62 10.951998 4.26 3.74 0.67 1.06 1.79 11.611999 4.82 4.95 0.96 0.69 1.96 13.442000 5.35 5.00 1.14 0.32 2.13 13.992001 5.58 5.69 1.33 2.30 14.892002 6.64 5.78 1.57 2.46 16.452003 8.74 5.78 1.87 2.63 19.022004 9.03 4.92 2.01 2.80 18.752005 7.23 7.64 2.01 2.80 19.782006 6.35 6.25 2.01 2.80 17.412007 6.59 4.92 2.06 2.80 16.36

Total 89.34 61.58 16.82 12.86 30.68 31.86 243.48(US$m)

1/ Sur réseau primaire existant en attendant aménagement au niveau RB ouRTMOn existing primary network to be upgraded to RB or RTM standards.

March, 1988AFlIN

- 39 -

ANNEX. 3-5REPUBLIQUE DE GUINEE

QUATRIEME PROJET ROUTIER

Caractéristique du Parc et du TraficCharacteristics of the Vehicle Fleet and Traffic

I. Caractéristiques du Parc/Fleet Characteristics1986

Vehicules légerslPassenger cars 19,000Cammionnette/Station Wagon 3,000Autobus Bus 1,000Camions/Trucks 4.000Total 27,000

Il. Composition du Trafic/Traffic Distribution

V L SW llT 20T(PC) BUS _

Route bitumé/Paved road 49 24 19 6 2Route en terrelUnpaved roads 36 31 27 6 0

III. Volume du Trafic/Traffic Volume-------Routes bituméesIPaved Roade -------

Classe Volume AnnuelTMJ TMJ Annual VolumeADT Km ADT V/Km/Million

O - 100 447 82 13.38100 - 200 48 150 2.63200 - 300 285 261 27.15300 - 400 55 300 6.02400 - 500 133 411 19.95500 -1000 147 809 43.41

>1000 36 2486 32.67S/Total 1,151 145.21

------ Toutes en terre/UnDaved roads ------O - 50 5122 29 54.22

50 - 100 555 78 15.80100 - 200 174 114 7.24200 - 300 58 268 5.67

5909 82.93

IV. Trafic total/Total traffic 1986

Interurban/Interuban (106 VxXm) 228.13Urbain/Urban (106 VxKm) NA

Sources Plan de transport/Transportation Plan (1987-1996).

March, 1988AlIIN

- 40 -

Annex 3-6

REPUBLIC OF GUINEAFOURTH HIGHWAY PROJECT

Price Strutcture of Petroleum Produnts 1/

Catexory Co0t or tax(GF/liter)

CIF 62.0 2/Port charges 0.1Customs duty 12.0TSPP 135.0Storage fee 1.312 losses 1.2Financial charges 3.0Distribution margin 4.0Transport cost 13.2Retailer margin 6.2

Difference (Stabilization Tax) 12.0Average price at the pump 250.0

1/ This structure relates to diesel fuel; since the import price of gasolineper liter is practically identical, the same structure can be applied tothat product.

2/ Equivalent to US$0.138 per liter.

Source: Study of road taxes, Alain Bernard (Consultant), November 1987.

-- 41 - Annex 3- 7

REPUBLIC OF GUINEAFOURTH HIGHWAY PROJECT

Local Investment and Maintenance Costs(Routine and Periodic) - Ten-Year AveraRe

Investment (Intercitv Roads1

Annual average for primary and secondary roads of the National RoadNetwork ...................................... US$ 54.0 million (M)

10 local contribution .. US$ 5.4 M

Annual average for the rural roads ofthe Regional Road Network .............. ........ US$ 0.7 M

Maintenance (Intercity Roads)

Annual average for paved roads i; .. .......... US$ 3.6 M

Annual average for gravel roads 1/ ....... US$ 1.1 M

Annual average for earth roade l/ ............. US$ 0.2 M

Annual average for rural roads l/ ............. US$ 1.0 M

Total US$ 12.0 M

Investment 10Z local contribution andMaintenance Urban R oads ............ .................. US$ 1.8 M

Total needs... .. .. . ........ . US$ 13.8 M

- FG 6.2 billion

1i 100Z local contribution

Source: Study of the User Charges, Alain Bernard (Consultant), IDA Mission

March 1988AFlINJSbu:jmh

- 42 -

Annex 4-1Page 1 of 6

REPUBLIC OF GUINEAFOURTH HIGHWAY PROJECT

Dubreka-Kolaboui Road

1. The 199-km coastal road from Dubreka to Kolaboui links the country'stWQ principal ports and gives access to a rich hinterland. The road's area ofinfluence, affecting 122 of the country, has significant economic developmentpotential in the farming and mining sectors. The first part of the road, fromDubreka to Boffa, is the country's most heavily trafficked earth road.

2. On this 95-km section from Dubreka to Boffa, the present roadway,7-10 meters wide, cuts a winding path across a relief of wooded hills; it isopen to traffic all year long, but is difficult for vehicles to negotiate inthe rainy season. The second part of the road, 4 meters wide, runs in acutting for 104 km from Boffa to Kolaboui. It cuts straight across a flatsavanna, and it is inaccessible to traffic for three months of the year duringthe rainy season. Rainfall in the region is intense (4 meters a year), theriver network is dense, and the laterite soils are relatively plastic. TheFatala River, 1,000 meters wide, is crossed at Boffa by a ferry, reached byprecarious access ramps.

3. Feasibility and technical studies have been performed by LouisBerger International (US). The final design, financed by the kuwait Fund forArab Economic Development, vas completed in 1979. LBI is currently updatingthe project, financed by IDA credit No. 1457-GUI; the bidding documents, intwo lots, are available, and require only a minimum of work to adapt them tothe specific requirements of the donors.

4. The project provides for the construction, for a design speed of 100km/hour, of a paved road 7 meters wide, bordered by two shoulders each 1.5meters wide. The pavement is dimensioned from Dubreka to the Friaintersection for type T2 traffic (100,000 - 1,000,000 13-ton axle equivalents)and for type Tl traffic (lover than 100,000 axle equivalents over a 15-yearperiod) for the rest of the route. In lot No. 1, from Dubreka to the Fatalariver, the base course in crushed-run materials rests on a lateritefoundation; in lot No. 2, the base course will be of lateritic materialstabilized with cement. The double surface treatments could, as analternative, be replaced by sand binder 4 cm thick. The shoulders areprotected by a single surface treatment (lot 1) and a sand impregnation(lot 2).

5. The Guinean Government is considering the construction of a bridgeover the Fatala river. A recognized northern alternative is in competitionwith a southern alternative following the old telephone route; a ferrycrossing is possible by the southern alternative. The fork to the crossing onthe left bank, at point A, is close to Soumbouyadi. The corresponding pointB on the right bank is close to Domingya. The choice of place and type ofcrossing will need to be made before construction reaches points A and B.

- 43 -

Annex 4-1Page 2 of 6

6. If the proposel to bridge the river is rejected, the Fatala will becrossed by ferry by the southern alternative. The present ferry will be moved3 km upstream, on the southern route. The repair and management of the ferryare already being financed by the CCCE as part of the River Crossingsoperation. In this case, and since the CCCE would also have to finance theexecution of lot 1, this lot would run from Dubreka to point B (97.5 km),using the southern alternative, and would include upgrading of the ferryaccess ramps. Lot No. 2 would run from Kolaboui to point B (98 km), but, tokeep future options open, the cost estimate of lot No. 2 assumes that thenorthern route is used (104 km).

7. Whichever lot is considered, the works can be carried out in 20months for each lot, starting from Dubreka for lot No. 1 and from Kolaboui forlot No. 2. The execution timetable will be as follows, starting from theeffective date of the financing:

Time needed(months)

- Conclusion of supervision contract 2- PrPequalification, preparation of bidding

documents 3- Bidding 2- Opening of bids 1- Contract preparation and signature 2- Contract notification 1

Subtotal il

- Works execution 20Total 31

8. For each lot, the supervision mission will participate in, or beresponsible for: (i) prqualification (invitation, opening and analysis ofresponses, recommendations); (ii) preparation and publication of biddingdocuments; (iii` invitation to bid, opening and analysis of bids,recommendations; (iv) contract preparation; and (v) works supervision. Theexpatriate personnel on the supervision mission will comprise a mission chief(24 months), a geotechnician (18 months), a works foreman (20 months) and abridge engineer (10 months). A single laboratory, belonging to thecontractor, will be set up and made available to the supervision mission forpurposes of comparative testing. The mission will also arrange for thetraining of four interns, in groups of two, over a 10-month period. The costof supervision is estimated at around 3% of the cost of the works, for 71manmonths.

-44 -ANNEX 4-1

REPUBLIQUE DE IPae 3 of 6QUATRIEHE PROJET ROUTIER

DUBREKA - KOLABOUI

Fiche Technique TechnicAl Data

CaractéristiqueslCharacteristics

Vitesse de base/Desigu speed 100 km/hChaussée/Pavement 7.0 mAccotement/Shoulders 1.5 m

Trafic/TrafficDubreka - bifurcation Fria T2Bifurcation Fria - Kolaboui Tl

Ponts Existants/Existing bridges Réparés/Repaired

Loti Lot 2

Revêtement/Surface dressing ESC/DST ESD/DSTAlternative Sand Asphalt Sand AsphaltBaselBase Concasses/ Lateritel

Crush run cimentFondation/Sub-base Laterite LateriteAccotementiShoulders ESS/SST Sablage

(priming +sand)

Longeur/Length

Alternative nord1North (199 km) 95 (km) 104 (km)Alternative sud/South (196.5 km) 97.5 (km) 99 (km)

- 45 -

ANNEK 4-1

REPULIOQUE DE GUIN Page 4 of 6QUATRIHE PROJET ROUTIER

DUBEEKA - KOLABOUI

Fiche Techbique ITechalcal Data

2. Volume Quantities

J Terrassemnts ot 1 Lot 2 Earthworks

as Déblais en rmeblais 1,250,000 1,!00,000 Cuts ln fill3 Remblais demprunt 340,000 330,000 Borrov fill3 Déblais rocheux 130,000 41,000 Rock cute

Chaussée Pavement

d3 Fondation 151,000 162,000 Sub-baseUs Base 107,000 113,000 Baset Ciment - 68,000 Cement.3bk Transport 4,450,000 1,370,000 naulingt Impregnation (ol) 1,076 1,150 Primingt Bitume fluxé 2,100 1,900 CutbackU3 Granulat 14,260 15,000 Aggregates

Drainame

m Buses 1,870 3,100 CulvertsUS Bétons 7,200 5S660 Concretet Aeiers 410 - 310 Steelmi Posses 24,400 15,700 Ditches

Ponts BridRes

US Béton$ 3,800 5,750 Contretet Acier 210 520 Steelmi Garde-corps 424 946 Guardrailu Reparation 9 - Repaire

- 46 -

REPUBLIQUE DE GUINEE ANNEX 4-1QUATRIEME PROJET ROUTIER Page 5 of 6

DUBREKA - KOLABOUI

Devis Estimatif/Cost Estimate

Lot 1 Lot 2 Total

Installation 1.916 1.561 3.477 Camp siteTerrassement 9.138 9.034 18.172 EarthworksChaussée 9.739 9.006 18.735 PavementDrainage 7.858 6.671 14.529 DrainageOuvrages 3.876 5.007 8.883 BridgesDivers 0.410 0.404 0.814 MiscellaneousCoùt de Base (US$ m) 32.927 31.683 64.610 Base Cost

ContingenciesImprévus 1.543 1.417 2.960 PhysicalRévision 3.500 3.900 7.400 Financial

SITotal (US$ m) 37.970 37.000 74.97 Sub-total

Contrôle 1.00 1.00 2.00 SupervisionImprévus 0.05 0.05 0.10 Physical C.Révision 0.13 0.15 0.28 Financial C

S/Total (US$ m) 1.18 1.20 2.38 Sub-total

Calendrier Schedule

1989 (Z) 31 4 18 1989 (t)1990 (Z) 69 62 66 1990 (Z)1991 (Z) 34 16 1991 (Z)

Sources Consultant estimate - US$l - FF 5.7 - FG 456.

- 47 -

REPUBLIQUE DE GUINEEQUATRIEME PROJET ROUTIER AMNEX 4-1

DUBREKA - KOLABOUI Page 6 Ôf 6

Calendrier/Implementation Schedule

Génie Civil ContrôleCivil Work Supervision Total

Lot 1 Lot 1

1989 11.48 0.36 11.84 19891990 26.49 0.82 27.31 19901991 1991Total (US$ m) 37.97 1.18 39.15 Total

Base 32.92 1.00 33.92 Base costImprévus 1.54 0.05 1.59 Physical Cont.Inflation 3.50 0.13 3.63 Financial Cont.

Lot 2 Lot 2

1989 1.42 0.05 1.47 19891990 22.87 0.74 23.61 19901991 12.71 0.41 13.12 1991Total (US$ m) 37.00 1.20 38.20 Total

Base 31.68 1.00 32.68 Base costImprévus 1.42 0.05 1.47 Physical Cont.Inflation 3.90 0.15 4.05 Financial Cont.

- - - - Lot 1 - - - - - - - - - Lot 2 - - - - -Devises Total Devises Total

Local Foreign US$ m Local Foreign USS m

TravauxsCivil Vorks

Coût de base 3.30 29.62 32.92 3.17 28.51 31.68Imprévus 0.15 1.39 1.54 0.15 1.27 1.42Révision 1.13 2.37 3.50 1.32 2.58 3.90

Contrôle/Supervision

Coùt de base 0.17 0.83 1.00 0.17 0.83 1.00Imprévus 0.01 0.04 0.05 0.01 0.04 0.05Révision 0.06 0.07 0.13 0.07 0.08 0.15

Sources Consultant, IDA Mlission, Février 1988.

May 1988AFlIN

- 48 -

Annex 4-2Page 1 of 7

REPUBLIC OF GUINEAFOURTH HIGHWAY PROJECT

Mamou-Dabola - Kouroussa-Kankan Road

1. The Mamou-Kankan road runs from east to west for around 400 kmthrough the center of Guinea, following a corridor parallel to theConakry-Kankan railroad, inaugurated in 1914 and practically out of servicetoday. This road is a link in the major Conakry-Kankan-Nzerekore axis, whichconstitutes the backbone of highway communications with Mali, Liberia, andCôte d'Ivoire. The Mamou-Kankan road, part of the traditional system ofaccess to Upper Guinea, represents the shortest way between Guinea's twoprincipal cities and provides access to the central regions of Dabola-Kouroussa-Dinguiraye, where there is great mining and farming potential.

2. The present road, 4-6 meters wide, runs in part across themountainous relief of middle Guinea and the plateaus of Upper Guinea. Despitethe efforts of the heavy-works brigade of the Office du Projet Routier (OPR),traffic conditions are difficult, the road being impassable in the rainyseason. Difficulty of trading represents a heavy drag on economicdevelopment, and contributes to the inward orientation of this vast centralregion.

3. The technical study launched by the government in 1986 was carriedout by the firm of Philipin Techniks. The final technical dossier wasprepared by the Techniks-Ingeroute (France) group witlh IDA financing (Credit1457-GUI). The bidding documents, in five lots, are available, and requireonly a minimum of work to adapt them to the specific requirements of thedonors.

4. The project provides for the construction of a paved road betweenMamou and Kankan (402 km) by means of a double surface treatment, 6 meterswide, with two shoulders each 1.5 meters wide. The pavement, dimensioned forTl-type traffic, will be constructed from the natural lateritic materialsabounding in the region, which are of good quality and consequently do notrequire cement stabilization. The existing, generally one-lane, bridges, willbe kept after repair. The Niger River between Kouroussa and Kankan will becrossed by ferry. The project base speed will be 40 km per hour inmountainous areas and 70 km per hour in the plateau. The weighted base speedis 60 km per hour. The project presents no major technical difficulties;however, particular care needs to be paid to erosion control and drainage inthe mountainous areas.

5. The division of this road into five lots responds to such technicalcriteria as availability of access roads, location of quarries and location ofurban centers. The financial dimension of each lot, from US$11-16 million, isattractive to international competition, while still being reasonable.It is possible to consider groupings of lots. In the five separate lothypothesis, construction should take 20 months; with the two

- 49 -

Annex 4-2Page 2 of 7

groupings, around 40 months will be needed. The cost reduction to be expectedfrom handling the lots as two groups would partly be lost through theincreased inflat40n ratio resulting from longer execution periods.

6. The supervision mission for each lot would be composed of a teamcomprising: one highway engineer as chef de lot (16 months), onegeotechn'cian (14 months), one works foreman (14 months). The support staffwould include: one secretary, two topography operators, three laborers andthree drivers. Equipment would consist of one all-terrain vehicle, twopick-ups, one microcomputer with its software, one typuwriter, one level andone tachymeter, and assorted drafting and publication supplies. The logisticsupport, consisting of furnished housing and offices and their maintenance,the laboratory and the corresponding personnel, will be included among theservices to be provided by the civil engineering contractor.

7. For the lots as a whole, the supervision mission should also includea geotechnical engineer (20 months), to be seconded to Kankan or Mamou. Abridge engineer (3 montns) vill carry out specific assignments. In addition,for the lots as a whole, there will be a director of supervision (30 months),who will be based in Conakry and will have a secretariat and calculating andpublication facilities.

8. The director of supervision will be responsible for (i)qualification (invitation, opening and analysis of responses, recommendations,monitoring); (ii) preparation and publication of bidding documents tailored toto the donors' requirements; (iii) invitation to bid, (letter of invitation,organized visit to sites, explanations); (iv) opening and analysis of bids,recommendations, monitoring of procedures; (v) contract preparation andmonitoring of approval procedures; (vi) notification of contracts, review ofthe scheduling of the various levels of supervision for each lot. Onceconstruction is under way, the director of supervision will (i) guaranteetechnical coordination in terms of standards and norms, so as to bring aconsistent approach to identical problems arising on the different lots; (ii)provide a monthly wrap-up of progress reports, works invoices, monitoring ofaccounts, and financial monitoring and forecasting; (iii) serve as delegatedengineer, pursuant to the special bidding conditions, in which capacity hewill assist the contracting authority [maître d'ouvrage].

9. Whichever lot is considered, the works should take 20 months tocomplete, i.e. two dry seasons. The execution timetable would be as follows,starting from the effective date of the financing:

Time(months)

Conclusion of supervision contract 2Prequalification, preparation of bidding

documents 3Bidding 2Opening of bids 1Contract preparation and signature 2Contract notification 1Construction 20

Total 31

- 50 -

Annex 4-2Page 3 of 7

10. Construction and supervision costs are broken down in the followingtable. Costs are shown net of taxes and include physical and financialcontingencies.

Lot Length Civil engineering(km) US$ million

1 73.3 18.212 73.0 15.013 73.1 13.874 88.6 17.035 94.0 19.25

Total 402.0 83.38

Supervision 3.94

- 51 -

ANNEX 4-2Page 4 of 7

REPUOL!QUE DE GUINEEQUATRIESXPROJET ROUTIER

MAMOU-MKANKAN

Fiche TeçhntcuejTechnical Date

Lot1 Lot2 Lot 8 Lot 4 Lot CTerrassements U (7.8ik) (78T k) (7iEYTk-) (08.dt0k) (9-4. k) Earthworka

Déblais sn Rmbelas m 209,000 190,0 82,000 109,000 70,000 Cute In fl11Rumblais d'omprunt d8 472,000 879,000 608,000 064,0eo 804,000 Borrow fl 1Déblais rocheux es 18,000 12,0 1,600 2,0e 1,000 Rock cut

Chaussés Pavement

Fondation d8 111,000 111,600 109,000 132,000 14,000 Sub-bashBass .8 100,000 108,000 104,000 128,000 188,00M BasTransport m8ké S22,000 628,000 1,061,600 1,280,000 1,884,000 HnulingImprégnation t 000 a000 30 060 680 PrimingLiant enduit t 1.140 1,100 1,020 1,240 1,290 Cut bockOranulate es 18,100 12,740 11,740 14,200 14,800 Ageregats

Drainae i2piLBuse. MI 2,S00 2,500 1,470 1,960 2,260 turverzPerrés %2 17,8O 8,900 16,700 11,900 19,400 Slope protectionFosuss s 6,800 8,600 620 910 490 Ditche-

Ponta Brldes

Bétons d8 2,040 560 1,100 1,870 680 Concret*Acle-r t 181 44 77 114 sa StealRéparations u 8 8 a 4 a Repaire

Sources Consultant'. Flnal Dsslgn.

-52 -

ANNEX 4-2Page 5 of 7

REPfUBLU E DLUNEE

NAUOU-KANKAN

UlMsion de contr$le/Sumervlsion minslon

1. Contr8le pour un lot/Supervislon ot on. lot

Q PU (FFI Total FFChef lot TUk o6,00 1,04,00 Hed o.f lotG otechnllen 14 66,000 770,000 CeotechnicTanConducteur 14 66,000 770,000 ForosanPersonnel local 18 le, o 180,000 Local StaffEqulpemunt 1 466,000 456,000 EqulpentVoyages 8 12,000 ffO,00 Int*l travel

Total (FF) I/ 8,811,0oe

2. Exporte Sectori-los pour cinq lots)ISectorill Experte (f iv lots)

Ing. Ouvrages deort 8 80,000 240,000 Oridge Engr.Ing. C otechnielen 20 70,000 1,400,W0 C<otechnicianLogistique 20 ao,ooo 6oe,0w Logl-ticEquipement 1 so,ae 80,ow EquipeentVoyages 10 12,000 120,0W IntVl travel

Total FF 2,244,000

a. Dlrecteur ContrOle (pour cina lots*)Head of Ulsslon ( tive lots)

Directeur ao 8s,0a 2,40W,000 l4ead ot LisslonLoglstlque se 8o,ooo 900,000 LoglsticEqulpos nt 1 100,800 180,000- EquipmentVoyages 26 12,080 80a,000 - Int'l travel

Total FF 8,700,000

1J USSI = FF 6.7.

Source: Consultant*$ nstites.

- 53 -

ANNEX 4-2

REPUBLIDUE DE GUINEE rage 6 of 7QUATIEME PRUJET R WTFIER

MANOW-KANKAN

Devlse Eaitlmtif/Cost Estlmte

1. Génle Clvil 1. Clvil WorksLot 1 Lot 2 Lot 8 Lot 4 Lot S Total

Installation 1.885 1.882 1.882 1.400 1.402 Camp siteTerrassementa 8.869 8.290 8.832 4.271 4.788 EarthworkeChaussés 8.246 8.260 8.370 4.094 6.062 PavementRefv8lment 1.886 1.818 1.214 1.728 1.642 Surface trest.Ouvrages 1.286 0.820 0.808 0.812 0.861 BridgesDrainage 2.019 2.170 0.943 1.118 1.402 DrainageDivers 1.016 0.41S 0.161 0.098 0.917 MiscellaneousRéparatlon Ponta 0.0S5 0.062 0.264 0.824 0.084 Repair of Bridges

CoOt de base (.S8 a) 14.81 12.21 11.28 18.8S 1.ô6 67.80Imprévue 1.48 1.22 1.18 1.89 1.67 6.78Révision 1.92 1.68 1.46 1.80 2.08 8.80

1989 (41) 0.70 0.58 0.65 0.68 0.74 8.211990 (62%) 11.2" 9.28 8.67 10.58 11.90 61.541991 (841) 6.26 5.16 4.7ô 6.25 6.61 28.64Total US a 18.21 11.01 18.87 17.08 19.26 83.89

- - - - Lot 1 - - - - - - - - - Lot 2 - - - - - - - - - Lot 8 - - - - -Local Devises Total Local Devises Total Local Devises Total

esse 1.48 18.88. 14.81 1.22 10.99 12.21 1.18 10.15 11.28Imprévus 0.15 1.88 1.48 0.12 1.10 1.22 0.11 1.02 1.18Révision 0.65 1.27 1.92 0.64. 1.04 1.58 0.50 0.96 1.48

- - - - Lot 4 - - --- Lot S ---- - - -- Total - - - - -Local Devlses Total Local Devises Total Local Devises Total

Base 1.89 12.46 18.8S 1.67 14.08 15.86 0.78 61.02 07.80Imprévue 0.14 1.2S 1.89 0.10 1.41 1.52 0.68 8.10 0.78Révision 0.61 1.19 1.80 0.69 1.84 2.08 2.98 6.82 8.80

- 54 -

ANNEX 4-2Page 7 of 7

Sectoriel Head of2. ContrOle Fl-ld Offtces Expert MiUolon 2. Sunorvision

Crou» T rràln Experte Direction TotalUn iot Clnq_iot_ Sectorlois Contril. US$ (a)

CoOt do base a.5 2.90 *.89 0.06 S.94 Bsse coutImprévue 0.06 o.a 0.04 0.07 0.41 Phynlcal Conting.Révision *.09 0.46 0.06 *.19 *.81 Financlxi Conting.

1989 (41) 1.e8 0.15 0.02 1.01 *.2l1990 (21) 0.45 2.25 e.ae a."0 s.e61991 (841) 0.26 1.25 1.17 1.28 1.70Total (USS a) 0.78 J.08 0.49 0.82 4.90

- - - - un lot - - - - - - --- cinq lots - - -Local Devis.. Total Local Devis.x Total

Buo- 0.10 0.48 0.58 0.49 2.41 2.90 Bns. coutImprévue 0.01 0.0 8.0e8 1.06 0.26 1.80 Physical Conting.Révislon 0.04 0.05 0.0" 0.22 0.28 0.48 Flnanclal Conting.

- Experts Sectorlols - - - -Dlrction Contr8l.- -

Bes- 0.07 0.82 0.89 0.11 0.54 0.06 Bas. cootImprévus 0.01 0.08 0.04 0.01 0.05 0.06 Physical Conting.Révision O.08 0.08 .06 0.05 0.06 0.10 Financlal Conting.

Total Contr8l.

Bsae 0.67 8.27 8.94 Berne cootImprévus 0.07 0.84 0.41 Physlcal Conting.Révlsion 0.80 0.81 0.01 Financlal Conttng.

Sourcet Consultant end IDA.

Nerch, 1988AFlIN

- 55 -

Annex 4-3Page 1 of 4

REPUBLIC OF GUINEAFOURTH HIGHWAY PROJECT

Spot Improvement Component

Existing situation

1. Guinea's road network, with the exception of a few sections, is in astate of total decay. Average speeds in the dry season are on the order of25-30 km per hour. In the rainy season, traffic is blocked at numerouscritical points. The concepts of routine and periodic maintenance that applyto a network even in poor but passable condition have no meaning in thepresent case. The need to reopen at least the roads of the national primarynetwork on a year-round basis demands either complete reconstruction, followedby routine and periodic maintenance, or spot improvement to eliminate thecritical points.

Purpose of the works

2. The spot improvement works are designed to reestablish theaccessibility of unpaved priority roads. These intermediate works, fallingbetween systematic reconstruction, improvised emergency maintenance, andscheduled periodic maintenance, should make it possible, for less cost, toavait the stage of complete reconstruction.

Definition

3. Spot improvement woris include (i) limited earthworks to raiseembankments in the low-lying areas; or, on flat terrain, to replace theexisting "sunken tracks" (piste canal) by a light embankment; or toeliminate landslides; or to refashion slipped cuttings or embankments;(ii) regraveling after reshaping and compacting of sections constructed ofplastic materials; (iii) reconstruction of drainage structures such asoutfalls, ditches, culverts, and erosion control works; and (iv) rehabili-tation of bridges and river crossings (program already undertaken with CCCEfinancing). The purpose of the works is not to meet specific "base speed"standards, but to reopen the road permanently to traffic. The need fortopographical and geotechn4 cal studies vill be limited. The quantitiesestimates will be simplified to enable supervisors to pay more attention tothe quality of the works.

4. The spot improvement concept vill gradually be developed by DGTP.This effort will be reflected in the publication of a manual, which willinc..ude:

(a) a highway inventory methodology, specifically formulated for spotimprovements, with model inventory sheets;

(b) terms of reference for diagnostic road study and final designpreparation accompanied by a set of standard unit prices to pay theconsulting firms;

- 56 -

Annex 4-3Page 2 of 4

(c) technical specifications for works execution, accompanied by a setof standard -,nit prices to pay for the works;

(d) standard designs for drainage structures, culvert inverts, erosioncontrol works, small bridges; and

(e) a set of standard bidding documents and contract models for studies,supervision, and execution.

Program execution

5. The annual programming and corresponding action plan will beprepared by DGTP and discussed with IDA by October 31 each year. DGTP will besupported by technical assistance services recruited under the TransportSector Project. Production of the technical dossiers and bidding documents,works supervision, and manual preparation (paragraph 4) will be entrusted to aconsulting firm. This f -m will be recruited through international bidding,in time to submit the bidding documents by June 30 each year or, in the caseof the first-year program, before December 31, 1988.

6. The works will be contracted out. The first contract, to beperformed over a period of around four years, at a cost (net of contingenciesand price revision) on the order of US$6 million, for the execution of about520 km of works, will be avarded on the basis of international bidding.Subsequent contracts will be awarded on the basis of international bidding iftheir cost is over US$1.5 million, but if it is lower, the bidding may beconducted locally. Table 4-3.1 shows the initial annual programming and thecost of the spot improvement component.

7. The cost of the spot improvement program is estimated at aroundUS$12,000 per km, or approximately the equivalent of 10-12% of the cost ofbuilding a new mid-level (RTM/RT) road, or the equivalent of 25% of theaverage cost of traditional earth road reconstruction. For a given budget,the snot imurovement vrogram vill make it possible to reopen to,year-roundtraffic four times as many roads as would a reconstruction program. However,for lack of experience, and because of the wide diversity of climates,reliefs, and soils found in Guinea, the estimated average cost can mask verywide cost variations, depending on the road sections selected.

.

- 57 -

ANNEX 4-3?age 3 of /

REPUBLIQUE DE GUINEEQUATRIEIE PROJET ROUTIER

Elimination des Points CritiquesISpot ImProvement Component(Données Physiques et FinancièreslPhysical and Financial Data)

1. Cofits movensIAveraRe costsDuquel/of which

DescriptionI Item US /m Locala. Génie Civil/Civil Works

Terrassements/Earthworks 1000 100Latéritage/Regravelling 2000 200DrainagelDrainage 8000 800Ouvrages/Bridges 1000 100Coùt de Base/Base cost 12000 1200ImprévuslPhysical contingencies (15Z) 1800 200

b. ServicesEtudelDesign 360 60Contrôle/Supervision 1400 240Coat de base/Base cost 1760 260Imprévus/Physical contingencies (152) 260 40

2. Obiectifs Phvsiques/Physical Oblectives

Réalisation/Implementation Schedule (km)

Contrat/Contract Km 1989 1990 1991 1992 1993Génie Civil1989 520 a/ 160 200 110 501990 340 140 100 50 501991 340 120 110 1101992 300 130 170

S/Total (Km) 1500 160 340 330 340 330

EtudeslDesign 1500 860 340 300

Contrôle/Supervision 1500 160 340 330 340 330

a/ En principe Labe-Seriba-Koundara-F Sénégal (250 km) et Kankan-Beyla(270 km).

Source: Mission estimates March 1988.

- 58 -

ANNEX 4-3Page 4 of 4

REPUBLIQUE DE WUINEEQU-tRIEME PROJET ROUTIER

Eliminatlon des points critiqu-sESpot Improvements

Devtn Estmantit/CalendrierCost Estlato/Sch-dule of Implementation

- - Projet - - - - - - - - - Financement - - - -Travaux Servies Total Travaux Services Total

1989 2.38 0.67 3.06 2.11 0.ô7 2.771990 6.24 0.78 6.02 4.69 0.78 5.381991 6.14 0.76 5.90 4.48 0.76 6.231992 6.37 0.64 6.01 4.65 6.64 6.301993 S.82 6.64 6.96 4.68 6.64 5.22Total 23.45 8.49 26.94 20.41 3.49 23.90

Base 18.00 2.64 20.64 16.20 2.64 18.84 BaseImprévus 2.70 0.40 8.10 2.43 0.40 2.83 Physical Conting.Révision 2.75 0.45 3.20 1.78 0.45 2.24 Financial Conting.

- - - - - - Travaux - - - - - - - - - - - Services - - - - -Local For;lon Devises Total Local Foreign Devise Total

Base 1.80 16.20 18.00 0.46 2.19 2.64Imprévus 0.27 2.48 2.70 0.07 0.33 0.40Révision o.97 1.78 2.75 0.23 0.23 0.45Total 8.u4 20.41 23.46 0.74 2.76 8.49

Source: Mission estimate.

March, 1988

DocNaae:YCSARCuiAn.x4-3(D r:Sallier)

- 59 -

Annex 4-4Page 1 of 7

REPUBLIC OF GUINEAFOURTH HIGHWAY PROJECT

Road Maintenance Component

1. The almost complete absence of maintenance activities in pastdecades has been both a consequence and a contributing cause of economiccollapse. The territorial subdivisions, lacking both infrastructure andresources, have grown old, and years of inactivity have undermined theirdetermination and their know-how. Reorganization and reactivation of thedepartments responsible for maintenance is a lengthy undertaking, requiringlong-term training activities and restructuring of the local administrations.Cumbersome administrative procedures and normal problems of turnover withinthe civil service leave little hope for any perceptible improvement in thenear future.

2. The substantial efforts currently in progresa or planned in the areaof upgrading and expansion of the road network must be accompanied by acorresponding and immediate effort in the area of routine maintenance. Bydefinition, routine maintenance is a highly labor-intensive task performed bylengthmen [cantonniers]. This maintenance, which will at first beconcentrated on the strengthened or new paved roads (i.e. those withoutimmediate surface problems), comprises such tasks as cleaning of ditches andculverts, vegetation and erosion control, and light masonry or gabionreinforcement work.

3. A strategy for the development of cantonnage has been prepared.This strategy meets the following two objectives: (i) participation inreactivation of the small civil engineering enterprises sector, and(ii) training in the roads area of petty contractors [tâcherons] capable ofperforming current maintenance work for DGTP under contract. Conditions forthe success of an operation of this kind are: (a) recruitment suited to thefinal objectives, (b) progressive initiation into management techniques, (c)regular pay, (d) strict supervision, and (e) technical assistance with thestatuts of delegated executing authority, until the establishment of permanentinstitutions.

4. This cantonnage operation involves two stages:

(a) Signature of a contract by March 31, 1989 with a consulting firm,for the installation (i) of a high-level expert familiar with allaspects of highway maintenance in tropical countries, withexperience in organization and adaptation of methods to results, and(ii) a young assistant roads engineer, to be reinforced later by asecond appointee. The expatriate personnel will be backed up byDGTP counterparts from the Highway Maintenance departmenc.

- 60 -

Annex 4-4Page 2 of 7

(b) DGTP, with the assistance cf the consultants, will define an actionplan in principle comprising three stages. Stage 1, lasting onemonth, will consist of identification and selection of applicantjobbers and conclusion of training contracts with them, and a periodof on-site initiation, when each applicant will be required to leada team of 10-15 lengthmen. Stage 2, lasting six months, will placeselected applicants in a real situation where they have to manage a10-15 man team responsible for a 45-70 km sector (paved roads) butin joint command with the technical assistants. Stage 3 willcûnsist of concluding a contract with the petty contractors selectedat the end of Stage 2, and continuing the monitoring by thetechnical assistants to consolidate the knowiedge and experiencegained. At the end of this third stage, the petty contractorsfinally selected will be included on an "aptitude list" and will beawarded annual maintenance contracts on the order of US$12,000,either by private agreement or through public bidding.

5. The recommended system can be simplified and shortened if it ispossible, at the initial selection stage, to pick motivated applicants whoalready have some capital and some management experience. In this hypothesis,it would be possible to go on directly to Stage 3, but with the tutelle andtechnical support of the technical assistants at the DGTP, not only in itscapacity of executing authority but also as an active adviser. The tutellesystem vill in particular comprise the opening by the petty contractorapplicants of a dual-signature bank account, which may be debited only withthe co-signature of the training leader.

6. The. only way to ensure the durability of this system is by'i) systematically earmarking budgetary allocations, (ii) continuing tosupport this socio-vocational category, (iii) maintaining strict quality andquantity controls, (iv) accepting a simple administrative system, and (v)incorporating this system into other programs, particularly, at a later date,to the rural roads program.

7. The operation will take place in two stages. The first stage willrun from March 1989 to December 1990. At the end of this period, 10 pettycontractors and 100 lengthmen will be able to handle the routine maintenanceof 450-500 km. The second stage will run from January 1991 to September 1992;this will incorporate the lessons of the first stage. By the end of 1992there will be a force of 20 contractors and 200 lengthmen capable ofmaintaining a 1000-km network. If successful, the system can be expanded,supported by counterpart engineers and relying on NGO assistance.

8. The cost of the cantonnage operation is estimated at theequivalent of US$1.55 million (US$2.14 with contingencies). The project willfinance the purchase of tools and technical assistance, at a cost ofUS$1.07 million (US$1.38 million with contingencies); the cost of thecantonnage is estimated at approximately US$250/km.

9. A certain official emphasis will be placed on this cantonnageprogram. which will be officially created by Presidential Decree, supplementedby a Ministerial Order setting out the various execution procedures.

- 61 -

Annex 4-4Page 3 of 7

i - Model Presidential Decree

Article 1. There is hereby created at the Ministry of Transport andPublic Works an operation entitled Opération de Promotion des Tâcherons-cantonniers (OPTC).

Article 2. The contracting authority for this operation shall bethe Minister of Transport and Public Works. The following shall be associatedwith the operation, in particular through their presence on commissions:

- The Ministry of Agriculture and Animal Development- The Ministry of the Economy and Finance- The Chamber of Commerce

Article 3. The particular duties and the organizational andfunctional details f the operation shall be the subject of specificministerial orders.

Article 4. The present Decree shall take effect as of the date ofits signature.

- Model Ministerial Order

Article 1. The executing authority for the OPTC created by DecreeNo. ... of ...... shall be the Director General of Public Works. Thedelegated executing authorities shall be the Director of Road Maintenance andthe training leader appointed by the firm of ........ , consultant forimplementation of.the OPTC.

Article 2. Applicants shall be sought from among personnel who nowhold or have held positions of responsibility within the ministry and fromamong independent workers, contractors, merchants, or company employees.

,Article 3. A selection committee is hereby estabilshea to reviewthe applications and propose to the Minister of Transport and Public Works alist of the applicants selected for the different stages of the trainingprocess. At the end of the cycle, it shall propose the names of the pettycontractors and lengthmen who are to appear on the "aptitude list.".

This committee shall be composed as follows:........................

Article 4. The training for each cycle breaks down as follows:

Stage 1: Selection, preparation of applicants (1 month);Stage 2: Trial period as petty contractor, lengthman (6 months);Stage 3: Contract in view of final qualification (12 months).

During the cycle, the trainee shall be paid as follows:

- during Stage 1: as paid team leader- during Stage 2: according to the work done;- during Stage 3: as an independent worker.

- 62 -

Annex 4-4Page 4 of 7

Article 5. The trainee petty contractors and lengthmen and thegovernment shall be linked by a "training contract." At the end of the cycle,a trainee who has demonstrated his ability to practice the trade of jobbinglengthman shall be included on an "aptitude list." The Ministry of PublicWorks shall offer him annual contracts for manual maintenance, concluded bymutual agreement following negotiation with the executing authority.

Article 6. Financing of the OPTC shall be provided by the HighwayFund and IDA. The length of the pilot operation is set at 40 months; duringthis period, two training cycles shall be offered.

Article 7. An advance fund shall be set up, managed by the trainingleader, as representative of the Director General of Public Works.

Article 8. The Director General of Public Works and the HighwayFund Director shall be responsible for enforcement of the present Order.

Source: IDA mission

- 63 -

ANNEX 4-44-4.1Paee 5 of 7

REPUBLIQUE DE GUINE!QUATRIEME PROJET ROUTIER

Entretien de Routine/Routine Maintenance ComponentFiche Technique et Financière/Technical and Financial Data

1. Schéma de Réalisation/Implementation Schédule

1989 1990 1991 1992

Round 1 - - - - - - - - - - - - -Round 2 I II III

Mois/monthsPhase I - 1Phase II - 6Phase III - 12

2. Prix Revient Annuel Eauipe CantonnageAnnual Cost of a Routine Maintenance Team

DevisesUS$ Local Foreign

Salaires Salaries

Tâcheron stagiaire 1 1920 1920 Contractor candidateChef Equipe 1 1200 1200 ForemanCantonniers 10 4800 4800 LenghmenCharges Sociales 8Z 630 630 Social ChargesS/Total US$ 8550 8550 S/Total US$

Fonctionnement

Amortissement io80 - 1080 AmortizationFonctionnement 210 - 210 Operating CostLocation magasins 250 250 Hiring StorehouseFrais Divers 250 250 MiscellaneousS/Total US$ 1790 500 1290 S/Total US$

Bénéfice 1035 1035 ProfitTotal US/S 11375 10085 1290 Total US$Coùt annuel $/km 250 220 30 Annual Cost $/km

- 64 -

ANNEX 4-4rable 4-4.1Paee 6 of 7

REPUBLIQUE DE GUINEEQUATRIEME PROJET ROUTIER

Entretien de Routine/Routine Maintenance ComponentFiche Technique et Financière/Technical and Financial Data

3. Achat d'Outillage/Purchase of Tools

Quantité P.unit. Total AmortissementQuantity U.Price "otal Amortization

(Vie/Life)Outillage ToolsBrouette 10 55 550 110 t5) Mheelba.s..1Pelle 10 7 70 70 (1) ShovelPioche 10 18 180 90 (2) PickCoupe Coupe 20 16 320 320 (112) ScytheBalais 30 7 210 210 (1/3) BroomDame 10 48 480 50 (10) Hand-compactorDivers 10 25 250 25 (10) MiscellaneousTotal Cost US$ 2060 875 Total US$

Velo Chef Equipe 1 230 230 46 (5) BicycleVelomoteur Stagiaire 1 800 800 160 (5) MotorcycleTotal US$ 3090 108'j

Fonctionnement Operating costVélo, vélomoteur 210 Bicycle,motocycle

4. Estimation Dépenses pour Outillage (20 équipes)Cost Estimates for Purchase of 1ools (20 teams)

USsCoùt de base 61800 Base costImprévus 202 12360 Physical contingenciesRevision prix 5560 Financial ContingenciesTotal US$ 79720 Total US$

- 65 -

AMNEXI. 4-4Table 4-4.1ra"e 7 of 7

REPUBLIQUE DE GUINEEQUATRIEME PROJET ROUTIER

Entretien de Routine/Routine Maintenance ComPonentFiche Technique et Financière/Technical and Financial Data

5. Assistance Technique/Technical Assistance

Mois P. u Total Local DevisesMonth U.Cost USS Local Foreign

Maltre de stage (1) 40 12.000 168.000 168.000 Sr. Engr.Assistant Jr. (1.5) 60 4.500 270.000 270.000 Jr. Engr.Homologues (5) 200 120 24.00'J 24.000 CounterpartsSupport 280 63 176.000 17.000 Supp. StaffLogistique 532.000 141.000 391.000 Logistic

Coùt de base 1.011.600 Base costImprévus (10Z) 101.000 Phy.cont.Revision prix 185.500 Fin.cont.

Coût moyen US$/hm 10.116 Ave. US$mm

1989 1990 1991 1992Plan d'Exécution (Z) 25 27 26 22 Impl. Sched.

6. Synthèse des Coûts/Total Cost Estimate

Travaux Outillage Asst. Tech Total Total FinancéWorks Tool Tech. Asst Projet Total Financed

km US$ m US$ m US$ m US$ m US$ m

1989 225 0.08 0.04 0.33 0.45 0.371990 450 0.18 0.04 0.38 0.60 0.421991 790 0.34 0.37 0.71 0.371992 675 0.30 0.31 0.61 0.31Total 2140 0.90 0.08 1.39 2.37 1.47Base 0.52 0.06 1.01 1.59 1.07Imprévu 0.11- 0.01 0.10 0.22 0.11Revision 0.27 0.01 0.28 0.56 0.29

Local z 130 0 27Devises Z O 100 73

March, 1988AFlIN

- 66 -

Annex 4-5Page 1 of 6

REPUBLIC OF GUINEAFOURTH HIGHWAY PROJECT

Consulting Services

A. Feasibility studies

1. Background. The few road feasibility studies carried out under theFirst Republic are obsolete and difficult to use today. The road networkdevelopment policy developed within the framework of the present projectrequires that feasibility studies be carried out and a project library setup. These studies will make it possible to better grasp the economicphenomena connected with road transport, and will provide technical andeconomic information for the future data bases needed to support theprogramming of reconstruction and maintenance operations.

2. Objectives. Define the optimum economic solution for execution andupgrading of civil engineering projects in the highway sector. Choices willbe based on a coniparison of alternatives; the optimum solution will be reachedmainly after consideration of (i) technical characteristics, (ii) constructioncosts, (iii) the hypothetical results of effective execution of an adequatelevel of maintenantce.

3. Content. The studies will cover around 600 km of the nationalprimary road network. They will include (i) traffic counts, analyses andprojections, (ii) estimates of investment and maintenance costs and vehicleoperating costs, (iii) technical investigations at a high enough level toestimate the cost of the works with 20% accuracy, and (iv) economic comparisonof the solutions contemplated. The internal rate of return and executiontimetable will be calculated for each alternative. Costs will be broken downinto economic and financial costs.

4. Timetable and costs. The consultants will be recruited at the endof 1989 in accordance with IDA's Guidelines for the Use of Consultants; aprovisional final report will be submitted one year later. The final reportincorporating the comments of DGTP and IDA will be completed three monthslater. The study will required approximately 20 manmonths, for a base cost onthe order of US$260,000 equivalent.

5. Identification of road sections. The road sections to be tnesubject of a feasibility study will be selected in agreement with IDA at thebeginning of 1989, and will be included in the PIP list.

B. Final design studies

1. Background. With the exception of the Dubreka-Kolaboui andMamou-Kankan roads, DGTP does not have detailed final design of any

'oe - Experience has shown that it is essential to good planning to haveuiuding-level final designs that are no more than three years old at the timethe works are started, and no more than about one or two years old at the timefinancing is being solicited.

- 67 -Annex 4-5Page 2 of 6

2. Objectives. To have bidding-level technical dossiers available tofacilitate implementation of the national primary network development policy.The choice of road sections for study will be based on priorities arising outof the feasibility studies. The choice will be defined in agreement with IDA.

3. Content. The final design studies will, in principle, coverapproximately 200 km. They will include (i) topographical, geotechnical,hydrological, drainage and bridge studies, (ii) written documents,specifications, bidding conditions, bidding documents, (iii) confidentialestimates, partially broken down into foreign exchange, local currency,taxes. The expected accuracy of the estimates will be on the order of 10%.

4. Timetable and costs. The consultants responsible for thefeasibility studies will also be in charge of the final design studies. Thesestudies will start in early 1991 and will be completed approximately ninemonths later. The base cost is estimated at the equivalent of US$4,000 perkm, or a total of US$800,000 million equivalent.

C. Other economic and technical studies

1. Background. DGTP is always in need of economic or technical studiesthat cost little but are often of crucial importance. Decisions or financingoperations are often delayed for lack of informative data.

2. Objectives. To have available sources of financing for the economicor technical studies needed in the appraisal of investment or managementdecisions.

3. Content. The road transport studies will cover topics intended tolead to specific recommendations. For example: legal and institutionalstudies; studies of the advisability of developing bus terminals; trafficcounting campaign, to be entrusted to a private firm; specific laboratorystudy; topographical study, etc.

4. Timetable and costs. The studies will be entrusted to consultingfirms. They will be executed during the period of project execution, withspecific agreement from IDA, to which the terms of reference and draftcontracts will be submitted for prior agreement. These studies, of which thetotal base cost is fixed at the equivalent of US$1,000,000, will be dividedinto contracts of a cost equal to or lower than US$100,000 equivalent.

D. Technical assistance

1. Background. The Transport Sector Project (TSP) provides for anincreased workload for DGTP over the coming years, comprising (a) monitoringof a number of civil engineering operations, and (b) reactivation ofadministrative and management functions linked to highway maintenance andinvestment. Within the framework of the TSP, provision is made for theestablishment of a project management group (PMG), assisted by 84 manmonths oftechnical assistance over a renewable 2-year period.

2. Objectives. To ensure that monitoring and management of the PMGwill continue beyond the initial 2-year period estimated by the TSP. Thissecond stage, proposed here, will probably be followed by a consolidationstage, which could receive consideration on the occasion of a future project.

- 68 -

Annex 4-5Page 3 of 6

3. Content. The content of the technical assistance will be identicalLo that contemplated by the TSP. It will be possible, however, to adapt it totake account of lessons learned in the first stage.

4. Timetable and costs. Continuation of the technical assistance byfour specialists is planned for a 30-month period, the start of which(mid-l990) coincides with the end of the initial contract. In principle, theinitial contract will be extended by amendment. The base cost of thiscomponent is estimated at the equivalent of US$1.5 million for 105 manmonthsof high-level service.

E. Training component

1. Background. The first training efforts have been developed by theTSP through the PMG, which is installing a training specialist who, after thepersonnel evaluation, will analyze job descriptions and launch and monitor atraining program.

2. Obiectives. To strengthen the practical asd theoretical training ofprofessionals employed by DGTP, which is to beco..- a normative agency andgradually withdraw from the operational side.

3. Content. Practical training will be provided at two levels: (i) atthe construction and spot improvement sites, and (ii) at the central level,within the framework of the PMG. Practical upgrading will be offered by theexperts responsible for supervision, and by those providing technicalassistance. A rota will be established among some 30 engineers andtechnicians with little experience of worksites. Additional theoreticaltraining will then be provided for the 15 most capable individuals, who villlater form the hard core of DGTP. This theoretical training can be acquiredat ENTP in Côte d'Ivoire, or in other African countries in the region.

4. Timetable and costs. The practical training will take place duringthe same time periods as the civil engineering works. The theoreticaltraining, financed by fellowships, will take place during the last three yearsof the project, at the rate of 5 fellowship-holders a year. The cost of thetraining component is estimated at the equivalent of US$270,000. This costdoes not include that of the training expert (US$180,000), already includedunder technical assistance.

Source: IDA mission.

- 69 -

ANNEX 4-5Table 4.5Page 4 of 6

REPUBLIQUE DE GUINEEQUATRIEME PROJET ROUTIER

Service de Consultance-Consulting Services(Prix unitaires/Unit prices)

Prix MensuelslMonthlv Costs l/Total Devises LocalUS$ Foreign Local

Honoraires/Fees 21

Chef Mission/Head of Mission 14.000 12.700 1.300Expert Senior 12.000 11.000 1.000Expert Junior 10.000 8.800 1.200Expert Type ONG 3 1 6.000 4.800 1.200Homologue 120 - 120

LoRistique/LoRistics 41par Expert 1.800 900 900par Mission 1.400 1.120 280

l/ Taxes excluses/excluding taxes.

2/ comprend s salaires, charges sociales, voyages internationaux,indemnités de logement, overhead;includes: fees, international travel, subsisterice - other allowances.

3/ Organisation Non Gouvernementale/Non-Government Organizations (NGOs).

4/ comprend s véhicules, équipement, transport domestique, dépenses debureau.includes: vehicles, equipment, domestic transportation, local officecosts.

March, 1988AFTIN

- 70 -

ANNEX 4-5Table 4-5.2

REPUBLIQUE DE GUINEE Page 5 of 6QUATRIEME PROJET ROUTIER

Service de Consultance-Consulting Services

Coûts et Calendrier d'Action/Cost Estimates and ImPlementation Schedules

1. Etudes de Faisabilité, Projet d'Exécution, Etudes DiversesFeasibility Studies. Final DesiRn, Miscellaneous Studies

A. Calendrier/ImPlementation Schedule

Total 1989 1990 1991 1992Faisabilité (km) 600 100 400 100 FeasibilityEtudes Techniques (km) 200 200 Final DesignEtudes Diverses (Z) 100 15 30 30 25 Miscellaneous

B. Coùts de base (USS) (Base Costs)Prix unitaire Devises

i _g_ Unit Price Total Local ForeignFaisabilité km 600 430 258.000 9Z 912Etudes Techniques km 200 4.000 800.000 23S 77ZEtudes Diverses u 10 100.000 1.000.000 9Z 912Total US$ 2.058.000 14Z 86S

C. Calendrier de Déboursement/Disbursement Schedule

Prolet1989 0.241990 0.621991 1.571992 0.34Total (US$) 2.77Coût de base 2.06 Base CostImprévus 0.20 Physical ContingenciesRévision 0.51 Financial Contingencies

D. DistributionlBreakdown

Devises FinancementLocal Foreign Total FinancinR

Coût de base 0.30 1.76 2.06 2.06 BaseImprévus 0.02 0.18 0.20 0,20 Phys. Cont.Révision 0.19 0.32 0.51 0.S1 Fin. Cont.To,tal 0.51 2.26 2.77 2.77 Total

- 71 -

ANNEX 4-5Table 4-5.2

REPUBLIQUE DE GUINEE page 6 of 6QUATRIEME PROJET ROUTIER

Service de Consultance-Consulting Services

Coùts et Calendrier d'Action/Cost Estimates and Imiflementation Schedules

2. Assistance Technique et FormationTechnical Assistance and Training

A. Calendrier/Imilementation Schedulehommes-mois/man-months1990 1991 1992 Total

Assistance Technique Technical AssistanceChef de Mission 6 12 12 30 Head of MissionIngénieur Routier 6 12 12 30 Biehway EngineerEconomiste 6 12 12 30 EconomistExpert Formation 3 6 6 15 Training Specialist

Total (h x m) 21 42 42 105 Total (mm)

Formation TraininstBourses (unités) 5 5 5 15 Fellowships (unit)

B. Coùts de baselBase CostAssistance Technique/Technical Assistance

Prix unitaire DevisesQ Unit Price Total Local Foreign

Honoraires (Fees) 105 12,000 1,260,000 105,000 1,155.000Logistique (Logistics) 240,000 108,000 132,000Sous-Total 1,500,000 213,000 1,287,qOOBourses (Fellowships) 15 18,000 270.000 - 27n.000Total 1,770,000 426,000 1,344,000

C. Calendrier de Déboursement/Disbursement ScheduleAssistance Technique FormationTechnical Assistance TraininRt

1990 0.44 0.111991 0.72 0.111992 0.74 0.11Total (US$ m) 1.89 0.33

Coùt de base 1.50 0.27 BaseImprévus 0.15 0.03 Phys. Contini.Révision 0.24 0.03 Finan. Contiiig.Local 18Z 0Devises 82 100

March 1988AF1IN

REUCM OF amBI

Raa lad t

I ~ ~ ~ ~ ~ ~ ~ mF I 180. I 180<. I 1.80<. 1 188. 0u 1 80C Iunue us "( e un tm un

| aol Forilg Totl I Lo Foai. Toal I Loal Foralga Total Lal Foaip Totl Lcl F; orig Totl Lcl Fweien Toal

A. C il I I I I I I

OCaalqlbi Or.ka-Ktb.l 1.4? I.14 84.1L 1.28 10.00 U.4? 4.97 88.87 49.84 1.05 B0.48 10.80 I 0.00 I 0.00

I uucmioa 00ao4<1 8 0.78 1.09 67.10 I 0.27 2.44 9.71 4.0 7.84 49.01 2.81 20.74 o.0 0.00 0.00 I

I So 1Zro,eaa 1.80 16.90 1.00 0.90 1.44 2.01 0.40 8.04 4.I 0.80 4.86 S.V 0.41 8.6 4.02 I 0.40 8. S.S I

I Foatia. l|IaIumaca I 0.00 0.00 0.02 I o.06 0.056 0.10 0.10 I 0.00 0.90 I 0.17 0.17 0.00

le. Wa ea o tool. I 0.00 0.00 0.00 I 0.08 0.08 .08 0.0 0.00 I 0.00 I 0.00 1

iC. «b-itm Sebh_ c e

_orw|le br*a4(olai 0.84 1.00 9.00 I 0.00 0.o0 0.#8 O .a0 1.10 1.00 0.00 0.20 0.02 I 0.00 I 0.00 I

SI u-v.ao l _u4o.arKa 0.07 8.97 8.04 0.8 0.18 0.1 O 0.42 9.00 2.45 I 0.21 1.11 1.001 0.00 I.W I

stika/uer. Sont murowe.an I 0.45 2.1 9 .4 1 0.0e 0.42 0.U I 0.10 0.41 0.81 I 0.10 0.48 0.8 I 0.0a 0.40 0.48 0.00 0.40 0.48 1

boa iaIoe %"a O1i1_ ac I 0.27 0.74 1.01 0.07 o.8 0.o 0.07 0.20 0.7 o0.07 0.20 0.27 1 0.00 0.10 0.a2 0.00

ftS_inM ami ~ac 0.»0 1.70 2.0e I 0.00 0.1 0.1 I 0.07 0.80 0.40 0.18 1.00 1.1 I 0.04 0.0 0.2 0.00

Teoalel akmica I 0.91 1.29 1.80 I 0.00 0.05 0.»0 0.S5 I o.eo 0.40 0.87 0.00 0.8 0." I 0.00

ID. Tralalas O .ao 0.W 0.7 0.00 g o.o 0.00 I 0.00 0.00 0.00 0.00 0.00

IL. Totl _aa ct 17. 14.00 14.41 L.1f 18.01 17.70 0.90 04.48 4.#8 4.84 8.67 42.01 0.04 4.8 S.0 0.qO 8.98 4.4g

IF. Coi_^|_ ||

gI> ( ebTcel I 1. 19.#8 U.1f 0.17 1.#8 1.0 o.« 7.00 7.M I 0.4a i.01 8.44 1 0.« 0.10 | 0.70 0.0 0.» 0.» 1g

g (Ti) prta 7 .7. M.87 291.04 0.77 1.48 L9.0 I 4.19 7.70 11.0I 1.0 L .0 8.8 | 0.48 0.06 1.00 I 0.8 O.U 0.10 o

grL .VLur esr gM7.17 ma U0.00 g 9.80 1.00 91.40 1 14.01 10.24 M.1 7.1 40.1111i 81.01 1.06 0.9 7.00 1 0.06 4.11 6.78 I

kut..i1j03

REPUBLIC OF SUINEA

FOURTH H1HkAY PROJECT

Iepleeentation Schedule

t Bi 1989 Ht 1990 Il 1991 N 1992 1 1993 HI tX ~~~~~~~~~~~I 1 2 1 3 1 4 tl l l 2 t 3 1 4 Il I J 2 t 3 1 4 Il 1 t2 Z 4 l: 2 t3 4 t

l A. Civil orks il I I H 1 I I 1 1 Il I j I S lConstruction Dubreka-Kolaboui H I hiithitt ilit hutiH it H B B B Sl SI Construction Matou-Kankan Il t I I Hit hiiiIi itiHitititi H I I t I I HSpot lîprovenents ttt II iiiîiiihi iittittttJtilitilitilti*liiihiiilli*iiiihitil 1

I Routine Maintenance Ihfifhi Hultiit if if itihiffhfi III if uftfhuiifiiIt 1

B. Furchase cf Tools I1Jt I t t H l I I l I : HlS~~~~~~~~~~~ ~~~~~~ BS B B Bt Bt B B SS BS B B B B '

C. Consultant Services Il I Hl B I 11 I t t 1 1 1 S B 11Supervision Dubreka-Kolaboui Il t ihifihufih ttih tthfiftifHiu*If t H t t t i B t

t Supervision Matou-Kankan ii i I 1 itttittitltl*lit I Studies/Superv. Spot lmprovYemnts tittt i IiuîlIfîittiîuIIiîitIîu.IîuîHfut i iIIîiE.î.hiî,I 1

I Supervision Routine Kaintenance iittlttttt'tttttltltt'tlt{' tit: 11 Studies and Engineering tI tl Iti #tii t1f fit tii fil i# #If *1* *1l Hift t i * f; 1 11* #If tl fil HlTechnical Assistance H t t I tt I Itilt1tit î'lîuit"h"î I BSl

I H t I H I t I Hl I i il I H I I HI B B IB___________________.______._.___________________.._...._______.__________.._________________._._________________.__.._..____._.B__B

----- ----- ----- ----- ----- ----- ----- ----- ---_- ----- ----- , --t---iz---ji------------- ------- -------------- -- - - - - - -

- 74 -Annex 4 - 8

Guinea - Fourth Hiphway Proiect -

Financin& Plan (USS m)

Total Govern. IDA CCCE I ADB USAID O

A. Road Construction(i) Dubreka-KolabuiLot 1l Works 37.9 3.8 34.1

Supervision 1.2 1.2Sub-total 39.1

Lot 2s Works 37.0 3.7 10.3 23.0Supervision 1.2 1.2

Sub-total 38.2Total 77.3 7.5 11.5 35.3 23.0

(ii) Mamou - KankanLot ls Works 18.2 1.9 16.3

Supervision 1.1 1.1Sub-total 19.3 1.9 17.4

Lot 2s Works 15.0 1.5 13.5Supervision 0.9 0.9

Sub-total 15.9 1.5 14.4

Lot 3: Vorks 13.9 1.4 12.5Supervision 0.9 0.9

Sub-total 14.8 1.4 12.5 0.9

Lot 4s Vorks 17.0 1.7 15.3Supervision 1.0 1.0

Sub-total 18.0 1.7 1.0 15.3

Lot 5s Works 19.3 1.9 17.4Supervision 1.1 1.1

Sub-total 20.4 1.9 17.4 1.1Total 88.4 8.4 12.5 17.4 34.8

Total A 165.7 15.9 24.0 35.3 17.4 34.8 23.0 15.3

B. Soot ImrrovementWorks 23.4 2.4 21.0Supervision 3.5 3.5

Total B 26.9 2.4 24.5

C. Routine MaintenanceTools 0.1 0.1Vorks 0.9 0.9Consultants 1.4 1.4

Total C 2.4 0.9 1.5

D. T.A. Fellovehios 5.0 5.0Total D 5.0 5.0

Grand Total 200.0 19.2 55.0 35.3 17.4 34.8 23.0 15.3

Abbreviation: Govern. - Government, IDA - International DevelopmentAgency. CCCE - Caisse Centrale de Cooperation Economique,I - Italy, ADB - African Development Bank,O - Other concessional institutional or private financing.

Doc: B:TablelnT1ra. ct-

Annex 4- 9

GUINEAFOURTH HIGHWAY PROJECT

Schedule of IDA Disbursements

(USS m)Quater Endina Period Cumulative z

March 1989 3.0 3.0 5June 1989 4.2 7.2 13

Sept. 1989 1.8 9.0 16Dec. 1989 2.0 11.0 20March 1990 2.0 13.0 24June 1990 3.5 16.5 30

Sept. 1990 3.5 20.0 36Dec. 1990 4.2 24.2 44March 1991 3.8 28.0 51Ju 1991 4.5 32.5 59

Sept. 1991 2.5 35.0 64Dec. 1991 3.0 38.0 69March 1992 2.0 40.0 73June 1992 2.5 42.5 77

Sept. 1992 2.0 44.5 81Dec. 1992 2.8 47.3 86March 1993 1.7 49.0 89June 1993 2.2 51.2 93

Sept. 1993 2.3 53.5 97Dec. 1993 1.5 55.0 100

May 1988AFlIN

- 76 -ANNEX 5-1Page 1 of 3

REPUBLIC OF GUINEAFOURtB HIGHWAY PROJECT

Agricultural Production in Zone of Influence of Dubreka-Kolaboui Road

1. Koba (near Tatema)1987 paddy productionl : 750 ha with a yield of 2 tonlha

or 1.500 tons per year.

1991 paddy productiont above 1,500 tons per year plus3,125 ha with a yield of 4 ton/haor 12,500 tons per year.

Predicted paddy and rice production during the 20 years' expected lifeof the road (tonlyear)s

Year 1991 1996 2001 2006 2011

Paddy 14,000 17,500 21,000 24,500 28,000Rice 8,400 10,500 12,600 14,700 16,800

2. Boffa

1987 paddy productions negligible1991 paddy production: 3.900 ha with a yield of 2 ton/ha

or 6,000 tons per year.

Predicted paddy and rice production during 20 years' expectedlife of the road (ton/year)s

Year 1991 1996 2001 2006 2011

Paddy 6,000 7,500 9,000 10,500 12,00Rice 3,6000 4,500 5,400 6,300 7,200

3. Tougnifili

1987 paddy production: 12,000 ha vith a yield of2 ton/ha or 24,000 tons per year.

1987 palm oils 20,000 tons or 40,000 ha.

Predicted paddy, rice and palm oil production during the 20years' expected life of the road (tonlyear)s

Year 1991 1996 2001 2006 2011

Paddy 28,800 36,000 43,200 50,400 57,600Rice 17,280 21,660 25,920 30,240 34,560Palm oil 20,800 22,000 23,000 24,000 25,000

1/ By production is meant total production minus consumption in zone ofinfluence, or the quantity to be tranported over the road.

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ANNEX 5-1Page 2 of 3

REPUBLIC OF GUINEAFOURTE HIGHWAY PROJECT

4. Ratako (Kapatchez)

1987 paddy productions 2,000 ha vith a yield of 1.5 ton/haor 3,000 tons per year.

Predicted paddy and rice production during 20 years' expected life of theroad (ton/year)s

Year 1991 1996 2001 2006 2011

Paddy 3.600 4,500 5,400 6,300 7,200Rlice 2.160 2.700 3,240 3,780 4,320

5. Boffa

Smoked fish is produced all along the road: for transportpurposes it i8 assumed that the center of production isBoffa.

1987 smoked fish productions 20,000 tons per year.

Predicted 'smoked fish production during 20 years' expectedlife of the road (tonlyear)t

Year 1991 1996 2001 2006 2011

Smoked Fish 24,000 30,000 36,000 42,000 48,000

6. Bouramava

Banana production takes place between Dubreka and Boffa along the road; fortransportation purposes it is assumed that the center of production i9Bouramaya.

1987 banana productions 500 ha with a yield of 4.5 tonihaor 2,250 tons per year.

1991 banana production: 1,500 ha with a yield of 4.5 ton/haor 6,750 tons per year.

Predicted banana production during 20 years' expected life of the road(ton/year)s

Year 1991 1996 2001 2006 2011

Binanas 6,750 8,400 10,500 13,200 16,500

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ANNEX 5-1Page 3 of 3

REPUBLIC OF GUINEAFOURTH HIGHWAY PROJECT

7. Wassau

Presently charcoal and firewood are transported to Conakry from theWassauarea. Quantities transported are 30,000 tons of firewood per year and4,000 tons of charcoal per year. Once the road has been improved theseproducts are expected to come from Tougnifili while quantities are expectedto triple due to severe shortages in Conakry.

Predicted quantities to be transported from Tougnifili to Conakry during the20 years' expected life of tne road (tons/year):

Year 1991 1996 2001 2006 2011

Firewood 90,000 104,000 121,000 141,000 163,000Charcoal 12,000 14,000 16,000 18,500 21,000

Sources Caisse Centrale de Coopération Economique.Ministère de l'Agriculture et des Ressources Animales.

March 1988AFlIN

- 79 - ANNEX 5-2Page 1 of 2

REPUBLIC OF GUINEAFOURTH HIGHWAY PROJECT

Africultural Production in Zone of Influerce of Mamou-Kankan Road

1. Dounet1987 sweet potatoe production is 4,000 tons per year.

Predicted production durina the 20 years' expected life of the road! ~~(tons/year)t

Year 1991 1996 2001 2006 2011

Sweet Potatoes 7,550 11,000 15,000 18,750 18,750

2. Siauiri

1991 paddy production between Kankan and Siguiri: 7,000 ha vith a yield of3.0 ton/ha or 21,000 ton!per year.

Predicted paddy and rice production and required fertilizers to bedelivered over the Mamou-Kankan road (coming from Conakry) duringthe 20 years' expected life of the road ttons/year):

Year 1991 1996 2001 2006 2011

Paddy 21,000 23,000 25,400 28,000 30,700Rice 12,600 13,800 15,200 16,800 18,400

3. Kankan

1987 cotton production on 1,200 ha is 800 tons per year.In 1995 one expects to produce 25,000 tons of cotton grain.

Predicted cotton fiber, grain, oil, peanuts, corn and paddyproduction during the 20 years' expected life of the road(tons/year)s

Year 1991 1996 2001 2006 2011

Cotton 11,000 30,000 37,000 42,000 50,000Fiber 4,400 12,600 14,800 16,800 20,000Grain 6,500 19,500 24,100 27,300 32,500Oil 1,100 3,300 4,100 4,600 5,500Peanuts 1,500 5,000 6,000 7,200 8,600Corn 2,500 4,000 4,SG0 5,700 6,900Paddy 3,500 6.000 7,200 8,600 10,300

The last two llnes in the above table represent ti) cotton grainproduction in Kankan to be used by the cotton oil factory inDabola (transport Kankan-Dabola) and (ii) cotton oil production inDabola (transport Dabola-Mamou).

- 80 -ANNEX 5-2Page 2 of 2

REPUBLIC OF GUINEAFOURTH HIGHWAY PROJECT

Cotton production is also expected to develop in the area east of Kankan(CCCE-financed project to be implemented by CFDT). The project covers anarea of 58,000 ha. Production during the 20 years' expected life of theroad (tons/year):

Year 1991 1996 2000 2006 2011

Cotton 10,000 20,000 30,000 42,000 42,000Fiber 4,000 8,000 12,000 16,800 20,000Grain 6,500 19,540 24,100 27,300 32,500Oil 1,100 3,300 4,100 4,600 5,500Corn 2,500 4,000 4,800 5,700 6,900Peanuts 1,500 5,000 t- C-0 7,200 8,600Paddy 3,500 6,000 7,L2.`J 8,600 10,300

4. Kouroussa (Kankan)

The Office du Developpement Rural et Industriel de Kouroussa plans todevelop rice, kenaf (jute) and corn production.

Predicted production during the 20 years' expected life of the road(tonsIyear):

Year 1991 1996 2001 2006 2011Paddy 7,300 9,000 11,000 12,500 14,000Rice 4,400 5,400 6,600 7,500 8,400Kenaf 3,300 4,000 5,000 6,000 7,000Corn 2,700 3,400 4,000 4,700 5,400

5. Kankan

There is a fruit juice factory in Kankan which transports annually about8,000 tons of fruit juice to Conakry. Predicted increase in this volumeduring the 20 years' expected life of the road tons/year):

Year 1991 1996 2000 2006 2011Juice 8,000 8,000 16,000 16,000 16,000

6. Dabola

There is a peanut oil factory in Dabola which produces 3,000 tons per year(primarily for consumption in Conakry). The factory's capacity is 10,000tons per year. Predicted production during the 20 years' expected life ofthe road (tons/year):

Year 1991 1996 2000 2006 2011Oil 3,000 4,700 6,500 8,200 10,000

Source: Caisse Centrale de Coopération Economique.Compagnie Francaise des Textiles.

March 1988AP1I T%T

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