1. 2007 Annual Action Programme for Food Security implementing
EVD-kenmerk: 202559Uitleg fases
|
Fase:
|
Goedgekeurd
|
|
Looptijd:
|
31.12.2010
|
|
Projectnummer:
|
|
|
Omschrijving:
The Annual Action Programme specifically
addresses actions aimed at implementing 6 strategic priorities, which are all mentioned in the
Multi-annual Indicative Programming document (MIP), and an additional
component concerning the annual Community contribution to FAO:
Priority 1: Supporting the delivery
of international public goods contributing to food security through research
and technology.
Priority 3: Exploiting the potential of continental
and regional approaches to improve food security.
Priority 4: Addressing food security in exceptional situations of transition,
and in fragile and failed states.
Priority 5: Special allocation to chronically food-insecure Asian, Central
Asian, Latin American, Middle-Eastern and European Neighbourhood countries
(transitional programmes)
Priority 6: Fostering advocacy and advancement of the food security agenda,
harmonisation and alignment with development partners and donors.
|
|
Financier:
|
EU, DCI 201.452.572,50
€
|
|
Projectautoriteit:
|
|
|
Publicatiedatum: 21.12.2007 |
2. Afghanistan: Capacity Strengthening of Civil Aviation Sector : Afghanistan
EVD-kenmerk: 204698Uitleg fases
|
Fase:
|
Board
|
|
Processing
Stage:
|
Technical
Assistance
|
Abstract:
The TA will
(i) develop air safety regulatory frameworks with the ultimate goal of establishing an independent civil aviation authority;
(ii) develop a draft civil aviation act that will remedy the deficiencies of the existing acts;
(iii) develop draft civil aviation regulations and civil aviation safety orders applicable in each phase;
(iv) develop work manuals for airworthiness control, flight operations inspection, personnel licensing, air operator certification, and accident and incident investigation to guide MOT staff;
(v) develop financial management systems for airport operations with the ultimate goal of adopting commercial accounting standards for corporatized civil aviation authority;
(vi) prepare accounting and audit manuals to guide MOT staff to adopt and maintain the redesigned financial management systems;
(vii) develop human resources development plans; and
(viii) develop and conduct human resources development programs to equip MOT and airport staff with the skills needed to carry out air safety oversight and to adopt and maintain the financial management systems as designed.
The objective of the Technical Assistance (TA) is to upgrade the air safety oversight and improve financial governance of airport operations in Afghanistan.
The TA will strengthen the capacity of the Ministry of Transport (MOT) to undertake the air safety oversight, particularly for airworthiness control, flight operations inspection, personnel licensing, air operator certification, and accident and incident investigation, and to maintain its financial management system that will be developed to enhance financial governance of airport operations
|
|
Financing
Institution:
|
Asian
Development Bank
|
|
Total Project
Cost
|
USD 1
million
|
|
Program:
|
TA-4594
AFG
|
|
Contact:
|
Mr. Prianka N. Seneviratne (pseneviratne@adb.org)
|
|
Agency:
|
Ministry
of Transport Mr. Raz Muhammad Alami Kabul Airport Road beside Radio
Afghanistan Kabul
|
|
More
information:
|
Click
here for additional information
|
|
Publicatiedatum: 25.01.2008 |
3. Afghanistan: Kabul Urban Roads Improvement Project
EVD-kenmerk: 198734Uitleg fases
|
Fase:
|
Board
|
|
Processing
Stage:
|
Active
|
|
Closing
date:
|
31-12-2010
|
Abstract:
PID - March 05, 2009
Proposed Objective(s) (PDO)
The objective of this project is to improve traffic flow on priority corridors or segments of the main urban roads in Kabul. This will be achieved through improvement of priority roads, improvement of some points/ intersections, and side drains systems; which are critical for smooth flow of traffic in Kabul City.
The proposed key performance indicators are:
• Reduced travel time of the beneficiaries after completion of the project;
• Kms of roads repaired/rehabilitated; and
• Length of drainage systems repaired.
The Proposed Project Components are:
(a)Repair and Rehabilitation of Priority Roads and Side Drains US$15 million
(i) At present, Kabul City has about 350 kms of paved main and 700 kms of unpaved secondary roads. About 60 percent or 210 kms of the paved main roads are damaged because of the war including the conflicts between different factions in early 90s, and lack of maintenance. The roadside drains are also damaged and clogged in most parts of the City; wastewater is overflowing on the roads, especially during the spring when the snow melts and in the rainy season.
(ii) KM had requested US$127 million in their FY1386 budget for the Kabul roads improvement, however; only US$18 million was approved. Out of the 360 kms of main roads, based on the traffic problems and areas where roads and drains are severely damaged, KM has identified some priority roads that require urgent repair and rehabilitation. The total length of these main roads is about 75 kms and the width varies from 6 meter to 30 meter. However, the proposed list of roads will be reviewed during preparation and a final list and adjusted length of roads will be confirmed at the appraisal stage.
(iii) The scope of works will mainly include repair and overlay of the existing roads, repair of existing culverts and side drains along those roads. The project will not include any roadway widening or new road construction.
(b) Project Implementation Support, Technical Assistance and Pilot Traffic Management US$3 million
This component will include services of the IC, TA to strengthen institutional capacity of KM, and a few pilot traffic management sub projects like improvement of junctions, sidewalk, etc. These improvements will be done in some priority locations. Due to limited resources and urgency of the project implementation, at this stage, the project will not be able to consider a bigger approach in traffic management, which will involve MOI and MOT. However, it is recommended that a comprehensive component be considered in any follow up project on Kabul roads.
|
|
Financing
Institution:
|
World Bank
|
|
Total
Project Cost
|
USD 18
million
|
|
Contact:
|
Raja, Zafar Iqbal
|
|
Agency:
|
KABUL
MUNICIPALITY
|
|
More
information:
|
Click here for additional information
|
|
Publicatiedatum: 05.03.2009 |
4. Afghanistan: Master Plan for Road Network Improvement Project : Afghanistan
EVD-kenmerk: 165026Uitleg fases
|
Fase:
|
Board
|
|
Processing
Stage:
|
Technical
Assistance
|
Abstract:
This TA prepared a Master Plan for Afghanistan's road sector.
The study was conducted from January to October 2005 by Sheladia Asociates Inc., USA engaged under technical assistance provided by the Asian Development Bank to the Islamic Republic of Afghanistan.
Under the guidance of the officials of the Ministry of Public Works (MPW), and in close collaboration with the members of the Consultative Group ? Transport Sector (CG-TS), the study team identified road development needs and priorities for the next 10 years (2006/1385 ? 2015/1394).
The TA is also assisting the Government to prepare feasibility study for North South (NS) Corridor Road Project for ADB financing.
This study is being finalized by Mint Consultant.
The primary objective of the project preparatory technical assistance will be to
(i) prepare a Road Master Plan, and
(ii) conduct a feasibility study for road projects that are accorded high priority.
The Road Master Plan will map out a road network development strategy and program over the next 5-10 year period, with a main geographical focus on the central mountain region and other areas currently under-served by the national primary road network, and with proper considerations to providing connectivity to potential centers of economic activities such as mines and gas fields.
Improvement of the highest priority roads, such as the east-west corridor to connect Herat to Kabul and two north-south corridors passing through the central mountain region, will be studied.
The Transport National Programme PIP prepared by the Government for the 2005-2010 period identifies a list of road improvement priorities to be implemented in the next five years, in addition to completion of the regional highway network.
This TA will complement the program prepared by the Government
|
|
Financing
Institution:
|
Asian
Development Bank
|
|
Total
Project Cost
|
USD 2
million
|
|
Program:
|
TA-4371
AFG
|
|
Contact:
|
Mr. Prianka N. Seneviratne (pseneviratne@adb.org)
|
|
Agency:
|
Ministry
of Public Works Wali Rasooli grsingal@gmail.com
|
|
More
information:
|
Click
here for additional information
|
|
Publicatiedatum: 25.01.2008 |
5. Afghanistan: MFF - Road network development tranche 2
EVD-kenmerk: 269643Uitleg fases
|
Fase:
|
Identification
|
|
Processing
Stage:
|
Proposed
|
Abstract:
Grant Name
MFF - Road Network Development Tranche 2
Country
Afghani., Is Rep.of
Project Number
42095-03
Fund Source/Amount[Proposed]
Asian Development Fund US£215.20 million
Thematic Classification
- Economic growth
- Capacity Development
Impact
tbd
Outcome
tbd
Outputs
tbd
Geographical Location
Afghanistan
Safeguard Categories
- Environment: B
- Resettlement: A
- Indigenous People: C
Summary of Environmental and Social Issues
Social Aspects
LARP's under finalization for ADB approval
Environmental Aspects
IEE reports being reviewed for ADB final approval
Procurement
- Consulting Services: The EA will select and engage consultants in accordance with ADB's Guidelines on the Use of Consultants [2007, as amended from time to time], using quality and cost-based selection method
- Civil Works/Goods: The EA will undertake procurement activities in accordance with ADB's Procurement Guidelines [2007, as amended from time to time]
|
|
Financing
Institution:
|
Asian
Development Bank
|
|
Program:
|
Grant
|
|
Contact:
|
Balabhaskara Reddy Bathula
bbathula@adb.org
|
|
Agency:
|
Asian
Development Bank Postal Address: PO Box 789 0980 Manila, Philippines Street
Address: 6 ADB Avenue, Mandaluyong City 1550, Philippines Telephone No: + 632
632 4444 [connecting all Depts./Offices] Main Fax No: + 632 636 2445
|
|
More
information:
|
Click here for additional information
|
|
Publicatiedatum: 23.04.2010 |
6. Afghanistan: National Emergency Rural Access Project
EVD-kenmerk: 177769Uitleg fases
|
Fase:
|
Board
|
|
Processing
Stage:
|
Active
|
|
Closing
date:
|
31-12-2010
|
Abstract:
PID - 2007-08-22
Objectives
1.The Project Development Objective (PDO) of the proposed project is to enable the rural population to benefit from year-round access to basic services and facilities in the rural areas of Afghanistan covered by the project. This will be achieved through rehabilitation and maintenance of rural access infrastructure by contracting with the private sector and, to a lesser extent, with the communities. The achievement of PDO will contribute to enhancement of the well being of the population and promote equitable economic growth in the country. The PDO is derived from the overarching program objective of NRAP.
2.The proposed key performance indicators are:
•Beneficiaries would live within 2 km or 30 minutes of walking distance to an all-weather road. This indicator is closely aligned with the IDA-14 indicator for rural accessibility (20 minutes walking to an all-season road) and Afghanistan's National Development Strategy of providing access to 40% of all villages by 2009.
•After completion of a sub-project, travel time of beneficiaries living along the improved road to first available schools, health care facilities and administrative services would be reduced by 30%.
•After completion of a sub-project, the number of trips taken by beneficiaries living along the improved road to district centers would increase by 30%.
•Price of key consumption and production commodities at beneficiary villages would be within 15% of the price in the nearest town.
Description
1.Component A. Improvement of secondary roads (US$78.2 million including contingencies and taxes of which IDA will finance US$53.2 million equivalent). This component implemented by MPW includes four sub-components: (i) rehabilitation and reconstruction of about 1.050 kilometers of secondary rural roads (about 745 km under IDA financing and some 305 km under GOA financing); (ii) financing a provisional amount of US$2.5 million equivalent (base cost) to address emergency repair works to roads and bridges following natural disasters; (iii) environmental and social sector management, monitoring and evaluation; and (iv) project implementation assistance: services of an implementation consultant and financial contribution to incremental operating expenses required to run the project implementation unit of MPW.
2.Component B. Improvement of tertiary roads (US$52.1 million including contingencies and taxes of which IDA will contribute US$52.1 million equivalent). This component implemented by MRRD includes five sub-components: (i) rehabilitation and reconstruction of about 925 km kilometers of tertiary rural roads; (ii) financing a provisional amount of US$2.5 million equivalent (base cost) to address emergency repair works to roads and bridges following natural disasters; (iii) carrying out a routine maintenance program on the already rehabilitated tertiary roads using the Community Development Councils (CDC) as the entry point for community contracting and participatory monitoring of this sub-component;. (iv) environmental and social sector management, monitoring and evaluation; and (v) project implementation assistance: services of an implementation consultant and financial contribution to incremental operating expenses required to run the project implementation unit of MRRD.
3.Component C. Institutional strengthening, project management and program development (US$6.7 million including contingencies and taxes of which IDA will contribute US$6.7 million equivalent). Three sub-components are envisaged at this stage: (i) Rural roads management system including support for: (a) the formulation of a rural access strategy and its implementation through a national prioritized investment program and (b) the setting up of maintenance mechanism, maintenance programming for the short and medium term and support for its first year of implementation, and routine and emergency maintenance works; (ii) capacity building activities for staff who will be tasked to manage the rural road sector, e.g. road network management, public procurement, financial management, engineering skills, reporting, and geographic information systems. The project will provide internships for at least 100 engineering students with NRAP and 10 community development/social inclusion students. This sub-component will also include capacity building for contractors (national works contractors and engineering firms) which would target on-the-job training and business skills (bidding, contract management and community contract management, conflict resolution, works organization, and technical aspects); and (iii) Project management, monitoring and evaluation and analysis of data for reporting purposes.
|
|
Financing
Institution:
|
World Bank
|
|
Total
Project Cost
|
USD 112
million
|
|
Contact:
|
Holste, Susanne
|
|
More
information:
|
Click here for additional information
|
|
Publicatiedatum: 17.12.2007 |
7. Afghanistan: Regional Airports Rehabilitation Project Phase I : Afghanistan
EVD-kenmerk: 180353Uitleg fases
|
Fase:
|
Board
|
|
Processing
Stage:
|
Loan
|
Abstract:
The Project is to
(i) rehabilitate 7 regional airports at Bamyan, Chaghcharan, Faizabad, Farah, Maimana, Qalai-Naw, and Zaranj;
(ii) provide human resources development program to strengthen the capacity of the Ministry of Civil Aviation and Tourism;
(iii) provide postconstruction operations assistance after completion of airport rehabilitation;
(iv) provide administrative support to set up and operate the project steering committee and the project implementation unit; and
(v) engage a project management consultant.
Objectives and Scope The objective of the Project is to assist the Government in the reconstruction and rehabilitation of the country by rehabilitating regional airports damaged during two decades of conflict and neglect.
The Project is to
(i) rehabilitate 7 regional airports at Bamyan, Chaghcharan, Faizabad, Farah, Maimana, Qalai-Naw, and Zaranj;
(ii) provide human resources development program to strengthen the capacity of the Ministry of Civil Aviation and Tourism;
(iii) provide postconstruction operations assistance after completion of airport rehabilitation;
(iv) provide administrative support to set up and operate the project steering committee and the project implementation unit; and
(v) engage a project management consultant.
Linkage to Country/Sector Strategy Improvement of regional airports was considered one of the urgent needs by the comprehensive needs assessment of the transport sector conducted by ADB in 2002.
The nature of the terrain of Afghanistan makes internal air transportation a basic necessity for access to extremely remote areas.
The continuous conflict and strife for over two decades had almost completely destroyed the civil aviation infrastructure.
Many of these airports are merely gravel tracks with hardly any landside facilities.
The reconstruction/rehabilitation of the important regional airports has become an urgent priority of the Government
|
|
Financing
Institution:
|
Asian
Development Bank
|
|
Total
Project Cost
|
USD 30
million
|
|
Program:
|
Loan-2105
AFG
|
|
Contact:
|
Mr. Gul Ahmed Kamali (gkamali@adb.org)
|
|
Agency:
|
Ministry
of Transport Raz Mohammad Alami Deputy Minister, (Technical)
|
|
More
information:
|
Click
here for additional information
|
|
Publicatiedatum: 14.09.2007 |
8. Afghanistan: Rehabilitation of Bamian-Yakawlang Road : Afghanistan
EVD-kenmerk: 162839Uitleg fases
|
Fase:
|
Board
|
|
Processing
Stage:
|
Grant
|
Abstract:
To help the Government to promote economic and social development and reduce poverty by rehabilitating the national highway network which will connect the central hinterland of Afghanistan to the ring road
|
|
Financing
Institution:
|
Asian
Development Bank
|
|
Total
Project Cost
|
USD 20
million
|
|
Program:
|
Grant-9097
AFG
|
|
Contact:
|
Mr. Prianka Seneviratne (pseneviratne@adb.org)
|
|
Agency:
|
Ministry
of Public Works Eng. Dr. Wali M. Rasooli , Deputy Minister (Technical)
PMU/MPW, Afghanistan
|
|
More
information:
|
Click
here for additional information
|
|
Publicatiedatum: 11.08.2007 |
9. Afghanistan: Road Network Development Project I ( Bala Murghab to Leman) : Afghanistan
EVD-kenmerk: 197353Uitleg fases
|
Fase:
|
Board
|
|
Processing
Stage:
|
Grant
|
Abstract:
Construction of a 143 km road from Bala Murghab to Leman, and restructuring of the Ministry of Public Works and reform of operational procedures.
The Project will help:
(i) complete the imrpovements to the ring road by constructing a 143 km section from Leman to Bala Murghab;
(ii) initiate the organizational restructuring and business process reengineering of MPW;
(iii) produce annual investment plans and programs; and
(iv) formalize contractor and consultant registration and evaluation
|
|
Financing
Institution:
|
Asian
Development Bank
|
|
Total
Project Cost
|
USD 176
million
|
|
Program:
|
Grant-0081
AFG
|
|
Contact:
|
Mr. Prianka Seneviratne (pseneviratne@adb.org)
|
|
Agency:
|
Ministry
of Public Works Ministry of Public Works Ministry of Public Works Ministry of
Public Works Ministry of Public Works
|
|
More
information:
|
Click
here for additional information
|
|
Publicatiedatum: 11.10.2007 |
10. Afghanistan: Road Rehabilitation and Capacity Building Cluster : Afghanistan
EVD-kenmerk: 162836Uitleg fases
|
Fase:
|
Board
|
|
Processing
Stage:
|
Technical
Assistance
|
Abstract:
The Government?s road development program?s first priority is improvement to the country?s east?west corridor (ring road) plus a north?south corridor to serve the country?s central region.
This TA will help plan the north?south corridor.
Key components and outputs:
(i) Identification of major north?south and east?west corridors,
(ii) feasibility study,
(iii) preliminary design, and
(iv) capacity building of the Ministry of Public Works.
Expected results and deliverables are: Project feasibility study and preliminary design for rehabilitation of north?south and east?west road corridor to develop a direct and shorter road route across the middle of Afghanistan.
The objective of the TA is
(i) to prepare a high priority road improvement project for ADB's follow-on investment that will support the priority road improvement programs set-out by the road master plan; and
(ii) to strengthen the capacity of MPW and MOT for project management and procurement and regulation of road transport services.
Consequently, the TA will have 3 components:
(i) the project preparation component that will prepare a road rehabilitation project with the established viability from engineering, economic, social, and environmental perspective;
(ii) MPW capacity building component that will establish a project management and procurement unit in MPW, develop project management and procurement manuals including handbooks for land acquisition and resettlement and environment impact assessment for road sector projects, and develop and implement human resources development programs and training courses; and
(iii) MOT capacity building component that will strengthen the capacity of MOT to carry out its regulatory functions for road transport services, particularly for operator licensing; refusal, suspension, and revocations of licenses; license fees; appeal procedures; planning of routes and terminals; control of terminals; monitoring of services; reporting of offences; enforcemnt of license regulations; penalty provisions; and the system to monitor the payments of fines.
Once the ring-road has been rehabilitated, Afghanistan?s road infrastructure needs to move from an emergency program to a rehabilitation and reconstruction program.
Improvements to the North?South and East?West corridors through the central mountain region will provide access to remote communities and to mines, gas fields, and sources of agricultural products, and will open up alternative links to the ring road.
The Ministry of Public Works needs to build its capacity for road improvement projects after years of donor support
|
|
Financing
Institution:
|
Asian
Development Bank
|
|
Total
Project Cost
|
USD 2.7
million
|
|
Program:
|
TA-4828
AFG
|
|
Contact:
|
Mr. Prianka N. Seneviratne (pseneviratne@adb.org)
|
|
Agency:
|
Ministry
of Public Works Dr. Wali M. Rasooli, Deputy Minister Ministry of Transport
Allhaj Nasir Ahmad Insaf arunmokashi@hotmail.com
|
|
More
information:
|
Click
here for additional information
|
|
Publicatiedatum: 29.01.2008 |
11. Afrika: Abidjan-Lagos corridor organization (ALCO) institutional support
EVD-kenmerk: 282266Uitleg fases
|
Fase:
|
Board
|
|
Processing
Stage:
|
Active
|
|
Closing
date:
|
19-9-2011
|
Abstract:
Major Sector (Sector) (%):
- Transportation (General transportation sector) (75%)
- Industry and trade (Other domestic and international trade) (25%)
|
|
Financing
Institution:
|
World Bank
|
|
Total
Project Cost
|
USD 0.45
million
|
|
Contact:
|
Dumitrescu, Anca Cristina
|
|
Agency:
|
ALCO
SECRETARIAT
|
|
More
information:
|
Click here for additional information
|
|
Publicatiedatum: 16.08.2010 |
12. Afrika: Report on the monitoring of recommended road project cost control measures
EVD-kenmerk: 258240Uitleg fases
|
Fase:
|
Appraisal
|
|
Processing
Stage:
|
Report
|
Abstract:
1 INTRODUCTION
Following the rise in road project costs observed since 2004, OINF Department commissioned a study of its active portfolio for the June to September 2007 period.The study confirmed a general cost overrun trend [76% of projects fall in this category] and the existence of a number of very critical cases experiencing significant overrun [up 119%].Similar studies, conducted at the same time by other development institutions, corroborated these trends in Africa and other regions.
Five main factors have been identified as responsible for the spiralling cost of Bank road projects: [i] insufficient bidding competition; [ii] project implementation delays; [iii] fluctuations in the prices of petroleum products and in the demand for consultancy services; [iv] domestic inflation and fluctuating exchange rates; and [v] modification of contract design and quantities.
Based on this preliminary study, OINF developed an action plan presented to the Board on 7 December 2007.The plan comprises five main objectives: [i] ensuring accuracy of project cost estimates; [ii] further enhancing competition in tenders; [iii] strengthening knowledge management on road cost and construction industry; [iv] minimizing project implementation delays; and [v] preparing better for possible price increases.
The Board took note of the initiative and requested an annual report on the subject.This report describes the implementation of the action plan and the status since 2008.
2 ROAD PROJECT COST TREND SINCE 2008
The road projects analyzed in this report concern those for which bids [works] were submitted after 31 December 2007 and whose procurement process is sufficiently advanced [bid appraisal validated by the Bank].Following SAP extraction and sorting, 16 projects in 2008 and 5 in 2009 showed aggregate indicators [detailed in Annex 1] comparable with those of the previous period.
In 2008, prices from road works bid invitations remained generally higher than project cost estimates [16%], although there was an improvement compared to the previous situation [23%].At the same time, the proportion of projects experiencing cost overruns increased: 89% in 2008 against 76% previously.For 2009, the situation is improving, with 60% of projects experiencing cost overruns.The post-bidding overall amount stands at 11% below the estimated project costs.However, this analysis does not cover the entire 2009 [until 31/10/09] and the sample available is very limited [5 bids].Furthermore, excluding one singularly favourable case [multinational road in Nigeria, which saw a high level of competition with 14 bids and a market price 34% below the estimate], the financial situation of projects in 2009 becomes negative overall, with a 10% gap.
In relation to cost overrun factors, increased competitiveness has been noted, with the average number of bids rising from 4.4 to 4.8 in 2008 and to 7.2 in 2009 [5.5 if the singular case mentioned above is excluded].However, start-up times have become longer, with the average lapse between project approval and bidding completion increasing from 20 to 21, then 23 months in 2009.Although the Department actually encouraged the use of the AAP procedure [4 out of 5 projects in 2009], that decision did not completely check the slippages that could result from: [i] post-bidding funding gaps that had to be filled; [ii] the complexity of conducting the entry into force and procurement process in some countries; [iii] the complexity of multinational projects development [30% of 2008 projects, 80% of 2009 projects].
All of these projects, most of which were approved before 2008 [85%], could not benefit from the costs control measures adopted by OINF in December 2007.Therefore, the Department pursued a case-by-case adaptation strategy, depending on the scale of the gaps.Where there were significant gaps, radical measures were adopted: [i] scaling down project objectives; [ii] reducing the Bank’s funding level; [iii] or mobilizing additional funding by the Bank.Smaller gaps were covered by physical and financial contingency provisions which, as a result, averaged 6% [compared to 15% - 20% envisaged during appraisal].Although this measure helped to prevent additional start-up delays, it exposed the projects concerned cost overrun risks during the implementation phase [physical contingencies, price variations and currency fluctuations].
3.IMPLEMENTATION OF THE COST CONTROL PLAN
3.1 The road projects cost control action plan adopted in late 2007, was implemented by OINF for new road projects approved by the Board as from 2008.Overall, 21 projects are concerned [listed in Annex 2], amounting to UA 1 273 750 000.
3.2 For these new projects, this translated during appraisal into a matrix [Annex 3] describing, for the five main objectives retained, the specific cost control activities envisaged at various stages of the project cycle:
Objective 1 – Ensuring accuracy of project cost estimates: [i] more detailed preliminary technical studies; [ii] greater reliability sought from consultancy firms providing the services, [iii] updating all preliminary studies above 24 months prior to launching the works procurement process.
Objective 2 – Further enhancing competition in tenders: [i] enhance bid invitation transparency and publicity; and [ii] Allotment of contracts for works [scope and technicality] to match the capacity of international and local companies;
Objective 3 – Strengthening knowledge management on road cost and construction industry: [i] Adjust project cost estimates to the most recent contracts awarded in the same context; [ii] in preparing the appraisal, update the estimated prices according to the cost index of major price factors in the construction sector
Objective 4 - Minimizing project implementation delays: using the Advanced Action on Procurement [AAP] procedure
Objective 5: Preparing better for possible price increases: [i] align contract formulas and parameters to match FIDIC conditions; [ii] closely monitor local and world price fluctuations for key civil works inputs during the project implementation phase.
4 CONCLUSION
4.1Road project funding gaps reduced noticeably in 2008 and 2009, albeit without a clear traceable link to implementation of the mechanism put in place for that purpose.Implementation as from 2008 of the road project cost control action plan at the appraisal stage [matrix of actions specific to each project] should be continued throughout the project cycle [procurement, implementation/supervision, completion].
4.2 The average number of bids received for road works is on the rise.This is a positive signal with respect to the visibility of the Bank’s road operations and their suitability vis-à-vis the capacity of local and international companies.Progress in this area still needs to be consolidated.In that regard, the Department has and is collaborating with some country initiatives [regional workshop on road project cost control held on 10 February 2009 in Kampala].Measures to control delays, using Advance Action on Procurement [AAP],should be supplemented, especially for countries running complex entry into force and procurements processes, as well as for multinational projects.
4.3Two sectoral studies to be conducted by OINF in 2010 will directly focus on certain factors that impact road costs.One of the two studies, the terms of reference of which are being developed, focuses on capacity building for local and regional construction industries and likely to enhance bidding competitiveness.The other study [at the contract award phase] concerns the improvement of OINF portfolio management, including the development of concrete measures to streamline timelines.Furthermore, OINF is participating in the ORQR initiative to reduce start-up delays in public sector projects through the application of the Rapid Results Approach [RRA].In that regard, the proposed Fulfuso-Sawla road in Ghana, scheduled for appraisal in 2010, is included in the list of pilot projects for the Quick Start Project Initiative.
4.4 OINF Department proposes to the Board that it be authorized to carry out, by end 2010, a more comprehensive review of implementation of all these measures and the progress achieved in road project cost control
|
|
Financing
Institution:
|
AfDB DARMS
(restricted to EVD)
|
|
Contact:
|
Mr. G. MBESHERUBUSA Director OINF Ext. 2034
Mr. A. KIES Division Manage OINF.1 Ext. 2282
Mr. M. MBODJ Chief Transport Economist OINF.1 Ext. 2348
Mr. D. ETIENNE Transport Engineer OINF.1 Ext. 3970
|
|
Agency:
|
African
Development Bank
|
|
Publicatiedatum: 16.12.2009 |
13. Afrika: Route Labé-Sériba-Médina-Gouna..
EVD-kenmerk: 201291Uitleg fases
|
Fase:
|
Board
|
|
Processing
Stage:
|
Approuvé
en décembre 2006
|
Abstract:
Route Labé-Sériba-Médina-Gouna.
Le projet comprend:
i) Aménagement et bitumage des tronçons frontière du Sénégal-Koundara (48km) et Médina Gounass-Pakane-Lankiring-Kalifourou frontière (Guinée) (70 Km).
et ii) Réhabilitation de routes bitumées :
a) les tronçons Sériba-Labé (157 km), Kifaya-Sériba (68 Km) et Tambacounda-Tamidala-Médina-Gounass (82 km);.
Iii) Facilitation des transports et iv) Pistes connexes
|
|
Financing
Institution:
|
African
Development Bank
|
|
Contact:
|
COUNTRY OPERATIONS, WEST II
Director : Mr. J.K.LITSE
Tel: 7110 2047
|
|
Agency:
|
Sénégal/Guinée
|
|
More
information:
|
Click here for additional information
|
|
Publicatiedatum: 31.12.2007 |
14. Afrika: West Africa regional transport and transit facilitation project
EVD-kenmerk: 202332Uitleg fases
|
Fase:
|
Board
|
|
Processing
Stage:
|
Active
|
|
Closing
date:
|
31-3-2014
|
Abstract:
PAD : 2008/05/23
2.WAEMU’s PACITR’s program objective and phases
30.The proposed project supports the objectives of the WAEMU’s PACITR program.The program is expected to contribute to the strengthening of economic integration of the member countries of the WAEMU/ECOWAS block.More specifically, the program seeks to improve access by Burkina Faso, Mali and Niger to the Ghanaian ports of Tema and Takoradi, reduce general transport costs and promote economic activity and private sector development.The PACITR is expected to include two phases: [a] phase I focuses on the rehabilitation of road sections along the Corridor to better integrate Burkina Faso and Mali to the ports of Ghana and in the implementation of activities to facilitate inter state road movement of goods along the Corridor [RPI program]; and [b] phase II focuses on other high priority transport corridors in the sub region, such as Dakar – Bamako.
3.Project development objective [PDO]and key indicators
31.The overarching objective of the RP-I program is to facilitate trade within the sub-region and improve access to world markets by Burkina Faso and Mali.The PDO for the proposed project aims to improve access by Burkina Faso and Mali to Ghanaian ports, as well as improve port operations and facilitate the efficient movement of traffic along the Tema – Ouagadougou – Bamako transport corridor.
32.The following are the key outcome indicators that will be used to measure the achievement of the PDO: [a] average transit time for containerized imports from the exit at the Port of Tema to Ouagadougou and to Bamako; and [b] variance in transit time for containerized imports from the exit at the Port of Tema to Ouagadougou and to Bamako.Details on the results framework and the arrangements for results monitoring are described in Annex 3.
4.Project components
33.The proposed project will fund the following two major components:
a.Corridor road infrastructure improvement: This component is expected to improve the road Corridor to carry inter- and intra-country traffic by: [a] rehabilitating and strengthening key road sections; [b] constructing rest stop areas; [c] implementing social and environmental mitigation measures for the civil works; [d] implementing a Corridor- specific HIV/AIDS action plan; and [e] designing and implementing a Corridor-specific physical road safety action plan.
b.Corridor transport and transit facilitation measures: This component is expected to strengthen the capacity of customs and transport authorities to better manage the movement of transit traffic along the Corridor by: [a] constructing a STTV adjacent to the Port of Tema; [b] rehabilitating and equipping Faladie multi-functional platform in Bamako; [c] supporting the upgrading of customs-related ICT and extension of cargo tracking system to better monitor and secure transit traffic; and [d] logistical, capacity building and TA support to improve the effectiveness of customs and transport authorities to monitor and control transit traffic.
c.Project management, monitoring and evaluation: This component is expected to fund the management, monitoring and evaluation of project implementation activities in Ghana, Burkina Faso, and Mali.
34.IDA funding for the road infrastructure and the facilitation elements of the proposed project will complement already mobilized funding from other development partners supporting the implementation of WAEMU/Ghana’s RP-I program.On the infrastructure side these are: [a] improvement of Techiman – Kintampo road in Ghana; [b] improvement of Ouagadougou – Po – Ghana border road and Sabou – Bobo Dioulasso road in Burkina Faso; [c] improvement of Bougouni – Sikasso road in Mali; [d] construction and equipping of Joint Border Posts [JBP] at Paga on the border between Ghana and Burkina Faso and at Heremakono on the border between Burkina Faso and Mali.On the facilitation side these are: [a] creation of a regional transit guarantee system that would replace the three national guarantee systems; [b] establishment of a cargo tracking system that would enable customs to follow cargo movements in real time; and [c] creation of an electronic transit management system that would facilitate the passage of transit trucks through the Corridor and in particular facilitate border crossings.
35.The total cost of the proposed project is estimated at US$197.2 million.IDA will contribute about US$190 million in funding, while GOG and GOM will respectively contribute US$5 million and US$2.2 million in counter part funding.The updated total costof the RP-I program has been estimated by WAEMU at over US$1 billion.So far about US$538 million of the RP-I program has been funded by the respective governments, WAEMU and development partners, including IDA with the proposed project.The following tables give a summary of the proposed project costs, broken down by components and by countries.For more details on the project description, components and estimated costs, see Annexes 4 and 5.
36.The proposed project is expected to fund the following major activities and actions in each
country:
37.Burkina Faso [about US$70 million].The proposed project is expected to support the following major activities in Burkina Faso: [a] rehabilitation and strengthening of theOuagadougou – Sakoinsé [54 km] section of the Corridor; [b] construction of up to two rest stops;[c] design and implementation of a road safety action plan for the Burkinabé section of the Corridor; [d] extension of the existing Automated SYstem for Customs Data ++ [ASYCUDA ++] customs management system to the Ghanaian and Malian borders; [e] interconnection of the Burkinabé ASYCUDA ++ system with the Malian ASYCUDA ++ and Ghanaian Customs Management System [GCMS]; [f] training and procurement of equipment to strengthen the capacity of customs and transport authorities to better monitor and secure transit traffic along the Corridor;[g] extension of cargo tracking system to the Burkinabé section of the Corridor; and [h] implementation of a HIV/AIDS action plan for the Burkinabé portion of the Corridor.
38.Ghana [about US$85 million].The proposed project is expected to support the following activities in Ghana: [a] rehabilitation and strengthening of the Buipe – Tamale [103 km] section of the Corridor; [b] design and construction of a Satellite Transit Truck Village [STTV] near the Port of Tema: [c] design and construction of two intervening transit check points/rest stop areas and up to two rest stop areas on the Ghanaian section of the Corridor; [d] design and implementation of a road safety action plan for the Ghanaian section of the Corridor; [e] capacity strengthening of customs authorities to better monitor and secure transit traffic along the Corridor; [f] interconnection of the GCMS with the customs systems of Burkina Faso [ASYCUDA ++] and Mali [ASYCUDA ++]; and [g] implementation of a HIV/AIDS action plan for the Ghanaian portion of the Corridor.
39.Mali [about US$42.2 million].The proposed project is expected to support the following activities: [a] part of the rehabilitation of the Bamako – Bougouni [154 km] section of the Corridor; [b] rehabilitation and strengthening of the Sikasso-Heremakono [45 km] section of the Corridor; [c] modernization of the multifunctional platform at Faladié [Bamako]; [c] construction of up to two rest stops on the Corridor; [d] capacity strengthening of customs and transport authorities to better monitor and secure transit traffic along the Corridor; [f] implementation of a HIV/AIDS action plan for the Malian portion of the corridor; and [g] design and implementation of a road safety improvement action plan on the Malian portion of the Corridor.
|
|
Financing
Institution:
|
World Bank
|
|
Total
Project Cost
|
USD 197.2
million
|
|
Contact:
|
Galli, Fabio
|
|
Agency:
|
GHANA,
BURKINA FASO, MALI
|
|
More
information:
|
Click here for additional information
|
|
Publicatiedatum: 09.03.2010 |
15. Afrika: West and Central Africa Air Transport Safety & Security Project - APL Phase 2
EVD-kenmerk: 182858Uitleg fases
|
Fase:
|
Board
|
|
Processing
Stage:
|
Active
|
|
Closing
date:
|
30-6-2011
|
Abstract:
PID
Projects development objective and key indicators
This overarching Project Development Objectives (PDOs) which apply to all phases, and
therefore in Nigeria, are to: 1) Improve CAAs’ compliance with ICAO’s safety standards, 2)
Increase CAA’s compliance with ICAO’s security standards, and 3) Enhance main international
airports’ compliance with ICAO’s security standards. In order to measure attainment of these
PDOs, the following key outcome indicators and target values will be used for Nigeria:
• PDO 1 – Improve CAA’s compliance with ICAO’s safety standards:
¾ Compliance rate with ICAO aggregate safety standards based on ICAO’s audits;
¾ Percentage of technical personnel in compliance with ICAO’s safety standards; and
¾ Total CAA’s budget amount.
• PDO 2 – Improve CAA’s compliance with ICAO’s security standards:
¾ Compliance rate with ICAO’s aggregate security standards based on ICAO’s audit;
¾ Percentage of CAA’s ICAO’s certified security inspectors trained during the last three
years;
¾ Level of CAA’s budget dedicated to security; and
¾ National Security Plan compliance with ICAO’s standards.
• PDO 3 – Enhance main international airports’ compliance with ICAO’s security standards:
¾ Percentage of airport security personnel with three or more years of experience;
¾ Number of serious problems recorded during annual airport crisis exercises; and
¾ Percentage of embarking passengers stopped in possession of illegal objects, as defined
by the ICAO, by airlines security personnel.
|
|
Financing
Institution:
|
World Bank
|
|
Total
Project Cost
|
USD 46.65
million
|
|
Contact:
|
Pozzo di Borgo, Pierre A.
|
|
Agency:
|
ECOWAS,
UEOMA, CEMAC AND COUNTRIES' PIE
|
|
More
information:
|
Click here for additional information
|
|
Publicatiedatum: 22.10.2007 |
16. Albanie: IPA National Programme 2009
EVD-kenmerk: 255900Uitleg fases
|
Fase:
|
Goedgekeurd
|
|
Looptijd:
|
2009-2012
|
|
Omschrijving:
Description of
projects grouped per priority axis.
Priority Axis 1 - Political Criteria:
- Support for Blue Border Management
- Support/Twinning for Anti-Money
Laundering and Financial Crime Investigations Structures
- Technical Assistance/ Twinning
for the Justice System
- Support for enhancing the operational
and logistical capacities of the Witness and Special Persons
- Protection Unit within the Department
of Criminal Investigation in the General State Police
- Support for enhancing the Decentralised
Management System
- Support for the Population and
Housing Census 2011
- Project Preparation Facility
- Civil Society Facility –Civic
Initiatives and Capacity
Building
Priority
Axis 2 – Economic Criteria:
- Improvement of management and
conditions of the secondary and local roads
- Support for cultural heritage
- Kukes Region
Priority
Axis 3 – Ability to assume the obligations of membership:
- Improvement of water supply
and sewerage systems
- Improvement of industrial property
rights.
- Consolidation of the food safety
system
- Building an e-Government Infrastructure
that is in line with EU Personal Data Protection standards.
- Participation in community
programmes:
Support
for participation to Community Programmes: in particular CIP, Europe for Citizens, FP 7.
Voor vragen
over bovenstaande projecten kunt u contact opnemen met onze accountmanagers
EU: eu.extern@info.evd.nl .
|
|
Financier:
|
EU/ IPA € 69.86 million
|
|
Publicatiedatum: 20.11.2009 |
17. Albanië: Multi-annual indicative planning document for Albania 2009 - 2011
EVD-kenmerk: 245573Uitleg fases
|
Fase:
|
Goedgekeurd
|
|
Looptijd:
|
2009-2011
|
|
Omschrijving:
Pre-accession
Assistance Strategy for the Period 2009-2011:
Component I – Transition Assistance and Institution Building. The main areas of
intervention for Component I are broadly grouped under the following
sub-components.
- Political Requirements:
Government and political system, Public Administration, Financial Control, Judicial
System,
Police, Anti-Corruption Policy, Media, Minorities and vulnerable groups, Civil
Society
- Socio-economic requirements:
Economic and fiscal policies, Trade Policy, Financial services, SME
development, Regional development, Social policies, Education, Employment and
labour market
- Ability to assume the obligations of
membership:
Standardisation, metrology and accreditation, Market surveillance,
consumer protection and health, Taxation, Competition, Public procurement,
Intellectual property rights,
Food safety, veterinary and phyto-sanitary,
Agriculture and rural development,
Environment, Transport, Energy, Information Society, Statistics, Visa, border
control, asylum and migration, Money laundering, drugs and fight against
organised crime, Data protection
Support programmes:
Montenegro-Albania, Former Yugoslav Republic of Macedonia-Albania,
Kosovo-Albania, Greece-Albania, Adriatic IPA Cross Border Programme, ERDF
South East Europe.
Priorities of Cross-Border Programmes:
Montenegro-Albania, Former Yugoslav Republic of Macedonia-Albania, Border
development in the Albanian region of Kukes,
Greece-Albania, Adriatic IPA Cross Border Programme.
Component II – Cross Border
Co–operation
Current programmes under IPA Component II for Cross Border Cooperation:
Montenegro – Albania
Former Yugoslav
Republic of Macedonia – Albania
Kosovo - Albania
Greece – Albania
Adriatic IPA Cross-Border Programme
ERDF South East Europe
|
|
Financier:
|
EU/ IPA € 269.4 million
|
|
Publicatiedatum: 03.08.2009 |
18. Albanië: Phase B - Tirana Airport Concession
EVD-kenmerk: 205433Uitleg fases
|
Fase:
|
Appraisal
|
|
Processing
Stage:
|
Passed
structure review, Pending final review
|
Abstract:
The facility is intended to provide long term financing for the development of Phase B of Tirana International Airport (TIA) as well as refinance part of existing Phase A financing.
Phase B development consists of the following:
i) extension of the passenger terminal to a capacity of 1.5 million PAX; ii) supply of additional equipment and systems; iii) investment into airfield; iv) construction of airside equipment building;
v) procurement of ground handling equipment and also includes the refurbishment of the old terminal.
Transition impact: The strong transition impact potential of this Project is derived from:
1.
demonstration effect:
By supporting the first refinancing of a Public-Private Partnership (PPP) in Albania the Bank will set an example that can be further replicated in the region.
For TIA to be able to refinance itself under such structure and on terms comparable with those available for PPP projects in mature PPP markets will send a clear and positive message to the markets about the state of development of the commercial, political and legal environment for PPPs in Albania and will therefore enhance the likelihood of a wider range of competitive bidders for future PPPs in the broader region.
Some of the more conservative equity investors will be watching closely this first refinancing transaction - as a way to enhance equity returns - and will re-assess the attractiveness of Albania as an investment target.
2.
further strengthening of competition in the air transport industry in Albania:
The Concessionaire’s prime concern so far has been and will continue to be the maximisation of airport revenues, by attracting new airlines, maximising aeronautical and non-aeronautical revenues and increasing the amount spent at the airport by arriving and departing passengers.
TIA has already attracted several new high profile airlines (Lufthansa, British Airways) to fly to Tirana and will continue doing so in the future.
This way TIA is/will be promoting more competition in the sector.
This will correspond with the progressive liberalisation of the airline industry in Albania.
The client: Tirana International Airport Sh.p.k.
(TIA) is a limited liability company set up by Hochtief Airport GmbH, Deutsche Investitions und Entwicklungsgesellschaft (DEG) and the Albanian-American Enterprise Fund (AAEF).
TIA is the Concessionaire established following a competitive tender organised by the Government of Albania (“GoA”) for the development and operation of “Mother Teresa” International Airport on a 20-year concession basis from year 2005.
EBRD finance: Up to EUR 22.6 million senior debt to be provided by EBRD to Tirana International Airport (TIA).
An additional EUR 24.3 million senior debt financing will be provided as parallel loans by DEG, Alpha Bank and the American Bank of Albania as part of a total EUR 46.9 million senior debt facility.
EUR 12 million of senior debt from EBRD will be used for the refinancing of the original financing for Phase A development of TIA as part of a total amount of EUR 24.9 million signed in 2005.
The other Lenders will provide the refinancing of the EUR 12.9 million remaining finance.
Up to maximum of EUR 10.6 million of senior debt from EBRD will be used for Phase B development of TIA as part of a total amount of up to EUR 22 million.
The remaining amount of up to EUR 11.4 million will be provided by the other Lenders.
Total project cost: EUR 28.0 million (Phase B incl.
refurbishment of Old Terminal)
EUR 24.9 million (refinancing of Phase A)
Environmental impact: Screening Category
The project has been screened as B/1 requiring an environmental analysis and review of the environmental status and performance of the existing facilities.
Due Diligence undertaken, Outcomes and Residual Risks
An Environmental Analysis of the planned development programme has been undertaken to identify the potential impacts of the development and the mitigation measures to mitigate those impact.
The Environmental Analysis did not identify any significant environmental or social issues.
TIA's compliance with the environmental and social requirements agreed for the first loan has been reviewed by EBRD.
The review covered
(i) current environmental, health and safety performance; and
(ii) the implementation of Environmental Action Plan (EAP).
Company has satisfactorily been implementing the environmental action plan developed for the first loan.
In general, all operations of TIA are in compliance with the relevant national and EU environmental, social, and health and safety requirements.
There is an integrated QEHS management system in place.
Opportunities for EHS improvements have been included in the existing EAP.
Implementation Requirements
The Company will ensure continuous improvement in their Environmental, Health and Safety Management System.
The Company will implement the EAP (as agreed with the Company).
The Company will conduct its business with due regard to National and EU environmental regulations and standards.
The Company will facilitate periodic monitoring visits by Bank staff or appointed representatives, when deemed necessary.
Technical
cooperation: None
For consultant opportunities for projects financed by technical cooperation funds, visit procurement of consultants
|
|
Financing
Institution:
|
European
Banks (EBRD, EIB, EMI)
|
|
Total
Project Cost
|
USD 78.45
million
|
|
Contact:
|
Tel: +44 20 7338 7168; Fax: +44 20 7338 7380
Email: projectenquiries@ebrd.com
|
|
Agency:
|
Andrea
Gebbeken Chief Executive Officer Tirana International Airport SHPK
Administration Building Rinas, Tirana Albania Tel: +355 4381 600 Email:
agebbeken@tirana-airport.com
|
|
More
information:
|
Click
here for additional information
|
|
Publicatiedatum: 05.02.2008 |
19. Albanië: Phase B - Tirana Airport Concession
EVD-kenmerk: 208107Uitleg fases
|
Fase:
|
Board
|
|
Processing
Stage:
|
Board
approved, Pending signing
|
Abstract:
Project description
and objectives: The facility is intended to provide long term financing for the development of Phase B of Tirana International Airport (TIA) as well as refinance part of existing Phase A financing.
Phase B development consists of the following:
i) extension of the passenger terminal to a capacity of 1.5 million PAX; ii) supply of additional equipment and systems; iii) investment into airfield; iv) construction of airside equipment building;
v) procurement of ground handling equipment and also includes the refurbishment of the old terminal.
Transition impact: The strong transition impact potential of this Project is derived from:
1.
demonstration effect:
By supporting the first refinancing of a Public-Private Partnership (PPP) in Albania the Bank will set an example that can be further replicated in the region.
For TIA to be able to refinance itself under such structure and on terms comparable with those available for PPP projects in mature PPP markets will send a clear and positive message to the markets about the state of development of the commercial, political and legal environment for PPPs in Albania and will therefore enhance the likelihood of a wider range of competitive bidders for future PPPs in the broader region.
Some of the more conservative equity investors will be watching closely this first refinancing transaction - as a way to enhance equity returns - and will re-assess the attractiveness of Albania as an investment target.
2.
further strengthening of competition in the air transport industry in Albania:
The Concessionaire’s prime concern so far has been and will continue to be the maximisation of airport revenues, by attracting new airlines, maximising aeronautical and non-aeronautical revenues and increasing the amount spent at the airport by arriving and departing passengers.
TIA has already attracted several new high profile airlines (Lufthansa, British Airways) to fly to Tirana and will continue doing so in the future.
This way TIA is/will be promoting more competition in the sector.
This will correspond with the progressive liberalisation of the airline industry in Albania.
The client: Tirana International Airport Sh.p.k.
(TIA) is a limited liability company set up by Hochtief Airport GmbH, Deutsche Investitions und Entwicklungsgesellschaft (DEG) and the Albanian-American Enterprise Fund (AAEF).
TIA is the Concessionaire established following a competitive tender organised by the Government of Albania (“GoA”) for the development and operation of “Mother Teresa” International Airport on a 20-year concession basis from year 2005.
EBRD finance: Up to EUR 22.6 million senior debt to be provided by EBRD to Tirana International Airport (TIA).
An additional EUR 24.3 million senior debt financing will be provided as parallel loans by DEG, Alpha Bank and the American Bank of Albania as part of a total EUR 46.9 million senior debt facility.
EUR 12 million of senior debt from EBRD will be used for the refinancing of the original financing for Phase A development of TIA as part of a total amount of EUR 24.9 million signed in 2005.
The other Lenders will provide the refinancing of the EUR 12.9 million remaining finance.
Up to maximum of EUR 10.6 million of senior debt from EBRD will be used for Phase B development of TIA as part of a total amount of up to EUR 22 million.
The remaining amount of up to EUR 11.4 million will be provided by the other Lenders.
Total project cost: EUR 28.0 million (Phase B incl.
refurbishment of Old Terminal)
EUR 24.9 million (refinancing of Phase A)
Environmental impact: Screening Category
The project has been screened as B/1 requiring an environmental analysis and review of the environmental status and performance of the existing facilities.
Due Diligence undertaken, Outcomes and Residual Risks
An Environmental Analysis of the planned development programme has been undertaken to identify the potential impacts of the development and the mitigation measures to mitigate those impact.
The Environmental Analysis did not identify any significant environmental or social issues.
TIA's compliance with the environmental and social requirements agreed for the first loan has been reviewed by EBRD.
The review covered
(i) current environmental, health and safety performance; and
(ii) the implementation of Environmental Action Plan (EAP).
Company has satisfactorily been implementing the environmental action plan developed for the first loan.
In general, all operations of TIA are in compliance with the relevant national and EU environmental, social, and health and safety requirements.
There is an integrated QEHS management system in place.
Opportunities for EHS improvements have been included in the existing EAP.
Implementation Requirements
The Company will ensure continuous improvement in their Environmental, Health and Safety Management System.
The Company will implement the EAP (as agreed with the Company).
The Company will conduct its business with due regard to National and EU environmental regulations and standards.
The Company will facilitate periodic monitoring visits by Bank staff or appointed representatives, when deemed necessary.
Technical
cooperation: None
For consultant opportunities for projects financed by technical cooperation funds, visit procurement of consultants.
Company contact: Andrea Gebbeken
Chief Executive Officer
Tirana International Airport SHPK
Administration Building
Rinas, Tirana
Albania
Tel: +355 4381 600
Email: agebbeken@tirana-airport.com
EBRD contact: Ivana Janockova, Operation Leader: janockoi@ebrd.com
Business opportunities: For business opportunities or procurement, contact the client company.
General enquiries: EBRD project enquiries not related to procurement:
Tel: +44 20 7338 7168; Fax: +44 20 7338 7380
Email: projectenquiries@ebrd.com
|
|
Financing
Institution:
|
European
Banks (EBRD, EIB, EMI)
|
|
Contact:
|
Ivana Janockova, Operation Leader: janockoi@ebrd.com
|
|
Agency:
|
Andrea
Gebbeken Chief Executive Officer Tirana International Airport SHPK
Administration Building Rinas, Tirana Albania Tel: +355 4381 600 Email:
agebbeken@tirana-airport.com
|
|
More
information:
|
Click
here for additional information
|
|
Publicatiedatum: 11.03.2008 |
20. Albanië: Secondary and local roads programme / Routes secondaires et locales en Albanie
EVD-kenmerk: 254093Uitleg fases
|
Fase:
|
Board
|
|
Processing
Stage:
|
Signed /
Signé
|
Abstract:
Secondary and Local Roads Programme
Date of entry
07/10/2009
Beneficiary
Albanian Development Fund
Location
Albania
Description
The project is part of an ongoing programme of rehabilitation of secondary and local roads which includes design, construction and supervision in Albania.
Objectives
Improve the secondary and local road network.
Comments
Sector[s]
Transports
Proposed EIB finance
EUR 50 million
Total cost
EUR 137 million
Environmental aspects
The proposed sub-projects of the project are road rehabilitations within existing servitude and to a minor extent small-scale construction of new road sections.The environmental impact is thus expected to be minor.Compliance with EU EIA Directive [Directive 85/337/EEC, amended by Directives 97/11/EC and 2003/35/EC] and Directive 2001/42/EC of Strategic Environmental Assessment [SEA] will be further appraised, as will compliance to the Habitats and Birds Directives 92/43/EEC and 74/409/EEC respectively.
Environmental and Social Safeguards:
http://www.albaniandf.org/en/index.html
Procurement
The Bank will require the promoter to ensure that contracts for implementation of the project are procured in accordance with the principles of the relevant applicable EU procurement Directives and in line with the Bank's Guide to Procurement.
Status
Signed - 04/06/2010.
/
Routes secondaires et locales en Albanie
Date d'entrée
07/10/2009
Bénéficiaire
Albanian Development Fund
Localisation
Albanie
Description
Le projet s'inscrit dans un programme de remise en état du réseau routier secondaire et local [conception, construction et suivi compris] en Albanie.
Objectifs
Le projet vise l'amélioration des routes secondaires et locales.
Commentaires
Secteur[s]
Transports
Montant BEI envisagé
50 millions d'EUR
Coût total
137 millions d'EUR
Aspects environnementaux
Les sous-projets proposés dans cette opération concernent la réhabilitation de routes comprises dans des servitudes existantes et, dans une moindre mesure, la construction de nouveaux tronçons routiers de petite dimension.Les incidences environnementales du projet devraient donc être mineures.La conformité du projet avec la législation européenne relative aux incidences environnementales [directive 85/337/CEE "EIE", modifiée par les directives 97/11/CE et 2003/35/CE, et directive 2001/42/CE "ESIE"] sera examinée de manière plus approfondie, de même que sa conformité avec les directives 79/409/CEE "Oiseaux" et 92/43/CEE "Habitats".
Environmental and Social Safeguards:
http://www.albaniandf.org/en/index.html
Passation des marchés
La BEI demandera au promoteur de veiller à ce que les marchés relatifs à la réalisation du projet soient attribués conformément aux principes des directives de l'UE en la matière et de son propre guide pour la passation des marchés.
Statut
Signé - 04/06/2010
|
|
Financing
Institution:
|
EIB
(European Investment Bank)
|
|
Total
Project Cost
|
USD 163.88
million
|
|
Contact:
|
Information Desk
Communication and Information Department
Info@eib.org
Tel: [+352] 43 79 31 22
Fax: [+352] 43 79 31 91
|
|
Agency:
|
Albanian
Development Fund
|
|
More
information:
|
Click
here for additional information
|
|
Publicatiedatum: 07.06.2010 |
21. Albanië: Tirana Outer Ring Road
EVD-kenmerk: 241645Uitleg fases
|
Fase:
|
Appraisal
|
|
Processing
Stage:
|
Passed
concept review, Pending final review
|
Abstract:
The EBRD is considering providing up to EUR 24 million for the construction of road and traffic works along a key 5.75 km section of the Tirana Outer Ring Road (“TORR”) to provide for a critical road link currently missing from the Tirana urban road network.
The TORR will connect the intensely urbanised south-western fringe of the City with the growing south-eastern neighbourhoods, which will facilitate travel around the western side of the congested city centre.
This should lower congestion-related travel delay for both cars, public transport and cargo traffic, and improve local air quality.
Beyond the provision of mere financing for this key section of the TORR, the EBRD is adding value to the project by improving the road’s design according to best European engineering and urban design practice.
The project will support a number of related initiatives, including, institutional support in the areas of road design, road and construction management, local air quality improvements, and creditworthiness enhancement for the City.
Transition impact: The project’s transition impact potential rests on the following two elements:
Fiscal decentralisation
This project represents the first example of sub-sovereign lending in the country, following the approval of Law No.
9869 “On Local Government Borrowing” granting legal authority to municipalities in Albania to borrow directly.
Therefore, the proposed transaction has a strong demonstration effect and is expected to be highly instrumental in opening the way for municipal lending elsewhere.
Increased private sector participation
The project supports the design and implementation of contracting out ‘road management and maintenance’ on a performance-based basis, with specific technical indicators established to be met by private contractors in exchange for a set fee to be bid upon at the time of tender of the multi-year contracts.
These contracts, known as Performance-based Management and Maintenance of Roads (PMMR) will include the EBRD-financed road improvements on the Middle Ring Road, the TORR, and other key primary road segments as a first phase pilot.
The client: The City of Tirana is the capital and largest city in Albania.
The City is headed by the Mayor and the City Council.
The City is responsible for providing, organising and financing urban transport infrastructure in the City.
EBRD finance: EBRD is considering financing up to EUR 24.0 million of the overall EUR 39.975 million investments related to the TORR.
The remainder of the total cost will be covered by the City and the Republic of Albania.
Total project cost: EUR 39.975 million.
Environmental impact: Due dilligence process
The Project was screened Category A/1 as per the Bank’s 2003 Environmental Policy.
An Environmental Impact Assessment (EIA) was prepared in 2008/2009 by the Municipality with support from TC-funded consultants.
After review by the Bank, the EIA was posted on EBRD’s website on February 20, 2009 and will be disclosed for 120 days.
Public consultation meetings on the EIA will take place in May 2009.
A Resettlement Action Plan (RAP) was also required as the Project entails physical and economic displacement.
The RAP has been prepared by the Municipality based on a census of affected properties carried out in December 2008 and submitted in draft to the Bank.
It will be disclosed to the public and discussed in public consultation meetings in May 2009.
A Stakeholder Engagement Plan was also prepared by the Municipality with assistance from the Bank’s Environmental Sustainability Department and disclosed to the public.
Alignment adjustments
The alignment has been slightly modified within the existing designated corridor to minimise impacts on existing buildings, both in the Tirana and Sauk areas, as well as impacts on the botanical gardens.
In addition, the width of the road has also been optimised based on the results of a traffic study.
Key environmental and social issues
The Project is located for the most part in an urban setting and has therefore limited impacts on the biological environment.
It intersects, or comes close to, the botanical and zoological park of Tirana and an artificial lake which is part of it.
Fauna and flora inventories have revealed the presence of a number of endangered reptile and amphibian species.
Specific measures have been incorporated in the design to ensure that migration corridors of these species and other animals are maintained after the ring road is constructed.
The key impact of the Project is physical displacement of households currently living in the Project footprint.
A total of 206 residential structures are potentially affected by the Project.
About two thirds of the affected structures were established without title.
The majority (almost 80%) of the affected structures are located in the section between Kavaja Road and the zoo.
About 80% of affected structures are residential and 620 individuals will need to move as a result of the Project.
Some of the physically displaced people belong to the Roma ethnic minority and are below the poverty threshold and considered potentially vulnerable.
The following compensation packages will be proposed to affected people:
For affected residential buildings: either cash compensation at full replacement value or resettlement in apartments planned to be built by the
Municipality under a programme financed by the Council of Europe Development Bank
For tenants or occupants without title: access to social housing in the above mentioned development or elsewhere and assistance to relocation
For vacant or agricultural land: cash compensation at full replacement value
For businesses: compensation against any immovables, compensation for substantiated lost income and assistance to business relocation.
Environmental and Social Action Plan
An Environmental and Social Action Plan has been developed and disclosed to the public.
It establishes mitigation measures for both the construction and operation phases, as well as related responsibilities, costs and relevant monitoring indicators.
There is an Environmental Impact Assesment available for this project.
Technical
cooperation: A total of EUR 975,000 of TC assistance is required to design and implement the Project.
It will include:
(a) Road Design Revision and Preparation of Environmental Impact Assessment (“EIA”) focused on road network planning & traffic study, revision of road engineering designs, preparation of EIA, economic evaluation of the project, and delivery of tender documents in accordance with EBRD’s Procurement Policies and Rules (EUR 400,000 financed from the Western Balkans Fund).
This assignment is under implementation.
(b) Contracting-out Road Maintenance & Construction-Industry Related Air Pollution to develop and apply a set of best practice actions and a management framework for road maintenance based on performance standards.
In addition, a set of concrete measures within the City’s control to reduce air contamination, such as construction site regulation, will be elaborated.
(EUR 400,000 to be financed from bilateral donors or Trust Funds)
(c) City Creditworthiness Enhancement to provide a continuation of the work commenced under the previous Tirana Municipal Transport Project to strengthen City finances in light of fiscal decentralisation, with a view toward increasing the base and percentage of revenues controlled by the City.
(EUR 175,000 to be financed from bilateral donors or Trust Funds)
Donors for assignments
(b) and
(c) are yet to be identified.
For consultant opportunities for projects financed by technical cooperation funds, visit procurement of consultants
|
|
Financing
Institution:
|
EBRD (EB
for Reconstruction and Development)
|
|
Total
Project Cost
|
USD 51.98
million
|
|
Contact:
|
Tel: +44 20 7338 7168; Fax: +44 20 7338 7380
Email: projectenquiries@ebrd.com
|
|
More
information:
|
Click
here for additional information
|
|
Publicatiedatum: 07.05.2009 |
22. Algerije: Développement des services ferroviaires voyageurs de la banlieue d'Alger
EVD-kenmerk: 218319Uitleg fases
|
Fase:
|
Board
|
|
Processing
Stage:
|
Exécution
|
Abstract:
Objet du projet : Développement du service public de transport de voyageurs assuré par les lignes de chemin
de fer de banlieue du Grand Alger
Finalités et objectifs : La finalité du projet est d'améliorer des conditions de déplacement dans
l'agglomération d'Alger.
Il vise plus particulièrement à : - offrir des services ferroviaires
performants en banlieue d'Alger ; - réduire les encombrements et l'émission de gaz à effet de
serre imputables à la circulation routière.
Description : Le projet comprend deux étapes.
La première porte sur l'électrification des deux
lignes de banlieue.
Le financement de l'AFD ici décrit concerne spécifiquement cette
première étape.
La seconde étape porte sur la fourniture du matériel roulant à traction
électrique, la radio sol / train, la commande centralisée du trafic, la billetterie, l'aménagement
d'un dépôt et d'installations de remisage, la construction d'un atelier d'entretien du matériel
roulant, des aménagements de gare, la suppression ou la dénivellation de passages à niveau, la
définition des modalités de gestion du service.
Cette seconde étape est financée par l’Etat
algérien.
Les autorités ont retenu de confier l’exploitation du service à un opérateur privé
|
|
Financing
Institution:
|
French
Developement Agency
|
|
Total
Project Cost
|
USD
1253.65 million
|
|
Contact:
|
Chef de projet RATHEAUX Olivier
Responsable agence CASSAT Denis
|
|
Agency:
|
Chef de
projet RATHEAUX Olivier Responsable agence CASSAT Denis
|
|
More
information:
|
Click here for additional information
|
|
Publicatiedatum: 18.07.2008 |
23. Angola: Rehabilitation of the Humbe-Cahama road
EVD-kenmerk: 194013Uitleg fases
|
Fase:
|
Goedgekeurd
|
|
Looptijd:
|
31.12.2013
|
|
Projectnummer:
|
N° 9 ACP SAD 18
|
|
Omschrijving:
The overall objective is poverty reduction
through the enhanced regional integration and increased economic activity in
the South Western provinces of Angola. The project is designed
to achieve the following specific objectives:
- Increased accessibility to the project areas through the development of a
safe and technically sound road network.
- Promoting political awareness of the importance of road maintenance.
- Mitigation of HIV/AIDS transmission along the country's main transport corridors.
|
|
Financier:
|
EU EOF,
25.000.000 EUR
|
|
Projectautoriteit:
|
|
|
Publicatiedatum: 27.08.2007 |
24. Anguilla: Blowing Point Ferry Port Development
EVD-kenmerk: 246822Uitleg fases
|
Fase:
|
Board
|
|
Processing
Stage:
|
Approved
|
Abstract:
BORROWER Government of Anguilla
COUNTRY Anguilla
EXECUTING AGENCY Department of Infrastructure (DOI) of the Ministry of Infrastructure, Communication, Utilities, Housing, Agriculture and Fisheries (MICU).
LOAN AMOUNT $18 mn
SUMMARY OF PROJECT DESCRIPTION
The Project consists of the design and construction of new landside facilities at Blowing Point Ferry Port (BPFP).
Most of the funds will go towards the construction of a new terminal.
In addition, external works consisting of access roads, parking, fencing and landscaping, will be undertaken.
BENEFITS
1.Quantified benefits are associated with the increased passenger throughput facilitated by the new terminal; these include incremental revenues from passenger related charges, and revenues from concession sales and rentals.
An Economic Rate of Return (ERR) of 14% is estimated.
2.The non-quantified benefits are those related to an enhanced operating environment for passengers and employees.
It is also envisaged that BPFP will be the catalyst for increased economic activity in the Blowing Point community
|
|
Financing
Institution:
|
Caribbean
Development Bank
|
|
Total
Project Cost
|
USD 18
million
|
|
Contact:
|
Caribbean Development Bank
PO Box 408
Wildey
St Michael
Barbados, WI
Tel No (246)431-1600
Fax No (246)426-7269
Email: info@caribank.org
|
|
Agency:
|
Department
of Infrastructure (DOI) of the Ministry of Infrastructure, Communication,
Utilities, Housing, Agriculture and Fisheries (MICU).
|
|
More
information:
|
Click here for additional information
|
|
Publicatiedatum: 14.07.2009 |
25. Arab Fund / Increase the value of a grant to cover the costs of developing a master plan for connecting Arab countries by rail from 300 thousand KD to one million KD
EVD-kenmerk: 270008Uitleg fases
|
Fase:
|
Board
|
|
Processing
Stage:
|
Board
Approval
|
Abstract:
Arab Fund / Increase the value of a grant to cover the costs of developing a master plan for connecting Arab countries by rail from 300 thousand KD to one million KD
|
|
Financing
Institution:
|
AFESD
|
|
Agency:
|
AFESD
Address: H.E Mr Abdulatif Yousef Al-Hamad Director General / Chairman of the
board of Directors P.O Box 21923 SAFAT 13080 Kuwait State of Kuwait E-Mail:
HQ@ARABFUND.ORG Telephone: [965] 2495 9000 Fax: [965] 248 15750/60/70 CABLE:
INMARABI KUWAIT TLX: INMARAB 22153 KT
|
|
More
information:
|
Click
here for additional information
|
|
Publicatiedatum: 27.04.2010 |
26. Argentinië: AR APL2 National Highway Asset Mgt
EVD-kenmerk: 184082Uitleg fases
|
Fase:
|
Board
|
|
Processing
Stage:
|
Active
|
Abstract:
PID
17.The overall purpose of the Program is to further develop and implement an efficient road management strategy, bringing about and using all the necessary capabilities to preserve on a sustainable basis the national road network. This is a key condition for increasing the competitiveness of the economy and for supporting a sustainable path of economic growth and poverty reduction. The proposed Project builds on the achievements of previous Bank-assisted projects and constitutes the second phase of a two-phased Adaptable Program Loan (APL), the first phase of which , Loan 7242-AR, is under implementation. The project specific objectives remain the same as those defined under the first phase:
a.Preserve the condition of vital road assets, through the gradual expansion of performance-based contracts for the rehabilitation and maintenance of the non-concessioned primary paved network;
b.Strengthen road sector management through carrying out a renewal program of DNV to revitalize its role in the sector by: (i) reinforcing its human resource base; (ii) strengthening its planning capacities; and (iii) consolidating its transformation into a results-oriented organization accountable for specific outputs (e.g. preserving transitability and adequate road conditions, enhancing road safety, promoting integration, etc.).
18.The overall and specific objectives of this project are consistent with the IBRD-IFC 2006 Country Assistance Strategy (CAS), under which improvement of infrastructure assets is a fundamental pillar of sustained economic growth that is particularly more equitable to the poor. More than one-third of lending operations proposed in the indicative lending program in the CAS is for infrastructure, with the bulk of these in the transport sector.
Preliminary description
19.The GoA has confirmed its intention to continue with the implementation of the proposed Program through the main four components defined under APL1. In addition, the GoA has expressed its intention to request an increase in the second phase loan amount up to US$400 million (from the original US$200 million) in order to reduce the impact of inflation on the total physical targets achievable under the Program.
20.Assuming a second Loan amount for US$400 million, the APL 2 builds on the developments of APL 1 to continue implementing the originally envisaged program. The GoA has initially indicated that the additional US$200 million are going to be fully allocated to the CREMA component. The project components are:
•Component 1 – Rehabilitation and Maintenance (Estimated cost US$1,285 million of which US$362 million would be financed by the Bank Loan) for the completion of CREMA contracts initiated under APL1, launching additional CREMAs to be financed with Bank funds as well as CREMAs to be financed with local funds.
• Component 2 – Bridge Restoration (Estimated cost US$21.9 million of which US$15.3 million would be financed by the Bank Loan) for the execution of rehabilitation works on bridges that have been prioritized by DNV
•Component 3- Road Safety (Estimated cost US$22.4 million of which US$15.7 million would be financed by the Bank Loan) for the implementation and measurement of results of the pilot road safety initiative, as well as the execution of additional road safety improvements in critical spots of the network
•Component 4- Institutional Renewal and Governance (Estimated cost US$6.9 million of which US$ 6.4 million would be financed by the Bank Loan) for the completion of DNV’s institutional renewal action plan
|
|
Financing
Institution:
|
World
Bank
|
|
Total
Project Cost
|
USD
1335.1 million
|
|
Contact:
|
Silva, Maria Marcela
|
|
Agency:
|
DIRECCION
NACIONAL DE VIALIDAD
|
|
More
information:
|
Click here for additional information
|
|
Publicatiedatum: 06.07.2007 |
27. Argentinië: AR Buenos Aires Infrastructure 1st Phase APL
EVD-kenmerk: 247475Uitleg fases
|
Fase:
|
Board
|
|
Processing
Stage:
|
Active
|
|
Closing
date:
|
31-12-2010
|
Abstract:
The overall purpose of the Program is to improve the provision of infrastructure services in the Province of Buenos Aires, within a framework of fiscal responsibility as a means of supporting the return to a sustainable path of economic growth, to alleviate poverty, and increase social equity.
To this end, the Province is prioritizing a set of interventions under the infrastructure Program for the period 2005-2010.
Specifically, project components include:
1) Roads component will support:
a) a road rehabilitation program for the provincial primary paved network
(interurban, and urban within the Greater Metropolitan Area of Buenos Aires - CB -) that aims at gradually achieving a steady-state condition;
b) the rehabilitation of access roads to some ports and localities; and,
c) the removal of selected bottlenecks, widening some sections of the primary network within the CB, and enhancing intersections in high-traffic roads, all of which must comply with the agreed eligibility criteria.
2) The water and sewerage component will expand the provision of services towards areas of low income, and high vulnerability, many of them located within the Greater Metropolitan Area of Buenos Aires, financing mostly secondary sewerage systems that take advantage of existing primary facilities.
3) The drainage component will finance a series of drainage subprojects in urban, and peri-urban areas, mostly storm sewers in the CB, that comply with the agreed eligibility criteria.
4) The technical Assistance component aims to:
a) strengthen the institutional capacity in the public entities involved in Project execution, and other entities dealing with policy design, planning, regulation and control of infrastructure services; and,
b) build-up a strategic framework to facilitate economic development, competitiveness, and foster employment, based on which the provincial authorities would set guidelines on sector, and territorial development, design infrastructure policies, and orient investment decision-making within the Province.**
|
|
Financing
Institution:
|
World Bank
|
|
Total
Project Cost
|
USD 267
million
|
|
Contact:
|
Velez, Carlos E.
|
|
More
information:
|
Click here for additional information
|
|
Publicatiedatum: 20.07.2009 |
28. Argentinië: AR- Provincial Road Infrastructure Project Additional Financing
EVD-kenmerk: 249166Uitleg fases
|
Fase:
|
Appraisal
|
|
Processing
Stage:
|
Pipeline
|
Abstract:
PID 15 july 2009
1.Proposed objective(s)
The Provincial Road Infrastructure Project aims at improving the reliability of essential road assets that facilitate access of provincial production to markets while enhancing the efficiency of asset management as a means to support the country’s productive sector, competitiveness and economic growth. The specific objectives are to: (i) strengthen the planning process to support the preparation and implementation of comprehensive multi-year road programs; (ii) introduce the use of performance-based contracts as a key step toward implementing a sustainable and cost effective road management strategy; and (iii) bring about the required technical capabilities in the provincial road agencies to allow for the introduction of new management strategies, gradually supporting their transformation into results-oriented organizations with enhanced capacities (planning, administration and supervision of contracts, environmental management, road safety management).
2.Preliminary description
The Government of Argentina (GOA) is prioritizing an additional financing request for the Provincial Road Infrastructure Project in the amount of US$175 million to overcome the impact of the unforeseen cost increases and maximize the scope of the project to substantially achieve the development objectives. Counterpart funds from the Participating Provinces would amount to US$58 million, therefore the total additional funds available to support the works program would be US$233 million. Through this additional financing, the GoA is expecting to be able to procure some additional 1,050 km of road works to achieve the revised target of 2,050 km.
Taking into account that some of the works to be procured with the additional financing are 5-year CREMA contracts, the GoA is expecting to extend the closing date for 3 years so as to ensure that all works under said contracts can be completed and paid within the implementation period.
|
|
Financing
Institution:
|
World Bank
|
|
Total
Project Cost
|
USD 233
million
|
|
Contact:
|
Silva, Maria Marcela
|
|
Agency:
|
PROVINCES
|
|
More
information:
|
Click here for additional information
|
|
Publicatiedatum: 06.08.2009 |
29. Argentinië: AR Road Safety
EVD-kenmerk: 250729Uitleg fases
|
Fase:
|
Board
|
|
Processing
Stage:
|
Active
|
|
Closing
date:
|
30-8-2015
|
Abstract:
PAD : March 1,2010
22. The proposed Project development objective i s to contribute to the reduction o f road traffic injuries and fatalities in the Borrower’s territory through the strengthening o f the Borrower’s institutional framework and management capacity for road safety and the reduction o f road crashes in selected pilot corridors.
23. In addition to the PDO, the Project has been designed to support improvements in road safety management systems in Argentina. The actions and interventions under the Project will also contribute to: (i)s trengthening the management capacity o f the national road safety agency - ANSV- with the development o f a national driver’s license registry system and a national registry o f traffic records and infractions, (ii)in creasing public awareness o f road safety issues through education and communication campaigns, (iii) improving the capabilities o f the emergency response services, (iv) strengthening the general deterrence capacity o f traffic enforcement and control services, (v) creating an innovative fund to reimburse road safety plans, actions and interventions put forward by provincial and municipal authorities and (vi) providing support to the establishment and capacity building o f the National Road Safety Observatory.
D. Project Components
26. The Project components have been selected in line with consultations with ANSV sector staff and other Government representatives. They represent the consensual approach to strengthening and improving road safety in line with the National Plan for Road Safety. First, the proposed Project will provide strategic support to the ANSV for the implementation o f the National Plan for Road Safety. Then, it will build on this base to provide the platform and focus for the development o f improved management practices and targeted road safety programs.
Component 1: Institutional Capacity Building
27. The estimated cost o f this component i s US$ 19.985 million, o f which US$ 15.925 million represent Bank loan proceeds. This component would finance consultancy services, technical assistance (training), human resources, non- consultancy services and goods (hardware and software). The proposed sub-components on institutional capacity building are:
28. Sub-Component 1.1: Support to strengthen the institutional capacity of ANSV (US$ 6.62 million total; US$ 5.5 million in loan proceeds). This sub-component would finance the provision o f equipment and technical assistance to ANSV with the objective o f adopting best practices in international road safety through, inter alia: (i)th e creation o f a national driver license registry system; (ii)th e creation o f a national traffic records and infractions registry system; and (iii)th e preparation o f A NSV's Strategic Plan for the years 2010 through 2015 .
29.Sub-Component 1.2: Communication, Awareness and Education Campaigns (US$ 4.7million total; US$ 4.1 million in loan proceeds). This sub-component would finance the provision o f support to ANSV, eligible NGOs and private sector entities with a view to improving public' awareness and sensitization o n road safety issues, through inter alia: (i)th e development and implementation o f a plan for national social communications and education campaigns; (ii) the development o f road safety education kits for teachers, students and the general population;" (iii) the provision o f assistance for the design, evaluation and implementation o f social communication and educational campaigns, through different mass media; (iv) the provision o f Communication, Awareness and Education (CAE) Grants to Eligible NGOs for the carrying out of NGO CAE Subprojects; (v) the non-pecuniary support to corporate social responsibility initiatives, such as identification o f best practices and their dissemination; and (vi) the provison of training and the carrying out o f workshops and educational seminars related to road safety.
30. Sub-Component 1.3: Improvement of Response Capacity in Emergencies (US$ 0.965 million; US$0.925 million in loan proceeds). This sub-component would finance the provision o f technical assistance to improve the Borrower's response capacity to emergencies and the development o f an effective trauma and medical services system, through inter alia: (i) the carrying out o f diagnosis o f current capabilities and protocols o f the Borrower's emergency services to road crashes on national roads; (ii)d esign o f action plans, improved protocols and guidelines for emergency response; (iii) design and implementation o f improvements in emergency coordination systems amongst concerned agencies (e.g. police, ambulance services, hospitals, insurance companies); (iv) training for emergency response personnel; and (v) acquisition o f equipment to facilitate the work o f road crash emergency personnel, including communications equipment, aimed at enhancing response capability.
31. Sub-component 1.4: Strengthen the capacity of the trafflc control and enforcement agencies (US$ 5 million; US$4.2 million in loan proceeds). This sub-component will finance the enhancement o f the regulatory framework and traffic enforcement capabilities o f the ANSV and other traffic control agencies, through: (i)th e delivery o f t raining modules acceptable to the Bank; (ii)th e acquisition o f alcoholmeters, speed control radar guns, cinemometers, and other fixed or mobile radar technology; and (iii)th e development o f a national plan for speed control, including the implementation o f speed controls, radar and photo recording systems, all for the exclusive use o f traffic control purposes. The success o f the Project will require the full engagement and commitment from participating traffic enforcement agencies, as directed by the ANSV traffic control force. This component will therefore include a unique opportunity for training support under the RoadPOL framework.” This training” would be financed by the Project with the organization o f high level workshops and training delivered through agency to agency twinning arrangements organized by RoadPOL.
32. Sub-Component 1.5: Project Management (US$ 2.7 million; US$ 1.2 million in loan proceeds). This sub-component would finance key operational staff within ANSV, supervision activities, and other operational expenditures to ensure appropriate Project management for the duration o f the Project, including concurrent audits for specific sub-components (1.2 and 2.2) during Project implementation.
Component 2: Demonstration Corridors and Incentive Fund Program
33. The estimated cost o f this component i s US$ 11.14 million, o f which US$ 11 million would be financed from loan proceeds. This component will include two sub-components, (i) “Safe Corridors” Demonstration Program (US$ 1.14 million), and (ii)I ncentive Fund for the implementation o f road safety policies and practices (US$ 10 million). The main aim o f these two sub-components i s to finance road safety initiatives that have a demonstrable effect on road safety improvements. Given that success begets success, this would then form a basis to catalyze, and encourage the national government and provincial governments to extend the tested approaches to other parts o f the country’s road network. The two sub-components will include the financing o f requisite consultancy services, human resources, non- consultancy services, training, small civil works, and goods purchases.
34. Sub-component 2.1: “Safe Corridors” Demonstration Program (US$ 1.14 million; US$ 1 million in loan proceeds). This sub-component will contribute to develop and implement a comprehensive, integrated safety program along selected high risk corridors. The aim i s to transform them from highly unsafe corridors to “safe corridors” that will demonstrate the effectiveness and benefits o f road safety actions. The intention i s then to use the experience and anticipated successes from this demonstration to scale up to include other corridors under subsequent phases o f the National Road Safety Program as per the 2006-2009 National Plan for Road Safety or update o f the same. The Project would intervene on three corridors that have been identified as high risk national corridors under the iRAP road auditing methodology. The three national roads corridors selected are: a segment o f RN 11 in the province o f Formosa, a segment o f RN 14 in the province o f Corrientes, and a segment o f RN 35 in the province o f L a Pampa (with total experimental sections totaling 458 km). These corridors are already included in the World BarMGovernment-funded project National Highway Asset Management-Phase I1 (Loan 7473-AR), managed under Direccion Nacional de Vialidad (DNV). ANSV would work together with DNV coordinating the infrastructural aspects, while ANSV would coordinate the institutional, educational, enforcement, and emergency response aspects under this Project.
35. Through this sub-component, an integrated multi-level approach o f interventions will be introduced on a pilot basis on the “demonstration corridors” to improve the safety o f road infrastructure and operations. To this end, this subcomponent will finance the development and implementation o f a comprehensive, integrated safety program along selected high-risk corridors, including inter alia: (i)th e provision o f support for the implementation o f pilot interventions aimed at improving the safety o f road infrastructure and operations; (ii)im provement o f road safety awareness through the carrying out o f education and social communication campaigns; (iii) acquisition o f technological equipment to support better driving conducts (better speed limit compliance, seat belt usage, helmet usage, control o f drunk driving, etc.); and (iv) support to improve emergency and post-crash response activities.
36. Sub-Component 2.2: Incentive Fund for the Implementation of Road Safety Policies and Practices (US$ 10 million; US$ 10 million in loan proceeds). This subcomponent includes the creation and operation o f an innovative Incentive Fund. The overarching aim i s to bring the issue o f road safety to the forefront o f the political agendas o f sub-national governments to reduce the rate and severity o f road traffic crashes at both the provincial and municipal levels. The Incentive fund has been proposed as a catalytic tool to finance innovative road safety initiatives that would otherwise not be funded due to competing demands for limited financial resources. Its main objective i s to improve road safety practices, policies and conditions through the reimbursement to provinces and municipalities o f expenditures. Reimbursements will be paid on an output basis against a positive list o f eligible outputs, named “Road Safety Interventions” (RSIs).
37. The Incentive Fund would finance payments from the ANSV to participating provinces and municipalities for RSIs implemented by the provinces and municipalities. Technical evidence has shown that these activities are effective and efficient to improve road safety, are cost-effective and have a measurable, standardized and justifiable cost. Also, these activities would be auditable during Project implementation in order to verify that the activities financed by the loan proceeds were properly registered and that activities took place (through auditing a sample in the field). 38. Road Safety Interventions- RSIs13 - are a group o f selected activities aimed at improving road safety. To be considered a participating province or municipality, the provinces and municipalities must have RSI Participation Agreements with ANSV, and adhere to the national road safety laws and work standards o f the ANSV. Although the RSIs reimbursements will be done upon a unit costs basis, the participating provinces and municipali ies will comply with WB procurements rules for specific goods used in the RSIs, like furniture or minor equipments, according to the Project Operational Manual (for further detail see Annex 8). Annual ceilings for the total amount o f RSIs payments will be established for each type o f province and municipality, depending on the size o f population served by each one. The criteria for allocating the yearly amounts o f RSIs payments among participating provinces and municipalities will be set forth in the Operational Manual, and will be revised and updated on a yearly basis. Annex 4 presents a table with the identified RSIs and the estimated cost to be reimbursed.
Component 3: Road Safety Monitoring and Evaluation System within the National Road Safety Observatory
39. The estimated cost o f this component through the Project i s US$ 3.3 million, o f which US$ 3 million will be financed through loan proceeds. Law 26,363 (April 2008) created the National Road Safety Observatory. The ANSV must develop and promote this observatory which will include the storage, analysis and monitoring o f the following items, among others: i) National Statistics on Road Safety, ii) road crash research and map development, iii) automotive engineering and degree o f use o f the technologies applied to motor vehicle safety, and iv) road infrastructure. The Observatory’s mandate includes promoting the exchange o f information among the national and international statistics and safety researcher network; collecting, harmonizing and disseminating road crash data and exhibition and use o f information and conclusions to identify particular matters to conduct research to define road safety improvements. The component will finance the development and promotion o f the National Road Safety Observa ory through, inter alia, the provision o f support to strengthen: (i) Road safety information systems in the National Registry o f Road Safety Statistics; (ii) road monitoring systems (including the design and development o f a crash management system); (iii)ro ad crashes data collection and reporting systems; (iv) coordination among the National Road Safety Observatory and IRTAD; (v) monitoring and evaluation capabilities o f ANSV; (vi) quality control audits o f national road crash data; and (vii) road crash research studies relevant to the National Road Safety Observatory.
|
|
Financing
Institution:
|
World Bank
|
|
Total
Project Cost
|
USD 38.5
million
|
|
Contact:
|
Raffo, Veronica Ines
|
|
Agency:
|
NATIONAL
ROAD SAFETY AGENCY
|
|
More
information:
|
Click here for additional information
|
|
Publicatiedatum: 20.04.2010 |
30. Argentinië: AR Santa Fe Road Infrastructure
EVD-kenmerk: 264521Uitleg fases
|
Fase:
|
Board
|
|
Processing
Stage:
|
Active
|
|
Closing
date:
|
30-6-2012
|
Abstract:
PAD 2007/01/09
2.Project development objective and key indicators
32.The overall purpose of the project is to improve transport conditions along a strategic road corridor that links the Province of Santa Fe with regional and international markets.Adding capacity to National Road 19, a key component of a major bi-oceanic corridor that links the PSF and the Center Region with Chile and Brazil, will reduce logistics costs, facilitate access to major regional consumption and export markets and foster the effective economic integration of the Center Region provinces.
33.The project also aims at providing institutional support to the Province of Santa Fe to achieve the following specific objectives: [a] improve road safety by implementing a pilot intervention capable of providing valuable qualitative and quantitative information to the comprehensive road safety action plan elaborated by the Province of Santa Fe in 2005; [b] identify transport infrastructure and trade facilitation constraints by setting up a system to measure logistics costs in the Province of Santa Fe; [c] reinforce the Province’s planning capacity to foster economic growth; [d] strengthen the provincial capacity to assess and manage environmental and social impacts of large civil works; and [e] create provincial capacity to monitor and evaluate large infrastructure projects.
34.The achievement of the project’s development objectives will be assessed through the following key indicators: [i] Impact on road-user travel times derived from upgrading National Road 19, [ii] indicators measuring road safety conditions [road accidents and mortality rates] on National Road 19 and targeted segments of the provincial road network; and [iii] the Province of Santa Fe having effectively implemented a methodology for the systemic measurement of logistics costs [indicators are presented in detail in Annex 3].
35.To meet the proposed Development Objective, two main components were preliminarily identified based on a proposed Loan amount of US$126.7 million and a financing percentage of
73 percent.
36.Component 1.Upgrading of National Road 19 [Estimated cost, including contingencies, US$167.4 million, of which US$ 123.9 million will be Bank financed].This component will transform 130 kilometers of National Road 19 in the PSF into a four lane highway [Autovia] with separate two lane carriageways in each traffic direction to expand the capacity and road safety of this heavily traveled corridor.This is the first stage in upgrading the corridor, which DNV plans to transform into a limited access freeway in the future.The component entails building: [i] a two lane carriageway within the ROW that will serve East-West traffic, which in the future will become one of the main carriageways of the freeway; [ii] three four-lane bypasses of the towns of San Jerónimo del Sauce, Sa Pereyra and Frontera [and its twin city San Francisco] within the PSF; [iii] alignment improvements for three sharp curves [about 4.7km in total] on the existing two lane highway; [iv] grade separation interchanges at intersections with high traffic National Roads 34 and Rosario Santa Fe Freeway and overpasses for railroad crossings; [v] ground-level interchanges at intersections with provincial and rural del Sauce and Sa Pereyra in urban boulevards for motor vehicles, bicycles and pedestrians; and [vii] turn lanes and returns at intervals of about 6 kilometers to facilitate safe access toproperties along the corridor.The upgrading of 6 kilometers of National Road 19 in the Province of Córdoba [from the border with PSF to National Road 158], using the same design standards applied to the upgrading of this road in the PSF are not part of the project but will be carried out contemporaneously with the upgrading of works in National Road 19 by PSF.These works will be financed by DNV.
37.Component 2 – Institutional Strengthening [Estimated cost US$2.8 million all Bank-financed].This component will consist of four subcomponents:
- Sub Component 2.1- Road Safety.The PSF has elaborated a Provincial Road Safety Program that lays out a series of actions to be taken in the short [up to December 2006], medium [2007-2010] and long run [2011 and beyond].This project would support those actions focusing on one road segment that will constitute a pilot exercise and whose lessons are expected to feed the implementation of the Road Safety Provincial Program.It was agreed to take Provincial Road 21 [RP21] as a pilot because it has high levels of AADT [more than 7,500] and one of the highest rates of accidents in the PSF.The
segments of RP21 [about 35 km.See Annex 4] that will be the subject of road safety interventions are located in heavily populated areas where cars, trucks, pedestrians and cyclist use the same road [see maps on Annex 17].Two types of road safety interventions are envisaged for this pilot: [a] hard: including vertical and horizontal signaling, shoulders, bus bays, and pedestrian bridges; and [b] soft: purchase of alcohol testing equipment and programs to train provincial inspectors to improve enforcement of road safety legal provisions.The final design of the pilot interventions will benefit from the interaction between DPV and DNV as the latter is implementing pilot programs financed
by a Bank Project [National Highway Asset Management AR-7242].
- Sub Component 2.2 - Systemic measurement of logistics costs in the PSF.The PSF is interested in creating the capacity within the provincial administration to conduct periodic surveys to measure logistics costs in the PSF [ideally to be extended to the Center Region through agreements with Córdoba and Entre Ríos].This subcomponent will include the following activities: [a] support to set up a Logistics Unit within the provincial administration, [b] training of provincial staff in logistics issues, [c] surveys to measure logistics costs in the PSF and complementary studies to identify infrastructure
and trade facilitation constraints, [d] dissemination of findings in workshops organized jointly with the private sector.
- Sub Component 2.3 – Strengthening the planning capacity of the PSF to elaborate a new strategic development.The PSF has enjoyed high rates of growth in the last three years, and the Province would like to create the conditions to make this process sustainable.The PSF has been working with the federal government providing inputs to the Strategic Plan for Territorial Development which is being prepared by the Ministry of Planning [activity that is being partially funded by the Bank].The PSF has realized that it needs to produce its own regional development plan to effectively reach those areas with the highest incidence of poverty, helping them to generate the conditions to increase local productivity and the competitiveness of local products in domestic and international markets.This component will help the PSF produce a diagnostic of the current organization of all provincial institutions involved in planning, with the ultimate objective of proposing concrete mechanisms to improve coordination among provincial agencies as a prior step to the production of a strategic development plan.Accordingly,
this component will finance the studies to: [a] conduct a diagnostic of the current institutional set up with an assessment of the performance of each agency with planning responsibilities; [b] develop a framework listing all activities and a roadmap to produce a strategic development plan; and [c] Propose an information sharing system for planning purposes to be implemented in the PSF.
- Sub Component 2.4 – Strengthening DPV’s capacity to enhance environmental and social management.The DPV has a long and proven experience in the field of civil works supervision and will take the task to supervise the civil works of National Road 19 with in house personnel.However, experience related to the assessment and management of environmental and social impacts of large civil works [like the widening of National Road 19] is somewhat limited.This component aims at strengthening DPV’s environmental unit to carry out an effective planning, design and supervision of environmental and social aspects of civil works.A series of training will be financed under this sub-component, preparation of manuals as well as the purchase of equipment to control the quality of air and measure noise levels during road construction or rehabilitation works.The strengthening program will also include a Strategic Environmental Assessment [SEA].The SEA will assess linkages between the road network and regional development scenarios and will be centered around the following
topics: poverty and the regional hydrological patterns and floods, wetland conservation, land use, and rural development.
- Sub Component 2.5 – Design a capacity building program to incorporate monitoring and evaluation analysis in infrastructure projects.The PSF requested Bank assistance to improve provincial capacity in the area of monitoring and evaluation.Personnel from the project implementation unit will be the initial recipients of training.
|
|
Financing
Institution:
|
World Bank
|
|
Total
Project Cost
|
USD 173.1
million
|
|
Contact:
|
Serebrisky, Tomas S.
|
|
More
information:
|
Click here for additional information
|
|
Publicatiedatum: 09.03.2010 |
31. Argentinië: AR-GEF Sustainable and Transport and Air Quality Project
EVD-kenmerk: 222644Uitleg fases
|
Fase:
|
Board
|
|
Processing
Stage:
|
Active
|
Abstract:
PID September 2, 2008
2. Objectives
16. The Argentina Project follows the higher level objectives of the Regional Program, and have
a common focus in assisting participant cities in: (i) towards reducing GHG emissions by
increasing use of less energy intensive transport modes in cities; and (ii) inducing policy changes
in favor of sustainable transport projects.
17. Key indicators linked to the first Development Objective are: (1) an increase in the number
of trips in public transportation by 10% in the intervened corridors (sub-projects under Window
3) in relation to baseline data for the relevant corridor; (2) an increase in the number of NMT
trips by 5% in areas of intervention (sub-projects under Window 4) in relation to baseline data
for the relevant corridor; and (3) a decrease by 5% of CO2-equivalent tons emitted by ground
transport in intervened corridors resulting from improvements to modal split, where applicable.
Linked to the second Development Objective are the following indicators: (4) number of
transport and urban development plans and regulatory and financial incentives for sustainable
transportation at local and national level are in place; and (5) number of internationally
recognized validated methodologies to assess GHG and air pollutant emissions as a result of
transport and land-use measures are applied.
4. Description
20. Pilot investments, technical assistance, and capacity building activities in selected cities
(USD3,987,000) 1 are divided by windows of opportunity briefly described below. The specific
project component for the Argentina Project consists of pilot investments and technical
assistance in 4 selected cities to remove barriers for sustainable transport. This Project and cityprojects
will co-fund measures in three thematic “Windows” (out of the five identified in the
Regional Program2), following the World Bank’s priorities and GEF priorities for climate change
mitigation in the urban transport sector3:
Window 2: Better coordination and integration of transport and land-use planning and
environmental management: technical assistance and measures to foster more integrated
transport and land use planning to reduce the use of private motor vehicles, reduce trip
lengths, and increase the accessibility to public and non-motorized transport. These activities
are intended to address and mitigate barriers to better integrate planning, with the intended
outcome of increasing the number of cities with integrated plans, institutional capacity and
incentives to incorporate land-use considerations into transport planning processes and,
potentially, capture resources from land valuation to finance sustainable transport
improvements. Funding is proposed for USD $205,000, to ensure adequate distribution of
different types of technical assistance across a range of cities.
Window 3: Modal Interconnection, and Effectiveness and Efficiency of Public Transport:
Pilot investments, and technical assistance to facilitate the improvement of public transport
systems and/or improve the effectiveness and interconnectivity of those systems with other
modes of transport and induce mode switching away from the use of private cars. The
intended outcome of these activities is to remove barriers that inhibit the development of
more efficient and effective public transport systems, and to implement additional measures
that help attract mode-switching. Funding of USD $2.382 million for this Window is
proposed, in order to ensure that cities with different levels of capacity and at different stages
in the planning process for public transport systems are represented.
Window 4: Non-motorized transport: pilot investments and technical assistance to better
integrate walking and biking into the culture and planning processes of cities, and to create
incentives for their use. The intended outcome of these activities is to demonstrate and
1 See Annex 4 for a detailed relation of activities in each city under each of the Windows or areas of intervention
2
Windows 1 and 5 are not being included in this specific project, but are addressed through other projects, such as the
Infraestructura Puerto Rosario
3 Karekezi, S. , L. Majoro, T. Johnson, 2003. Climate Change Mitigation in the Urban Transport Sector: Priorities for the World
Bank. The World Bank.
prepare cities to make further investments in non-motorized facilities and to undertake
further activities to promote bicycle usage. Funding is proposed at about USD $1.4 million,
reflecting the absence of a cultural tradition of bicycle use in the region.
|
|
Financing
Institution:
|
World Bank
|
|
Total
Project Cost
|
USD 11.87
million
|
|
Contact:
|
Raffo, Veronica Ines
|
|
Agency:
|
NATIONAL
AND MUNICIPAL GOVERNMENTS
|
|
More
information:
|
Click here for additional information
|
|
Publicatiedatum: 11.11.2008 |
32. Argentinië: Modernization of Urban Transport in San Miguel de Tucumán - UPDATE
EVD-kenmerk: 236123Uitleg fases
|
Fase:
|
Board
|
|
Processing
Stage:
|
Approved
|
Abstract:
Modernization of Urban Transport in San Miguel de Tucumá
Sector: Transportation
Subsector: Road Programs
|
|
Financing
Institution:
|
Inter-American
Development Bank
|
|
Total
Project Cost
|
USD 1
million
|
|
Program:
|
ATN/OC-11499-AR
|
|
Contact:
|
Inter-american development bank
1300 new york ave., n.w. Washington United states of america Washington d.c. 20577
|
|
Agency:
|
Inter-american
development bank 1300 new york ave., n.w. Washington United states of america
Washington d.c. 20577
|
|
More
information:
|
Click here for additional information
|
|
Publicatiedatum: 08.04.2009 |
33. Argentinië: Norte grande transport infrastructure development project
EVD-kenmerk: 267552Uitleg fases
|
Fase:
|
Appraisal
|
|
Processing
Stage:
|
Pipeline
|
Abstract:
PID 2010/02/18
2.Proposed objective[s]
7.The overall project development objective is to improve transport efficiency, accessibility and safety on provincial roads in the Norte Grande region.This will in turn contribute to the overall higher objective of contributing to economic development and other related goals of reducing social inequities, reducing isolation and improving regional development and integration while preserving the environment.Additionally, investments in transport infrastructure will generate employment opportunities, particularly for the rural poor.
8.The proposed operation will also aim at strengthening the institutional capacity of road agencies in participating provinces, in particular by: [i] strengthening the planning process to support the preparation and implementation of comprehensive multi-year road programs; [ii] introducing the use of new planning tools to develop sustainable and cost effective road management strategies; and [iii] bring about the required technical capabilities in the provincial road agencies to allow for the introduction of new management strategies, gradually supporting their transformation into results-oriented organizations with enhanced capacities [planning, administration and supervision of contracts, environmental and social management, road safety management, etc.].
3.Preliminary description
9.Lending Instrument: The proposed Project would be funded through a US$350 million SIL [final amount still under consideration by the GoA] with US$150 million in counterpart financing from the GoA [final amount to be determined], available to the Norte Grande provinces on a demand driven basis after complying with certain qualifying criteria.The criteria for prioritizing requests, and ceiling amounts would be determined during project preparation
10.Project Components.The proposed Project will have three main components: [i] Rehabilitation and Reconstruction of Provincial Roads; [ii] Road Sector Management and Institutional Strengthening; and [iii] Project Management and Technical Assistance to Participating Provinces.
11.Component 1: Rehabilitation and Reconstruction of Provincial Roads [Amount TBD]: The first component would be a civil works component that will include the rehabilitation, upgrading and reconstruction of road pavements, including associated shoulder, sidewalks, drainage, lighting and auxiliary works plus road safety works.Rehabilitation works for the pavement structure will involve the replacement of deficient structural layers [surface and base] while Reconstruction works will involve the replacement of deficient structural layers for the whole road pavement structure [including surface, base and sub-base layers].Three provinces have already been identified with eligible works for funding which will achieve its readiness stage before appraisal under this component including: [1] Province of Chaco: Provincial Road No.3; segment Pampa del Indio – Villa Río Bermejito [Ruta Provincial No.3, Tramo Pampa del Indio – Villa Río Bermejito]; [2] Province of Tucuman: Provincial road No.304; segment Los Gutiérrez – Urueña River [Ruta Provincial 304, Tramo Los Gutiérrez – Río Urueña], Provincial road No.307; segment Acheral – Tafi del Valle [ Ruta Provincial 307, Tramo Acheral y Tafí del Valle ]; and [3] Province of Misiones: Provincial Roads No.221 and 222.Additional provincial roads are being prepared for presentation by the provinces and to be declared eligible during the loan implementation stage.
12.Component 2: Road Sector Management and Institutional Strengthening [Amount TBD]: The second component of the project would be technical assistance to address the strengthening of institutions in charge of managing the provincial road network and contribute to more efficient and modern road asset management programmes to ensure the sustainability of the investments [including the following areas: planning, administration and supervision of contracts, environmental and social management, road safety management, etc.].This component would also finance tools for an enhanced articulation of the different planning levels [municipal, provincial, regional, national] for land transport and to build up information systems for more effective planning.Additionally, the Bank team has proposed the Borrower to consider the inclusion under this component of a pilot program of microenterprises for road maintenance, as a means to address the challenge of keeping up with road maintenance of the secondary and tertiary provincial roads in the Norte Grande region, as well as a tool for employment generation.
By generating employment opportunities for the poor through road maintenance activities, these pilots would increase the developmental impact of infrastructure investments in the region, serving as a more direct tool for addressing the challenge of high rates of rural poverty and exclusion, through social intervention strategies focused on vulnerable sectors of the population such as indigenous population and women.
13.Component 3: Project Management and Technical Assistance to Participating Provinces [Amount TBD]: A third proposed component would be a Project Management component to finance needed staff resources and other operational expenditures in the implementation agency to ensure smooth management of the project, as well as technical assistance to participating provinces to facilitate Project coordination during implementation.
Funding for necessary training for provincial staff and associated consulting services for design and supervision work [including ad-hoc specific technical assistances to perform strategic studies, feasibility studies, project designs, economic impact studies and others] would also fall under this component.
|
|
Financing
Institution:
|
World Bank
|
|
Total
Project Cost
|
USD 361
million
|
|
Contact:
|
Raffo, Veronica Ines
|
|
Agency:
|
MINISTRY
OF FEDERAL PLANNING, INFRASTRUCTURE AND SERVICES
|
|
More
information:
|
Click here for additional information
|
|
Publicatiedatum: 09.04.2010 |
34. Argentinië: Provincial Road Infrastructure Project
EVD-kenmerk: 259427Uitleg fases
|
Fase:
|
Board
|
|
Processing
Stage:
|
Active
|
|
Closing
date:
|
30-6-2015
|
Abstract:
PAD : 2005/05/12
3.Project components
32.To meet the proposed Development Objectives four main components were identified based on a proposed loan amount of US$l50 million and a maximum financing percentage of 75%:
33.Component 1 - Civil Works Component [Estimated cost US$161.9 million without
contingencies, of which US$121.4 would be financed by Bank loan] consisting of two subcomponents:
[i]a performance-based combined rehabilitation and maintenance sub-component to be contracted under the CREMA system; and [ii] a conventional rehabilitation and/or upgrading-repaving sub-component to be contracted under the ad-measurement type system.A group of subprojects in the Provinces of Cbrdoba, Corrientes, Chubut, Entre Rios, NeuquCn and Santa Fe that meet sound, technical, economic and environmental eligibility criteria have been identified and integrate the program of works to be financed under the proposed Project.
Sub Component I.1 - Road Rehabilitation and Maintenance through perj5ormance-based
contracts [Estimated cost without contingencies of US$l28.5 million of which US$96.4
million would be financed by the Bank loan].
This sub-component includes the execution of performance-based contracts over approximately 15 sub-networks of provincial roads located in the provinces of C6rdoba [5 Mallas], Corrientes [3 Mallas], NeuquCn [2 Mallas], and Santa Fe [5 Mallas] covering a total length of 2,204 km [representing 24% of the provinces total paved network].The rehabilitation works cover approximately 71% of the total length to be contracted and account in general for 78% of the total contract amount, the remaining 22% being assigned to routine maintenance operations, representing about US$2,560 per km per year.
Sub Component 1.2- Road Paving and Rehabilitation [Estimated cost without contingencies
of US$33.4 million of which US$25.0 million would be financed by the Bank Loan].
Through this component, the Bank would continue supporting rehabilitation and paving investments on selected segments of the provinces’ road networks that are crucial for provincial productivity but that cannot be included on a CREMA-type contract given the nature of the works required.These works are to be procured under the traditional ad-measurement type contracts.Provinces would be required to design adequate maintenance strategies to ensure the sustainability of the proposed interventions.This sub-component includes the execution of works over a total length of 264 km in the provinces of Corrientes, Chubut and Entre Nos
34.Component 2 - Routine Maintenance [Estimated cost US$S9.0 million].Participating Provinces are expected to develop and perform, with their own funds, an effective maintenance strategy on the portion of their paved network that will not be attended by CREMA contracts included in the loan [totaling 9,337 km].During Project implementation, the budget allocated to the maintenance strategy and the condition of the network that will be maintained with local funds will be monitored, in order to ensure that the level of service provided to the road users matches to a reasonable extent the standards achieved over the remaining part of the network that will be improved and financed under the loan.It was agreed with the provinces, that the annual maintenance programs as designed or executed would ensure, as a minimum, that during the Project implementation period no potholes remains open, no edge break occurs between the pavement and the shoulders and that all horizontal marking and vertical signs are adequately restored, in order to comply with the most critical road safety requirements.Suitable performance indicators have been set in order to monitor compliance with agreed targets
35.Component 3 - Road Sector Management and Institutional Building [Estimated cost US$7 million].
In line with the overarching objective of developing a more comprehensive road asset management strategy at the provincial level, this component would support activities to strengthen participating road agencies to meet the demands imposed by the introduction of a results-oriented approach.The following areas have been identified as the main targets of this component: [i] strategic planning; [ii] budget execution and supervision of works; [iii] performance based management; [iv]road safety; [v] information technology and communications; and [vi] environmental management.Within each of these areas a series of activities have been identified to enhance the ability to plan, contract out and monitor road operations and to widely disseminate what i s being achieved, increasing accountability for outcomes.
36.Provinces that at this stage are not prepared or do not have the technical and/or financial capacity required to participate in the Civil Works component would be able to participate in this component.In this sense, the Project would provide technical assistance to other provincial road agencies [in technical, environmental, planning and managerial aspects] to prepare them to participate in the program in the future.A follow-up operation would be needed to expand the CREMA system to these provinces.
37.To participate, such provinces would need to provide a report with complete information regarding: [i]the physical characteristics of the provincial road network [paved, earth, gravel] and traffic volumes; [ii]the evolution of DPVs budget [by source and use] from 1998 to the current budget period; [iii]the evolution of personnel employed by DPV; [iv] description of the institutional organization and activities performed; and [v] the objectives and results expected to be achieved through the participation in this component.
38.Component 4 - Project Management and Technical Assistance to Provinces.The
Project includes US$3 million to be financed from loan proceeds to facilitate Project coordination and management through the Project Coordinating Unit [PCU].Among other activities, through this component the PCU will be able to provide technical support to provinces in the preparation and assessment of subprojects, provide technical support to other provinces not participating in the C i v i l Works component to prepare them to participate in the Project and to design their specific institutional strengthening programs, coordinate technical assistance and training activities to the Participating Provinces, supervise Project implementation in each province and monitor achievement of agreed targets under each component, design baseline indicators to measure Project’s impact, carry out impact assessment evaluations and costefficiency analysis, design a road safety strategy to be implemented in the Participating Provinces, etc.The PCU will review on an annual basis the Participating Provinces’ investment programs and budgets and ensure that adequate counterpart funds have been allocated to the different components.
|
|
Financing
Institution:
|
World Bank
|
|
Total
Project Cost
|
USD 286
million
|
|
Contact:
|
Silva, Maria Marcela
|
|
Agency:
|
PROVINCES
|
|
More
information:
|
Click here for additional information
|
|
Publicatiedatum: 20.01.2010 |
35. Argentinië: Rosario Metropolitan Area Infrastructure
EVD-kenmerk: 198282Uitleg fases
|
Fase:
|
Appraisal
|
|
Processing
Stage:
|
Pipeline
|
Abstract:
PID 2007-09-25
Proposed objective(s)
The overarching development objectives for the proposed program are: (i) to reduce logistics costs for cargo shipped to and from the Port of Rosario by improving accesses to port facilities and increasing the railway’s modal share in freight transport; and (ii) to improve the quality of life in the Metropolitan Area
of Rosario by reducing traffic congestion and assigning the urban land released by the project (i.e. railway tracks, warehousing and maneuver facilities) to improve the quality of the urban environment.
Preliminary description
The basic concept of the program is based on the construction of a railway belt around the city of Rosario to deviate railway movements that have traditionally crossed the city, in order to reach the different port facilities in Rosario and adjacent zones. In addition, the project intends to increase the capacity of the existing outer road beltway turning it into a double-lane highway, in order to decongest the urban areas from growing road freight transport movements. The railway belt is intended to eliminate the railway tracks and facilities that currently cross the city of Rosario, releasing land in the urban area. It is expected that the Project will improve transport flows, eliminate traffic congestion in the affected areas, and enable an increase in the share of traffic transported to the port facilities by the railway.
The proposed program has strategic relevance both from a national and a local standpoint. National significance is given by the fact that Rosario’s port system is the most important for grain movements in the country. In addition, the solution to the challenges Rosario has in terms of railway accesses will become a benchmark for cities facing similar problems, and the technical options adopted will set an important trend for the development of the country’s railway network.
On the other hand, many of the benefits the Project encompasses highlight the Project’s importance from a local perspective and its nature beyond a traditional transport project. The reduction of traffic congestion as well as infrastructure and urban improvements in the city of Rosario (represented mainly by the release of railway facilities and tracks for urban use) will substantially enhance quality of life at the local level. Furthermore, the Project is perceived as essential for promoting economic development in the area, which is largely dependent on the provision of transport services for agro export activities, which are predominant in the region.
With a view to increasing efficiency of the transport system as a whole, the Project will be considered within the context of a wider logistics network that includes the hinterland, the road and railway networks, the terminals and their accesses, and the navigable waterway. In this sense, a set of mechanisms to identify and measure inefficiencies within the network will be developed as a complement to the physical infrastructure investments.
Finally, the Program will engage a broad range of stakeholders from the metropolitan area of Rosario to reach consensus on the urban issues, reduce the level of resistance from sectors not directly benefiting from it, and to build ownership at the local level.
In order to achieve the objectives outlined above, the Program would have the following components, which would be executed mostly in a first phase, depending of the phasing alternative adopted:
Component 1 – Reorganization of Railway Accesses. This component’s objective would be to significantly improve efficiency of railway transportation to and from Rosario’s port facilities; and would consist of two subcomponents: (i) Sub-component 1– Railway Infrastructure Ring : would finance the construction of a railway ring, approximately 85 kilometres long, which would intercept the tracks that currently reach (and cross) the city in a radial structure. This would minimize the interference of the railway in the urban area and would divert railway traffic to port facilities in the north and south of the Rosario port system. The required investments would be made in phases.(ii) Sub-component 2–Institutional Design: this subcomponent would finance studies and technical assistance to define and support the design of the institution that destined to manage the new railway infrastructure.
Component 2 – Reorganization of Road Accesses. This component would aim to organize land transport accesses to port facilities located in the urban area of Rosario, reduce traffic congestion and decrease the rate of accidents in the city. It would consist of three subcomponents: (i) Sub-component 1 – Rosario City Beltway: would consist of works to double the capacity of the existing roadway formed by Ruta Nacional (RN) 16 and RN A-012 on the section comprised between Ruta Provincial (RP) 21 in the south and RN 11 in the north, except for the section that already has two-lanes and the stretch along Ricardone, which will require a special bypass. The works comprise approximately 64 km for additional lanes and 2 km for new alignments, with multiple road and railway crossings at different grades. (ii) Sub Component 2 – Road Accesses to Port Facilities: would consist of works to widen: RP 21 (from Arroyo Seco to Villa Gobernador Gálvez), RP 10 (from Rosario/Santa Fe Highway to RN 11), and RN 11 (from San Lorenzo to RP 91) for a total of approximately 28 km. This would also include various road and railway crossings, bridges, and pavement or re-pavement of many public roads for access to port facilities, for a total of approximately 90 km. (iii) Sub Component 3 – Bypass Roads to improve traffic flows and to help decongest urban centers and access roads to port facilities.
Component 3 – Strengthening of Project’s Impacts. This component’s objective would be to support the urban aspects of the Project, with a focus in the achievement of a wide consensus around it to ensure a smooth implementation and maximize positive impacts. This component would consist of the following subcomponents: (i) Sub-component 1 – Strategic Planning for Rosario’s Metropolitan Area; which would support the establishment of a Strategic Plan outlining the guiding principles for long term urban management, in line with infrastructure development, (ii) Sub-component 2 – Urban works, which will consist of a package of small urban works agreed upon with Municipalities in the Metropolitan Area; (iii) Sub-component 3 – Monitoring and Evaluation of the Project, which would consist of studies for establishing baselines and monitoring tools to assess the Project’s progress and impact.
Component 4 – Transport Efficiency and Logistics. This component’s objective would be to develop and implement measures to improve efficiency in the logistics chain—starting from the producer and ending in the port—in order to strengthen the new infrastructure’s impact. It would include the following subcomponents: (i) Sub-component 1 – Cost Measurement and Monitoring: would develop measurement and monitoring tools for the area’s logistics chain in order to inform decision making; (ii) Sub-component 2 – Support for Development of Policy, Regulation and Initiatives to Improve Efficiency: would comprise studies and technical assistance for the design of policies, regulation and initiatives oriented to improve the functioning of markets and of processes related to the logistics chain. (iii) Sub-component 3 – Investment in Logistics Platforms: would include the required studies and works to establish a logistics platform.
|
|
Financing
Institution:
|
World Bank
|
|
Total
Project Cost
|
USD 500
million
|
|
Contact:
|
Pizarro, Andres G.
|
|
Agency:
|
MINISTRY
OF FEDERAL PLANNING, INVESTMENT AND PUBLIC SERVICES
|
|
More
information:
|
Click here for additional information
|
|
Publicatiedatum: 04.03.2008 |
36. Argentinië: Systems Development of no Motor Transportation in Buenos Aires
EVD-kenmerk: 223977Uitleg fases
|
Fase:
|
Board
|
|
Processing
Stage:
|
Approved
|
Abstract:
Project Description Support bicycle utilization as a sustainable alternative mode of urban transportation, through policy development and implementation that will allow for its continue expansion, while increasing the available dedicated specialized infrastructure
|
|
Financing
Institution:
|
Inter-American
Development Bank
|
|
Total
Project Cost
|
USD 0.63
million
|
|
Program:
|
ATN/OC-11198-AR
|
|
Contact:
|
Ministerio De Desarrollo Urbano De La Ci
|
|
Agency:
|
Ministerio
De Desarrollo Urbano De La Ci
|
|
More
information:
|
Click here for additional information
|
|
Publicatiedatum: 23.09.2008 |
37. Argentinië: Urban Transport in Metropolitan Areas
EVD-kenmerk: 232928Uitleg fases
|
Fase:
|
Board
|
|
Processing
Stage:
|
Active
|
|
Closing
date:
|
29-2-2016
|
Abstract:
PAD 09/29/2009
C. Higher Level Objectives to which the Project Contributes
26. The overall and specific objectives of this operation are consistent with the Country
Partnership Strategy (CPS10) for the 2010-2012 period, which seeks to reduce the extent and severity of poverty in Argentina by focusing on three pillars: (i) the promotion of sustained economic growth with equity; (ii) social inclusion, and (iii) improved governance by strengthening institutions and increasing accountability and transparency.
27. The operation is strongly aligned with the CPS objectives by (i) addressing a sector which supports and enables the urban economy, contributing to the strengthening of domestic markets which are at the forefront of the GoA’s economic strategy of sustained economic growth; in addition (ii) the emphasis on public transport of the operation, as opposed to individual motorized solutions, supports the equity aspect of the sustained growth the GoA is seeking, and supports social inclusion of socioeconomic sectors that are at present excluded from domestic markets, by giving them physical access to urban facilities through an improved and accessible public transport system; and finally (iii) the approach sought by the operation - to improve sectoral decision making frameworks through the improvement of policy formulation, planning and the creation of a multijurisdictional institution in the Metropolitan Area of Buenos Aires - is highly aligned with the last pillar of the CPS.
II. PROJECT DESCRIPTION
A. Lending Instrument
28. The proposed operation is structured as a two-phase Adaptable Program Loan (APL) in agreement with the Government of Argentina. This instrument will ensure phased support toward the achievement of the Program Development Objectives. Several triggers define the movement from one loan to another.
29. The operation comprises two overlapping phases to be executed over the period 2010-2020, both phases are estimated to take around six (6) years, but a three (3) year overlap is foreseen. The first phase (APL1) will extend for the period 2010-2016 for a total loan amount of US$150 million, but it is believed that the triggers to move to APL2 may be attained in 2013. The second phase (APL2) with a loan of US$250 million will begin after achievement of defined triggers.
30. The choice of instrument coincides with the building block approach and the complexities of institutional capacity building necessary in the sector. The Bank-supported Buenos Aires Urban Transport loan (PTUBA) and Additional Financing together with the
GEF Sustainable Transport Project in Argentina have been structured to build on each other. This approach needs to be continued because: (i) from an institutional perspective,steps have to be taken with necessary consensus to result in a major reform; and (ii) all works have to be based on improved planning, feasibility studies and design, thus creating transparent, sustainable and objective frameworks and moving away from ad-hoc approaches.
B. Program Objective and Phases
31. The overall development objective of the proposed program is to improve the quality and sustainability of urban transport systems in Argentine Metropolitan Areas, through the improvement of sectoral decision making frameworks and by giving priority to public transport modes in the urban transport sector.
32. The first phase (APL1) will support: (i) institutional strengthening in the Buenos
Aires Metropolitan Area (AMBA) transport sector institutions through the creation of the
Metropolitan Transport Agency and the strengthening of its planning tools and information databases; (ii) support for the electronic ticketing scheme for the AMBA; (iii) transport infrastructure investments in the AMBA and the medium size Metropolitan Areas that are adequately prepared (an underpass and access to suburban railway improvements in AMBA, and infrastructure investments in Tucumán, Mendoza and Posadas); (iv) preparation studies for the remaining infrastructure investments identified in the AMBA and the Medium size Metropolitan Areas (a multijurisdictional project in AMBA to be identified, and infrastructure investments in Córdoba and Rosario); and (v) identification and support studies for other Metropolitan Areas that wish to join the program framework.
At this stage, the Metropolitan Areas that have manifested interest in joining the program are Resistencia, Santa Fe, and Paraná. APL1 is structured around five components: (i)
Creation of a Metropolitan Transport Agency (MTA) for Buenos Aires; (ii) Urban Transport improvements in Argentina’s medium size Metropolitan Areas; (iii) Public Transport Access and mode integration in Buenos Aires Metropolitan Area (AMBA); (iv) Sectoral Training: Urban Transport Planning Master; and (v) Project Management.
33. The second phase (APL2) is seen as a culmination of the first phase. If all triggers, are met, the next phase shall include: (i) the execution of a multijurisdictional project in the
Buenos Aires Metropolitan Area (AMBA) to be carried out by the new Metropolitan Transport Agency; (ii) the transport infrastructure investments in Rosario and Córdoba, the preparation of which will have been finalized in APL1; (iii) the transport infrastructure investments in the suburban area of Buenos Aires (Conurbano), in particular the transfer stations of the Municipalities of La Matanza, Pilar and Florencio Varela, the preparation of which will have been completed in APL1; and (iv) investment preparation studies for eligible Metropolitan Areas. A group of Metropolitan Areas that have manifested interest in joining the program will be supported in APL1 so they can meet the eligibility criteria; if they do so, the program will finance more advanced investment preparation studies in
APL2.
35. APL2 would be considered by the Bank when all triggers have been met. However, if there are triggers whose indicators have not been met at the time of trigger assessment, the Bank may consider financing an APL2 that includes only activities which are not directly related to the outstanding triggers. For instance, if the Buenos Aires Metropolitan
Area does not meet the trigger of setting up the MTA, then the AMBA sub-projects would not be included in APL2. Trigger assessment is expected by June 30, 2013.
C. Project Development Objective and Key Indicators
36. The project (APL1) development objectives contribute to the overall program development objective by: (i) supporting the design and creation of a multijurisdictional
Metropolitan Transport Agency for the Buenos Aires Metropolitan Area (AMBA); (ii) strengthening the institutional capacity of transport authorities in decision making, planning, priority setting, and resource allocation in urban transport; (iii) improving the quality and performance of urban transport infrastructure and/or services in medium size
Metropolitan Areas; and (iv) improving the physical integration and access to public transport networks in the Buenos Aires Metropolitan Area.
37. The following indicators will be used to measure progress towards the achievement of the proposed objectives (Annex 3 provides the baseline values and targets for the selected APL1 indicators):
APL1
-The Buenos Aires Transport Metropolitan Agency is legally created, is adequately staffed according to the organization chart designed in the project, has adequate offices and equipment, and its own operating budget.
-Number of Metropolitan Areas with updated origin-destination household surveys and urban transport/land use master plans and transportation modeling tools
- The AMBA Urban Transport Planning Observatory is fully functioning and data is accessible via webpage.
-The AMBA Transport Master Plan is completed.
- In Tucumán:
- % of primary school students absent on poor transitability days is reduced.
- Number of appointments in CAP (Centros de Atencion Primaria or Community
Health Centers) cancelled on poor transitability days is reduced.
- Number of days with no circulation of public buses is reduced.
- Average speed of public buses in Barrio 11 de Marzo is increased.
-In Posadas :
- User’s perception of public transport system quality is increased.
- Average speed of public buses on corridor increases.
- In Mendoza:
- Public transport services on the Colector Papagayo.
- Users quality perception of access to AMBA suburban railway stations.
-A post-graduate course in urban transport is registered with the federal Ministry of Education.
D. Project Components
38. Component 1: Creation of a Metropolitan Transport Agency (MTA) for the Buenos Aires Metropolitan Area (US$28.5 million without contingencies). The objective of this component is to strengthen the capacity for transportation planning and management at the metropolitan level. This component will prepare the legal, technical, financial and institutional conditions for the creation of a Metropolitan Transport Agency
(MTA). The existence of an agency for the AMBA is a prerequisite to rationally restructure
inter-jurisdictional bus routes, coordinate bus and subway services, implement multimodal integration, especially fare integration, smart card compatibility, subsidy and uniform tariff policies etc. Furthermore, this component will finance the consolidation of a solid transport database, building on the database created in the PTUBA, and consolidating it through the creation of the Urban Transport Observatory. Finally, the operation will support the Electronic Ticket project (SUBE) initiated by the GoA by financing Project Management consultancy and technical assistance. Both the Observatory and SUBE projects are the necessary building blocks to support a possible change in the existing subsidy scheme which this operation will also support with individual consultants.
39. This component is divided into the following sub-components:
Sub-component 1.1: Agency Structuring (US$1.0 million without contingencies): Development of adequate legal and institutional frameworks for the new Metropolitan Transport Agency.
Sub-component 1.2: Consolidation of Transportation Planning in Buenos Aires
(US$13.0 million without contingencies): Support for necessary technical efforts for transportation planning activities. This includes: (i) continued improvement of the
AMBA Urban Transport Model (US$2.0 million); (ii) An AMBA Transport Master Plan (US$2.0 million); (iii) Feasibility Studies and Design Studies for a major multijurisdictional project in AMBA (US$6.0 million); (iv) Transport Planning data collection and updating (US$3.0 million).
Sub-component 1.3 Urban Transport Observatory (US$1.1 million without contingencies): Finance for the creation of an Observatory which will collect, process and maintain all the urban transport and air quality databases.
??Sub-component 1.4 SUBE Supervision (US$10.5 million without contingencies):
Facilitation of the provision of a single fare media payment technology across all transportation modes in AMBA. This sub-component will finance supervision and project management consultant services only.
Sub-component 1.5 Staff and Operational Expenses (US$2.9 million without contingencies): Financing of the necessary staff, office and other operational expenditures of the Metropolitan Transport Agency for the duration of the project.
This may include a seed group of professionals destined to become part of the
MTA, to work on the activities financed by component 1, prior to the legal creation of the MTA.
40. Component 2: Urban Transport Improvements in Argentina’s medium size
Metropolitan Areas (US$62.9 million without contingencies). The objective of this component is to enhance the mobility conditions of selected Argentina’s medium size Metropolitan Areas. Five Metropolitan Areas have been selected to participate in the program (Mendoza, Posadas, Tucumán, Córdoba and Rosario). The eligibility criteria for a city or Metropolitan Area to participate in the PTUMA Program are the following: (i) An urban transport policy or strategy that favors public transport; (ii) A Master or Strategic
Transport Plan for the Metropolitan Area that has been adopted, is duly recognized, and has been published; (iii) An origin-destination household survey that provides information on mobility indices in the Metropolitan Area; and (iv) A working computer-based transport model for the Metropolitan Area. Other cities or Metropolitan Areas may participate in the interested cities or Metropolitan Areas for assistance in attaining the eligibility criteria.
41. Therefore, the component will finance: (a) one or more priority projects that are in an advanced state of planning and have been evaluated from social, environmental and economic perspectives; and (b) a set of specific feasibility studies and/or final designs for future projects that result from comprehensive transport studies currently under way and studies to support interested cities in meeting the eligibility criteria so that they may participate in the Program in APL2.
42. This component is divided into the following sub-components:
?Sub-component 2.1 Metropolitan Area of Mendoza(US$9.8 million without contingencies): Paving works for Colector Papagayos.
??Sub-component 2.2 Metropolitan Area of Posadas (US$14.6 million without contingencies): Construction of segregated busway on Uruguay Avenue.
?Sub-component 2.3 Metropolitan Area of Tucumán (US$22.5 million without contingencies): Paving and storm water drainage for Barrio 11 de Marzo.
?Sub-component 2.4 Metropolitan Area of Córdoba (US$2.0 million without contingencies): Preparation studies for Mitre Intermodal transport terminal.
?Sub-component 2.5 Metropolitan Area of Rosario (US$4.0 million without contingencies): Preparation studies for High Quality transit for the Corredor Norte-
Sur Project.
?Sub-component 2.6 Technical assistance (US$8.5 million without contingencies): Financing of feasibility and/or design studies or other studies supporting interested cities in attaining eligibility criteria for the Program.
Sub-component 2.7 Strengthening Environmental and Social Management Capacity
(US$1.5 million without contingencies): Financing the strengthening of institutional capacity of participating Metropolitan Areas in environmental and social management.
43. The works sub-projects prepared under APL1 up to detailed design will be financed in APL2, specifically the sub-projects presented by Córdoba and Rosario. However, all sub-projects that comply with preparation criteria (economic, social and environmental assessments), have a detailed design and come from eligible Metropolitan Areas (i.e. those that comply with the criteria set for Metropolitan Areas) may be considered for financing in
APL2; these may include Metropolitan Areas not yet identified. In the case of the
Metropolitan Areas that have already had sub-projects financed in APL1 (potentially
Tucumán, Posadas and Mendoza), they will need to show progress in the institutional setup regarding multijurisdictional coordination to be considered in APL2, in particular the way they implement the Metropolitan Area transport plan in multiple jurisdictions.
44. Component 2 addresses sectoral issues such as the underinvestment in road maintenance and road infrastructure, increased traffic congestion in urban areas, the decreasing quality of public transport service and the limited intermodal integration. The target groups are the future users of the infrastructure projects, the residents of surrounding neighborhoods and the commercial areas adjacent to the projects. The main outputs of this component are the road improvements and new public transport infrastructure in Mendoza, Posadas, Tucumán, Córdoba and Rosario as well as a set of feasibility and/or design studies for previously identified projects.
45. Component 3: Public Transport access and modal integration in Buenos Aires
Metropolitan Area (US$53.6 million without contingencies). The objective of this component is to improve current accessibility to and mode integration of the public transport network in the AMBA. This component will include infrastructure works on transfer centers, train stations and in a grade-separated crossing. It will also feature operational improvements in the current train signaling system. This component provides an integral strategy to improve service quality by acting simultaneously on bus-train physical integration, accessibility to stations, railway signaling improvements, and rail-road crossings. The combination of these actions will improve the perceived quality of suburban train services in the AMBA. The area of intervention is considered one of the poorest in the country, the types of works are relatively low-cost and will have significant impacts, and the users will be public transport passengers. Thus the benefits will be, to a great degree, accrued by the some of poorest sectors of the population.
46. This component is divided into the following sub-components:
Sub-component 3.1 Transfer centers (US$5.0 million without contingencies):
Detailed design studies for improvement infrastructure works in three intermodal centers of the AMBA.
Sub-component 3.2 Station Accessibility (US$30.6 million without contingencies): Works to improve the access conditions around train stations in the AMBA. This component is demand-based. A universe of stations eligible to have their access conditions improved has been identified and ranked on the basis of poverty indicators of the area, number of passenger boarding and alighting, and train frequency. The corresponding interested Municipality will present the project concept, within the framework of the type of works that are considered eligible, and if the PIU approves it, the project design will be carried out. The eligible types of works are small, such as road and sidewalk paving, urban furniture, street lighting, bicycle facilities etc. The works per station will be limited to approximately US$1.0 million without taxes. Technical and economic studies justifying small increases in specific cases will be accepted.
Sub-component 3.3 Grade separated crossings (US$17.5 million without contingencies): Works to build one grade-separated crossing at a critical railroad intersection.
Sub-component 3.4 Train signaling System (US$0.5 million without contingencies)
Train signaling system: Study to design the best strategy to improve the train signaling system.
47. Component 3 addresses sectoral issues like the underinvestment in rail infrastructure such as stations and transfer centers in the AMBA, the high accident rates at rail crossings, and the inefficient barrier and signaling systems. The target group will be the commuter train passengers and the surrounding communities. The main outputs of this component are the improvement of access conditions to existing rail infrastructure.
48. Component 4 Sectoral Training: Urban Transport Planning Master (US$2.5 million without contingencies). The objective of this component is to improve academic training in urban transport. The component will design a postgraduate program (Masters) in urban transport including all the component disciplines such as engineering, planning, economics, etc. The component builds on the course designed and carried out with the support of the PTUBA AF loan (Loan no. 7442-AR), and will attempt to follow the academic curriculum designed then, but adapted so as to become a permanent course in the participating universities.
49. This component seeks to bring together the Universities of Buenos Aires, Cuyo, Córdoba and Rosario to develop and implement this program. The program is planned to be shared by the participating universities and would be given in class and through a virtual platform (Internet, videoconferencing, etc.), so that students in each of the universities would follow the same curriculum but based in their own city.
50. This component is divided into the following sub-components:
?Sub-component 4.1 Institutional and Academic Development (US$0.64 million without contingencies). The institutional and academic design of the course with the objective of obtaining permanence for the courses through accreditation by the Ministry of Education.
Sub-component 4.2 Implementation of the course (US$1.76 million without contingencies). The sub-component will finance education fees and a limited amount of scholarships for students. The program will finance the first two promotions and from then on the course will be self-sufficient.
Sub-component 4.3 Teacher training program (US$0.1 million without contingencies). This sub-component will finance the implementation of a teacher training program for the teaching staff that will participate in the Masters course.
51. Component 5 Project Management (US$4.6 million without contingencies). The objective of this component is to finance the PIU to carry out the proposed operation. The structure and functions of the PIU have been agreed with the Bank and are described in the project Operational Manual. requirements in the respective municipalities. The specific definition and characteristics of every component were planned and discussed with the local counterparts. Component 1 was designed with the Buenos Aires Transport Planning Team (PLATAMBA), at theSecretariat of Transport, in order to improve the current transportation planning process under this proposal.
54. Components 2 and 3 were developed along with the Project Implementation Unit
(PIU) at the Secretariat of Transport, which served as a liaison with the local municipalities.
For these two components, all infrastructure elements were required to be justified on the basis of a positive economic evaluation, an adequate technical assessment and a thorough understanding of safeguard aspects. Moreover, all sub-components were required to be consulted with the public and undergo social and environmental screenings.
55. Component 4 was designed by the PIU in liaison with several universities and theSecretariat of Transport staff that recently created a Masters in Railway Engineering at the University of Buenos Aires. The final architecture of the Masters degree will largely depend on the activities carried out during the implementation of the loan.
E. Lessons Learned and Reflected in the Project Design
56. The role of national governments in the implementation of urban transport services projects and reforms is paramount. Reforms in the sector normally require large investments and complex technical decisions. Given that municipalities lack both financial and technical resources, the participation of the National Government becomes crucial in promoting reforms at the municipal level and finds its justification in the fact that most of
the economic growth at the national level happens in Metropolitan Areas, provided that this growth is not hindered by deficient urban services, including transport.
57. Bringing public transport infrastructure to a state of good repair is essential to maintain public transport ridership: Buenos Aires lost nearly 50% of its public transport ridership since the early nineties due to an increasing urban motorization, a deteriorating bus transport service and an overcrowded commuter train system. In response, the GoA financed infrastructure improvements for selected lines of the subway system in Buenos Aires and railway systems in some medium size cities, leading to a steady recovery of public transport ridership. Nonetheless, the increase in transport demand due to improved economic conditions and the backlog of infrastructure and service improvements in the public transport systems have recently led to the stagnation of public transport ridership in the AMBA, and the increasing demand from medium size Metropolitan Areas for significant investments in public transport systems. The PTUMA project will try to address the need in public transport infrastructure investments in all eligible Argentine Metropolitan Areas.
58. Planning must be institutionalized to improve resource allocation. Lack of planning is endemic in the transport sector in Argentina; Buenos Aires is arguably the largest and most important city in Latin America without a household transport survey and the corresponding planning tools and institutions. As a result, resource allocation decisions tend to be inefficient at best and arbitrary at worst. A major effort has been started with the
PTUBA-AF to provide all the necessary transport planning tools to the GoA; this project will consolidate and institutionalize that effort.
59. Public transport operations can be improved by empowering a centralized body with service planning decisions: The current public transport systems in most Argentine cities rely almost fully on private operators. This approach improves efficiency in operations but leaves little room for reaping benefits from intermodal integration. A centralized planning body can leverage transport policies that lead to a better physical, operational and institutional integration across service providers. This operation will lay the basis in all Metropolitan Areas to move towards schemes of inter-municipal cooperation for managing and planning transport systems and it will support the creation of the Buenos Aires Metropolitan Area Transport Agency.
60. The Buenos Aires Metropolitan Area Transport Agency must be created with limited
functions and with the participation of the National Government, the Provincial Government and the Municipal Government of Buenos Aires only at the outset. A law regarding the creation of the MTA (then denominated ECOTAM) was approved by Congress in 1998 (Law No. 25,031). It defined that all the 43 Municipalities of the AMBA had to adhere to the MTA for it to be effective. This did not occur and the law was never regulated. It seems wiser to limit the functions delegated to the MTA and to limit the participants in order to cover the essence of what is needed to overcome the main issues faced by the AMBA. In this respect, the coordinated planning of major multijurisdictional infrastructure and services seems to be sufficient at the outset.
61. The World Bank support must be consistent with the objectives sought and the tools chosen to tackle the main development barriers identified in the urban transport sector in
Argentina. The Bank’s involvement in the urban transport sector over the years has clearly identified that the lack of a MTA in Buenos Aires is a barrier to the development and improvement of the urban transport system, as it is in similar Metropolitan Areas in the world. Therefore, this operation is conceived and geared fully to address this issue and the choice of loan instrument and trigger scheme are consistent with that fact.
62. Creation of Institutional Synergies at the Municipal level: Countries that have developed successful multi-city transport Programs (e.g. Colombia) have strengthened local institutional practices through a constant knowledge transfer across municipalities. The
adoption of Bank procedures for the Program’s implementation in every Metropolitan Area will foster communication across municipalities and the sharing of best practices.
63. Public consultations can greatly improve project design and acceptance. The ongoing
Buenos Aires Urban Transport Project (PTUBA) has financed projects similar to those featured in the proposed operation such as rail-road crossings and transfer centers.
The final designs and rationale were discussed during public participation exercises that improved projects on the basis of the suggestions made by the citizenry, and consequently increased the project’s public acceptance. Such scheme will be replicated under the proposed operation, building upon the experience of the PTUBA.
64. This project is building on lessons from the PTUBA. Performance of this project has been recently evaluated by the World Bank’s Quality Assessment Group in 2008. This group rated the likelihood of achieving the proposed Development Objectives as “Satisfactory/Likely”. The evaluation panel recommended: (i) to pursue dialogue at the
Country Management Unit level to address any systemic causes of implementation delays
(ii) to further pursue the creation of the Metropolitan Transport Agency and, (iii) to give particular attention to the results of the ex-post evaluation. The first two recommendations of the panel will be adopted in this operation as they refer to the same sectoral context and issues.
F. Alternatives Considered and Reasons for Rejection
65. SIL vs. APL: The Bank’s team proposed an APL (Adaptable Programmatic
Lending) for implementation of the loan, as it allows financing in phases based on the achievement of pre-set objectives, which in turn trigger subsequent phases. As the objectives include important sector reforms, the more gradual approach of the APL and the incentive of triggering a second round financing seemed more adequate to bolster a difficult reform package.
66. Back loaded vs. Front loaded APL. The option of a front loaded APL was rejected for three reasons: (i) the preparation of this project was done in the context of the
2008/2009 global economic crisis; hence, Bank Management concluded that a more conservative US$150 million figure for the first APL would allow a greater flexibility in budget allocation under the crisis; (ii) more leverage is obtained for the more important reform – the creation of the Metropolitan Transport Agency - with a greater APL2; (iii) increasing the size of the second APL allows other Metropolitan Areas to be included in future stages of the program. Currently, only six Metropolitan Areas have become eligible for Bank financing; this approach allows the inclusion of other municipalities in the second
APL.
|
|
Financing
Institution:
|
World Bank
|
|
Total
Project Cost
|
USD 187.6
million
|
|
Contact:
|
Pizarro, Andres G.
|
|
Agency:
|
MINISTRY
OF FEDERAL PLANNING, INVESTMENT AND SERVICES
|
|
More
information:
|
Click here for additional information
|
|
Publicatiedatum: 04.11.2009 |
38. Armenië: Armenia International Airport Phase II
EVD-kenmerk: 224733Uitleg fases
|
Fase:
|
Board
|
|
Processing
Stage:
|
Board
approved, Pending signing
|
Abstract:
Project description and objectives:
This project follows on from the successful completion, in May 2007, of the first phase of the Passenger Terminal [presently housing Arrivals], for which the Bank provided a USD 20 million loan together with DEG who provided a parallel USD 10 million loan.
This proposed project involves the construction and purchase of equipment for the second phase of the Passenger Terminal complex at Zvartnots International Airport, Armenia and will facilitate the completion of Airport Terminal development reallocating all operations [arrivals and departures] from the old Airport building.This will increase significantly the speed and comfort of passenger processing at Zvartnots whilst also providing a wider scope of services, such as retail activities and car parking operations.
Transition impact:
The implementation of the Project is a source for transition impact through private ownership support in the sector, demonstration effect in the Caucasus region, transfer of know-how and increase of competition in regional air transportation.
The Project will extend the Bank's support to the final phase of the airport terminal development at Zvartnots, financed and operated by a private sector airport manager.
With expansion of the terminal space and the activities, the concessionaire will be able to expand its commercial practices to cover a wider scope of non aeronautical services.With the continuous growth of its airport operations, the transfer of skill and know-how to the airport staff will continue with adoption of the latest airport operations policies, passenger screening and security arrangements.
The on-going dialogue with the Government of Armenia in relation to the changes and amendments to the airport's Master Plan as well as the financial contractual arrangements under the concession agreement continue to strengthen the frameworks for markets in the country with the Government, as represented by the General Aviation Directorate, adopting more commercial working and supervision methods to be able to monitor and evaluate the operations of the Manager.
The client:
Armenian International Airports CJSC [the "Concessionaire"], a closed joint stock company incorporated in Armenia and controlled by American International Airports LLC [the "Sponsor"].The Concessionaire has obtained a 30-year concession to manage the operations at the Zvartnots Airport, Yerevan.
EBRD finance:
USD million equivalent senior loan; parallel financing to be provided by DEG and ADB.
Total project cost:
USD 173.0 million
Environmental impact:
Environmental impacts associated with the construction of a new phase to the airport terminal building, related road access and parking are mainly positive.No runway extension is planned.Any adverse impacts can be readily identified, assessed and mitigated.For the above reasons, the project was classified B/1 requiring an Environmental Analysis and an Environmental Audit.This was undertaken by an independent consultant in September 2008.
The environmental investigations showed that the project will result in some environmental improvements and has no significant adverse impacts.The environmental and health and safety situation at Zvartnots International Airport [ZIA] has already significantly improved through upgrades financed by the Bank's earlier loans in 1994 and 2007 and the implementation of the Environmental Action Plan [EAP] agreed in connection with the previous loans.
The Bank's independent consultants observed well organised housekeeping and secure passenger handling.This will further improve through the implementation of the proposed investment programme and the updated EAP.The 2008 environmental report indicates that there are some actions in the previous EAP which still have not been completed at ZIA and the report proposes the implementation of a separate EAP for Gyumri Shirak Airport.This became part of the concession as an overflow airport for ZIA.A separate EAP has been developed.
The Sponsor is committed to implement further environmental improvements needed at the existing facilities as well as measures for mitigating adverse impacts arising from the construction works and operation of the airport.The proposed EAPs include specific measures for fuel storage and handling, waste management, wastewater and storm water purification, soil protection, health and safety and disclosing information to stakeholders.The terminal facilities are accessible for disabled people.
The project will be structured to meet international safety and environmental standards of International Civil Aviation Organisation [ICAO] as well as of the European Aviation Safety Agency [EASA].As a result, the project will upgrade environmental, health and safety standards of the airport and help improving the level of service.
As part of the concession agreement between the operator and the Government, the Government of Armenia [GoA] is responsible for resettling 566 people [156 families], who live within the boundary of the airport.The GoA agreed that the resettlement would be carried out in line with the IFC Safeguard Policy requirements.There have been delays in implementing this commitment, which was made in 2006, but GOA and the Borrower have now identified a potential site and started the consultation and planning work.The cost of building the new apartment blocks will be covered by the Borrower.As part of the due diligence the status of the resettlement process has been reviewed and a Resettlement Action Plan [RAP] has been developed in compliance with EBRD and ADB's policy requirements.The Banks' social experts are monitoring the implementation of the RAP.
A specific monitoring programme has been established to ensure air emissions, wastewater discharges and noise will remain within regulatory limits.The EBRD will evaluate the project's compliance with the applicable environmental and social requirements during the lifetime of the project by reviewing annual environmental reports covering: [i] ongoing environmental, health and safety performance; and [ii] the status of implementation of environmental mitigation and improvement measures and the RAP.The EBRD's representatives may also conduct periodic site supervision visits when deemed appropriate.
Technical cooperation:
None.
For consultant opportunities for projects financed by technical cooperation funds, visit procurement of consultants
|
|
Financing
Institution:
|
EBRD
(European Bank for Reconstruction and Development)
|
|
Total
Project Cost
|
USD 173
million
|
|
Contact:
|
Agnieszka Lukasik, Operation Leader: lukasika@ebrd.com
|
|
Agency:
|
Marcelo
Wende, Zvartnots International Airport, 375042 Yerevan, Armenia Tel: +374 10
493000 E-mail: MWende@aa2000.com.ar
|
|
More
information:
|
Click
here for additional information
|
|
Publicatiedatum: 08.02.2010 |
39. Armenië: Armenia North-South Corridor Improvement Project 1
EVD-kenmerk: 257633Uitleg fases
|
Fase:
|
Appraisal
|
|
Processing
Stage:
|
Pipeline
|
Abstract:
ISDS 2009/11/30
B. Project Objectives [from section 2 of PCN]
The project development objectives are:
(i)To contribute to the gradual reduction of road transport costs and improve traffic safety along sections of Armenia's North-South road corridor; and
(ii)To strengthen the capacity of Armenia to manage its national road network.
C. Project Description [from section 3 of PCN]
Component A: Road Rehabilitation
-M3/M6: The focus of the project is the upgrading of the M3/M6 roads between Yerevan and the Georgian border to a two-lane Class I Road. This would include (i) strengthening of the pavements; and (ii) minor widening and alignment changes to address safety and other deficiencies. Construction would be done in 2010, 2010 and 2012.
-M2: Overlays and limited rehabilitation would be done on the M2 road south of Yerevan where the pavement is in critical condition and further delay will lead to pavements failing and requiring full reconstruction. Construction will be done in 2010 and 2011.
-Supervision Consultancy: The supervision of the civil works will be done by an independent consultant. The same consultant would prepare the designs under the ongoing LRIP.
-Technical Audit: An individual consultant to act as Technical Auditor for the project.
Component B: Road Safety
-Corridor Safety Management Plan: The project will undertake a multi-sectoral road safety management plan for the M3/M6 corridor and implement small scale civil works to implement activities identified as part of this plan.
-Road Safety Secretariat: Support for the Armenia Road Safety Secretariat.
-National Road Safety Strategy (NRSS) Activities: Specific activities identified in the NRSS.
Component C - Institutional Strengthening
-Support to Universities: Activities related to strengthening the research and teaching activities of the universities.
-Other activities to be identified to strengthen Armenia Road Department (ARD), especially with road maintenance.
Component D - Incremental Operating Costs
-Operating costs for the Project Implementation Unit (PIU) and ARD associated with project implementation.
|
|
Financing
Institution:
|
World Bank
|
|
Total
Project Cost
|
USD 53.5
million
|
|
Contact:
|
Dalil Essakali, Mohammed
|
|
Agency:
|
MINISTRY
OF TRANSPORT AND COMMUNICATIONS
|
|
More
information:
|
Click here for additional information
|
|
Publicatiedatum: 07.12.2009 |
40. Armenië: Lifeline Road Improvement Project - Additional Financing
EVD-kenmerk: 249383Uitleg fases
|
Fase:
|
Board
|
|
Processing
Stage:
|
Active
|
|
Financing
Institution:
|
World Bank
|
|
Total
Project Cost
|
USD 45.72
million
|
|
Contact:
|
Ishihara, Satoshi
|
|
Agency:
|
MINISTRY
OF TRANSPORTATION AND COMMUNICATIONS
|
|
More
information:
|
Click here for additional information
|
|
Publicatiedatum: 10.02.2010 |
41. Armenië: MFF North-South Road Corridor Development Program (formerly MFF-North-South Road Corridor Investment Program) (Facility Concept)
EVD-kenmerk: 247347Uitleg fases
|
Fase:
|
Preparation
|
|
Processing
Stage:
|
Fact-finding
18 Jul 2009 to 30 Jul 2009
|
Abstract:
MFF-Facility Concept: MFF North-South Road Corridor Development Program (formerly MFF-North-South Road Corridor Investment Program) (Facility Concept)
Country: Armenia, Republic of
Project Number: 42145-01
Fund Source/Amount[Proposed]:
- Asian Development Fund US100,00 million
- Ordinary Capital Resources US200,00 million
Thematic Classification:
- Economic growth
- Regional Cooperation
- Capacity Development
|
|
Financing
Institution:
|
Asian
Development Bank
|
|
Program:
|
MFF-Facility
Concept
|
|
Contact:
|
Rustam Ishenaliev rishenaliev@adb.or
|
|
Agency:
|
Ministry
of Transport & Communication
|
|
More
information:
|
Click here for additional information
|
|
Publicatiedatum: 19.08.2009 |
42. Armenië: MFF Yerevan sustainable urban transport [Facility concept]
EVD-kenmerk: 264540Uitleg fases
|
Fase:
|
Identification
|
|
Processing
Stage:
|
Fact-finding
IV Mar 2010 to I Apr 2010
|
Abstract:
MFF-Facility Concept
MFF Yerevan Sustainable Urban Transport [Facility Concept]
Country
Armenia, Republic of
Project Number
42417-01
Fund Source/Amount[Proposed]
Asian Development Fund US£300.00 million
Thematic Classification
Economic growth
Private Sector Development
Geographical Location
Yerevan
Procurement
- Consulting Services: To be determined
- Civil Works/Goods: To be determined
|
|
Financing
Institution:
|
Asian
Development Bank
|
|
Program:
|
MFF-Facility
Concept
|
|
Contact:
|
Arnaud Dauphin
adauphin@adb.org
|
|
Agency:
|
Asian
Development Bank Postal Address: PO Box 789 0980 Manila, Philippines Street
Address: 6 ADB Avenue, Mandaluyong City 1550, Philippines Telephone No: + 632
632 4444 [connecting all Depts./Offices] Main Fax No: + 632 636 2445
|
|
More
information:
|
Click here for additional information
|
|
Publicatiedatum: 09.03.2010 |
43. Armenië: North-South road corridor investment program - Project 1
EVD-kenmerk: 247348Uitleg fases
|
Fase:
|
Board
|
|
Processing
Stage:
|
Board
Approval 29 Sep 2009
|
Abstract:
Loan Name: North-South Road Corridor Investment Program - Project 1
Country: Armenia, Republic of
Loan Number: 2561
Project Number: 42145-02
Fund Source/Amount[Approved]: Asian Development Fund US60,00 million
Thematic Classification:
- Economic growth
- Private Sector Development
- Capacity Development
Project Rationale: The Agarak-Kapan-Yerevan-Bavra route [M1 and 2 roads] crossing Armenia from south to north is further connected to Georgina's east-west highway that leads to Poti and Batumi at the Black Sea.
This route provides Armenia with the shortest access to the seaports linked to Europe, the Russian Federation, and Turkey.
Meanwhile, the government of Georgia is improving the east-west highway and plans to improve the Bavra-Zhdanov-Akhaltskha-Batumi road as an alternative connectivity to Black Sea ports from Tbilisi.
This will enable the Armenia cargoes to be transported to Black Sea ports easily through a shorter route.
On the basis of this potential, the Government has developed a North-South Road Corridor Development Program [the Investment Program] as a priority and ADB will support it through a MFF.
The Investment Program will promote regional cooperation and trade by improving the north-south road corridor and related border crossings in Armenia.
It is the Government's top priority to stimulate the national economy and gain shorter and more efficient access to nearest sea ports of the Black Sea.
It will be complemented by the ADB-assisted regional road corridor development programs in Azerbaijan and Georgia to link the subregion to international markets more closely.
It is thus in line with ADB's regional cooperation and integration theme under the Strategy 2020, COBP for Armenia, and the regional cooperation strategy in Central Asia and Caucasus.
Impact: The impact of the Investment Program will be increased regional trade and accelerated economic development in Armenia.
Geographical Location: Yerevan, Ashtarak
Summary of Environmental and Social Issues
- Social Aspects: The resettlement classification of Tranche 1 Project is C.
Civil works will entail the improvement of an existing four-lane highway and will take place within the existing right-of-way or on unused state-owned land.
No relocation of households or acquisition of productive land is expected.
Borrow pits or quarries are also available in state-owned empty land, within easy access and away from residential areas.
- Environmental Aspects: The environmental classification for Tranche 1 Project is category B.
An initial environmental examination [IEE] was carried out in accordance with ADB's Environment Policy [2002] and Environmental Assessment Guidelines.
It shows that Tranche 1 Project road would not have a significant irreversible or permanent, negative environmental impact during or after construction works.
MOTC, in its contracts with the construction firm, will require it to elaborate and implement the environmental management plan [EMP] outlined in the IEE, and abide by the environmental laws and regulations of Armenia and ADB's policies, procedures and guidelines, specifically its Environment Policy, to avoid or alleviate temporary impact.
Stakeholder Participation and Consultation:
- During Project Design: The concerned stakeholders are grouped into [i] project sponsors - a central government represented by the ministries of economy [MOE], finance [MOF], and transport and communications [MOTC]; [ii] regional administrations of the five marzpetaran [regional subdivision] where the road corridor lies, [iii] community leaders and councils of Avagani [council of elderly], [iv] community members, land owners and road users, [v] international organizations working in the project areas , [vi] local and international NGOs , and other donor/funding organizations .
These groups were consulted through interviews, group discussions, questionnaires and surveys to identify and incorporate their individual concerns in the project and overall program design and subsequent implementation with regard to detailed engineering designs, social development, resettlement and environment related issues.
- During Project Implementation: The Tranche 1 project will develop a monitoring mechanism for resettlement, managing environment, and addressing concerns of the road users, communities and other project stakeholders.
It will also help build capacity in the EA/IA for managing these project aspects.
Various workshops, public consultations and hearings will be held during the implementation of the Program to implement each individual tranche
|
|
Financing
Institution:
|
Asian
Development Bank
|
|
Program:
|
Loan
Number: 2561
|
|
Contact:
|
Rustam Ishenaliev
rishenaliev@adb.org
|
|
Agency:
|
Ministry
of Transport & Communication
|
|
More
information:
|
Click here for additional information
|
|
Publicatiedatum: 13.10.2009 |
44. Armenië: North-south road corridor investment program - project 2
EVD-kenmerk: 280697Uitleg fases
|
Fase:
|
Identification
|
|
Processing
Stage:
|
Proposed
|
Abstract:
Loan Name
North-South Road Corridor Investment Program - Project 2
Country
Armenia, Republic of
Project Number
42145-03
Fund Source/Amount[Proposed]
Ordinary Capital Resources US£102.00 million
Geographical Location
Ashtarak-Talin Road Section
Safeguard Categories
Environment: A
Procurement
- Consulting Services
The consulting firms will be selected based on CQS for detailed design and QCBS for other assignments.
- Civil Works/Goods
Procurement of works and goods to be financed under the MFF will be conducted in accordance with ADB's Procurement Guidelines and the procurement plan prepared for the Tranche 2 Project
|
|
Financing
Institution:
|
Asian
Development Bank
|
|
Program:
|
Loan
|
|
Contact:
|
Arto T.Ahonen
aahonen@adb.org
|
|
Agency:
|
Asian
Development Bank Postal Address: PO Box 789 0980 Manila, Philippines Street
Address: 6 ADB Avenue, Mandaluyong City 1550, Philippines Telephone No: + 632
632 4444 [connecting all Depts./Offices] Main Fax No: + 632 636 2445
|
|
More
information:
|
Click here for additional information
|
|
Publicatiedatum: 02.08.2010 |
45. Armenië: Transport Sector Development Strategy : Armenia
EVD-kenmerk: 194360Uitleg fases
|
Fase:
|
Board
|
|
Processing
Stage:
|
Technical
Assistance
|
Abstract:
The TA will be provided to further improve transport sector performance so that it can make a sustainable contribution to the economic development and poverty reduction in Armenia, being faced with ongoing globalization, technological advancement, and risks associated with increasing mobility.
The TA will support both the development of a new transport sector strategy and enhancement of the institutional capacity of Ministry of Transport and Communications (MOTC) and Armenian Roads Directorate State Non-Commercial Organization (ARD). The TA will assess, in detail, all modes of transport, and identify strategic uses of resources for priority areas for sector development and operational needs for the next 10 years. The TA will equip the MOTC with a new transport sector strategy with a new vision and road map, which will be the Government?s key document guiding the policies and investments in the transport sector including transport facilitation for 2009?2019. Specifically, the TA will (i) develop a reform action plan, (ii) develop management information systems for MOTC and ARD, (iii) define a long-term transport sector investment plan, (iv) support international transport facilitation and logistic sector development, (v) provide a capacity building development plan in all aspects of the transport sector, and (vi) systematic resource mobilization for transport sector investments.
|
|
Financing
Institution:
|
Asian
Development Bank
|
|
Total
Project Cost
|
USD 0.6
million
|
|
Program:
|
TA-4973
ARM
|
|
Contact:
|
Mr. Haruya Koide (hkoide@adb.org)
|
|
Agency:
|
Ministry
of Transport & Communication Gagik Grigoryan, Head, Foreign Relations
Dept. #28 Nalbandyan Street Yerevan Republic of Armenia
|
|
More
information:
|
Click
here for additional information
|
|
Publicatiedatum: 23.10.2007 |
46. Armenië: Yerevan metro rehabilitation / Rénovation du métro d'Erevan
EVD-kenmerk: 264548Uitleg fases
|
Fase:
|
Board
|
|
Processing
Stage:
|
Signed /
Signé
|
Abstract:
Yerevan Metro Rehabilitation
Date of entry
01/03/2010
Beneficiary
Karen Demirchyan Yerevan Metro CJSC
Location
Armenia
Description
Emergency investments in Yerevan Metro, covering immediate rehabilitation needs, including security upgrades.The project consists of the addressing the problem of the water ingress into the metro tunnels, modernisation of the infrastructure and refurbishment of the rolling stock.
Objectives
Ensuring the safe functioning of the Yerevan metro system, providing comfortable level of service.
Comments
Sector[s]
Transports
Proposed EIB finance
EUR 10 million.
Total cost
EUR 30 million.
Environmental aspects
The project has to meet the environmental and social requirements of the Bank based on EU policy and is expected to contribute to the overall improvement of the urban environment, through reduced noise and vibration and improved occupational health and safety at work in metro.
Procurement
The project has to comply with the basic principles of the EU policy on procurement.The Promoter is subject to the EIB Guide to Procurement procedures.Consultancy services are required to assist the Promoter in the procurement process.
Status
Signed - 10/08/2010.
/
Rénovation du métro d'Erevan
Date d'entrée
01/03/2010
Bénéficiaire
Karen Demirchyan Yerevan Metro CJSC
Localisation
Arménie
Description
Investissements d'urgence correspondant aux besoins de rénovation du métro d'Erevan, y compris la modernisation des systèmes de sécurité.Le projet porte sur la résolution des problèmes d'infiltration d'eau dans les tunnels du métro, la modernisation de l'infrastructure et la remise en état du matériel roulant.
Objectifs
Assurer le bon fonctionnement du réseau métropolitain d'Erevan avec un niveau de service satisfaisant.
Commentaires
Secteur[s]
Transports
Montant BEI envisagé
10 millions d'EUR.
Coût total
30 millions d'EUR.
Aspects environnementaux
Le projet doit satisfaire aux exigences sociales et environnementales de la Banque, qui reposent sur la politique de l'UE en la matière ; il pourrait en outre contribuer à une amélioration globale de l'environnement urbain en réduisant d'une part les nuisances sonores et les vibrations et en contribuant d'autre part à l'amélioration de la santé et de la sécurité des employés du métro.
Passation des marchés
Le projet devra respecter les principes fondamentaux de la politique européenne en matière de passation des marchés.Le promoteur doit suivre les procédures exposées dans le guide de la BEI pour la passation des marchés.Le promoteur devra être aidé par des services de conseil durant le processus de passation des marchés.
Statut
Signé - 10/08/2010
|
|
Financing
Institution:
|
EIB
(European Investment Bank)
|
|
Total
Project Cost
|
USD 38.52
million
|
|
Contact:
|
Information Desk
Communication and Information Department
Info@eib.org
Tel: [+352] 43 79 31 22
Fax: [+352] 43 79 31 91
|
|
Agency:
|
Karen
Demirchyan Yerevan Metro CJSC
|
|
More
information:
|
Click
here for additional information
|
|
Publicatiedatum: 16.08.2010 |
47. Armenië: Yerevan metro rehabilitation project
EVD-kenmerk: 243006Uitleg fases
|
Fase:
|
Board
|
|
Processing
Stage:
|
Board
approved, Pending signing
|
Abstract:
Project description and objectives:
The EBRD is considering a project to cover emergency investments in the Yerevan Metro, covering immediate rehabilitation needs including safety upgrades.The investment is part of the plan to improve and reform public transport services in the capital of Armenia.The operation would primarily benefit lower-income groups, who rely on the poorly maintained metro system.
Transition impact:
The proposed project will have the following transition impact:
- Commercialisation
The project will support the City and the Company in developing of a Public Service Contract [PSC].The introduction of a PSC will:
[a] establish standards and a transparent structure for the provision of public transport services, and
[b] ensure a transparent public service payment methodology including a mechanism to compensate for free riders.In addition, based on the technical, environmental, financial and social due diligence, commercial targets and reform benchmarks will be set.The Corporate Development TC will help the Company to develop a Business Plan, which will focus on:
[a] maintaining a satisfactory fare box ratio by increasing revenues and reducing operational costs
[b] developing a sustainable investment programme
[c] improving reporting, including adoption of IFRS, and
[d] improving management skills and corporate governance.
- Framework for Markets
Introducing the principles of a PSC, for the first time in the Armenian urban transport sector, will further establish a clear basis for commercial public transport operations and increase transparency and accountability in the relationship between the City and public transport company.
- Standards
The PSC will improve corporate governance since it clearly defines and allocates responsibilities for service delivery, finances, safety, tariff setting, passenger control, traffic control, marketing, ticketing, fare evasion and handling customer complaints.
The client: The EBRD loan will be provided to Yerevan Metropolitan Karen Demirchyan CJSC [Yerevan Metro Company], under a sovereign guarantee.The Company is managed by the Yerevan Municipality and by the Board of Directors.The Company's ultimate shareholder is the Government of the Republic of Armenia, represented by the Yerevan Municipality.
EBRD finance: The proposal is for a loan of up to EUR 5.0 million from the EBRD.
Total project cost: The total project cost is estimated to be up to EUR 16.63 million.On top of the Bank's loan, the European Investment Bank is also considering a loan of EUR 5 million and the EU's Neighbourhood Investment Facility has approved a grant in the amount of EUR 5 million.
Environmental impact:
Screened B [2008].Any issues associated with the proposed Project could be identified and mitigated through an environmental and social analysis.An environmental, health and safety audit of existing facilities is required to identify any risks and issues of concern.
A Technical Review report, identifying various options for the rehabilitation of the Yerevan metro, has been reviewed by the Bank to date.
An independent due diligence will assess environmental and social impacts associated with a chosen rehabilitation option when confirmed.
- PR1: Environmental and Social Appraisal and Management.The environmental and social due diligence [ESDD] will review the Company's Environmental, Health, Safety and Human Resources policy, procedures and management systems.
- PR2: Labour and Working Conditions: occupational health and safety hazards might include a work in confined space and hazardous conditions as well as a presence of asbestos.Other issues might include enforcement of general safety measures by contractors.The due diligence will address these issues, and also, review the availability of a grievance mechanism.
- PR3: Pollution Prevention and Abatement.The construction phase of the Project might entail increased levels of air emissions, noise and dust, and generation and disposal of waste.Contamination and disposal of groundwater will also be addressed by the ESDD.
- PR4: Community Health, Safety and Security.Potential hazards include the poor integrity of wires and cables and, a poor state of repair of tunnels.
The availability of an adequate risk assessment and emergency plans will be addressed by the due diligence.
- PR5: Land Acquisition, Involuntary Resettlement and Economic Displacement: the Project should not result in any physical resettlement or economic displacement; however, the ESDD will need to confirm this.
- PR6: Biodiversity Conservation and Sustainable Management of Living Natural Resources.The Project should not entail any impacts on biodiversity
- PR8: Cultural Heritage.The Yerevan underground system is running through an area that has monuments and places for public gathering and events.The Project should be structured in such a way as to avoid any impacts on cultural heritage.
- PR10: Information Disclosure and Stakeholder Engagement.stakeholders include commuters; owners/tenants of the properties located above tunnels; employees of the Company and of subcontractors; NGOs and regulatory authorities.A Stakeholder Engagement Plan will need to be developed.
An Environmental and Social Plan will be developed based on the findings of the ESDD, and agreed prior to Final Review of the Project.
Technical cooperation:
Pre-signing:
- Audit of the Yerevan Metro Company, EUR 50,000, funded by the MEI team budget.
- Tunnel due diligence, EUR 50,000 funded by the Shareholder's Special Fund.
- Technical, environmental, financial and social due diligence, EUR 180,000 to be funded by the Shareholders' Special Fund.
Post-signing:
- Corporate Development and City Support Programme EUR 200,000 to be funded by an international donor.The objective of this TC is to commercialize the operations of the Company.The TC further foresees development of a Public Service Contract to promote transparency and efficiency.
- Project Implementation Unit Support, EUR 650,000 to be funded by an international donor.
For consultant opportunities for projects financed by technical cooperation funds, visit procurement of consultants
|
|
Financing
Institution:
|
EBRD
(European Bank for Reconstruction and Development)
|
|
Total
Project Cost
|
USD 23.77
million
|
|
Contact:
|
Catarina Hansen, Operation Leader: hansenc@ebrd.com
|
|
More
information:
|
Click
here for additional information
|
|
Publicatiedatum: 19.01.2010 |
48. Armenië: Yerevan Sustainable Urban Transport Project
EVD-kenmerk: 247346Uitleg fases
|
Fase:
|
Board
|
|
Processing
Stage:
|
Approved
|
Abstract:
TA Name Yerevan Sustainable Urban Transport Project
Country Armenia, Republic of
TA Number 7340
Project Number 42417- 01
Fund Source/Amount[Approved]
Technical Assistance Special Fund US1,10 million
Thematic Classification
Environmental Sustainability
Economic growth
Private Sector Development
|
|
Financing
Institution:
|
Asian
Development Bank
|
|
Program:
|
TA-7340
|
|
Contact:
|
Arnaud Dauphin
adauphin@adb.org
|
|
Agency:
|
Yerevan
Municipality
|
|
More
information:
|
Click here for additional information
|
|
Publicatiedatum: 11.09.2009 |
49. Armenië: Yerevan Urban Transport - Loan
EVD-kenmerk: 247345Uitleg fases
|
Fase:
|
Identification
|
|
Processing
Stage:
|
Fact-finding
I Dec 2009 to II Dec 2009
|
Abstract:
Loan Name: Yerevan Urban Transport
Country: Armenia, Republic of
Project Number: 42417-01
Fund Source/Amount[Proposed]: Asian Development Fund US65,00 million
Thematic Classification:
- Environmental Sustainability
- Regional Cooperation
- Capacity Development
|
|
Financing
Institution:
|
Asian
Development Bank
|
|
Program:
|
Loan
|
|
Contact:
|
Arnaud Dauphin
adauphin@adb.org
|
|
Agency:
|
ADB Postal
Address: PO Box 789 0980 Manila, Philippines Street Address: 6 ADB Avenue,
Mandaluyong City 1550, Philippines Telephone No: + 632 632 4444 (connecting
all Depts/Offices) Main Fax No: + 632 636 2448
|
|
More
information:
|
Click here for additional information
|
|
Publicatiedatum: 17.07.2009 |
50. Autoliv Safety Systems R&D / Autoliv R-D Équipements de sécurité
EVD-kenmerk: 240315Uitleg fases
|
Fase:
|
Board
|
|
Processing
Stage:
|
Signed /
Signé
|
Abstract:
Autoliv Safety Systems R&D
Date of entry
17/04/2009
Beneficiary
Autoliv AB [publ.]
Location
Germany
France
Sweden
Description
The project concerns the part-financing of Autoliv's expenditures for R&D projects in the 2009-2011 period.
Objectives
The project concerns investments in research and development for automotive safety systems.
Comments
Sector[s]
Industry
Proposed EIB finance
EUR 240 million.
Total cost
Approximately EUR 490 million.
Environmental aspects
The project concerns investments in research and development that are expected to be carried out in existing facilities already authorised in which case an EIA would not be required by EIA Directive 85/337/EEC, amended by Directives 97/11/EC and 2003/35/EC.However, the Bank's services will verify details, and especially the ones related to the location of the R&D facilities, during the project's due diligence.
Procurement
Procurement is expected to be in line with EIB guidelines for private sector projects.The Bank's services will verify details during the project's due diligence.
Status
Signed - 18/12/2009.
/
Autoliv R-D Équipements de sécurité
Date d'entrée
17/04/2009
Bénéficiaire
Autoliv AB [publ.]
Localisation
Allemagne
France
Suède
Description
Le projet porte sur le financement partiel des projets de R-D d'Autoliv pendant la période 2009-2011.
Objectifs
Le projet concerne des investissements dans la recherche-développement consacrée aux équipements de sécurité dans l'automobile.
Commentaires
Secteur[s]
Industrie
Montant BEI envisagé
240 millions d'EUR.
Coût total
490 millions d'EUR environ.
Aspects environnementaux
Les investissements de R-D prévus dans le projet devraient être réalisés dans des installations existantes déjà agréées.Une évaluation des incidences sur l'environnement [EIE] telle que l'exige la directive EIE 85/337/CEE, modifiée par les directives 97/11/CE et 2003/35/CE, n'est donc pas obligatoire.Les services de la Banque vérifieront toutefois en détail les éléments du projet lors de l'audit préalable, notamment en ce qui concerne l'emplacement des installations de RD.
Passation des marchés
Les marchés seront passés conformément aux lignes directrices de la BEI relatives aux projets du secteur privé.Les services de la Banque vérifieront toutefois en détail ces aspects lors de l'audit préalable.
Statut
Signé - 18/12/2009
|
|
Financing
Institution:
|
EIB
(European Investment Bank)
|
|
Total
Project Cost
|
USD 705.95
million
|
|
Contact:
|
Information Desk
Communication and Information Department
Info@eib.org
Tel: [+352] 43 79 31 22
Fax: [+352] 43 79 31 91
|
|
Agency:
|
Autoliv AB
[publ.]
|
|
More
information:
|
Click
here for additional information
|
|
Publicatiedatum: 08.02.2010 |
51. Azerbaidzjan: MFF-Road Network Development Program : Azerbaijan
EVD-kenmerk: 157068Uitleg fases
|
Fase:
|
Board
|
|
Processing
Stage:
|
Loan
|
Abstract:
Development of the road network is a high priority of the Government of Azerbaijan (the Government).
As the dominant mode for passenger transport and the second major mode for freight transport, roads play a pivotal role in the national economy.
They also enhance regional cooperation.
However, the road subsector faces four major developoment challenges:
(i) deteriorating infrastructure;
(ii) poor safety record;
(iii) inefficient cross-border and transit facilitates; and
(iv) limited institutional capacity at national, regional, and road agency levels.
The improvement of road infrastructure is one of the prioritites in two programs:
(i) State Program on Poverty Reduction and Economic Development, and
(ii) State Program on Socioeconomic Development of Regions.
To implement these programs, the Ministry of Transport has drafted a transport policy paper, followed by a transport sector development strategy.
This work involved Asian Development Bank (ADB) assistance.
The draft Transport Policy Paper and the ensuing Transport Sector Development Strategy paved the way for a road subsector roadmap.
This highlights key problems and causes for the execution of investment and non-investment changes.
The Ministry of Transport developed a Road Network Investment Program for 2006-2015 (the Investment Program) in June 2006.
The Investment Program will pave the way for the development of an adequate, efficient, safe, and sustainable road network.
The investment component will construct, upgrade, and rehabilitate approximately 9,500 km of 124 priority roads, comprising 3,570 km of 64 state roads and 5,928 km of 58 secondary roads.
The non-investment component will focus on priority reforms, including the development of regulations and operational procedures; encouragement of private sector participation in building and maintenance; and capacity building for planning, monitoring, evaluation, and reporting.
The overall investment reaches $3.4 billion over the next ten years.
Most of this will be financed from government's budget.
Some external financing is projected, with ADB and the World Bank as the main sources.
ADB's share of the total Investment Program runs into only 14.9%.
The objective of the Road Network Investment Program is to develop an adequate, efficient, safe, and sustainable road network in Azerbaijan, linking the country domestically and internationally.
The Investment Program comprises both investment and non-investment components.
The investment component will construct, upgrade, and rehabilitate approximately 9,500 km of 124 priority roads, comprising 3,570 km of 64 state roads and 5,928 km of 58 secondary roads.
The non-investment component will focus on priority reforms, including the development of regulations and operational procedures; encouragement of private sector participation in building and maintenance; and capacity building for planning, monitoring, evaluation, and reporting.
The Investment Program belongs to one of the strategically selected areas for ADB assistance in Azerbaijan and is in line with the poverty reduction strategy outlined in the State Program on Poverty Reduction and Economic Development that include, among others, improvement of road infrastructure
|
|
Financing
Institution:
|
Asian Development
Bank
|
|
Total
Project Cost
|
USD 500
million
|
|
Program:
|
Loan-0014/0014
AZE
|
|
Contact:
|
Mr. Hong Wang (hongwang@adb.org)
|
|
Agency:
|
AzerRoadService
Open Joint-Stock Company Mr.Javid Gurbanov, Chairman 72/4 U. Hajibeyov Street
370066 Baku
|
|
More
information:
|
Click
here for additional information
|
|
Publicatiedatum: 12.02.2008 |
52. Azerbaidzjan: Road Network Development Investment Program - Project III : Azerbaijan
EVD-kenmerk: 193013Uitleg fases
|
Fase:
|
Identification
|
|
Processing
Stage:
|
Loan
|
Abstract:
tbd
tbd
|
|
Financing
Institution:
|
Asian
Development Bank
|
|
Total
Project Cost
|
USD 200
million
|
|
Program:
|
Loan:
39176-04
|
|
Contact:
|
Mr. Hong Wang
|
|
Agency:
|
Infrastructure
Division, CWRD
|
|
More
information:
|
Click
here for additional information
|
|
Publicatiedatum: 11.08.2007 |
53. Azerbaidzjan: Road Network Development Program-Project I : Azerbaijan
EVD-kenmerk: 178759Uitleg fases
|
Fase:
|
Board
|
|
Processing
Stage:
|
Loan
|
Abstract:
The first project (Project 1) of the Road Network Investment Program has four components: (i) construction of a new 4-lane expressway (about 59 km) between Masalli and Astara on the southern corridor, (ii) rehabilitation of local roads in the project area to improve the access to the Masalli?Astara expressway for local communities, (iii) installation of a vehicle weighing station along the Masalli?Astara expressway and procurement of road maintenance equipment, and (iv) project support and capacity building for road network management.
Project 1 of the Road Network Investment Program aims to develop an adequate, efficient, safe, and sustainable road network, linking the country domestically and internationally.
Project 1 has four components: (i) construction of about 59 km of a new expressway between Masalli and Astara on the southern corridor, (ii) rehabilitation of local roads in the project area, (iii) installation of a vehicle weighing station along the Masalli?Astara expressway and procurement of road maintenance equipment, and (iv) project support and capacity building for road network management.
The road subsector is a priority area for ADB assistance, which is identified in its Country Strategy and Program Update for Azerbaijan.
|
|
Financing
Institution:
|
Asian
Development Bank
|
|
Total
Project Cost
|
USD 200
million
|
|
Program:
|
Loan-2354/2355
AZE
|
|
Contact:
|
Mr. Hong Wang (hongwang@adb.org)
|
|
Agency:
|
Ministry
of Transport PANAHOV@MINTRANS.AZ
|
|
More
information:
|
Click
here for additional information
|
|
Publicatiedatum: 12.02.2008 |
54. Azerbaidzjan: Second Highway - Additional Financing
EVD-kenmerk: 205914Uitleg fases
|
Fase:
|
Board
|
|
Processing
Stage:
|
Active
|
Abstract:
PID January 23, 2008
Objectives
(a) The main project development objective of the additional financing remains the same as
of AH2P: reduce road transport costs and improve access, transit and road safety within
Azerbaijan's East-West and North-South corridors. For road users, the project would lead to
better road quality and level of serviceability, avoiding or deferring costly congestions expected
on the basis of mid-term traffic projections, better road safety through new alignments and city
bypasses, avoiding hazardous crossing of urban areas by heavy transit traffic, and savings
derived from shorter travel times.
(b) Key Indicators. Project performance would be assessed through a number of qualitative
assessments and quantitative indicators. The specified indicators would be regularly monitored
and evaluated by MoF, MoT, ARS and the PIU. The proposed indicators to be used to assess
project performance under the additional financing include:
(c) Project Outcome Indicators
• Reduction in transit time/vehicle operating cost from Alat to Masalli
• Reduction in transit time/vehicle operating cost from Tagiyev and Sahil
• Reduction in number of road accidents in the project roads
(d) Intermediate Outcome Indicators
• Number of km upgraded for Alat-Masalli
• Number of km rehabilitated for Tagiyev-Sahil
(e) The current Azerbaijan Country Partnership Strategy refers " to improving [...]
infrastructure services" as a central element of its first strategic goal “Sustainable and balanced
growth in the non-oil sectors" and defines "improved quality and access and lower cost to users
of roads" as a pillar of its second strategic goal “Greater integration with neighboring countries
and markets". The CPS underlines that Azerbaijan needs better infrastructure to cope with the
fast growing economy and could generate additional employment and economic benefits by
serving as a transit corridor for trade between Europe and Central Asia. Project design closely
follows the CPS guiding principles by emphasizing the improvement of basic trade corridors
while addressing the main technical and institutional foundations of sector management.
Description
(a) Component 1: Upgrading of the remaining sections of the M3 highway between Alat and
Masalli and rehabilitation of the existing R6 Baku bypass between Tagiyev and Sahil, as well as
about 200 km of secondary and local roads. This component comprises the civil works for the
above roads as well as the consultancy services for engineering design and the supervision of the
works. Land acquisition and resettlement costs required for acquiring the ROW of about 500
hectares would be solely financed by the Government.
(b) Component 2: Provision of technical assistance, training and goods to support
strengthening of MOT and ARS and carrying out project implementation: This component will
finance continued capacity development of ARS through provision of support to the
development of standard documents for domestic investment projects, seminars and training to
the investment divisions of the ARS, support to technical universities for curriculum
development, PIU salaries, incremental operating costs, vehicles and project auditing.
|
|
Financing
Institution:
|
World Bank
|
|
Total
Project Cost
|
USD 505.2
million
|
|
Contact:
|
Le Ber, Olivier P.
|
|
Agency:
|
AZER ROAD
SERVICE
|
|
More
information:
|
Click here for additional information
|
|
Publicatiedatum: 06.05.2008 |
55. Azerbeidzjan: Quality management in the road sector
EVD-kenmerk: 282270Uitleg fases
|
Fase:
|
Appraisal
|
|
Processing
Stage:
|
Pipeline
|
Abstract:
Major Sector (Sector) (%): Transportation (Roads and highways) (100%)
|
|
Financing
Institution:
|
World Bank
|
|
Total
Project Cost
|
USD 0.45
million
|
|
Contact:
|
Bure, Jacques
|
|
Agency:
|
AZERROADSERVICE
(ARS)
|
|
More
information:
|
Click here for additional information
|
|
Publicatiedatum: 16.08.2010 |
56. Azerbeidzjan: Third Highway Project
EVD-kenmerk: 258707Uitleg fases
|
Fase:
|
Board
|
|
Processing
Stage:
|
Active
|
|
Closing
date:
|
31-3-2015
|
Abstract:
PAD: 29 April 2010
B. Program Objective and Phases
18. The proposed Third Highway Project begins a third phase of Bank support for the road sector of Azerbaijan.8 Government describes the proposed investment in a draft “State Program for Rehabilitation and Development of Azerbaijan Republic’s Road Network (2006- 2015).”9 The Government objective is that M1, M2, M3 and M4 will eventually attain international motorway standards for technical and geometrical specifications, traffic safety and signage, road-user amenities such as motorway rest stops, operating and maintenance protocols, and a sustainable funding mechanism. The four M-roads total some 1,230km; about 300km are already upgraded to four or more lanes, but lack efficient and sustainable mechanisms for operation and maintenance. In the next five years, Government plans to upgrade an additional 700km; by end-2015 about 1,000km roads should be motorway standard (see Annex 1).
19. Future Bank support in the road sector would be two-fold: (i) to develop Azerbaijan motorway network and transport corridors; and (ii) to upgrade main, secondary, connecting, and local roads as a part of a regional development strategy. This third phase of Bank support will provide specialized assistance based on road function. The Third Highway Project would focus on upgrading the existing motorway and developing the future motorway grid. The Project would address motorway issues commonly encountered worldwide and those specific to Azerbaijan. Capacity development would target motorway operations and maintenance; proposed Third Highway Project technical assistance would be motorway-specific and complement general road sector-wide technical assistance ongoing under the Second Highway Project. Many countries of similar size to Azerbaijan, such as Croatia and Slovakia, have had good results from separating motorway management from management of regional roads.10 Technical standards, and operations and main enance differ for motorways and nonmotorway roads; specifications, safety standards, development objectives, financing methods, and human resource requirements can also differ. Separating motorways and regional roads would focus much-needed capacity building and institutional development on modernizing the AzerRoadService JSC (ARS).
20. Bank future support for regional roads would maintain the approach begun under the Second Additional Financing11 for the Second Highway Project with the focus on regional development. Azerbaijan’s regional and local roads are crucial to social and economic development in rural areas, and in several regions, poor conditions hamper year-round connections and roads linking rural areas with main transport corridors are derelict. In fact, up to 45 percent of these roads have exceeded their useful lifespan. Azerbaijan should develop regional roads in parallel with the motorway to maximize the economic impact of road network improvements.
C. Project Development Objective and Key Indicators
21. The project development objective (PDO) is “to contribute to a more efficient and safer Baku-Shamakhi road and higher quality road services as part of the upgrading to motorway standard, and to improve the management of the nascent motorway network”.
22. For road users the project would provide improved road quality and serviceability through a modernized motorway environment, including adequate safety features, interchanges, signage, rest stops, and other standard features associated with modern motorway networks.
23. For the Ministries of Transport and Finance the project would establish a framework to develop and manage the motorway network. This would include a sustainable road infrastructure management and financing scheme that embraces modern operations and maintenance practices and user-pay principles. At project Mid-Term Review it is anticipated that the Ministries of Transport and Finance will have reviewed options for a motorway framework and selected one for implementation.
24. For ARS the project would test the Motorway Management Unit concept as well as an operations and maintenance pilot on sections of the existing motorways. The Unit would oversee motorway operations, specific investments, operations and maintenance strategy, and maintain motorway-level standards for users. This Unit would help ARS separate motorway network management from that of other roads which could boost resource efficiency and allow the unit to focus on road-user oriented services. The project would finance the initial costs of establishing a small ARS team that could evolve into a Motorway Management Unit (MMU). In the medium term, this MMU would manage a modern motorway network, including providing sound road operation approaches, maintenance budgeting, planning, programming, and implementation. In addition, ARS will test new arrangements in operations and maintenance through a pilot on sections of the existing motorways. At project Mid-Term Review, the progress towards establishing a MMU and the implementation results of the pilot will be reviewed.
D. Project Components
26. Component 1: Motorway Improvement - Upgrading a 100km section of the existing two lane M4 Baku-Shamakhi road into four-lane motorway and related road safety activities (US$296 million without VAT). This component comprises civil works for the Baku- Shamakhi road and consultancy services for works supervision. It also finances road safety activities to be implemented throughout the project duration including design, construction, and opening of new four-lane road. Government would finance land acquisition and resettlement costs. The component also includes consultancies for technical audit of works and design of priority investments of the main road network.
27. Component 2: Institutional development (US$5.0 million without VAT), including: (a) preparation of a study to explore options for a policy on management and financing and efficient allocation of resources for Azerbaijan’s motorways (US$0.5 million without VAT); and (b) institutional development of the ARS in motorway operation and maintenance (US$4.5 million without VAT) by (i) establishing motorway guidelines (US$0.5 million without VAT); (ii) testing a small experimental motorway management unit at ARS (US$0.5 million without VAT); and (iii) carrying out an operations and maintenance pilot on sections of the existing motorways (US$3.5 million without VAT). Included are some traffic safety related equipment and goods, training, and study tours on motorway administration for MoT, ARS, and officials from other government agencies.
28. Component 3: Project Management (US$1 million without VAT). The project will finance consultant services, equipment and TA to support project management capacity of the PIU, including office equipment, software, training (especially financial management), seminars, financial management TA, and project financial audits.
|
|
Financing
Institution:
|
World Bank
|
|
Total
Project Cost
|
USD 356.15
million
|
|
Contact:
|
Bure, Jacques
|
|
Agency:
|
AZERROADSERVICES
(ARS)
|
|
More
information:
|
Click here for additional information
|
|
Publicatiedatum: 03.06.2010 |
57. Azië: CAM: GMS Southern Coastal Corridor Project (CAM/VIE) : Regional
EVD-kenmerk: 178422Uitleg fases
|
Fase:
|
Board
|
|
Processing
Stage:
|
Project
Loan
|
Abstract:
The Project will complete the Greater Mekong Subregion Southern Coastal Corridor (GMS-SCC) in Cambodia and Viet Nam.
The Project will include the following components:
(i) Rehabilitation of Transport Infrastructure.
In Cambodia 15 km of NR33 will be improved to the border with Viet Nam at Preak Chak.
In Viet Nam 89.5 km of National Highway (QL) 80 and QL63 will be improved, include construction of two large bridges across the Cai Be and Cai Lon Rivers;
(ii) Cross Border Facilities.
A new cross border facility will be provided, the design will take into account the ongoing work on the implementation of the GMS Cross-Border Transport Agreement;
(iii) HIV/AIDS and trafficking awareness and prevention; and
(iv) Road maintenance in Cambodia
|
|
Financing
Institution:
|
Asian
Development Bank
|
|
Total
Project Cost
|
USD 13
million
|
|
Program:
|
Loan-2373
REG
|
|
Contact:
|
Mr. Paul J. Vallely (pvallely@adb.org)
|
|
Agency:
|
Ministry
of Public Works and Transport Cambodia Component: Mr. Chhin Kong Hean 2nd
Floor, Eastern Building Corner Norodom Buld and 106 Street Phnom Penh,
Cambodia
|
|
More
information:
|
Click here for additional information
|
|
Publicatiedatum: 08.10.2008 |
58. Azië: CAM: GMS Southern Coastal Corridor Project (CAM/VIE) : Regional
EVD-kenmerk: 190577Uitleg fases
|
Fase:
|
Preparation
|
|
Processing
Stage:
|
Loan
|
Abstract:
The Project will complete the Greater Mekong Subregion Southern Coastal Corridor (GMS-SCC) in Cambodia and Viet Nam.
The Project will include the following components:
(i) Rehabilitation of Transport Infrastructure.
In Cambodia 15 km of NR33 will be improved to the border with Viet Nam at Preak Chak.
In Viet Nam 89.5 km of National Highway (QL) 80 and QL63 will be improved, include construction of two large bridges across the Cai Be and Cai Lon Rivers;
(ii) Cross Border Facilities.
A new cross border facility will be provided, the design will take into account the ongoing work on the implementation of the GMS Cross-Border Transport Agreement;
(iii) HIV/AIDS and trafficking awareness and prevention; and
(iv) Road maintenance in Cambodia
|
|
Financing
Institution:
|
Asian
Development Bank
|
|
Total
Project Cost
|
USD 13
million
|
|
Program:
|
Loan:
36353-02
|
|
Contact:
|
Mr. Paul J. Vallely (pvallely@adb.org)
|
|
Agency:
|
Ministry
of Public Works and Transport Cambodia Component: Mr. Chhin Kong Hean 2nd
Floor, Eastern Building Corner Norodom Buld and 106 Street Phnom Penh,
Cambodia
|
|
More
information:
|
Click
here for additional information
|
|
Publicatiedatum: 12.07.2007 |
59. Azië: Caucasus Online
EVD-kenmerk: 216265Uitleg fases
|
Fase:
|
Board
|
|
Processing
Stage:
|
Board
approved, Pending signing
|
Abstract:
Project description and objectives:
The proposed project will finance the construction, laying, commissioning and operation of a high capacity sub-sea cable to connect Georgia with Bulgaria, together with on-shore network extensions connecting the city of Poti to Tbilisi and Azerbaijan-Georgia border.
This will enable Caucasus Online to route its own and transit traffic from other countries in Caucasus and, in the future, Central Asia, cost effectively to Europe and to sell spare capacity to operators in Europe to route their traffic from Europe to Georgia, rest of Caucasus, Central Asia and beyond.
Transition impact:
The project will support the development of a modern and competitive and effective telecommunications and internet services market in Georgia.
This includes the promotion of network expansion thereby increasing access to telephony and internet services and improving the quality of services.
Furthermore, the project encourages the development of innovative and advanced communication services and extends the development of the sector beyond basic telephone services.
Greater competition should enhance the speed, range and quality of these services as well as bring cost benefits such as cheaper international access.
The client:
Caucasus Online, the leading Internet Service Provider (ISP) and Long Distance communication provider in the Republic of Georgia.
Caucasus Online has been operating since 1997 as one of the pioneers in the Georgian Internet Service market.
In 2000 Mr.
Mamia Sanadiradze acquired the Company and became its CEO.
He holds 80.1% of the shares and the balance of the shares are held by GML International Limited 10% and TBC Bank 9.9%.
EBRD finance:
USD 35 million financing package composed of a senior secured debt and an equity investment in 5% share capital of Caucasus Online.
Total project cost:
USD 76 million.
Environmental impact:
The operation was classified B/0.
The project could involve some specific environmental issues which can be readily addressed.
Environmental due diligence is currently underway.
Installation of sub-sea cable in the Black Sea between Georgia and Bulgaria and the construction of terrestrial extensions could have some environmental issues.
These issues include as follows: official environmental approvals both in Georgia and Bulgaria, overall environmental, health and safety management systems, adequacy of the site selection, impacts on fisheries, marine ecology, bird population, archaeological sites, landscape and visual characteristics of the coastal sites, construction disturbance such as noise and traffic, construction worker safety and legal protection.
Established environmental mitigation measures for installation of sub-sea cable are available through good international practice/standards (such as MARPOL 73/78).
The Company should demonstrate as to how they adhere to good international practice/standards for the proposed operation.
The project is required to comply with respective national and EU environmental, health, safety and labour standards.
An Environmental Action Plan (EAP) should be developed and agreed for the project.
The project will be required to comply with national and EU environmental, health and safety standards and requirements, implement an EAP and submit an Annual Environmental Report to the Bank.
The Bank will monitor the project’s environmental performance during the life of the project through a review of the Annual Environmental Report as well as monitoring visit where necessary and adequate.
Technical cooperation:
None.
For consultant opportunities for projects financed by technical cooperation funds, visit procurement of consultants.
Company contact:
Vahan Mgebryan Chief Financial Officer
Caucasus Online LLC
E-mail: vahan@caucasus.net
EBRD contact:
Abduaziz Muminov, Operation Leader: muminova@ebrd.com
Business opportunities:
For business opportunities or procurement, contact the client company
|
|
Financing
Institution:
|
|
|
Total
Project Cost
|
USD 76
million
|
|
Contact:
|
Abduaziz Muminov, Operation Leader: muminova@ebrd.com
|
|
Agency:
|
Vahan
Mgebryan Chief Financial Officer Caucasus Online LLC E-mail:
vahan@caucasus.net
|
|
More
information:
|
Click
here for additional information
|
|
Publicatiedatum: 23.10.2008 |
60. Azië: Central Asia Regional Economic Cooperation: Transport Sector Strategy Study (Formerly Facilitation of Cross Border Initiatives for Transport Sector in Central Asia) : Regional
EVD-kenmerk: 196672Uitleg fases
|
Fase:
|
Board
|
|
Processing
Stage:
|
Regional
Technical Assistance
|
Abstract:
The TA will help formulate a Central Asia Regional Economic Cooperation (CAREC) transport sector strategy.
The TA aims to develop a CAREC transport sector strategy that will guide CAREC cooperation activities to develop an efficient regional transport network to optimally link the region internally and with the rest of the world.
The TA will be implemented in two phases.
Phase I will give an overview of the CAREC regional transport networks and cross-border arrangements.
Phase II will develop a CAREC transport sector strategy.
The TA is consistent to ADB's CAREC Regional Cooperation Strategy and Program.
The latest CAREC regional cooperation strategy and program update reconfirms transport as one of priority sectors under CAREC and for ADB support
|
|
Financing
Institution:
|
Asian
Development Bank
|
|
Total
Project Cost
|
USD 0.95
million
|
|
Program:
|
RETA-6347
REG
|
|
Contact:
|
Mr. Haruya Koide (hkoide@adb.org)
|
|
Agency:
|
Asian
Development Bank Haruya Koide hkoide@adb.org
|
|
More
information:
|
Click
here for additional information
|
|
Publicatiedatum: 04.10.2007 |
61. Azië: Central Asia Regional Economic Cooperation: Transport Sector Strategy Study (Formerly Facilitation of Cross Border Initiatives for Transport Sector in Central Asia) : Regional
EVD-kenmerk: 196842Uitleg fases
|
Fase:
|
Board
|
|
Processing
Stage:
|
Regional
Technical Assistance
|
Abstract:
The TA will help formulate a Central Asia Regional Economic Cooperation (CAREC) transport sector strategy.
The TA aims to develop a CAREC transport sector strategy that will guide CAREC cooperation activities to develop an efficient regional transport network to optimally link the region internally and with the rest of the world.
The TA will be implemented in two phases.
Phase I will give an overview of the CAREC regional transport networks and cross-border arrangements.
Phase II will develop a CAREC transport sector strategy.
The TA is consistent to ADB's CAREC Regional Cooperation Strategy and Program.
The latest CAREC regional cooperation strategy and program update reconfirms transport as one of priority sectors under CAREC and for ADB support
|
|
Financing
Institution:
|
Asian
Development Bank
|
|
Total
Project Cost
|
USD 0.95
million
|
|
Program:
|
RETA-6347
REG
|
|
Contact:
|
Mr. Haruya Koide (hkoide@adb.org)
|
|
Agency:
|
Asian
Development Bank Haruya Koide hkoide@adb.org
|
|
More
information:
|
Click
here for additional information
|
|
Publicatiedatum: 05.10.2007 |
62. Azië: Cross Border Agreement Among the Kyrgyz Republic, People's Republic of China and Republic of Tajikistan : Regional
EVD-kenmerk: 193146Uitleg fases
|
Fase:
|
Board
|
|
Processing
Stage:
|
Regional
Technical Assistance
|
Abstract:
Regional RETA: (N) REG 39676-01
--------------------------------------------------------------------------------
• Objectives and Scope
• Procurement
• Project Processing Stage
• Status of Consulting Services
• Project Officer
Project Name
Cross Border Agreement Among the People's Republic of China, Kyrgyz Republic and Tajikistan
Executing Agency
Asian Development Bank
TA Amount (US$ '000)
500.00
Activity Type
Research
Date of First Listing
8 August 2007
--------------------------------------------------------------------------------
Objectives and Scope
The TA will help prepare the Cross Border Agreement (CBA) among Tajikistan, the Kyrgyz Republic and the PRC.
The CBA will facilitate smooth trans-border movement of people, good and vehicles and remove various non-physical barriers to regional trade and transport.
Consulting Services
The consulting services will be carried out over a period of about 24 months, and will require about 24 person-months of international and about 10 person-months of domestic input.
Individual consultants will be recruited through using biodata bid selection method, in accordance with ADB's Guidelines on the Use of Consultants by Asian Development Bank and Its Borrowers.
With due regard to legal, regulatory and policy requirements, and international practice, the Consultant will assist in developing a trilateral cross-border agreement among the PRC, the Kyrgyz Republic, and Tajiksitan, including cross references, appendixes, and protocols concerning existing bilateral and multilateral agreements, as appropriate.
Project Processing Stage
Fact-Finding Mission Completed : 28 April 2007
Recruitment of Consultants
Recruitment of Consultants expected to take place in October 2007.
Project Officer
Roka Sanda (632-6426)
Infrastructure Division, CWRD
rsanda@adb.org
|
|
Financing
Institution:
|
Asian
Development Bank
|
|
Total
Project Cost
|
USD 0.5
million
|
|
Program:
|
RETA-6415
REG
|
|
Contact:
|
Haruya Koide
|
|
Agency:
|
Asian
Development Bank
|
|
More
information:
|
Click here for additional information
|
|
Publicatiedatum: 04.11.2008 |
63. Azië: Greater Mekong Subregion: Railway Strategy Study
EVD-kenmerk: 229209Uitleg fases
|
Fase:
|
Board
|
|
Processing
Stage:
|
Approved
|
Abstract:
TA Name: Greater Mekong Subregion: Railway Strategy Study
Country: Regional
Project Number: 42518-01
Fund Source/Amount[Proposed]: Technical Assistance Special Fund US225 000
Thematic Classification: Sustainable Economic Growth
|
|
Financing
Institution:
|
Asian
Development Bank
|
|
Program:
|
TA
|
|
Contact:
|
Peter Broch
pbroch@adb.org
|
|
Agency:
|
Asian
Development Bank Postal Address: PO Box 789 0980 Manila, Philippines Street
Address: 6 ADB Avenue, Mandaluyong City 1550, Philippines Telephone No: + 632
632 4444 (connecting all Depts/Offices) Main Fax No: + 632 636 2445
|
|
More
information:
|
Click here for additional information
|
|
Publicatiedatum: 24.03.2009 |
64. Azië: Implementation of the Greater Mekong subregion cross-border transport agreement (supplementary financing)
EVD-kenmerk: 253731Uitleg fases
|
Fase:
|
Board
|
|
Processing
Stage:
|
Approval
11 Aug 2009
|
Abstract:
TA Name: Implementation of the Greater Mekong Subregion Cross-Border Transport Agreement (Supplementary Financing)
Country: Regional
TA Number: 6307
Project Number: 37523- 03
Fund Source/Amount[Approved]: Australian Grant US935 000
Thematic Classification: Awaiting data from ODS
Responsible ADB Officer: Yu-Shu Feng
Responsible ADB Department: Southeast Asia Department
Responsible ADB Division: Country Coordination and Regional Cooperation Division, SERD
Executing Agencies: Asian Development Bank
|
|
Financing
Institution:
|
Asian
Development Bank
|
|
Program:
|
TA Number:
6307
|
|
Contact:
|
Yu-Shu Feng
yushufeng@adb.org
|
|
Agency:
|
Asian
Development Bank
|
|
More
information:
|
Click here for additional information
|
|
Publicatiedatum: 09.10.2009 |
65. Azië: Regional Road Corridor Improvement Project (PRC/KGZ/TAJ) : Regional
EVD-kenmerk: 188162Uitleg fases
|
Fase:
|
Board
|
|
Processing
Stage:
|
Grant
|
Abstract:
The PRC-Kyrgyz Republic-Tajikistan road corridor (the Corridor), which runs from Irkeshtam on the Kyrgyz Republic border with the PRC to Dushanbe, approximately 550-km total length, is a key transport artery for two land-locked countries of the Kyrgyz Republic and Tajikistan to trade with PRC.
It is also an integral part of the regional road network in Central Asia that links the Kyrgyz Republic, PRC, Tajikistan, Afghanistan, Uzbekistan, and Turkmenistan.
More broadly, it is a part of the Asian Highway Network connecting the ocean ports of Iran and Pakistan in the South to Kazakhstan and the Russian Federation in the North.
The Corridor has deteriorated extensively due to deferred maintenance and capital investment.
It is a bottleneck for regional trade and transport.
The objectives of the Project are to contribute to reducing transport costs and fostering regional trade and cooperation among the Kyrgyz Republic, PRC, Tajikistan, and other CARs by improving sections of the regional road corridor from Tajikistan to the Kyrgyz Republic.
The Project will
(i) improve remaining 270 km of the two-lane road from Sary-Tash in Kyrgyz Republic to Nimich in Tajikistan (about 150 km from Sary-Tash in the Kyrgyz Republic to the Kyrgyz-Tajik border and about 120 km from the Kyrgyz-Tajik border to Nimich in Tajikistan);
(ii) improve infrastructure and facilities at the Kyrgyz-PRC border crossing (the Irkeshtam border post) and the Kyrgyz-Tajik border crossing (the Karamik border post),
(iii) improve capacity of the MOTCs in the Kyrgyz Republic and Tajikistan to outsource maintenance activities to the private sector, and
(iv) develop a cross-border agreement among the Kyrgyz Republic, Tajikistan and the PRC.
The Project is fully consistent with ADB?s strategic objectives for regional cooperation in Central Asia and regional transport sector strategy.
The project directly support two of the four strategic objectives that are identified in the Regional Cooperation Strategy and Program:
(i) increasing trade and integration with large markets, including securing the CAR?s access to markets in South Asia, the PRC, Iran, Turkey, and the Russian Federation; and
(ii) improving economic cooperation to reduce transport costs and the facilitate trade
|
|
Financing
Institution:
|
Asian
Development Bank
|
|
Total
Project Cost
|
USD 40
million
|
|
Program:
|
Grant-0084
REG
|
|
Contact:
|
Mr. Rustam Ishenaliev (rishenaliev@adb.org)
|
|
Agency:
|
Infrastructure
Division, CWRD
|
|
More
information:
|
Click here for additional information
|
|
Publicatiedatum: 08.10.2008 |
66. Azië: Regional Road Corridor Improvement Project (PRC/KGZ/TAJ) : Regional
EVD-kenmerk: 190080Uitleg fases
|
Fase:
|
Preparation
|
|
Processing
Stage:
|
Loan
|
Abstract:
The PRC-Kyrgyz Republic-Tajikistan road corridor (the Corridor), which runs from Irkeshtam on the Kyrgyz Republic border with the PRC to Dushanbe, approximately 550-km total length, is a key transport artery for two land-locked countries of the Kyrgyz Republic and Tajikistan to trade with PRC.
It is also an integral part of the regional road network in Central Asia that links the Kyrgyz Republic, PRC, Tajikistan, Afghanistan, Uzbekistan, and Turkmenistan.
More broadly, it is a part of the Asian Highway Network connecting the ocean ports of Iran and Pakistan in the South to Kazakhstan and the Russian Federation in the North.
The Corridor has deteriorated extensively due to deferred maintenance and capital investment.
It is a bottleneck for regional trade and transport.
The objectives of the Project are to contribute to reducing transport costs and fostering regional trade and cooperation among the Kyrgyz Republic, PRC, Tajikistan, and other CARs by improving sections of the regional road corridor from Tajikistan to the Kyrgyz Republic.
The Project will
(i) improve remaining 270 km of the two-lane road from Sary-Tash in Kyrgyz Republic to Nimich in Tajikistan (about 150 km from Sary-Tash in the Kyrgyz Republic to the Kyrgyz-Tajik border and about 120 km from the Kyrgyz-Tajik border to Nimich in Tajikistan);
(ii) improve infrastructure and facilities at the Kyrgyz-PRC border crossing (the Irkeshtam border post) and the Kyrgyz-Tajik border crossing (the Karamik border post),
(iii) improve capacity of the MOTCs in the Kyrgyz Republic and Tajikistan to outsource maintenance activities to the private sector, and
(iv) develop a cross-border agreement among the Kyrgyz Republic, Tajikistan and the PRC.
The Project is fully consistent with ADB?s strategic objectives for regional cooperation in Central Asia and regional transport sector strategy.
The project directly support two of the four strategic objectives that are identified in the Regional Cooperation Strategy and Program:
(i) increasing trade and integration with large markets, including securing the CAR?s access to markets in South Asia, the PRC, Iran, Turkey, and the Russian Federation; and
(ii) improving economic cooperation to reduce transport costs and the facilitate trade
|
|
Financing
Institution:
|
Asian
Development Bank
|
|
Total
Project Cost
|
USD
25 million
|
|
Program:
|
Loan:
39676-01
|
|
Contact:
|
Mr. Roka Sanda (rsanda@adb.org)
|
|
Agency:
|
Ministry
of Transport and Communications
|
|
More
information:
|
Click
here for additional information
|
|
Publicatiedatum: 06.07.2007 |
67. Azië: Regional road development project - supplementary
EVD-kenmerk: 252406Uitleg fases
|
Fase:
|
Board
|
|
Processing
Stage:
|
Approved
|
Abstract:
Grant Name
Regional Road Development Project - Supplementary
Country
Regional
Grant Number
199
Project Number
43170-01
Fund Source/Amount[Approved]
Asian Development Fund US£16.00 million
Thematic Classification
Regional Cooperation
Project Rationale
Together with the original loan, the supplementary grant will strengthen Mongolia's transport links to the PRC and Russia as well as to other countries in the region through the port of Tianjin in the PRC.
Impact
Together with the original loan, the supplementary grant financial assistance will promote regional cooperation and sustainable economic growth in Mongolia.
Outcome
Together with the original loan, the supplementary grant financial assistance will increase the efficiency and safety of domestic and international transit traffic between the PRC and Russia through Mongolia's north-south road transport corridor.
Outputs
The key output of the main Project is the development of the 428 km road corridor between Choyr and Zamyn-Uud.The supplementary grant financial assistance will finance a 62 km road section of the road corridor which was to be originally financed by the Government of Mongolia.
Geographical Location
Mongolia
Summary of Environmental and Social Issues
Social Aspects
The environmental impact assessment [EIA] for the Project under the original loan [Loan 2087-MON] was undertaken through broad-based public consultations, and the summary was circulated to the ADB Board and made public on the ADB web site on 5 March 2004.The EIA approved by Mongolia's Ministry of Nature and Environment on 12 May 2004 and concludes that the Project will have no major adverse impacts on the environment.Operation of a paved road will improve the environment as it provides an alternative to currently driving through multiple unimproved earth tracks, which has contributed to land degradation.Planting of vegetation at specific locations along the project road will improve the environment by controlling snow and sand rifts.The Project will also have positive social impacts with the implementation of specific components or working conditions, and road safety.
Stakeholder Participation and Consultation
During Project Design
A participatory approach was taken in designing the Project under the original loan including the 62 km road section.The stakeholder participation and consultation process was conducted throughout the initial project design phase.
During Project Implementation
Consultations will continue during implementation.
Procurement
Consulting Services
Consultants have been recruited in line with ADB's Guidelines on the Use of Consultants [2007, as amended from time to time] under the main Loan 2087 MON.The Government has financed consultants for detailed design engineering.ADB financed consultants for construction supervision.
Civil Works/Goods
All procurement to be financed under ADB supplementary financing assistance will be carried out in accordance with ADB's Procurement Guidelines [2007, as amended from time to time]
|
|
Financing
Institution:
|
Asian
Development Bank
|
|
Program:
|
Grant
Number 199
|
|
Contact:
|
Lakshman Athukorala
slathukorala@adb.org
|
|
Agency:
|
Department
of Roads ICTUB@MAGICNET.MN
|
|
More
information:
|
Click here for additional information
|
|
Publicatiedatum: 09.04.2010 |
68. Azië: Support for Sustainable Transport Initiative
EVD-kenmerk: 204409Uitleg fases
|
Fase:
|
Identification
|
|
Processing
Stage:
|
Beginning
of Fact-finding Mission: Jul 2008
|
Abstract:
Objectives and Scope
The TA will make critical contributions toward helping DMCs establish an energy efficient and sustainable transport system.
Consulting Services
Consulting Services yet to be determined.
Project Processing Stage
Beginning of Fact-finding Mission: Jul 2008.
Recruitment of Consultants
Requirements for Consulting Services to be completed during Fact-finding mission.
Project Officer
Eunkyung Kwon (632-6825)
Energy, Transport and Water Division
ekwon@adb.org
|
|
Financing
Institution:
|
Asian
Development Bank
|
|
Total
Project Cost
|
USD 0.3
million
|
|
Program:
|
RETA
|
|
Contact:
|
Eunkyung Kwon (632-6825)
Energy, Transport and Water Division
ekwon@adb.org
|
|
Agency:
|
Asian
Development Bank
|
|
More
information:
|
Click
here for additional information
|
|
Publicatiedatum: 22.01.2008 |
69. Azië: VIE: GMS Kunming-Haiphong Transport Corridor: Yen Vien-Lao Cai Railway Upgrading Project : Regional
EVD-kenmerk: 177699Uitleg fases
|
Fase:
|
Board
|
|
Processing
Stage:
|
Loan
|
Abstract:
The Project comprises five components, namely: (i) Track component; (ii) Bridge component; (iii) Terminals component; (iv) Safety component; and (v) Reform component
The Project is designed to promote sustainable economic growth by rehabilitating 285 kilometers of railway line from Yen Vien station in the the northern suburbs of Hanoi to Lao Cai on the border with the People's Republic of China (the PRC). The Project will develop a safe, efficient, and environmentally sustainable railway transport system in the northwest region of Viet Nam, enhance connectivity with the PRC through the Kunming-Hai Phong transport corridor, and assist with institutional reform of the railway subsector.
The railway from Yen Vien, near Hanoi, to Lao Cai on the border with the PRC is part of the Kunming-Hai Phong transport corridor, which is a strategic link in the GMS north-south corridor. Developing the transport corridor is a high-priority subregional transport project under the GMS Economic Cooperation Program, which aims to develop efficient multimodal infrastructure links between the GMS countries. The proposed Project will restore and expand the capacity of a long-established link between Yunna province int he southwest of the PRC and the strategic port of Hai Phong in Viet Nam on the Gulf of Tonkin. Landlocked Yunnan province has a growing need for efficient transport routes to sea ports for the export of its goods.
|
|
Financing
Institution:
|
Asian
Development Bank
|
|
Total
Project Cost
|
USD 60
million
|
|
Program:
|
Loan-2302
REG
|
|
Contact:
|
Mr. Peter Broch (pbroch@adb.org)
|
|
Agency:
|
Vietnam
Railways
|
|
More
information:
|
Click
here for additional information
|
|
Publicatiedatum: 07.12.2007 |
70. Azië: VIE: GMS Southern Coastal Corridor Project (CAM/VIE) : Regional
EVD-kenmerk: 190576Uitleg fases
|
Fase:
|
Preparation
|
|
Processing
Stage:
|
Loan
|
Abstract:
The Project will complete the Greater Mekong Subregion Southern Coastal Corridor (GMS-SCC) in Cambodia and Viet Nam.
The Project will include the following components:
(i) Rehabilitation of Transport Infrastructure.
In Cambodia 15 km of NR33 will be improved to the border with Viet Nam at Preak Chak.
In Viet Nam 89.5 km of National Highway (QL) 80 and QL63 will be improved, include construction of two large bridges across the Cai Be and Cai Lon Rivers;
(ii) Cross Border Facilities.
A new cross border facility will be provided, the design will take into account the ongoing work on the implementation of the GMS Cross-Border Transport Agreement;
(iii) HIV/AIDS and trafficking awareness and prevention; and
(iv) Road maintenance in Cambodia.
The ADB?s Regional Cooperation Strategy and Program Update for the Greater Mekong Subregion (GMS) includes four strategic pillars the first of which addresses strengthening connectivity and facilitating cross-border movement and tourism.
Although subregional traffic is still modest, the governments of the GMS countries, give high priority to the development of transport infrastructure links that will facilitate regional and international trade and economic cooperation.
The high priority given to cooperation in the transport sector is because of the poor state of the transport infrastructure in most of the GMS that is a major constraint to economic growth, trade and other forms of cooperation.
By reducing travel times and vehicle operating costs along the GMS?SCC the Project will encourage economic activities in the affected provinces, provide employment opportunities for the local population, and improve access to social services.
At the national level, the Project responds to both Governments? infrastructure development emphasis on improving the national road network to allow more effective access and induce economic growth and to improve the GMS road network
|
|
Financing
Institution:
|
Asian
Development Bank
|
|
Total
Project Cost
|
USD 75
million
|
|
Program:
|
Loan:
36353-01
|
|
Contact:
|
Mr. Paul J. Vallely (pvallely@adb.org)
|
|
Agency:
|
Viet Nam
Road Administration, Ministry of Transport Viet Nam Component: Mr. Mai Van
Duc-Chairman 106 Thai Thinh Dong Da Hanoi, Viet Nam
|
|
More
information:
|
Click
here for additional information
|
|
Publicatiedatum: 12.07.2007 |
71. Azië: Western Regional Road Corridor Development Project - Phase I
EVD-kenmerk: 203796Uitleg fases
|
Fase:
|
Board
|
|
Processing
Stage:
|
Loan
Negotiations Completed : 7 January 2008
|
Abstract:
Objectives and Scope
The impact of the Project will be the promotion of the regional transport of freight and passengers via the Western Road Corridor and increased economic development and regional trade.
The outcome will be an efficient and safe regional transport route that is developed in the Western Region of Mongolia, linking Xinjiang Autonomous Region in the PRC and the Siberia region of the Russian Federation, by way of Hovd and Bayan-Olgiy aimags of Mongolia.
The purpose of the Project is to enhance transport links among PRC, Mongolia, and other countries in the region and promote regional transport via the Western road corridor.
Procurement
Goods
Goods and services financed by the ADB loan will be procured in accordance with ADB's Procurement Guidelines.
Civil works for the project road will be procured through international competitive bidding.
Equipment will also be procured through national competitive bidding.
Services
The Project will finance 92.5 person-months of international consulting services: 16 for detailed design and 72 for construction supervision and 4.5 for other services.
The detailed design period is anticipated to begin in the first quarter of 2008 and last for the entire year.
The construction supervision consulting services will be required from the middle of the second quarter of 2009 and extend through the completion of the road defects liability period at the end of the first quarter of 2012.
The Government will finance consulting services for detail design, while ADB will finance the construction supervision consulting services.
ADB-financed consultants will be recruited using quality and cost based method and full technical proposal, in accordance with Guidelines on the Use of Consultants by Asian Development Bank and Its Borrowers.
Environmental Category: A
Project Processing Stage
Loan Negotiations Completed : 7 January 2008
Project Officer
Lakshman Athukorala (632-6927)
Transport Division, EARD
slathukorala@adb.org
|
|
Financing
Institution:
|
Asian
Development Bank
|
|
Total
Project Cost
|
USD 0.02
million
|
|
Program:
|
LOAN
|
|
Contact:
|
Loan Negotiations Completed : 7 January 2008
|
|
Agency:
|
Ministry
of Roads, Transport and TourismContact : Khuushaan Gantumur Fax. No. : +976
11 310612 E-mail : gantumur@mrtt.pmis.gov.mn Tel. No. : +976 11 317978
Address : Government Building-2 United Nation's Street-5/2 Ulaanbaatar 210646
Mongolia
|
|
More
information:
|
Click
here for additional information
|
|
Publicatiedatum: 14.01.2008 |
72. Bahrein: Khalifa Bin Salman Port
EVD-kenmerk: 237886Uitleg fases
|
Fase:
|
Board
|
|
Processing
Stage:
|
Signed
|
Abstract:
Khalifa Bin Salman Port
|
|
Financing
Institution:
|
AFESD
|
|
Total
Project Cost
|
USD 52.5
million
|
|
Contact:
|
AFESD
P.O. Box 21923 SAFAT
13080 Kuwait
State of Kuwait
E-Mail: HQ@ARABFUND.ORG
Tel. No.: (965) 495 9000
Fax No.: (965) 48 15750/60/70
CABLE: INMARABI KUWAIT
TLX: INMARAB 22153 KT
|
|
Agency:
|
AFESD P.O.
Box 21923 SAFAT 13080 Kuwait State of Kuwait E-Mail: HQ@ARABFUND.ORG Tel.
No.: (965) 495 9000 Fax No.: (965) 48 15750/60/70 CABLE: INMARABI KUWAIT TLX:
INMARAB 22153 KT
|
|
More
information:
|
Click here
for additional information
|
|
Publicatiedatum: 24.03.2009 |
73. Bangladesh: Chittagong Port Efficiency Improvement : Bangladesh
EVD-kenmerk: 226269Uitleg fases
|
Fase:
|
Board
|
|
Processing
Stage:
|
Technical
Assistance
|
Abstract:
The TA includes assistance to address hinterland transportation and logistics issues at the macro level; and targetted specifically at the port of Chittagong to ensure the sustainability of project benefits.
This advisory TA will have two components. The first component (Multimodal Operational System Study) will address hinterland transportation issues at the macro-level. The second component is targeted specifically on the Port of Chittagong to ensure the sustainability of the Project benefits. The first component will: (i) conduct an assessment of the performance of the three modes in the Dhaka and Chittagong corridor, (ii) conduct a comparative modal analysis of road, rail and inland waterways, and (iii) recommend institutional, operational and infrastructure improvements and changes needed to increase the efficiency and competitiveness of the modes. The second component will assist in the implementation of the Port Efficiency Improvement Plan. In particular, it will assist (i) the implementation of a Human Resources Development Plan to support the new management information and operations control systems at the Chittagong Port Authority (CPA); (ii) Ministry of Shipping (MOS) and CPA to introduce appropriate tariff and regulatory reforms related with the proposed Project; (iii) CPA prepare a strategic plan for Chittagong Container Terminal (CCT); and (iv) comply with the milestones for the planned actions.
Over the past decade much of ADB's assistance to the transport sector in Bangladesh focused on improving the road network. The rationale was that efficient transportation and operation of sea ports were essential for economic and social development. With view to addressing these issues, this TA will will address (i) hinterland transportation issues at the macro level, and (ii) assist efficient operation of Chittagong port.
|
|
Financing
Institution:
|
Asian
Development Bank
|
|
Total
Project Cost
|
USD 0.7
million
|
|
Program:
|
TA-4506
BAN
|
|
Contact:
|
Ahmed Faruque
|
|
Agency:
|
Chittagong
Port Authority Mr. Hadi Babul, Chief Planning Project Director Customs House
of Chittagong Roads and Highways Department Mr. Firoz Khan Noon, Additional
Chief Engineer
|
|
More
information:
|
Click here for additional information
|
|
Publicatiedatum: 25.10.2008 |
74. Bangladesh: Development of Transport Corridor for Trade Facilitation : Bangladesh
EVD-kenmerk: 172508Uitleg fases
|
Fase:
|
Board
|
|
Processing
Stage:
|
Technical
Assistance
|
Abstract:
Identify road corridors to be improved, with the highest priority to facilitating trade and maximizing the benefits for Bangladesh.
Study the project's technical, financial, economic, social, and environmental viability.
Objective and Scope The objective of this TA is to prepare project
(s) for possible financing by ADB.
These projects could be
(i) physical infrastructure improvements to transport links,
(ii) physical infrastructure improvements to ancillary facilities, or
(iii) equipment necessary to facilitate cross-border movement of goods to complement the physical improvements.
The TA will also recommend and formulate an implementation plan for procedural improvements to facilitate cross-border trade to complement the physical improvements that may be carried out.
The TA will be conducted in two phases.
Phase I of the study will formulate a prioritized list of possible infrastructure improvements.
Phase II of the Study will be to prepare possible projects (except for rail projects from this prioritized list based on the decision of the Government and ADB.
It is antiicapted that Phase I of the Study will take 3 months and Phase II another 5 months.
Linkage to Country/Regional Strategy ADB's assistance for development of road corridors for trade facilitation has been focused on the northwest-southeast corridor, making best use of the Jamuna Bridge and the Chittagong port.
With the construction of the Padma Bridge, the importance of the southwest-northeast and southwest-southeast corridors will become larger to facilitate trade
|
|
Financing
Institution:
|
Asian
Development Bank
|
|
Total
Project Cost
|
USD 0.95
million
|
|
Program:
|
TA-4821
BAN
|
|
Contact:
|
Lee Ming Tai
|
|
Agency:
|
Transport
Coordination Wing, Planning Commision AHM Abul Qasem, Member (Physical Infra.
and Prog.) Ministry of Planning Government of Bangladesh Sher-e-Bangla Nagar,
Dhaka 1207
|
|
More
information:
|
Click here for additional information
|
|
Publicatiedatum: 25.10.2008 |
75. Bangladesh: Dhaka-Chittagong Railway Development Project
EVD-kenmerk: 202028Uitleg fases
|
Fase:
|
Board
|
|
Processing
Stage:
|
Board
|
Abstract:
Dhaka-Chittagong Railway Development Project
(a) Background and Necessity
In parallel to the robust economic growth (5~6% of GDP) in recent years, demand for transportation has steadily increased by 5~6% annually in Bangladesh, showing a particularly rapid growth in the demand for transport in the Dhaka-Chittagong corridor, connecting Dhaka, the capital city and political and economic hub of the country, and Chittagong, the second largest city and industrial hub with the country's largest seaport.
Whereas the government has high expectations for the railway to play a leading role in meeting this increasing demand, it seems difficult for the current railway facilities to meet such expectations, since they were mostly developed during the British Colonial period (up to 1947), and the Government of Bangladesh has scarcely made any new investments since independence in 1971.
This has caused railway facilities to become old and decrepit, and if left unattended, they will have difficulty in meeting the growing transport demand, thus posing a bottleneck for the economic growth in the years ahead.
(b) Purpose and Description
The purpose of the project is to strengthen the transportation capacity and to improve the quality of railway service of the Dhaka-Chittagong section, by fully capitalizing on the inherent strengths of railway transport—massive, rapid, punctual, safe and environmentally friendly—thereby contributing to the country's socioeconomic infrastructure development and environmental improvement.
In addition, the project will contribute to more efficient railway operation by supporting, jointly with the World Bank and Asian Development Bank, the railway reform program implemented by the Government of Bangladesh.
The loan will fund civil work for doubling a part of Dhaka-Chittagong rail track, rehabilitation of a workshop, procurement of locomotives, and consulting services.
Project executing agency: Bangladesh Railway
Address: Rail Bhaban 16, Abdul Gani Road Dhaka-1000, Bangladesh
Tel: 880-2-956-1200 Fax: 880-2-956-3413
|
|
Financing
Institution:
|
Japan -
Cooperation
|
|
Total
Project Cost
|
USD 115.99
million
|
|
Contact:
|
Bangladesh Railway
Address: Rail Bhaban 16, Abdul Gani Road Dhaka-1000, Bangladesh
Tel: 880-2-956-1200 Fax: 880-2-956-3413
|
|
Agency:
|
Bangladesh
Railway Address: Rail Bhaban 16, Abdul Gani Road Dhaka-1000, Bangladesh Tel:
880-2-956-1200 Fax: 880-2-956-3413
|
|
More
information:
|
Click here for additional information
|
|
Publicatiedatum: 13.12.2007 |
76. Bangladesh: Infrastructure Financing Development Facility II : Bangladesh
EVD-kenmerk: 194358Uitleg fases
|
Fase:
|
Identification
|
|
Processing
Stage:
|
Technical
Assistance
|
Abstract:
tbd
tbdhttp://www.adb.org/Documents/PIDs/40517032.asp
Capacity Building for Infrastructure Financing Development Facility (former Capacity Building for Public-Private Infrastructure Financing Facility)
Type/Modality of Assistance [Proposed] Technical Assistance Special Fund US$500,000
|
|
Financing
Institution:
|
Asian
Development Bank
|
|
Total
Project Cost
|
USD 0.7
million
|
|
Program:
|
Technical
Assistance
|
|
Contact:
|
Mr. Peter Marro
|
|
Agency:
|
Governance,
Finance and Trade Division, SARD
|
|
More
information:
|
Click
here for additional information
|
|
Publicatiedatum: 29.08.2007 |
77. Bangladesh: Institutional Support for Railway Reforms : Bangladesh
EVD-kenmerk: 225996Uitleg fases
|
Fase:
|
Board
|
|
Processing
Stage:
|
Technical
Assistance
|
Abstract:
The Project will provide institutional support to ensure effective implementation of the railway sector reforms, to ensure sustainable financial and operational performance.
Objective and Scope The objective of the TA is capacity building of Bangladesh Railway (BR) to improve the operational efficiency of BR services to complement the reform program and the investment program being provided by the proposed ADB loan.
This will enable BR to be more capable to run high-speed train operations once the project comes onstream.
This TA will first carry out a dignostic of the capacity building efforts required by BR to complement and supplement the reform program.
It will also improve maintenance standards and practices for infrastructure and rolling stock as well as enhance rail safety.
Linkage to Country/Regional Strategy Because of its location, Bangladesh is well placed to act as a hub for subregional transport linking together Bhutan, India and Nepal more effectively, providing access to the ports in Bangladesh and offering transit routes for India to its eastern states.
While trade is expected to increase among these countries during the next decade, improved trade facilitation and expansion of transport infrastructure together with increased efficiency in sector management and operations, specifically road and rail links, willl be crucial to meet the expected increase in transport demand, particularly for freight.
The railway sector reform, which was stalled earlier, resumed its pace in 2002 with the agreement of the Government to consider institutional reforms such as:
(i) increasing the managerial autonomy of the railways,
(ii) the reorganization of the railways to a line-of-business structure,
(iii) improved management accounting and financial management systems to support the line of business organization,
(iv) identifying skill sets and instituting personnel policies that will support the line of business organization including appointment of outside personnel to top railway posts on merit, and
(v) updating the legislative framework for the railways to allow for the corporatization of the railways
|
|
Financing
Institution:
|
Asian
Development Bank
|
|
Total
Project Cost
|
USD 1.5
million
|
|
Program:
|
TA-4847
BAN
|
|
Contact:
|
Hiroaki Yamaguchi
|
|
Agency:
|
Bangladesh
Railway Mr. K. M. A. Rob Rail Bhaban, Dhaka
|
|
More
information:
|
Click here for additional information
|
|
Publicatiedatum: 22.10.2008 |
78. Bangladesh: MFF - Railway Sector Investment Program (Subproject 4) : Bangladesh
EVD-kenmerk: 190070Uitleg fases
|
Fase:
|
Identification
|
|
Processing
Stage:
|
Loan
|
Abstract:
tbd
tbd
|
|
Financing
Institution:
|
Asian
Development Bank
|
|
Total
Project Cost
|
USD
50 million
|
|
Program:
|
Loan:
32234-06
|
|
Contact:
|
Mr. Prodyut Dutt
|
|
Agency:
|
Transport
and Communications Division, SARD
|
|
More
information:
|
Click
here for additional information
|
|
Publicatiedatum: 06.07.2007 |
79. Bangladesh: Padma bridge project [formerly Padma multipurpose bridge]
EVD-kenmerk: 271982Uitleg fases
|
Fase:
|
Preparation
|
|
Processing
Stage:
|
Appraisal
Jun 2010 to Jun 2010
|
Abstract:
Loan Name
Padma Bridge Project [formerly Padma Multipurpose Bridge]
Country
Bangladesh
Project Number
35049- 01
Fund Source/Amount[Proposed]
Asian Development Fund US£76.00 million
Ordinary Capital Resources US£539.00 million
Thematic Classification
Regional Cooperation
Capacity Development
Project Rationale
tbd
Impact
tbd
Outcome
tbd
Outputs
tbd
Geographical Location
The Padma Bridge will form an important section of Asian highway Route A-1.
Safeguard Categories
Environment: A
Summary of Environmental and Social Issues
Social Aspects
tbd
Stakeholder Participation and Consultation
During Project Design
tbd
During Project Implementation
tbd
Procurement
Consulting Services
Civil works will be executed by international civil works contractors to be selected through international competitive bidding [ICB] procedure, and supervised by a firm of international consultants to be selected with quality- and cost-based selection.To aide BBA in its capacity as the employer in the FIDIC conditions of contract, and assist with overall project management and monitoring of project impacts, a firm of consultants may be engaged as a project management consultant.Both consultancy services will be financed using the proceeds of loan/credit from the World Bank.
Civil Works/Goods
Civil works will be packaged into [i] a main bridge contract [estimated to cost $1 billion], [ii] a river training work contract [estimated to cost $600 million], [iii] one or two approach roads contract[s] [estimated to be about $100 million] and [iv] a bridge-end facility contract [estimated to be about $100 million].The first two of these contracts are likely to be financed using proceeds of loans/credits from two or more external financiers, though their details are yet to be firmed up.The procurement rules to be applied for the Project are likely to be harmonized rules of some form acceptable to the relevant financiers.Details of the financing arrangements will be discussed during loan processing missions
|
|
Financing
Institution:
|
Asian
Development Bank
|
|
Program:
|
Loan
|
|
Contact:
|
Hideaki Iwasaki
hiwasaki@adb.org
|
|
Agency:
|
Bangladesh
Bridge Authority
|
|
More
information:
|
Click here for additional information
|
|
Publicatiedatum: 17.05.2010 |
80. Bangladesh: Priority roads project
EVD-kenmerk: 256905Uitleg fases
|
Fase:
|
Board
|
|
Processing
Stage:
|
Approval
23 Nov 2009
|
Abstract:
TA Name: Priority Roads Project
Country: Bangladesh
TA Number: 7383
Project Number: 40540- 01
Fund Source/Amount[Approved]: Technical Assistance Special Fund US800 000
Linkage to Country/Regional Strategy
The development of the transport sector in the People's Republic of Bangladesh is important to the economic development and poverty reduction in the country.ADB has been constantly supporting the construction and improvement of roads and bridges, and institutional strengthening of the transport sector in Bangladesh through various projects.Among the recent accomplishments of ADB assistance in the transport sector is the preparation of the Road Master Plan under Loan 2021-BAN: Road Network Improvement and Maintenance Project II, approved by the Government of Bangladesh [Government] in June 2009, where roads prioritized for development for the next 20 years are identified.According to the Road Master Plan, the current national and regional highways network of Bangladesh is 7,893 km, of which 4,780 km of national and regional highways will require major interventions from the GOB for road improvement over the next 5 years.The GOB requested ADB to take up some of the highest priority roads identified in the Road Master Plan in this PPTA for Preparing the Priority Roads Project [PRP].
The PRP investment is under the Country Operations Business Plan [2009-2011] for 2011 approval.Three highest priority national highways of about 298 km identified in the Road Master Plan, which require intervention over the next five years, were proposed for TA study.The priority roads identified are [i] Joydevpur-Chandra-Tangail-Hatikamrul road section in N4 and N405 [110 km], [ii] Faridpur-Barisal road section in N8 [128 km], and [iii] Dhaka-Mawa-Bhanga Highway in N8 [60 km].These priority roads are linked to Jamuna and Padma Bridges' road network, as well as to other existing and proposed ADB-funded roads in Bangladesh.By linking these roads and bridges, domestic trade in the Northwest and Southwest regions will be strengthened, and economic activity between various regions in the country will be promoted.This may also result to the integration of the Southwest region into the national economy, a key outcome identified in the ADB Country Strategy and Program for Bangladesh [2006-2010] to support the country's National Poverty Reduction Strategy.Further, improved road network in Bangladesh will also encourage trade with other countries in the South Asia sub-region.
Impact
The resulting project will provide an efficient, safe, and environmentally sustainable road transport in the project areas.
Outcome
The proposed PPTA will result to an agreed design of the resulting project, having enhanced project readiness and full compliance with ADB and Government policies and requirements for about 298 km of high priority national highway sections.
Outputs and Timeframe
The proposed TA will assist the Roads and Highways Department, the Executing Agency, in project preparation to fully comply with ADB policies and requirements, and to enhance overall implementation readiness, including: [i] completed technical assessment; [ii] economic analysis; [iii] financial assessment; [iv] environmental assessment; [v] resettlement framework and plans; [vi] poverty and social assessment; [vii] indigenous people's plan, if required; [viii] institutional capacity assessment; [ix] capacity building program; and [x] on-the-job training and knowledge transfer.
Geographical Location
[i] Joydevpur-Chandra-Tangail-Hatikamrul road section in N4 and N405, [ii] Faridpur-Barisal road section in N8, and [iii] Dhaka-Mawa-Bhanga Highway in N8.
Safeguard Categories Safeguard Categories explained [Launches new browser window]:
Environment B
Summary of Environmental and Social Issues
Detailed assessment for both environmental and social to be conducted during PPTA implementation.
Stakeholder Participation and Consultation
Stakeholder partication and consultation to be conducted during PPTA implementation.
Procurement
Consulting Services
A firm of consultants- 10 person-months of international experts and 21 person-months of national experts, for a period of 8 months- will be engaged, with expertise on engineering and implementation arrangement, economic analysis and institutional assessment and capacity building.
Three individual consultants will also be engaged [4 person-months for international and 6 person-months for national, for a period of 8 months] for due diligence on environment, resettlement and social development aspects
|
|
Financing
Institution:
|
Asian
Development Bank
|
|
Program:
|
TA-7383
|
|
Contact:
|
Lee Ming Tai
tlming@adb.org
|
|
Agency:
|
Roads and
Highways Department
|
|
More
information:
|
Click here for additional information
|
|
Publicatiedatum: 25.11.2009 |
81. Bangladesh: Rural Infrastructure Improvement II : Bangladesh
EVD-kenmerk: 174638Uitleg fases
|
Fase:
|
Board
|
|
Processing
Stage:
|
Grant
|
Abstract:
The Project will reduce poverty in 23 districts' of northeast and central Bangladesh.
Poverty reduction will be realized by expanding the economic opportunities of the rural poor by improving rural infrastructure (roads and growth center markets [GCMs]), gender development, and improved local governance.
Poverty reduction will be achieved by targeting poor areas, closely involving the poor and other stakeholders in implementing the capability of local institutions.
Objectives and Scope The goal of the Project is to reduce poverty by improving access to income, employment opportunities, and social services for the poor, and to promote economic growth by improving rural infrastructure facilities.
The Project purpose is to increase the efficiency, sustainability, and poverty reduction orientation of rural transport and supporting infrastructure.
Linkage to Country/Sector Strategy The project is consistent with the Government's rural development strategy, which emphasizes rural infrastructure development as a prerequisite for sector development.
It is in line with the Government's and ADB's poverty reduction strategies, as indicated in the Government's NPRS, and ADB's 2004 country strategy and program.
The proposed project forms part of the country's Master Plan for Rural Roads, which was prepared by the Local Government Engineering Department (LGED) to assess the scope for investment
|
|
Financing
Institution:
|
Asian
Development Bank
|
|
Total
Project Cost
|
USD
56.7 million
|
|
Program:
|
Grant-0053
BAN
|
|
Contact:
|
Mr. Arun K. Saha (asaha@adb.org)
|
|
Agency:
|
Bangladesh
Resident Mission
|
|
More
information:
|
Click
here for additional information
|
|
Publicatiedatum: 30.07.2007 |
82. Bangladesh: Rural Transport Improvement Additional Financing
EVD-kenmerk: 203752Uitleg fases
|
Fase:
|
Board
|
|
Processing
Stage:
|
Active
|
Abstract:
Major Sector (Sector) (%)Transportation (Roads and highways) (80%)
Industry and trade (Agricultural marketing and trade) (20%)
|
|
Financing
Institution:
|
World Bank
|
|
Total
Project Cost
|
USD 20
million
|
|
Contact:
|
Guillossou, Jean-Noel
|
|
Agency:
|
LOCAL
GOVERNMENT ENGINEERING DEPARTMENT
|
|
More
information:
|
Click here for additional information
|
|
Publicatiedatum: 14.01.2008 |
83. Bangladesh: SASEC Information Highway : Regional
EVD-kenmerk: 207068Uitleg fases
|
Fase:
|
Board
|
|
Processing
Stage:
|
Regional
Technical Assistance
|
Abstract:
The PPTA aims to assist the SASEC countries in preparing an investment project which will reduce the cost of traffics among the countries and increase reliability and competition of the services within the region, and imporve the last mile accessibility of the countries.
The PPTA will include the following components.
(i) Central exchange facility development - The PPTA will survey and scope potential environments for the location and operation of a SASEC central exchange in Siliguri , India and shortlist suitable competitive options including a scope of works to bring it up to a suitable standard.
The existing co-location facilities offered by alternative telecom networks such as power grid India will be assessed and explored as one of potential locations.
Commercial availability options including long-term leasing will be considered.
The site survey for microwave line as primary or redundancy links to each SASEC countries will be conducted.
(ii) In-county gateway development - The PPTA will survey and scope potential environments for the locations and operations of the SASEC in-country gateways and shortlist suitable competitive options including a scope of works for each country to bring them up to a suitable standard.
Locations will be selected that offer the best fit for access by internet service providers (ISPs), telecommunications service providers, other carriers and major users including universities.
Location will also allow for efficient backhaul to the regional hub facilities.
The existing co-location facilities offered by alternative telecom networks such as power grid India will be assessed and explored as one of potential locations.
Commercial availability options including long-term leasing will be considered.
The site survey for potential microwave line as primary or redundancy links to major carriers and backhaul options will be conducted.
(iii) Cross-border link development - The PPTA will survey the existing access links among the SASEC countries and identify the optimal backhaul enhancements for linking the Siliguri and other infrastructures with the in-country gateways.
Various options for fiber optic backhaul including optical fiber ground wire that runs overhead on power transmission lines will be examined.
The existing cross border fiber, for example from Alternative Telecom networks from India through to Thimpu in Bhutan, will be investigated.
Indian backhaul capacity and access through to Siliguri from major cities, universities and submarine landing stations will be identified.
With the advent of Sea Me We 4 connection in Bangladesh, the PPTA will identify backhaul capabilities through Bangladesh to carry Sea Me We 4 capacity through to Siliguri.
(iv) Operator model development - The PPTA will develop legal instruments concerning to ownership and operator structure of the regional exchange hub facilities to ensure commercially competitive, non-discriminatory, and transparently cost-based or retail-minus charges for access for ISPs telecommunications service providers and other carriers.
Country regulators will be included in the development of the legal instrument that govern the operation to encourage oversight of price competition
(v) Building of Wireless Village Access Networks - the PPTA will develop the technologicaloptions and regulatory tools related to connecting villages through wireless technology.
The scope will be determined in such a way as to establish projects on the basis of maximum returns to scale from equipment suppliers.
(vi) Feasibility study for the investment project - The PPTA will formulate an investment project suitable for ADB financing and carry out the preparatory studies required to examine the feasibility of each project component and to comply with ADB's safeguard and other policies and requirements for possible loan financing.
These include economic and financial analysis, poverty and social assessment, performance measurement and monitoring and evaluation system development, environmental and social impact assessment, and indigenous people's development plan if required.
The objective of the project preparatory (PP) TA is to help SASEC countries prepare an investment project that will
(i) establish robust data interchange capacity between all four SASEC members with reduced cost and an increase in reliability and competition, replacing some microwave facilities and providing efficient access, with redundancy, to submarine cables for Nepal and Bhutan, and also reduce the dependency on satellite, enhanced local peering and reduction of latency;
(ii) establish village networks for SASEC regional village communities to enable rural ICT development consistent with the Millennium Development Goals; and
(iii) establish a regional ICT training and research center to provide a focal point for teaching, research, professional development and industry and government advice.
The TA outputs will include
(i) an investment plan for the SASEC regional exchange including in-country gateways and cross-border access links together with applicable peering arrangements and organizational model for operating the regional exchange;
(ii) an investment plan for establishing village networks over SASEC countries including its operational design;
(iii) an investment plan for establishing a regional research and training center including its mandate and organizational set-up and a business model to operate it on a financially self-sustainable manner; and
(iv) a feasibility assessment of the integrated investment project package
|
|
Financing
Institution:
|
Asian
Development Bank
|
|
Total
Project Cost
|
USD 0.5
million
|
|
Program:
|
RETA-6358
REG
|
|
Contact:
|
Mr. Dong Soo Pyo (dspyo@adb.org)
|
|
Agency:
|
Asian
Development Bank Dong-Soo Pyo Asian Development Bank
|
|
More
information:
|
Click
here for additional information
|
|
Publicatiedatum: 28.02.2008 |
84. Bangladesh: Subregional transport project preparatory facility
EVD-kenmerk: 279099Uitleg fases
|
Fase:
|
Appraisal
|
|
Processing
Stage:
|
Board
Approval 27 Oct 2010
|
Abstract:
Loan Name
Subregional Transport Project Preparatory Facility
Country
Bangladesh
Project Number
44142- 01
Fund Source/Amount[Proposed]
Asian Development Fund US£23.00 million
Thematic Classification
Economic growth
Capacity Development
Project Rationale
Preparation of a series of Regional Cooperation and Integration [RCI] projects would focus the country's transport investment effectively on these projects which have national as well as subregional economic impacts.In view of the Government and ADB priority of promoting RCI, RCI transport infrastructure projects need to be ready for implementation.The proposed Facility for Bangladesh will immediately support Government initiatives of developing regional projects.
The Facility will provide readily available projects for investment in Bangladesh to enhance RCI as well as national economy.The Facility will address issues of ADB involvement in transport infrastructure: slow activities of land acquisition and procurement, and start-up delays.
Impact
Increase subregional trade among South Asian countries, especially from/to and through Bangladesh.
Outcome
Improve efficiency in implementation of RCI transport projects and facilitation of smooth cross-border transport operations in Bangladesh.
Outputs
[1] Feasibility study, if required, and detailed design of RCI transport projects
[2] Implementation support to RCI transport projects
[3] Capacity enhancement of cross-border transport operations
Safeguard Categories
Resettlement: C
Indigenous People: C
Summary of Environmental and Social Issues
Social Aspects
The Facility is not expected to have any impact in gender and social dimensions.Follow-on loans will be prepared in compliance with ADB's Guidelines for Incorporation of Social Dimensions in Bank Operations [1994], and ADB's Handbook on Social Analysis [2007].
Environmental Aspects
The Facility is not expected to have any adverse social and environmental consequences due to the nature of the proposed intervention, i.e., project preparation.Social and environmental impacts relating to follow-on loans will be assessed and mitigated in accordance with ADB's Safeguard Policy Statement [2009] and government guidelines, regulations, and policies.
Procurement
Consulting Services
All consultants will be recruited according to ADB's Guidelines on the Use of Consultants.Consulting firms will be engaged using the quality- and cost-based selection [QCBS] method with a standard quality:cost ratio of 90:10.
Civil Works/Goods
All procurement of goods and works will be undertaken in accordance with ADB's Procurement Guidelines
|
|
Financing
Institution:
|
Asian
Development Bank
|
|
Program:
|
Loan
|
|
Contact:
|
Hiroaki Yamaguchi
hyamaguchi@adb.org
|
|
Agency:
|
Roads and
Highways Department Mr. Abdul Khaleque Chief Engineer Roads and Highways
Department Sarak Bhaban, Bamna Dhaka, 1000 Bangladesh Bangladesh Railway [BR]
Mr. Md. Belayet Hossain Director General Bangladesh Railway Rail Bhaban,
Dhaka 1000 Bangladesh
|
|
More
information:
|
Click here for additional information
|
|
Publicatiedatum: 16.07.2010 |
85. Bangladesh: Support to Roads & Highways Department for Safeguard Policy Compliance : Bangladesh
EVD-kenmerk: 226270Uitleg fases
|
Fase:
|
Board
|
|
Processing
Stage:
|
Technical
Assistance
|
Abstract:
The TA will strengthen the capacity of RHD to conduct comprehensive assessment of the social poverty, resettlement, and environmental impacts of large-scale highway projects and assist the staff in preparing such an assessment and associated mitigating measures for the DCH expansion.
The purpose of the TA is to strengthen the capacity of the Roads and Highways Department (RHD) to conduct a comprehensive assessment for social and poverty, resettlement, and environmental impact of large-scale highway projects and to assist them in preparing such an assessment and mitigation measures of adverse impacts for four-laning of the Dhaka-Chittagong highway project in compliance with ADB's safeguard policy as well as the Government's rules and regulations. The TA will also improve the efficiency and accuracy of processing, recording, supervising, and addressing the land acquisition and resettlement and environment impact assessment tasks, which should address concerns of the affected people and reduce the future administrative costs for the Government. The TA will produce (i) the manuals for social and resettlement impact assessment, poverty impact assessment, and environmental impact assessment of large-scale highway projects to be in compliance with ADB's safeguard policy; and (ii) social and poverty impact assessment, land acquisition and resettlement plan, and environmental impact assessment for four-laning of the Dhaka-Chittagong highway project.
Mitigating any adverse impacts of an expanding of the Dhaka-Chittagong highway to four lanes.
|
|
Financing
Institution:
|
Asian
Development Bank
|
|
Total
Project Cost
|
USD 0.5
million
|
|
Program:
|
TA-4446
BAN
|
|
Contact:
|
Ahmed Faruque
|
|
Agency:
|
Roads and
Highways Department Md. Hamidur Rahman, Superintending Engineer, S & E C
Project Director
|
|
More
information:
|
Click here for additional information
|
|
Publicatiedatum: 25.10.2008 |
86. België: Brussels urban transport - STIB II / Transports urbains à Bruxelles - STIB II
EVD-kenmerk: 246516Uitleg fases
|
Fase:
|
Board
|
|
Processing
Stage:
|
Approved /
Approuvé
|
Abstract:
ENGLISH VERSION
Brussels Urban Transport - STIB II
Date of entry
06/07/2009
Beneficiary
STIB, Société des Transports Intercommunaux de Bruxelles.
Location
Belgium
Description
The project includes some of the main components of STIB's Investment Plan for the period 2008-2012.
In particular, three main components have been identified so far:
Rolling stock: acquisition of 6 new metro trains, 87 new trams, 52 new articulated buses [18 meters] and 189 new standard buses [12 meters].
Depot: construction of a new major depot for the recovery and maintenance of trams [Marconi depot].
Control of access to metro system: the investment is part of a wider programme of investments by RBC and STIB which includes investing in passenger information systems and modern revenue collection and management information systems.
The project definition will be finalised during the appraisal, when more information on the scope, the rationale as well as the calendar of other schemes proposed by the Promoter for financing are available.
Objectives
The project aims to increase the attractiveness of public transport services in Brussels and improve the quality of the urban environment.
Comments
Sector[s]
Transports
Proposed EIB finance
Approx EUR 250 million
Total cost
Approx EUR 500 million.
Environmental aspects
Among the schemes so far identified for financing, only the construction of the new tram depot falls under Annex II of the EIA Directive: accordingly, an EIA is not strictly required but a screening by the Competent Authority should take place.
Its actual application and the related results will be checked during appraisal.
On the other hand, the construction of new rolling stock will take place in the manufacturers' plants and does not fall within the scope of the EU Directive 85/337/EEC as subsequently amended.
Procurement
The Promoter is required to follow procurement procedures in accordance with Belgian legislation, which incorporates the relevant EC directives, and all contracts over the relevant EU Directive thresholds will be put out to international tendering.
As usual the Bank will include a clause to this effect in the financial contract.
Under these circumstances, the procurement procedures to be followed by the promoter are suitable for the project, and are satisfactory to the Bank.
Status
Approved - 16/10/2009.
/
VERSION FRANCAISE
Transports urbains à Bruxelles - STIB II
Date d'entrée
06/07/2009
Bénéficiaire
Société des transports intercommunaux de Bruxelles [STIB]
Localisation
Belgique
Description
Le projet porte sur certaines des principales composantes du plan d'investissement de la STIB pour la période 2008-2012.
Trois composantes principales ont en particulier été retenues à ce jour :
atériel roulant: acquisition de matériel neuf, à savoir, six rames de métro, 87rames de tramway, 52autobus articulés [de 18mètres] et 189autobus standard [de 12mètres]
Dépôt: construction d'un nouveau grand dépôt destiné au remisage et à l'entretien des tramways [dépôt Marconi]
Dispositifs d'accès au réseau métropolitain: élément d'un grand programme d'investissement de la région Bruxelles-Capitale [RBC] et de la STIB portant les dispositifs d'information des voyageurs et de l'adoption de systèmes modernes de collecte des recettes et d'information de gestion.
La définition du projet sera finalisée durant l'instruction, une fois disponibles davantage d'informations sur le périmètre, la justification et le calendrier d'autres aménagements pour lesquels le promoteur sollicite un financement.
Objectifs
Le projet a pour but de renforcer l'attrait des transports collectifs à Bruxelles et d'améliorer la qualité de l'environnement urbain.
Commentaires
Secteur[s]
Transports
Montant BEI envisagé
Environ 250 millions d'EUR
Coût total
Environ 500 millions d'EUR
Aspects environnementaux
Parmi les investissements retenus à ce jour pour bénéficier du financement de la BEI, seule la construction du nouveau dépôt relève de l'annexe II de la directive EIE.
Une EIE n'est donc pas strictement nécessaire, mais le dossier devra être examiné par les autorités compétentes.
La conduite de cet examen et ses résultats feront l'objet de vérifications durant l'instruction.
En revanche, la fabrication du matériel roulant se déroulera dans les usines du constructeur et ne relève donc pas de la directive 85/337/CEE et des dispositions ultérieures la modifiant.
Passation des marchés
Le promoteur doit suivre les procédures de passation des marchés conformément à la législation belge transposant les directives européennes pertinentes, et tous les marchés dont le montant dépasse les seuils fixés par les directives communautaires applicables feront l'objet d'un appel à la concurrence internationale.
Selon la pratique habituelle, la BEI intégrera une clause à cet effet dans le contrat de financement.
Dans ces conditions, les procédures de passation des marchés appliquées par le promoteur sont adaptées au projet et jugées acceptables par la Banque.
Statut
Approuvé - 16/10/2009
|
|
Financing
Institution:
|
EIB
(European Investment Bank)
|
|
Total
Project Cost
|
USD 749.29
million
|
|
Contact:
|
Information Desk
Communication and Information Department
Info@eib.org
Tel: (+352) 43 79 31 22
Fax: (+352) 43 79 31 91
|
|
Agency:
|
STIB,
Société des Transports Intercommunaux de Bruxelles.
|
|
More
information:
|
Click
here for additional information
|
|
Publicatiedatum: 22.10.2009 |
87. België: FLUXYS LNG Terminal TEN
EVD-kenmerk: 174808Uitleg fases
|
Fase:
|
Board
|
|
Processing
Stage:
|
Signed
/ Signé
|
Abstract:
FLUXYS LNG Terminal TEN
Date of entry: 22/11/2006.
Beneficiary: FLUXYS SA
Avenue des Arts 31
B-1040 Brussels
Mr.
R.
Sterckx, Financial Manager
Location: Belgium - European Union
Description: Design, construction, commissioning and operation of new storage and re-gasification facilities at the Zeebrugge LNG import terminal.
Objectives: The project will increase the EU gas import capacity by 4.5 Bcm3/year and diversify the sources of gas supply to Belgium and the EU.
Sector: Energy
Proposed EIB finance: EUR 85 million.
Total cost: EUR 176 million.
Environmental aspects: The project is classified under Annex I of the Environmental Impact Assessment directive (85/337/EEC and its amendments) and the Seveso II directive (96/082/EC) on the prevention of major accidents for projects involving dangerous substances.
The promoter has carried out an EIA and received an environmental permit in July 2004.
Procurement: The project is implemented under a fixed lump sum EPC contract that was awarded after restricted international tendering of pre-qualified companies.
A pre-qualification notice was published in the OJEU in May 2003 in line with the requirements of EU directive 93/38/EC.
Status: Signed - 01/08/2007
|
|
Financing
Institution:
|
European
Banks (EBRD, EIB, EMI)
|
|
Total
Project Cost
|
USD
231.39 million
|
|
Contact:
|
Information Desk
Communication and Information Department
info@eib.org
Tel: (+352) 43 79 31 22
Fax: (+352) 43 79 31 91
|
|
Agency:
|
FLUXYS
SA Avenue des Arts 31 B-1040 Brussels Mr. R. Sterckx, Financial Manager
|
|
More
information:
|
Click here for additional information
|
|
Publicatiedatum: 10.08.2007 |
88. België: SOFICO - Écluses de Wallonie [RTE-T]
EVD-kenmerk: 277359Uitleg fases
|
Fase:
|
Appraisal
|
|
Processing
Stage:
|
A l'examen
|
Abstract:
SOFICO - Écluses de Wallonie [RTE-T]
Date d'entrée
28/06/2010
Bénéficiaire
SOFICO [Société Wallonne de Financement Complémentaire des Infrastructures]
Localisation
Belgique
Wallonie
Description
Le projet consiste en la construction de deux nouvelles écluses de 225 m x 25 m [gabarit international VIb] ainsi que leurs aménagements connexes, sur les sites de Lanaye [Canal de Lanaye] et Ivoz-Ramet [Meuse moyenne], ainsi qu'au dragage d'approfondissement du bief d'Ivoz-Ramet.
Objectifs
Le projet vise à supprimer des goulets d'étranglement structurels du réseau transeuropéen des voies navigables en Région Wallonne.Les travaux prévus permettront de garantir une desserte plus fluide et performante entre Liège, les ports maritimes de la Mer du Nord et le reste de la dorsale wallonne.
Commentaires
Le projet s'intègre sur l'axe prioritaire transeuropéen de transport 18 : Rhin/Meuse-Main-Danube.
Secteur[s]
Services
Montant BEI envisagé
Jusque 100 millions d'EUR
Coût total
Jusque 200 millions d'EUR
Aspects environnementaux
Pour chacun des sites de Lanaye et Ivoz-Ramet, une enquête publique s'est déroulée en 2009 et les permis uniques ont été délivrés le 12 mai 2010 et 30 avril 2009 respectivement.Le statut de l'ensemble des autorisations ainsi que l'impact environnemental du projet seront vérifiés lors de l'évaluation.
Passation des marchés
La Banque demandera au promoteur de confirmer que tous les marchés publics pour la mise en œuvre du projet seront passés conformément à la législation européenne [Directive 2004/18/EC], avec le cas échéant publication des notices au Journal Officiel de l'Union Européenne.
Statut
À l'examen - 28/06/2010
|
|
Financing
Institution:
|
EIB
(European Investment Bank)
|
|
Total
Project Cost
|
USD 244.86
million
|
|
Contact:
|
Information Desk
Communication and Information Department
Info@eib.org
Tel: [+352] 43 79 31 22
Fax: [+352] 43 79 31 91
|
|
Agency:
|
SOFICO
[Société Wallonne de Financement Complémentaire des Infrastructures]
|
|
More
information:
|
Click
here for additional information
|
|
Publicatiedatum: 30.06.2010 |
89. België: SOFICO - Wallonia locks [TEN-T] / SOFICO - Écluses de Wallonie [RTE-T]
EVD-kenmerk: 279084Uitleg fases
|
Fase:
|
Appraisal
|
|
Processing
Stage:
|
Under
appraisal / A l'examen
|
Abstract:
SOFICO - Wallonia Locks [TEN-T]
Date of entry
28/06/2010
Beneficiary
SOFICO [Société Wallonne de Financement Complémentaire des Infrastructures]
Location
Belgium
Wallonia
Description
The project consists of the construction of two new 225 m x 25 m locks [international standard class VIb] and ancillary works at Lanaye [Lanaye Canal] and Ivoz-Ramet [mid-Meuse] and the dredging of the Ivoz-Ramet reach.
Objectives
The project is intended to eliminate structural bottlenecks within the trans-European network of inland waterways in the Walloon Region.The scheduled works will help to provide a more free-flowing and efficient service between Liège, the North Sea ports and the rest of Wallonia's industrial heartland.
Comments
The project comes under priority trans-European transport corridor 18: Rhine/Meuse-Main-Danube.
Sector[s]
Services
Proposed EIB finance
Up to EUR 100 million
Total cost
Up to EUR 200 million
Environmental aspects
For both the Lanaye and Ivoz-Ramet sites, a public enquiry took place in 2009 and the individual permits were issued on 12 May 2010 and 30 April 2009 respectively.The status of all the permits and the environmental impact of the project will be examined in the course of the appraisal.
Procurement
The Bank will ask the promoter to confirm that all public contracts for the project's implementation will be placed in accordance with EU legislation [Directive 2004/18/EC] and, where applicable, that notices will be published in the Official Journal of the European Union.
Status
Under appraisal - 28/06/2010.
/
SOFICO - Écluses de Wallonie [RTE-T]
Date d'entrée
28/06/2010
Bénéficiaire
SOFICO [Société Wallonne de Financement Complémentaire des Infrastructures]
Localisation
Belgique
Wallonie
Description
Le projet consiste en la construction de deux nouvelles écluses de 225 m x 25 m [gabarit international VIb] ainsi que leurs aménagements connexes, sur les sites de Lanaye [Canal de Lanaye] et Ivoz-Ramet [Meuse moyenne], ainsi qu’au dragage d’approfondissement du bief d’Ivoz-Ramet.
Objectifs
Le projet vise à supprimer des goulets d’étranglement structurels du réseau transeuropéen des voies navigables en Région Wallonne.Les travaux prévus permettront de garantir une desserte plus fluide et performante entre Liège, les ports maritimes de la Mer du Nord et le reste de la dorsale wallonne.
Commentaires
Le projet s’intègre sur l’axe prioritaire transeuropéen de transport 18 : Rhin/Meuse-Main-Danube.
Secteur[s]
Services
Montant BEI envisagé
Jusque 100 millions d’EUR
Coût total
Jusque 200 millions d’EUR
Aspects environnementaux
Pour chacun des sites de Lanaye et Ivoz-Ramet, une enquête publique s’est déroulée en 2009 et les permis uniques ont été délivrés le 12 mai 2010 et 30 avril 2009 respectivement.Le statut de l’ensemble des autorisations ainsi que l’impact environnemental du projet seront vérifiés lors de l’évaluation.
Passation des marchés
La Banque demandera au promoteur de confirmer que tous les marchés publics pour la mise en œuvre du projet seront passés conformément à la législation européenne [Directive 2004/18/EC], avec le cas échéant publication des notices au Journal Officiel de l’Union Européenne.
Statut
À l'examen - 28/06/2010
|
|
Financing
Institution:
|
EIB
(European Investment Bank)
|
|
Total
Project Cost
|
USD 256.34
million
|
|
Contact:
|
Information Desk
Communication and Information Department
Info@eib.org
Tel: [+352] 43 79 31 22
Fax: [+352] 43 79 31 91
|
|
Agency:
|
SOFICO
[Société Wallonne de Financement Complémentaire des Infrastructures]
|
|
More
information:
|
Click
here for additional information
|
|
Publicatiedatum: 16.07.2010 |
90. Belize: Transportation program
EVD-kenmerk: 270160Uitleg fases
|
Fase:
|
Appraisal
|
|
Processing
Stage:
|
Preparation
|
Abstract:
BL-L1013 : Transportation Program
Sector: Transportation
Subsector: Transportation
|
|
Financing
Institution:
|
Inter-American
Development Bank
|
|
Total
Project Cost
|
USD 5
million
|
|
Contact:
|
IDB Headquarters
1300 New York Avenue, N.W.
Washington, D.C. 20577, USA
Tel: (202) 623-1000
Fax: (202) 623-3096
|
|
More
information:
|
Click here for additional information
|
|
Publicatiedatum: 28.04.2010 |
91. Benin: BAD-Bénin: 24,88 milliards de francs CFA pour un projet routier, en appui à l'intégration régionale
EVD-kenmerk: 271490Uitleg fases
|
Fase:
|
Board
|
|
Processing
Stage:
|
Signé
|
Abstract:
Le Groupe de la Banque africaine de développement [BAD] et le gouvernement béninois ont signé, jeudi 22 avril 2010 à Tunis, un protocole d'accord de don [22,18 millions d'unités de compte-UC] et un accord de prêt [11,5 millions d'UC], d'un montant global de 33,68 millions d'UC [24,88 milliards de Francs CFA], pour le financement du projet de bitumage de la route Ndali-Nikki-Chicandou-Frontière du Nigeria dont le coût total s'élève à 36,85 millions d'UC [27,2 milliards de Francs CFA].
Le projet couvrira principalement l'aménagement et le bitumage de 77 km entre Ndali et la frontière du Nigeria, ainsi que des aménagements connexes et des actions spécifiques pour les femmes.Ces aménagements portent notamment sur la réalisation de pistes rurales, la construction et l'équipement d'un poste de péage/pesage et la fourniture de charrettes aux femmes.
La réalisation du projet permettra de compléter le chaînon manquant du corridor transversal Kara-Ouaké-Ndali-Chicandou-Chicanda-Ilorin, qui relie le Togo au Nigeria en traversant le Bénin sur toute sa largeur.«Cette intervention répond à un besoin d'intégration régionale et s'inscrit dans les objectifs de mise en œuvre du plan d'action à court terme du NEPAD en matière d'infrastructures dans laquelle la Banque joue le rôle de chef de file », a expliqué M.Gilbert Mbesherubusa, directeur du département des infrastructures, signant pour la BAD.Par ailleurs, a-t-il précisé, «le projet vise à améliorer la circulation des biens et des personnes sur le tronçon et renforcer le rôle de transit du Bénin en améliorant les échanges entre le Nigeria et le Togo ».
S'exprimant pour sa part, lors de la cérémonie de signature, l'ambassadeur du Bénin près de la République tunisienne, Sabitou K.Alao-Fary, s'est félicité de bonnes relations entre la BAD et son pays, et souligné la pertinence de ce projet dans la stratégie du Bénin en matière d'intégration régionale et de lutte contre la pauvreté.«Ce projet contribuera à un meilleur accès aux marchés locaux et régionaux des produits agricoles », a-t-il ajouté.
Le Bénin, indique-t-on, a un besoin important d'aide pour le développement des infrastructures routières, pour la micro finance, notamment l'appui au petit artisanat et au petit commerce d'où les femmes et les personnes peu nanties tirent leur subsistance.Ce projet vient à point nommé, pour contribuer au désenclavement intérieur et au renforcement de l'intégration régionale, ainsi qu'à la croissance des échanges régionaux entre les pays de l'Union monétaire Ouest-africaine et de la communauté économique des Etats de l'Afrique de l'Ouest.
Le Groupe de la Banque a démarré ses opérations au Bénin en 1972.Depuis, l'institution a approuvé 81 opérations avec des engagements nets d'environ 595 milliards de francs CFA
|
|
Financing
Institution:
|
African
Development Bank
|
|
Total
Project Cost
|
USD 55.95
million
|
|
Contact:
|
Aristide Ahouassou
a.ahouassou@afdb.org
|
|
Agency:
|
AfDB
Temporary Relocation Agency [Tunis] African Development Bank Group 15 Avenue
du Ghana P.O Box 323-1002 Tunis-Belvedère, Tunisia Tel: [+216] 71 10 39
00/[+216] 71 35 19 33 Email: afdb@afdb.org
|
|
More
information:
|
Click here for additional information
|
|
Publicatiedatum: 11.05.2010 |
92. Benin: Benin - Country assistance strategy : 2009-2012
EVD-kenmerk: 247677Uitleg fases
|
Fase:
|
Strategy
|
Abstract:
C.BANK GROUP PROGRAM AND STRATEGIC OBJECTIVES
CAS Strategic Objective 1: Strengthening Competitiveness and Accelerating Private Sector-led Growth
Support stable macroeconomic framework and improve public financial management
(CAS Outcome 1.
1).To achieve this outcome, the Bank will help strengthen the implementation capacity of the administration to increase budget execution rates and ensure that the budget process is well aligned with the SCRP objectives and that Government continues prudent macro-economic management.
IDA will support this agenda through the PRSC series, updates of PEFA/CFAA and through its dialogue with the authorities.
Together with the budget support donor group and other development partners, the Bank will regularly review SCRP implementation and with the IMF undertake periodic reviews of progress under the PRGF.
Improve the investment climate and revitalize the private sector (CAS Outcome 1.
2).
Private sector development continues to be hampered by Benin's investment climate, administrative and regulatory constraints and poor infrastructure.
IDA, in strong partnership with IFC, will work to help Government improve the investment climate and attract private sector investments in key sectors.
During the CAS period, the focus will remain on improving transparency in administrative processes and providing the needed infrastructure for private sector development.
The ongoing IDA/IFC Competitiveness and Integrated Growth Opportunity project (CIGOP) and an IFC TA (FY09) will help to
(i) improve business registration and licensing processes;
(ii) provide comprehensive tax reform; and
(iii) consolidate the institutions created to support the private sector.
The CIGOP project and the PRSC series will complement activities under the US-financed MCA".
Enhance the contribution of agriculture to growth (CAS Outcome 1.
3).
This includes emergency measures to enhance domestic food crop production in the short-term to respond to the food price increases and design of a medium to longer-term strategy to improve competitiveness and diversification in the sector.
Response to Food Price increases.
From 2006 to 2007, the production of Benin's main cereal staples, rice and maize, decreased by about 9 percent and 14 percent respectively.
Since November 2007, the Government has taken measures to limit the impact of increasing prices of food crops on the consumer.
In early 2008, the Government launched an Emergency Food Security Program (EFSP) aimed at enhancing domestic food production in the short- and medium- terms.
In response, the Bank approved in October 2008 an Emergency Food Security Support Project for S9 million which is being undertaken under the Global Food Crisis Response Program and financed under the Food Price Crisis Response Trust Fund.
The grant, which became effective November 5, 2008, will support over a two year period Government's efforts by subsidizing and strengthening emergency operations for the provision of fertilizers to about 50,000 producers of rice and maize, to boost food production in the short run.
The grant will help lay the groundwork for future Bank agriculture operations envisioned in 2009, which should include activities aimed at promoting food crops commodity chains.
- Strategy to Promote Competitiveness and Diversification.
Benin's agriculture exports have been sluggish because of low productivity, constraints in input procurement, and lack of competitiveness in the sector.
Measures to alleviate these constraints to improve productivity, input distribution, and establish effective supply chains, quality control and sanitary norms, will be essential to successfully diversify the sector.
An agriculture diversification study (FY09) will analyze these issues to see how best to promote private sector development and public/private partnerships in agriculture.
The study will provide input for a subsequent agricultural diversification operation that could support reforms in the cotton sector, the value chain (from production to transformation/exportation) of other promising agro-products, improve productivity of food crops and help address gender issues in the sector.
The on-going CIGOP operation will also install a minimum integrated trade expansion platform (MITEP) that will help entrepreneurs identify and transform products to fit market development opportunities.
Promote growth inducing infrastructure —Telecommunications (CAS Outcome 1.
4).
This sector represents a key growth area for Benin and the Bank will provide support to establish the regulatory and institutional framework for fair access to Benin's telecom network, prevent unlicensed operators from entering the sector and ensure a level playing field between all operators
(including mobile operators).
Other recommendations from the ICT study completed in FY08 will be followed up through an ICT project (FY10) and the PRSC series.
The Bank's support will also include the implementation of a modernized framework law governing electronic communication, including PPPs in the sector.
The ongoing CIGOP is currently helping with the privatization of Benin Telecom (opening it up to the private sector).
Promote growth inducing infrastructure - Energy services (CAS Outcome 1.
5).
Benin has faced severe energy crises over the last two to three years as a result of the lack of effective energy sector planning and financial crises facing the energy sector companies, namely the local electricity distribution company, the Société Béninoise d'Energie Electrique (SBEE), and also the bi-national Compagnie Electrique du Bénin, CEB.
The high cost of establishing adequate national generation capacity has also been a major cause of the energy deficit and problems.
Through the PRSC series and an ongoing Energy Sector project (PFSE), the Bank is helping Government put in place a program to reduce the operating costs of SBEE and improve its efficiency, and define an appropriate sector strategy, including defining the role of private operators.
A new energy sector operation (FY09) and a regional energy operation (FY12) will help increase access to electricity and improve the operational efficiency of the generation, transmission and distribution system.
Increase competitiveness through greater regional integration and reduced trade costs
(CAS Outcome 1.
6).
Through the regional Abidjan-Lagos transport and transit facilitation project (FY 10), the Bank will help to address transport and facilitation bottlenecks identified along the corridor.
Benin's participation in the project is crucial to reduce the bottlenecks to trade and transport and increase the country's competitiveness.
The West and Central Africa Air Transport Safety and Security Program (FY09) will strengthen the Civil Aviation Authority's oversight capacity in both safety and security and make improvements to Cotonou airport's security.
While the MCA has taken the lead in helping the government improve port efficiency, the Bank Group will join MCA to design an implementation strategy for an action plan designed in June 2007.
IFC is providing advisory services to promote sound PPPs for the port.
The Abidjan-Lagos Corridor Project may include a component for establishing a one-stop window at the port.
CAS Strategic Objective 2: Improving Access to Basic Services
Improve environmental and urban sanitation improvements (CAS Outcome 2.
1).
Very poor sanitary conditions in some neighborhoods of Benin's main cities (Cotonou, Porto-Novo and Parakou) have for years endangered the health of residents and restricted their access to social services and economic activity.
Since the Bank's initial investments in the 1990s to improve these conditions by upgrading infrastructure, other donors, such as France, the EU, BOAD have provided additional investments which have helped strengthen the technical and financial capacity of municipalities to increase resources needed to maintain equipment and infrastructure.
The most recent Bank support was an additional financing of S40 million (FY08) to support and strengthen the Second Decentralized Urban Management Project (PGUD-2).
Support during the CAS period will be re-oriented toward improving urban environmental management, including solid waste management, increasing access to urban sanitation and drainage services, and strengthening capacities to manage the environment.
A proposed IDA Urban/Environment project (FY11) would leverage other investments in the urban environment domain in addition to the drainage infrastructure that is currently funded by the donors.
Two ongoing GEF Projects (FY06 and FY08) are helping Benin to promote conservation and sustainable use of coastal wetlands and marine resources, as well as integrated management of forests and adjacent lands.
Improve access to safe and sustainable drinking water and sanitation service (CAS Outcome 2.
2).
The Bank, through the PRSC, and in close collaboration with donor partners, will continue to strengthen the successful sector-wide approach implemented in the Rural Water Supply and Sanitation (RWSS) program.
More specifically, the Bank will support the implementation of critical reforms aiming at :
(i) accelerating the whole cycle of services delivery to increase sustainable and equitable access to water supply;
(ii) enhancing efficiency and transparency in the sector expenditures;
(iii) achieving the transfer of responsibility from the central administration to the local governments, including investment planning, financing, contracting and managing water supply services; and
(iv) improving the sustainability of water services through a greater participation of local government, private operators and water consumer associations.
Improve quality education services to better respond to development needs (CAS Outcome 2.
3).
The Bank will continue to support the Government in its efforts to reach the education MDGs, in particular gender equality through the PRSC series and the Education For All Fast-Track Initiative Catalytic Fund (effective December 2008).
As part of the AAA effort to support education, the Bank has prepared an Education Country Status Report, whose analysis will help the Government to refine its priorities for sector development and this will be followed up through the PRSC.
The Bank would also play a catalytic role in tertiary education reform through a TA assessment of the sub-sector, which would be undertaken in complement to the CSR.
Meanwhile, the Bank would undertake additional sector work (FY10) on skill needs for the key sectors of the economy and how vocational, technical and tertiary education should respond to these.
59.
Increase access to health and nutrition services and treatment for HIV/AIDS and Malaria (CAS Outcome 2.
4).
Health outcomes have been stagnating due to weak sector governance, while poor nutrition, HIV/AIDS and malaria remain serious concerns.
The Bank is cun-ently preparing a Country Status Report for the Health sector (FY09) which has already demonstrated the need to find a new financing approach in the sector at least until the governance and institutional set-up are improved.
The CSR will provide the government of Benin, the World Bank and other donors and partners in health with the knowledge base to better define the nature and scope of future support.
This would be based on two different mechanisms: one on the supply side (performance contracts) and the other on the demand side (mandatory health insurance schemes).
Major improvements
(in terms of building capacity in the Health Services with regards to the analysis of health policies, enhancing the Ministry's ability to assess, design and monitor policies) can be achieved in the sector through the development of a health SWAp (FY10).
The SWAp will emphasize the implementation of result-based financing (RBF) mechanisms, which offer a promising solution for achieving several MDGs in a fast and sustainable way.
Bank financing for the health sector, though modest, is supplemented by Trust Funds (Global Alliance for Vaccination and Immunization and Health Results Based Financing) and will leverage additional donor resources to support implementation of the National Strategic Health Plan.
Ongoing projects to support control and fight against HIV/AIDS and malaria will continue and a new TA project will support nutrition programs.
CAS Strategic Objective 3: Promoting better governance and strengthening institutional capacities
Improve public administration, transparency and anti-corruption (CAS Outcome 3,
1).
Corruption and institutional dysfunction waste scarce public resources and constitute a challenge to good governance.
The PRSC series will continue to support implementation of the Government's policy framework for Results-Oriented Budget Management (GBAR) adopted in December 2005" and will be used to strengthen internal capacity, with support from the budget support donor partners.
The CAS would also support implementation of the Government's PFM action plan prepared by the authorities to address the weaknesses and key challenges identified by the 2007 PEFA diagnostic (see paragraph 34).
During the CAS period, the Bank and partners will work to ensure that short and medium term measures are well sequenced and prioritized.
Key donors including the EU, the Netherlands and DANIDA are planning to set-up a fund to support implementation of the action plan.
The Governance and Anti-Corruption Diagnostic Survey, finished in June 2007 with technical support from the World Bank Institute and financial support from the AfDB and the World Bank, will provide the analytical underpinnings for the policy and institutional reforms on governance and for updating the Strategic Anti-Corruption Plan.
Through TA and the PRSC, the Bank Group would provide support to the Government's anti-corruption and institutional reform agenda which is focused on actions that will reduce corruption in key public sector institutions and will place a strong accent on strengthening the demand side of governance.
With regard to Benin's judicial and legal systems, the Government is implementing a ten year reform program which was prepared in 2001 with Bank's support.
This is being supported by programs financed by the EU and the MCA13 to improve capacity of the justice system and permit acceleration of judicial reforms.
Strengthen budget accounting, implementation and control (CAS Outcome 3.
2).
While the ambitious public finance reform started in 2006 has increased accountability in sector ministries and transparency in accounting and financial information, there are still weaknesses in the production of financial reports, the monitoring of resources, and in accounting.
The PRSC series will support Government's plan to further strengthen budget accounting and accelerate production of financial reports and internal control mechanisms currently under implementation.
A ROSC AAA work (FY09) is ongoing and will help develop and implement a country action plan to improve institutional capacity and the country's corporate financial reporting regime in the accounting and auditing profession.
An IDF Grant for strengthening capacity of the accountancy profession (FY08) will help increase in the medium-term the number of qualified accountants in Benin.
The Bank will work with AfDB and the Netherlands to accompany Government efforts to increase the effectiveness of internal and external audit institutions.
The CAS will also support the implementation of the new procurement code and restructuring of the institutional set-up for procurement in conformity with the new WAEMU Regional Directives on legal and institutional frameworks, as well as the preparation and implementation of a national strategy on capacity building in public procurement.
Support decentralization through community development (CAS Outcome 3.
3).
Better implementation of the decentralization program is needed to strengthen accountability, transparency in local decision making and responsiveness to local concerns.
The IDA-financed CDD project has supported decentralization by providing communes and communities with technical and financial support; and encouraging Government to increase its financial support to communes and communities.
The Bank will seek to leverage support from other donors for the CDD approach.
A follow-up operation in FY11 will seek to use a SWAp approach to support decentralization and could provide an opportunity to harmonize donor support in this arena.
The SWAp could be designed to help local governments prepare local development plans and link them to the SCRP.
The Bank would undertake sector work on decentralization and local development in FY12.
Support for decentralization is also being provided to municipalities through the IDA-financed urban sanitation program.
In conjunction with the different instruments, the Bank is also launching a program of outreach and technical assistance for parliamentarians, civil society, and the media on key development issues.
This technical assistance will be used to disseminate information on Bank and donor activities, address issues of governance, political economy, and implementation capacity that are best addressed through dialogue and exchange with the different stakeholders, rather than by studies or formal training programs
|
|
Financing
Institution:
|
World Bank
|
|
Contact:
|
IDA
Vice President: Obiageli K. Ezekwesili (AFRVP)
Country Director: Madani M. Tall (AFCF2)
Task Team Leader: Joseph Baah-Dwomoh (AFMBJ)
|
|
More
information:
|
Click here for additional information
|
|
Publicatiedatum: 21.07.2009 |
93. Benin: Kandi-Segbana-Nigeria border road
EVD-kenmerk: 258961Uitleg fases+ADw-html xmlns:o+AD0AIg-urn:schemas-microsoft-com:office:office+ACI-
xmlns:w+AD0AIg-urn:schemas-microsoft-com:office:word+ACI-
xmlns+AD0AIg-http://www.w3.org/TR/REC-html40+ACIAPg-
+ADw-head+AD4-
+ADw-meta http-equiv+AD0-Content-Type content+AD0AIg-text/html+ADs- charset+AD0-utf-7+ACIAPg-
+ADw-meta name+AD0-ProgId content+AD0-Word.Document+AD4-
+ADw-meta name+AD0-Generator content+AD0AIg-Microsoft Word 11+ACIAPg-
+ADw-meta name+AD0-Originator content+AD0AIg-Microsoft Word 11+ACIAPg-
+ADw-link rel+AD0-File-List href+AD0AIg-doc258961+AF8-bestanden/filelist.xml+ACIAPg-
+ADw-title+AD4-Fase: +ADw-/title+AD4-
+ADwAIQ---+AFs-if gte mso 9+AF0APgA8-xml+AD4-
+ADw-o:DocumentProperties+AD4-
+ADw-o:Author+AD4-systemrobots+ADw-/o:Author+AD4-
+ADw-o:LastAuthor+AD4-systemrobots+ADw-/o:LastAuthor+AD4-
+ADw-o:Revision+AD4-2+ADw-/o:Revision+AD4-
+ADw-o:TotalTime+AD4-0+ADw-/o:TotalTime+AD4-
+ADw-o:Created+AD4-2009-12-29T05:33:00Z+ADw-/o:Created+AD4-
+ADw-o:LastSaved+AD4-2009-12-29T05:33:00Z+ADw-/o:LastSaved+AD4-
+ADw-o:Pages+AD4-1+ADw-/o:Pages+AD4-
+ADw-o:Words+AD4-69+ADw-/o:Words+AD4-
+ADw-o:Characters+AD4-399+ADw-/o:Characters+AD4-
+ADw-o:Company+AD4-EVD+ADw-/o:Company+AD4-
+ADw-o:Lines+AD4-3+ADw-/o:Lines+AD4-
+ADw-o:Paragraphs+AD4-1+ADw-/o:Paragraphs+AD4-
+ADw-o:CharactersWithSpaces+AD4-467+ADw-/o:CharactersWithSpaces+AD4-
+ADw-o:Version+AD4-11.9999+ADw-/o:Version+AD4-
+ADw-/o:DocumentProperties+AD4-
+ADw-/xml+AD4APAAhAFs-endif+AF0---+AD4APAAh---+AFs-if gte mso 9+AF0APgA8-xml+AD4-
+ADw-w:WordDocument+AD4-
+ADw-w:ValidateAgainstSchemas/+AD4-
+ADw-w:SaveIfXMLInvalid+AD4-false+ADw-/w:SaveIfXMLInvalid+AD4-
+ADw-w:IgnoreMixedContent+AD4-false+ADw-/w:IgnoreMixedContent+AD4-
+ADw-w:AlwaysShowPlaceholderText+AD4-false+ADw-/w:AlwaysShowPlaceholderText+AD4-
+ADw-w:BrowserLevel+AD4-MicrosoftInternetExplorer4+ADw-/w:BrowserLevel+AD4-
+ADw-/w:WordDocument+AD4-
+ADw-/xml+AD4APAAhAFs-endif+AF0---+AD4APAAh---+AFs-if gte mso 9+AF0APgA8-xml+AD4-
+ADw-w:LatentStyles DefLockedState+AD0AIg-false+ACI- LatentStyleCount+AD0AIg-156+ACIAPg-
+ADw-/w:LatentStyles+AD4-
+ADw-/xml+AD4APAAhAFs-endif+AF0---+AD4-
+ADw-style+AD4-
+ADwAIQ---
/+ACo- Style Definitions +ACo-/
p.MsoNormal, li.MsoNormal, div.MsoNormal
+AHs-mso-style-parent:+ACIAIgA7-
margin:0cm+ADs-
margin-bottom:.0001pt+ADs-
mso-pagination:widow-orphan+ADs-
font-size:12.0pt+ADs-
font-family:+ACI-Times New Roman+ACIAOw-
mso-fareast-font-family:+ACI-Times New Roman+ACIAOwB9-
a:link, span.MsoHyperlink
+AHs-color:blue+ADs-
text-decoration:underline+ADs-
text-underline:single+ADsAfQ-
a:visited, span.MsoHyperlinkFollowed
+AHs-color:blue+ADs-
text-decoration:underline+ADs-
text-underline:single+ADsAfQ-
p
+AHs-mso-margin-top-alt:auto+ADs-
margin-right:0cm+ADs-
mso-margin-bottom-alt:auto+ADs-
margin-left:0cm+ADs-
mso-pagination:widow-orphan+ADs-
font-size:9.0pt+ADs-
font-family:Arial+ADs-
mso-fareast-font-family:+ACI-Times New Roman+ACIAOwB9-
pre
+AHs-margin:0cm+ADs-
margin-bottom:.0001pt+ADs-
mso-pagination:widow-orphan+ADs-
tab-stops:45.8pt 91.6pt 137.4pt 183.2pt 229.0pt 274.8pt 320.6pt 366.4pt 412.2pt 458.0pt 503.8pt 549.6pt 595.4pt 641.2pt 687.0pt 732.8pt+ADs-
font-size:10.0pt+ADs-
font-family:+ACI-Courier New+ACIAOw-
mso-fareast-font-family:+ACI-Times New Roman+ACIAOwB9-
p.left, li.left, div.left
+AHs-mso-style-name:left+ADs-
mso-margin-top-alt:auto+ADs-
margin-right:0cm+ADs-
mso-margin-bottom-alt:auto+ADs-
margin-left:0cm+ADs-
mso-pagination:widow-orphan+ADs-
font-size:9.0pt+ADs-
font-family:Arial+ADs-
mso-fareast-font-family:+ACI-Times New Roman+ACIAOw-
font-weight:bold+ADsAfQ-
p.right, li.right, div.right
+AHs-mso-style-name:right+ADs-
mso-margin-top-alt:auto+ADs-
margin-right:0cm+ADs-
mso-margin-bottom-alt:auto+ADs-
margin-left:0cm+ADs-
mso-pagination:widow-orphan+ADs-
font-size:9.0pt+ADs-
font-family:Arial+ADs-
mso-fareast-font-family:+ACI-Times New Roman+ACIAOwB9-
+AEA-page Section1
+AHs-size:612.0pt 792.0pt+ADs-
margin:72.0pt 90.0pt 72.0pt 90.0pt+ADs-
mso-header-margin:35.4pt+ADs-
mso-footer-margin:35.4pt+ADs-
mso-paper-source:0+ADsAfQ-
div.Section1
+AHs-page:Section1+ADsAfQ-
--+AD4-
+ADw-/style+AD4-
+ADwAIQ---+AFs-if gte mso 10+AF0APg-
+ADw-style+AD4-
/+ACo- Style Definitions +ACo-/
table.MsoNormalTable
+AHs-mso-style-name:Standaardtabel+ADs-
mso-tstyle-rowband-size:0+ADs-
mso-tstyle-colband-size:0+ADs-
mso-style-noshow:yes+ADs-
mso-style-parent:+ACIAIgA7-
mso-padding-alt:0cm 5.4pt 0cm 5.4pt+ADs-
mso-para-margin:0cm+ADs-
mso-para-margin-bottom:.0001pt+ADs-
mso-pagination:widow-orphan+ADs-
font-size:10.0pt+ADs-
font-family:+ACI-Times New Roman+ACIAOw-
mso-ansi-language:+ACM-0400+ADs-
mso-fareast-language:+ACM-0400+ADs-
mso-bidi-language:+ACM-0400+ADsAfQ-
+ADw-/style+AD4-
+ADwAIQBb-endif+AF0---+AD4-
+ADw-/head+AD4-
+ADw-body lang+AD0-EN-US link+AD0-blue vlink+AD0-blue style+AD0-'tab-interval:36.0pt'+AD4-
+ADw-div class+AD0-Section1+AD4-
+ADw-table class+AD0-MsoNormalTable border+AD0-0 cellpadding+AD0-0 width+AD0AIg-100+ACUAIg-
style+AD0-'width:100.0+ACUAOw-mso-cellspacing:1.5pt'+AD4-
+ADw-tr style+AD0-'mso-yfti-irow:0+ADs-mso-yfti-firstrow:yes'+AD4-
+ADw-td valign+AD0-top style+AD0-'padding:.75pt .75pt .75pt .75pt'+AD4-
+ADw-p class+AD0-MsoNormal+AD4APA-b+AD4APA-span style+AD0-'font-size:9.0pt+ADs-font-family:Arial'+AD4-Fase: +ADw-o:p+AD4APA-/o:p+AD4APA-/span+AD4APA-/b+AD4APA-/p+AD4-
+ADw-/td+AD4-
+ADw-td style+AD0-'padding:.75pt .75pt .75pt .75pt'+AD4-
+ADw-p class+AD0-MsoNormal+AD4APA-span style+AD0-'font-size:9.0pt+ADs-font-family:Arial'+AD4-Board +ADw-o:p+AD4APA-/o:p+AD4APA-/span+AD4APA-/p+AD4-
+ADw-/td+AD4-
+ADw-/tr+AD4-
+ADw-tr style+AD0-'mso-yfti-irow:1'+AD4-
+ADw-td valign+AD0-top style+AD0-'padding:.75pt .75pt .75pt .75pt'+AD4-
+ADw-p class+AD0-MsoNormal+AD4APA-b+AD4APA-span style+AD0-'font-size:9.0pt+ADs-font-family:Arial'+AD4-Processing
Stage: +ADw-o:p+AD4APA-/o:p+AD4APA-/span+AD4APA-/b+AD4APA-/p+AD4-
+ADw-/td+AD4-
+ADw-td style+AD0-'padding:.75pt .75pt .75pt .75pt'+AD4-
+ADw-p class+AD0-MsoNormal+AD4APA-span style+AD0-'font-size:9.0pt+ADs-font-family:Arial'+AD4-Board+ADw-o:p+AD4APA-/o:p+AD4APA-/span+AD4APA-/p+AD4-
+ADw-/td+AD4-
+ADw-/tr+AD4-
+ADw-tr style+AD0-'mso-yfti-irow:2'+AD4-
+ADw-td colspan+AD0-2 style+AD0-'padding:.75pt .75pt .75pt .75pt'+AD4APA-pre+AD4APA-b+AD4APA-span
style+AD0-'font-size:9.0pt+ADs-font-family:Arial'+AD4-Abstract:+ADw-/span+AD4APA-/b+AD4APA-span
style+AD0-'font-size:9.0pt+ADs-font-family:Arial'+AD4APA-br+AD4-
Kandi-Segbana-Nigeria border road+ADw-o:p+AD4APA-/o:p+AD4APA-/span+AD4APA-/pre+AD4APA-/td+AD4-
+ADw-/tr+AD4-
+ADw-tr style+AD0-'mso-yfti-irow:3'+AD4-
+ADw-td valign+AD0-top style+AD0-'padding:.75pt .75pt .75pt .75pt'+AD4-
+ADw-p class+AD0-MsoNormal+AD4APA-b+AD4APA-span style+AD0-'font-size:9.0pt+ADs-font-family:Arial'+AD4-Financing
Institution: +ADw-o:p+AD4APA-/o:p+AD4APA-/span+AD4APA-/b+AD4APA-/p+AD4-
+ADw-/td+AD4-
+ADw-td style+AD0-'padding:.75pt .75pt .75pt .75pt'+AD4-
+ADw-p class+AD0-MsoNormal+AD4APA-span style+AD0-'font-size:9.0pt+ADs-font-family:Arial'+AD4-OPEC-Fund+ADw-o:p+AD4APA-/o:p+AD4APA-/span+AD4APA-/p+AD4-
+ADw-/td+AD4-
+ADw-/tr+AD4-
+ADw-tr style+AD0-'mso-yfti-irow:4'+AD4-
+ADw-td valign+AD0-top style+AD0-'padding:.75pt .75pt .75pt .75pt'+AD4-
+ADw-p class+AD0-MsoNormal+AD4APA-b+AD4APA-span style+AD0-'font-size:9.0pt+ADs-font-family:Arial'+AD4-Contact:
+ADw-o:p+AD4APA-/o:p+AD4APA-/span+AD4APA-/b+AD4APA-/p+AD4-
+ADw-/td+AD4-
+ADw-td style+AD0-'padding:.75pt .75pt .75pt .75pt'+AD4APA-pre+AD4APA-span style+AD0-'font-size:9.0pt+ADs-
font-family:Arial'+AD4-OFID +ADw-o:p+AD4APA-/o:p+AD4APA-/span+AD4APA-/pre+AD4APA-pre+AD4APA-span style+AD0-'font-size:
9.0pt+ADs-font-family:Arial'+AD4-The OPEC Fund for International Development+ADw-o:p+AD4APA-/o:p+AD4APA-/span+AD4APA-/pre+AD4APA-pre+AD4APA-span
style+AD0-'font-size:9.0pt+ADs-font-family:Arial'+AD4- Parkring 8, A-1010 Vienna, Austria+ADw-o:p+AD4APA-/o:p+AD4APA-/span+AD4APA-/pre+AD4APA-pre+AD4APA-span
style+AD0-'font-size:9.0pt+ADs-font-family:Arial'+AD4- PO Box 995, A-1011 Vienna, Austria+ADw-o:p+AD4APA-/o:p+AD4APA-/span+AD4APA-/pre+AD4APA-pre+AD4APA-span
style+AD0-'font-size:9.0pt+ADs-font-family:Arial'+AD4- Telephone: 1-515-64-0 +ADw-o:p+AD4APA-/o:p+AD4APA-/span+AD4APA-/pre+AD4APA-pre+AD4APA-span
style+AD0-'font-size:9.0pt+ADs-font-family:Arial'+AD4APA-span style+AD0-'mso-spacerun:yes'+AD4AJg-nbsp+ADsAPA-/span+AD4-Fax: 1-513 92 38+ADw-o:p+AD4APA-/o:p+AD4APA-/span+AD4APA-/pre+AD4APA-pre+AD4APA-span
style+AD0-'font-size:9.0pt+ADs-font-family:Arial'+AD4- Email: info+AEA-ofid.org+ADw-o:p+AD4APA-/o:p+AD4APA-/span+AD4APA-/pre+AD4APA-/td+AD4-
+ADw-/tr+AD4-
+ADw-tr style+AD0-'mso-yfti-irow:5+ADs-mso-yfti-lastrow:yes'+AD4-
+ADw-td valign+AD0-top style+AD0-'padding:.75pt .75pt .75pt .75pt'+AD4-
+ADw-p class+AD0-MsoNormal+AD4APA-b+AD4APA-span style+AD0-'font-size:9.0pt+ADs-font-family:Arial'+AD4-More
information: +ADw-o:p+AD4APA-/o:p+AD4APA-/span+AD4APA-/b+AD4APA-/p+AD4-
+ADw-/td+AD4-
+ADw-td style+AD0-'padding:.75pt .75pt .75pt .75pt'+AD4-
+ADw-p class+AD0-MsoNormal+AD4APA-span style+AD0-'font-size:9.0pt+ADs-font-family:Arial'+AD4APA-a
href+AD0AIg-http://www.ofid.org/projects+AF8-operations/commitments+AF8-2009.aspx+ACI-
target+AD0AIgBf-blank+ACIAPg-Click here for additional information +ADw-/a+AD4APA-o:p+AD4APA-/o:p+AD4APA-/span+AD4APA-/p+AD4-
+ADw-/td+AD4-
+ADw-/tr+AD4-
+ADw-/table+AD4-
+ADw-p class+AD0-MsoNormal+AD4APA-o:p+AD4AJg-nbsp+ADsAPA-/o:p+AD4APA-/p+AD4-
+ADw-/div+AD4-
+ADw-/body+AD4-
+ADw-/html+AD4-
|
Publicatiedatum: 28.12.2009 |
94. Benin: Ndali-Nikki-Chicandou-Nigerian border road asphalting project
EVD-kenmerk: 268092Uitleg fases
|
Fase:
|
Board
|
|
Processing
Stage:
|
Appraisal
Report
|
Abstract:
2.1.Project Components
Project Objectives
2.1.1.The sector goal of the project is to contribute to opening up the country, strengthening regional integration and increasing regional trade [WAEMU and ECOWAS].The specific objectives are to improve: [i] movement of goods and persons on the Ndali- Nikki-Chicandou-Nigerian Road Section of the Lamakara [Togo]-Ouaké-Ndali-Chicanda- Ilorin [Nigeria]; and [ii] the living conditions of the communities within the project impact area [PIA].
Project Components
2.1.2.To achieve these objectives, the project activities have been classified into three components as indicated in the table below.
-Name of Component : Road development and
-asphalting
Description of Components :
1.1 Asphalting of the Ndali-Nigeria Border Road, including provision for fibre optics.
1.2 Environmental impact mitigation measures
1.3 Works inspection and supervision, and sensitization of the PA population on road safety, STIs and the environment
-Name of Component : Ancillary works
Description of Components :
2.1 Development of 47 km of feeder roads;
2.2 Rehabilitation of fences of schools and health facilities along the road;
2.3 Supply of carts to women groups and associations;
2.4 Control and supervision of ancillary works.
-Name of Component : Institutional support and project
-management
Description of Components :
3.1 Construction and equipping of a toll/weighing station
3.2 Project impact monitoring/evaluation
3.3 Project financial and account auditing
3.4 Executing Agency operation.
2.2.Technical Solutions Retained and Alternative Solutions Explored
2.2.1 With BOAD financing, the Government of Benin in 2008 updated the technical, economic and environmental studies on the development and asphalting of the Ndali-Nikki- Chicandou-Nigeria Border Road.The initial studies were conducted in 1997 with Bank financing.The road construction standards used are those of ECOWAS and WAEMU, namely: 10m roadbed with an asphalted 2 X 3.50 m roadway, 2 X 1.50 m shoulders and reference speeds of 100 km/h in open country and 60 km in built-up areas.The carriageway structure retained has the following characteristics: [i] a 30 cm-thick sub-grade using borrow materials; [ii] a 20 cm-thick sub-base of natural lateritic gravel; [iii] 22 cm-thick base course
of cement-improved lateritic gravel; and [iv] double-layered surface dressing.
2.2.2 With regard to surfacing, the solution retained is identical to the one used for the Djougou-Ndali section, of which the project road is the extension.It has proved to be the most appropriate technically, economically and environmentally
|
|
Financing
Institution:
|
African
Development Bank
|
|
Total
Project Cost
|
USD 58.38
million
|
|
Contact:
|
Team Leader: P. RUGUMIRE, Transport Engineer, OINF.1, Ext. 3803
Team Members: M. BENARD, Transport Economist, OINF.1, Ext. 2302
J.N. ILBOUDO, Transport Engineer, OINF.1, Ext. 3156
Environmentalist, (Consultant) OINF.1
Regional Director: J. LITSE, ORWA
Sector Director: G. MBESHERUBUSA, OINF
Sector Division Manager: A. KIES, OINF.1
|
|
Agency:
|
African
Development Bank
|
|
More
information:
|
Click here for additional information
|
|
Publicatiedatum: 13.04.2010 |
95. Benin: Proposal to extend a ua 11.50 million loan and award a ua 22.18 million grant to finance the Ndali-Nikki-Chicandou-Nigerian border road asphalting project
EVD-kenmerk: 265305Uitleg fases
|
Fase:
|
Appraisal
|
|
Processing
Stage:
|
Outcome of
Negotiations / Draft Resolutions
|
Abstract:
N’DALI-NIKKI-CHICANDOU-NIGERIAN BORDER ROAD ASPHALTING PROJECT OUTCOME OF NEGOTIATIONS
Negotiations were held on 4 March 2010 at the ADB Temporary Relocation Agency in Tunis between a Beninese Government delegation and a delegation of the Bank Group for the purpose of extending to the Republic of Benin an ADF loan amounting to 11.50 million Units of Account and award an ADF grant amounting to 22.18 million Units of Account for financing the N’Dali-Nikki-Chicandou-Nigerian Border Road Asphalting Project.
The Republic of Benin delegation accepted the modalities and conditions of the ADF loan and ADF grant as set forth in the project Appraisal Report, the Loan Agreement and the Protocol of Agreement.
BOARD OF DIRECTORS
Resolution N° F/[ ]/2010/[ ]
Adopted at the Meeting of the Board, on 2010
Loan to the Republic of Benin to finance part of the foreign currency cost of the Ndali-Nikki-Chicandou-
Nigerian border road asphalting project
THE BOARD OF DIRECTORS, HAVING REGARD to Articles 1, 2, 11, 12, 14, 15, 16 and 26 of the Agreement Establishing the African Development Fund (the "Fund"), the ADF-11 financing guidelines provided in the Report on the Eleventh General Replenishment of the Resources of the Fund, the currently applicable ADF-11 Country Resource Allocation, and the Appraisal Report contained in document ADF/BD/WP/2010/14 (the "Appraisal Report");
NOTING the availability of sufficient resources to enable the Fund to commit the amount of the Loan;
DECIDES as follows:
1.
To grant to the Republic of Benin, from the resources of the Fund, a Loan of an amount not exceeding the
equivalent of Eleven Million Five Hundred Thousand Units of Account (UA 11,500,000) to finance part
of the foreign currency cost of the Ndali-Nikki-Chicandou-Nigerian border road asphalting project ;
2.
To authorize the President of the Fund to conclude a Loan Agreement between the Fund and the Republic
of Benin, on the terms and conditions specified in the General Conditions Applicable to Loan Agreements
and Guarantee Agreements of the Fund, the Appraisal Report and in particular, the terms and conditions
specified herein below:
(i) The duration of the Loan shall be fifty (50) years including a grace period of ten (10) years
commencing on the date of signature of the Loan Agreement, and during the grace period, only the
service charge and the commitment charge shall be payable;
(ii) The Loan shall be amortized over a period of forty (40) years after the expiration of the grace period,
at the rate of one percent (1%) per annum from the 11th to the 20th year inclusive and at the rate of
three percent (3%) per annum thereafter, in equal and consecutive semi-annual instalments payable on
15 April and 15 October of each year, and the first of such instalments shall be paid on the 15 April or
15 October immediately following the expiration of the grace period;
(iii) A service charge at the rate of three-quarters of one percent (0.75%) per annum on the principal
amount disbursed and outstanding shall be paid semi-annually on 15 April and 15 October of each
year; and
(iv) A commitment charge at the rate of one-half of one percent (0.50%) per annum on the undisbursed
portion of the Loan shall begin to accrue one hundred and twenty (120) days after the date of signature
of the Loan Agreement and shall be paid on the same dates specified for the payment of the service
charge;
3.
The President may cancel the Loan if the Loan Agreement is not signed within one hundred and eighty
(180) days from the date of approval of the Loan; and
4.
This Resolution shall become effective on the date above-mentioned.
BOARD OF DIRECTORS
Resolution N°F/2010/
Adopted at the Meeting of the Board, on 2010
Grant to the Republic of Benin to finance part of the foreign currency cost and part of the local currency cost of the Ndali-Nikki-Chicandou-Nigerian border road asphalting project
THE BOARD OF DIRECTORS,
HAVING REGARD to
(i) Articles 1, 2, 11, 12, 14, 15, 16 and 26 of the Agreement Establishing the
African Development Fund (the “Fund”),
(ii) the ADF-11 financing guidelines provided in the Report on the
Eleventh General Replenishment of the Resources of the Fund,
(iii) the currently applicable ADF-11
Country Resource Allocation, and
(iv) the Grant proposal contained in document ADF/BD/WP/2010/14 (the
“Appraisal Report”);
NOTING the availability of sufficient resources to enable the Fund to commit the amount of the Grant;
DECIDES as follows:
1.
To award to the Republic of Benin, from the resources of the Fund, a Grant of an amount not
exceeding the equivalent of Twenty Two Million One Hundred and Eighty Thousand Units of Account (UA 22,180,000) to finance part of the foreign currency cost and part of the local
currency cost of the Ndali-Nikki-Chicandou-Nigerian border road asphalting project ;
2.
To authorize the President of the Fund to conclude with the Republic of Benin, a Protocol of
Agreement under the terms and conditions specified in the General Conditions Applicable to
Protocols of Agreement of the Fund and in the Appraisal Report;
3.
The President may cancel the Grant if the Protocol of Agreement is not signed within one hundred
and eighty (180) days from the date of approval of the Grant; and
4.
This Resolution shall become effective on the date above-mentioned
|
|
Financing
Institution:
|
AfDB DARMS
(restricted to EVD)
|
|
Total
Project Cost
|
USD 57.77
million
|
|
Contact:
|
Mr. G. MBESHERUBUSA
Director
OINF
Ext. 2034
Mr. J. K. LITSE Director ORWA Ext. 2047
Mr. K. GADIO
Mr. A. KIES
General Counsel
Division Manager
GECL
OINF.1
Ext. 2032
Ext. 2282
Mrs. H. NGARNIM-GANGA
Mr. P. RUGUMIRE
Division Manager
Transport Engineer
GECL.1
OINF.1
Ext. 2499
Ext. 3803
Mr. J.N. ILBOUDO Transport Engineer OINF.1 Ext. 3156
Mr. M.BENARD Transport Economist OINF.1 Ext. 2302
|
|
Agency:
|
African
Development Fund
|
|
Publicatiedatum: 09.04.2010 |
96. Bhutan: Capacity Building in Road Safety and Road Asset Management : Bhutan
EVD-kenmerk: 225461Uitleg fases
|
Fase:
|
Board
|
|
Processing
Stage:
|
Technical
Assistance
|
Abstract:
There are two components for the TA: (i) Road Safety Audit Component and (ii) Road Asset Management Component. The proposed TA not only assists DOR to conduct road safety audits and road asset planning under the Project, but also embeds the system to continuously conduct these activities in a systematic and sustainable manner. This TA will address one of the Government strategies to strengthen DOR for planning and managing the road network and the transport services efficiently, while improving road safety. The strengthening of DOR's capacity in road asset management will help the Government to improve public expenditure management as the plan will be prepared based on sound analyses. Capacity building in road safety will ensure safer roads.
The objective of the TA is to strengthen the institutional capacity and technical capabilities of the Department of Roads (DOR) to (i) make sure that road safety measures are incorporated into the design of roads; and (ii) formulate road development and management plan based on a sound and objective basis, which would help the Government allocate the budget efficiently and effectively. The proposed TA will help the Government (i) ensure safety in the road network and (ii) prepare road maintenance plan/budget on a road condition-based planning.
The Road Network Project (RNP) will provide opportunities for road sector institutions, especially the DOR to use it as a pilot case to conduct road safety audit. The TA focuses on building capacity for planning and policy-making of road sector institutions, complementing similar capacity building efforts on technical aspects. The last ADB's TA provided for DOR capacity building introduced a concept of road asset management, which requires further strengthening for continuous implementation. It is timely to assist DOR in enhancing the capacity in this area as DOR needs to prepare an appropriate budgeting proposal for the 10th five year plan to achieve the committment assured under the proposed loan.
|
|
Financing
Institution:
|
Asian
Development Bank
|
|
Total
Project Cost
|
USD 0.3
million
|
|
Program:
|
TA-4658
BHU
|
|
Contact:
|
Arto T. Ahonen
|
|
Agency:
|
Department
of Roads Mr. Phuntsho Wangdi Director dorrip@druknet.net.bt
|
|
More
information:
|
Click here for additional information
|
|
Publicatiedatum: 14.10.2008 |
97. Bhutan: Road Network II : Bhutan
EVD-kenmerk: 208828Uitleg fases
|
Fase:
|
Identification
|
|
Processing
Stage:
|
Loan
|
Abstract:
tbd
|
|
Financing
Institution:
|
Asian
Development Bank
|
|
Total
Project Cost
|
USD 18
million
|
|
Program:
|
Loan:
39225-01
|
|
Contact:
|
Ms. Meriaty Subroto (msubroto@adb.org)
|
|
Agency:
|
Transport
and Communications Division, SARD
|
|
More
information:
|
Click
here for additional information
|
|
Publicatiedatum: 18.03.2008 |
98. Bolivia: Maintenance by Standards Pilot Program Support
EVD-kenmerk: 190063Uitleg fases
|
Fase:
|
Board
|
|
Processing
Stage:
|
Approved
|
Abstract:
Project Description Develop a pilot project for road maintenance by standards that will allow ABC to bring new concepts and instruments for the management and preservation of the portion of the Fundamental Road Net that is still in average or good condition
|
|
Financing
Institution:
|
Inter-American
Development Bank
|
|
Total
Project Cost
|
USD
0.53 million
|
|
Program:
|
ATN/OC-10436-BO
|
|
Contact:
|
Inter-american Development Bank
|
|
Agency:
|
Inter-american
Development Bank
|
|
More
information:
|
Click here for additional information
|
|
Publicatiedatum: 06.07.2007 |
99. Bolivia: Performance-based Road Maintenance Program
EVD-kenmerk: 202439Uitleg fases
|
Fase:
|
Board
|
|
Processing
Stage:
|
Approved
|
Abstract:
Project Description Given the roads subsector´s strategic importance to Bolivia´s sustainable development, and that deficient maintenance management mechanisms and insufficient maintenance budgets are inevitably translating into a steady decline of conditions on the RVF, the Government of Bolivia -through the ABC- asked the Bank for a loan to carry out a performance-based road maintenance program.
The proposed program is aligned eith the objectives and policies set out in Bolivia´s National Development Plan as well as those of the Bank´s country strategy and will enable the ABC to switch from unit price contracts to service level contracts and to try out new concepts and tools for management and conservation of the RVF, therby avoiding the premature deterioration of the road system in general while ensuring an adequate level of service for users at a reasonable cost.
Also, given that the "Provial Bolivia" conservation program has already provided a first experience with service-level contracts for routine maintenance on certain segments of the network, using road conservation microenterprises, the present program will seek to build on that experience and on the lessons learned in broadening the scope of the performance-based road maintenance management model, integrating the existing microenterprises and promoting the adoption of a system that ensures both the preservation of the RVF and its sustainability over time.
The program will be divided into the following components:
1) Performance-base road maintenance works: this component wil finance two performance-based road maintenance works contracts in order to check and reverse the process of premature deterioration and the increase in rehabilitation and maintenance costs, as well as to enhance the level of service for users on 497 kilometers of pave segments of Routes 1 and 4 of the RVF, in the Santa Cruz-Cochabamba-La Paz-Tambo Quemado corridor, the main export and import corridor, with the highest volume of vehicle traffic in Bolivia.
2) Support for ABC management capacities and tools: this component seeks to develop and consolidate a modern, sustainable system for managing preservation of the RVF, and
3) Engineering and administration: this component includes funds for:
(a) preinvestment studies, to identify and develop projects allowing for the model to be replicated on the rest of the network, using an integrated, programmatic, and gradual approach;
(b) specialized consulting services to support ABC on specific issues relating to performance-based maintenance management;
(c) program management, including helping ABC to create and stengthen a performance-based maintenance technical unit (UTME) to coordinatethe programa;
(d) design and implementation of systems for managing, monitoring, and evaluating program outcomes, and
(e) independent external audits
|
|
Financing
Institution:
|
Inter-American
Development Bank
|
|
Total
Project Cost
|
USD 0.02
million
|
|
Program:
|
1940/OC-BO
|
|
Contact:
|
Inter-American Development Bank
1300 New York Avenue, NW
Washington DC, 20577, USA
Tel: (202) 623 -1000
Fax: (202) 623-3096
E-mail: pic@iadb.org (project documents and information)
|
|
Agency:
|
Inter-American
Development Bank 1300 New York Avenue, NW Washington DC, 20577, USA Tel: (202)
623 -1000 Fax: (202) 623-3096 E-mail: pic@iadb.org (project documents and
information)
|
|
More
information:
|
Click here for additional information
|
|
Publicatiedatum: 18.12.2007 |
100. Bond Financing for Infrastructure Projects in the ASEAN+3 Region
EVD-kenmerk: 248738Uitleg fases
|
Fase:
|
Board
|
|
Processing
Stage:
|
Approval
13 Jul 2009
|
Abstract:
TA Name: Bond Financing for Infrastructure Projects in the ASEAN+3 Region
Country: Regional
TA Number: 6460
Project Number: 41225-02
Fund Source/Amount[Approved]: Financial Sector Devt Partnership Fund US340 000
|
|
Financing
Institution:
|
Asian
Development Bank
|
|
Program:
|
TA Number:
6460
|
|
Contact:
|
Chiemi Kaneko
ckaneko@adb.org
|
|
Agency:
|
ADB Postal
Address: PO Box 789 0980 Manila, Philippines Street Address: 6 ADB Avenue,
Mandaluyong City 1550, Philippines Telephone No: + 632 632 4444 (connecting
all Depts/Offices) Main Fax No: + 632 636 2444
|
|
More
information:
|
Click here for additional information
|
|
Publicatiedatum: 31.07.2009 |
