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PUBLIC DISCLOSURE AUTHORISED
CARIBBEAN DEVELOPMENT BANK
TWO HUNDRED AND SIXTY-FIRST MEETING OF THE BOARD OF DIRECTORS
TO BE HELD IN GUYANA
MAY 26, 2014
PAPER BD 35/14
PAPER BD 35/14 Corr.1
FIFTH ROAD (PHILIP S. W. GOLDSON HIGHWAY UPGRADING) PROJECT – BELIZE
(President’s Recommendation No. 881)
1. The attached Report appraises a proposal for a loan to the Government of Belize (GOBZ) to
reduce congestion and climate change vulnerability, and improve safety on the Philip S. W. Goldson
Highway; and enhance the Ministry of Works and Transport and Belizean contractors’ capacity to address
gender equality and social inclusion in current and future construction projects.
2. On the basis of the Report, I recommend:
(a) a loan to GOBZ of an amount not exceeding the equivalent of twenty-nine million seven
hundred and nineteen thousand United States dollars (USD29,719,000) (the Loan)
consisting of:
(i) an amount not exceeding the equivalent of twenty six million two hundred and
forty thousand United States dollars (USD26,240,000) from the Ordinary Capital
Resources of the Caribbean Development Bank (CDB) comprising:
(aa) an amount not exceeding the equivalent of thirteen million seven
hundred and forty thousand United States dollars (USD13,740,000); and
(bb) an amount not exceeding the equivalent of twelve million five
hundred thousand United States dollars (USD12,500,000) allocated
from resources provided by the European Investment Bank (EIB) to
CDB under the Climate Action Line of Credit (CALC); and
(ii) an amount not exceeding the equivalent of three million four hundred and
seventy-nine thousand United States dollars (USD3,479,000) from CDB’s
Special Funds Resources (SFR);
(b) a grant to GOBZ of an amount not exceeding the equivalent of one hundred and eleven
thousand United States dollars (USD111,000) (the Grant) from CDB’s SFR to assist in
financing consultancy services for Gender Capacity Building and for the development of
a Monitoring and Evaluation system for the Project,
on the terms and conditions set out and referred to in Chapter 6 of the attached Report
3. In addition, I recommend a waiver of CDB’s Guidelines for Procurement in respect of procurement
related to the infrastructure works under the Project, to extend eligibility to countries eligible for procurement
under EIB-funded projects which are not CDB Member Countries.
4. Funds are available within CDB’s existing resources and/or borrowing programme for the relevant
disbursement period.
PUBLIC DISCLOSURE AUTHORISED
CARIBBEAN DEVELOPMENT BANK
APPRAISAL REPORT
ON
FIFTH ROAD (PHILIP S. W. GOLDSON HIGHWAY UPGRADING) PROJECT –
BELIZE
Considered at the Two Hundred And Sixty-First Meeting
of the Board of Directors on May 26, 2014.
(BD 35/14) AR 14/2
Officer-in-Charge - Projects Department
Deidre Clarendon
Division Chief - Economic Infrastructure Division
Andrew Dupigny
MAY 2014
This Document is being made publicly available in accordance with
the Bank’s Information Disclosure Policy. The Bank does not accept
responsibility for the accuracy or completeness of the Document.
Any designation or demarcation of, or reference to, a particular territory or geographic area in this Document
is not intended to imply any opinion or judgment on the part of the Bank as to the legal or other status of any
territory or area or as to the delimitation of frontiers or boundaries.
This Report was prepared by an Appraisal Team comprising:
Glen McCarvell, Operations Officer (Civil Engineer)/Coordinator; Merlyn Combie, Operations Officer (Financial Analyst);
Cheryl Dixon, Coordinator, Environmental Sustainability Unit (Ag.); Elbert Ellis, Operations Officer (Social Analyst);
Xiomara Archibald, Country Economist; Dave Waithe, Legal Counsel; and Sonia Hampden, Coordinating Secretary.
CURRENCY EQUIVALENT
Dollars ($) throughout refer to Belize Dollars (BZD) unless otherwise stated.
USD1.00 = BZD2.00
BZD1.00 = USD0.50
ABBREVIATIONS
AADT - Annual Average Daily Traffic
AASHTO - American Association of State Highway and Transportation Officials
BMCs - Borrowing Member Countries
BOD - Board of Directors
BOP - Balance of Payments
CALC - Climate Action Line of Credit
CBB - Central Bank of Belize
CC - Climate Change
CDB - Caribbean Development Bank
CDF - CARICOM Development Fund
CEO - Chief Executive Officer
CPA - Country Poverty Assessment
CRF - Consolidated Revenue Fund
DOE - Department of Environment
DPW - Department of Public Works
EIB - European Investment Bank
EMP - Environmental Management Plan
ERR - Economic Rate of Return
FDI - Foreign Direct Investment
FY - Fiscal Year
GBV - Gender Based Violence
GDP - Gross Domestic Product
GOBZ - Government of Belize
GPC - Gender Project Coordinator
HDM - Highway Development and Management
HGV - Heavy Goods Vehicles
HRM - Human Resource Management
IDC - Interest During Construction
iRAP - International Road Assessment Programme
km - kilometres
KSI - Killed and Seriously Injured
LGV - Light Goods Vehicles
m - metres
MDGs - Millennium Development Goals
M&E - Monitoring and Evaluation
MFED - Ministry of Finance and Economic Development
MGV - Medium Goods Vehicles
mm - millimetres
mn - million
MOH - Ministry of Health
MVRTA - Motor Vehicle and Road Traffic Act
MVIA - Motor Vehicle Insurance Act
MWT - Ministry of Works and Transport
NGP - National Gender Policy
( ii)
NPESAP - National Poverty Elimination Strategy and Action Plans
NPLs - Non-Performing Loans
NPV - Net Present Value
OCR - Ordinary Capital Resources
p.a. - per annum
PC - Project Coordinator
PCR - Project Completion Report
PD - Police Department
PEU - Project Execution Unit
PRA - Public Roads Act
RSU - Road Safety Unit
RTIs - Road Traffic Injuries
SC - Steering Committee
SCF - Standard Conversion Factor
SIA - Social Impact Assessment
SFR - Special Funds Resources
SLR - Rising Sea Levels
SpCF - Specific Conversion Factor
TA - Technical Assistance
TOR - Terms of Reference
USD - United States Dollar
VOC - Vehicle Operating Costs
VOT - Value of Time
YCT - Youth and Community Transformation
MEASURES AND EQUIVALENTS
1 hectare (ha)
1 kilometre (km) =
= 2.47 acres
0.621 mile (mi) 1 square kilometre (km2) = 0.386 square mile (mi2) 1 metre (m) = 3.281 feet (ft) 1 millimetre (mm)
1 square metre (m2) =
= 0.039 inch (in)
10.756 square feet (ft2)
TABLE OF CONTENTS
COUNTRY DATA: BELIZE
LOAN AND PROJECT SUMMARY
1. STRATEGIC CONTEXT AND RATIONALE
2. PROJECT DESCRIPTION
3 FINANCING STRUCTURE AND COSTS
4. PROJECT VIABILITY
5. IMPLEMENTATION AND PROJECT MANAGEMENT
6. TERMS AND CONDITIONS
APPENDICES
1.1 ORGANISATIONAL STRUCTURE OF DPW AND PEU
1.2 MACROECONOMIC AND MACROSOCIAL CONTEXT
2.1 PROJECT DETAILS
2.2 DRAFT TERMS OF REFERENCE – CONSTRUCTION SUPERVISON
CONSULTANCY
2.3 DRAFT TERMS OF REFERENCE – DETAILED DESIGN OF HAULOVER BRIDGE
REPLACEMENT
2.4 DRAFT TERMS OF REFERENCE – INSTITUTIONAL STRENGTHENING STUDY –
2.5 DRAFT TERMS OF REFERENCE – GENDER CAPACITY BUILDING
CONSULTANCY
2.6 DRAFT TERMS OF REFERENCE – COMMUNICATION CONSULTANCY
2.7 DRAFT TERMS OF REFERENCE – MONITORING AND EVALUATION
CONSULTANCY
3.1 PROJECT COST, PHASING AND FINANCING PLAN
4.1 PHILIP S. W. GOLDSON HIGHWAY STAR RATINGS
4.2 NOTES AND ASSUMPTIONS TO THE ECONOMIC ANALYSIS
4.3 ECONOMIC RATE OF RETURN CALCULATIONS
4.4 CLIMATE VULNERBILITY ASSESSMENT
4.5 GENDER MARKER ANALYSIS
4.6 GENDER ACTION PLAN
5.1 DUTIES OF THE PROJECT COODINATOR
5.2 DRAFT TERMS OF REFERENCE – STEERING COMMITTEE – GENDER AND
SOCIAL INCLUSION AND DUTIES OF GENDER PROJECT COORDINATOR
5.3 IMPLEMENTATION SUPPORT PLAN
5.4 PROJECT IMPLEMENTATION SCHEDULE
5.5 PROCUREMENT PLAN
5.6 ESTIMATED QUARTERLY LOAN DISBURSEMENT SCHEDULE
5.7 REPORTING REQUIREMENTS
6.1 EXCLUDED ACTIVITIES
6.2 FORM OF PROJECT COMPLETION REPORT
FIGURES
2.1 MAP OF BELIZE SHOWING PROJECT LOCATION
2.2 PROJECT LOCATION
COUNTRY DATA: BELIZE 2009 2010 2011 2012 2013
PER CAPITA GDP (current market prices; $) 8,097 8,650 8,702 9,252 9,047
GROSS DOMESTIC PRODUCT (GDP)
GDP at Current Market Prices ($mn) 2698 2797 2895 3145.2 3184.6
Statistical Discrepancy *
Demand Components:
Consumption Expenditure
-37.0
2,326.9
19.2
2,425.7
-13.0
2,574.2
24.8
2,683.8
…
…
Gross Domestic Investment 510.1 369.5 506.1 503.7 …
Exports of goods and non-factor services 1,380.4 1,626.6 1,787.2 1,913.5 …
Imports of goods and non-factors ervices 1,503.4 1,605.9 1,876.7 1,980.6 …
Gross domestic savings ratio (%) 13.8 13.3 11.1 14.7 …
Sectoral distribution of current GDP (%)
Agriculture 12.8 13.2 13.1 14.6 …
Mining & Quarrying 0.5 0.5 0.5 0.6 …
Manufacturing 13.0 14.0 15.4 13.7 …
Utilities 4.0 4.1 3.7 2.7 …
Construction 4.0 3.0 2.9 3.2 …
Transport & Communication 12.7 12.7 12.2 12.6 …
Hotels & Restaurants 4.5 4.6 4.8 5.0 …
Wholesale & Retail Trade 16.2 16.9 16.7 17.0 …
Financial & Business Services 16.8 15.7 15.5 15.8 …
Government Services 12.4 12.1 11.9 11.7 …
Other Services 8.1 8.0 7.8 7.6 …
Less Imputed Service Charge 5.0 4.9 4.5 4.4 …
GDP at Current Factor Cost ($mn) 2,346.8 2,431.6 2,595.9 2,737.7 …
GDP at constant 2000 Prices ($mn) 2,114.0 2,108.7 2,145.1 2,252.7 …
Annual rate of growth in GDP (%) 0.0 2.7 2.0 4.0 0.7
MONEY AND PRICES ($ mn)
Consumer prices (av. annual % change) (1.1) 0.9 1.7 1.3 0.5
Money supply (M1; annual % change) 1.0 (0.8) 18.6 31.4 1.7
Total domestic credit(net) 2,002.3 1,944.9 1,915.3 1,973.0 …
Private sector (net) 1,799.5 1,757.6 1,752.3 1,791.2 …
Public sector (net) 202.8 187.3 163.0 181.8 …
Estimated Tourism Expenditure (USD mn) 251.7 260.0 … … …
CENTRAL GOVERNMENT FINANCES ($ mn)
Current Revenues 653.9 735.7 793.8 814.7 …
Current Grants 0.0 0.0 0.0 0.0 …
Current Expenditures 661.8 676.7 714.5 736.9 …
Current AccountSurplus/ (Deficit) (7.9) 59.0 79.3 77.8 …
Capital Revenue and Grants 44.9 24.2 15.6 61.4 …
Capital Expenditure and Net Lending 113.3 126.1 102.1 161.0 …
Overall Surplus/ (Deficit) (76.3) (42.9) (7.2) (21.8) …
BALANCE OF PAYMENTS (USD mn)
Merchandise Exports (f.o.b) 382.1 475.7 603.6 621.7 607.1
Merchandise Imports (c.i.f) 620.5 649.8 778.2 837.0 875.5
Trade balance (238.4) (174.0) (174.6) (215.2) (268.7)
Net Balance on services account 182.6 200.1 169.1 218.1 223.3
Income (net) (85.9) (138.5) (196.4) (240.6) …
Transfers (net) 79.4 183.7 83.8 75.8 …
Current Account Balance (84.6) (40.6) (19.9) (39.6) (80.1)
Capital and Financial Account 135.5 33.0 44.7 89.8 177.9
Net errors and omisions (3.6) 11.9 (6.7) 2.5 16.1
Overall Balance 47.3 4.3 18.1 52.7 113.9
Change in Reserves () = Increase -47.3 -4.3 -18.1 -52.7 -113.9
TOTAL PUBLIC DEBT (USD mn)
Total public debt 1,175.7 1,195.1 1,213.3 1,208.9 1,274.0
Domestic debt outstanding 160.1 183.9 190.6 195.0 192.6
Long term … … … … …
Short term … … … … …
External debt outstanding 1015.65 1011.2 1022.7 1013.9 1,081.5
Debt Service 80.9 76.5 81.5 79.3 …
Amortisation 42.3 35.3 37.1 40.0 …
Interest Payments 38.6 41.2 44.4 39.3 …
External debt service as % of exports of goods and services 9.8 8.8 8.7 8.4 …
Total debt service as % of current revenue 18.7 19.4 20.5 18.9 …
2009 2010 2011 2012 2013
POPULATIONMid-Year Population ('000) 333.2 323.4 332.7 339.9 352.0
Population Growth Rate (%) 3.4 (2.9) 2.9 2.2 3.6
Crude Birth Rate … … … … …
Crude Death Rate … … … … …
Infant Mortality Rate … … … … …
EDUCATION
Net School Enrollment Ratio (%)
Primary 83.7 81.7 95.0 95.3 92.0
Secondary 40.7 44.9 50.3 50.4 51.3
Primary 23.0 22.0 22.0 22.0 23.0
Secondary 14.0 14.0 14.0 14.0 15.0
LABOUR FORCE
Unemployment Rate (%) 13.1 23.3 n.a. 14.4 13.1
Male … 16.7 … … …
Female … 33.1 … … …
Participation Rate (%) … 65.7 … … …
Male … 80.3 … … …
Female … 51.2 … … …
AVERAGE EXCHANGE RATE
Dollar(s) per US dollar 2.00 2.00 2.00 2.00 2.00
Data for 2012 are provisional.
COUNTRY DATA : BELIZE
Pupil-Teacher Ratio
COUNTRY DATA : BELIZE
1970 1980 1990 2000 2010
INDICATORS OF HUMAN DEVELOPMENT
HEALTH AND EDUCATION
Life Expectancy at Birth (years) 67.6 71.4 71.4 73.8 77.0
Male 66.9 70.4 70.4 72.6 …
Female 68.3 72.6 72.6 75.3 …
Dependency Ratio 1.17 1.03 1.03 0.93 …
Male 1.19 1.01 1.01 0.92 …
Female 1.15 1.05 1.05 0.93 …
Human Development Index … 0.614 0.648 0.687 0.739
HOUSING AND ENVIRONMENT
Households with piped water (%) 19.3 45.7 45.7 49.2 85.0
Households with access to flush toilets (%) 14.1 21.1 21.1 49.9 64.6
Households with electricity (%) … 59.4 59.4 67.2 90.0
Environmental strategy or action plan (year prepared): 2003
Source(s): Central Bank of Belize.
… not available
Data as at May 8, 2014
*: Negative figure indicates expenditure approach yields a higher estimate of GDP than the prod
LOAN AND PROJECT SUMMARY
Financial Terms and Conditions Borrower: Government of Belize
(GOBZ) Amortisation Period: Ordinary Capital
Resources (OCR):
12 years
Special Fund Resources
(SFR): 20 years Executing Agency: Project Execution Unit
(PEU) of the Ministry of
Works and Transport
(MWT)
Grace Period: OCR: 3 years
SFR: 5 years Disbursement Period: January 31, 2015 –
December 31, 2018
Source Amount
(USD’000) OCR - Loan: Equity and Market
Tranche 13,740 Interest Rate: Equity
and Market Tranche 4.1% per annum (p.a.)
variable
OCR Loan: European Investment
Bank (EIB) Climate Action Line of
Credit (CALC) Tranche
12,500 Interest Rate:
EIB˗CALC Tranche 2.38% p.a. variable
SFR – Loan 3,479 Interest Rate: SFR 2.5% p.a.
Sub-Total Loan 29,719 Commitment Fee: 1% p.a. on the
undisbursed balance of
the OCR Loan,
commencing from the
60th day after the date
of the Loan Agreement.
SFR – Grant 111 Counterpart 9,523
TOTAL: 39,353 Project Summary
Project Objective and Description:
The Project objectives include:
(a) reduced congestion and climate change (CC) vulnerability, and improved safety on the
Philip S. W. Goldson (formerly the Northern) Highway (hereinafter referred to as the
Highway);
(b) enhanced MWT capacity to plan and sustainably fund road maintenance; and
(c) enhanced capacity of MWT, and Belizean contractors’ to address gender equality and
social inclusion in current and future construction projects.
The Project consists of the following components:
(d) Land Acquisition;
(e) Infrastructure Works: including road rehabilitation and upgrading with safety
improvements and climate adaption features, bridge repairs, and the construction of a
new bridge;
(f) Engineering Services;
(g) Institutional Strengthening Study;
(h) Gender Capacity Building;
(ii)
(i) Communications;
(j) Monitoring and Evaluation (M&E); and
(k) Project Management.
Exceptions to Caribbean Development Bank (CDB) Policies:
A waiver of CDB’s Guidelines for Procurement in respect of procurement related to the infrastructure
works under the Project, to extend eligibility to countries eligible for procurement under EIB-funded
projects which are not CDB Member Countries.
CDB/Special Development Fund Contribution to Country Outcomes – Key Outputs:
Social and Economic Infrastructure
Primary roads upgraded – 9.81 kilometres (km) and one 160 metre (m) span bridge.
River Training works – 450 m
Beneficiaries of infrastructure works:
(a) Buttonwood Bay to Haulover Bridge: vehicle occupants, an average of 20,000
persons/day.
(b) Haulover Bridge to Airport Junction: vehicle occupants, an average of
25,000 persons/day.
Capacity Development
Gender equality training delivered to public and private sector employees – 50.
Operational and Organisational Effectiveness – Key Outputs:
The new bridge component will be financed from CDB, EIB, and CARICOM Development Fund (CDF)
resources and will utilise CDB’s Guidelines for Procurement with the waiver sought above.
Appraisal mission was conducted jointly by CDB and CDF and was complemented by staffing resources
provided by EIB.
Gender Marker Summary
Gender
Marker
Analysis Data Engagement Response Score Code
1 0.5 0.5 1 3 GM1
1 GM – Gender Mainstreamed: Project has potential to contribute significantly to gender equality. See Appendix 4.5 for
Gender Marker Analysis.
1. STRATEGIC CONTEXT AND RATIONALE
LOAN REQUEST
1.1 By letter dated November 12, 2013, GOBZ requested that CDB assist in financing the upgrading
of the Highway, from the Buttonwood Bay Roundabout to its junction with the Airport Road, including the
construction of a new bridge over the Belize River. Technical assistance (TA) is also requested to review
and make recommendations on road sector management and financing arrangements; and to support gender
mainstreaming in the road transport sector.
SECTOR ANALYSIS
The Road Network
1.2 Belize’s road network is divided into 603 km of arterial roads (mainly consisting of the
Hummingbird, Southern, Philip S. W. Goldson and George Price Highways); 783 km of distributor roads;
2,160 km of feeder roads (also called Farm or Sugar Roads); and 970 km of village streets. Approximately
18% of the total network is paved, of which 65% is in good and 35% in fair condition. The road network
includes a total of 313 bridges. The current vehicle fleet is estimated to be 53,569 of various types, with
the majority of them being registered in the Belize and Cayo Districts. The fleet and traffic volumes on the
network have all grown at a steady 2 – 4% p.a. over the past 10 years.
1.3 The Highway is one of three main arterial roads in the country’s road network and provides a link
from Belize City, northwards to Mexico through the Orange Walk and Corozal Districts, an area of
increasing importance for tourism and trade. At present, the Haulover Bridge offers the only crossing of
the Belize River along its route. Constructed in 1947, the bridge is in poor condition and is considered
functionally obsolete.
Organisation and Structure
1.4 Road transport in Belize is administered under three Acts: the Public Roads Act (PRA), the
Motor Vehicles and Road Traffic Act (MVRTA), and the Motor Vehicle Insurance (Third Party Risks) Act
[MVIA]. PRA deals with the powers of the Minister and the Chief Engineer, MWT, in respect of public
roads and their location, operation, and maintenance. MVRTA deals with traffic regulations and other
matters regarding motor vehicle users and operators, as well as traffic control and licensing.
MVIA regulates insurance of motor vehicles and enforces the requirement for mandatory third party
liability insurance.
1.5 MWT, through its Department of Public Works (DPW), is responsible for the construction and
maintenance of roads in Belize, with the exception of those roads, which are not highways that fall within
the limits of the nine municipalities. Those roads are constructed and maintained by the respective City or
Town Councils. DPW’s mandate is carried out through four main divisions: the PEU, the Northern Zone,
Central Zone, and Southern Zone Maintenance Divisions. PEU is responsible for the execution of capital
projects and is headed by an Engineering Coordinator. The Engineering Coordinator is supported by three
engineers, a surveyor, accounting and clerical staff. Each of the three Zone Maintenance Divisions is
headed by a Zone Engineer, and each Division is responsible for the maintenance of the country’s roads
and highways in their designated zone. All Divisions report to the Chief Engineer. The Senior Architect
was recently nominated MWT’s Gender Focal Point. This was a strategic appointment which demonstrated
progressive thinking and willingness to seriously address gender issues, given that MWT has not
traditionally dealt with, or incorporated gender considerations in its work. An Organisational Structure of
DPW including the PEU is provided in Appendix 1.1.
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1.6 MWT’s Department of Transport, shares responsibility with the nine municipalities for: licensing
and registration of motor vehicles; issuing of drivers’ permits; granting of bus permits; motor vehicle
inspections; driver testing; enforcing traffic regulations; and assisting the Police Department (PD) with
motor vehicle accident investigations. GOBZ’s ongoing road safety initiative is coordinated through a
National Roads Safety Committee and is managed by the Ministry of Finance and Economic
Development’s (MFED) Road Safety Unit (RSU). The RSU coordinates the activities of individual line
ministries that contribute to support the initiative, including MWT.
Issues and Constraints
1.7 There are several key issues and constraints affecting the road sector in Belize including:
(a) Inadequate Funding: The Belize Road Maintenance Strategy (February 2013) indicated
that an annual investment of $33.19 million (mn) was needed to carry out routine and
recurrent maintenance on the country’s road network. Over the past five years, GOBZ has
spent an average of $14.5 mn p.a. on road maintenance. Although spending has steadily
increased over the past three years, a significant deficit remains. Given the funding
shortcomings, MWT has focused on the paved network for which investment has met the
minimum recommended amount over the past five years.
(b) Bridges: many of the nation’s bridges are more than 50 years old, with narrow widths that
are not desirable on roads where traffic volumes are high. MWT is replacing these
bridges in a systematic manner on the main arterial roads. Bridge inspections are
conducted annually and repairs undertaken once problems are identified. The
vulnerability of the bridge inventory to CC is also not fully known.
(c) Limited Institutional Capacity: the Belize Roads and Municipal Drainage Project
Institutional Development Strategy Report (2004) and the Road Network Study on
Maintenance Needs (2010), both indicated that DPW’s management of the project cycle
had weaknesses. In particular, decision making on road and transport investments and on
the development of sector policies is made on an ad hoc basis. Some planning tools are
available to MWT, such as their Road Maintenance Planning System, however, DPW lacks
the staffing resources to effectively utilise these tools to their full potential and the data in
this system is not always up to date. Assistance is required to support improved policy
development and planning; better prioritisation of investments; and the leveraging of more
sustainable funding resources. MWT also lacks capacity to deliver GOBZ’s commitments
to integrate gender equality concerns in all of its programmes and projects, in line with the
Revised National Gender Policy (March 2013), or to effectively evaluate progress towards
a sustainable gender mainstreaming strategy. In addition, the country’s larger road
contractors – key partners in delivering infrastructure works in the country – lack capacity
to, and have not, addressed basic gender equality and social inclusion concerns in their
human resource and corporate social responsibility policies and practices.
(d) Over-Loaded Vehicles: the Vehicle Weight Control Study (March 2014) indicated that 26-
40% of medium and heavy goods vehicles (HGV), operating on the main highways are
over-loaded. These levels of overloading are contributing to the accelerated deterioration
of Belize’s road network. MWT is now developing a staged Vehicle Weight Control
Programme for planned commencement in July 2014, which will include enforcement
measures, improved regulations, and a public awareness campaign.
(e) Road Safety: Road Traffic Injuries (RTIs) are the fourth leading cause of death in Belize.
In 2013, Belize recorded 55 deaths (approximately 75% of which were males) and 476
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non-fatal RTIs4. The death rate in Belize is equivalent to approximately 17 per 100,000
inhabitants5. In May 2012, CDB’s Board of Directors approved a Road Safety Project
(Paper BD 44/12) for GOBZ that is now under implementation and supports activities to
improve the situation.
(f) Natural Hazards: A significant amount of the road network traverses low-lying areas that
are vulnerable to flooding, sea level rise, and storm surges, which may be exacerbated by
CC and CC variability. Bridges on the network are aging and most were designed for
flood-return periods that may no longer be relevant. A lack of redundancy increases overall
national vulnerability as the road network is vital for evacuation efforts.
(g) Security: At present road infrastructure does not consistently incorporate measures which
prioritise security for road users, such as adequate illumination and the siting of bus stops
at locations to optimise safety. In addition, the public transport system has not
systematically addressed Gender-Based Violence (GBV), including harassment.
(h) Gender Balance and Social Inclusion: Most employers in the road construction sector do
not invest in gender balance and only employ a low percentage of women. This significant
disparity in the sector is evidenced by underemployment of women in all construction
occupations and professions (including employers.) The exclusion of women’s wider
participation in the sector reinforces labour market segmentation, and with it, the
perspective that some jobs are deemed to be “male” jobs and others, “female” jobs. The
limited participation of women, and poor and marginalised cohorts in the population,
translates into undeveloped human capital and diminished income-generating opportunities
for them to improve their households’ living standards and quality of life.
COUNTRY’S SECTOR STRATEGY
1.8 The Government’s main transportation objective over the medium term, is to improve access to
services through the expansion of road infrastructure. Priority investments identified include the upgrading
of the Highway. Belize’s development strategies6 recognise the importance of transportation infrastructure
in promoting economic growth and, in particular, through improved trade with neighbouring countries. A
cross-cutting issue in these is the importance of road infrastructure to national and civilian security, and its
contribution to orderly and effective evacuation and movement during pre and post-disaster situations.
GOBZ identified and recognised the need to support improvement of road safety and building natural
hazard resilience in the economy as high priority policy objectives. The Strategy also identified youth,
gender, and human resource capacity constraints as key cross˗cutting issues influencing the sector’s
contribution to Belize’s overall development. Investments in infrastructure with a view to reducing poverty
and promoting gender justice are in line with Belize’s Revised National Gender Policy, as it commits to
fostering a society in which all men and women, boys and girls, are “equal partners as they participate in
services and resources for realising and sustaining their economic, social, political, and cultural
development”. To assist in operationalising GOBZ’s strategies, as part of the Fourth Road Project (Paper
BD 98/10), CDB provided grant resources for a TA intervention to develop a Road Safety Investment Plan,
and loan resources to prepare a Feasibility Study and Detailed Designs – for the Northern Highway (Paper
BD 16/11). Through Use of Funds, CDB also provided TA to prepare a Gender Assessment of Belize.
These have informed the design of this Project. The macroeconomic and macrosocial contexts for the
Project are provided at Appendix 1.2.
4 Preliminary Road Traffic Incident Statistic Report 2012- 2013, Belize PD, Joint Intelligence Coordinating Centre, April 2014. 5 The fatality rate in CDB’s Borrowing Member Countries (BMCs), averages about 16/100,000 persons. 6 Belize’s Medium Term Development Strategy 2010-2013 and Horizon 2030 – The Long Term Development Framework for
Belize.
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LINKAGE OF PROJECT TO CDB’S STRATEGIC OBJECTIVE AND POVERTY GOALS
1.9 CDB’s Strategic Plan 2010-2014, recognises the positive relationship between infrastructure,
economic growth, and poverty reduction. The proposed project is consistent with CDB’s Strategic
Objectives of promoting inclusive growth and sustainable development; promoting good governance within
its BMCs; and enhancing organisational efficiency and effectiveness (cooperation and collaboration with
development partners); and CDB’s Corporate Priorities of strengthening/modernising social and economic
infrastructure, promoting environmental sustainability and disaster risk management, and enhancing
organisational efficiency and effectiveness. It is also consistent with the Special Development Fund 8
Operational Theme of inclusive and sustainable growth and cross-cutting themes of environmental
sustainability and CC; and with the Bank’s Gender Equality and Operational Policy. CDB, in its Country
Strategy Paper for Belize (2011-2015), indicated that the Bank would support interventions that would
contribute to the outcome of an enhanced environment for output growth; enhanced social and community
development; and improved environmental sustainability and Disaster Risk Management (DRM). These
included public sector investments to improve road infrastructure and its safety; road sector management
improvement; CC adaptation and mitigation; youth˗at˗risk vulnerability reduction; and gender
mainstreaming.
RATIONALE FOR PROJECT
1.10 The Highway is one of Belize’s most heavily trafficked and serves as the main trade route to and
from Mexico, and as a vital commuter link to Belize City and the Philip S. W. Goldson International Airport.
Portions of the Highway are extremely vulnerable to undermining by the Belize River. River training works
have previously been installed, however, these are structurally unsound and are in need of replacement and
extension to other vulnerable locations. Closer to Belize City, areas of the Highway are prone to flooding
due to their low lying nature and inadequately sized drainage. This has contributed to the periodic
foundation failure of the road. A 2011 safety assessment of this section of the road network determined
that it was 1-2 stars for all users7. With 23% of all traffic accidents in the country occurring on this section
of roadway, it is considered to have one of the poorest safety records in the entire network.
1.11 All traffic on this Highway crosses the Belize River on the Haulover Bridge. The steel girder bridge
is two lanes, but is extremely narrow (5 m versus the 7.3 m-wide standard adopted by MWT for its arterial
roads) and significantly constricts the free flow of traffic. HGV and buses must permit similar on˗coming
vehicles to cross one-at-a-time. This, and increasing traffic levels in general, has resulted in congestion
during peak periods, which can only be reduced by its replacement with a wider bridge. The bridge is a
critical segment of a vital evacuation route for Belize City. The current bridge will require repairs to extend
its serviceable life until it can be replaced.
1.12 The proposed Project will contribute to improving CC resilience and protection of critical road
assets, including the provision of a secure route from the airport to Belize City. This is expected to bring
considerable benefits to the local community by removing the significant traffic congestion now being
experienced by commuters, and improving road safety.
1.13 Although investment in road maintenance has been steadily rising, a significant deficit remains.
Planning and prioritisation of investments also remains a constraint. The Belize Road Maintenance Strategy
recommended some temporary and interim measures to address this, which MWT is currently
implementing. However, further TA is required to identify institutional reform requirements; review the
7 International Road Assessment Programme, Belize Final Technical Report, March 2012. Roads on the network were ranked from
1 (the poorest safety) to 5 (the highest safety) stars for all road users (vehicle occupants, motorcyclists, bicyclists and pedestrians),
with 3-stars considered the minimum acceptable standard,
- 5 -
legal framework for road maintenance and management; and examine the feasibility of establishing a road
maintenance fund.
1.14 The Project can contribute significantly to the achievement of outcomes envisaged in CDB’s
Gender Equality and Operational Policy Action Plan8. MWT is currently engaged in the process of
achieving gender justice and reducing poverty and, to this end, will need to enhance its capacity to deliver
concrete results in line with the Revised National Gender Policy. MWT has also indicated that it wishes to
encourage contractors to diversify their labour force, and to increase focus on social inclusion, where
possible. The participation of a considerable number of young, unemployed women and men in the
construction activities, represents an opportunity to support them in obtaining adaptive life skills and
directing them towards more sustainable livelihood opportunities.
2. PROJECT DESCRIPTION
PROJECT OUTCOMES
2.1 The project outcomes expected following implementation are:
(a) reduced congestion and CC vulnerability, and improved safety on the Highway; and
(b) enhanced MWT capacity to plan and sustainably fund road maintenance.
(c) enhanced MWT and Belizean road contractors’ capacity to address gender equality and
social inclusion in current and future construction projects.
PROJECT COMPONENTS
2.2 The Project consists of the following components (further details of which are presented in
Appendix 2.1):
(a) Land Acquisition: acquisition of approximately three hectares of land for approach roads
to the new bridge.
(b) Infrastructure: road rehabilitation, upgrading, safety improvements and climate adaption
works (Section A: Haulover Bridge to the Airport Road Junction; Section B: Buttonwood
Bay Roundabout to Haulover Bridge); bridge repairs; and bridge replacement. The location
of the proposed infrastructure works are presented at Figures 2.1 and 2.2.
(c) Engineering Services: consultancy services for the preparation of detailed designs of the
new bridge, and the supervision of all civil works.
(d) Institutional Strengthening Study: consultancy services for an assessment of the
organisational management, legal and financial arrangements for the road sector, and
recommendations for its reform.
8 Outcome 3.1 “BMC capacity to institutionalise gender equality enhanced”.
- 6 -
(e) Gender Capacity Building: consultancy services for gender capacity building and training
for MWT and road construction contractors9. The capacity-building process will comprise
institutional assessment, targeted training design and delivery, and technical support aimed
at the development and implementation of gender-responsive policies and work plans.
(f) Communications: consultancy services to deliver a communication programme to: (i) raise
the profile of the interventions to the wider public either through visual, web, and audio
media; (ii) ensure the lessons and products from the gender and social inclusion
components of the Project are properly documented for future replication, and
disseminated to selected specialised audiences; and (iii) emphasise road safety awareness
to various demographic groups along the corridor.
(g) M&E: consultancy services to design the M&E system to track and analyse project
performance
(h) Project Management: project management will be provided by MWT’s PEU, for a period
of 56 months.
2.3 A Design and Monitoring Framework summarising the characteristics of the Project, is
presented in Table 2.1. Draft Terms of Reference for the consultancies are set out at Appendices 2.2 to 2.7.
9 Contractors with a turnover of at least USD1 mn/year, of which there are approximately 12, will be targeted.
TABLE 2.1: DESIGN AND MONITORING FRAMEWORK
- 7 -
Design Summary
Performance Targets/Indicators
Data Sources/Reporting
Mechanisms
Use of Information
Assumptions
Project Impact:
1. Human, economic and
financial losses due to CC
and RTI, reduced.
2. Gender equality increased in
the Transport Sector.
3. Road network adequately
maintained.
1. Direct and indirect losses associated with
RTIs reduced from 1.26% (2007) to 1.0%
of Gross Domestic Product (GDP) by
December 31, 2018.
2. Weather-related road network service
disruptions (number).
3. Increase in women’s participation in road
construction by December 31, 2023
(percentage).
4. 25% of road maintenance backlog
cleared by December 31, 2023.
1. Ministry of Health (MOH)
statistics.
2. Economic cost of RTIs report.
3. GOBZ, MFED, Supervisor of Insurance statistics.
4. Country Poverty Assessment
(CPA). 5. Social Surveys.
6. Labour Force Surveys.
7. Evaluation Report.
8. MWT Reports.
To inform future policy
dialogue and project design.
1. Safety investments are effective.
2. Behavioural and institutional changes
anticipated through the
implementation of the Project materialise.
3. Adequate funding provided for road
maintenance.
Project Outcome:
1. Reduced congestion and CC
vulnerability, and improved
safety on the Highway.
2. Enhanced MWT capacity to
plan and sustainably fund
road maintenance.
3. Enhanced MWT and
Belizean contractors’
capacity to address gender
equality in current and future
construction projects.
1. Road user costs reduced by 21% by
December 31, 2017.
2. Average travel time from Ladyville to
Belize City during peak hours reduced by
35% by December 31, 2017.
3. Road scour and flooding eliminated by
December 31, 2017 (for a 1:40 and 1:25
year event respectively).
4. 25,000 beneficiaries of the infrastructure works by gender by December 31, 2017.
5. Safety ratings of road infrastructure for
all users along the highway improved from 1 or 2 stars, to at least 3 stars by
December 31, 2017.
6. Killed and Seriously Injured (KSI)
reduced by 20% by December 31, 2018.
7. Institutional Strengthening Plan
implemented by December 2017.
8. Four contractors with documented
gender responsive human resource policies by December 31, 2017.
9. 50% of MWT’s projects incorporate
gender components by December 31,
2018.
1. MWT traffic surveys.
2. MWT road maintenance reports.
3. MOH’s Health Management
Information System reports.
4. PD accident database reports.
5. Evaluation Report.
1. To inform the updating of
the HDM-4 for Project
Completion Report (PCR).
2. To demonstrate
effectiveness of
infrastructure to mitigate
climate impacts and
improve road safety.
1. Traffic levels increase as projected.
2. GOBZ adequately maintains
infrastructure.
3. Design specifications are adequate to address identified vulnerability issues.
4. Appropriate quality control of construction works.
5. GOBZ remains committed to a
strategy of vehicle axle load control. 6. GOBZ’s Road Safety Initiative
contributes to effective enforcement
and post-crash care.
7. CC variability.
8. GOBZ accepts the recommendations
of the Institutional Strengthening
Study and provides implementation
resources.
TABLE 2.1: DESIGN AND MONITORING FRAMEWORK
- 8 -
Design Summary
Performance Targets/Indicators
Data Sources/Reporting
Mechanisms
Use of Information
Assumptions
Intermediate Outcomes
1. MWT and contractors capable of
implementing gender responsive
projects and processes.
1. MWT develops a gender responsive
Annual Work Plan and costs for
gender components by June 30, 2016.
2. 6 of 12 Belizean contractors
completing the gender capacity-
building process by December 31,
2016.
3. 70 unskilled and 40 skilled workers
(20% women) aware of HIV/AIDS,
GBV, etc., prevention measures by
December 31, 2016.
1. Consultants’ Reports.
2. Project Manager’s (PM) and
Gender Project Coordinator’s
(GPC) reports.
3. CDB site supervision visits.
To track the progress
project components.
of
1. Contractor complies with contractual
requirements to allocate time for
HIV/AIDS, GBV, etc. programmes.
2. Contractors particpate in the gender
capacity building training.
Project Outputs:
1. Road Sections A and B and
bridge with CC adaption,
mobility and road safety
features.
2. MWT institutional strengthening
plan.
3. Gender capacity building for
MWT and contractors
conducted and followed up.
4. HIV/AIDS, GBV, etc. training
for project construction workers
delivered.
1. Road Section A completed by March
31, 2017.
2. Section B completed by September 30, 2017.
3. Bridge repaired by April 30, 2015.
4. New bridge constructed by December 31, 2017.
5. Institutional Strengthening Study
Final Report submitted and accepted by December 2015
6. Gender capacity-building process of
MWT and contractors completed by
December 31, 2016.
7. 70 unskilled and 40 skilled workers
(20% women) enrolled in the
HIV/AIDS, GBV, etc. prevention and
awareness raising programme by
December 31, 2016.
1. PM’s reports.
2. GPC’s reports.
3. Consultants’ reports.
4. MWT design drawings.
5. CDB supervision reports.
6. Consultants’ PCRs.
To track the progress project components.
of
1. Infrastructure works effectively
completed.
2. Design specifications are within predicted levels for CC.
3. Upgraded infrastructure maintained
in accordance with appropriate maintenance regime.
4. MWT and contractors participate in
training.
5. Relevant and appropriate training
materials and teaching
methodologies.
Total Inputs (USD mn)
CDB: OCR – $13,740
EIB-CALC – $12,500
SFR Loan – $3.479
SFR Grant – $0.111
GOBZ: $9.523
1. GOBZ counterpart contribution
available.
2. No major adverse weather conditions to further impact infrastructure.
3. Competent consultants engaged.
4. Construction in conformance with approved designs.
TABLE 2.1: DESIGN AND MONITORING FRAMEWORK
- 9 -
Project Outcome Indicators
Baseline
2014
(%)
Year 1
(%)
Year 2
(%)
Year 3
(%)
Year 4
(%)
Report and
Frequency
Responsibility for
Data Collection
1. Road user costs reduced. 100 100 100 79 79 PCR MWT
2. Average travel time from Ladyville to Belize City during 100 100 100 65 65 PCR MWT peak hours reduced.
3. Road scour and flooding eliminated by December 31, 2017. 0 50 100 100 100 PCR MWT
4. Safety ratings of road infrastructure for all users along the
highway improved from 1 or 2 stars, to at least 3 stars by
1 and 2 star
1 and 2 star
1 and 2 star
3 star
3 star
PCR
MWT
December 31, 2017.
5. KSI reduced by 20% by December 31, 2018. 100 100 100 100 80 PD accident database reports RSU
6. Four contractors with documented gender responsive human 0 n/a 1 4 resource policies, by December 2017.
7. 50% of MWT’s projects incorporating gender components
by December 31, 2018.
0
n/a
20%
50%
Project Intermediate Outcomes Targets achieved for:
0
Draft
Completed
Annual
MWT 1. MWT develops a gender responsive Annual Work Plan and
costs by June 30, 2016. 2. 6 of 12 Belizean contractors completing the gender capacity
building process by December 31, 2016. 0 3 of 12 6 of 12 Annual MWT
3. 70 unskilled and 40 skilled workers (20% women) aware of
HIV and GBV prevention measures by December 31, 2016.
0 50
(20% women) 110
(20% women)
- 10
-
TABLE 2.1: DESIGN AND MONITORING FRAMEWORK
Project Outcome Indicators
Baseline
2014
(%)
Year 1
(%)
Year 2
(%)
Year 3
(%)
Year 4
(%)
Report and
Frequency
Responsibility for
Data Collection Targets achieved for:
0
25
75
100
100
Monthly Progress
MWT 1. Section A completed by March 31, 2017.
Reports 2. Section B completed by September 30, 2017. 0 0 50 50 100 Monthly Progress MWT
Reports 3. Bridge repaired by April 30, 2015. 0 100 100 100 100 Monthly Progress MWT
Reports 4. New bridge constructed by December 31, 2017. 0 0 50 50 100 Monthly Progress MWT
Reports 5. Gender capacity assessment and training building process of Assessment Work
MWT and contractors completed by December 31, 2016. 0 Training
Package planning/
Policy Quarterly
MWT
design 6. 70 unskilled and 40 skilled workers (20% women) enrolled in
the HIV and GBV prevention awareness raising programme
by December 31, 2016.
0
50
(20% women)
110
(20%
women)
- 11 -
LESSONS LEARNT AND INCORPORATED INTO DESIGN
2.4 Lessons drawn from the experience of CDB and other donors, related to road infrastructure; road
safety improvement; CC; gender; and youth-at-risk, which are applicable to this Project, and which have
informed the project design, include:
(a) Road Safety: the sequencing of the safety investments, which target a high risk corridor
and benefits from the capacity being established through GOBZ’s on-going Road Safety
Project, is consistent with the lessons of best practice identified by the Guidelines for
Country Road Safety Engagement7.
(b) Gender Mainstreaming: the availability of sufficient technical capacity, funding and
adequate M&E, as well as adequate technical support and stakeholder-owned tools for
gender planning and gender-responsive design, are crucial to ensure successful
implementation of public infrastructure projects. Project-embedded gender TAs are more
likely to be strategic and enable consistent and cost-effective follow through and
monitoring of impact8. Approaches that boost the social inclusion and gender equality
impacts of road infrastructure investments improve effectiveness. These include
challenging the traditional gender division of labour by involving women workers in road
projects, and encouraging contractors to have at least 30% of all wage labour force to be
women; estimating beneficiaries, other than vehicle owners, and incorporating their needs
in road infrastructure designs; and ensuring gender˗relevant and gender˗specific targets and
indicators are duly included in the projects results frameworks, and monitored
accordingly9.
(c) Social Inclusion: employment of poor and vulnerable young women and men during
project implementation has positive effects on GDP and on household consumption. It also
contributes to reducing the crime rates and costs related to violence, such as health and
incarceration costs. Additionally, the workplace represents an excellent space to deliver
key risk-prevention messages and to identify youth-at-risk who need direction towards
further support10.
(d) Utility Relocation: the movement of utilities needs to be coordinated well in advance of
infrastructure works to ensure implementation delays are avoided. PEU has obtained firm
cost estimates from all the impacted utilities and will shortly proceed with their relocation.
(e) Land Acquisition: The acquisition of land required for previous CDB-funded projects in
Belize implemented by PEU has never delayed implementation. GOBZ has a legal system
in place to effect land acquisition which would be utilised, as necessary, to assist project
implementation11.
(f) Adapting Road Transportation Infrastructure for CC: Project preparation, vulnerability
assessment, treatment of CC uncertainty, and the economic analysis is consistent with the
lessons of best practice identified by the Asian Development Bank’s Guidelines12.
7 The World Bank’s Global Road Safety Facility; International Union for Health Promotion and Education; and US Centers for
Disease Prevention, January 2013.
8 Brown, G. and Trang, N., Gender in Infrastructure: Partnerships for Effectiveness, AusAid, January 2010.
9 The Asian Development Bank, Socially Inclusive and Gender Responsive Transport Projects, 2007.
10 The World Bank, Supporting Youth at Risk, 2008.
11 Land Acquisition (Public Purposes) Act (Cap 184).
12 Guidelines for Climate Proofing Investment in the Transport Sector, Road Infrastructure Projects, August 2011.
- 12 -
3. FINANCING STRUCTURE AND COSTS
3.1 The project cost is estimated at $78.704 mn which will be financed with resources from CDB and
GOBZ. The detailed engineering designs and cost estimates for the road works and bridge repairs were
prepared by independent consultants procured by GOBZ. These costs are acceptable to CDB staff.
Cost estimates for the new bridge are based on unit rates derived from recent bridge contracts in Belize.
Estimates for consultancy services associated with engineering services and TA are based on current rates
for professional fees. CDB staff are satisfied that adequate contingencies have been provided to ensure the
completion of the proposed components. A summary of the project cost is presented in Table 3.1. Further
details are given in the Project Cost, Phasing and Financing Plan, which is presented at Appendix 3.1.
3.2 At its Two Hundred and Forty-Ninth meeting held on December 8, 2011, the Board of Directors
(BOD) of CDB considered Paper BD124/11 entitled “European Investment Bank – Loan to Caribbean
Development Bank: Climate Action Line of Credit” and approved CDB borrowing from EIB the
equivalent of fifty million Euros (EUR50 mn) (the EIB Loan) in United States dollars for inclusion
in CDB’s OCR to finance private and public sector climate action projects in CDB’s BMCs.
3.3 The finance contract between CDB and EIB was executed on December 29, 2011 (the Finance
Contract) and provides, among other things, for CDB to make the proceeds of the EIB Loan available to
CDB’s BMCs for Eligible Projects (as defined therein). The proposed project conforms to the relevant
eligibility criteria set out by EIB under the Finance Contract and it is proposed that the maximum amount
permissible under the Finance Contract of twelve million five hundred thousand United States dollars
(USD12,500,000) be allocated to this project. In accordance with the Finance Contract, the interest rate
payable by recipients of the resources provided by EIB to CDB under the CALC shall consist of the CDB’s
OCR rate minus the relevant interest rate subsidy applied to each disbursement made to CDB under the
Finance Contract, varying between 0% and 3% p.a., as calculated pursuant to Article 3.01 thereunder.
The indicative interest rate subsidy is currently calculated at 1.72%.
3.4 In December 2013, BOD of CDF approved a grant to GOBZ of the equivalent of two million four
hundred thousand United States dollars (USD2,400,000) (the CDF Grant) to assist GOBZ in financing the
new bridge component of the infrastructure works under the Project. The CDF Grant will form part of the
GOBZ counterpart contribution but is conditional on the approval of CDB funding for the Project. The
Grant Agreement in respect of the CDF Grant (the CDF Grant Agreement) will therefore be finalised after
approval of the CDB Loan. It will be a condition precedent to disbursement in respect of the new bridge
component that the conditions precedent to effectiveness of the CDF Grant Agreement (other than, if
applicable, the conditions precedent to first disbursement of the Loan) shall have been satisfied.
3.5 The proposed Project will be financed by:
(a) a loan to GOBZ of an amount not exceeding the equivalent of USD29,719,000, (the Loan)
representing 76% of project cost comprising USD3,479,000 from CDB’s SFR and
USD26,240,000 for CDB’s OCR. The OCR portion is comprised of:
(i) an amount not exceeding the equivalent of USD13,740,000 (the Equity and Market
Tranche); and
(ii) an amount not exceeding the equivalent of USD12,500,000 allocated from
resources provided by EIB to CDB under CALC (EIB-CALC Tranche).
- 13 -
(b) a grant to GOBZ of an amount not exceeding the equivalent of USD111,000 (the Grant)
from CDB’s SFR, to assist with financing Gender Capacity Building, and an M&E
consultancy; and
(c) counterpart funding of $19,045,000, including the CDF Grant of the equivalent
USD2,400,000, representing 24% of project costs, to finance land, project management,
utility relocation, bridge repair, and to partly finance the new bridge and associated
contingencies.
3.6 The SFR portion will be repayable over a period of 20 years following a grace period of 5 years,
with interest rate fixed at 2.5% p.a. The OCR portion will be repayable in 12 years following a grace period
of 3 years. Interest on the Equity and Market Tranche of the OCR Portion is variable, and is currently 4.1%.
The interest on the EIB-CALC Tranche of the OCR Portion is also variable and is currently calculated at
2.38% p.a. being 4.1% minus the interest rate subsidy of 1.72% (indicative).
- 14
-
TABLE 3.1: SUMMARY OF PROJECT COSTS AND FINANCING
($’000)
Items
CDB OCR
OCR
EIB CALC
SFR
Grant
Total
GOBZ
Total
1. Project Preparation - - - - - 1,238 1,238 2. Land Acquisition - - - - - 4,000 4,000 3. Infrastructure 17,939 20,433 4,000 0 42,372 8,491 50,863
4. Engineering Services 3,884 - - - 3,884 - 3,884
5. Technical Assistance - - 1,350 198 1,548 - 1,548
6. Project Management - - - - - 3,120 3,120 Total Base Costs 21,823 20,433 5,350 198 47,804 16,849 64,653 7. Physical Contingencies1 2,518 2,628 935 20 6,100 1,641 7,742 Sub-Total 24,341 23,061 6,285 218 53,904 18,490 72,395 8. Price Contingencies2
872 640 262 4 1,777 555 2,333 Total Project Costs 25,213 23,701 6,547 222 55,682 19,045 74,727 9. Interest During Construction (IDC) and Commitment Fee 2,267 1,299 410 - 3,977 - 3,977 Total Financing Costs 27,480 25,000 6,957 222 59,658 19,045 78,704
USD Equivalent 13,740 12,500 3,479 111 29,830 9,523 39,353
Percentage 35 32 9 0.3 76 24 100
This information is withheld in accordance with one or more of the exceptions to disclosure under
the Bank’s Information Disclosure Policy.
- 15 -
4. PROJECT VIABILITY
TECHNICAL ANALYSIS
4.1 The design standards adopted by MWT for construction of the permanent works, including the
bridge, are those of the American Association of State Highway and Transportation Officials (AASHTO).
The low-cost road safety counter-measures, which were informed by the 2011 Safety Assessment Study,
are based on MWT’s standard designs, which are based on the New Zealand Transport Agency and
AASHTO standards. CDB considers that these are appropriate for application to the Project. The forecast
volume of vehicular traffic used in the pavement design of the Highway, was based on traffic surveys
conducted in February and June 2013, and experiences in other parts of Belize where road upgrading works
have been completed. A design life of 20 years was used. The resulting pavement design consists of a
sub˗base course 200 millimetres (mm) thick, base course 110 mm, with a Double Bituminous Surface
Treatment.
4.2 Carriageway options considered, included 2, 3, and 4 lanes on Sections A and B. The results of the
HDM-4 analysis indicate that the most economically viable option was two lanes on Section A and
two lanes, with a central turning lane, on Section B. A short segment of Section B (from Buttonwood Bay
to Chetumal Street) will have four lanes as a transition to the exiting 4-lane boulevard. Road and bridge
lane widths are 3.65 m. The road’s geometric design provides a safe alignment for a maximum speed not
exceeding 80 km per hour; the posted limit will be 50 km per hour. The least cost bridge solution is a
reinforced concrete girder bridge with a span of approximately 160 m. The geology of the area is well
known, therefore unforeseen foundation conditions are not envisaged. The current bridge will undergo
repairs that will enable it to remain serviceable until the new structure has been completed. Gender
considerations incorporated into the design include security (through the illumination) and personal
mobility (through pedestrian sidewalks and crossings provided along Section B, along with bus lay-bys at
strategic locations). Shoulders (1.5 to 2 m wide) along the entire route will facilitate the safer movement
of cyclists. Following project completion, the safety rating is expected to be upgraded from its current 1 or
2 star rating (Appendix 4.1) to at least 3 stars for all road users13.
4.3 A climate vulnerability assessment has informed the design of the Highway and associated
structures14. Adaption features include increasing drainage capacity; elevating sections of the road above
their existing levels; raising the height of river training works; and defining a higher freeboard requirement
for the new bridge15. These will serve to increase climate resilience of the road to an acceptable level of
risk incorporating least cost considerations. The incremental costs associated with the adaption features
are estimated at USD1.671 mn.
4.4 Capacity for gender integration and social inclusion are dealt with by addressing gaps at the macro,
meso, and micro levels, in line with international development practices. At the macro level, technical
support to MWT will enable the institution to address gender mainstreaming from a strategic and
sustainable viewpoint. At the meso level, investments in contractors’ capacity would encourage them to
13 Sections A and B were previously recommended by International Road Assessment Programme to form part of a Road Safety
Demonstration Corridor, which is currently being implemented on the George Price Highway between Belmopan and Belize
City. GOBZ is expected to make a decision in August 2014, on whether Sections A and B be will be integrated into the
Demonstration Corridor and if the heightened enforcement, public awareness and education, and post-crash care efforts will be
extended to the Highway. 14 Potential impacts and risks for the corridor were informed by the International Panel on Climate Change Working Group Reports
[The Physical Science Basis (September 2013), Climate Change Impacts, Adaptation, and Vulnerability (March 2014); and
Mitigation (April 2014)] and The Caribsave Climate Change Risk Atlas, Climate Change Risk Profile for Belize (March 2012). 15 The hydraulic design criteria which informs the designs includes a 33.3% upward adjustment in the parameter for the rainfall
intensity of the 72-hour storm for 1-in-25 (roadway and associated drainage structures), 1-in-40 (river training works) and
1˗in˗100 year (the new bridge) return periods.
- 16 -
proactively adopt measures to reduce barriers for vulnerable, poor, young women and men to access and
sustain decent employment in the sector. At the micro level, during construction, civil works contracts will
provide for the delivery of HIV/AIDS and GBV related awareness and adaptive life skills training for
unskilled persons, including women and youth-at-risk, through training provided by local institutions,
building on existing programmes and coordinated by a subcontracted non-governmental organisation
(NGO). The NGO would provide coaching to facilitate access to more structured training through the
Institute for Technical and Vocational Education and Training, and other providers outside of the Project
that could lead to certification in various skill areas to increase technical competence which, in tandem with
their enhanced life skills, will facilitate improved future employment opportunities.
PROJECT IMPACTS
Economic Impact
4.5 The economic analysis of the Project focuses on the main quantifiable benefits associated with the
road improvements and the specific road safety interventions contemplated in the Project. The benefits
from improvement in the climate resilience of the Highway have largely been considered as a co-benefit of
the design selected. Benefits quantified include savings in vehicle operating costs (VOC), travel time costs,
and road safety benefits. Due to the condition of parts of the road and the constraints imposed by the narrow
Haulover Bridge, the proposed project is expected to contribute to a 20% reduction in VOC. The Haulover
Bridge is a major contributor to congestion on the Highway, particularly Section B leading into and out of
Belize City. Replacement of the bridge is expected to lead to a reduction in annual average travel time cost
per vehicle km, of between 35% and 39%. Overall, road user costs are expected to decline by 23% as a
result of implementation of the Project. The road safety countermeasures, which include roadside barriers,
pedestrian facilities, shoulder widening and roadside safety barriers, will help reduce the number and
severity of accidents, injuries, and fatalities from road crashes.
4.6 The Highway faces a number of vulnerability issues which have been addressed by proposed
changes in the designs. These changes contribute to a number of direct and indirect benefits. The primary
economic benefits of adapting the Highway to withstand CC include: (i) reduced infrastructure damage;
(ii) fewer and shorter duration of road closures; (iii) lower maintenance and rehabilitation costs; and faster
and more reliable travel times. Improvements will also provide important co-benefits in terms of reduced
risk of water-borne diseases through better drainage; improved access, thus facilitating quicker emergency
response; improved road safety; and reduced environmental damage. Although it is difficult to quantify
most of these benefits, they are significant, compared to the risks of not taking measures to strengthen the
climate resilience of the road. Some of the benefits have been incorporated through options analysis in the
HDM Model.
4.7 In assessing the benefits of the CC adaptation measures they were compared to a ‘without project”
option where the road is rehabilitated with some drainage included, but without raising the road and river
training works, and increasing culvert sizes. It is assumed that under the “without project” scenario,
maintenance costs would be higher, and the life of the road and other assets would be shorter as a result of
the projected intense precipitation. Based on this limited assessment of the CC adaptation measures, the
Net Present Value (NPV) was estimated at $6.04 mn. In addition, the Highway serves a critical function
not only as the most direct link between Belize City and the Airport, but also as an evacuation route for the
population of Belize City. This function of the Highway would be seriously compromised without the CC
aspects of the Project. In the absence of the proposed CC adaptation measures, it is assumed that the
Highway would be impassable following a Category 3 Hurricane. The alternative route from Belize City
to the airport is utilising the Hattieville By-Pass and the George Price Highway – a distance of
approximately 50 km compared to the most direct route on the Northern Highway of 11 km.
The incremental time cost savings of using this route was estimated at $ 76 mn p.a. Data and assumptions
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used in the HDM-4 are provided at Appendix 4.2. The incremental Economic Rate of Return (ERR) is
shown in Appendix 4.3 and is estimated at 33%, with NPV of $ 99.54 mn.
Sensitivity Analysis
4.8 The results of sensitivity tests, focusing on key variables most likely to impact the achievement of
project benefits, are summarised in Table 4.1 below. In all scenarios, ERR is well above the 12% cut-off
rate. Even in the scenario where the project benefits are tested against a combination of increased project
cost and a reduction in travel time costs savings benefits, ERR is a robust 27%. In the extreme case
assuming that no time benefits are realised the Project yielded an ERR of 25%. Given the critical role
played by this highway, such a scenario is most unlikely. The results indicate that even in the most
conservative scenarios the Project remains viable.
TABLE 4.1: SENSITIVITY ANALYSIS
Sensitivity Variables NPV ($ mn) ERR (%) Base Case 99.8 33.0 1. Investment Cost plus 20% 90.6 29.0 2. Time Savings Benefits less 20% 90.7 31.0 3. A combination of (1) and (2) 81.6 27.0
4. VOC’s less 20%
82.0
30.0
5. No Time Savings Benefits
54.5
25.0
ENVIRONMENTAL, SOCIAL, AND GENDER ANALYSIS, RISKS AND SAFEGUARDS
Environmental Assessment
4.9 Without the CC adaption features the upgraded road segments will likely experience more rapid
deterioration. The conformity of the “as-built works” with the designs; the accuracy of predicted CC
impacts; and the adoption and implementation of an appropriate maintenance regime are all factors that
will affect the achievement of the desired project outcome. It should be noted that periodic maintenance of
the road will be required within the 20-year design life, which will provide the opportunity to review the
performance and permit adjustments to better address climate impacts, as deemed necessary. The specific
adaptation measures to increase climate resilience are presented in Appendix 4.4.
4.10 In compliance with CDB’s Environment and Social Review Procedures, the Project is categorised
“B’ since the proposed activities do not have the potential for significant negative environmental impacts
that cannot be easily mitigated by employing best known construction management practices. As part of
the appraisal process, discussions were held with the Department of the Environment (DOE) regarding the
scope of works of the Project. DOE advised that, although an environmental impact assessment was not
required for the Project, environmental clearance will be required given environmental sensitivities
associated with certain specific sites along the Highway and the nature of the proposed mitigation measures.
As a condition of the disbursement for the infrastructure works, MWT is required to submit to CDB,
evidence of receipt of the Environmental Compliance Plan from DOE.
4.11 A draft Environmental Management Plan (EMP) has been prepared with recommendations for
mitigation measures, to address predicted impacts such as spoil and waste disposal; water quality impacts;
health and safety concerns; traffic interruption; removal and reinstatement of utilities; and noise and dust
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during construction. The impacts from construction and operation can be easily managed, provided that
the recommendations from the Draft EMP are included in the contract documents and implemented.
The successful contractor will be required to prepare site-specific EMPs for each civil works contract,
detailing how they propose to implement the works, their environmental performance will be monitored for
compliance, and routine reports provided to CDB by the Construction Supervision Consultants. The DOE
will also carry out routine monitoring of the project as required under the Environmental Protection
Act 1992.
Social and Gender
4.12 The Project is classified as category “B” under the Bank’s Environmental and Social Review
Procedures. Adverse social impacts are likely to be minimal, mitigation measures can be implemented
without inordinate difficulty, significant social risks are not anticipated, and positive social impacts are
expected for beneficiaries. The project design benefitted from a Feasibility Study that included a Social
Impact Assessment (SIA). The SIA identified that the Project will improve traffic flow, reduce travel times,
and enhance road user safety and security.
4.13 Since road rehabilitation will start approximately 6 km inside the city border and proceed to the
international airport, the Project covers a key gateway of the country to downtown Belize City, the country’s
centre of life, commerce, heritage, and culture. This enhancement will support improvements articulated
within the Strategy and Masterplan for Greater Belize City (2010˗2030). The Masterplan anticipates an
increase in investment and economic activity over the medium to long term as a result of the cruise port
development and the upgrading of historical, environmental, and tourist areas that will increase the
attractiveness of Belize City as an area serving the multiple purposes of housing, business and leisure.
A concomitant increase in traffic flow and movement of people is expected as a result which would be
accommodated by the highway improvements. Road safety awareness messages will be delivered targeting
road users (motorists, pedestrians, cyclists, and schoolchildren) as part of the contractors’ traffic
management system.
4.14 The development of housing projects, including Belama (south of Section 4 of the Highway) inside
of the boundaries of Belize City, and the encouragement of local business activity (including small
businesses) along the Highway, will increase the density of the area and increase demand for transportation
services. The increase in housing and business activity will lead to expansion of Belize City and suburban
communities within areas that could be impacted by flooding and other hazard impacts. The Project
recognises these vulnerabilities and has included elements to mitigate CC impacts on infrastructure and to
protect the livelihood and well-being of stakeholders. This Project will build on the Inter-American
Development Bank-funded municipal project which is designed to improve mitigation and protect
households and businesses from hazard impacts. As part of the infrastructure works to upgrade the
Highway, the Project will include road markings/signage and proper lighting along the stretch of road,
among other improvements16. The lessons learned during implementation of the Road Safety Project17 will
be used, as necessary, to improve safety impacts on the upgraded stretch of road.
16 Additional improvements include: improved drainage; traffic signs for traffic regulation; signs for road use information; proper
shoulders; pedestrian walkways; properly-signed pedestrian walkways and crossings; regulated parking areas; designated bus
stop areas, not obstructing the traffic flow; provision of turning lanes at appropriate locations; and a new Haulover Bridge,
which will significantly contribute to reduction in traffic congestion. 17 The Road Safety Project was approved by CDB’s Board in May, 2012 (BD44/12). The objectives of the Project include
inter alia, reducing death and serious injuries associated with road traffic accidents. This is to be achieved by changing road
user behaviour through increased public awareness, enforcement of traffic laws, and capacity building to strengthen road safety management.
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4.15 The implementation of the Project is expected to strengthen gender and social inclusion efforts in
Belize. In addition to increasing income and investing in the employability of the most vulnerable workers,
the Project provides opportunities for other key stakeholders – MWT and Contractors – to start tackling
gender bias in their institutional practices, while delivering multiple associated benefits and owning the
process. As a means to consolidate and cross fertilise positive development impacts, the Project will
provide a link for men and women, and cohorts of at-risk youth to participate in programmes offered under
the Youth and Community Transformation (YCT)18 project currently under implementation in Belize and
to HIV/AIDS awareness, GBV and other targeted programmes to sensitise, increase knowledge and
positively influence behaviour change of participants. The Project has been scored as
Gender Mainstreamed, details of this analysis and a Gender Action Plan for the Project may be found at
Appendices 4.5 and 4.6, respectively.
4.16 The land required is for the new bridge’s approach roads and will be a portion of two large
undeveloped areas on each side of the Belize River. The precise extent of land is approximately three ha,
and the acquisition process has to be discussed and agreed with affected stakeholders, however no
relocation will be required.
SUSTAINABILITY
4.17 The overall risk of the proposed project, as presented in Table 4.3 below, can be assessed as minor.
18 The YCT Project was approved by CDB’s Board in December 2012 (Paper BD 112/12). It was designed to reduce vulnerability
of children and youth to crime and gang membership in low-income communities in Belize, South Side. Overall impacts of
the Project include improved citizen security to be achieved by providing services to enhance literacy, adaptive life skills,
support for conflict mediation, and improve linkages and sharing of best practices among participating agencies working in
project communities.
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TABLE 4.3: SUMMARY OF RISKS AND MITIGATION MEASURES
Risk Type Description Classification19 Mitigation Measures Implementation Funding Risk –
Unavailability or
inadequacy of Counterpart
Funding Resources.
Moderate/Minor Project preparation costs had been
previously budgeted.
CDF grant resources will co-fund the
new bridge construction.
GOBZ remains committed to the
funding of PEU which continues to
manage a portfolio of GOBZ’s
donor˗funded capital projects with
anticipated completion dates up to 2018.
Firm quotations have been provided by
all utilities and PEU is commencing the
relocation process.
The remaining cash contribution of
GOBZ to the Project is associated with
land acquisition and the repair of the
existing bridge.
Gender/Social Risk –
inadequate support for
gender and social
inclusion.
Minor The country partners are fully
committed at a high level to the project
strategy for gender equality. A Steering
Committee (SC) will be formed to
specifically oversee the implementation
of the Gender Capacity Building TA.
Sustainability of the related TA will be
fostered by technical support for the
effective implementation of the training
contents, with a view of integrating
gender analysis elements in MWT’s
annual work planning and budgeting
exercises, and integrating the training
modules developed by the Project in
their regular training offer.
The civil works bidding documents will
require opportunities for the delivery of
19 (a) Insignificant: Little or no effect on implementation, no substantive effect on outcomes.
(b) Minor: Minor changes to project scope may be required, some implementation delays or delay in meeting key conditions,
project expected to achieve most of its development outcomes.
(c) Moderate: Significant project delays, procurement or disbursement difficulties, implementation delayed up to 5 years,
project expected to achieve only some of its development outcomes.
(d) Major: Major breaches of loan conditions, significant mis-procurement, project unlikely to achieve any of the
originally indicated or reformulated outcomes.
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Risk Type Description Classification19 Mitigation Measures
awareness programmes associated with
HIV/AIDS, GBV, etc. Contractors will
coordinate these through a nominated
NGO subcontractor who will engage
local institutions to provide appropriate
training. Contractors will also be
contractually required to provide
separate male and female sanitary
facilities.
Land Acquisition Risk Minor The land required is of marginal
development potential, hence
negotiations are not expected to be
protracted. PEU’s Land Specialist will
proceed with compulsory acquisition
arrangements in parallel with an
amicably negotiated settlement attempt.
PEU will commence surveying and
valuation of the land shortly to enable
GOBZ to make provisions for it in the
2015-2016 Budget. It will be a
condition precedent to first
disbursement in respect of the
Infrastructure Works that GOBZ has
acquired the necessary land for the
works.
Construction Risk – risk of
cost overruns or time
delays.
Minor Cost estimates for the road works are
based on detailed engineering designs
and are comparable to recent tender
prices in Belize. Cost estimates for the
new bridge are based on unit rates
derived from recent bridge contracts in
Belize. Adequate contingencies have
been provided to ensure the completion
of the proposed components.
Contract documents will provide for the
application of penalties for late
completion.
Foreign Currency Risk Minor The use of CDB’s Standard Building
Documents is mandatory which
provides for payment in up to three (3)
currencies at fixed rates.
Operation Infrastructure Maintenance
Risk – inadequate funding Moderate The bridge design is expected to
incorporate design features that reduce
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Risk Type Description Classification19 Mitigation Measures
and design reduce the life
of the Project. maintenance requirements when
compared to the current structure.
The conditions of the Loan include
requirements that GOBZ adequately
maintains the project infrastructure.
TA assistance is being provided to
develop recommendations for improved
maintenance funding mechanisms.
Design Use Risk ‒
over˗loaded vehicles
reduce project
infrastructure design life.
Moderate Adopting the recommendations of the
2014 Vehicle Weight Control Final
Report is expected to mitigate this risk.
The conditions of the Loan include
requirements that GOBZ submit a
Vehicle Weight Control Implementation
Plan by December 31, 2014.
Traffic Forecast Risk ‒
projected traffic levels not
realised.
Minor A conservative approach has been used
to develop these numbers and is based
on recent experience on road projects in
Belize.
The sensitivity analysis indicates that
ERR remains robust even with a
reduction in traffic.
Design Criteria Risk –
uncertainty with respect to
predicted CC impact on
project design criteria.
Minor Engineering designs provide for counter
measures such as increased size of
culverts, raised road levels and
installation of higher revetments in areas
identified as flood and erosion prone.
In the longer term requirements for
periodic maintenance and overlay of the
wearing course, within the design life,
allows a review of its performance and
opportunity to make adjustments.
CDB’s long-term engagement in
Belize's road transport sector and its
emphasis on promoting improved
maintenance and improved design
requirements for post-disaster
reconstruction projects will help to
inculcate CC adaptation considerations
for the road transport network.
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5. IMPLEMENTATION AND PROJECT MANAGEMENT
THE BORROWER
5.1 GOBZ may, pursuant to Section 3(1) of the Loans (Caribbean Development Bank) Act, Chapter 59
of the laws of Belize [the Loans (CDB) Act], in such manner and on such terms as may be agreed between
GOBZ and CDB, borrow from time to time such sums as may be required by GOBZ. Any agreement
between GOBZ and CDB in respect of sums borrowed under this power must be made in the name of the
Minister responsible for Finance (the Finance Minister) for and on behalf of GOBZ and may be signed by
the Finance Minister for or on behalf of GOBZ. No such agreement shall be executed unless the conditions
thereof have been first approved by resolution of the House of Representatives to that effect.
5.2 CDB has so far approved loans totalling USD305.07 mn to GOBZ and Statutory Authorities
established in Belize. Of this amount, USD247.99 mn has been disbursed and USD117.25 mn was
outstanding at April 30, 2014. The loans by CDB to the Statutory Authorities have been made under the
guarantee of GOBZ pursuant to Section 8(1) of the Loans (CDB) Act. CDB has also approved a loan of
USD4.896 mn to the University of the West Indies of which an amount of USD301,874 has been guaranteed
by GOBZ.
5.3 All amounts required for the payment of any sums borrowed by GOBZ from CDB and all interest
and other charges on any such sums are charged on and payable out of the Consolidated Revenue Fund
(CRF) and assets of GOBZ. Where any sum becomes payable by GOBZ under a guarantee given by GOBZ,
that sum is charged to CRF and the Finance Minister must direct payment to be issued out of that Fund
accordingly. GOBZ is current with its loan payments to CDB.
IMPLEMENTING AGENCY
5.4 The Project will be implemented by MWT, through PEU. CDB staff has reviewed PEU’s staffing
arrangements, and current and projected workload, and are satisfied that it has the requisite capacity to
manage the Project.
PROJECT MANAGEMENT AND ENGINEERING SERVICES
5.5 It will be a condition precedent to first disbursement of the Loan, that GOBZ assigns the
administration and management of the Project to PEU. It will also be a condition precedent to first
disbursement of the Loan that the Coordinator of PEU is designated as the Project Coordinator (PC) for the
Project. The duties of PC are set out at Appendix 5.1. It will also be a condition that GOBZ has in its
service, in PEU, its current complement of three Project Engineers, a Land Specialist, engineering
technicians, accounting and clerical staff.
5.6 It will be a condition precedent to first disbursement of the Gender Capacity Building TA, that
GOBZ appoints a MWT, GPC, and assigns the administration and management of the TA to that person,
and establishes a SC which will oversee and advise on the Gender Capacity Building TA. SC shall be
comprised of a Chief Executive Officer (CEO), MWT; the MWT’s GPC; and representatives of MFED,
and the Ministry of Human Development, Social Transformation and Poverty Alleviation (MHD); a
representative from the National Women’s Commission; a representative from a NGO; and a Community
Representative. The SC shall be chaired by CEO, MWT. The functions of the SC will include monitoring,
resolving implementation obstacles, and ensuring that the community is consulted throughout the process.
The Terms of Reference (TOR) for the GPC and SC are set out at Appendix 5.2.
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5.7 It will be a condition precedent to first disbursement with respect to the Infrastructure Works
component that GOBZ engage in accordance with the procedures applicable to the Loan, consultants to
provide the construction supervision services specified in Appendix 2.2, and the bridge design consultant
specified in Appendix 2.3. The Project Implementation Support Plan is set out at Appendix 5.3.
IMPLEMENTATION SCHEDULE
5.8 The Project will be implemented over a 56-month period, commencing July 2014, and ending
December 2018. The proposed Project Implementation Schedule is presented in Appendix 5.4.
PARTICIPATION OF BENEFICIARIES AND STAKEHOLDERS
5.9 The preparation and appraisal of this project involved consultation with a wide range of
stakeholders including Government, private sector, Non-governmental and civil society organisations.
These discussions provided opportunities for stakeholders’ opinions and concerns to be expressed and
considered in the design of the Project. This principle of stakeholder participation, which is central to the
process of inclusiveness, will continue during the implementation and post-implementation stages of the
Project. Through the Communication Consultancy and Gender Capacity Building TAs, further
opportunities will be generated for beneficiaries and stakeholder engagement. It is expected that the
adaptive life skills training delivered through the civil works contracts will also reach a large group of
vulnerable men and women.
PROCUREMENT
5.10 Procurement of consultancy services shall be in accordance with CDB's Guidelines for the
Selection and Engagement of Consultants by Recipients of CDB Financing. Contracts for capital works to
be financed by the Loan, will be procured in accordance with CDB’s Guidelines for Procurement, except
that, to comply with the requirements of the Finance Contract, the following is required:
(a) A waiver of CDB’s Guidelines for Procurement in respect of procurement related to the
infrastructure works under the Project, to extend eligibility to countries eligible for
procurement under EIB-funded projects which are not CDB member countries. The value
of the waiver being requested is USD23.586 mn.
(a) Bidders for infrastructure works must submit the “Covenant of Integrity” in the form
attached at the Annex to the Procurement Plan provided at Appendix 5.5.
(b) Procurement notices shall be published in the Official Journal of the European Union.
DISBURSEMENT
5.11 Disbursement of the CDB Loan will be made in accordance with CDB’s Guidelines for the
Withdrawal of Loan Proceeds. It is expected that the first disbursement from the Loan and the Grant will
be made by January 31, 2015. The Loan and the Grant are expected to be fully disbursed by December 31,
2018. The Disbursement Schedule is provided at Appendix 5.6.
MONITORING AND REPORTING
5.12 The M&E strategy will include the use of consultancy services for the finalisation of the M&E
framework to enable monitoring of the Project by MWT. The consultants will be responsible for the
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collection of baseline information and for establishing arrangements for the operation of an M&E system.
The TOR for this consultancy is included at Appendix 2.7.
5.13 It will be a condition of the Loan that PC shall furnish, or cause to be furnished, to CDB the reports
listed in Appendix 5.7 to this Report, in such form or forms as CDB may require, not later than the times
specified therein for so doing.
MAINTENANCE
5.14 It will be a condition of the Loan that GOBZ adequately maintain the infrastructure financed under
the Project. As a further condition of the Loan, GOBZ will undertake an annual condition assessment of
the project infrastructure commencing six months after the certificate of practical completion has been
issued. Further, commencing in 2018, GOBZ will submit to CDB by March 31 of each year its annual road
maintenance budget.
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PERFORMANCE EVALUATION RATING
TABLE 5.1: PROJECT PERFORMANCE EVALUATION
Criteria Score Justification Strategic
Relevance 7.5 The Project contributes significantly to the achievement of GOBZ’s
development objectives by supporting its high priority policy objectives
of improving road safety and building natural hazard resilience in the
economy. The Project also addresses two of their Development
Strategy’s five key cross-cutting issues (gender, and human resources
capacity constraints). Poverty Relevance 6.0 The Project is expected to make a satisfactory contribution to poverty
reduction through road safety and CC resilience improvements. The
civil works contracts will deliver HIV/AIDS, GBV and adaptive life
skills training. Efficacy 5.0 The Project is highly likely to achieve its objectives to reduce traffic
congestion; maintain evacuation route security; and improve road safety
and CC resilience. There is high-level support within MWT to
incorporate gender responsiveness into their projects and processes.
The number of women and youth-at-risk that the Project will reach, will
be dependent on the extent to which contractors incorporate unskilled
labour into their workforces. Cost Efficiency 8.5 The estimated NPV for the Project is $99.5 mn and ERR is 33%. Such
high returns are associated with the high traffic volumes; the impact of
a new bridge on congestion; and are also typical for road safety
investments. Institutional
Development
Impact
6.0 The Project is expected to make a significant contribution towards
improving MWT’s capability to implement gender-responsive projects.
Sustainability 6.0 The proposed works incorporate CC and gender considerations into
their design. There is strong political and cross-sector stakeholder
support for the Project. The proposed MWT Management and
Organisational Study TA is expected to chart the way forward for more
sustainable maintenance management and funding arrangements. Composite Score 6.25 Highly Satisfactory
6. TERMS AND CONDITIONS
6.1 The proposed financing for the Project is as follows:
(1) a loan to GOBZ of an amount not exceeding the equivalent of twenty-nine million seven
hundred and nineteen thousand United States dollars (USD29,719,000) to assist GOBZ in
financing:
(a) the rehabilitation and upgrading of the Highway between Buttonwood Bay
Roundabout in Belize City and the Airport Junction in Ladyville, including a new
bridge over the Belize River adjacent to the existing Haulover Bridge (the New
Bridge Component), safety improvements, and climate adaption works (the
Infrastructure Works);
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(b) consultancy services for the preparation of detailed designs of the New Bridge
Component, and the supervision of all civil works;
(c) consultancy services for an assessment of the organisational management, legal
and financial arrangements for the road sector, and recommendations for its reform
(Institutional Strengthening Study);
(d) consultancy services for gender capacity building and training for MWT and
twelve (12) relatively large road construction contractors (Gender Capacity
Building Consultancy);
(e) consultancy services to deliver a communication programme to raise the profile of
the interventions to the wider public (Communications Consultancy); and
(f) consultancy services to undertake M&E of the Project, (M&E Consultancy).
(the Loan Component); and
(2) a grant to GOBZ of an amount not exceeding the equivalent of one hundred and eleven
thousand United States dollars (USD111,000) to assist GOBZ in financing the:
(a) Gender Capacity Building Consultancy; and
(b) M&E Consultancy.
(the Grant Component)
(together, the Project).
6.2 It is recommended that CDB lend to GOBZ an amount not exceeding the equivalent of twenty-nine
million seven hundred and nineteen thousand United States dollars (USD29,719,000) (the Loan) consisting
of:
(a) an amount from CDB’s SFR not exceeding the equivalent of three million four hundred
and seventy-nine thousand United States dollars (USD3,479,000) (the SFR Portion); and
(b) an amount from CDB’s OCR not exceeding the equivalent of twenty-six million two
hundred and forty thousand United States dollars (USD26,240,000) (the OCR Portion)
comprising:
(i) an amount not exceeding the equivalent of thirteen million seven hundred and forty
thousand United States dollars (USD13,740,000) (the Equity and Market
Tranche); and
(ii) an amount not exceeding the equivalent of twelve million five hundred thousand
United States dollars (USD12,500,000) allocated from resources provided by EIB
to CDB under the CALC (the EIB-CALC Tranche),
to assist GOBZ in financing the Loan Component on CDB’s standard terms and conditions and on the
following terms and conditions:
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(1) Repayment: Repayment of the Loan shall be made:
(a) in the case of the SFR Portion, in eighty (80) equal or approximately equal and
consecutive quarterly instalments commencing five (5) years after the date of the
Loan Agreement; and
(b) in the case of the OCR Portion, in forty-eight (48) equal or approximately equal
and consecutive quarterly instalments commencing three (3) years after the date of
the Loan Agreement.
(2) Interest: Interest shall be payable quarterly:
(a) at the rate of two decimal five percent (2.5%) p.a. on the amount of the SFR Portion
withdrawn and outstanding from time to time;
(b) at the rate of four decimal one percent (4.1%) p.a. (variable) on the Equity and
Market Tranche of the OCR Portion withdrawn and outstanding from time to time;
and
(c) at the rate of two decimal three eight percent (2.38%) p.a. (variable) on the EIB-
CALC Tranche of the OCR Portion withdrawn and outstanding from time to time.
(3) Commitment Charge: A commitment charge at the rate of one percent (1%) p.a. shall be
payable on the amount of the OCR Portion unwithdrawn from time to time. Such charge
shall accrue from the sixtieth (60th) day after the date of the Loan Agreement and shall be
payable quarterly.
(4) Disbursement:
(a) The first disbursement of the Loan shall be made by January 31, 2015, and the
Loan shall be fully disbursed by December 31, 2018, or such later dates as CDB
may specify in writing.
(b) Except as CDB may otherwise agree:
(i) the Loan shall be used to finance the components of the Project allocated
for financing by CDB as shown in the Financing Plan for the Project at
Appendix 3.1, up to the respective limits specified therein; and
(iii) total disbursements shall not exceed in the aggregate seventy-six percent
(76%) of the cost of the Project.
(c) Disbursements shall be made rateably from the OCR Portion and the SFR Portion
in accordance with the respective amounts thereof.
(d) The Loan shall not be used to meet any part of the cost of the Project which consists
of identifiable taxes and duties.
(e) The Loan shall not be used to finance any activity set out in Appendix 6.1.
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(5) Procurement:
(a) Except as provided in sub-paragraph (b) below, procurement shall be in
accordance with the procedures set out and/or referred to in the Loan Agreement
between CDB and GOBZ, or such other procedures as CDB may from time to time
specify in writing. The Procurement Plan approved by CDB is set out at Appendix
5.5. Any revisions to the Procurement Plan shall require CDB’s prior approval in
writing.
(b) In respect of procurement related to the Infrastructure Works under the Project,
country eligibility shall be extended to countries eligible for procurement under
EIB-funded projects which are not CDB member countries.
(6) Conditions Precedent to First Disbursement:
(a) PC referred to in sub-paragraph 11(b)(iv) shall have been designated.
(b) GOBZ shall have assigned the administration and management of the Project to
PEU with a staffing complement as referred to in sub-paragraph 11(b)(vi).
(7) Conditions Precedent to Disbursement in respect of the Infrastructure Works:
CDB shall not be obliged to disburse any amount in respect of the Infrastructure
Works until the construction supervision consultants referred to in sub-paragraph
11(b)(viii)(aa) shall have been engaged.
(8) Conditions Precedent to Disbursement in respect of each Infrastructure Works
Contract:
CDB shall not be obliged to disburse any amount in respect of any Infrastructure
Works contract until:
(a) CDB is satisfied that GOBZ has received all requisite statutory,
planning, building and environmental permits, licenses and/or other
approvals in respect of the Infrastructure Works contract; and
(b) the lands required in respect of the Infrastructure Works contract are
vested in GOBZ free from all encumbrances and without covenants,
stipulations or conditions which may adversely affect the Project, or
alternatively that GOBZ has made arrangements satisfactory to CDB to
enter into possession of such lands for the purposes of the Project.
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(9) Conditions Precedent to Disbursement in respect of the New Bridge Component:
CDB shall not be obliged to disburse any amount in respect of the New Bridge Component
until the:
(a) conditions precedent to effectiveness of the CDF Grant Agreement (other than, if
applicable, the conditions precedent to first disbursement of the Loan) shall have
been satisfied; and
(b) bridge design consultants referred to in sub-paragraph 11(b)(viii)(bb) shall
have been engaged.
(10) Conditions Precedent to Disbursement in respect of the Gender Capacity Building
Consultancy:
CDB shall not be obliged to disburse any amount in respect of the Gender Capacity
Building Consultancy until the:
(a) GPC referred to in sub-paragraph 11(b)(v) shall have been appointed; and
(b) SC referred to in sub-paragraph 11(b)(vii) shall have been established.
(11) Other Conditions:
(a) Except as CDB may otherwise agree, GOBZ shall implement the Loan Component
through PEU of MTW.
(b) GOBZ shall:
(i) contribute to the Project an amount of not less than the equivalent of
nineteen million forty-five thousand dollars ($19,045,00) (inclusive of the
cost of the land required for the Project) which shall be expended in a
timely manner on the components of the Project designated for financing
by GOBZ as shown in the Financing Plan for the Project, unless CDB shall
otherwise specify in writing.
(ii) carry out the Project at all times with due diligence and efficiency, with
management personnel whose qualifications and experience are
acceptable to CDB, and in accordance with sound technical,
environmental, financial and managerial standards and practices;
(iii) institute and maintain organisational, administrative, accounting, and
auditing arrangements for the Project acceptable to CDB;
(iv) for the duration of the Project, designate the coordinator of PEU as PC,
who shall be responsible for coordinating and monitoring all aspects of the
Project including the duties and responsibilities set out in Appendix 5.1.
The qualifications and experience of any person subsequently appointed to
the position of PC shall be acceptable to CDB;
- 31 -
(v) for the duration of the Project, and exclusively to the Project,
appoint as GPC a person with qualifications and experience
acceptable to CDB who shall be responsible for the administration
and management of the Gender Capacity Building Consultancy,
including the duties and responsibilities set out in Appendix 5.2.
The qualifications and experience of any person subsequently
appointed to the position of GPC shall be acceptable to CDB;
(vi) for the duration of the Project maintain in the service of the PEU, a
minimum of three (3) project engineers, one (1) land specialist, and
adequate engineering technicians, accounting and clerical staff.
(vii) establish and, for the duration of the Project maintain, a SC to oversee and
advise on the Gender Capacity Building Consultancy, with the duties and
composition set out in Appendix 5.2;
(viii) in accordance with the procurement procedures applicable to the Loan,
select and engage:
(aa) the construction supervision consultants to provide the services set
out in the TOR at Appendix 2.2;
(bb) the bridge design consultants to provide the services set out in the
TOR at Appendix 2.3;
(cc) consultants to provide the Institutional Strengthening Study in
accordance with the TOR set out at Appendix 2.4;
(dd) consultants to provide the services for gender capacity building
and training for MWT and road construction contractors in
accordance with the TOR set out at Appendix 2.5;
(ee) consultants to deliver a communication programme to raise the
profile of the interventions to the wider public in accordance with
the TOR set out at Appendix 2.6;
(ff) consultants to undertake M&E of the Project in accordance with
the TOR set out at Appendix 2.7; and
(gg) contractors to carry out the Infrastructure Works under the Project.
(ix) undertake annual condition assessments of the project infrastructure,
commencing no later than six (6) months after the certificate of practical
completion (or equivalent) is issued by the construction supervision
consultants, to ascertain road maintenance requirements;
(x) keep the roads, works and other infrastructure financed under the Project,
or cause the same to be kept, in good repair and condition and shall provide
the financial and other resources required to adequately maintain the
infrastructure financed from the Loan;
- 32 -
(xi) commencing in 2018, submit to CDB by March 31 of each year:
(aa) the budgetary allocation for maintenance of the
infrastructure financed under the Loan with respect to the
following financial year; and
(bb) evidence acceptable to CDB that the allocation referred to above
for the preceding year has been utilised for the purpose for which
it was made;
(xii) by December 31, 2014, submit to CDB a vehicle weight control
implementation plan in form and substance acceptable to CDB;
(xiii) except as CDB may otherwise agree, furnish or cause to be furnished to
CDB, the reports listed in Appendix 5.7 in the forms specified or in such
form or forms as CDB may require, not later than the times/periods
specified therein for so doing; and
(xiv) within a timeframe acceptable to CDB, implement such recommendations
arising out of the Institutional Strengthening Study, Gender Capacity
Building Consultancy, Communications Consultancy, and M&E
Consultancy, as may be acceptable to CDB.
(c) CDB shall be entitled to suspend, cancel or call in the Loan or any part thereof if
the CDF Grant or any part thereof is suspended, cancelled or required to be
refunded.
(d) GOBZ shall:
(i) unless CDB has given its prior consent in writing, retain title to and
possession of all or substantially all of the assets comprising the Project
or, as appropriate, replace and renew such assets and maintain the Project
in substantially continuous operation in accordance with its original
purpose, provided that CDB may withhold its consent only where the
proposed action would prejudice CDB’s interests as lender to GOBZ or
would render the Project ineligible for financing by CDB under the CALC;
(ii) maintain in force all rights of way or use and all permits necessary for the
execution and operation of the Project;
(iii) implement and operate the Project in compliance with all laws and
regulations to which GOBZ or the Project is subject and in particular in
compliance with applicable environmental laws and regulations, and
international treaties;
(iv) warrant and undertake that it has not committed, and no person to its
present knowledge has committed, any of the following acts and that
GOBZ will not commit, and no person with its consent or prior knowledge
will commit, any such act, that is to say:
- 33 -
(aa) the offering, giving, receiving or soliciting of any improper
advantage to influence the action of a person holding a public
office or function or a director or employee of a public authority
or public enterprise or a director or official of a public
international organisation in connection with any procurement
process or in the execution of any contract in connection with
those elements of the Project financed under the Loan; or
(bb) any act which improperly influences or aims improperly to
influence the procurement process or the implementation of the
Project financed under the Loan to the detriment of GOBZ,
including collusion between tenderers.
For the purposes of this sub-paragraph (11)(d)(iv), the knowledge of any
employee of GOBZ involved as managers of the Project shall be deemed the
knowledge of GOBZ. GOBZ undertakes to inform CDB if it should become
aware of any fact or information suggestive of the commission of any such act;
(e) GOBZ acknowledges that CDB or EIB may be obliged to divulge such documents
relating to GOBZ and the Project to the Court of Auditors of the European Union
(Court of Auditors), and/or European Anti-Fraud Office (OLAF) as are necessary
for the performance of that party’s tasks under European Union law;
(f) GOBZ shall permit persons designated by CDB or EIB or, as the case may be,
authorised representatives of the Court of Auditors and/or the European
Commission and/or OLAF, to visit the premises of GOBZ and the sites,
installations and works comprising the Project and to conduct such checks as they
may wish and GOBZ shall provide them, or ensure that they are provided, with all
necessary assistance for this purpose;
(g) GOBZ shall retain, in a single location, for inspection during six (6) years from the
date of the Loan Agreement, the full terms of the Loan Agreement, as well as all
material documents pertaining to the procurement process and to the execution of
the contract and shall procure that CDB and EIB may inspect the contractual
documents that the contractor is obliged to retain under its supply contract; and
(h) Except as CDB may otherwise agree, GOBZ shall furnish or cause to be furnished
to CDB within three (3) months of project completion, a completion report on the
implementation and on the early operation stage of the Project, including its
climate action aspects, in content and in form specified in Appendix 6.2, or
otherwise as CDB may require.
6.3 It is also recommended that CDB make a grant to GOBZ of an amount not exceeding the equivalent
of one hundred and eleven thousand United States dollars (USD111,000) (the Grant) from CDB’s SFR to
finance the Grant Component, on CDB’s standard terms and conditions and on the following terms and
conditions:
- 34 -
(1) Disbursement:
(a) Except as CDB may otherwise agree, and subject to sub-paragraph (b) below,
disbursement of the Grant shall be made as follows:
(i) an amount not exceeding the equivalent of seventeen thousand five
hundred United States dollars (USD17,500) shall be paid to GOBZ as an
advance on account of expenditures in respect of the Gender Capacity
Building Consultancy after receipt by CDB of:
(aa) a request in writing from GOBZ for such funds;
(bb) a copy of the signed contract between GOBZ and the consultants
for the services in respect of the Gender Capacity Building
Consultancy; and
(cc) evidence acceptable to CDB that the conditions precedent to first
disbursement of the Grant set out in sub-paragraph (3) below have
been satisfied.
(ii) an amount not exceeding the equivalent of seven thousand five hundred
United States dollars (USD7,500) shall be paid to GOBZ as an advance on
account of expenditures in respect of the M&E Consultancy after receipt
by CDB of:
(aa) a request in writing from GOBZ for such funds;
(bb) a copy of the signed contract between GOBZ and the consultants
for the services in respect of the M&E Consultancy; and
(cc) evidence acceptable to CDB that the conditions precedent to first
disbursement of the Grant set out in sub-paragraph (3) below have
been satisfied.
(iii) the balance of the Grant shall be paid to GOBZ periodically after receipt
by CDB of an account and documentation, satisfactory to CDB, in support
of expenditures incurred by GOBZ in respect of the Grant Component.
(b) CDB shall not be under any obligation to make:
(i) the first such payment under sub-paragraph 1(a)(iii) above:
(aa) in relation to the Gender Capacity Building Consultancy until
CDB shall have received an account and documentation,
satisfactory to CDB, in support of expenditures incurred by GOBZ
with respect to the advance referred to in sub˗paragraph 1(a)(i);
and
- 35 -
(bb) in relation to the M&E Consultancy until CDB shall have received
an account and documentation, satisfactory to CDB, in support of
expenditures incurred by GOBZ with respect to the advance
referred to in sub-paragraph 1(a)(ii).
(ii) any payment under sub-paragraph 1(a)(iii) above until CDB shall have
received the requisite number of copies of the reports or other deliverables,
in form and substance acceptable to CDB, to be furnished for the time
being by the consultants, to GOBZ and CDB in accordance with the
respective TORs; and
(iii) payments exceeding the equivalent of ninety-nine thousand nine hundred
United States dollars (USD99,900) or ninety percent (90%) of the amount
of the Grant allocated to each consultancy until CDB shall have received:
(aa) the requisite number of copies of the final report or other
deliverables, in form and substance acceptable to CDB to be
furnished by the consultants in accordance with the respective
TORs; and
(bb) a certified statement of the expenditures incurred by GOBZ in
respect of and in connection with, the Grant Component.
(c) The first disbursement of the Grant shall be made by January 31, 2015, and the
Grant shall be fully disbursed by December 31, 2018, or such later dates as CDB
may specify in writing.
(2) Procurement: Procurement shall be in accordance with the procedures set out and/or
referred to in the Grant Agreement or such other procedures as CDB may from time to time
specify in writing.
(3) Condition Precedent to First Disbursement of the Grant:
The conditions precedent to first disbursement of the Loan shall have been satisfied.
(4) Conditions Precedent to Disbursement in respect of the Gender Capacity Building
Consultancy:
CDB shall not be obliged to disburse any amount in respect of the Gender Capacity
Building Consultancy until:
(a) GPC referred to in sub-paragraph 5(b)(i) shall have been appointed.
(b) SC referred to in sub-paragraph 5(b)(ii) shall have been established.
(5) Other Conditions:
(a) Except as CDB may otherwise agree, GOBZ shall implement the Grant
Component through PEU of MTW.
- 36 -
(b) GOBZ shall:
(i) for the duration of the Project, and exclusively to the Project, appoint as
GPC a person with qualifications and experience acceptable to CDB who
shall be responsible for the administration and management of the Gender
Capacity Building Consultancy, including the duties and responsibilities
set out in Appendix 5.2. The qualifications and experience of any person
subsequently appointed to the position of GPC shall be acceptable to CDB;
(ii) establish and, for the duration of the Project maintain, a SC to oversee and
advise on the Gender Capacity Building Consultancy, with the duties and
composition set out in Appendix 5.2;
(iii) in accordance with the procurement procedures applicable to the Grant,
select and engage competent and experienced consultants to carry out the
services set out in the TORs at Appendices 2.5 and 2.7; and
(iv) within a timeframe acceptable to CDB implement such recommendations
arising out of the Gender Capacity Building Consultancy and the M&E
Consultancy, as may be acceptable to CDB.
(c) Except as CDB may otherwise agree, GOBZ shall:
(i) meet or cause to be met:
(aa) any amount by which the cost of the Grant Component exceeds
the amount set out in the budgets at Appendices 2.5 and 2.7 with
respect thereto; and
(bb) the cost of any other items needed for the purpose of, or in
connection with, the Grant Component; and
(ii) provide or cause to be provided, all other inputs required for the punctual
and efficient carrying out of the Grant Component not being financed by
CDB.
(d) CDB shall be entitled to suspend, cancel or require a refund of the Grant, or any
part thereof, if either:
(i) the Loan or any part thereof is suspended, cancelled or called in; or
(ii) the CDF Grant or any part thereof is suspended, cancelled or required to
be refunded.
AP
PE
ND
IX 1
.1
ORGANISATIONAL STRUCTURE OF DPW INCLUDING THE PEU
CEO
Chief Engineer
Zone Engineer
North
Zone Engineer
Central
Zone Engineer
South Senior Architect
PEU
Coordinator
Central Mechanical
Workshop
Director Technical
Services - Corozal
Director Technical
Services - Belize
Director Technical
Services -
Stann Creek
Quantity Surveyor
Project Engineer
Director Technical
Services -
Orange Walk
Director Technical
Services - Cayo
Director Technical
Services - Toledo
Building Services
Project Engineer
Road Safety &
Operations Manual
Materials Laboratory
Surveying Crew
CAD
Technicians
Project Engineer
Signs, Billboards
& Utility Corridor
Inspections
Management
Information Systems
Technical Library
Land Specialist
Executive Engineer Executive Engineer Executive Engineer Architect
APPENDIX 1.2
MACROECONOMIC AND MACROSOCIAL CONTEXT
MACROECONOMIC CONTEXT
Overview
1. During 2013, adverse weather caused contractions in agriculture and manufacturing, exacerbated
by declining oil production, which weighed heavily on growth and export performance. Buoyancy in
tourism and its positive spin-off effects on distribution and other services, together with growth in
construction and government services, partially offset these negative trends. Mainly due to this strong
performance in the services sector, the unemployment rate fell to an average of 12.9% in 2013 from
15.2% in 2012. However, with the fall off in production of export commodities, overall growth in GDP is
estimated to have decelerated to 0.7%, accompanied by a widening trade imbalance.
2. The sluggish economy and weak trade performance were reflected in monetary conditions, with
excess liquidity remaining high and credit growth relatively modest, although conditions improved
somewhat in the second half of the year. Prudential measures of asset quality and capital adequacy for
the banking sector also improved.
3. On March 8, 2013, GOBZ restructured its external debt, exchanging USD546 mn for a new
instrument with a longer maturity, a lower coupon and a reduced face value. Consequently, GOBZ
benefited from some cash-flow relief and reduced interest costs, as well as a positive net balance of
payments (BOP) impact from the debt restructuring. The latter, together with higher financial inflows
from external debt disbursements, more than offset the trade deficit, leading to a significant increase in
foreign exchange reserves.
4. However, the increase in loan disbursements reflected some degree of slippage relative to
budgeted outturns for the fiscal year (FY) running from April 2013 to March 2014, evidenced by a
reduction in the primary surplus and increase in the overall deficit.
5. Growth prospects still remain favourable for 2014, with major capital projects gaining
momentum, and tourism continuing to grow. Agriculture is expected to rebound somewhat. In the
medium term, there may be pressure on the government’s finances as a result of the nationalisation of two
utilities, as well as recently announced budget measures, which could worsen fiscal outcomes and
increase the debt ratio.
Sectoral Developments
Output and Prices
6. Preliminary estimates from the Statistical Institute of Belize indicate that GDP growth decelerated
from 4% in 2012, to 0.7% in 2013. A key factor in this significant slowdown was adverse weather, in the
form of drought in the first half, followed by excess rainfall in the latter half, which damaged roads and
crops. As a result, there was a fall-off in production of key export crops banana output returned to its
customary level, declining by 4.7% following a record harvest in 2012; while citrus and sugarcane
deliveries fell by 29.9% and 21.9%, respectively. Apart from the unfavourable weather conditions, the
citrus and sugarcane crops were also negatively affected by citrus greening and a dispute between farmers
and a sugar refining company concerning payment for bagasse, respectively. There were concomitant
decreases in agro-processing of citrus juices (-28.8%) and sugar (-17.3%), which was a factor in the
APPENDIX 1.2 Page 2
contraction in manufacturing. Reduced manufacturing output also reflected a 23.1% decline in petroleum
extraction amid the ongoing diminution of oil field yield observed in recent years.
7. In contrast, the services sector, which now accounts for nearly three-fifths of the economy,
performed well, largely due to the buoyancy in tourism and an uptick in construction and government
services. With regard to tourism, stay-over visitor arrivals increased by 5.8%, the highest growth on
record since 2000, attributable to strategic marketing efforts by the Belize Tourism Board, heightened
publicity, and improvements in the economies of Belize’s main source markets. Visitors from the USA
and the European Union, Belize’s primary markets, were up by 4.1% and 8.6%, respectively. In addition,
disembarkations from cruise ships grew by 5.7%, in contrast to the 11.9% contraction experienced in
2012. Construction activity intensified, as some major public sector road projects gained momentum,
including the San Ignacio bypass road, and expansion in tourist accommodation and housing
(as evidenced by an upturn in residential mortgages) continued. Domestic electricity production
increased by 12.9% in 2013, as the excess rainfall during the second half of the year boosted output of
hydroelectricity and more than compensated for a steep drop during the drought-ridden first half.
FIGURE 1: REAL GROSS DOMESTIC PRODUCT GROWTH (%)
(2008-2013)
Source: Statistical Institute of Belize
8. With the strengthening of economic activity over the course of the year, particularly in the
services sector, the rate of unemployment fell to an average of 12.9% in 2013, from 15.2% in 2012.
Improved socioeconomic conditions were also influenced by further easing of inflationary pressures.
The Consumer Price Index increased at an average of 0.5% during the year, relative to an annual average
of 1.3% in 2012. In this regard, higher prices for most categories of the index, particularly for meat,
vegetables, electricity and air transportation, were partially offset by declines in “Miscellaneous Goods
and Services” and “Clothing and Footwear”.
APPENDIX 1.2 Page 3
External Sector
9. Initial estimates are that the BOP current account deficit more than doubled in 2013, from 2.1%
of GDP in 2012 to 5%. This was largely due to a 28.5% widening of the merchandise trade deficit, as
imports rose while exports declined. Most of the growth in imports was for consumer and intermediate
goods such as fuel, cement, vehicles, and pharmaceuticals. In the case of exports, higher receipts from
banana, marine products and papaya could not compensate for steep declines in earnings from petroleum
and citrus juices as well as a dip in commercial free zone sales. Contributing to the expansion of the
current account deficit was a reduction in remittance inflows, as well as a decline in net inflows from
services, as higher earnings from tourism were outweighed by increased outlays for freight charges and
other miscellaneous expenses. The external current account was also influenced by the bond
restructuring, negatively so by increased outflows for associated management fees, but positively by the
reduction in outflows for interest payments, while the capital account surplus almost doubled, due in part
to the principal haircut on the restructured debt. The capital account was also boosted by the receipt of
grants from foreign donors. Net inflows on the financial account more than doubled due to substantial
disbursements under the PetroCaribe Agreement; this offset a decrease in foreign direct investment (FDI),
which reverted to trend levels following a sizeable investment in Belize Sugar Industries in 2012.
The surge in financial and capital inflows was more than sufficient to finance the expanded current
account deficit and therefore resulted in a 40% increase in the gross international reserves to
$805 million, equivalent to 20 weeks of merchandise imports at year-end, relative to 15 weeks at the end
of 2012.
Financial Sector
10. In contrast to the substantial increase in the foreign reserves of the Central Bank of Belize (CBB),
net foreign assets of the commercial banks declined, reflecting developments on the external current
account and the reduction in FDI inflows. Private sector credit grew by 2.5%. The bulk of this credit
growth occurred in the latter part of the year, given the less favourable economic conditions that prevailed
in the first half. Credit was channelled mainly to the agricultural sector for grain production, land
acquisition, residential and commercial construction, residential real estate, infrastructural development,
and personal loans. Notwithstanding the recent uptick in credit, however, commercial banks' liquidity
remained elevated (as evidenced by the excess liquidity levels in Table 1), treasury bill holdings therefore
increased, while yields fell. As shown in Table 1, commercial banks’ non-performing loans (NPLs)
remained above the prudential ceiling of 5%, but fell to 8.8% at the end of 2013, as a result of a
regulatory requirement mandating write-off of bad loans over the three years to 2014. The capital
adequacy ratio remained above the required minimum at 24.4%.
APPENDIX 1.2 Page 4
TABLE 1: COMMERCIAL BANKS' FINANCIAL INDICATORS (%)
Indicator 2010 2011 2012 2013P
Capital/Risk-Weighted 22.4 23.7 22.4 24.4 Assets1 Excess Liquidity2 35.7 53.2 61.8 56.3
NPLS/Total Loans3 16.1 14.5 11.0 8.8
Provisions/NPLS4 18.2 28.0 40.8 46.0
NPLS Net of 77.6 69.7 56.8 43.5 Provisions/Capital Notes: P Preliminary. 1 The required capital adequacy ratio is 9 percent. 2 In percent of statutory liquidity requirement. 3 Net of specific provisions. 4 General and specific provisions.
11. Notably, in 2014, there was an addition to the banking landscape in Belize, with the opening of a
sixth domestic bank, the National Bank of Belize Limited, which is wholly owned by the Government.
The Budget for FY April 2014 – March 2015, released on March 7, 2014, indicated that the strategy of
the Bank will be “to target low and middle-income customers including civil servants who have been
marginalised by the traditional commercial banks”.
Central Government Fiscal Operations and Public Debt
12. The Estimates for FY2013/14, based on data available for April to December 2013, indicated
some slippage in relation to budgeted performance. Total revenue and grants increased by an estimated
7.5%, reflecting increased receipts from business tax, General Sales Tax on imports, registration fees
from international business, dividends from the nationalised utilities, and higher grant inflows, which
offset lower collections from domestic petroleum activities, import duties, and excise taxes. However, the
improvements on the revenue side were outweighed by a 14.1% rise in total expenditure, notwithstanding
reduced interest expenditure due to the debt restructuring. The rise in spending was mainly associated
with unanticipated current and capital outlays for reconstruction and rehabilitation works following the
excess rainfall in the latter part of 2013. Given these unplanned spending increases, a primary surplus
equivalent to 0.9% of GDP was estimated, down from a budgeted 1%, and an overall deficit of 2.3% was
estimated, compared to a budget projection of 1.8%. The deficit was financed from external sources,
mostly PetroCaribe proceeds.
APPENDIX 1.2 Page 5
TABLE 3: SUMMARY OF FISCAL PERFORMANCE
(% of GDP)
Actual
2011/12
Actual
2012/13
Budget
2013/14
Estimated
2013/14
Projected
2014/15
Total Revenue and Grants 27.8 26.5 25.9 27.9 28.4
Total Revenue 26.7 25.8 24.7 26.6 27.1 Current Revenue 26.4 25.7 24.5 26.5 26.9 Tax Revenue 22.3 22.3 21.6 23.1 23.3 Non-Tax Revenue 4.1 3.4 2.9 3.3 3.6 Capital Revenue 0.3 0.1 0.2 0.2 0.2 Grants 1.1 0.7 1.2 1.2 1.4 Total Expenditure 28.8 27.0 27.7 30.2 30.1
Current Expenditure 24.1 22.4 23.1 24.1 24.4
Wages and salaries 9.9 9.4 9.3 9.7 9.9
Pensions 1.7 1.7 1.6 1.7 1.7
Goods and services 5.8 5.2 5.4 5.4 5.8
Subsidies and current transfers 3.5 4.1 3.9 4.1 4.2
Interest and other charges 3.2 1.8 2.9 3.3 2.7
Capital Expenditure 4.8 4.7 4.6 6.0 5.7
Primary Balance 2.2 1.3 1.0 0.9 1.0
Overall Deficit (1.1) (0.5) (1.8) (2.3) (1.7) Amortisation (1.9) (1.9) (1.9) (1.9) (2.1)
Financing Requirement (2.9) (2.5) (3.7) (4.2) (3.8) Source: Budget Estimates 2014/15, March 7, 2014.
13. The most notable feature of government operations during the (calendar) year was the successful
closure of the debt exchange offer. The debt exchange involved a net principal haircut of 3% (10% less
the capitalised interest, which amounted to 7% of the outstanding debt). The maturity date was extended
by 9 years to 2038, and the coupon was reduced by 3.5 percentage points for the first 4.5 years, and 1.7
percentage points for the remainder of the life of the original bond. The new terms achieved a 43.3%
reduction in the (net present value of the) debt stock and significantly lowered annual debt service costs
going forward.
14. With the debt exchange taking place in March of 2013, the ratio of total public sector debt to
GDP had fallen from 75.7% in 2011/12 to 72.9% in FY2012/13, although strong GDP growth in that year
was also a contributing factor to the reduction in the ratio. The subsequent deterioration in government’s
fiscal position and growth deceleration in FY2013/14 resulted in a resurgence in the debt ratio to an
estimated 76.5%. On a calendar year basis, the debt to GDP ratio increased from 77.2% of GDP in
December 2012 to 79.9% at the end of 2013.
Outlook
15. CBB is projecting GDP growth of between 2 and 2.5% in 2014, based mainly on expectations of
sustained growth in services. It is anticipated that this growth will be driven by tourism and construction,
with the current uptrend in stay-over arrivals expected to continue in line with improving global economic
APPENDIX 1.2 Page 6
conditions, and with several large projects for road infrastructure and sporting facilities in the pipeline for
the year. With regard to the commodity producing sectors, CBB is conservatively projecting a soft
recovery in agriculture and manufacturing, factoring in current productive capacity (notably low oil field
yields) and the likely impact of the potential recurrence of weather-related shocks and diseases on crops.
Inflationary pressures should remain subdued in 2014, given projections of flat global commodity prices,
while any further reduction in international oil prices would compound the adverse effects of the supply
constraint in the petroleum sector. Commercial banks’ balance sheets should continue to improve, as
credit growth is expected to remain healthy, while continued efforts to improve financial positions and
meet agreed timelines for loan loss provisioning should translate to further reduction in NPLs. On the
fiscal front, continued debt service savings from the restructured debt of approximately 1% of GDP per
year are expected from 2014 onwards. However, wage increases and other expenditures announced in the
recent Budget Estimates are expected to result in further deterioration of fiscal balances and increases in
debt. In addition, possible compensation claims in relation to the two nationalised utilities pose
significant fiscal risks.
MACROSOCIAL CONTEXT
Demography
16. Belize’s population which stood at 312,698 (Population and Housing Census, 2010)1 is almost
evenly divided between males and females, and has been growing at a significant rate in the last 10
years. There was an average population growth rate of about 2.65% p.a. between 2000 and 2010, making
it among the fastest growing countries in the Caribbean Basin. Belize District (project area) accounted
for the largest population share (28.5%) and this translated to 89,247 persons. The high rate of
population growth has been influenced mainly by a high crude birth rate and immigration from
neighbouring countries.
Poverty and Social Development
17. The overall poverty level in Belize is high, particularly when compared with other countries in
the English-speaking Caribbean. The 2010 CPA2 showed that the poverty level increased substantially
since the first CPA was conducted in 1995. The relative poverty level in 2010 was 41% of the
population, as compared to 33% in 1995 and 2002. Indigence also increased from 11% in 2002, to 16%
in 2010. Poverty levels increased in each district except for the southern rural district of Toledo which,
although having the highest level of deprivation, recorded a significant reduction in the proportion living
below the poverty line when compared to the previous CPA. The percentage poor increased in urban
areas from 24% to 28%. Poverty in the project area increased similarly by four percentage points from
25% to 29%, since the last CPA.
18. While the main causes of poverty are primarily economic, the CPA Report indicated that
structural factors also affect living conditions in Belize. Key among these factors is the issue of income
inequality. Although there is no direct correlation between a country’s poverty level and income
distribution, the effects of poverty on a society are compounded when, as in the case of Belize, high
poverty levels are accompanied by high income inequality. In 2010, Belize’s Gini Coefficient3 increased
1 The Census also stated that the population resided in 79,772 households. The average household size was 3.9. 2 CDB supported GOBZ in conducting CPA. Earlier assessments were undertaken in 1995 and 2002. 3 The Gini Coefficient represents the deviation of the actual expenditure distribution in a population from one that is perfectly
equal, for example, assuming every person had the same consumption. It has a value between 0 and 1, where 0 would denote a completely equal distribution and 1 would denote one that is completely unequal.
APPENDIX 1.2 Page 7
to 0.42 from 0.40 in 2002, which indicated that the poorest 20% of households accounted for only 6%
of the country’s consumption, while the richest 20% consumed almost 50%. Gender norms and
practices also exacerbate the effects of scarcity and insecurity in already at-risk communities and
groups. Issues such as urban-rural migration, crime and violence, alcohol and other types of drug
consumption, systematically deprive both women and men, in different ways, from accessing social
services, resulting in accrued social and economic costs, a loss of human capital, and unrealised
potential for the development of families and communities. Maternal morbidity and mortality rates
remain high among women in rural areas. Gender disparities for males relate to their vulnerability to
injury and disability. Socialisation, linked to cultural practices and deeply entrenched norms of
aggression, is among the root causes impacting young men as both victims and perpetrators of violence.
These disparities, when merged with factors like family breakdown, pressure on the household heads to
generate income, and early parenthood, school non-attendance and dropouts, create a number of other
development issues. They perpetuate a cycle and culture of poverty involving feelings of marginality,
helplessness and dependency that persist across several generations. The CPA Report suggested that
these issues affected living conditions of households, in both rural and urban communities.
19. Cognisant of these challenges, GOBZ prepared a National Poverty Elimination Strategy and
Action Plan (NPESAP), immediately after the 1995 CPA, to provide a framework for coordination of its
poverty reduction interventions. The NPESAP was revised for the period 2006-2010, following the
2002 CPA. That revision included a poverty map to facilitate better targeting of poverty reduction
programmes. Following the 2008 change in administration, the 2006 NPESAP was revised and greater
emphasis was placed on strategies to address both income poverty and the public poverty gap.
The Action Plan expanded the strategic priorities of the previous versions by incorporating specific
targets to support the country’s poverty elimination objective during the period 2009-2013. However,
it appears, based on the increased poverty levels recorded in 2010, that achievement of NPESAP’s
objective will continue to be a major challenge for GOBZ.
20. A National Gender Policy ( N G P ) was developed in 2003, aimed at addressing gender
discrimination in five policy areas, with 215 commitments in health, wealth and employment,
violence-reducing conditions, education and skills training, and power and decision-making. While the
focus has been on the development of mechanisms for formulating policy and advocacy for change,
capacity, institutional and financial constraints have impeded implementation. The NGP was updated in
March 2013, and made strong commitments to fostering a more inclusive and just society. In that regard,
the Policy’s main goal is to, “advance the achievement of gender equality and equity in Belize”.
Progress on the Millennium Development Goals (MDGs)
21. Belize, despite its challenges, has recorded incremental gains in achieving MDGs. In terms of
Goal 4, the country ranked 79 out of 148 countries according to the Gender Inequality Index.
This ranking was influenced, in part, by data which showed that 13.3% of parliamentary seats are held by
women, 35.5% of adult women have achieved a secondary or higher level of secondary education,
compared to 32.8% of their male counterparts. At the national level, the unemployment rate recorded in
April 2013 was 12.1%, a reduction from 14.4% registered a year earlier4. Despite this reduction, women
were three times more likely to be unemployed than men5. The ratio of female to male-headed
households was 3:1, with 41.1% single female-headed households and 10.6% male-headed households
(the latter figure includes single fathers)6.
4 Belize Labour Force Survey (April, 2013). 5 Ibid. 6 United Nations Development Programme (UNDP: 2009). Enhancing Gender Visibility in Disaster Risk Management and
APPENDIX 1.2 Page 8
22. The country’s efforts at achieving MDGs and other indicators of socioeconomic development are
further challenged by slow and uncertain recovery of the global and local economic environment.
In addition, the country continues to encounter human development challenges that are rooted in issues of
social exclusion and inequality. These issues have, over time, led to high unemployment among the poor,
vulnerable and at-risk cohorts in the society. They have found further expression in episodes of social
dissonance, including crime and violence among the youth (mainly male) and varying levels of anti-social
behaviour, which have led to feelings of citizen insecurity among community residents and the general
population7. GOBZ, in recognising the intensity and nature (gendered) of the participation and
perpetuation of these social maladies, has made efforts to redress these deep-seated socioeconomic issues
through programmes that are designed to create the environment for socially-inclusive growth and
development.
Project Corridor
23. The two sections comprising the project area encompass the road from the Airport Road Junction
to Buttonwood Bay Boulevard Roundabout (Mile 2). The total length is 9.81 km, of which 4.46 km
extend inside the boundaries of Belize City. This inner city section has a small strip of housing area,
hotel and small businesses extending to the northern coastline, and a new housing area in the south
Belama Phases I-IV, almost up to Haulover Creek, which crosses the City from the west to the eastern
coast line. The Haulover Bridge (built in 1957), spans the Belize River and past the Bridge, en route to
Burrell Boom, there exists a number of privately-owned land lots and a small community of residents.
The following sections to Burrell Boom junction reveal more activity on both sides of the road
approaching, and in close proximity to, the International Airport, some suburb settlements like Ladyville
along the northern roadside, educational institutions and a range of commercial, retail and small
businesses.
7 Climate Change in the Caribbean: Country Assessment Report for Belize. pp. 4-8, cited in (CGA: 2011). In recent times,
high˗profile violent incidents in Belize City, including daytime murders and other violent acts, have resulted in the issues of
crime and personal security becoming areas of increasing concern for the country. The 2009-10 Central American Human
Development Report indicates that Belize’s homicide rate is 31 per 100,000 population. Though lower than El Salvador’s
65 per 100,000 and Jamaica’s 49 per 100,000, it is higher than the Latin American average of 25 per 100,000. This situation,
and the nexus between poverty and crime, suggests a need for the country to implement a comprehensive approach to this threat
to national security. Recent initiatives such as the Restore Belize Project was developed to address the root causes of crime and
coordinate GOBZ’s and civil society organisations’ response to issues of crime and citizen (in) security. More recently, the
Collet Canal and North Creek Dredging and Lining Project – The Southside Poverty Alleviation Project was implemented
within the context of the labour-intensive approach to provide employment for unskilled and semi-skilled poor, vulnerable and
socially-excluded groups. To date, the results have been positive.
APPENDIX 2.1
PROJECT DETAILS
Land Acquisition
1. This component comprises the acquisition of three hectares of land associated with properties
located on each side of the Belize River for the proposed approaches to the new bridge.
Total Estimated Base Cost
Infrastructure Works
2. This component comprises the rehabilitation and upgrading of the Highway between Buttonwood
Bay Roundabout in Belize City and the Airport Junction in Ladyville, including a new bridge over the
Belize River adjacent to the existing Haulover Bridge. The works will consist of rehabilitating the
Highway from the bridge to the Airport Road Junction (Section A); upgrading the Highway from
Buttonwood Bay Roundabout to Chetumal Street to four-lanes; construction of a new roundabout at the
Chetumal Street intersection; upgrading the Highway from Chetumal Street to three lanes with a
transition to two lanes prior to the new bridge approaches (Section B); making repairs on the existing
bridge to extend its serviceable life until the completion of the new bridge; and construction of a new
two˗lane, 160 m span bridge, including associated abutments, piers, decking, approach roads and
embankments. Climate adaption features of the works include higher capacity drainage; river training;
and improved bridge freeboard to protect the infrastructure from scour, higher intensity flood events, and
sea level rise. Countermeasures to improve road safety will be incorporated; and measures to increase the
accessibility, mobility, security and safety of all users, especially pedestrians and non-motorised vehicles.
Total Estimated Base Cost
Engineering Services
3. This component represents Design Services including preparation of detailed design drawings,
bidding documents and cost estimates for the new bridge; and Construction Supervision Services
including assisting with the evaluation of tenders, contract administration, construction supervision,
progress reporting, certification of payments, and inspection services during the defects liability period
and preparation of a PCR.
Total Estimated Base Cost
Technical Assistance
4. This component is an assessment of the organisational, management, legal and financialarrangements for the road sector and makes recommendations for its reform; gender capacity building and training for MWT and road contractors; communications to raise the profile of the interventions to the wider public; and monitoring and evaluation.
Total Estimated Base Cost
APPENDIX 2.1 Page 2
Project Management
5. MWT, PEU, and other line staff are costed as part of GOBZ’s contribution. This component also makes provision of vehicles for use by PC, office equipment, as well as office space for accommodation of PC within MWT, workshop venue and media purchase costs.
Total Estimated Base Cost
This information is withheld in accordance with one or more of the exceptions to
disclosure under the Bank’s Information Disclosure Policy.
APPENDIX 2.2
DRAFT TERMS OF REFERENCE
SERVICES TO BE PROVIDED BY
THE CONSTRUCTION SUPERVISION CONSULTANTS
1. BACKGROUND
1.1 The Philip S. W. Goldson Highway is one of Belize’s most important and serves as the main
trade route to and from Mexico, a vital commuter link to Belize City and the Philip S. W. Goldson
International Airport. Portions of the Highway are extremely vulnerable to undermining by the
Belize River. River training works have previously been installed, however, these are structurally
unsound and are in need of replacement and extension to other vulnerable locations. Closer to
Belize City, areas of the Highway are prone to flooding due to inadequately sized drainage. This has
contributed to the periodic foundation failure of the road. A 2011 safety assessment of this section of
the road network determined that it was 1-2 stars for all users. With 23% of all traffic accidents in the
country occurring on this section of roadway, it is considered to have the poorest safety record in the
entire network.
1.2 All traffic on this Highway crosses the Belize River on the Haulover Bridge. Whilst the
steel girder bridge is two lanes, it is extremely narrow, significantly constricting the free flow of
traffic. Heavy duty vehicles and buses must permit similar on-coming vehicles to cross
one˗at˗a˗time. This, and increasing traffic levels in general, has resulted in congestion during peak
periods. The current bridge is not in danger of immediate collapse, but does require significant
maintenance to extend its serviceable life.
2. OBJECTIVE
2.1 The objective of this consultancy is to assist the Government of Belize (GOBZ) in the project
management of the road works, inclusive of contractor supervision and contract administration
throughout the project implementation process, from bid evaluation to post-construction reporting.
3. SCOPE OF WORK
3.1 The consultant(s) shall be solely responsible for the review and confirmation of acceptance of
detailed engineering designs, and specifications and tender documents; the timely completion of reports;
and the effectiveness of contractor supervision.
3.2 The tasks will include, but not be limited to:
(1) reviewing the following detailed engineering drawings, specifications and
documents which will constitute the tender documents:
(a) all drawings required for the road construction, including drainage structures and
bridges;
(b) conditions of Contract;
(c) materials and construction specifications;
(d) forms for pre-qualification of contractors;
APPENDIX 2.2 Page 2
(e) forms for instructions for bidding & bid and performance bonds; and
(f) Bill of Quantities.
(2) assisting GOBZ during the Tender Period. This includes conducting a site visit with
tenderers, responding [through the Ministry of Works and Transport (MWT)] to queries
raised by tenderers during the Bid Period, evaluating tender submissions and presenting
a comprehensive Tender Evaluation Report with recommendations to MWT, who will
lead the negotiation process with the first-ranked contractor and providing assistance
with establishing a contract with the contractor.
(3) carrying out the supervision services related to the construction of Fifth Road (Philip
S. W. Goldson Highway Upgrading) Project which consists of consist of rehabilitating
the Highway from the bridge to the Airport Road Junction (Section A); upgrading
the Highway from Buttonwood Bay Roundabout to Chetumal Street to four-lanes;
construction of a new roundabout at the Chetumal Street intersection; upgrading
the Highway from Chetumal Street to three lanes with a transition to two lanes
prior to the new bridge approaches (Section B); making repairs on the existing
bridge to extend its serviceable life until the completion of the new bridge; and
construction of a new two˗lane, 160 m span bridge, including associated
abutments, piers, decking, approach road and embankments;
(4) assign an experienced Resident Engineer, acceptable to the MWT and the Caribbean
Development Bank (CDB), together with the necessary site staff as shall be
approved in writing by the Employer. The Resident Engineer will be responsible for
reporting directly to, and coordinating with, the Project Execution Unit, MWT,
assigned to the Project;
(5) preparing guidelines for execution of construction supervision;
(6) representing the interest of GOBZ vis-à-vis the Contractor in any matter related to the
construction contract and the proper execution thereof;
(7) furnishing for the use of the Contractors, all necessary ground and topographic
controls for the establishment of road alignments and grades including work area
limits for quarries, haul roads, etc.;
(8) reviewing and recommending for approval, the Contractor’s work schedule or revisions
thereto including a critical path diagram for the construction of the Project and any such
plans or programmes that the Contractor is obliged to furnish for the Engineer’s
approval. The consultant(s) shall also prepare an initial disbursement schedule based
on the approved work schedule;
(9) assessing the adequacy of all inputs such as materials and labour provided by the
Contractor and his methods of work in relation to the required rate of progress and,
when required, take appropriate action in order to expedite progress. The consultant(s)
shall also keep and regularly update a list of the Contractor’s equipment (and its
condition) to ensure compliance with the list of equipment which the Contractor
pledged in his bid;
APPENDIX 2.2 Page 3
(10) inspecting and evaluating all Contractor installations, housing, shops and warehouses,
and other accommodations to ensure compliance with the terms and conditions of
contract documents;
(11) examining and making recommendations on all claims from the Contractor for time
extension, extra compensations, work or expenses, or other similar matters;
(12) negotiating new rates with the Contractor for additional work and making requisite
recommendations for approval, should the rates set out in the contract not be applicable;
(13) certifying work done for payment and determining the amount to be added to, or deducted
from, payments to the Contractor for any additional work or work omitted;
(14) computing quantities of approved and accepted work and materials, and checking and
certifying the Contractor's monthly and final payment certificates. The consultant(s) shall
also maintain up-to-date records of remaining quantities to be incorporated in the work,
and the cost estimates relating thereto, broken down into local and foreign components;
(15) arranging the execution of works related to the provisional sums in the construction
contract and determining the value of such works within the scope of the said contract;
(16) reporting periodically on the progress of works, the Contractor’s performance, quality of
works and the Project's financial status and forecasts. Periodic reports shall be prepared
and transmitted to the Ministry showing quantities incorporated in the work at the end of
each pay period, and also showing monies earned by and due to the contractor(s);
(17) proposing and presenting for approval any changes in the plans deemed necessary for the
completion of works including information or any effect the changes may have on the
contract amount and the time of completion of the Project, and prepare all necessary
Variation Orders including altering plans and specifications and other details. Inform the
employer of problems or potential problems which might arise in connection with any
construction contract and make recommendations for possible solutions;
(18) maintaining an approved representative at the site during all times the Contractor is
working, to supervise the work and to issue instructions, as required;
(19) furnishing timely assistance and direction to contractors in all matters related to
interpretation of the contract documents, ground survey controls, quality control testing,
and other matters relating to contract and progress of the Project;
(20) organising the supervision of the works with proper allocation of responsibilities to the
individual inspectors and supervise their work in order to ensure that it is effectively
executed;
(21) compiling systematic records of the inspector's findings and what actions have been
implemented as a result thereof;
(22) preparing and maintaining inspection and engineering reports and records to adequately
document the progress and performance of the works;
APPENDIX 2.2 Page 4
(23) reviewing all Contractor's working drawings, shop drawings, erection drawings, and
drawings for temporary works, and act as appropriate thereon;
(24) performing verification surveys of the Contractor's initial stake-out surveys for centreline
alignment, structures location surveys and vertical control bench marks; performing initial
cross-section and periodic and final survey measurements of completed and accepted
works or partial works to determine quantities; and performing settlement control;
(25) ensuring the receipt of, and maintaining as permanent records, all warranties required
under terms of the contract documents for materials and equipment accepted
and incorporated in the Project. All local materials incorporated in the Project, and
their source, are also to be recommended for approval. Ensure that as-built drawings
shall be prepared for all works as the work progresses;
(26) The consultant(s) shall take the necessary steps to oversee that all test samplings are
carried out in the field and perform such tests as can be made in the field laboratory
arranged by the Contractor, to maintain quality control based on the specified standards.
The consultant(s) shall be responsible for all testing and shall notify the contractor(s) of
any defects in his work and stop operations connected with the defective works until the
defects are rectified.
(27) inspecting the safety and environmental protection aspects of construction works and
methods to ensure that every reasonable measure has been taken to protect life,
environment and property, and ensure that traffic circulation and proper detours are
provided by the Contractor at all times;
(28) participating in an inspection of the works, made jointly by representatives of GOBZ and
the Contractor, upon 97% completion of the works and following a written request of the
Contractor. Should the works prove to be substantially complete, the consultant(s) will
assist in preparing the Certificate of Substantial Completion to be signed by the members
of the inspection team. Should the works not be acceptable, the Contractor shall be
informed in writing of the items that need to be rectified;
(29) when in the opinion of the inspection team, works are considered substantially complete
but there remain outstanding works to be completed by the Contractor, the consultant(s)
will assist in ensuring that the Contractor signs a Certificate of Outstanding Work, before
the Recommendation of Substantial Completion becomes effective;
(30) performing any and all other items of works not specifically mentioned above, but which
are necessary and essential to successfully supervise and control the construction activities
in accordance with the plans, specifications and terms of contract. The consultant's
responsibility for the site supervision of the works shall continue until the Contractor has
completed all outstanding works to the satisfaction of GOBZ; and
(31) carrying out the necessary inspection, specifying and supervising any remedial works to be
carried out as well as participating in the final inspection and preparing the
Recommendation of Final Acceptance with its effective date, to be signed by all members
of the inspecting team.
APPENDIX 2.2
Page 5
4. REPORTING REQUIREMENTS AND DELIVERABLES
4.1 The Consultant(s) shall provide the following documents and reports to MWT:
(a) Progress Reports: By the tenth (10th) day of each month submit 12 copies of a
Monthly Progress Report in the approved form, briefly and concisely describing all
construction activities and progress for the previous month, and report on
environmental monitoring during construction. Problems encountered, or problems
anticipated, shall be clearly stated, together with steps taken or recommendations for
their correction. These reports shall also list the Contractor's equipment and work
force. It will also indicate the work to be performed during the coming month,
expenditure record, and current estimates of final cost and completion date.
(b) Final Report: Within 2 months of the issue of the certificate of practical
completion, prepare a Final Report on construction of the Project, summarising the
construction activities, contract changes, claims or disputes or any other
substantive matters having an effect on the amount, cost and progress of the work.
The number of copies of this report will be 12.
(c) As-Built Drawings and Site Documents: Within one month of the issue of the
certificate of practical completion provide GOBZ with one full size set (Al size) of
'as-built' reproducible plans on stable-base material showing final details of the
Project as completed, together with all data, records, field books etc., properly indexed
and catalogued.
5. IMPLEMENTATION ARRANGEMENTS
5.1 GOBZ will appoint a Project Coordinator (PC). The PC will facilitate the work of the
consultant(s) and make available all relevant studies, reports and data, relevant to the completion of
the exercise and will act as liaison between the consultant(s), GOBZ officials, and stakeholders.
6. QUALIFICATIONS AND EXPERIENCE
6.1 The consulting team should consist of persons having the appropriate professional and
academic qualifications and a minimum of 10 years relevant experience in the areas of transportation
engineering, structural engineering, geotechnical engineering, and construction supervision. Post
Graduate qualifications in the required fields as well as specific experience in the Caribbean will be an
asset.
7. DURATION
7.1 The Consultancy is to be implemented over 36 months.
APPENDIX 2.2 Page 6
8. COMMENTS BY THE CONSULTANT(S)
8.1 The Consultant(s) are requested to make comments on, and suggestions for,
improvements to these Terms of Reference. The financial implications, if any, of these
recommendations should be indicated separately in the Financial Proposal.
BUDGET
(USD)
This information is withheld in accordance with one or more of the exceptions to
disclosure under the Bank’s Information Disclosure Policy.
APPENDIX 2.3
DRAFT TERMS OF REFERENCE
DETAILED DESIGN OF HAULOVER BRIDGE REPLACEMENT
1. BACKGROUND
1.1 Haulover Bridge was constructed across the Belize River in 1947. It is a steel structure consisting
of 5 spans of 7.78; 31.3; 47.1; 31.3 and 7.78 metres (m). The bridge is founded on reinforced abutments
and four intermediate reinforced concrete piers. The bridge supports a 5-m wide, two-lane carriageway.
A recent Assessment and Condition Report (August 2013) found that there was widespread corrosion in
the structure. It was also found that the bridge also does not comply with the Association of State
Highway and Transportation Officials (AASHTO) design specifications for bridges, and that it is
considered as functionally obsolete and is currently operating with a safety factor less than that
recommended by AASHTO. That report recommended minimum repair measures to keep the bridge
functional and its replacement with a wider structure (10.3 m).
2. OBJECTIVE
2.1 The objective of this technical assistance is assist the Government of Belize (GOBZ) in
evaluating options for the replacement of the Haulover Bridge, and preparing final designs and bidding
documents for the selected bridge option, including approaches prepared in accordance with AASHTO’s
Load and Resistance Factor Bridge Design Specification.
3. SCOPE OF WORK
3.1 The consultant(s) shall be solely responsible for the analysis and interpretation of all data
received and collected, the timely completion of designs, and the accuracy and completeness of the
findings and recommendations. All important data and calculations shall be presented in sufficient detail
to permit verification and later updating.
3.2 The tasks will include, but not be limited to:
(a) collecting, reviewing and analysing all relevant available data, including inter alia;
Haulover Bridge Assessment and Condition Report, meteorological and hydraulic
information, topographical maps, and any other information relevant for the assignment;
(b) conducting sufficiently extensive field surveys and investigations to suitably inform the
design process, in particular:
(i) soil and geotechnical surveys;
(ii) topographical surveys;
(iii) location of above, underground and underwater utilities; and
(iv) hydraulic surveys.
(c) developing and presenting long term design options for the site, including the bridge and
its approaches;
APPENDIX 2.3 Page 2
(d) identifying climate vulnerability of the design options. Factors to be considered should
include: increases in the frequency and/or intensity of extreme precipitation leading to
more frequent flooding events; increased river flows; and the impacts of sea level rise and
storm surge. Based on this analysis, the consultants should identify adaptation/resilience
building options;
(e) identifying climate risks that cannot be adapted to within the scope of the Project, that
should be the subject of future investigation, action and/or studies;
(f) reviewing and documenting potential environmental, social, and climate impacts.
All data will be disaggregated by sex to ensure all perspectives are captured;
(g) preparing preliminary designs, implementation schedule and estimate of resources
needed, including base costs, life cycle costs, physical and price contingencies for the
development of the design option proposed; and
(h) carrying out appropriate least-cost analyses on the design option to justify preferred
options;
3.3 Contingent upon GOBZ and the Caribbean Development Bank’s (CDB) prior review and
approval of the proposed preferred option:
(a) preparing detailed designs and specifications as necessary for all civil and structural
works installations. The detailed specifications will be produced in accordance with
accepted international standards;
(b) preparing bills of quantities and detailed cost estimates for the proposed works, based on
the designs and specifications above. The detailed specifications will be produced in
accordance with accepted international standards. Specifically addressing resilience to
climate impacts and climate change. Current costs for similar works in Belize will be
used as a basis for all unit rates and detailed costings;
(c) preparing standard bidding documents for the contract to allow GOBZ to solicit bids
from prequalified international, regional, and local contractors or joint ventures of
local/regional/international contractors. In this regard, the consultant(s) will be required
to conform to CDB’s Standard Bidding Documents for Procurement of Works;
(d) preparing an assessment of the environmental impacts of the preferred option. It should
include an assessment of baseline environmental conditions, as well as relevant policies,
legislation and regulation which have implications for successful implementation of the
design. This should also include the identification of significant ecological and physical
impacts, climate change vulnerability and the recommendation of necessary mitigation
measures. Estimates of the associated costs relating to climate change and ecological
mitigation measures, during implementation and over the project life will be developed
and presented separately in the Final Report;
(e) conducting a Social Impact Assessment of the preferred option. Particular attention
should be paid to the following:
APPENDIX 2.3 Page 3
(i) demographic and sociocultural characteristics of the resident population in the
project area;
(ii) impact of works on stakeholders, recommended mitigation measures, and
monitoring indicators;
(iii) impact of any land acquisition on local residents and businesses; and
(iv) socioeconomic benefits of the Project to stakeholders.
(f) developing procurement arrangements to ensure:
(i) adherence to CDB’s procurement guidelines; and
(ii) compliance with local laws and standards.
4. REPORTING REQUIREMENTS AND DELIVERABLES
4.1 The Consultant(s) will present six (6) copies of reports, four (4) copies to GOBZ and two (2)
copies to CDB. Electronic submissions of all reports should also be made in “pdf” format. These reports
are as follows:
Inception Report:
(a) The Inception Report will be presented 30 days after the signing of the contract, and it
will include:
(i) initial findings including any comments on these Terms of Reference (TOR);
(ii) consultants’ detailed work schedule and methodology;
(iii) a programme for the use of resources including personnel, equipment, materials,
etc.;
(iv) a proposed outline for the final report; and
(v) design criteria to be employed.
(b) GOBZ and CDB will provide comments on this Report within two (2) weeks of receipt of
the Report and the Consultant(s) will adjust the on-going work according to the
comments received.
Draft Interim Report:
(a) The Draft Interim Report will be presented no later than 90 days after the signing of the
contract, and it will:
(i) present the results of the surveys conducted;
(ii) present preliminary designs and analyse the design options under consideration;
APPENDIX 2.3 Page 4
(iii) estimate construction costs and life cycle costs of the design options, including
all discounted and undiscounted costs and benefits; and
(iv) based on least-cost analysis, provide a clear recommendation for the preferred
design option that should be undertaken and supported by a programme of works
for its implementation.
(b) GOBZ and CDB will provide comments on this Report within two (2) weeks of receipt of
the Report and the consultant(s) will adjust the on-going work according to the comments
received.
Interim Report: Within two (2) weeks of receipt of comments from GOBZ and CDB on the
Draft Interim Report, the consultant(s) shall present the Interim Report.
Draft Final Report:
(a) The Draft Final Report will be submitted 60 days after receipt of comments from CDB
and GOBZ on the recommendations arising out of the Interim Report. The Report should
present:
(i) detailed design and cost estimate; and
(ii) bidding documents.
(b) GOBZ and CDB will provide comments on this Report within two (2) weeks of receipt of
the Report and the consultant(s) will adjust the on-going work according to the comments
received.
Final Report: Within two (2) weeks of receipt of comments from GOBZ and CDB on the Draft
Final Report, the Consultant(s) shall present the Final Report.
5. IMPLEMENTATION ARRANGEMENTS
5.1 GOBZ will appoint a Project Coordinator (PC). The PC will facilitate the work of the
consultant(s) and make available all relevant studies, reports and data, relevant to completion of the
exercise and will act as liaison between the consultant(s) and GOBZ officials and stakeholders.
6. QUALIFICATIONS AND EXPERIENCE
6.1 The consulting team should consist of persons having the appropriate professional and academic
qualifications and a minimum of 10 years relevant experience in the areas of structural engineering,
geotechnical engineering, hydraulic engineering, hydrology and hydrological assessment, climate
vulnerability and impact, disaster risk management, financial analysis, environmental assessment, social
assessment. Post Graduate qualifications in the required fields as well as specific experience in the
Caribbean will be an asset.
APPENDIX 2.3 Page 5
7. DURATION
7.1 The Consultancy is to be implemented over a period of six months.
8. COMMENTS BY THE CONSULTANT(S)
8.1 The consultant(s) are requested to make comments on, and suggestions for, improvements to
these Terms of Reference. The financial implications, if any, of these recommendations should be
indicated separately in the Financial Proposal.
BUDGET
(USD)
This information is withheld in accordance with one or more of the exceptions to
disclosure under the Bank’s Information Disclosure Policy.
APPENDIX 2.4
DRAFT TERMS OF REFERENCE
INSTITUTIONAL STRENGTHENING STUDY
1. BACKGROUND
1.1 The Ministry of Works and Transport (MWT) under the Public Roads Act (PRA) Chapter 232 of
the Laws of Belize Revised Edition 2000, is responsible for the construction, alteration, maintenance, and
supervision of all public roads and related appurtenances in Belize and, through the Department of
Transport, the licensing of vehicles, and to a lesser extent traffic management.
1.2 The abnormaly high incidence of road fatalities in Belize has led to increased demand by road
users for safer roads. In response to this demand, the Government of Belize (GOBZ), through MWT, has
prepared a maintenance strategy and programme to improve the serviceability of the road network at a
minimum cost to the economy through:
(a) preventive maintenance of roads in good condition in order to delay further deterioration;
(b) rehabilitation, reconstruction or improvement of the more heavily trafficked main and
secondary roads as appropriate;
(c) expansion of spatial distribution of roads to develop new areas of Belize for residential
and economic activity; and
(d) strengthening the management of the road sector.
1.3 Road Transport in Belize is administered under three Acts: PRA, the Motor Vehicles and Road
Traffic ACT (MVRTA) and the Motor Vehicle Insurance (Third Party Risks) Act (MVIA). PRA deals
with the powers of the Minister and the Chief Engineer, MWT, in respect to public roads and their
location, operation, and maintenance. MVRTA deals with traffic regulations and other matters regarding
motor vehicle users and operators, as well as traffic control and licensing. MVIA regulates insurance of
motor vehicles and enforces mandatory third party liability. A recent study has determined that
legislation at the national level is adequate to support effective traffic law enforcement. However, the
capacity of MWT to effectively discharge it responsibilities is severly constrained by inadequate funding,
and an antiquated organisational structure and legal arragements that blur the lines of responsibility
between the various municipalities and the ministry, with respect to management and maintenance of
public roads. In addition, there is an urgent need to update existing fines and fees under PRA, in order to
have a greater impact on road users’ behaviour.
2. OBJECTIVES
2.1 The main purpose of this study is to develop a comprehensive plan encompassing the
organisational structure, legal framework, and institutional and financing mechanisms for the efficient
management and maintenance of public roads in Belize.
3. SCOPE OF WORKS
3.1 The consultants shall develop a methodology to determine the most cost-effective and efficient
structure for management and maintenance of public roads in Belize. The consultants shall assess the
strengths and weaknesses of the existing systems. The current methods of construction and maintenance
should be analysed from institutional, legal, and financial perspectives. This requires the identification of
the public and private entities involved in road construction and maintenance, an analysis of their
methods, efficiency, manning levels and methods of financing including charges, if any. Alternative
APPENDIX 2.4 Page 2
future arrangements including the possible establishment of a Road Maintenance Fund should be
explored. The assignment shall include the following key activities:
Institutional Reform:
(a) review the existing institutional framework relating to the construction and maintenance
of roads, including MWT and any other participating entities;
(b) evaluate the advantages and disadvantages of the framework, as well as the
responsibility, authority, and functions of MWT and other participating entities in the
construction and maintenance of roads;
(c) determine the need for change in the institutional framework for road construction and
maintenance;
(d) determine the institutional capability required for effective regulation at the national
level, and define the appropriate organisational structure and legal framework which will
enable MWT to engage in the long term planning for effective road management and
maintenance. To this end, communicate and cross-fertilise with the project team of
consultants working on the Gender Capacity Building of MWT and the Transport Sector;
(e) based on the results of work on the tasks (a) to (d) above, design the most appropriate
institutional structure, including a strengthening programme that will enable the proposed
structures to operate effectively. Particular emphasis should be given to personnel needs,
training, and other factors which will impact the successful long term operation of the
recommended alternative;
(f) initiate implementation of the institutional strengthening programme;
Legal Review of Existing Legislation:
(a) review the present legislation and regulations as they relate to road management and
maintenance, concentrating on institutional and operating provisions;
(b) make necessary recommendations for amendments that would update and unify the
existing legislation as it relates to road management and maintenance, and where
necessary, prepare comprehensive draft legislation that specifically relates to
implementing the recommended alternative for road management and maintenance;
Financial Reform:
(a) review and evaluate the present practice of using the general tax base and borrowing to
support road management, construction and maintenance, and its adequacy and
applicability to present conditions;
(b) assess the financial situation of MWT, the degree of coverage of the financing system
(administration, operation, maintenance), and ability to contribute to the expansion of the
system;
(c) analyse the establishment of a Road Maintenance Fund as a possible mechanism for
financing road construction and maintenance and identify revenue sources for the fund;
APPENDIX 2.4
Page 3
(d) analyse and propose possible mechanisms through which investment and maintenance
costs can be recovered, taking into account the present system and the selected alternative
for road management and maintenance;
Preparation of Plan:
(a) develop a methodology for the evaluation of the most cost effective institutional
arrangements;
(b) based on the outputs from the activities described above, prepare a comprehensive plan
and budget encompassing the organisational and legal framework, structure and
institutional and financing mechanisms, operating guidelines, systems and control for the
restructuring or enhancing of the existing structures in road management and
maintenance in Belize;
(c) review maintenance backlog and develop a methodology for prioritising the backlog of
maintenance activities to be undertaken on the road network.
(d) identify appropriate road transportation sector indicators and develop a monitoring and
evaluation system to track road sector projects and MWT performance; and
Workshops: facilitate a series of workshops with various stakeholders to present the
comprehensive plan and garner buy-in from stakeholders and road users.
4. REPORTING REQUIREMENTS
4.1 The Consultant(s) will present six (6) copies of Reports, four (4) to GOBZ and two (2) the
Caribbean Development Bank (CDB). Electronic submissions of all Reports should also be made in
“pfd” format. These Reports are as follows:
Inception Report:
(a) Within 4 weeks of commencing the Study, the consultant(s) is required to submit an
Inception Report. This report should set out the methodology for determining the most
cost˗effective and efficient structure for road management, construction and maintenance
in Belize, initial findings, and the consultant’s detailed work schedule.
(b) GOBZ will provide comments on this Report within two (2) weeks of receipt of the
Report and the consultant(s) will adjust the on-going work according to the comments
received.
Interim Report: The Interim Report will be presented no later than 12 weeks of commencing the
Study and it will give details on the progress of the five areas detailed in the scope of works.
Draft Final Report: Within 20 weeks of the commencement of the Study, the consultant(s)
shall submit to GOBZ/MWT a Draft Final Report including a comprehensive plan for the
restructuring or enhancing of existing structures for road construction and management in Belize.
APPENDIX 2.4 Page 4
Final Report: Within four (4) weeks of receipt of comments from GOBZ and CDB on the Draft
Final Report, the Consultant(s) shall submit the Final Report incorporating the agreed comments
and changes.
5. IMPLEMENTATION ARRANGEMENTS
5.1 GOBZ will appoint a Project Coordinator (PC). The PC will facilitate the work of the
Consultant(s) and make available all relevant studies, reports and data, relevant to completion of the
exercise and will act as liaison between the consultant(s) and GOBZ officials and stakeholders.
6. QUALIFICATIONS AND EXPERIENCE
6.1 The consulting team shall consist of persons having the appropriate professional and academic
qualifications and a minimum of 10 years relevant experience in the areas of Legal Drafting, Transport
Engineering, Financial Analysis, Human Resources and Organisational Design. Post Graduate
qualifications in these specialist areas, familiarity with road maintenance funds, as well as specific
experience in the Caribbean will be an asset.
7. DURATION
7.1 The Study is expected to be completed within 28 weeks after award of contract.
8. COMMENTS BY THE CONSULTANT(S)
8.1 The Consultant(s) are requested to make comments on, and suggestions for, improvements to
these Terms of Reference. The financial implications, if any, of these recommendations should be
indicated separately in the Financial Proposal.
BUDGET
(USD)
This information is withheld in accordance with one or more of the exceptions to
disclosure under the Bank’s Information Disclosure Policy.
APPENDIX 2.5
DRAFT TERMS OF REFERENCE
GENDER CAPACITY BUILDING CONSULTANCY
1. BACKGROUND
1.1 This consultancy is aimed at enhancing Belize’s Ministry of Works and Transport (MWT) and its
partners’ capacity to conduct gender analysis and deliver gender responsive programmes and projects, in
the context of the Fifth Road (Philip S. W. Goldson Highway Upgrading) Project (hereafter “the
Project”).
1.2 Belize’s National Gender Policy (NGP) commits to fostering “a society in which all men and
women, boys and girls are equal partners, as they participate in services and resources for realising and
sustaining their economic, social, political, and cultural development for equal enjoyment of all”.
The Policy’s goal is “to advance the achievement of dejure and defacto gender equality and equity in
Belize”. Quality, accessibility, and affordability of transport infrastructure represent critical elements for
people to access basic services, and to ensure sustainable livelihoods and inclusive economic
empowerment of men and women, especially poor men and women. Transport also represents a catalytic
sector for youth employment and empowerment, and for overall poverty reduction.
1.3 Belize’s MWT and its partners are engaged in the process of achieving gender justice and
reducing poverty, and, to this end, will need to enhance their capacity to deliver concrete results, in line
with NGP’s strategies of mainstreaming gender into “all national policies, programmes and projects to
facilitate the achievement of human centred and sustainable national development” and building “human
resource capacity for active participation (at the policy, technical, and administrative levels) in
developing, implementing, monitoring and evaluating the achievement of gender equality and equity”.
2. OBJECTIVE
2.1 The aim of this consultancy is to support MWT to maximise its gender analysis capacity, with a
view to delivering gender responsive policies, programmes and projects that will promote quality, safe,
affordable and accessible transportation infrastructure and services to men and women in Belize.
More specifically, the consultancy will assess the current practices and propose strategies to boost
MWT’s gender responsive, youth-friendly, socially-inclusive, development-focused programming and
institutional practices.
3. SCOPE OF SERVICE
3.1 The consultant(s) will perform all investigative work, analyses and strategic direction to realise
the objective stated above. They will use participatory and consultative methodologies in working closely
with MWT, its partners, and other critical stakeholders. These will include, but are not limited to,
consultations with the large contractors, the Technical Vocational Education and Training Council, Non-
Governmental Organisations, the National Women’s Committee, the Ministry of Social Transformation
and Poverty Alleviation and its Women’s Department, micro/small and medium enterprises associations,
women and youth entrepreneur groups, and consumer and other civil society groups.
3.2 The consultancy will involve desk and field work, and consultation with relevant persons within,
as well as outside the sector, the development of training packages and the technical support for strategic
follow up on the delivery of concrete results. Specifically the Consultant(s) will be required to:
APPENDIX 2.5 Page 2
(a) Design and deliver a Gender Capacity Building Programme for MWT, including:
(i) conduct gender analysis and institutional capacity assessment;
(ii) at an early Project implementation stage, conduct a practical workshop on gender
responsive design of road transport infrastructure, specifically tailored to address
the capacity gaps of the key stakeholders, partners and a selected number of
consultants responsible for the design of the Project;
(iii) design a modular training package focusing on both the core activities of MWT
(transportation infrastructure and road transport), and the opportunities for
promoting gender equality based on the systems in place (i.e. data collection and
analysis, planning and budget, Human Resource Management (HRM), etc.) for
future replication;
(iv) identify potential resource persons and conduct a Training of Trainers. Involve
consultants and staff of two other on-going Caribbean Development Bank (CDB)
funded projects, namely the “Road Safety Project” and the “Youth
Transformation Project”;
(v) conduct two workshops tailored to MWT staff: one on gender responsive
transport infrastructure for staff in the Public Works Department and one on
gender responsive transport services for staff in the Department of Transport;
(vi) discuss and provide technical support for MWT to implement gender responsive
projects and processes;
(vii) develop, in close collaboration with MWT, gender and social inclusion standards
to be inserted in the works specifications1; and
(viii) propose policy and programmatic strategies to be adopted by MWT and included
in the sectoral strategy, as well as in its annual work plan and budget.
This includes, but is not limited to, the inclusion of the training modules into the
Ministry’s regular training of its staff, the development of options for enhancing
the good practices identified, and recommending actions to closing possible gaps,
including gaps in data collection, analysis and management.
(b) Design and deliver a Gender Capacity Building Programme for the country’s larger
contractors, including:
(i) conduct a gender assessment and needs analysis of the contractors’ current
practices and learning needs;
(ii) design a training package to address gender inequalities and poverty issues in
current practices, as well as in human resource management and corporate social
responsibility practices, based on the gender analysis and on previous
experiences of works in Belize;
1 This will include, inter alia, the appointment of a Health and Safety Officer on the works sites, who will be responsible for
ensuring safety and health of workers, for overseeing the conditions and responsiveness of the facilities to the different needs
of men and women workers, and enforcing the contractor’s policies on sexual harassment.
APPENDIX 2.5 Page 3
(iii) conduct a training of resource persons and two workshops with the contractors
management, customer service representatives, HRM, and other relevant staff;
(iv) at an early stage of project implementation, provide coaching and technical
support to contractors for the development of gender-responsive policies and
practices, and immediate pilot implementation in the project sites; and
(v) provide technical support to all contractors willing to implement gender equality
measures in the companies’ policies and practices (e.g. codes of conduct, equal
opportunity programmes, prevention of sexual harassment, violence and gender
based violence, etc.). This includes, but is not limited to, the development of
options for enhancing the good practices identified, and recommended actions
to close possible gaps, including gaps in data collection, analysis and
management.
(c) Ensure consistency, internal coherence and cross-fertilisation of the capacity building
programmes described above, as well as with other CDB initiatives within the Project and
the Youth and Community Transformation Project.
(d) Communicate and cross-fertilise with the project team of consultants working on the
institutional strengthening of MWT.
(e) Compile lessons learned and good practices arising from the implementation of
gender˗responsive measures in the transport infrastructure project.
(f) Develop and implement a monitoring and evaluation plan for the consultancy, in line
with the Project’s Results Matrix.
4. REPORTING
4.1 The Technical Proposal of the selected consultants shall have already outlined a work plan and
approach to the assignment, the scope and methodology, the tasks and responsibilities, and a time
schedule for the completion of the assignment. The following reports shall be submitted at the times
indicated below:
(a) For the MWT Capacity Building Programme:
(i) an Inception Report within 10 days of commencement of the assignment;
(ii) a Report on the workshop for Project stakeholders within 30 days of
commencement of the assignment;
(iii) an MWT Institutional Assessment Report, within three months of commencing
the services;
(iv) a training package for MWT within six months of commencing the services;
(v) a report of the Training of Trainers within nine months of commencing the
services;
APPENDIX 2.5 Page 4
(vi) a report of the two workshops with staff within 12 months of commencing the
services; and
(vii) a final report with the results of the technical support, lessons and good practices,
concrete actions for the way forward, and programme evaluation remarks within
20 months of commencing the services.
(b) For the contractors Capacity Building Programme:
(i) an Inception Report within 10 days of commencement of the assignment;
(ii) an Assessment Report of current practices and gaps among contractors, within
three months of commencing the services;
(iii) a training package for contractors within six months of commencing the services;
(iv) an equal opportunity policy inclusive of sexual harassment, and Occupational
Safety and Health measures for contractors, four months after the Project works
contract is awarded;
(v) a report of the Training of Trainers within 10 months of commencing the
services;
(vi) a report of the two workshops with staff within 20 months of commencing the
services;
(vii) a Final Report with the results of the technical support, lessons and good
practices, concrete actions for the way forward, and programme evaluation
remarks within 24 months of commencing the services; and
(viii) one case study on a good practice for wider dissemination within 24 months of
commencing the services.
4.2 CDB and MWT will provide feedback to each of the deliverables described above within 10
working days of receiving the Report. All Reports shall contain sex-disaggregated data and critical
gender analysis of the information presented.
5. IMPLEMENTATION ARRANGEMENTS
5.1 The Government of Belize (GOBZ) will appoint a Gender Project Coordinator (GPC). The GPC
will facilitate the work of the Consultant(s) and make available all relevant studies, reports and data,
relevant to completion of the exercise and will act as liaison between the Consultant(s) and GOBZ
officials and stakeholders.
APPENDIX 2.5 Page 5
6. QUALIFICATIONS AND EXPERIENCE
6.1 The team of consultants should be comprised of persons with professional experience as Gender
Specialists, with a strong background in gender assessments and institutional capacity building in the
infrastructure sector. Previous experience integrating gender issues in the transport sector in
collaboration with Ministries of Works and contractors, is strongly preferred.
7. DURATION
7.1 It is expected that the assignment will require a maximum of 180 person-days over a period of
20 months.
8. COMMENTS BY THE CONSULTANT(S)
8.1 The consultant(s) are requested to make comments on, and suggestions for, improvements to
these Terms of Reference. The financial implications, if any, of these recommendations should be
indicated separately in the Financial Proposal.
BUDGET
(USD)
This information is withheld in accordance with one or more of the exceptions
to disclosure under the Bank’s Information Disclosure Policy.
APPENDIX 2.6
DRAFT TERMS OF REFERENCE
COMMUNICATION CONSULTANCY
1. BACKGROUND
1.1 Belize, in its Long Term National Development Framework (Vision 2030) emphasises the
importance of sound infrastructure and the availability of efficient transport services as crucial for
economic development. In that regard, Belize has focused attention on construction sector activities and
investments aimed inter alia, at expanding road infrastructure and upgrading bridges. It therefore
recognises that the availability of efficient transport services is crucial for economic development.
1.2 Vision 2030 recognises the importance of addressing gender issues in implementing interventions
in the construction sector particularly since most areas of employment are dominated by men. Belize’s
National Gender Policy commits to fostering “a society in which all men and women, boys and girls are
equal partners, as they participate in services and resources for realising and sustaining their economic,
social, political, and cultural development for equal enjoyment of all”. The Policy’s goal is “to advance
the achievement of dejure and defacto gender equality and equity in Belize”. Quality, accessibility, and
affordability of transport infrastructure represent critical elements for people to access basic services, and
to ensure sustainable livelihoods and inclusive economic empowerment of men and women, especially
poor men and women. Transport also represents a catalytic sector for youth employment and
empowerment, and for overall poverty reduction.
1.3 Given the innovative focus on enhanced gender equality and social inclusion in an economic
infrastructure initiative, the Caribbean Development Bank (CDB) will closely monitor the changes
brought about throughout the project implementation, and ensure a thorough evaluation takes place and
supports the project management team to gear the interventions to optimal results, in line with the
established outcomes. The implementation team will need technical support in ensuring the effective and
timely communication of the project strategy and established results to the wider public and to specific
audiences within the government and private sector structures.
2. OBJECTIVE
2.1 The aim of this consultancy is to develop and implement a communication strategy for the Project
to effectively communicate its achievements during its outset and completion. Specifically, the Project
will: (a) raise the awareness of the Project to the wider public through print and electronic media;
(b) produce outreach materials to ensure the lessons from project implementation and products from the
gender capacity building component of the Project are properly documented for future replication, and
disseminated to select specialised audiences; and (c) emphasise road safety awareness to various
demographics along the corridor.
3. SCOPE OF SERVICE
3.1 The team of consultants will perform all investigative work, analyses, and compilation of gaps,
lessons learned and good practices of the Project to realise the objective stated above. Based on the
results set in the Project's Results Matrix, the consultants will confer with the key stakeholders to identify
communication strategies, media and language to reach out to the wider Belize public and effectively
communicate the interim results and expected outcomes of the Project.
APPENDIX 2.6 Page 2
3.2 The consultancy will involve desk and field work, consultation with relevant persons within, as
well as persons outside the sector. The Consultant(s) are expected to design a context-specific
communication strategy with respect to the Project's capacity-building component, specifically:
(a) Develop and provide technical support to the Ministry of Works and Transport (MWT)
and the Government Press Officer to effectively implement a Communication Strategy to
inform the wider public of the project objectives and strategic fit at the outset, during
implementation and after completion of the relevant components. This includes, but is
not limited to, radio advertisements, website content, and social media pages, free of
gender bias.
(b) Create a design concept and outreach package, including banners, leaflets and templates
and other knowledge products, in line with the Government of Belize and CDB’s
branding guidelines. These should be delivered in the format specified by MWT for
print, as well as for electronic dissemination. All templates must be provided in “Word”
format and all visual materials must be provided in JPEG/PDF formats.
(c) Develop feedback mechanisms to measure the effectiveness of the communications. This
should provide an avenue for stakeholders to raise concerns around implementation and
have them addressed in a timely manner.
4. REPORTING
4.1 The following deliverables shall be submitted at the times indicated below:
(a) A Communication Strategy, as described in item 3.01(a), within 2 months of
commencement of the assignment.
(b) Promotional materials designed and produced within six months of commencement of the
assignment.
(c) A Report on the implementation of the Communication Strategy and the related lessons
as described within 12 months of commencement of the assignment.
4.2 CDB and MWT will provide feedback to each of the deliverables described above within 10
working days of receiving the report. All products shall contain sex-disaggregated data and critical
gender analysis of the information presented.
5. IMPLEMENTATION ARRANGEMENTS
5.1 GOBZ will appoint a Project Coordinator (PC). The PC will facilitate the work of the
consultant(s) and make available all relevant studies, reports and data, relevant to completion of the
exercise and will act as liaison between the consultant(s) and GOBZ officials and stakeholders. The
consultant(s) will also be require to liaise with the Gender Project Coordinator appointed by GOBZ to
manage the Gender Capacity Building component of the Project.
6. QUALIFICATIONS AND EXPERIENCE
6.1 It is expected that a consultancy firm with experience in social marketing in the traditional and
new media industry, including experience in communications for promoting gender equality and social
APPENDIX 2.6 Page 3
inclusion. The team shall have a combination of experience and/or formal training in communication
strategies and graphic design.
7. DURATION
7.1 The contract will be awarded on a lump sum basis, for delivery in a maximum of 50 weeks.
8. COMMENTS BY THE CONSULTANT(S)
8.1 The consultant(s) are requested to make comments on, and suggestions for, improvements to
these Terms of Reference. The financial implications, if any, of these recommendations should be
indicated separately in the Financial Proposal.
BUDGET
(USD)
This information is withheld in accordance with one or more of the exceptions to
disclosure under the Bank’s Information Disclosure Policy.
APPENDIX 2.7
DRAFT TERMS OF REFERENCE
MONITORING AND EVALUATION CONSULTANCY
1. BACKGROUND
1.1 Belize, in its Long Term National Development Framework (Vision 2030) emphasises the
importance of sound infrastructure and the availability of efficient transport services as crucial for
economic development. In that regard, Belize has focused attention on construction sector activities and
investments aimed inter alia, at expanding road infrastructure and upgrading bridges. It therefore
recognises that the availability of efficient transport services is crucial for economic development.
1.2 Vision 2030 recognises the importance of addressing gender issues in implementing interventions
in the construction sector particularly since most areas of employment are dominated by men. Belize’s
National Gender Policy (NGP) commits to fostering “a society in which all men and women, boys and
girls are equal partners, as they participate in services and resources for realising and sustaining their
economic, social, political, and cultural development for equal enjoyment of all”. The Policy’s goal is “to
advance the achievement of dejure and defacto gender equality and equity in Belize”. Quality,
accessibility, and affordability of transport infrastructure represent critical elements for people to access
basic services, and to ensure sustainable livelihoods and inclusive economic empowerment of men and
women, especially poor men and women. Transport also represents a catalytic sector for youth
employment and empowerment, and for overall poverty reduction.
1.3 Given the innovative focus on enhanced gender equality in this economic infrastructure initiative,
the Caribbean Development Bank (CDB) will closely monitor the changes brought about throughout the
project implementation, and ensure a thorough evaluation takes place and supports the project
management team to gear the interventions to optimal results, in line with the established outcomes.
Quality, accessibility and affordability of transport infrastructure represent critical elements for people to
access basic services, and to ensure sustainable livelihoods and inclusive economic empowerment of men
and women, especially poor men and women. Transport also represents a catalytic sector for youth
employment and empowerment, and for overall poverty reduction.
1.4 The project results were designed to include gender-responsive design of the road infrastructure.
In line with the findings reported in the 2011 Country Gender Assessment, the Project is including
training and technical support for contractors with potential to win government tenders for infrastructure
projects. Additionally, the Project is focusing on increasing the capacity of the Ministry of Works and
Transport (MWT) to deliver gender responsive policies, programmes, and practices, in line with the
commitments consolidated in the NGP.
2. OBJECTIVE
2.1 This consultancy is aimed at evaluating the results and impact of the Fifth Road (Philip S. W.
Goldson Highway Upgrading,) Project (hereafter “the Project”) during its outset, mid-term and
completion.
3. SCOPE OF SERVICES
3.1 The Consultant(s) will perform all investigative work, analyses and compilation of gaps, lessons
learned and good practices of the previous experiences in the country to realise the objective stated above.
Based on the results set in the Project's Results Matrix, the Consultant(s) will: (a) use participatory and
consultative methodologies in working closely with MWT, the contractors, Non˗Governmental
Organisations, the Ministry of Sustainable Development, the Women’s Department, women and youth
APPENDIX 2.7 Page 2
groups, and other civil society groups to assess the qualitative impact of the capacity building initiatives
undertaken; and (b) apply quantitative evaluation methods, including the definition of a randomised
scientific sample and control group, to evaluate the impact of the Project.
3.2 The consultancy will involve desk and field work, consultation with relevant persons within, as
well as outside the sector. The Consultant(s) are expected to design an evaluation methodology, adopt
appropriate language, and continuously monitor progress towards the achievement of the targets set in the
Project’s Results Framework. The Consultant(s) will be required to:
(a) At the outset of the relevant components, submit the baseline data and overall evaluation
strategy and work plan for the evaluation process, specifically:
(i) Review the Project’s objectives.
(ii) Identify the range of data and information required to appropriately monitor and
evaluate the Project.
(iii) Identify data disaggregated by sex to be collected, as well as other entry points
for gender-responsive monitoring and evaluation of the Project.
(iv) Identify the relevant, measurable, appropriate, unambiguous gender-responsive
indicators of project outputs and outcomes, and impact on project beneficiaries.
Some of these may be proxy indicators.
(v) Design a Monitoring and Evaluation (M&E) system to track and analyse project
performance.
(vi) Network with the teams of Consultant(s) delivering the outcome components of
the Project, to ensure consistency, internal coherence and cross-fertilisation of the
capacity-building programmes and the evaluation process. To this end, network
also with the coordination team of the Belize City Youth and Community
Transformation Project.
(vii) Work closely with MWT to build M&E capacity.
(b) One year after commencement of implementation of the relevant components, submit an
Interim Evaluation Report including:
(i) A comprehensive interim review of the Project, based on the methods and data
defined at the outset, and in full alignment with the project results.
(ii)
(iii) Identify and spell out good practices, interim lessons, gaps, and recommendation
of corrective action when necessary.
(c) Three months after completion of the relevant project interventions, submit a
Final Evaluation Report, including:
(i) A full final evaluation of the outcome of the Project, based on the methods and
data defined at the outset, and in full alignment with the project results.
APPENDIX 2.7
Page 3
(ii) Identify and spell out good practices, lessons, gaps, and recommendation of
strategies for future replication and adaptation of the initiative.
4. REPORTING
4.1 The following deliverables shall be submitted at the times indicated below:
(a) An Evaluation Strategy, as described in item 3.02(a), within 45 days of commencement
of the assignment.
(b) An Interim Evaluation Report, as described in item 3.02(b), within 13 months of
commencement of the assignment.
(c) A Final Evaluation Report, as described in item 3.02(c), within 3 months of completion
of project components.
4.2 CDB and MWT will provide feedback to each of the deliverables described in 4.01 above within
10 working days of receiving the Report. All Reports shall contain sex-disaggregated data and critical
gender analysis of the information presented.
5. IMPLEMENTATION ARRANGEMENTS
5.1 GOBZ will appoint a Project Coordinator (PC). The PC will facilitate the work of the
Consultant(s) and make available all relevant studies, reports and data, relevant to completion of the
exercise and will act as liaison between the Consultant(s) and GOBZ officials and stakeholders.
6. QUALIFICATIONS AND EXPERIENCE
6.1 It is expected that the Consultant(s) will conduct the research, develop the evaluation
methodology and strategy, conduct the baseline, interim and final data collection, analyse the data, and
produce the corresponding reports. The Consultant(s) should have specialist training and suitable
qualifications and at least eight years of work experience in ongoing M&E, impact evaluation, social
analysis, collection and analysis of sex disaggregated data, and development of gender-responsive
indicators.
7. DURATION
7.1 The services are expected to be delivered intermittently over a period of 36 months.
8. COMMENTS BY THE CONSULTANT(S)
8.1 The Consultant(s) are requested to make comments on, and suggestions for, improvements to
these Terms of Reference. The financial implications, if any, of these recommendations should be
indicated separately in the Financial Proposal.
APPENDIX 2.7 Page 4
BUDGET
(USD)
This information is withheld in accordance with one or more of the exceptions to
disclosure under the Bank’s Information Disclosure Policy.
APPENDIX 3.1
PROJECT COST, PHASING AND FINANCING PLAN
($'000)
This information is withheld in accordance with one or more of the exceptions to
disclosure under the Bank’s Information Disclosure Policy.
APPENDIX 4.1
PHILIP S. W. GOLDSON HIGHWAY STAR RATINGS
Note: Star Rating for Vehicle Occupants illustrated.
Source: International Road Assessment Programme
APPENDIX 4.2
NOTES AND ASSUMPTIONS TO THE ECONOMIC ANALYSIS
HDM-4
1. HDM-4 was used to calculate the benefits of the Project. The analytical framework for the model is
based on the concept of pavement life cycle analysis and is used to predict the effects of road deterioration,
road-works, socioeconomic, and environmental effects on road-user costs over the life of a road pavement.
2. Once constructed, road pavements deteriorate as a result of several factors, such as traffic loading,
environmental weathering, and the effect of inadequate drainage systems. The impacts of road conditions, as
well as the road design standards, are measured in terms of road-user costs, and other social and environmental
effects.
3. To facilitate analysis the Project was divided into two distinct sections which differ in terms of
pavement condition, road width and traffic:
TABLE 1: ROAD ANALYSIS
Section
Name
Length
(km)
A
B
Airport Junction to Haulover Bridge.
Haulover Bridge to Buttonwood Bay
Boulevard.
5.35
4.46
Total Length
9.81
BASE YEAR TRAFFIC
Traffic Surveys
4. Base year traffic was developed from a traffic survey undertaken by PEU in February and June 2013.
The counts were automated 12-hour counts, carried out over a 7-day period, with vehicle classifications
determined based on classified counts undertaken for other road projects in Belize. An adjustment factor of
1.33 determined from 24-hour counts conducted at several locations in the north of the country was used to
convert these counts to 24- hour Annual Daily Traffic. The resulting Average Annual Daily Traffic (AADT)
for the road sections is provided in Table 2.
TABLE 2: AADT IN 2013
Sections AADT
2013
Section A
Section B
9,525
11,117
APPENDIX 4.2 Page 2
Traffic Forecasts
5. Traffic forecasts were determined utilising a model developed by the United Kingdom’s Traffic
Research Laboratory for forecasting traffic growth in developing countries. The method relates vehicle
ownership and growth to the growth of incomes and population. On the basis of forecasts of average GDP
growth rate of 2.5% between 2014 and 2018, and 1.5% from 2019 onwards, vehicle ownership rate of 0.16
vehicles per person, and population growth of 3%, the model yielded traffic growth of 3.0 % for passenger and
light goods vehicles, and 2.2 % for other vehicles for the years 2014-2018, and 1.8% from 2019.
6. The vehicle characteristics utilised in the model are summarised in Table
3.
TABLE 3: SUMMARY OF VEHICLE FLEET CHARACTERISTICS
Vehicle
Car
LGV
MGV HGV
2 Axles HGV
3 Axles Articulated
4 Axles
Buses
Gross Vehicle Weight (t) 1.6 2.2 6.9 10 18.6 27.7 12.1
Vehicle Axles 2 2 2 2 3 6 2
Equivalent Standard
Axles/Vehicle - 0.01 2.18 3.15 3.15 4.63 0.8
Passenger Car Equivalency 1.2 1.3 1.8 1.8 1.8 2
No. of Tyres 4 4 4 6 10 18 6 Utilisation:
Annual Utilisation (km) 20,000 30,000 30,000 53,300 80,000 90,000 66,700
Hours Driven/Year 1,800 1,160 1,200 1,500 1,500 2,320 2,320
Average Service Life (yrs) 8 8 10 10 10 10 10
7. The economic prices of the representative vehicles and tyres were calculated based on CIF values
adjusted for dealers mark-up. These are shown in Table 4. As required by HDM, these costs are for an
equivalent new vehicle.
TABLE 4: VEHICLE AND TYRE COSTS
($)
Vehicle
Car
LGV
MGV
HGV
2 Axles HGV 3
Axles Articulated
Trucks
Buses
Vehicle Cost 43,000 53,400 57,000 114,000 180,000 300,000 160,000 Tyre Cost 220 440 520 520 260 520 520
Petrol and Lubricants
8. The economic cost was estimated at $2.16 and $2.12 per litre for gasoline and diesel, respectively.
The cost for lubricants was determined at $5.4 per litre.
APPENDIX 4.2
Page 3
Maintenance Labour
9. Maintenance cost per hour is estimated at $11.00.
Time Savings
10. The model includes congestion effects for which the value of time (VOT) is a critical input.
The valuation of travel time savings is based on the World Bank paper: The Value of Time in Economic
Evaluation of Transport Projects (Professor K. G William). The approach used is waged-based. In 2012, the
median workers earnings was $13,920 a year or USD590 per month. The calculation of travel time values is
provided in Table 5:
TABLE 5: ESTIMATION OF TRAVEL TIME VALUES
Average wage (US/month) 590
Working hours/month 200
Average wage US/hour
Employment overhead (%)
Shadow wage rate factor (SWR)
GDP/capita growth adjustment
Working VOT (USD)
Non-working VOT(USD)
2.95
15%
0.85
1.03
2.97
1.16
PROJECT LIFE
11. For the purpose of analysis, the economic life of the roads was assumed to be 20 years from
completion of construction.
CONSTANT PRICES
12. ERR calculations are based on 2014 constant
prices.
13. Traded items were converted to their border price, while non-traded items were expressed in their
border price equivalents after adjusting for the distortion between international and domestic prices caused by
import duties, tariffs, subsidies and other market distortions, by applying a Standard Conversion Factor (SCF)
of 0.93.
14. The residual value of the Project at the end of the 20-year project period is based on the following
estimated useful lives:
New Bridge – 75 years
Road works – 20 years
APPENDIX 4.2
Page 4
15. Conversion factors used for the different cost components are provided in Tables 6 to 8.
TABLE 6: CONVERSION FACTORS FOR COST ADJUSTMENT
Items For Crew
Shadow rate
SCF
Base
Factor 1. Skilled Labour 1.00 0.93 0.93
2. Unskilled Labour 0.60 0.93 0.56
3. Equipment/Overheads 1.00 0.93 0.93
4. Imported Materials 1.00 0.93 0.93
5. Local Materials 0.80 0.93 0.74
TABLE 7: DERIVATION OF SPECIFIC CONVERSION FACTORS (SpCF) FOR WORKS
Items
Skilled
Labour
Labour Equipment
Imported
Material Local
Material
SpCF Base Factor 0.93 0.56 0.93 0.93 0.74
0.93 1. Land Acquisition
2. Road Works 0.20 0.10 0.35 0.25 0.10 0.91
3. Bridge Works 0.20 0.05 0.35 0.35 0.05 0.89
4. Engineering Services 0.75 - 0.20 0.05 - 0.93
5. Project Management 0.70 - 0.30 - - 0.89
16. The overall conversion factor for the project was estimated as 0.91 as shown in Table 8.
TABLE 8: OVERALL CONVERSION FACTOR FOR PROJECT
Item
Road
Works
Bridge
Works
Engineering
Services
Project
Management
Land
Total
Overall
Conversion
Factor SpCF 0.91 0.89 0.93 0.89 0.93
69,453
0.91
Financial Cost 35,379 22,370 4,272 3,432 4,000 Economic Cost 32,245 19,993 3,957 3,045 3,720 62,960
ROAD SAFETY BENEFITS
17. The focus in highway safety improvement interventions is on reducing deaths and serious injuries.
The economic benefit from the road safety improvements is based on methodology developed by McMahon
and Dahdah in 2008, and applied by iRAP globally. iRAP assesses the benefit of implementing a range of
infrastructure safety measures across base information for this analysis is the number of deaths and serious
injuries that currently occur on each 100 m section of the network.
APPENDIX 4.2
Page 5
Number of Deaths and Serious Injuries Prevented
18. Without the Project, the model predicts that there would be 601 deaths and serious injuries on the
9.81 km stretch of the Highway over a 20-year period. Of this amount, 55 represents deaths, which translates
to approximately 3 fatalities per year on the project road.
19. The reduction in KSI for the countermeasures proposed are as follows:
Countermeasure
Road
Length (km) KSI saved
(20 years) Shoulder Widening 9.3 190 Roadside Safety Barriers 11.1 225 Delineation 7.8 74 Pedestrian Crossing 26 sites 77 Road surface upgrade 0.4 14 Signalise Intersection 2 sites 17 Bicycle Facilities 0.3 km 2 Pedestrian footpath 0.1 km 2
20. Economic Value of deaths and serious injuries prevented:
(a) based on a regression analysis on country crash cost data, the “rule of thumb’ value of a
statistical life is 70 times GDP per capita (current); and
(b) based on crash data from participating countries, the default ratio of serious injuries to fatality
was determined to be 10:1, and the economic cost of a serious injury was estimated at
0.25 times the economic cost of death.
21. On this basis, benefits for the Highway Safety Improvements were calculated as follows:
GDP per capita $9320 (2012 current prices) Economic cost of a death $652,400 Economic cost of a serious injury $ 489,300 Total Economic Cost of Death Avoided $1,957,200 Total Economic Cost of Serious Injury $2,446,500
22. Benefits and costs associated with TA activities have been excluded from the analysis.
APPENDIX 4.3
ECONOMIC RATE OF RETURN CALCULATIONS ($'000)
Year
Capital
Costs
Recurrent
Costs
Savings
in VOC
Time
Savings
Road
Safety
Benefits
Net
Economic
Benefits
2014
0.534
0.384
16.75
8.703
2.447
(0.53)
2015 26.28 (26.28) 2016 26.00 (26.00) 2017 9.63 (9.63) 2018 27.52 2019 0.039 17.67 9.299 2.447 29.37 2020 0.039 17.69 9.181 2.447 29.27 2021 0.040 18.66 9.809 2.447 30.88 2022 0.037 18.43 9.181 2.447 30.02 2023 0.037 19.11 9.532 2.447 31.05 2024 0.037 20.15 10.128 2.447 32.68 2025 0.037 21.24 10.791 2.447 34.44 2026 0.038 22.42 11.523 2.447 36.36 2027 5.16 0.038 22.49 11.500 2.447 31.24 2028 0.039 23.73 12.277 2.447 38.42 2029 0.039 23.50 11.598 2.447 37.50 2030 0.039 24.74 12.308 2.447 39.46 2031 0.039 25.72 12.815 2.447 40.94 2032 0.037 26.75 13.119 2.447 42.28 2033 -21.62 0.040 27.85 13.717 2.447 65.59
NPV 99.85
ERR 33%
APPENDIX 4.4
CLIMATE VULNERABILITY ASSESSMENT
1. The Project is included as a pilot project for financing under a Line of Credit from EIB to CDB,
specifically targeting climate action lending. The EIB-CALC provides concessionary financing for
investment activities of up to USD12.5 mn for an individual sub-loan that explicitly address issues of CC
adaptation and or mitigation. In keeping with the requirements of the EIB-CALC, a climate vulnerability
assessment was specifically carried out as part of project feasibility studies.
2. CC scenarios developed for Belize show temperatures are projected to continue to increase by
1.5º to 2ºC by 2090. Projected changes in rainfall patterns are highly uncertain, but the median values of
all scenarios show decreasing trends. An additional concern for Belize is sea level rise. According to
different climate models, sea levels could rise by 0.18 to 0.56 m until 20901. The combined impacts of sea
level rise and subsidence is expected to inundate its wetlands and low lands, accelerate coastal erosion,
exacerbate coastal flooding, threaten coastal structures, raise water tables and increase the salinity of rivers
and aquifers. In its First National Communication2 Belize acknowledged that approximately 60% of its
coastal areas are already inundated and given that existing communities along its mainland coastline are
wetland dominated, a one-meter rise in sea level would transform the wetlands to lakes. Dry land within a
few meters of high tide levels would provide potential areas for new wetland formation. In Belize City,
residential areas along sections of the Northern Highway such as Vista del Mar, Bella Vista, Belama that
have been constructed on drained and reclaimed wetlands and will be extremely vulnerable to the projected
sea level rise.
3. All the available evidence implies that the number, as well as the intensity, of tropical cyclones will
increase in the future with likely devastating implications for Belize and, in particular, for Belize City with
its shallow coastal bathymetry and history of high storm surges of between 3-5 m. These surges have the
potential to be even more devastating if storms makes landfall during high tide. With the prediction of
more intense high-precipitation events, watersheds such as the Belize River, known for prolonged
inundation of lower sections of its flood plain, could likely see an increase in flood-related property damage
along with erosion damage to critical infrastructure from the over-topping of embankments such as in the
project area. Historic evidence show that runoff in the lower reaches of the Belize River can be extremely
slow and flooding can last for several weeks3.
4. With the more vigorous hydrological cycle expected with CC there could be an increase in
frequency and magnitude of these flood events as well as storm surges associated with tropical storms and
hurricanes. In addition, high winds associated with storm events have the potential to damage buildings,
as well as cause secondary damage from trees and other debris. Wind-driven wave action can have a
significant erosive effect on exposed road embankments and bridge abutments. The severity and
cumulative nature of these impacts will depend on the scale of the climate event and the resilience of the
infrastructure. With respect to the latter, much also depends on the degree to which the infrastructure has
been compromised by poor construction and lack of effective maintenance and periodic rehabilitation.
Section A of the Northern Highway already shows evidence of compromised infrastructure based on the
scouring of sections of the river embankment. In Section B, inadequate land use development controls, and
poor road infrastructure maintenance reduced the drainage capacity of some canals and culverts leaving
many neighbourhoods vulnerable to regular flooding.
1 United Nations Development Programme [UNDP] (2009), UNDP Climate Change Country Profiles: Belize. 2 Belize First National Communication to the United Nations Framework Convention on Climate Change, GOBZ, July 2002. 3 Heavy rainfall associated with Tropical Depression No.16, in 2008, and subsequent Hurricane Richard 2010, caused the lower
Belize river system to overflow its banks, and communities and road infrastructure in and around the city remained under flood
for several weeks.
APPENDIX 4.4
Page 2
5. The overall objective of the climate vulnerability assessment, is to provide climate resilience
measures that deliver a degree of climate proofing commensurate the level of acceptable risk, taking into
consideration least cost considerations and the twenty-year design life of the road. The project works are
restricted, for the most part, to the existing road corridor, with some land required for minor alignment
improvements and for river protection works. Based on the results of the climate vulnerability assessment,
design specifications for the works have provided for mitigation measures to reduce to an acceptable level,
scouring and erosion damage to previous flood control works along Section A, to protect much of the
roadway which now lies within a few metres from the river’s bank. The new revetment specifications have
been designed to meet the predicted ‘with climate change’ 1:40-year event. The new drainage structures in
both Sections A and B have been designed to accommodate increases to the existing storm water runoff
volumes, velocities and the expected concentration of these flows for the predicted “with climate change”
1:25-year return period. It should be noted, that drainage within the residential areas on either side of this
section of the Northern Highway is currently being improved under an on-going Inter-American
Development Bank drainage project and that the design specifications adopted have taken into account
these new works. The new two-lane Haulover Bridge will be designed to provide a significant increase in
freeboard, relative to the existing bridge, improving accessibility during flood events for the predicted
“with climate change” 1:100-year return event. More importantly, it will provide a safe evacuation route
from Belize City during recommended hurricane events categorised at Level 3 and above. The specific
adaptation measures to increase climate resilience considered are presented in the Table below for the
principal components of the road works, drainage, earthworks, pavement, and the new Haulover Bridge.
The incremental costs associated with the road drainage and pavement design changes are estimated at
USD1.671 mn. (See Table below).
6. Although a 20-year design life has been adopted for the economic assessment of the
Northern Highway, it should be appreciated that periodic maintenance is generally required within 10 years,
reflecting the normal limit to the working life of the wearing surface. Rehabilitation overlaying of the road
will therefore be required within the 20-year period, which will allow re-consideration of the road
performance with respect to the adopted climate adaptation measures, and therefore provide for further
raising of the road elevations and embankment, if deemed necessary. Despite the appropriateness of the
climate resilient design, the effectiveness of its design will be initially determined by the quality control
during construction to ensure achievement of the design specifications. The quality of independent
engineering supervision and that of the PEU will therefore be of critical importance for successful project
outcomes. In addition, routine maintenance such as clearing culverts of debris and silt will play an
important role in ensuring that the structures perform in accordance with the design specifications.
MWT already has management plans and protocols for maintenance of critical road infrastructure during
the hurricane season and emergency events.
APPENDIX 4.4
Page 3
NORTHERN HIGHWAY ‒ CLIMATE ADAPTATION MEASURES
(USD)
Road Component
Climate Adaptation Measures
Road
Section Incremental
Cost Drainage Design Improved Drainage Efficiency: Culvert Dimension of culvert increased from
1.5 m x 1.5 m to 1.5 m x 2.0 m to accommodate
higher flows from intense precipitation events.
A
2,500
Revetment Design New steel sheet pile revetment of 450 m
buttressed by 350 m of gabion baskets.
A
815,000
Culverts (3) Dimensions increased from:
1 – 1.5 m x 1.5 m to 1.5 m x 2.0 m
1 – 1.0 m x 1.0 m to 1.0 m x 1.5 m
B
27,500
Concrete Drains Concrete drains – 1,000 m B 150,000
Pavement Design: Increase in elevation of Increasing the road elevation in low-lying areas
A
B
300,000
376,000
the roadway surface to by between 350 mm and 600 mm. reduce inundation during flooding events 1,900 m
1,650 m
Mangrove Replanting Mangrove replanting and regrowth plan along
sections sections of the river embankment.
A Not
Available4
Haulover Bridge Detailed design specifications will require
increased freeboard and should consider potential
effects of increased water salinity and scouring on
the abutments.
Not
Available5
4 Not yet a requirement of DOE but may be required in the Environmental Compliance Plan. 5 Detailed designs have not yet commenced.
APPENDIX 4.5
GENDER MARKER ANALYSIS
CRITERIA
SCORE
DESCRIPTION/CODE
Analysis 1 Social and gender analysis conducted during preparation and
relevant findings of Country Gender Assessment (2011) and
National Gender Policy (2013) duly incorporated into the
appraisal document.
Data 0.5 Sex-disaggregated data included in the analysis, baselines,
indicators and targets.
Engagement 0.5 Consultations with gender relevant stakeholders undertaken
during preparation. Institution (Women’s Affairs
Department) to be involved in M&E through the Project SC.
Response 1 Gender responsive outcomes, outputs and indicators
included.
Total 3.0 Code: GM
APPENDIX 4.6
GENDER ACTION PLAN
Output Activity Responsibility Time Output 1:
Road with CC adaption,
mobility and road safety
features upgraded, and
bridge with CC adaption
features.
1. Gender-sensitive design features of
infrastructure implemented with
road safety countermeasures;
shoulders for non-motorised
transport; sidewalks; crossings;
illumination of streets, crossings,
and bus shelters.
2. Detailed designs are shared through
community consultations.
3. Appointment of Health and Safety
Officer for each civil works contract
to monitor and report on safety,
welfare and hygiene requirements;
and security and workplace
harassment.
MWT, consultants,
contractors.
MWT, consultants.
MWT, contractors.
December
2014.
Output 2:
Preparation of MWT
institutional
restructuring project.
Develop Gender-Sensitive Reform
Plan.
Consultant.
December
2016.
Output 3:
Gender capacity
building for MWT and
contractors conducted
and followed up.
1. Appointment of GPC.
2. Awareness building of MWT staff
on gender sensitive issues related to
the project and the road transport
sector.
MWT, consultants,
contractors.
December
2016.
Output 4:
Adaptive life skills
including HIV/AIDS,
GBV, etc.
Gender-responsive HIV/AIDS/
STI/STD awareness building as
required by CDB’s Standard Bidding
Documents.
Consultant, MWT,
contractors.
December
2017.
APPENDIX 5.1
DUTIES OF THE PROJECT COORDINATOR
1. The PC will be responsible for coordinating and monitoring all aspects of the implementation of
the Project. Additional administrative, technical and clerical support will be provided by the PEU of
MWT. PC will be an ex-officio member of SC. PC’s duties will include, but will not be limited to:
(a) preparation and submission to GOBZ and CDB of annual work plans for the Project;
(b) direct and supervise the day-to-day operations of the Project, guided by the project
documents and the annual work plans;
(c) M&E of the Project, in a manner consistent with the Project’s M&E Framework;
(d) submission to GOBZ and CDB of M&E Consultant’s Reports;
(e) supervision of all components, including ensuring that activities and procurement
schedules are carefully planned and executed and that there is adherence to CDB’s
procurement procedures;
(f) develop close working relationships with all project participants and stakeholders
(including NGOs, government departments, private sector, and Local Government
officials) to achieve a shared vision of the Project and its objectives;
(g) representation of GOBZ in all its dealings with all consultants, suppliers and contractors;
(h) participation and reporting on formal community participation including discussions at
public meetings arranged as part of the requirements of the consultancies;
(i) management and administration of the implementation of the construction contracts;
(j) management and administration of the implementation of the: (i) Detail Design of the
Haulover Bridge Consultancy; (ii) Construction Supervision Consultancy;
(i) Institutional Strengthening Study; (iii) M&E Consultancy; and (iv) Communication
Consultancy.
(k) submission to GOBZ and CDB of reports relating to the Gender Capacity Building
Consultancy.
(l) convening, at least monthly, meetings with the contractor(s) and engineering consultants,
for the purpose of coordinating activities;
(m) submit to CDB, quarterly reports on the investment cost of the Project in the format
shown in the Reporting Requirements presented in CDB’s Appraisal Report or in such
form or forms as may be specified by CDB within four weeks after the end of each
quarter, commencing with the quarter following PC’s assignment;
APPENDIX 5.1
Page 2
(n) expedition of the submission to CDB of claims for disbursement/reimbursement with
regard to all components financed from the Loan;
(o) control the budget and introduce safeguards acceptable to CDB to prevent funds and
assets misuse;
(p) keep accounts on project-related expenditure and disbursement activities;
(q) advertise for, and assist, in the selection and engagement of the various consultants;
(r) ensure that all contractual obligation are adhered to and make all necessary arrangements
to ensure implementation meets projected targets;
(s) liaise with CDB on all relevant technical, financial and administrative aspects of the
Project;
(t) submit to CDB (within three (3) weeks after the end of each month), the monthly reports
prepared by the engineering consultants on the progress of the works;
(u) submission to CDB of the Civil Works Implementation Completion Report and as-built
drawings referred to in the Reporting Requirements contained in CDB’s Appraisal
Report, within two (2) months after the date of issue by the engineering consultants of a
certificate of practical completion of the last Civil Works contract; and
(v) preparation and submission to CDB of a PCR by the deadline specified in the Reporting
Requirements contained in CDB’s Appraisal Report;
APPENDIX 5.2
DRAFT TERMS OF REFERENCE
STEERING COMMITTEE – GENDER AND SOCIAL INCLUSION AND
DUTIES OF GENDER PROJECT COORDINATOR
1. The implementation of the capacity building associated with gender analysis and social inclusion
will influence, and be influenced by, the activities of various stakeholders, including government
departments and the community. For this reason, a Steering Committee (SC) will be established in an
oversight and advisory capacity to oversee implementation of the gender analysis and social inclusion
capacity building technical assistance (TA). SC will comprise:
(a) Chief Executive Officer, Ministry of Works and Transport (MWT) – Chairperson (or
designate).
(b) Representative(s) from Non-Governmental Organisation.
(c) MWT Gender Project Coordinator (GPC).
(d) Representative from Ministry of Finance and Economic Development.
(e) Representative from Ministry of Human Development, Social Transformation and
Poverty Alleviation.
(f) Representative from the National Women’s Commission.
(g) Community Representative (coopted as required).
2. The SC will be responsible for facilitating seamless implementation of the TAs; acting in an
advisory capacity by promoting information-sharing among government departments and agencies,
development partners and other stakeholders; determining TA status and progress; and addressing issues
that may arise. Members of the SC shall be persons whose qualifications and experience are acceptable to
the Caribbean Development Bank.
3. Beyond strategic gearing the Project by the SC, MWT, will ensure a GPC oversees the
implementation, monitors progress, collects sex-disaggregated data, and reports quarterly on progress of
the gender and social inclusion TA components, namely, the Gender Analysis Capacity Building for
MWT and Large Contractors, the Life Coaching for Unskilled Men and Women Workers in the Project,
the Support to Social Communication, and the Impact Evaluation. The GPC, with the technical support
of the Women’s Department of the Ministry of Human Resources, Social Transformation and Poverty
Alleviation will ensure overall pace and quality of the deliverables and of the data collected, lead
monitoring and supervision missions, conduct regular consultations with the stakeholders and involved
communities. The GPC will provide reporting on these activities for the Project Coordinator to compile
in the Monthly Progress Report.
APPENDIX 5.3
IMPLEMENTATION SUPPORT PLAN
1. CDB has been the principal partner for GOBZ in the financing of road infrastructure projects,
particularly on the main road network. This experience, strengthened by the satisfactory progress being
made on implementing the ongoing Road Safety Project, provides a sound background for providing
implementation support to GOBZ. This support will also extend to the TA component, as this will
contribute to achieving anticipated outcomes on gender equality, also a strategic priority for CDB.
The implementation support will be provided as part of CDB’s project supervision functions and will
include, among other things:
(a) reviewing implementation progress and achievement of project outcomes;
(b) addressing implementation issues;
(c) monitoring systems to ensure their continued adequacy through monitoring reports;
audit reports and field visits; and
(d) monitoring changes in risks and compliance with legal agreements, as needed.
The Implementation Support Plan (ISP) will be reviewed at least once a year to ensure that it continues to
meet the implementation support needs of the Project. In addition to reviewing implementation progress,
the ISP aims at providing technical support to the BMC in the achievement of the results.
2. The strategy for implementation support has been developed based on the design of the Project, its
risk profile, and an assessment of the Borrower and Executing Agency. The strategy remains a flexible
tool that may be amended during project implementation in response to the changing needs of the Project
and the Borrower/Implementing Agency.
Strategy and Approach for Implementation Support
3. Supervision of the Project will be undertaken by a team comprising the lead supervisor (Civil
Engineer), supported by legal counsel and specialists in the areas of environment/disaster risk
management; procurement; financial analysis; and social analysis. Formal supervision and field visits will
be undertaken semi-annually. The first formal supervision activity will be the Project Launch Workshop
(PLW). The objective of PLW is to review the implementation arrangements, train the project management
in the use of CDB’s fiduciary management and procurement systems, and discuss project supervision
issues. PLW is scheduled for the third quarter of 2014, and arrangements will be finalised in consultation
with GOBZ. The training provided during PLW on the Bank’s financial management and procurement
procedures and guidelines will be augmented during the semi-annual supervision visits, and support will be
provided on a timely basis to respond to the client’s needs.
4. The Supervision Coordinator will coordinate CDB’s team to ensure that project implementation is
consistent with the requirements as specified in the Procurement Plan, Terms and Conditions, and other
legal documents. The Supervision Team will prepare annual Project Supervision Reports identifying the
status of project implementation and any issue requiring the resolution of management. On the completion
of the Project, or after 90% of the funds have been disbursed, Staff will conduct an Exit Workshop to assess
project results, discuss implementation issues, and identify lessons. A draft PCR will be prepared and
discussed with the client during the Exit Workshop. The final PCR will be validated by the Office of
Independent Evaluation (OIE). Staff will prepare a management response to the OIE’s Validation Report.
The Validation Report and Management’s response will be presented to the Audit and Post-Evaluation
Committee.
APPENDIX 5.3 Page 2
TABLE 1: STAFF SKILLS REQUIRED
Period
Focus
Skills and Resources Estimate May –
December
2014
Specific
(1) Project Launch Workshop.
(2) Support in satisfying Conditions
Precedent.
(3) Provide procurement support for
preparation of draft
prequalification documents,
bidding documents, requests for
proposals, draft procurement
notices etc. and also with respect to
resolving procurement bottlenecks,
and similar issues.
General
(1) Monitor project management
arrangements
(2) Monitor Project Budgeting and
Allocations.
(3) Monitor Project Results
Framework.
(4) Provide technical support to PC
and Implementing Agency.
(5) Monitor TA activities, including
review of TA reports
(6) Preparation of annual Project
Supervision Report.
(7) Review and certification of
requests for disbursement.
(8) Review of Monthly and Quarterly
Reports from Implementing
Agency
Lead Project 5 weeks
Supervisor
Legal Counsel 2 weeks
Financial 0.5 weeks
Analyst
Environmental 1 week
Specialist
Social 2 week
Specialist
(incl. Gender)
Procurement 1 week
Specialist
Administrative 1 week
Assistant
Divisional 0.5 week
Secretary
APPENDIX 5.3 Page 3
Period
Focus
Skills and Resources Estimate January –
December
2015
Specific
(1) Provide support for procurement of
Section B and New Bridge;
(2) Review of evaluation reports, and draft
contracts for works and consultants.
General
(1) Monitor Project Budgeting and
allocations.
(2) Monitor Project Physical Works
progress and quality, including field
trips.
(3) Monitor Project Results Framework
(4) Provide technical support to PC and
Executing Agency.
(5) Preparation of annual Project
Supervision Report.
(6) Review and certification of requests for
disbursement.
(7) Review of TA reports.
(8) Review of Monthly and Quarterly
Reports.
Lead Project Supervisor
Legal Counsel
Financial Analyst
Environmental Specialist
Social Specialist
(incl. Gender)
Administrative Assistant
Divisional Secretary
8 weeks
0.5 weeks
0.5 week
0.5 week
3 weeks
2 weeks
1 week
January –
December
2016
General
(1) Monitor Project Budgeting and
allocations.
(2) Monitor Project Physical Works
progress and quality, including field
trips.
(3) Monitor Project Results Framework
(4) Provide technical support to PC and
Executing Agency.
(5) Preparation of annual Project
Supervision Report.
(6) Review and certification of requests for
disbursement.
(7) Review of TA reports.
(8) Review of Monthly and Quarterly
Reports.
Lead Project Supervisor
Legal Counsel
Financial Analyst
Environmental Specialist
Social Specialist
(incl. Gender)
Administrative Assistant
Divisional Secretary
10 weeks
0.5 weeks
0.5 weeks
2 weeks
3 weeks
1 week
0.5 week
APPENDIX 5.3 Page 4
Period
Focus
Skills and Resources Estimate
January –
December
2017
General
(1) Monitor Project Budgeting and
allocations.
(2) Monitor Project Physical Works
progress and quality, including field
trips.
(3) Monitor Project Results Framework
(4) Provide technical support to PC and
Executing Agency.
(5) Preparation of annual Project
Supervision Report.
(6) Review and certification of requests for
disbursement.
(7) Review of TA reports.
(8) Review of Monthly and Quarterly
Reports.
Lead Project Supervisor
Legal Counsel
Financial Analyst
Environmental Specialist
Social Specialist
(incl. Gender)
Administrative Assistant
Divisional Secretary
6 weeks
0.5 weeks
0.5 weeks
1 week
1/2 week
1 week
0.5 week
January –
December
2018
Specific
(1) Review PC and consultants final
reports.
(2) Conduct Exit Workshop and complete
PCR.
General
(1) Monitor reporting on infrastructure
during Defects Liability Period.
(2) Review and certification of requests for
disbursement.
(3) Review of TA reports.
Lead Project Supervisor
Legal Counsel
Financial Analyst
Environmental Specialist
Social Specialist
(incl. Gender)
Administrative Assistant
Divisional Secretary
3 weeks
1 week
2 weeks
1 week
1.5 weeks
1 week
0.5 week
AP
PE
ND
IX 5
.4
PROJECT IMPLEMENTATION SCHEDULE ID Task Name
2014
2015
2016
2017
2018
Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4
1 5th Road Project 2 CDB Board Approval
5/26
3 Sign Loan Agreement 4 Project Launch Workshop 8/18 5 Loan Conditions 6 Conditions Precident Satisfied
1/30
7 Engineering Services 8 Consultant Shortlisting 9 Proposals and Award 10 Detailed Design of Bridge 11 Construction Supervision 12 Infrastructure Works 13 Section A 14 Contractor Prequalification 15 Tendering and Award 16 Construction 17 Defect Liability Period 18 Completion Certificate 3/5 19 Section B 20 Contractor Prequalification 21 Tendering and Award 22 Construction 23 Defect Liability Period 24 Completion Certificate 9/17 25 Bridge Repairs 26 Tendering and Award 27 Construction 28 Defect Liability Period 29 Completion Certificate 4/18 30 New Bridge 31 Contractor Prequalification 32 Tendering and Award 33 Construction 34 Defect Liability Period 35 Completion Certificate
12/7 36 Techncial Assistance 37 Institutional Strengthening Study 38 Gender Capacity Building 39 Communication Consultancy 40 Monitoring and Evaluation Consultan cy 41 Baseline 42 Mid-Term 43 Final 44 Exit Workshop
9/17
45 Project Completion Report 12/7
Task Milestone Summary
APPENDIX 5.5
PROCUREMENT PLAN
This information is withheld in accordance with one or more of the exceptions to
disclosure under the Bank’s Information Disclosure Policy.
ANNEX TO APPENDIX 5.5
COVENANT OF INTEGRITY
to the Government of Belize
from a Tenderer, Contractor, Supplier or Consultant to be attached to its Tender
(or to the Contract in the case of a negotiated procedure)
“We declare and covenant that neither we nor anyone, including any of our directors, employees, agents, joint
venture partners or sub-contractors, where these exist, acting on our behalf with due authority or with our
knowledge or consent, or facilitated by us, has engaged, or will engage, in any Prohibited Conduct (as defined
below) in connection with the tendering process or in the execution or supply of any works, goods or services
for [specify the contract or tender invitation] (the “Contract”) and covenant to so inform you if any instance
of any such Prohibited Conduct shall come to the attention of any person in our organisation having
responsibility for ensuring compliance with this Covenant.
We shall, for the duration of the tender process and, if we are successful in our tender, for the duration of the
Contract, appoint and maintain in office an officer, who shall be a person reasonably satisfactory to you and to
whom you shall have full and immediate access, having the duty, and the necessary powers, to ensure
compliance with this Covenant.
If: (i) we have been, or any such director, employee, agent or joint venture partner, where this exists, acting as
aforesaid has been, convicted in any court of any offence involving a Prohibited Conduct in connection with
any tendering process or provision of works, goods or services during the five years immediately preceding the
date of this Covenant; or (ii) any such director, employee, agent or a representative of a joint venture partner,
where this exists, has been dismissed or has resigned from any employment on the grounds of being implicated
in any Prohibited Conduct, or (iii) we have been, or any of our directors, employees, agents or joint venture
partners, where these exist, acting as aforesaid has been excluded by the Caribbean Development Bank (CDB),
the European Union institutions or any major Multi-lateral Development Bank (including World Bank Group,
African Development Bank, Asian Development Bank, European Bank for Reconstruction and Development,
European Investment Bank or Inter-American Development Bank) from participation in a tendering procedure
on the grounds of Prohibited Conduct, we give details of that conviction, dismissal or resignation, or exclusion
below, together with details of the measures that we have taken, or shall take, to ensure that neither this
company nor any of our directors, employees or agents commits any Prohibited Conduct in connection with
the Contract [give details if necessary].
In the event that we are awarded the Contract, we grant the Government of Belize (GOBZ), CDB, the
European Investment Bank (EIB) and auditors appointed by any of them, as well as any authority or European
Union institution or body having competence under European Union law, the right of inspection of our records
and those of all our sub-contractors under the Contract. We accept to preserve these records generally in
accordance with applicable law but in any case for at least six (6) years from the date of substantial
performance of the Contract.
ANNEX TO APPENDIX 5.5
Page 2
For the purpose of this Covenant, Prohibited Conduct includes1:
(1) Corrupt Practice is the offering, giving, receiving or soliciting, directly or indirectly, of anything of
value to influence improperly the actions of another party;
(2) Fraudulent Practice is any act or omission, including a misrepresentation, that knowingly or
recklessly misleads, or attempts to mislead, a party to obtain a financial or other benefit or to avoid an
obligation;
(3) Coercive Practice is impairing or harming, or threatening to impair or harm, directly or indirectly, any
party or the property of any party to influence improperly the actions of a party;
(4) Collusive Practice is an arrangement between two or more parties designed to achieve an improper
purpose, including influencing improperly the actions of another party;
(5) Obstructive Practice is: (a) deliberately destroying, falsifying, altering or concealing of evidence
material to the investigation; and/or threatening, harassing or intimidating any party to prevent it from
disclosing its knowledge of matters relevant to the investigation or from pursuing the investigation; or
(b) acts intended to materially impede the exercise of CDB or the EIB’s contractual rights of audit or
access to information or the rights that any banking, regulatory or examining authority or other
equivalent body of the European Union or of its Member States may have in accordance with any law,
regulation or treaty or pursuant to any agreement into which the EIB has entered in order to implement
such law, regulation or treaty;
(6) Money Laundering as defined in EIB’s Anti-Fraud Policy;
(7) Terrorist Financing as defined in EIB’s Anti-Fraud Policy;
(8) Corrupt practices, fraudulent practices, collusive practices and coercive practices as defined in
CDB’s Guidelines for Procurement; and
(9) Project Owner means GOBZ.
1
Most definitions are those of the IFI Anti-Corruption Task Force’s Uniform Framework of September 2006.
ANNEX TO APPENDIX 5.5
Page 3
Note: This Covenant must be sent to CDB and EIB together with the contract in the case of an international
procurement procedure (as defined in CDB’s Guidelines for Procurement). In other cases, it must be kept by
GOBZ and made available upon request from CDB or EIB. The Covenant is not mandatory for contracts
awarded prior to CDB or EIB involvement in the Project. Nevertheless, recipients of CDB financing who are
seeking or may seek to utilise resources provided by EIB to CDB in a project, are advised to include it in order
to promote integrity among the tenderers/contractors. This is particularly relevant in the case of a recipient of
CDB financing who has already implemented a number of previous CDB-financed projects and is considering
further CDB financing utilising resources provided
by EIB to CDB.
Name: ____________________________________________
In the capacity of: __________________________________
Signed: __________________________________________
Duly authorised to sign the bid for and on behalf of: ___________________________________
Dated on: _________________ day of ________________________, _______
APPENDIX 5.6
ESTIMATED QUARTERLY LOAN DISBURSEMENT SCHEDULE
($'000)
Year
Quarter
No. SFR
OCR
OCR
EIB (calc)
Finance
Charges
Total Cumulative
2014
4
0
0
131
131
131
Sub-total 131 131 131
2015
1
2
3
4
466
466
466
466
2,429
2,429
2,429
2,429
2,300
2,300
2,300
2,300
148
180
210
247
5,344
5,376
5,405
5,443
5,475
10,851
16,256
21,699
Sub-total 1,863 9,718 9,200 786 21,568 21,699
2016
1
2
3
4
596
596
596
596
2,429
2,429
2,429
2,429
2,000
2,000
2,000
2,000
278
316
342
384
5,303
5,341
5,368
5,409
27,002
32,343
37,711
43,120
Sub-total 2,385 9,716 8,000 1,320 21,421
2017 1
2
3
4
766
766
766
0
959
959
959
959
959
959
959
2,128
409
423
444
463
3,093
3,107
3,128
3,550
46,213
49,319
52,448
55,998
Sub-total 2,298 3,836 5,005 1,739 12,878 55,998
2018 1
2
3
4
-
-
-
-
971
-
-
972
748
-
-
748
-
-
-
-
-
-
1,719
1,720
57,717
57,717
57,717
59,437
Sub-total 1,943 1,496 0 3,439 Total 6,547 25,213 23,701 3,976 59,437 59,437
APPENDIX 5.7
REPORTING REQUIREMENTS
Reports Frequency Deadline for Submission
Implementation
1. Progress Report on project
implementation prepared by PC.
Monthly
Within one month after the end of
each calendar month until project
implementation is completed,
commencing one month after the
Project Launch. 2. Evaluation Reports on shortlists and
proposals for the consultancies
prepared by PC.
- Within two weeks of the submission
deadlines.
3. Evaluation Reports on
prequalification and tenders for
works prepared by PC.
- Within two weeks of the submission
deadlines.
4. Reports on the Investment Costs of
the Project prepared by PM.
(Sample guidelines presented in the
Annex).
Quarterly Two weeks after the end of each
quarter until project implementation
is completed, commencing with the
quarter. 5. Monthly progress reports on
Civil Works contracts by the
Construction Supervision
Consultants.
Monthly Within three weeks after the end of
each calendar month until project
implementation is completed.
6. Consultants’ Reports. - Within one month of acceptance of
the reports. 7. Completion Report for each
Civil Works Contract prepared by
the Construction Supervision
Consultants (including as-built
drawings).
- Within three months of the date of
issue of a certificates of practical
completion for each Road Works
Contract.
8. Project Completion Report prepared
by PC on the implementation and
on the early operation stage of the
Project, including its climate action
aspects, in content and in form
specified in Appendix 6.2.
- Within three months of completion
of the Project.
Operation
9. Maintenance Plan for the road
infrastructure, including reports of
condition assessments of road
infrastructure.
Annually
By January 1, commencing in 2019.
AN
NE
X T
O A
PP
EN
DIX
5.7
QUARTERLY REPORT ON INVESTMENT COST OF PROJECT
($'000)
Elements of Project
Expenditure
for this
Quarter
Cumulative
Expenditure
to date
Projected Expenditure
for the Quarter
Estimated
Expenditure
to Complete
Project
Latest
Estimate of
Expenditure
Project
Estimate
as per
Appraisal
Report
Variance
Favourable/
(Adverse)
Comments/
Reasons for Adverse
Variance and
Financing Proposal to
Meet Cost Overrun
Ending
Ending
Ending
(1) (2) (3) (4)1 (4)2 (4)3 (5) (6) (7) (8) (9) 1. Project Preparation 1,238 2. Land Acquisition 4,000 3. Infrastructure 50,863 4. Engineering Services 3,884 5. Technical Assistance 1,548 6. Project Management 3,120 Base Cost 64,653 7. Physical Contingencies 7,742 8. Price Contingencies 2,333 9. IDC and Commitment Charge 3,977 Total Project Cost 78,704 Financing:
52,480
CDB: - OCR CDB: - SFR 6,957 GOBZ 19,045
ANNEX TO APPENDIX 5.7
Page 2
GUIDELINES FOR COMPLETION OF
REPORT ON PROGRESS OF INVESTMENT COST
1. Elements of Project - The elements of the Project as outlined in the Appraisal Report must
be recorded in this column. If it becomes necessary to further sub-divide the
main elements of the project, then the sub-elements should be grouped to facilitate
the determination of the expenditure related to the main elements identified in the
Appraisal Report.
2. Expenditure for this Quarter - The expenditure incurred in the quarter to which the report
relates in respect of each element of the project must be recorded in this column.
3. Cumulative Expenditure to Date - The expenditure incurred in respect of each element of
the project from the commencement of the project to the end of the quarter to which the
report relates must be recorded in this column.
4. Projected Expenditure for Quarter - An estimate of the expenditure to be incurred in each
of the next three quarters must be recorded in the columns 41, 42, and 43.
5. Estimate of Expenditure to complete Project - This column should be completed only in
respect of those elements of the project, construction/installation of which stretches beyond
three quarters from the end of the quarter to which the report relates. Where a project
extends over more than one year - four quarters - an estimate of the expenditure to be
incurred in the period subsequent to the year must be recorded in this column.
6. Latest Estimate of Expenditure - The amounts to be recorded in this column should be
derived by adding columns 3, 4123, and 5. The amounts recorded in this column should be
the best estimate of expenditure to be incurred in respect of each element of the project.
These amounts may be less or greater than the appraised expenditure.
7. Project Estimates as per Appraisal Report - The estimate of expenditure to be incurred in
respect of each element of the project, as outlined in the Appraisal Report, must be
recorded in this column.
8. Variance - The difference between columns 6 and 7 must be recorded in this column.
Where the amount in column 6 is less than that in column 7, a favourable variance results.
An adverse variance results where the amount in column 6 is greater than that in column 7.
9. Comments - An explanation should be given for each variance which is more than 10% of
the project estimates as per Appraisal Report.
APPENDIX 6.1
EXCLUDED ACTIVITIES
GOBZ shall not finance, with the proceeds of the Loan, any activity involving:
(a) ammunition and weapons, military/police equipment or infrastructure. Includes explosives
and sporting weapons;
(b) projects which result in limiting people’s individual rights and freedom, or violation of
human rights, as per EIB’s Statement of Environmental and Social Principles and
Standards, in particular 6, 46 and 47;
(c) projects unacceptable in environmental and social terms, such as projects in protected
areas, critical habitats and heritage sites or without adequate compensation / mitigation, as
per EIB’s Statement of Environmental and Social Principles and Standards, in
particular 58, 71 and 72;
(d) ethically or morally controversial projects, such as sex trade and related infrastructure,
services and media, animal testing, gambling and related equipment, hotels with in-house
casinos or tobacco;
(e) activities prohibited by national legislation (only where such legislation exists); and
(f) projects with a political or religious content.
APPENDIX 6.2
FORM OF PROJECT COMPLETION REPORT
1. Dispatch of information: designation of the person responsible:
The information below has to be sent to CDB under the responsibility of:
Company Contact person Title Function/Department Address Phone Fax Email
The above-mentioned contact person(s) is (are) the responsible contact(s) for the time being.
GOBZ shall inform CDB immediately in case of any change.
2. Information on the end of works and first 12 (twelve) months of operation:
GOBZ shall deliver to CDB a completion report with the following information on project
completion and initial operation after a year of the commissioning of the Project:
(a) a brief description of the technical characteristics of the Project as completed, explaining
the reasons for any significant change;
(b) the date of completion of each of the main Project’s components, explaining the reasons
for any possible delay;
(c) the final cost of the Project, explaining the reasons for any possible cost increases vs. initial
budgeted cost;
(d) the number of new jobs created by the Project: both jobs during implementation and
permanent new jobs created;
(e) a description of any major issue with impact on the environment;
(f) description of the Climate Action and/or CC resilience (adaptation) aspects of the Project
and their implementation and level of success in operation to date.
(g) update on the Project’s demand or usage and comments;
(h) any significant issue that has occurred and any significant risk that may affect the Project’s
operation; and
(i) any legal action concerning the Project that may be ongoing.
FIGURE 2.1
MAP OF BELIZE SHOWING PROJECT LOCATION
Project Location
Source: http://www.lib.utexas.edu/maps/belize.html
FIG
UR
E 2
.2
PROJECT LOCATION
Source: Google Earth
