SCCD: G .G.

AFRICAN DEVELOPMENT FUND Language: English Original: French

DEMOCRATIC REPUBLIC OF CONGO

NSELE-LUFIMI AND KWANGO-KENGE ROADS REHABILITATION PROJECT

APPRAISAL REPORT

INFRASTRUCTURE DEPARTMENT OCIN CENTRAL AND WEST REGIONS SEPTEMBER 2005

TABLE OF CONTENTS Page PROJECT BRIEF, CURRENCY AND MEASURES, LIS TOF ABREVIATIONS, (i-ix) LIST OF TABLES, LIST OF ANNEXES, PROJET LOGICAL FRAMEWORK, EXECUTIVE SUMMARY

1 ORIGIN AND HISTORY OF THE PROJECT 1 2. THE TRANSPORT SECTOR 2 2.1 Generalities 2

2.2 Overview of the transport sector 2 2.3 Transport policy, planning and coordination 4

3. THE ROAD SUB-SECTOR 5 3.1 The Road Network 5 3.2 The Vehicle Fleet and Road Traffic 6 3.3 The Road Transport Industry 6 3.4 Road Engineering and Construction Industry 6 3.5 Road Network Administration and Staff Training 7 3.6 Road Maintenance 8 3.7 Road Sub-Sector Financing 8 4. THE PROJECT 9 4.1 Project Design and Rationale 9 4.2 Project Impact Area and Beneficiaries 11 4.3 Strategic Context 12 4.4 Project Objectives 12 4.5 Project Description 12 4.6 Environmental Impact 15

4.7 Project Costs 16 4.8 Sources of Financing and Expenditure Schedule 17 5. PROJECT IMPLEMENTATION 18 5.1 Executing Agency 18 5.2 Institutional Arrangements 19 5.3 Proposed Supervision and Implementation Schedule 19 5.4 Goods, Works and Services Procurement Arrangements 20 5.5 Disbursement Arrangements 22 5.6 Monitoring and Evaluation 22 5.7 Financial and Audit Reports 23 5.8 Aid Coordination 23 6. PROJECT SUSTAINABILITY AND RISKS 24 6.1 Recurrent Costs 24 6.2 Project Sustainability 24 6.3 Critical Risks and Mitigating Measures 24 7. PROJECT BENEFITS 25 7.1 Economic Analysis 25 7.2 Social Impact Analysis 25 7.3 Sensitivity analysis 27 8. CONCLUSIONS AND RECOMMENDATIONS 27 8.1 Conclusions 27

8.2 Recommendations 27 This report was prepared by Mr. M. SOUARE, Civil Engineer (Ext. 36 22), Mr L. JOOTTUN, Environmentalist (Ext. 2256) and Mrs. N. SENOU, Transport Economist (Ext. 26 32), following their appraisal mission to DRC in September 2005. Further information may be obtained from: Mr A. KIES, Division Manager (Ext. 2282), Mr. G. MBESHERUBUSA, Director (Ext. 2034).

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AFRICAN DEVELOPMENT FUND

ATR-TUNIS B.P. 323 – 1002 TUNIS Belvédère

Tel.: (216) 71 10 20 34 Fax.: (216) 71 33 26 95

PROJECT BRIEF

Date: September 2005

The information given hereunder is meant to provide some guidance to suppliers, contractors, consultants and any other persons interested in the procurement of goods and services for projects approved by the Boards of Directors of the Bank Group. More detailed information may be obtained from the Executing Agency of the donnee. 1. COUNTRY AND PROJECT TITLE : Democratic Republic of Congo (DRC): Nsele-

Lufimi and Kwango-Kenge Roads Rehabilitation Project

2. LOCATION : Kinshasa, Bandundu, West Kasai and East Kasai

Provinces 3. DONNEE : Democratic Republic of Congo (DRC) 4. EXECUTING AGENCY : Ministry of Public Works and Infrastructure

(MTPI) through the Infrastructure Unit (CI) 71, Avenue du Roi Baudouin, Kinshasa - DRC 5. PROJET DESCRIPTION : The project consists of the following four (4)

components:

A - Road works and their supervision covering: (a.1) Lot n°1: Rehabilitation of the Nsele-Lufimi Road (94.58 km) ;

(a.2) Lot n°2: Rehabilitation of the Kwango-Kenge Road (72.8 km) and upgrading of existing feeder roads (140 km), as well as environmental protection works;

(a.3) Control and Supervision of Works in lot n° 1; (a.4) Control and Supervision of Works in lot n° 2;

B - Institutional Support;

C - Loange-Mbuji Mayi road (601 km) upgrading study; and D - Audit of project accounts. 6. TOTAL COST (net of taxes and customs duties) : UA 58.28 million i) In Foreign exchange : UA 45.56 million ii) In Local currency : UA 12.72 million 7. BANK GROUP GRANT ADF (African Development Fund) : UA 52.45 million

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8. OTHER SOURCES OF FINANCING Congolese Government : UA 5.83 million 9. DATE OF APPROVAL OF ADF GRANT : December 2005 10 ESTIMATED PROJECT COMMENCEMENT DATE : February 2006 11. PROJECT DURATION : 35 months 12. PROCUREMENT OF GOODS AND WORKS :

Goods shall be procured through local shopping at the national level (ii) Works shall be procured through international competitive bidding, preceded by

pre-selection of firms for: • Lot 1 - Nsele-Lufimi Road rehabilitation works; and • Lot 2 – Project for the Rehabilitation of the Kwango-Kenge Road and repair of the

connected feeder roads

13. CONSULTANCY SERVICES REQUIRED : Consultancy services will be contracted through competition on the basis of a short-list:

A) of consultancy firms for: (a.1) the control and supervision of road construction

works, preceded by a pre-selection; (a.2) Technical Assistance; (a.3) Loange-Mbuji Mayi road improvement study, preceded by a pre-selection; a.4) Training;

B) NGOs for public awareness campaigns; and C) Audit Firms to audit the project accounts.

14. ENVIRONMENTAL CATEGORY: 2 1 UA = 1 SDR

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CURRENCY AND MEASURES

Currency Equivalents (September 2005)

1 UA = US$ 1.45984 US$ 1 = UA 0.68500658 1 UA = Euro 1.19678 Euro 1 = UA 0.83557546 1 UA = CDF 740.341 CDF 1 = UA 0.001351

Weights and Measures: Metric System

Fiscal Year : 1st January - 31 December

ACRONYMS AND ABBREVIATIONS ADF = African Development Fund BCECO = Central Coordination Office CDF = Congolese Franc CE = Environmental Unit CI /IU = Infrastructure Unit CLER = Local Road Maintenance Committee) CSP = Country Strategy Paper DFID = Department for International Development DRC = Democratic Republic of Congo DVDA = Direction des voies de desserte agricole (Agricultural Feeder Roads Department) EDF = European Development Fund ESIA = Environmental and Social Impact Assessment EU = European Union FE = Foreign Exchange FER = Road Maintenance Fund GDP = Gross Domestic Product GVT = Government ICB = International Competitive Bidding LC = Local Currency MDC = Control Mission MDR = Ministry of Rural Development MOD = Delegating Contracting Authority MTPI = Ministry of Works and Infrastructure NGO = Non-Governmental Organisation NOT = Net of Taxes ONATRA = National Transport Authority OR = Roads Authority OVD = Road Network and Drainage Authority PARSAR = (Agricultural and Rural Sector Rehabilitation Support Programme) PGES/ESMP = Environmental and Social Management Plan PIA = Project Impact Area PMPTR = Minimum Partnership Programme for Transition and Recovery) PRSP = Poverty Reduction Strategy Paper RN = National Trunk Roads RSP = Rehabilitation Support Programme SME = Small and Medium-sized Enterprises SNCC = Congolese National Railways Corporation) STI = Sexually Transmissible Infections TD = Tender documents TMJA / AADT = Annual Average Daily Traffic UA = Unit of Account US$ = United States Dollar USA = United States of America V/pd = Vehicles per Day VOC = Vehicles Operating Ccosts

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LIST OF TABLES N° Title 2.1 Financing requirements in the transport sector for the 2004-2007 period 3.1 PMPTR road component financing 4.1 Summary of Project Costs per Component 4.2 Summary of Cost Estimates per Category of Project Expenditure 4.3 Project financing sources 4.4 Expenditure Schedule per component 4.5 Expenditure Schedule per source of financing 5.1 Proposed Project Implementation Schedule 5.2 Proposed Project Supervision Schedule 5.3 Goods, Works and Services Procurement Arrangements LIST OF ANNEXS N° Title Number of pages 1 Country Map and Project Impact Area 1 2 Organisational Chart of the Ministry of Works and Infrastructure 1 3 Breakdown of Categories of Expenditure per Sources of Financing 1 4 Summary Environmental and Social Management Plan (ESMP) 4 5 Project Implementation Schedule 1 6 Terms of reference for technical assistance 1 7 Training Programme 1 8 Terms of reference for Loange-Mbuji Mayi Road Rehabilitation Study 2 9 Summary economic analysis 4 10 Bank Group operations in DRC 1 11 Project Implementation Schedule 1 12 List of Project Implementation Documents 1

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DEMOCRATIC REPUBLIC OF CONGO

Nsele-Lufimi and Kwango-Kenge Roads Rehabilitation Project Logical Project Framework

Starting Date February 2006 Completion Date December 2008 Design Team Messrs. M. SOUARE, ONIN.3; L. JOOTTUN, ONIN and Mrs. N. SENOU, ONIN.3

HIERARCHY OF OBJECTIVES

EXPECTED RESULTS per sector and per corresponding theme

IMPACT / Beneficiary

PERFORMANCE INDICATORS Source and Method

TARGET INDICATORS AND SCHEDULE

ASSUMPTIONS AND RISKS

III LONG-TERM IMPACTS

SECTORAL OBJECTIVES

1. Contribute to opening up the DRC from the internal and external standpoints by re-establishing access to the main urban centres, densely populated areas, major economic activity centres and countries of the sub-region.

1. Major trunk roads reopened

National territory of DRC

Rate of serviceable national roads

Source : - Ministry of Works and Infrastructure (MTPI)

Methods : PMPTR Implementation Reports

- Increase the contribution of the sector to GDP, from 3.2% in 2003 to 6.5% by 2015

- Increase the road network in good condition from 17% in 2004 to 27% by 2015

Political and social situation appeased

II MEDIUM-TERM ACCOMPLISHMENTS

PROJECT OBJECTIVES 1. Open up the Bandundu, West Kasaï and East Kasaï provinces as well as the City-Province of Kinshasa and improve the living conditions of the populations

2.Build the technical and operational capacities of structures in charge of the road sub-sector

3. Determine the optimal solution for the improvement of the « Loange -Mbuji Mayi » road.

1. Roads on National Highway 1 between Matadi and Loange are rehabilitated and connected feeder roads are improved

2. Technical and operational capacities of structures in charge of the road sub-sector are strengthened

3. Optimal solution relative to the « Loange -Mbuji Mayi » road adopted

1. Bandundu, West Kasaï, East Kasaï and Kinshasa provinces

2. MTPI and MP 3. West Kasaï and East Kasaï provinces

1. *Roads in good condition in NH1 * Travel time on NH1, between Matadi and Loange , 2. Improve MTPI’s intervention quality

Sources : MTPI

Methods : Report prepared, surveys conducted

3. Number of technical solutions compared in the study

1. - 1082,38 km of rehabilitated roads in 2008 ; - Roads in good condition increase from 17% in 2005 to 23% in 2008 ; - Health conditions improved in 2008 through the upgrading of spaces for potable water points; - Travel time : Trip length reduced from 9 hours in 2005 to 2 hours in 2008 on the Kwango-Kenge road and from 2 hours in 2005 to 1 hour in 2008 between Nsele and Lufimi ; - Transport availability increased by about 15% in 2008 ; Agricultural production losses reduced from 30% in 2005 to 20% in 2008 2. 20% reduction of MTPI records processing time in 2008

Sources : MTPI

Methods : Reports and survey prepared

3. Three (3) solutions compared in the study

- PMPTR priority investment programme pursued -. FER put into service - Mobilisation of counterpart funds

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I - SHORT-TERM ACCOMPLISHMENTS

ACTIVITIES AND INPUTS

1) Road works covering: the rehabilitation / reconstruction of Kwango–Kenge roads (72.8 km) and Pont Nséle-Lufimi roads (94.6 km), the improvement of feeder roads (about 140 km) ; and the monitoring and supervision of works including the organisation of seminars to sensitise the populations ; 2) Technical Assistance within Infrastructure Unit ; 3) Computer and office automation equipment 4) Loange – Mbuji Mayi road improvement studies (601 km) ; 5) Audit the project accounts

1. – NH1 has good asphalt concrete roads between Pont Nsele and Lufimi and between Kwango and Kenge -. Socioeconomic infrastructure (connected feeder roads, protection of markets, schools) along the roads are improved or rehabilitated. – The population of the Project Impact Area is sensitised in matters relative to environmental protection, road security problems, water-borne diseases (diarrhoea, malaria), STI and HIV-AIDS 2. Strengthened project management

3 Equipment delivered to the Infrastructure Unit

4. Complete studies on the Loange-Mbuji Mayi are available

5. The project accounts are audited

1. Population of the PIA 2. MTPI Infrastructure Unit 3. Infrastructure Unit

4. West Kasaï and East Kasaï Provinces

1. * Roads rehabilitated, socio-economic infrastructure improved or upgraded; * Related rehabilitation works done ; * number of persons sensitised about road security, environmental management and protection, the fight against water-borne diseases and HIV/AIDS 2. Number of computer and office automation equipment installed ; Number of persons trained ; socio-economic surveys in the programme area carried out. 3. Number and type of design documents produced 4. Number of audit reports produced

1 - In 2008 : (i) 94.5 km of Nsele- Lufimi road rehabilitated and 72.8 Km of Kwango-Kenge road rehabilitated and protected ; (ii) related improvements made, namely : - 140 km of connected feeder roads rehabilitated ; the spaces of seven (7) potable water points and 7 rural markets developed – fences of 6 schools built – trees planted at the entrance and exit of 36 surrounding villages, - about thirty stalls, stands and warehouses reconstructed in solid materials. 2 – In 2007, computer equipment (five (5) computer and office automation kits provided to the infrastructure unit, - In 2008, 63 officials rained in DRC and 22 trained abroad ;- - About 15 000 persons sensitised and 3 surveys on the monitoring-evaluation of project impacts conducted 3 Tender documents, final design (technical, geotechnical, hydrological) an ESIA, an economic study produced for the Loange-Mbuji Mayi road in 2008 4. Three audit reports produced

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EXECUTIVE SUMMARY

1. Origin and History of the Project 1.1. In its Minimum Partnership Programme for Transition and Recovery (PMPTR) covering the 2004–2007 period, the Government of the Democratic Republic of Congo (DRC) gives pride of place to the reopening of the major trunk roads. To that effect, the Ministry of Works and Infrastructure intends to restore the quality of service and the practicability of a priority road network comprising 10,200 km of national roads. This stretch of road was defined as the minimum network to back-up economic growth, and its improvement was based on the resources that could be generated to finance its maintenance. Efforts to fund the reopening of the main road system will be pursued through the assistance of the community of partners, in order to achieve the 15 871 km-long defined priority network, in the long term. At the same time, and in order to ensure the sustainable development of the sector, this programme is combined with institutional and organisational reforms. 1.2 The priorities of the road programme include the rehabilitation of the Nsele–Lufimi and Kwango–Kenge roads, situated on National Highway 1 (RN1). These roads link Kinshasa to the Provinces of Bandundu, West Kasai and East Kasai which are among the country’s major breadbaskets. Their rehabilitation will bolster the actions undertaken by donors, particularly the World Bank and European Development Fund (EDF). The latter intervenes on the same corridor which constitutes the only gateway to the sea and the provinces. Preliminary design studies on the Nsele–Lufimi and Kwango-Kenge roads were conducted in 2004, within the framework of the multi-sector emergency project for rehabilitation and reconstruction, funded by the World Bank. The final design was carried out in 2005 with European Union and Congolese Government funding. These studies underscored the viability of the upgrading works and recommended that the road be rehabilitated with an asphalt concrete surface, to ensure the uniformity of road standards on NH1, with a view to facilitating its future maintenance. The improvement of feeder roads linked to the Kwango-Kenge road will provide the rural populations of the project impact area with the possibility to transport their agricultural products to the main road under good conditions. 1.3 After the identification mission undertaken in July 2004, the Government submitted a request relating to the project in November of the same year. A preparation mission was organised in July/August 2005, followed by the appraisal mission in September 2005. All these missions met with the various partners, locally elected representatives, the civil society and populations of the project impact area and recognized the merits of the project as well as the Congolese Authorities’ commitment to do everything possible to implement it and ensure its sustainability. 1.4 This report was prepared on the basis of socio-economic feasibility studies, preliminary design (PDS) and final design studies (FDS) on the Nsele – Lufimi and Kwango- Kenge roads rehabilitation, as well as the outcomes of the study on the feeder roads connected to the Kwango–Kenge road, undertaken by the department in charge of farm roads roads. 2. Grant Proposal The proposed ADF grant concerns a maximum amount of UA 52.45 million, representing 90% of the total cost, net of taxes and customs duties relating to the project. It will cover the entire foreign exchange cost and 54.17% of the local currency cost of the project.

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3. Project Objectives The project will seek to achieve the sectoral objective, which consists in contributing to relieving the isolation of DRC both internally and externally, by re-establishing access to the major urban centres, densely populated areas, major economic activity centres and countries of the sub-region. The specific objective sought is to: (i) open up the Bandundu, West Kasai and East Kasai Provinces as well as the City-Province of Kinshasa and improve the populations’ living conditions; (ii) build the technical and operational capacities of structures in charge of the road sub-sector; and (iii) determine the optimal solution for the improvement of the Loange-Mbuji Mayi road. 4. Project Outputs To achieve the above-mentioned objectives, the project is expected to generate the following outputs: (i) 94.58 km of rehabilitated roads, between Nsele and Lufimi (94.6 km), 72.8 km of rehabilitated road from Kwango to Kenge; and (ii) development of community infrastructure (140 km of improved feeder roads, developed spaces for seven (7) drinking water supply points and 7 rural markets, fences of 6 schools built, about thirty stalls and warehouses reconstructed); (iii) about 15,000 people sensitised about problems relating to road security, environmental protection, the fight against water-borne diseases (diarrhoea, malaria), STIs and HIV/AIDS; (iv) 90 senior officials trained in procurement, contractorship, project site supervision techniques and environmental management, transport project accounting and road investment programming; (v) computer and office automation equipment acquired; (vi) complete survey reports and bidding documents for the Loange-Mbuji Mayi road (601 km) improvement works produced; and (vii) audit of project accounts conducted. 5. Project Cost The project cost estimate, net of taxes, is US$ 85.08 million, i.e. UA 58.28 million, comprising US$ 66.53 million (i.e. UA 45.56 million) in foreign exchange and US$ 18.55 million (i.e. UA 12.72 million) in local currency. 6. Sources of Financing The project will be financed by the ADF and the Government. ADF’s contribution will be in the form of a grant, to the tune of UA 52.45 million, made up of UA 45.56 million in foreign exchange and UA 6.89 million in local currency. The ADF financing will not exceed UA 52.45 million, representing 90% of the total project cost, net of taxes, while the local contribution will be 10% of the project cost. Technical assistance, training, equipment, the sensitisation of the population and project accounts auditing will be fully financed by the ADF. The works and their supervision as well as the Loange-Mbuji Mayi road improvement study will be co-financed by ADF and the Government. 7. Project Implementation The project Implementing Agency will be the Ministry of Public Works and Infrastructure (MTPI) through the Infrastructure Unit (IU). The IU, composed of 16 experts of various specialities, is operational. It is currently engaged in the implementation of several road projects financed by various donors, namely the World Bank, European Development Fund and the Department for International Development.

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8. Conclusions and Recommendations 8.1 Conclusions 8.1.1 The project was the subject of comprehensive studies which took into account the specific conditions in the field and the populations’ concerns. The technical solution adopted took on board the lessons drawn from past accomplishments in the transport sector. The project outcome will contribute to reopening NH1, the country’s gateway to the sea, improving the conditions of goods and services transportation and poverty reduction. At the institutional level, the project outcome will strengthen the capacities of structures in charge of the road sub-sector to fulfil their mission in matters of contractorship, programming, project monitoring and coordination as well as environmental management. 8.1.2 The project is technically feasible. It is in keeping with the RBCSP and PRSP for the Democratic Republic of Congo. It is environmentally sustainable and economically viable and generates an economic rate of return of 22%. 8.2 Recommendations In view of the foregoing, it is recommended that an ADF grant not exceeding UA 52.45 million be awarded to the Democratic Republic of Congo, for the implementation of the project as described in this report, subject to the fulfilment by the Recipient, of the conditions mentioned in the Agreement.

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1 ORIGIN AND HISTORY OF THE PROJECT 1.1 The Democratic Republic of Congo (DRC) is progressively emerging from a decade of political instability. At the socio-political level, it is worth noting that since the Lusaka accords concluded in 2002 between the different parties to the conflict, peace is gradually restored and efforts to reunify the country are yielding fruits. A Government of national unity was formed on 30 June 2003. An International Committee to follow the transition through was instituted, pursuant to the Global and All-Inclusive Agreement, to maintain the active role of the international community in the pacification process. 1.2 Key donors intervening in the country before the 1990s, resumed their activities after interrupting them for over ten years. In fact, many emergency intervention programmes have been implemented since 2002 : i) The multi-sectoral emergency reconstruction and rehabilitation programme, financed by the World Bank ; ii) the emergency project in support of economic and social reunification for eastern DRC, also funded by the World Bank ; ii) the road rehabilitation support project, financed by the European Union (EU) ; and iv) the emergency multi-sectoral project for the rehabilitation of social infrastructure, financed by the African Development Fund (ADF). 1.3 To ensure the consistency of these interventions, the meeting of the Advisory Group for DRC, held in Paris in December 2003, encouraged and assisted the Government to prepare a global strategic framework of all interventions outside the country. Thus, the Government of national unity initiated the Minimum Partnership Programme for Transition and Revival (PMPTR) in 2003. This programme currently represents the consolidated Government-Donors partnership meant to back-up the transition and economic revival. It hinges on the following four major strategic axes: (i) ensure political stability and security; (ii) accelerate economic growth on an equitable basis; (iii) improve governance and strengthen the institutions; and (iv) mitigate the social crisis and find a solution to it. The total cost of the PMPTR is estimated at US$ 7.13 billion, about 17.67% of which are earmarked for the transport sector. To date, 83% of the PMPTR financing has been secured, and its rate of implementation is about 25%. Additional information is provided in paragraph 2.3.4 devoted to its transport component. 1.4 Following the Bank’s general identification mission to DRC in June 2003, another visit focused specifically on the transport sector was undertaken in July 2004. During the latter, this draft was identified. A mission entrusted with the preparation of the project was organised in July 2005 and appraised in September 2005. 1.5 This road project fits into the PMPTR directions. It is in line with the priorities stated in the DRC’s Poverty Reduction Strategy Paper (PRSP) and the Bank’s Country Strategy Paper (CSP) for the 2005-2007 period. It refers to pillar n° I of the Bank’s CSP for DRC, which lays emphasis on road infrastructure rehabilitation to open up agricultural zones and improve access to social centres. 1.6 Complete studies of the project roads were financed by the World Bank and European Development Fund (EDF) and implemented in 2004-2005. The institutional support to be provided to the project is an outcome of the study on institutional reforms and the capacity building needs of the Ministry of Works and Infrastructure (MTPI), undertaken in 2005 with the financial backing of the Department for International Development (DFID) These studies and the results of various missions served as a bass for the preparation of this report.

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2. THE TRANSPORT SECTOR 2.1 General The transport system in DRC consists of various modes of transportation, namely road, rail, inland water transport (river/lake) maritime and air. It should thus be capable of assuming its role as the driving force of the national economy. However, the absence of international financing programmes for over a decade and the fact that no national resources have been earmarked for the maintenance of the transport infrastructure led to the collapse of the entire transport network and a break-down of the transportation system’s logistic chain. This situation has made it expensive, and even perilous, to convey products to distribution, thus creating regular food product shortages in cities, particularly Kinshasa. Subsequently, the contribution of transport services to GDP fell by half, from 6.5% during the 1976-1982 period to 3.2% in 1992-2003. As a result of the country’s immensity (2.4 million km2), and in view of its post-conflict situation, it has become vital to improve the transport system and thus revive economic growth, accessibility to basic social services, security and national cohesion. 2.2 Overview of the Transport Sector Road transport 2.2.1 Road transport in DRC is among the key modes of transport of goods and persons. It intervenes both upstream and downstream of agricultural and industrial production. Road transport services comprise a road network of 152,400 km and 212,500 vehicles on the road, whose poor operational capacity is due to their ageing. The defective operation of road transport services is due to the deteriorating state of the road network and the poor mechanical condition of the vehicle fleet. 2.2.2 Road transport accounts for about 50% of agricultural products transported for marketing purposes. The volume of tonnage carried depends, to a great extent, on the quality of the road network. Thus, the low level of service on the project roads penalises the economic activity, particularly agriculture, because of the ensuing conveyance difficulties and harvest losses. The distances covered are about 1 000 kilometres and travel time lasts up to 14 days, with a reduction of trips by road and a direct impact on the full-line supplies to cities. Railways 2.2.3 Railway transport is also a major mode of transportation in DRC, buttressed by a 5 033 km long network, 858 km of which are electrified. This network is composed of four (4) main lines, which are not interconnected, servicing the country’s different zones of socio-economic activity. Three structures are entrusted with the management of these lines: ‘Société nationale des chemins de fer du Congo (National Railways Corporation of Congo –SNCC), ‘Office national des transports’ (National Transport Authority- (ONATRA) and ‘Chemins de fer des Ueles’ (Ueles Railways). In 2004 the rail network accounted for the transportation of about 800 000 tons of products, notably mining, and close to 1.7 million passengers. Rail transport is however thwarted by its obsolete infrastructure (which is over 50 years old) and insufficient equipment. This situation reduces transit speed from 50 km/h to 12 km/h and impedes the adequate rotation of the rolling stock.

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2.2.4 To improve the operation of infrastructure, the Government intends to rehabilitate the country’s main rail lines within the framework of the PMPTR, by giving priority to the SNCC network, with a view to sustaining the revival of mining and industrial activities of the Southern region. The Government also intends to entrust the management of SNCC facilities to a private operator. Besides, it envisages an interconnection of the country’s railway lines, in the long term. Waterways 2.2.5 The DRC has a network of navigable waterways of about 16 000 km on the River Congo, its tributaries and the lakes (Tanganyika, Maïdombe and Kivu) and about forty inland ports. At the institutional level, two structures intervene in the inland waterway transport sector, namely ONATRA which operates seven major inland ports and the ‘Régie des voies fluviales’ (Water Routes Authority) entrusted with the management, buoying and dredging of rivers and reaches. The inland water transport sector is operated by the private sector. Water transport, which is still deficient, conveys about 4000 tons, 52% of which consist in food stuffs and various products. 2.2.6 Despite the reopening of the main river links, there are still constraints both at the level of rivers and inland ports. These constraints relate particularly to the old age and insufficiency of port infrastructure and equipment (buoys and dredges) and the inappropriateness of the statutory instruments regulating private sector intervention. To improve the performance of inland waterway transport, the Government’s strategy seeks to institute a fund for the maintenance of navigable waterways, intensify buoying and dredging operations at the level of entrance channels and promote the private sector. Maritime transport 2.2.7 The operation of the maritime sub-sector relies on three main ports (Matadi, Boma and Banana) situated in the maritime reach. At the institutional level, three statutory bodies intervene in the maritime transport sector: ONATRA which deals with the coordination of port operations, the ‘Office de gestion du fret maritime’ (Maritime cargo management authority) which ensures the fluidity of maritime traffic and ‘la Régie des voies maritimes’ (the Seaway Authority), in charge of the maintenance and buoying of the port’s access channel. Most of DRC’s merchant shipping (95%) goes through Matadi port. It is the focal point of the country’s trading activities, by sea, with a global traffic level of 1.65 million tons in 2004. However, most of the port infrastructure is in a poor state due to the obsolescence of port facilities and transmission equipment, as well as the insufficient safety equipment (night marking). The medium-term objective of ongoing reforms is to create: (i) an autonomous entity which regroups the Matadi, Boma and Banana ports; and ii) an inland navigation authority. Air Transport 2.2.8 DRC has about a hundred airports and aerodromes open to public traffic. Fifty-one (51) airports, including (5) international (Kinshasa, Lubumbashi, Kisangani, Goma and Gbadolité), are managed by the ‘Régie des voies aériennes’ (Airways authority). The latter is in charge of developing, maintaining and operating the airports and ensuring air navigation safety. The other public aerodromes fall under the purview of the Civil Aviation Department whose key mission is to ensure that operators comply with security standards and air transport regularity. Besides, the High Civil Aviation Council acts as an advisory body in the implementation of the general civil aviation policy. In 2004, over 670 000 passengers flowed through the five international airports, while cargo traffic was estimated at 120 000 tons.

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2.2.9 Air transport constraints relate to the obsolescence of airport facilities, air navigation equipment and aircrafts which cause frequent accidents at the domestic level. Within the framework of reforms, the Government intends: a) at the physical level, to improve air transport safety, modernize air navigation aid equipment, rehabilitate and strengthen basic meteorological infrastructure and equipment, in order to prevent the recurrence of disasters; and b) at the institutional level, refocus the missions of public structures in charge of this sub-sector. 2.3 Transport Policy, Planning and Coordination 2.3.1 The transport sector is confronted with shortcomings due, in particular, to the insufficiency and poor condition of transport infrastructure as well as the unsuitability of the institutional and regulatory framework. One of the Government’s key concerns is to create conditions conducive for sustainable economic growth and poverty reduction. The decisive role of the transport sector in the achievement of this goal is reaffirmed in the transport sector policy defined in the Minimum Partnership Programme for transition and revival (PMPTR). 2.3.2 The said policy seeks to progressively eliminate the weaknesses and physical and institutional malfunctioning of the transport sector. Its short and medium term target is the reactivation of the sector, expected to support the other sectors of the economy, by providing them with appropriate infrastructure and services, and promoting trade and the movement of persons and goods. In the long term, the transport sector is expected to contribute notably to : (i) the integration of the country’s economic entities, through the rehabilitation and interconnection of the transport network ; (ii) guaranteeing the optimal conditions for the security of the network’s operations by complying with the international standards in force; (iii) satisfying the populations’ transport needs at competitive prices, and the enhanced involvement of the private sector; and iv) promoting regional integration. 2.3.3 At present, the following ministries are responsible for the management of the transport sector: i) the Ministry of Transport and Communications (MTC) in charge of regulating and coordinating the sector; (ii) the Ministry of Works and Infrastructure (MTPI) responsible for the management of the national road network, including urban roads; and iii) the Ministry of Rural Development (MDR) which is entrusted with the management of feeder roads. Besides, the Ministries of Planning and Finance are in charge of programming and making available the public investment financing of the transport sector, notably that of the road sub-sector. The current circuit is handicapped not only by the numerous interveners but especially by insufficient, if not difficult coordination. The Government is aware of these shortcomings and has initiated a study, with World Bank financing, to provide the country with an institutional and legal transport framework adapted to the socio-economic environment. This framework should specify the role and attributions of each of the interveners. 2.3.4 The Government’s strategies in the sector, as defined in the Minimum Partnership Programme for Transition and Revival (PMPTR) are based on three axis : i) the reopening of the main transport routes and the institution of financing mechanisms for their maintenance ; ii) the improvement of road safety; and iii) the improvement of the institutional framework through reforms. The Government, on the one hand, embarked on reforms, and on the other, undertook to invest about US$ 1.188 in this sector, during the 2004-2007 period, with the backing of technical and financial partners. 76.50% of this amount will be devoted to the road sub-sector. Table 2.1 below presents the financing requirements in the transport sector.

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Table 2.1 Financing requirements in the transport sector for the 2004 –2007 period

(in millions of US$) Sub-sectors Amount % of total

Road Maritime Air Railways River Meteorological Studies, and reforms support

909.00 67.00 62.00 93.00 26.00 6.00

25.00

76.52 5.64 5.22 7.83 2.19 0.51 2.10

Overall financing requirements 1,188.00 100 2.3.5 Donors’ contribution to the road sub-sector is itemized in table 3.1 of paragraph 3.7.2. As regards the other sectors, the World Bank and Belgian Cooperation funded the studies relative to reforms of structures in charge of the management of the major ports and contribute to the financing for Matadi port rehabilitation. The World Bank also financed studies on the ONATRA and SNCC reforms. It moreover undertook to finance actions meant to improve the airport system’s safety. 3. THE ROAD SUB-SECTOR 3.1 The Road Network 3.1.1 The DRC’s national road network is estimated at 152 400 km divided up as follows: 58.385 km of national roads and 86 615 km of local roads. The network’s density is 6.5 km for 100 km² against an African average of 4.2 km for 100 km². Only 5% (2 801 km) of national roads are paved. This paved portion is essentially situated on the Atlantic Ocean- Kinshasa – Lubumbashi – Zambie route (NH1) and in the eastern part of the country. There are 1 965 bridges covering 25 130 m and 187 ferries and floating support units. The country’s urban road system globally covers a stretch of 7 400 km 3.1.2 The continuous degradation of the country’s economic and political situation made it difficult for the Government to regularly upkeep this road heritage over the past decade. Today, the road network is in an extremely dilapidated state, thus making inaccessible almost all the country’s major socio-economic centres. The present state of the network can be summarised as follows: 17% in good condition, 17% in fair condition and 66 % in very poor condition. The interventions in the road sub-sector, programmed in the PMPTR, should find concrete expression in the marked improvement of the state of roads by 2008. Thus, the road network in good condition will increase from 17% to 23% in 2008, i.e. a 7% rise. 3.1.3 To face up to the urgent needs, the Government defined a priority network of 15 871 km, 10 200 of which will be rehabilitated by 2008. This priority network comprises national and provincial roads linking the main socio-political poles and situated in the four cardinal corners of the country. National Highway n°1 (NH1), the country’s only gateway to the sea, is the longest among these routes (about 2 700 km). It links Kinshasa to Matadi Port, in the South-West, and to the country’s second city, Lubumbashi in the South-East.

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3.2 Vehicle Fleet and Traffic The vehicle fleet 3.2.1 An inventory of DRC’s vehicle fleet was last conducted in 1984. In connection with the study on the institution of the Road Maintenance Fund, this fleet was assessed in July 2005. It was revealed that the fleet size in 2005 (excluding two wheelers) is about 212 500 vehicles, 55% of which are cars, 25% buses and minibuses and 20% trucks. About 52.6% of this fleet are concentrated in the capital, Kinshasa. There is need to underscore the massive importation of second-hand vehicles representing over 75% of vehicles on the road. This high proportion of used vehicles contribute, to a large extent, to the quick ageing of the fleet with the resulting increase in the operational costs of vehicles, accidents and pollution. Moreover, fuel consumption (petrol and gas oil) increased from 315 771 m3 in 2000 to 360 797 m3 in 2004, i.e. an average annual increase of 3.4%, which no doubt attests to a growth in the fleet. Traffic 3.2.2 There is no systematic road network traffic census. The traffic counts, undertaken during specific studies, show that the average daily traffic volume varies between 100 and 1000 vehicles/day. The paved roads and inter-State axes carry the greatest volume of traffic which exceeds 1000 vehicles/d. Unpaved and extremely deteriorated roads carry significantly lower traffic, with less than 100 vehicles/day. 3.3 The Road Transport Industry DRC has liberalized its road transport industry. 8% of the global demand is met by the formal sector (public and private) while the remaining 92% are covered by the informal sector. In the urban areas, the intervention of the public sector is limited to the services of the public company ‘City train’ which provides urban transportation services in Kinshasa, with a reduced fleet of 7 buses. As regards inter-city transportation, there are virtually no passenger vehicles. Freight transporting trucks provide inter-city transport services, thus exposing passengers to conditions affecting their safety. The major constraints thwarting the operation of transport services are the poor state of the road network, the absence of road checks and the old age of the vehicle fleet. 3.4 Road Construction Industry 3.4.1 The road construction industry has been non existent in DRC during the past decade. The fabric of small and medium-sized enterprises (SME) involved in public works and civil engineering is being reconstructed. Access to government contracts is subjected to an approval issued after receiving the views of a technical committee of the MTPI. Businesses are classified into four categories, based on the capacity to perform complicated works. Thus, 187 public works and civil engineering firms have been certified and registered in the MTPI records. 3.4.2 The participation of local businesses in road works is still limited since they rarely meet the technical qualification criteria required in the tender documents. To date, fifteen public works enterprises are operational in DRC. Eight of these are international firms and most of the important works are entrusted to them. Local businesses generally carry out sub-contracted works such as bus assembly and the building of small crossing works. Highway engineering and the control and supervision of works are dealt with by foreign research consultants who contract out some of its assignments to fourteen (14) local design engineering firms that have been identified.

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3.4.3 Building the capacities of SME and local design engineering firms is among the priorities of the Government’s policy in the road sub-sector. To that end, a training programme for SME, funded by DFID, has been scheduled within the framework of the PMPTR. 3.5 Road Network Administration and Staff Training 3.5.1 The Ministry of Works and Infrastructure (MTPI) is responsible for the management of national roads as well as the urban road systems ; while the Ministry of Rural Development (MDR) is in charge of local roads and feeder roads. Three structures are entrusted with the management of the road sub-sector : i) the Road Authority (OR) and (ii) Road Network and Drainage Authority (OVD) which fall under the MTPI’s purview, respectively manage national roads and the urban road system; while iii) the Agricultural service roads Department (DVDA) of the MDR administers local and feeder roads. 3.5.2 The infrastructure unit (IU) within the MTPI, is endowed with administrative and financial autonomy. It coordinates all road infrastructure projects, financed from external resources for which it is the delegated contracting authority. In the new institutional plan provided for by the DFID study, the IU will also be in charge of i) planning, programming and budgeting investments and road maintenance ; ii) regulating market operations ; iii) environmental protection; and v) developing the road construction industry. 3.5.3 OR and OVD will act within the framework of a contract, by signing a delegated contracting authority with MTPI. They will operate with a workforce of about 500 professionals (450 at OR and 50 at OVD). However, the said staff will be retrained in contractorship, procurement contract awards, project site supervision technique, network inspection and infrastructure projects programming system. Such training is necessary because the various technical structures around the country have had no activities during the past decade and their mission has been refocused. 3.5.4 The shortage of skilled human resources is an impediment to the new mission entrusted to the technical structures in charge of roads. The Government is aware of this situation and has appealed to various partners to strengthen its institutional capacities and assist it in its programme meant to adapt its workforce to its needs. It prepared a training programme with an estimated cost of US$ 1.3 million, which has already received the contributions of donors, like EDF and World Bank. The latter is financing DVDA capacity building, within the framework of its interventions in the feeder roads. The DFID awaits the financing of the OR and IU staff training in purchasing, project planning and monitoring, to the tune of US$ 470 000. However, these actions are still insufficient in view of the growing number of contracting activities and the sizeable needs in matters of project programming and monitoring. Furthermore, it is envisaged, in this project, to finance an institutional plan including a training component which complements the actions undertaken by EDF, World Bank and DFID. 3.5.5 The building and public works Institute and the University of Kinshasa offer basic training to the public works staff. Each of these two institutions have an average annual training capacity of fifty (50) engineers technicians and architects. The MTPI employees’ Training Centre provides refresher training to the administrative staff, at the rate of 100 technicians per annum. Training activities are also organised for small and medium-sized enterprises (SME) with a view to improving their performances. These activities consist in providing training in high-intensity labour, the financial management of operations and the reskilling of their human resources.

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3.6 Road Maintenance Maintenance of national road and highways 3.6.1 In connection with the implementation of its new policy aimed at perpetuating the road infrastructure and urban road system, the Congolese Government envisages to implement a certain number of measures, after defining the priority network whose maintenance will be entrusted to OR. These measures comprise: (i) privatising the accomplishment of 80% of road maintenance works and limiting to 20% the contracting works carried out by OR; and (ii) instituting a road maintenance fund (RMF). The OR management is being strengthened through equipment, with World Bank financing, to enable it to deal with 20% of road maintenance works which have been assigned to it. The equipment will be managed on the basis of commercial methods; it will be rented both to the OR brigade and to SME with road maintenance contracts. 3.6.2 Due to its state of extreme dilapidation, the Congolese priority road network requires rehabilitation works before any routine or periodic maintenance operations. The routine and periodic maintenance of this network will be progressively undertaken and will cover 4 583 km in 2006 and increase to 10 200 km in 2008. Routine maintenance works will be financed by the second generation road maintenance fund (RMF) which is being instituted and the study of which has just been finalised with World Bank funding. The conclusions of this study are in the pipeline for adoption by the Government and provide for the effective start-up of the RMF in 2006. 3.6.3 According to the study, the RMF will be managed by an advisory committee composed of users’ representatives, the administration and the private sector. The law relative to the creation of the RMF provides that the receipts from the following will be paid directly into its accounts : (i) part of the drawings on the price of fuel and lubricants ; (ii) axle loading charges; and (iii) all contributions meant for road maintenance Paid to it by the State, decentralised regional authorities and Donors, both national and foreign. The Government shall provide ADF with a copy of the law establishing the RMF as well as a copy of the Decree relative to the implementation of this law, by 31 December 20065, at the latest. This is a requirement for the grant. Maintenance of feeder roads 3.6.4 The PMPTR provides for the rehabilitation of 15 000 km of feeder roads. About 5.500 km of these feeder roads have received a financing for their improved, with 1 700 km already developed. The first experiences relative to feeder roads maintenance are encouraging. Actually, the servicing of these feeder roads is undertaken by the beneficiary population through the local road maintenance committee (CLER) set up with the backing of DVDA. They are financed through toll charges drawn from the transportation of goods using these infrastructure. It is worth noting that these tolls are instituted by provincial governorates, in consultation with the populations. The local road maintenance committees already exist in three provinces, including those involved in this project (Lower Congo, Bandundu, West Kasaï and East Kasaï). 3.7 Financing the Road Sub-sector Financing road investments 3.7.1 In connection with the implementation of the PMPTR road component, the DRC intends to reopen 10 200 km of national roads and 15 000 km of rural roads, by 2008. The Government envisages to devote 909 million US dollars to that end, 84.60% of which will be assigned to the national network. This amount will be essentially used to: i) reopen the major

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axial highways included in the priority network ; ii) rehabilitate ferries ; iii) implement institutional measures in the sector; and iv) improve feeder roads. This PMPTR road component will be financed by development partners and the Government. 3.7.2 To date, US$ 326,77 million, i.e. about 36% of requirements have been mobilised. The financing acquired so far emanate from the following donors : (i) the World Bank finances road works in all the country’s provinces ; (ii) the EDF contributes to the financing of road rehabilitation works in the Kinshasa, Bandundu, Equateur, East and North Kivu Provinces; and (iii) the DFID finances periodic road maintenance in Equateur and Eastern Provinces and the MTPI’s technical and operational capacity building (OR and IU staff training). This project, if approved, will increase the global amount of acquired resources to US$ 411.85 million, i.e. 45.31% of the amount. The required additional funds will be mobilised on the basis of the various pledges announced by donors during the 2004 round table discussions and technical meetings, held in 2005, between partners and the Congolese Government. It is worth noting that the fact that the non existence of a study puts a break on donors’ commitment. The table below presents the state of mobilised external resources.

Table 3.1

Financing of the PMPTR road component (in US$ million)

Donor Amount (%) World Bank 251.00 28

EDF 33.77 4 DFID 42.00 5

Total mobilised 326.77 36

Balance to be financed 582.23 64

TOTAL

909

100 Road network maintenance financing 3.7.3 For the past 15 years, road maintenance financing has been limited to a few so-called emergency operations. The annual routine maintenance budget for the entire road network, requested by OR, was about US$10 million, on average, for the past five (5) years. Barely 10% of this budget has been mobilised and used for emergency works. 3.7.4 There are plans to entrust the RMF with the responsibility of fully financing the routine maintenance of a priority network which will expand from 4 583 km in 2006 to 10 200 km in 2008. It is estimated that the financing requirements for the routine maintenance of such a network will grow from US$ 5.1 million in 2006 to US$ 11.4 million in 2008. 3.7.5 To cover these financing requirements, the RMF study recommended the rates to be applied to the fuel and axle loading charges. These rates are estimated at US$ 0.05/litre of fuel and US$ 0.02/litre of gas oil, and are between US$ 250 and 500 per annum, for axle loading charges. The Government should implement the recommendations of the study on the road fund before the end of 2006. This is a requirement for the grant. 4. THE PROJECT 4.1 Project Design and Rationale 4.1.1 The project is structured around four components: i) the Nsele–Lufimi (94.58 km) and Kwango–Kenge (72,8 km) roads rehabilitation works, the improvement and control of the 140 km connected feeder roads as well as the organisation of seminars to sensitise the populations;

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ii) institutional support to MTPI; iii) study on the rehabilitation of the Loange–Mbuji Mayi road on NH1; and iv) the audit of project accounts. All these components will contribute to the realisation of the PMPTR. 4.1.2 The road components of this project complement the ongoing and programmed operations on NH1. To that effect, 536 km out of a 2,700 km stretch of road are being rehabilitated. The World Bank contributes to the rehabilitation of 479 km of roads, between Kenge and Loange while EDF intervenes on 57 km between Lufimi and Kwango. The rehabilitation of the rest of NH1 was delayed by the fact that the requisite studies have so far not been undertaken, despite the interests shown by the other donors. 4.1.3 The project was amply discussed with key stakeholders in the road sub-sector. The participatory approach used during the project identification, preparation and evaluation phases, as well as during the detailed project design, made it possible to validate the options and recommendations during several workshops. This approach also facilitated the adoption of the most economical options, with minor impacts on the environment, while taking on board the concerns of beneficiary populations. Several improvement options were considered (double coating or asphalt concrete surface, cement-stabilised and bituminised rock-chips base layer, etc). The solution adopted consists in having along NH1, a 7m-wide road surface with two 1 m wide shoulders, a sand-gravel and bitumen stabilised base for the Nsele–Lufimi road and a sand-cement base layer for Kwango–Kenge, because of the nature of the soil. The roads will be paved with asphalt concrete, in accordance with the national road standards in DRC. The project also provides for the upgrading of connected feeder roads and the development of spaces for drinking water supply points and rural markets in villages in the vicinity as well as the reconstruction of stalls and warehouses along the main roads. 4.1.4 Since this project is based on studies financed by the World Bank and EDF, it was agreed with the Government that the Bank will finance the studies on the 601 km-long Loange–Mbuji Mayi section, in the prospect of pursuing the development of NH1. Talks are underway between the Government and the European Union within the framework of the 9th EDF, for the financing of the works once the studies are completed. Other donors such as the World Bank and EDF have also been contacted in connection with joint financing needs. 4.1.5 The project also provides backing to the Bank’s ongoing actions in the agricultural sector, at the level of the Bandundu, West and East Kasai Provinces. In fact, the agricultural and rural sector rehabilitation support project (PARSAR) seeks to enhance food security and reactivate agricultural production in Lower Congo and Bandundu. The PARSAR provides for the possibility to supply improved seeds and quality food-crop seedlings to farmers in order to enhance production in these provinces. The highways and connected feeder roads provided for in the project will facilitate the evacuation of the said production. 4.1.6 The project design built on the experience gained from past operations undertaken by the Bank and other funding partners. The key lessons learnt are: i) the need to strengthen the institutional capacities of executing agencies; ii) putting permanent mechanisms in place to deal with recurrent road maintenance costs; and (iii) the availability of the local counterpart funds. Thus, the project includes an «institutional support» component. A second generation road maintenance fund will be created, to ensure the sustainability of the project outcomes and pay for the costs incurred in the routine maintenance of the defined priority network. 4.1.7 The project is consistent with the Bank Group’s intervention strategy in the DRC, which ranks the transport sector among the priorities for the 2005-2007 period. The DRC CSP is in line with the first pillar of the project.

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4.2 Project Impact Area and Beneficiaries Delimitation of the Area 4.2.1 The project impact area (PIA) covers 4 (Kinshasa, Bandundu, West Kasaï and East Kasaï) of the country’s 11 provinces. It extends over a surface area of more than 630,000 km2, i.e. about 27% of that of the country. Its average population density is 39 inhab./km2. Its diversified landscape is composed of plateaux, plains and swamps. The project impact area has a relatively mild climate of the tropical and equatorial type, with variable annual average temperatures of between 16 to 25°. Population and Poverty Profile 4.2.2 The population of the PIA is estimated at 25 million inhabitants (inhab.), i.e. 46.5% of the country’s entire population. With the exception of Kinshasa, which has a high urban population, the rest of the zone is about 80% rural. The proportion of youths among the populations of the PIA is high (about 50% are under 20) while women represent about 51%. 4.2.3 About 80% of the population of the PIA live below the poverty line (with a per capita income of less than a US dollar a day). The rate of access to health services is 26%. Besides, the infant mortality rate, estimated at 150 per 1,000 births, is above the national average (118.7 per 1,000 in 2003). Maternal mortality rate in the rural areas is about 1,800 cases for 100,000 live births. This situation is essentially due to the poor level of health services and problems of accessibility. 4.2.4 About 35.5% of children in the provinces are affected by malnutrition. Furthermore, an average of 27.9% of households in the PIA are close to a water supply point or are within 15 mn walk of a water supply point (against a national average of 21.9%). National health services also registered in surrounding villages: (i) 2,085 cases of bloody diarrhoea in 2004 (with 23 deaths), due to the consumption of water unfit for drinking; (ii) 1.14 million cases of malaria (with 4,500 deaths). AIDS is also raging in the PIA, affecting the 15-49 years age bracket even more. The prevalence rate defined by national health services varies between 2% to 3% (the national average is estimated at 8%). Finally, the net primary school enrolment rate is 40.8%, on average, which is below the national average (50.7%). The average student/teacher ratio is 77.8 students/teacher. Economic Activities

4.2.5 The economy of the project impact area is essentially based on agriculture which occupies more than 80% of its population. The main crops grown in the zone are groundnuts, Niebe (cowpeas), cassava, maize, yam, soya and millet. The PIA is one of the breadbaskets of DRC, and is particularly vital to the capital Kinhasa. Subsistence farming is its key activity and in 2004, the production was estimated at about 19.85 million metric tons, i.e. 37.3% of that of the country. This production depends on the vagaries of the climate, traffic constraints on the feeder roads and main roads, among others. Discussions with the population of the PIA during missions reveal that annual agricultural losses, mainly due to transport constraints, represent about 20 to 30% of the produce. Besides, the products’ transportation cost represents about 50% of the commercialised production value. 4.2.6 Animal breeding is also practiced in the PIA, with about 2.8 million heads of small livestock (goats and pigs) and 8 million fowls. The economic weight of the project impact area is also gauged by its wealth in diversified and valuable natural resources, like diamonds. But the mining potential, which is still exploited through traditional methods, is not sufficiently tapped and promoted. .

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4.2.7 Difficult access is thus the main obstacle to the development of the area. It does not only impede the transportation of products to markets but hinders the populations’ access to basic social services, particularly during the rainy season in the course of which the roads are unserviceable for over six months of the year. The most vulnerable segments of the populations (notably, women and children) are sensitive to the state of transport infrastructure and the effects of endemic poverty. To remedy this situation, the Government intends to make the improvement of the transport infrastructure a priority of its investment programme, supported by the Bank. It is worth noting that the activities scheduled in the road project are expected to consolidate the Bank’s actions in the agriculture sector, whose goal is to boost agricultural production, in order to reduce the food deficit. 4.3 Strategic Context 4.3.1 The Nsele-Lufimi and Kwango–Kenge roads scheduled for rehabilitation as well as the Loange-Mbuji Mayi road to be studied, are sections of NH1. The latter links Matadi to Lubumbashi through Kinshasa. It is the only access route to the sea. This road project is in line with the PRSP of the DRC whose basic objectives, already approved by the Government, are the reopening of the main transport routes in order to revive the country’s economy, fight against precarious living conditions and poverty in DRC. The project will also contribute to achieving the millennium development goals, by: i) reducing poverty and the food deficit, through an enhanced supply in food stuffs and an increase in the income of the most vulnerable groups, notably women and children; ii) fighting against water-borne diseases (notably, diarrhoea and malaria), STIs and HIV/AIDS by sensitising the population; and iii) environmental protection through sanitation works in the areas through which the project roads pass. The project will also facilitate the mobility of production factors by improving traffic and improving the living conditions of populations in the PIA. 4.3.2 The project is the Bank’s first intervention in the road sub-sector since it resumed cooperation with DRC, in 2000. The programme attests to the Government’s determination to establish economic development infrastructure, likely to back up the creation of wealth and efficiently fight against precarious living conditions. Moreover, the project is consistent with the ongoing and planned operations of other donors, notably those of the EDF, World Bank and DFID. 4.4 Project Objectives The sector objective of the project is to contribute to relieving the isolation of DRC both internally and externally, by re-establishing access to major urban centres, densely populated areas, key economic activity centres and countries of the sub-region. The specific objectives of the project are to: (i) open up the Bandundu, West Kasai and East Kasai Provinces as well as the City-Province of Kinshasa and improve the living conditions of the populations; (ii) strengthen the technical and operational capacities of structures in charge of the road sub-sector; and (iii) determine the optimal solution for the improvement of the Loange -Mbuji Mayi road. 4.5 Project Description 4.5.1 To achieve the above-mentioned objectives, the project is expected to generate the following outputs: (i) 94.58 km of rehabilitated roads, between Nsele and Lufimi, 72.8 km of rehabilitated road from Kwango to Kenge; and (ii) development of community infrastructure (140 km of improved feeder roads, developed spaces for seven (7) drinking water points and 7 rural markets, fences of 6 schools built, about thirty stalls and warehouses reconstructed); (iii)

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about 15,000 people sensitised about problems relating to road security, environmental protection, the fight against water-borne diseases (diarrhoea, malaria), STIs and HIV/AIDS; (iv) 90 senior officials trained in procurement, contractorship, project site supervision techniques and environmental management, transport project accounting and road investment programming; (v) computer and office automation equipment acquired; (vi) complete survey reports and bidding documents for the Loange-Mbuji Mayi road (601 km) improvement works produced; and (vii) audit of project accounts conducted. The detailed description of the project components is presented below: Road works 4.5.2 Nsele-Lufimi Road . The works consist of: i) rehabilitation of the Nsele Bridge (33,90 m wide and a span of 90 m) which will consist in repairing the portals, raising the decks and laying ripraps to protect the piers and the foot of the left hand abutment.; ii) reinforcing the 2x2 lane road section ( Pont Nsele-Carrefour Nsele), 4.8 km long, and an asphalt concrete surfacing 4.00 cm thick; iii) the rehabilitation of the 89.78 km long Carrefour Nsele-Mutiene-Lufimi section , which will involve the extension of the road surface from 6 to 7 m, and the construction of two one metre wide shoulders, the construction of a 25 cm foundation in selected sand on the extended part, a sand-gravel mix and a 12-cm-thick 0/20 bitumen stabilised base layer on the entire road surface and 4-cm-thick overlay. 4.5.3 Kwango-Kenge Road. It will be rehabilitated with the following structures: i) a gravely lateritic sub-base 20 cm thick; ii) a 4%-dosed soil-cement sub-base 20 cm thick with a 200 CBR; and iii) a 4 m thick asphalt concrete surfacing . The road surface will be 7 m wide with two 1 m wide shoulders. Community Facilities 4.5.4 Feeder roads connected to the Kwango-Kenge road. The works will concern the two existing 140 km long feeder roads. They will be provided with a 5m wide road surface and earth side ditches. They will be refilled with selected lateritic gravel, 15 cm thick. 4.5.5 The trunk and feeder road works also have an environmental protection component, which specifically covers embankment stabilisation, the rehabilitation of borrow pits, storm water drainage, the security of road users and the populations by developing parking areas, the security of workers and the riparian population during the conduct of the works. 4.5.6 Other Related Developments. The works consist in: (i) developing spaces for seven (7) existing water points and the platforms of seven (7) rural markets in surrounding villages; (ii) building fences for 6 schools in the vicinity; and (iii) rebuilding about thirty stalls and warehouses in permanent structures along the road. Control and Supervision of Works 4.5.7 Performances relating to works control and supervision concern the operations on the main roads and those going on in the connected feeder roads. These performances cover the control of the technical and environmental quality of works, making estimates, the provisional acceptance of the works and the preparation of monthly reports for the administration and quarterly reports for the ADF. Besides, the control office will resort to the services of a specialised and registered laboratory for all geotechnical and concrete testing, both in the laboratory and at the project site. The teams of consultants should include environmentalists

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who will ensure that the environmental and security measures relating to these works are complied with. Sensitising the populations 4.5.8 Seminars covered by the media, will be organised by NGOs to sensitize the populations about road security, environmental protection, water-borne diseases (malaria and diarrhoea), STI and HIV-AIDS. These seminars are meant for a target population of about 15 000 persons, and will serve to back-up Government actions in targeted sectors and will be systematically coordinated with the activities scheduled within the framework of the national programme. Awareness campaigns will also be organised twice a year during the project lifespan, in the form of panel forums in public places like markets, schools, health centres, districts and through various channels (radio, television, postings, banners, display cards, etc.). NGO’s will acquire impregnated mosquito nets (20 000) within the framework of their performance contract. The nets will be distributed, with the assistance of locally elected representatives, to pregnant women and women with under-five children. Institutional support to MTPI 4.5.9 To strengthen human resources and offset the insufficiency of material resources within the MPTI, the project will finance institutional support covering : (i) a technical assistance; (ii) training of officials in charge of managing the road sub-sector ; and (iii) providing computer and automation equipment to the IU . 4.5.10 Technical assistance A consultancy firm will be recruited to provide MTPI with two experts (a highway engineer and an Expert in road projects management). These experts will work within the IU, under the supervision of the Unit Coordinator, during the project implementation period. They will support the IU by providing it with their expertise/experience in project management (monitoring the technical and financial execution of project components). These two experts will also assist the IU to select the officials to be trained and coordinate the training programme. They will provide the services in charge of the road sub-sector (IU and OR at the MTPI, and the Transport Division at the Ministry of Planning) with support in road investment planning. The summary of the tasks assigned to the technical assistance is in annex 3. 4.5.11 Training This component is based on the results of the capacity-building study, financed by DFID. It will include : a) the training in DRC of 66 technical staff of the IU and OR, in road works contracting, contractorship for new works and maintenance works, project site monitoring technique, environmental management, cost accounting for infrastructure projects ; 2) training abroad of officials in services responsible for the management of the road sub-sector, namely, 24 technical staff, in the fields of road network inspection, road data bank, the transport infrastructure project planning system and road projects calculations. The summary of the programme and staff training areas is attached as annex 4. 4.5.12 Equipment. It is composed of computer and automation equipment to be supplied to the IU and the Transport Division at the Ministry of Planning. The computer equipment will include 5 kits, software on technical calculations, multi-project accounting, transport infrastructure projects programming techniques. The automation equipment will include two photocopying machines, a scanner and a binding machine.

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Loange-Mbuji Mayi Road Improvement Study 4.5.13 The study on the improvement of the Loange-Mbuji Mayi road (601 km) will facilitate the continuation of the ongoing or scheduled rehabilitation operations between Matadi and Loange. It is in line with the complementary activities initiated to reopen NH 1. It will consist in two phases: the first phase will examine the different development options, from the technical, economic and environmental standpoint. The second phase will conduct in-depth technical studies on the optimal development option. The study will be carried out by a design engineering firm on the basis of a participatory approach which will facilitate its appropriation of the project by future beneficiaries and the sustainability of its effects. The terms of reference (TOR) are included in the project implementation documents. Annex 5 is a summary of services and the estimated costs of the two phases.

Audit of Project Accounts 4.5.14 The project accounts will be audited by a qualified audit firm, on an annual basis, in accordance with the Bank’s rules of procedure. 4.6 Environmental Impact 4.6.1 At the environmental and social level, the project is ranked in category 2, in view of the fact that : a) the Project Impact Area is average in size and not environmentally sensitive, and (b) the environmental impacts are easily contained by implementing the appropriate measures. The evaluation of environmental conditions during field visits shows that the zones subjected to direct environmental effects will be limited to the areas in the vicinity of the existing roads and their immediate surroundings, and that the measures recommended will tone down the negative impacts. 4.6.2 The project will be constructed on an old road with an existing right-of-way. As a result, it would not be necessary to expropriate the inhabitants. Along the road, but just outside the right-of-way, there are about thirty stalls and warehouses, all built with non-permanent (adobe and straw) and without permit, in villages through which the project roads pass. In order to improve the sanitary and security standards of the sale of goods along the road, new stalls and warehouses will be built, in solid material, a few metres away from their present site, before the old ones are destroyed. 4.6.3 The project will generate significant positive impacts such as: (i) improving access to the PIA; (ii) the serviceability of roads all year round; (iii) improving the conditions of conveyance of agro-pastoral productions (cereals, market gardening products, oilseeds, livestock, etc.) to the various markets in the vicinity. This will enable producers to sell their products at competitive prices; (iv) facilitating the evacuation of patients to regional health centres (Kinshasa, Mbankana, Kenge, etc..). The improvement of the existing 140 km of Feeder roads will facilitate the transportation of agricultural products and generate an increase in household income. 4.6.4 Most of the negative effects will be observed during the implementation period, especially during the digging and feeder road levelling works, quarry and borrow ditch operations, the transportation of construction equipment. The resulting effects will be: (i) the dust, discharging particles in the atmosphere and the increase in the noise of machines and other vehicles; (ii) the destruction of vegetation around the connected Feeder roads; (iii) the

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destruction of shelters for rodents and insects; (iv) the disturbance of the riparian populations’ tranquillity. 4.6.5 To alleviate the negative impacts, the infrastructure will be built in compliance with the standards set for the management of polluting discharges in the natural environment. Transportation vehicles and machines will be equipped with an anti-pollution system. To limit the quantity of dust released, workers will be sensitised in dust control techniques and dust suppressant equipment will be provided to them in the areas concerned. The site equipment will be stored and serviced in watertight spaces, situated outside areas liable to flooding, and the waters should be collected and treated prior to their evacuation. Other mitigating measures include: establishing and ensuring the operation of pollution control equipment for asphalting works; taking the necessary measures (fencing, protection panels, etc.) to ensure that building equipment, scraps or wood residues do not fall into the water courses; providing for and developing health facilities in project sites; eliminating waste water, salvaging oils, filters, used batteries and storing them safely in agreement with the authorities concerned; restoring the vegetation at the end of the works. There are also plans to undertake sensitisation actions on environmental protection, road security, water-borne diseases (diarrhoea and malaria) and STIs/AIDS. The summary of the environmental and social management plan (PGES) is presented in annex 6. 4.6.6 The Infrastructure Unit will be in charge of monitoring the environmental and social measures. It will be supported by the environmentalist of the control mission. The purpose of the follow-up is to ensure compliance with the regulation in force, site management, the conduct of environment-specific works and the search for solutions to specific environmental problems. The Environmental Unit of the Ministry in charge of the Environment, Conservation of Nature and Forestry will monitor the implementation of the environmental and social management plan (PGES). ADF will also field missions to supervise this monitoring operation. 4.6.7 The estimated cost of environmental protection measures is US$ 1 million. The latter includes: (i) follow-up of environmental and social measures (US$ 90 000) ; (ii) building fences for six schools (US$ 40 000) ; (iii) reconstruction of stands (US$ 75 000) ; (iv) improving spaces for seven markets and seven water points (US$ 100 000) ; (v) tree planting at the entrance and exit of thirty-six villages (US$ 90 000) ; (vi) developing ten parking lots (US$ 150 000) ; (vii) sensitising the population (US$ 450 000), training IU officials in environmental management (US$ 5 000). In addition to these costs, there are those relative to physical and human environmental protection during the works, the institution of security measures (buoying at crossover points), the rehabilitation of quarries and borrow pits. All these costs are included in the global amount of the works.

4.7 Project Cost 4.7.1 The estimated project cost, net of taxes, is US$ 85.08 million (equivalent to UA 58.28 million), including US$ 66.53 million (i.e. UA 45.56 million) in foreign currency and US$ 18.55 million (i.e. UA 12.72 million) in local currency. The provision for physical contingencies is 10% of the basic cost. The 4.73% provision for price increase corresponds to an annual inflation of 10.38% for costs in local currency and of 3% for foreign currency costs. The project cost was established following complete studies on the roads and the routing of connected Feeder roads. The unit prices for works were fixed on the basis of the outcome of the studies and the last competitive bidding relative to ongoing works, particularly those financed by the World Bank and EDF in the Project Impact Area. The summary of the estimated project cost is provided in table 4.1 below.

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Table 4.1 Summary of Project Cost per Project Component (Net of taxes and Custom Duties)

US$ million UA million Components

LC F.E. Total LC F.E. Total

1. Civil works 1.1 Lot 1 - Nsele - Lufimi Road works 5.32 21.26 26.58 3.64 14.56 18.20 1.2 Supervision lot 1 0.61 1.39 2.00 0.41 0.96 1.37

1.3 Lot 2 – Kwango-Kenge road works & connected Feeder roads 7.47 29.90 37.37 5.12 20.48 25.60 1.4 Supervision lot 2 0.84 1.96 2.80 0.58 1.34 1.92 1.5 Sensitising the populations 0.45 - 0.45 0.31 - 0.31 2. Institutional support to MTPI 2.1 Technical assistance (2 Experts) 0.49 0.75 1.24 0.34 0.51 0.85 2.2 Training 0.10 0.14 0.24 0.07 0.09 0.16 2.3 Computer and automation equipment - 0.03 0.03 - 0.02 0.02 3. Loange-Mbuji Mayi road upgrading study 0.82 2.18 3.00 0.56 1.50 2.06 4. Audit of project accounts 0.01 0.14 0.15 0.01 0.09 0.10 Basic costs 16.11 57.75 73.86 11.04 39.55 50.59 Physical Contingency (10%) 1.61 5.78 7.39 1.10 3.96 5.06 Price contingency (4.73%) 0.84 3.00 3.84 0.57 2.06 2.63

General Total 18.55 66.53 85.08 12.72 45.56 58,28

4.7.2 The summary of estimated costs per category of project expenditure is shown in table 4.2 below.

Table 4.2

Summary of Cost Estimates per Category of Project Expenditure (Net of taxes and Custom Duties)

in US$ million UA million Categories of expenditure

LC F.E. Total LC F.E. Total A. Equipment 0.03 0.03 0.02 0.02 B. Civil works 12.79 51.16 63.95 8.76 35.04 43.80 C Consultancy services 3.32 6.56 9.88 2.28 4.49 6.77 Basic costs 16.11 57.75 73.86 11.04 39.55 50.59 Physical Contingency (10%) 1.61 5.78 7.39 1.10 3.96 5.06 Price contingency (4.73%) 0.84 3.00 3.84 0.57 2.06 2.63 General Total 18.55 66.53 85.08 12.72 45.56 58,28

4.8 Sources of Financing and Expenditure Schedule 4.8.1 The project shall be financed by ADF, in the form of a grant, and the Government. ADF’s contribution shall not exceed UA 52.45 million, representing 90% of the global project cost (net of taxes). ADF shall fully finance technical assistance, training, equipment, project account auditing and sensitisation. The Fund and the Government will jointly finance the works and their supervision as well as the Loange-Mbuji Mayi road study. The financing plan per source is shown in table 4.3 below.

Table 4.3

Project Financing Sources (Net of taxes and Custom Duties in UA million)

Sources of financing LC F.E. Total % ADF 6.89 45.56 52.45 90% Government 5.83 5.83 10% Total net of taxes 12.72 45.56 58.28 100%

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4.8.2 The expenditure schedule per component is shown in table 4.4 below.

Table 4.4 Expenditure Schedule per Component (Net of taxes and Custom Duties in UA million)

Components 2006 2007 2008 Total 1. Civil works 1.1 Lot 1 Nsélé – Lufimi road 3.64 7.28 7.28 18.20 1.2 Supervision of lot 1 0.27 0.55 0.55 1.37 1.3 Lot 2 – Kwango-Kenge road & connected Feeder roads 5.12 10.24 10.24 25.60 1.4 Supervision of lot 2 0.38 0.77 0.77 1.92 1.5 Sensitising the populations 0.05 0.13 0.13 0.31 2. Institutional support 2.1 Technical assistance 0.17 0.34 0.34 0.85 2.2 Training 0.02 0.07 0.07 0.16 2.3 Computer and automation equipment 0.004 0.008 0.008 0.02 3. Loange-Mbuji Mayi road upgrading studies 0.42 0.82 0.82 2.06 4. Audit of project accounts 0.02 0.04 0.04 0.10 Basic cost 10.09 20.25 20.25 50.59 Physical Contingency (10%) 1.01 2.025 2.025 5.06 Price contingency (4.73%) 0.52 1.055 1.055 2.63 General Total 11.62 23.33 23.33 58,28

4.8.3 The expenditure schedule per source of financing is shown in table 4.5 below.

Table 4.5

Expenditure Schedule per Source of Financing (in UA million)

Source of financing 2006 2007 2008 TOTAL ADF 10.45 21.00 21.00 52.45 Government 1.17 2.33 2.33 5.83 Total 11.62 23.33 23.33 58.28

5. PROJECT IMPLEMENTATION 5.1 Executing Agency 5.1.1 The Ministry of Works and Infrastructure is the Executing Agency for the project, through the Infrastructure Unit (IU) which shall see to the management of the project. This Unit shall be endowed with qualified technical staff with competence in road project management (16 senior officials, including 8 engineers). It is worth noting that the IU manages projects financed by EDF. It shall be responsible for contract awards relative to equipment, works and services. Members of the IU have sufficient resources, capacity, expertise and experience to carry out the acquisitions properly. 5.1.2 The executing body shall appoint as project coordinator, a civil engineer with at least five years of experience. The latter shall be in charge of monitoring the general activities of the project and shall serve as contact agent for all the parties involved in the project. He shall work in close collaboration with the Environmental Unit of the Ministry in charge of the Environment, to monitor environmental and social issues and the DVDA to monitor the upgrading of feeder roads. Evidence of the appointment of the project coordinator whose qualifications would have been approved by ADF, beforehand, is a condition for the grant. The Bank shall ascertain the quality of the team’s performance. In fact, a performance contract shall be established between the MTPI and the project coordinator.

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5.2 Institutional Arrangements 5.2.1 In view of the Infrastructure Unit’s present workload, its staff shall be strengthened by two technical assistants (a highway engineer and an expert in road project management). These two assistants shall work under the supervision of an IU Coordinator. Three (3) counterparts (2 highway engineers of the Roads Authority and 1 rural engineer from the DVDA) shall work directly and on a permanent basis with the works supervision missions which shall train them in contractorship, road construction engineering techniques. These counterparts shall provide the IU with quarterly reports. 5.2.2 Qualified design engineering firms shall be recruited to control and supervise the works. under the supervision of the IU, they shall monitor the conduct of works in the field, as well as undertake technical quality control, certify the accounts in the light of the attachments made by the Firm and shall prepare reports on the progress of work. 5.3 Proposed Supervision and Implementation Schedule 5.3.1 The implementation of all the project components, including the contract awards, will commence in February 2006 and end in December 2008, i.e. about 35 months. The proposed project implementation schedule can be summarised as follows:

Table 5.1 Proposed Project Implementation Schedule

Activities Agency Responsible Date

1 – Preliminary Activities * Approval of Grant ADF 12 / 05 * Publication of GPN ADF / CI 01 / 06 * Signature and Effectiveness of Agreement Gov DRC / ADF 06 / 06 2 – Technical Assistance * Preparation & Approbation contractors’ documents & short-list (SL) CI / ADF 04 / 06 * Launching consultation CI 05 / 06 * Submission, Evaluation of tenders, Awards and Approval CI / ADF / Consultant 09 / 06 * Completion of consultancy services Consultant / CI 11 / 08 3 – Control and supervision a) Pre-selection of consultants * Preparation & Approbation of pre-qualification documents CI / ADF 03 / 06 * Launching pre-selection of consultants. CI 04 / 06 * Submission, Evaluation of tenders, Proposal of pre-qualified firms & Approval Consultant / CI / ADF 06 / 06 b) Consultation * Preparation & Approbation contractors’ documents CI / ADF 05 / 06 * Launching consultation CI 07 / 06 * Submission, Evaluation of tenders, Awards and Approval CI / ADF / Consultant 10 / 06 * Completion of consultancy services Consultant / CI 10 / 08 4 – Civil engineering a) Pre-qualification * Preparation & Approbation of pre-qualification documents CI / ADF 04 / 06 * Launching pre-selection CI 05 / 06 * Submission, Evaluation of tenders, Awards and Approval Enterprises / CI / ADF 05 / 06 b) Consultation * Preparation & Approbation of tender documents IU / ADF 05 / 06 * Launching consultation IU 06 / 06 * Submission, Evaluation of tenders, Awards and Approval IU / ADF / Enterprises 11 / 06 * Construction completed Enterprises / IU 09 / 08 5 – Training * Preparation & Approbation of consultation documents and short list IU / ADF 06 / 07 * Launching consultation IU 08 / 07 * Submission, Evaluation of tenders, Awards and Approval Structure de formation / IU / ADF 12 / 07

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* Completion of consultancy services Consultants / Suppliers / IU 07 / 08 6 - Loange-Mbuji Mayi Road upgrading study a) Pre-qualification of consultants * Preparation & Approbation of pre-qualification documents IU / ADF 04 / 06 * Launching pre-selection IU 05 / 06 * Submission, Evaluation of tenders, Proposal of short-listed firms &Approval Consultant / IU / ADF 07 / 06 b) Consultation * Preparation & Approbation of consultation documents and short list IU / ADF 06 / 06 * Launching consultation IU 08 / 06 * Submission, Evaluation of tenders, Awards and Approval Consultant / IU / ADF 12 / 06 * Completion of consultancy services Consultants / IU 06 / 08 7 - Equipment * Preparation & Approbation of consultation documents and short list IU / ADF 07 / 06 * Launching consultation IU 08 / 06 * Submission, Evaluation of tenders, Awards and Approval Suppliers / IU / ADF 11 / 06 * Completion of equipment delivery Suppliers 03 / 07 8 - Sensitisation * Preparation & Approbation of consultation documents and short list IU / ADF 12 / 06 * Launching consultation IU 01 / 07 * Submission, Evaluation of tenders, Awards and Approval NGO / IU / ADF 04/07 * Completion of NGO services NGO 09 / 08 9 - Audit of project accounts * Preparation & Approbation of consultation documents and short list IU / ADF 08 / 06 * Launching consultation IU 09 / 06 * Submission, Evaluation of tenders, Awards and Approval Consultant / IU / ADF 12 / 06 Completion of audit firm services Consultant 12 / 08

5.3.2 After the approval of the ADF loan, missions will be undertaken to launch and supervise the programme, according to the planned schedule and the composition provided below :

Table 5.2 Proposed Supervision Schedule

Projected Date Activities Composition

Duration (staff/weeks)

February 2006 Launch Project, disbursement and acquisition manager 3 August 2006 Supervision Project manager 2 February 2007 Supervision Project manager (Transportation engineer ,

environmentalist) 4

August 2007 Supervision Project manager 2

February 2008 Supervision Project manager (Transportation engineer , environmentalist

4

September 2008 Supervision Project manager 2 March 2009 Completion report Transportation engineer, Transport economist,

Environmentalist and Socioeconomist 4

5.4 Goods, Works and Services Procurement Arrangements

5.4.1 The procurement arrangements are summarised in the general procurement table below. The acquisition of all works, equipment and services, financed by ADF, will be in accordance with the Bank’s Rules of Procedure for the Procurement of Equipment and Works or, as appropriate, the Directives relative to the Use of Consultants, using the relevant Bank’s standard bidding documents.

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Table 5.3 Goods, Works and Services Procurement Arrangements (UA Million)

Categories of expenditure ICB Consultation of

suppliers at national level

Shortlist Total

1. Equipment 0..2 [0.02 ] 0.02 [0.02] 2. Civil works 2.1 Lot 1 – Nsele-Lufimi Road 20.97 [18.70] 20.97 [18.70] 2.2 Lot 2 - Kwango-Kenge Road & connected Feeder roads

29.50 [26.29] 29.50 [26.29]

3. Services de consultants 3.1 Supervisions of works at lot 1 1..57 [1.48] 1..57 [1.48] 3.2 Supervisions of works at lot 2 2..21 [2.08] 2..21 [2.08] 3.3 Sensitisation of the populations 0..36 [0.36] 0..36 [0.36] 3.4 Technical Assistance 0..97 [0.97] 0..97 [0.97] 3.5 Training 0.19 [0.19] 0.19 [0.19] 3.6 Loange-Mbuji Mayi Road upgrading study 2..37 [2.24] 2..37 [2.24] 3.7 Audit of project accounts 0.12 [0.12] 0.12 [0.12]

Total 50.47 [44.99] 0.02 [0.02] 7.79 [ 7.44] 58.28 [52.45]

[ ] = ADF FINANCING Civil Works 5.4.2 Procurement of civil works will be carried out under International Competitive Bidding (ICB) procedures, preceded by a pre-selection, with two (2) lots, namely: Lot 1 – ( Pont Nsele-Lufimi Road works ), and Lot 2 – (Kwango-Kenge Road and connected feeder roads) valued at respectively UA 20.97 and 29.50 million. Equipment 5.4.3 The procurement of equipment (computer and automation equipment), worth 0.02 MUA will be carried out through prudent shopping at national level. The use of this type of procurement procedure is justified by the low cost of these equipment and by the availability of suppliers of such equipment at national level. Consultancy Services 5.4.4 The procurement of control and supervision services relative to the upgrading of highways and feeder roads, valued at 3.78 MUA, will be undertaken through two different requests for proposals from consultants: - supervisions of lot 1 (Nsele-Lufimi road), worth 1.57 MUA ; and –supervisions of lot 2 (Kwango-Kenge road and connected feeder roads) valued at 2.21 MUA. Such procurement will be undertaken through requests for proposals from consultants, on the basis of a short-list of consultancy firms, preceded by a pre-selection. The procurement of technical assistance services, valued at 0.97 MUA, will be carried out through requests for proposals from consultants, on the basis of a short-list of consultancy firms. The procurement of training services, estimated at 0.19 MUA will be effected through requests for proposals from consultants, on the basis of a short-list of training structures. The procurement of services to be entrusted with the Loange-Mbuji Mayi Road upgrading study, valued at 2.37 MUA, will be done through requests for proposals from consultants, on the basis of a short-list of consultancy firms, preceded by a pre-selection. The procurement of the project accounts auditing services, valued at 0.12 MUA will be undertaken through requests for proposals from consultants, on the basis of a short-list of audit firms. The procurement of consultancy services for population awareness seminars, valued at 0.36 MUA, will be undertaken through requests for proposals from consultants, based on a short-list of NGOs. The latter are more qualified for this type of activities, because of their familiarity with the problems of the area, community needs and the participatory approach.

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5.4.5 The selection procedures to be used for works control and supervision firms, the technical assistance firm, training structures and the design firm in charge of the Loange-Mbuji Mayi road upgrading study, will be based on the combined evaluation of technical proposals and the tender amounts (the price is a selection factor). The selection criterion for project accounts auditing and awareness seminars will be « Lowest Price for Comparable Services ». 5.4.6 The Bank’s “no objection” will be obtained, after the technical and financial evaluation of tenders for works control and supervisions, training, sensitisation and project accounts auditing. However, for technical assistance and the study, the Bank’s “no objection” will be obtained successively after the technical proposals and financial proposals have been assessed. General Procurement Notice 5.4.7 The General Procurement Notice (GPN) will be discussed with the various parties during the negotiations. It will be published in the « Development Business », upon approval of the Loan proposal by the ADF Board of Directors. Review Procedures 5.4.8 The following documents are subject to review and approval by the Bank before promulgation : (i) the specific procurement notices ; (ii) pre-qualification, pre-selection, tender documents and requests for proposals from consultants; (iii) Tender and proposals evaluation reports; (iv) works and consultancy services tender evaluation reports, including recommendations for contract awards ; (iv) draft contracts, if those included in the tender documents have been modified. 5.5 Disbursement Arrangements 5.5.1 Disbursements for civil works, consultancy services for works control and supervisions, training, the procurement of computer and automation equipment, sensitisation, project accounts auditing and technical assistance will be undertaken through the direct payment method in favour of the different contractors. 5.5.2 In view of the delays observed in the payment, by the State, of the local counterpart funds for ongoing operations and to guarantee the regularity of payments, an agreement was reached with the Government to open a special account in a commercial bank based in DRC and acceptable to ADF. The counterpart funds will be paid into this account. As soon as the civil works contract is signed, the Government will deposit a quarter of the annual counterpart amount into the said account. It will then replenish the account, on a quarterly basis and depending on the requirements. Evidence that this account has been opened, that an initial deposit corresponding to a quarterly contribution has been paid into it, as well as its effective replenishment constitute a requirement of the grant. 5.6 Monitoring and Evaluation 5.6.1 The consultant in charge of works control and supervisions shall prepare monthly and quarterly reports on the progress of the works financed by ADF. This consultant shall assist the executing agency during the final acceptance of the works. The Executing Organ shall, on a quarterly basis, provide the Bank with : (i) the quarterly progress report ; and (ii) the report relative to the implementation of all project operations, in line with the format in force. Besides, the Bank shall field launching and supervision missions . The supervision missions should, in particular, ensure that possible project implementation problems are avoided.

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5.6.2 The IU which is responsible for monitoring and coordinating the project, shall be in charge of assisting all project contractors, both in their relations with administrative services and in the coordination and harmonisation of their activities to limit the inconveniences caused to the riparian populations. The IU shall prepare a quarterly report on the general progress of the project’s activities including the environmental and social aspects; as well as provide information on the status of the performance contract, signed between MTPI and the project coordinator. 5.6.3 The IU shall be in charge of monitoring the evolution of the project effects through indicators defined in the CSP and in this project document. It will specifically focus on : (i) increasing the priority road network in good condition from 4 583 km in 2006 to 10 200 km by 2008, including a section of 167 km to be financed by ADF, and 15 871 km in the long-term ; (ii) reducing the average travel time between Nsele and Lufimi from 2 hours to 1 hour, and from 9 hours to 2 hours between Kwango and Kenge ; (iii) increasing about 15% of the transport availability; (iv) reducing agricultural losses from 30% in 2005 to 20% in 2009 ; (v) improving the riparian populations’ health conditions by developing the spaces for seven (7) potable water points. 5.6.4 After the works have been finalised, a completion report will be prepared by the consultant (s) in charge of supervising the civil works. The IU will also draft the Recipient’s completion report, on the basis of the different progress reports, the completion report as well as the contributions of all the monitoring structures, before its transmission to ADF. This will enable the latter to prepare the project completion report. 5.6.5 The project accounts shall be audited annually. The corresponding reports shall be transmitted to the Bank. In view of the project duration, three (3) reports will be prepared, one of them at the end of the project. 5.7 Financial and Audit Reports The accountant of the Infrastructure Unit shall keep the accounts of the entire project, according to a private accounting system. The accounts for each contract will be kept separately, and in accordance with international accounting standards. The system would facilitate project expenditure monitoring on the basis of projections per financing source, per category of expenditure and per component. A computerised accounting system, using operational accounting software, already exists within the IU. The project accounts will be audited annually by an external audit firm during the implementation period, and the Government will regularly transmit to the Bank the reports in that regard. 5.8 Aid Coordination 5.8.1 The Ministry of Public Works and Infrastructure (MTPI) through the Infrastructure Unit (IU), is in charge of coordinating aid in the transport sector, within the framework of the road component of the PMPTR. Aid is also coordinated through round table discussions organised from time to time, by the Government which considers aid coordination as vital for the implementation of the road investment programme. In 2003 and 2004, several consultations on the latter were held among donors of the sector, notably those of the advisory group for DRC, held in Paris in December 2003 and in Kinshasa in October 2004. In addition to this framework, the different partners have established an ongoing dialogue which the Bank participates in or is informed about. These meetings have led to the establishment of a joint financing and complementarity synergy among donors. This project which supports the interventions of other

24

donors on NH1 in the Bandundu, West and East Kasaï and Kinshasa Provinces, attests to this synergy. 5.8.2 Within the framework of the project, more specifically, the various missions undertaken by the Bank for identification in July 2004, preparation, in July/August 2004 and evaluation in September 2005, held working sessions and consultations with donors represented in DRC, all of whom underscored the complementarity of actions and expressed their support to the project. Finally, during the project implementation phase, there are plans to organise supervision missions in the course of which meetings coordinated by the UI will be held with these institutions. 6. PROJECT SUSTAINABILITY AND RISKS 6.1 Recurrent Costs 6.1.1 The recurrent costs of the roads project relate to the routine maintenance and, to a lesser extent, periodic maintenance, because of the coating of the pavement in dense bituminous mixture which has a long lifespan (20 years). In an «with project» case, the of project roads’ annual routine maintenance costs US$ 1.05 million while their periodic maintenance would cost US$ 5.9 million, every five years. In a «without» project case, these works would cost US$ 0.37 million/annum for routine maintenance and US$ 4.1 million for periodic maintenance, every ten years. . 6.1.2 It is expected that the RMF will mobilise resources worth about US$ 11.4 million with effect from 2008, for the routine maintenance of national priority roads, which include the project roads. The maintenance of feeder roads will be the responsibility of the beneficiary populations through the local road maintenance committee (CLER). The Lower Congo and Bandundu committees are already making use of this approach which will be emulated elsewhere, within the framework of this project. Moreover, the management committees set up by the beneficiary populations, with the support of national rural hydraulics service, will deal with the upkeep of potable water points. These management committees are already operational in the PIA. 6.2 Project Sustainability The sustainability of the project depends on the quality of the civil works, the operating conditions of roads and feeder roads and their proper maintenance. The technical studies identified quality materials to be used, in the PIA. The structure of the facilities is in line with the technical standards. A qualified consultant will be entrusted with controlling the road works and will ascertain the quality of works to be executed. As soon as the project is completed, OR will take over the management of the road and ensure its maintenance through the second generation RMF, to be instituted in 2006. Capacity building measures issuing from the DFID-funded study will improve the quality of interventions of the local SME. 6.3 Critical Risks and Mitigating Measures

Three (3) risks related to the project have been identified. They are: (i) the insecurity in the country, particularly in the PIA, considered as sensitive from the security standpoint; (ii) the fact that the PMPTR priority investment programme has not been pursued; and (iii) the non mobilisation of local resources. Concerning the first risk, the policy relative to national reconciliation and security within the country, which has generated meaningful results, is being pursued and would ward off the spectre of insecurity from national territory. As regards the second risk, the perfect design of the programme and donor support would help mitigate this

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risk. The third risk will be reduced through two conditions of the Agreement : one relative to the effective mobilisation of counterpart funds through the special account which will be opened to that effect, and the other relative to the institution of the RMF. 7. PROJECT BENEFITS 7.1 Economic Analysis 7.1.1 The rehabilitation of the project roads will essentially translate into a reduction in transportation and maintenance costs. These effects were measured by the economic rate of return and the updated net present value which results from the comparison, from the community’s viewpoint, of costs and benefits of the «with project» case and the «without» project case during the 2005-2028 period. 2028 will mark the 20th year following the roads’ complete readiness for service in 2009. A full report of the economic analysis is included in the job specification. Annex 9 shows the assumptions and conclusions of this study which are summarised in the following paragraphs. 7.1.2 Traffic studies show traffic volumes of: (i) 1580 veh/day on the «Pont Nsele-Carrefour Nsele » road section; (ii) 393 veh./jour on the « Carrefour Nsele-Lufimi section;: and (iii) 48 veh./day on the « Kwango-Kenge » section with 12% to 32% of heavy vehicles. Traffic forecasting considered two categories of traffic: normal traffic and generated traffic. It was observed that normal traffic registered an average increase of 4% during the period under analysis. This rate is due to the 5.7% and 6.8% increase in the economic growth rate in 2003 and 2004 respectively, and in that expected in the medium-term during the 2005-2008 period (7% per annum) as well as the trends observed in the upgraded roads and fuel consumption. For traffic generated by the improvement of traffic conditions on the roads, 25% of normal traffic was absorbed per category of vehicles. 7.1.3 Costs were determined by the comprehensive study and reviews undertaken by the mission. For the “with” project case, the costs considered all expenses inherent in the rehabilitation of the two roads within the framework of the civil works proper, works supervisions, monitoring project implementation, physical contingencies and maintenance costs to ensure the sustainability of the investment effects. For the “without” project solution, in view of the strategic importance of these two roads, it was agreed to maintain a minimum level of service, essentially consisting in resurfacing some of the roads or carrying out specific interventions thereon. These interventions will be followed by maintenance actions based on the annual and five-year periodicity to maintain the level of service. 7.1.4 The economic analysis conducted on the basis of the Highway Development and Management (HDM 4) model shows an economic rate of return of 22% for the project. This ERR, which is higher than the opportunity cost of capital, estimated at 12%, shows that the investment is economically viable. 7.2 Social Impact Analysis Impact on gender 7.2.1 The effects that relate most to gender are: (i) the populations’ permanent accessibility to and from production and marketing centres, as well as socio-collective centres in provincial and district administrative centres of the PIA ; (ii) direct access facility to some thirty schools (including twenty primary schools), a dozen health centres, 2 major markets and small rural

26

markets as well as the improvement of the living conditions of the riparian populations by rehabilitating the seven (7) potable water points; (iii) the increase in transport availability by about 15%, and transportation conditions, due to the reduction in prices and travel time. The time thus saved will be spent on other income-generating activities; (iv) contribution to reducing current food production losses, from 30% in 2005 to 20% in 2009, due to the upgrading of connected feeder roads. 7.2.2 The bulk of the vulnerable strata is composed of women and children who are the key beneficiaries of the project. The implementation of this project is thus expected to reduce by about half, the women’s access time (pregnant women, in particular) to health services of the administrative centres of provinces and districts where they can be provided with appropriate care, in time. A study undertaken by UNICEF in 2003 shows that only 17% of these women visit health services during their pregnancy, because of the remoteness of health centres and their difficult access. The execution of the project will also improve the students’ study conditions and the teachers performances, by reducing by half the travel time needed to get to school; thus contributing to improving the children’s academic performance. Besides, the populations will be provided with further knowledge about the risks of water-borne diseases, STI and HIV/AIDS through sensitisation activities which will be organised in public places (markets, schools, health centres, etc..), among others. These activities which contribute in improving the populations’ living conditions, will sustain the national programme. Moreover, the site buildings, rehabilitated within the framework of the works, will be placed at the disposal of the decentralised administrations to later serve as meeting and population sensitisation spaces. Impact on poverty 7.2.3 The upgrading of the project roads will significantly reduce poverty, since it will facilitate the conveyance of input supplies to these rural areas and the transportation of production to markets. This project will be of great benefit to women, known to be very active in subsistence farming and products marketing, through transport facilities which will ease the burden of their agricultural activities while increasing their income. The project will also contribute in improving road transport profitability (services are more frequent) which could result in tariff reduction and contribute in the 10% decline in the transport expenses of households. The latter could devote these savings to other areas (health, food for the family, etc.). The removal of rain gates on the project roads, for almost half of the year, will enable farmers to sell their products at all times, and maximise returns on their farm operations. The income thus generated could be used to cater for the vital needs of households, replace or upgrade their agricultural equipment with a view to improving their operational capacity. Finally, the reduction of transport costs, generated by the road’s level of service, will boost agricultural production and give fresh impetus to commercial activities in the PIA, as well as strengthen the informal trading sector which is in full expansion and is dominated by women. 7.2.4. Women who are responsible for household water supplies, will directly benefit from the advantages generated by the upgrading of boreholes into water points. They will thus be relieved of their daily chores consisting in fetching water over long distances. They will devote the time saved on other activities, such as the education of their children. The development of potable water points will contribute significantly to streamlining the Project Impact Area, by reducing about 10% of vectors of diarrhoeal diseases. 7.2.5 New temporary jobs, concerning part of the semi-skilled or unskilled labourers (youths and national labourers) will be created during the upgrading of roads and feeder roads. On the basis of a projected number of jobs, estimated at 1 000 persons for the roads and 500 for connected

27

feeder roads, it is expected that at least US$ 400 000 will be distributed, in the form of salaries, to the staff during the works execution period. After the completion of the works, scheduled for 2008, the experience acquired by these youths and labourers could be beneficial to them for the biannual routine road maintenance, notably road mending. Their earnings from these activities will add up to their current income. These road mending activities will generate permanent jobs for about 150 persons. The income (valued at about US$ 150 000) thus generated, could provide a solution to the youths’ dire need for remunerated jobs and, to a certain extent, reduce the poverty level. The execution of this project will also provide support to micro-businesses, by encouraging the emergence and development of individual transportation businesses and small road maintenance organisations. 7.3 Sensitivity Analysis

The sensitivity tests relate to the following four assumptions: (a) cost increase (+ 20%); (b) reduction in benefits (- 20%) ; (c) reduction in annual traffic growth rate (- 20 %) and (d) simultaneous increase in costs (+20%) and reduction in benefits assumptions (-20%). These tests confirm the stability of the above parameters. In the worst-case scenario, (increase in costs and reduction in benefits), the project’s ERR was 17.5%. The project is thus economically feasible. 8. CONCLUSIONS AND RECOMMENDATIONS 8.1 Conclusions 8.1.1 The project was the subject of comprehensive studies which took into account the specific conditions on the ground and the concerns of the populations. The technical solution adopted took on board the lessons learnt from past accomplishments in the transport sector. The project outcome will contribute to reopening National Highway 1, the country’s gateway to the sea, improving the conditions of goods and services transportation, the improved mobility of the populations in the Kinshasa, Bandundu, West and East Kasai provinces, and poverty reduction, thanks to the income distributed to labourers in the Project Impact Area. At the institutional level, the project outcome will strengthen the capacities of structures in charge of the road sub-sector to fulfil their mission in matters of contractorship, programming, project monitoring and coordination as well as environmental management. 8.1.2 This project completes the ongoing NH1 rehabilitation operations financed by World Bank and EDF. It will also consolidate the actions financed by ADF in the agricultural sector, in the Lower Congo and Bandundu Provinces. 8.1.3 The project is technically feasible. It is in keeping with the Democratic Republic of Congo’s RBCSP and PRSP. It is environmentally sustainable and economically viable and generates an economic rate of return of 22%. 8.2 Recommendations 8.2.1 In view of the foregoing, it is recommended that an ADF grant not exceeding UA 52.45 million be awarded to the Democratic Republic of Congo, for the implementation of the project. The effectiveness of the ADF grant shall be subjected to the fulfilment of the following conditions:

28

A) Conditions Precedent to Entry Into Force of the Grant 8.2.2 The entry into force of the Grant shall be subjected to the signing of the Memorandum of Understanding by the Recipient and ADF. B) Undertaking 8.2.3 In addition to the entry into force of the Memorandum of Understanding, the Recipient shall undertake to:

implement the recommendations of the study on the creation of the Road Maintenance Fund (Para 3.7.5)

C) Conditions Precedent to the First Disbursement 8.2.4 The Recipient shall:

(i) provide the Fund with evidence of the appointment of the Project Coordinator whose qualifications and experience would have been approved by the Fund, beforehand (Para 5.1.2) ; and

(ii) provide the Fund with evidence that: a) a special account for the payment of the

counterpart fund has been opened in a commercial bank acceptable to ADF; b) the initial payment, corresponding to a quarter of the counterpart amount for the first year, has been made into this account (Para 5.5.2).

D) Other conditions 8.2.5 The Recipient shall moreover:

(i) provide the Fund, not later than 31 December 2006, with a copy of the law establishing the RMF as well as a copy of the decree relative to the application of the said law (Para 3.6.3) ; and

(ii) provide the Fund every year, with evidence of the quarterly deposits into the special account for the payment of the counterpart funds. (Para. 5.5.2).

ANNEX 1

DEMOCRATIC REPUBLIC OF CONGO Nsele – Lufimi and Kwango – Kenge Roads Rehabilitation Project

Country Map and Project Impact Area

This map was prepared exclusively for use by readers of this report to which it is attached. Denominations used and the borders shown on this map do not imply on the part of the ADB and its members, any judgement on the legal status of any territory or any endorsement or acceptance of such boundaries.

DEMOCRATIC REP

DEMOCRATIC REPUBLIC OF CONGO

REPUBLIC OF CONGO

SUDAN

UGANDA

TANZANIA

ZAMBIA

RIVER, RAIL AND ROAD NETWORK

NSELE-LUFIMI ROAD To be rehabilitated

KWANGO-KENGE ROAD To be rehabilitated

LOANGE-MBUJI MAYI ROAD Study is to be conducted

Project Area

ZAMBIA

Le Ministre

Infrastructure unit

Cabinet

Office des Routes Secrétariat Général aux Travaux

Publics et Infrastructures

Bureau Technique de Contrôle

Palais du Peuple

Bureau d’études d’Aménagement

Office des Voiries et Drainages

Centre de Formation des Agents Voyers

Services provinciaux

Divisions provinciales

Directions provinciales

ANNEX 2

DEMOCRATIC REPUBLIC OF CONGO Nsele – Lufimi and Kwango – Kenge Roads Rehabilitation Project Organization Chart of the Ministry of Works and Infrastructure

ANNEX 3

DEMOCRATIC REPUBLIC OF CONGO Nsele – Lufimi and Kwango – Kenge Roads Rehabilitation Project Summary of Terms of Reference of Technical Assistance Experts

Introduction Within the framework of the institutional support to the MPTI, there are plans to recruit a consultants’ firm which will provide the programme with two experts (a highway engineer and an expert in road investments management). The two experts will work under the direct supervision of the Infrastructure Unit Coordinator. They will assist the IU in the following tasks: Description of tasks Management Experts i) Develop a data base to monitor activities with performance indicators ; ii) Assist the IU in the technical, financial and accounting management and monitoring of the project; iii) Select the IU technical staff to be trained ; iv) Prepare manuals/ guides for the appraisal, programming and monitoring of projects ; v) Supervise trained local experts to ensure their rapid operationality ; vi) Assist the IU in the evaluation of the socio-economic impacts of the project ; vii) Prepare the project’s quarterly progress reports, covering the technical aspects. Highway Engineer * Monitor the technical execution of work sites ; * Examine the detailed accounts and bills submitted by the Works Supervision Missions and the other

contractors ; * Assist the MPTI in the coordination of the activities of various services of the unit and of the service in

charge of the new works conducted by the Roads Authority (highway engineers of the Unit and OR, account and administrative and financial staff of the unit) ;

* On-the-job training in road infrastructure projects management ; * Prepare quarterly progress reports of all project activities, in collaboration with the designated

engineers of the unit and OR and the accountant ; * Develop a data base for the monitoring of all the activities of the Unit, with performance indicators ; * Coordinate the activities of the IU, OR and DVDA within the framework of the work sites monitoring

operations. Qualifications Expert in road investments management

Transport engineer or transport economist, with an experience of least 10 years in the following fields : i) Formulation of policies, strategies and programming of road sector investments; ii) Appraisal of road projects with the perfect understanding of the HDM.4 model; iii) Technical assistance and training; iv) Understanding of donors’ procurement rules, particularly those of multilateral donors ;

Highway engineer Civil engineer with an experience of at least 10 years in the following fields :

i) Understanding of new techniques and tools for monitoring of road building sites ; ii) Understanding of the project manager’s tasks and the road construction works; iii) Understanding of donors’ procurement rules, particularly those of multilateral donors ; iv) Preparing tender documents.

ANNEX 4 DEMOCRATIC REPUBLIC OF CONGO

Nsele – Lufimi and Kwango – Kenge Roads Rehabilitation Project Training Programme

Themes Duration Number Cost US$ Public target

1 – Local Technical Training in DRC

Contract awards 10 10 18 000 Contracting Offices of the Infrastructure Unit (IU) ; New Works Division of the Roads Authority (OR)

New works 10 10 18 000 New Works Division (OR), DPO in Provinces Project management Maintenance 10 13 23 400 Road Maintenance Division (OR)

Work site monitoring techniques and environmental management 15 30 27 000 Site monitoring technique (IU, OR, OVD) ; and environmental management technique (2 of the IU)

Infrastructure projects’ cost accounting 15 3 4 800 2 senior officials from IU and 1 from OR Sub/Total 1 66 91 200

Inspections, Road data bank 30 10 60 000 Road Inspection Division (OR)

Transport projects planning/programming system 30 12 72 000

6 senior officials from IU, 4 from OR and 2 from the Road Division of MP 2-Traineeship abroad

Road projects economic calculations 13 2 16 800 1 Civil engineer and 1 Transport Economist from the IU

Sub-total 2 24 148 800 Grand total (in US$) 90 240 000

Grand total (in UA million) 0 16

ANNEX 5 Page 1/2 DEMOCRATIC REPUBLIC OF CONGO

Nsele – Lufimi and Kwango – Kenge Roads Rehabilitation and Loange – Mbuji Mayi road Development Project

Summary of Terms of Reference 1. INTRODUCTION

The Loange-Mbuji Mayi road is a section of NH1, situated on the country’s Central-East axis. It links West Kasaï to Esat Kasaï and covers a distance of 601 Km. Most of the road is unpaved (431 km), with a section of 170 km-long surfaced road in an extremely bad state.

The impact zone comprises the provinces of West and East Kasaï. It covers a surface area of 327.852 Km2, with a population of 10.11 million, 80% of whom live in the rural areas, with a poverty rate of over 80%. The area is also marked by poor access to water (less than 20%) and schooling (40.8% against a national average of 76 %). The project zone is essentially rural. The main food crops produced in this area are cassava, millet and maize. This type of agriculture is practiced mainly to meet the own-account consumption needs due to insufficient road infrastructure. 2. OBJECTIVES OF THE STUDY The sectoral objective is to contribute to relieving the isolation of DRC both internally and externally, by re-establishing access to the major urban centres, densely populated areas, key economic activities centres and countries of the sub-region. The specific objective is to determine the optimal solution for asphalting the Loange-Mbuji Mayi road. 3. DESCRIPTION OF THE STUDY 3.1 Phase I : Technical and economic feasibility studies 3.1.1 The purpose of this phase is to determine whether the project is technically and economically feasible. It will include the following services:

a) Collection and analysis of socio-economic data as well as those of the transport sector ; b) Analysis of components, characteristics and socio-economic activities of the impact zone ; c) Preliminary technical studies of options based on : (i) the state of links, (ii) their level of service, (iii) the

geotechnical characteristics of soils encountered, and (iv) the hydrology of the study area ; d) Examination of the environmental and social impact of the project on the area concerned.

3.1.2 On the basis of all these analyses, the consultant will determine the main characteristics of upgrading options which will be compared from the economic viewpoint. 3.1.3 At the end of the first phase, for which a corresponding report will be prepared, the Government and ADF will have about two (2) months to give their final approval to the conclusions of this phase, and decide on the options that should be considered in phase II of the studies.

3.2 Phase II : Detailed technical studies

Once ADF and the Government have given their approval, the consultant will be requested to start the phase II studies, meant to prepare the job specifications and tender calls for the works. This phase will consist in:

a) A detailed design of the technical plans and documents of the upgrading alternatives retained; b) Calculating the construction and maintenance costs of the upgrading options in question; c) Updating the economic appraisal ; d) Establishing the implementation and tender documents for the works to be executed.

4. IMPLEMENTATION SCHEDULE The studies, scheduled to last eighteen (18) months, will be carried out in two phases.

5. PERSONNEL

The studies will be conducted by a multi-disciplinary team composed of: a civil engineer, head of mission, a highway engineer, a transport economist, a geo-technical engineer, an external works engineer, a structural-design engineer, an environmentalist and a team of support staff.

ANNEX 5 Page 2/2

DEMOCRATIC REPUBLIC OF CONGO Nsele – Lufimi and Kwango – Kenge Roads Rehabilitation Project

Loange – Mbuji Mayi Road rehabilitation study Summary of detailed cost estimates

SUMMARY

F.E. COST (US$) L.C. COST

(US$) TOTAL

(US$)

Phase1 1. Salary expert staff head office 270 000 0 270 0002. Social security contributions and overheads staff at head office 212 000 0 212 0003. Salary expert staff on site 270 000 0 270 0004. Social security contributions and overheads staff on site 200 000 0 200 0005. Salary local support staff 0 70 000 70 0006. Social security contributions and overheads support staff 0 40 000 40 0007. Consultant’s earnings 91 000 39 000 130 000 8.Sub-total 1 043 000 149 000 1 192 000 9. Travel a. International Travels and per diem allowances 120 000 0 120 000 b. Inland transportation 0 20 000 20 000 c. Seminars 9 000 21 000 30 00010. Miscellaneous costs 35 000 15 000 50 00011. Sub-contractors 0 87 000 87 000 Sub-total 164 000 143 000 307 000 Total Phase 1 1 207 000 292 000 1 499 000 Phase 2 1. Salary expert staff head office 330 000 0 330 0002. Social security contributions and overheads staff at head office 259 111 0 259 1113. Salary expert staff on site 160 000 0 160 0004. Social security contributions and overheads staff on site 50 000 0 50 0005. Salary local support staff 0 40 000 40 0006. Social security contributions and overheads support staff 0 20 000 20 0007. Consultant’s earnings 74 595 31 969 103 564 8. Sub-total 873 706 91 969 965 675 9. Travel a. International Travels and per diem allowances 51 436 0 51 436 b. Inland transportation 0 4 000 4 00010. Miscellaneous costs 56 000 24 000 80 00011. Sub-contractors 0 400 000 400 000 Sub-total 107 436 428 000 535 436 Total Phase 2 981 142 519 969 1 501 111 Total cost of study in US$ 2 188 142 811 969 3 000 111Total cost of study in UA 1 498 892 556 204 2 055 096

ANNEX 6 Page 1/4

DEMOCRATIC REPUBLIC OF CONGO Nsele – Lufimi and Kwango – Kenge Roads Rehabilitation Project

Summary of the Environmental and Social Management Plan Project Title : DRC : Nsele-Lufimi and Kwango-Kenge Roads Rehabilitation Project Project Number : PCD-DB0-001 Country : Democratic Republic of Congo Department : ONIN

1. Brief description of the project and key environmental and social components 1.1 The project concerns : (i) rehabilitation works on the Nsele-Lufimi (94.58 km) and Kwango–Kenge (72.8 km) roads and connected feeder roads, the control and supervision of the said roads ; (ii) environmental protection works and the sensitisation of the populations of the Project Impact Area to environmental protection, road security and problems related to water-borne diseases (diarrhoea and malaria), STI and HIV/AIDS (iii) institutional support to MTPI, and iv) project audit. 1.2 The environmental and social component will concern, among other aspects, monitoring the implementation of environmental and social measures, sensitising the population about environmental protection, road security water-borne diseases (diarrhoea and malaria), STI and HIV/AIDS and implementing attendant measures, such as the construction of school fences, health centres, the rehabilitation of water points, parking lots, markets as well as planting trees in village entrances and exits, etc. The project is ranked in category 2, in view of the fact that the its impact zone is not sufficiently environmentally sensitive and that the environmental impact can be easily contained by implementing the appropriate measures. 1.3 It is also worth noting that the project will be constructed on an old road with an existing right-of-way. As a result, it would not be necessary to expropriate the inhabitants. Besides, there are about thirty stalls and warehouses along the road, but just outside the right-of-way, all of which are built with non-permanent materials (adobe and straw) and without permit, in the neighbouring villages of central Menkao, Mutiene, Mbankana, Pema, on the Nsele-Lufimi road, of Bukanga Lonzo Catholic mission and Bukanga Lonzo sector on the Kwango-Kenge road. In order to improve the sanitary and security standards of the sale of goods along the road, these stalls and warehouses will be rebuilt with solid materials, a few metres away from their present site, before the old ones are destroyed. The cost of these works is included in the global project cost. 2. Key environmental and social impacts 2.1 Positive Impacts : The project will generate significant positive impacts such as : a) improving the populations’ access to the project impact zone; b) alleviating the populations’ sufferings (particularly women and children) during their travels; c) all-weather access to roads; d) improving the conditions of conveyance of agro-pastoral productions (cereals, market gardening products, livestock, etc.) to the various markets, which are sold at interesting prices, because of the rehabilitated roads and the upgraded feeder roads; e) facilitating the evacuation of patients to regional health centres (Kinshasa, Mbankana, Kenge, etc..). f) creating the populations’ awareness about water-borne diseases, STI and HIV-AIDS, through sensitisation activities provided for in the project.

ANNEX 6 Page 2/4

DEMOCRATIC REPUBLIC OF CONGO Nsele – Lufimi and Kwango – Kenge Roads Rehabilitation Project

Summary of the Environmental and Social Management Plan 2.2 Negative Impacts : Most of the negative impacts will be observed during the implementation period, especially during the digging and feeder roads levelling works, quarry and borrow ditch operations, the transportation of construction equipment, the maintenance of vehicles. These impacts relate to : the dust, discharging particles in the atmosphere and the noises of machines and other vehicles ; the destruction of vegetation around the roads’ right-of-way, especially on the feeder roads; the destruction of shelters for rodents and insects; the disturbance of the general tranquillity of the riparian population. The construction waste, discharges and rubbles may affect the quality of water (pollution) during the works. The erosion of soils in some areas Nsele, Lufimi, Lonzo and Wamba rivers), engine oil and fuel spills during the maintenance of machines may also affect the quality of water. Inconveniences could also be felt during traffic interruptions. The reparation of the Nsele bridge can cause environmental problems such as: work accidents, water pollution due to waste discharges emanating from the works site. 2.3 The project may also result in population growth due to the migration of non-resident workers. This can cause social problems, notably, the increase in STI and HIV/AIDS. Besides, other problems arising during the road building period, could relate to the insecurity of road users due to speed increase. 3. Mitigation and Reclamation Programme 3.1 To curtail the negative impacts, the infrastructure will be built in compliance with the standards set for the management of polluting discharges in the natural environment. Transport vehicles and machines will be equipped with an anti-pollution system. To limit the quantity of dust released, workers will be sensitised on dust control techniques and dust suppressant equipment will be provided to them in the areas concerned. The site equipment will be stored and serviced in watertight spaces. Other mitigating measures include: establishing and ensuring the operation of pollution control equipment for asphalting works; taking the necessary measures (fencing, protection panels, etc.) to ensure that building equipment, scraps or wood residues do not fall into the water courses; providing for and developing health facilities in project sites to eliminate waste water, salvaging oils, filters, used batteries and storing them safely in agreement with the authorities concerned; restoring the vegetation at the end of the works, taking the necessary measures to avoid destroying the vegetation along the roads especially the bamboo plantations situated between Nsele and Menkao 4, near the grand Libulu and other bamboos isolated between Maindombe and pont Lufimi and in the borrow site; cleaning up the borrow pits by filling them and revegetalising the borrow sites and quarries and replanting local species; protecting the embankments in order to prevent work accidents during the project execution phase. Crossing structures will also be built to avoid impeding the flow of surface water and that of water courses and the sites will be restored to their original state. The chaotic development resulting from the roads rehabilitation activities should compel the competent authorities to ensure strict compliance with the town planning act. There are also plans to undertake sensitisation actions on environmental protection, road security, water-borne diseases (diarrhoea and malaria) and STI/AIDS. 3.2 The works will be coordinated in such a way as to ensure that the traffic is not interrupted and, should that be the case, that the users would be notified of this interruption in advance. Attendant measures are provided for to improve the living environment and conditions of the riparian populations. These measures entail giving a face-lift to the entry points of 36 villages, rehabilitating public transport stops along the roads passing through villages, and security facilities (fences) in 6 schools, the upgrading 7 markets and 7 water points along the road, erecting speed bumps in the different villages traversed by the roads.

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DEMOCRATIC REPUBLIC OF CONGO Nsele – Lufimi and Kwango – Kenge Roads Rehabilitation Project

Summary of the Environmental and Social Management Plan 3.3 The above-mentioned concerns will be included in the contracting firm’s specifications, for implementation.. The Infrastructure Unit (IU) of the Ministry of Works and Infrastructure and the Environmental Unit (EU) of the Ministry of Environment, Conservation of nature and forestry (MECNEF) will be entrusted with monitoring the implementation of the environmental and social management plan (PGES). They shall be supported by the environmentalist of the control missions. NGOs will deal with the populations’ sensitisation which complements the Government’s national programme. ADF will also carry out supervision missions. Monitoring programme and supporting initiatives 4.1 The PGES follow-up will be conducted by the IU, with the backing of the environmentalist of the control missions. The purpose of the follow-up is to ensure compliance with the regulation in force, the management of the site, the conduct of environment-specific works and the search for solutions to specific environmental problems. As regards the supervision of works, the support of other specialists, like doctors, health services for the well-being and security of workers, will be sought. 4.2 The follow-up will particularly relate to the quality of surface water, erosion ; the alternative vegetation ; the security of workers and drivers, sensitising the populations about road security, water-borne diseases, STI and HIV/AIDS, the effective rehabilitation of borrow pits and quarries. This follow-up will also entail controlling the level of nuisance affecting the residents. 4.3 The Government and ADF will conduct an in-depth examination of the project’s execution. The reports submitted by the IU will include, among other aspects, the state of physical execution of works, the technical and environmental problems encountered, the solutions envisaged, the efficiency of the environmental and social measures. These quarterly reports will be transmitted to the Bank on a regular basis. 5. Institutional arrangements and capacity building requirement 5.1 At the institutional level, in accordance with the decision dated 24 June 2004 relative to the organisation and operation of organs intervening in the evaluation of the Environmental and Social Impact of the Multi-sectoral Emergency Rehabilitation and Reconstruction Programme (PMURR), the Environmental Unit of the PMURR is in charge of conducting and coordinating the environmental and social appraisal of the PMURR and other projects, promoting the technical capacity building of actors in the environmental and social evaluation of PMURR projects. This Environmental Unit is under the direct supervision of the Ministry of Environment, conservation of nature and forestry, which has a set of texts to enable it to carry out its mission properly . 5.2 The Ministry of Works and Infrastructure has a sectoral institutional support and coordination unit dubbed « Infrastructure unit » two of whose experts are entrusted with implementing the Environmental Management Plan and the daily follow-up of environmental measures. To that effect, these officials, specialised in economics, need a sufficient specialisation in environmental evaluation, the preparation of EIES and PGES and accounts auditing. As regards capacity building, the project provides for their training and that of an environmentalist. 6. Public consultations and information dissemination requirements 6.1 The riparian population, NGO’s operating in the vicinity of the impact zone, customary and local administrative authorities, regional and sub-regional authorities in charge of environmental management were consulted during the design and preparation of the project, through seminars and personal contacts, while this study was being conducted. The same procedure will be followed during the PGES implementation. Moreover, the summary of the PGES will be posted in the Public Information Centre of the Bank

ANNEX 6 Page 4/4 DEMOCRATIC REPUBLIC OF CONGO

Nsele – Lufimi and Kwango – Kenge Roads Rehabilitation Project Summary of the Environmental and Social Management Plan

7. Cost estimates 7.1 The estimated cost of the environmental protection measures is US$ 1 million. The latter includes: (i) the follow-up of environmental and social measures (US$ 90 000) ; (ii) building fences for six schools (US$ 40 000) ; (iii) the reconstruction of stands (US$ 75 000) ; (iv) improving spaces for seven markets and seven water points (US$ 100 000) ; (v) tree planting at the entrance and exit of thirty-six villages (US$ 90 000) ; (vi) developing ten parking lots (US$ 150 000) ; (vii) sensitising the population (US$ 450 000), training IU officials in environmental management (US$ 5 000). Other costs relate to physical and human environmental protection during the works, the institution of security measures (buoying at crossover points), the rehabilitation of quarries and borrow pits. All these costs are included in the global amount of the works. 8. Implementation schedule and production of reports 8.1 The implementation of environmental and social measures will cover the entire project cycle. The project’s implementation unit will prepare quarterly reports on the state of progress of the project implementation. These reports will be submitted to the Infrastructure Unit which will forward them to ADF every quarter. The reports will also include the physical execution of the project, the efficiency of environmental and social measures, the problems encountered as well as solutions envisaged.

ANNEX 7 DEMOCRATIC REPUBLIC OF CONGO

Nsele – Lufimi and Kwango – Kenge Roads Rehabilitation Project Items of the Expenditure Categories per Source Financing (in UA million)

Categories of expenditure ADF GOVERNMENT

Foreign Exchange Local Currency Total Foreign Exchange Local Currency Total A. EQUIPMENT Computer and automation equipment 0.02 0.02 0 B. CIVIL WORKS b.1 Lot 1 – Nsele-Lufimi Road 14.56 1.66 16.23 1.97 1.97 b.2 Lot 2 - Kwango-Kenge Road & connected Feeder roads 20.48 2.34 22.82 2.78 2.78 C. CONSULTANCY SERVICES c.1 1 Supervisions of works at lot 1 0.96 0.33 1.28 0.08 0.08 c.2 1 Supervisions of works at lot 2 1.34 0.46 1.80 0.12 0.12 c.3 Sensitisation of the populations 0.31 0.31 c.4 Technical Assistance 0.51 0.34 0.85 c.5 Training 0.09 0.07 0.16 c.6 Loange-Mbuji Mayi Road upgrading study 1.50 0.44 1.94 0.11 0.11 c.7 Audit of project accounts 0.09 0.01 0.10 Basic cost 39.55 5.95 45.52 5.06 5.06 Physical contingencies (10%) 3.96 0.59 4.55 0.51 0.51 Financial contingencies (4.73%) 2.07 0.31 2.38 0.26 0.26 Total Net of taxes 45.58 6.87 52.45 5.83 5.83

ANNEX 8

ANNEX 9 Page 1/4 DEMOCRATIC REPUBLIC OF CONGO

Nsele – Lufimi and Kwango – Kenge Roads Rehabilitation Project Summary of Economic Analysis

1. Methodology 11. The economic assessment of the Pont Nsele-Lufimi and Kwango-Kenge roads rehabilitation was conducted with the help of the Highway Development and Management (HDM 4) model, which has the advantage of assessing the vehicles’ annual operating costs on the basis of the state of the road surface. The latter is determined bearing in mind the deteriorations due to traffic and in view of the maintenance works carried out. Thus, the model makes room for the linkage between vehicles’ operating costs and the state of deterioration of roads. Traffic cost advantages resulting from maintenance expenses will also be taken on board. The parameters necessary for the functioning of the model were inferred from the technical study or gathered from the different parties involved. 1.2 The economic rate of return (ERR) and the updated present net value were fixed to determine whether the rehabilitation of the two roads are economically viable. These criteria are the outcomes of the comparison, from the community viewpoint, of costs and benefits linked to the operation of vehicles, between the « without project » case (consisting in the maintenance of existing roads to ensure that they provide an average level of service) and the “with project” case (linked to the implementation of the project). The comparison will concern the 2005-2028 period covering : i) the rehabilitation works period which will spread over three years 2006-2008 ; ii) the 20 year lifespan, of all roads, from 2009 (when roads become operational) to 2028 (20th year after the roads become operational). 1.3 A copy of the study report as well as the detailed results are included in the project execution documents. The paragraphs below summarise the design assumptions and results of the analysis. 1.4 The economic costs under consideration are defined as follows : 4.1 Preliminary economic cost

All expenditures inherent in the rehabilitation of the entire Nsele-Lufimi-Kwango-Kenge road, under the

works proper, control and supervision of works, environmental protection measures, project monitoring, physical contingencies . The preliminary costs of connected feeder roads are considered as exogenous costs. 4.2 Maintenance cost (i) « Without project » solution. In view of the strategic importance of these two roads, it was

decided that to maintain the average level of service in the current state of the roads, it would be necessary to undertake the following operations : a) For the Pont Nsele-Lufimi road: * repair the identified deteriorated sections (if the deteriorated surface area is >= 2%), * sealing cracks (if crack widths are >=5% ) ; * bi-annual interventions in some works ; * renewal of the surface course every five years ; and b) For the Kwango-Kenge road : * Road patching (if sand-gravel mixture thickness <= 95 mm) :* resurfacing every two years* reshaping twice a year ; * spot repairs every year on some sanitation works.

(ii) « With project » solution . The planned interventions on the entire Nsele-Lufimi-Kwango-Kenge

road concern the following works : * renewal of the surface course (laying the sheet-asphalt course) every 10 years; * repairing identified deteriorated sections (if the deterioration covers >= 0.3 num/km), * sealing cracks (if crack widths are >=5%) * spot repairs of some civil engineering structures and sanitation works.

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DEMOCRATIC REPUBLIC OF CONGO Nsele – Lufimi and Kwango – Kenge Roads Rehabilitation Project

Summary of economic analysis 1. The economic advantages taken into account in the analysis relate to : (i) savings in vehicles operation costs resulting from the difference between the corresponding cost

at the current level of service and the cost relative to the proposed improvement. (i) savings in routine maintenance costs resulting from the comparison of needs, estimated by the

HDM-4 model, between the “without project” case and the “with project” situation. (iii) the enhancement of agricultural production losses in the Project Impact Area (taken into account

in the exogenous advantages) 2. The economic return rate and updated benefits relative to the project were calculated on the basis of the

economic costs and advantages below and a residual value (one of the economic advantages), estimated at 25% of initial investment costs. The table below shows the results of the basic evaluation.

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DEMOCRATIC REPUBLIC OF CONGO

Nsele – Lufimi and Kwango – Kenge Roads Rehabilitation Project Summary of economic analysis

HDM-4 Economic Comparison

Title of the operation : Rehabilitation of the entire « Nsele-Lufimi-Kwango-Kenge » road Run date : 08-10-2005 Foreign Currency : US Dollar (million)

Discount rate : 12.00%%

Option : Investment (Rehabilitation of roads) Compared to Basic setting (Existing roads + maintenance)

Additional costs administration

Investment Operations

Savings VOC

(motor traffic)

Savings in time cost (motor traffic)

Net exogenous advantages Updated advantages (A)

Not discounted

78.48

- 0.86

362.01

38.08

148.40

470.87

Discounted

53.04

- 0.33

62.77

7..03

39.45

56.54

Economic rate of return = 22% (No. of solutions = 1)

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DEMOCRATIC REPUBLIC OF CONGO Nsele – Lufimi and Kwango – Kenge Roads Rehabilitation Project

Summary of economic analysis

After testing the solidness of the basic results of the preceding tables, a sensitivity test and an analysis of the switching values of the three key alternatives –investment costs, economic advantages and traffic- were undertaken. The results summarised in the tables below confirm the viability of the project.

Sensitivity analysis

Scenarios ERR % NPV Million US$

1. Basic 22.0 56.54

2. 20 % cost increase 18.7 37.27

3. 20 % reduction in traffic growth 20.5 43.04

3. 20 % reduction of advantages 18.3 24.89

4. 20 % cost increase and 20 % reduction of advantages 17.5 0.001

ANNEX 10 DEMOCRATIC REPUBLIC OF CONGO

Nsele – Lufimi and Kwango – Kenge Roads Rehabilitation Project Bank Group Operations as at 30/09/2005

Projects Counter Approval

Date Date of

signature

Effective date

Closing date Amount approved in Million

UA

Amount disbursed

Disbursement rate in En%

Status

1. Support to the national

capacity building programme

2. Multi-sectoral institutional support (PAM)

3. Multi-sectoral socio-economic rehabilitation project (PMURIS)

4. Revival and Reunification Support Programme (PARER)

5. Health Project I

6. Education system support Project

7. Agriculture and rural sector rehabilitation. Project (PARSAR)

TOTAL

ADF

ADF

ADF

ADF

ADF

ADF

ADF

20/06/2001

13/11/2002

20/12/2002

10/12/2003

17/03/2004

17/03/2004

/05/2004

18/07/2001

04/06/2003

04/06/2003

15/12/2003 15/12/2003

25/05/2004

“

25/05/2004

25/05/2004

18-10-2001

01-10-2003

03-02-2004

18-07-2004 18-07-2004

- - - -

31/12/2005

31/12/2006

30/04/2007

31/12/2006 31/12/2006

30/09/2010

“

31/12/2009

31/03/2011 “

1.97 3.23 27.00 44.5 3.0 20.0 5.0 5.23 18.0 7.0

134.93

1.54

0.23

0.15

30.00 0. 3

0.2 0

0.2

0 0.3

32.72

78.1

7.1

0.7

67.4 10.0

0.1 -

3.8 -

5.0

24.2

Active

Active

Active

Active Active

Starting

« »

Active

Starting Active

ANNEX 11 DEMOCRATIC REPUBLIC OF CONGO

Nsele – Lufimi and Kwango – Kenge Roads Rehabilitation Project Project Identification, Preparation and Appraisal Process

Activities Structures met during the missions

Identification Mission: (July 2004)

Governmental

- Ministry of Planning - Ministry of Finance ; - Ministry in charge of the Environment ; - Ministry of Rural Development - Ministry of Works and Infrastructure - BCECO ; - BCMI - Infrastructure unit, Roads Authority, DVDA;

Donors

- WB, EU, AFD, Belgian Cooperation, Canadian Cooperation, UNDP, DFID

Preparation Mission : (July/August 2005)

Governmental

- Ministry of Planning - Ministry of Finance ; - Ministry in charge of the Environment ; - Ministry of Rural Development - Governor of Kenge

Donors

- WB, EU, AFD, Belgian Cooperation, Canadian Cooperation, UNDP, DFID

Beneficiary populations

- Women’s groupings, union of road carriers, agricultural groupings, heads of villages and districts.

- Evaluation Mission: (September 2005)

Governmental

- Ministry of Planning - Ministry of Finance ; - Ministry in charge of the Environment ; - Ministry of Rural Development - Governor of Kenge

Donors WB, EU, AFD, Belgian Cooperation, Canadian Cooperation, UNDP

ANNEX 12 DEMOCRATIC REPUBLIC OF CONGO

Nsele – Lufimi and Kwango – Kenge Roads Rehabilitation Project List of Project Implementation Documents

i) Road network map

ii) Document of the Minimum Partnership Programme for transition and rehabilitation (PMPTR) iii) Texts creating the Infrastructure Unit of the Ministry of Works and Infrastructure (MTPI)

iv) The Kwango – Kenge and Nsele – Lufimi roads rehabilitation study

a. Economic Report b. Environmental and Social Report and Environmental and Social Management Plan c. Technical Report d. Tender documents.

v) Project follow-up schedule

vi) Poverty Reduction Strategy Paper.

vii) Terms of reference of the Loange – Mbuji Mayi road rehabilitation study