Document of

The World Bank

FOR OFFICIAL USE ONLY

Report No. 3191-OM

OMAN

STAFF APPRAISAL REPORT OF

A SECOND HIGHWAY MAINTENANCE PROJECT

December 8, 1981

Projects DepartmentEMENA Regional Office

This document has a restricted distribution and may be used by recipients only in the performance oftheir official duties. Its contents may not otherwise be disclosed without World Bank authorization.

Pub

lic D

iscl

osur

e A

utho

rized

Pub

lic D

iscl

osur

e A

utho

rized

Pub

lic D

iscl

osur

e A

utho

rized

Pub

lic D

iscl

osur

e A

utho

rized

Pub

lic D

iscl

osur

e A

utho

rized

Pub

lic D

iscl

osur

e A

utho

rized

Pub

lic D

iscl

osur

e A

utho

rized

Pub

lic D

iscl

osur

e A

utho

rized

CURRENCY EQUIVALENTS(As of September 30, 1981)

Currency Unit = Rial Omani (RO)RO 1 = 1,000 Baizas = US$2.89519

1 Baiza = US$0.0029100 Baizas = US$0.29US$1 = RO 0.3454

WEIGHTS AND MEASURES

Metric System British/US System

1 meter (m) = 3.28 feet (ft)

1 kilometer (kin) 0.62 miles (mi)1 sq. kilometer (km2) = 0.386 sq miles (mi2)1 metric ton (m ton) = 0.984 long ton (ig ton)

GLOSSARY OF ABBREVIATIONS

DGR - Directorate General of RoadsMOC - Ministry of CommunicationsMMT - Maintenance Management/TrainingMTPU - Mechanical Training Production UnitRTPU - Road Training Production UnitVOC - Vehicle Operating Cost

SULTANATE OF OMAN

FISCAL YEAR

January 1 - December 31

FOR OFFICIAL USE ONLY

OMAN

APPRAISAL OF

A SECOND HIGHWAY MAINTENANCE PROJECT

Table of Contents

Page No.I. INTRODUCTION ............................................. I

II. THE TRANSPORT SECTOR ..................................... I

III. THE HIGHWAYS ............................................. 2

A. The Network .......................................... 2B. Traffic .............................................. 2C. Administration ....................................... 3D. Planning, Finance and Investment, and Engineering .... 4E. Highway Maintenance ......................... , 4F. Training ............................................. 5

IV. THE PROJECT ...................................... 5

A. Objectives ........................................... 5B. Description .......................................... 6C. Engineering .......................................... 9D. Cost Estimate ........................................ 9

E. Financing ............ 11F. Implementation ....................................... 11G. Disbursements ........................................ 13H. Environmental Impact ................................. 13

V. ECONOMIC EVALUATION ....................................... 13

A. Benefits and Beneficiaries ............................ 13B. Economic Evaluation ........................ 14

VI. RECOMMENDATIONS ....... ............... ..................... 16

This report was prepared by Messrs. A. I. Ramuglia (Economist), M. R. Payne(Engineer) and G. A. Morra (Training Specialist).

This document has a restricted distribution and may be used by recipients only in the performance oftheir official duties. Its contents may not otherwise be disclosed without World Bank authorization.

ANNEXES

1. Related Documents and Data Available in Project File2. Project and Program Implementation Schedule3. Estimated Disbursement Schedule4. Three-Year and Five-Year Cost Estimates5. Proposed Table for Schedule 1, Loan Agreement6. Highway Maintenance Equipment7. Equipment for Pavement Data Collection8. Asphalt Overlays Data Sheet

MAP

Transportation System - IBRD 16172

I. INTRODUCTION

1.01 The Sultanate of Oman has asked the Bank to help finance a proj-ect comprising road maintenance, training of maintenance personnel andtechnical assistance to the Directorate General of Roads (DGR). The pro-posed project is expected to be a continuum of the present Highway Main-tenance Project (Loan 1441-OM) both in scope and point in time, and thebasic five-year (1982-87) maintenance program on which it is based wasprepared by the maintenance management/training assistance consultants(MMT), Roy Jorgensen Associates, Inc., financed under Loan 1441-OM. Thetotal costs of the first three years of the five-year maintenance programis estimated at US$48.1 million including routine maintenance arid US$41.9million excluding routine maintenance, towards which a Bank loan ofUS$15.0 million is proposed, representing 31% and 36% respectively of thetotal costs.

1.02 This report was prepared on the basis of information by the Omaniauthorities, the DGR, MMT consultants, and general technical assistanceconsultants (Dar Al-Handasah Consultants, Shair & Partners) and on thefindings of an appraisal mission composed of A. I. Ramuglia (Economist),M. R. Payne (Engineer) and G. A. Morra (Training Specialist) who visitedOman in June 1980, and an updating mission in March 1981 of Messrs. Howard(Division Chief) and Payne (Engineer).

II. THE TRANSPORT SECTOR

2.01 Details on the geography, economic development and the transportnetwork as a whole including background on transport policy, planning andorganization are available in the Project File under Transport SectorMemorandum dated February 1976 (see Document Al of Annex 1), and in thegray cover "Appraisal of a Highway Maintenance Project in Oman" (ReportNo. 1508a-OM) dated May 17, 1977 (Document A2) and in the Draft Report ona Highway Master Plan by Dar Al-Handasah Consultants, dated March 1980(Document A3).

2.02 The existing transport infrastructure now provides for the basicneeds of almost all regions of the country although some of the tracksstill require four-wheel drive vehicles; however, these tracks are con-stantly being improved, some to paved road standards. The main road net-work is of high standard and provides direct access to the main agricul-tural and population centers of the country. With the recent upgrading ofthe port of Raysut in Dhofar Province, Oman has two major ports and gener-ally adequate facilities although the port of Sur, southeast of Muscatwhere the Gulf of Oman joins the Arabian Sea, represents a possible areafor future port development. International air traffic is well served bySeeb International Airport but some additional hangar space seems neces-sary. The airport at Salalah (Province of Dhofar) is presently adequatebut additional facilities, especially refueling and repair, would be

- 2 -

required if the airport becomes an international link. The airports atKhasab, Sohar, Buraimi, Nizwa, Sur and Masirah have limited facilities forpassengers and are only served by irregular, and fairly frequent, militaryflights on a space available basis.

2.03 On the whole, the critical needs now in the transport sector aremaintenance and operations. The present and still expanding highway net-work needs more and better maintenance, while the ports and, to some ex-tent, the airports require improved operations.

Bank's Role Related to the Transport Sector

2.04 The Bank's involvement in the transport sector of Oman (Loan985-OM, approved by the Board in April 1974 and Loan 1441-OM, approved bythe Board in May 1977) has supported the development of the DGR generallyand its maintenance and planning capabilities in particular. Under Loan985-OM technical assistance consultants to the DGR prepared a five-yearroutine and periodic maintenance program for the national roads of Oman.This program, the first such for the country, served as a basic input forthe ongoing Highway Maintenance Project (Loan 1441-OM) which comprised athree-year portion (1978-81) of the five-year maintenance program andincluded a staff training component for Omani highway maintenancepersonnel.

2.05 Future Bank lending for the highway subsector should aim atextending and consolidating the country's highway maintenance program,including the critical training element, as well as providing necessarygeneral technical assistance to DGR. These are the objectives of theproposed Second Highway Maintenance Project (paras. 4.01 to 4.03).

III. THE HIGHWAYS

A. The Network

3.01 The historical development of the highway network is detailed inDocuments Al, A2 and A3 and Table Cl of the Project File (See Annex 1).

B. Traffic

3.02 Historically, traffic data has been limited. In October 1975,the technical assistance consultant to the DGR conducted the first com-prehensive traffic surveys in the Sultanate and subsequently established asection responsible for traffic surveys in the DGR. This small section,with the aid of the technical assistance consultants financed under theHighway Maintenance Project (Loan 1441-OM), conducted 188, 12-hour and24-hour, classification counts during 1979. This was followed by a compre-hensive traffic study including origin/destination surveys undertaken byconsultants between December 1980 and February 1981. Since the DGR trafficsection's effectiveness has been hampered by lack of dependable vehicles

and serviceable automatic counters, the proposed project would strengthenthis section's capability by providing funds for traffic counters, vehi-cles and related equipment (para. 4.12). Technical assistance to thesection would also be available from the consultant services provided the

DGR and in the form of individual technicians (paras. 4.14 to 4.16).

3.03 Available traffic data show a high rate of traffic growth overthe last three years in most areas; some of the heavily travelled roads inthe capital area show traffic increases of 14 to 20% per annum and someimportant rural links show traffic growth rates as high as 35% per annum.Future maintenance planning, as well as general highway planning, will bebased on the trends established from data!/ collected during 1976-79 andthe early 1981 O/D study (see para. 3.02).

3.04 The vehicle fleet in Oman has also shown significant expansion.In 1970 there were only about 1,000 motor vehicles of all kinds in Omanand most of these belonged to the Armed Forces or the Petroleum Develop-ment Oman Limited. By the end of 1973 the vehicle fleet had increased toabout 14 500 by the end of 1975 to 31,000 and by the end of 1979 to over86,000..7

3.05 With the exception of urban bus transportation, there is nogovernment regulation of tariffs. This has encouraged an economicallyrational pricing demand for transport since the road transport industry in

Oman is characterized by great competition between small operators. Astudy carried out under the Technical Assistance Loan (985-OM) in1977,3/ recommended basic axle load limits; these were established and,in accord- ance with a covenant in the Loan Agreement for Loan lL441-OM(Section 4.03), are now being enforced by the Government. Trafficregulations are generally well enforced and obeyed, especially in thecapital area which is the only area with a significant concentration oftraffic.

C. Administration

3.06 Administration of the national highway network is directly underthe jurisdiction of the DGR which is a part of the Ministry of Communica-tions (MOC). Although the basic organizational structure of the DGR issound, a shortage of professional staff has meant that the actual operat-

* ing structure is considerably different than the formal structure. The

1/ For details on traffic studies as well as daily traffic volume records for1976 through 1979, see "Draft Report on Highway Master Plan,," March 1980,by Dar Al-Handasah Consultants (Shair & Partners) in Project: File

(Document A3).

2/ See op. cit. in Project File for details.

3/ See Project File, Document A4.

- 4 -

main administrative and technical departments of the DGR are in Muscat.Actual maintenance of the road network is centered on six regional areaseach of which in turn supports a number of field work centers.

3.07 Althougn many of the approved staff posts of the DGR are vacantand many of the individuals who are filling positions lack the requiredqualifications to be fully effective, a sustained effort in recruitingexpatriates to fill line positions has allowed the DGR to improve itscapabilities over the last few years. The First Highway Project (Loan1441-OM) provided funds for a number of individual expatriates to berecruited, mostly in conjunction with the training programs. This pro-posed project will provide additional technical assistance for financingthe foreign costs of expatriate individuals to fill a broad spectrum ofin-line positions related to the DGR maintenance responsibilities (para.4.16).

D. Planning, Finance and Investment, and Engineering

3.08 Details of planning, finance and investment, and engineering inregard to highways in Oman are contained in the Project File, in parti-cular, Documents No. Al, A2 and A3 (see Annex 1).

E. Highway Maintenance

3.09 Although highway maintenance is one of the prime functions of theDGR, it cannot now, on its own, achieve adequate routine and periodicmaintenance of the expanding Omani highway network due to understaffingand a serious shortage of key administrative and technical personnel atall levels. Since paved highways in Oman essentially date from 1970, withmost of the paved kilometrage more recent than that, and with most pavedlinks having received one or two years' maintenance from the constructioncontractors as part of their contract, deterioration due to inadequatemaintenance has not yet become a major problem. Nevertheless, someimportant links either now need, or will soon need, periodic maintenance(overlays). To meet this need, the DGR will wisely turn to the large andcapable contracting industry operating in Oman to carry out essentialperiodic maintenance on paved roads. The Government has indicated thatthey would also like to undertake such periodic maintenance tasks as re-graveling and surface treatment of gravel roads by contract to the extentthat this work would attract competent contractors at reasonable prices.It is expected that in most cases such work will be sufficiently attrac-tive to assure reasonable competition and prices. The proposed SecondHighway Maintenance Project will support these efforts to upgrade periodicmaintenance through the use of contractors to protect the existing invest-ments in highway infrastructure without burdening the DGR with the neces-sity to purchase increased quantities of special equipment for such workand recruit or train adequate staff to effectively utilize the equipment.

3.10 Appropriately, the MOC has included in the five-year periodicmaintenance program improvements by asphalt overlay, gravel replenishmentand maintenance of paved roads by major patching, guard rail installation,etc.

3.11 Although the level of routine maintenance has improved during thelast few years, the level of maintenance effort on most unpaved roadsunder the DGR still is only between fair and poor. Although scarifyingand grading of the travelled way alleviates corrugated surfaces, excessiveoperations sometimes result in channelization as the travelled way is cutdown below natural ground level. The training program for maintenanceequipment operators under the First Highway Maintenance Project (Loan1441-OM) has helped to develop an awareness of the importance of maintain-ing the shape and grade and ensuring drainage of unpaved roads whileeliminating corrugations. The proposed project will strengthen and expandthese training efforts as well as meet the equipment needs for the in-creased routine maintenance effort found to be economically justified (seeparas. 5.04 and 5.05).

F. Training

3.12 The present Bank Highway Maintenance Project in Oman (Loan1441-OM) has provided for a broad spectrum of training for DGR personnelbased on an evaluation of needs directly related to the highway mainte-nance program.!/ The proposed project would continue and strengthenthis effort, taking into account the particular lessons learned during theimplementation of Loan 1441-OM (see para. 4.17-4.23).

IV. THE PROJECT

A. Objectives

4.01 The overall objectives of the project remain as for the FirstHighway Maintenance Project (Loan 1441-OM), namely, to protect recenthighway improvements and sustain an efficient national highway transportnetwork to serve present and future demand.

4.02 The project will provide assistance to the DGR to apply effectiveroutine highway maintenance procedures initiated under the First Project.Additionally, it would be extended to the periodic highway maintenanceactivities of gravel replenishment and asphalt overlays.

4.03 The objectives of sustained development of the DGR maintenancemanagement and training operations and the improvement of its planningfunction would be supported by consultant services.

1/ For particulars, see Project File, especially Document No. A2.

B. Description

4.04 The project would be a continuation of the First Highway Project(Loan 1441-OM) in intent and comprises the first three-year portion (1982to 1985) of the Directorate's five-year highway maintenance program (1982to 1987) for:

(i) periodic maintenance and minor improvements of highways;

(ii) equipment and spare parts for highway maintenance, workshops,training and pavement data collection;

(iii) construction and/or rehabilitation of workshops and highwaymaintenance centers;

(iv) technical assistance to DGR and MOC; and

(v) routine highway maintenance.

4.05 The proposed loan would finance all or part of the foreignexchange costs of the following project components during a three-yearperiod from 1982 to 1985:

(i) the asphalt overlay component of the periodic maintenance andminor improvements program;

(ii) highway maintenance equipment and spare parts;

(iii) pavement data collection equipment;

(iv) construction of two highway maintenance centers; and

(v) consultant services and individual technicians (see paras. 4.14to 4.23) for highway maintenance management, training, planningand general technical assistance to both the DGR and the MOC.

Periodic Maintenance and Minor Improvements

4.06 The Omani paved road network is quite young (weighted average agejust over four years) and predominantly of high pavement design standard.Approximately 200 km of the 2,270 km of paved highways are over eightyears old; consequently periodic maintenance requirements during the five-year maintenance program (1982-87) are expected to be few and only 100 kmof asphalt overlay have been included in the project. In addition, provi-sion has been made for periodic maintenance (basically gravel replenish-ment) of some 500 km of unpaved roads. In view of the relatively smallsize of the relevant contracts and the presence in Oman of a large numberof foreign and local contractors, the five-year periodic maintenance pro-gram would be best procured by local competitive bidding.

4.07 Periodic maintenance activities for gravel and paved roads wouldform components of the proposed Second Highway Maintenance Project. The

- 7 -

program is detailed in the special report on the Sultanate's "P'hysicalMaintenance Program" (see Project File Document B1) and was discussed atnegotiations. A section of the Ibri-UAE border near Buraimi WaS tenta-tively identified for asphalt overlay. Technical and economic evaluationof this section will be carried out by the technical assistance consult-ants and the results sent to the Bank for review to ascertain itseligibility for financing (see para. 4.25).

Routine Maintenance

4.08 As for the First Highway Maintenance Project, the day--to-day costof operations (salaries, wages, fuels, oils, lubricants, etc.) representrecurrent expenditures which are not eligible for reimbursement: from theproceeds of the loan. They are, however, part of the overall cost of theproject and these costs would be met from Government funds (seepara. 4.31). The program is detailed in Project File Document B1 (seeAnnex 1).

Equipment and Spare Parts for:

4.09 Highway Maintenance. The numbers and types of highway main-tenance equipment and spares to be procured have been assessed from thenumbers and condition of the existing inventory, work loads by maintenanceactivity, equipment productivity rates and spare parts consumption rates.A provisional list of equipment and related spares to be procured wasdiscussed and agreed during negotiations (see Project File Document C16and Annex 6).

4.10 Workshops. The procurement of the numbers and types of equipmentto operate the proposed new mechanical workshops and highway maintenancecenters will be phased with the proposed construction program (see para.4.13, below).

4.11 Training. Equipment required for the training function part ofthe technical assistance component (see paras. 4.17 to 4.23 below) will beselected and procured to meet the training course requirements formechanics and equipment operators.

4.12 Pavement Data and Training. The project includes pavement datacollection equipment and vehicles for the use of the Traffic Section ofthe DGR so that pavement and traffic data collection for planning ofhighway maintenance and construction activities can be continued andextended as well as classroom and field training equipment. Details werediscussed and agreed at negotiations (see Project File Document C18 andAnnex 7).

Construction and/or Rehabilitation of Workshops and HighwayMaintenance Centers

4.13 The DGR confirmed the locations and justified the construction/rehabilitation of two additional regional workshops at Ibra and Masira

- 8 -

Island to complement the four new workshops at Azaiba, Salalah, Al-Ghalieland Ibri and the two workshops remaining to be constructed under the FirstProject. When completed, the eight workshops will provide satisfactoryregional distribution of mechanical support for operational servicing,repairs and overhaul of highway maintenance equipment. Workshop designlayouts will be similar to those of the First Project. The layouts ofhighway maintenance centers were discussed at negotiations and locationsidentified as Azaiba, Quriyat, Barka al Mos, Buraimi, Masira, Ibri, Murbatand Titan.

Consultants Services and Individual Technicians

4.14 During appraisal the DGR and the MOC expressed their wish toengage a single consultant firm to assist them with both highway main-tenance management/training and general technical assistance. The experi-ence gained in the First Project, where two consultant firms were sepa-rately engaged for highway maintenance and general technical assistance,demonstrated that easier liaison within the MOC would be maintained with asingle consultant firm. Draft Terms of Reference for the consultant'sservices were discussed and agreed at negotiations (see Project FileDocument D2).

4.15 The Terms of Reference include provisions in this project forcontinuing and expanding the technical assistance started in the FirstProject for:

(i) highway maintenance management (150 man-months);

(ii) the training program for highway maintenance supervisors,operators and workshop mechanics (90 man-months); and

(iii) general technical assistance in administrative, planning andoperational support of both the DGR and MOC, including thecontinuation of pavement and traffic data collection (100man-months).

4.16 The project also provides for 240 man-months of direct in-lineservices of individual experts and technicians to serve directly with theDGR and for the services of a Project Coordinator throughout the project.Specific job titles, descriptions and man-months required for each cate-gory of staff will be decided after the preparation of a plan of action bythe training consultants (see para. 6.01 (iv)).

Training

4.17 The three-year (1982 to 1985) program of training for highwaymaintenance personnel would follow up and expand the program undertakenunder the First Highway Maintenance Project and would be speciallyaddressed to maintenance supervisors, equipment operators, drivers andmechanics.

- 9 -

4.18 Technical assistance and Arabic-speaking instructors required forthe implementation of the three-year program would be provided under theproject. Newly trained Omani instructors would continue to be upgradedand work alongside the training specialists. One of the expatriate staffwould act as the senior training adviser to DGR, and be responsible forplanning, implementing and supervising all DGR's training activities whichare directed by a Training Committee through a recently appointed TrainingSection Chief.

4.19 The program would include the strengthening of the existing roadand mechanical training production units (RTPU and MTPU), the maintenanceof a permanent Training Section within DGR (established under Loan1441-OM), the procurement of training equipment and materials, the con-tinuation of training consultancy services, and the recruitment of Omaniand/or other Arabic-speaking instructors.

4.20 Road foremen/supervisors and operators/drivers would be trainedmostly in the field at the existing RTPU enabling the trainees to gainexperience under actual working conditions.

4.21 Training of mechanical staff would be conducted mostly at theAzaiba workshop (MTPU) where physical facilities already exist. Repairingworn and broken-down equipment would form the basis of the training ofmechanical personnel.

4.22 Periodic seminars would also be conducted for middle and high-level staff by technical assistance specialists.

4.23 Details of the training program, including the strengthening andequipping of the RTPU and MTPU and funds for their operation were dis-cussed and agreed during negotiations (see Project File Document DI, forestimated training requirements.)

C. Engineering

4.24 The five-year maintenance program was developed by the technicalassistance consultants to the DGR under the previous Loan 1441-OM (seeProject File Documents BI and B3).

4.25 For asphaltic overlays, the DGR will, with the help of the tech-nical assistance consultants, collect traffic data, including axle loaddata, on which to base the design and timing of the overlays and toestablish their justification.

D. Cost Estimate

4.26 The estimated project costs based on January 1981 price levelsare in Table 4.1

- 10 -

Table 4.1: PROJECT COST ESTIM4ES

Estimated Cost Estimated Cost Z5-Year Progran 3-Year Pwject Proposed Expenditures

M)C/DGR EO million US$ million Bank to BeRD m US$m Local Foreign Total Iacal Foreign Total Participation Financed

CAPITAL (DSTS

1. Periodic Maintenanrce &Mirer luprovemeits(a) Aspbalt Overlays 2.31 6.7 0.69 1.62 2.31 2.0 4.7 6.7 4.7 70(b) Gravl Replenishment 2.18 6.3 0.38 0.41 0.79 1.1 1.2 2.3 - 0(c) Maintenance of Paved

Roads 4.14 12.0 0.55 1.31 1.86 1.6 3.8 5.4 - 0

2. Eqai nt & Spare Parts for:(a) Higlwy Maintenance 3.35 9.7 0.07 1.42 1.49 0.2 4.1 4.3 4.1 95(b) Abrkshops 0.17 0.5 0.03 0.14 0.17 0.1 0.4 0.5 - 0(c) Training 0.14 0.4 0.00 0.14 0.14 0.0 0.4 0.4 - 0(d) Pavement Data

Collection 0.07 0.2 0.00 0.07 0.07 0.0 0.2 0.2 0.2 95

3. Construction(a) Wotrkships 1.52 4.4 0.31 1.21 1.52 0.9 3.5 4.4 - 0(b) Higkway Maintenance

Centers 0.90 2.6 0.35 0.34 0.69 1.0 1.0 2.0 1.0 50

4. Technical Assistance(a) Consultaits & Tectnicians

for maint. management,training & planning 1.42 4.1 0.21 1.21 1.42 0.6 3.5 4.1 3.5 85

Subtotal 16.20 46.9 2.59 7.87 10.46 7.5 22.8 30.3 13.5 445. Coitirgencies -

( Physical Contingenies 1.62 4.6 0.25 0.79 1.04 0.7 2.3 3.0 0.3 10(b) Cost Escalation 5.84 16.9 0.83 2.14 2.97 2.4 6.2 8.6 1.2 14

Subtotal 23.66 68.4 3.67 10.80 14.47 10.6 31.3 41.9 15.0 36

RECRRENT ODSTS

6. Routine Maintenance 2.66 7.7 0.83 0.73 1.56 2.4 2.1 4.5 - 0

7. Contirgeriesl/(a) Pnysical Cortingenies 0.35 1.0 0.10 0.10 0.20 0.3 0.3 0.6 - 0(b) Cost Escalation 0.90 2.6 0.21 0.17 0.38 0.6 0.5 1.1 - 0

Subtotal 3.91 11.3 1.14 1.00 2.14 3.3 2.9 6.2 - 0

Estimated Progran & Project Costs 27.57 79.7 4.81 11.80 16.61 13.9 34.2 48.1 15.0 31

1/ Price escalation for local costs, have been estimated at 107 for 1981 and 9% for 1982 and thereafter;foreign escalation was estimated at 9.0% for 1981, 8.U0 for 1982, and 7% for succeeding years.

These estimates were confire during negotiations.

- 11 -

4.27 The total capital cost of the three-year project has been esti-mated at US$30.3 million in January 1981 prices of which US$22.8 millionis foreign exchange; physical and price contingencies raise these esti-mates to US$41.9 million and US$31.3 million respectively giving a foreignexchange component of 75%. Total cost of the three-year time slice in-cluding recurrent costs is US$48.1 million of which US$34.2 million (70%)is foreign exchange.

4.28 The total cost for the five-year program including routine main-tenance has been estimated at US$54.6 million in January 1981 prices ofwhich US$38.6 million is foreign exchange; physical and price contingen-cies raise these estimates to US$79.9 million and US$55.9 million respec-tively (see Annex 4).

4.29 Man-month rates for consultants for maintenance management,training and general technical assistance are expected to average over theproject duration US$8,200 including social costs, overhead and fees, andoverseas allowances. Travel costs to and from home office, includingexcess baggage, etc., are estimated to be $170,000 or $500 per averageman-month. Local per diem, based on the assumption that the Governmentwill continue to provide housing for the consultants' team members in Omanis RO 6.800 (US$20) or $600 per man-month. Man-month rates for individualtechnicians to serve directly on the DGR staff are estimated at US$800 to$1,000 excluding housing and local allowances, which vary but aregenerally much less than those provided consultants.

E. Financing

4.30 The proposed loan of US$15 million represents 36% of th,e totalcost of the project and 22% of the five-year program excluding routinemaintenance costs and 31% and 19% including routine maintenance costs.The loan would be made to the Government of the Sultanate of Oman; thebeneficiaries of the loan are the MOC, and through MOC, the DGR. TheGovernment would finance the additional foreign costs of the five-yearprogram (US$ 40.9 million) and all local costs (US$ 24.0 milliorn) of whichabout US$0.3 million is direct taxes.

F. Implementation

Responsibility for Implementation and Supervision

4.31 The MOC would have overall responsibility for the execution ofthe project and would deal directly with the general technical assistanceaspect of consultants planning services. The DGR, acting as a departmentof the MOC, would have direct responsibility for all other loan components.

Procurement

4.32 Since MOC intends to undertake asphalt overlay by contract, pro-curement and eventual reimbursement from the proceeds of the loan would beconditional upon:

- 12 -

(i) review and concurrence of the Bank to sample standard bid docu-ments (form of tender, conditions of contract, specifications,etc.) which the DGR prepare;

(ii) technical and economic justifications of proposed asphalt overlayprograms before procurement (see para. 5.06); and

(iii) mutually agreed selection at loan negotiations of the financiallimit of US$1,000,000 per contract above which internationalcompetitive bidding would be undertaken for asphalt overlayactivities for numbers of road sections, which, if aggregatedwould attract competitive bids from large contractors.

4.33 The highway maintenance equipment and spares would be procuredafter international competitive bidding in accordance with the Bank's

"Guidelines for Procurement." Bids would be evaluated on the basis ofcompliance with the specifications, price, delivery time and servicefacilities.

4.34 The costs of particular items of pavement data collection andsome highway equipment and spares (total cost of each US$ 0.2 million) aretoo small to justify the expense of international competitive bidding andprocurement for these items would be by the regular local purchase pro-cedures of the Borrower which are satisfactory.

4.35 Contracts for the construction of two highway maintenance centerswould be awarded after competitive bidding in accordance with local pro-

cedures. This procedure is appropriate since it is unlikely that anyforeign contractor not already operating in Oman would be interested inminor, scattered individual contracts and because the presence of suffi-cient foreign and local contractors assures adequate competition. How-ever, foreign contractors who wish to bid would not be excluded. Invita-tions for bids would be published in local and Gulf newspapers and biddocumentation will be reviewed by the Bank before their issue tocontractors.

4.36 The maintenance management/training and general technical assist-ance would be carried out by a single firm of qualified and experiencedconsultants according to Terms of Reference and conditions satisfactory to

the Borrower and the Bank.

Project Implementation Schedule

4.37 The highway maintenance program financed under this loan wouldcover a period of three years beginning June 1982. Asphalt overlays areexpected to start in early 1983 and continue for a year. Highway equip-ment procurement is expected to be procured in two stages beginning inearly 1983. Bids for construction of some highway workshops and mainte-nance centers are expected to be invited in the second half of 1982. The

- 13 -

training program and the general technical assistance would effectively bea continuation of the program financed under Loan 1441-OM, which startedat the beginning of 1978. The implementation schedule, which was dis-cussed and confirmed with the Government during negotiations, is shown inAnnex 2.

G. Disbursements

4.38 The proceeds of the proposed Bank loan would be disbursed on thefollowing basis:

(i) 70% of the total costs of asphalt overlay, which represents theestimated foreign exchange component of this item;

(ii) 95% of the total costs of highway maintenance equipment and spareparts;

(iii) 95% of the total costs of pavement data collection equipment;

(iv) 50% of the total costs of highway maintenance centers, whichrepresents the estimated foreign exchange component of this item;and

(v) the actual foreign costs of the consultants undertaking mainte-nance management/training and general technical assistance and ofindividual technicians serving directly on DGR staff.

4.39 The estimated cumulative quarterly disbursement schedule shown inAnnex 3 assumes that the loan would become effective by June 19832. Duringnegotiations the Government and the Bank discussed and confirmed the Bankparticipation rates for each loan category and the disbursement schedule.

H. Environmental Impact

4.40 None of the project elements have any significant effec:t on theenvironment.

V. ECONOMIC EVALUATION

A. Benefits and Beneficiaries

5.01 The proposed road maintenance program would protect the nationalinvestment in highway infrastructure and, in conjunction with the projecttraining component, improve Omani highway maintenance capabilities tomatch the increasing demands of growing traffic on an expanding highwaynetwork. Pavement and traffic data collection equipment will be used toprovide a basic input to maintenance planning as well as highway invest-ment planning generally. The whole project will provide significant eco-nomic benefits in the form of reduced highway user costs and reconstruc-tion costs.

- 14 -

5.02 Economic benefits will accrue directly to:

(i) the state, which would preserve its investment in highway infra-structure and ultimately lower unit maintenance costs as theskills of its personnel and the capability of the DGR as a wholeto maintain roads is improved;

(ii) to the trucking industry through reduced vehicle operating costs;and

(iii) to the wide range of income groups who directly use highwaypassenger transport.

The extent to which benefits to truckers are passed down to consumerswould depend on competition within the trucking industry; the industry isnow freely competitive.

B. Economic Evaluation

Road Maintenance

5.03 The economic justification of some level of maintenance effort isapparent since protection of past capital investments by relatively mar-ginal annual expenditure is axiomatic. However, the optimal level ofmaintenance effort will depend on the relation between the marginal costsof increasing the maintenance effort beyond that which would just preventthe road from complete impassability and the resulting decrease in vehicleoperating cost (VOC), periodic maintenance and future reconstructioncosts. This optimum would, therefore, represent the level of least totalVOC, routine and periodic maintenance costs and reconstruction costs interms of present worth at the (projected) opportunity cost of capital.

5.04 In theory the optimal level will vary between different roadsections, depending on various incremental costs and benefits for eachsection. As a practical matter, however, the physical and administrativerequirements of a maintenance program (as well as the fact that such "finetuning" is really not justified by the actual empirical data) means thatcertain discrete levels of maintenance are planned and then applied withflexibility in the field. Nevertheless, in the development of a mainte-nance program the economic analysis serves to establish the reasonablenessand to verify the size and scope of the program. This, in fact, ratherthan some conventional measure of Economic Return, is the real value ofthe analysis.

5.05 For this project five possible levels of maintenance (routine andperiodic) were analyzed, including the selected, least cost alternative.The analysis was made separately for paved and unpaved roads, and for each

- 15 -

five discrete grouping of links, based on traffic volumes, were con-sidered.l/ On the basis of this analysis the proposed program will givean economic return of about 48% for unpaved roads, 36% for paved roads and44% overall, over present levels2/ of maintenance over the next: five-year period (1981-85).

5.06 Further, specific highway links to be overlaid with asphalt underthe periodic maintenance component of this project will be subject toindividual economic analysis and will be acceptable only if a minimumeconomic return of 12% is indicated. The general methodology to be usedand presentation of the analysis was agreed during negotiations; economicanalysis would be made on the basis that, if asphalt overlays were notapplied, vehicle operating costs on the progressively deteriorating pave-ments would increase, and those highway sections which would fail prema-turely would require reconstruction at a cost higher than that of animmediate asphalt overlay (see Project File Document C21 and Annex 8).

Training

5.07 Standard methods of economic justification cannot reaListicallybe applied to the training component of the proposed project. Nevethe-less, this component is a critical element of the project and ultimatelyshould significantly lower costs as skills of maintenance personnel areincreased and the capability of the DGR to maintain the highway network isimproved.

Technical Assistance

5.08 The costs of the technical assistance that are directLy relatedto the maintenance effort are part of the total maintenance costs and aretherefore included in the economic evaluation of maintenance. These costsrepresent perhaps 70% of the total. The other 30% or so represents tech-nical assistance to the DGR of a more general nature and cannot: bedirectly assignable to precise project elements. However, such assistanceis considered indispensable to the effective functioning of the DGR.

Pavement Data Collection Equipment

5.09 The equipment will be used to develop essential basic inputs tohighway maintenance and investment planning.

1/ For details, see "Special Report Economic Analyses of the ProposedMaintenance Program for Roads", Roy Jorgensesn Associates, Inc.,June 10, 1980, in Project File (Document B2).

2/ Present levels of maintenance are at about two-thirds the Levelsrecommended and used as the 100% case in the analysis.

- 16 -

Overall Economic Justification

5.10 The road maintenance program, which directly includes maintenanceequipment and spares, mechanical workshops, maintenance centers, workshopequipment, periodic maintenance and minor improvements and routine mainte-nance, as well as about 70% of the technical assistance component representssome US$46.4 million of the estimated total of US$48.1 million, or about 95%of project costs. These components of the project show an economic return ofbetween 36 and 48% with 44% overall (para. 5.05).

VI. RECOMMENDATIONS

6.01 Assurances were obtained during negotiations that the Government will:

(i) implement its five-year highway maintenance program in accordancewith a general timetable of physical targets and budgetary alloca-tions agreed between the Borrower and the Bank (paras. 4.08, 4.24,4.28, 4.29 and 4.37);

(ii) employ consultants whose qualifications experience, and terms andconditions of employment shall qualify them to undertake the highwaymaintenance management, training program and general technicalassistance aspects of the project and shall be satisfactory to theBank (paras. 4.14 through 4.23);

(iii) include only those highway sections for asphalt overlay which shallbe agreed upon by the Borrower and the Bank and on the basis of tech-nical and economic feasibility studies (paras. 4.07 and 5.06);

(iv) submit for the prior approval of the Bank, three months afterconsultants' services under the project are initiated in Oman, acomprehensive training program, make available sufficient numbers ofexperienced personnel to be trained as instructors, recruit suffi-cient manpower to be trained for maintenance operations, and maintaina permanent training section with the DGR (paras. 4.17 through 4.23);and

(v) continue to take such steps as shall reasonably be required to ensurethat the dimensions and axle loads of vehicles using public highwayswithin its territories are consistent with the established limits(para. 3.05).

6.02 The project is suitable for a Bank loan of US$15 million equivalentto the Sultanate of Oman for a 15-year term, including a three-year graceperiod.

- 17 -

ANNEX I

OMAN

APPRAISAL OF

A SECOND HIGHWAY MAINTENANCE PROJECT

Related Documents and Data Available in Project File

A. Reports and Studies on the Transport Sector

Al. Transport Sector Memorandum dated February 1976 (White Cover).

A2. Appraisal Report of a Highway Maintenance Project in Oman,Report No. 1508a-OM, dated May 17, 1977 (Grey Cover).

A3. Draft Report on Highway Master Plan, Dar Al-Handasah ConsultantsShair & Partners, Muscat, March 1980.

A4. "Axle Load Study, Final Report" submitted to Roads Department,Ministry of Communications, Sultanate of Oman by Louis BergerInternational, Inc. (undated).

A5. "The Five-Year Development Plan, 1976-1980," Sultanate of OmanDevelopment Council.

B. Reports and Studies Related to the Project

Bl. "Physical Maintenance Program, Maintenance Management andTraining Project, 1980-1984," Roy Jorgensen Associates, Inc.,revised February 4, 1980.

B2. "Special Report-Economic Analysis of the Proposed MaintenanceProgram for Roads," Roy Jorgensen Associates, Inc., June t0,1980, Sultanate of Oman.

B3. "Physical Maintenance Program, 1980-1984," draft (undated).Contains data not in documents B1.

B4. "Maintenance Management Progress Report, February to April 1980,"Roy Jorgensen Associates, Inc., June 7, 1980 (Appendix B,"Activity Performance Analysis," and Appendix C, "The EquipmentManagement System").

B5. "Training Services Progress Report, February to ApriL 1979," RoyJorgensen Associates, Inc. May 16, 1979 (Appendix One, "EstimatedDGR Personnel by Region"; Appendix Two, "Estimated DGRMaintenance

ANNEX 1

- 18 -

Personnel"; Appendix Three, "Estimated Maintenance Personnel toBe Trained"; and Appendix Four, "Estimated DGR MaintenancePersonnel to Be Trained in 1979").

B6. "Training Services Progress Report, May to July 1979," RoyJorgensen Associates, Inc., August 20, 1979 (same Appendixes asB5, above, updated).

B7. "Maintenance Management Progress Report, May to July 1979," RoyJorgensen Associates, Inc., August 21, 1979 (Appendix 2,"Proposed 1981 throught 1985 Paved Road Program"; Appendix 3,"Paved Highway Five-Year Contract Maintenance Program" andAppendix 17, Recommended Organization Structure for DGR).

B8. "Draft Report on Appropriate Cost Accounting System," DarAl-Handasah Consultants Shair & Partners, Muscat, September 1979.

B9. "Maintenance Management Progress Report, February to April 1979,"Roy Jorgensen Associates, Inc., May 14, 1979 (Appendix Three,"Five-Year Physical Maintenance Program").

B10. "Five-Year Program, Directorate General of Roads, 1981-1985," RoyJorgensen Associates, Inc., May 25, 1980.

Bll. "Draft Report on Updated Highway User Costs," Dar Al-HandasahConsultants Shair and Partners, February 1979.

B12. "Final Report, Traffic Study & O/D Surveys, Dar Al-HandasahConsultants Shair and Partners, May 1981

C. Tables and Other Data Related to Project

Cl. Lengths of National Roads Maintained by DGR and Evolution ofHighway Network.

C2. "Statistical Year Book," Seventh Issue, 1978, Directorate Generalof National Statistics, Sultanate of Oman.

C3. "Statistical Year Book," Sixth Issue, 1977, Directorate Generalof National Statistics, Sultanate of Oman.

C3/1. "Statistical Year Book," Ninth Issue, 1980, Directorate Generalof National Statistics, Sultanate of Oman.

C4. "Quarterly Bulletin," March 1980, Central Bank of Oman

C5. Organizational Chart, Proposed DGR Organization.

C6. Organizational Chart, Current DGR Organization.

ANNEX 1

- 19 -

C7. Evolution of Highway Network.

C8. Lengths of National Roads by Maintenance Responsibility.

C9. DGR Workshop and Work Center Facilities.

CIO. Average Vehicle Composition on Track and Paved Roads.

Cll. Vehicle Tax Rate.

C12. Government Development expenditures on Transport Infrastructure.

C13. 1980 DCR Operating Budget.

C14. Equipment Assignments, March 1980.

C15. Estimated Highway Maintenance Equipment Requirements (1980-83).

C16. Equipment Replacement Schedule (1981-85).

C17. Cost Estimate for Workshops and Workshop Equipment, Second HighwayProject.

C18. Traffic Section Equipment Needs.

C19. Cost Estimates, Technical Assistance and Individual Technicians.

C20. Growth of Asphalt Highway Network.

C21. General Methodology for Economic Evaluation of Asphalt Overlays.

D. Annexes

Dl. Training--Schedule and Estimated Requirements.

D2. Terms of Reference for Technical Assistance to DGR.

*~ ~~~~~~~~~~~~- ------- - - - 0 ---------

n- > - - r

I I I -~~~~~~~~~~~~~~~~~~~ ----

-*:::-- - - -: --- --- - -- - -~ - --- - - -- - -

-- - - - - -- A: -- - - - - -- -* .. .- -- - -

I ,., -#Z- ---- --- ------ -- ------------------------__________________---- _ _ _ - I

- - - -. -- - - -i - - - - -- - - - - -- - - - - - - - - - - - - - - - - -...................... - - - -__-_-_-_-_-__-_--_- -_-__- _ - _ --

-- - - - - - - -- - - - - - - - - - - - - -__A:- __.__________ ___ . _ ____ __ - __'___ __"_ ________________-_--_--_-- _- 8- - -

_ _ ~~~~~~~~~~~ - - - -*, ,, - __ - - -

-- ::. :-- :-------------::-----------------,---------------------- --- -_. _____

-------------------- ----------* -----:------ --,, ----------------- '---- ____ _

*----------------------------------------------------- _-__-_-_-__-__-__-__-___---

___'..--__.'--_________________ ---- _-----_---- __- ____- _------------------------------ --- !g

- 21 -

ANNEX 3

OMAN

APPRAISAL OF

A SECOND HIGHWAY MAINTENANCE PROJECT

Estimated Disbursement Schedule(US$ m)

IBRD Fiscal Year Cumulative Disbursementand Quarter Ending at End of Quarter

1982/83September 30, 1982 0December 31, 1982 0March 31, 1983 0.2

June 30, 1983 0.5

1983/84September 30, 1983 0.8December 31, 1983 3.6March 31, 1984 7.4June 30, 1984 11.7

1984/85September 30, 1984 13.0December 31, 1984 13.5

March 31, 1985 13.9June 30, 1985 14.3

1985/86September 30, 1985 14.7December 31, 1985 15.0

OMAN

APPRAISAL OF

A SECOND HIGHWAY MAINTENANCE PROJECT

Three-year & Five-year Cost Esti.ates(US) Million)

CY 1982 1983 1984 Three-Year Totals 1985 1986 Five-Year Totals

items LOC. FX. LOC. FX. LOC. FX. LOC. FX. TOTAL LOG. FX. LOC. FX. LOC. FX. TOTAL

Capital Costs

1. Periodic Maintenance 6 MinorImeprovement S

(a) Asphalt overlays - 1.5 3.4 0.5 1.3 2.0 4.7 6.7 - - - - 2.0 4.7 6.7

(b) Gravel Replenismhmest - - 0.5 0.6 0.6 0.6 1.1 1.2 2.3 1.0 1.0 1.0 1.0 3.1 3.2 6.3

(c) Paved Roads Maintenance - - 0.8 1.9 0.8 1.9 1.6 3.8 5.4 1.0 2.3 1.0 2.3 3.6 8.4 12.0

2. Equipisent & Spare Parts for:

(a) Highway Maintenance - - 0.1 2.0 0.1 2.1 0.2 4.1 4.3 0.1 2.6 0.1 2.6 0.4 9.3 9.7

(b) Workshops - - - - 0.1 0.4 0.1 0.4 0.5 - - - - 0.1 0.4 0.5

(c) Training - - - 0.2 - 0.2 - 0.4 0.4 - - - - - 0.4 0.4

(d) Pavemant Dots Collection - - - 0.1 - 0.1 - 0.2 0.2 - - - - - 0.2 0.2

3. Coratruction

(a) Workshops - - 0.3 1.1 0.6 2.4 0.9 3.5 4.4 - - - - 0.9 3.5 4.4

(b) Highway Majitesance Centers - - - - 1.0 1.0 1.0 1.0 2.0 0.3 0.3 - - 1.3 1.3 2.6

4. Technical Assistonce

(a) Cossultanta 6 Tecohiciansfor YMT, Training sod

Plasing 0.2 1.0 0.2 1.2 0.2 1-3 0.6 3.5 4.1 - - _ - 0.6 3.5 4.1

Subtotal 0.2 1.0 3.4 10.5 3.9 11.3 7.5 22.8 30.3 2.4 6.2 2.1 5.9 12.0 34.9 46.9

5. Contingencies

(a) Physical Contingencies

at 10% - 0.1 0.3 1.1 0.4 1.1 0.7 2.3 3.0 0.2 0.6 0.2 0.6 1.1 3.5 4.6

(b) Cost Escalation I/ - 0.1 0.9 2.4 1.5 3.7 2.4 6.2 8.6 1.2 2.7 1.3 3.1 4.9 12.0 16.9

Total Capital Cost. 0.2 1.2 4.6 14.0 5.8 16.1 10.6 31.3 41.9 3.8 9.5 3.6 9.6 18.0 50.4 68.4

Recurrent Coats

6. Routine Maintenance 2/ 0.8 0.7 0.8 0.7 0.8 0.7 2.4 2.1 4.5 0.8 0.8 0.8 0.8 4.0 3.7 7.7

7. Costingenciea

(a) Physical Contingencies

at 10% 0.1 0.1 0.1 0.1 0.1 0.1 0.3 0.3 0.6 0.1 0.1 0.1 0.1 0.5 0.5 1.0

(b) Cost Escalstion 1/ 0.1 0.1 0.2 0.2 0.3 0.2 0.6 0.5 1.1 0.4 0.4 0.5 0.4 1.5 1.1 2.6

Total Recurrent Costa 1.0 0.9 1.1 1.0 1.2 1.0 3.3 2.9 6.2 1.3 1.3 1.4 1.3 6.0 5.5 11.5

Total Coats 1.2 2,1 5.7 15.0 3.0 17.1 13.9 34.2 48.1 5.I 10.8 5.0 10.9 24.0 55.9 79.9

1/ Annual Average Cost Escalation Factors:

Year LOC FX1982 1.14 1.13

1983 1.24 1.21

1984 1.34 1.301985 1.45 1.391986 1.57 1.48

2/ Eatinated annual direct maintenance cOsts; additional indirect costs of a11 other annual recurrent activities of the DGR, which presentlv reseat he

allocated to line items, have been ercluded. A new cost accounting system developed under the First Highway Project and scheduled to bh first applied

before January 1982 will eventually provide breakdowns of presently unallocated highway maintenance roots.

- 23 -

ANNEX 5OMAN

APPRAISAL OF

A SECOND HIGHWAY MAINTENANCE PROJECT

Proposed Table for Schedule 1, Loan Agreement

Amount of the Loan % of Expenditures(Expressed in US$ to Be Financed

Category Equivalent (First 3-Yr. Totals)

1. Highway Maintenance

(a) periodic asphalt overlaymaintenance and minor

improvements 4,700,000 70%

(b) pavement data collectionequipment 200,000 95%

(c) civil works forconstruction of highwaymaintenance centers 1,000,000 50%

2. Equipment and spare partsfor highway maintenance 4,100,000 95%

3. Consultant and individualtechnician services 3,500,000 100% of foreign

expenditures

4. Unallocated 1,500,000

Total 15,000,000

- 24 -ANNEX 6

OMAN

APPRAISAL OF

A SECOND HIGHWAY MAINTENANCE PROJECT

Highway Maintenance Equipment

NUMBER REQUIRED US$ /1 US$Equipment Type Five-Year|Three-Year Unit Price Amount

Program | Project1. Motor Grader 26 20 100,000 2,000,0002. Front End Loader, 2 Y.C. 6 4 85,000 340,0003. Front End Loader, 4 Y.C. 3 | 1 140,000 140,0004. Dozer, 230 bhp 3 | 2 140,000 280,0005. Tipper, 7 Y.C. 19 11 50,000 550,0006. Water Tanker 6 | 2 70,000 140,0007. Vibratory Roller 6 | 4 70,000 280,0008. Light Dump Truck 16 I 10 14,000 140,0009. Bitumen Distributor, 15OOg I | 1 100,000 100,00010. Portable Asphalt Mixer,

Towed I 1 50,000 50,00011. Chip Spreader 1 1 100,000 100,00012. Road Marker, S.P. 1 1 200,000 200,000

89 58 4,320,000

1/ Delivered in Oman and including spare parts.

-25 - ANNEX 7

OMAN

APPRAISAL OF

A SECOND HIGHWAY MAINTENANCE PROJECT

Equipment for Pavement Data Collection

US$ US$E Q U I P M E N T T Y P E No. Unit Price _t Amount

1. 4WD Station wagon 2 15,000 30,0002. Personnel Carriers 2 15,000 30,0003. 4WD Pick-up 2 10,000 20,0004. Automatic Counters 7 2,000 14,0005. Deflection beam 2 5,000 10,0006. Bump integrators 1 25,000 25,0007. Mini-Computer Unit 1 16,000 16,0008. Miscellaneous field camp

equipment --- 15,000

160,000

1/ Delivered in Oman

- 26 -

ANNEX 8

OMAN

APPRAISAL OF

A SECOND HIGHWAY PROJECT

Asphalt Overlays

Evaluation Sheet for Subproject (Example)

1. Basic Data Road:Section:Length (in km):Cross section present:Cross section proposed:Pavement proposed:

Design class:

2. Traffic (ADT) Car Truck Bus Total

1981:1985:

3. Cost Estimate(in US$ 'OOO)

4. Operational Cost Car Truck Bus(per kin) (Mils.) (net of taxes)

Old road:Improved road:

5. Economic Data FYBRE.R.

6. Tender Tentative tender date:Completion time:

7. Technical Description (one paragraph)

8. Economic Description (one paragraph)

9. Location Map

10. Alternatives Considered

1IBRD 16172R 5 r,EME 1981

F' ; ~ t>- r . 5 .I ' I' / ' .BO = % I R A N j

At Ai thors> '- ,' ' b PAKISTAN

AbiDhob72

,

25r \ 1 = =-. C-9AIKourh1

UNI T e A R A B E MI R A T S S

5- 7~~~~~~~~~5m

+~~~~~+Ad

S A U D I A R A B I A / .ao odo

/ Gbooof$

' SULTANATE OF OMAN

/ / Jt' Appraisal

-- / ,,.o ,--, ' + Second Highway Maintenance Project-~ii /@ sAsTRANSPORTATION SYSTEM

/20 U H -p<o ,R \ e PosedroPds g-

~ _,0. .th,$ ffesDarm---5 EPset,ummsnd roodsjoeoores,i- j ht, X ,a , oe Osgis f Ap------- - m- en-i-d rood(, Fo cd u ><' ,.- s p -w-u , / G -- E -ld -dors 5

\ i t Z r-- -J _ _~~' +o Intersetisnelbo009055e

P F OP E c S \ k ' __r, _r ' deire

OF YM EN (\j ~- /- , . 1 s) foields\

DamSowtO - 0 risEs, -s, t- s . des

F- E oso, 500mer sod obuoe5------ / ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~~~ - it- - bd,

PEOPLE'S \ i - -oore

DEMOCRATICi,&,<o

REPUBLIC Ii efjQP soer

'-I- --- is-~~~~ I( ro 500 ets dOes~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~K

4FesIC4 00