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Document of For ReferenceThe World Bank No: to be taken from this room

FOR OFFICIAL USE ONLY

Report No. 7065-CD

STAFF APPnAISAL REPORT

REPUBLIC OF CHAD

ROAD RECONSTRUCTION PROJECT

March 21, 1988

Africa Region, Sahelian DepartmentInfrastructure Operations Division

This document has a restricted distribution and may be used by reipients only in the perfonnance oltheir official duties. Its contents may not otherwise be disclosed withoui Worid Ban authorization.

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CURRUNCY EQUIVALENTS

Currency Unit - CFA FrancUS$1 - CFAF 280CFAF 1 - US$0.003CFAF 1 million - US$3,571

FISCAL YEAR

January 1 - December 31

SYSTEN OF WEIGHTS AND MEASURMS: MET_IC

1 meter (m) - 3.28 feet (ft)1 kilometer (km) = 0.62 mile (mi)I square kilometer (kmZ) = 0.39 square mile (mg)1 metric ton (t) = 2.205 pounds (lbs)

ABBREVIATIONS AND ACRONYMS

AFDB - African Development BankCTT - Coopérative des Transporteurs Tchai*nsDTP - Directorate of Public WorksEDF - European Development FundENTP - Ecole Nationale des Travaux PublicFAC - French Aid AgencyLNBT? - National Laboratory of Public Worbmrad

HousingLBF - Live Aid/Band Aid FoundationMTCA - Ministry of Transport and Civil Av5mionMTPHU - Ministry of Public Works, Housing mi Urbar.

DevelopmentOFNAR - Office National des RoutesUNDP - Urited Nations Development PrograuUSAID - U. S. Agency for International Dewffisent

FOR OF1ICLAL USE ONLY

REPUBLIC 0F CEAD

ROAD RECONSTRUCTION PROJECT

STAPF APPRAISAL REPORT

TABLE OF CONTENTS

Palk No.

DOCMHNTS IN TEZ PROJICT FILS ...... .......................... (i)

C!.EDIT AND PROJECT SOE*ARY ............................. (ii)

I. IINTRODUCTION . ..................... .... 1

A. Background .................. 1B. The Economy ........ ............ 1

Il. TES TRANSPORT SECTOR ........... .......... 3

A. Transport System ............ 3B. The Institutional Framework .. 3C. The Road Rehabilitation Progra . . 4D. Experience with past lending . . 5E. Rationale for IDA Involvement . . 6

III. TEE PR,.JECT. 7

A. Project Objective. .. 7B. Project Description . . 7C. Engineering and Construction . . 8D. Project Costs and Financing ................... 9E. Implementation..... 10F. Procurement.... 10G. Disbursements 1 1. ..

H. Institution Building . 12I. Reporting and Auditing. 12J. Enviromental Implications .. .................. 13

This report vas prepared by M. Amadou Cissé (Task Manager azid SeniorHighway Engineer), Mrs. Diane Reedy (Economist), with the contribution ofMr. Harold Young (Consultant), on the basis of an appraLsal missionin July 1987. Mrs. Cynthia Cook vas the Economist of the Project at thetime of the appraisal mission and contributed to the report. Typing andsecretarial work were done by Miss R. Chiniah, Mrs. C. Eliopoulos and Mrs.C. Adm.

| This document has a restricted distribution and mya be used by recipients only in the performaticeof their officiel duties. Its contents may not othtrwise be discbosed without Worid Buki authorition.

IV. SCOIQN tC EVALATION ............. , .......... . 13

A. Project lenefii^ ........ ..... 13S. Traffic Grovth................. . . 13C. Economic Returne . .13

D. Sensitivity Analysis .. 14E. Project Risks ............... .... . . . . .... 14

V. AG TSE R.EACUD AMD RECOMMENEDTIONS......... 15

2-1 Chad Transport Sector Strategy Summary

3-1 Implementation Schedule

3-2 Chad Road Construction Design Norms

3-3 Standards of Construction of N'Djamena-Djermaya andN'Djamena-Guelengdeng roade.

CARTS

Chart 1 Organigramme du Ministère des Travaux'Publics, de l'Habitat et del'Urbanisme

Chart 2 Organigramme de la Direction des Travaux Publics

Chart 3 Organigramme de la Direction de 1'OFNAR

NAP IBRD 21013R

(i)

REPUELIC OP CEAD

ROAD RECONSTR1TIOMN PROJECT

DOCINSS in TEE PROJECT ILE

?rojsct File CodaiRsf. No. Document Titl Lmk DoCewM t o0.

I. Proilct Procesmina

1-1 Appraisal Mission Aide-Mémoire1-2 Consultant Report on Appropriate

Road Design Standards D 085561-3 Detailed Engineuring Deuign

and Prequalificution documenta D 005571-4 Economic Calculations D 00558

II. Sector Dackground

2-1 Chad Economic Situation and Priorities 6784-CD2-2 Chad Country Economic Memorandum 1340-CD2-3 Transport Sector Strategy Note and

Investment Program for 1988-1993 D 08559

Cii)

EIPJ LIC OF CmA»

1OD UICOWISTRUCYION PROJECT

CDEDIT AND PROJECT SUM<AlY

Iorro.r: Government of the Republic of Chad

Jeneficiarys Min±stry of Public Works, Housing andUrban Development

Credit Aounts SDR 34.4 million (US$47.0 million equivalent)

Termes Standard, vith 40 years maturity

Onlondina Termes Not applicable

Prolect Oblectivas The objective of the proposed project is to ensurethe timely completion of the ongoing high priorityroad rehabilitation program by reconstructing twoof the most heavily-travelled roads which arecritical to north-south transportation in Chad.It vould complement IDA's ongoing HighwayMaintenance Project (Credit 1728-CD) and wouIdcomplete rehabilitation of the 2000 km of highpriority roads identified by Govermnent and theDonor Community as essential for the resumption ofnormal economic activity.

Pro!eict Description: The project vould include: (a) reconstruction topaved standards of the N'Djamena-Djermaya andN'Djamena-Guelengdeng roads (176 kmj, and(b) consulting services to supervise construztion.

Lrsect Eeu.fits Economic benefits under the proposed project areexpected froms (a) reductions in road user costs;(b) reductions in operating costs resulting fromthe rerouting of the traffic between N'Djamena andthe southern part of the country which currentlydetours through Cameroon at considerable extracost and inconvenience; and (c) the traffic growthgenerated by the improved quality of the roads.Estimated rates of return are about 482 for theN'Djamena-Djermaya road and 362 for theN'Djamena-Guelengdeng road. The overall ERR isabout 421. Non quantifiable benefits are theresumption of irrigated agriculture andreforestation activities in the regions served by

the roads.

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Prols It U kd There is some risk that traffic may not grow asexpected, but the economy is showing signs ofrecovery and traffic growth has been substantiallyhigher than expected over the last two years. Thelevols of traffic assumed in the ERR calculationsare consistent vith recent traffic counts andcomparable to those existing before the war. Therisk that the roads vould not be adequatelymaintained vill be minimized by the ongoing IDAand USAID projecta which vere specificallydesigned to develop maintenance capacity. Thereis also a *light risk of a renewed outbreak ofhostilities in the north or at the borders in thecountry, which vould not mrke it impossible tocomplete the project. Another drought would notaffect the viability of the proposed investments,as the transport cost savings associated with thed.livery of external emergency assistance wouldexceed the transport costs savings associated withdomestic trade flows.

.

Ci)

Eut Jted Conte and Financina Pl»a(Mot of Taxes and Duties)

Eatim ted Cotte Local Forelsn Total-- (US$ million)----

A. Civil Vorkm

Lot Is N'Djamena-Djermaya (30 km) 2.4 7.2 9.6Lot 2s N'Djamena-Guel.ngdeng (146 km) 7.7 24.5 32.2

a. Consultins Services for CivilWorks Supervision 0.2 1.8 2.0

Total Base Comte 10.3 33.5 43.8

Physical Contingencies 1.0 3.0 4.0Price Contingencies 0.3 1.4 1.7

Total Proiect Coste 11.6 37.9 49.5

Financing Plan

Government: US$ 2.5 millionIDA: USS47.0 million

Total US$49.5 million

Estimated IDA Disbursements

TDA Fiscal Year: 1988 1989 1990 1991

Annual 8.3 28.4 8.6 1.7Cumulative 8.3 36.7 45.3 47.C

Economic Rate of Return: N'Djamena-Djermaya Roads 48ZN'Djamena-Guelengdeng Road: 36S

IBRD 21013R

REPUBLIC oP CHAD

ROAD RECONSTRUCTION PROJECT

I. INTRODUCTION

A. Background

1.01 The Goveriment of Chad has reque3ted the Association's assistancein financing the reconstruction of two roads which are critical to north-south transportation in Chad, namely the N'Djamena-Djermaya andN'Djamena-Guelengdeng roads (176 km). The proposed Road ReconstructionProject includes (a) the civil works for the reconstruction to pavedstandards of the above two roads and (b) consulting services for civilvorks supervision.

1.02 The proposed project would complement IDA's ongoing HighwayMaintenance Project (Cr. 1728-CD) and would complete the rehabilitation ofa first phase of 2000 km of the 3800 km high priority roads identified bythe Government and the Donor Community as essential for the resumption ofnormal economic activity. The restoration of these two heavily-travelledroads also avoid 1engèhy and costly detours through neighboring Cancroon ofagricultural and industrial supplies vital to Chad's fragile economy.

E. The Economy

1.03 The last Country Economic Memorandum (No. 1340-CD) vasdistributed to the Board on June 30, 1977. A new report entitled "Chad:Economic Situation and Priorities" (No. 6784-CD) was distributed inNovember 1987.

1.04 Chad is a landlocked Sahelian country with an area of 1,284,000km2 covering three climatic zones. The population of about five millionpeonle is dispersed throughout the country. With a per capita income ofabout US$140 in 1986, Chad is one of the poorest and least developedcountries in the world. Its economic development has been held back by itslandlocked location, political conflict, and harsh and variable climaticconditions. At Independence in 1960, the new nation found itself poorlyprepared, even in comparison with other African countries, in terms ofphysical and social infrastructure, the level of education and health andthe participation of nationals in the management of economic activity. Asa result, the Chadian economy expanded at an annual rate of only 22 in the1960s. Climatic conditions were about normal for most of that period, andChad vas self-sufficient in cereals throughotut the decade.

1.05 The first half of the 1970s witnessed a prolonged drought whichcaused GDP growth to fall to less than 12 a year. The internal andexternal conflicts of 1979-82 further severely disrupted the economy,causing real GDP to shrink by about 30Z. Until 1983, when President HissenHabre gained effective control of the territory south of the 16th parallel,economic activity was seriously disrupted, political administration at alllevels ceased to function and public utilities and government services wereabandoned. Most of the country's infrastructure and physical capital was

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*ither destroyed, damaged or collapsed from negloct. The road network, inparticular, deteriorated severely, crippling internal trade endproductivity.

1.06 After the *stablishment of the current Government and with the.progressive restoration of *tability, the *conomy began to recover.Esrgency external assistance resumed on an ad hoc basis to alleviate theeffectu of the drought and the var. The firet attempt to coordinate donorefforts occurred when a long-term dev.lopment plan vas presented to thedonors at a United Nations Development Program (UNDP) sponsored Round TableConference held in December 1985. The Government identified the followingbroad objectives

(a) achieve national food self-sufficiency on a regional basis;

(b) resettle the population displaced by the drough..;

(c) reconstitute the livestock herd;

td) improve rural vater supply and combat desertification;

(e) rebuild the industrial sector and exploit the country's petroleumresources;

(f) intensify and diversify export production;

(g) rehabilitate the commercial and financial markets;

(h) provide basic health care; and

(i) rehabilitate the transport system.

In pursuing these objectives, the Government indicated its intention tolimit its public sector involvement and encourage private, mostlysmall-scaia, and traditionally-rooted initiatives.

1.07 To achieve the above objectives, the Government and the DonorCounity assigned top priority to the transport sector because itsrestoration vas esgentia' to the recovery of other sectors. IDA providedassistance for a Highway Maintenance Project (Credit 1728-CD) which vasco-financed by the African Development Bank (AFDF) and the Live Aid/BandAid Foundation (LBF). The project provided for a first emergency programto develop maintenance capacity on 2000 km of high priority roads. Theproject complements the ongoing USAID-financed project also designed toassist the Government in building road maintenance capacity, with specificfocus on equipment maintenance and training for road maintenance laborers.Other highways-related assistance includes financing from the French AidAgency (FAC) and the European Development Fund (EDF).

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XI. TEU TRANSPORT SECTOR

A. Transport Syste

2.01 Chad's transport system comprises about 7,300 km of classifiedroand and tracks and 24,000 km of unclassified tracks serving rural are«.Thosr is one international airport at N'Djamena, the capital, and threefiunctioning local airportu *erving domestic traffic. The country has norailway, and river and lake transport is very limited. Air Tchad, thenational airline is a majority government-owned enterprise. Road transportis operated under a legal monopoly held by a private cooperativeassociation of truckers, Coopérative des Transporteurs Tchadiens (CTT),which has been given the administrative functions of road freightallocation and the collection of taxes and duties on freight.

'. The Institutional Framework

2.02 The Department of Land Transport in the Ministry of Transport andCivil Aviation (HTCA) is iesponsible for overall transport sector planningand policy fnrouJat±rrn. in consultation with the Ministry of Planning. TheDepartment presently has very limited staff and resources with which tocarry out it8 functions. Technical assistance provided under the HighwayMaintenance Project is establishing basic information systeme to enable theDepartment to play a more active role in the sector planning and projectevaluation process.

2.03 The Ministry of Public Works, Housing and Urban Development(MTPHU-Chart 1) oversees the planning and execution of road works and isalso responsible for the field organization of traffic counts and analysisof traffic flows. Its Directorate of Public Works (DTP-Chart 2) has aDivision of Studies and Hydraulics which includes a subdivision of RoadStudies and Highway Design. Technical assistance provided under the IDARighvay Maintenance Project and by FAC is helping to develop its capacityfor road planning, design and development, evaluation of nre-investmentstudies for highways, technical preparation of road plans, and supervisionof workW, performed by contracts. Facilities for soils and materialstesting at the Ecole Nationale des Travaux Publics (ENTP) laboratory inN'Djamena have been rehabilitated under FAC and EDF financing. IDA isproviding technical assistance under the ongoing Highway MaintenanceProject to operate the National Laboratory of Public Works and Housing(LNBTP) which has recently been expanded to take over the laboratoryfacilities of ENTP and organized as an entity separate from the ENTP.

2.04 The Office National des Routes (OFNAR-Chart 3), an autonomouspublic ente.prise under the supervision of MTPHU, was created in 1984 totake over the maintenance of the national road network. OFNAR hasHeadquarters in N'Djamena and four regional subdivisions at N'Djamena,Moundou, Sarh and Abéché. Road maintenance is being carried out by thesesubdivisions, which are also responsible for minor equipment maintenarce inthe small regional workshops ir. N'Djamena and Sarh.

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2.05 The central management of OFNAR as well as the regional officesand vorkshops are recelving extensive assistance from USAID, particularlyfor *quipment repairs and workshop organization. The ongoing IDA HighwayMaintenance Project complements the USAID project by providing financingfor road rehabilitation and maintenance, rehabilitation of offices andvorkihops in the regional divisions, and equipment supply. The IDA projectis also providing technical assistanc, to OFNAR's headquarters and regionaloffices totalling about 200 man/months. A study is being carried out as abatis for reaorganizing OFNAR to increase its efficiency.

C. The Road Rehabilitation Proaram

2.06 Chad's future development as a land-locked country almost 2,000km from the sea is heavily dependent on external trade routes throughCameroon, the Central African Republic, the Congo and Nigeria. Also, vastdistances exist between urban centers, which require an adequatetransportation capacity and 'ow transport costs. Most of Chad's domesticand international transport is provided by roads, although air services areimportant for some isolated regions. To encourage national economicintegration, the country must restore its road transportation system andprumote a competitive road transport industry. Improved internaltransportation links will also enhance political integration and stabilityand facilitate commodity distribution. Thus, rehabilitation of thetransport sector is a top priority in Chad's postwar reconstruction effort.

2.07 As a result of the 1978-82 war, most of Chad's modest classifiedroad network suffered severe deterioration through lack of maintenance. Atpresent, of the 300 km of paved roads that existed before the conflict onlyabotut 30 km in urban areas are still in fair condition. The deteriorationof the road network has resulted in the complete isolation of economicallyimportant regions during the wet season and has raised transport costsduring the dry season when road access is possible. As political stabilitywas restored and economic activity began to resume, the lack of good roadsbecame a serious obstacle to the redevelopment of agricultural andcommercial activity coantrywide. Rapid rehabilitation of the mostessential parts of the road network is, therefore, a compelling necessityand among the highest priorities of the Government.

2.08 At a t'NDP-sponsored donorst conference in 1985, the donorcommunity pledged support for the implementation of a first coordinatedprogram of rehabilitation works on about 2000 km of Chad's 3800 km priorityroad network. According to initial schedules, the emergency program onthis 2000 km high priority network was expected to be completed by the endof 1988. The furds available from the donors were sufficient to permit allroads included in the program to be rehabilitated to gravel road standard.Kovever, as work progressed, it became evident that the preparatory studieshad underestimated both the cost of rehabilitation and the level andcomposition of traffic using the roads (heavy trucks nov comprise about 50Zof the traffic). In addition, a subsequent detailed soils study revealedthat gravel surfacing vas not suitable in part of the country due to thepoor soil conditions. The result was excessively high maintenance costs on

some of the roads that had been rehabilitated early in the program, and acutback in the high priority program to about 1800 kms. Because of somefailures of gravel surfaces, design standards have had to be raised on someroads.

2.09 The N'Djamena-Djermaya road is a key link in the country'snorthern road system. It vas originally paved in 1969. and vas among thefirst sections to be rehabilitated to gravel road standards wvth FACfinancing in 1985. However, it has deteriorated rapidly again, due mainlyto the heavier than expected trafflc combined vith very poor soilconditions.

2.10 The N'Djamena-Guelengdeng road, which is the first leg of theN'Djamena-Guelengdeng-Sarh axis (535 km), connects the capital with thecenters of industrial and agricultural production in the southern Sudanianzone. Initially paved in 1970, this section vas scheduled to bereconstructed to gravel road standards as part of the N'Djamena-Guelengdeng-Sarh project funded (8.8 million ECUs) by the EuropeanDevelopment Fund (EDF). Higher than anticipated reconstruction costs havelimited the vorks to the Guelengdeng-Sarh section, leaving the most heavilytrafficked portion of the road in such an advanced state of deterioration,that intensive maintenance efforts ensure at best difficult travelconditions only in the dry season.

2.11 The above factors prevented the effective rehabilitation of twokey roads linking N'Djamena, the capital, with the rest of the country. Inthe rainy season, these roads are impassable. In the dry season, they areso broken up that it is frequently necessary for traffic to leave theroadway and drive on the shoulders or in the ditches. Both roads havedeteriorated so much that only the base course remains in some places. Asa result, most of the traffic has to detour through Cameroon atconsiderable cost and inconvenience.

D. Eperience vith Past Lendina

2.12 Bank Group assistance to Chad's transport sector thus far hasbeen confined to three highway projects and transport components in twoother credits: (a) the Rural Fund Project (Credit 664-CD, US$12 million,December 1976) included maintenance operations on selected feeder roadssections, and (b) the Sahelian Zone Project (Credit 730-CD, US$1.9 million,October 1977) included rehabilitation of six airstrips. The First HighwayProject <Credit 125-CD, US$4.1 million, August 1968) was geared to±mproving road maintenance but vas only partially successful due to severebudgetary constraints. The Second Highway Project (Credit 490-CD, US$3.5million, June 1974) included: (a) a five-year program of improvement andmaintenance of cotton feeder roads; (b) a three-year interim maintenanceprogram for ferries; (c) a training program; (d) a program of trafficcounts; and (e) preinvestment and road transport industry studies. Theproject vas not fully implemented due to the severe economic and politicaldifficulties with initial delays in starting the project, although theGovernment's general performance under the project was regarded as

satisfactory at least until the end of 1978 i.e. until the beginning of thecivil var.

2.13 The Third Highway Project (Credit 840-CD, US$7.6 million,September 1978) supported a maintenance program covering approximately5,300 km of unpaved roads and tracks; regravelling of about 400 km of mainroads by a production brigade, which vas to serve as a vehicle foron-the-job training; a training program for staff of the Directorate ofPublic Works; (b) transport planning in the Directorate of Transport; and(c) operations of the trucking industry; a study to prepare a rural roadsproject and completion of the improvement program for cotton feeder roads,started under the Second Highvay Project. Because of the politicalsituation, the credit, signed in September 1978, never became effective.Credit 840-CD lapsed in October 1980 when the limit date for effectivenessvas not further extended.

2.14 The ongoing Highway Maintenance Project (Credit 1728-CD, December1986) vas designed to help Government to: (i) strengthen the Ministries ofPublic Works and Transport; (ii) rehabilitate and maintain the country'shigh priority road network; (iii) address important institution buildingobjectives in the transport sector; and (iv) resolve constraints on theefficiency and competitiveness of the road transport industry. Theimplementation of the project, nov about 65Z complete, is proceedingsatisfactorily and it is scheduled for completion in December 1988.

S. Rationale for IDA Involvement

2.15 The rehabilitation of the overall transport system is needed tolay a foundation for economic recovery and to create the conditions forlong-term economic development, which are the main objectives of IDAassistance. Failure to achieve balanced development in this criticalsector - i.e., to complete the reconstruction of these two key links in thepriority road network - would create major constraints on development inother sectors. None of the other donors involved in financing therehabilitation of the priority road network are able to extend theirfunding to cover the proposed project wc-ks.

2.16 In addition, the proposed operation vould support Governnent's*trategy for the transport sector as a whole. With IDA's assistance,Government recently prepared a Sector Strategy including a six-yearinvestment program which was presented to the Donor Community in February1988. A summary of this sector strategy is ittached as Annex 2-1. Themain elements of strategy focuses on:

pa) completion of the rehabilitation and maintenance of the highpriority road network;

(b) improvement of air transport infrastructure and securityservices;

(c) improvement of planning and management capacity of both publicand private sector institutions dealing with transportinfrastructure and services, spbcifically OFNAR and Air Tchad;

(d) improvement of road maintenance financing and cost recoverythrough more efficient tax collection and the possibleintroduction ôf specific user charges; and

(e) liberalization of transport tariffs and promotion of (i) privateparticipation in road maintenance and quarry operations and(ii) increased competition in the trucking industry.

2.17 Adoption of the Strategy Paper established the policy frameworkfor the transport sector. The ongoing IDA Highway Maintenance Project isstrengthening weak sector institutions, particularly those dealing withroad maintenance, through selected technical assistance and studiesconcerning the reorganization of OFNAR, road maintenance funding, thedevelopment of air transport and the trucking industry. On the basis ofthese studies, the Government would establish a detailed action plan andimplementation program for the policy reforms agreed in principle under theSector Strategy and would support the execution of the program. It wasaareed at neaotiations that the Action Plan with an implementation scheduleto carry out the policy reforms and the investment program set out in thesector strategy would be submitted to the Association for approval byDecember 31, 1988.

III. TEE PROJECT

A. Prolect Obiective

3.01 The specLfic objectives of the proposed project are:

(a) to ensure timely completion of the agreed high priority programby reconstructing two formerly paved roads to re-establishurgently needed all-weather access and unimpeded flow of goodsand passengers on the main North-South corridor of the country'sroad network; and

(b) to reduce substantially future maintenance and transport costs.

I. Proiect Description

3.02 The project would provide financial assistance for:

(a) the reconstruction to paved standards of theN'Djamena-Djermaya road (30 km) and theN'Djamena-Guelengdeng road (3.46 km); and

(b) consultant services to supervise the civil works.

C. Ensineerinm and Construction

3.03 Chad's relief and geology meke selection of basic standards foLroad construction particularly difficult. Being a former lake basin, thecountry is flat and a large part of its area is exposed to frequentflooding. In the north, dunes and clayey alluvial soils provide a poorbase for road construction. Natural gravel and lateritic materials arescarce and sometimes have to be hauled over long distances. In the south,the frequent and heavy raine entail costly drainage systems; the changinghydrology of the Chari and Bénoué rivers and Lake rhad, together with therequirements for agricultural irrigation, introduce further complications.Lateritic soils suitable for road reconstruction are found only in thesouth and east of the country. Even with generally low volumes of traffic,heavy vehicles make up a sizable proportion and are commonly overloaded,which hastens road deterioration.

3.04 For project execution the only quarry where adequate roadmaterials are found is located at Mani (93 km north of N'Djamena city).This quarry is currently operated by an autonomous public agency (OFCA) andthe productivity is low. Since the sector strategy adopted by theGovernment includes the privatization of OFCA and because efficient quarryoperation is essential to ensure timely availability of least costmaterials for road construction, entering into satisfactory arrangementsvith one or several private partners for the Mani quarry opérations hasbeen made a Condition of Credit Effectiveness.

3.05 In order to assess the standards to be adopted for roadconstruction and maintenance under such unfavorable conditions, a specificstudy was made to determine the types of construction that would ensureall-veather trafficability while keeping maintenance costs withinreasonable limits. Annex 3-2 presents the technical data on which thestandards for Chad's road system were based.

3.06 The detailed engineering of both N'Djamena-Djermaya andN'Djamena-Guelengdeng roada has been conducted in accordance with therecommendations of the design standards study. Both roads are in a regionof silty scil, where the soil study has shown that gravel surfaces are notappropriate because the rains cause leaching and subsequent washout of theroad bed, necessitating extensive rehabilitation or reconstruction aftereach rainy season. An impermeable paved surface is needed to protect theroad structure from erosion.

3.07 The specific standards of construction for both roads are shownin Annex 3-3 and are as follows:

- For N'Djamena-Djermaya the roadway will be completelyrebuilt with a sub-base of 30 cm of claysand, a base of 20cm of crusher-run stone and on top a double bituminoussurface treatment. The paved surface will be 6 m width with1 m shoulders;

- For N'Djamena-Guelengdeng the firet 78 km from N'Djamena toLoumia will be rebuilt with a sub-base of 30 cm of claysand,a base of 20 cm of crusher-run stone, and on top a doublebituminous surface treatment. The remaining 68 km will berebuilt with a sub-base of 30 cm, a base of 15 cm bituminoussand and on top a double bituminous surface treatment.

3.08 Both roads would be built on the existing alignments which areadequate. The roads follow generally flat to rolling terrain, so onlylimited earthworks are required. Damaged culverts and small bridges willbe repaired or replaced. There are no major bridges or earthworksinvolved.

D. Proiect Costs and Financing

3.09 Project costs are based on actual bid evaluation. The total costof the project would be US$49.5 million equivalent net of taxes and duties,of which 762 is foreign exchange. The Government would exempt from localtaxes all construction works and technical assistance contracts related tothe project. A 92 allowance has been made for physical contingencies;price contingencies vere calculated in accordance with Bank guidelines asfollows:

Price Contingencies (in 2)

1987 1988 1989 1990

Local 5 5 5 5

Foreign 5.8 5.8 5.4 5.4

These price contingencies apply only for the reconstruction of theN'D4amena-Guelengdeng road, since the N'Djamena-Djermaya (30 km) road isexpected to be completed 9 months after work is started.

3.10 Under the Government's integrated rehabilitation and maintenanceprogram for the priority road network--which is supported, in part, by theongoing IDA Hi, -ay Maintenance Project--the emphasis has been ondeveloping Government capacity to finance routine maintenance throughfiscal revenues on a permanent basis. Currently the routine maintenancebudget is about CFAF 800 million for 1988 and is expected to reach by 1993the level of CFAF 1800 million which will cover the routine maintenancefinancing of about 3800 km. Given the severe financial constraints of thepublic sector, it is recommended that Government participation focus onthese maintenance activities, rather than on rehabilitation projects. Thusthe Government's contribution has been limited to 52 of project costs.During negotiations, Government agreed to (i) ensure proper routine andperiodic maintenance of the project roads in accordance with agreedmaintenance standards; and (ii) to submit a maintenance program for theseroads not later than June 30 of each year to IDA for prior approval.

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Protect Cost Estimates

Local Foreign Total Local Foreian TotalCatexories -----CFAF million--- --- US$ million-----

A. Civil Works

Lot la N'Djamena-Djermaya 672 2016 2688 2.4 7.2 9.6Lot 2a N'Djamena-Guelengdeng 2156 6860 9016 7.7 24.5 32.2

B. Consultina Services forWorks Sunervision 56 504 560 0.2 1.8 2.0

Total Base Costs 2884 9380 12264 10.3 33.5 43.8

Physical Contingencies 280 840 1120 1.0 3.0 4.0Price Contingencies 84 392 476 0.3 1.4 1.7

Total ProJect Costs 3248 10612 13860 11.6 37.9 49.5.- - - --

E. Protect Implementation

3.11 Bids for civil works have been received and contractor selectionis underway. The project works will be carried out by contractors underthe responsibility of the DTP through its subdivision for Road Studies andlighway Design. Government has selected consultantsto supervise works in the field with the assistance of the NationalLaboratory of Public Works and Housing (LNBTP). Two Chadian engineers willbe assigned as counterparts to be trained bv the supervision team and gainon-the-job experience. Construction is expected to start in May 1988.Annez 3-1 shows the Project Implementation Schedule. The Schedule istight, but the urgency that the Government has placed on executing theProject, and the support at the Presidential level, provides grounds forbelieving that the Schedule is feasible. The Project would be expected tobe completed by June 1990.

P. Procurement

3.12 The civil works would be carried out under contracts awardedthrough ICB. Consulting services will be procured in accordance vithBank's guidelines. The civil works and consulting services contracts willbe submitted to IDA for prior review. The procurement arrangements are asfollows:

Amounts and Methods of Procurements a/

Item ICB LCB Other TotalUS$ million

Civil Works 47.5 47.5(45.0) (45.0)

Conoulting Servicesfor Works Supervision 2.0 2.0

(2.0) (2.0)

Total 47.5 2.0 49.5(45.0) (2.0) (47.0)

*/ Amounts include contingencies. Amounts in () indicate IDA financing.

G. Dimbursements

3.13 The disbursement schedule is based on the implementation scheduleand in not in line vith the Africa Region transport sector disbursementprofile. In addition, an amount of about 202 of advanced payment of thetotal cost of the project is expected to be paid to the contractors and theconsultant immediately after contract award. The credit is expected to befully didbursed by December 1990 as follows:

2 of ExpendituresCateRory Amount of Credit Allocated to be Financed

(US$ million)

Civil works 45.0 1002 for with-drawals up to anaggregate amountof 21.9 millionUS$ equivalent,and 902 there-after

Consulting services forcivil works supervision 2.0 100

Total 47.0

- 12 -

Estimated IDA Disbursements

IDA FY and N'Djamena- N'Djamena- TotalQuarter Ending Diermva Guelenadeng Cumulative

By Qtr. Cumul By Qtr. Cumul.

FY1988

June 30, 1988 2.0 2.0 6.3 6.3 8.3

FY1989

September 30, 1988 2.5 4.5 3.0 9.3 14.2December 31, 1988 3.0 7.5 5.0 14.3 22.2March 31, 1989 2.5 10.0 5.0 19.3 29.7June 30, 1989 1.0 11.0 6.0 25.3 36.7

FYl990

September 30, 1989 -- --- 2.0 27.3 38.7December 31, 1989 --- --- 4.0 31.3 42.3March 31, 1990 --- --- 2.0 33.3 44.3June 30, 1990 --- --- 1.0 34.3 45.3

FY1991

September 30, 1990 -- - 0.9 35.2 46.2December 31, 1990 0.8 36.0 47.0

H. Institution Building

3.14 The ongoing IDA Maintenance Project financed the preliminarystudies and the detailed engineering required for the two project roads.The ongoing project as vell as EDF, FAC and USAID are already providingtechnical assistance to the executing agencies. The proposedreconstruction project will give the public works administration practicalexperience in overseeing the preparation, contracting and execution of amajor project. It will thus strengthen Chadian transport institutions andprepare their staff to handle future worke. Further institutionesdevelopment wlll be the focus of the Transport Sector Project which .&under preparation.

I. Re ortins and Auditint

3.15 Under the Highway Maintenance Project, a satisfactory costaccounting system has been set up in the DTP. An expatriate expert i.currently helping to organize the service and to train Chadiancounterpartu. An independent auditing firm wlll audit the project accounts

- 13 -

vithin six months after the end of each year. DTP, vith the assistance ofthe consultant firm in charge of vorks supervision, vill prepare monthlyprogrest reports and a final report as a basis - the PCR.

J. pnvirowrental Implications

3.16 Au the tvo project roads vill be rebuilt on their existingalignament. no enviroumental probleme are foreseen. The paving vorks villminimize present erosion and reduce flood damage.

IV. ECONONIC EVALUATION

A. Prolect Bonofits

4.01 Quantifiable benefits of the rehabilitation vorks include reducedvehicle operation coste for ail vehicles using the roads. Byreestablishing normal traffic conditions on two of the most heavilytrafficked road sections to the north and south of the capital, a city ofabout 400,000 people, the project vill allow agricultural and industrialinputs to reach the regions and agrirultural surllus production to arriveat the markets in N'Djamena regularly and at reasonable cost. It isexpected that the re-establishment of the roads vill generate economicgrowth and benefit both rural and urban populations by facilitatinginterregional exchanges of goods and services, and reestablishing safeall-veather passenger transport vith substantially reduced travel times.Most directly, the project vill benefit road users, including vehicleowners and paying passengers, through significantly reduced costs ofvehicle operation. In addition to their economic justification, theseroads are of major strategic significance for Chad's economic and politicalsurvival. It is essential that the central government located in N'Djamenabe assured reliable and regular access to the country's other majorcenters, Abeche, Sarh, and Moundou. Only in this way can the Governmentplay an effective development role in these centers and provide for thesecurity and velfare of the regional populations.

8. Traffic Grovth

4.02 In 1977, prior to the var, traffic on N'Djamena-Djermaya road vasabout 300 vpd, while on the N'Djamena-Guelengdeng road it was about 200vpd. During the var, traffic vas virtually nonexistent and recovered onlyvery slowly after the var. Hovever, by October 1987, the traffic hadincreased to 150 vpd and 120 vpd on the N'Djamena-Djermaya and N'Djamena-Guelengreng roads, respectively. Projected traffic increases include bothgrowth associated vith the economic recovery as vell as generated trafficthat vill result from ensuring ail season accesu to the south by domesticroutes.

C. Scondmic Rate of Return

4.03 Since early 1986, use of the N'Djamena-Djermaya road by heavytrucks has increased due to the postwar construction boom in the N'Djamena

- 14 _

region and resumption of quarry activities in Mani. The road altoc",eplements and contributes to the viability of a planned USAID investmontfor improving the Djermaya-Dandi road which leads past the quarry at Mani,through a potentially productive region to the shores of Lake Chad. italso serves an area in which irrigated agriculture and reforestationactivities are being undertaken by other donors. On the above basis, it isestimated that traffic on the N'Djamena-Djermaya road vill grov at 25Z peryear for the first three yearu of the project until the previous thresholdof 300 vehicles per day is reached in 1990, and 52 per year thereafter.User cost savings generate an ERR of *bout 482.

4.04 Traffic grovth on the N'Djamena-Guelengdeng link ha. beeninhibited by the poor condition of the Guelengdeng-Sg-h road which is novbeing rehabilitated by EDF and is scheduled for completion in 1988. Untilthese roads are completed, traffic between N'Djamena and the southern partof the country vill continue co be diverted over a 400 km detour throughCameroon at considerable extra cost and inconvenience to truckers. Theresultant cost and time delays have added substantially, to the colt ofgoods reaching the markets of Southern Chad and of the capital. For theeconomic analysis, it has been assumed that 20S of the generated trafficvill be rerouted from the Cameroon detour. Therefore, project benefitsderive from two types of user cost savings: vehicle operating cost savingedue to the improved road condition and those due to the shorter routes.The estimated rate of return for rehabilitating the N'Djamena-Guelengdengroad ls about 36Z assuming that traffic vill grov by 25Z per year until thepreviouc threshold of 200 vpd is reached in 1990, and 5Z thereafter. Thecombined ERR for both roads is 42S.

D. Sensitivit, Analysis

4.05 In addition to the base case, two pessimistic scenarios have beenevaluated. In the first instance, the ERRs have been recalculated ausuminga 25Z increase in construction costs. The resultant ERRs are 38S and 292for N'Djamena-Djermaya and N'Djamena-Guelengdeng, respectively. In thesecond scenario, more modest traffic growth assumptions have been adopted,delaying the achievement of prevar traffic levels by two more yeara to1992. The ERRs for the two roads are 442 and 33Z respectively. Even inthe case of a combination of the two pessimistic scenario the ERR' isabove 30Z.

4.06 Thus the expected rates of return for the N'Djamena-Djermaya roadranges from a low of 38Z to a high of 48S depending on the degree ofpessimism incorporated into the forecast. The corresponding range ofestimates for N'Djamena-Guelengdeng is 29Z to 36Z. These resultuillustrate the strong economic justification of the project.

E. Proiect Risks

4.07 There is some risk that traffic may not grov as expected, butpresont indicators of economic growth are more favorable than they vere atthe time of appraisal, and forecast levels of traffic are comparable vith

- 15 -

those existing before the clvil var. The risk that the roads vould not be, adequately maintained vill be minimized by the ongoing IDA and USAID

projecta which vere specifically designed to develop maintenance capacity.There is alo a slight risk of a renewed outbreak of hostilities in thecountry, which vould make it impossible to complete the project. Another

j ~~~drought vould not affect the viability of the proposed investments, as thetransport cost savinga ascociated vith the delivery of external emergencyassistance vould exceed the transport costs savings associated withdomsestic trade flovu.

V. AGREMNTS AND RECOMMENDATIONS

5.01 During negotiations, agreement or confirmation vas obtained onthe folloving points:

(a) Governmsnt vould prapare and submit to the Association forapproval by December 31, 1988, an Action Plan with animplementation schedule to carry out the policy reforpis and theinvestment program set out in the Sector Strategy (para. 2.17);and

(b) Government vould ensure proper routine and periodic maintenanceof the project roads in accordance with agreed maintenancestandards and submit annually to IDA for prior approval, and notlater than June 30, a maintenance program for these roads (para3.10).

5.02 The following vould be a condition of credit effectiveness: theGovernment vill make arrangements with a party satisfactory to IDA tooperate the Mani quarry (para. 3.04).

5.03 Subject to above terms, the proposed Road Reconstruction Projectle technically and economically sound and is suitable for a credit ofUS$47.0 million equivalent on standard IDA terme.

.

- 16 - A4NNEX 2-1Page 1 of 10

REPUBLIC OF CHAD

ROAD RECONSTRUCTION PROJECT

TRANSPORT SECTOR STRATEGY SUM*ARY

1. In order to round out and update the objectives assigned to thetransport sector in the Interim Plan, the Government undertook an in-depthstudy from which it derived the principles on which it based the actions tobe carried out in the sector. These principles take into account thedegree of achievement of the global and sector objectives of the InterimPlan, and also programs and projects that have not been adopted to date butwhich are vital for the consistent implementation of a transport policy.The six principles concerned are the following:

(1) Definition of a Priority Network

2. The lack of even perfunctory transport plan was a handicap thathad to be overcome with the means available. The study of a prioritytransport network was accordingly undertaken by estimating the freight andpassenger transport requirements on the main routes or between the chiefcenters, while ensuring all-weather trafficability essential from both theeconomic and the political and social viewpoints.

(2) Complementarity of Modes of Transport

3. This principle takes due account of the specific characteristicsof land and air transport but also, for reasons of cost, seeks to make themmore complementary. Quite apart from the nature of the services providedby these two modes, in certain regions road communications could only bemade reliable and usable year round by means of capital expenditure. thatvould represent an extremely heavy burden in light of the financingmobilizable in Chad. All-weather reliability and/or speed of comiunicationare clearly requirements that air transport can help to meet in conjunctionwith the road system.

(3) Continuation of Rehabilitation Programs

4. The purpose of the programs included in the Interim Plan was torehabilitate the most heavily used roads (a total of 2000 km) and airports.As this iirst stage has nov almost been completed, the Government hasproposed proceeding with the rehabilitation of the existing infrastructuresin order to restore them to a service level suited to their trafficvolumes, vhile ensuring a minimum level of reliability. It would nottherefore be a question of constructing new infrastructures, since the aimis to set in motion an investment program compatible with the financingthat can be mobilized in Chad with a view to reviving productive activitiesas quickly as possible, developing trade between producing and consumerareas and thereby speeding regional development.

. . . . . . . . .... 11

- 18 - ANNEX 2-1Page 3 of 10

(4) Settina of Road Construction and Maintenance Standards

5. The number of different donors and contractors involved leads toobvious variations in construction methods. The Ministry of Public workshas accordingly drawn up rehabilitation standards that take intoconsideration location (and therefore climate, and also the nature of thesoils and materials available in the near vicinity), traffic volume and itsdamage potential (vehicle type and loading). These standards have been*stablished in order to facilitate maintenance and to hold down futuremaintenance costs.

(5) Establishment of a Maintenance Policy

6. The justification for this principle is evident if, as theGovernment trusts will be the case, it is considered essential to maintainthe service level of the roads rehabilitated. The establishment of theOffice National des Routes (OFNAR) in 1984 and the allocation of publicfunds for its operations were steps in the right direction, but inadeiuateto meet all the needs. The Government accordingly urges the donors toparticipate more actively in this area in accordance with the proceduresset forth later herein.

(6) Reorganization of Institutions and Promotion of the PrivateSector.

7. The state and parastatal institutions of the sector arefunctioning but with limited means and personnel in need of training, whilethe responsibilities assigned to them also require clarification. A

division of tasks between the public and private sectors will have to be

effected whenever the latter develops the capabilities necessary to ensureoptimal efficiency in the execution of works of the provision of aparticular service.

8. Specifically, this principle is based on redefining of the publicservice functions entrusted to these institutions and strengthening oftheir material resources and manpower, in conjunction with promotion ofprivate entrepreneurs through a policy offering incentives coupled withprovision of technical and management training. In line with thisobjective of developing and making maximum use of the private sector, theGovernment has decided to privatize the quarries.

Transport Infrastructure

Road Infrastructure

9. The priority network concept. Since Chad's classified roadsystem amounts to 7,300 km, rehabilitation of the entire system over themedium term (six years) will not be possible.

10. After study of the land transport needs with a view both toreestablishing the international links and alse to ensuring the vital

- 19 - ANNEX 2-1Page 4 of 10

domestic links (prefectures, agricultural or industrial productioncenters), the Government has identified, in agreement with the differentdonors, a basic network essential to growth that is to be given priority.

11. This priority network of about 3,800 km (more than 50Z of theclassified system) represents the rehabilitation and maintenance target setfor 1993. Of th's total, 2000 km is to be completed in 1988. The further1,800 km that will be reopened by 1993 will enable the Government to ensurethe minimum traffic indispensable for moving both freight and passengersand the provision of public 8'.crS (health, administration, educatiun).Maintenance will have to be peri,z)rrm. l on the entire 3,800 km on a regularbqsis.

12. With this aim in mind, the Chadian Goveranent, being desirous ofefficien.ly performing its obligations and permitting optimum utilizationof assistance provided, has drawn up a set of standards designed to make itpossible te tie the construction and rehabilitation standards in with thoseapplicable to routine and periodic maintenance.

13. Necessity of technical standards for road construction andrehabilitation. Chad's relief and geology make selection of basicstandards for road construction particularly difficult. Being a formerlake basin, the country is flat and a large part ôf its area is exposed tofrequent flooding. In the north, dunes and clayey alluvial soils provide apoor base for road construction. Natural gravel and lateritic materialsare scarce and sometimes have to be hauled over long distances. In thesouth, the frequent and heavy rains entail costly draining systems; thechanging hydrology of the Chari and Bénoué rivers and Lake Chad, togetherwith the requirements for agricultural irrigation, introduce furthercomplications. Only in the south and east of the country are lateriticsoils suitable for road construction found. Traffic volumes are generallylow, but heavy vehicles make up a sizable proportion and are commonlyoverloaded, which hastens road deterioration.

1"t. In order to assess the standards to be adopted for roadconstruction and maintenance under such unfavorable conditions, a specificstudy was made 1..o determine the types of construction that would ensureall-weather trafficability while keeping maintenance costs withinreasonable limita.

15. The proposed investment program for the transport sector takesinto consideration the costs associated with the recommended constructionstandards and represents a reasonably precise estimate of the cost ofrehabilitating a priority network of about 3,800 km that will be usableyear round. The estimated costs of the rehabilitation projects undertakento date by external donors range between CFAF 1.5 million and CFAF 10million per kilometer for earth roads. In several instances, works carriedout at lower cost have proveà inadequate to ensure all-weathertrafficability, while also rendering routine maintenance difficult andcostly if not impossible.

- 20 - ANNEX 2-1Page 5 of 10

16. The proposed standards vill make it possible to select those mostappropriate to each particular region, taking into account the nature ofthe soil and anticipated traffic volumes. Application of these standardswill also enable more accurate estimate of construction and maintenancecosts. The Government stresses that these standards should be taken intoconsideration when preparing works projects to be carried out on thepriority network.

17. Adoption of road maintenance methods. At this time when Chad isbeginning to plan its development, it is clear that the country vill haveto revise its road management policy. There is a strong likelihood thatthe rehabilitated system vill grow faster than the country's financial ortechnical capacity for handling even its routine maintenance. Owing to thebacklog of urgent maintenance work, the present cost of the maintenanceprogram for the priority network exceeds OFNAR's financial resources.

18. An appropriate road maintenance system must Le established inconjunction with reorganization of the structures and an expanded trainingprogram for supervisory staff in order to enable them to acquire themanagement any supervisory skills they will need. Road maintenance asprogrammed by the responsible authorities comprises two main categories:

Routine Maintenance: This consists of activities that maytypically be carried out once or more times a year, such as repairingpotholes, smoothing washboard surfaces, upkeep of drainage systems andbridges, maintenance of ferries and their accesses, protection of earthroads by means of rain gates and reshaping of deformed roadbeds.

Periodic Maintenance: This consists of the resurfacing, phasedover several years, of earth roads and repaving in the case of paved roads.Annual programming of the various items of routine and periodic maintenanceis necessary in order to be able to draw up a technical and financial planof campaign that can serve as a basis for tracking progress and monitoringthe effectiveness of the work. A number of traffic counts need to becarried out (January, April and September) in order to keep track of thegrowth of traffic in terms of quality and composition. A first set ofcounts was conducted in October 1987 on all the roads (40 countingstations) vorking 24 hours a day for a week, see maps in Chapter 2). Theobtain detailed data on the traffic spectrum, axle-loadings should bemeasured on the main routes in order to determine the causes ofdeterioration of paved and unpaved roads.

The organization set up for the monitoring and maintenance of thesystem is divided into five territorial subdivisions: N'Djamena, Mongo,Abéché, Sahr and Moundou. On the basis of these decentralized maintenancedistricts, a number of measures have been implemented that make it possibleto monitor and safeguard the nation's road system. The installation ofrain gates, which worked well during the 1987 rainy season, providedprotection for the most recently rehabilitated 1,700 km. The good resultsare due in large measure to the awareness of the importance of this work onthe part of the highest levels of government and the instructions issuied

- 21 - ANNEX 2-1Page 6 of 10

accordingly, together vith the support of all the ministerial departmentsconcerned (Public Works, Interior, Military Police, etc.).

The Ministry of Public Works, Housing and Urban Development andOFNAR are currently setting up decentralized road maintenance units, withbuiLdings (workshops, offices) for the districts and supplies of plant,equipment and tools. A training program for personnel and supervisorystaff has been drawn up and will be implemented in 1988.

19. The costs and financinR reauirements entailed by roadmaintenance. Road maintenance represents a significant cost item for theState and the financing requirements have been estimated on the basis ofaverage costs calculated according to the service level of the road, itsphysical environment (climate and types of soil) and types of maintenance.The indicative maintenance costs determined are as follows (in CFAF per kmper year):

(a) For earth roads

Northern Zone

Routine maintenance CFAF 300,000-700-000/km depending ontràffic

Periodic maintenance CFAF 15 million/km every 7-8 yearsdepending on traffic

Southern Zone

Routine maintenance CFAF 160,000-550-000/km depending ontraffic

Periodic maintenance CFAF 4 million/km every 5-7 yearsdepending on traffic

(b) For paved roads

Northern and Southern Zones

Routine maintenance CFAF 150,000/km

Periodic maintenance

- Repaving CFAF 8.5 million/km every 6 years

- Regravelling CFAF 4 million/km every 5 years

20. Chad has made an appreciable effort to contribute toward the costof road maintenance by allocating a part of its petroleum product taxproceeds to OFNAR's budget. For various reasons, these fiscal revenues

- 22 - ANNEX 2-1Page 7 of 10

have not reached the level originally expected; however, the removal of theconstraining factors (both internal and external) will improve the yieldfrom the taxes concerned. A study of tax collection is presently beingmade and is expected to lead to concrete proposals for removing thedifficulties encountered and increasing the level of resources. However,the country's situation is such that the tax burden cannot be increasedwithout negative repercussions, which means that the donors will have tocontribute--at least during the program period--to the financing of boththe rehabilitation and the maintenance of the roads in question.

21. Attention to be paid to the feeder roads. The importance ofagricultural and livestock production means that the secondary systems andfeeder roads in particular would benefit from immediate improvements. Inthe cotton-growing region, the IDA-financed Rural Projects Fund wasreactivated as of 1983. It is planned to expand this effort to thelivestock zone (using financing from IDA, Italy and West Germany). A studynow in progress will make it possible to determine the priorities and thevolume of financing required.

Air Transport Infrastructure

22. Complementarity of the air transport system. Chad's domesticairports play an important complementary role even in relation todestinations that are properly served, or will be, by the rehabilitatedroad system. The fact is that all the roads are not passable inall-weather, and during the rainy season air transport makes it possible tomaintain a degree of continuity in commercial and administrative relationsand emergency communications.

23. It is moreover apparent that the main air traffic flows coincidewith the busiest road routes (Sahr and Moundou), as is generally the case.Furthermore, a certain number of destinations, such as Faya Largeau inparticular, need good air service because the distances involved and t}.enature of the soils make highway projects difficult undertakings. Airportinvestments accordingly observe the following dual priority:

- upgrading flight reliability and safety before passengerfacilities or measures to improve the quality of life forpersonnel;

- preference for the more important centers, and among thoseof lesser significance, those which are not currently servedby a rehabilitated road system and will not be in the mediumterm.

Transport System Management

Management of the Road System

24. The Ministry of Public Works, Housing and Urban Development(MTPHU), through the Directotate of Public Works, is responsible for

- 23 - ANNEX 2-1Page 8 of 10

d.v.lopm.nt of the road system. Road maintenance is entrusted to OFNAR, anautonomous agency under MTPHU supervision. Except for the personnelresponsible for programming, management and studies, the majority of theDirectorate of Public Works' staff have been transferred to OFNAR. Inorder to improve the management of the road system, the Government intendsto strengthen MTPHU's capacity to formulate and implement a consistenttransport policy. With regard to the road system, a certain number ofmeasures are urgently needed.

25. Redefining of the public service functions. Responsibility forthe progrmuming of road system improvements will remain with MTPHU. OFNARwill be responsible for programming the execution and supervision of roadmaintenance. An increasing proportion of this work will be contracted out.OFNAR should be ready to act with flexibility and to use its financialresources not only for works performed by force account but also formaintenance to be executed by foreign and national contractors. Within thecontext of the road maintenance project, a study for the reorganization ofOFNAR is being made with a view to enabling the agency to align itsstructure on the functions assigned to it.

26. Need to strengthen institutional capabilities. To increaseabsorption capacities in this sphere, MTPHU envisages expanding itspersonnel. A program for hiring and assigning a considerable number oftechnical specialists is accordingly being prepared in order to strengthenthe existing units. Two types of measures are required to upgrade theMinistry's human resources: firstly, a series of tra:ining and retrainingcourses to improve the technical qualifications of all staff, thensecondly, over the medium term, a technical training program in appropriateschools for young Chadian technicians and engineers. A short-term effortis needed to intensify on-the-job training and to organize training coursesabroad, with a view to improving the technical capabilities of the existingsupervisory staff and technicians of the Ministry and OFNAR. IDA, ADF, EDFand USAID have already assumed responsibility for a certain number oftraining actions that will have to be further developed and intensified.

27. Rehabilitation and maintenance: an opportunity for the privatesector. As a matter of general policy, the Government wishes to limitfuture expansion of the public sector and to encourage the private sector,especially small and medium enterprises. The road rehabilitation andmaintenance program envisaged offers an excellent opportunity for promotingthe development of the national construction and public works industry.

28. There are about 200 small contractors with constructionexperience in Chad. The few local firms vith the necessary experience forundertaking public works are under foreign control. In the context of theIDA-financed road maintenance project, the Government has prepared anaction plan designed to provide small public works contractors with thesupport needed for organization, management and financing and to furnishthe supplementary training essential to equip them to perform periodicmaintenance and some routine maintenance work.

-24- ANNEX 2-1Page 9 of 10

29. In order to b. able to ensure that all necessary maintenance villbe carried out, the aim is accordingly to progressively entrust certaintasks to private contractors who vill thus supplement the vork performed byOFNAR by force account.

30. The recommended strategy is therefore to have all periodicmaintenance carried out by contractors, to progressively reduce theproportion of routine maintenance done by force account under OFNAR'sdirect responsibility and to develop the capacity of jobbing contractorsand small constructions firms to perform routine road maintenance andrepair bridges. Solutions of this type vill have to be accompanied bydevelopment of institutional capacity vithin the Ministry of Public Worksfor management of the road system, and in OFNAR for programming andsupervision of the maintenance activities performed by force account.

31. Reshapina the role of OFCA. There is also an Office National desCarrières. <OFCA--National Quarries Authority) which reports to theMinistry of Public Works and vas set up to manage the operation of quarriesin Chad, and the Mani quarry in particular. The large number of road vorksto be carried out in 1988 and which vill extend into 1990 raises theproblem of the supply.of a considerable quantity of crusher-run stone andaggregates from Mani.

32. The Government must therefore maintain its role in the regulationof quarry operation, in order to serve the public interest. However, it i.not appropriate that it should be involved in the conmercial side of theseactivities, which can certainly be handled more effectively by privateentrepreneurs functioning in a competitive environment. Cost recovery andthe regulation of access to resources can be ensured by means of a systemof fees administered by a government agency. OFCA should therefore berelieved of its operations role and the running of the Mani crushing plantshould be entrusted to the private sector.

33. In order to ensure that the materials are produced in thequantities and qualities needed and when required, negotiations are underway with a view to setting up a private company in which the Governmentvould hold a minor interest.

Land Transport

34. Passenger transport requirements are presently adequately met ina free-market environment. As regards freight, and especiallyinternational transport, Chadian carriers (with a few exceptions) needtheir organization, technical competence and management strengthened. In aveakened economy such as Chad's, it is clear that unduly hasty deregulationvould lead to excessive concentrations of supply resulting in rapid rateincreases or abandoning of the less profitable routes (i.e. domestic routesin particular).

35. The strategy decided on by the Government consists of aprogressive liberalization of the road transport sector in the course of

- 25 - ANNEX 2-1Page 10 of 10

the period covered by the present program. To this end the Government villseparate the function of Groupement Professionel Coopératif (PrivateTruckers Cooperative) from that of freight management. An organizationother than the Groupement vill be made responsible for bringing supply anddemand together, recording transactions and declaring them for taxpurposes. A study on how best to accomplish this separation of roles iscurrently in progress and its conclusions are scheduled to be announced inthe Spring of 1988.

Air TransDort

Domestic traffic

36. Taking into account the political and economic context in whichAir Tchad has to operate (not only due to the var, but also denial ofaccess to potentially profitable routes to Cameroon and Nigeria), thecompany's results can be considered quite honorable.

37. Air Tchad has adopted a very cautious medium-term expansionpolicy: development potentials are beginning to appear but do not justifylarge-scale investments over the coming six years. In view of the lowdemand, the Fokker F27, vith its combined freight/passenger capacity, andthe Twin Otter with its operating performance (short take-off) appear to bethe aircraft that are best suited to the system, the traffic and therunways and strips that have to be used, most. of which are unpaved. TheF27 (17 years) and the Twin Otter (8 years) have life expectancies that areamply sufficient to cover the plan period envisaged here. The presentunder-utilization of this fleet and its likely life do not justify theacquisition of new aircraft before 1993.

38. International and interregional traffic. The development ofthese two types of traffic is subject primarily to such bilateralagreements as Chad can negotiate with its neighbors on the one hand andwith other client and supplier countries on the other. For the immediatefuture, resort to regular airlines and chartering by Air Tchad would seemthe best ways to initiate import-export movements. The fact is that AirTchad is much more likely to generate profits by means of charters, as hasbecome its practice.

39. Nevertheless, it vill be necessary to keep careful track of theneeds expressed by the main exporters of products that can be carried byplane (meat, cattle on the hoof, gum arabic, etc.) so that appropriateresponses can be made at the right time.

CRAD

ROAD REHABILITATION PROJECT

IMPLEMENTATION SCHEDULE

1987…---------…-----------------------------1988 _----------------------

NO ACTIVITY N D i F M | i MA A S ' N D

Processing

_~ Nefotiations - - - -

Board Presentation - - - I I .-

I Effectiveness I _ I ' __I__

! Contracting j I

Prep. Prequal. documents don _ i -I

Notice in Dev. Forum - - I __I __

I Receipt Prequal. documents _ _ _ . I :__Prequal. Rev. and Seltction i

; I Tender call l _ I ' :! Tenders received e - -

Tenders analyzed - - - _

Gov. recommends award ! - e * i_ __I_;_*_ _

IDA approves avard a - - I Contract awarded I i g , _ iContractors mobilize _ ___ _ iContractors start work _____ _____ _____ _______…

I I' I~ ~~~~~~~~~~~~~~~~~~~~~~~~ I I I Consultants i i i i

I Consultant selected done _ _ , I I

| IDA approves selection done ._ _ | I j_._!

zizi Detailed engineering - ___ -- ,

I_ _ _ _ _ _ _ _ _ _ _ _ _ _ I_ _ _ _ _ _ _ _ _ _ _= I I _ _ I I iSupervision - - --- ----- ___________

CHD1:TABI10120/87

'J

- 27 - ANNEX 3-2Page 1 of 15

REPUBLIC OF CHAD

ROAD RECONSTRUCTION PROJECT

CHAD ROAD CONSTRUCTION DESIGN NORMS

GEIAL «O an £I CDAD 8STD

1.1. CLDWI

The Mia alimatological zones covering the Republi of Chad cour in theordoer ahown bolow, trou South to North :

1) _*1~iBfft O , socs In the Soat

Sui-hbid tropical olimate - Moundou, Sarh region

- Annual rainfalis 1350 to 950 m.

- Iaiay useont 6 to 7 montha M Nay to November with maximum raintall inJuly, Auguat and September.

- Dry soaons 5 to 6 sontha - November to April, with no raintall infeoosber ld January.

- Noma annual tesperatures: of the order ot 280C with oonthly maxima of38@C.

2) Ubeloudam zons

Dry tropical climato - N'Djamena, Bongor, Bokoro, Monio and Am TLmanrsgionez

* lafhl raintalls 950 to 500 m.

_ la"ey *aons 4 to 5 montha - May-June to Septeber, ',,th aaxumratall in July and Auguat (300 - in Haut, 250 - Ln the N'DJaPena

Dry souon: 7 to 8 sontho - October to April-May, no raintali inllovober, Deoeaber and January (BHat), and. Décember, January andFebruary (N ' Djauena).

_ Mm an nual tmperature sà 28e to 30"C, with monthly maxima exceeeVing400 C.

- 28 - ANNEX 3-2Page 2 0f 15

3) 3dol e _a e mmoe

Sutl-dAe*r% oluate . Bol, N'Gourip Au N'Djamena and Abeche rexigin.

- Amual ralafali 500 to 200 m.

- b.iny emons 3 monthe - July to September, with max. ralintall in July

MW Augut (over 150 m).

- Dry soason: 9 sontb - October to June, no rainfall trom Nove«ber to

aroh.

- Mm .onthly tomperatures: 280C with maxima exceeding 50eC on bare

grui.

^) Seau on

Tropioal and Saharan desert climate - Fada, Faya, Bardai and AOouzou

region.

- Aual ruinfails 200 to 50 .m.

- Sparte rainfall possible betwoon July and September.

- HMin nnual temperatures: 35"C with maxima exoeedirn 50eC on bare

<round.

Vith respect to hygiroaetry, air water vapour content ia olose to

saturation during the rainy scason, and low to very low during the dry

soason. The huaidity level varies 3ubstantially during the day in the

dry seaoon, and le»s in the rainy season.

fvaporation in oonsiderable, lnoreasing frou South to North. Approxiate

annual values are 2000 - in the South, 3000 - in the central zone, and

In *xoma of 40000 - in the deaert zone (evaporation values meaosred

with a PICHE instrument).

Major variations ln annual raintall frou year to year should also be

notode In 19841, the 200 m isohyot was aituated close to N'Djeoona, Ati

and Aboche, whoreas ln a normal year, these towna art not far from the

500 - 1Uohyet.

Rainfall diatributton la indicated on the following aap.

29-

CARTE PLUVZOIETRZQUEANNEX 3-2

k48 . p of1

`X(9wa;-

- 30 - ANNEX 3-2Page 15

1.2. IOD.S

The ootle eacoutetred in Chad correspond to the following oOl01@icltorustioras

- Terminal oontintentalOld quateary

- D.oont quaternary- primary (solid rock)

Varlous Loolostcal aoll formations can be observed:

- prtmary formationst granttio rock;

* terminal continental and old to mlddle quaternary formationas

old, shallow or outeropping ferruginous shielda,

terralitia leveios

old series adulterated with mort or les3 silty sanda;

- recent quaternary formations:

* fluvio-lacustrian serieJ with clay-sands, inoorporating limestonenodules, oovered to a greater or lesser extent by olays or silta,

*tluvio-laouatrian series with erg sand-clays, incorporating quartzand coarse sanda,

*récent mandy series, accumulated in the major river depreasions,resulting rros sodimentation, and progressively finer towards theNorth,

*recont lacustrian clay meries, with fine clay sodiments and gravmllysand or pebbly clay in piedmont areas,

•very récent to contemporary alluvial series, with clay-3ilt or ailt-sand sediment.

ANNEX 3-231- Pte. 5 of 15

Potentiolité des sols

_ . gzt*^lt Ot *^ CX"D .1wSOUDAN à a me "&dé el ''PlOU

1 t 1 E NIGERIA X , j l

~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~u éfl #^04e

- 32 - ANNEX 3-2Page 6 of 15

tow of the» toile present good road conatruotion oharaoteristics.Distribution of the difforent types is exoesoively Interleaved. The

soutb.rn part of Chad inoludea ferruinous and ferralitio soils. Along

the rivwra (Logme ad Chari) hydromorphous 3olus ar *ncowntoeed,bordorod by blaok tropical olaysp extended aubatantially to the East ofthe Cbarl and round Lake Chad, with *o .-arid and rerralitia soal

intrualons.

Eroulon solla are enoouutered to the North of a line trou M'DJ*»na to

Aboho, with sandstone and sandy desert souls in the dry vsalleys of thetar north. Depreasions art frequently filied with saline and sodicsoilà (<s Uap). In view of the diveruity, heterogenelty and diapermionof the sollsp a siupliti.d olassification syst« has beon adoptod, tssedon CDR bêarins oapaoity after 4-day soaking, Siving a direot indicationof "road" Quality for earthworks.

301L CLASIFICATION

Claas CBR bearing capacity

si < 5%32 5 to 10S33 10 to 15%S4 15 to 30S35 > 30S

- 33 - ANNEX 3-2Page 7 of 15

PART 2

TSCWICAL STAIIDARDS I!OB ROAD

2.1.l GDOIURISCAL STANDARDS

The geo.etrical standards applicable to the road systea in the Republicot Chad are illustrated in diagrma 2/1 and 2/2 on pages 16 and 17.

For surtaced roada, distinction is made between rural sections, and theurban sections ot national highways.

For unsurtaced roads, standards are based on a certain level of heavyvehicle trafria (DLW exce.ding 3 T).

. ~ ~ ~ ~ ~ ~ ~ ~ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _

- 34- ANNEX 3-2

DIACUN No. 211

GCTUICAL STAND ADS I

3uMvM 8

;~~~~m wk - M.'

Latente sol1e I7 _

NG I

L 9.5w" 0m. I

E) URIAN SECTION

;~~~êo~U _ .lom.

I _I

SwNaIow.7m.I -

wI' j M.

; =, ws7m. 1 1 Sl*~~~~~~~P

- 3- ANNEX 3-2

DIAGRAN do. 2/2 Page 9o 15

aG.oencu STANDADS

Level 1 0-5 HV/DAY OClndimt

Ql*,g mmMm mwm i W10oewU.152On.

/S~~~~~~~~~~~~~~~~~~ Io cRut1s soi

- ~ ~ ~ ~~~n1 Wa*goau1a.o/~~~~~~GO mm S ~ qÀ thb.7 1 \n.. 1

Levela 3 to 5 _over 10 HV/DAV

11-01,~ _ m ,- ehBoXt-5*Dn

I . _:__J_\

-36 ANNE 3-26Page Ir of lf

2.2. TUfCAL OI FOR PICAL PAVET 1STuC

For aurtfod roamd, thaoe pav_ment structures depend on the qualitV ot

thé Underlying *otlJ strata (S 1, S 2, etc.) and tratfio level (T 1, T 2,etc.).

Data sbeets A to D indicate the typical structures recomended for the

Min *atorlalo uaed.

For wiourtaoed roada, w.arinl course and grading course structures takeaccount of the quality or underlying aoil utrata (S 1, S 2, etc.) andthe level of servies (N 1, N 2, etc.) aosociated with the trarfic

Oarrie4.

Difterent structures are proposed (data sheet E) for ditrerent regions,and the difforent materials encountered.

l~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~

.~ ~ ~ ~ ~ ( .4

.-

O Q] -I HI [

I~~~~ |I n S4

SPECFIC STUDIES _' I

* s'~~~

ANNEX 3-2-38- Page 12 of 15

ICIICAL UID<E FOR SURFACED IWADS

TYPICUL PAVEENT STRUCTURES Data shff 8

Road bas: Clay sand - cement (CS/C)Sub-bme s clay sand (CS)

.~~~~~~ ~~~~ - T 2 T 3

.~ ~ ~ ~ ~~~] .? __

SIJAFACING O@oub bu1m TflI Wm.btnent '' te .

S 1 //lL .» /

. cm. CS 45 cm CS:_ _~~~~1oe.& _ ._.____

s m I

.1. 1i__ _-_ 35 CW OSC

s ,PAVEMENT.

CS iLI I eCSi

' S

* - 39 - ANNECX 3-2Page 1of 15

TChUICAL GUIlENEs FOR SUUn boDt"

TTflCAL PAVDENT STRUCTURtES Data sot C

Road bas. bituminou sand (BS)Sub-baa o: clay sand (CS)

T2~~~~

____A4L8

s~~~~~Ics

gJRFAIG s"1S aan_«(sF s

S 2 -4- - -

12_ . _1cm CS ' cmCSC

45 . _ l.-

gyp.ujp *:~ .~ .

1541

- 40 - ANNEX 3-2Page 14 of 15

TscICAL GIZIDU.HS FUR SE VACED DOADS

TYPICAL PAV11T STRUCTURES Data doet D

Road bases natural gravo1 (No)Sub-baae s natural gravel (NO)

.,||T i | T 2 T3

SUAFACING

r| S 13.SA 3o , iSA

>@@. .l1SicmRGp licm.

$ 2.N.SA _ _ S.A

a - - a~~~~~~ -l G

rTRUCTUREl *'. *

'PAVEMENT l * 1 30.NG'

__4' __

54

TECUICAL CUTDELIDS FOR UNSURFACED BOUDS TYIC*L AIUI NC C<URSE SllUCSU115

Thickniss ln eo - CC z grading course

I Traffle I Trcftic I Tra ticN 1 < 5 1 a 2 5-10 1 1 3 10-15 15-20

| V/day | HV/day | EV/dayI Latcritie 1 20 I Fine iouls I I Lateritte I 25 I 30I I + I Sandsand finé soils 1 25 t | * I +I_(South) I CI5_ 1 I GCZlO 1(South) I CCS15 I OC*20

Fine sola 1 20 1 1 IFne soila s 30 1 35S1 Iands and rine soila I + I (North andf-East> I Clar I I * I(North and E-Eaut) I GC=10 1 1 1 (Centre) - GCs15 1 GC=20COR < 5% t Fine aolla and hard 1 20 I Fine soils 1 30 I Sand» and fine soti1e1 25 I 30I solls (ERast orth I + I I + I i 1 II Hast, North East, I GC=15 1 (Centre) I GC=15 l (North) I OCS15 I GC=20E Hast, Eastern Contre) I I I , _ ILateritto I I Fine sotie | I LateriticI 1 20 I Sanda and fine sols 1 25 1 1 25 I 30I (South) ( I I | (South) I---------- ~~I Fne ooll I I I I Fine oils I IS 2 I Sandsand fine sols 1 20 ( (North and N-East) I I 1 30 1 35.1 (North and u-Est) I (Centre) I ______ ____CBR 5 to 10I J Fine soils nd hard I I Fine soils I ISands and fine aoils T Isoils (East North 1 20 1 1 30 1 25 1 30I gast, North Hast, I I (Centre) I I (North) I I

I East, Eastern Centre) i I I _ j II Laterltio I I Fine aolls I I Lateritia I I

1 1 20 |Smnda nd rioe soil 1 20 1 I 20 | 25I (South) | | I I (South) I I

l Fine 80118 I I I Fine 8011s o i3 2 I Sand and fine soila I 20 1 (North and N-East) I I I 25 J 30

I (North amd N-ast) I I I I (Centre) | |CBR 5 to 10% j Fine sols and hard I I Fine solls I Safd8 nd fine 1soilr I I soila (East North 1 20 I 1 25 1 1 20 1 25I East, North East, I I (Centre) I (forth) I II EIst, Eastorn Centre) I I I I I I

1:!I

o ,

ANNEX 3-3

- 42 - Page 1 of 2

REPUBLIC OF CH"

ROAD RECONSTRUCTION PROJECT

CONSTRUCTION STANDARDS OF N'DJAMENA-DJERMAYA AND N'DJAMENM-GUELENGDENG

ROU N'JAEMNA - mISSAGET

SECTION N 'AMENA-DJERMAIA

Lo_ h K 32

CiMfe WIdh M8

Pavust dwIh a 6

With ci

Suflace trealmef wEihm 6.50

-uacond oourse 6 ,50* o*eord m 6,50

6.50

Ch4prng wdh m_

AO&d baO wldh X 8,45

Sub4ba wldh m 9,80

Sub.grade width(eMtIwoeh> X10

Paveml."t so 3/2

FiNsiope 2/1

PAVEMENT STRUCTURETHICKNESSES

_ _ I ,

-. ... ;

- 43 -ANNEX 3-3rase 2 of 2SURFACED

ROUTE N'DJAMENA - GUELENGDENG

SECTION- KOUSSIERI -KOUNDOUL KOUNDOUL-GUELENGDENG

Length K 12 134

Crown width m8

Pavemefi width m 6 6

width ofbètuminous layer 6,506

Surlace Irealment wldth mfirst coursesecond courset - couwse . __.

Priming width m 7 6,50

chipping wit m 76,50

Road base wioth m 8,45 8,36

Sub-base width m 9,50 9,26

Sub grade width(eaflhworks) m 10 10

Pavement hope 3/2 3/2

Fill slope 2/1 2/1

C-T2-S2 C-T1-S2PAVEMENTSTRUCTURE 12cm o,sSATHICKNESSES 1 US

Im

~~~~~~~~~~~~~~~. S~ . t.

oMANCUAUIE au MIISlUEE DES RAVAI PUStlCS. DE L'HASITAT (ET lE LfUU MIS

i Hanistre dbm Travux Publicsde "Habitat et *4de I'Urbea 1 r du mlibstre

Dir«cteur C46 r l Et bl e *mo"re

Présden OFA ,mv tull

D7r ction Direction Dir ction des Insp ctlon ENPOfNAR OFCA SmECnti-ontx Cadastre, Urbanisas Travaux Cénàrn la Ecol- Nationale Off Ica National lf;ce dm SectitEqui 1 pmntx Habitat Publics des TP des Routes neèrirlèe TCh"i dun

Electricité

|DirectionAffaires

Adm nistratives

CHD2:CHART1

ORMICIUAlIE E LA DIRECTION DES WAVMUX PUUCS

Dir ct ur desTravaux Publicsx t

Division des Etudes Divisio du centrale

I Subdivision Etudos Routiéres Subdivision Travux Nuit Routes

Subdivislon Etud.s CGnérales Subdivision Travaux Neufs B.tio te

Subdivision Equipemnt.s Urbains Subdivision Travax is EquipTsu_teUrbaine

Subdivision Etudos Batimonts

I Subdivision ArchitectureCHD2: CART2

f0Mh1*E OE LA SECTIUN OE L*IRFM

| ~~Service* Contreux Servie« Régionaux

Division Financière W Arrondissemeot de N'DJ ae

Division de IlAd.inlstratlon Subdivisiol de N'OJameoa

Division de l'outillage mécanique Subdivision Abch IInspection du Matériel Subdivision de Mongo

Division programation Arrondissement de Sarh

Subdivision de Sarh ISubdivision de Moundou

CHD2: CHART3_

MAP SECTION

X , s. ~~~~~~C H A D !AA\. \ <a^ ROA~~~~~~~~~~~~~~~~~~D RECONSTRUCTION RoEP.

, \ X ~~~~~~~~~~~~~~~~~~EGYPTj Projaci ~~~~~~~~~~~~~~~~~Rortdl 72 -m~vtle

\ wobtr or; ii~~~~~~~~~~~~~~igi Pr ioriiy Rocid Ne*otro, to be Rthobàfitated

Fltriw4t Extr4on of teh PriodbtY Rood Nefriork_ i) * ~~~~~~~~~~~~~~~~~~~Ferrln fo but Replrxtid

, \ LlTiYA X _ &~~~~~~~~~~~~~~~~~~~~~sidip #O bst Recorttsrvbt"\ IB Yrre Rood N esork,

$ ._ 10 e ~~~~~~~~~~~~~~ ~ ~~~~~Engimeretrd 20

NIGER ! a.,or EsJrlh Tror*s!

! ! / ~~~~~~~~~~~~~~~~~~~~~~Rood &"Iibhitn i lorud Mtr tiohitCHAO Roud SubdWision Crrentl

/ _ ! Ll~~~~~~~~~~~~~~~ ~ ~ ~~~~~~~ndtrr Sth Proie," FfLebPri

L>Ngiq«O .fç SUDAN S« * Moio Airporh rryeh

NIGERI, 4-Y Artit - htnl noi a. lS /.e j - -- -' ` tif 4.Foyst Lor9trt

< 2 < ,_~CENTRALt_rCAMEROÔN R-' -AeFRICTANt

NIGER /

\ Xto ork -s iti t is< Are-0~+1 SUDAN

oto s' _t, .... L~~~~~~~~L';i S-12 ro Uçwl \7 < ^ t onçoi +«G~~~~~~~~~~~~~~~~~~~~~~~~~Wozioo s 12 -

NIGERIA -- X , (/ ( | oh^o re y«s > y O l O~~~~~~~~~~~~~~~ 30 oO 9P0 i120 1 50

t CAMEROON + t~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ ~IOMTRa \ -I tt~~~~~~~oCETAAFIN «

P<riozr«s°XS &+ v/ -A--* REPUBLIC~~ Timo

X , . , } , I I s ] ._ ne

i O'L