Colombia - Rural Roads Project

Document of The World Bank FOR OFFICIAL USE ONLY Repot No. 7740 PROJECT COMPLETION REPORT COLOMBIA RURAL ROADS PROJECT (LOAN 1966-CO) APRIL 28, 1989 Latin America and the Caribbean Regional Office This document has a restricted distribution and may be used by recipients only in the performance of s fIv Ar I f-i,, I- I -S c  Abbreviations FVN National Highway Fund FNCV National Rural Roads Fund DRI Integrated Rural Development :'ZPT Ministry of Public Works and Transport GDP Gross National Product ERR Economic Rate of Return  FOR omCuL USs ONLY THE WORLD BANK Washington. D.C 20433 U.S.A. OK*c of O,wtew.Ceiwrj Opsrtm Evaut"a April 28, 1989 MEMORANDUM TO THE EXECUTIVE DIRECTORS AND THE PRESIDENT SUBJECT: Project Completion Report on Colombia Rural Roads Project (Loan 1966-CO) Attached, for information, is a copy of a report entitled "Project Completion Report on Colombia Rural Roads Project (Loan 1966-CO)" prepared by the Latin America and the Caribbean Regional Office. Under the modified system for project performance auditing, further evaluation of this project by the Operations Evaluation Department has not been made. Attachment This document has a restricted distribution and may be used by recipients only in the perfomance of their official duties. Its contents may not otherwise be disclosed without Wotid Bank authoritbn.  FOR OMCIL USE ONLY COLOMBIA PROJECT COMPLETION REPORT RURAL ROADS PROJECT (Loan 1966-CO) Table of Contents Page No. Preface ..................................... Basic Data Sheet ............ii Mission Data ...............iii Evaluation Summary ........................... iv I. Introduction . ..................... I II. Project Idertification, Preparation and Appraisal . . 2 Ill. Implementation .. 4 IV. Project Cost and Disbursement ............ 5 V. Financial Performance ........ ........... 6 VI. Institutional Performance ................ 6 VII. Economic Reevaluation .................... 7 VIII. Conclusions .. 7 TABLES Table 1 - Planned and Actual Physical Program ............................ 9 Table 2A - Comparison of Appraisal Estimated Actual Costs .10 Table 2B - Actual Costs by Source of Funding.. (in US$) .11 Table 2C - Actual Costs by Source of Funding.. (in Colombian $) 12 Table 3 - Average Exchange Rate .13 Table 4 - Economic Reevaluation of Sample Roads .14 Map IBRD 15394 - Colombia Rural Roads Project This document has a restricted distribution and may be used by recipients only in the performance of their official duties. Its contents may not otherwise be disclosed without World Bank authorization.  - i - COLOMBIA PROJECT COMPLETION REPORT RURAL ROADS PROJECT (Loan 1966-CO) PREFACE 1. The following is a Project Completion Report on Colombia's Rural Roads Project for which a loan for US$33.0 million was approved by the Executive Directors on September 21, 1981. The loan was 1002 disbursed. 2. This Completion Report was prepared by the Bank's Latin America and the Caribbean Regional Office and is based upon information obtained from the Minutes of the Board Meeting, the LAC Information Center, the Appraisal Report No.3226-CO, staff supervision reports, consultant's reports and a Project Completion Report prepared by the Borrower. 3. This PCR was read by the Operations Evaluation Department (OED). The draft PCR was sent to the Borrower on March 1, 1989, for comients by'April 17, 1989, but none were received.  - ii - COLOMBIA PROJECT COMPLETION REPORT RURAL ROADS PROJECT (Loan 1966-CO) BASIC DATA SHEET Key Project Data Item Original Expectation Actual Tota! project Cost (US$ million) 63.0 52.3 Cost underrun (Z) 17.0 Financing (US$ million)i IBRD Loan Amount 33.0 33.0 Disbursed 33.0 33.0 Date of physical components completion 12.31.84 6.30.87 Time overrun (2) 762 Proportion actually completed by original date 1002 81Z Economic Rate of Return (Z) 37.0 29.3 CUMULATIVE ESTIMATED AND ACTUAL DISBURSEMENTS (US$ million) FYs &32 1983 1984 1985 1986 1987 Appraisal Estimate 7.7 18.2 27.4 33.0 33.0 33.0 Actual 1.3 6.0 16.0 21.0 30.5 33.0 Actual as 2 of Estimate 16.0 32.0 58.4 63.6 92.4 100 OTHER PROJECT DATA Original Plan Actual Conception Date - 03-02-78 Appraisal - 09-20-80 Negotiations - 02-19-81 Board Approval - 09-21-81 Loan Agreement Date - 09-24-81 Date of Effectiveness 12-23-81 04-21-82 Closing Date 06-30-85 06-30-87 Borrower: Republic of Colombia Executing Agency: Fondo Nacional de Caminos Vecinales Follow-on ?roject: 2668-CO - Rural Transport Sector Loan  - iii, - COLOMBIA PROJECT COMPLETION REPORT RURAL ROADS PROJECT (Loan 1966-CO) Mission Data Type Month/year No. of days No. of Staff Date of Persons Weeks Report in Field Preparation May 1980 3 4 12 07-14-80 Appraisal Sept 1980 2 4 8 10-15-80 Supervision Jan 1982 1 3 3 03-18-82 Supervision April 1982 ' 1 1 04-29-82 Supervision June 1982 2 2 4 06-23-82 Supervision Nov 1982 4 2 8 12-03-82 Supervision May 1983 4 3 12 05-27-83 Supervision Nov 1983 3 3 9 01-13-84 Supervision June 1984 4 3 12 07-19-84 Supervision Nov 1984 2 1 2 01-07-85 Supervision June 1985 2 2 4 06-21-85 Supervision Nov 1985 1 2 2 01-17-86 Supervision June 1986 2 2 4 06-26-86 Supervision Dec 1986 1 1 1 12-22-87 STAFF INPUT (Staff-weeks) FYs 80 81 82 83 8'l 85 86 87 Total Ident/prep 28.9 16.1 - - - - - - 45.0 Appraisal - 31.5 - - - - - 31.5 Negotiations - 1.3 - - - - - - 1.3 Supervision - 0.5 8.2 10.0 5.2 7.1 4.6 3.9 39.5 TOTAL 28.9 49.4 8.2 10.0 5.2 7.1 4.6 3.9 117.3  - iv - COLOMBIA PROJECT COMPLETION REPORT RURAL RLADS PROJECT (Loan 1966-CO) EVALUATION SUMMARY ObJectives 1. This project aimed to integrate less developed areas, support agricultural development and correct regional imbalances in the road infrastructure within Colombia, particularly in areas with little or no access to centers where products could be commercialized. The project included construction and rehabilitation of roads, a road maintenance program and a technical assistance program. These goals were to be achieved by improving managerial performance within the executing agency, the National Rural Roads Fund (FNCV), through the adoption of more efficient plannJng, organization and control practices. 2. The loan was intended to support the 1981-84 program for rural roads construction and rehabilitation. The roads financed were included in FNCV's program and were not identified when the loan was approved. They were selected, evaluated and constructed during project implementation, following an agreed methodology (paras. 1.01 - 2.01). Implementation Experience and Results 3. The project was initiated and developed without major obstacles. However, some delays were caused during implementation due to difficulties in providing local funds. For this reason, the closing date was postponed for two years. Accomplishment of original physical goals, although not fully attained, was completed to a satisfactory level (paras. 2.01 - 3.09). 4. The final total project cost was US$52.3 million or 16S below the appraisal estimate of US$63.0 million. The underrun was mainly due to lower local construction costs resulted from high devaluation. As a result of the devaluation, FNCV had difficulties in providing counterpart funds. Consequently, the Bank increased its participation in the project to ensure completion of the works (paras. 4.01 - 4.03). 5. Adequate attention was given to the institutional aspects of the project. However, the recommendations of the technical assistance component, consisting of an organization study, statistics and information study, and an archive study, could not be implemented by FNCV during the project due to lack of funds. A plan of action for implementation of the above recommendations was considered under the Rural Transport Sector Project (Loan 2668-C0), (paras. 6.01 - 6.04).  - v - 6. The economic rate of return of the road sample taken for economic reevaluation yielded 29.72, as compared with the 37Z estimated at appraisal. Although physical goals were not fully attained, benefits accruing from increased agricultural production and reduction in transportation costs were significant and the roads analyzed proved to be economic (paras. 7.01 - 7.02). Sustainability 7. Prospects for project sustainability are good. The follow-up project will consolidate institutional improvements and initiate a plan of action to upgrade road maintenance (paras. 6.01, 3.06 and 8.02). FindinRs 8. The project was succesful. It achieved its objectives of supporting agriculture, it attained .'.ts physical goals and it contributed to institutional strengthtening. Two lessors were learned: a project should make provisions for implementing study recommendations; and arrangements for obtaining adequate counterpart funding should be improved (paras. 8.01, 8.03 and 8.04).  COLOMBIA PROJECT COMPLETION REPORT RURAL ROADS PROJECT (Loan 1966-CO) I. INTRODUCTION 1.01 Colombia has a road network of about 100,000 km (10,500 km paved), of which 25,100 km comprise the national highway system, 48,500 km are departmental roads and 24,400 km are rural roads. The planning, construction and maintenance of the national roads network is the responsibility of the Ministry of Works and Transport (MOPT) through its National Highway Fund (FVN). The National Rural Roads Fund (FNCV) is in charge of the rural transport infrastructure. FNCV functions as an autonomoue organization under MOPT with overall responsibility for construction, rehabilitation, and maintenance of the rural road network in Colombia. The Departments are responsible for construction and maintenance of their own roads through their Secreteriats of Public Works. However, the lack of resources and technical skills have hindered departmental efforts to improve the efficiency in maintenance operations. 1.02 The Bank has played an important role in the development of Colombia's transport sector. Since 1950, the Bank has lent about US$845 million in 28 loans to the sector. These investments supported the construction of an integrated highway network and, more recently, have contributed to the rehabilitation and maintenance of the national network and to the development of improved highway and rural roads organizations. This loan, however, was the first Bank's direct intervention in ru,al transport. A second Rural Roads loan (Loan 2668-CO) for US$62.0 million to support FNCV's 1986-1992 Investment and Haintenance Program was approved on May 27, 1986. Previous to this Loan, the Bank had established a good 0orkiug relationship with FNCV through a series of agricultural projects in which FNCV has been involved through the construction of rural roads. FNL,I's capability to undertake selection, evaluation, design, and construction of rural roads is considered adequate. 1.03 The expansion of rural transport programs to isolated regions has been a central item of the government's efforts to extend public services and to integrate less developed areas into the mainstream economy, increase agricultural productivity and raise income level of small farmers. Over one third of the 27 million Colombians live in rural areas and depend upon agricultural activities. Agriculture provides about a quarter of all the employment and accounts for 20Z of the GDP and about 67Z of the country's total exports. A number of public agencies, including FNCV, are involved in giving support to the agricultural sector.  II. PROJECT IDENTIFICATION, PREPARATION AND APPRAISAL 2.01 In 1977, the Bank identified the need for direct involvement with FNCV to support high priority rural roads improvements and to address FNCV'u needs for institutional strengthening, including the establishment of effective maintenance operations for rural roads and the future role of FNCV in construction activities. 2.02 Active preparation of the project did not start until 1979. An analysis of FNCV's rural road network indicated that about 70? of the existing network was in unsatisfactory condition because of the lack of adequate drainage and routine maintenance. As a consequence, substantial rehabilitation works were required. The Government, aware of the fundamental need to improve the existing rural road system, approved a 1981-84 global rural roads construction, rehabilitation and maintenance program for US$226 million to be administered by FNCV. She main objectives of the program were: (i) gradual increase in the proportion of rehabilitation works within the PNCV's total working program that includes maintenance, construction and auplervision activities; (i) establish the basis for a routine maintenanL.; program consisting of equipment procurement, budgeting maintenance activities and establishing the "peon caminero' program; and (iii) strengthen FNCV's capabilities in the area of planning, management and control of a balanced construction, maintenance, and rehabilitation program. 2.03 The program comprised five subprograms; i. DRI I and DRI II (Integrated Rural Development)s construction and rehabilitation of rural roads in some rural areas with potential for regional commerce development; ii. Pico y Pala: construction of new rural roads employing peasant workers that directly benefit from the roads; iii. the Rural Roads Projects construction of rural roads in areas with high agricultural potential! and iv. the ordinary FNCV program including maintenance, construction and rehabilitation activities. 2.04 The component financed by the Bank was the Rural Roads Project for US$63 million or 28Z of the Program. The Project consisted of the following: (a) Part(l) Construction of about 710 kms of roads; (b) Part(2) Rehabilitation of about 710 kms of roads; (c) Part(3) A program of routine maintenance of rural roads including, inter alia, acquisition and utilization of hand tools and about 250 units of equipment; and (d) Part(4) Provision of technical assistance to strengthen the borrower's administrative structure and, its management information system. The main beneficiaries of the project are small-scale farmers. The new rural roads bring them new markets for agricultural products and access to services offered by the government and private agencies such as medical, credit, marketing, and equipment supplies.  -3- 2.05 The project focused on the institutional framework and on the selection and evaluation methodology of candidate roads. Specific roads were selected during implementation on the basis of agreed consistent criteria and procedures, with sufficient flexibility to accommodate changes in priorities and yet retain adequate control to ensure the program's regional balance and adequate socio-economic justification. 2.06 The Bank financed 1002 of the foreign exchange component of the project expenditures, equivalent to US$33 millions as follows: Appraisal Report Proiect Cost Estimate and Financing (1981 US$ Million) Bank Particip. Project Component Local Foreign Total US$ X I. Four Year Construction and Rehabilitation Program Engineering 0.47 0.38 0.85 0.38 45 Construction 15.27 12.49 27.79 12.49 45 Rehabilitation 7.63 6.25 13.88 6.25 45 Supervision 2.34 1.91 4.25 1.91 45 Sub-Total 25.71 21.03 46.74 21.03 II. Four-Year Maintenance Program Purchase of Maintenance Equipment 1.14 7.60 8.74 7.60 87 Purchase of Hand Tools 0.11 0.09 0.20 0.09 45 Sub-Total 1.25 7.69 8.94 7.69 III. Technical Assistance 0.02 0.09 0.11 0.09 87 Base Cost 26.98 28.81 55.79 28.81 Price Contingency 3.02 4.19 7.21 4.19 Total Project 30.00 33.00 63.00 33.00 Cm=== 81:== = 2=== 2.07 Negotiations were held in Washington on February 18-20, 1981 and the loan was approved by the Board of Directors on September 24, 1981.  III. IMPLEMENTATION 3.01 Although the project suffered delays in becoming effective due mainly to local legal technicalities, to insufficient counterpart funds and to lack of timely engineering studies for the initial projects, implementation was not delayed. Eight roads were selected and evaluated during appraisal, allowing FNCV to initiate the project in early 1982. The rest of the roads financed by the loan were selected during implementation. Due to the nature of the roads -short roads geographically dispersed, and requiring low standard road construction - the project was fragmented and awarded to numerous small contractors. To avoid cumbersome and inefficient management of contracts, a revolving fund was created which ensured prompt payment to contractors undertaking the sub-projects. 3.02 Contracting of civil works was very effective and a substantial decrease in the appraisal dollai cost of civil works was obtained. The Bank accepted the Government's request to take advantage of the lower costs by extending the coverage to additional economically justified rural roads, as a way of supporting the Government's "Peace Plan" intended to assist economically certain rural areas of previous terrorist activities. 3.03 Although the original scope was not fully achieved, the final results were satisfactory. Some sub-projects were not completed due to several reasons such as (a) cost underestimation, which led to contracts for lower values than required by actual goals, (b) poor programming and supervision of works by FNCV, (c) poor performance of some contractors, and (d) inclement weather conditions. Table 1 compares the estimated and actual physical goals. 3.04 Development of the project was slow during 1984. However, execution improved during 1985; contracting developed satisfactorily and sufficient counterpart funds were provided. By April 1986, bidding of all works, approved by the Bank, were completed and counterpart financing appropriated. However, due to adverse weather conditions, works could not be completed and a six-month extension to the closing date was found justified by the Bank. 3.05 In 1985, some changes were made to the initially considered project categories. Purchase of hand tools for $0.09 was cancelled since the program was implemented without need for financing of them and the funds were transferred for acquisition of equipment and spare parts. The technical assistance was increased by US$0.1 million uo finance the additional study to post-evaluate roads already completed and in absence of an effective road maintenance policy and resources, the Bank agreed with FNCV's request to finance with loan resources the inclusion of a periodic maintenance component in the project for US$0.5 million. 3.06 FNCU gradually started to b-ild-up its own road maintenance capability through (i) procurement of equipment; (ii) budgeting for maintenance by progressively shifting funds from construction to rehabilitation and maintenance; and (iii) setting-up the "peon caminero" (road-man) system, in which each man is responsible for routine maintenance of 5 kms of road.  Periocic maintenance progressed satisfactorily. Routine maintenance however, was inadequate and its reinforcement was considered under the Rural Transport Sector Project (Loan 2668-CO). This new loan provides also for a study to define a plan if action to resolve the serious problem of road maintenance under the responsibility of the departments. 3.07 The equipment provided for in the project was procured and distributed among FNCV's regions by December 1983, allowing initiation of the maintenance program. Additional units of equipment were provided with funds remaining in this category. However, delays in procurement were caused by cumbersome legal import procedures and shortage of funds to pay for import taxes. 3.08 A U.S. consulting firm was initially selected for the whole technical assistance component. However, no final agreement was reached, owing to FNCV's insistence on a stronger local participation. The Bank accepted the Government's decision to divide the technical assistance component into three independent studies, two of which, a study on FNCV organization, and a revision of FNCV's statistical and information needs, were awarded to local institutions and the third one, an archive study, was undertaken by the US firm initially selected. The gtudies were completed as planned by June 1984. The consultants' recommendations, however, were not implemented due to lack of funds in FNCV and lack of commitment from the Government. 3.09 An inventory of rural roads under FNCV's responsibility was completed as a loan covenant in June 1986. The report includes a listing by region of existing roads, their length and condition. Inventory updating at regular intervals is considered in the subsequent Rural Transport Sector Project (2668-CO). IV. PROJECT COST AND DISBUlRSEMENT 4.01 Slow initial rate of.disbursement for civil works was caused by a delay of about a year in project start-up as explained in para. 3.01. Due to FNCV's lack of experience with external financial procedures, and to the lower average cost of roads compared to appraisal estimates, disbursements slowed down during project execution. The last disbursement was made in June 1987. Planned and actual total disbursements are as follows: FY Planed Actual (US$ Million) 82 7.7 1.3 83 18.2 6.0 84 27.4 16.0 85 33.0 21.0 86 30.5 87 33.0  4.02 Final cost of the project was US$52.3 million or 172 below appraisal estimate (Table 1). The main reason for lower than expected cost was the high devaluation that allowed for satisfactory accomplishment of physical scope at lower local costs. 4.03 Devaluation also caused financial difficulties for FNCV to provide counterpart funds which prompted the Bank to accept an increase in its participation to ensure completion of the project as follows: Engineering s from 452 to 65Z Construction: from 45Z to 65Z Rehabilitation: from 45Z to 652 Equipment: 10OZ (no change) Technical Assistance: 872 (no change) V. FINANCIAL PERFORMANCE 5.01 The creation of a Special Account for the Project contributed significantly to FNCV's active financial performance. Up to 1984, FNCV's financing met and sometimes exceeded appraisal forecasts. Deposits to the Special Account opened for the Project were made at. a faster rate than required by the Bank deposits, thereby enabling the works to }roceed regularly. In 1984, FNCV started having difficulties with the provision of counterpart funds. High devaluation of the Colombian peso made more difficult to keep up with the Bank's dollar contribution. A change in the loan's percentage of disbursements was then approved by the Bank as explained in para. 4.04, to ensure complete execution of the project. In 1985 and until completion of the project, FNCV provided sufficient counterpart funds, ensuring smooth development of works. VI. INSTITUTIONAL PERFORMANCE 6.01 As a strategy for addressing the need to improve the existing rural roads system, FNCV recognized the need to strengthen its planning, managerial and control capabilities, with the aim of developing the organization into an efficient planning and funding agency for programs carried out by the decentralized departmental agencies. The performance of FNCV in this Project was positive and the loan contributed to obtain significant institutional and operational improvements. Consolidation of this improvements are considered in the Rural Transport Project (Loan 2668-CO) 6.02 The main cause of project delay -timely provision of sufficient counterpart funds at start-up and during 1984 and 1985- was overcome by FNCV's efforts to appropriate the required local financing for completion of the project in 1285 and 1986.  - 7 - 6.63 Total manpower in FNCV grew from 1613 to 2340 during project implementation due mainly to the number of positions the new maintenance and construction equipment required and to increased supervision of works generated by the project. 6.04 The overall institutional capacity was considered acceptable and demonstrated a sound basis upon which to develop further its work execution capabilities. VII. ECONOMIC REEVALUATION 7.01 The pro3ect was justified at appraisal on the basis of quantified benefits derivel froms (a) increased agricultural productivity, (b) savings to existing traffic, and (c) improved access for the rural population. Since the loan was conceived as a subsector loan supporting FNCV's 1981-84 Program, only eight roads from typical geographical areas were selected and evaluated during appraisal. The rest of the roads to be treated were selected and evaluated during project implementation using an agreed methodology that allocated resources among the 22 Departments of the country, ensuring regional balance. Within each Department, the roads were selected among applications from users, based on information reflecting costs and benefits of the projects. Roads with greater social and economic benefits during a ten-year period, relative to construction costs, and with economic rates of return higher than 112 were selected, and a ranking of projects obtained, up to the point of FNCV's allocated budget exhaustion. The eight-roads sample showed an average rate of return of 372. 7.02 For economic reevaluation of the project, 92kms out of the 671kms of new roads constructed, and 63kms out of the 358kms of roads that received maintenance were considered, due to lack of basic information on the rest of the roads included in the project. Although physical goals were not fully attained, significant benefits accrued from increases in agricultural production and from savings in transportation costs, yielding economic rates of return within expectations. Table 4 shows the length and ERR estimated at appraisal and those obtained ex-post for each road considered. All roads prove to be economic as well as the overall program. However, the overall ERR of 29.3Z obtained should not be compared with the 37Z obtained at appraisal since the roads considered in each case differ. VIII. CONCLUSIONS 8.01 The project was successful in achieving its objective of supporting increases in agricultural production and reduction of transportation costs. Attainment of physical goals was satisfactory, the equipment purchased supported FNCV's aims to shift efforts from construction to maintenance activities and the technical assistance recommendations, although not implemented under the project, provided the basis for action concerning FNCV's institutional strengthening.  - 8 - 8.02 The contribution of the project to subsector management improvements, such as building up of investment appraisal capabilities and more efficient institutional performance, as well as expansion and better maintenance of the rural road network were positive. However, consolidation of the improvement efforts, in particular in the areas of programming, supervision and project control, is recommended and considered in the Rural Trarsport Sector Project (2668-CO). 8.03 A lesson to be learned from this project is that when a technical assistance component is included in a project, some provisions should be made to guarantee full implementation of the recommendations of the studies. Very frequently the executing agency lacks the necessary funds, implementation has to be postponed and the applicability of the studies may be lost. 8.04 Another lesson this project offers relates to FNCV's difficulties in obtaining adequate and timely counterpart funds during the last four years of the preject. The need for more efficient financial programming and coordinating procedures is not a new problem in the Colombian transport sector and the issue has been addressed in past and recent sector assessments by the Bank. 8.05 The project played a decisive influence in FNCV's 1981-87 activities in its institutional development and produced a positive impact on the agricultural sector and the communities affected.  TABLE 1 COLOMBIA PROJECT COMPLETION REPORT RURAL ROADS PROJECT (1966-CO) Planned and Actual Physical Program I. Engineering and Civil Works Appraisal Actual Engineering (kms) 710 936 Construction (km9 ) 710 671 Rehabilitation (kms) 710 585 Maintenance (kms) - 358 II. Equipment units APpraisal Actual Jeeps 24 64 Dump trucks 160 100 Loaders ' 20 28 Bulldozers 20 33 Compactors 22 20 Motograders 0 20 Backhoes 0 15 Large trucks 0 10 TOTAL 246 290  - 10 - TABLE 2A COLOMBIA PROJECT COMPLETION REPORT RURAL ROADS PROJECT (1966-CO) Comparison of Appraisal Estimated and Actual Costs (USS million) APPRAISAL ACTUAL TOTAL BANK PARTICIP. TOTAL BANK PARTIC'P. U$s z USs 2 I. Engineering And Civil 43.03 23.80 55 Works 1. Engineering 0.85 0.38 45* 0.61 0.30 53 2. Construction 27.76 12.49 45* 28.77 15.70 55 3. Rehabilitation 13.88 6.25 45* 11.65 6.60 57 4. Supervision 4.25 1.91 45* 1.17 0.70 58 5 Maintenance 0.83 0.50 65 II. Equipment 8.74 7.60 87* 8.99 8.99 100* III. Hand Tools 0.20 0.09 45* IV. Technical Assistance 0.11 0.09 87* 0.24 0.21 87* Price Contingency 7.21 4.19 TOTAL PROJECT 63.00 33.00 52 52.30 33.00 63 */ Equivalent to the foreign cost component.  A.L RDhlS PRSt t. 10.C Act*.p Costs b, Fund;na Source (UN Tht_and) 1 9 6 2 1 9 B 1 9 a 4 1 9 a 5 1 9 6 6 19 6 7 TOTAL TOAL awe RCV IO TOTAL FMCV ISM TOTAL RCV D1 TOTAL FNCV ISM TOTAL NCV DI TOTAL NCYV I TOTAL. FCV ID TOTAL DIli1N0 0.0 0.0 204.6 167.4 372.0 61.9 152.0 223.9 0.0 0 0 226.5 31' 4 605 9 C0C6TRTUON 105.7 IOS.? 2,964.9 2,442.2 5.427.1 4,669.2 3,620.2 8.489 42,518.5 3,962.7 6,481.2 1,981.68 S.O.6S. ,662.3 tl2.3 1.694 2.606 6 13.066 715.?05 6 2t.772 3 R48ILUTATION 1,215.3 1,215.3 1.679.0 1,373.8 3,052.6 2,097.7 1.716.3 3,814.0 669.5 1,023.4 1.721.9 526.6 978.3 1l505.1 119 * 221 7 341 1 5.092 4 6.5Y S6 1;.651.2 tNT4NCE .0 0.0 0.0 0.0 0 0 290.5 539 5 630 0 290 5 S39 5 C00 SUPERVISION 0.0 0.0 186.S 126.1 264.6 121.4 136.3 279.7 212.6 394.8 607 * O 4 90 5 661.2 1.171 7 EmWw 0.0 6,930.5 6,930.S 265.9 235.9 1.613.S 1,613.S 106.5 103.5 0 0 0 0 .9t3 a 8.963 4 TEINICAL ASSISTMNE 0.0 1.7 11.6 13.3 13.6 91.2 104.8 8.5 56.S 6S.0 0.0 7.9 52.6 60 7 31 7 212.1 2i3 8 TOTAL 0.0 1,321.0 1,321.0 4,665.610,750.1 15,423.7 7.141.6 6,259.1 13,400.7S,399.8 6.996.4 10,396.2 2,721.2 S,157.1 7,678.3 1,330.1 2.506 3 3.636 4 19.256.333.000 0 52,25t.3 '.3 35  PROJECT CO"..TSION tlRT .5ZAL ROADS PRO,ECT (Loan 16-CO) Actual Cone b, Fund;no Sourc* (Col 4i, It iona) 1 9 8 2 1 9 8 3 1 9 8 4 1 9 e5 19 8 6 1 9 8 7 TOTAL TOTAL Rawo FNCV IB1 TOTAL FNCV Mi TOTAL FIXV Ir TOTAL FNCV 8iD TOTAL RCV 18R T(TAL FNCV TIO TO0AL F1CV IBM TOTAL BC INEERINC 0.0 0.0 20.5 16.8 37.3 11.5 21.4 33.0 0 0 0 0 32.1 3f.2 70.3 C>STRUCTIN 6.8 6.8 234.3 191.7 425.1 468.8 383.5 e52.3 355.1 558.7 913.8 381.1 707.81.088 9 219 8 406 2 627 9 !.659 1 2.256 8 3.915 9 RBIA8LITAT1N 78.6 78.6 131.8 107.9 239.7 210.6 172.3 382.9 94.4 148.5 242.9 101.3 188.1 289 4 28.6 53 4 82.2 566 9 748 8 1.315 7 m4krwrtNANCE 0.0 0.0 0.0 0.0 0.0 70 0 130 19f 4 70 0 130 0 199 9 su1PERVIS!oN 0.0 0.0 15.7 12.9 28.6 17.1 22.3 39 4 40.9 75 9 116 8 0 0 7? 7 1111 1848 1 E2UPMErT 0.0 544.1 544.1 33.7 33.7 227.S 227.5 19.9 19 0 0 0 0 825.2 625.2 TEt44ICAL 4 ASSrSTANCS 0.0 0.1 0.9 1.0 1.4 9.2 10.5 1.2 8.0 9.2 0.0 1 9 12 7 14 6 4 6 30.8 35 4 TOTAL 0.0 68 4 85.4 366.3 844.6 1.210 9 717.0 6028.4 1.345.4 479.4 986.5 1.465.9 523.3 991.71.515.3 320 4 604.2 924 7 2.406 4 4.140 9 6.547.3 86 t- tn  - 13 - TABLE 3 COLOMBIA PROJECT COMPLETION REPORT RURAL ROADS PROJECT (1966-CO AVERAGE EXCHANGE RATE YEAR Col$/US$ 1881 55.00 1982 64.68 1983 78.51 1984 100.40 1985 141.00 1986 192.30 1987 240.90 a  - 14 - TABLE 4 COLOMBIA PROJECT COMPLETION REPORT RURAL RCADS PROJECT (1966-CO) ECONOMIC REEVALUATION OF SAMPLE ROADS Road Length (kms) ERR (Z) Construction Estimated Actual Estimated Actual 1. Reyes Patria-El Infierno 12.0 8.0 76.8 51.2 2. Llamadas-La Argelia 8.0 4.5 15.6 12.5 3. El Carmelo-El Cerrito 5.0 5.0 36.4 50.0 4. La Piedra-El Placer 8.0 6.0 24.9 18.1 5. El Rincon-Caracoli-H San Jose de 0 19.0 19.0 22.9 38.6 6. Conejo-Las Colonias-Monte Elias 15.0 13.0 23.1 17.4 7. San Pablo-La Cuchilla 10.0 9.7 14.2 19.7 8. La Cuchilla-La Montuosa 7.0 7.0 40.9 26.7 9. Potreritos-La Carbonera 8.0 8.0 14.5 38.7 92.0 80.2 Maintenance Program 1. Sabanalarga-Tres Puertas 12.8 9.5 25.3 23.2 2. Troncal-Desconsolado-El Guamo 13.0 13.0 35.9 19.3 3. La Florida-Puerto Esconeido 19.0 19.0 24.1 42.4 4. Cienaga-Sevillano 10.0 7.4 17.3 16.6 5. Pasacorriendo-Pitabajo 8.0 8.0 12.1 17.9 62.8 56.9 TOTAL 154.8 137.1 27.6 29.3  COLOMBIA t055. 12 0 so101 S 2550 RURAL ROADS PROJECT ebtac< ' * C-b l6b roor S eo RICHACr0 * 0a Pvetd trank rods --Povea roads STAA a PW'4" i - Unpaved roads Vt. -- O FNCV Diretorates - / Ra ilroads SARRANO IL'A C.. . . . Roilroad discontinuad ATLAP -.a. ( RF F-| o Intereatianal airports R 0 6 Paved airports * te FocA' A* Uepaved airports CM aG vFo. GA V "A'0 vo V Seaports N.> 1 _ _ -L 4 River ports IrV Z. Navigable rivers Clo- ' -- - V w ~~~~~~Other rivers IE \ '' ce.1I. tElevatons aibove 1400 meters V - 5 'e.ori ,... ,, Department, Intendeancl, and Comiorita bouwcdari , intereatlosal boundorles 5 ; - PANAMA / N El