China - Jiangxi Provincial Highway Project

Document of The World Bank FOR OFFICIAL USE ONLY Report No. 7430-CHA STAFF APPRAISAL REPORT CHINA JIANGXI PROVINCIAL HIGHWAY PROJECT JANUARY 12, 1989 Transport and Energy Operations Division Country Department III Asia Regional Office 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. CURRENCY EQUIVALENTS (as of December 1988) Currency name Renminbi Currency unit Yuan (Y) - 100 Fen US$1.00 = Y 3.70 US$0.27 = Y 1.0 US$1.0 million = Y 3.7 million US$270,270 = Y 1.0 million FISCAL YEAR January 1 - December 31 WEIGHTS AND MEASURES 1 meter (m)= 3.28 feet (ft) 1 kilometer (km) 0.621 mile (mi) 1 square meter (m2) 10.76 square feet (ft2) 1 square kilometer (km2) 0.4 square miles (mi2) 1 hectare (ha) = 0.01 km2 = 2.47 acres (ac) = 15 mu 1 mu 666.7 m2 = 0.0667 %a 1 kilogram (kg) = 2.2046 pounds (lbs) 1 metric ton (m ton) 2,204 pounds (lbs) ABBREVIATIONS AND ACRONYMS CAAC - Civil Aviation Administration of China CMC - China National Machinery Import & Export Corporation ERR - Economic Rate of Return FHWA - (United States) Federal Highway Administration GOVAI - Gross Output Value of Agriculture and Industry HPDI - Highway Planning and Design Institute HSRI - Highway Scientific Research Institute ICB - International Competitive Bidding JPTD - Jiangxi Provincial Transport Department JTPSDI - Jiangxi Transport Planning, Survey and Design Institute MOC - Ministry of Communications NMG - Nanchang Municipal Government NMRCB - Nanchang Municipal and Rural Construction Bureau 0-D - Origin-Destination pcu - passenger car unit PTD - Provincial Transport Department SAA - State Auditing Administration SFYP - Seventh Five-Year Plan SMEDI - Shanghai Municipal Engineering Design Institute VOC - Vehicle Operating Costs vpd - vehicle per day FOR OFFICIAL USE ONLY CHINA JIANGXI PROVINCIAL HIGHWAY PROJECT Table of Contents Page No. Credit and Project Summary........................................... iv I. THE TRANSPORT SECTOR........................................... 1 A. Economic Setting........................................... 1 B. Traffic.................................................... 1 C. Transport System........................................... 2 D. Transport Issues and Objectives in the 1980s............. 4 E. Previous Bank-Financed Projects in the Transport Sector.... 6 II. JIANGXI HIGHWAY TRANSPORT SYSTEM............................... 7 A. Network.................................................... 7 B. Traffic Growth and Characteristics......................... 8 C. The Vehicle Fleet ........................... 9 D. The Trucking Industry...................................... 10 E. Highway Administration........................... ...... 11 F. Planning, Budgeting and Financing.......................... 11 G. Engineering, Construction and Maintenance.................. 12 H. Road Safety........................... ....... 13 I. Staff Training.......................................... 14 J. Highway Development: Objectives for Seventh Five-Year Development Plan........................................... 14 III. THE PROJECT.......................*......................... 15 A. Project Formulation and Preparation.............. ..... 15 B. Project Objectives.. ................................... 15 C. Detailed Features. .......................... 16 D. Cost Estimates ............................................. 20 E. Financing................. ............... ......... 22 F. Implementation.......................... ........ ..... 23 G. Procurement...................... ............... 24 H. Disbursements............................. . . .. ....... 25 I. Auditing, Reporting and Monitoring............ ....... 26 J. Environmental Effects.................................... 26 This Report was prepared by B.P. Kennedy (Engineer) and S. Teravaninthorn (Economist). B.P. Kennedy is the Task Manager for the 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. Page No. IV. ECONOMIC EVALUATION............................................ 29 A. Transport in the Existing Nanchang-Jiujiang Corridor....... 30 B. Traffic on the Existing Road Without the Project........... 30 C. Projected Traffic on the new Nanchang-Jiujiang Highway..... 31 D. Economic Evaluation of Nanchang-Jiujiang Highway........... 32 E. Overall Evaluation and Sensitivity Analysis of the New Highway......................................... 32 F. Economic Evaluation of Nanchang Bridge..................... 33 V. AGREEMENTS REACHED AND RECOMMENDATIONS.............. .......... 35 TABLES 1.1 China: Investment in the Transport Sector..................... 37 1.2 Chinat Freight Traffic, 1952-86...................... ........ 37 1.3 China: Passenger Traffic, 1952-86............................. 39 1.4 China: Highway Design Standard................................ 40 1.5 China: Motor Vehicles Manufactured and Imported, 1980-86...... 41 1.6 China: Total Transport Handled by Public and Social Trucks.... 42 2.1 Jiangxi: Demographic and Transport Network Data, 1986......... 43 2.2 Jiangxi: Vehicle Fleet, 1985.................................. 44 2.3 Jiangxi: Freight Handled by Public and Social Trucks, 1985.... 45 2.4 Jiangxi: Capital Construction Investment in Transport Sector, 1986......................................... 46 3.1 Estimated Disbursement Schedule................................ 47 4.1 Nanchang-J4ujiang Road: Economic Data of Its Service Area, 1986............................ 48 4.2 Traffic on the Existing Roads Without New Nanchang-Jiijiang Highway... ........ ............... 49 4.3 Projected Traffic on the New Nanchang-Jiujiang Highway and on Existing Road with Project................................ 50 4.4 Traffic Capacity of the New Nanchang-Jiujiang Highway in Passenger Car Equivalent Unit (PCUs)...................... 52 4.5 Economic Cost Conversion Factors, 1988......................... 53 4.6 Economic Rate of Return and Sensitivity Analysis of Nanchang-Jiujiang Highway.................................... 54 4.7 Traffic on the Existing Bayi and Ganjiang Bridges Without the Nanchang B:idge Project.................................. 55 4.8 '-cojected Traffic on the New Nanchang Bridge and on Existing Bridges with Project................................ 56 4.9 Traffic Capacity of the Nanchang Bridge in Passenger Car Equivalent Unit (PCUs)....................................... 58 4.10 Economic Rate of Return and Sensitivity Analysis............... 59 - iii - ANNEXES 1. Term of Reference for Consultant Services for Construction Supervision 2. Terms of Reference for Jiangxi Highway Data Bank Preparation, Pavement Evaluation and Strengthening Program, and Maintenance Management Study 3. Project Implementation Schedule 4. Project Monitoring Indices 5. Selected Documents and Data Available in the Project File CHARTS 1. Organization of the Jiangxi Provincial Transport Department and its Highway Administration Bureau 2. Organization of the Nanchang Municipal Government MAPS 1. Jiangxi Provinc4Rl Transport Network - IBRD 20254 2. Nanchang-Jiuiang Highway - IBRD 20267 3. New Nanchang Bridge - IBRD 20289 - iv - CHINA JIANGXI PROVINCIAL HIGHWAY PROJECT Credit and Project Summary Borrower: People's Republic of China Beneficiary: Jiangxi Province Amount: Credit of SDR 44.7 million (US$61.0 million equivalent) Terms: Standard IDA term, with 35 years maturity. The terms for on-lending to Jiangxi Province would be for a period of 20 years with 5 years grace at an interest rate of 4.6Z p.a. Project Obiectives The proposed new Nanchang-Jiujiang highway would provide and Description: urgently needed expanded capacity in the important transport corridor between the provincial capital, Nanchang and the inland water port of Jiujiang. The proposed bridge would help channel through traffic from the highway to bypass the already congeste,! Nanchang City. Specific policy, institutional and technological objectives to be addressed by the project would cover the improvement of road planning, preparation of a pavement strengthening and maintenance management program and staff training. The project would include: (a) construction of a new 113-km highway between Nanchang and Jiu'iang; (b) construction of a double- deck, six-lane bridge across the Gan River at Nanchang, with a total length of 1,932 m including east and west approach structure; (c) construction or improvement of about 6 km of access roads connecting the new bridge to the new highway; (d) consulting services to help train JPTD and NMG staff in the supervision and quality control of the highway and bridge construction; (e) preparation of a program for pavement strengthening, betterment and maintenance; (f) assistance to JPTD in improved road planning, by preparing a computerized Road Data Bank; (g) staff training; and (h) equipment for road management, operation and maintenance. Project Benefits The principal benefits accruing to users of the new and Risks: highway and bridge would be savings in vehicle operating costs and accident reduction. There are no major risks foreseen in the project. -v - Project Costs: Local Foreign Total ------(US$ million)------ Nanchang-Jiujiang Highway construction 18.4 22.4 40.8 Nanchang Bridge ccnstruction 14.0 23.8 37.8 Construction of 6 km connecting road 2.7 2.7 5.4 Consulting services and training - 2.0 2.0 Equipment 0.1 1.9 2.0 Base Costs 35.2 52.8 88.0 Physical contingencies 3.5 5.3 8.8 Price contingencies 1.9 2.9 4.8 Subtot&l 40.6 61.0 101.6 Land Acquisition 7.4 0 7.4 Total Project Costs /a 48.0 61.0 109.0 Financing Plan: IDA US$61.0 million Central Government US$24.2 million Jiangxi Province US$7.4 million NMG US$9.9 million JPTD US$6.5 million Total Financing Plan US$109.0 million Estimated Disbursements: IDA FY 1989 1990 1991 1992 1993 1994 1995 Annual 0 5.0 22.0 16.0 6.0 6.0 6.0 Cumulative 0 5.0 27.0 43.0 49.0 55.0 61.0 Economic Rate of Return: 30Z for the Nanchang-Jiujiang Highway and 38Z for Nanchang Bridge. /a Import duties and taxes are not included in project costs, as the Government will exempt the project from import duties and taxes. - 1 - CHINA JIANGXI PROVINCIAL TRANSPORT PROJECT I. THE TRANSPORT SECTOR A. Economic Setting 1.1 A national policy emphasizing self-sufficiency and the development of heavy industry has been in place throughout the three decades following the foundation of the People's Republic in 1949. This policy emphasis has left China with the legacy of a "transport-intensive" economy and has created heavy demands for transportation. These demands stem from the country's very high volume of long-haul traffic in bulk materials and fuels, especially coal. The government's recent policy statements repeatedly identify transportation and energy as the two most critical bottlenecks in the economy. The government has made considerable efforts to reduce waste within the transport system, for example by eliminating cross hauling of the same commodity and increasing the processing of raw materials before shipment. However, the current transport problem in China arises not only from the need for long distance shipment of coal and other raw materials, but also from the extraordinarily rapid growth which has resulted from the accompanying structural reforms of China's economy in recent years. In the past China did not provide sufficient investment to meet the level of demand for transport in such a large country. Between 1953 and 1985, the transport sector received some Y 154 billion, or 14% of the total national investment for capital construction (Table 1.1). This percent- age appears somewhat low compared to other countries at a similar stage of development. Furthermore, the investments were made without giving due con- sideration to the most economical mode of transport and this resulted in a rather unbalanced transport system. Improving efficiency through investment in and modernization of China's transportation infrastructure, institutions and services will continue to be a top priority in the development program for many years to come. The Government is addressing these problems and the Master Plan for China calls for the construction of about 1.2 million km of paved road by the year 2000 indicating the high priority assigned to improving road transport and the substantial economic returns expected from road invest- ment. B. Traffic 1.2 Freight Traffic. Domestic freight transported in 1986 reached 1,383 billion ton-km, a 8% increase over 1985; this represents an average growth rate of about 8.5% p.a. since 1979, substantially higher than the growth of domestic product. Conservative projections based on these data and expected growth in the economy as a whole indicate that domestic freight traffic could approach 3 trillion ton-km by the year 2000. The modal split has been moving toward a better balance, with the road share of freight transport increasing from 92 in 1980 to 14% in 1986. This trend is expected to intensify with diversification and the continuing rapid growth of short-haul traffic. Indeed, between 1980 and 1986, the growth of road freight transport reached an - 2 - average of 17% p.a., which is substantially higher than the growth rate recorded by any other mode (Table 1.2). 1.3 Passenger Traffic. Passenger traffic reached 459 billion passenger km (p-km) in 1986, a 7% increase over 1985. This reflects an average annual growth rate of over 12% since 1980 (Tabi.e 1.3). Growth in passenger traffic might have been even more rapid if it had not been constrained by the limited capacity of the transport sector to offer more passenger services. The modal split has changed more rapidly than for freight traffic, and the roads now handle about 37Z of the traffic compared to less than 10% in 1952 and 28% in 1977. Nevertheless, the mobility of the Chinese people is still much lower than that of people in countries with comparab income levels. By the turn of the century, passenger traffic may well reach about 1.5 trillion p-km per year, or about three and a half times current levels. C. Transport Systems 1.4 The railway system consists of 52,000 operational route-km, of which about 9,700 km are double- or multiple-track and about 3,100 km are electri- fied. The network is served by 11,100 locomotives, 291,000 freight cars and 19,600 passenger coaches. At present, 61% of tractive power is still steam, 33% diesel and 6% electric. Freight traffic density averages 15 million tons per route-km--the second highest freight density in the world after the Soviet Union and 50% higher than the freight density in the United States. Freight traffic reached 876 billion ton-km in 1986. Growth in freight traffic, which has averaged 7.3% p.a. since 1980, reached 8% in 1986. Three quarters of all freight traffic involves 10 commodities including coal, iron and steel, grain, timber and construction materials. Despite some possible rationalization in the transport of natural resources and heavy industrial outputs, transport demand for the major commodities is expected to grow rapidly. Passenger traf- fic in 1986 was 258.7 billion p-km; this density of 4.6 million passengers per route-km ranks second in the world, after India. Although the share of rail in total traffic is decreasing, the volume of rail traffic will continue to grow, requiring massive investments in line capacity, motive power and rolling stock well into the future. The system now absorbs about 50% of the invest- ment allocated to the transport sector for capital construction (Table 1.1). 1.5 The port and waterway system is composed of about 109,000 km of navigable inland waterways and over 18,000 km of coastal lines. Domestic coastal shipping--which offers an alternative to north-south railway--has grown in recent years but remains underdeveloped. Foreign trade shipping grew at an average of about 6% p.a. between 1979 and 1984, 22% p.a. between 1984 and 1985 and 12% p.a. between 1985 and 1986, reflecting the economic opening up of China to foreign trade. As a result, ports have become congested. Most of the 15 major coastal ports are being renovated or expanded, with particular emphasis on the construction of container and bulk terminals, the latter mainly for coal. In 1986, 22% of the investment for capital construction in transport went to this subsector (Table 1.1). 1.6 The civil aviation system consisted of about 216,765 domestic route- km (and 107,575 international route-km) in 1986, an over threefold increase since 1976. This network, relatively underdeveloped for the size of China, is served by about 400 aircraft, most of which are light or medium in size and - 3 - seat fewer than 100 passengers. The network has only 97 airports, of which no more than 15 can serve the larger modern jet aircraft. It was not until the early 1980s that the civil aviation system received attention; its allocation for investment in capital construct.;'on reached Y 2.0 billion in 1985 for the first time, after maintaining a level of Y 100 - 300 million for a long period of time. The system's share of total transport investment increased from about 3% in 1980 to 13% in 1985 and to about 8% in 1986 (Table 1.1). However, the present development emphasizes only passenger transport. Passenger traf- fic density was 67,350 passengers per route-km in 1986 compared to about 2,300 tons of freight traffic per route-km. Despite poor facilities, the system's capacities are utilized to the fullest extent. Since 1980 the national air- line, Civil Aviation Administration of China (CAAC), has purchased 50 large passenger aircraft such as Boeings 737, 747, 757, and 767, the Airbus, the MD- 82 and the TU-154. The introduction into service of such a large number of aircraft will place tremendous pressure on ground facilities including run- ways, terminals and navigation control. The Bank may be in a position to make useful contributions in this area. 1.7 The highway system totalled about 962,800 km in 1986 and, although still relatively underdeveloped, it is the sixth largest in the world. Investment in the highway subsector has been rather modest, at 16% of total investment in the transport sector. Since the early 1980s, the network has borne an increasing share of traffic (paras. 1.2 and 1.3). The network is, for the purposes of design and technical specifications, classified by the Ministry of Communications (MOC) as Expressway and Classes I, II, III and IV for various traffic capacities (Table 1.4). Table 1.4 also shows the geo- metric standards now being used. For administrative purposes roads are classified as trunk, county, rural and special purpose. 1.8 The rapid growth of highway traffic stems not only from the country's rapid economic growth but also from other factors such as the national policy of shifting short-haul rail transport to road, the expansion of the service sector and rural industries and the increased processing of primary materials before shipping. Furthermore, with the increasing foreign trade, growth in road traffic will be concentrated in transport corridors serving the main ports and their hinterlands and, with the containerization of the higher value commodities, much of this foreign trade is expected to go by road. The new economic activities have generated traffic far in excess of what the existing facilities can accommodate. Congestion o-.r roads, resulting primarily from the mix of slow-moving nonmotorized and motorized traffic, is a serious problem and road pavements are showing increasing signs of distress. 1.9 The vehicle fleet, totaling some 4.0 million units in 1986, consists mostly of trucks, which outnumber passenger buses by three to one and cars by nine to one. Most trucks are of four-ton capacity with outmoded designs and low fuel efficiency. Most of the trucks and buses are gasoline powered. These vehicles were manufactured domestically and the production of trucks has been barely sufficient to replace the retired vehicles, let alone meet the fast growing demand. It was not until the early 1980s that a large number of modern vehicles was imported (Table 1.5) and joint-ventures with foreign manu- facturers were started to manufacture trucks. Production in 1985 was about 440,000 units which, for the first time, exceeded the replacement demand by 12%, assuming a ten-year life. This production contributed to the creation of a new fleet. 1.10 The trucking industry consists of "u:iblic trucks" operated by truck- ing companies affiliated with local (provincial or district) highway authori- ties, and "social" or "own-account" trucks operated by factories, any coopera- tive organization and, recently, private individuals. The relaxation of trucking regulations in the early 1980s allowed own-account trucks to haul cargo for other factories and cooperatives and thus promoted competition between public and own-account trucks. In fact, own-account trucks absorbed most of the traffic growth over the past few years which occurred more in the short-haul traffic (Tables 1.6). The structure of the industry is undergoing major changes spurred by the increased demand for road transport and market forces are playing a major important role in shaping the industry in future. 1.11 The administration of the highway network in the provinces is done by the Provincial Transport Departments (PTDs) through their Bureaus of Highways. Administratively, the PTDs come under the jurisdiction of the provincial government. The Ministry of Communication (MOC) provides general policy guidance and support to the PTDs through its nationwide policies and regula- tions, specifying design and construction standards. MOC also provides specialized manpower for planning and design and construction equipment for major provincial civil works if needed. However, the PTDs are financially independent of MOC and carry out all road planning, construction, maintenance and administration of roads and waterways in the provinces. Only for some large projects considered for national construction investment in which MOC would share part of the financial burden, would MOC be more heavily involved. D. Transport Issues and Objectives in the 1980s 1.1,; The transport system has been severely taxed by the pace of recent economic developments, and capacity constraints are evident in all modes. By the end of the Seventh Five-Year Plan (SFYP) (1986-90), freight traffic is projected to be 45Z higher and passenger traffic 60% higher than in 1985. A greater share of the increase would fall on road transport, especially in rural areas where increased agricultural and small scale industrial production have created an urgent demand for better farm-to-market transport services. Road transport also will be called upon to meet a growing share of the demand for passenger transportation from the increasingly mobile population. A for- mal multi-modal transport investment plan does not yet exist, mainly because of the multiplicity of ministries and agencies dealing with transport, the decentralization of responsibilities for transport to the provinces, and the magnitude of the task of preparing such a plan in a country as large as China. 1.13 There are plans to improve the coordination of transport planning at central government level by strengthening the transport planning function in the State Planning Commission; this would greatly facilitate the preparation of an overall transport investment plan. The national networks for air, rail, road and waterways are, however, centrally planned with input from the pro- vinces. The HOC has classified the national road system and identified either gaps or substandard links and the Bank is assisting in filling these gaps. Furthermore, the government, with the assistance of the Bank Group, is con- centrating on some strategic studies and on a "transport corridor" approach whereby the focus of investment effort is on removing the most blatant tran- sport bottlenecks in what the government has identified as high priority cor- - 5 - ridors (para 1.15). In order to facilitate the flow of foreign trade, the top priority is given to corridors linking ports and industrial development zones or among industrial zones themselves. This strategy is well integrated with macroeconomic objectives. Planning in Jiangxi province is described in paras. 2.9, 2.20, 2.21 and 2.22. 1.14 There is severe congestion in many segments of the railway network; capacity is saturated on several key lines and an acute shortage of wagons exists. The delivery of energy supplies (i.e., coal) is severely constrained. The policy is to invest in rail line electrification and new line construc- tion; however it will take years to alleviate the bottlenecks between major mining areas and coastal cities. For civil aviation, CAAC plans to build some 20 medium to large airports over the period 1987 to 1990 and to enlarge and rebuild about 40 small airports. Furthermore, Beijing International Airport, Guangzhou Baiyun Airport, and Shanghai Hongqiao Airport will be expanded and equipped with advanced navigation equipment; when finished, capacity would double. For the port and waterway' system, the policy is to expand substantially its facilities to relieve the growing hindrance to external trade caused by inadequate berth capacity and container handling capacity. On intermodal transport, inadequate road and rail links between ports and hinter- land hamper the efficient turnaround of arriving cargo in a number of ports. The policy is to integrate transportation networks, in particular for coal and for import/export trade, by providing container-handling facilities, inter- modal freight and passenger transport centers. To facilitate these develop- ments, the Plan envisions significant institutional changes in the sector, including extending the policy of separating the regulatory functions of government from the operating and financial functions of enterprises and dele- gating greater authority to the enterprises (recently begun in the ports sub- sector). Continuing adjustments in charges for transportation services are expected to assist funding of investments in the sector from internally gene- rated resources. 1.15 Government policy for the highway subsector in the 1980s focuses on the simultaneous implementation of programs for road network expansion to meet the increasing demand and for rehabilitation of existing substandard roads. This differs from the policy of the past 30 years which emphasized road lengch and left China with a legacy of poor quality substandard roads that cannot serve the recent increased traffic. The Bank Group would support the twin objectives by assisting the process of network expansion while helping to direct development policy toward greater quality improvements. This support is provided within the framework of longer-term objectives for improving efficiency and cost-effectiveness in meeting the increasing transport demand. These longer-term objectives address specific policy, institutional and technological areas such as: improved economic evaluation techniques for the selection of road investments; improved intermodal planning; efficient tran- sport tariff, road user taxation and road financing systems; increased capa- city to relieve road congestion; improved road safety; developing a methodo- logy for road pavement evaluation; preparation of pavement strengthening and maintenance management programs; increased efficiency in the road transport industry; improved efficiency in construction through continued support of Government's policy of competitive bidding and development of the local con- tracting industry; staff training; modernization of highway design and updat- ing and improvement of construction and material specifications; and support . 6 - of highway research. Substantial progress has been made on road safety, road congestion, and paved road evaluation to prepare strengthening and maintenance management programs; studies related to these objectives have been done under ongoing projects and the findings of these studies are being implemented (paras. 2.15, 2.16, 2.17 and 2.18). A study to identify the best way to finance the expansion, betterment and maintenance of the network is underway. The Bank Group has also begun discussions with the Central and Provincial governments on the potential for using sector lending as a means of achieving some of these objectives. E. Previous Bank-Financed Projects in Transport Sector 1.16 The Bank supports the government's objectives and initiatives for development of the transportation sector with both financial and technical assistance. The Bank is financing four highway projects (Loan 2539/Credit 1594 and Loan 2811/Credit 1792, Loan 2951/Credit 1917, and Loan 2952); the first one involves the construction or improvement of national and rural roads, the second one involves the construction of the first expressway in one of the busiest transport corridors in China, between Beijing, Tianjin and the new port of Xingang at Tanggu; the last two are provincial highway projects which aim to provide high standard highway capacity in the most important and congested corridors of Sichuan and Shaanxi Provinces. The projects also sup- port highway research to achieve some of the objectives for the highway sub- sector outlined above (para. 1.15)with respect to: improving the planning of the road network expansion and maintenance by preparing a Road Data Bank, preparing a suitable methodology for evaluating road pavements, seeking low- cost solutions to road congestion, improving the collection and analysis of traffic accident statistics to identify the measures needed to reduce traffic accidents and, most important of all, identifying how best to finance the expansion, improvement and rehabilitation of the highway network. Three important studies on road safety, road congestion and on the methodology for road pavement evaluation have been completed and implementation of the findings would start soon. A study on road user charges and road financing is also underway. These studies are laying a solid foundation for the development of a sound strategy for deciding on the investment allocations in the subsector between main highways and rural roads and among construction, upgrading, rehabilitation and maintenance. 1.17 Progress on the four highway projects presently underway is satisfac- tory. Physical progress on the First Highway Project (Loan 2539/ Credit 1594) is on schedule, and work has started on four major civil works contracts recently awarded under the Beijing-Tianjin-Tanggu Expressway Project (Loan 2811/Credit 1792); under the Sichuan Provincial Highway Project (Loan 2951/Credit 1917) and the Shaanxi Provincial Highway Project (Loan 2952) the prequalification of contractors has been completed and bidding should start soon. Four railway projects (Loans 2394, 2540, Loan 2678/Credit 1680 and Loan 2968) have assisted with the expansion of capacity on key routes and the manu- facture of electric locomotives, passenger coaches and signaling equipment. A railway operations costing system has been introduced on a pilot basis as a result of a joint Bank/China collaborative effort. Four earlier port projects (Loans 2207, 2689,.2907 and 2877) would finance the expansion of berths and berth handling capacity of four of the fourteen major ports in China, i.e., Tianjin, Shanghai, Huangpu and Dalian Ports, and the recently approved Xiamen, Ningbo and Shanghai projects will address similar issues in those ports. The projects included components to improve - 7 - operations and studies focusing on intermodal links to the hinterland and port operating costing systems. In addition to these subsector-specific operations, the Bank has recently begun to assist the government in the conduct of strategic studies of a wider nature; a review of the utilization of inland water transport was completed and translated into Chinese for distribution and discussion among the Chinese authorities, another study on comprehensive transportation for Guangdong Province has been completed and a comprehensive transport study for the greater Shanghai area including relevant parts of Jiangsu and Zhejiang provinces is about to start. All projects are proceeding satisfactorily. II. JIANGXI HIGHWAY TRANSPORT SYSTEM A. Network 2.1 The transport network in Jiangxi province consists of 1,538 route-km of railways, 4,937 km of navigable inland waterways and 31,875 km of highways. The density of the three transport modes is relatively balanced compared to other provinces in China (Table 2.1). Furthermore, since the province is located in the middle reaches of the Changjiang (Yangtze River), water trans- port helps to absorb some of the excess short-haul demand for transport on railways and highways. However, inland water transport is limited by the capacity of the navigable river channel. Of the 4,937 km of navigable inland waterways, only about 984 km have depths of more than one meter, and service is limited to ships which have a capacity of 5,000 tons or less. Although the road network density in the province is slightly higher than the country average, its overall condition and standard are poor. Most of the network was built in the 1960s when economic activity was low, so the roads were not designed to accommodate the large traffic volumes and heavier vehicles of today. Of the 31,875 km of road network in 1986, there were no roads of Class I standard, only 408 km (1.3Z) of Class II standard and 854 km (2.7%) of Class III standard. Less than 12% of the network (3,681 km) has a surface of asphaltic concrete or bituminous pavement, and about 50Z of the total road network is of such poor quality that it is unclassified. The technical and administrative classification of the network is shown below: -8- ROAD NETWORK IN JIANGXI PROVINCE (1986) Length % of total Classificatlon (km) network Pavement Quality Class I 0 0 - Class II 408 1.3 Bituminous Penetration All-weather roads macadam Class III 854 2.7 Bituminous-coated All-weather road macadam Clase IV 14,824 46.6 Bituminous-lime treat- 2,419 paved road ment or gravel surfaced Unclassified 16,789 49.5 Improved earth surfaced Impassable after rain Total 31,875 100.0 Administrative Trunk road 9,286 29.1 Of which: National road (3,000) (9.4) Provincial road (8,288) (19.7) County and rural road 22,222 69.7 Special purpose road 867 1.1 Total 318075 100.0 B. Growth and Characteristics of Traffic 2.2 Between 1980 and 1986, road freight traffic in Jiangxi province grew at about 112 a year and passenger traffic grew at about 18Z a year. Growth in freight traffic was particularly high in the last two years, averaging about 262, as shown in the table below. This rapid growth in road freight traffic is significantly higher than the growth in railway traffic (12% p.a.). On some major transport corridors in the province such as from Nanchang to Pingxiang, Nanchang to Shanglao, Ganzhou to Daye, and the project corridor road from Nanchang to Jiujiang, the growth rates for road freight traffic average about 142 p.a. during 1980-86. These corridors, besides forming the main east-west and north-south highway links in the province, also connect Jiangxi with the neighboring provinces of Hunan, Zhejiang, Guangdong, Hubei and Anhui. - 9 - ROAD TRAFFIC IN JIANGXI PROVINCE (1980-86) Freight traffic Passenger traffic (million ton-km) (million passenger-km) Highways Railways Highways Railways 1980 2,895 n.a. 498 1982 3,324 n.a. 694 1984 3,575 n.a. 980 1985 4,268 15,661 1,159 1986 5,367 17,499 n.a. Growth rate 10.8 18.4 (Z p.a.) (1980-86) (1980-85) 25,7 11.7 (1985-86) (1985/86) 2.3 Like other provinces in China, Jiangxi set up a systematic and fairly thorough traffic counting system for its major trunk roads in 1978. The counts, which include nonmotorized vehicles, are made on a 24-hour basis every day on some representative sections of the trunk road network; other counts are made 2-3 times a month on a 16-hour basis. However, when needed, this intensive, routine counting system is augmented with origin-destination sur- veys which provide more accurate information on traffic flows for highway planning and design purposes. C. The Vehicle Fleet 2.4 The size of the vehicle fleet in Jiangxi is measured in terms of the number of trucks per km of road network and the number of buses per thousand residents. By these measures, the fleet is smaller than the country average (Table 2.2). Although there has been a rapid increase in the number of own- account trucks in recent years, the supply of trucks is still not sufficient to satisfy the growing deL.and. Some of the excess demand for short-haul transport is absorbed by farm tractors; animal-drawn carts also are a common means of very short-haul transport in the province. Although it provides a temporary solution to the truck shortage, this nonmotorized traffic impedes the progress of faster moving traffic and creates congestion along busy corridors. 2.5 The vehicle fleet in Jiangxi province grew at an average rate of about 10% p.a. over the past decade (1976-86). Growth was particularly high in the early 1980s, when the country relaxed controls on the importation of foreign vehicles (see table below). The composition of the vehicle fleet in the province is very nearly the same as for the country as a whole, i.e., there is a high proportion of trucks to passenger vehicles. In 1986, the vehicle fleet in Jiangxi province consisted of 762 trucks and 24Z buses and passenger cars. Over 90% of the truck fleet consists of medium to large size vehicles with four-ton capacities or greater. The composition and rate of - 10 - growth of the vehicle fleet are expected to remain about the same for several years; this highlights the need for the planned network expansion and road quality improvements in order to satisfy the increasing traffic demands. COMPOSITION OF VEHICLE FLEET IN JIANGXI PROVINCE (1976-86) Buses and Total Trucks passenger cars vehicle Heavy Large & Large Year fleet Total duty medium Small Total buses Others 1976 33,612 28,097 1,879 25,789 429 5,515 2,370 3,145 1980 51,258 43,537 2,839 37,828 287 9,973 3,541 6,432 1984 62,305 48,107 2,314 45,163 630 14,198 5,520 8,678 1985 77,595 57,848 2,810 49,805 5,233 19,747 7,209 12,538 1986 85,120 64,359 3,776 51,691 8,892 20,761 6,861 13,900 1976-86 growth (% p.a.) 9.7 8.6 7.2 7.2 35.4 14.2 11.2 16.2 D. Trucking Industry 2.6 Competition between public and own-account trucks has increased in recent years. There is one public trucking company directly under the pro- vincial transport department and at least one public trucking company in each county and township; the latter report directly to the county transport bureaus concerned. The official trucking tariff ranges from Y 0.18-0.20 per ton-km, depending on the type of commodity being hauled and the condition of roads. With this regulated tariff, the public trucking companies have not done well financially and were unable to expand their businesses to meet the rapidly increasing demand; however, the expansion of own-account trucking companies indicates that the regulated tariff provides an adequate margin of profit. The public trucking companies have problems of operational efficiency caused by high management and overhead costs, many old poorly designed trucks with inefficient gasoline-powered engines, and the state regulatory require- ments which give priority to hauling certain kinds of nonprofitable commodi- ties such as coal. In general, the average hauling distance of public trucks is longer than that of own-account trucks (Table 2.3). 2.7 Although rapid econrmic growth and the relaxation of trucking regula- tions are revitalizing the industry, there are still several areas that could be improved to make the industry more efficient. The introduction of trucks of appropriate size with modern designs and energy efficient engines should be accelerated. The introduction of modern techniques for managing the truck fleet is urgently needed since, although there apparently is an excess demand, many trucks are underutilized, have low load factors and, very frequently, empty back-hauls. Efficiency could be increased through the use of road freight and intermodal freight terminals to rationalize freight movements and maximize loads. - 11 - E. Highway Administration 2.8 Chart 1 shows the organization of the JPTD and the Jiangxi Highway Administration Bureau (JHAB)--one of JPTD's eight bureaus and institutes. The JPTD reports directly to the provincial government and acts as its administra- tive arm for planning, budgeting and financing of the transport sector in the province. However, the JPTD follows the nrofessional, technical and general transport policy guidance issued by MOC. Similarly, administratively the JHAB reports directly to JPTD but receives professional and technical guidance from the Highway Bureau of MOC. The main function of the JHAB is to construct and maintain all national and provincial roads in the province. It has direct control over 11 Prefectural Highway Bureaus, 95 County Highway Units (one unit per county), and about 1,400 road maintenance groups. On average, there is one road maintenance group for every approximate 10 km of classified road network. There are three levels of administration for the road network in Jiangxi province: (a) JPTD administers 15,000 km of provincial and trunk roads and a small number of important county roads; (b) county highway bureaus administer the county and rural roads; and (c) village highway units admini- ster the village roads. F. Planning, Budgeting and Financing 2.9 Planning. The JPTD has overall responsibility for planning all road investments and for maintaining the highway network in the province. However, the prefecture, county and village level highway administration units have considerable autonomy in planning smaller road investments which, as a formality, are subject to the approval of the JPTD. The three administration units prepare investment plans for the highway network under their jurisdic- tion and submit them to the planning division of JPTD by September of each year for the next year's plan. Before the end of November, JPTD approves the next year's plan for each county or local authority concerned. Similarly, the five-year road development plan is prepared by JPTD using inputs from lower level administrative groups revised to conform to national or provincial guidelines for development policy during the plan period. Similar to what is done at the national level, project screening has so far been done on the basis of the most critical bottlenecks for local transport. Howaver, when the list of these high priority projects is exhausted and intermodal choices need to be considered, planning is likely to be more complex. At present, feasibility studies for major investments are reviewed and cleared by SPC. The JPTD proposes to improve planning by use of a computerized road data bank or management information system, which would contain all data related to the existing road system. The Nanchang municipality also proposes to improve the planning of city street expansion and traffic facilities by a computerized data bank and traffic management information system. A start would be made under the project in the setting up of such data banks (para. 3.13). 2.10 Budgeting. As occurs in almost all sectors in China, the JPTD planning division always adopts a balanced-budget policy. The proposed high- way investment is always balanced against the revenue earmarked for highway development; the amount of investment approved for each year is closely related to the amount of road maintenance revenue expected for the same year. The implication of this balanced budget approach is that if the revenue is - 12 - small, the investment program will be equally small even though the province may have a large demand for transport. In October of each year and before JPTD approves projects for next year, the current year's planned investments are reviewed against actual investments and revenue receipts and adjustments are made where needed. 2.11 Financing. Since 1985, state regulation allows up to 25Z of road maintenance revenues to be used for new road construction. However, in order to ensure that adequate funds would still be available for maintenance, the road maintenance fee was increased. At present, the road maintenance fee amounts to 15% of total revenue for public trucks and Y 105 per month per one payload ton for own-account trucks. (The road maintenance fee for farm trac- tors is collected by local authorities, not by JPTD.) The total road maintenance revenues collected in 1986 was Y 220.4 million which is barely sufficient to construct and maintain the rather modest road development program and existing network in Jiangxi Province, and a contribution of Y 3 million was received from MOC. Of the total expeiditure, 21% was expended on new road construction, 21% on periodic maintenance, 17? on routine maintenance, and 41% on administration overhead, and miscellaneous. G. Engineering, Construction and Maintenance 2.12 Road and bridge projects are engineered by the planning and design institutes at provincial, prefecture and county levels. The Jiangxi Transport Planning, Survey and Design Institute (JTPSDI) is responsible for designing all major road, bridge and tunnel projects. In designing major road projects, JTPSDI is assisted by several institutes of MOC: (a) the Highway Planning and Design Institute (HPDI); (b) the Second Survey and Design Institute, located at Wuhan, which designed the proposed Nanchang-Jiujiang Road; and (c) the Highway Scientific Research Institute (HSRI). In designing bridges and tunnels, JTPSDI is assisted by: (a) the First or Second Survey and Design Institute; (b) the Provincial Railway Design Institute; and (c) other specia- lized design institutes such as the Shanghai Municipal Engineering Design Institute, which designed the proposed new Nanchang Bridge. HPDI is available to assist in economic evaluation--a practice which is now beconling routine for major ioad and bridge investments. HSRI provides advice on problems pertain- ing to geotechnical design and construction materials. Foreign consultants have not been used for highway design in Jiangxi since the local institutes are professionally competent and have adequate manpower to do the work. However, since contracting of civil works through international competitive bidding (ICB) has not yet been done, some foreign consulting assistance will be needed to prepare bid documents suitable for competitive bidding and to supervise civil works contracts. 2.13 In the past, road and bridge construction was normally done as a force account operation by construction bureaus attached to the provincial, prefecture or county governments. Since the State Planning Commission directed that all major civil works be awarded after competitive bidding, a domestic contracting industry has been growing rapidly. Many of the larger provincial construction bureaus are being reorganized into financially inde- pendent contracting companies. These companies are expected to apply for prequalification, either individually or as joint ventures with foreign con- tractors, to bid on the road and bridge contracts to be financed under the project. - 13 - 2.14 The national and provincial roads are well maintained by the JPTD. However, maintenance costs are rising rapidly due to the poor quality of roads and the recent increase in traffic. Maintenance of these roads now costs between Y 2,500 and Y 3,500 per kilometer. Maintenance of the county roads is effectively organized and carried out with some 95 units throughout the pro- vince looking after about 17,000 km of road, mainly through labor-intensive operations. Under the proposed project assistance would be given for the evaluation of the existing provincial road pavements and the preparation of a pavement strengthening and paved road maintc ince management program (para. 3.13). H. Road Safety 2.15 The statistics available on road traffic accidents reveal an unsatis- factory situation regarding road safety in Jiangxi province. The low geo- metric design standards and poor quality of most roads, combined with the mix of slow- and fast-moving traffic, are not conducive to road safety. Under Loan 2539-CHA/Credit 1594-CHA the first Highway Project, the Bank is support- ing the HSRI's research program which included a study on road safety. This study covered: (a) a review of the existing system of reporting, recording and analyzing road accident statistics; (b) recommendations for improving data collection, recording, and analysis on road traffic accidents; and (c) identi- fication of a program for reducing road traffic accidents. The Final Report on the study was issued in December 1987. 2.16 The study has found that road traffic accidents are a serious problem in China. International comparisons show China to have one of the highest accident rates in the world; in 1985 the fatality rate from road accidents was 100 deaths per 10,000 vehicles. The cost of road accidents to the economy of China is estimated at Y 2.9 billion or US$786 million annually. With the present low vehicle ownership of 4.5 vehicles per 1,000 population and the high growth rate of the vehicle fleet of about 25% annually over recent years continues, there is considerable scope for continued growth in vehicle owner- ship. Therefore road traffic accidents are bound to increase significantly unless urgent actions are taken now. 2.17 The study has identified the following actions to be needed: (a) a road safety audit of road users; (b) improved police accident reporting; (c) introduction of a computer based accident analysis system (developed by the U.K. Transport and Road Research Laboratory (TRRL) and adopted to Chinese language and conditions); (d) identification of accident causes including black spots; (e) preparation of working manuals and guidelines for road safety design; (f) improved administrative procedures and coordination and manpower training; - 14 - (g) preparation of an action plan and the identification of the resources and organizational structure to implement the plan. 2.18 Under the proposed project a start will be made on implementing the findings of the study in Jiangxi Province. At negotiations, it was agreed with the Jiangxi provincial government and Nanchang Municipal Government (NMG) that the findings of the HSRI research study would be implemented in a program suitable for Jiangxi province and that a start would be made on implementing the program by January 1990. The implementation would be financed by local funds; MOC's HSRI staff would help in implementing the program. I. Staff Tro4iing 2.19 The staffs of the provincial and county transport departments and the Nanchang municipality generally are competent, but many have not been exposed to new technology and therefore often resort to outmoded work methods and equipment. Planning for technical manpower and assessing related training needs for the provincial highway subsector have been resumed after a hiatus, and JPTD and Nanchang municipality are presently preparing a manpower plan. However, strengthening and expanding formal education and ongoing training programs will continue to upgrade and increase the number of technical staff and thereby meet the demand for trained personnel. Meanwhile, some urgently needed training has been identified and will be supported under the proposed project (paras. 3.15-3.16). J. Highway Development: Objectives for the Seventh Five-Year Development Plan 2.20 Compared with other provinces in China, Jiangxi has invested surpris- ingly little in the transport sector, whether measured in terms of total or per capita investment for capital construction (Table 2.4). The province's total investment spending in transport in 1986 recorded some improvement compared to 1985. Its 1985 investment spending in transport sector was smaller than that spent in the Xizang autonomous region--the poorest province in China--and was among the five lowest spending levels in the country. The low level of spending clearly has contributed to the lack of transportation and associated bottlenecks in developing the provincial economy. 2.21 The major policy objectives of Jiangxi province for the Seventh Five- Year Development Plan give priority to: (a) upgrading the poor quality of provincial trunk roads; and (b) constructing the missing links on the existing network in important corridors and constructing new trunk roads. The pro- vince's major projects include the upgrading of four large road sections: (a) Nanchang-Jiujiang; (b) Pingxiang-Shanglao; (c) Taihe-Chonghua; and (d) from Nanchang to the new airport. The 113-km Nanchang-Jiujiang section would have a Class II road width and Class I engineering standards. About 220 km of the Pingxiang-Shanglao section would be upgraded to a Class II standard (total cost Y 110 million) and the remaining 380 km would be upgraded under the Eighth Five-Year Development Plan. The Taihe-Chonghua road, extending 368 km, would be upgraded to Class II (total cost Y 217 million). The 15-km stretch of road between Nanchang and the new airport would be the first standard Class I road cf the province (total cost Y 32 million). The total cost for these major construction projects would represent several years of - 15 - road maintenance revenues; therefore in order to implement these projects substantial additional financing would be required. Of the four major capital construction investments in the highway subsector, JPTD considered the proposed highway project as the highest priority because of the high traffic demand in the corridor and because of the highways importance as an interprovincial main north-south link (paras. 3.4, 3.5, 3.7, and 3.8). 2.22 In addition to expansion of the road network, the existing paved roads would be strengthened and improved, and the management of the highway system would be modernized through the introduction of improved road planning, computerized design, improved specifications for construction materials and construction methods, modern contracting and supervision procedures, improved paved road maintenance management systems and the training of provincial staff in a variety of civil engineering fields, financial accounting and cost con- trol, and equipment management and maintenance. The Bank is discussing with the central and Jiangxi provincial governments the potential for using sector lending to the province as a more effective means of achieving the objectives in the subsector. III. THE PROJECT A. Project Formulation and Preparation 3.1 The shortage of capacity in all the transport modes is a major bottleneck to economic development in China and the Government is seeking Bank Group help to remove this bottleneck. The Seventh Five-Year Plan recognized the need to expand and improve the road network to meet the increasing demand for road transport and to relieve the freight and passenger demand on the railway. There is also an urgent need for more modern techniques in the plan- ning, design, construction and maintenance of roads. The proposed Nanchang- Jiujiang highway and the Nanchang bridge are part of the plan to provide adequate capacity in one of the most important corridors of Jiangxi province. The Jiangxi Provincial Transport Department was responsible for preparing the Nanchang-Jiujiang highway component and the Nanchang Municipal Government was responsible for preparing the Nanchang bridge component. B. Project Objectives 3.2 By financing the construction of a high capacity highway and a con- necting highway bridge in Nanchang City, the project would help to satisfy the demand for road transport in the main north-south corridor in Jiangxi province and support the Government's objective of increasing the efficiency of road transportation in general. Specific policy, institutional and technological objectives to be addressed under the project would be: (a) introducing improved road and urban traffic planning techniques; (b) evaluating existing paved roads and preparing road strengthening and paved roads maintenance management programs; (c) modernizing design, construction materials specifications and contract documents pertaining to road and bridges; - 16 - (d) supporting the province's change to competitive bidding for civil works and developing the institutional capacity for supervising civil works construction; (e) improving road safety; and (f) training staff. C. Detailed Features 3.3 To accomplish these objectives, the project would include: (a) construction of a 113-km two-lane, Class II highway between Nanchang and Jiujiang; (b) construction of a double-deck, six-lane bridge across the Gan River at Nanchang, with a total length of 1,932 m including east and west approach structures; (c) construction or improvement of about 6 km of access roads connecting the new bridge to the new Nanchang-Jiujiang highway; (d) consulting services to help supervise construction and train the JPTD and Nanchang Municipal engineers in the supervision and quality control of the highway and bridge construction work; (e) provision of specialized maintenance and operation equipment for the Nanchang-Jiujiang Highway and the Nanchang Bridge; (f) assistance to the JPTD and Nanchang Municipality in improving road and urban traffic planning by setting up computerized road and traffic data banks and providing the necessary equipment and expertise; (g) assistance in preparing a road pavement strengthening and paved road maintenance management program by providing equipment and expertise to train JPTD staff; (h) implementing a Road Safety Program; and (i) training of JPTD and Nanchang Municipal staff in the areas of trans- port planning and other highway and transport-related topics. 3.4 Construction of the Nanchang-Jiujiang Highway. Nanchang, the capital and political, cultural and economic center of Jiangxi Province, is connected by an existing 150.7-km road to Jiujiang City, an important river port city located on the southern bank of the Changjiang (Yangtze) and a major distribu- tion center and gateway for land and water transport in northern Jiangxi. Eight kilometers of the southern section of this road between Yingshangqiao and Jiaoqiao were upgraded to Class II standards in 1983. Apart from this, most of the existing road is constructed to Class III or Class IV standards and about 95 km have a subgrade width of less than 8.5 meters. Vertical - 17 - grades exceed 8Z at eight locations and reach a maximum of 13Z; the horizontal curves have radii less than 50 m at 12 locations. The original gravel surface was treated with bitumen in 1972 but the design life of the pavement has now been exceeded; the cracked and potholed pavement is deteriorating rapidly and maintenance costs are rising. Furthermore, the existing 11 large and 37 small bridges and most culverts were not structurally designed to carry the fast growing modern heavy traffic. With its low standard and poor quality pave- ment, the existing road does not have the capacity to meet the increasing demand for road transport along this important corridor. 3.5 The new Nanchang-Jiujiang road (see Map IBRD 20267) would be 113 km long and would be designed to Class I geometric standards, but with a Class II, two-lane pavement width initially; the existing road would continue to serve local and non-motorized traffic. The road would be about 38 km shorter than the existing road and would provide adequate capacity along the corridor until the year 2010, when the pavement would be widened to Class I standard, dual four lanes; the 1991 estimated traffic in passenger car units (PCUs) is given in Table 4.4. The new alignment passes through flat and hilly terrain west of Poyang Lake and would cross the railway once and intersect with other roads at 45 locations. All intersections would be grade separated; six of these intersections would be interchanges and most of the remaining would consist of small bridge or culvert under or over passes to serve local and farm traffic. Two major bridges would be built at Tujiabu and De'an with openings designed for 300-year floods; smaller bridges for 100-year floods would be built at other locations. The area forms part of the Yangtze geological platform. A 300-m fault zone north of De'an includes the Miliangpu-Jiujiang seismic zone which is subject to potential seismic activity of 7 degrees on the Richter scale, and the Yongxiu-Miliangpu seismic zone which is subject to 4 degrees on the Richter scale. The main river system flows to the Poyang Lake; floods are frequent and can be serious, depending on the amount of rainfall and the water level in lake. As a result, hydrological conditions are very complicated at the bridge sites in the flat low-lying area. Construction materials of sand and good quality stone are readily available along the alignment. Paras. 4.1-4.4 describe the transport corridor which the new road serves. 3.6 The preliminary engineering and feasibility study for the highway was prepared by JTPSDI with help from HPDI, the Jiangxi Provincial Highway Bureau, the Jiangxi Provincial Highway Construction Unit, and the Transport Admini- stration Division of the JPTD. The study has been reviewed by the Bank Group and discussed in detail with the JPTD. The detailed design was done by the Second Highway Survey and Design Institute of MOC in Wuhan, under terms of reference approved by the Jiangxi Provincial Planning Commission Denmark, through its Danish International Development Agency (DANIDA), financed the services of Kampsax Consultants, A.G. (Denmark) to review the design and help prepare the bid documents. The geometric design standards proposed for the new highway are shown in Table 1.4 and are appropriate. 3.7 Constraction of the Nanchang Bridge. The existing two-lane, 1,077 meter long Bayi Bridge crossing the Gan River northwest of the Nanchang urban area was built in 1937. Although it has been rehabilitated many times since then, it is now classified a "dangerous bridge" following a detailed examina- tion in 1985 by Tongji University staff. No vehicle exceeding 15 tons gross - 18 - weight is allowed simultaneously on each span and speeds cannot exceed 15 kph. The capacity of the bridge is inadequate, its load bearing capacity is low, and its clearance above the high-water level does not meet the requirements of the navigation channel. Since Nanchang is the hub of north-south traffic in Jiangxi province and beyond to Hunan, Hubei, Zhejiang and Fujian provinces, the existing bridge is a serious impediment to economic growth in Nanchang City and the province in general. Accordingly, the new Nanchang Bridge was listed as a priority project in the "Nanchang General Development Plan" approved by the State Council in June 1985. 3.8 The new bridge would be built to the southwest of Nanchang City. With its new approach roads and bridges, the new bridge would connect Jinggangshan Road in the city over the Fu River, Chaoyang Island and Gan River, to Changling town in Xinjian County (see Map 20289). From Jinggangshan Road, a new 1.0-km road would connect with Yanjiang Avenue on the western part of the city ring road, then cross the Fu River to Chaoyang Island for a distance of 2,400 m to the start of the main bridge. The main bridge across the Gan River would consist of an east approach bridge of about 220 m, the 992-m main bridge across the Gan River and a west approach bridge of about 720 meters. All the bridges would be continuous prestressed concrete girders. A 626 m west approach road would then run to the terminus at Changling. The total length of the new bridge, including bridge approaches, would be 1,932 meters. The main bridge spans and approach bridges would be double-deck with six lanes on a 23 m upper deck for motorized vehicles, and two cantilevered 3.5 m carriageways for nonmotorized traffic and 2.5 m walkways for pede- strians. The western approach road would have a width of 40 m providing a 21.0 m lane carriageway with two 1.0 m raised kerbs for motorized traffic, two separate 4.0 m lanes for nonmotorized traffic and two 2 m lanes for pedestrian walkways and two 2.5 m berms for shrubs and trees. The eastern elevated approach road would have a width of 21.0 m for the motorized traffic, plus two 1.0 m raised kerbs. Capacity on the new bridge and approaches is estimated to be adequate for the next 30 years. 3.9 The feasibility and preliminary engineering study for the new bridge was done by the Nanchang Municipal Planning and Design Institute and has been reviewed by Bank staff. The detailed design is being prepared by the Shanghai Municipal Engineering Design Institute. The b.S. Federal Highway Administration (FHWA) helped to carry out a review of the design and the Danish Government through DANIDA financed consultants services for assistance in preparation of bid documents. 3.10 Construction of Connecting Road between the Nanchang Bridge and the Nanchang-Jiujiang Highway. A six km road to class II standard wclld be con- structed connecting then west end of Nanchang bridge at Changling county to the starting of the Nanchang-Jiujiang highway at Jiaoqiao. The detailed design is being prepared by the MOC's Second Highway Survey and Design Institute at Wuhan. 3.11 Supervision of Construction. Since contracting for civil works is relatively new in Jiangxi, the province has little experience in supervising road construction contracts. MOC and provincial engineers received some training in supervisory work under the first Highway Project, but there is still a shortage of experienced local engineers. To ensure that works on the project road and bridge are carried out in full compliance with specifications - 19 - and that good quality control is exercised on site, a joint team of engineers from JPTD, Nanchang municipality, and experienced foreign consultants would be set up to supervise the works. The consultants would help establish the systems and procedures for tne supervisory work and train the JPTD and municipal engineers, both formally and on-the-job, to carry out the supervi- sion of construction. 3.12 Road and Bridge Maintenance and Operation Equipment. Road maintenance equipment comprising graders, bulldozers, asphalt and cement con- crete mixers, pavers, traffic counters, trucks, etc. would be provided under the project to ensure the proper maintenance of the new highway. Similarly, inspection and maintenance equipment would be provided for the new bridge. The lists of equipment for the highway and bridge were agreed with JPTD and NMG at negotiations. 3.13 Road Planning and Evaluation of Existing Road Pavements and Prepara- tion of a Strengthening and Maintenance Management Program. The basic manhge- ment information needed to plan the development, design, construction and maintenance of the road system in Jiangxi province is not available in a readily accessible format. Under the project, a start would be made in sett- ing up a computerized road data bank. The data bank would include a road condition inventory comprising road lengths, type, classification, function, geometrics, and pavement type, thickness and bearing capacity, as well as traffic volumes, material sources and qualities, etc. A similar management information system but dealing with city streets and motorized, nonmotorized and pedestrian traffic is proposed to be set up in Nanchang City. In develop- ing these data systems, JPTD and Nanchang municipality would receive expert help and computer hardware and software under the project. 3.14 The recent large increases in road traffic have created problems pertaining to the structural soundness of existing road pavements. Most of these roads were designed in the 1950s, 1960s and early 1970s for a much lower level of traffic. The pavements have now exceeded their design life and are showing signs of distress. As a result, pavement maintenance costs are rising rapidly. These road pavements are urgently in need of strengthening before they are damaged beyond repair and require complete and costly reconstruction. The JPTD proposes to carry out an evaluation of the existing road pavements in order to determine their bearing capacity and residual life in relation to present and estimated future traffic. A five-year strengthening program would be prepared which would identify the resources of manpower, materials, equip- ment and funds needed to implement the program. The project would provide expertise to train the JPTD staff in the methodology of pavement evaluation. Terms of Reference for the Road Planning and Road Pavement Evaluation are shown in Annex 2 and were agreed at negotiations. The Terms of Reference for the Nanchang traffic management systems were finalized and agreed at negotia- tions. 3.15 Staff Training. In addition to training directly related to the supervision and quality control of the new highway and bridge construction, the training proposed in the project is designed to upgrade and modernize the skills of technical staff in the various fields concerned with the highway subsector. The program has a twofold approach, to: - 20 - (a) improve the proficiency of engineers and other staff by sending selected personnel abroad to attend academic and practical training courses as well as relevant international conferences; (b) strengthen the capacity of JPTD's and municipality highway institutes and transportation technical schools by: (i) purchasing laboratory, computer and photogrammetry equipment, training aids, and essential technical books and publications; and (ii) inviting foreign academic experts for short visits to help upgrade curricula. 3.16 In continuing the program, about ten officials from JPTD and five from Nanchang municipality would be trained abroad in the areas of transporta- tion planning, soils and materials engineering, transport economics, financial management and accounting, highway maintenance and equipment management, con- struction management and supervision including quality control, new construc- tion material technology, urban traffic management, and technical interpreta- tion. It is expected that, on their return, the trainees would play a major role in developing and managing the Jiangxi provincial road system and Nanchang city traffic facilities and in transferring updated technology to other highway staff. The scope and estimated costs of the training program to be carried out under the project were agreed at negotiations. Assurances were obtained from the provincial government during negotiations that the training will be carried out according to the program agreed with the Association. 3.17 Consulting Services. A total of about 120 man-months of foreign consulting expertise is expected to be needed under the p:oposed project. Local expertise available in the various provincial institutes in the sector would be used as much as possible, and foreign consulting help would be sought only for those areas of advanced technology where local expertise is lacking. These areas include the use of advanced instrumentation for measuring road deflection and deterioration, the analysis of traffic -lows, transport econo- mics and other very specialized fields. Road and bridge construction work would be supervised by a team of local staff and experienced foreign consul- tants. About 9 man-years of foreign consulting expertise is Pxpected to be needed to provide the missing expertise and experience needed to form an effective joint supe:vision team and to help set up and implement the organi- zational systems and procedures for effective quality control on site and to train the JPTD and Nanchang municipal engineers in supervision. About 12 man- months of foreign expertise is expected to be needed for preparing the road data bank and the road pavement strengthening and maintenance management pro- grams. Terms of reference for these services, as shown in Annexes 1 and 2, were agreed during negotiations. D. Cost Estimates 3.18 The project is estimated to cost Y 427.46 million, or US$109.0 mil- lion equivalent, including physical and price contingencies and land acquisi- tion costs. This includes a foreign exchange component of US$61.0 million, or about 56? of the total cost. The project costs are shown below. All base - 21 - at Project Cost Susuary Credit as Credit Foreign a I of Local Foreign Total Local Foreiqp Total WUSS Cost Total Cost ---iffan Hilliont---- **-* iant sillioncalon 1 1.1 Nanchang- Jiu1anq Highway *SS..SaStautsssuanhass 1. Construction of haOchAQ- Jiujianq highsay 112kM) 67.91 83.00 150. 1 10.36 22.43 40.79 22.43 55.0 39.5 2. Construction of 6 be connecti,q road 10.v0 10.00 20.00 2.71 2.71 5.42 2.71 50.0 4.0 3. Consultant sirice for supervision of construction 0.00 2.46 2.46 0.00 0.66 0.66 0.66 100.0 1.2 4. Raintenance equipment 0.00 4.40 4.40 0.00 1.20 1.20 1.20 100.0 2.1 5. Trasing of staff 0.0 2.60 2.00 0.00 0.12 0.72 0.72 100.0 1.3 6. Equip. & expertise for paesent evaluation and road oata bank Q.00 1.0 1.60 0.00 0.40 0.46 0.48 100.0 0.0 Total 77.91 14.26 182.17 21.07 20.20 49.27 29.20 57.2 49.6 Physical Contengencies 1101) 7.60 10.42 10.22 2.11 2.2 4.93 2.92 57.2 5.0 Baseline estisate a5.71 114.a8 200.39 23.16 31.2 54.20 31.02 57.2 54.6 Price Contengencies 10.2 13.40 23.50 1.16 1.49 2.65 1.49 56.2 2.6 Total 95.73 128.16 223.69 24.34 32.51 56.85 32.51 57.2 57.2 Land acquisition cost 21.17 0.00 21.17 5.72 0.M 5.72 6.00 0.0 Total- Haghay 116.90 128.16 245.06 30.06 32.51 62.57 32.51 52.0 Ianchang Bridge 1. Construction of bridge & Aoproaches iiection It. III. IV and i 51.70 89.01 139.71 13.97 23.80 37.77 23.80 03.v 53.1 2. Consultant service for supervision of construction 0.UO 2.n0 2.00 0.00 0.54 0.54 0.54 1%,.0 1.2 3. Haintenance equipment 0.51 0.00 0.51 0.14 -.00 0.14 U.00 0.0 0.0 4. Training of staff v.00 0.46 0.46 0.0 0.12 0.12 0.12 100.0 0., 5. Equio. & expertise for urban traffic and road date bank 0.v 0.74 0.74 0.O 0.20 0.20 0.20 10.v 0.4 Total 52.21 91.23 143.44 14.11 24.66 38.'7 24.o6 63.6 55.1 Physical Contengencies 1101) 5.23 9.12 14.35 1.40 2.47 3.87 2.47 o3.8 5.5 Baseline estleate 57.44 100.35 157.79 15.51 17.13 42.64 27.13 63.6 60.6 Price Contegocles e.73 11.70 19.51 0.78 1.36 2.14 1.36 63.6 3.0 Total 64.17 112.13 176.30 16.29 20.49 44.78 28.49 63.6 63.6 Land acquisition cost 6.10 0.0 6.10 1.65 0.Qu 1.65 0.vO 0.0 total- Bridge 1N.27 112.13 182.40 17.94 2.49 46.43 20.49 61.4 assass assass asuRs satas smass sana, amaU fas fetal Project Costs 17.17 140.24 427.46 40.00 61.00 109.00 61.v0 astaL ss.as ss satass st2ss ah. as .. 5.t. i.l: Excluding land acquisition cost. Iotesi tD.: Exchange rate: U11-58f 3.70 . tt All figures are rounded. .13?: The base cost is calculated by using January 1980 prices. - 22 - costs are estimated in January 1988 prices. Physical contingencies are cal- culated at 10% of base cost estimates and applied to all components. Price contingencies have been calculated for both foreign and local costs. When expressed in US dollars, the price contingency is based on expected international annual inflation factors of 1.0% from 1988 to 1990, and 3.5% thereafter; (b) when expressed in Yuan, the calculation is based on expected domestic inflation factors of 6.5% p.a. from 1987 to 1990, and 4.5Z thereafter. None of the cost estimates include taxes and duties since all materials and equipment to be used in the project would be exempt from taxes .Ad duties. 3.19 The costs of civil works are based on work quantities calculated from detailed designs and costed at unit prices. The unit prices for the work items were computed based on MOC's standard manuals for labor and equipment productivity and the related, annually-updated, costs combined with the cur- rent costs of materials. The unit prices were checked against the unit prices recently received in bids for major road works financed under the previous highway projects. 3.20 The base cost per km of the two-lane Nanchang-Jiujiang road, exclud- ing contingencies and land acquisition costs, is about US$360,000. This cost is acceptable since it includes provisions for future expansion to four lanes. The cost per km of the 6 km connecting road is about $900,000; this reflects the cost of a 4 lane divided urban street and the associated higher costs of land acquisition, removal of building and public utilities and is appropriate. The foreign exchange component is estimated at about 55Z for foreign contractors and about 50% for domestic contractors on the road works and at about 63% for foreign contractors and 53% for domestic contractors on the bridge works. 3.21 The cost of equipment is based on prices quoted by manufacturers outside China. Cost estimates for the pavement evaluation and computer equip- ment are based on manufacturers' current prices and on the list of equipment agreed at negotiation. E. Financing 3.22 An IDA credit of SDR 44.7 million, US$61.0-million equivalent, would finance the foreign costs or about 56% of the cost of the project. The Government would provide about US$48.0 million to cover the remaining capital costs. The on-lending terms would be for a period of 20 years, with 5 years grace, at an interest rate of 4.6% p.a. The financing plan for the project is shown in the following table: - 23 - FINANCING PLAN (US$ million) Jiangxi Bank Province NMG JPTD MOC Group Total Highway construction - - 2.5 15.9 22.4 40.8 Connecting road construction - 1.3 1.4 - 2.7 5.4 Bridge construction - 8.6 - 5.4 23.8 37.8 Supervision - - - - 1.2 1.2 Equipment - - - - 2.0 2.0 Training - - - - 0.8 0.8 Contingencies - - 2.6 2.9 8.1 13.6 Land acquisition 7.4 - - - - 7.4 Total 7.4 9.9 6.5 24.2 61.0 109.0 F. Implementation 3.23 JPTD would be responsible for implementing the Nanchang-Jiujiang highway under unit-priced civil works contracts. MOC's Second Survey and Design Institute in Wuhan has completed the detailed design and is now prepar- ing the bid documents. Denmark, through its aid agency DANIDA has helped review the design and prepare bid documents. The design standards, shown in Table 1.4, are appropriate. The Nanchang Municipal Government would be responsible for the construction of the new Nanchang bridge and the approach roads and bridges in the Nanchang urban area. DANIDA has also provided assistance through consultants' services to prepare bid documents and the U.S. FHWA has provided experts for design review. The JPTD and Nanchang Municipa- lity would jointly implement the 6 km road connecting the new bridge with the new Nanchang-Jiujiang Highway. The JPTD and Nanchang municipality are fully capable and have the institutional capacity to implement the project com- ponents. Chart 2 shows the organization of the Nanchang Municipal Government. The design and bid documents are being prepared by the Shanghai Municipal Engineering Design Institute (SMEDI). The prequalification of contractors for the new highway was completed in November 1988; prequalification of contractors for the new bridge construction is underway. Procedures for acquiring land for right of way have started; ground surveys are being conduc- ted and agreements with the villages and production units will be finalized before the start of construction. Construction of the highway and the Nanchang Bridge would start in mid 1989 and be completed by mid 1992. Construction of the 6 km connecting road would start in mid 1990 and be com- pleted in mid 1992 at the same time as the Bridge and Highway. The highway construction would be supervised by a joint team of consultants and JPTD engineers; the Nanchang Bridge construction also would be supervised by a joint team of consultants and Nanchang municipal engineers. 3.24 JPTD would be responsible for starting the Road Data Bank for the highway network by mid-1989, and this work would be continuous thereafter. - 24 - Similarly, JPTD would start evaluating the existing road pavements in the second half of 1989, after initially training local engineers in this work, and a five-year pavement strengthening program should be ready for discussion with the Bank Group by the end of 1991. Both JPTD and Nanchang municipality would select candidates for training in mid-1989; training would continue over the project period. 3.25 JPTD and Nanchang municipality would be responsible for selecting consultants to set up the supervision and quality control of construction contracts for the highway and bridge civil works and to train local engineers in this work. The experts were expected to begin work on site in late 1988 in order to help establish the supervisory organization and procedures and train local engineers before construction starts. Their services would continue over the construction period of both the highway and bridge contracts. Any consultants required for preparing the Road Data Bank and evaluating existing road pavements would be selected by JPTD as needed during the course of this work. The project is expected to be completed by December 31, 1994. Credit closing is expected by December 31, 1995. 3.26 An implementation schedule for the proposed project (Annex 3) was agreed with the provincial government and Nanchang municipality during nego- tiations. G. Procurement 3.27 Procurement under the project would be carried out as shown in the following table: Procurement method Total project Project element ICB LCB Other cost ---------------(US$ million)-------------- Highway civil works 46.0 - 6.0 52.0 (25.4) (3.2) (28.6) Bridge contracts 28.6 - 16.4 45.0 (18.0) (9.8) (27.8) Equipment - 2.2 2.2 (2.2) (2.2) Training and consultants - - 2.4 2.4 - (2.4) (2.4) Land acquisition - 7.4 7.4 Total 74.6 34.4 109.0 (43.4) (17.6) (61.0) Note: Figures in parentheses represent the amounts financed by the Bank Group. All figures include estimate-' physical and price contingencies and are rounded. - 25 - 3.28 Construction of the highway (US$46.0 million) by two civil work con- tracts and the bridge with approach bridges (US$28.6 million), also by two civil work contracts, under the project will be carried out under interna- tional competitive bidding (ICB) by prequalified firms in accordance with Association's guidelines. The China National Machinery Import and Export Corporation (CMC), in conjunction with JPTD and the Nanchang Municipal Government, would organize the ICB. Other works, estimated to cost US$6.0 million for the road connecting the Nanchang Bridge to the Nanchang-Jiujiang Highway, and US$16.4 million for the urban approach roads and bridges to the new Bridge, would be built by the provincial and municipal construction teams, under force account. Due to problems associated with heavy urban traffic, removal of buildings, and removal and continuation of public utility services, these woiks are not suitable for contracting and therefore must be done by force account. The JPTD and Nanchang municipality construction bureau have the experience and resources to do this work satisfactorily. 3.29 Equipment for pavement evaluation and computer hardware and software (US$2.2 million) may be procured on the basis of a comparison of price quota- tions solicited from at least three suppliers eligible under the Association's Guidelines, and in accordance with procedures acceptable to the Association. The CMC, in conjunction with JPTD, would be responsible for all equipment procurement. 3.30 Under these ICB civil works contracts, qualifying domestic contrac- tors would be eligible for a margin of preference in the comparison of bids of 7-1/22 for civil works, or the prevailing customs duties, whichever is lower. Since procurement by competitive bidding in the highway subsector is still relatively new in China, all ICB contracts for civil works and equipment esti- mated to cost more than US$500,000 would be subject to prior review and agree- ment of procurement documentation by the Association. 3.31 Some consulting expertise will be needed in this project. The local expertise available in the various institutes in the subsector would be used as much as possible; foreign consulting help will be sought only for those areas of advanced technology where local expertise is lacking. All consul- tants would be employed under the terms and conditions acceptable to the Association and in accordance with Association's guidelines. All consultants would be employed under Terms of Reference and Conditions satisfactory to the Association. H. Disbursements 3.32 The IDA credit would be disbursed to finance the following: (a) 55% of the total cost of the highway civil works; (b) 63X of the total cost of the bridge civil works; (c) 50? of the total cost of the civil works on the 6 km connecting road, the 4 km approach roads and bridges to the new Nanchang Bridge and the administration buildings and telecommunications facilities for the Nanchang-Jiujiang Highway; - 26 - (d) 1OOZ of foreign expenditures for directly imported equipment or 100% of local expenditures (ex-factory) for locally manufactured equipment and 75Z of local expenditures for other items procured locally; and (e) 100% of the costs of consulting services and overseas training of staff. To facilitate disbursement, a Special Account would be opened with an initial deposit of US$5.00 million, the estimated average expenditures for a four- month period. The account would be opened in US dollars in a bank acceptable to the Association. Applicacions for replenishment of the Special Account would be submitted monthly or whenever the Special Account is drawn down to 50% of its initial deposit, whichever comes first. A schedule of estimated disbursements is given in Table 3.4, which also shows the regional transportation project's disbursement profile; disbursements under the proposed project are estimated to generally follow the disbursement pattern of the regional profile. 3.33 Disbursements would be made against priced contracts for civil works on the proposed highway and bridge and against agreed priced bills of quanti- ties for the force account civil works. Interim payments for civil works completed and costed at unit rates in the contracts and bills of quantities would be certified by the joint JPTD and NMG/Consulting supervisory team and confirmed by the JPTD. Credit disbursements for training overseas would be made against the actual costs of travel, subsistence and tuition or training fees. Disbursements against statements of expenditure would be made for the training component and for goods or services costing less than US$200,000. Documents supporting the expenditure statements would not be submitted to the Association, but instead would be retained by the JPTD in Nanchang and made available for review by Association supervision missions. I. Auditing, Reporting and Monitoring 3.34 A State Auditing Administration (SAA) was established to conduct detailed audits of the government agency accounts and is acceptable to the Association as an independent auditor. Assurances were obtained from the provincial government and Nanchang Municipality during negotiations that the accounts of project-related expenditures would be audited by independent auditors acceptable to the Association and that audit reports would be sent to the Association for review within six months of the close of each Chinese fiscal year. The Association currently accepts SAA audits for this purpose. 3.35 Progress reports on the project would be submitted quarterly to the Association by MOC, based on the project monitoring indices shown in Annex 4. A Project Completion Report would be prepared and submitted to the Association no later than six months after the credit closing date. J. Environmental Effects 3.36 The construction of the road and bridges under the project is not expected to cause serious environmental problems. There is very little danger of soil erosion from road drainage since the area along the route is rela- tively flat. The design and specifications require that temporary and - 27 - permanent culverts be provided for all irrigation and drainage canals to ensure that farm activities are not disrupted. In many respects, the new road and river bridge would improve the environment. Alignment would be improved through the use of grade-separated junctions and by separating faster-moving vehicular traffic from the slower-moving bicycles, tractors and animal-drawn carts. This separation would reduce the existing congestion and improve road safety. Congestion in or near cities and towns would be curtailed, substan- tially reducing noise and air pollution. 3.37 The acquisition of land for construction projects is done under the "Regulations on the Requisition of Land for State Construction" promulgated by the State Council on May 14, 1982 and as further clarified by a document entitled "Elucidation of the Regulations on the Requisition of Land for State Construction" issued by the State Planning Commission, the Ministry of Agriculture, Animal Husbandry and Fishery, and the Ministry of Urban and Rural Construction and Environmental Protection on June 9, 1983. These regulations spell out the procedures for acquiring land and the measures to be taken dur- ing construction to protect the environment. Compensation for cultivated land is based on the average annual output for three years before the land is acquired, multiplied by the State price , the above-quota price (based on actual proportion in the production unit), or a negotiated price for products which have no fixed price. The settlement allowance per capita is two to three times the average annual output value per mu of land; it is based on the average area of cultivated land occupied by each farmer. The total allowance for cultivated land compensation and resettlement costs is stipulated not to exceed twenty times the annual output value of the acquired land. Surplus agricultural laborers are absorbed in other agricultural production units or employed elsewhere in factories, etc. The regulations appear fair and equit- able and are strictly enforced, with penalties set for Pay deviations. 3.38 Details of the land acquisition, demolition of buildings, removal of telecommunications and power lines and the estimated number of persons to be resettled are given in the table below: - 28 - A. Nanchang - Juliang Highway Estimated number of persons to be resettled Land Acquisition Rice Paddy 1,905 mu Non-irrigated farmland 1,156 mu Vegetable plots 172 mu Pond areas 201 mu Hill and wasteland 2,098 mu Total 5,532 mu 1,200 Demolition of Buildings Residential houses (398 families x 4) 15,700 sq m 1,692 Earth-wall houses 6,300 sq m Total 22.000 sq m Relocation of Telecommunications and Electrical Power Cable Poles Telecommunication 269 m Electric Power 284 m Total 22 Estimated number of persons to be resettled B. Nanchang Bridge Land Acquisition East Bank of Gan River 147 mu West Bank of Can River 121 mu 424 Demolition of Buildings Timber Composite Type of Brick-timber sheeting brick cons. Frame Other building structure dwellings truction structure structure Totals ------- --------------------- m2 -------------------- City houses 8,288 1,450 1,288 9,004 452 Farm houses 1,526 679 2,877 181 5,143 184 State or collec- tive owned 20,983 4,402 12,774 178 1,846 40,131 2,500 Buildings Total 54,278 8,560 Notes: 1 mu = 667 sq m. - 29 - 3.39 The local government of Nanchang Municipality, Xianjian, Yongxiu and De'an counties and Jiujiang city would be fully responsible for the land acquisition and for the resettlement of families affected by the project. Resettlement would be near original villages outside the right of way of the proposed project. The removal and resettlement of households, farmers, workers, etc. would be phased with the highway and the bridge construction schedule. To minimize interruptions to farm production and consequent econo- mic losses, the land needed for the highway would be acquired and taken over prior to actual construction activities on the site in accordance with highway construction schedule. At negotiation assurances were obtained from Jiangxi Province that resettlement would be carried out according to a plan agreed at negotiations. A detailed report on the environmental impact of the project and resettlement plan is available in the project file. IV. ECONOMIC EVALUATION 4.1 The new Nanchang-Jiujiang highway would provide the shortest link between the provincial capital, Nanchang, and the inland water port city of Jiujiang on the Changjiang River. Nanchang and Jiujiang are the most heavily populated and economically active areas of Jiangxi province. Fourteen percent of the provincial population lives along the Nanchang-Jiujiang corridor and produces about 27% of the provincial gross output value of agriculture and industry (Table 4.1). Furthermore, the section of corridor leading to Jiujiang, which is located on the border of Jiangxi and closest to Anhui and Hubei provinces, would provide an important and convenient land-link between Jiangxi and its northern neighbors of Hubei and Anhui. In the past, transport into and out of Jiangxi province has relied either on the Shanghai-Nanchang railways or the Shanghai-Jiujiang waterway. A new Changjiang bridge is now being constructed which will connect Anhui province to Jiangxi province through Jiujiang. After the bridge is completed it is expected to generate a large increase in traffic on the Nanchang-Jiujiang corridor. The Changjiang bridge and new highway would then become a major north-south national highway linking Hubei and Anhui provinces to Jiangxi and to Hunan and Fujian pro- vinces. Accordingly, the Nanchang-Jiujiang highway would serve one of the most important transport corridors and would stimulate the economic growth of Jiangxi province. 4.2 The new Nanchang Bridge would connect to the southern end of the proposed Nanchang-Jiujiang Highway and run across the Gan River--the second largest tributory of Changjiang. The bridge would provide the shortest north- south link in Jiangxi province, bypassing the already congested Nanchang City. At present there are two bridges--one road and one road/rail--that cross the Gan River: Bayi and Ganjiang. Both are too old and were not designed to accommodate the volume of traffic associated with the rapidly growing urban areas, let alone the inter-provincial through traffic (para. 3.7). The investment in the Nanchang Bridge would greatly enhance the benefits from the proposed Nanchang-Jiujiang highway. By completing the north-south road link, traffic could bypass Nanchang City. - 30 - A. Transport in the Existing Nanchang-Jiujiang Corridor 4.3 The major transport infrastructure serving the corridor consists of a 151-km road and a 135-km railway. Most of the existing road sections are built to class IV standards, and about one-third of the road sections that are closer to large towns are built to Class III standards. The road begins at the northern part of Nanchang City, extends to Lehuo town, makes a long detour westward to Xujiapu town, turns north to Yunshan, Qiujin, Dian, Aikou, and Tongyuan, and terminates at the city of Jiujiang. The traffic count on the five sections of the road in 1986 (Table 4.2) showed that traffic volume then already exceeded the maximum design capacity for each section of the road. MOC's highway capacity design standard is 500 vpd on Class IV and 2,000 vpd on Class III standard roads. However, existing traffic in 1986 ranged from 1,000 to 4,000 vpd, and congestion has become a serious problem. 4.4 The 135-km single track railway line connects Nanchang to Jiujiang. However, it is built to low technical standards and does not provide any interprovincial connection beyond Jiujiang. Therefore, a railway could not serve as through land transport to the northern neighbor of Jiangxi, although the new highway would. Railway traffic between Nanchang and Jiujiang reached 2.05 million tons of freight and 1.03 million passenger-trips in 1987. All railway freight traffic on this section was through traffic because the rail- way authority does not allow any loading or unloading of freight in between the two cities. Forty percent of railway freight traffic comes from coal, 25% from construction materials including steel and timber, 30% from break-bulk consumer products, 3Z from chemical fertilizer, and 2Z from grain. Though the railway does not currently operate at full capacity, a small percentage of traffic would be diverted from it to the new road because the road would be 23 km shorter than the railway; some less-than-car load (LCL) freight traffic (especially break-bulk traffic) would also shift to the new road in later years when the railway is utilized to its full capacity. The rail-line beyond Jiujiang could not be extended until the Changjiang bridge of Jiujiang was completed as a railway bridge. The issue of the Changjiang railway bridge is still being disputed in the Ministry of Railway and cannot be resolved in the very near future. B. Traffic on the Existing Roads Without the Project 4.5 Road traffic in Jiangxi Province has grown very rapidly since 1980; this growth has been particularly acute on the Nanchang-Jiujiang corridor. On average, road freight traffic in the province grew by 11% p.a. between 1980 and 1987, and passenger traffic grew by 18%. The civilian vehicle fleet increased by 7Z a year for trucks and 13% a year for buses during the same period. Meanwhile, road traffic on the Nanchang-Jiujiang corridor is increas- ing at a more rapid rate. According to the statistics compiled by five of the JPTD's traffic count stations along this corridor, road traffic grew at an average rate of 15-282 a year between 1982 and 1985. Heavy truck traffic grew most rapidly--at over 252 a year. Trucks constituted 56 to 68Z of the total traffic of the various sections in 1986. 4.6 The high proportion of trucks combined with the many non-motorized and slow-moving vehicles creates serious congestion on this low standard Class IV road. Because of this congestion and the many at-grade intersections with - 31 - railways and local roads, travel speeds on some sections of the road are only 15-20 kph. The number of road accidents also is increasing rapidly. The origin-destination (0-D) traffic surveys carried out by JPTD in 1986 at Jiaoqiao, Wangjiapu, Yunshan, Aikou, and Hogdeng show that traffic was particularly heavy at the exit of Nanchang on the section between Jiaoqiao and Shangwu (3,808 vpd). The traffic volume on the rest of the sections was fairly evenly distributed, between 1,000 to 1,500 vpd (Table 4.2). Assuming growth rates of 6Z for small trucks, 10-12% for medium to large trucks, and 12-142 for passenger buses, traffic in the corridor would reach 7,000 vpd in 1992 and 17,000 vpd in the year 2,000. Given this traffic forecast and the current and expected economic activity in the influence area of the road (paras 4.1-4.4), it is clear t't additional road capacity is needed now. C. Projected Traffic on the New Nanchang-Jiujiang Highway 4.7 The projected traffic on the new highway would come from three main sources: (a) traffic diverted from the existing road; (b) traffic diverted from the railway; and (c) traffic generated by the improved road capacity and travel speed. 4.8 Traffic Diverted from the Existing Road. According to the 0-D sur- veys conducted in 1986, most (over 70%) of the motorized traffic on the exist- ing road is through traffic, except for the section between Jiaoqiao and Shangwu. There only 30% of traffic would be beyond ShangwU. Because the new highway would be shorter than the old one and would have a superior riding quality, all through-traffic would shift to the new road. Therefore, the estimated traffic that would divert to the new highway in 1992, the opening year, would be about 4,200 vpd on the sections between Jiaoqiao and Aicheng, and about 1,600-1,700 vpd on the sections between Aicheng to Jiujiang. By the year 2,000, diverted traffic on the new highway would range between about 3,700 and 10,000 vpd (Table 4.3). 4.9 Traffic Diverted from Railway. Although the new highway linking Nanchang to Jiujiang would be 23 km shorter than the railway, no significant diversion of railway freight traffic to the new highway is expected in the early years. First there is still excess capacity on the railway. Second, 652 of the freight traffic on the railway comes from coal and construction materials (para. 4.4), and for these commodities railway transport has a com- parative cost advantage. On the other hand, 50% of the rail passenger traffic is expected to move to the new highway because of the larger savings in dis- tance and time. This available rail capacity would be fully used by 1995 when the railway capacity would be saturated. Therefore, after 1995, the railway LCL and other break-bulk freight traffic would start moving to the new highway. 4.10 Newly Generated Traffic. With a higher standard road, improved pave- ment widths and geometrics, and increased capacity, travel speeds would be increased and travel time reduced on both the new and existing road. The congestion and the number of accidents on the existing road would be substan- tially reduced. As travel time is reduced, more trips would be undertaken with the same vehicles, so these improved road transport conditions would generate traffic beyond the normal growth rate. An increase of about 10% to - 32 - 20% of normal traffic is expected to be generated as a result of improved roads, adding about 250-700 vpd in 1992. 4.11 The total traffic expected on the new road in 1992 would be about 2,000-5,000 vpd. With the high proportion of trucks, the equivalent passenger-car units (PCUs) would be about 14,000 per day on the Jiaoqiao- Aicheng section and 5,000 PCUs on the rest (Table 4.4). The separation of fast and slow moving traffic would be required between the Jiaoqiao-Aicheng section to facilitate the smoother flow of traffic on this section. D. Economic Evaluation of Nanchang-Jiujiang Highway 4.12 Economic Costs. All input and output elements for evaluating the costs and benefits of the new highway were obtained using January 1988 finan- cial costs and applying conversion factors to reflect their economic costs (Table 4.5). These conversion factors have taken into account a shadow exchange rate, which is higher than the official rate. For traded goods, the c.i.f. prices of imports and f.o.b. prices of exports were used to estimate the cost of materials and equipment, making adjustments for the cost of inland transportation. The adjusted economic cost of the project is Y 212.5 million. The road requires routine maintenance every year and periodic maintenance or repaving every ten years. The routine maintenance cost is estimated at Y 1,000/km for a two-lane road. Periodic maintenance is estimated to be 10% of the construction cost. 4.13 Economic Benefits. The principal benefits of the new highway would take the form of savings in vehicle operating costs (VOC). Of the Y 37.0 million in total benefits in 1992, the opening year, 88? would accrue from the VOC savings of normal traffic, including traffic remaining on the existing roads as well as that diverted from the old road to the new road. This savings would result from the shorter distance and improved riding quality of the new road, and reduced congestion on existing roads. The remaining 12% savings is attributed to: 10% for newly generated traffic. 1% for traffic diverted from railways (this benefit is expected to increase to 22-3z in later years when more railway traffic diverted to new road), and 12 for accident reduction. The estimate of benefits is based on the anticipated volume of traffic (Table 4.3) and the VOCs estimated for different types of vehicles on the different roads. Detailed estimates are available in the project file. The benefits would build up rapidly after the project was completed, since the existing transport corridor is now very congested. Benefits have been assumed to be constant after the year 2012, when project facilities would be used to their full capacity. E. Overall Evaluation and Sensitivity Analysis of the New Highway 4.14 Comparing benefits to costs yields an economic rate of return (ERR) of approximately 30% (Table 4.6). The main risk would be the delayed benefits and possible cost increases associated with delays in completing the highway. The project would deal with this risk by providing early assistance in pro- curement and training of supervisory construction engineers. The sensitivity analysis below shows that the project still would remain viable even if costs exceeded estimates by 20% or if net benefits were 20? lower, or even if both occurred. The benefits from other relatively small investments in staff training, studies and improved road planning are not quantifiable. However, the present lack of planning personnel, lack of exposure to new technology, and absence of reliable data and data collection systems for road planning all suggest that such investments would have very high rates of return. - 33 - ECONOMIC RATE OF RETURN - SENSITIVITY ANALYSIS Jiaoqiao Aicheng- De'an Tong Yuan Project Aicheng De'an Tong Yuan Jiujiang Total Best Estimates 33.6 31.5 30.0 21.9 30.1 Sensitivity Analysis - 202 cost increase 30.6 28.4 27.2 19.9 27.3 - 20Z benefit reduction 29.9 27.7 26.6 19.4 26.7 - 20% cost increase and - 20% reduction of benefit 27.2 25.1 24.1 17.5 24.2 F. Economic Evaluation of the Nanchang Bridge 4.15 The Existing Bridges. Bayi road bridge and the Ganjiang road/rail bridge are the two existing bridges that cross the Gan River and serve as the northern entrance to the city of Nanchang. Besides being old and substandard (para 3.7), the two bridges connect to the two main avenues of the city Bayi and Hongdu--channelling all through north-south traffic into the city. Large, through traffic trucks cause unnec-3ssary congestion on the city roads, create pollution problems and induce more accidents. 4.16 Traffic on the Existing Bridges Without the Project. Statistics compiled by the Nanchang Municipal and Rural Construction Bureau (NMRCB) show that traffic on the two existing bridges grew at 11% p.a. between 1981-1987. In March 1987, NMRCB organized an intensive traffic count (24-hour count for three consecutive days) and origin-destination traffic surveys on the two bridges. This provided a more accurate picture of the composition and flow of traffic on the bridges. The surveys show that trucks made up about 42Z of the 12,400 vpd on Bayi Bridge, and about 912 of the 3,600 vpd on the Ganjiang Bridge (Table 4.7). This very high proportion of trucks combined with the high volume of non-motorized and slow-moving traffic creates serious conges- tion on the bridges. The congestion now is so bad that the average normal travel speed on the bridges is only 15 kph; when major accidents occur on the less than 1,100 meter stretch of bridges, traffic can be held up for over two hours. Motorized traffic on the two bridges has now grown to 16,000 vpd; 77Z of it is on Bayi Bridge. Assuming growth rates of 42 for small buses and 10-122 for medium and large trucks and buses, traffic would reach 25,600 vpd by 1992 and 55,500 by the 2000 (Table 4.7), over half of which would come from trucks. In addition to this normal growth of traffic, more interprovincial traffic could be expected after the proposed Nanchang-Jiujiang highway and Changjiang Bridge at Jiujiang are completed. Even overlooking the problem of urban congestion and pollution, this growth in traffic would overwhelm the capacity of the two existing bridges. Therefore new bridge capacity is urgently needed. - 34 - 4.17 The Proposed Nanchang Bridge. Through traffic bypassing Nanchang City would save 3-14 km distance by using the new bridge. Though the proposed bridge and approaches are 700-850 m. longer than the existing bridges, the total travel length would be 3-14 km shorter for inter-urban traffic. Start- ing from Qingyunpu in the southern most part of Nanchang City, drivers would have three alternatives: (i) go into the city using the eastern avenue of the city (Hongdu Avenue) across Ganjiang Bridge to Changling (23 km); (ii) go into the city using the Bayi Avenue right in the center of the city across Bayi Bridge to Changling (12 km); or (iii) bypass the city center by using the Yanjiang Road along the Gan River across the proposed Nanchang Bridge to Changling (9 km). 4.18 Projected Traffic on the Nanchang Bridge. The projected traffic on the new bridge would come mAinly from: (i) traffic diverted from the two existing bridges; and (ii) traffic generated by the improved road capacity and travel speed. (i) Traffic diverted from the existing bridges. The 0-D surveys conducted in March 1987 conclude that about 70Z of the urban traffic that crosses the Gan River would divert to the new bridge. Of this estimate, 65% of the existing traffic on Bayi Bridge and 80% of traffic on Ganjiang Bridge would divert to the new bridge. Therefore, the total diversion to the new bridge in 1992, the vpening year, would be about 25,600 vpd. By the year 2000, diverted traffic on the new bridge would reach 55,500 vpd (Table 4.8). (ii) Generated Traffic. The new bridge would be of high standard, provide for a pavement width for six-lane traffic, improved geometrics and increased capacity. Travel speeds on the new bridge would be about 60 kph. Congestion on existing bridges also would be reduced and travel speeds could increase to 35 kph. As speeds are increased and travel time is reduced, more trips would be undertaken with the same vehicles, so the improved road trans- port conditions would generate traffic beyond the normal growth rate. An increase of about 10% to 20% of normal traffic is expected to be generated as a result of improved roads, adding another 3,000 vpd in 1992 (Table 4.8). 4.19 The total traffic expected on the new road in 1992 would be about 25,600 vpd. With the high proportion of trucks, the equivalent passenger-car- units (PCUs) would be about 50,000 per day. The forecast traffic by 2,000 would be equivalent to 100,000 PCUs. Therefore, a six-lane divided bridge would be needed (Table 4.9). 4.20 Economic Evaluation. The same method of economic cost-benefit analysis used for the Nanchang-Jiujiang highway (paras. 4.11-4.12) was applied here: (i) Economic costs: All input and output elements for evaluating the costs and benefits of the new highway were obtained using January 1988 financial costs and applying conversion factors to reflect their economic costs (Table 4.5). The adjusted economic cost of the project is Y 179.0 mil- lion. The bridge requires routine maintenance every year and periodic main- tenance or repaving every ten years. The routine maintenance cost is estimatqd at Y 3,000/km. Periodic maintenance is estimated to be 10% of the construction cost. - 35 - (ii) Economic benefits. The principal benefits of the new bridge would take the form of savings in vehicle operating costs (VOC). Of the Y 50.0 million in total benefits in 1992, the opening year, 88% would accrue from the VOC savings of normal traffic. These savings would result from the shorter distance, improved riding quality of the new road, and reduced congestion on existing roads. The remaining 12% savings is attributed to: 10% for newly generated traffic, and 2% for accident reduction. The estimate of benefits is based on the anticipated traffic volume (Table 4.8) and the esti- mate of VOCs for different types of vehicles on (the higher standard bridge.) Detailed estimates are available in the project file. The benefits would build up rapidly after the project is completed since the existing transport corridor is now very congested. Benefits have been assumed to be constant after the year 2012, when project facilities would be used to their full capa- city. (iii) Overall evaluation and r1sks. Comparing benefits to cost yields an economic rate of return (ERR) of approximately 38% (Table 4.10). The rate of return is high considering that the additional benefits from reduced congestion on city streets are not included. These benefits cannot be quantified now due to the absence of data on city traffic. The sensitivity analysis below shows that the project still remains viable even if costs exceeded estimates by 20% or if net benefits were 20% lower or even with a combination of the two. ECONOMIC RATE OF RETURN - SENSITIVITY ANALYSIS (ERR (Z) Nanchang Bridge Best Estimates 37.9 Risk Analysis - 20% cost increase 34.4 - 20% benefit reduction 33.6 - 20% cost increase and 20% reduction of benefit 30.5 V. AGREEMENTS REACHED AND RECOMMENDATIONS 5.1 During negotiations, agreement were reached with the Jiangxi Province ont (a) a Road Safety Program for Jiangxi Province (para 2.18); (b) the list of equipment to be financed under the project (para 3.12); (c) the terms of reference for the evaluation of existing road pavements and the preparation of a strengthening and maintenance management program and for the preparation of a road data bank (para 3.14); - 36 - (d) an implementation schedule for the training program for staff of JPTD and the Nancheng Munic1pal and Rural Construction Bureau (para 3.16); (e) the terms of reference for consulting services to supervise construction (para 3.17); and (f) a project implementation schedule (para 3.26). 5.2 During negotiations, assurances were obtained from the Provincial Government that: (a) the training would be carried out according to a program agreed with the Association (para. 3.16); (b) the audited accounts of project-related expenditures prepared by the State Auditing Administration would be sent to the Association for review within six months of the close of each Chinese fiscal year (pata 3.34); and (c) the resettlement of populations in the area affected by the project would be is carried out according to a plan acceptable to the Association (para 3.39). 5.3 Conditions of effectiveness of the credit would be that the State Council has approved the Development Credit Agreement. 5.4 Subject to the foregoing, the proposed project would be suitable for an IDA credit of SDR 44.7 million (US$61.0 million equivalent) on standard IDA terms, with 35 years maturity. CHINA JIANGXI PROVINCIAL HIGHWAY PROJECT China: Investment in the Transport Sectur (Including Posts and Telecommunications) (Y billion) Ist typ 2nd FYP 3rd FYE 4th FYP 5th FYP 1953-57 1958-62 1963-65 1966-7, 1971-75 1976-80 1980 1981 1982 1983 1984 1985 1986 Railway 5.916 10.416 3.395 11.250 17.308 4.047 3.044 1.445 2.637 4.221 5.852 7.7 8.5 Highway - - - - - - 1.086 0.799 0.887 0.722 1.196 2.3 2.7 Waterway - - - - - - 1.391 1.295 1.545 1.937 2.629 3.7 3.7 Aviation - - - - - - 0.275 0.070 0.145 0.299 0.263 2.1 1.3 Pipeline - - - - - - 0.054 0.018 0.017 0.006 0.010 0.1 0.5 Subtotal 5.850 3.627 5.231 7.185 9.950 15.9 16.7 Post and telecommunications - - - - - - 0.384 0.420 0.490 0.619 0.896 1.2 1.3 Total 9.015 16.330 5.378 15.001 31.759 30.245 6.234 4.047 5.721 7.804 10.846 17.1 18.0 Total Capital Investment 58.847 120.609 42.189 97.603 176.395 234.217 55.889 44.291 55.553 59.413 74.315 107.4 117.6 Transport and telecommunications as % of total investment 15.3% 13.5% 12.7% 15.4% 18.0% 12.9% 11.2% 9.1% 10.3% 13.1% 14.6% 16.0% 15.3% Source: Statistical Yearbook of China. CT e0 -38 - Table 1.2 CHINA JIANGXI PROVINCIAL HIGHWAY PROJECT China: Freight Traffic (billion ton-km) Domestic Pipe- Civil Ocean Year Rail Road/a waterway /b lines aviation Total shipping 1952 60.2 1.4 11.8 - - 73.4 2.8 Modal split (%) (82) (2) (15) - - (100) - 1977 456.8 25.1 102.1 38.7 0.1 622.8 174.1 Modal split (%) (73) (4) (17) (6) - (100) 1979 559.8 74.5 139.0 47.6 0.1 821.0 317.4 1980 571.7 76.4 152.3 49.1 0.1 849.6 353.2 1981 571.2 78.0 150.1 49.9 0.2 850.0 364.3 1982 612.0 94.9 170.8 50.1 0.2 928.0 376.9 1983 664.6 108.4 181.1 52.4 0.2 1,006.1 397.7 1984 724 7 153.6 196.1 57.1 0.3 1,132.0 437.4 1985 812.5 177.0 225.5 60.3 0.4 1,275.7 532.9 1986 876.5 195.8 248.9 61.2 0.5 1,382.9 594.8 Modal split (%) (63) (14) (18) (5) - (100) Growth rate % p.a. 1952-77 8.4 12.2 9.0 - - 8.9 17.9 1983-84 9.1 41.7 8.3 9.0 - 12.5 10.0 1984-85 12.1 15.2 15.0 7.2 - 12.7 21.8 1985-86 7.9 10.6 10.4 1.5 - 8.4 11.6 1980-86 7.4 17.0 8.5 3.7 - 8.5 9.1 /a From 1979 includes all road transport, not just that completed by road transport departments. These data exclude transport by traditional means, which is sizeable in term of tonnage but take place mostly along short distances. /b Excludes ocean-going transport which is often included in Chinese statistics. In 1979, coastal shipping accounted for 85 billion tkm and inland waterways for 54 billion tkm. The figures for 1982 were, respectively, 106 and 65 billion tkm. Source: Statistical Yearbook of China. - 39 - Table 1.3 CHINA JIANGXI PROVINCIAL HIGHWAY PROJECT China: Passenger Traffic (billion passenger-km) Year Rail Road Waterway Aviation Total 1952 20.1 2.3 2.5 - 24.9 Modal split (%) (81) (9) (10) - (100) 1977 102.5 44.8 9.8 1.8 158.7 Modal split (%) (64) (28) (7) (1) (100) 1979 121.6 60.3 11.4 3.5 196.8 1980 138.3 72.9 12.9 4.0 228.1 1981 147.3 83.9 12.9 5.0 250.0 1982 157.5 96.4 14.5 6.0 274.4 1983 177.6 110.6 15.4 5.9 309.5 1984 204.6 133.7 15.4 8.4 362.0 1985 241.6 157.3 17.4 11.7 428.0 1986 258.7 168.6 17.1 14.6 459.0 Modal split (%) (56) (37) (4) (3) (100) Growth rate % p.a. 1952-77 6.7 12.6 5.6 - 7.7 1983-84 15.2 21.0 - 42.4 17.0 1984-85 18.1 15.4 11.7 40.0 17.3 1985-86 7.1 7.2 -1.7 24.8 7.2 1980-86 11.0 15.0 4.8 24.1 12.3 Source: Statistical Yearbook of China. CRINA JIANGXI PROVINCIAL HIGHWAY PROJECT China: Highway Design Standards Expressway Class 1 Class 2 Class 3 Class 4 Plain- Hilly- Plain- Hilly- Plain- Hilly- Plain- Hilly- Plain- Hilly- hilly mountain hilly mountain hilly mountain hilly mountain hilly mountain area area area area area area area area area area Number of vehicles accommodated ---->25,000------ --5,000-25,000--- --2,000-5,000--- ----->2,000----- ------>200------- Designed travel speed (km/hr) 120 80 100 60 80 40 60 30 40 20 Surface width (m) 2x7.5 2x7.0 2x7.5 2x7.0 9 7 7 6 3.5 3.5 Subgrade width (m) 26 23 23 19 12 8.5 8.5 7.5 -------6.5------- Minimum radius of hori- zontal curves (m) 650 250 400 125 250 60 125 30 60 15 Maximum gradient (%) 3 5 4 6 5 7 6 8 6 9 Minimum passing sight distance (m) 210 110 160 75 110 40 75 30 40 20 Nonsuperelevated radius of hori- zontal curve (m) 5,500 2,500 4,000 1,500 2,500 600 1,500 350 600 150 Source: Technical Standard on Road Engineering, Highway Bureau, Ministry of Communications, Beijing, 1981. - 41 - Table 1.5 CHINA JIANGXI PROVINCIAL HIGHWAY PROJECT China: Motor Vehicles Manufactured and Imported, 1980-86 ('000) 1980 1981 1982 1983 1984 1985 1986 Domestic Production Total vehicles 222.3 175.6 196.2 239.8 316.4 437.2 369.8 of which trucks 135.5 108.3 121.8 137.1 181.8 269.0 229.1 as % of total (61.0) (62.0) (57.0) (57.2) (57.4) (61.5) (62.0) Imports Cars - 1.4 1.1 5.8 21.6 105.8 Trucks 22.0 20.8 7.7 8.4 28.0 111.5 Dump trucks - 1.5 1.1 2.3 4.8 10.7 Chassis with engines - 0.3 0.4 0.9 2.1 2.6 Others - 17.6 5.8 7.6 92.2 123.4 Total 41.6 16.1 25.1 148.7 354.0 Source: Statistical Yearbook of China, 1982-87. -42 - Table 1.6 CHINA JIANGXI PROVINCIAL HIGHWAY PROJECT China: Total Freight Transport Handled by Public and Social Trucks Freight volume Freight density Average distance (million tons) (billion ton-km) (km) Public Social Public Social Public Social Year truck truck Total truck truck truck truck 1978 852 2,406 3,258 27.4 44.6 32.1 18.5 1979 816 2,748 3,564 26.8 47.7 32.8 17.4 1980 760 2,060 2,820 25.5 50.9 33.5 24.7 1981 715 2,922 3,637 25.3 52.7 35.4 18.0 1982 788 3,004 3,792 30.3 64.6 38.4 21.5 1983 791 3,219 4,010 33.5 74.9 42.3 23.3 1984 789 4,545 5,334 35.4 118.2 44.9 26.0 1985 762 4,987 5,749 35.5 141.5 46.6 28.4 1986 785 36.9 158.9 47.0 Source: Statistical Yearbooks of China, 1980-87. Table 2.1 CHINA JIANGXI PROVINCIAL HIGHWAY PROJECT Jiangxi: Demographic and Transport Network Data, 1986 Popula- Per capita Road Transport network density (km/'000 km2 tion Area GOVAI /a length Navigable in- (million) ('000 km2) (Y) ('000 km) Road Railway land waterway Country Total 1,057.2 9,600 1,438.4 962.8 100.3 5.5 11.4 Xizang autonomous region /b 2.0 1,200 581.0 21.7 18.1 - - Jiangsu province /c 62.7 100 2,500.6 23.1 231.0 7.1 236.5 Shandong province /d 77.7 150 1,471.0 37.0 246.6 13.6 15.8 Sichuan province /d 103.2 560 908.5 91.5 163.4 5.1 14.3 Shaanxi province 30.4 190 1,008.0 37.7 198.4 9.8 3.6 Jiangxi province 35.1 160 964.5 31.9 199.4 9.2 30.9 /a Gross Output Value of Agriculture and Industry. /b The poorest province in China in terms of GOVAI. /c The richest province in China in terms of GOVAI. /d Shandong province has the fifth largest road network in China in terms of road density (km/'000 km2, Beijing, Shanghai and Tienjin municipalities are excluded); Sichuan province has the largest road network in terms of total length of the network. Source: Statistical Yearbook of China, 1987. Table 2.2 CHINA JIANGXI PROVINCIAL HIGHWAY PROJECT Jiangxi: Vehicle Fleet, 1985 (-000) Trucks /a Passenger bus Transport facilities No. of trucks No. of buses Transport Gov't Social Gov't Social per km road per '000 tractor per kM. km trucks trucks bus bus network pop. of road network Country Total 194.1 2,497.0 83.1 813.3 2.9 0.86 3.2 Xizang autonomous region lb 2.7 13.6 0.2 3.0 0.7 1.60 0.2 Jiangsu province /c 8.8 96.4 5.5 42.3 4.7 0.77 0.8 Shandong province 15.3 153.0 3.8 48.0 4.6 0.67 9.0 Sichuan province 17.6 132.3 8.9 35.3 1.9 0.52 0.7 Shaanxi province 5.7 64.6 2.2 22.5 1.9 0.82 9.4 Jiangi pcovirice 3.7 60.6 3.1 17.7 2.0 0.60 0.9 /a Freight trailers excluded. /b The poorest province in China. Ic The richest province in China. Sources: Statistical Yearbook of China, 1986. Statistical Yearbooks ofJiangxi, Shandong and Shaanxi Provinces, 1986 Statistical Yearbook of Sichuan Province, 1987. - 45 - Table 2.3 CHINA JIANGXI PROVINCIAL HIGHWAY PROJECT Jiangxi: Freight Handled by Public and Social Trucks, 1985 Freight volume Freight density Average distance (million tons) (billion ton-km) (km) Own Own Own Public account Public accaunt Public account truck truck Total truck truck truck truck Country Total 762.2 4,987 5,749 35.5 141.5 46.6 28.4 Xizang autonomous region /a 0.4 - - 0.3 - 750.0 - Jiangsu Province /b 48.0 166 214 2.0 - 41.7 - Shandong Province 45.9 81 127 3.1 3.0 67.4 37.0 Sichuan Province 44.5 443 487 2.7 34.2 60.7 39.9 Shaanxi Province 16.8 29 46 0.8 1.2 47.6 40.9 Jiangxi Province 12.6 74 87 0.7 3.7 55.6 49.7 /a The poorest province in China. /b The richest province in China. Sources: Statistical Yearbook of China, 1986 Statistical Yearbook of Jiangxi, Shandong, and Shaanxi Provinces, 1986 Statistical Yearbook of Sichuan Province, 1987 -46 - Table 2.4 CHINA JIANGXI PROVINCIAL HIGHWAY PROJECT Jiangxi: Capital Construction Investment in Transport Sector, 1986 Total capital Per-capita capital construction investment construction investment Rail- High Water Avia- Rail- High Water Avia- Total way way way tion Total way way way tion -------- (Y 100 million) -------- --------------- (Y)-------------- Country Total 167.3 84.7 26.8 36.8 13.5 15.8 8.0 2.5 3.5 1. Xizang autono- mous region /a 0.72 - 0.40 - 0.32 36.0 - 20.0 - 16.0 Jiangsu province /b 6.0 1.3 1.0 3.4 0.1 9.6 2.1 1.6 5.4 0.1 Shandong province 8.4 3.3 0.4 3.1 0.2 10.8 4.2 0.5 3.9 0.2 Sichuan province 4.1 0.7 1.7 0.7 1.1 4.0 0.7 1.6 0.7 1.1 Shaanxi province 1.8 0.9 0.5 - 0.4 5.9 - 1.6 - 1.3 Jiangxi province 1.4 0.01 1.1 0.3 - 4.0 0.03 3.1 0.8 - /a The poorest province in China. /b The richest province in China. Sources: Statistical Yearbook of China, 1987. - 4- Table 3.1 CHINA JIANGXI PROVINCIAL HIGHWAY PROJECT Estimated Disbursement Schedule Estimated cumu- Disbursement profile IBRD fiscal year lative disbursements of Regional trans- and semester US$ million % portation projects (%) 1989 June 30, 1989 0.0 0 0 1990 December 31, 1989 1 June 30, 1990 5.0 8 6 1991 December 31, 1990 24 June 30, 1991 27.0 45 44 1992 December 31, 1991 62 June 30, 1992 43.0 70 73 1993 December 31, 1992 79 June 30, 1993 49.0 80 88 1994 December 31, 1993 June 30, 1994 55.0 90 93 1995 December 31, 1994 61.0 100 100 June 30, 1995 CHINA JIANGXI PROVINCIAL HIGHWAY PROJECT Nanchang-Jiujiang Road: Economic Data of its Service Area, 1986 Gross output value Per capita output value Of. agriculture Of agriculture Population Area and industry and industry (million) ('000 km2) (Y billion)/a (Y/person) Nanchang City 3.4 0.62 5.80 1,706 Xinjian County 0.5 2.34 0.36 720 Yongxiu County 0.3 2.03 0.19 633 De-an County 0.1 0.93 0.23 2,300 Jiujiang City & Country 0.7 1.51 1.34 1,914 Total, the 4 Cities 5.0 7.43 7.92 1,584 Total Jiangxi province 35.1 166.9 33.85 964 % of the 4 cities to the province 14.2 4.4 23.4 1.8 times higher /a At 1980 constant prices. Source: Statistical Yearbook of Jiangxi Province, 1986. - 4 - Table 4.2 CHINA ------- JIANGII PROVINCIAL HIGHMAY PROJECT A. Traffic an the Existing Roads without the New Nanchang-Jiujiang Highway ------------------------------------------------------------------------------ Expected Traffic YOCs 11 Shangwu- Growth Rates on existing roads lujiapu- ------------------ ----------------- Characteristics Jiaoqiao-Yunshan- Yunshan- De'an- Tongyuan- 1986- 2001- Flat Hilly of existing Rd. ShangNu Aicheng De'an Tongyuan Jiujiang 2000 2012 poor rd. poor rd. --------------- -------- -------- -------- -------- ------------------ -------- -------- Rd length 15 60.0 42 30.7 23.6 width: pavement,s 6.5 6 6 6 6 lanes 2 2 2 2 2 Gradients 9% 8-131 8 8 8 flat flat flat rolling rolling 1986 av speed,kph 35 25 35 35 35 1986 vpd: Trucks: Small 493 206 158 114 260 6 4 315.0 340.3 Medium 1433 579 503 411 426 10 8 434.8 504.5 Large 69 91 98 100 58 12 10 585.2 681.4 Tr.trailer 130 78 78 81 43 12 10 1202.7 1456.2 Buses: Small 957 294 243 225 290 14 10 560.3 585.7 /2 pldius ?26 23. 128 !00 199 12 8 72!.4 837.7 !2 Total 3808 1484 1208 1031 1276 1992 vpd: Trucks: Small 699 292 224 162 369 Medium 2539 1026 891 728 755 Large 136 180 193 197 114 Tr.trailer 257 154 154 160 85 Buses: Small 2101 645 533 494 637 Medium 1433 466 253 197 393 Total 7164 2763 2249 1938 2352 2000 vpd: Trucks: Small 1115 466 357 258 580 Medium 5442 2199 1910 1561 1618 Large 337 445 479 489 283 Tr.trailer 635 381 381 396 210 Buses: Small 5992 1841 1522 1409 1816 Medium 3548 1153 626 489 973 Total 17069 6485 5275 4601 54B7 Notes: 1. Not adjust with conversion factors. 2. YOCs of buses 128, and 40 passenger seats for small and medium buses respectively) include time value of passengers at Y o.3/passenger-hour CHINA - 50 Table 4.3 JIANSXI PROVINCIAL HIGHWAY PROJECT Page I of 2 B. Projected Traffic on the New Nanchang-Jtujiang Highway,and on Existing Road with Project (0 Traffic diverted to & generated on new road YOCs /1 on new roads Expected ----------------- Characteristics Jiaoqiao- Aicheng- De'an- Tongyuan- Traff.Gen Flat Hilly of proposed Rd. Aicheng De'an Tongyuan Jiuliang Rates (Q) good rd. good rd. Rd length (l12.6kel 39 27 22 24.6 distance saved(ke) 36 15 8.7 -1 width: pavement,@ 9 9 9 9 lanes 2 2 2 2 Gradients up to 51 up to 5% up to 51 up to 51 Design Speed, kph 60 60 60 60 Expected diversion fr existing rd.(%) 30 75 70 80 80 1992 vpd: Diverted traffic Trucks: Small 429 157 129 295 225.3 243.4 medium 1531 624 582 604 313.6 363.A Large 176 135 158 92 427.7 498.0 Tr.trailer 192 108 128 68 890.0 1077.6 Buses: Small 1114 373 395 509 358.6 395.2 /2 Medium 779 177 158 314 523.7 608.2 /2 Total 4221 1574 1551 1882 1992 vpd: Generated traffic Trucks: Small 86 31 26 59 20 Medium 153 62 58 60 10 Large 18 14 16 9 10 Tr.trailer 38 22 26 14 20 Busesi Small 223 75 79 102 20 Medium 156 35 32 63 20 Total 674 239 236 307 1992 vpd: Diverted fr.raily Large truck 0 0 0 0 Medium bus 34 34 34 34 Total 34 34 34 34 Total lon new road) 4929 1847 1821 2223 ---------------------------------------------------------------------------------------------- (i) Traffic diverted to & generated on new road lContd....) 51 - Table 4.3 --------------------------------------------------------------------------------------------------------------- Page 2 of 2 Jiaoqiao- Aicheng- De'an- Tongyuan- Aicheng De'an -oyuan Jiujiang 2000 vpd: Diverted traffic Trucks: Small 684 250 206 470 Medium 3282 1337 1249 lq4 Large 435 335 391 227 Tr.trailer 476 267 317 168 Buses: Soall 3178 1065 1127 1453 Medium 1929 438 391 778 Total 9984 3692 3680 4390 2000 vpd: Generated traffic Trucks: Small 137 50 41 94 Medium 328 1!4 125 129 Large 43 34 39 23 Tr.trailer 95 53 63 34 Buses: Small 636 213 225 291 Medium 386 88 78 156 Total 1625 571 572 726 2000 vpd: Diverted fr. railway Large truck 266 266 266 266 Medium bus 63 63 63 63 Total 32? 329 329 329 iota10n new roaw 11MU 45v 451i 5q3 (Wi) Traffic left on eKisting road 1992 vpd: Trucks: Small 490 73 67 32 74 Medium 1777 256 267 146 151 Large 95 45 58 39 3 Tr.trailer 180 38 46 32 17 Buses: Small 1470 161 160 99 127 Medium 1003 116 76 39 79 Total 5015 691 675 388 470 2000 vpd: Trucks: Small 780 116 107 52 118 Medium 3809 550 573 312 324 Large 236 111 144 90 57 Tr.trailer 445 95 114 79 42 Buses: Small 4194 460 456 282 363 Medium 2484 288 188 98 195 Total 11948 1621 1582 920 1097 Notes: 1. Not adjust with conversion factors. 2. VOCs of buses (28, and 40 passenger seats for small and medius buses respectively) include time value of passengers at Y o.3/passenger-hour -52 - Table 4.4 CHINA JIANGXI PROVINCIAL HIGHWAY PROJECT Traffic on the New Nanchang-Jiujiang Highway in Passenger Car Equivalent Unit (PCUs) 1992 vpd: Trtriier.4 4 Buses: Ea 2 ~ t ot: 4 4 4 - - - - - - - - - - - - - - - - - - - - - - - Tr,teafler.4 12' '. Blsis: 53,3 Medi, -.5 , ra:F;y z. ;ye- EESesy :ir »c-,. -t -: :4: ::'É 3 :.:r.g £n .it '.i<r:- - 53 - Table 4.5 CHINA JIANGXI PROVINCIAL HIGHWAY PROJECT Economic Cost Conversion Factors, 1988 Financial cost Conversion Economic composition (%) /a factors cost (%) Construction Labor Skilled 3.9 3.0/b 11.7 Unskilled 9.0 0.77- 6.3 Equipment 11.6 1.3fc 15.0 Materials 32.9 1.0 32.9 Cement 7.7 1.3 10.0 Steel 4.1 1.3 5.3 Timber 4.0 1.3/b 5.2 Bitumen 1.4 1.0 1.4 Fuel 5.0 1.0 5.0 Overheadb 20.4 1.0 2A Total 100.0 113.2 Vehicle Operation (based on 4-ton truck, hilly terrain) Labor 7.7 1.0 7.7 Equipment depreciation 13.7 1.3 17.8 Fuel 39.5 1.0 39.5 Tires 7.9 1.0 7.9 Maintenance 25.6 1.7/d 42.7 Overheads 5.6 1.0 5.6 Total 100.0 121.2 /a Excluding miscellanea. /b According to Peter Dittus, "Economic Prices for Project Evaluation in China," January 1988. /c Own estimates. /d Based on 1/3 unskilled labor, 1/3 skilled labor and 1/3 spare parts. /e Shadow exchange rate of Y 5.5 / US $ 1.0 is used. !’一’中”話’計 〕〕 - 55 - Version 2 Table 4.7 CHINA --------- JIANGXI PROVINCIAL H16HWAY PROJECT ----------------------------------- A. Traffic on the Existing Bridge without the New Nanchang Bridge -------------------------------------------------------------- ------------------------------------------------------------------------------------------------------------------------ Expected Traffic YOCs on Growth Rates Bridges /I Bayi Bridge 6anjjiang Bridge ------------------ -------- Characteristics ------------------------- ------------------------- 1986- 2001- Old of existing Bridge in out Total in out Total 2000 2012 poor br. ------------------ -------- -------- ------- -------- -------- ------- ------------------ -------- Length: fr. Jinggangshan Ike) to Changling 12.00 23.00 width: pavement,s 7 6 lanes 2 2 Gradients 0-12 0-1% Design Speed, kph 15 is --------------------------------------------------------------------------------------------------------------- 1987 vpd: Trucks: Medium 2403 1096 3499 995 1822 2817 10 B 434.0 Large 1155 539 1694 140 334 474 12 10 585.2 Buses: Small 838 1531 2369 24 36 60 4 4 560.3 /2 Van 1061 1270 2331 77 83 160 10 8 721.4 /2 Larnp 19?h 101t 7917 &S 4A H3 12 9 1285.5 /2 Total 6983 5447 12430 1301 2323 3624 -------- -------- -------- -------- -------- -------- 1992 vpd: Trucks: Medium 3670 1765 5635 1602 2934 4537 Large 2036 950 2985 247 589 835 Buses: Small 1020 1863 28B2 29 44 73 Van 1709 2045 3754 124 134 258 Large 2699 1782 4471 115 85 199 Total 11323 8405 19728 2117 3785 5902 -------- -------- -------- -------- -------- -------- 2000 vpd: Trucks: Medium 9296 37114 12079 3435 6290 9725 Large 5040 2352 7392 611 1457 2068 Buses! Small 1395 2549 3945 40 60 too Van 3663 4394 B047 266 287 552 Large 6659 4411 11070 284 209 493 Total 25053 17481 42533 4635 8303 12939 -------- -------- -------- -------- -------- -------- ------------------------------------------------------------------------------------------------------------------------ Notes; 1. Not adjusted with conversion factors 2. VOCs of buses (28,40,and 60 passenger seats for small, medium, and large buses respectively) include time value of passenger at Y 0.3/passenger-hour. - 56 - CHINA Table 4.8 JIANGII PROVINCIAL HIGHMAY PROJECT Page 1 of 2 B. Projected Traffic on the New Nanchang Bridge (i Traffic diverted to & generated on new bridge --------------------------------------------------------------------------------------------------------------------------------- VOCs on Bridge I Bayi Bridge Ganijiang Bridge Nanchang Bridge Expected --------- Characteristics -----------------------------------------------------Traff.Gen New of proposed Bridge in out Total in out Total in out Total Rates (Z) good br. -------- ---------------- -------- -------- ------- -------- -------- ------- --------- -------- Length: fr. Jinggangshan Ike) to Changling 12.00 23.00 8.98 distance saved(ks) 3.02 14.02 0 width: pavement,@ 7 6 lanes 2 2 6 Sradients 0-1% 0-1% 0-1% Design Speed, kph 15 15 60 Expected diversion fr existing rd.(Z) 65 80 1992 vpd: Diverted traffic Trucks: Nediu 7292 313.6 Large 2609 427.7 Buses: Small 1932 358.6 Van 2646 523.7 Large 3066 944.9 Total 17545 1992 vpd: Senerated Traffic Trucks: Medium 1458 20 Large 261 10 Buses: Small 193 10 Van 529 20 Large 613 20 Total 3055 Total(on new bridge) 20600 - 57 - (i) Traffic diverted to & generated on new bridge Table 4.8 Page 2 of 2 Bayi Bridge fanjjiang Bridge Nanchang Bridge in out Total in out Total in out Total 2000 vpd: Diverted traffic Trucks: Medium 15632 Large 6459 Buses: Small 2644 Van 5673 Large 7590 Total 37998 2000 vpd: Generated traffic Trucks: Medium 3126 Large 646 Buses: Small 264 Van 1135 Large 1518 Total 6689 Totallon new bridge) 44687 (ii) Traffic left on existing road 1992 vpd: Trucks: Medium 1972 907 Large 1045 167 Buses: Small 1009 15 Van 1314 52 Large 1565 40 Total 6905 1180 2000 vpd: Trucks: Medium 4228 1945 Large 2587 414 Buses: Small 1391 20 Van 2917 110 Large 3875 99 Total 14887 2588 Notes: 1. Not adjusted with conversion factors 2. VOCs of buses (28,40,and 60 passenger seats for small, medium, and large buses respectively) include time value of passenger at Y 0.3/passenger-hour. - 58 - Table 4.9 CHINA JIANGXI PROVINCIAL HIGHWAY PROJECT Traffic on the New Nanchang Bridge in Passenger Car Equivalent Unit (PCUs) Nanchapg 1992 vpd: Trucks: Mediux (2.5) 21877 Large 8609 Buses: Siall (2) 42r0 Van 2i 6351 Large (2.5) 9197 Total 50284 2000 vpd: Trucks: Medium (2.5) 39562 Large (3) 2"96t Buses: Small (2! 6514 Van 2 11345 Large (2.5) 26612 Total Total 104999 Note: Figures in parentheses are car equivalent factors of vehicles moving or. flat terrain. CHINA JIANGII PROVINCIAL HISNUAY PROJECT Economic Rates of Return tERR and SensitivlVy Analyses Nanchang Brtdge toillion 'tean> /-1 - - ---------------------------- --------------- ------ -------------------------------------------------------------------------------------- ----------------------------- Base case------------------------------------------------------------ Sensitivity Analyses ------------------------------------ -------- Costs------ --------------------------------- ---------Cas i-- -- --------[ase 2------- ---------£ase 3--------- From conversiop factors !_3 Const. Matnt. --VOC Savings-- Accident Lorst. Ionst. LDnst. ------------------------ cost cost reduction costs Benefits iosts Benefits costs Benefits [onst. Total iear /2 Total Normal Benerated savings Total Net 1+2k%) (-20%) Net +201) Net t-201i Net costs satinqs Net ------------------------------------------------------------------------------------------------------------------------------------------------------------------ 1989 26,00 2b.00 26.v0) :1.2v 3L.2v: 31.2' 7l.2.. 2e.u :.éi 3.38 9.38> 1990 52.Q( 52.00 t52.00) 62.40 1 62.4v> o2.4. ca2.4 5..' . o.4 i58.24, 1991 52.00 52.00 52.'.w o2.4t 162.4,, t 2.40 1..4. 5.' ;5." 5. 57-72> 1992 2b.0' 26.09 36.82 4.6'> v .22 41.b4 15.D4 31.20 33.31 2.1 31.2v 41.b4 10.44 26. 3L31 E3i 2.6.. 7.5" 2L.54 1993 0.o4 0.u4 43.101 5.39 k.22 48.71 4B.b' .04 3.97 38.93 0.4 4B.71 48.o7 ..4 8.7 36.9: ." 8.28 56.95 I4 .,4 0.04 5.4t 6.31 '.23 57. t Sc.06 0.04 45.ct 45.5e ".4 57.: to. 4t 1'.,4 45.0o 45.e 9.12 b6.0B 1995 k.%4 v.Q4 59.07 7.39 b.2 6e.o vo.05 0.04 53.35 53.31 ".14 t.69 b.o5 t.v4 53.35 5:. ',1 K,.v 6.65 1496 0.04 u.04 69.15 B.t5 .24 78.v4 'a."0 0.t4 b2.42 62.39 .04 73.04 . L.04 t2.43 6'.39 l.93 89.93 1997 i.k4 t.u4 8.95 10.13 .14 91..2 11.28 .4 72.vi )3.t2 t.,4 91..2 91.28 v94 73.,i 7.v2 11.8' 13-15 199B 0.04 t.4 94.?7 11.86 t.24 I',6.87 li6.83 0.04 BS.5, B5,4D k."4 lo.S7 1t-.93 U.t4 85.5v 85.46 >2.82 119.o 1999 v.v4 u.04 110.94 13.93 -.24 125.06 125.03 0.04 10v.05 10.01 &.v4 125.66 125.02 0.04 Itvv.vf N0.' 13. ' 138.78 200 ('.x4 0.04 1.9.89 16.23 k.24 146.36 146.32 0.04 117.09 117.05 t.v4 146.76 146.32 .".4 1l?.09 117.iO 14.64 160.96 2001 ,.,14 t.4 152.06 19.vo k .24 171.30 I1.26 (.04 137.e4 137.00 .'4 171.30 171.2b 0.04 137.t4 12.0' 171.2b 2002 15.61 15.60 178.t1 22.24 0.24 2"v.49 194.89 15. ó 1,,.39 144.79 15.60 2.0.44 184.8 15.ui 16.39 144." 1B4.89 2003 0.14 0.04 208.39 2t.04 -.24 234.67 24.C3 .,,,4 117.4'1é.7u 0.',4 234.67 234.03 ,.04 187.-4 l07.?. 234.o3 2)04 o.o4 0.04 243.96 30.48 k.24 24.b8 2.4.64 ."4 219.74 2>9. 7. .04 274.68 .74.64 .4 214.'4 -19.7 274.64 t05 .,4 0.u4 285.60 3".ta v.:4 321.52 3.1.48 '.74 257.22 25.18 ..4 321.52 321.48 .-4 57.2z 257.i8 321.48 2t, ".,4 0.v4 334.34 41.77 ø.24 37ý.5 3t.31 -.-04vI.ti 3k,i1v4 i.04 376.35 b.",l v.-4 3'01..4 370.31 20; 0.v4 9.04 391.4, 4.8 v .24 44v.54 44-.5. Q.4 -5.4: 351.39 o.-4 44t- 44 - (.u4 352.43 252.79 440.50 ,w8 0.04 0.04 458.29 57.25 v..4 515.r 515.o5 ""4 4l.5 412.51 '.04 515.6' 512.o5 ".04 412.55 41...51 515.65 0.4 v.k4 536.40 67.,2 '.24 t'.o6 o'3.62 v.v4 482.93 482.89 . 4 oo3.66 o3.62 0.04 4o2.93 482.89 6v3.62 010 L.04 C.t4 67.95 7B.4b u.24 7"o.r5 7v'.nI ".94 56.;~ 5b5.2l v.,4 716.65 706.61 1.04 565.32 S5.28 706.61 2011 V.u4 v.04 735.13 91.85 '.24 827.22 .B (.04 661.78 61.74 0.'4 827.22 827.18 v.04 6o1.78 eel.'4 827.18 2012 15.6 15.60 Bo.60 107.53 (.24 466.37 52.77 15. o 774.70 759.10 15.6 9b8.37 952.77 15.o0 774.70 759.1- 952.1 ( ER= 37.95. E = :ti.52 £R = 34.39% ERR 33.4Z ERR= 38. tiu- 1: All prices are calculated at September 198B constant prices. 2: Foutine aaintenance Cost at Y 3,000ik and periodic mainterance fequired every 10 years at about 107 of total bridge construction cost. I3: acreases due to conversionr factors. 4: All 4igures are rounded. ANNEX 1 - 60 - Page 1 PEOPLES REPUBLIC OF CHINA JIANGXI PROVINCIAL HIGHWAY PROJECT JIANGXI PROVINCIAL TRANSPORT DEPARTMENT TERMS OF REFERENCE FOR CONSULTANT SERVICES FOR CONSTRUCTION SUPERVISION I. INTRODUCTION The Jiangxi Provincial Transport Department (JPTD) and the Nanchang Municipal Government (NMG) plan to construct a new 113-km two-lane, Class II highway between Nanchang and Jiujiang and a double-deck, 6-lane bridge about 1,900 meters long over the Ganjiang at Nanchang. The work will comprise contracts for the highway civil works and contracts for the bridge and approach road construction. Accordingly, the JPTD and NMG will seek the services of qualified and experienced consultants to form part of joint consultants/JPTD and consultants/NMG teams to supervise the works. It is estimated that about __ man-years of consultant services will be needed. II. OBJECTIVES The purpose of the services is to ensure: (a) that all civil works are carried out in full compliance with specifications; and (b) that JPTD and NMG engineers on the joint supervision team are trained both formally and on-the-job in civil works supervision. III. DEFINITIONS In these Terms of Reference the following words shall have the meanings hereby assigned to them: (a) Contractor: The construction firm(s) which the JPTD and NMG will contract with for the road and bridge construction. (b) Contract: Contract to be agreed between the parties mentioned under (a) above. (c) Works: The works to be executed in accordance with the Contract. ANNEX 1 - 61 - Page 2 (d) Engineer: ___, JPTD and ____, NMG. (e) Resident Engineer: The engineer appointed by the Engineer in (d) above. (f) Employers: The JPTD and the NMG. IV. SCOPE OF WORK The Consultant is to supervise the Works and to approve the materials and workmanship of the Works. Consultants will have no authority to relieve the Contractor of any of his duties or obligations under the Contract nor to order any work involving delays or any extra payment by the Employers without the consent of the Employers. General Duties (a) to decide on the Contractor's application for subletting parts of the Works, after prior consultation with the Employers; (b) to explain and/or adjust ambiguities and/or discrepancies of Contract Documents and to provide assistance to the Employers in the settlement of disputes with the Contractor; (c) to approve the Contractor's working drawings and if necessary to issue further drawings and/or to give instructions to the Contractor; (d) to provide data for the setting out of the Works; (e) to approve or to reject the Contractor's superintendence, key personnel and/or construction program, materials and/or sources of materials; (f) to control and appraise the progress of the Works, to order if required the suspension of the Works, and/or to determine the amount of extension of the period for completion of the Works after prior consultation and agreement with the Employers; (g) to issue variation orders, to evaluate variations, to fix rates for unpriced Works, to order day-works and/or to decide on alternatives, provided that such measures will not increase the total contract price by more than 5%; (h) to prepare and issue certificates of payment to the Contractor and to certify the completion of the Works or parts thereof; (i) to inspect the Works during and/or after the Maintenance Period and to issue the Maintenance Certificate; (j) to inspect the performance of the Works with regard to worksmanship and compliance with the Specifications and to order, supervise or ANNEX 1 - 62 - Page 3 perform tests on materials and/or Works before covering up and to approve or disapprove the Contractor's plant and equipment; (k) to order if required the uncovering of completed Works and/or the removal and substitt.ion of improper materials and/or Works; (1) to check systematically the progress of the Works and to order the initiation of certain Works which are part of the Contract; (m) to examine and attend the measurement of any work which is about to be covered up or put out of view before permanent work is placed thereon andijr to examine and attend the measurement of the completed Works; (n) to check the Contractor's accounts, invoices, claims and other statements with respect to arithmetical errors and compliance with the Contract and if required, to make corrections thereof; (o) to supervise the Contractor in all matters concerning safety and care of Works and if required to request from the Contractor the necessary lights, guards, fencing, and watching; and (p) to carry out such duties under the terms of the Contract as may from time to time be delegated in writing by the Engineer. The Consultant shall prepare and implement all the administrative systems and procedures needed to ensure the effective supervision of the Works in accordance with the scope of work outlined above and generally accepted international standards. Training The Consultant shall prepare a detailed training program for the engineers assigned by JPTD and NMG to the joint supervisory teams. The program should cover both formal and informal (on-the-job) training in construction supervision and specifically: (a) the organization and administration of the supervision of bridge and road Contracts; (b) quality control and testing to ensure compliance with specifications; and (c) preparation of systems and procedures for recording progress, quality control testing, costs, variations or extra works, etc. Staffing The Consultant shall provide the requisite number of supervisory staff to the joint supervision team who will be resident on the project and who will be responsible for the overall supervision of the Contractor's operations. Additional personnel such as inspectors, surveyors, and soil technicians shall either be provided by the Employers or be hirr i locally by ANNEX 1 - 63 - Page 4 the Consultant. The number of experienced and qualified staff for the work involved shall be sufficient to meet the requirements of the project. The Consultant's staff should be graduate engineers or the equivalent with at least 12 years practical site experience on major road works in the following fields: supervision and administration of major road contracts, structural engineering including foundations, pavement design and construction including earthworks, drainage, soils and materials engineering, etc. The Consultant shall purchase all equipment, office materials, instruments and similar appurtenance he feels is required over and above that furnished by the Contractor. The Contractor shall furnish the Consultant will vehicles complete with maintenance, cost of operation and operators. A field laboratory with the required equipment to carry out field materials testing shall be furnished by the Contractor. The operations and maintenance cost of all equipment except vehicles shall be the responsibility of the Consultant. Control of the Work The Consultant shall establish all P.I.'s and Bench Marks on the ground. The Consultants shall supervise the initial engineering stakeout to establish line and grade, setting stakes for alignment and structures, and check and verify subsequent stakeout control by field survey parties supplied by the Contractor to ensure satisfactory control of the work. They shall submit for review and approval by the Employers necessary changes, improvements on the drawings, specifications and other work in reasonable time to permit compliance with the design and construction schedule. They shall, however, make minor changes in grade or alignment as needed to balance quantities, changes in size and type of culverts etc. The extent of changes in alignment and grade the Consultant is permitted to make without prior authority approval shall be 1.5 km in a continuous measurement. Material Inspection and Control The Consultant shall carry out all test sampling in the field and perform such tests as can be made . the Field Laboratory provided by the Contractor to maintain quality control. Other inspection and testing of materials and finished articles to be incorporated in the work may be made by the Consultant or by a competent and acceptable independent inspection agency subject to the authorization and approval of the Employers and of no cost to the Consultant. The Consultant shall notify the Contractor of any defects in his work and i* necessary, stop operations concerned with the defective work until the defects are corrected. Measurement and Payment The Consultant shall make field measurements of quantities of materials incorporated in the project and maintain up-to-date books containing such computations or other information concerning the use of construction materials, properly segrated into sections of construction. ANNEX 1 - 64 -- Page 5 Periodic reports shall be prepared and transmitted to the Employers showing quantities incorporated in the work at the end of each pay period, and also showing monies earned by and due the contractor. The Consultant shall maintain up-to-date records of the remaining quantities to be incorporated in the work, the cost estimates relating thereto broken down into foreign and local currency components. Claims and Arbitration % The Consultant shall review claims which the contractor may present for additional compensation and/or additional time allowances and recommend appropriate action; perform change orders as necessary during the progress of the work to cover possible changes within the general scope of the construction contract. The Consultant will evaluate the Contractor's requirement for payment and will certify the request or cause to have it changed so that it can be certified. The Consultant shall give his decisions on all claims and accounts, all questions, disputes, and differences which under the terms of the Contract are left for his settlement and decisions and shall aid and assist the Employers in dealing with all other claims and accounts, disputes and differences relating to the works. The Consultant shall assist and advise the Employers with regard to any matter or thing which may be the subject of arbitration, inquiry or litigation and, if and when required by the Employers, he shall attend and give supporting evidence and otherwise assist the Employers before any court or in any arbitration or at any inquiry dealing with any matters arising from or in connection with the execution of the works. The supporting evidence should contain sufficient information to reveal the nature of the Contractor's complaint, circumstances pertaining thereto, and the substance of any commitments made by aither party in this regard. Thorough coverage of the Contractot's operations relative to the work in question should be maintained in the Daily Project Diary. Comments covering equipment and/or materials which may be involved, progress maintained, should be included. In the event of any arbitration or litigation if the Consultant is called upon to assist before a Board of Arbitration proceedings or before a court of law he shall receive separate remuneration for his assistance in the trial and finalization of the case. V. RECORDS AND REPORTS The Consultant shall maintainL records of deviations from or changes in the contract plans, and provide one marked-up master set of drawings in such manner that the original plans can be corrected by others to correspond with the "As Built" conditions. ANNEX 1 - 65 - Page 6 The Consultant shall provide all required services for certifications of the project in accordance with the World Bank Loan Agreement and subsequent letters of implementation. He shall: (a) prepare and/or assist the Employers in preparing periodic progress and financial status reports, and prepare a final report on the project; (b) provide certification where required by the Employers for interim and final payments; (c) provide the Employers with such technical and engineering consultation required in its day-to-day activities pertaining to the project, as may be requested; (d) keep records of all work done in the engineering and construction phases of the work and make an activity and progress report for each month of operation; (e) prepare estimated progress schedule report prior to beginning the engineering work for the engineering phase; and (f) keep records of all payments approved and report such in the regular monthly report. The regular monthly report will be completed at the end of each calendar month and will contain three sections: (i) description of activities (with photographs) (ii progress chart (iii) expenditure record. These three sections will be correlated with the estimated activity and progress schedules. The report will be signed by the Consultant and fifteen copies submitted to each of the Employers. Two copies will be forwarded to the International Bank for Reconstruction and Development (World Bank). ANNEX 2 Page 1 - 66 - JIANGXI HIGHWAY DATA BANK PREPARATION, PAVEMENT EVALUATION AND STRENGTHENING PROGRAM AND MAINTENANCE MANAGEMENT STUDY Terms of Reference I. INTRODUCTION 1. The total length of the highway network in Jiangxi Province is 31,875 km, of which about 3,680 km or less than 12% are all-weather roads with a bituminous or gravel surface. About km of the paved road network is showing signs of distress under the increasing traffic and need urgent strengthening. Furthermore, in recent years the Provincial Transport Department (PTD) has faced increasing problems and costs in maintaining its road network due both to substandard and aging pavements and to the growing volumes of heavy vehicle traffic. 2. Therefore, the PTD proposes to evaluate the condition of the paved roads in order to prepare a strengthening program and to review the organizational and operational aspects of its paved road maintenance with a view to bringing them up to date. Accordingly, to preserve the asset value represented by the existing highway network and to provide for the efficient and safe movement of traffic, the PTD has decided to carry out the following tsLudy. 3. It is expected that about man-months of foreign consulting would be required for the training aspect involved in carrying out this work. II. OBJECTIVES 4. The study aims at (a) establishing a provincial road data base compatible with national guidelines, comprising an inventory of permanent features and current conditions of existing paved roads; (b) beginning regular monitoring of the current condition of paved roads; (c) identifying pavement overlay and strengthening needs and resource requirements for about _ km of paved roads; and (d) pilot implementation of a maintenance planning and management system, compatible with national guidelines, to enable a systematic approach to maintenance programming. III. SCOPE OF STUDY A. General 5. The study team shall perform all field investigations, engineering studies, cost estimates, economic and financial analyses, and systems design, as required to obtain the objectives given in the preceding Section II. ANNEX 2 - 67 - Page 2 B. Scope of Work 6. The project will consist of five parts of what will ultimately be an integrated road management system. The parts will be carried out concurrently: Part I: Development and pilot implementation of a basic provincial road data base, compatible with both the proposed national road data bank and provincial needs, and comprising an inventory of permanent features, road conditions and traffic characteristics. The system should comprise basic items initially, provide for regular updating, and permit future expansion. Part II: Selection and pilot implementation of a paved road management model to serve as a tool for preparing maintenance programs. The model should analyze the provincial road data base; identify maintenance needs in accordance with specified intervention criteria; rank the needs by economic return; permit interactive refinement of the resultant work program to satisfy budget and other considerations; and be consistent with national MOC recommendations. Part III: Review and implement a pavement evaluation method for obtaining data needed for the preparation of detailed road improvement and strengthening programs. The method should utilize physical measures of pavement strength, condition and traffic that are compatible both with the new MOC deflection-based rehabilitation design method and also with the national road data bank and the provincial road management system. Part IV: Make preliminary evaluations of a 5-year policy and program for the paved network, the impact of current and future traffic loading levels, the need for capacity improvements, and institutional issues. Part V: Carry out the training of local engineers in all aspects of the above work. 7. To this end, the study team shall: (a) Prepare a current inventory of the entire paved road network in the province comprising: (i) A road features inventory, including identification of road class, route number, province, maintenance district, maintenance section, and section length; construction history and construction details (types and widths of pavement and shoulder, gradient, curvature, drainage, terrain); traffic history; regional freezing index and average precipitation. (ii) A traffic inventory for the network, including traffic counts by vehicle type at selected points on the network, and load data for heavy vehicles (as the data become available from (b) below or other sources). (iii) A road condition survey, based on a simple, rapid inspection method (such as drive-over, or sampling) to assess the approximate levels of pavement roughness (see Attachment A), pavement distress, and shoulder and drainage conditions. ANNEX 2 - 68 - Page 3 (b) Review and implement the method of pavement evaluation, based on the research work of the MOC's Highway Scientific Research Institute, for the identification and design of road improvement and strengthening works; and conduct an evaluation of a designated sample of paved roads including the following: (i) Select and implement a physical method of measuring road rough- ness in standard units of the international roughness index (IRI), and conduct roughness measurements on the sample roads. (ii) Assess pavement strength and construction characteristics on the sample roads through standard surface deflection and other tests as required for the design and evaluation of rehabilitation. (iii) Select and implement improved methods for traffic counting by vehicle class and sample weighing of heavy vehicle axles, and conduct surveys at selected stations representing the sample roads. (iv) Consider modifying (ii) above to be undertaken in two stages for roads unlikely to be scheduled for treatment within the first two-year period, namely an immediate preliminary assessment derived from a small sample of measurements followed by a detailed assessment conducted shortly before the scheduled time of treatment. (c) Establish a provincial road data base for the storage of, and access to, data collected under (a), and (b) above; andprovide guidelines for the collection, capture, audit and reporting of all items, in accordance with national recommendations. (d) Review national recommendations and implement on a pilot scale, a system for the management of road maintenance and improvement, including regular monitoring of the network, updating of the data base and preparation of work programs. Evaluate the staffing and costs of implementing the system and expanding the scope to bridges and unpaved and local roads. (e) Prepare an indicative medium-term policy and program for the paved network, based on an analysis 1 of data collected under items (a) and (b) above, and recommending: (i) a strategy for the allocation of budget resources to new construction improvemunt and maintenance work; (ii) appropriate intervention criteria for identifying improvement and maintenance works; (iv) a five-year program for improvement and strengthening works; 1/ Preferably, an available road policy evaluation model, such as HDM III, RTIM2, etc. should be used for the analysis. ANNEX 2 - 69 - Page 4 (v) estimated expenditures for the five-year period; and (vi) the estimated impact of the program on the network in terms of physical condition and economic benefits. (f) Provide advice to PTD on the implications from: (i) an evaluation of the axle load survey results, the impact on deterioration of the network and possible control measures for vehicle loading; (ii) an evaluation of the need for bus parking bays, traffic turning bays, climbing or overtaking lanes, and acceleration/decelera- tion lanes, including estimates of costs; and (iii) an evaluation of the present maintenance organization at the provincial level, recommending organizational changes or improvements. 8. Throughout the program outlined above the study team shall prepare lists of specialized equipment, including computer hardware and software, required for the work together with specifications and bid documents and shall assist the PTD in the evaluation of bids or quotations and award of contracts. C. Follow-up to the Study 9. When the study has been completed the PTD will continually update the detailed road inventory and expand its scope to include local roads using its personnel who have been trained through their work during the study. 10. Since the detailed condition inventory will form a substantial part of the activity to prepare engineering designs for pavement improvement works, the PTD must proceed with the inventory of the network at such a rate that the established improvement may be implemented without interruption due to a lack of designs. 11. The PTD may require additional services from foreign experts during the follow-up phase of the study in order to implement the new system and/or to expedite the detailed pavement condition inventory over the whole road network of the province. STAFF REQUIRED AND REPORTS TO BE SUBMITTED A. Staff 12. The study will be completed in about 15 months with a total of about 80 man-months, including about 12 man-months of foreign expertise to train local engineers in the field of pavement evaluation and management systems, data base management and engineering, and data processing. Additional man- months from foreign technicians or engineers might be considered for using automated equipment for assessment of road conditions, adapting foreign computer programs to computers available in China, and for training Chinese counterpart staff. ANNEX 2 - 70 - Page 5 B. Reports 13. The Study Team will be required to submit the following reports in Chinese (Mandarin) and English: (a) inception report after 2 months of start-up; (b) progress report monthly; (c) interim report after 8 months; (d) draft final report after 14 months; and (e) final report after 15 months. V. FACILITIES AND SERVICES TO BE PROVIDED BY THE GOVERNMENT 14. The PTD will assign a certain number of its personnel to work on the Study Team on a full-time basis. Details regarding the number and qualifica- tions of persons for such assignments will be determined on the basis of the scope of work described in Section III. 15. The PTD and the foreign experts will work out a,d agree on a list of the facilities needed, and the specialized equipment needed will be provided by the foreign experts under their contract with the PTD on the basis of such a list presented in the consultants' proposal. Attachment A - 71 - FUNCTIONAL DESCRIPTIONS OF MONITORING EQUIPMENT A. Road Roughness Meter Functional Purpose. The meter makes standardized measurements of road surface roughness, while travelling at highway speeds. Roughness causes wear in a moving vehicle thus raising the operating costs, and influences riding comfort, vehicle speed, and safety. Large economic benefits are derived from the reduction of roughness. Standardization is achieved by calibrating the instrumented vehicle to the International Roughness Index (IRI) over selected road sections; the IRI is determined from the longitudinal surface-profile of the sections using a profiling method. Brief Specifications and Estimates (a) roughness sensor with automatic readout $10,000 - 20,000 and recording, custom-mounted in clients' ($30,000 - 60,000) survey vehicle (or: supplied complete in independent trailer); (b) road profile measuring device, or calibra- (5,000 - 7,000 tion of roughness meter or surface level ($15,000 - 20,000) tolerance measurement (or: TRRL beam profilometer) ANNEX 3 - 72 - Page 1 of 2 CHINA JIANGXI PROVINCIAL HIGHWAY PROJECT Project Implementation Schedule Implementation Start Complete Part A - Highway Construction - Prequalification of contractors including Bank review 08/01/88 09/15/88 - Bid period 12/15/88 03/15/89 - Receive and open bids, evaluation and receipt by Bank of copy of Evaluation Report and Government recommendations 03/15/89 05/15/89 - Appoint supervision staff - 05/15/89 - Select consultants for organization of supervision of works and award contracts - 05/15/89 - Construction of Nanchang-Jiujiang highway 06/15/89 05/15/92 - Construction of the connecting road 06/30/90 05/15/92 Part B - Nanchang Bridge and Approach Roads Construction - Prequalification of contractors including Bank review 08/10/88 10/10/88 - Bid period 01/01/89 03/01/89 - Receive and open bids, evaluation and receipt by Bank of copy of Evaluation Report and Government recommendations 03/10/89 04/20/89 - Appoint supervision staff - 04/15/89 - Select consultants f6r organization of supervision of works and award contracts - 05/15/89 - Construction of bridge 06/15/89 06/15/92 Part C - Provision of Specialized Equipment for Pavement Evaluation and Road Data Banks - Prepare, with consultant assistance, equipment lists, specifications and bid documents for Bank review 07/01/91 10/31/91 - Invite bids 11/01/91 12/31/92 - Evaluate bids 12/31/91 01/31/92 - Review by Bank of evaluation report and recommendations for award 01/31/92 03/31/92 - Award contracts - 04/01/92 - Delivery of equipment 05/01/92 - - 73 - ANNEX 3 Page 2 of 2 Implementation Start Complete Part D - Provision of Equipment for Paved Road Strengthening and Betterment Program - Prepare, with consultant assistance, equipment lists, specifications and bid documents for Bank review 07/01/91 10/31/91 - Invite bids 11/01/91 12/31/91 - Evaluate bids 12/31/91 01/31/92 - Review by Bank of evaluation report and recommendations for award 01/31/92 03/31/92 - Award contracts - 04/01/92 - Delivery of equipment 05/01/92 - Part - Road and Urban Traffic Data Banks - Preparation of system 02/01/89 05/31/89 - Collection of data 06/01/89 Continuous - Preparation of software 01/01/90 09/30/90 - Identification of hardware needs 06/01/89 09/01/89 - Preparation of specifications and bid documents for computer systems 10/01/89 12/31/89 - Invite bids - 01/01/90 - Evaluate bids 01/21/90 04/30/90 - Review by Bank - 05/15/90 - Award contracts 07/01/90 08/31/90 - Testing and delivery 09/01/90 - Part F - Consulting Services - Assistance in supervision and training for construction supervision 01/01/89 - - Assistance in pavement evaluation and preparation of a pavement strengthening and betterment program including equipment procurement 10/01/90 11/31/90 - Assistance in setting up a road data bank including equipment procurement 03/01/89 09/01/90 - Assistance in training SPTD staff via studies, seminars and workshops 05/01/90 05/01/91 Part G - Staff Training - Selection of trainees - 12/31/88 - Placement of trainees 02/01/89 Continuous 74 ANNEX 4 Page 1 of 2 CHINA JIANGXI PROVINCIAL TRANSPORT PROJECT Project Monitoring Indices Actual as Reason for Action Esti- % of difference to be Project component mated Actual estimated (if any) taken Highway Construction Contract awards 3 Earthworks completed (m3) Paving completed (km) Culverts (number) Bridges (number) Construction work completed Maintenance certificate issued Completion certificates issued Final cost Bridge Construction Contract award Foundation Substructure Superstructure West approach bridge East approach bridge West approach road East approach road Completion certificate issued Final cost Supervision of Construction (man-months) Consultant Services Supervision of Construction Consultants seiected Consultants start work Supervigion organization, procedures and systcams agreed by JPTD and Bank Supervision sLaff appointed Office and laboratory buildings constructed Laboratory equipment in place Supervision of construction in progress - 75 - ANNEX 4 Page 2 of 2 Actual as Reason for Action Esti- % of difference to be Project component mated Actual estimated (if any) taken Pavement Evaluation, Strengthening and Road Data Bank Consultants selected Consultants start work Preparation of system Collection of data Software preparation Identify hardware Preparation of specification and bid document for computer system Invite bids Evaluate bids Award contracts Test hardware and software Delivery Paved and Urban Traffic Data Banks Consultants selected Consultants start work Preparation of system Collection of data Software preparation Identify hardware Preparation of specification and bid document for computer system Invite bids Evaluate bids Award contracts Test hardware and software Delivery - 76 - ANNEX 5 CHINA JIANGXI PROVINCIAL TRANSPORT PROJECT Selected Documents and Data Available in the Project File A. General Reports A.1 CHINA: Long-Term Development Issues and Options, World Bank, September 1985 A.2 Statistical Yearbook of China, 1986-87, State Statistical Bureau, People's Republic of China. A.3 Statistical Yearbook of Jiangxi Province, 1986 B. General Reports and Studies on the Sector or Subsector B.1 CHINA: Long-Term Development Issues and Options, Annex 6: The Transport Sector, World Bank, September 1985 B.2 Transport Sector Paper, December 10, 1984, AEPTR B.3 Basic Data on the Chinese Highway Subsector - Answers to Questions (Chinese with English translation) C. General Reports and Studies kelating to the Project C.1 Nanchang-Jiujiang Highway Project. Feasibility Study Report, Highway Survey and Design Institute of the Jiangxi Provincial Transport Department, November 1986 C.2 Na"zhang Bridge Project. Feasibility Study Report, Nanchang Munici- pal Planning and Design Institute, February 1987 C.3 Nanchang Bridge Project. Preliminary Design, Shanghai. Municipal Engineering Design Institute (SMEDI), December 1987 C.4 Environmental Protection Report on the Nanchang-Jiujiang Highway Construction, Jiangxi Provincial Transport Department, January 1988 C.5 The Implementation Programs on Lard Acquisition and Resettlement and Environmental Protection for the Nanchang-Jiujiang Highway by the Jiangxi Provincial Transportation Department,'August 25, 1988 C.6 A Study of the Environmentai Consequences of the Nanchang Bridge Project by the Urban and Rural Construction Bureau of Nanchang Muni- cipality, Jiangxi Province, October 31, 1988 CHINA JIANGXI PROVINCIAL HIGHWAY PROJECT Organization of The Provincial Transport Department & the Highway Administration Bureau of That Department Jangxi Provincial Transport Department Transportation Road & Bridge ter Oirtw nnionma n Tanspotaton Tranorton Design Roadn&pBridgemWatertHighwa Trucking Waterway Vocational Scee& Highway Branch Scientific Policy Bureau Engineering Maintengnce Finance Mechanical County Road Research & Implementation Section Admitration Section Section Section Section Design & Secretary ionSection Section Highway Maintenance Section Highway Maintenance Teams 02/03/88 ksr/w41376b CHINA JIANGXI PROVINCIAL HIGHWAY PROJECT Organization of The Nanchang Municipal Government Nanchang Municipal Government Hu Education Planning Adi rban s ur Communication ConWatncy Commercial Culture ealth Bureau Committee Protection Administration Construction Brau osrac Bureau Bureau Bureau Bureau Bureau Bureau Bureau -4 Preparative Planning Engineering M onsructon Co G n Street Lamp Public Traffic Musniia Municipaln ffcefo Administration CopnCmay Desgn Development Adiigain Ofc o Company Departmentpan Department Nanchang Dprmn Institute Company Bridge 0 8w 02/0/88ksr/w4 1376c 114< 15< ¶17< O OO', WUHAN To wuhu ro Angmg n Huangsh 0 jANHUI 30' 30°- To Hufangsnr ~ -- ~ « Pno - - To Wuu es 7ý~v A«T.w h HUBEI F hR k k- ZHEJIANG Yanqzou oDchangJungdzAi chang0 ~ -29° - 29H o ng hYgfl"9 '<Lopin . <«29 x Fengxn Xinpa NANCHANgWanna Tongg 0Nknchan HUNAN Y s n To CnooCoUN Yanna Fanc e T.Mignlgna To-CangsgäWnq\b 2I -- nug Lmh.i - GW Tof'nAN To --.. " nenNGXI CaLog (1 y~<XalangnY uang Nanchen, 4~( H GaHtIAY P OJC Guag. ng Anfugg Le~Sa~9 Yangg Tng k 09<< AN-<JIANGXI HPROVINCEA T. CHIHAYPOJC N n|I F<-yi 1 /PROPOSED POET Shat anshu4SIUChuan u angtang9 r, Srnrg0 Prevoun ron roods conatructed uder «-9 «jn( R Sooiyrsoo 26< y~~< <~ < i --~265- - 24Yuu Arports T Chonxan ,C nA Z H n'g' Pot n P..gM.G anzhog 70,n longR . oaC h,ng Rive r Chong Sngyor- - Prengtur boondories GuIngNankangJL\ngbu----- Province boundorio D y X n nofengo NaM -9 75 100 ToSnogoo -~ Ann.KILOMETERS 25'z ntn 25°< ThonlObooleLonOOg 7 GU~XANGDN en affme o r aca o f n v J P X-1,-9 C> NghepTAN PO T ET OR OMnggiing GUANGDONGROVNC on 0 y -,- b1 1151 U16 1-< -d I.... n,, IBRD 2026? CHINA JIANGXI PROVINCIAL HIGHWAY PROJECT NANCHANG - JIUJIANG HIGHWAY Proposed Project: Highway Bridges 0 Interchange - - Part of Project Not Financed by The World BankJI I G -HNational Roads/ Secondary Roads ----Railroads USA Rivers Prefecture Boundaries -.--Province Boundariesonyn SHANG~ k 30~~H uz ko 0 1,0 2031h Duobao YI I Jiujiang -- NationalgRoad ?\Xinqizhbu -A PrefetureBounarie LI,SC C AI,XujiabuIC. Qiaoshe - ~ ~ ~ ~ o 1. LehuctflV- h*TC- -nn - rvnc onaieInya Jio NANICHANG -r .6(A'oNINGJ Am POPLES /-Qo NE MONGGO ETi E I h ANJN IEPURIC/ IJia otangHANDONG QINGHAI4bN JAAXijo 4ASJ' kHENAN JIANGSUJ - ' SNGIW4 NEW NAN AG-. NANCHANG SICHUAN HUIEI BRID'ZEFJSHI H1JNAN, OIZHOU. EUJiN YUNNAN ~ TAIWAN Yua YUNN GUANGXI 'GUANGDO~NG UoONGFOOG. U K Nanchonq )ISFM RP TaaYongxodu IIAI[ND ~ II1wII,*OIIT k~-I~.IPHILIPPNE5S / JANUARY 1988 IBRL) 20282 To l.pong Yangzizhou *111 R .RIDGE, .,Qngshon GAN21ÅNG PORT .1 inso ROAD Aft\ X,\ PORT Changbe, S Dy9 Av. Changling y To a.nion ongghan \ Rd A SH1 , Chcoya hou - Nionchong Stofion re CHINA JIANGXI PROVINCIAL HIGHWAY PROJECT NANCHANG BRIDGE Proposed Project: Access Road Construction N o fAONNG/ PEOPLES ,Ep OFEOR New Bridge Construction - NEJ MONGGOL / .OREA .. kANnN 'REPUBLIC HESE,OFA - Roods -Gm ar. SHANDONG KOREA QINGHAI ' y -E--- Railroads 4ANSU I E . A JAPAN HVUNN JIANGSU Rivers 'J . Bridges sCHUAN H UE zE -$HANGHAG j Parks Urbon Areas G,VzHOUHN UNNAN GUANGX GUANGDÖNG 1 M_ -PONG KONG u x A~jv-< -e S- MAA &CAO FORT Arrr.-e.,-,c7 e LAEO R8CE 5 •:- " REP HA,LANýD .-' - -VoM'NES