China - Second Shanghai Metropolitan Transport Project

Documat of The World Bank F0M 7CLAL USE ONLY Report No. P-6094-CIA MENORANDUI AND RECOMMENDATION OF THE PRESIDENT OF THE INTERNATIONAL BANK FOR RECONSTRUCTION AND DEVELOPMENT TO THE EXECUTIVE DIRECTORS ON A PROPOSED LOAN IN AN AMOUNT EQUIVALENT TO $150 MILLION TO THE PEOPLE' S REPUBLIC OF CHINA FOR A SECOND SHANGIAI METROPOLITAN TRANSPORT PROJECT SEPTEMBER 10, 1993 MICROGRAPHICS Report No: P- 6094 CHA Type: MOP 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 March 31, 1993) Currency name - Ranminbi Currency unit a Yuan (Y) $1.00 = Y 5.70 $0.19 a Y 1.0 FISCAL YEAR January 1 - December 31 WEIGHT AND MEASURES 1 meter (i) - 3.28 feet (ft) 1 kilometer (km) a 0.62 mile (mi) 1 square meter (mi) a 10.76 square feet (ft2) 1 square kilometer (km2) a 0.4 square miles (mi2) 1 hectare (ha) a 0.01 (kan2) a 2.47 acres (ac), 15 mu 1 mu = 666.7 an, 0.0667 ha 1 kilogram (kg) a 2.2046 pounds (lbs) 1 metric ton (a ton) a 2,204 pounds (lbs) ABBREVIATIONS AND ACRONYMS EA - Environmental Assessment RAP - Environental Action Plan EMP - Environmental Monitoring Plan ILR - Inner Ring Road RAP - Resttlement Action Plan SERAP - Shanghai Economic P.eform Action Plan SM - Shanghai Municipality SMTP I - First Shanghai Metropolitan Transport Project ST - Shanghai Transit TMP - Traffic Management Program TMS - Traffic Management and Safety VIm - Vehicle Ine-action and Maintenance FOR OFFICIAL USE ONLY CHI SECOND SHANGHA METROPOLITAN TRANSPORT PROJECT Loan and Project Summary Borrowers People's Republic of China Beneficiary: Shanghai Municipality Aounts $150 million equivalent Terms: 20 years, including 5 years of grace, at the Bank's standard variable interest rate. Financing Plan: Local Foreign Total --------- ($ million) --------- Municipal Government 338.7 168.4 507.1 IBRD 0.0 150.0 150.0 xotal 338.7 Eco&omic Rate of Return: 20 percent for Inner Ring Road Stage 2 (90 percent of Project Investment) Poverty Category: Not applicable Staff APraisal Report: Report No. 11985-CRA Nals IBRD 24983 and 24984. 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. MEMORANDUM AND RECOMMENDATION OF THE PRESIDENT OF THE INTERNATIONAL BANK FOR RECONSTRUCTION AND DEVELOPMENT TO THE EXECUTIVE DIRECTORS ON A PR'IPOSED LOAN TO THE PEOPLE'S REPUBLIC OF CHINA FOR A SECOND SHANGHAI METROPOLITAN TRANSPORT PROJECT 1. I submit for your approval the following memorandum and recommen- dation on a proposed loan to the People's Republic of China for the equivalent of $150 million to help finance the Second Shanghai Metropolitan Transport Project. The loan would be at the Rank's standard variable interest rate, with a maturity of 20 years, including five years of grace. The proceeds of the loan would be onlent to Shanghai Municipality (3M) for 20 yearst including five years of grace, at the same rate as that payable to the Bank by the Bor- rower. SM would bear the foreign exchange risk and commitment fee on the outstanding balance. 2. Background. Shanghai is the largest metropolis and largest port in China, and one of the largest metropolitan regions of the world. The city lies at the heart of the Yangtze Economic Zone, which accounts for 25 percent of the national output of industry and agriculture; this region has the poten- tial of becoming one of the largest centers of international trade and com- merce in the Pacific region. The 1991 Census recorded a registered municipal population of nearly 13 million. By the year 2010, the total municipal popu- lation could rise to 17 million, with an urban component of 11 million. 3. The urban transport system is inadequate for a city of Shanghai's size and importance. Competition for the use of limited road space results in serious conflicts between bicycles and motor vehicles, low average travel speeds, growing accident rates, and congestion on important road freight and bus routes. Car and motorcycle ownership and usage is low in comparison with other Asian cities, although the car fleet is now growing by about 15 percent per year. Most personal transport is still undertaken by foot, bicycle and bus. The volume of bicycle traffic is remarkable; the safe and efficient accommodation of bicycles is a dominant issue in Shanghai transport planning. On-street bus and trolley-bus public transport services are provided by Shanghai Transit (ST), handling over 15 million passengers per day; most buses are of an outdated and unsatisfactory design. Fares on ST services were dou- bled in 1990 but, even with this increase, fares cover only about 70 percent of operating costs. ST is now experimenting with joint venture partners to provide faster and more comfortable services on selected routes at premium fares. A seven-line subway (metro) system is planned, with one section already in trial running. While the metro can play an important role, it will be many years before the full metro system is completed, assuming issues of financing and affordability can be resolved. Buses will remain the dominant mode of public transport for the foreseeable future. 4. Urban transport issues are starting to be addressed under the first Shanghai Metropolitan Transport Project (SMTP I) through: (a) road construction (upgrading part of the Inner Ring Road, IRR), (b) traffic manage- -2- ment, and (c) technical assistance to improve the planning, programming, and management of urban transport. 5. Economic Reform. To speed the evolution of the Shanghai economy, SM has adopted the Shanghai Economic Reform Action Plan (SERAP). This was recognized by the Bank in 1991 as a basis for future Bank lending in Shanghai. The Action Plan is an evolving reform policy matrix covering four principal categories: Industrial Transformation, Fiscal System, Urban Land and Infra- structure, and Social Security. For six priority subsectors (State-Owned Enterprises, Municipal Finance, Infrastructure, Social Security, Securities Market, and Land Management) subsector action plans are being developed by SM with United Nations Development Programme and Bank assistance. 6. The SERAP contains sevetA key actions relevant to the transport sector, including: (a) improvement of the financial and operational perfor- mance of public transport to achieve self-sufficiency; (b) reform of public transport enterprises to be fully responsible for their own planning, invest- ment, operation, administration, profits and losses; and (c) revision of sec- tor plans and policies to conform to the revised Shanghai Strategic Master Plan. To this end, technical assistance being provided under SMTP I is sup- porting SK in the reform of ST, the largest public transport operation in Shanghai.. 7. Nobility of labor and the development of a land market are also objectives of the reform program. These will have a downstream effect on the transport sector since they will change travel patterns and the demand for new facilities and services. In addition, SM is placing great emphasis on the development of the Pudong area on the east bank of the Huangpu River, across from the existing city center. This development is seen, inter alia, as facilitating enterprise restructuring, as well as urban restructuring in the existing city center, and is therefore regarded as contributing directly to the economic reform program goals. The IRR, to be constructed under the pro- posed project, will provide improved access to Pudong, and is therefore seen as a critical infrastructure element supporting the SM reform program. 8. Lessons Learned from Previous Bank Operations. Implementation of SMTP I has indicated the following: (a) SM has demonstrated strong capability in civil works design and construction for IRR Stage 1, requiring only limited Bank assistance in these areas; (b) institutions in Shanghai still have only limited experience in the fields of transport planning and investment program- ming, and require more assistance to deal effectively with the complex issues involved; and (c) successful implementation of traffic management requires strong interagency coordination. These strengths and weaknesses (i.e., high implementation capacity but a relative weakness in policy matters) are demon- strated by other infrastructure projects in Shanghai and China. 9 \ inale or Bank in et. The Bank o1v ent n epr act abase s itment to han assi t the pr es f e onomi d velopment and e B ience a partic larly I o t t in ye key reass (a) stra ransp 1 in of multimo al tr spo systems, b) a rization, (c) pu transport o rat ons, (d gement, an (e) transport envi amen ssue International Bank for Reconstruction and Development FOR OFFICIAL USE ONLY FOR yra meeting on EXECUTIVE Thursday, October 14, 1993 DIRECTORS' MEETING sTRMB.MEDPROCBDURE 193-167/1 PROMs Vice President and Secretary October 13, 1993 CHINAt Second ShanPhai Netropolitan Transport Proleet Addendue The President's Memorandum and Recommendation for a proposed loan to the People's Republic of China for a Second Shanghai Metropolitan Transport Project was distributed on September 24, 1993 (R93-167) without the following which replaces paragraph 9 in the original document. '9. Rationale for Bank Involvement. The Bank's Country Assistance Strategy for China presented to the Board in August 1993 highlighted the need to support economic reform while assisting infrastructure modernization in an environmentally responsive manner. Infrastructure bottlenecks, and in particular inadequate transport infrastructure, was cited as one of the key remaining constraints to growth. The Country Assistance Strategy paper also noted that Shanghai had adopted, with Bank assistance, an Economic Reform Action Plan which is serving as the basis for future Bank lending in that city. The proposed project is an important part of the infrastructure sector program under that Action Plan (paras. 5 - 7 above). Through the project the Bank will support five key areas: (a) strategic transport planning of multimodal transport systems; (b) assessment of the impacts of motorizations (c) public transport operations; (d) traffic management; and (e) transport environmental issues. With respect to the latter, the project will support environmental monitoring and implementation of mitigation measures. It will also assist in the formulation of a city-wide strategy fcr dealing with vehicle emissions, including Implementation of a vehicle inspection and maintenance program." Distribution: Executive Directors and Alternates Office of the President Executive Vice Presidents, IFC and MIGA Vice Presidents, Bank, IFC and MIGA Directors and Department Heads, Bank, IPC and MIGA This document has a restricted distribution and may be used by recipients only in the performance of their official duties. Its coitents may not otherwise be disclosed without World Bank authorization. -3- 10. Objectives. The key objectives of the proposed project, in sup- port of the economic and social development of Shanghai, are: (a) to enhance economic productivity by improving the operational and economic efficiency of the urban transport system; and (b) to strengthen public sector management capacity by improving the planning and maagement of the urban transport sys- tem. 11. Deseription. The project includes: (a) construction of about 22 km of the Stage 2 IRR as a four-lane viaduct linking two new bridges over the Euangpu River with the Stage 1 IRR now being constructed under SMTP I; (b) a Traffic Management and Safety (TMS) component to extend the signalized area traffic c.ntrol system in the city center, equip a road safety research center, and extend the traffic management program (TMP) started under SMTP I; (c) investments in public transport to construct and equip two bus depots and one bus interchange for ST; and (d) technical assistance to support project implementation and to give further support to transport planning institutions. 12. Implementation. The proposed project would be carried out by Shanghai Municipality. The ,roject cost is estimated at $657.1 million equiv- alent, with a foreign exchange component of $318.4 million equivalent (48 per- cent); costs are net of taxes. The Bank would finance $150.0 million equ:va- lent (47 percent of the foreign exchange and 23 percent of the total cost). About 80 percent of the value of contracts for the Bank-financed portion of the project will be awarded by International Competitive Bidding. The costs and financing plan are shown in Schedule A. Amounts and methods of procure- ment and disbursements, and the disbursement schedule, are shown in Schedule B. A timetable of key project processing events and the status of Bank Group operations in the People's Republic of China are given in Schedules C and D, respectively. Two maps (IBRD 24983, 24984) are also attached. The Staff Appraisal Report No. 11985-CHA, dated September 10, 1993 is being distributed separately. 13. Sustainability. SN regard the improvement of transport infra- structure as one of the key priorities of the City, and all components of the proposed project are well within their capability to implement and maintain. With the rapid economic development of the city in recent years, and the open- ing up to market reforms, considerable sources of funding are available to support infrastructure development and maintenance. The investments covered by this project represent less than 2 percent of the total SM transport investment program for the period up to 2001. Street maintenance will be assisted under the project with TA to assist development of a pavement manage- ment system. 14. Agreed Actions. During negotiations, agreement was reached with the Borrower regarding the onlending arrangements for the proeeds of the loan to SM and on the conditions of disbursement against the TMP subcomponent. Assurances were also obtained from SM concerning: (a) the criteria and proce- dures for the selection of subprojects to be included in the THP; (b) imple- mentation of the findings of TA under SMTP I on ST reform; (c) the implementa- tion of the Environmental Monitoring Plan and Environmental Action Plan (EAP) in a manner satisfactory to the Bank; (d) implementation of a vehicle inspec- tion and maintenance (VIM) program and a strategy for reducing vehicle emis- sions; (e) the resettlement of individuals affected under the project in a -4- manner satisfactory to the Bank; and (f) provision to the Bank of the ST annual and medium-term transport investment plans. Retroactive financing of $15 million is recommended for eligible expenditures made after December 31, 1992, to permit an early start to construction of this urgently needed proj- ect. 15. Environmental Aspects. The IRR Stage 2 is an Environmental Cate- gory A Project. The environmental assessment (EA) prepared by SM considered noise, dust, social and traffic disruption during construction, and potential elevation of vehicle pollutant levels, vehicle noise, and social impacts after project opening. Shanghai is densely populated and any road project will cause some disruption of communities. By aligning the IRR along the existLng ring road, already a busy arterial for the most part, potential severance of existing communities has been minimized, although the IRR viaduct for its entire length will be a significant feature of the city landscape. 16. Traffic volumes, and resulting vehicle pollution and traffic noise, are likely to increase in the future even without the IRR, being driven by the strong economic growth and increase in motorization in the region. The IR will undoubtedly increase traffic volumes further, but the increased air pollution from these additional vehicles should be offset by reductions in unit vehicle emissions brought about by higher traffic speeds compared with no project. Noise levels can be expected to increase with higher traffic speeds caused by the project, but countermeasures are proposed, including sound bar- riers. 17. With rapid motorizatiou, air pollution from motor vehicles is likely to become an increasingly serious problem for Shanghai. Some measures may require a national initiative; to this end, the Bank will be working with China on approaches to controlling motor vehicle pollution in the Environ- mental Technical Assistance Project (P-6056-CRA), which is expected to start implementation during FY94. Additional actions have been specified as part of the EAP under the proposed project: (a) preparation of a VIM program; and (b) development of a strategy for reducing damaging vehicle emissions. Tech- nical assistance for these purposes will be provided under the project. 18. Resettlement. The project requires the resettlement of some 6,372 households (21,920 people) and 564 enterprises, the majority of which are associated with the construction of IRR Stage 2. Although the amount of resettlement in the proposed project is considerably larger than that in SMTP I, it is commensurate with the relative physical size of the two projects and is still small in comparison with the overall resettlement program in the city, which has grown rapidly over the past 20 years. 19. Experience with resettlement on SMTP I has been excellent. In a recently completed Bank review of resettlement experience in China, China: Involuntary Resettlement in China (Report No. 11641-CHA), June 8, 1993, the performance of urban resettlement in China was considered very good. Overall, relocated urban residents in China have been compensated generously, and the resettlement process has been handled by experienced resettlement experts. Monitoring of Phase 1 resettlement for IRR Stage I showed that resettled fami- lies were at this stage generally satisfied, although some were experiencing an increase in commuting time. This problem will be improved under the pro- -5- posed project by the availability of a larger number of resettlement sites. Resettlement Action Plans (RAPs) have been specified by SM for the IRR Stege 2 and for the public transport investment component. RAPs for all subprojects identified under the THP would be required to be submitted to the Bank as part of the approval process. 20. Benefits. Primary benefits for the IRR Stage 2 will be obtained from reduced vehicle operating costs and travel time savings as a result uf the additional traffic capacity provided, Other benefits will stem from reduced congestion on the city road network, part of which would be attribut- able to improvements included under the Traffic Management and Safeiy compo- nent. The IRR component will have secondary benefits, in conjunction with Shanghai's economic reform action plan implementation, through accelerated economic growth based on improved transport facilities. The public transport investment component will bring operating benefits to ST, and will reduce congestion on the streets near the planned depots and interchange by removing bus activity off-street. The IRR Stage 2 and TMS component should bring safety benefits and, by reducing traffic congestion, reductions in vehicle emissions, although these benefits would be offeet by general traffic growth. A conservative estimate of the expected economic return for the IRR component of the project iL 20 percent. 21. Rik. Delays are possible in the construction of the IRR via- duct, but this risk is considered small. This project is the top priority road investment of Shanghai; furthermore, a very similar project (IRR Stage 1 under the SMTP I project) is under way, and the minor delays and difficulties in its implementation have clearly provided useful lessons. There is the risk that inadequate attention will be paid to the surface traffic engineering works and minor investments. These aspects have been considered to the extent possible in project design, and SM is likely to respond quickly if problems of this nature do occur. There is also a risk that road traffic in the Inner Ring Road corridor may grow much faster than anticipated, so that the Inner Ring Road will once again experience serious congestion. While this is possi- ble, the extensive transport investment program of SM should ensure a growing traffic capacity to accommodate future growth. Finally, there is the risk that SM will not implement a traffic ranagement strategy with sufficient pri- ority, thus diminishing the benefits of the traffic management components of this project. This risk cannot be discounted in the short term, but can be countered by continuing strong support for the traffic management agencies in Shanghai, building on the progress achiew-d in SMTP I. 22. Recommendation. I am satisfied that the proposed loan would com- ply with the Articles of Agreement of the Bank and recommend that the Execu- tive Directors approve the proposed loan. Lewis T. Preston President Attachments Washington, D.C. September 10, 1993 6 - Schedule A SECOND SHANGHAI IETROPOLITAN TRANSPORT PROJECT Estimated Proiect Coste and Financin Plan ($ million) Local ioreign totel Estimated Costo j A. Inner Ring Road 229.7 257.5 487.2 B. Traffic Mnagement and Safety 20.7 13.3 34.0 C. Public Transport Investments 17.2 11.8 29.0 D. Technical Assistance 0.0 1.1 1.1 Total Base Cost 267.6 283.7 551.3 Physical Contingencies 16.4 18.1 34.5 Price Contingencies 54.7 16.6 71.3 Total Project Cost 338.7 3 657g 1 linancing Plan Municipal Goveriment 338.7 168.4 507.1 IBRD 0.0 150.0 150.0 Total 338.7 657.1 La Project costs are net of taxes. - 7 - Schedule B Page 1 OUINA SECOND SHANGRAI METROPOLITAN TRANSPORT PROJECT Procurement Method and Disbursements ($ million) Procurement Method 1CB LCB Other NBF Total Civil Works Inner Ring Road 231.5 31.2 0.0 38.8 301.5 (86.9) (11.71 0.0 0.0 (98.6) Other component. 0.0 15.8 11.2La 1.9 28.9 0.0 (5.9) (4.2) 0.0 (10.1) Goods and Material. Inner Ring Road 33.8 1.8 0.0 16.5 52.1 (33.8) (1.4) 0.0 0.0 (35.2) Other components 0.3 0.0 5.4Lb 0.9 6.6 (0.3) 0.0 (4.7) 0.0 (5.0) Ensineering and Administration 0.0 0.0 0.0 34.8 34.8 0.0 0.0 0.0 0.0 0.0 Consultants and Training 0.0 0.0 1.1LC 0.0 1.1 0.0 0.0 (1.1) 0.0 (1.1) Land Agquisition and 0.0 0.0 0.0 232.1 232.1 Resettlement 0.0 0.0 0.0 0.0 0.0 Total Proiect 265.6 48.8 17.7 325.0 657Z1 (121.0) (19.0) (10.0) 0.0 (150.0) NBF - Not Bank-financed. ja Force account. jh $2.2 million by Limited International Bidding, $3.2 million by Local or International Shopping. Le Procurement of consultants according to Bank guidelines. Notes: (1) Figures in parentheses represent the amount financed by the Bank Group. (2) All figures include contingencies. (3) It is assumed that all civil works under the THS component ($10.0 million) would be by force account. -8 - Schedule B Page 2 Disbursements Category Amount % ($ million) A. Civil works 1. For subprojects under the TW 2.9 38 percent 2. Other 91.0 38 percent B. Goodes equipment and 38.5 100 percent of foreign expenditures, materials 100 percent of local expenditures (ex-factory), and 75 percent of local expenditures for other items procured locally C. Consultant services 1.1 100 percent D. Unallocated 16.5 Total 150.0 Rstimated Disbursements Bank Group FY 1.94 1995 1 96 199 1298 ------------------ ($ milion) ----------------- Annual 28.3 39.6 43.5 38.5 0.1 Cumulative 28.3 67.9 111.4 149.9 150.0 -9 - Schedule C SECOND SHANGHAI METROPOLITAN TRANSPORT PROJECT Timetable of Re Proiect Processing Events (a) Time taken to prepares 24 months (b) Prepared by: Shanghai Municipal Government (c) First Bank Missions July 1991 (d) Appraisal mission departures February 18, 1993 (e) Date of negotiationss August 1993 (M) Planned date of effectiveness: December 31, 1993 (g) List of relevant PCRs and PPARs: None This report was prepared by Stephen Stares (Senior Transport Specialist, Task Manager) with the assistance of Edward Dotson (Urban Transport Specialist), Hubert Nov4-Josserand (Transport Specialist), Randall Vick (Procurement Specialist), George Mahoney (Engineer, consultant), George Beier (Transport Economist, consultant), Youxan Zhu (Resettlement Specialist, consultant), Russain Anwar (Environmental Specialist, consultant) and Gladys Frame (Traffic Engineer, consultant). Peer Reviewers for the project were Richard Scurfield (Principal Transport Specialist), Andrew Hamer (Principal Sector Economist), and Paul Cadario (Chief Administrative Officer). The Division Chief is Katherine Sierra and the Department Director is Shahid Javed Burki. - 10 - schedule D Page 1 of 3 STATUS OF BANK GROUP OPERATIONS IN THE PEOPLEsS REPUBLIC OF CHINA A. STATEMENT OF BANK LOANS AND IDA CREDITS (As of June 30, 1993) Loan/ Amount (US$ million) Credit Bar- (net of cancellations) Number FY rower Purpose Bank IDA Undisb.(a) 19 loans and 33 redits have been fully disbursed. 1660.4 1997.6 Of which SECAL: 2967/1932 88 PRC Rural Sector Adj. 200.0 93.2 * 2501 85 PRC Changoun (Luan) Coat Mining 79.5 - 16.5 2540 85 PRC Railway II 220.0 * 15.3 1664 86 PRC Technical Cooperation Credit II - 20.0 8.8 2678/1680 86 PRC Third Railway 160.0 (70.0)(b) 60.2 2689 86 PRC Tianjin Port 130.0 - 35.3 2706 86 PRC Bei tungang Thermal Power 225.0 - 6.7 2707 86 PRC Yantan Hydroelectric 52.0 * 2.1 2723/1713 86 PRC Rural Health & Preventive Ned. 15.0 65.0 31.1 2775 87 PRC Shulkou Hydroelectric 140.0 - 0.0 2783/1763 87 PRC Industrial Credit IV (CIB IV) 250.0 50.0 16.6 2784 87 PRC Shanghai Machine Tools 100.0 9.2 1764 87 PRC XinJiang Agricultural Dev. * 70.0 5.8 2794/1779 87 PRC Shanghai Sewerage 45.0 100.0 54.5 2811/1792 87 PRC Seiling-Tianjin-Tanggu Expressway 25.0 125.0 21.0 2812/1793 87 PRC Gansu Provincial Dev. 20.0 150.5 52.3 1835 87 PRC Planning support & Special Studies 20.7 8.8 2838 87 PRC Fertilizer Rationalization 97.4 * 6.1 2852 87 PRC NWing Thermal Power 190.0 * 28.2 1871 88 PRC Rural Credit 11 * 170.0 5.8 2877/1845 88 PRC Huangpu Port 63.0 25.0 52.0 2907/1875 88 PRC Dalian Port 71.0 25.0 9.8 1885 88 PRC Northern Irrigation * 103.0 28.2 2924/1887 88 PRC Coastal Lands Dev. 40.0 (60.0)(b) 4.9 1908 88 PRC Teacher Training - 50.0 2.0 2943 88 PRC Pharmaceuticals 127.0 * 7.1 2951/1917 88 PRC Sichuan Highway 75.0 (50.0)(b) 58.2 2952 88 PRC Shaanxi Highway 50.0 4.0 1918 88 PRC Daxing An Ling Forestry * 56.2 3.9 2955 88 PRC Beltungang II 165.0 * 28.3 2958 88 PRC Phosphate Dev. 62.7 * 26.5 2968 88 PRC Raftway IV 200.0 - 72.2 1984 89 PRC Jiangxi Provincial Highway - 61.0 19.5 1997 .89 PRC Shaanxi Agricultural Dev. * 106.0 49.0 2006 89 PRC Textbook Development * 57.0 2.1 2009 89 PRC Integrated Reg. Health 52.0 25.0 3006 89 PRC Ningbo & Shanghai Ports 76.4 - 22.8 3007 89 PRC Xiamen Port 36.0 - 19.0 3022 89 PRC Tianjin Light Industry 154.0 101.6 3060/2014 89 PRC Inner Mongotia Rai way 70.0 (80.0)(b) 32.5 2097 89 PRC Shandong Agriculture Dev. - 109.0 21.2 3066 89 PRC Hubei Phosphate 137.0 - 111.5 3073/2025 89 PRC Shandong Prov. Highway 60.0 (50.0)(b) 40.2 3075 89 PRC Fifth Industrial Credit 300.0 154.4 2097 90 PRC Jiangxi Agric. Dev. * 60.0 22.4 2114 90 PRC Vocational & Tech. Educ. * 50.0 24.5 2145 90 PRC National Afforestation 300.0 185.9 2159 90 PRC Hebel Agricultural Dev. 150.0 79.9 2172 91 PRC Mid-Yangtze Agricultural Dev. * 64.0 30.6 3265/2182 91 PRC Rural Credit IV 75.0 200.0 101.6 3274/2186 91 PRC Rural Indust Tech (SPARK) 50.0 64.3 90.7 3286/2201 91 PRC Nedium-sized Cities Dev. 79.4 89.0 110.4 - 11 - Schedule 0 Page 2 of 3 Loan/ Amount (US$ million) Credit Bor* (net of cancellations) Number FY rower Purpose Bank IDA Undisb.(a) 3288 91 PRC Shanghai Industrial Dev. 150.0 147.9 2210 91 PRC Key Studies Development 131.2 93.7 2219 91 PRC Liaoning Urban Infrastructure - 77.8 26.3 3316/2226 91 PRC Jiangsu Provi. Transport 100.0 (53.6)(b) 81.6 2242 91 PRC Henan Agricul. Dev. 110.0 88.0 3337/2256 91 PRC Irrig. Agricut. Intensif. 147.1 187.9 218.1 3387 92 PRC Ertan Hydroelectric 380.0 136.5 2294 92 PRC Tarim Basin * 125.0 101.1 2296 92 PRC Shanghai Netro Transport - 60.0 47.5 3406 92 PRC Railways V 330.0 287.0 3412/2305 92 PRC Daguangbe NuLtipurpose 30.0 37.0 53.9 2307 92 PRC Guangdong ADP - 162.0 146.2 3415/2312 92 PRC Beijing Environment 45.0 80.0 108.9 2317 92 PRC Infectious and Endemic Disease Cont * 129.6 109.1 3433 92 PRC Yanshi Thermal Power 180.0 - 141.8 2336 92 PRC Rural Water Supply and Sanitation - 110.0 103.4 2339 92 PRC Educ. Development in Poor Provs. - 130.0 108.1 3443 92 PRC Regional Cement Industry 82.7 * 81.6 5462 92 PRC Zouxian Thermal Power 310.0 * 289.4 3471 92 PRC ZheJiang Provincial Highway 220.0 - 186.' 2387 92 PRC Tianjin Urban Devt. & Envir. - 100.0 99.3 2391 92 PRC Ship Waste Disposal - 15.0 15.4 2411 93 PRC Sichuan Agricultural Devt. - 147.0 129.3 3515 93 PRC Shuikou Hydroelectric II 100.0 93.7 2423 93 PRC Financial Sector Tech.Assist.(c) * 60.0 58.8 3530 93 PRC Guangdong Provincial Transport 240.0 * 228.0 3531 93 PRC Henan Provincial Transport 120.0 * 106.7 2447 93 PRC Ref. Instst and Preinvest. 50.0 45.6 3552 93 PRC Shanghai Port Rest. and Devt. 150.0 150.0 2457 93 PRC Changchun Water Supply & Env. c) * 120.0 121.0 2462 93 PRC Agriculture Support Services (c) * 115.0 116.9 3560/2463 93 PRC Taihu Basin Flood Control (c) 100.0 100.0 201.? 2471 93 PRC Effective Teaching Services (c) 100.0 100.7 3572 93 PRC Tianjin Industry 11 (c) 150.0 150.0 3582 93 PRC South Jiangsu Envir. Prot. (c) 250.0 250.0 2475 93 PRC Zhejiang Multicities Devt. (c) * 110.0 110.8 3581 93 PRC Railway VI (c) 420.0 * 420.0 3606 93 PRC Tianhuangping Hydroelectric (c) 300.0 300.0 3624/2518 93 PRC Grain Distribution (c) 325.0 165.0 491.1 2522 93 PRC Environmental Tech. Assist. (c) * 50.0 49.3 Total 9430.6 6862.8 7720.1 of which has been repaid 677.1 3.7 Total now held by Bank and IDA 8753.5 6859.1 Amount sold: Of which repaid - * Total Undisbursed 4898.7 2821.4 7720.1 (a) As credits are denominated in SDRs (since IDA Replenishment VI), undisbursed SOR credit balances are converted to dollars at the current exchange rate between the dollar and the SOR. In some cases, therefore, the undisbursed balance indicates a doltar amount greater than the original principal credit amount expressed in dollars. (b) Credit fully disbursed. (c) Not yet effective. - 12 - Schedule 0 Page 3 of 3 B. STATEMENT OF IFC INVESTMENTS (As of June 30, 1993) Invest- Type of Loan Equity Total went go. FY Borrower Business .***** (US$ Milloon) .***.** 813/2178 85/91 Guanghou and Peugeot Automobile 15.0 4.6 19.6 974 87 China Investment Co. Investment 3.0 0.0 3.0 1020 87 Shenzhen China Bicycle 17.5 2.5 20.0 Bicydes Co. Ltd. Manufacture 1066 88 Crown Electronics Electronics 15.0 - 15.0 1119 89 Shenzhen Chronar Solar Solar (a) 2.0 1.0 3.0 Energy Energy 3423 93 Shenzhen PCCP Manufacturing 4.0 1.0 5.0 Not yet signed 93 JV Conmnercial Bank Banking - 3.8 3.8 Not yet signed 93 Yantal Cement Cement 28.7 2.0 30.7 Total Gross Comitments 85.2 14.9 100.1 Less cancellations, terminations 2.0 - 2.0 repayment and sales Total Comtments now Held by IFC 83.2 14.9 98.1 Total Undisbursed 28.7 5.8 34.5 (a) Loan subsequently cancelled. IBRID 24983 CHINA yl SECOND SHANGHAI METROPOUTAN TRANSPORT PROJECT oHD0 N PROJECT LOCATION BAOSHAN COUNTY YINHANG~RD MORMED. --R... CHA,~ R BUS INM~ECHANG INNER RING ROAD MA-ORNTERCANGESNANG INNER RING ROAD UNDER PREIOUS BANK PROJECT * INE RRINGR ODUNECONSMCITON INCO TINI PROECI NORTH CITYY r -"" MERO UNDER CONSTRUCTMCN (NOTNK PROJECTI Sn DONGGA RD B USDEPOTSANDGAGEs \ YANGPU Bus:NTERCHANG STRI CT - INEIRRNGROAD HhINGKÇU DIS 'RICT - PRIMARYOADS --~ SEODRROADS 2 Rs -PlY Xz jý ýSTRICT ŸN b- i - RC -A- N iT SOUTH TY SHANGHl COUNTY - 2 FEDERATIONj ,Á0 UANSHA MONUN .uCOUN CAOBAO C nUSN DEPOT 2 3vi CHJENA IL~MEERS --eg 1993 CHINA SECOND SHANGHAI METROPOLITAN TRANSPORT PROJECT DRAFT TRAFFIC MANAGEMENT STRATEGY AmCMANAG~ STRATEGY NON MOTOR VMME ROADS Bs oiao« AL MCROADS(MAND~VI -- PROPOSEDRIDM STING:O - SmAO~DS --SECOA OADS -- RTOADs i' 4 R.R. STASTA~ ANG R.R. SSTA iN" - mwmuIm