Cambodia - Provincial and Rural Infrastructure Project

PID THE WORLD BANK GROUP AWorld Frea of Pavcrty InnfoShop Report No AB25 Initial Project Information Document (PID) Project Name CAMBODIA-Provincial and Rulal Infrastructure Project (PRIP) Region East Asia and Pacific Region Sector Roads and highways (50%); Central governmiiient administrationi (25%); Sub-national goverinment adiniilistration (25%) Project ID P071207 Supplemental Project Borrower(s) KINGDOM OF CAMBODIA Implementing Agency MINISTRY OF PUBLIC WORKS AND TRANSPORT Address Address Corner Norodom Boulevard and Street #1 06, Phnom Penh, Cambodia Contact Person Mr Lim Sidenine, Director Tel (855) 12 805-040 Fax (855-23) 724-279 Email WB_PIU2@bigpond com kh MINISTRY OF RURAL DEVELOPMENT Address Corner Russian Boulevard and Street #169, Phnom Penh, Cambodia Contact Person Mr Mour Kimsan, Deputy Director General for Technical Affairs Tel (855-12) 938 072 Fax (855-23) 426-823 or 844-160 Email 012938072@mobitel com kh or ksan_mrd@forum org kh Environment Category A Date PID Prepared April 9, 2003 Auth Appr/Negs Date April 3, 2003 Bank Approval Date September 16, 2003 1. Country and Sector Background As with muchI of the economic infrastructure, the tranisport sector was severely damaged by the war Since the early 1990s, a concerted effort by the Governm11ent, supported by the donor comm11un1ity, has been made to reestablish the kingdonm's main transport infrastructure. Success has been achieved in a numilber of areas however much1 remains to be done. The key issues and currenit impedimenits specific to the road sector are discussed below Lack of planning and neglect of maintenance. Cambodia's road network of 35,500 kilometers (km) - including approximately 4,000 km of national roads and 3,500 km of provincial roads uinder the responsibility of the Ministry of Public Works and Transport (MPWT), and 28,000 kin of tertiary roads tinder the responsibility of the Ministry of Rural Development (MRD) - is in poor shape, notwithstanding a major effort at rehabilitation since the mid 1990s. Road condition surveys in 2002 confirmed that 28 percent of the network is in good and fair conditioni, 35 percent in poor condition, 28  2 PID percent in bad conditioni and 6 percent under reconstructioll or rehabilitation. During the reconstruction period, approximately i 1,000 kmns of rural roads have been rehabilitated and reconstructed with earth fill and laterite surfacing. However, these newly rehabilitated roads, especially those built to gravel or laterite standard, are deteriorating prematLirely due to lack of maintenianice, thereby putting the sustainability of these recreated road assets in jeopardy This lack of maiiltenianice is attributable to lack of allocation of needed funds and ineffective road management. Table B.1 Kingdom of Cambodia's Road Network (lo be completed at appralsal) Lengthi (km) Good and fair (km) Poor (kim) Bad (kin) National 4,000 Provincial 3,500 Tertiary 28,000 Total 35,500 9,800 12,250 12,250 Government recognized the issue of the need for funids for maintenanice and in 2000 established the Fulid for Repair and Mainteniance of Roads (FRMR) I Prakas 399 and SlibDecree 39, whlich is under the autilority of the Prine Minister and managed by the Ministry of Economily and Finance (MEF) While the Fund was clearly intended to tackle the mainteniance problem thc goverinig arrangemenits for the Fund are not well established witih the result that the Fund Is currenitly being used for reliabilitatioln of roads and non-road infrastructure, withi allocation decisions made by the Office of the Prime Minister (OPM) on the basis of proposals made by provincial governors or channeled througIl MEF. Fulids are disbursed three ways (i) MEF awards contracts to private contractors and the Military Corps of Engineers without involvemenlt of the concerned liie ministries and their provincial departments; (ii) MRD receives project-specific allocations in accordance with its budget proposals, to be implemented by its provincial departments, and (iii) allocations are made directly to the provinces, whichi then provide funds to the respective provincial department of MPWT. Notwithistanding the fact that MRD received funds for routine mainteniance for the last few years, the internal pressure and needs were such that these funds were diverted to rehabilitation Thus while both MPWT and MRD and their provincial (deconcentrated) agencies are well aware of the need for maintenlance, routine and periodic maintenianice are rarely performied, and at most substitLted by emergency interventionis. The lack of implementing rules, auditing, disclosure and transparenicy of the Fund means that it is currently not achieving its intenided purpose. MEF is currently reviewing this situationi. There is a need to shift from the current focus on reconstruction and repair, to one based on prioritized plans for road maintenanice and reliabilitation interventionis in accordance withi economic principles Althougil MPWT carries formal responsibility for overall management and developmenit of the roads and transport sector, it has been sidelined by MEF and Office of the Prime Minister through funiding and contracting procedures that bypass the central ministry. MPWT thus has been uliable to meet the challeniges of planning and preparing an integrated program of rehabilitationi and maintenianice; it also cannot, under- the circumstances, be held accountable. MRD, with responsibility for the development and maintenanice rural roads, has been more successful in preparing and submittinig budgets to MEF, and has received allocations under the Priority Action Plan for some mainteniance and repairs MRD has failed to allocate these funds to maintenance Decentralization and the "missing middle". Cambodia's National Poverty Reduction Strategy 2003-2005 cites the lack of all-weather access to transport infrastructure and services in rural areas as an impediment to improvemenits in the quality of life and reduced poverty of people in rural areas. The Second Five Year Socio-Econoinic Development Plan 2001-2005 (SEDP 11) furthier evidences the lack of strategic positioning of the sector to effectively contribute to the country's poverty reduction strategy.  3 PID The focus during the emergency reconstruction phase has been on the primary netwvork and some of the main urban roads Some attention also has been given, thiroughi the Rural Infrastructure Improvemenit Project to tertiary roads in six provinces in the south-east part of the country, and through the SEILA program and others, to commun.ity-based infrastruIctul-e Attention now must be given to the secondary and tertiary netxvork in order to link effectively the primary and community level network. The MPWT is a centralized minilstry carrying out most of its non-donior fuLided works through machine-initenisive force account units. Its Provincial Departments of Works and Transport (PDPWTs) have little autIlority and most have never let a contract. In fact, many PDPWTs act as contractors and bid for works in competition with private firmis In contrast, the MRD Second Five Year Socio-Economic Development Plan (2001-2005) explicitly recognizes the need for institution building at the provincial and lower levels and assigns strategic importance to the development of infrastructure to reduce rural poverty. MRD has formulated a Policy for Rural Roads which adopts labor-based appropriate technology (LBAT) as its preferred technical strategy. LBAT implies optimal use of local resources such as labor, materials and skills. MRD is undertakinig a pronounced effort to assign (deconcentrate) management and implementation responsibilities for rural roads to the provincial level, and has developed detailed contract management procedures for provincial management of rehabilitation and maintenance wvorks. These procedures are currently in place in six provinces in the south-east under the on-going Rural Infrastructuire Improvement Project. Capacity constraints in government agencies and the private sector. The lack of qualified staff is a problem for all governmient agencies. While MPWT commands more than 1,400 staff in two of its central roads departmenits in Phnom Penih, and betweeni 100 and 300 staff in each of the 24 PDPWI's, there are provinces without any qualified enginieer. Given the significant demand for private sector involvement In rural infrastructure constructioni and maintenance, the capacity of the private sector to respond and the capacity of government agencies to manage contracts may present a bottleneck in the near future. A numbcr of small scale contractors have been recently trained by the ILO under the now closed Upstream Project, however substantially more will be required The techilical constraints are even more critical in MRD and its provincial agencies Nonetheless, MRD Is successfully pursuing a model which relies heavily on the contracting out of works to the private sector and has so far, throughi various projects, trained 22 local contractors in labor-based appropriate technology for road constructioni and maintenance. Lack of a coherent policy and strategy. The Government's goals for transport in the period 2001-2005 emphasize efficiency, competition and the contributioni of transpor-t services to economic growthi and regional cooperation. This is to be accomplished by (i) rehabilitating, maintaining and expanding transport infrastructure to facilitate market integration and trade, giviiig priority to rural developmelit, domestic and interinationial trade routes and tourism; (ii) improving the efficiency of use of existing infrastructure and institutional performance; (iii) increasing transport sector revenues to cover an increasing share of maintenance and development costs, (iv) strengthening institutionial capacity in sector planning and managemlient; and (v) promoting increased private sector participation in financing transport infrastructire For roads, the focuS Is oin rehabilitating and reconstructing the national roads, building road links to neighboring countries and developing a sustainable road maintenance program. The Policy for Rural Roads, April 2002 of the MRD emphasizes the establishment of a strategic tertiary network linking district centers and improving access to isolated communities These broad goals, however, are not supported by any formal clarification of the most important policy  4 PID issues facing the sector and the maninler by whicil the goals are to be achieved. Most notable among these issues are. (i) the respective roles of the public and private sectors in providing transport infrastructure and services; (ii) the principles to govern the organization of public-sector services and funictionis, especially in relation to decentralization; (iii) intenided improvements to the efficiency and effectiveness of administrative and regulatory functions, (iv) the principles to govern the regulation and licensing of private-sector services, including limits to government controls over market entry, routes, capacity, operations and prices; (v) intended changes to the legal framework governing the sector, (vi) inteided reforms to planining, budgeting and financing procedures; and (vii) measures to protect safety and environmental standards. A draft Transport Sector Policy Statemenit, now in revision 4, was prepared along with the TSS, but has not yet been formally adopted. There is need to develop a conselIsus aroulid a policy and strategy for the sector. Need for community awareness and increased transparency. The involvement of communlities and their representatives is often overlooked in the transport sector. MPWT, in particular, has no experience in outreach and does not have a public communications strategy or even procedures in place for provincial level planniniig and prioritization. This means that there is very little local knowledge of budgets and plans with regard to nationlal and provincial roads, and there are no established mechanisimis for recourse. Increased transparenicy in budgets and planninig would improve the Ministries' ability to respond to priorities at both the national and provincial levels Communities, provincial level agencies, and nongovernmental agencies are currently by and large an ulitapped resource to improve local road safety and to prevent the spread of HIV/AIDS whiich can result from improved transport services There are local programs in place for mine accident prevenitioni and awareness, and these, coupled with on-goinig efforts to reduce the spread of HIV/AIDS, can successfully be built on for the benefit of the transport agencies' community communication and awareness strategies. 2. Objectives The development oblective of the Provincial and Rural Infrastructure Project is to provide sustainable, year-round, and safe improvements in rural accessibility to markets and essential services in the four provinces of Kampong Thom, Otdar Mean Chey, Preah Vihear and Siem Reap. 3. Rationale for Bank's Involvement The project will assist MPWT to shift its focus from one of exclusive attention to arterial infrastructure to secondary infrastructure. The latter is essential to coniect 85 percent of the population which resides in rural areas By being the first explicit project to improve secondary roads in manly decades, the Bank will assist MPWT to implement the Government's policy of administrative deconcentration and establish a sound division of responsibilities between the central and provincial agencies. The Bank will bring its global experience to bear in project design and contribute to enhanice MPWT's focus on poverty reduction. The project will establish procedures conducive to good governanice with regard to public involvemenit in decision-makinig and increased transparency in contract management (see Annex 2). The Bank will also contr-ibutc to set a precedent in the sector by taking on board existing systems for provincial management of tertiary roads in MRD, established under on-goinig projects supported by the now closed ADB-financed RIIP In this way, the Bank will signal the importance of contributinig to mIailstreamlling anid scallllg Up and reducing the proliferation of project specific requiremenit and transactions costs on the client  5 PID 4. Description In order to attain its development objective, the following will be implemenited under the Provincial and Rural Infrastructure Project (PRIP) in the four northwest provinices of Kampong Thom, Otdar Mean Chey, Preah Vihear and Siem Reap provinces by the Ministry of Public Works and Transport (MPWT) and the Ministry of Rural Developmenit (MRD) The PRIP wvill draw on, and scale up, the successful experience of earlier similar projects sucih as the MRD-implemented Rural Infrastructure improvement Project (RllP) and ILO-assisted Upstream Project, and complement various Asian Development Bank (ADB) supported projects Sustainable maintenianice of the secondary, provincial and tertiary roads presents significant challenges that the proposed project intelids to take on. Component 1. Maintenance management (US$ 2.0 million). The project will support the installation and operation of road maintenanice management systems at the national level in MPWT and MRD and in the respective provincial departments of Kampong Thorn, Otdar Mean Chey, Preah Vihear and Siein Reap. The project will also support the annual execution of routine maintenanlce works on all roads in good and fair condition in the provinces of Kampong Thom, Otdar Mean Chey, Preah Vihear and Siem Reap. The funds for routine maintenanice are included in the cost of the project to be fuLided from Government aniual budget funds Component 2. Rehabilitation and periodic maintenance of secondary-national, provincial and tertiary roads (US$ 18.0 million) The project will support rehabilitation and periodic maintenance of approximately 300 kin of strategic secondary-national and provincial roads under the MPWT; and rehabilitation and periodic maintenance of approximately 100 km of tertiary roads uLider MRD in the provinces of Kampong Thorn, Otdar Mean Chey, Prcah Vihear and Siem Reap. The works wvil be contracted out and a program to develop qualified private contractors would be run concurrenitly, increasing private sector involvement in the road sector. Works will be carried out using labor based assisted technology to maximize local employment. Component 3. Capacity building program (US$ 1.75 million) is aimed at strengtheninilg of institutional capacity at the national and provincial levels and providing support to strenigtihen the on-going deconcentration efforts in MRD, and seek to replicate these efforts in MPWT, where applicable. Component 4. Improved policies and strategies (US$ 0.75 million). The project will support on-going policy development in the transport sector, supporting the existing trends rather thani pursuing new initiatives Areas of possible support include a) development of transparenlt planninlg, budgeting and contracting for roads, b) adoption of life-cycle standards and costing for planning, designing and maniaginig roads; c) adoption of labor-based appropriate techniology throughout MPWT and MRD, d) provision of sustained fuLiding for road maintenianlce includinig both periodic and routine mainteniance; and e) institutional reform to provide capacity for contracting out of maintenanlce, and commercialization of force account Ullits. Component 5. Community awareness programs (US$ 0.5 million). The project wvill implement community awareness programs aimed at increased awareness by transport agencies and residents of related risks in the following areas: a) People's participation in planninig, specifically road planniniig and road maintenianice, and access to public information b) Road Safety  6 PID c) ElHV/AIDS d) Mine/Unexploded Ordinaice risks and clearance programs. 1 Maintenance management Routine mainteniance on secondary; provincial roads Routine maintenance on tertiary roads 2. Rehabilitation and periodic maintenance MPWT-Secondary and provincial roads MRD-Tertiary roads 3. Capacity building program 4. Improved policies and strategies Refunding of Project Preparation Facilities 5. Financing Total (US$m) BORROWER $3.32 IBRD IDA $20 00 FOREIGN SOURCES (UNIDENTIFIED) $0 00 Total Project Cost $23 32 6. Implementation The project will be implemented by the Ministry of Public Works and Transport (MPWT) and the Ministry of Rural Development (MRD). MPWT is the Lead Agency whichi is finally responsible for overseeing the PRIP project, reporting overall project implementationl to the Governmenit represented by the Ministry of Economy and Finance (MEF), and fulfillilng requirements of World Bank. As executilng agencies, MPWT and MRD will cooperate according to thc provisions of the Project Im?plemaentatiol? Plan and the Memorandum ofAgreement on Implementation. Any matters arising from the Memorandum of Agreement will be resolved througlh the Steering Committee for the project. The MEF has a role in Cambodia of reviewing contracts. The executing responsibility in MPWT is withi it's Road Infrastructure Department (RID), and in MRD witlh it's Departmenit of Rural Roads (DRR). Both offices will be staffed with the required competencies for the duration of the implemenitation of the project These offices will be responsible for all goods and consultants' services contracts and for works contracts above US$500,000 in the case of MPWT and US$100,000 in the case of MRD; the development and implementation of the trainilng programs, the managemenit of the participatory process for the selection of the subsequenit years works; the management of and reporting on any resettlement and environmental issues; and the quality control and clearance of the works implemenited by the Provincial Departmienits. The Provincial Departments of Public Works and Tranisport (PDPWT) and Provincial Departments of Rural Development (PDRD) will be responsible for the contracting and managemenlt of works below US$500,000 in the case of MPWT and US$100,000 in the case of MRD in accordance with the agreed Project Implementation Plan. These offices will be staffed wvith the requil-ed competencies for the duration of the implemenitationl of the project. The agreed staffing for these existing departments and agreed termis of reference for their staff is reflected in the agreed Project Implementation Plan. There are no special units being set up for the PRIP  7 PID Implementing structure for the Provincial and Rural Infrastructure Project (PRIP) Ministry of Economy and Fianice Ministry of Public Steci ing < Ministry of Works and Transport Committee Rural Development General Deparncnt of Meimorandum of Directorate General Public Works Agreementain of l'echnical Affairs . ~~~~~~Implementation Road Department of Infrastructure Repat of Department . ~~~~~~~~~~Rural Roads Departmient Provincial Departments Provincial Provincial Departments of PLiblic Works & Iransport Rural Development of Rural Development (Karnpong ''hom, Otdar Mean Chey, (Kampong Thom, Otdar Mean Chey, Preah Vihear, Siem Reap) Committees (PRDC) I'reah Vihear, Siem Reap) 7. Sustainability The project is specifically designed to support sustainability by a) working through the existing units and structures of the implementilig Ministries in line with their designated responsibilities and supporting enhancemenit of their capacity, b) implemenitinig througIl the existing provincial departmenlts of these Ministries to further enhanice their long term capacity, c) strengthiening on-going efforts in policy development to ensure the requi-ed managemenit and budgetinig capacity for sustainable maintenianice, d) using procuremetit systems in line with local procurement rules, e) supporting the development of the local contracting and consultinig industry by designing the project to be accessible to themil in addition to the planned training program, and f) IntroducinIg participatory planninig methiods and transparetit decision making processes to last and potentially be replicated in other areas/sectors as well, particularly at the provincial level. 8. Lessons learned from past operations in the country/sector Engender client owsnership Successful projects require local ownershlip, clear objectives and strong commitment. The project was designed by Governmnent to build on existing structures, to be implemenited by the provincial offices, to have a participatory planinig and decision makinig approach which included all relevant structires of Govermiient bothi at national and provincial levels, and to foster cooperation of different Governmenit departments. Civil society involvement ensures sironger owi7nership and better outreach The initial investments in the project have been selected uSing a participatory planninig and decision-making approach whicih is described in Section 6 2. This same approach will be used to determinie future investmenits. The implemeniting agenctes will contract selected non-governimiienit organizationis will design and implement public awareness campaigins for dissemination of project informationi, road safety, and HI1V/AIDS  8 PID prevention and mine/Unexploded Ordinaice security. Good governancefosters sustainable and equitable developm?ent The projeCt will promote good governance through the developmenit and implementationi of transparent participatory planiniig and decision making processes Specifically transparency and good governance is included in the procurement processes and their subsequenit techniical and financial auditing and the disclosure of inforiliation. As experience evolves, can be fine-tunied and subsequenitly replicated at a national scale. Development of increased capacity of the in-couintry institutions requires wvell-tailored capacity butilding programs especially at the provincial level The project includes a series of combined class-room and practical on-the-job training of both the public and private sector to be dispensed on a contilnuous basis (Refer to Aniex 2). Coordinatlion of developmnenit efforts is necessary to reduice transaction costs on client agencies, and avoid duplication of efforts The project will scale up and draw extensively on the experience gainied from the Ministry of Rural Developmenlt implemented Rural Infrastructure Investment Project, the Upstream Project and others, will also focus on support to existing initiatives in policy dialogue and assist the Government buildilg cooperation betweenl the techilical assistance supported by the Asian Development Bank, Japan, the World Bank and others in the transport sector. 9. Environment Aspects (including any public consultation) Issues : (a) The tiai fin7din7gs of the Environm7en7talAssessmienlt Operationial Policy 4 01. The PRIP will support rehabilitation and maintenianice of existing roads within the existing right-of-way, thus keeping the same alignmient No land acquisition is anticipated and thus resettlement of people is also not anticipated. However, a Resettlement Policy Framnework (see Annex 13) and an Indigenous Peoples Development Framework (see Annex 14) have been agreed to and will be applied should the agreed Environmental Checklist (contained in the Pr-oject Iniplemnentation Plan) indicate their need and application. As a precaution, an Environmental Assessinent has been carried out for the project and for the first year roads even though most of the anticipated roads to be rehabilitated and maintained would be classified as environmenit category "B". The roads to be implemented in the first year were selected using a participatory approach and roads for subsequenlt years will be selected during project implementation period using the same agreed participatory approach whlichi is reflected in the agreed Project Implementation Plan The environimental impact of the project is expected to be limited to the constructioii effects associated with these rehabilitationi and maintenianice works The impacts may result from dust and noise, use of bitumen on sections selected for surface treatmenit, disposal of solid wastes, erosion control, siting and operatioln of borrow areas and quarries, labor camp maniagement, etc These impacts are commoni in road works and can be mitigated with proven maniagemilenit techniques. The project does not involve realignment of existing roads and therefore any land conver-sion for construction purposes would be marginal. On the positive side, the project will achieve importanit environimenital benefits through reduced erosion and flooding, improved access and mobility for the motorized and non-motorized traffic, reduced erosion and flooding, tree plantinig to reduce erosion and improve esthetics, improved access to the communities and improved drainage along the existing road aliginmelts. The Environmental Assessment (EA) for the project has been carried out by an indepenidenit consultant to identify potential project roads with significanit impacts requLring a specific EA. The roads to be implemilenited in the first year work program have been definied using a participatory approach complemented by multiple criteria (economic, technical, environment, social, beneficiary consultation, etc.) analysis and represent about US$ 10 million of the total US$ 23 million project The  9 PID first year roads have all had an EnvironmnentalAssessnent and a Social Assessment done and have been determined to have no land acquisition or resettlement. One road does have an impact on Indigenous Peoples and an Indigenous Peoples Development Plan will be agreed by appraisal Some of the roads proposed for rehabilitation adjoin protected landscapes, nationial parks, or wildlife sanctuaries and are therefore subject to OP 4 04 on Natural Habitats NR 66, the east-west highway adjoininig the Beng Per Wildlife Sanctuary, will be rehabilitated ulider the project and crosses at least three Angkor bridges wvhich would require preservation or even restoration if it is determined that those bridges should remain on the road alignmenit as xvas the case for the Angkor era Kampong Kdai bridge on the NR6 being rehabilitated under a World Bank supported project. Given the potential for cultural relics in the area, OP 4.11 on Cultural Property is applicable. The project will use mechanical or manual work for clearing areas for road rehabilitation. No pesticides will be used OP 4.09 on Pest Managemiienit is therefore not applicable. Ther-e might be an impact due to induced development generated by migration and settlement of people in the project area. The extent of this impact is covered in the Environm7ental Assessment. Maintenance activities on roads in good to fair conditioni will be specified and described in detail to assess the potential enviromnenital impact of those works. Tree planting along all project roads is included in the works contracts. The implementing agencies will consult with the Food and Agricultural Organisation in the area on the type of trees to be planted (b) the main findings of the Indigenouis Peoples Development Framewvork (IPDF) (Refer Annex 14) No reliable figures exists about the presence of indigenlous peoples in Cambodia. Indigenious Peoples, as defined in OD 4.20, are often referred to as Highlanid Peoples, and are mainly found in the North Eastern Provinces, but are also foulid in villages in other Provinces Of the four PRIP Provinces, indigenious peoples are found in Preah Vihear, and perhaps in Siem Reap. The social assessment identified one village of the Kuoy ethniic group In Preah Vihear, which will be affected by the rehabilitation of a road to be rehabilitated during the first year of the project While no adverse impacts could be identified, and the village generally exhibit the same characteristics as surrounding Khmer villages, special efforts will be made for informing and consulting witlh this community, and a specific Indigenous Peoples Development Plan has been prepared under the Indigenous Peoples Development Framework. (c) Disclosur7e The Ministry of Public Works and Transport and the Ministry of Rural Development have formally disclosed on March 31, 2003 the fiiial drafts of the En?vironmen7talA.ssvessmzenit, the Resettlement Policy Framewoork aiid the Indigenioius Peoples' Development Franiework (IPDF) to the public in line with the World Bank's Disclosure Policy These documents are available in English at the offices of the MPWT-RID and the MRD-GDTA in Phnom Penh. MPWT and MRD have also authlorized disclosure of the documelits at the World Bank office Public Informiationi Center in Phnomil Penh, and througlh the World Bank Infoslhop in Washiligton on March 31, 2003. As a conditioni of appraisal, Khmer language versions of the documenits will be made available at the above locations additionally at the Provincial Offices of the MPWT and MRD, and the offices of the Provinicial Rural Development Committee (PRDC) in Kampong Thom, Otdar Mean Chey, Preah Vihear and Siem Reap 10. List of factual technical documents:  10 PID 11. Contact Point: Task Manager Sally L. Burninigliam The World Bank 1818 H Street, NW Washington D.C. 20433 Telephone (202) 458-7378 Fax: (202) 522-3573 12 For information on other project related documents contact The InfoShop The World Bank 1818 H Street, NW Washington, D C 20433 Telephone (202) 458-5454 Fax (202) 522-1500 Web http 11 www worldbank org/infoshop Note: This is information on an evolving project. Certain components may not be necessarily included in the final project. Tables, Charts, Graphs: Processed by the InfoShop week ending 07/02/2001 For a list of World Bank news releases on projects and reports, click here ' 5EA_CH_ _=-_ , FEED_ACK SITE MAP | SHOWCASE