Senegal - Highway Project

Document of The World Bank FRETURN TO FOR OFFICIAL USE ONLY REPORTS DESK WITHIN UNL. WLL.1 Report No. 1723 rn In rVP Y PROJECT PERFORMANCE AUDIT REPORT SENEGAL FIRST HIGIMAY PROJECT (CREDIT 198-SE) September 20, 1977 Operations Evaluation Department I t 3 ~---- an- - e .. a usa uucumen nas a restrictea asnunon 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.  mm %A0MBWR# A W W MI^NM W PRATPrT PRWARMAPR ATnTT RrPAD RENrAT FTRST HTMUAV PDjET (PRETr 109Cr) Table of Contents Page No. PREFACE PROJECT PERFORMANCE AUDIT BASIC DATA SHEET RIGHLIGHTS PROJECT PERFORMANCE AUDIT MEMORANDUM 1-2 ATTACHMENT: PROJECT COMPLETION REPORT I. INTRODUCTION A.1 Background A.1 II. THE PROJECT A.4 A. General Description A.4 B. Cost Estimates A.4 III. PROJECT EXECUTION A.5 A. Construction of Feeder Roads A.5 B. Road Improvement and Maintenance Study (Consultants' Services) A.5 C. Purchase of Road Maintenance Equipment A.7 D. Costs, Financing and Disbursements A.7 E. Performance of the Borrower (Special Covenants) A.8 IV. ECONOMIC RE-EVALUATION A.10 V. CONCLUSIONS A.13 TABLES 1. Comparison Appraisal Estimate and Actual Cost 2. Comparison Estimated and Actual Disbursements 3. Sine-Saloum Region - Area Yields and Production 4. Estimated Traffic on Project Roads at FY1976 This document has a restricted distribution and my be used by recipients only in the performance of their official duties. Its contents may not otherwise be disclosed without World Bank authorization.  PRT1FrT PRPVRMANCr AIMTT PRPORT CVNIlr-AT 'TDC'r UTrTYAV DDATVrPT (PDV TT OR.CT1% Preface J.Ls Ls a Puject rfurance L-UU.LL AUepULL ULn LLe DgLLCr r.L25 Highway Project for which Credit 198-SE for US$2.1 million was closed, fulIy UsbvurseU, u epteiveW L74. hUe LepUrt consists of a Project Performance Audit Memorandum prepared by the Operations Evaluation Depart- ment (OED) and a Project Completion Report kruR) preparea Dy the Western Africa Regional Office. The memorandum draws on the PCR in which certain revisions have been incorporated after discussion with OEM. Also, aiscus- sions have been held with staff members familiar with the project and the transcript of the Executive Directors' meeting of June 1970 and project document and files have been briefly reviewed. Based upon OED's abbreviated review process, as outlined in the preceding paragraph, the audit accepts the analysis and conclusions of the P R. The audit commiuents on the re-evaluetion of the rate of return and on the importance of considering local conditions in road improvement and main- tenance studies. No mission was undertaken by OED staff in relation to this project performance audit report. s PROJECT PERFORMANCE AUDIT BASIC DATA SHEET SENCAT TCT ITGHAY PROLTECT (CREDIT 198-SE) KEY PROJECT DATA Appraisal Actual or Item Expectation Current Estimate Total Project Cost (US$ million) 2.5 2.4 Underrun (P.)' 1%. Credit Amount (US$ million) .12.1 Disbursed )2. Cancelled - Repaid ) As of 02/28/77 Outstanding ) 2.3 Date Physical Components Completed ut/71 06172 Proportion Completed by Above Date 45% 100% Economic Rate of Return 10%-15% 4% OTHER PROJECT DATA original Actual or Item Plan Revisions Est. Actual First Mention in Files or Timetable -late/65 Negotiations 05/70 Board Approval 06/16/70 Loan/Credit Agreement Date - 06/19/70 Effectiveness Date - 0/19/70 Closing Date 06/30/72 09/30/74 Borrower The Republic of Senegal Executing Agency Departement des Trev4ux Publics (DPT) Fiscal Year of Borrower Follow-on Project Jl ue3 Second Highway Project (Credit 366-SE) Amount (UJS$ million) 8.0 Credit Agreement Date 1973 MISSION DATA Month/ No. of No. of Date of Team Year Weeks Person Manyweks Rpnrt Identification n.a. n.a. n.a. n.a. late/65 Appraisal Os/69 2 3 6 V6/69 Total 2 6 Supervision I 11/70 0- 2 2 12/70 Supervision II 02/71 1.4 2 2.8 03/71 Supervision lI 05/71 0.6 1 0.6 05/71 Supervision IV 06/71 116/14 2 3.21 07/71 Supervision v 07/71 1. 4 2 2.8L 09/71 Supervision VI 11/71 0. 3 1 0.9/3 11/71 SuDervision ITT 01/72 1.:TT 1 1. 02/72 Supervision VIII 06/72 2.7/3 2 5.4/3 07/72 Supervision XI 05/73 1.4 1 1.4/3 07/73 Prjc Coletion.. 07/76 1~I 1 1 r -TV17 Total 1. EXCHANGE RATES Name of Currency CPA franc (CFAP) Year: 1969 Exchanee Rate: Ui1 = rrAw ?47 1969-1970 US$1 = CFAJ 248 1970-1971 US$1 = CFAF 278 1971-1972 US$1 = CFAF 250 1972-1973 US$1 = CFAF 205 1973-1974 US$1 = CPAF 241 /1 Includes exchange adjustment of US$0.2 million. /2 Closing Date was postponed four times. /3 These missions included items other than supervision of thin arn 4e 4.. *---5 f reference. - ------ -n tem of  PROJECT PERFORMANCE AUDIT REPORT SENEGAL FIRST HIGHWAY PROJECT (CREDIT 198-SE) The Senegal First Highway Project was completed six months after the appraisal forecast and within the appraisal cost estimates. Only minor difficulties were encountered during project implementation,including incle- ment weather which delayed feeder road construction and additional work on the road maintenance and improvement study necessitated by the consultant's failure to consider local conditions. The study upon completion provided a useful basis for future projects. The rate of return on feeder road improve- ments is only 4%, mainly because traffic did not develop as expected, but this return does not consider the impact of the road improvements on the re- gion's agricultural development. The following points might be of special interest: Difficulty in assessing the impact of feeder road improvement on agricultural development (paras. 3-4 and PCR, para. 4.09) Importance of considering local funds and human resources in road improvement and maintenance studies (para. 5).  PROJECT PERFORMANCE AUDIT MEMORANDUM SENEGAL FIRST HIGHWAY PROJECT (CREDIT 198-SE) Project Background 1 The First Highway Projet Qiinnnorted hv Crpdif 198-SE for US82._1 million of 1970 was the Bank Group's first highway operation in the Republic of Senegalz it arose from an. identification mission in 1Q9-5 which found a need for feeder roads in the groundnut region of Sine Saloum, a,nd a subsunt app. Misa l~ d.t.ic idnife thean ne +- M fl and improve the existing road network which had been developed prior to -nuependeceU in '7UU \T)rID, parae T*ile Vu st H49wa 1,--ct D-n_ 4- uc .L U pL U L L L 7 VW .IJ ,Lx L..A jJLd J ~ * .I L. L LLWCL LUJ a.. ., .Ll L & with these findings, comprised: construction and supervision of four feeUeL LUU l O % W k 1 LUUULLUL-UuLtLU aLC a-S, ULcons L DeLViLcD to study road improvement and maintenance (with a special emphasis on the feeder road network) and purchase of maintenance equipment. aince this first project, the Bank has made three other highway loans in Senegal and has also supportea expansion of the feeder road network through three agri- cultural projects as outlined in the PCR (paras. 1.03-1.04). 2. All components of the First Highway Project were completed by mid-1972, within six months of the appraisal forecast of 1971 with only minor difficulties (PCR, para. 3.02). The main sources of delay in con- structing feeder roads and purchasing maintenance equipment resulted trom inclement weather, the time required by the Government to sign construction contracts (because the National Assembly had not yet approved the budget) and some difficulty in setting priorities with respect to the equipment to be purchased. The final project cost of US$2.42 million is close to the-appraisal forecast of US$2.5 million (PCR, Table 1). 3. At appraisal, the estimateu rae o return for im n roads located in the Sine Saloum groundnut-producing region, which were among the most heavily trafficked in the feeueL Luu netwOrk, Laugo a Ikw oo The benefits included in this calculation consisted of reduced vehicle operating costs (voc), generated traffic (particularly that made possible du-r-- the rainy season), and expected increases in the average truck size from 6.7 tons to 10 tons. Using the same methodology and reviseU input dta, th r return at audit, as estimated in the attached PCR, is only 4% (PCR, para. 4.08). The main reason for this low rate of return is the failure of traffic to develop as forecast. The low traffic volumes can be attributed to reduced groundnut production because of the Sahelian drought (the most severe in this century), which affected the region in 1970/71 and 1972/73 and artificially low farm-gate prices..L/ Other factors influencing the low rate of return are much higher than expected maintenance costs and the fact that a shift toward the use of larger trucks has been less than expected (PR, paras. 4.04-4.07). 1/ Project Performance Audit Report: Senegal Agricultural Credit Project (Loan 584-SE/Credit 140-SE), Report No. 1319. - 2 - A As- the PrR noints out the rate of return of 4%l. being based solely on savings in vehicle operating costs, does not include any allowance for the impnct nf imnvmod fpoder rodn on n ricultural nroduction. While there may be such an impact, it would be extremely difficult to isolate it from the ef- fects of other changes which ne rred at the samn timp narticularlv the sub- stantial rise in the government controlled farm-gate price of groundnuts made at the same time. However, as is also pointed out in the PCR, value added in groundnut --ou- o - e--pect-d to- coninu tob highqf so-hatth attribution of only a small increase in production to the project could raise its return significantly /(31, par, A . 4.09). The AppraisalReotddn, however, rely on such a justification. 5. The purpose of the road improvement and maintenance study financed by the credit and undertaken Dy consultants was to prepare a four-year main- tenance and improvement program and to propose needed changes in the mainte- nance organization. The tindings and recommendations or the study, which provided a good basis for subsequent lending, are elaborated in the PCR (paras. 3.03-3.07). The initial program of improvement and maintenance works recommended by the consultant was clearly beyond the Government's financial capabilities, entailing a reduction in works to match local funds. Moreover, in proposing changes within the maintenance organization, the consultant re- commended a field organization of maintenance crews requiring high management skills at the district level which were not available. These proposals did not take sufficient account of the constraints within which the project had to be carried out, but after some discussions with the Bank they were modified to take them into account. The consultants have established a good relation- ship with the borrower and have been given further responsibilities under sub- sequent projects. Conclusions 6. In conclusion, the First Highway Project was completed within six months of the appraisal schedule with only minor difficulties. Actual project costs are close to appraisal estimates but the rate of return for feeder roads is low at 4% mainly because traffic did not develop as expected. This in turn was the result of the severe drought which reduced groundnut production and of low farm-gate prices. It does not appear to be the result of the project's design. The role of the Bank was a generally positive one, recommending a road imorovement and maintenance study which provided a good base for future highway projects and a reduction in the design standards of the feeder roads which resulted in cost savines (PCR. nara. 3.01). ATTACHMENT PROJECT COMPLETION REPORT SENEGAL FIRST HIGHWAY PROJECT (CREDIT 198-SE) 1. LiAU±U%JJ1ULV4 Background 1.01 The First Highway Project was the beginning of the Bank Group's participation in the "rad development of Senegal. This has resulted in two credits (Cr.198-SE add Cr.336-SE), two loans (Ln.1222-SE and Ln.1221T- SE) and substantial feeder road components in three agricultural projects. The four road projects are closely connected, not only because studies included in one project led to implementation in subsequent projects, but also because unfinished portions of one project (due to delays, cost over- runs, and/or managerial and financial difficulties) were carried over to the next and overlapping project. (For inter-connection of the first three projects see Chart 1). An analysis of the Bank Group's involvement in the gradual development of the national highway administration. preinvestment studies, improvement of roads, and construction of feeder roads, shows clearly that the success of one project cannot be determined without con- sidering its contribution to the following projects. The,First Highway Pvnipet wan in fnr A nint nrnirt- daiwned t dannn6rt thp PXnnsion of the feeder road network and to determine the maintenance and improvement Aedsfo oTh btaiAoa is 4U- V44 prdb isa 1 Wl' 'M.n Wea*sC U.. -h W*.a ...-. nhm--nn~na pr.nn,.A from the Bank's Permanent Mission to Western Africa (PMWA) which visited eLL J .U InzC .LU L. LLLU3L~U .U ~ UL UU LLULLLLJL groundnut production areas. Subsequently, the Government commissioned the Senegalese consuling tIrm Suclete AlrlcalUe a bLuen lecauquen kvKALIL%,j to carry out feasibility studies for a number of feeder road projects. LWo subuequent Bankssnus requesteu aUition aleconomic work w".cu was then completed by ORGATEC in early 1969. In May 1969 the Appraisal Mission concluded that, in addition to the construction of 78 km of feeder roads, a road improvement and maintenance study on a country-wide scale and immediate purchase of about US$1.0 million worth of maintenance equipment were of high priority. In June 1970 an IDA Credit of US$2.10 million was made to the Government on the basis of these recommendations. From this study, a program for improving highway maintenance was defined by con- sultants Louis Berger (US) and about-lUU km of primary roads requiring rehabilitation and improvements were identified. Detailed engineering for about 109 km of roads was subsequently carried out by Department des Travaux Publics (DTP) with the assistance of Laboratoire du Batiment et des Travaux Publics (LBTP). 1.03 The Credit Agreement for the Second Highway Project was signed on April 9, 1973 (Cr. 336-SE, US$8.0 million). It included pavement strength- ening of 109 km of high priority roads, a four-year program for improving highway maintenance including the purchase of equipment and spareparts (all based on First Highway Project study), and preinvestment studies. The - A.2 - project is still in progress and the closing date is December 31. 1978. During the first years of project implementation, the maintenance program was adversely affected by slow progress in execution, rapid inflation and a higher rate of deterioration of existing equipment than anticipated in the 1971 Berger study under the First Hahwav Proirt-. Thin rnmhintinn of factors resulted in a shortage of about US$1.0 million in the credit fimAa--wn4ilhla fnr aninment rniramoint- rnnantnty tha firnA originally allocated to road improvement works had to be reallocated to meet the shortfall in the maintenance --o--am.. As a result, I-1h org- road improvement program, which covered 109 km, was revised a number of L"MuOn anu ow amoumts to 1-01. J 1=, of ,wA.Lull t.J mI 9n.&Llave ben' Lumy"Ae.u- under this project. The improvement works of the remaining 58 km have unu poutponed and will uC UaLLeU out partly under the TUirU nighway Project. The supervision of the improvement works is being carried out by the consultants Louis Berger (US) and the quality or the completed work is satisfactory. The implementation of the maintenance program has gained momentum lately but, owing to initial delays, the completion of the program will take considerably longer than the initially estimated period of four years. The awkwardness of administrative proceduras, the lack of adequate office and field supervisory personnel, mechanics, and,operators, the poor performance of the training program and, finally, financial difficulties of the Government must be considered the main reasons for the slow execution of the program. Although the consultants for the maintenance program (Louis Berger US) have attempted to provide on-the-job an6 some in-class training; they are severely handicapped by the lack of counterparts. The pre-investment studies carried out by the consultants BCEOM (France) were completed in mid- 1975. These studies covered 222.8 km of asphalt roads, of which 204.4 km were placed in the high priority list of improvement works. The review of feeder road requirements, carried out under this project by the consultants, BCEOM, formed the basis for the appraisal of a feeder roads vroiect (Ln.1221 T-SE). 1-04 The Third 1i9ahvav Proleet (Ln.1222-SE. USt15_0 million sioned March 31, 1976) will continue the improvement and maintenance program out- 141n&A hAv tha atiiAv imAsx tho Wirat Iahwnv PrMar- n-nA atavt-gbA tinder the Second Highway Project (Chart 1). It includes continued pavement strengthen- as well as equipment for Centre Exp&rimental de Recherches, d'Etudes et de Krougramuantiun CLnm; ountxaOOLsaeo r"u n OLuL= UV u Lrsavaux Publics de l'Urbanisme et des Transports (MTPUT) for the promotion of the domstic construction industry and for transport planning within LUe Direction d'Etude et de la Programmation (DEP); and, preinvestment studies for about 260 km or roads. The emphasis under the Second and Third Highway Projects was placed on the improvement of high priority paved roads when it became obvious that a satisfactory level of maintenance could not be achieved without pavement strengthening for a number of roads. However, there remained a need for a supplementary effort in the field of feeder - A.3 - roads which was met by Loan 1221-SE (US16.6 millInn aianpd March 31. 19761 a three-year program for the improvement and subsequent maintenance of about 1 nnn rm ^f faaAwr irnAa mnA in4nit,eane of ao 9t20 km of exsatin feedA roads, including (a) purchase of highway equipment and spare parts; PUt yunWcse of mateasU an%u-& suypl A. aV L rL operat-410-Us .LL uu...u Un t the project; (c) technical assistance to (i) the Subdivision for Feeder nuu %,Pj ru imp Wmuatu u Lu propousu road .im-rovement ano maiu- tenance program and (ii) monitoring of the project; and (d) construction of BPP's headquarters. - A.4 - II. THE PROJECT A. General Description 2.01 The project consisted of the following (see Maps 1 and 2): (a) construction of 78 km of important feeder roads serving groundnut areas and the supervision of the construction by the Public Works Directorate (PWD); (h) servies of ennn1tants fora rnad imnrovement and maintnnima study; and (c) purchase of road maintenance equipment. 2.02 Except for the scope of the road improvement and maintenance study, wuic was mouiieu during tne coure u Lue suuy \para. J.u4), Lue project was completed without alterations. B. Cost Estimates 2.03 The estimated costs of construction at time of appraisal were US$789,000, including supervision by PWD. Maintenance equipment and vehicles costs were estimated at US$1.0 million; the road improvement and maintenance study at US$245,0001-and contingencies at US$414,000. Total project cost, therefore, was estimated at US$2.5 million with IIA financing of US$2.1 million, covering the full foreign exchange costs (84% of total costs). - A.5 - III. PROJECT EXECUTION A. Construction of Feeder Roads 3.01 Detailed engineering for the four feeder roads was prepared by French consultant SEGECOT. with the assistance of the soils laboratory LBTP, and financed by the Government. IDA missions, however, found the desian standards higher than necessary, and it was agreed to reduce formation width from 7m to 6m, and the thickness of the laterite base from 15 em tn 12 rn- Thp rrvininn of Fhp vtandards redued the cost by about 25% and improved the economics of the project. 3.02 Contractors were prequalified in August 1970, bids, were submitted on Inn..t.l io7flnn cntrmact ws aw"ardeA to F.rnh. cnt.ractonrs Sociftl Francaise d'Entreprises des Dragages et des Travaux Publics t.EMOLrJ As RH.UIABLU J. M jLUVCU LuC HWOLU LL K ULU L W APIJ U L. notification to the contractor was delayed until July 1971 while await- 3.ng aional Assemluy approva.L Or LIC uguWay .UVC1m5UL UU8CL., WIL.L k provided the local counterpart funds. Although the contractor started the work shortly after notification, heavy rains during the initial period caused delays from the beginning. Further delays were caused when the Government, using local funds, asked the contractor to extend the 20 km Kaffrine-Katakiel road an additional 14 km to N'Ganda. Con- struction of the feeder roads was finally completed in June 1972, about 6 months later than originally scheduled. The quality of construction was satisfactory and the supervision by DTP and LBTP was adequate. B. Road Improvement and Maintenance Study Consultants' Services 3.03 In September 1970 Louis Berger International (US) was awarded the contract for the road improvement and maintenance study. It became effective in November 1970, the inception report was submitted in April 1971. and the final report in October 1971. The principal objective of the consultants' study was to prepare a four-year road improvement and maintenance proRram for 1970/71 - 1973/74, with special emphasis on the feeder road network. The study was to analyze the existing maintenance nran4niHnn and nnPrationns and to make reconmmendations for the imorove- ment of these services. The study also was to define types and levels of 4mroamant wnvak and tn make renmmandAinna fnr thpir Pwwntition whether by force account or by local contractors. Furthermore, the study was to n lA a 14a n^a a anlvycnrAnAA ani4nmant tn ha nnrhamPd tyndr the project. 3.04 The consultants' investigations, which included a pave-'nt evaUaLAuai ULUUy U LLeri LU26 AmAUV=mU1n% WLP mshould b given high priority - especially pavement strengthening - since they were past the state where adequate vehicle operating condition couLud be achieved by regular maintenance operations. About 1,000 km of roads, - A.6 - were identified as needing improvements. About 500 km of tracks in the groundnut producing area, not part of the classified highway system but considered for improvement to gravel road standards, were also identified. Based on the consultants' findings, detailed engineering for the most imprtaiit paved roads was later carried out by the Government and con- struction work is proceeding under the Second and-Third Highway Projects (Chartl). 3.05 At the time of the study, most of the equipment was operated and maintained by DTP, but some was rented from Service d'Outillage Mecanique (SOM), a government agency supervised by DTP and established about 2& years ago to handle equipment for a large area covering all of Senegal, Southern Mauritania, and Western Mali. Following independence, Senegal inherited a large amount of this equipment, and the function of SOx was to handle major repairs and to rent equipment to DTP or the private sector. SOM's perform- ance proved to be unsatisfactory-and consultants recommended its re- oraanization into an autonomous agencv which would own- maintain, and renew all road maintenance equipment. The Government accepted the recommendation fnr a rpntralimed PnninmPnt divisIon and eratad PArr Central du MatArI&I (PCM) (shown as Central Equipment Division in Chart .2).' However, as of October 1976. the Government had not aranted autonnmy-&o WC4 and while certain progress had been achieved since the reorganization, repair, maintenance and, especially, -tlzto of------.nc qipet a a4 not satisfactory. In a recent inspection of the central workshop in Dakar able amount of cannibilized equipment in the yard hampered operations and L@LU JUIUL *A. L aeespoeue . Eq~uimentLI utlizationUL "as 1MJLVC UUUML increased control of PCM, but the maintenance regions are still far from Luliy uEi1iZ1ug Leir equIpment. The_Government is being urged to grant the required autonomy to PCM. 3.06 Another important recommendation of the study was to establish a central maintenance division to coordinate all maintenance operations countrywide. The Government accepted the recommendation and created the Division d'Entretien Routier (DER) which is responsible for the organiza- tion and planning of maintenance, while the regions are carrying out maintenance operations (Chart 2). DER has implemented many of the recommendations of the study during the ongoing maintenance program. Routine maintenance of all roads and periodic maintenance of gravel roads are carried out by Government forces, while periodic maintenance of bituminous roads is accomplished with the help of contractors. At the beginning, when only a limited amount of equipment was available, crews veia organized as interregional forces, i.e. mobile crews which moved a;:ound the country to take care of the most urgent works. Under the Second Highway Project, additional equipment was gradually purchased and the concent was changed to reeional crews for routine maintenance and interregional crews principally for periodic maintenance of gravel roads. Theaavn P.acina whr ev-rnn rntovnvlndiiQrtU - A.7 - regions, are responsible for the primary road networks within their regions. The regional officials do not always cooperate with DER but, all in all, the new organization has considerably improved maintenance operations. While it will take at least six to seven years to accomplish the maintenance program which was originally scheduled for four years. the program has already proven its worth through the efforts made to overcome considerable obstacles. 3.07 Early in the improvement and maintenance study, Bank missions felt that the consultants annroar-h to the nntnim lwal nf maintenane nand rn maintenance organization did not sufficiently consider local conditions. Tn nAM4emt, t-her v-a a tho -rnther e14ff4o,.At shift of -r4rt from - roads to pavement strengthening of primary roads - which was the direct initial difficulties subsided as the project progressed. The pavement Usurenening pugram was aUUpL=U aLLCL bWvera LeV.Lo±UU5 UUU Lb ce.LUg carried out under the Second and-Third Highway Projects (Chart 1). Also, he cousultants soon revised their overly sophisticated approach to maintenance organization and adapted their expertise to local conditions. Their relations with the Government were good and they have been entrusted with additional work under the Second and Third Highway-Projects. C. Purchase of Road Maintenance Equipment 3.08 The consultants inception report, submitted in April 1971, included a list of equipment to be purchased under the First Highway Project and the related bidding documents (para. 3.03). This initial purchase amounted to about $1.2 million and covered the most urgent needs of tractors, graders, front end loaders, rollers and trucks. Bids were opened in July 1971 and the bulk of the equipment was delivered by mid-1972. 3.09 The assignment of the equipment to the regions was made by PCM on the basis of the reorganization proposed by the improvement and maintenance study (implemented under the Second Highway Project). A recent review of PCM's documents showed that equipment is still not fully utilized (e.g. 100 HP graders utilized an average of 765 hours/year and 180 HP bulldozers an average of 400 hours/year). These are very low fieures even considering the operating conditions in Senegal and show that the chiefs of regions are usina their eantiiment ineffetivelv. RnnfuAlv_ hpettr ise will he nhtsinei when PCM is granted autonomy (para. 3.05). This matter is important and will he &lnalv airiu4ner hv future aRnnlr m4aa4nn, mcna.4ll, M41.a a considerable amount of equipment is being bought under Cr. 366-SE, Ln.1222- SE and T. 1221T-SE. D. Costs, Financ-ft-r-n, MA T,% l.-aaa -J..v 6V .unug tne cours uL Lue project tue UO GOJLLUr was UevaLuaLuo twice,once in 1972 from CFAF 278 to CFAF 255, and then again in 1973 to UCA" 227. In spite of these devaluations, the amount or the credit (US$2.1 million) was sufficient to finance the foreign cost of goods and - A.8 - services. Cost increases caused by the dollar devaluation were covered by making use of unallocated funds. The total cost of construction amounted to US$968,000 equivalent which was slightly higher than the appraisal estimate of US$937,000 equivalent, including contingencies. This increase was entirely due to the 1972 devaluation of the dollar. Table 1 compares theTost of the completed project with the cost estimated during appraisal. 3.11 A comparison of actual and originally estimated disbursements is presented in Table 2. It demonstrates the very slow start of the project disbursements; on June 30, 1972, the original closing date-of the project, the disbursements amounted to only 16% of the appraisal forecast. After that date, however, disbursements proceeded rapidly and a year later, on June 1O 19)71- dishurnaments were netically enmpleted- amountiny tn 97.5% of the appraisal estimate. During the last 15 months only water tanks, Vt-rca and vinaly1n wer prcasd Las wu e tne Government nas always snown interest in road improvemt and maintenance, as well as construction of feeder.roads, the intricate administrative procedures, the lack of well-trained staff and financial difficulties have led to slow execution of these programs. The selection of consultants for the road improvement and maintenance study was lengthy despite the signing of the consultants' contract being a condition of credit effectiveness, because the Ministers of Planning and Public Works could not agree and the matter had to go to the Prime Minister for arbitration. The approval of the contract for the construction of the four feeder roads was delayed for five months while awaiting the National Assembly's approval of the highway investment budget (para. 3.02). Super- vision by DTP and LBTP was adequate. Progress reports were sent to IDA regularly, although only after long delays while Government cleared the technicians' field submissions. Workshop vards remained cluttered with completely useless, cannibalized equipment, since officials were reluctant to sell the obsolescent eauipment as it would have Involved n TaAl1y complicated revision of the Government's obsolete inventories (para. 3.05). These administrative dfffinitip.q rnntinued throghni tw ciad-n an Thi_ Highway Projects, although younger officials are increasingly anxious to remove thoQP hirAlpn- to-ensure that the dimensions and axle loads of vehicles should not exceed 1ucLSDAen DLwtMhUA UA Ldsg sUMe . laCre has Deen no effective enforcement of this regulation, although scales were recently purchased under the Second Highway Project. Lately, the situation has become more complex since Office National de Cooperation et d'Assistance au leveloppement kv"a), a Government organization for the purchase of agricultural products, has fixed trucking tariffs. Truckers are dissatisfied, claiming that they cannot continue their business unless they overload their trucks. DTP officials are helpless to confront this situation, in spite of their desire to enforce the regulations. The Government is looking for a way to resolve this problem. - A.9 - 3.14 Although discussions between the Government and thO Bank Group relating to these problems have not always been ruitUl, the appoint- ment of a new Minister of Public Works has cleared the air and bodes weil for open and productive exchanges in the future. The Government regularly provided its financial contribution to the project. - A.10 - IV. ECONOMIC RE-EVAT.TTATTn 4.01i The four rurl rads consructed under -his project In the Sine Saloum area serve primarily to evacuate groundnuts. Sine Saloum is the heart of the groundnut basin, producing about 40-50% of Senegal's groundnuts. Three of the roads connect with the main highway and the railway to Kaolack and Dakar, with junctions at Koumgheul, Maleme-Hodar and Kaffrine. The fourth road, from Diaye-Diaye to Sokone connects with the main North-South road from Kaolack. Most of the groundnuts from the area of the four feeder roads are processed into oil and feed cakes in Kaolack and subse- quently exported via Dakar. The roads connect with local adminis- trative centers, facilitating field work by Government agencies. Of particular importance is the work of SODEVA (Soci6t6 de Dgvelop- pement et de Vulgarisation Agricole), which provides agricultural extension services. 4.02 The construction of the four feeder roads oaralleled the Government's effort to increase agricultural production in the Sine Saloum area. In 1969. the World Bank Groun contributed'US$9.5 million to a US$24 million agricultural Credit project (Loan 584-SE/ Credit 140-SE. A nrnipet to fHnA"rs l n4nme-- and technical assistance at an estimated cost of US$11.5 million was la--ched in 197. f t,4 ,I TT4Zt A IPio was fude by.,-I%A (redit 404-SE). A comprehensive agricultural development program for Sine Sawuu ubgan in 17e3 wAILL cU CLSTIZLML LOLdL COS OL UDpJU.7 million; the Bank Group assisted with US$14 million (Loan 1113/Cr. 549-SE). 4.03 In line with the analysis made at the time ot appraisal, economic re-evaluation of the project roads is based on savings in vehicle operating costs. The Appraisal Report took into account only vehicle operating cost savings to normal and to generated traffic. Additional calculations of possible benefits from incremental groundnut production are also presented. 4.04 Traffic on the project roads failed to develop as rapidly as forecast in the appraisal report, due to the impact of the 1972-73 drought, the most severe in this century. The production of sroundnuts in Senegal fell from over one million tons in the 1960's to 570,000 tons in 1972-73 and 675,000 tons in 1974, but has subsequently recovered to an estimartd npnk of 1_1S4_000 tons in 1976. Commercialized groundnut production using the project roads totAled 51-540 tnns in 1975 and AR %An 4n 1Q7r t%meagf w40i an appraisal forecast of 71,000 tons in 1975. Current marketed pro- duction correspond t a zone of infuene o about 8O km. on either side of the road assuming that 50% of the land is cult'ivated in gruuunuL, au Lhat LavuLaale gLW1[g COnditLos -an developmenL programs are producing an average yield of 1.1 ton/hectare (see Table 3). Ine estimatea wian or tne zone of influence is consistent with the use of oxen to transport groundnuts from fields to roadside collection points. - A.11 - 4.05 In addition to the evacuation of groundnuts, the project roads carry charcoal and wood. fertilizer, agricultural inputs, and passenger traffic. Commodity traffic levels were estimated on the hanin of ohnArvPd rplarionhinn with groundnut nrndirtinn on other feeder roads in Sine Saloum and are detailed in Tabfe 4. Overall, i g4i nnnA a- 7qn nnn AAA pqf-... e.4-"*pA .- Mov.~..A on the project roads in FY76 (Table 4). It is estimated that traffic W.AA.L gruw 7% p.a. Lu ex as tse regiun conn'.L1U=.' LU LCuveL LLUm drought, but only 3% p.a. thereafter as the area approaches its producti.ve C-tp4-ity. 4.06 Current vehicle operating cost savings were estimated by the Government (Table 5). The.costs are generally consistent with those used in the recent Feeder Road Project. It was anticipated at appraisal that improvement of the project roads would induce a shift toward the use of larger vehicles. This has in fact occurred, but not to the extent anticipated. As estimated, 40% of goods traffic now moves in medium sized trucks (10 ton average), compared with 10% prior to improvement of the roads. Assuming an average - load factor of 60%, and allowing for this shift in vehicle usage, it is estimated that average economic savings at 1975 prices in road transport costs following improvement of the roads is CFAF14,3 Der ton-km as derived in Table 5. 4.07 The actual financial rn.qt of r-nnntrtition annei cinprvi.cinn of the feeder roads was CFAF251.9 million, with construction of the roads takeing %c 4In FY77 This wT'a nAdjsed t^ n' n^ ± co- , St of CFAF295.6 million at 1975 prices, on the basis of a 20% tax %uu nuL L L L%=FVA.a6J CoaU L.49= anu tu1 a u m LAAc AuLuca&Lt..CvU4.= UJ* Annual routine and periodic maintenance (resurfacing once every six years) on tne improved roau was estimaea o cost CF'raio,ViKm- compared with a nominal CFAF40,000/km estimated at the time of appraisal. The project life was taken as 15 years, as in the Appraisal Report. 4.08 The estimated economic rate of return, based on vehicle operating cost savings alone, is about 4% (Table 6). The reasons for the shortfall of the rate of return in comparison with the 10-15% estimated at the time of appraisal are essentially: i) the impact of the drought and the corresponding low traffic -levels in 1975 and 1976; ii) the higher than forecast maintenance costs; and iii) the fact that less freight than anticipated was diverted to medium-sized trucks. Of these reasons, the first is the main cause of the shortfall in "Vrnine oNAOf41-0 UnA 107 annA 107A -nvnAiirgA n wrrvmnl evuAniif .r-j-- fla ! 9,5 an 1 976 roduced anra ground""wt harvest, the estimated rate of return would have been about 8.5%, 1/ Source: Report 94la-SE, Senegal, Appraisal of a Feeder Road Project, 111-4-76. - A.12 - 4.09 These rates of return, however, ignore the impact of road improvement on induced agricultural development and, accordingly,. underestimate the economic merit of the project. The impact is difficult to assess since the farm-gate price of groundnuts, the main commodity traveling on the project road, is fixed by Government. There is, accordingly, no immediate link between reduction in transport cost on a specific road and groundnut production in the area of influence of that road. On the other hand, transport cost savings which initially accrue to the agency responsible for aroundnut marketing (ONCAD). are ultimately an element in the setting of ONCAD's farm-gate prices. Groundnut production is in turn highly elaRtin with ragnet to these Drices. With a value added on groundnut production estimated at 78% of 1975 producer's value, the high. For example, had the project roads resulted in increased estimated rate of return on the project would be 12%. - A.13..- 5.01 The project has proven to be successful, since it not only generated satisfactory benefits, but also fulfilled its purpose as a pilot project providing a suitable starting point for continued high- way development. It also served as a catalyst in identitying the need to shift priorities in the highway sector from feeder roads to improve- mnt of pri=aryroads. It enhanced the Government's interest_ In improving primary and feeder roads, in the reorganization of its highway administration and, possibly the most important of all, in realizing the great losses to the country's economy caused by poor road maintenance. This has already led to' three additional highway projects annlementing each other, with financial support of the Bank Group. Table 1 SENEGAL CRDIT 198-SE - FIRST HIGHWAY PROJECT PROJECT COMPLETION REPORT Comparison Appraisal Estimate and Actual Cost (US$'000 equivalent) Appraisal Actual . IDA Contribution Disbursement Total I. Construction of fe" oqad roads IVU road constructiona 33 20 20 100 III. Imported road mainte- -ance equ.pment, vehicles and spare parts 129158 j 1,158 100 IV. improvement and maintenance study 301 263 283 100 TOTALS 2,500 2,429 2,100 86 1/ Including contingencies 2/ Including supervision contract with LBTP Table 2 SENEGAL CREDIT 198-SE - FIRST HIGHWAY PROJECT Project Completion Report Comparison Estimated and Actual Disbursements TuPn I ArCITmMITT.ATED DTSRURSEMENTS CUMULATIVE ACTUAL FISCAL US$'000 EQUIVALENT DISBURSEMENTS AS A VVAD AMn A DDDATC AT ArTTTAT TnTAT. PVRrVXTA.-OV I L FAU rIL SEMESTER ESTIMATE DISBURSEMENTS APPRAISAL ESTIMATE (June 1970) 1l I I U I I II. I g. I 2nI1 2*T., 190 B3 16 II I I~ I -na , u 1 I BI I I i 1 1 I 2 1. I B n .. B I I B I I B I I I 2nd ,, 335 17 B I . .973 I B I 1st 1 ,0829 879. 2nd 2,048 B9.5 .974 ~I I B I B I I I I B 1975 i B 2I4 7 I I I I II BI I I B I I 1t B 2I B n I 209 B 99. I B II I B I II I 1975I * II I II B 1sI BIB I~ I ,0 0 I B i I I II I I I I I 4 ! I I B I I SIne-Saloum Rego AREA, VIELDS AND PRODUCTI (1958-1972) Croindnut Edtblo Cotton Mi ilet &. Maite & Ciafptea Casava Cropped Area not Total Grouindnut Sørghum Ronto (MIObe) Svet Potet e Tobar40 Arme Cropped Area kASA 1,000 ha 1968/69 522 2.3 0.9 347 3.5 1.1 7 7 0.07 - 891 1,503 2.3% 1969,'70 359 4.5 1.3 324 1.3 0.9 6 7 0.09 • 734 1,660 2.394 1970/71 436 6.1 %e7 287 1.1 0.7 6 7 0.08 1 1 747 1.547 2,396 1971/72 450 8.5 4.1 320 2.7. 0.9 6 7 0.06 - 800 1,594 2,394 1972/73 455 11.3 3.1 320 2.8 1.2 6 7 0.09 0.02 807 1,387 2,394 AREA . of Cropped AU 1968/69 58 • 39 - - i o . [0å 1979/70 53 1 - 44 • -- 1 1 • - 100 1970/71 sa .1 • 39 - 1 1 . . 100 1971/72 37 1 - 40 . - 1 1 . . 100 1972/73 56 1 - 40 - - I I . . 100 YIELD k&/ha 196R/69 720 1.360 880 440 60 ß00 300 2,000 18.300 - 19ý/70 960 1,110 1,080 630 920 800 270 2,140 3,600 - 1970/71 670. 880 700 470 180 600 80 1,860 11,200 0 - 1971/72 910 1,020 830 490 890 700 330 2,000 8,300 1972/73 750 1,150 810 440 70 400 10 2,000 14,400 1,200 71oDUCT1ON 1.000 t 1955/69 377 3.4 0.8 152 0.02 0.6 2.1 14 1.3 - 159/70 373 3.0 1.4 204 1.2 0.7 1.6 15 0.5 - 1970/71 292 5.4 1.9 134 0.2 0.4 0.3 13 0.9 . 1971/72 -410 8.7 3,4 158 2.4 0.6 2.0 14 0.3 - 1972/73 343 13.0 2.5 141 0.2 0.3 0.07 14 1.3 0.023 TIVE YYAR ATLACE Area 1,000 ha 450 6.6 2.4 320 2.3 1.0 6 7 0.08 • 7 1,598 2,31 Tield kg/ha 800. 1,080 830 490 350 600' 220 2,000 11,200- Production 1,000 t 359 7.1 2.0 158 .8 0.6 1.3 14 0.9 - Area % 57 1 - 40 - - 1 I . . 0 Estimated (4 yer average) ,O3urce: World Bank AgriLcu1tural Sector Survey., TABLE 4 8ONECAL CR EIT 198-SE - FIRST HICHWAY PROJECT PROJECT COMPLETION REPORT Estimated Traffic on Project Roads at FY1976 Traffic Commodity Direction Season Tone Ton-km ('n00' A. Malem-Hodar-Delbi (17 km) Groundanut Down Dry 18,977 289 (FY 1975 season: 9.752 142) Charcoal and Wood Down All 2,600 37 Fertilizer Up Dry 1,200 20 Millet Down Drv 100 2 Agricultural Supplies a wncellaneous Both All 3.300 41 TOTAL: 26,177 389 B. Kaffrine-Katakiel (20 km) (FY 1975 season: 9,700 164) Charccal ua n onm A11 A,0 N1t 5& Fertilizer Up Dry 8,800 18 Millet Down Dry 100 2 6 Miscellaneous Both All 2.600 41 *PlWPT * 1 441I R C. Koungel-Lour (25 km) Groundnuts Down Dry 15,451 345 (FY 1975 season: 11,341. 254) Charcoal and Wood Dow All 2,000 30 Mll. Muwn ury Sv 1 Fertilizer Up Dry 800 20 Supplies and Miscellaneous Both All 2.200 48 TOTAL: 22,031 498 Groundnuts Down Dry 18,302 276 .** a97 oeasou: 20,747 315) Charcoal and Wood Down All 2,000 30 Millet Duwn Dry so 1 Fertilizer IT- - rl ury 1,300 21 Agricultural Supplies & Miscellann. Both All 2700 4 TOTAL: 24,352 370 Total Project Roads lit,n 1/ Estimate based on origins/destinations study. TABLE 5 CRD"Tr TOR.C- TDCrT HTGUTAY DRDnET Estimated Costs of Commodity Transport by Road (CFAF per vkm or tkm net of taxes at 1975 prices) Poor Track Improved Road Item (before project) (after project) Savings .A. Cost per Vehicle - Kilometer Passenger car (Peugeot 404) 113 80 33 Small (7-ton) trnrk 167 109 5 Medium (10-ton) truck 190 130 60 B. Cost per Ton - Kilometer (60% load factor; 15% medium trucks before projLcL, V/o meUUu LLUILK aLLCL pLUJeLL) average Commodity 38.5 24.2 14.3 SENECAL 2REDIT 19-E-F R 2MAT PJECT PROJECT COMPLETION MEOIT EBtimateå Econoic Costs and Benefits froti voc Savings of Costructij Project Roads (CFAF illions nèt of tax at ,1975 pr:Lceas) Senefit from VOC Savinge Feal ctaia- ' Kaff rne-. ongh4ul- Sokone- S onstrucPtakiel Louir gdiayp_ _Toal Net Benefiti 1972 195.6 - . - - 295.6 1973 6.1 6.72 .7.83 9.42 3.42 29.4 23.3 1974 - 6.1 4.32 5.42 7.01 6.22 23.2 17.1, 1975 6,1 3.31 4.18 5.99 7.01 20.5 14.4 1976 - 6.1 6.28 6.24 8.05 5.98 26.6 20.5 1977 .. 6.1 6.72 6.68 8.61 6.40 28.4 22.3 1978 6.1 1.19 '.14 9.221 6.85 30,4 24.3 1979 u. 6.1 7.70 7.64 9.85 7.32 32.5 26.4 1980- 6.1 8.*24 8.1Q 10.54 7.83 34.8 28.7 198 1- 6.1 8.57 8.51 10.96 8.18 36.2 30.1 1982 . 6.1 8.90 8.85 11.41B 8.411 37.6 31.5 1983 . 6.1 .9.27 9.20 11.94 8.81 39.1 33.CI 1984 - 6.1 9.64 9.57 12.41 9.15 401, 34.6 1985 - 6.1 10.00 9.96 12.92 9.53 42.4 36.3 1986 - 6.1 10.40 110.35 13.44 9.91 44.1 38.0 1987 -D 6.1 10.80 10.76 13.97 :LO.31 45.8 39.7 CtOC' benf:te onlr) 41 Table 7 SENEGAL CREDIT 198-SE - FIRST HIGHWAY PROJECT Representative Road Transport Rates in1974 --Unpaved Road--------------- E anr b"A EW aaO Ad t s * E W a fCiajR0O d Paved Good Con- Bad Condi- XWa% LMLoVeC u nion "Ou I-racks Groundnutk- Primary (to collecting centers) 1 22 28 50 60 Secondary (to oil mill ----.2I121 Gasoil, Fuel 18 22 29 45 - Petrol (hl) 1.75 2.10 2.80 4.40 - General Cargo Modern Truckers 9 12 -- - - Small Operators 3-5 7 - - - 1/ Tariffs regulated by ONCAD. 2/ The corresponding rail tariff averaged 8.5 CFAF/tkm at FY1973. Sonreg Offirial Raqt And miaa4nn ani4v4ma June 1976 STr 1 ED SUIESB AjPAE TEOMEING CAUtD OU DR TH IR 1~ BIGUVAY JUne 30, 1976 lat Project2nPrjt3rPoec EI- --T Planning of imprcvement Priority study wo rka 476 km 1,0100 km -;. Dconcnutat c nihe ]e Preinvestment1- study Preinvestaent Preinvestamet Iimprovemoent study study 222.8 ka vorka " 185.6 km Igng .er, bih priority consultants: 120 km 356 km r unfcor p,reinvesýtment BCE~ r;: vewens sttaudy Ifprovment for pavemen to be carried S Jstrengtheni g ut in future - vrks 1978/80 Sr109 km consuanta ca.rried out 1C9 kam by DP Deferr Prein,Vetætt 5u~ high priority 204.lak consultants: C nt IMPr t- vorks workm Freinvestn 58.0 km 127.6 km study st-- - - qupervision: supearision Louis Berger BCEM Louga-Dahra contractor: construction ro*d Defere -E contract 80 7.3 se note 2 to be averd replacement o Imprvemnt,railIrood ",orke Up-dating ,7 kIft preinvejtet supe-rvion: 7'" 8 km Louis Berger contractor. consultants I Notes: l. Four osulting fires have been invited to present proposials. Preinvestment 2. It i proposed to transfer the stu,y,, 20.5 km section N0- . -Birkelane (Sectilon xo. 6) to zm.ntenance since improvements are not ur- 196.8 km gently, needed. Itt 58.0 kje of-- improvrement works taken over fram rill ultimately the Becond Pro$ect tould there- De reduced to fore be reduced to 37.5 km and 160 km the total of improverent vorks L under the Third Project to 165.1 km. etudy W6 ka " Chart 2 SENEGAL ORGANIZATION OF THF MINISTRY OF PUBLIr WORKS, URBAN DEVELOPfINT AND TRANSPORT March 1976 MINISTER OF PUBLIC WORKS URBAN DEVELOPMENT AND CABINET TRANSPORT 1 SECRETARYFS INRECTUR UI'1 DRCRO A9ISTRATION DIRECTOR OF DUIER AF DIRECTOR OF DIRECTOR OF PERSONNEL AND URBAN DEVELOPMENT PROGRAMMING TRANSPORT PAR ACCOUNINR BUREAU OF TRANSPORT AND pssesseaesasttegesese .PLANNING INFRASTRUtTURF ARCHITECTURE ADMINISTRATION DIRECTR OF seasisensabstenOegast ILDING OIVlON PUBLIC WORK$ CENTRAL EDUIPMENT DEPUITY DIRECTOR WJ..RIJROA M1AUNTENANCE ,oMAlNjRMAIN gEml @§etta§ acomes n lia UIVISION [-- SUODIVISION StSUB0VISION ~m1 DAKAn1 T.LOUIS KAOLACK ZiUNCO TAMACDUNDA I S1ds" ISubi. n: Sul.o ub ons: SSbVon Subdao 1rSt Lua TDm~s Kmouack Zigmchr Tambacounda RufiiperNasen FnckBignmna Bakel Richard Tei %RoJngnL Z HKolda Ked~ stka loaTift Kaotack Z,qgrnchon Ta..bacoundq e~ Rgonark~hop D Gwr~ Garag Regoaml Worksh~g M uli erthera a t o Central kupeetn Southern Inspect o e'qmie T... Thb719 SENEGAL HIGHWAY PROJECT A / MAIN ROAD NETWORK 3• ==== Paved roads SENEGA R......• Paved roads under construction T"• -- Gravel roads - - i Earth roads 1~1J H-4-H,-.- Rallways ST LOurs••F Fer s Permanent river navigation Feeder roads to be constructed - under the project Louga Our-ss •. M International airport ------ Ou ...- -g Local airports Tagnour mer a --- 1 20 40 60 80 10011 -15' t-Gnerou Mbora-a-Mer Ug F 1 n n% % Jnna M a he Marnone 1 SELIBABY / 0/ T u Bab-GarageA 1 THI SEE MAP 2 N ¡, FOR FEEDER ROAD NETWORK NoA ~ Bombe K.elC IN SINE SALOUM DAKAR, 5'nnd'O ao ,nl .naua S popenga "F Mbar Ta iodir y oss.d. Mbou K AY Fat ,.- F ud -1 Ka, e Koo Sokonc K., Madiab, Da Modi.b.l ~* AMNBACOUNDA $ - MAr L 8~ __4 VELINGAFANlunKb -ts - iko oKo. F Kounkne NIOK KOBA B.Z NATION PARK Sedho u f ..,,_.,a. Bondo P1ORTUGUESE_ GUVNEA 17~~ U6 51u 0 N -E A AU6IUST 1969 IBRD-2607R  S E N E G AL HIGHWAY PROJECT SINE SALOUM FEEDER ROAD NETWORK & PROJECT ROADS Ndo - +..-----ooKhombo e - IMbckk • 1 - PAVED ROADS Doinql'"' El. e al* ý DBamby K e -- GRAVEL ROADS iIOR Li* ---- - - EARTH ROADS OR TRACKS Kclkoim-------- - RA I ROADS Fse Mbor FEEDER ROADS TO BE CONSTRUCTED ... jUNDER THE PROJECT GoLu .... .. FEEDER ROADS TO BE IMPROVED Loumb BY MAINTENANCE \bj -~ 1 .Thloyån 501 '< C.flgrne --. D b KIe>11LOMETE C. * Ferry KAOLACK MKoulo-Gd d* Mobo Koko Mba Mboa . Keur P5loté TiongayeKus nö Ke.- r \ 1 .sl •. Wock To.bakou,t D'ay. Ngouna. . - N \4 *R** Ni du Rip KNcnloga Ku- ) okob' ( IR lnko KouonoG A M B Ko angd o bMc k. y 1 AUGUST 1969 IPRD - 2638