Senegal - Second Aviation Project

DoKes: of The World Bank FOR OMCIAL USE ONLY Report No. 6414 PROJECT COMPLETION REPORT REPUBLIC OF SENEGAL SECOND AVIATION PROJECT, LOAN 1665-SE September 24, 1986 Western Africa Region Transportation Division 1 This document has a restricted distribution and may be used by recipients only in the performance of their official duties. Its contents may .lot otherwise be disclosed without World Bank authorization.  FOR OICIAL USE ONLY THE WORLD BANK Washington, D.C. 20433 U.S.A. Oice of Oit1WeC~&at O_atim EvaIvAtian September 24, 1986 lEMORANDUM TO THE EXECUTIVE DIRECTORS AND THE PRESIDENT SUBJECT: Project Completion Report on Republic of Senegal Second Aviation Project (Loan 1665-SE) Attached, for information, is a copy of a report entitled "Project Completion Report on Republic of Senegal Second Aviation Project (Loan 1665-SE)" prepared by the Western Africa Regional Office. Under the modified system for project performance auditing, further evaluation of this project by the Operations Evaluation Department has not been made. Attachment This document has a restricted distribution and may be used by recipients only in the performance of their ofcial duties Its contents may not otherwise be disclosed without World Bank authorization.  FOR OFFICIAL USE ONLY REPULIC OF SEMEGAL SECOND AVIATION PROJIECT. LOAN 1665-SE PROJECT COMPLETION REPORT TABLE OF.CONTENTS Page no. Preface..... . .. .... ...... * ... Basic Data Shet.....e... ii HasichlDta .he.......................................................... iii PART A. PCR by the Borrower I. SUMMARY AND CONCLUSIONS 1.1 Definition of Prooject ..c................................... 1 1.2 Original Couponents...... .ne..... ............. 1 1.3 Modifications to the Investment Plan 1 ............ ....... 1 1.4 Financing ...........*............................. 1 1.5 Plaainlg ........................... 2 1.6 Performance of the Contractors .............................. 2 1.7 Performance of ASECNA ...... .... . ................ *.. 2 1.8 Project Cost ......................... 2 1.9 Changes in Traffic ... ...... . . .. .. . ... .. .. . ... 2 1.10 Justification for World Bank Participation .................. II. GENERAL DATA 2.1 Negoitin o.....i...............on........ 3 2.< Project Preparation ..... . . ........ ............. . . ... 3 2.3 The Executing Agency and its Structure .. .3 2.4 Survey of Civil Aviation in Senegal .................. 4 2.5 Changes in Traffic at D_kar-Yoff, Ziguinchor and Cap Skirring. 4 2.6 Comparison between Actual Changes in Traffic and Appraisal Projections .............. ........... 5 2.7 Possible Explanation of Discrepancies .. 7 2.8 Original Breakdown of Financing ......8........................ 8 III.PROJECT EXECUTION 3.1 Project Components: Description and Estimates ................ 9 3.2 Project Schedule ............. . . .. ..... ........ 16 3.3 Procurement .................................................. 21 3.4 Design and Supervision of Works ............................. 28 3.5 Construction ............................ . ... 28 3.6 Cost of Operations: Comparison with Appraisal .... ........... 28 3.7 Disbursement Schedule ........ ................................ 34 IV. MAIN PROBLEMS ENCOUNTERED Dt'RING PROJECT EXECUTION 4.1 Strengthening of Main Runway, Taxiway and Night Parking Space; Construction of New Taxiway ......... ......................... 35 4.2 Ziguinchor and Cap Skirring Power Plant Buildings .... ........ 35 4.3 Equipment of Ziguinchor Power Plant ........................... 35 4.4 Equipment of Cap Skirring Power Plant ......................... 35 4.5 Extension of Dakar-Yoff Air Terminal .......................... 36 4.6 Other Works ................................................... 36 4.7 Recommendations......................... 36 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.  TABLE OF CONTENTS Cont'd Page No. V. DEGREE TO WHICH CONMMTMENTS WERE FULFILLED 5.1 Increases in Passenger Revenue at Dakar and Other Airports.... 36 5.2 Collection of Arrears from Major Clients ....................... 37 5.3 Follow-up to Auditors' Recommendations ....................... 27 5.4 Reduction in Personnel Costs (Article 10) ............... ,000** 37 VI. BASIS FOR A THIRD AVIATION PROJECT 6.1 Second Phase of Extension to the Dakar-Yoff Terminal ......... 37 6.2 Enclosure of Cap Skirring Airport ............................ 37 6.3 Enclosure of Ziguinchor Airport .............................. 38 6.4 Rehabilitation of Runways at Cap Skirring and Ziguinchor ...... 38 PART B. Supplementary PCR by Western Africa Region I. THE PROEOJ............ 39 II. PROJECT IMPLEMENTATION . ........ ........ ............ 40 Ill. ECOINOMIC REEVALUATION ................... ........... 40 V. FINANCIAL PERFORM ANCE ........................... 43 Revenues ..... ,. ~~~~~~~~~43 Expenses ........... 44 Internal Generation of Fns45 Financial and Accounting Management ..................... ,".10000000949. 45 V. INSTITUTIONAL PERFORMANCE BY ASECNA ...................................... 46 VI. THE BANK'S ROLE............................................... 46 APPENDIX A: Compliance with Loan Conditionsd... 47 TArLES Table 1 Economic Reevaluation ...................,.................. 48 Table 2 Revenues ................ , 49 Table 3 Income Account ........ .................... .... 50 Table 4 Rate of Return on Net Fixed Assetss e t8..... 51 Ta'cle 5 Analysis of Internal Funds Generation and Debt Service...... 52 Table 6 Collection of Receivables by Type of Receipt and by Age..... 53 Table 7 Compte Special.......................... ..................* 54 MAPS IBRD 14038 14039  REPUBLIC OF SENEGAL SECOND AVIATION PROJ!:CT, LOAN 1665-SE PROJECT COMPLETION REPORT PREFACE 1. Following is the Project Completion Report (PCR) for the Senegal Second Aviation Project for which Loan 1665-SE for US$7.0 m was approved on March 13, 1979. The loan was signed on April 14, 1979 and became effective on Novemtar 15, 1979. The original closing date of December 31, 1982 was postponed by one year to allow time for extra works. Final disbursements were completed on May 11, 1984, and the balance of the loan cancelled. 2. This report consists of a PCR prepared by the Borrower which covers project implementation and a Supplementary PCR prepared by the Western Africa Region which covers especially the financial and institu- tional performances and the econonic reevaluation. Data for the Supple- mentary PCR were mostly collected during supervision missions for other projects and obtained from the Bank's files. 3. In accordance with the revised project performance reporting procedures this report has been read in the Operations Evaluation Department (OED) but the project was not audited by OED staff. The draft Completion Report was sent to the Borrower for comments; however, none were received.  - iL - REPUBLIC OF SENEGAL SECOND AVIATION PROJECT. LOAN 1665-SE PROJECT COMPLETION REPORT BASIC DATA SHEETS KEY PROJECT DA5 Original Actual or Item Expectation Current Estimate Total Project Cost (US$ million) 9.07 7.29 /a Cost Underrun (%) -- .19 Loan Amount (as of 02/28/86) 7.00 7.00 /b Disbursed 7.00 5.86 Cancelled -- 1.14 Repaid -- 1.54 Outstanding (as of 02/28/86) -- 4.13 /c Completion of Physical Components (date) 06/82. 03/R4 /d Proportion Actually Completed by Original Completion Date (%) 100 90 /e Economic Rate of Return (%) 37 10.5 CUMULATIVE ESTIMATED AND ACTUAL DISBURSEMENTS (US$ million) Fm FY81 FY82 FY83 FY84 Appraisal Estimate 1.1 5.2 7.0 -- -- Actual 0.27 3.04 3.39 4.29 5.86 Actual as % of Estimate 25 58 48 61 84 OTHER PROJECT DATA Actual or Item Original Current Estimate First Mention in Files -- 01/78 Negotiations 11/78 02/79 Board Approval Date 02/79 03/13/79 Loan Agreement Date 03/79 04/18/79 Effectiveness Date 06/19/79 11/15/79 Closing Date 12/31/82 12/31/83 Last Disbursement Date 05/11/84 Borrower Reriblic of Senegal Executing Agency Agence pour la S6curit6 de la Navigation Adrienne en Afrique et A Madagascar (ASECNA) Fiscal Year of Borrower July 01 -- June 30 Fiscal Year of ASECNA January 01 -- December 31 Follow-on Project  - iii - MISSION DATA No. of Mission Date of Item Mo./Year Persons Composition /f Man Weeks Report Pre-Identification 02/78 3 F, H, R 3.0 04/10/78 j Appraisal 06-07/78 4 E, (2)F, H 8.0 03/13/79 Supervision 1 04/79 1 H 0.4 05/15/79 Supervision 2 12/79 1 F 0.3 01/23/80 Supervision 3 02/80 2 F, H 2.6 03/21/80 Supervision 4 09/80 1 t: 0.6 12/30/80 Supervision 5 03/81 3 E, F, H 3.4 06/12/81 Supervision 6 11/81 2 F, H 2.9 01/04/82 Supervision 7 06/82 3 E, F, H 3.0 07/30/82 Supervision 8 05/83 3 E, F, H 2.1 06/22/83 Supervision 9 10/83 2 E, F 1.4 11/08/83 CURRENCY EXCHANGE RATES Currency Unit: CPA Francs (CtAF) At Appraisal : 1978 US$1 - CFAF 220 1979 US$1 = CPAF 213 1980 US$1 - CFAF 211 1981 US$1 - CFAF 272 1982 US$1 - CFAF 329 1983 USS1 - CFAF 381 At Completion : 1984 US$1 - CFAP 437 /a Estimated figures. Significant cost reductions due to US dollar revaluation against CPA Francs and lower than estimated bids for strengthening the runway. /b US$1.138 million was cancelled on January 31, 1985. /c Including exchange adjustment of - USSO.19 million. /d Original works had been substantially completed by June 1982. This date indicates the completion of additional works which were included in April 1982 at the request of the Borrower. /e Except for installation of a standby power plant at Skirring, all works had been completed. /f E - Economist; F - Financial Analyst, H - Engineer; R - Resident Representative in Senegal. La Back-to-Office Report WAPTI May 29, 1986  - iv - REPUBLIC PF SENEGAL SECOND AVIATION PROJECT, LOAN 1665-SE PROJECT COMPLETION REPORT HIGHLIGHTS 1. Under this project, the Bank assisted Senegal in financing of strengthening of the main runway and taxiway at Dakar airport, procure- ment of navigational equipment for two local airports and miscellaneous smaller airport improvements. The main part of the project aimed at assuring that Dakar airport could continue to handle B 747s and DC. lOs in transit to South America without having to introduce payload penal- ties. 2. The project was only partially successful. Physical implemen- tation did not pose any particular problems but the main use for which it was intended has changed. Virtually all flights from Europe to South America now bypass Dakar but large jets on flights from various parts of Africa to North America use Dakar for transit stops to North America. The total number of transit stops by large aircraft on transatlantic flights, however, is about 50 of the SAR forecast. Institutional improvements under the project which aimed at better financial manage- ment have not been successful. 3. Points of special interest are: (a) the project illustrates the difficulties in forecasting airport use (para 3.02-3.04); (b) more judicious management could increase the airport' effi- ciency and decrease the need for additional investments (para 2.03, 5.01); (c) as a result of much lower than forecast traffic, the economic return is only 10% instead of 37% forecast (para 3.10); and (d) financial management needs strengthening (para 5.02).  REPUBLIC OF SENEGAL PART A DAKAR-YOYF, CAP SlIRRING AND ZIGUINCHOR AIORTS -38 WORLD BANK LOAN 1665-SE: SECOND AVIATION PROJECT COMPLETION REPORT ASECNA - I. SUMMARY AND CONCLUSIONS 1.1 Definition of Project As the name suggests, the purpose of the Second Aviation Project was to upgrade the services provided for the many foreign airlines using Dakaz-Yoff Airport, with a particular view to maintaining Dakar's appeal for international air traffic and also modernizing the navigation equipment at the two busiest airport.s in the interior of Senegal, Cap Skirring and Ziguinchor. 1.2 Original Components At appraisal, the main components were as follows: Dakar-Yoff: - strengthening the main runway (01-19); - improving drainage and strengthening the taxiway; - realigning the taxiway and the runway. Ziguinchor Airport: - installing additional equipment (navigation and landing aids). Cap Skirring Airport: - installing VASIS equipment. The Proiect Overall: - ASECNA's stpervising of studies and it monitoring function. 1.3 Modifications to the Investmen. Plan The original investment plan for the Project was modified for the following reasons: - the bids submitted for strengthening the runway at Dakar-Yoff Airport were unexpectedly -- and gratifyingly -- lower than the appraisal estimates; - the US$/CFAF exchange rate has changed enormously. As a result, ASECNA proposed upgrading Dakar-Yoff Airport, and these works were included in the Project. 1.4 Financing The Project was financed jointly by the World Bank and the Senegalese Government, in the following proportions:  PART A -2 - Page 2 of 38 - US$7 million, under Loan Agreement 1665-SE of April 18, 1979 between the World Bank and Senegal; - CFAF 500 million, allocated by the Senegalese Government from the special account established for investment expenditures. 1.5 Planning Work began virtually on schedule. 1.6 Performance of the Contractors The technical performance of the contractors participating in project execution was good. However, certain deadlines were not met and penalties for time overruns were imposed on the Senegalese company responsible for extending the air terminal. 1.7 Performance of ASECNA ASECNA's studies, supervision and monitoring of the Project were satisfactory, and were mainly exeeuted by Senegalese engineers and experts. The Project enabled them to acquire valuable training and experience. 1.8 Project Cost As indicated in 1.3, project cost was lower than the appraisal estimates. A third application for additional works was only partly approved by the World Bank. Approval of all components in the application would have absorbed the entire loan funds, so a balance is left of about US$1 million. 1.9 Changes in Traffic Passenger traffic has in fact risen (by 3.9Z from 1980 to 1981, and by 8.62 from 1981 to 1982), but not to the extent predicted (an average increase of 122). Similarly, freight traffic has risen modestly, at an average rate of 2.52 until 1982, instead of the projected 13%. In contrast, and against all expectations, aircraft movements have declined at an average rate of 6.8%, for the following reasons: - between 1980 and 1981, all companies withdrew their transit flights between Europe and South America; - certain services were withdrawn (e.g. Concorde); - contrary to expectations, no new companies began to serve the Europe-Dakar routes; - certain jumbo services ceased to operate after the transit flights were withdrawn.  PART A _ 3 - Page 3 of 38 1.10 Justification for World Bank Participation World Bank participation was justified because the Project provided increased security-and safety. In addition, operations were improved, providing a source of additional revenue for Dakar-Yoff Airport, which, like Cap Skirring and Ziguinchor, has increased airport tax rates for passengers. II. GENERAL DATA 2.1 Negotiations Accompanied by members of ASECNA (the executing agency), Senegalese Government representatives submitted an application for project financing to the World Bank as part of the negotiations held in Paris from January 31 to February 2, 1979. The World Bank approved the loan in March 1979. 2.2 Project Preparation The project was prepared by ASECNA using studies made by the agency itself and examined by World Bank staff. These studies showed that the runway - built in 1958/59 using Portland cement concrete - was showing clear signs of failure, with considerable cracking due to the excessive stress imposed by the use of heavier aircraft and a steady increase in the number of movements. The Government and ASECNA had to take action to solve this problem. Two courses were open: either to reduce takeoff weights, or to strengthen the pavement to take traffic at full loads. The laettr option would avoid the disadvantages that the former would create for the Senegalese economy in general and airport operations in particular (especially through the direct loss of revenue and jobs). 2.3 The Executing Agency and its Structure The executing agency for the Second Aviation Project was ASECNA (Agence pour la Securite de la Navigation Aerienne en Afrique et a Madagascar), established by the Convention of St. Louis (December 12, 1959), signed by France and 14 African states, including Senegal. It has two main functions: - international functions, governed by Article 2 of the Gonvention; - domestic functions, governed by Articles 10 and 12 of the Convention. ASECNA is currently financed and directed by the African states, with African personnel assisted by a small number of specia.ists from French Technical Assistance. A committee of ministers responsible for air transportation in the member states lays down the broad lines of policy for ASECNA. A President and an Administrative Council, made up of ministerial delegates, are responsible for administration, while the Director General, assisted by experts drawm from the various states, is responsible for the day-to-day running of activities.  - 4 - PART A Page 4 of 38 ASECNA headquarters is in Dakar, but it is represented in each member country by an agent appointed by the President of the Council. ASECNA is well organized, and the staff is competent and effective. It has technical training schools in Niger, Senegal and Cameroon. ASECNA also acted as executing agency for the World Bank's First Senegal Aviation Project and for the First Niger Aviation Project, under special contracts with Senegal and Niger respectively. The execution of these projects was satisfactory in all respects. Dakar-.'off Airport, together with Ziguinchor and Cap Skirring Airports, are managed and operated by ASECNA on behalf of the Senegalese Government. Because of the organization's experience and high quality, no funds were allocated for training, management studies or any other form of assistance. 2.4 Survey of Civil Aviation in Senegal Civil aviation in Senegal is the responsibility of the Ministry of Equipment and of ASECNA. The Ministry carries out its responsibilities through the Directorate of Civil Aviation (DAC) in the Directorate General of Transportation. DAC approves and supervises the operations of the state-owned airline, Air Sen6gal, which provides regular internal services and a limited range of international services. The two busiest routes are the ones connecting Dakar with Cap Skirring (271 km), a very important tourist resort, and with Ziguinchor (275 km), Senegal's third-largest city. Senegal has a network of 16 airports open to public traffic and these have served to interconnect all the regions of the country and provide transportation to areas of interest to tourists. This network comprises one international airport (Dakar-Yoff) and 15 secondary airports, the most important of these being Ziguinchor, Cap Skirring, Saint Louis and Tambacounda. In addition, there are 25 private airfields. In Senegal, the ASECNA staff numbers 893, comprising 556 employed under Article 2 and 337 under Article 10. 2.5 Changes in Traffic at Dakar-Yoff, Ziguinchor and Cap Skirring From 1979 (the date of project appraisal) to 1982, commercial traffic developed as follows:  PART A Page 5 of 38 DAKAR-YOFF Passengers Freight Aircraft (arrivals Transit (received and Year movements and departures) passengers shipped; in tons) 1979 14,687 567,090 2889050 17,180 1980 14,169 567,147 273,4E5 16,609 1981 13,070 589,551 198,957 16,083 1982 12,231 640,510 151,537 17,961 1983 10,882 649,798 123,396 20,077 Trend ZIGUINCHOR Passengers Freight Aircraft (arrivals Transit (received and Year movements and departures) passengers shipped; in tons.) 1979 1,686 19,728 - 32 1980 1,738 17,696 - 32 1981 1,374 15,558 - 36 1982 1,613 19,530 - 70 1983 1,658 22,442 - 18 Trend CAP SKIRRING Passengers Freight Aircraft (arrivals Transit (received and Year movements and departures) passengers shipped; in tons) 1979 493 6,747 - 81 1980 1,309 20,305 - 417 1981 1,251 19,906 - 790 1982 1,268 22,077 - 482 1983 1,675 36,278 - 845 Trend 2.6 Comparison Between Actual Changes in Traffic and Appraisal Prolections  -6- PART A Page 6 of 38 DAKAR-YOFF Passengers (Arrivals and Departures, in thousands) Projected number Actual number Year of passengers of passengers Difference 2 difference 1979 635 567 - 68 - 10.7% 1980 711 567 - 144 - 20 % 1981 797 590 - 207 - 26 % 1982 893 641 --252 - 28 2 1983 1,000 650 - 350 - 35 Z (Trend) Statistics are available for 1983 only up to July. Aircraft Novements (in thousands) Project Actual number Year number of of Difference X difference movements movements 1979 16.3 14.6 - 1.7 - 10. % 1980 17.3 14.2 - 3.1 - 18 % 1981 18.7 13.0 - 5.7 - 30.5% 1982 20.2 12.2 - 8.0 - 39.6% 1983 21.8 10.9 - 10.9 - 50 % (Trend) Freight (in thousands of tons) Year Projected Actual Difference L difference 1979 20.7 17.2 - 3.5 -.16.9% 1980 23.4 16.6 - 6.8 - 29 % 1981 26.4 16.1 - 10.3 - 39 % 1982 29.8 17.9) - 11.9 - 39.9% 1983 33.7 20.1 - 13.6 - 40.3% (Trend) The above tables show that, for all parameters, actual figures fell short of the projections. In fact, the average increase in passenger traffic Qprojected at 12Z) was only 6.252 from 1980 to 1982. :1 I Similarly, freight rose by an average rate of only 2.52 until 1982, instead of the projected 13%.  PAPT A - 7 - Yagie-7 of 38 In addition, aircraft movements declined at an average rate of 6.8% until 1982, whereas a 6S increase had been expected. The wide discrepancies between the projections and the actual figures for traffic show that the projections were overoptimistic, and the forecasting system must be changed before being applied to other projects. However, these discrepancies do not necessarily mean imply that Senegal will not receive a return on the Project, provided that ASECNA fulfills all its obligations. 2.7 Possible Explanation of Discrepancies According to information obtained from certain airlines operating in Dakar, the explanation for the shortfall in aircraft movements is that certain of them (i.e. Lufthansa and Air France) no longer use it as a stopover when flying to South America, whereas transit flights had been expected to remain at a constant level. This has also had an impact on airport revenue, particularly as regards landing fees. The reduction is also reflected in the two airlines' statistics for stopovers by type of aircraft, as shown in the table below. Lufthansa Type of aircraft 707 Year DC10 & 747 Passengers & freight Total 1980 110 222 332 1981 10 165 175 1982 . 52 43 95 It should be noted that in May 1980 Lufthansa withdrew transit flights to South America using jumbos. Air France Type of aircraft 747 747 Year Air Bus (Passenger) (Freight) Concorde Total 1979 301 226 147 209 883 1980 326 276 146 209 957 1981 285 92 132 207 716 1982 320 22 103 54 499 1983 333 32 97 - 462 Air France withdrew 747 transit flights to South America in April 1981, and Concorde in 1982. The increase in 747 stopovers in 1983 was because Air France was selected for the hajj.  -8- PART A 8Page of 38 Nevertheless, the movements of other airlines' jumbos have remained constant (i.e. Swissair: four DC10 movements per week; Pan-Am: two 747 movements per week; Nigeria Airways: two DC10 movements per week, not counting freight). It should be noted that, in spite of all these shortfalls, the expansion of tourism in Senegal has increased passenger traffic at Dark-Yotf, Cap Skirring and Ziguinchor. The following statistics for arrivals of nonresident tourists reflect this trend: Year 1980 1981 1982 Difference between 1982 and 1981 Arrivals 186,403 194,390 215,718 + 11 % Revenue in million CFA 14,939 18,315 20,878 + 14 % 2.8 Original Breakdown of Financing The following is the original breakdown adopted at appraisal: Amount Percentage financed Category (in US$) by World Bank 1. Civil works for Parts A and B of Project 4,500,000 80% 2. Equipment (including installation) 500,000 1002 of foreign exchange cost and 702 of local currency cost 3. ASECNA technical studies and supervision 300,000 80% 4. Unallocated 1,700,000 TOTAL 7,000,000 Later, the breakdown was modified as follows, because of additional works and other changes:  9 PART A Page 9 of 38 Amount US$ Category 1: 3,500,000 Category 2:. 2,500,000 Category 3: 300,000 Category 4 (consultants): 400,000 Category 5 (provisional): 300,000 (taken from ASECNA audit) III. PROJECT EXECUTION 3.1 Project Components: Description and Estimates 3.1.1. General The purpose of the Second Aviation Project was to carry out works for improving safety, security and operations at Dakar-Yoff International Airport and che secondary airports at Zinguinchor and Cap Skirring, in accordance with the standards set by ICAO and called for in the ASECNA audit. The World Bank loan to the Republic of Senegal, onlent to ASECNA, totaled US$7 million equivalent in various currencies, with a Senegalese participation of CFAF 500 million. These funds, and their repayment, are administered exclusively through the Senegales special account. Originally, the breakdown of financing was as indicated in (2.8) above. 3.1.2. Agreements and Contracts The following served as instruments for ratifying and implementing the Project: - Loan Agreement No. 1665-SE between the Republic of Senegal and the World Bank (April 18, 1979); - Project Agreement No. 1665-SE between ASECNA and the World Bank (April 18, 1979); - Special Contract No. 210/C/I/FM between the Republic of Senegal and ASECNA (July 2, 1979); - Amendment No. 1 to Special Contract No. 210/C/l/F!4 (August 16, 1979); - Amendment No. 2 to Special Contract No. 210/C/l/FM (June 24, 1982); - Letter No. 3512/ME/ASECNA (November 5, 1983) notifying ASECNA of the postponement of the closing date for the loan from December 31, 1983 to March 31, 1984, and constituting Amendment No. 3 to the Special Contract.  - 10 - PART A Page 10 of 38 3.1.3. Original Project Components and Estimates (in millions of CFAF) Modifications were made to the program of investment as defined in the Loan and Project Agreements and the original Special Contract. The reasons for these modifications were as follows: - The bids for strengthening the runway at Dakar Airport were unexpectedly - and gratifyingly -- lower than the appraisal estimates (see 3.3). It thus became clear that a considerable part of the loan amount would not be needed for financing the Project as originally defined. Application was made to the World Bank for approval for additional works. This was granted on the first occasion (Amendment No. 2) through a Bank supervision mission that spent from February 11 to 18, 1980 in Senegal. - The US$ rose from the equivalent of CFAF 220 at the time of appraisal to OFAF 350 in March 1983 and CFAF 395 in October 1983, an increase of 79.5%, contrasting with the decline in the exchange rate for the US$ that occurred during the First Aviation Project. A. Original Prolect Components (according to the Special Contract; in millions of CFAF) 1. Dakar-Yoff Airport - Strengthening of runway 01-19 - Strengthening of taxiway - Improvements to taxiway drainage - Realignment of taxiway 1,243 2. Ziguinchor Airport - VOR - VASIS - Runway lighting - Power Plant lll 3. Cap Skirring Airport - VASIS 16 4. ASECNA Studies and Monitoring (4.5X) 78 5. Physical Contingencies (5%) - 145 6. Price Contingencies 403 Total Cost (excluding taxes) 1,996 Rounded 2,000  - ii - ~~~~PART A Page 11 of 38 B. Components: Modified Project (Special Contracts and Amendments Mos. 1 and 2) 1. Dakar-Yoff Airport - Strengthening of runway 01-19 - Improvements to drainage and strengthening of taxiway and night parking space - Realigning taxiway and runway 1,013 - Extension of terminal and improvements in security 275 - Rehabilitation of runway lighting (excluding approach) and rehabilitation of 5,500-volt power system 512 2. Zi2uinchor Airport - Supplementary equipment (navigation aids, landing aids, emergency power plant) 135 3. Cap Skirring Airport - VASIS equipment 18 - Power plant 67 4. Audit Program 110 5. ASECNA Studies and Monitoring 103 6. Physical and Price Contingencies 155 Grand Total 2,388 C. Additional Works (Letter No. 3512/ME/ASECNA, November 5, 1983) The following components were added to the list as revised by Amendment No. 2: - Fuel-resistant surface for the night parking space at Dakar-Yoff 16.5 - Lighting for the night parking space at Dakar-Yoff 12.75  - 12 - PART A Page 12 of 38 D. Original Total Estimate The briginal Project, including additions, totaled CFAF 2.417 billion. 3.1.4 Description of Project Operations A. Dakar-Yoff 1. Strenathening of Runway 01-19 and Taxiway Strengthening the runway and the main taxiway consisted of the following: - thoroughly cleaning the surfaces (3,500 m long and 45 m wide); - supplying and laying a tack coat of cationic bituminous emulsion (0.800 kg of residual binder per ml); - supplying and laying a binder course of dense-coated material of thickness ranging from 0.09 m to 0.03 m over a width of 36 m (runway) and 15 m (taxiway); - where necessary, laying a tack coat (0.500 kg of residual binder per n); - supplying and laying an asphaltic concrete wearing course ranging in thickness from 0.06 m to 0.02 m over the whole width of the runway and taxiway. 2. Strengthening of Night Parking Space Similar materials were used for the parking space, but with a thickness of 0.06 m over the entire surface (emulsion and asphaltic concrete). 3. Alignment of the Taxiway and Runway (Construction of a New Connecting Taxiway) This entailed the following work: - Clearing scrub, removing roots, and scraping topsoil from the whole area concerned; - carrying out earthwork for profiling edges and formation level of the pavement (cuttings and embankments), and compacting the formation level to 952 of OPM;* - laying a base of crushed basalt sand 0.02 m thick after compaction; - spreading layers of ungraded basalt (0/50 and 0/31.5) in thickinesses of 0.30 m and 0.20 m respectively; * Abbreviation not identified (Tr.)  -13- PART A Page 13 of 38 - application of a liquefied bitumen penetrating binder (1.5 kg per m) - spreading a 0.10-! layer of bitumen-stabilized ungraded basalt (0/31.5); - laying a bituminous emulsion tack coat (0.500 kg of binder per m2); - applying a layer of dense-coated material 0.10 m thick after compaction; - layiny a bituminous emulsion tack coat (0.500 kg of residual binder per m ); - putting in an asphaltic concrete course 0.06 m thick after compaction; - constructing antiblast edges using laterite for a 0.22-m thick base course and impregnation with liquefied bitumen at 1.5 kg per ma, and a layer of sand asphalt 0.03 m thick after compaction; - digging drainage ditches; - laying 125 diameter conduits in 35-m lengths under the taxiway, together with various other works; - installing day lighting. 4. Extension of the Terminal, and Installation of Security Devices (First Phase) The extension of passenger areas in the Dakar-Yoff terminal was considered necessary because of the steady increase in passenger traffic, both arrivals and departures. Problems of saturation and congestion had soon made themselves felt. Security problems have arisen everywhere in the field of civil aviation, and Dakar-Yoff is no exception. However, the extension as it currently exists constitutes only the first phase of a project which will include a third departure lounge, additional parking space for jumbos and boarding bridges. The works consist of the following: - provision of two separate lounges, with strictly controlled access, for assembling departing passengers; - installing two electronic units for examining hand luggage and detecting metal objects. The two lounges have the following specifications:  - 4 PART A - 14 _ inPage 14 of 38 Lounae 1 360 m2, with sufficient capacity to accommodate all passengers departing on a medium-large aircraft (e.g. Airbus, DC10, DC8 63, etc.). Lounge 2 480 m2, with sufficient capacity to accommodate all passengers traveling on the largest aircraft (747, "stretched" DC10, etc.). It may also be temporarily partitioned to accommodate passengers traveling on lower-capacity aircraft. The two lounges are provided with restrooms, telephones, public address systems and clocks. They are served by two separate central air conditioning systems, and include an open-air section serving as a patio. The construction consists of a metal framework with reinforced concrete pillars, a roof constructed of welded integral preforred steel sections, with parapet of enameled aluminium panels, and aluminum/wood walls fitted with tempered glass windows. 5. Rehabilitation of Runway Lighting (Without Approach) and 5.5-kV Power System The works comprised installation of a high-intensity lignting system and the necessary upgrading of the power and telecontrol systems. They consisted of the following items: - Installation of electrical equipment for transformers K, S, L and M, and construction and installation of a new transformer (C); - installation of lighting (edge markings for runway, taxiway and parking spaces); - remote control of this lighting from the control tower, and telecontrol of all electrical equipment from the generator; - installation of cables, with all necessary trenches and other works (conduits, crossings, etc.); - dismantling and storage of equipment and material removed and not reused in the new installations. 6. Fuel-Resistant Surfacing for Night Parking Space This consisted of preparing the surface of the Dakar-Yoff night parking space and covering it with a layer of coated bituminous material in order to protect it from the fuel leaking from the many aircraft parked there for extended periods.  -15 - PART A Page 15 of 38 The main stages were as follows: - restQring the areas, after breaking, excavation and removal of material; with 0.18 dense-coated material; - supplying and spreading three fuel-resistant dressings (1 kg of residual material per m:); - replacing the day marking. 7. Lighting for the Night Parking Space Installation of this lighting was in line with the recommendations contained in ICAO Annex 14, providing for increased security and improved surveillance of parked aircraft. The works consisted of the supply and installation of the following: - 5 lighting towers fitted with 9 floodlights and 5 hazard markers, together with an isolating transformer; - power cables and telecontrol; - I switch box; - 1 remote control/telecontrol panel installed in the control tower; - various devices for connecting the control panel to the general monitoring devices in the control tower; - 1 low-tension cubicle to power the floodlights and equipped with protection devices and feeders. B. Ziguinchor Ziguinchor is one of the most important economic centers in the Casamance region, and its airport was expected to play an increasingly significant role in its development by providing a link with Dakar, since, for political, economic, administrative and developmental reasons, efficient communications are essential for this comparatively isolated region. However, the airport's location presented certain problems, so it was decided that investment, while necessary, should be limited until the position was clarified. This part of the project was to consist of the following components: 1. VOR and VASIS Navigation Aids - Purchase and installation of VOR equipment; - purchase and installation of VASIS equipment to ensure safe and trouble-free night landings.  PART A Page 16 of 38 2. Runway Lighting This consisted of installing a medium-intensity runway edge light system, to serve also as a night marking system. 3. Emergency Power Plant The new emergency power plant replaces tbe former one, which was old and located in the city. It provides an increased power supply to the airport. It consists of the following: - 1 single-story building (9.64 m x 7.46 m) with a reinforced concrete frame, masonry walls, and a flat roof. It is divided into the following areas: a generating room with space for two sets; a WC; a control room; - two 50-kV generator sets and related switchgear. C. Cap Skirring Airport The purpose in this case was to increase night-flight capacity. Such flights to and from Dakar have become increasingly important to this tourist center, because they provide direct connections with European flights and obviate the need for providing stopover accommodation in Dakar. The Government had installed runway lighting in 1978/79, and so the components relating to this airport consisted of supplying VASIS equipment and constructing an emergency generating facility practically identical to the one in Ziguinchor, together with one network with backup, a network without backup, and automatic control for the generator. D. Audit Program The process of project appraisal had revealed the need for* auditing, since the ASECNA accounting system had been unable to provide the financial statements necessary for comparing the progress made with the financial objectives of the Project. Moreover, ASECNA itself was aware of the system's inadequacies, and had initiated a long-term project for reforming and modernizing it. However, since the accounting reform committee had been unable to produce results before project completion, it was unanimously agreed to call on consultants to establish a system for drawing up accounts and financial reports relating specifically to ASECNA operations in Senegal, but applicable to all of the Agency's operations. 3.2. Proiect Schedule 3.2.1. Original Schedule The following is the originai schedule for the Project as recorded in the Loan and Project Agreement:  -17 - PART A Page 17 of 38 appraisal mission: second half of June 1978; negotiations: November 1978; presentation to IBRD Board: end of March 1979; conditions for loan effectiveness: end of March of 1979; preparation of bidding documents: July 1979; bid opening: September 1979; award of contracts: October/November 1979; beginning of works: February/March 1980; duration of works: 2 years; completion of works: beginning of 1982. 3.2.2. Actual Schedule In general, the works were initially on schedule. The major changes introduced later consisted of the postponement of the closing date from December 31, 1982 to December 31, 1983, and then to March 31, 1984, as a result of Amendments 1 and 2 to the Special Contract, and Letter 3512/ME/ASECNA of November 5, 1983. The actual sequence of each of the operations constituting the Second Aviation Project was as follows: 1. Strengthening of Runway, Taxiway and Night Parking Space; Construction of New Taxiway (Contract No. 001/INFRA/80-Amendment) - advertisement of invitation to bid: July 1979; - receipt of applications from prospective bidders: August 2, 1979; - meeting for opening of applications for prequalification: August 3, 1979; - approval from World Bank, by telex: August 27, 1979; - dispatch of bidding documents to prequalified companies: second half of September 1979; - receipt of bids: November 30, 1979; - meeting for examining bids: December 3, 1979; - meetings of the TechnicaL Committee: December 4 and 6, 1979;  - 18 - PART A Page 18 of 38 meeting of the Selection Committee: December 10, 1979; approval from World Bank, by telex: January 14, 1980; approval of contract: February 12, 1980; notification: February 14, 1980; order to begin works: February 14, 1980; approval of Amendment No. 1: April 28, 1981; notification of the Amendment: May 11, 1981; order to begin works specified in the Amendment: May 11, 1981; completion of works (both Contract and Amendment): July 11, 1981. 2. Extension of Air Terminal; Improvements in Security (Contract No. 002/INFRA/82) - advertisement of prequalification: April 1, 1981; - receipt of applications from prospective bidders: April 30, 1981; - meeting for opening of applications for prequalification: May 11, 1981; - approval from World Bank; - invitation to prequalified bidders: August 1981; - receipt of 6ids: October 6, 1981; - meeting of committee for examining bids: October 9, 1981; - meeting of the Provisional Selection Committee: October 22, 1981; - approval from World Bank; - approval of contract: April 24, 1982; - notification: May 26, 1982; - works begun: June 1, 1982; - works completed: June 30, 1983 (i.e. civil works); - equipment installations started on September 9, 1983. Equipment acceptance: September 28.  PART A -1 Page 19 of 38 3. Main Runwa Li htin Rehabilitation of 5.5-kV Power Network (Contract No. 03/83/DIRE/E.1.T.2) - advertisement of prequalification: July 1, 1982; - receipt of applications from prospective b'dders: September 30, 1982; - meeting for opening applications for prequalification: October 11, 1982; - approval from World Bank:; - invitation to prequalified bidders: November 15, 1982; - 'teceipt of bids: December 15. 1982; - meeting for examining bids: December 21, 1982; - approval of contract: May 11, 1983; - notification of contract: May 11, 1983; - order to begin works: May 20, 1983; - completion of works: March 15, 1984. 4. Works for Installation of VASIS and VOR Navigation Aids at Ziguinchor and Cap Skirring (Contract No. 006/INFRA/81) - approval of contract: April 20, 1981; - notification: May 11, 1981; - order to begin works: May 11, 1981; - provisional acceptance of works: April 11, 1982. 5. Generator Building at Ziguinchor (Contract No. 013/INFRA/80) - limited call for bids: January 21, 1981; - receipt of bids: February 21, 1980; - meeting for examining bids: February 27, 1980; - meeting of the Technical Committee: February 27, 1980; - Meeting of the Provisional Selection Committee: March 1, 1980; - approval from World Bank;  -20 - PART A Page 20 of 38 - approval of contract: October 18, 1980; - notification of contract: November 4, 1980; - works begun: November 4, 1980; - approval of Amendment No. 1 to contract: December 18, 1981; - provisional acceptance (Contract and Amendment): May 18, 1982. 6. Generator Building at Cap Skirring (Contract No. 05/INFRA/82) - limited call for bids: May 3, 1982; - receipt of bids: May 31, 1982; - examination of bids: June 2, 1982; - meeting of the Technical Committee: June 2, 1982; - meeting of the Provisional Selection Committee: June 4, 1982; - approval of contract: July 14, 1982; - notification of contract: August 2, 1982; - works begun: August 2, 1982; - provisional acceptance: January 3, 1983. 7. Generating Equipment for Ziguinchor - limited call for bids: March 1, 1980 - approval of contracts: CFCD: July 15, 1980 EGAN: ,July 31, 1980 - notification: CFCD: July 24, 1980 EGAN: August 13, 1980 - provisional acceptance: CFCD: May 3, 1981 EGAN: November 19, 1981. 8. Generating Equipment for Cap Skirring (Contract No. 02/82/SIRE) - limited call for bids: June 14, 1982; - receipt of bids: August 12, 1982; - meeting of the Provisional.Seleqtion Committee: August 17, 1982; - approval and notification of contract: February 19, 1983; - provisional acceptance: March 6, 1984.  - 21 - PART A Page 21 of 38 9. Lighting for NiRLht Parking Space at Dakar-Yoff (Contract No. 01/83/SIRE) - apprQval from World Bank: supervision mission from October ro to 20, 1983; - limited invitation to quote: October 22, 1983; - firm order: November 16, 1983; - approval of contract: December 19, 1983; - provisional acceptance: March 9, 1984. 10. Fuel-Resistant Surfacing for the Night Parking Space at Dakar-Yoff (Contract No. 003/INFRA/83) - first limited invitation to quote: February 1983; - approval from World Bank: supervision mission from October 10 to 20, 1983; - revised invitation to quote: October 1983; - firm order: October 27, 1983; - approval of contract: December 5, 1983; - provisional acceptance: March 9, 1984. 3.3. Procurement Procurement was carried out in compliance with the guidelines contained in the Loan and Project Agreements. International competitive bidding (open to all IBRD member countries and Switzerland), followed by calls for bids from prequalified bidders, was used for all civil works and for the main runway lighting and rehabilitation of the 5.5-kV system. Special procedures, approved in each case by the World Bank, were employed for certain works costing less than US$100,000. The results of the bidding were as follows: 1. Strengthening of Runway, Taxiway and Night Parking Space; Construction of New Taxiway (a) APplicants for Prequalification Out of the 33 acceptable potential contractors, ASECNA received bids from the following 12 by the deadline: 1. CSE/Gerland Route (Senegal/France)  - 22 - PART A Page 22 of 38 2. Maggioni Bitumi SPA Promut/SONEG (Italy/Senegal) 3. Bourdin et Chausse (France) 4. Societ6 Nationale des Travaux Publics (France) 5. ESM (Spain) 6. Colas (France) 7. SAE Dumon et Vander Vin (Belgium) 8. Societe Marocaine des Entreprises Larbi Ben Ghali (Morocco) 9. Dragagei et Travaux Publics (France) 10. CONTRANSIMEX (Romania) 11. Lavori del Porto Della Torre (Italy) 12. Fougerolles (France) Bids 2 and 4 were disqualified for the following reasons: - Within the Group, the Italian company met the requirements but the Senegalese company did not - The company was not big enough to handle the works; its turnover was small, and the equipment it proposed to use was inadequate both qualitatively and quantitatively. Bids from Entreprises Ch6rifiennes de Travaux Africains (Morocco) and Jean Lefebvre (France) were received after the deadline and were returned to them unopened, in accordance with Article 10 of the Invitation to Bid. (b) The invitation to prequalified bidders produced the following bids: ( : : Amount of Bid : Time Required ) (Ref. No. : Bidder : (CFAF) (Month) ) ( : : : ) ( 1 : Colas-Dragages Group ... : 658,977,400 : 8 ) ( :::) ( 2 : Fougerolle ............. : 1,052,926,681 : 9 ) ( : : : ) ( 3 : CONTRANSIMEX ........... : 1,120,000,000 : 6 3 ( ::: -) ( 4 : Larbi .................. : 1,134,278,335 : 8 ) ( 5 : Gerland/CSE ............ : 1,315,725,665 : 7 ) ( 6 : ES?! ................... : 1,655,433,150 : 7 ) ,( : : : )  -23 - PAP.T A Page 23 of 38 Colas-Dragages was selected. Its offer was considerably lower than the appraisal estimate, thus helping to make possible the additional works approved by the World Bank. 2. Lithtina for the Main Runway at Dakar-Yoff: Upgrading of the 5.5-kV Power Network (a) Aoglicants for Prepualification: 1. CGEE Alathom (France) 2. SOCOREM et COSELEC (Senegal) 3. CSEE (France) 4. NORELEC (France) 5. GTME: Entreprise Electricite (France) 6. ETDE (France) 7. BBC (Federal Republic of Germany) 8. SAEM (France) 9. Juret (France) 10. BBT (France) 11. Clemessy (France) 12. Alte Strutture (Italy) 13. Saunier Duval (France) 14. Garcsynsky et Traploir (France) 15. Inter Entreprise (Senegal) 16. EGELEC (France) 17. Herlicq Freres (Senegal) 18. Tate 19. SEEE (France) 20. SGEEM (France)  -24- PART A Page 24 of 38 Applications 2, 10, 12, 15, 17 and 18 were rejected for reasons ranging from failure to provide full information to inadequacy of resources. (b) Only three bids were received by the deadline, and these were as follows: ( : : Amount of Bid : Time Required ) (Ref. No. : Bidder : (CFAF) : (months) ) ( : : : ) ( 1 : SEEE : ) ( : - Supply : 705,849,060 10 ) ( : - Installation 115,886,280 ) I : : : ) ( : TOTAL: : 321,735,340 ) ( : :. ( : : : ) ( : : : ) ( 2 : CSEE : : .(: - Supply : 217,609,307 : 13 ) - Installation : 103,916,119 ) i : TOTAL: : 321,525,426 g( : ) ( : : : ) 6 3 NORELEC : ) t : - Supply : 206,515,569 ( : - Installation 113,492,803 : 12 ) ( : : : ) ( ~~ : : 3 ( : TOTAL: : 320,008,372 : ) (* : : ) SEEE was selected because the other two companies underestimated very considerably the cost of supplying the main cables and quoted longer times. 3. Extension of Dakar-Yoff Air Terminal (Civil Works) (a) 22 sets of prequalification documents were distributed, but only four applications were received by the deadline. These were from the following firms: 1. SATOM (France) 2. Batisse (Senegal) 3. CDE (Senegal) , 4. Bouygues (France)  ~ t3 - PART A Page 25 of 38 All four were invited to bid. (b) The following two bids were then received: ( : : Amount of bid : Time Required ) (Ref. No. : Bidder (CFAF) : (months) ) ( 1 CDE : 187,668,938 8 ) ( :::) C 2 : Batisse ) ( : - Original : 192,566,258 8 ) ( : - With necessary : ) ( : modification, : 187,328,298 ) ( : - Modified version : 190,062,428 ) Batisse was selected because IDE's bid contained certain omissions and its final cost would have been higher. 4. Generator Building at Ziguinchor (Civil Works) In this case, prequalificatica was not used because the estimated cost was less than US$100,000. The following bids were received: ( : : Amount of Bid : Time Required ) (Ref. No. : Bidder : (CFAF) : (months) ) ( 1I : Donze et Cie. : 12,324,058 3 ) ( 2 : Batisse : 16,318,233 : 5) ( :::) ( 3 : SONEG 42,277,704 3 ) Donze et Cie. was selected because of its low quotation and its long experience in carryin.g out similar work for ASECNA. 5. Generator at Building at Cap Skirring (Civil Works) These works were similar to *ze above, and the same procedure was used. Invitations to bid were sent :o the following six companies:  -26- PART A Page 26 of 38 - SAGECCOM - EGCAP - 8atisse - Dragages - CSE - Claude Donze et Cie. - CDE By the deadline, only one bid was received, from Donze et Cie. at CFAF 19,918,861, with the work to be completed in four months. This company was selected. 6. GeneratinR Equipment for Ziguinchor The limited call for quotations produced the following bids: '(: : Amount of Bid : Time Required ) (Ref. No. : Bidder : (CFAF) (months) ) a 1 * Senegalaise Electrique . 35,649,066 ) S 2 * CFCD * 15,142,670 * ( 3 : Herlicq Freres 27?507,405 ) The contract was awarded to CFCD, but during execution -- and after supplying the generators and related equipment - the company became insolvent and a specialized firm had to be found for the installation work. ASECNA accordingly concluded a direct contract with EGAX for a firm figure of CFAF 3,786,000 not subject to adjustment. 7. Generating Equipment for Cap Skirrina The following firms were invited to bid: - SEEE (France) - NORELEC (France) - Dakar Electro (Senegal) - SOCERE (Senegal) - lierlicq Freres (Senegal) - Sen6galaise Electrique (Senegal) - SARIA (Senegal) - SGEEM (Senegal) The following bids were received:  -27- PART A Page 27 of 38 ( . hAmount of Bid : Time Required ) (Ref. CFAF) (months) ( :s:) ( i : SGEE0 : 36,449,015 8 ) ( : : ) ( 2 Hierlicq Freres : 44,570,565 : 8 ) ( :::) ( 3 SEEE 49,935,100 : 8 ) ( :::) t 4 : NORELEC : 51,726,897 9 ) ( : . : ) The contract was awarded o SGEEM. 8. Purchase of Electronic Security Equiv'nent for the Extension to Dakar-Yoff Air Terminal The limited call for quotations produced the following bids: Amount of Bid Time Required (Ref. No. : Bidder : : (months) *~~~~~ . 4 ( ! : Philips (Netherlands) : F 3,306,045 : ) ( 2 : CGR (France) : F 1,321,727 : ) a 3 : Balteau (Belgium) : CFAF 63,927,341 : ) ( :) ( 4 : American Science (USA) US$173,675 : ) The contract was awarded to American Science (USA). 9. Lighting for Night Parkins Space at Dakar-Yoff Shopping produced the following results: ( : : Amount of Bid: Time Required) (Ref. No. : Bidder (CFAF) : (months) ) ( : : : ) ( 1 : SOCERE (Senegal) : 12,910,000 4 ) ( 2 : SEEE tFrance) : 13,308,357 : 4 ) ( 3 : Herlicq Freres (Senegal) : 12,765,000 : 4 ) ( : )  -28 - PART A Page 28 of 38 The contract was awarded to Herlicq Fr&res. 10. Fuel-Resistant Surfacing for the Night Parking Space at Dakar-Yoff An initial call for quotations produced the following two bids (February 1963): - Jean Lefebvre (Senegal): CFAF 23,625,000 (taxes included) - Colas (West Atrica): CFAF 11,760,000 (taxes included) When these works were approved by the World Bank, tte updated quotations (as of October 1983) were as follows: - Jean Lefebvre: CFAF 22,892,500 (excluding taxes as.d duties); 4 months - Colas: CFAF 16,584,000 (excluding taxes asd duties); 4 months The contract was awarded to Colas. 3.4. Design and supervision of works The designs work was done by ASECNA on behalf of the Senegalese Government. The World Bank examined the plans and bidding documents and approved them in virtually every respect. In addition, ASECNA supervised all construction works and was represented on site by qualified Senegalese engineers and other experts, supervised in their turn by the Directorate General in Dakar. 3.5. Constructiot In general, there were few construction problems. The Dakar-Yoff, Ziguinchor and Cap Skirring airports continued to operate throughout the Project and the work was arranged to itterfere as little as possible with traffic. All the works were executed by companies selected according to the correct procedures and supervised by Senegalese engineers and other experts. 3.6. Proiect Cost Compared with Appraisal Estimate In general, and except for the strengthening of the runway (for which Colas has presented a claim for CFAF 102 million, costs were strictly controlled by the executing agency, the additional works were justified, and price revisions were of an appropriate scale. The following table details the costs, and the possible division of these between the World Bank and Senegal (in thousands of CFAF and US$). The conversion rate adopted is US$1 l CFAF 395.  ( :::::: ) ( : ORIGINAL : REVISIONS : ADDITIONAL: GRAND : IRD : is"1 ) WORKS : CONTRACT :(00 CFAF) : WORKS : TOTAL : SHARE : SNAKRE ) ( ( in 000 C1F&) .(000 CFAF) . (000 CFAE) *(in 000 CFAl) (IN USS) ( : : * * f '~~~* * ) ( I. Strengthenina of Surfaces : (nat Dakar-Yoff ( - Strengthening of runway : : : ( and taxiway and : : ) ( construction of new : : * , ( taxiway 658,977 : 150,366 . 5,603 . 814,946 : 651,957 3 ( - Strengthening of night : : ( parking space (Amendment No. 1 to contract) . 61,547 * 18,514 * 7,561 87,622 70,097 3,330,548) - Colas-Dragages claim : * 102,958 - - 102,958 82,366 ) - ASECNA materials and : equipment . 1,665 - - 1,665 1,665 466t (~~~~~~~~~~ , , , II. Ziauinchor Power Plant : : : : .). t - Civil works (Building) 9,805 : 1,209 . 965 11,979 . 9,583 : t (- endment No. I * 7,895 1,225 * - 9,120 * 7,296 57,670t 0 us  ( :;:;::) ( : ORIGINAL : REVISIONS : ADDITIONAL : GRAND : IERD : IERD ) DWORKS : CONTRACT (IN CFAF) : WORKS : TOTAL : SHARE : SHARE ) I : (IN CFAF) : (CFAF) : (CFAF) : (IN CfAF) (in USS) ) ( ::;:::) I - Purclhse of equipment 15,143 - - - * 15,143 15,143 * 41,586 ( - Installation of equipment 3,786 _ 3,786 2,650 7,865 ) ( III. 2inuinchor Liahtina : ) 4 - Purchase of equipment 11,161 * - * * 11,161 * 11,161 28,256 ) I - Connection by SENELEC 3,,670: - - 3,670 * 2,569 6,624 t ( IV. Cap Skirrina Power Plant : : ) C - Civil works (Building) . 19,979 * 981 * 20,900 * 16,720 46,392 ) C - Equipment 29,237 * : * * 29,237 * 29,237 74,018 ) ( - Installation . 7,212 * - * - * 7,212 5,048 12,780 ) C - ASEChA equi pent 899 * : * * 899 * 629 1,592 )