Document of The World Bank FOR OFFICIAL USE ONLY Report No. 9362-TU STAFF APPRAISAL REPORT REPUBLIC OF TURKEY STATE AND PROVINCIAL ROADS PROJECT APRIL 29, 1991 Country Department I Infrastructure Division Europe, Middle East and North Africa Regional Office This document has a restricted distribution and may be used by recipients only in the performance of their official duties. Its contents may not otherwise be disclosed without World Bank authorization. CURRENCY EOUIVALENTS (as of end November 1990) Currency Unit - Turkish Lira (TL) US$1.00 TL 2750 US$364 - TL 1 Million FISCAL YEAR January - December 31 MEASURES AND EQUIVALENTS m e meter (3.281 feet) km - kilometer (0.621 mile) tkm - ton kilometer (0.621 ton-mile) pkm = passenger-kilometer (0.621 pass mile) PRINCIPAL ABBREVIATIONS AND ACRONYMS USED AADT = Average Annual Daily Traffic AC - Asphaltic Concrete ERR - Economic Rate of Return FHWA - Federal Highway Administration (U.S.) FY Financial Year FYR - First Year Return GDP = Gross Domestic Product HDM - Highway Design Model ICB International Competitive Bidding KGM General Directorate of Highways LCB Local Competitive Bidding MOT - Ministry of Transport MOPW e Ministry of Public Works and Settlements NTMP e National Transport Master Plan p.a. per annum PCR e Project Completion Repor: pcu - passenger car units pkm = passenger kilometers PT - Project Team RAM - Road Analysis Model SEE - State Economic Enterprise SPO = State Planning Organization tkm ton kilometers TCDD e Turkish State Railways TSE G Turkish Standard Institute UNECE = United Nations Economic Commission for Europe FOR OMCAL Use ONLY REPUBLIC OP-TMRK STATE AMD PROVgIAL ROAD PROJEC STAl APPASLROR Table of Contents pagg No. LOAN AND PROJECT SUMMARY . . . . . . . . . . . . . . . . . . . . . .- I. THE TRANSPORT SECTOR . . . . . . . . . . . . . . . . . . . . . . 1 A. Sector Overview . . . . . . . . . . . . . . . . . . . . . . 1 B. Transport Demand and Capacity . . . . . . . . . . . . . . . . 1 C. Efficiency of Operations and Transport Costs . . . . . . . . *2 D. Institutional Setting .... . . . . . . . ... . 3 E. Sector Issues . . . . . 4 F. Previous Bank Experience inthe Sector... G. Role of the Bank and Lending Strategy . . . . . . . . . . . . 5 II. THE HIGHAY SUB-SECTOR . . . . . . . . . . . . . . . . . . . ... 6 A. The Network . . . . . . . . . . . . . . . . . . . . . . . . . 6 B. Road Transport . . . . . . . . . . . . . . . . . . . . . . . 7 C. Road Safety . . . . . . . . . . . . . . . 8 D. Highway Administration and Organization . .. . . . . . . 9 E. Engineering, Construction and Maintenance . . . . . . . 10 F. Highway Planning and Design . . . . . . . . . . . . . . . . . 11 G. Highway Expenditures . . . . . . . . . . . . . . . . . . . . 11 H. Highway Financing . . . . . . . . . . . . . . . . . . . . . . 13 :. Environmental Aspects ....... . ........... . 13 III. THE PROJECT . . . . . . . . . . . . . . . . . . . . . . . . . . 14 A. Objectives . ; . . . . . . . . . . . . . . . . . . . . . . . 14 B. Project Description . . . . . . . . . . . . . . . . . . . . . 14 C. Cost Estimates .......... ... .... ... .. . 17 D. Financing . . . . ........ ... .. ... . 18 E. Implementation, Monitoring and Auditing . . . . . . . . . . . 19 F. Procurement .1.9............ ..... ...... 19 G. Disbursements ............ .... .... ... . 21 H. Project Supervision . . . . . . . . . . . . . . . . . . . . . 21 I. Environmental Impact ....... .. .. .. .. .. .. . 22 IV. ECONOMIC EVALUATION . . . . . . . . . . . . . . . . . . . . . . 22 A. Benefits and Beneficiaries ...... ....... . .. . 22 B. Costs and Benefits . . . . . . . . . . . . . . . . . . . . . 23 C. Overall Evaluation and Risks ..... . .. . ...... ... 24 V. AGREEMENTS REACHED AND RECOMMENDATIONS ..4.......... . Thls document is based on the findings of an appraisal missLon to Turkey in November 1990, consisting of Mr. Jacques Yenny (Task Manager), Mr. Jeremy Lane (Highway Engineer) and Mr. Ahmet G6kce (Engineer). This document has a restricted distribution and may be used by recipients only In the performance of their oMcial duties. Its contents may not otherwise be disclosed without World Bank authoration. Table of Contents (Cont'd) Page go, AMiU Selected Documents and Data in the Project File . . . . . . . . . . 25 1.1 Freight and Passenger Traffic by Mode . . . . . . . . . . . . . 26 2.1 Works Completed by KGM, 1980-89 . . . . . . . . . . . . . . . . 27 2.2 Motor Vehicle Fleet, 1970-89 . . . . . . . . . . . . . . . . . . 28 2.3 Traffic on State and Provincial Roads . . . . . . . . . . . . . 29 2.4 Accidents on State and Provincial Roads . . . . . . . . . . . . 30 2.5 KGM Personnel 1985-90 .... . . . . . . . . ...... . . . 31 2.6 Breakdown of Work Equipment by Type and Age . . . . . . . . . . 32 2.7 Highway Expenditures 1980-90 .... . . . . ....... . . . 33 2.8 KGM 1991 Budget .... . . . . . . . . . . ....... . . . 34 3.1 List of Roads for the Project . . . . . . . . . . . . . . . . . 35 3.2 List of Equipment to be Procured under the Project . . . . . . . . . . . . . . . . . . . . . . . 36 3.3 List of Road Safety Materials to be Procured under the Project . . . . . . . . . . . . . . . . . . . . . . . 38 3.4 Estimated Schedule of Disbursements . . . . . . . . . . . . . . 39 3.5 Implementation Schedule . . . . . . . . . . . . . . . . . . . . 40 4.1 Basic Vehicle Operating Costs . . . . . . . . . . . . . . . . . 41 CHART General Directorate of Highways .... . . . . . . . . . . . . . . . 42 ME IBRD 22758 - TURKEY: State and Provincial Roads Project REPUBLIC OF TURKEY STATE AND PROVINCIAL ROADS PROJECT Loan and Project Summary Borrower: Republic of Turkey. Beneficiary: General Directorate of Highways. Loan Amount: US$300 million equivalent. Terms: Seventeen years, including 5 years grace, at the standard variable interest rate. Proiect Obiectives The objectives of the proposed project are to (i) keep and Descri2tion: transport costs low in Turkey by ensuring adequate renewal and maintenance of the road network; (ii) reduce the backlog of road strengthening; (iii) continue the downsizing, modernization and improvement of the management of KGM's equipment fleet; (iv) strengthen and modernize the planning and design capabilities of KGM; and (v) improve the management and safety of the road system through reforms, modernization and training. The project includes: (a) strengthening of high priority sections of existing state roads; (b) improvement of selected provincial roads; (c) procurement of equipment and materials for road maintenance, research, planning, survey and design, reorganization, computerization and training; (d) improvement of road safety; (e) training for KGM's staff; and (f) consulting services. i {i - Benefit The proposed project will facilitate the efficiency of and Risks: the road transport sector by reducing overall transport costs. Benefits will be in the form of reduced vehicle operating costs. The improvement of provincial roads will facilitate all weather access and transport in predominantly rural areas, which are presently isolated by the poor condition of existing roads. Also the present value of road expenditures will be reduced by road strengthening now and avoiding more expensive reconstruction at a later date. Road maintenance expenditures will also decrease on newly paved provincial roads. The benefits will accrue to a large and widespread number of beneficiaries. Private users such as individual car owners, bus passengers and own account transporters will capture benefits directly. Benefits accruing to common carrier trucks and buses will be passed on to producers and consumers in the form of lower freight rates and fares, given the very competitive nature of the road transport industry in Turkey. The provincial roads included in the project will provide access to lower income rural populations and directly contribute to mitigating the effects of poverty in these areas. The road safety component will contribute to the reduction in accidents. The principal risk is any unanticipated shortage or delayed availability of counterpart funds which may delay disbursements and lengthen the project execution period. Past performance in this regard, even under severe macro-economic pressures, has been quite good. - iii - Estimated Prolept Cost: Local Forei Total -------- US$ million---------- Civil Works State Roads 100.00 100.00 200.00 Provincial Roads 38.00 38.00 76.00 Bitumen 11.20 44.80 56.00 Equipment 7.60 68.40 76.00 Road Safety 1.30 11.70 13.00 Training 0.00 1.00 1.00 Consultant Services 0.00 1.00 1.00 Sub-total 158.10 264.90 423.00 Price Contingencies 21.90 35.10 57.00 Grand Total 180.00 300.00 480.00 Finan=cing Government 180.0 180.0 Bank 300.0 300.0 Total 180.0 300.0 480.0 Estimated IBRD Disbursemnqts: IBRD Fiscal Year 1992 1993 1994 1995 1996 1997 - -------------US$ million---------------------- Annual 15 35 50 80 90 30 Cumulative 15 50 100 180 270 300 Economic Rate of Return: 30X REPUBLIC OF TURKEY STATE AND PROVINCIAL ROADS PROJECT STAFF APPRAISAL REPORT I. THE TRANSPORT SECTOR A. Sector Overview 1.01 Transport is vital for the economic development and integration of a country as large as Turkey. With population and activities widely spread, people and goods have to travel long distances over difficult terrain under severe climatic conditions. While Turkey has a very long sea coast of 8,400 km from the Mediterranean to the Black Sea, the large Anatolian land mass makes for long distances between the ports and interior cities. For instance, Ankara is over 400 km from any of its nearest ports i.e. Samsun, Istanbul and Mersin. Turkey is also the major transport bridge between Europe and the Middle East. Again the distances are long, 1,750 km from the Bulgarian border to Iran and 1,900 km to Iraq. 1.02 The backbone of Turkey's transport system is the 360,000 km of roads (60,000 km state and provincial roads and 300,000 km of rural roads) and to a lesser extent the 8,200 km rail network. Private and state owned international and coastal shipping serve some 70 ports and 100 other facilities, ranging from open roadsteads to small jetties. Airports and pipelines complete the transport infrastructure. B. Transport Demand and Capacity 1.03 Turkey's freight transport demand includes not only domestic freight and import/export traffic, but also transit traffic between Europe and the Middle East. The domestic traffic amounts to some 70 billion tkm of which some 80X are carried by road and the rest by rail (111) and coastal shipping (91) (Table 1.1). In addition some 9 billion tkm of crude oil and products move by pipeline. Major bulk commodities are coal and lignite, iron ore, cement, fertilizer and grain. Imports amount to some 35 million tons (including over 20 million tons of oil and oil products), exports total nearly 15 million tons. Transit traffic increased rapidly in the early 80s but in 1989 was down to only half of its 1985 peak of 5 million tons mainly due to unrest in neighboring countries. About two thirds of this transit traffic passes through Turkish ports, while the other third goes by road all the way from Europe to the Middle East. In addition, Turkish ports have been shipping almost 45 million tons of mostly Iraqi crude oil and products annually in recent years. 1.04 Demand for intercity Passenger services is approaching 150 billion pkm. About 95% of this demand is handled by buses. Intercity rail passenger services have become insignificant. Mainline passenger traffic has not increased since 1955, while bus traffic has been booming, increasing over five fold in the last twenty-five years. Since 1983, private car registration has increased dramatically, exceeding GNP growth rates by almost 501. 1.05 Cagacity of the TransRort System - Domestic freight increased faster than GNP between 1984 and 1988, at 6.71 p.a. Public intercity passenger - 2 - traffic grew only at 5.1X p.a. during the same period, which may be explained by the rapid growth in automobile ownership. Generally, the capacity of the transport system has been sufficient to handle the growing demand without major bottlenecks. A large increase in transport investment took place after publication of the first National Transport Master Plan (NTNP) in 1983. Road transport services for freight and passengers are deregulated and highly competitive and the market responds quickly to demand. For instance, privately operated buses run frequently to virtually every point of the country, offering different levels of service at different prices. International trucking also developed rapidly in the 1980s and Turkey now has the largest fleet of trucks operating between Europe and the Middle East, generating substantial foreign exchange earnings (US$600 million in 1989). Recent deregulation of air transport has seen a flourish of new companies, competing with the national sirline. C. Effliiency of Operations and TransDgrt Costs 1.06 Road transport, operated entirely by the private sector, handles over 80X of the freight and 951 of the passenger demands and therefore sets the stage for competition by the other modes. Its costs are low in comparison with those in other countries. In early 1990, truck charges ranged from TL 80/tkm to TL 300/tkm depending on the region and road characteristics, with a median around TL 100/tkm (US 4.3 cents/tkm). This compares with truck costs in Germany of about 11 US cents/tkm. On average, railway costs for freight are about the same as trucking costs, because of the low average density of traffic on the rail network (less than a million ton-km per route km). 1.07 Given Turkey's size and corresponding long transport distances, there is an economic case for more bulk movements by rail. Indeed, major rail customers typically require more rail transport than they can obtain from Turkish State Railways (TCDD). A shift of some 4 to 5 million tons p.a. or about 2 billion tkm from road to rail would make economic sense and reduce the overall transport bill. A rough estimate indicates that such a shift would save US$28 million equivalent p.a. Recent experience indicates that indeed rail costs can be reduced substantially when volume increases. Between 1981 and 1989, rail freight increased 35X, thus recouping traffic losses sustained in the late 1970s, and unit costs per tkm, in constant terms, came down to almost half their earlier level. There is an urgent need for the railways to concentrate their resources on the movement of bulk freight and cut down eia operation of poorly patronized passenger trains, but realistically, this is expected to take considerable time and effort to achieve. 1.08 Even more important than this relatively small shift in traffic to the more economic rail mode is the need to maintain road vehicle operating costs low, since trucks and buses will continue to handle most of the transport demand in Turkey. This would require that resources allocated to maintenance and strengthening of the road network be kept at adequate levels to prevent deterioration of the network. A 20X increase in vehicle operating costs would engender, each year, a US$570 million equivalent increase in the transport bill of intercity trucks and buses alone. -3. 1.09 Other operating cost savings in the sector could result from improvements in port productivity which usually results from unitization, including containerization, of break bulk generel cargo. At present, less than 20X of general cargo trade is containerized; although the number of containers handled at Turkish ports is now increasing rapidly. Approaches to increase port efficiency are under study. D. Institutional Setting 1.10 There are two main institutions responsible for the transport sector at the central government level, the Ministry of Public Works and Settlements (MOPW) and the Ministry of Transport (MOT). The MOW, through its Directorate of Roads (KGM), is responsible for the development and maintenance of state and provincial roads, a network of about 60,000 km. The MOT is responsible for developing the infrastructure of the rail, maritime and air transport modes; the regulation of transport operations in the various modes and the supervision of state economic enterprises (SEEs) in the transport sector, except for the two pipeline SEEs which come under the Ministry of Energy. In addition, the Ministry of Agriculture deals with rural roads, through its Directorate of Village Services. 1.11 The seven major state economic enterprises in the transport sector are: TCDD - operating the railways and most major ports THY - the national airline DHMI - operating the civilian airports TDI - operating a variety of maritime services such as ferries, passenger ships, rescue and salvage vessels, pilotage and the remaining major ports D.B. DENIZ NAKLIYAT - the national shipping cargo line BOTAS - operating pipelines DITAS - operating a variety of petroleuz. transport services, including oil tankers 1.12 Planning units within the various modal agencies and SEEs are responsible for identifying and proposing capital investments and operating budget estimates. They provide the technical, economic and, in the case of SEEs, financial feasibility studies for investment projects. The State Planning Organization (SPO) has the responsibility for reviewing the agencies investment proposals and establishing the medium-term as well as the annual investments programs. - 4 - 1.13 There is considerable scope for institutional and organizational changes in the overall transport sa tor; however, this is a slow and particularly difficult process. On one hand, KOM, under the Ministry of Public Works is well organized and effective; on the other, the Ministry of Transport and the SEEs under its jurisdiction such as railways, ports and civil aviation need to modernize their structures and operations. E. iSetor lsaues 1.14 Due to macro-economic pressures and budgetary constraints, the allocations for the state and provincial road network decreased in real terms between 1984 and 1988. As a result, the backlog of road sections needing strengthening and improvement increased to a point where maintenance costs were becoming excessive. Recognizing the importance to build on existing KGM strength and ensure protection of ts major asset base, thus avoiding costly road failures In the future, budgetary allocations were increased in recent years (para. 2.20). The proposed project is highlighting the need to focus on this issue. The project would also give impetus to the shift from force account work to contract work being gradually implemented by KGM as all civil works under the project will be carried out by contractors. 1.15 The most important issue in the sector, from a budgetary perspective, concerns the future role of the railways. Like in most other countries, Turkish railways have lost their monopoly in the face of road competition and their share of the market has decreased considerably. Deficets are large and TCDD losses constitute the dominant sectoral problem in macroeconomic terms. Revenues from freight barely cover marginal costs while those from mainline passengers cover less than 301 of total costs. The drain on public funds from the railways has reached the equivalent of almost half a million US$ per day. The losses are covered by Government subsidies and by port operating profits and proceeds of the wharf tax from TCDD ports. Government controls tariffs, and increases are granted late, lagging behind inflation. Tariff increases are however only one side of the problem as they are constrained by the very competitive truck charges. Another way to reduce deficits is by reducing costs through increased efficiency and productivity, and by focusing operations on the more profitable aspects of the business, i.e. freight rather than passengers. 1.16 This would require the railways to move away from the traditional "production-driven" operation toward a more "customer or market-driven" operation. This would also imply that the railways should be fully compensated for operating services (particularly passenger) deemed necessary by the Government for social reasons. Similar reforms in Europe and Japan have taken some twenty years to bear fruit and some are still continuing. Therefore, while Government and TCDD are pursuing some reforms in these areas, progress is expected to be slow as many difficult issues have to be tackled such as discontinuing certain services, reducing and relocating staff and profoundly changing the ways of conducting business and operations. 1.17 Another issue concerns the ports. The present organization of the sector should be improved to be more conducive to modern efficient operations and responsive to the needs of Turkish freight traders and transit customers. Also, trade facilitatiorn, including streamlining of customs procedures, has not yet followed international developments. Therefore, the full benefits of modern logistics, including door to door movement of containers, are not available in Turkey. As with railways, a more market oriented approach is needed in the maritime and foreign trade sector. Some larger degree of privatization, of port activities in particular, would be helpful in achieving the shift to greater market responsiveness. The Government is launching a series of studies in the port sector with Bank assistance, to address the above issues (para. 1.21). F. Previous Bank ExRerience in the Sector 1.18 The Bank's involvement in the transport sector has been small and sporadic. In thirty years, the Bank has made only seven loans to the sector; three for ports and two each for railways and roads. Project implementation, although experiencing delays, has generally been satisfactory in achieving physical targets, but implementation of policy reforms has been less satisfactory. For instance, the Project Performance Audit Report (PPAR) of the first railway project of 1973 concludes that "the far reaching railway and transport sector reforms were either not accomplished at all or fulfilled only in minor parts, and the railway's transformation into a modern enterprise functioning in a commercial environment has not come about". The report however recognizes that the scope of intended changes was over-ambitious. The second railway project of 1986 took those findings into account and set more modest targets, which are showing a mixed performance. While some operational targets are being reached, financial ones remain unmet. The absence today of a clear definition of the future role of the railways, a weakness which is expected to be rectified in the coming few years, has greatly hampered railway efficiency. 1.19 In February 1991, OED issued the PPAR for the Ports Rehabilitation Project (Loan 1741-TU) of 1979 and the Highway Rehabilitation Project (Loan 2137-TU) of 1982. Regarding the port project, the main conclusions are that all physical components were executed, albeit with delays due to unfamiliarity with the Bank's procurement guidelines; but that little progress was made in strengthening planning and operations. Regarding the highway project, the conclusions are, again, that physical implementation was successful, but little institutional changes could be attributed directly to the project. However, KGM has actually sought to implement management and analytical techniques which Bank staff brought to their attention in the course of supervision. The Second Highway Project (Loan 2439-TU) of 1984 is almost completed and 93X disbursed. Institutional strengthening of KGM has been addressed and considerable progress is being made (para. 2.13). G. Role of the Bank and Lending Strategv 1.20 With four projects in the 80s against three in the previous 30 years, the Bank's strategy has beer. to introduce greater continuity into our involvement in the sector by more careful planning of our lending operations and by focussing on those areas which' can yield the highest returns in the -6- shortest time. Since the highway subsector handles most of the freight and passenger traffic, ensuring its efficiency will have the greatest economic impact and warrants particular emphasis. Also, the implementing agency (KGM) is responsive and progressive, has developed feasible investment and maintenance programs but requires Bank support to ensure their effective implementation. 1.21 At the same time, by monitoring the transport sector as a whole, the Bank hopes to identify areas of potentially major economic gains notably in the railways and ports subsectors. For the railways, we are continuing to advise the Government and TCDD to define the future role of the railways in the sector and the conditions under which the railways should perform certain social services mandated by the Government. For ports, we are discussing a broad set of studies of the sub-sector involving master planning, institutional reforms including possibilities for privatization, costing and financing, trade facilitation and marketing. However, in light of the difficult political and social issues raised by necessary reforms, progress in these areas is expected to continue to be slow. The Government is acutely aware of the economic costs of the inefficiencies in these areas and, some important rationalization has been undertaken when the authorities judged that the timing was opportune, eg. rail station closures, discontinuing of certain passenger trains and staff reductions in both railways and road subsectors. 1.22 In summary, therefore, we propose to continue our involvement in the sector through continued monitoring of the sector and studies, identifying and pressing for key policy changes entailing major economic gains and selective project lending, with suitable support to sustain strong performance and worthwhile reforms undertaken by the agencies themselves. The proposed project is consistent with this strategy II. THE HIGHWAY SUB-SECTOR A. The Network 2.01 Public roads in Turkey are classified in a four-tier system: motorways (multi-lane access-controlled highways), state roads, provincial roads, and village roads. The General Directorate of Highways (KGM) of the MOW is responsible for the administration of motorways and state and provincial roads. The Directorate of Village Services of the Ministry of Agriculture has jurisdiction over village and forest roads. In addition, there are tourism, irrigation and power project roads. Although not included in KGM's network, construction and maintenance of these roads is, from time to time, entrusted to KGM by the relevant Ministries. 2.02 In 1989, the road network totalled over 350,000 km compared to 270,000 km in 1980 and 160,000 in 1970. In the last decade, all the increase in length occurred in rural roads, the network of state and provincial roads remaining constant at some 60,000 km. Work on the latter concentrated on their maintenance and some upgrading to handle rapidly increasing traffic. Shortage of funds, however, prevented the carrying out of the full strengthening and upgrading program included in the 1983 NTNP. The 10-year plan had recommended the laying of over 1,000 km of new asphaltic concrete -7- (AC) surfacing, to reinforce all roads with more than 500 heavy vehicles/day and 1,500 km of new surface dressing per year. Actually, due to the Government's inability to fully fund the program, only some 1,400 km of new AC pavement were laid during the entire decade. Progress was somewhat better with new surface dressing, adding about 1,000 km/year (Table 2.1). The Highwav Network (km) Paved Unpaved Asphaltic Surface Categorv Concrete Dressed Gravel Earth Total ............................. .km.--------------------------- Notorways 284 - - 284 State 4,13? 24,815 1.738 459 31.149 Provincial 124 18,521 7,065 2.269 27.979 Rural - 19.869 150.771 126.939 297.579 Total 4,545 63,205 159,574 129,667 356,991 Source: KGN 2.03 The need for pavement strengthening is becoming acute. Almost 10,000 km of state roads have an average annual daily traffic (AADT) exceeding 2,000 vehicles, of which over 1,000 are heavy vehicles. Under increasing traffic volumes and heavier truck loadings, all these roads are candidates for pavement strengthening including AC surfacing. At present only about 4,300 km of state and provincial roads have an AC surface. Length of Roads without AC With heavy vehicles KM per day exceeding Without AC 1500 3000 1000 5200 500 12200 Pavement strengthening is the highest priority item in KGM's capital investment program, as the current practice of very frequent surface dressings is likely to prove a less economical option than AC surfacing, when assessed in terms of total life cycle costs, inclusive of user costs. Asphalt concrete surfacing i) brings a greatly reduced surface roughness with consequent lowering of vehicle operating costs, ii) has a considerably longer life than surface dressing and iii) is better able to resist the surface stress caused by high axle loads. As already noted, AC has lagged significantly behind desired levels in the past due to shortages of funds. The proposed project is focusing on this priority. B. Road Transport 2.04 Road transport is deregulated and both the trucking and bus industries are mainly privately owned. Road transport companies, both domestic and international, vary greatly in size and many are grouped into - 8 - associations and cooperatives. Competition between operators keeps tariffs low, but they at least cover operating costs. 2.05 There were 2.4 million motor vehicles registered in 1989, compared to 1.1 million in 1979; i.e. an annual growth rate of over 8% (Table 2.2). Commercial vehicles--buses and trucks--account for 35X of the fleet with cars comprising the remainder. Cars are concentrated in the urban areas, and so traffic on major intercity roads often consists of over 50X heavy vehicles. 2.06 Annual vehicle-kms on the state and provincial road network amount to about 26 billion and have been growing at an average rate of about 8.61 p.a. since 1985 (Table 2.3). Traffic counts are conducted regularly on all state roads, but only occasionally on provincial roads. KGM will introduce more systematic traffic counting and other studies on provincial roads. Average daily traffic densities are highest (over 20,000 vehicles/day) in the vicinity of large cities such as Istanbul, Ankara and Izmir, and in a few major corridors where motorways are now under construction. 2.07 In 1984, the legal axle-loads were increased to 13 tons for single axle and 19 tons for tandem-axle. The maximum gross weight is 19 tons for two-axle trucks, 26 tons for three or more axle trucks and go up to 42 tons for five or more axle semi-trailers. Sample data from loadometer surveys indicate that 5-10 of single axle loads are in the 10-13 ton range, while less than 31 exceed the revised 13-ton limit. At present, KGM operates over 200 portable weigh-bridges, some of them financed under a previous Bank loan. They operate as mobile teams stopping vehicles at random and fining the overloaded vehicles. Their primary purpose is the policing of vehicle loading capacity and only incidentally to provide data on axle loads for pavement design purposes. The proposed project will include weighbridges for the planning department in order to improve data collection for pavement design. KGM is in the process of soliciting private sector bids for the establishment of 54 fixed weighing stations throughout the country. The development and operation of these stations will be done by contract. Overloaded trucks will be channeled into a parking area where they will have to unload the excess weight before being allowed to proceed. C. Road Safety 2.08 Road traffic accidents are a serious socio-economic problem in Turkey. In 1989, there were 104,000 accidents injuring 80,000 people and causing 6,300 deaths. The incidence of fatalities on Turkish highways is about 6-10 times higher than in other European countries, but comparable to rates found in other developing countries. The fatality rate on state and provincial roads has been falling and is now less then half its level in the early 1970s (Table 2.4). Over the last few years Government has begun to address the road safety problems through education, enforcement and engineering. Traffic safety is being introduced in the school curriculum, the traffic police is being trained under bilateral assistance, and KGN is emphasizing the technical aspects of road safety, which are supported by this project. - 9 - 2.09 For instance, in the mid-80s, KGM started a program of guardrail construction which resulted in 300 km of hazardous sections being equipped with guardrails. Guardrails are installed when traffic is in excess of 500 vehicles per day and where warranted by road conditions, for instance where embankments are more than 3 m high. Due to lack of funds, the program slowed down considerably in recent years. Unless the pace of recent years is speeded up, it would take some 10 years to complete the remaining 200 km of critical sections. Vertical signs are deficient on about 501 of provincial roads, and the current material used for horizontal markings is not very durable, requiring frequent renewal. Provision is made in the proposed project to assist with development in the above areas. D. Highway Administration and Organization 2.10 KGM is a mature organization and has proved to be a satisfactory agency of the borrower with respect to implementation of the physical and institutional aspects of the projects. The KGM present organization is shown in Chart 1. In 1990, KGM employed a total of 35,000 persons down from 44,000 in 1985 (Table 2.5). The work force consists of 5,000 technical and administrative staff and 30,000 laborers (801 permanent). About 201 of technical and administrative staff and 31 of labor are stationed at headquarters in Ankara. The headquarters staff is organized in 11 departments with 33 divisions. The number of people reporting directly to the Director Genral is excessive. This problem is now being addressed (see below). 2.11 The field organization consists of 17 regional divisions (b8lge) and 112 sub-divisions (sube). A division comprises 4-9 sub-divisions, each one covering about 500-600 km of the state and provincial road network. Within each sub-division are based an average of seven maintenance teams. There are 730 maintenance teams in all; each team has a crew of 5 to 8 with responsibility for 50-100 km of road. There are in addition three equipment and workshop groups at Maltepe (Istanbul), Iskendurun, and Akkopru (Ankara). Winter maintenance is a major activity of KGM, to keep the roads free from snow and landslides. None of the roads included in the winter maintenance program are allowed to remain closed to traffic for more than two days. During 1987/88, 55,300 km or 941 of the state and provincial road network was covered by the winter maintenance program. 2.12 The division Directors of KGM exercise a large measure of executive authority. They are accountable to the Director General for operational matters and to the various department heads for technical matters. Construction and periodic resurfacing works are managed from the divisional offices while routine maintenance work is done at sub-divisional level. Equipment is allocated to the 17 divisional offices according to the construction and maintenance programs of the divisions. The workshops and stores organization in each division are under the divisional director for day-to-day operations. The Head of the Equipment Department in Ankara is responsible for the overall inventory control of the fleet and the operation of central stores and equipment pools in Ankara, Istanbul and Iskendurun, and through divisional directors for the provision and maintenance in running order of sufficient equipment for KGM's road maintenance and construction activities. - 10 - 2.13 With the assistance of the U.S. Federal Highway Administration (FHWA), KGM has begun a process of reorganization and modernization of its structure to adapt it to the greater emphasis on contract work at all levels. KG4 intends to continue reducing its force of permanent laborers. At the same time, the quality and number of the technical and administrative staff has to be strengthened to assume the supervision of the contractors. This process has only commenced in the past 2 years. It is estimated to require between 5 and 10 years and is fully endorsed by the Bank. Provision is made in this project to cover some of the expenses of implementing the reorganization. E. EngineriLng. Construction and Maintenance 2.14 Engineering, construction and maintenance functions for state and provincial roads are performed to satisfactory standards by or under the supervision of KGM. Road design standards are appropriate to traffic flows and physical characteristics. In 1980, about 25X of covstruction work was carried out by contract, this has now increased to over 60X and the long term target is 751. For maintenance work over 30X is now also done by contract. Force account operations have been greatly reduced in the western and coastal areas, with the 751 target already achieved in Istanbul and Izmir regions. KGM is now making a concerted effort to increase the share of work done by contractors in the interior and eastern regions. KGM's force account operations and training have proved beneficial to the economy by providing trained personnel for the construction industry. KGM remains the primary source of trained highway personnel in the country with a fairly high turnover of professional and skilled staff from KGM to private contractors. The forthcoming opening of a new training center on the outskirts of Ankara, which will, in addition to training KGM staff, offer courses to the private sector and to foreign highway personnel, will further respond to the demand for better trained road specialists in the public as well as private sectors. The proposed project will finance equipment and technical staff training for this new training center. 2.15 Maintenance is always given top priority by KGM. When funds are short, as in recent years, investments have been deferred so that more funds could be used for maintenance including periodic resurfacing. As a result, the surface condition of the state road network is rated as 801 good, 151 fair and 51 poor. Condition ratings are not available for provincial roads, but conditions have improved since 1980. The percentage of bituminous surfaced provincial roads increased from 351 in 1980 to 641 in 1989. 2.16 KGN's equipment fleet consisted of some 14,000 units in mid-1990 with a replace.ment value of US$600 million including $79 million for 1,760 units in scrap condition. About 201 of the fleet is over 15 years old and some 501 is over 10 years old (Table 2.6). In 1982, by comparison, the equipment fleet included 18,700 units with a replacement value of $555 million (at that time), including $184 million for scrap units. About 341 of the fleet was over 15 years old. KGM is actively pursuing a policy of reducing the size and age structure of its fleet, consistent with its policy of reducing the role of force account work. Considerable modernization of the fleet was accomplished with financing under the Second Highway Project. Under - 11 - that project, KGN is also implementing a computerized equipment management system to control the use of the fleet and spare parts, i.e., to decide when to repair, when to scrap, what stocks of spares to hold and the level of rental charges to cover the cost of owning, maintaining, and repairing equipment. Further reduction of the fleet will continue, with another 4,000 units to be retired over the next 2-3 years. Unlike many agencies, KGM has good procedures for the sale of surplus equipment. Fleet modernization and improvements to its management will be continued under this project. F. Highway Planning and Design 2.17 Planning for the state and provincial roads is the responsibility of KGM, with virtually all the work carried out "in house" by the planning department. Methods for evaluating the economic feasibility of road investment projects have been developed by KGM on the basis of Bank models. In the early 1980s, the Bank's Road Analysis Model (RAM) was used for project evaluation and over the last few years, KGM has been adapting parts of the Bank's Highway Design Model (HDM3), particularly its vehicle operating cost module. Large numbers of projects are analyzed and ranked according to their economic rate of return. This approach is satisfactory and places KGM in the forefront of Turkish organizations with a country-wide approach to investment planning based on sound economic criteria. One problem is that there are far more economically justified projects than resources available to carry them out. Therefore, KGM, like many other agencies in Turkey, has a tendency to start too many projects at the same time and extend their execution over too many years. A benefit of this project will be to concentrate resources on road sections which can be improved within a normal contract period of 2-3 years. 2.18 Under the ongoing project, the concept of pavement management was introduced, and some experimental sections of highway were built on the Ankara-Izmir Road. Further development and refinement of the planning process will be obtained by the introduction of a more formal pavement management system (PMS). This will be phased in parallel with the reorganization and furtfer improvement of staff qualifications through training which are prerequisites to the introduction of a more systematic pavement management system. Under the proposed project, a range of specialized equipment will be procured for acquiring the comprehensive database needed for a fully developed computerized PMS, and monitoring of the experimental sections will be continued. Initially, this data will be fed into the HDM3, but it will be suitable for KGM's own system when it comes on line. G. Highwav Expenditures 2.19 The total volume, as well as the composition, of highway expenditures, have fluctuated substantially during the last decade in Turkey. After being rather constant over five years somewhat above TL 3 trillion p.a. in constant 1990 terms, expenditures dropped dramatically in 1985 and 1986, regained their earlier level in 1987 and quickly increased in 1988 and 1989 as the construction of motorways gained momentum. In 1985, the Government initiated an ambitious motorways' program along 1,200 km of the most heavy transport corridors of Turkey; namely from the Bulgarian border through - 12 - Istanbul (including the Second Bosphorus bridge) to Ankara; in the South between Mersin and Iskenderun through Adana; and around Izmir. All motorway sections under construction have acceptable economic rates of return, although some of them might have been deferred for a few years in order to lower public expenditures. Notorways are financed by extra-budgetary funds and external borrowings. ExDend!tures on Roods 1980-1990 TL billion / US S million State and Provincial Village Motorways Total TOTAL Roads Roads In Constant 1990 Prices ------------C--current TL.------------ TL USS 1980 49 13 62 3,045 1240 1981 78 24 102 3,512 1277 1982 80 23 103 2,974 835 1983 116 34 150 3,284 843 1984 180 45 225 3,176 750 1985 224 72 297 2,924 673 1986 273 94 367 2,435 627 1987 370 230 143 743 3,296 968 1988 558 225 640 1,423 3,604 1,081 1989 998 385 1,184 2,567 4,086 1.254 1990 1,758 704 2,055 4,517 4,517 1,737 Actual Expenditures through 1989 and Budgeted Expenditures for 1990 Source: KO and SPO 2.20 Budget allocations for state and provincial roads decreased continuously in real terms between 1984 and 1988, and in that year amounted to only two-thirds of their level in the early 1980s. As a result, strengthening and upgrading programs included in the 1983 NTMP fell further and further behind. Only a few investment projects were started on state and provincial roads over the last years, as scarce funds were wisely concentrated on maintenance. While the frequent surface dressing of roads has maintained them in reasonable condition, many sections built in the 1950s and 60s were not designed for today's axle-loads. Therefore, catching up on the deferred strengthening program has now become a major priority to avoid deterioration and postpone major reconstruction. The importance of this point has been recognized by SPO and higher allocations were granted for state and provincial roads both in 1989 and 1990; with the 1990 allocation being 24X above that of 1988 in real terms (Table 2.7). 2.21 In the next few years, until the hump in motorway expenditures has passed, annual allocations for state and provincial roads are expected to remain at their 1990-91 level of about US$700 million; of which about US$200 million are from the recurrent budget and US$500 million from the investment budget (Table 2.8). KGM's five-year program (1991-95) indicates its intention to use this 241 increase in allocation to accelerate its program of strengthening of state roads to some 500 km per year while continuing with about 1,000 km of new surfacing of state and provincial roads every year. This project supports this objective. Meanwhile, the periodic resurfacing of roads with bituminous surface treatment will continue at around 7,000 km annually, giving an average resurfacing cycle of 6 years. The overall - 13 - criteria for applying KGM's budget is satisfactory and they consistently allocate their resources to priority items in their work program. H. Highway Financing 2.22 State, provincial and village roads are financed primarily through the budget; motorways have been financed from extra-budgetary funds and foreign borrowings. It is Government policy that road users shall pay the cost of roads by means of road user charges and tol4a. The revenues from road user charges in recent years are as follows: Revenues from Road User Charges TL billion Vehicle Annual Total Expenditures Taxes Purchase License State, Prov. & on Fuel Tax T ax Tolls Other Total Village Roads 1985 87 17 21 21 1 147 297 1986 335 50 49 28 7 469 367 1987 340 58 83 49 7 537 600 1988 1,070 121 127 83 11 1,412 783 1989 1,163 133 214 168 23 1,701 1383 Source: MOF and Bank Estimates In most years, the road user charge revenues exceed the total of capital and recurrent expenditures on state, provincial and village roads. Motorways, when completed, will be tolled and therefore generate their own revenues, in addition to common road user charges. 2.23 Fuel prices are basically deregulated in Turkey and exceed border prices by a substantial margin. For instance, fuel prices were rapidly adjusted after August 1990, and in November, the pump prices of gasoline and diesel were TL 2,162 and TL 1,796 per liter (about US$3.1 and US$2.6/gallon). The substantial margin previously existing between gasoline and diesel prices has been reduced and a recent study of road user charges by KGM indicates that all classes of vehicle now pay at least the cost of the damage they impose on the roads. I. Environmental Asgects 2.24 Turkey has established general laws and regulations for the protection of the environment, which provide a framework for the specific guidelines and institutional development measures now being devised and implemented by sector ministries. In 1989, a regulation was approved giving the authority to KGM to introduce proper technical inspection of road vehicles, with adequate equipment to measure various technical parameters including vehicle emissions. A decision was made to have the private sector invest, build and operate the testing stations. Since then, KGN has built two experimental stations, with the assistance of Germany, for demonstration to potentially interested private sector groups. - 14 - 2.25 The standards adopted for emission control are those of the United Nations Economic Commission for Europe (UNECE) which have been accepted by 21 European countries (regulation 15.00, 4th revision). There is some concern that these standards would have to be considered only as targets since the average age of vehicles in Turkey is high and the quality of vehicle construction and maintenance and of fuels, lower than in other European countries. One of the immediate objectives is to reduce the sulphur content of diesel fuel; originally around 1%, it has already been reduced to about 0.6% and will be down to 0.3% by 1993. Unleaded gasoline is also being introduced. Turkey is also planning to retrofit its refineries which would assist in achieving the above targets. 2.26 KGM is also taking measures to minimize the impact of road work on the environment. These are discussed in relation to the project (para. 3.22). III. THE PROJECT A. Objectives 3.01 The objectives of the proposed project are to (i) keep transport costs low in Turkey by ensuring adequate renewal and maintenance of the road network; (ii) reduce the backlog of road strengthening; (iii) continue the downsizing, modernization and improvement of the management of KGM's equipment fleet; (iv) strengthen and modernize the planning and design capabilities of KGM; and (v) improve the management and safety of the road system through reforms, modernization and training. B. Project Descrigtion 3.02 The components of the proposed project are: (a) strengthening about 650 km of high priorit:: sections of existing state roads; (b) improvement of about 300 km of selected provincial roads; (c) procurement of equipment and materials for road maintenance, research, planning, survey and design, reorganization, computerization and training; (d) improvement of road safety; (e) training for KGM's staff; and (f) consulting services. Strengthening and Rehabilitation of State Roads 3.03 Sections of state roads, totalling about 650 km, will be reconstructed and improved, including asphaltic concrete paving. The road sections to be financed under the project will be selected based on the following criteria: - 15 - - road sections with around 1,000 heavy vehicles/day plus road sections with particular features such as selected sections on the northern TETEK-J road (the designated trunk road in northern Turkey, used by TIR, international traffic to Iran). See Map IBRD 22758. - Economic Rate of Return (ERR) greater than 15%. These criteria were reconfirmed at negotiations 3.04 Sections selected will generally follow the existing alignment, but with minor improvements of curves, widening of the roadway in some cases to dual standard and/or shoulders, and improvements to drainage being included where required to meet current Class I design standards. In a few cases, short realignment may be included to shorten the route length or improve the alignment. Works will include widening or replacement of bridges and structures and intersection redesign appropriate to traffic levels. A list of roads meeting the above criteria has been prepared by KOM (Table 3.1). The first-year program of road strengthening and rehabilitation has been identified. It includes 8 sections located along the Black Sea coast, in the west of Turkey and along the northern TETEK alignment. Most sections will have two lane pavements of 7 m width and partly paved shoulders of 2.5 m. Design standards are generally acceptable. Detailed engineering is complete for 7 road sections totalling over 550 km and is underway for the remaining sections. Improvement of Provincial Roads 3.05 Sections of provincial roads, totalling about 300 km will be improved to all weather standards, including asphaltic surface dressing. The road sections to be financed under this project will be selected according to the following criteria and designed generally to KGN's Class II standards: - For roads with existing traffic: The projects will consist mainly of paving existing gravel roads plus minor improvements. Economic Rate of Return greater than 12%. - For new roads: Design standards will be the minimum necessary to provide access in good weather, accepting road closures in winter where snowfall is severe. Design standards will be reduced in areas of severe terrain to KGM's service roads (Cl. III standards). Economic Rate of Return greater than 10%. These criteria were reconfirmed at negotiations. Typically, the level of quantifiable benefits of improved and new provincial roads is lower than for state roads as the traffic level is much lower. Nevertheless, these roads provide access to lower income rural populations and directly contribute to mitigating the effects of poverty in their service areas. They also improve 1/ Trans Turkey Highway. - 16 - access to a number of public services. Therefore, the threshold for acceptance under the project is lower than for state roads. The design standards will be adapted to the traffic volumes. A list of roads meeting the above criteria has been prepared by KGM (Table 3.1). Equipment 3.06 Road Maintenance Equipment. KGM is continuing to restructure and modernize its equipment fleet to concentrate on routine and emergency maintenance as construction and periodic maintenance activities are gradually shifted to contractors. Turkey's climate and terrain, particularly in the East, result in the need to respond immediately to reasonably frequent land slides, avalanches, heavy snowfalls, etc. Because of the emergency nature of these events, which often occur in sparsely settled areas, intervention by contractors is not feasible. As a consequence KGM needs to have an emergency response capability. Under this project, KGM will acquire some 300 multi- purpose 4-wheel drive maintenance trucks, together with attachments for these trucks and similar trucks acquired under the previous project, and 100 dump trucks. These 400 new trucks will replace some 1,400 overaged trucks and increase the efficiency of the maintenance crews. Other main items to be procured are 50 front end loaders and 30 dozers to replace respectively 106 and 199 overaged items. The new loaders and dozers will be deployed mostly in Eastern Turkey. For routine asphalt resealing works, the project will finance 16 asphalt distributors, replacing overaged and outmoded ones, and one slurry seal plant. KGM will use the latter to experiment with slurry technology, which if successful will be introduced into the private sector. A list of equipment to be procured under the project is in Table 3.2 . 3.07 Research. Planning. Survey and Design Equipment. The project will provide equipment to assist KGM in upgrading the capabilities of certain Headquarters Technical Departments. As part of its program to introduce more sophisticated management of its road system, KGM plans to acquire equipment for its Technical Research Department which will enable it to monitor the condition of its pavements. Data collection equipment will also be acquired for the Planning Department for building a database on road geometry, axle load spectra and traffic counts. In particular. KGM confirmed at negotiations that traffic counts will be extended to grovincial roads. To modernize its Survey and Road Design Department, KGM will acquire through the project some modern photogrametric plotters and surveying equipment to replace obsolete models, as well as software for bridge design and management. The introduction of this equipment will enable KGM to improve the quality of its planning decisions and enhance the technical and cost effectiveness of its design work. A list of equipment to be provided under the project is given in Table 3.2. 3.08 Reorganization and Computerization. As mentioned above, KGM has sought the assistance of US FHWA for the reorganization and computerization of its management systems. Provision is made in the project to acquire equipment for implementation of the recommendations of the KGM/FHWA reorganization study. 3.09 training. Equipment will be procured for KGN's new training center in Ankara. It will include laboratory equipment and visual aids (Table 3.2). * 17 - Improvement of Road Safety 3.10 KGM is making a serious effort to improve the engineering aspects of road safety. The project will cover: a) the procurement and installation by contract of guardrails on about 150 km of hazardous road sections; b) materials for traffic signs and markings; and c) portable weighing devices (Table 3.3). The project would finance new signing materials and modern line marking materials for use by KGM's traffic teams and signs factory. There are some 400,000 traffic signs on the 60,000 km of roads under KGM; 250,000 are standard traffic signs and 150,000 are information signs. Each year about 100,000 signs are renewed, of which half are manufactured by KGM and half by the private sector. Thermoplastic painting will double the life of horizontal marking on the 4,500 km of asphaltic concrete roads which are the ones with the densest traffic. The new markings will be more visible, longer lasting and reflectorized, and will greatly enhance road safety. Portable weighing devices would complement the program of fixed weighing stations now being developod (para. 2.07 ). The project would finance the replacement of some 50 of the existing 200 portable weigh-bridges which are no longer functioning effectively. Training of KGM staff 3.11 In addition to equipment for the new training center, the project will finance fellowships to train trainers for the center, and KGM staff. The fellowships will provide training opportunities with contractors, consultants, highway departments and universities abroad. The program will be arranged by the Training Department. Detailed programs will be reviewed by the Bank. Consulting Services 3.12 The project includes a provision for KGM to retain consultants to advise in such fields as (i) pavement research and management; (ii) improvement of highway safety; (iii) general management of the organization; and (iv) training and operation of the training center. C. Cost Estimates 3.13 The total project cost is estimated at US$480 million equivalent. The proposed Bank loan of US$300 million, to be disbursed over a six-year period, would finance only about 12X of KGM's total investment program over the period. The cost estimates are given below: - 18 (Jan. 1991 price.) -.......Total ........ ...TotaL ........ - Local Foreign Total Local Foreign Total Foreign *. C(TL million) .. .USS mIllion)...- Civit Works a. Stato Roab 270.00 270.00 540.00 100.00 100.00 200.00 50X b. Provinclol Roads 102.60 102.60 205.20 38.00 38.00 76.00 50X c. Sitean 30.23 120.97 151.20 11.20 44.80 56.00 80X Equipmant 20.52 184.68 205.20 7.60 68.40 76.00 90X Roa Safety 3.50 31.60 35.10 1.30 11.70 13.00 90X Training 0.00 2.70 2.70 0.00 1.00 1.00 100l Consultant Services 0.00 2.70 2.70 0.00 1.00 1.00 100l Su-totat 426.85 715.25 1,142.10 158.10 264.90 423.00 Price Contingaences 690.65 1,157.25 1,847.90 21.90 35.10 57.00 Grand Total 1,117.50 1,872.50 2,990.00 180.00 300.00 480.00 631 MOMuIuIuuR WUNAMAIMI suumaUuu OMAN.. mum... cunmu= 3.14 The cost of the civil works for state and provincial roads have been estimated on the basis of average cost per km for similar works at US390,000/km for strengthening of state roads and US$290,000/km for improving provincial roads. Base cost estimates reflect January 1991 prices including taxes. Because of the program nature of the civil works component, no physical contingencies have been included. Price contingencies have been applied to base costs following the Bank guidelines as follows: IBRD FY 22 29 94 95 96 97 Local X 50 40 35 30 25 25 Foreign X 9.5 3.3 1.2 1.8 2.7 3.2 The foreign exchange component for civil works is based on estimates of the direct and indirect foreign cost. Prices for equipment and materials are based on those obtained recently through international bidding for similar equipment or direct enquiries. The cost estimates and contingencies are considered reasonable and have been confirmed during negotiations. D. Financing 3.15 The total cost of the project is estimated at about US$480 million equivalent. The foreign exchange cost of US$300 million (631), will be financed by the loan, and the remaining US$180 equivalent (371) financed by the Government. - 19 - Flnancin Plan (US$ Million) Foreign X Local X Total X Government 180S 180 37 IBRD 300 300 63 I/ Including taxes estimated at US$50 million equivalent E. Implementation. Monitoring and Auditing 3.16 KGM will be responsible for implementing all components of the project and for the overall loan and project administration. To ensure co- ordination of activities under the Loan between the different depa;tments and regions of KGM, KGM will appoint a Project Coordinator with appropriate staff, and convene, as necessary, an ad hoc committee under a Deputy Director General to guide the implementation of the project. These arrangements and their timing were confirmed at negotiations. The project will be implemented over the period necessary to complete civil works contracts let primarily during the calendar years 1991 and 1992. The cut-off date for the signature of civil works contracts is June 30. 1993. Contracts signed after this date will not be eligible for financing. The project comnletion date. confirmed at negotiations is December 31. 1996 and the logn closing date June 30. 1997. An implementation schedule is given in Table 3.5. 3.17 Proiect monitoring and reporting procedures include the preparation by KGM of: a) a detailed program for contracts to be let in 1992, to be available to the Bank before the end of 1991; b) semi-annual progress reports on Bank financed project components; c) feaeibility study reports as required for the road sections to be financed by the Bank; bid evaluation reports; and d) audit reports prepared by Treasury controllers on Bank-financed elements of the project. For the proposed project KGM will follow a reporting format agreed upon at negotiations. Within six months after the project closing date, KGM will prepare and submit to the Bank a project completion report. All the above arrangements have been reconfirmed during negotiations. F. Procurement 3.18 Procurement of Bank financed project elements will be carried out as shown in the table below: - 20 - Procurement Method (US Millions) A/ groject Element Other Total CivL 'Wok State roads 230.0 230.0 (115.0) k (115.0) Provincial roads 82.0 82.0 (41.0) (41.0) Bitumen 65.0 65.0 (50.0) (50.0) Eauioment 78.5 6.0 / 84.5 (71.0) (6.0) (77.0) BRod Saf4ety 15.0 1.5 L/ 16.5 (13.5) (1.5) (15.0) Training 1.0 2/ 1.0 (1.0) (1.0) Consulting Services 1.0 A/ 1.0 1.QO) (1.0) TOTAL 470.5 9.5 480.0 (290.5) (9.5) (300.0) Note: A/ Including contingencies and taxes. / Figures in parenthesis indicate loan proceeds. _/ International shopping or sole source. b/ LCB or force account for installation. s/ In accordance with Bank Guidelines. 3.19 Civil works cortr.cts would be let through ICB among prequalified contractors in accordance with the Bank's Guidelines for Procurement. Some contracts may be let in a&-ance of Board Presentation to take advantage of the 1991 construction season (sn'e para. 3.20). Bitumen would be procured in bulk on the international markes. under ICB rules by KGM, which operates a chain of port and regional heated st'orage depots, continuing an arrangement made under the Second Highway Project. Most items of equipment and road safety materials would be procured under ICE, though certain specialized items for research and road design, manufactured by only a few suppliers, may be purchased by international shopping, on tL basis, normally, of three invited quotations. Guardralls and thermoplastic Line marking will be procured through ICB supply and install contracts. If iu is not possible to assure supply and installation under one contract, supply would be through ICB and installation may exceptionally be through LCB or force account. Consultants for training and studies would be appointed on the basis of proposals invited from agreed shortlists of appropriate specialists, under the Bank's guidelines for the engagement of consultants. All civil works and the bitumen contracts will be subject to prior review by the Bank. For equipment and materials purchases exceeding US$300,000, all specifications and award will be subject to prior review. - 21 - G. Disbursements 3.20 The proceeds of the Bank loan amounting to US $300 million will be disbursed as follows: Percentage of expenditures Category Item Allocation to be financed (USS Million) 1 Civil works 150 50X 2 Bitumen 50 100% of foreign 3 Equipment and 85 100% of foreign or Materials 100% of local (ex-factory net of taxes and duties). 4 Training and 2 100% Consulting Services 5 Unallocated =13 Total: 300 A schedule of estimated disbursements has been prepared based on historical profiles of transport projects in Turkey (Table 3.4). Since KGM's past disbursement performance has been above average, actual disbursements may be faster than shown in Table 3.4. In order to facilitate disbursements., a Special Account would be opened in the Central Bank of Turkey, with an authorized allocation of US$20 million. The Loan Agreement provides for retroactive financing of eligible contracts entered into by KGM after April 1, 1991, in an amount not to exceec. $25 million. Disbursements have been handled well by KGM throughout the previous projects and the Central Bank has operated the Special Account in a satisfactory manner. H. Project Supervision 3.21 Two Bank supervision missions per year during the five years of project implementation (July 1991 to June 1996) would be adequate to supervise project activities. The missions are expected to be longer in 1991 and 1992 when review and clearance of road sections to be contracted under the project will be necessary. These missions should consist of a highway engineer and an economist. Sufficient time should be allowed also to review contract documents and specifications, particularly for the varied equipment to be procured under the project. During the construction phase 1993 to 1996, missions can be shorter, particularly for the economist. In sum, project supervision would require about 16 staff weeks in 1991 and 1992 and 12 staff weeks after 1992. - 22 - I. Environmental Impact 3.22 This project has been classified as "B" for purposes of OD 4.00, Annex A on Environmental Assessment, meaning that only limited environmental review is required. Proposed ^ivil works are inostly improvements of existing roads including improved side and cross drainage, overlays on old pavements, and bituminous surfacing on gravel roads, all of which will improve conditions along the roads through reducing dust, noise, water ponding and erosion, and eliminating safety hazards. Requirements for additional land are minimal and there are no resettlement issues. KGM, who is directly preparing or supervising detailed design for these projects, applies acceptable design criteria for erosion control and drainage. Contractors are responsible for maintaining worksites pollution free and returning sites to their original conditions. The new bidding documents cover these points specifically. In particular, the contract documents specify that asphalt plants be equipped with dust collectors. The Undersecretariat for Environment has issued guidelines for the emissions of asphalt plants and crushers. KGM has introduced these guidelines in its bidding documents for this project. The contract documents also contain adequate protection for any archeological sites discovered during excavations. The road safety component will help to reduce accidents at black spots. IV. ECONOMIC EVALUATION A. Benefits and Beneficiaries 4.01 The proposed project will improve the efficiency of the road transport sector by reducing overall transport costs. Quantifiable benefits will be in the form of reduced vehicle operating costs (VOC), i.e. lower fuel consumption, tire wear and general vehicle maintenance costs, time and wage savings. Also, the present value of road expenditures will be reduced by undertaking road strengthening now and avoiding more expensive reconstruction at a later date. Road maintenance expenditures will also decrease on newly paved provincial roads. The improvement of provincial roads will facilitate all weather access and transport in predominantly rural areas, which are presently isolated by the poor condition of existing roads. The road safety component will contribute to the reduction in accidents. 4.02 The benefits will accrue to a large and widespread number of beneficiaries. Lower road transport costs and time savings will benefit vehicle owners as well as users. Private users such as individual car owners, bus passengers and own account transporters will capture benefits directly. In the case of trucking and inter-city bus services, the benefits accrue first to the vehicle owners, but will be passed on to producers and consumers in the form of lower freight rates and fares, given the very competitive nature of the road transport industry in Turkey. The service areas of provincial roads to be improved will benefit from the employment generated from works, increased opportunity to market their products at competitive prices; also the living conditions of the populations served by these roads will improve and the effects of poverty will be mitigated. - 23 - B. Costs and Beneflts 4.03 KGM has prepared feasibility studies for over 20 road sections meeting the criteria to be financed under the project. All costs and benefits were evaluated in constant 1990 prices. Financial costs and prices have been converted to economic prices. Traffic growth rates have been assumed at 5S p.a. for freight vehicles and 61 p.a. for cars and buses which is conservative. VOC have been estimated using the Bank's HDM model; the unit VOCs are summarized in Table 4.1. Road roughness coefficient have been estimated based on engineer's evaluation of the road surface. KGM has agreed to purchase a bump integrator with the remaining funds of the Second Highway Project (Ln 2439-TU) in order to improve the quality of inputs to the model. Time savings were valued at the predominant wage rates for drivers, no time savings value was inputed for passengers. At negotiations. KGM' confirmed that it will preRare or update similar feasibility studies for any additional roads which may be submitted for Bank financing. 4.04 The economic rates of return (ERR) for roads identified by KGM and calculated over an assumed 15 year service life, range from 17X to 671 for state roads and from 10% to 39X for provincial roads (Table 3.1) . The weighted average return for all roads is 30X. The lower rates accepted for provincial roads are justified given the substantial unquantified benefits to improve access in less developed regions. 4.05 The proposed list of equipment to be procured was agreed based on an evaluation of the total equipment required for KGM's maintenance operations. These requirements have been compared with the present fleet, its condition and the need to scrap overaged equipment. All the proposed equipment is for the maintenance program. The procurement of modern maintenance trucks with multi-purpose attachments will greatly enhance staff productivity and enable KGM to continue its very commendable program of staff reduction. The new trucks will enable KGM to reduce staffing of its basic maintenance crews from 6 to 8 persons at present to 3 to 5 persons with the new equipment. Combined with lower operating cost, these personnel reductions will generate total savings of some US$25,000 per annum per unit, i.e. annual savings equal to 20X of the purchase price of a new maintenance truck. Similar savings will accrue to the other equipment to be acquired by the project. 4.06 It is more difficult to estimate the economic return of road safety components, but it is proven that guardrails, for instance, save lives. Although their installation in Turkey is too recent to show statistically meaningful results, some typical sections where guardrails were installed in 1987 and 1988 clearly prove their usefulness. On five such sections, the number of deaths were cut in half after the installation of guardrails. In other countries, the usefulness of lateral marking in reducing accident frequency has been demonstrated. Since 1986, the Middle East Technical University has been engaged in a long-term contract with KGM to monitor accidents on state roads, with a view to identifying black spots where remedial measures should be taken. They are also monitoring the results of various types of improvements being implemented by KGM. This activity will continue in the future. - 24 - C. Overall Evaluation and Risks 4.07 The prospects for satisfactory project implementation are good considering that KGM has the capacity to meet the proposed expansion of its activities and contractors are avidly looking for work after some lean years. The principal risk is any unanticipated shortage or delayed availability of counterpart funds which may delay disbursements and lengthen project execution periods. Past performance in this regard, even under severe macro-economic pressures, has been quite good. V. AGREEMENTS REACHED AND RECOMMENDATIONS 5.01 During loan negotiations, the Government confirmed: (a) the cost estimates for the project (para. 3.13); (b) the implementation schedule (para. 3.16); and (c) the disbursement schedule (para. 3.20). 5.02 During loan negotiations agreement was reached on the following: (a) the criteria for selecting the road sections to be improved under the project (paras. 3.03 and 3.05); (b) that KGM will extend traffic counting to provincial roads (para. 3.07); (c) that KGM will appoint a Project Coordinator and an ad hoc Project Coordinating Committee (para. 3.16); (d) the reporting procedures for the project (para. 3.17); (e) that the Government will prepare the required audit reports (para. 3.17); (f) the procurement procedures, including the bidding documents for civil works (para. 3.19); (g) the disbursement procedures for a special account (para. 3.20); and (h) that appropriate feasibility studies for road sections to be improved under Bank financing will be submitted to the Bank by KGM for review before construction bids are invited (para. 4.03). 5.03 Based upon the above assurances and agreements, the project is suitable for a Bank loan of US$300 million equivalent to the Republic of Turkey for a 17-year term including a 5-year grace period. - 25 - ANNEX REPUBLIC OF TURKEY STATE AND PROVINCIAL ROADS PROJECT Selected Documents and Data in the Project File Sel,ected ReRorts Related to the Project 1989 Traffic Counts by Division KGM's 1991 Budget KGN's 1990 and 1991 Investment Programs 1990 Divisional Meeting General Report KGM Equipment Fleet by Age Groups Road User Charges Study, KGM 1989 Selected Working PaDers Economic Feasibility studies of Project Roads Draft Instruction to Bidders Conditions of Contract - 26 - N00TRAF REPUSLIC OF TURKEY Table 1.1 01/30i91 ....... .... ......... STATE AND PROVINCIAL ROADS PROJECT Freight and Passenger Traffic by Node ..................................... Average Anusal Growth 1961 1964 1965 1986 I98? 1988 1984-88 Freight Ton kI Ton km X Ton k X Tokm Ton km I Tonkm X (mtlifon) (militon) (Cf lion) (million) (miltion) (mtilion) High"as 39007 75.90 42559 79.6X 44961 78.5X 4*752 79.92 52948 61.78 55225 79.6" 6.72 Ral ays 6091 11.92 7532 14.1X 7748 13.52 7219 12.1X 7258 11.22 8005 11.52 1.52 Seaway, 628 12.12 3290 6.22 4504 7.92 4691 7.91 4541 7.0o 6040 8.72 16.42 Afrwas 54 0.11 69 0.12 66 9.12 73 0.11 U 0.11 100 0.11 9.72 Total 51380 100.01 53450 100.02 S7299 100.02 59735 100.01 64835 100.01 69370 100.02 6.72 Pipelines Domestie 766 3200 3913 526^5 7413 9322 30.61 Tr fnsit 33825 24340 28020 27153 32928 43497 Average Growth 1981 1984 1985 1986 1987 1988 1984-8s Passengers Pnaskm b Psskm 1 pass bk 2 Pns nk I Pass km X Peass k (mitlion) (million) Cmillion) (mtilion) (million) (miLlion) Highw"ys 76491 94.7n 76159 94.52 79715 94.72 84116 95.31 67959 95.22 93237 94.9s 5.22 Railways 3460 4.31 3489 4.3X 3S55 4.22 3248 3.72 3343 3.6X 3802 3.92 2.2X Seawys 131 0.22 119 0.12 144 0.22 139 0.21 156 0.21 189 0.22 12.32 Airways 670 0.81 796 1.01 722 0.92 791 0.92 954 1.01 1012 1.02 6.22 ............................................................................................................ Total 80752 100.01 80563 100.01 84136 100.01 88294 100.01 92412 1OO.OX 98240 100.01 5.12 GNP growth over prev.year 5.9X 5.11 8.1X 7.42 3.42 6.0X Source : 1981 Transportetion and Road Traffle Accidents Stetistics 1983-84. State Institute of Statistics. 1984-88 SP0 6th Five Year Plan Document, Nay 1989 Note t Statistfis vary significantly by source; for instance for 1964: ton-k. 1984 pass-km 1984 P`O 42559 76159 KOM 39890 79580 SSI .43878 87539 - 27 - UJEPSLJ REPUBLIC OF ILRKEY Table I.1 12/21/90 .......... STATE AND PROVINCIAL ROADS PROJECT .................................. Works Culetted by KOK 1950-89 Surface Treoatment Progrm Total km New ST ST ST With ST + strenth only R"urfacing K1 0 K K0+K Cycle km km Iln X km In X k In m In y*srs 1960 32,004 1,29? 4.11 4.263 13.31 5,560 17.41 5.8 1981 33,36s 1,361 1,167 3.5X 5,433 16.31 6,600 19.81 .LI 1962 34,670 1,662 1,368 3.91 5,196 15.01 6.564 16.91 5.3 1983 35.924 1,451 1,714 4.81 5,308 14.81 7,022 19.51 5.1 1964 37,037 1.942 2,410 6.51 5,992 16.21 8,402 22.71 4.4 1965 38,511 1,131 2.022 5.31 5,204 13.51 7,226 16.81 5.3 1966 39,479 1,649 2,116 5.41 4,546 11.51 6,662 16.91 5.9 1967 41,030 1,S06 2,169 5.31 5,569 13.61 7h758 18.91 5.3 196u 41,247 672 2,280 5.51 4,104 9.91 6,384 15.51 6.5 1969 42,038 1,001 2,252 5.41 4,737 11.31 6,989 16.6X 6.0 TOTAL 12,595 18,815 50,352 69,167 YeartyAverag 1.399 1,882 5,035 6,917 5.5 Increae in lenth 10,034 Note: The total network wes reduced from 60,761 km In 1980 to 58,552 km In 199, i.e. 2,209 km Ashalttc Concrete Pavemnt Program .................................... Total km AC Total Cold Nix with AC New AC Resurfacing 13 K2 1980 2822 0 0 801 1961 2900 76 78 671 1982 2m37 37 37 681 l963 2937 0 0 S63 1964 3176 239 239 S56 1965 3368 192 192 241 1966 3851 483 483 236 1967 3972 121 121 23 1966 4161 169 13 202 21 1969 4266 105 105 0 TOTAL 1,444 13 1,457 3,795 Yeartly Avereg 14 I 4 360 Increse In lteth 1,441 Sources KON - 28 - VENFLEET Toble 2.2 12/21/90 ......... REPUBLIC OF TURKEY .................. STATE AND PROVINCIAL ROADS PROJECT .................................. Notor Vehtcte Fleet 1970-89 ........................... (in 000'.) Totl Aual Car Nlnibus But Pick-p Truck Growth Motorcycle ................ ................................... , ..v.......... ... 1970 138 21 16 52 71 298 61 1971 154 22 17 57 73 324 8.81 68 1972 187 26 19 63 79 373 15.2X 74 1973 235 31 20 70 90 44S 19.41 80 1974 304 34 21 78 97 535 20.01 84 1975 383 39 23 93 109 647 21.0X 89 1976 471 47 25 112 125 77 20.4X 95 1977 S60 52 27 134 138 912 17.01 102 1978 624 57 29 145 147 1001 9.8X 110 1979 689 62 31 1S5 157 1093 9.2X 120 1980 742 65 33 166 165 1170 7.11 138 1981 776 67 34 172 172 1221 4.41 161 1962 811 70 35 179 181 1276 4.51 183 1963 856 74 38 186 190 1345 5.41 217 1984 920 81 44 198 198 1440 7.01 256 1985 983 88 47 213 205 1536 6.71 289 1986 1087 98 51 225 217 1678 9.21 327 1987 1193 106 54 233 226 1812 8.01 370 1988 1406 124 65 225 371 2191 20.9X 411 1989 1590 135 71 240 392 2428 10.81 471 Growth p.a. 1970-89 13.71 10.31 8.21 8.41 9.41 11.71 11.41 1970-75 22.71 13.31 7.51 12.31 9.01 16.81 7.81 1975S80 14.11 10.61 7.41 12.31 8.71 12.61 9.21 1980-85 5.8X 6.31 7.51 5.11 4.51 5.61 15.91 1984-89 11.61 10.81 10.21 3.91 14.71 11.01 12.91 Source: Statistics of Motor Vehicles and KOK - 29 - ROADTRAF REPUBLIC OF TURKEY Table 2.3 12/21/90 ................. ......... STATE AND PROVINCIAL ROADS PROJECT .................................. Traffic on State and Provincial Roads ..................................... Veh.km Pass. km Ton km (million) (billion) (billion) 1965 3,394 24.93 8142 1966 3,838 25.96 10.07 1967 4,617 32.05 11.72 1968 5,807 41.34 14.84 1969 6,045 39.57 15.70 1970 6,477 41.31 17.45 1971 7,071 43.90 l1.n 1972 8,113 50.21 18.78 1973 9,389 5?.44 21.16 1974 11,515 61.34 25.87 1975 13,432 68.40 29.42 1976 15,127 74.10 33.81 1977 17,610 85.68 38.01 1978 18,416 88.60 41.40 1979 15,878 75.77 37.12 1980 15,343 73.13 37.51 1981 15,957 76.49 39.01 1982 16,595 80.01 40.57 1983 17,260 83.69 42.19 1984 17,949 87.54 43.89 1985 18,667 91.57 45.63 1986 20,849 93.59 54.02 1987 23,016 112.03 58.83 19J8 24,43 123.24 62.48 1989 25,983 131.00 66.42 1990 forecast 27,500 139.70 70.40 1RO1TH RATES In X p.a. 1965-89 8.91 7.2X 9.01 1965-70 13.8X 10.6X 15.7X 1970-75 15.7X 10.6" 11.0X 1975-80 2.7X 1.3X 5.0X 1980-85 4.0X 4.61 4.0X 1985-89 8.61 9.4X 9.81 Source: KON, eased on traffic counts nd estimates of average loads - 30 - REPUBLIC OF TURKEY Table 2.4 ....................... STATE AND PROVINCIAL ROADS PROJECT Accidents on State and Provincial Roads Total .......................................... .......... - --.------Fatalltles Accidents Fatalities Nonfatal-injury Per mio. Per mlo. Per mfo. Incl. urban No veh-km No veh-km No veh-km area 1973 8,687 0.93 3,162 0.34 10,364 1.10 5,116 1974 9,487 0.82 2,992 0.26 9,824 0.85 4,699 1975 12,652 0.94 3,792 0.28 13,565 1.01 6,054 1976 11,954 0.79 3,285 0.22 10,974 0.73 S,389 1977 13,719 0.78 3,709 0.21 12,422 0.71 6,983 1978 13,816 0.75 3,067 0.17 11,812 0.64 5,417 1979 11,031 0.69 2,555 0.16 9,886 0.62 4,368 1980 10,420 0.68 2,643 0.17 10,04U 0.65 4,100 1981 11.419 0.72 2,704 0.17 11,175 0.70 4,327 1982 12,977 0.78 3,081 0.19 14,447 0.a7 4,832 1903 15,134 0.88 3,341 0.19 17,217 1.00 5,200 1984 15,694 0.87 3,224 0.18 18,089 1.01 5,684 1985 16,083 0.86 3,292 0.16 21,614 1.16 5,477 1966 19,268 0.92 4,097 0.20 28,395 1.36 7,315 1987 23,070 1.00 4,138 0.18 31,600 1.37 7,s53 1988 21,741 0.89 3,562 0.15 30,294 1.24 6,846 1989 6,332 Source: State Institute of Statistics: Road Traffic Aceident Statistics, 1987 wod KM - 31 - STAFF REPUBLIC OF TURKEY Table 2.S 01/30/91 .................. .......... STATE AND PROVINCIAL ROADS PROJECT .................................. KON Personnoel 1985-90 HEADOUARTERS DIVISIONS TOTAL Technical Other Total Technical Other Total Technical Other Total Staff Staff Staff 1985 406 458 664 1,602 762 2.364 2,008 1.220 3,228 1986 464 381 845 1.737 722 2,459 2,201 1,103 3,304 198I 533 442 975 1,814 1,219 3,033 2,347 1,661 4,008 1988 548 423 971 2,075 1,313 3,388 2,623 1,736 4,359 1989 S1S 446 961 2,254 1,374 3,628 2,769 1,620 4,569 990 478 443 921 2,240 1,487 3,727 2,718 1,930 4,646 HEADQUARTERS DIVISIONS TOTAL TOTAL PERSONNEL ......................... ........................................................................ Permanent Temp. Total Permannt Temp. Total Permanent Top. Total In S. of 1985 1985 908 121 1.029 30,040 9,729 39,769 30,948 9,850 40,M79 44,026 100X 1986 910 134 1,044 29,036 9,807 38,8643 29,946 9,941 39,867 43,191 96X 196 e66 106 992 28,369 9,287 37,656 29,255 9,393 38,6U 42.656 97r 1988 611 101 912 26,712 8,106 34,818 27,523 8,207 35,730 40,089 91X 1989 766 127 893 24,921 7,839 32,760 25,687 7,966 33,653 38,242 673 1O99 no 140 660 24,461 5,249 29,710 25,181 5,389 30,570 35,218 a0n Sources KOM REPUBLIC OF TURKEY STATE AND PROVINCIAL ROADS PROJECT Breakdoun of Work Equipment by Type and Age (as of mid-1990) -..........----......-.............. Age Groups -------------------------------------- 1-5 years 6-10 years 11-15 years 16-20 years 20 + years Equipment Type Nu ber X Nurber X Number X Number X Number X Total .............. ------...... ...... --- ---..--- .... ...... .... . ...... ... .... ------ .... ----- . Truck 300 14.7 1083 53.2 622 30.6 21 1.0 10 0.5 2036 Pick-up Truck 486 39.4 118 9.6 181 14.7 324 26.3 125 10.1 1234 Tractor 52 11.9 32 7.3 313 71.8 0.0 39 8.9 436 Excavator 20 40.0 17 34.0 4 8.0 0.0 9 18.0 50 Cowpressor 19 8.2 60 25.8 86 36.9 0.0 68 29.2 233 Crusher 0.0 20 37.7 1 1.9 0.0 32 60.4 53 Scraper 0.0 0.0 0.0 0.0 40 100.0 40 Roller 106 22.5 31 6.6 318 67.4 5 1.1 12 2.5 472 Loader 69 16.4 0.0 347 82.6 0.0 4 1.0 420 Grader 326 48.5 28 4.2 6 0.9 253 37.6 59 8.8 672 Naintenance Grader 25 11.5 111 51.2 73 33.6 8 3.7 0.0 217 Snow Removal Equipment 415 53.2 90 11.5 126 16.2 105 13.5 44 5.6 780 Various Asphaltic Laying Equipment 308 30.7 172 17.1 251 25.0 234 23.3 39 3.9 1004 Service Vehicles 1 1.1 43 47.3 12 13.2 i8 19.8 17 18.7 91 Sub-total 2127 27.5 1805 23.3 2340 30.2 968 12.5 498 6.4 7738 Various Auxiliary Equipment 1385 21.6 1361 21.2 2277 35.6 535 8.4 847 13.2 6405 Total 3512 24.8 3166 22.4 4617 32.6 1503 10.6 1345 9.5 14143 Source: KGN 33 - ROADEXP REPUBLIC Of TURKEY Table 2.7 O1/30j91 .................. ......... STATE AND PROVINCIAL ROADS PROJECT .. .................U;............... Highway Expenditure 1960-1990 .............................. TL billion State and Provincial Roads Village Motorways TOTAL ................................---- Roads ......... Investment Recurrent Total Budget Budget .........------ --..------------ Current TL .................................... 1980 32.2 16.4 48.6 12.9 61.5 1981 46.8 31.2 78.0 23.5 101.5 1982 48.2 31.6 79.8 23.4 103.2 1983 73.1 42.7 115.8 34.3 150.1 1984 105.7 74.5 180.2 45.0 225.2 1985 146.2 77.9 224.1 72.4 296.5 1986 170.0 102.6 272.6 93.9 366.5 1987 231.6 138.2 369.8 230.0 143.2 743.0 1988 355.6 202.0 557.6 225.3 640.1 1423.0 1969 565.0 433.0 998.0 385.0 1184.0 2567.0 1990 1219.7 538.1 1757.8 704.0 2054.7 4516.5 Sector ------------------------------------Constant 1990 TL--------------------------------.Deflator 1980 1594.1 811.9 2405.9 638.6 3044.6 0.0202 1981 1619.4 1079.6 2699.0 813.1 3512.1 0.0289 1982 1389.0 910.7 2299.7 674.4 2974.1 0.0347 1983 1599.6 934.4 2533.9 750.5 3284.5 0.0457 1984 1490.8 1050.8 2541.6 634.7 3176.3 0.0709 1985 1441.8 768.2 2210.1 714.0 2924.1 0.1014 1986 1129.6 681.7 1811.3 623.9 2435.2 0.1505 1987 1027.5 613.1 1640.6 1020.4 635.3 3296.4 0.2254 1988 900.7 511.7 1412.4 570.7 1621.3 3604.4 0.3948 1989 899.3 689.2 1588.4 612.8 1884.5 4085.6 0.6283 1990 1219.7 538.1 1757.8 704.0 2054.7 4516.5 1.0000 Actual Expenditures through 1989 and Budgeted Expenditures for 1990 Source: SPO - 34 - UDOET91 REPUBLIC OF TURKEY TabLe 2.8 01/30/91 o ......... STATE AND PROVINCIAL ROADS PROJECT KON 1991 Budget ............... In milLion TL TL NIll. US S NILL. Persomet Service SupplIos Equipment Constr. Othor 100 300 400 600 700 101 _mnamt 108,601 30 102,600 3,743 1,629 429 111 PLamenn 131,430 36 73,300 36,300 7,350 10,100 4,380 112 Irnetment 1,667,070 459 447,400 48,250 131,250 63,350 859,600 117,220 27K Notorays 15,200 4 12,000 2,500 350 350 S & P roadb 1,166,790 321 348,750 20,300 89,450 700 702,800 3,790 Tourist. Roads 75,000 21 3,000 72,000 0 Bultdings 27,650 8 900 300 120 26.300 30 3SI Roads 57,000 16 57,000 0 Land Aculf. 110,300 30 110,300 EquIpment 216,130 59 85,750 22,150 41,330 62,650 1,500 2,750 113 Haontwnwnco 759,905 209 492.400 2,185 95.150 0 169,7G0 470 65K Road Nalnt. 678,330 187 411,200 1,810 95,150 169,700 470 BuIldings 475 400 75 0 EquIpment 81,100 22 80,800 300 0 900 Transfers 16,680 5 16,680 999 Foresgn Cradits 73,900 20 73,900 0 TOTAL 2,757.586 759 1,115,700 90,478 235.579 73,450 1,103,200 139,179 IN X 100l 40X 3X 9X 3K 40K 5X H of otpLoyso at endM99O 35,218 Cost per *aployee In N.TL 32 in US S 8,718 1 US S a TL 3,634 Soureet KON REPUBLIC OF TURKEY STATE AND PROVINCIAL ROADS PROJECT List of Roads for the Project Type of Leth Traffic Data lAADT) 1999 llR Description of the Road District No Control Section Road (Ki.I Existing Pavement Condition Car Bus Tnxdc Trailer Is) Zana Kcprisu-Erbaa 7 100-19,100-20 State 61 Surface Treatment (Poor) 504 596 45? 50 19 Erbaa-16.Bl .i1d. 7 100-20,100-21 State 101 Surface Treatnent (Poor) 451 70 451 50 23 Sawmixn-nye 7 010-16,010-17 State 82 Surface Treatnent (Poor) 6691 863 1855 206 42 (hye-Pirazlz 7 010-17,010-18 State 6? Surface Treatnent (Poor) 1985 446 1270 141 26 Sal ikesir-Susurluk-Karacabey 14 573-01,565-06 State 87 Surface Treatnent (Poor) 2608 417 2796 310 60 Sivrihisar-Ezirdaig Ayr. 3,4 260-02,260-03 State 49 Surface Treatnent (Poor) 1400 523 1281 142 33 6nirda3 Ayr.-Afyon 3 260-01 State 71 Surface Treatnent (Poor) 664 286 781 86 25 U,ak-Xula 2 300-04,300-05 State 76 Surface Treatment (Poor) 1109 442 1727 192 42 Kula-AIasehir Ayr. 2 300-04 State 31 Surface Treatment (Poori 1590 520 1701 189 57 W tlala Ayr.-Kulu Ayr. 4 750-08 State 68 Surface Treatwent (Poor) 1805 675 2205 245 17 Kulu Ayr.-Cihanbeyli 3 715-01 State 62 Surface Treatment (Poor) 784 224 533 59 IS Cihanbeyl i-Kanya 3 715-02,715-03 State 98 Surface Treatment (Poor) 1793 281 1686 187 42 Espiye-4ar*obapu 10 010-19,0t-20,010-21 State 64 Surface Treatnwtt (Poor) 1908 234 889 98 27 UIak-Afyon 2,3 300-06,300-07,300-08 State 110 Surface Treatment (Poor) 1934 506 1966 197 67 Kozolcahaifn-Gl-Aya
Группа Всемирного банка · Staff Appraisal Report
Turkey - State and Provincial Roads Project
Открыть оригинал документа
Полный текст размещён на сайте публикующей организации. lawenc.com индексирует метаданные и ведёт на официальный источник.
Полный текст
Основные сведения
Организация
Группа Всемирного банка
Тип документа
Staff Appraisal Report
Страна
Турция
Источник
Всемирный банк