Uganda - El Nino Emergency Road Repair Project

Document of The World Bank Report No: 17400-UG PROJECT APPRAISAL DOCUMENT ON A PROPOSED CREDIT IN THE AMOUNT OF SDR 20.5 MILLION TO THE REPUBLIC OF UGANDA FOR A EL NINO EMERGENCY ROAD REPAIR PROJECT April 7, 1998 Transport 1 Country Department 4 Africa Region  CURRENCY EQUIVALENTS Currency unit Uganda Shilling (U Sh) US$ 1.00 U ShI 100 (As of January 1998) FISCAL YEAR July I - June 30 WEIGHTS AND MEASURES Metric System ABBREVIATIONS AND ACRONYMS CAS Country Assistance Strategy DMTFU Disaster Management Task Force Unit EIRR Economic Internal Rate of Return EU European Union GOU Government of Uganda ICB International Competitive Bidding IDA InteTnational Development Association MMIS Monitoring and Management Information Systems MOF Ministry of Finance MOPED Ministry of Planning and Economic Development MOWTC Ministry of Works, Transport and Communications NURP Northern Uganda Rehabilitation Project NPV Net Present Value PFP Policy Framework Paper PPF Project Preparation Facility RAFU Road Agency Formation Unit RSDP Road Sector Development Program RSISTAP Road Sector Institutional Support Technical Assistance Project SDR Special Drawing Rights TRP Transport Rehabilitation Project TSIREP Transport Sector Investment and Recurrent Expenditure Programme (1997 - 2000) URC Uganda Railways Corporation Vice President: Callisto E. Madavo Country Director: James W. Adams Technical Manager: Yusupha B. Crookes Team Leader: Yitzhak Kamhi  REPUBLIC OF UGANDA EL NINO EMERGENCY ROAD REPAIR PROJECT TABLE OF CONTENTS A. Project Development Objective 1. Project development objective and key performance indicators B. Strategic Context 1. Sector-related CAS goal supported by the project 2. Main sector issues and Government strategy 3. Sector issues to be addressed by the project and strategic choices C. Project Description Summary 1. Project components 2. Key policy and institutional reforms supported by the project 3. Benefits and target population 4. Institutional and implementation arrangements D. ProjectRationale 1. Project alternatives considered and reasons for rejection 2. Major related projects financed by the Bank and/or other development agencies 3. Lessons learned and reflected in proposed project design 4. Indications of borrower commitment and ownership 5. Value added of Bank support in this project E. Summary Project Analyses 1. Economic 2. Technical 3. Institutional 4. Environmental assessment 5. Participatory approach F. Sustainability and Risks 1. Sustainability 2. Critical risks 3. Possible controversial aspects  G. Main Loan Conditions 1. Effectiveness conditions 2. Other H. Readiness for Implementation I. Compliance with Bank Policies Annexes Annex 1. Project Design Summary Annex 2 Detailed Project Description Annex 3. Estimated Project Costs Annex 4. Cost-Benefit Analysis Summary Annex 5. Procurement and Disbursement Arrangements Table A. Project Costs by Procurement Arrangements Table B. Thresholds for Procurement Methods and Prior Review Table C. Allocation of Loan Proceeds Annex 6. Project Processing Budget and Schedule Annex 7. Implementation Schedule Annex 8. Outline of Project Implementation Plan Annex 8. Documents in the Project File Annex 9. Statement of Loans and Credits Annex 10. Uganda at a Glance Map IBRD No. 29450  Uganda El Nino Emergency Road Repair Project Project Appraisal Document Africa Regional Office AFC04 Date: April 7, 1998 Team Leader: Yitzhak Kamhi Country Director: James W. Adams Sector Manager: Yusupha B. Crookes Project ID: 57007 Sector: Transportation Program Objective Category: EA Lending Instrument: SIL Program of Targeted Intervention: [ ] Yes [X] No Project Financing Data [] Loan [X] Credit [ Guarantee [ Other [Specify] For Loans/Credits/Others: Amount (US$m/SDRm): US$27.6 m/SDR 20.5 m Proposed terns: [ Multicurrency [ Single currency, specify Grace period (years): 10 [] Standard Variable [ Fixed [] LIBOR-based Years to maturity: 40 Commitment fee: 0.5% Service charge: 0.75% Financing plan (US$m): Source Local Foreign Total Government 2.4 0 2.4 Cofmanciers IBRD IDA 8.0 19.6 27.6 Other (specify) Total 10.4 19.6 30.0 Borrower: Ministry of Finance (MOF) Guarantor: Responsible agency(ies): Ministry of Works, Transport and Communications (MOWTC) Estimated disbursements (Bank FY/US$M): 1998 1999 2000 2001 Annual 2.5 12.0 10.6 2.5 Cumulative 2.5 14.5 25.1 27.6 For Guarantees: [ Partial credit [ Partial risk Proposed coverage: Project sponsor: Nature of underlying financing: Terms of financing: Principal amount (US$) Final maturity Amortization profile Financing available without guarantee?: [ Yes [ No If yes, estimated cost or maturity: Estimated financing cost or maturity with guarantee: Project implementation period: 36 months Expected effectiveness date: 06.15.98 Expected closing date: 7.31.2001  A: Project Development Objective The proposed project would provide emergency recovery assistance to the Government of Uganda for the restoration / rehabilitation of key road and bridge facilities severely damaged by the flooding, associated with the "El Nino" weather pattern. The project would contribute to: (i) decreasing infrastructure-related market and distribution costs countrywide, by reducing road transport costs to their pre-emergency levels; (ii) securing the timely delivery of social services to the affected populations, by restoring accessibility t.o its pre- emergency level; (iii) facilitating the productive settlement of war refugees in Northern Uganda, by restoring and rehabilitating the key Atiak - Moyo road connection from Uganda to neighboring Sudan; and (iv) stabilizing the eco-system near the affected roads by arresting further deterioration of environmental conditions. B: Strategic Context 1. Sector-related Country Assistance Strategy (CAS) goal supported by the project (see Annex 1). CAS document number: 16540-UG Date of latest CAS discussion: May 20, 1997 A primary objective of IDA's assistance strategy to Uganda is to reduce poverty, through a medium-term strategy focused on private investment-led growth and export diversification. Lowering transport costs, and improving reliability of access to infrastructure, is assumed in the CAS as a key element to facilitate business development and to support poverty alleviation. Regionally targeted public investment, mainly in the North, is also considered as a key element in IDA's strategy. The proposed emergency project fits well into IDA's strategy for Uganda for two main reasons. First, by targeting investment at the restoration of key road and bridge infrastructure facilities severely damaged by floods associated with the "El Nino" weather pattern, it would contribute to reestablishing a more effective flow of goods and services countrywide. And second, with more than 30% of the funds under the proposed Credit allocated to the Atiak - Moyo road in Northern Uganda, the proposed project would have a considerable impact in improving accessibility to one of the more remote and poverty-stricken regions of the country. 2. Main sector issues and Government strategy: The last Transport Sector Memorandum was prepared by the Bank in February 1991 (Report No. 9346-UG). The main conclusions and actions recommended were: (i) strengthen investment planning and program prioritization across the various transport modes; (ii) maximum role for the private sector; (iii) balanced program of road rehabilitation and maintenance; (iv) preparation of a strategy for air transport development; and (v) commercial strategy for the Uganda Railways Corporation (URC). Many of these recommendations have been followed under the subsequent IDA-financed Transport Rehabilitation Project (TRP). During implementation of this Project several positive developments have taken place, including: (i) selectiorn and prioritization of transport sector investments and recurrent expenditures within the framework of the Government's rolling three-year Transport Sector Investment and Recurrent Expenditure Programme (TSIREP); (ii) contracting out of road construction, rehabilitation, and maintenance works; (iii) development of a road maintenance program, with Government contributions rising to US$42 million in FY97 from US$25 million in FY95; (iii) establishment of a Civil Aviation Authority carrying the responsibility for the aviation sector; and (iv) signing of a Performance Contract between URC and the Government, which explicitly recognizes URC as a strategic but commercially oriented entity, and establishes Government's obligation to compensate the company for non-remunerative services that it is required to provide. Overall, the Goverrfnment has made progress in addressing the major issues identified in past consultation with IDA. The areas where progress has been slower include: (i) financial restructuring of URC and elimination of arrears from the Government in compensation for the unremunerative services rendered; (ii) definition of a policy for the  restructuring and/or privatization of the flag airline (Uganda Airlines Corporation); (iii) establishment of an autonomous, and user financed, Road Agency; and (iv) program management and project implementation capabilities, particularly in the road sector. More recently, the Government has initiated concerted action to address these issues, as detailed in its Letter of Transport Sector Policy of July 1997 prepared under the IDA- financed Road Sector Institutional Support Technical Assistance Project, RSISTAP (recently approved by the Board, Report No. P-71 16-UG). Specifically, URC and Uganda Airlines Corporation are currently being considered for privatization, under a utility reform program supported by IDA. A major restructuring effort has also been initiated in the road sector under RSISTAP, leading to the creation of a Road Agency Formation Unit (RAFU), as an intermediate step towards the establishment of a fully-autonomous and commercially- oriented Road Agency by 2001. RAFU's creation is expected to improve substantially project management capabilities, thus creating the conditions for the effective implementation of the Government's 10-year Road Sector Development Program (RSDP). Reflecting this effort, the RSDP (US$1.5 billion over a 10 year period) has recently been endorsed by the Donor Community. 3. Sector issues to be addressed by the project and strategic choices: Since the proposed project is an emergency recovery operation no sector issue will be specifically addressed. The major strategic choice involved was the consideration of the project as a stand-alone operation, i.e. with no institutional linkages, vs. its consideration in the context of the ongoing sector restructuring process. At stake was the trade-off between the required speed of project preparation and implementation and the integrity of the reforms. In the end, a compromise strategy was adopted. Project preparation and supervision will be initially under the Disaster Management Task Force Unit (DMTFU) of the MOWTC. This allows for the immediate response dictated by the emergency situation. Upon the creation of the Road Agency Formation Unit (RAFU), overall project implementation responsibility for the emergency project will be transferred to this Unit. C: Project Description Summary 1. Project components (see Annex 3for a detailed description and Annex 4for a detailed cost breakdown): Component Category Cost Incl. % of Bank- % of Contingencies Total financing Bank- (US$M) (US$M) financing Repair of damaged road sections and Physical 9.4 31 8.5 90 pipe culverts Atiak - Moyo Road Physical 10.0 33 9.0 90 rehabilitation/Regravelling Repair/replacement of box culverts Physical 5.0 17 4.5 90 and bridges Procurement of Pipe culverts and Physical 3.7 12 3.7 100 Bailey Bridge Sections . - Engineering, Studies and Consultant 1.9 7 1.9 100 Construction Supervision Services Total 30.0 100 27.6 92 2. Key policy and institutional refornu supported by the project: N/A  3. Benefits and target population: The benefits from the Project will be: (i) A reduction of transport costs as a result of the elimination of congestion bottlenecks in the affected sections of road network and improved road conditions. (ii) Savings accruing to the Government as a result of deferral of major investments arising from premature deterioration of road conditions. The target population of the Project are: (i) The project will benefit producers and consumers countrywide: lower transport costs. (ii) The population affected by the El Nino: restoration of accessibility to its pre-emergency levels as well as facilitate the settlement and productive activities of war refugees in poverty stricken Northern Uganda. 4. Institutional and implementation arrangements: 1. Administrative. The Ministry of Works, Transport and Communications (MOWTC) would have overall responsibility for the implementation of the proposed Project. As an interim measure, Government established DMTFU under the MOWTC to be responsible for the emergency operations until the RAFU to be established under the IDA-financed RSISTAP is operational. After which, project implementation of the emergency project would be transferred to RAFU. The key staff of RAFU will be assigned to three Divisions: (i) the Operations Division, responsible for planning and programming, studies and supervision, and works and supplies will be primarily entrusted with the implementation aspects of the proposed project; (ii) Monitoring and Management Information Systems (MISD); and (iii) Administration which will provide services support to the Operations Division in the monitoring, management information, finance and legal aspects of project implementation. 2. Implementation Period. 3 years (July 1998-July 2001). To minimize delays in project start-up it is envisaged that pre-contract activities would be substantially completed by the time of effectiveness of the proposed Credit. The pre-contract activities will be carried out by the DMTFU with the assistance of consultants. 3. Accounting, Financial Reporting and Auditing. The MOWTC will maintain accounts and records in accordance with Ugandan and International Accounting Standards. (i) Separate financial accounts will be kept for the Project, using accounting procedures and systems acceptable to IDA; (ii) Project accounts will be audited annually by an independent auditor acceptable to IDA; (iii) Special accounts and all disbursements under SOEs will be audited semi-annually; and (iv) The annual audit report will be submitted to IDA within six months of the end of each fiscal year and the semi-annual audit report within three months of each period. 4. Monitoring and Evaluation. (i) A monitoring and evaluation system have been developed under the project; (ii) Semi-annual progress reports will be prepared on the basis of the project implementation plan; (iii) A completion report will be submitted by the Government to IDA within six months of Credit closing. A Mid-term review will be carried out no later than February 28, 1999. D: Project Rationale 1. Project alternatives considered and reasons for rejection: The main alternatives considered basically related to the scope of the proposed project and to IDA-financing Regarding project scope, the consideration of major road geometric road realignments which could prevent the recurrence of same-intensity flooding was disregarded, since: (i) the likelihood of recurrence of such high levels of rainfall in the short-run was considered low; and (ii) even if deemed required, after a more detailed engineering assessment, geometric realignments can always be included in the 10-year RSDP. Furthermore, the consideration of the rehabilitation of the 15 km long Nakivubo Channel was disregarded since: (i) it was assessed as a medium-term emergency concern; and (ii) financing would likely be made available by the European Union (EU) who is already financing the ongoing feasibility study.  As to IDA-financing alternatives, the possibility of reallocation of funds under existing IDA Transport Credits was rejected since: (i) available, and uncommitted, funds in TRP's Credit account are insufficient to meet emergency fmancing requirements; and (ii) the recently Board-approved RSISTAP is not yet effective and contains no provisions for the financing of civil works. 2. Major relatedprojectsfinanced by the Bank and/or other development agencies (completed, ongoing and planned): Sector issue Project Latest Supervision (Form 590) Ratings (Bank-financed projects only) Implementation Development Progress (IP) Objective (DO) Bank-financed Road rehabilitation, maintenance Fourth Highway Project S S contracting Transport Rehabilitation Project U S Institutional Capacity Road Sector Inst. Support n.a. n.a. Assistance Project IP/DO Ratings: HS (Highly Satisfactory), S (Satisfactory), U (Unsatisfactory), HU (Highly Unsatisfactory) 3. Lessons learned and reflected in the project design: Experience from past projects in Uganda indicates that the main risk has been limited capacity of the implementation agency, in particular, the ability of the agency to efficiently address problems related to contract management, contract administration, and financial and technical monitoring. There are substantial delays in the processing and awarding of the contracts, thus incurring substantially higher costs at the initial stages of commencement, delayed completion and consequently loss of investment. The lessons from the modest success of technical assistance provided to develop the implementation and planning capacity of MOWTC is that major policy changes need full commitment by Government to ensure success. The success of any effort to improve public agency performance depends on Government willingness to grant it financial and managerial autonomy and that, in the absence of such a commitment, assistance to strengthen such agency is likely to accomplish little. The structure of road administration has been subject to frequent changes during implementation of projects. The result of these changes was confusion, poorly organized planning administration and ineffective long term institutional and staff development. Therefore, main institutional and policy changes, including reorganization and institutional strengthening of road administration, as well as changes in the decision-making process, should be undertaken prior to any major increase in the volume of the road program. This is the focus of the recently approved RSISTAP. Other lessons are that inadequate engineering designs and weak documentation resulted in implementation delays and cost overruns. The need to develop appropriate monitoring indicators to be used as part of Project implementation has emerged as an important lesson in fostering policy and strategic reforms, which is also a focus of RSISTAP. 4. Indications of borrower commitment and ownership: Three main factors are indicative of borrower's commitment to the Project. First, and at the highest level, the President of Uganda and his Government consider the availability of basic road infrastructure as a key strategic element in the implementation of Uganda's economic program. Second, the Ministry of Finance has consistently allocated the agreed resources for road maintenance since FY95, hence showing commitment to the sustainability of the proposed investments. And third, the Government decision to initiate a major sector restructuring including the  road sector institutions. Government has also already established a Disaster Management Task Force Unit (DMTFU) under the MOWTC to be responsible for the emergency operations. The Unit has begun pre-contract activities and engineering studies, and has started some urgent repairs to provide essential access on critical sections of the road network. 5. Value added of Bank support in this project: From a client's perspective, the value added of Bank support was the quick-response provided, even if no funds for emergency restoration could be re-allocated from existing Credits. Following the Government's declaration of the emergency situation, by December 19, 1997, the Bank was able to quickly launch a preparation / appraisal mission. The source of this value added was the Bank's comparative advantage in the Uganda road sector, gained through its comprehensive assistance to the ongoing reform process and its deep physical knowledge of the country's road network. E: Summary Project Analysis (Detailed assessments are in the project file, see Annex 9) 1. Economic (supported by Annex 4): [X] Cost-Benefit Analysis: ERR=50% (weighted by investment, covering 78% of total project base costs) [] Cost Effectiveness Analysis: [] Other (Specify) A simplified economic analysis, commensurate with the emergency characteristics of the proposed road works, was carried out for the road section repairs component, for the rehabilitation/regravelling of the Atiak - Moyo road, and for the drainage replacement component, accounting for some 78% of total project base costs. User benefits were essentially estimated on the basis of vehicle operating costs and time savings, resulting from the restoration of road conditions to pre-emergency service levels, quality-wise. These levels of service reflect infrastructure standards which are in line with the ones adopted under the RSDP, as simulated for the Uganda road network through the Bank-developed Highway Design and Maintenance Model (HDM III). Whenever applicable, benefits directly accruing to the highway agency were estimated on the basis of avoidable infrastructure costs which would have to be incurred in the absence of the proposed emergency investments. For the remaining components, their cost- effectiveness was assessed based on engineering judgment. Overall, investments in road restoration/rehabilitation and in culvert repair/replacement under the proposed project would conservatively yield a combined ERR (weighted by investment) estimated at 50%, thus well above the 12% value for the opportunity cost of capital assumed in the RSDP. In view of the emergency characteristics of the investments under the proposed project, the analysis was conducted on the conservative side. For the road section repairs component, time savings were prudently assumed well below the registered peak-congestion delays, which were reported to reach 12 hours in more heavily trafficked road stretches. In addition, potential savings arising from vehicle use of more costly road alternatives and/or from removal of restrictions on weight limits on bridges were not factored into the analysis. As to the Atiak - Moyo road, the base cost estimate prudently incorporates a contingency element beyond and above the 20% physical contingencies assumed for all project components. Moreover vehicle operating costs savings arising from improved road condition were disregarded. Basic assumptions for, and the details of, the economic analysis for the various components of the proposed project are presented in Annex 4, and further detailed in the Project File. 2. Technical: Technical-Emergency restoration/rehabilitation of the Atiak - Moyo Road. This road was part of 400 km of gravel roads under rehabilitation through the IDA-funded Northern Uganda Reconstruction Project (NURP). The project was tendered on 29'h June 1994 and awarded on 17'" May 1994. The contractor started work in June 1995. However, because of continuous insecurity within the Project Area, the contractor invoked Clause 65 of the  conditions of contract and suspended the works on 24th February 1996. By the time of suspension, the contracted works were at various stages of completion but no section was substantially completed. Overall completion achieved was in the magnitude of 28%. Subsequently, and due primarily to continuous insecurity within the project region, the contractor did not lift the suspension but proceeded instead finally to unilaterally terminate the contract by invoking Clause 69 of the Conditions of Contract in November 1997. This termination was followed by the contractor's withdrawal of his plant and equipment from the site. By the time of termination, there was an amount of 4.982 million USD for outstanding certificates and claims, as per Consultant's Report dated January 15, 1998. Since the February 1996 suspension of the works, the site has been without any form of maintenance. The road has greatly deteriorated to the pre-Implementation status, and its condition has further been exacerbated by the ongoing 'El Nino' floods, especially in the hilly Laropi - Moyo section. Under the proposed project a consultant is to be engaged to carry out field surveys, redesign the road and prepare bidding documents. Similarly, a consultant will be engaged for supervision of the works. The works are estimated at UShs 8.32 bn/= (US$ 8.0) excluding contingencies. It is recognized that in order to implement this component efficiently, insecurity within the project area has to be addressed to enable the contractor and consultant to effectively perform their duties without undue distractions. However, in the last six months, improvement of the security situation has been reported, partly as a result of the constant movement of refugees and enormous operations of relief agencies active in the area. We are confident that there is a basis for completing the technical work and have ensured appropriate condition for timely implementation of this component. 3. Institutional: MOWTC has traditionally had limited capacity to quickly prepare and manage road works. The proposed project will require an effective capacity for the procurement and supervision of works and consultants services within the time frame required by the emergency situation. The recently created Disaster Management Task Force Unit, composed of 5 regional engineers and under the direct supervision of the Permanent Secretary and the Engineer-in- Chief, will be critical for the start up operations including immediate restoration works and feasibility, design studies. Retroactive financing, as requested by Government, will provide the necessary resources for the immediate activities. 4. Environmental assessment: Environmental Category [ I A IXI B Il C The proposed works will be restricted to the restoration of existing facilities to their standard prior to the flooding. The project would also provide the opportunity of repairing environmental damage, resulting from the floods. The designed improvements are not such that would involve new environmental challenges. In any case, an environmentallresettlement assessment will be prepared for the Atiak - Moyo Road by June 1998. 5. Participatory approach During preparation of the project, contacts with the affected populations country wide were carried out through the special task force surveying and monitoring the affected areas. There were also consultation with the Donor Community and their views were incorporated into the project design. Despite the emergency characteristics of the proposed project, its coordination with the institutional set up envisaged for the road sector will provide for the required consultations with stakeholders represented in Road Agency Formation Unit's (RAFU) Board. RAFU's Directorate will further have a full time public affairs officer who is expected to play a pro-active role in interacting directly with law makers and users associations, as well as public opinion through the media. The Ministry will collaborate with the communities affected by the disaster during project implementation.  F: Sustainability and Risks 1. Sustainability: No major sustainability issues are anticipated for the proposed project in view of its emergency nature. As to the possible recurrence of emergency situations, the provision of bridges and other construction materials under the proposed project will increase MOWTC's capabilities for crisis mitigation. The emergency actions are also being undertaken in coordination with measures being implemented in the context of the RSDP to strengthen institutional capacity. Sector-wide sustainability issues, are also being addressed under the ongoing TRP and the recently Board- approved RSISTAP. To address medium-run emergency concerns, an engineering audit will be carried out for the more affected road stretches by RAFU. Should the need arise, investments would then be financed by IDA under the proposed First Road Sector Project. 2. Critical Risks (reflecting assumptions in thefourth column of Annex 1): Risk Risk Rating Risk Minimization Measure Project outputs to development objectives (i) Inadequate MOWTC implementation capacity M Adequate staffing of the Disaster Management Task Force Unit (ii) Delays in recruitment of RAFU's Director and N Appointment of RAFU's Director and key staff selection of key staff is a condition of effectiveness of the IDA-financed RSISTAP Project Components to Outputs (i) Inadequate capacity of contractors to complete N Appropriate packaging for procurement the works on time and effectively of civil works to match local capabilities. Intemational competitive bidding will used for more complex works. (ii) Security situation in Northern Uganda will H Government will ensure the provision worsen of required, and appropriate, level of protection during the execution of works. Overall Risk Rating The overall risk rating is medium, largely in view of M the high risk attached to the possible deterioration of the security situation in Northern Uganda where the Atiak - Moyo road is situated. Risk Rating - H (High Risk), S (Substantial Risk), M (Modest Risk), N (Negligible or Low Risk) 3. Possible Controversial Aspects: The project itself contains no controversial aspects but must be viewed in relation to the overall World Bank dialogue with GOU and the lending program G: Main Loan Conditions Effectiveness Conditions: None Condition of Disbursement: No withdrawals shall be made in respect of the Atiak-Moyo Road component until (i) the Borrower has paid to the Contractor any advance payment required to be made in the Atiak-Moyo contract; and (ii) works valued at not less 5% of the Atiak-Moyo contract, less any advance payment payable thereunder, have been completed not later than August 31, 1999.  H. Readiness for Implementation [ ] The engineering design documents for the first year's activities are complete and ready for the start of project implementation. [ ] The procurement documents for the first year's activities are complete and ready for the start of project implementation. [x ] The Project Implementation Plan has been appraised and found to be realistic and of satisfactory quality. [ ] The following items are lacking and are discussed under loan conditions (Section G): L. Compliance with Bank Policies [X] This project complies with all applicable Bank policies. [ ] [The following exceptions to Bank policies are recommended for approval. The project complies with all other applicable Bank policies.] [signature] Team Leader: Yitzhak Kamhi [signature] Sector Manager: Yusupha B. Crookes [signature] Country Director: James W. Adams   Annex 1 El Nino Emergency Road Repair Project Project Design Summary Narrative Summary Key Performance Indicatorsl Monitoring and Supervision Critical Assumptions Sector-related CAS Goal (Goal to Bank Mission) Public Investment in Infrastructure Road Agency Formation Unit To be monitored and supervised Recruitment of RAFU's Director and (RAFU) operational by July 1, 1998 under the recently Board-approved key staff experiencing delays RSISTAP (Report No. P-7116-UG) Creation of an autonomous Road Same above Implementation of a performance- Agency by June 1, 2000 based staff remuneration system in the Agency may face difficulties in view of the need to ensure resource flows for its operation Project Development (Objective to Goal) Objectives Reduce infrastructure-related market Elimination of flood-related Engineering survey of riding Effective completion of works and and distribution costs county-wide congestion delays in restored conditions upon completion of works non-recurrence within 10 years of facilities rainfall with the same level and intensity Secure the timely delivery of social Same above Socio economic survey to be carried Same above services to the affected populations out by RAFU during project implementation Facilitate the productive settlement Increased accessibility through the Same above Same above of war refugees in Northern Uganda restoration/improvement of riding conditions in the Atiak - Moyo Road Stabilize the eco-system in the Re-establishment of drainage RAFU to undertake "ex-post" Same above affected areas conditions to "pre-flooding" levels environmental audit Project Outputs (Outputs to Objectives) Restoration of infrastructure in Technical standards in line with Supervision and monitoring by Timely completion of the emergency affected areas to standards prior to MOWTC's road specifications MOWTC technical staff and IDA works the occurrence of the emergency supervision missions Security situation in Northern Uganda will not worsen I Baseline and targeted values should be shown, with the latter divided into values expected at midterm, end of project and full impact.  Annex 1 page 2 of 2 Project Design Summary Narrative Summary Key Performance IndicatorsI Monitoring and Supervision Critical Assumptions Project Components (Components to Outputs) Repair/improvements of damaged about 350 km of road section repair Preparation of the procurement Capacity of local domestic and 96 roads sections packages, award of contracts, international contractors to execution of works, and detailed timely and effectively complete supervision thereof the works Atiak - Moyo road about 90 kn of road repairs Quarterly progress reports rehabilitation/regravelling 5 bridges and 2 ferry landings Supervision mission reports Repair and replacement of culverts innumerous culverts and about 120 Disbursement and bridges bridges Annex 7 with details of Procurement of Pipe Culverts and about 500 Im of bridges and culverts implementation schedule Bailey Bridge Sections about 8,000 Im of culverts Engineering Studies and Same as above Same as above Appropriate selection of Construction Supervision consultants I Baseline and targeted values should be shown, with the latter divided into values expected at midterm, end of project and full impact.  Annex 2 El Nino Emergency Road Repair Project Detailed Project Description (A) Repair of Damaged Road Sections (US$9.4 million) Under this component, repairs and replacement of pipe culverts will be carried out on 96 identified sections of road countrywide, aggregating to about 350 km. The works are aimed at restoring to the original or better condition road sections critically damaged as a result of flooding and the action of traffic loads on the already weakened sections. (B) Rehabilitation and Regravelling of Atiak - Moyo Road (US$10.0 million) The works will comprise rehabilitation/regravelling of 90 km of gravel road as well as repairs of five bridges and two ferry landings. Rehabilitation of this road was initially envisaged under the IDA-financed Northern Uganda Rehabilitation Project (NURP), Credit No. 2362-UG, but it could not be completed as a result of the difficult security situation prevailing in that part of the country. In the meantime, the Credit reached its closing date. Whereas according to Government, the security situation in Northern Uganda has since then improved, road condition has experienced accelerated deterioration attributable to the heavy rainfall. (C) Repair or Replacement of Box Culverts and about 120 Bridges (US$5.0 million) This component will include (i) the replacement of box culverts and bridges which were completely washed out due to excessive water discharges over prolonged periods of time; and (ii) repairs of damaged structures including the protection of bridge abutments, pier foundations, slopes, and wing walls which were severely affected by the rainfall and putting at risk the structural stability. (D) Procurement of Pipe Culverts and Bailey Bridge Sections (US$3.7 million) Under this component, Bailey bridge sections amounting to an extension of some 500 linear meters (1m), and about 8,000 Im of culverts, and gabions would be procured towards ensuring a capacity for rapid response to emergency needs, should the need arise. (E) Engineering Studies and Construction Supervision (US$1.9 million) Consultant services would be provided under this component for the preparation of engineering studies and tender documents, as well for the supervision of the civil works  Annex 3 El Nino Emergency Road Repair Project Estimated Project Costs Project Component Local Foreign Total -----------------------US $ million-------------------- 3.5 4.0 7.5 Repair of Damaged Road Sections 3.2 4.8 8.0 Atiak - Moyo Road Rehabilitation and Regravelling Repair and Replacement of Box Culverts and Bridges 1.6 2.4 4.0 Procurement of Pipe Culverts and Bailey Bridge Sections 0.0 3.0 3.0 Engineering Studies and Construction Supervision 0.0 1.5 1.5 Total Baseline Cost 8.3 15.7 24.0 Physical Contingencies 1.7 3.1 4.8 Price Contingencies 0.5 0.7 1.2 Total Project Cost 10.5 19.5 30.0  Annex 4 El Nino Emergency Road Repair Project Cost Beneflt Analysis Summary Component Cost 1/ EIRR (in US$ million) (in %) Repair of Damaged Road Sections 8.5 80 Atiak - Moyo Road 9.0 12 rehabilitation/ regravelling Repair/replacement 2.3 85 of culverts Total 19.8 50 2/ 1/ Financial cost, net of taxes and other transfer payments, and including allowance for physical contingencies (20%) and for supervision costs (7%). 2/ Weighted by investment Summary of Benefits and Costs: Benefits: Reduction in vehicle operating costs and congestion delays Savings in reconstruction costs Costs: Road restoration/rehabilitation works Design and supervision Main Assumptions: See below   SUMMARY OF ECONOMIC ANALYSIS Results of the Economic Analysis Overall Economic Assessment: A simplified economic analysis, commensurate with the emergency characteristics of the proposed road works, was carried out for most of the investments under the proposed project. The analysis was carried out by MOWTC consultants following a methodology agreed with IDA and revised by the Mission during the appraisal stage. The analysis was conducted separately for the road section repairs component, for the rehabilitation/regravelling of the Atiak - Moyo road, and for the drainage replacement component. Project costs used in the economic analysis, are based on base costs, net of taxes and other transfer payments, and include 20% allowance for physical contingencies and 7% for supervision costs. Economic Road user cost savings were estimated using the vehicle operating costs submodel of the Bank's Highway Design and Maintenance Model (HDM III). Road section repairs component (33% of total project base costs). Quantified project benefits for this component would mostly arise from savings in truck crew time and in vehicle fuel consumption as a result of the restoration of road condition. Existing traffic counts for the targeted roads, disagreggated by vehicle type, were taken as the basis for traffic projections which further reflect future prospects for GDP and population growth. The estimated benefits are only expected to materialize during the rainy season (about six months per year), since during the dry season the affected roads would ensure an acceptable level of service even without the proposed emergency works. As a result, estimated Economic Internal Rates of Return (EIRR) for the proposed investments in the restoration of the 96 affected road sections (weighted by investment) would range from an estimated 1 10% for the Central Region to 14% for the North Region, with estimated values of 97% and 67% obtained for the West and East Regions, respectively. This spatial pattern is closely related to the extent of the damage imposed by the flooding and to traffic levels and composition. Atiak - Moyo road rehabilitation / regravelling (36% of total base project costs). Benefits associated with investments under this component would materialize from savings in vehicle operating costs arising from iimproved road condition, including time savings from reduced congestion. The pace at which .these benefits would grow through time would be a function of expected growth in agricultural output in the region, which, in turn, would depend on increases in infrastructure investment and operating inputs. Forecasting growth in agricultural output in this region is a highly uncertain exercise, partly as a result of the security situation which prevailed over the past years. As a result, a switch-off values type of analysis was carried-out for this road. Results of this analysis indicate that a minimurn 7.5% annual growth rate for traffic would be required if the proposed investments are to yield an estimated EIRR of 12%. This seems a plausible scenario, since (i) national agricultural production has been growing at an annual average of 6.5%; (ii) the region's population has recently doubled as a result of the settlement of some 70,000 refugees from Sudan; and (iii) planned investments in access/feeder roads being carried out independently in the region, should lead to a substantial reduction in transport costs to the coastal areas thus further inducing an increase in agricultural output.  Repair/replacement of box culverts and bridges (I 8% of total project base costs). Investments under the repair/replacement of culverts subcomponent (9% of total project base costs) would yield estimated average EIRR well above 85%. The obtained range reflects varying drainage requirements and pavement characteristics which were estimated for some three typical cases considered representative of the investments to be undertaken. The basic assumption of the analysis is that, in the absence of restoration of drainage facilities, premiiature and accelerated road deterioration would lead to the need for a full reconstruction. As to the repair/replacement of bridges subcomponent (9 % of total project base costs) no economic assessment was carried out, in view of the difficulty of technically assessing the likelihood of structural failure in the absence of the proposed protection works. Procurement of Pipe Culverts and Bailey Bridge Sections (13% of total project base costs). For this component, only an emergency safety assessment was carried out for the bridge elements, envisaged as a future disaster mitigation measure. As a result, it was assessed that the total length of bridges to be purchased under the project amounts to some 12% of the total length of road bridges/major culverts in Uganda, and that this ratio is acceptable in view of past experience in bridge replacement emergencies in Uganda. Most of the quantifiable project benefits would ultimately accrue to producers and consumers countrywide, under the form of a reduction of transport costs to their pre-emergency levels. This reduction would result from the elimination of congestion bottlenecks and other vehicle operating costs savings in the affected sections of Uganda's road network. Further quantifiable savings would accrue to the Government, as a result of deferral of major investments arising from premature deterioration of road condition. Other important benefits, albeit more difficult to quantify, would accrue to the population in the affected areas through the restoration of accessibility to its pre- emergency levels, as well as through the facilitation of the productive settlement of war refugees in poverty-stricken Northern Uganda.  Annex 5 El Nino Emergency Road Repair Project Procurement and Disbursement Arrangements Procurement Table A summarizes the estimated costs and the procurement methods of the works, goods and services to be financed under the project. For the procurement of civil works International Competitive Bidding (ICB) and National Competitive Bidding (NCB) would be used. For the procurement of goods, International Shopping would be used. Procurement would be done in accordance with the Bank's guidelines, January 1995 (Revised September 1997). Bidding documents will be prepared using the Bank's standard bidding documents for procurement of works, smaller contracts (January 1995). Civil Works. Civil works contracts for repair and improvement of damaged road sections and pipe culverts valued at a total of US$9.4 million would be divided into five lots and contracts procured through NCB. Civil works contracts for rehabilitation and regravelling of Atiak - Moyo Road valued at a total of US$10.0 million would be procured through ICB. Civil works for replacement of box culverts and bridges valued at a total of US$5.0 million would be divided into four lots and contracts procured through NCB. Goods. Procurement of pipe culverts and Bailey bridges valued at a total of US$3.7 million would be procured through International Shopping by obtaining price quotation from a number of suppliers from various countries. Consulting Services. Consulting Services for engineering studies and construction supervision are estimated to cost a total of US$ 1.9 million. Consultants would be recruited in accordance with the Bank's Guidelines for the Use of Consultants, January 1997 (Revised September 1997). For the component related to the repair of road sections and replacement of culverts, a consultant will be appointed on a single-source basis. For Atiak - Moyo component, a consultant will be appointed based on Quality and Cost-Based Selection (QCBS). Contract Reviews. Procurement documentation for IDA financed civil works contracts above a threshold of US$300,000 would be subject to prior review by IDA, as well as all consulting contracts in excess of US$100,000 for firms and $50,000 for individuals. For goods contracts above US$100,000 prior review by IDA would be required. Post review of contracts awarded below the above threshold levels would be carried out selectively by IDA by supervision missions and / or an independent auditor. , Prior review thresholds (Table B)  Disbursement The IDA Credit would be disbursed against the categories and on the basis of the estimated disbursement schedule given in Table C and subject to condition of disbursement as stated in Schedule 1, para. 3 of the Development Credit Agreement. Disbursements for procurement of works estimated to cost up to U$300,000 and goods estimated to cost up to US$100,000 would be made against statements of expenditures (SOE). Other disbursements would be made against standard documentation. To facilitate payments from the Credit, a Special Account would be established and would be operated and maintained on terms and conditions satisfactory to IDA. The account would have an initial authorized allocation of US$750,000, approximately equal to three months of expenditures under the project. The Special Account would be replenished following application for reimbursement by MOWTC together with appropriate supporting documentation. The amount of IDA replenishment would not exceed the authorized allocation. The Credit closing date would be July 31, 2001 with physical completion of works expected by January 31, 2001. Statements of Expenditures (SOEs) - Disbursements for contracts of works and goods estimated to cost up to US$300,000 equivalent and US$100,000 equivalent respectively, and consulting contracts with firms costing up to US$100,000 equivalent and up to US$50,000 equivalent with individuals would be made against statement of expenditures. Retroactive Financing To enable the Government to undertake emergency works and procurement of related consultant services in a timely manner, the proposed emergency operation will financed retroactively up to US$2.0 million in expenditures incurred before loan signing, but after March 1, 1998.  Annex 5, Table A: Project Costs by Procurement Arrangements (in US$million equivalent) Components Procurement Method Total Cost (including contingencies) ICB NCB International Other Shopping 1. Repair of Damaged Road Sections 9.4 9.4 (8.5) (8.5) 2. Rehabilitation and Regravelling of 10.0 10.0 Atiak - Moyo Road (9.0) (9.0) 3. Repair and Replacement of Box 5.0 5.0 Culverts and Bridges (4.5) (4.5) 4. Procurement of Pipe Culverts and 3.7 3.7 Bailey Bridge Sections (3.7) (3.7) 5. Engineering Studies and 1.9 1.9 Construction Supervision (1.9) (1.9) Total 10.0 14.4 3.7 1.9 30.0 _ (9.0) (13.0) (3.7) (1.9) (27.6) Figures in parenthesis are the amounts to be financed by the Bank loan/IDA credit  Annex 5, Table B: Thresholds for Procurement Methods and Prior Reviewl Expenditure Contract Value Procurement Contracts Subject to Category (Threshold) Method Prior Review / Estimated Total Value Subject to Prior Review US $ million US $ million 1. Works 1.8 NCB 14.4 10.0 ICB 10.0 2. Goods 1.0 International Shopping 3.7 3. Services 0.1 Bank Guidelines for the 1.9 Use of Consultants (prior review) 4. Miscellaneous Total value of contracts subject to prior review: US$30 million 1 Thresholds generally differ by country and project. Consult OD 11.04 "Review of Procurement Documentation" and contact the Regional Procurement Adviser for guidance.  Annex 5, Table C: Allocation of Loan Proceeds Expenditure Category Amount in Financing Percentage US$million 1. Civil Works 90% (a) under Part B of the Project 7.2 (b) under Part A and C of the Project 11.6 2. Consultant Services 1.7 100% 3. Goods 3.3 100 of foreign expenditures and 90% of local expenditures Unallocated 3.8 Total 27.6  Annex 6 El Nino Emergency Road Repair Project Project Processing Budget and Schedule A. Project Budget (US$000) Planned Actual (At final PCD stage) 60,000 B. Project Schedule Planned Actual (At final PCD stage) Time taken to prepare the project (months) 2 2 First Bank mission (identification/appraisal) 1/28/98 1/28/98 Negotiations 4/1/98 4/1/98 Planned Date of Effectiveness 6/15/98 Prepared by: Ministry of Works, Transport and Communications Preparation assistance: Bank staff who worked on the project included: Name Specialty Yitzhak Kamhi Transport Engineer Pedro Geraldes Transport Economist John Riverson Highway Engineer Rowena Martinez Operations Analyst . Jonathan Brown Quality Assurance Kenneth Gwilliam Quality Assurance  ANNEX 7 El Nino Emergency Road Repair Project Implementation Schedule Component 1998 1999 2000 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 12 1-12 1. Repair / improvement of damaged road sections Selection of consultants - Engineering Studies - _ Contractors Selection - - - - Commencement / Completion _ of Works 2. Repair and Replacement of culverts and bridges Selection of consultants _ Engineering Studies - - - Contractors Selection _ _ _ _ Commencement / Completion - of Works 3. Atiak - Moyo Road Rehabilitation I Regravelling Selection of consultants _ _ Engineering Studies _ _ _ Contractors Selection _ _ _ _ _ _ Commencement / Completion of Works 4. Procurement of Pipe Culverts and Temporary Bridge Sections   Annex 8 Page 1 of 2 El Nino Emergency Road Repair Project Outline of Project Implementation Plan TABLE OF CONTENTS 1. INTRODUCT O 1.1 THE DRAINAGE PATTERN VIS-A-VIS THE ROAD NETWORK . 1.2 THE 'EL NINO' RAINS AND THE ASSESSMENT OF THE DAMAGE ON THE CLASSIFIED ROAD NETWORK FROM THE RESULTING FLOODS.......................................................................................................................................................................... 1.3 FLOOD DAMAGES ON THE CLASSIFIED ROAD NETWORK. 1.4 ROADS & BRIEDGES AFFECTED BY THE FLOODS. 1.4.1 ROADS ................................................................................................................................................................................... 1.4.2 BRIDGES ............................................................................................................................................................................... 1.5 IMPACT OF THE EL-NINO DAMAGES ON THE ROAD NETWORK 1.6 MINISTRY RESPONSE AND ACTION TO THE NETWORK DISASTER. 1.6.1 IMMEDIATE EMERGENCY................................................................................................................................................ 1.7 STRATEGY FOR LONG TERM RECOVERY . 1.7.1 PHASE I - RESTORATION OF DAMAGED FACILITIES ................................................................................................. 1.7.2 PHASE 11- LONG TERM NETWORK OVERHAUL ............................................; 1.8 SUMMARY OF DEVELOPMENT PROJECT OBJECTIVES. 1.9 SUMMARY OF PROJECT DESCRIPTION AND COMPONENTS. 1.9.1 CIVIL WORKS ...................................................................................................................................................................... 1.9.2 PROCUREMNENT OF GOODS .............................................................................................................................................. 1.9.3 CONSULTANT SERVICES FOR ENGINEERING STUDIES AND CONSTRUCTION SUPERVISION......................... 2. LEGAL AGREEMENTS ..................................................................................................................................................................................... 2.1 DEVELOPMENT CREDIT AGREEMENT (COVER PAGE).............................................................................................................. 2.1.1 DEVELOPMENT CREDIT AGREEMENT .......................................................................................................................... 3. DETAILED PROJECT DESCRIPTION.............................................................................................................................................................. 3.1 PROJECT COMPONENTS ANDBBUDGET. 3.1.1 CIVIL WORK S 3.1.1.1 COMPONENT GROUP I - REPAIR / IMPROVEMENT OF DAMAGED ROAD SECTIONS 3.1. 1.1.1 COMPONENT C - EMERGENCY SPOT REPAIRS I RECONSTRUCTION OF ROAD PAVEMENT FAILURES ............................................................................................................... 3.1.1.2 COMPONENT GROUP II - REPAIR/ REPLACEMENT OF CULVERTS AND BRIDGES. 3.1.1.2.1 COMPONENT A - EMERGENCY REPAIRS / REPLACEMENT OF WASHED OUT DRAINAGE STRUCTURES.......................................................................................................... 3.1.1.2.2 COMPONENT B - EMERGENCY PROTECTION WORKS TO BRIDGE ABUTMENTS & PIER FOUNDATIONS, SLOPE FACES, TOES AND CULVERT HEADIWING WALLS .................. 3.1.1.3 COMPONENT GROUP III - REHABILITATION I REGRAVELLING OF ATIAK - MOYO. 3.1.1.3.1 COMPONENT D - EMERGENCY REPAIRS ! RECONSTRUCTION OF ATLAK - MOYO ROAD (92 KM), INCLUDING PAVEMENT AND DRAINAGE STRUCTURES, BRIDGES, CULVERTS, FERRY LANDINGS AND CONCRETE PAVEMENT .......................................... 3.1.2 PROCUREMENT OF GOODS. 3.1.2.1 COMPONENT GROUP IV - PROCUREMENT OF GOODS ........................................................................... 3.1.2.1.1 COMPONENT E - PROCUREMENT OF BAILEY BRIDGES, CULVERTS AND GABIONS.. 3.1.3 CONSULTANCY SERVICES FOR ENGINEERING STUDIES AND CONSTRUCTION SUPERVISION. 3.13.1 COMPONENT GROUP VI - CONSULTANCY SERVICES FOR ENGINEERING STUDIES AND CONSTRUCTION SUPERVISION. 3.1.3.1.1 COMPONENT F - CONSULTANT SERVICES FOR REPAIR/ IMPROVEMENT OF DAMAGED ROAD SECTIONS AND REPAIR / REPLACEMENT OF CULVERTS AND BRIDGES. 3.1.3.1.2 COMPONENT G - CONSULTANT SERVICES FOR ATIAK - MOYO ROAD . 3.2 PROJECT FINANCING PLAN ................................................................................................................................................................. 4. PROJECT IMPLEMENTATION STRUCTURE................................................................................................................................................. 4.1 ORGANIZATION STRUCTURE.......................................................................................................................................................... 4.2 PROJECT MANAGEMENT.................................................................................................................................................................. 4.3 ROLES, OBJECTIVES AND RESPONSIBILITIES OF MOWTC....................................................................................................... 4.3.1 PROGRAMME TIME TABLE.  Annex 8 Page 2 of 2 Outline of Project Implementation Plan TABLE OF CONTENTS 5. PROJECT PLANNING AND IMPLEMENTATION.......................................................................................................................................... 5.1 CONSOLIDATED PROJECT IMPLEMENTATION SCHEDULE SUMMARY. 5.2 IMPLEMENTATION SCHEDULE FOR EACH COMPONENT. 5.2.1 IMPLEMENTATION PLAN FOR CIVIL WORKS . 5.2.2 IMPLEMENTATION PLAN FOR GOODS PROCUREMENT. 5.2.3 IMPLEMENTATION PLAN FOR CONSULTING SERVICES FOR ENGINEERING STUDIES AND CONSTRUCTION SUPERVISION. 5.3 IMPLEMENTATION, SUPERVISION AND QUALITY CONTROL. 6. PROCUREMENT GUIDELINES AND ARRANGEMENTS. 6.1 GENERAL OVERVIEW. 6.2 IDA PROCUREMENT GUIDELINES. 6.3 GOU PROCUREMENT GUIDELINES. 6.4 PROCUREMENT PROCESS, PROCUREMENT CYCLE AND EXPECTED LAPSED TIME. 6.4.1 PROCUREMENT OF PROJECT COMPONENTS . 6.4.1.1 DETAILED PROCUREMENT PLAN FOR CIVIL WORKS ............................................................................ 6.4.1.2 DETAILED PROCUREMENT PLAN FOR PROCUREMENT OF GOODS . 6.4.1.3 DETAILED PROCUREMENT PLAN FOR CONSULTANCY SERVICES FOR ENGINEERING STUDIES AND CONSTRUCTION SUPERVISION. 7. FINANCIAL MANAGEMENT. 7.1 INTRODUCTION. 7.1.1. CIVIL WORKS. 7.1.2 PROCUREMENT OF GOODS 7.1.3 CONSULTANT SERVICES FOR ENGINEERING STUDIES AND CONSTRUCTION SUPERVISION. 7.2 FUNDS ALLOCATION AND PROCEDURES . 7.3 DISBURSEMENT ACCOUNTS. 7.3.1 TYPES OF ACCOUNTS. 7.3.1.1 IDA FUNDS. 7.3.1.1.1 IDA CREDIT ACCOUNT ............................................................................................................. 7.3.1.1.2 IDA SPECIAL ACCOUNT. 7.3.1.2 GOU FUNDS. 7.3.1.2.1 PROJECT ACCOUNT .................................................................................................................... 73.3.2 FUNDS FLOW CHART 7.4 SCHEDULE OF DISBURSEMENT FOR EACH COMPONENT. 7.4.1 CIVIL WORKS 7.4.2 PROCUREMENT OF GOODS ............................... 7.43 CONSULTANT SERVICES FOR ENGINEERING STUDIES AND CONSULTANTS SUPERVISION. 7.5 WORK CERTIFICATE AND PAYMENT PROCEDURES . 7.5.1 SAMPLE WORK CERTIFICATE. 7.5.2 SAMPLE PAYMENT VOUCHER. 7.6 FINANCIAL REPORTING AND AUDIT. 8. MONITORING AND PROGRESS REPORTING (PROJECT DESIGN SUMMARY) . 8.1 KEY IMPACT INDICATORS FOR DEVELOPMENT PROJECT OBJECTIVES . 8.2 KEY PHYSICAL INDICATORS FOR IMPLEMENTATION OF THE PROJECT . 8.3 MONITORING AND EVALUATION. 8.4 REPORTING ROUTINES. 8.4.1 AUDIT REPORTS. 8.4.2 PROGRESS REPORTS 8.5 FORMAT OF CONSOLIDATED PROJECT PROGRESS SUMMARY REPORT. 8.6 IMPLEMENTATION COMPLETION REVIEW. 9. CATALOG OF ANNEXES - PROJECT DOCUMENTS. 9.1 TERMS OF REFERENCE FOR ALL THE STUDIES .  Annex 9 El Nino Emergency Road Repair Project Documents in the Project File A. Project Implementation Plan (i) First Project for Emergency Repairs of Roads and Bridges, Volume I, Technical Reports, maps and photographs (ii) First Project for Emergency Repairs of Roads and Bridges, Volume II, Economic Analysis B. Bank Staff Assessments (i) Aide Memoire, Preparation/Appraisal Mission, signed on February 9, 1998 with draft Project Concept Document (PCD) (ii) Note on the Economic Analysis of the Atiak - Moyo Road and of the road sections repair component (iii) Costs Estimates of the Project C. Other (i) Minutes of Decision Meeting, Country Team and Country Director, upgrading the mission to an Appraisal Mission (ii) Peers reviews and Country Team reviews   Annex 10 Statement of Loans and Credits Pa1eof2 Uganda STATEMENT OF IFC's Committed and Disbursed Portfolio As of 3 1-Dec-97 (In US Dollar Millions) Committed Disbursed IFC IFC FY Approval Company Loan Equity Quasi Partic Loan Equity Quasi Partic 1983 Uganda Sugar 7.47 0.00 0.00 0.00 7.47 0.00 0.00 0.00 1984/92 DFCU 0.00 .98 0.00 0.00 0.00 .98 0.00 0.00 1992 AEF Clovergem .73 0.00 0.00 0.00 .73 0.00 0.00 0.00 1993 AEF Nile Rose .18 0.00 0.00 0.00 . 18 0.00 0.00 0.00 1993 AEF Rwenzori .69 .19 0.00 0.00 .69 .19 0.00 0.00 1993 Jubilee 0.00 .10 0.00 0.00 0.00 .10 0.00 0.00 1994 AEF Polypack .60 0.00 0.00 0.00 .60 0.00 0.00 0.00 1994 AEF Skyblue .51 0.00 0.00 0.00 S51 0.00 0.00 0.00 1994 Celtel 3.01 .64 .80 0.00 3.01 .64 .80 0.00 1995 AEF Rainbow .79 0.00 0.00 0.00 .79 0.00 0.00 0.00 1995/96 Uganda Leasing 2.00 .33 0.00 0.00 .70 .33 0.00 0.00 1996 AEF Agro Mgimt .60 .40 0.00 0.00 .45 .40 0.00 0.00 1996 EAGW 6.50 0.00 0.00 0.00 0.00 0.00 0.00 0.00 1996 Kasese Cobalt 16.00 3.60 0.00 0.00 2.14 2.36. 0.00 0.00 1997 AEF Afritours .37 0.00 0.00 0.00 0.00 0.00 0.00 0.00 1997 AEF Conrad Plaza !.50 0.00 0.00 0.00 1.00 0.00 0.00 0.00 1997 . AEF Metro Hotel .42 0.00 0.00 0.00 0.00 0.00 0.00 0.00 1997/ 0 AEF Kiwa Indust .25 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Total Portolio: 41.62 6.24 .80 0.00 18.27 5.00 .80 0.00 Approvals Pending Commitment Loan Euity Quasi Parnic 1998 AEF KAM FLOWERS .50 0.00 0.00 0.00 1998 AEF RAM OIL 1.00 0.00 0.00 0.00 1996 KASESE COBALT 0.00 0.00 0.00 5.00 Total Pending Commitment 1.50 0.00 - 0.00 5.00  Annex 10 Page 2 of 2 Statement of Loans and Credits STATUS OF BANK GROUP OPERATIONS IN UGANDA STATEMENT OF BANK LOANS AND IDA CREDITS As of December3 1, 1997 (USS millions) (Less Cancellations) Loan or Fiscal Undis- Credit No. Year Borrower Purpose Bank IDA bursed Nine (9) Loans and fifty one (51) Credits closed, 42.92 1450.28 0.86 of which SECALs, SALs and Program Loans/Credits: (851.13) Cr.21240 1990 Uganda Water Supply ll 60.00 8.10 Cr.21760 1991 Uganda Livestock 21.00 7.97 Cr22060 1991 Uganda Urban 1 28.70 4.62 Cr22680 1991 Uganda Power III 125.00 59.13 Cr23150 1992 Uganda Enterprise Development 41.85 14.67 Cr23620 1992 Uganda Northem Reconstruct. 7120 4.38 Cr.24180 1993 Uganda Econ. & Financial Management 29.00 2.18 Cr.24240 1993 Uganda Agric. Extension Prog. 15.79 2.01 Cr.24460 1993 Uganda Agric. Res. & Trg. 25.04 6.62 Cr24930 1993 Uganda Primary Educ. & Teaching 52.60 28.25 Cr.25830 1993 Uganda Small Towns Water 42.30 28.44 Cr25870 1994 Uganda Transport Rehab. 75.00 53.51 Cr.26030 1994 Uganda Sexual Trans. Infections 50.00 33.89 Cr 26090 1994 Uganda Cotton Sector Development 14.00 7.18 Cr26790 1994 Uganda District Health 45.00 33.47 Cr.27360 1995 Uganda Institutional Capacity 36.40 22.27 Cr277770 1995 Uganda Environment Management 11.80 8.09 Cr.27980 1996 Uganda Private Sector Competi 12.30 8.85 CN 0230 (S) 1997 Uganda SAC III 125.00 78.98 Cr29090 1997 Uganda Lake Victoria Env. 12.10 11.02 Cr.29870 1978 Uganda Road Sector/Inst. Supp 30.00 29227 Total 42.92 2374.36 452.90 of which repaid 42.92 66.13 Total held by Bank & IDA Q Amount sold 25.82 of which repaid 25.82 TOTAL Undisbursed (S) Indicates SALSECAL or Program Loan, Credit. Not yet signed. * Total approved repayments, and outs:.indin- balance represent both active and inactive Loans anc Credits.  Annex 11 Page 1 of 2 Uganda PRICES and GOVERNMENT FINANCE 1971 138N 199S 19S6 _ 1% dergesficpdcInflIon 1%) Consumer prices .. 102.5 6.5 8.6 lmplltGDP deflatr .. 120.3 8.3 4.9 20 GovanmonrtfiAance _ _ __ _ N of GM) I I Cunentnrenue .. 9.1 10.0 10.3 0 02 03 4 N os Cunrnt budget balance .. 0.3 0.6 1.2 - G def. I c l Overall urplusldeficit .. -4.3 -7.6 .6.0 TRADE (niibons USS1 1975 1916 1116 1991 Export *nd import levels (mill. US$) Total exports (fob) 383 595 590 Coffee *- 353 457 404 Cotton .. .. 3 13 Manufctures *- Total Imports (cif) ..1404 1,086 1.218 Food 1 o Fueland energy 76 64 90 CapilJ goods ..5.. . 395 o- Exportpriceindex(19873100) .. 103 95 76 e 01 02 03 0 a 9 Import price Index (1987=100) .. S0 136 151 *Expcr U imponP Terms of trade (1987=100) .. 129 70 50 BALANCE of PAYMENTS 1976 1116 1995 1990 (mnOi USS) Currant account basance to GDP rato (%) Exports of goods and services 248 408 667 726 o Impots of goods and servIes 313 484 1,383 1,601 Resource balance 05 -76 -716 4875 Ne income -4 -53 -58 -46 4 Not cunfent transfers 13 40 330 407 Curnt socount balance, -10 befre offcial capit transfer -56 -89 -444 -514 FIancIng Items (net) 56 128 590 587 Changes hI net resers 0 -39 -146 -73 415 Atmo: Reserves hnduding gold (iri. USS) 31 85 388 502 Convenio nr t pocahUSS) .. 5.1 932.5 1,012.0 EXTERNAL DEBT and RESOURCE FLOWS 1976 1935 11n 1916 (nmon USS) Composion of total debt, 1995 (milL U5$) Totl debt outstbnding and disbursed 209 1,232 3,584 IBRD 4 37 0 0 F G IDA 40 285 1,792 1,849 84 93 Total dbt ervnos 17 155 137 *- E IBRD 1 3 12 0 768 IDA 0 4 21 21 Compoallon of ne resourme fows 1702 Offic grants 30 47 399 Offil caditoms 11 140 171 ..410 Prvafe creditos -3 6 -10 Foreign dret hnvestnt 2 *4 121 .. c Poriol oequty 0 0 0 *- 417 World Bank program Commiennts 0 45 94 42 A - BRO E - Blaesa Dlburaoments 3 92 160 124 B-IDA D-Othrmnufa F-P&W Prdncip repyments 1 2 20 8 C-IMF 0-Shfsbnn Notfows 2 90 140 116 Interes payments 1 4 13 13 Nottransfem 2 e8 126 103 Deveopment Economibs 828197  Annex 11 Uganda at a glance 6/28/97 Page 2 of 2 Sub- POVERTYand SOCIAL Saharan Low- Usenda Africa Income Development diamond' Populadon mrd-