Document oifThe World Bank

FOR OFFICIAL USED ONLY

Report No: 22364-BD

IMPLEMENTATION COMPIETION REPORT(IDA-26380; IDA-26381)

ONA

CREDIT

IN THE AMOUNT OF SDR 162.9 MILLION (US$ 226.80 MILLION EQUIVALENT)

TO THE

PEOPLE'S REPUBLIC OF BANGLADESH

FOR SECOND ROAD REHABILrTATION AND MAINTENANCE PROJECT

04/18/2001

This document has a restricted distribution and may be used by recipients only in the performance of theirofficial duties. Its contents may not otherwise be disclosed without World Bank authorization.

Pub

lic D

iscl

osur

e A

utho

rized

Pub

lic D

iscl

osur

e A

utho

rized

Pub

lic D

iscl

osur

e A

utho

rized

Pub

lic D

iscl

osur

e A

utho

rized

Pub

lic D

iscl

osur

e A

utho

rized

Pub

lic D

iscl

osur

e A

utho

rized

Pub

lic D

iscl

osur

e A

utho

rized

Pub

lic D

iscl

osur

e A

utho

rized

CURRENCY EQUIVALENTS

(Exchange Rate Effective 04/30/2001)

Currency Unit = Bangladesh TakaBangladesh Taka 54.10 = US$ 1.00

US$ 0.018 = Bangladesh Taka 1.00

FISCAL YEARJuly 01 June 30

ABBREVIATIONS AND ACRONYMS

ACE - Additional Chief EngineerADB - Asian Development BankBRRL - Bangladesh Road Research LaboratoryBRTA - Bangladesh Road Transport AuthorityBTSS - Bangladesh Transport Sector Study Project (BGD/89/036)BUET - Bangladesh University of Engineering and TechnologyCCDB - Christian Commission for Development in BangladeshDC - Deputy CommissionerEIRR - Economic Internal Rate of ReturnGOB - Government of BangladeshHDM - Highway Design and Maintenance Standards ModelVersion IIILEB - Institution of Engineers of BangladeshIMSCT - Inter-Ministerial Steering Committee for TransportIWT - Inland Water TransportLGED - Local Government Engineering DepartmentMOC - Ministry of CommunicationsNGO - Non-Governmental OrganizationNPV - Net Present ValueODA - Overseas Development Administration (U. K.)PCWD - Project Civil Works DirectorRAP - Resettlement Action PlanRHD - Roads and Highways DepartmentRMP - Road Master PlanRMSS - Road Materials and Standard StudyRRMP-I - Road Rehabilitation and Maintenance Project (Cr. 1827-BD)RRMP-II - Second Road Rehabilitation and Maintenance ProjectRRTD - Roads and Road Transport DivisionTA - Technical AssistanceTOR - Terms of ReferenceTYRIP - Three Year Rolling Investment ProgramUNDP - United Nations Development Program

Vice President: Meiko NishimizuCountry Manager/Director: Frederick T. Temple

Sector Manager/Director: Vincent GouarneTeam Leader: Jonathan Kamkwalala

FOR OFFICIAL USE ONLY

BANGLADESHSecond Road Rehabilitation & Maintenance

CONTENTS

Page No.1. Project Data 12. Principal Performance Ratings 23. Assessment of Development Objective and Design, and of Quality at Entry 34. Achievement of Objective and Outputs 65. Major Factors Affecting Implementation and Outcome 116. Sustainability 127. Bank and Borrower Performance 148. Lessons Learned 169. Partner Comments 1910. Additional Information 49Annex 1. Key Performance Indicators/Log Frame Matrix 50Annex 2. Project Costs and Financing 51Annex 3. Economic Costs and Benefits 53Annex 4. Bank Inputs 56Annex 5. Ratings for Achievement of Objectives/Outputs of Components 57Annex 6. Ratings of Bank and Borrower Performance 58Annex 7. List of Supporting Documents 59Annex 8. Status of Civil WorksAnnex 9. Status of Resettlement Action Plan

This document has a restricted distribution and may be used by recipients only in theperformance of their officiaI duties. Its contents may not be otherwise disclosed withoutWorld Bank authorization.

Project ID: P009465 Project Name: Second Road Rehabilitation &Maintenance

Team Leader: Mohi Uz Zaman Quazi TL Unit: SASIN

ICR Type: Core ICR Report Date. June 19, 2001

1. Project Data

Name. Second Road Rehabilitation & Maintenance L/C/TF Number: IDA-26380;IDA-26381

Country/Department. BANGLADESH Region: South Asia RegionalOffice

Sector/subsector: TH - Highways

KEY DATESOriginal Revised/Actual

PCD: 10/13/88 Effective: 09/27/94

Appraisal: 02/11/93 MTR.

Approval: 06/28/94 Closing: 12/31/2000

Borrower/lmplementing Agency. GOB/ROADS & H'WAYS DEPT

Other Partners: DFID

STAFF Current At AppraisalVice President: Meiko Nishimizu D.Joseph Wood

Country Manager: Frederick Thomas Temple Christopher Willoughby

Sector Manager: Vincent Goume Marie Garcia-ZamorTeam Leader at ICR: Mohi Uz Zaman Quazi Janet A. KochICR Primary Author: Uma Subramanian; K.M.

Maqsoodul Mannan; Mohi UzZaman Quazi

2. Principal Performance Ratings

(HS=Highly Satisfactory, S=Satisfactory, U=Unsatisfactory, HL=High.ly Likely, L=Likely, UN=Unlikely, HUN=HighlyUnlikely, HU=Highly Unsatisfactory, H=High, SU=Substantial, M=Mlodest, N=Negligible)

Outcome: S

Sustainability: L

Institutional Development Impact: SU

BankPerformance: S

Borrower Performance: S

QAG (if available) ICRQuality at Entry: S S

Project at Risk at Any Time: No

3. Assessment of Development Objective and Design, and of Quality at Entry

3.1 Original Objective:The original objective of the project was to reduce the cost of road transportation on

heavily traveled roads and support the modernization of the road sector administration byassisting the RHD/GOB in planning, design, construction (and reconstruction) and maintenanceby: (i) initiating physical implementation of the project in areas west of the Jamuna, thuspreserving the country's capital base of road infrastructure and improving high priority sections ina systematic manner; and (ii) by developing its institutional and technical capacity to plan andprogram works, administer and supervise works contracts; and operate and maintain the country'smain road system (SAR, 1994). To achieve the above objectives, the project componentsincluded (i) civil works in the western half of the country that included rehabilitation (168 km),widening (100 kms) and a major focus on periodic maintenance (1800 kms) of the roads (ii)technical assistance for project preparation and implementation and (iii) a multi-year institutionaldevelopment component.

The project objectives are in line with the GOB priorities and IDA's CAS that promotepoverty reduction through labor-intensive private sector led economic growth, that would need tobe supported by provision and maintenance of physical infrastructure by the public sector. Theproject objectives are also consistent with the transport sector review, and IDA's strategy forinvolvement in the Bangladesh roads sector, that identifies the major sector issues as poorplanning and prioritization, management, budgetary controls, and inadequate maintenance. Theproject objectives and components built on the physical and institutional work initiated underRRMP- 1, including the implementation of the Road Master Plan, expanded the basis for sustainedimprovement of the roads sector, by integrating a strong institutional development programtogether with a program and system for periodic maintenance.

3.2 Revised Objective:After the devastating floods in 1998 almost at the very end of the project implementation period,as part of the flood-related assistance package, the project was extended until December 2000, toallow for rehabilitation of roads damaged by the floods. The Development Credit Agreement2638-BD was amended in May 11, 1999 to increase the credit amount from the original US$146.8 million equivalent by an additional US $80.0 million equivalent to fund rehabilitation offlood ravaged project roads and additional regional roads not originally covered by the project.

The original objectives of the project were not revised. The additional objective was torehabilitate the flood damaged road network consisting of project and non-project roads in theareas of RRMP 1 and RRMP 2 and to restore them to pre-flood conditions, so as to reestablishcritical links and restore access of basic commodities (such as grain) to flood affected areas and topoor rural markets through the feeder roads sub-component.

3.3 Original Components:The original project components to achieve the above objectives included:

(a) Road works: Civil works included (i) rehabilitation of about 168 km of national andregional roads in the northwest, during a four-year period between 1995-98 (US $ 64.3 million)(ii) widening of about 100 km of narrow roads (less than 5 m) to 2-lane standard (US$ 23.62

-2 -

million), and (iii) periodic maintenance (mostly asphalt concrete overlays and some resealing) ofabout 1,800 km of national, regional and type A feeder roads in the northwest and southwest (US$ 109.25 million).

(b) Project preparation and implementation support (US $15.73 million): Thisincluded (i) consultancy services to supervise implementation of the above road works over theproject period, (ii) prepare the detailed design, bid documents and environmental/resettlementplans for Nalka-Hatikamrul-Bonpara (N-H-B) road which is needed in conjunction with theJamuna bridge, (iii) carry out feasibility studies, detailed engineering and other preparatory workfor priority road rehabilitation and widening works, including improvement of type A feederroads, which may be identified during the project, and (iv) prepare a plan for land acquisition andresettlement under the project and assist in implementing this plan.

(c) Institutional development (US $ 10.4 million): A multi-year program of integratedsupport, including consultancy services, twinning arrangements, officer and staff training, researchand associated equipment (i) to RHD, to strengthen its planning and RDM capabilities, improvedata collection and use, enhance quality control of works, instill better work practices, andimprove environment for and capabilities of local contractors, (ii) to RRTD, to strengthen itsplanning and economics capabilities and improve information systems, and (iii) to BRTA, toenhance its road traffic safety efforts and assist in establishing an integrated approach to improvedroad safety. In addition, US $ 7.74 million was set aside for miscellaneous expenditure. Thiscomponent was co-financed by DFID.

The project civil works components and the institutional development component weredirectly linked with the project objectives, in reducing the costs of transportation throughimproved, well maintained and safer roads in high traffic areas and by introducing modemplanning and management systems within the RHD, and strengthening its capacity to operatemore efficiently to avoid costly rehabilitation and reconstruction often, so that scarce resourcescould be diverted to high priority needs in the sector. The reduced transportation costs, and theincreased access to markets are expected to benefit poor under-developed sections of the westernhalf of Bangladesh. The periodic maintenance and the institutional development components areexpected to improve the sustainability of the road assets of the country.

3.4 Revised Components:3.4.1 The supplemental credit for flood-related assistance included rehabilitation of about 270kilometers of flood damaged national, regional and feeder roads (Type A) (US $ 73.27 million)and associated services (US $ 6.73 million).

3.5 Quality at Entry:3.5.1 Quality at Entry of the project can be rated as satisfactory. The objectives of the project,as discussed above, were consistent with the CAS and with the priorities of the government. Theproject design, that placed a strong emphasis on institutional strengthening and in particular, on amodern and sustainable maintenance program, was appropriate to the needs of the road sectorand the RHD, that required extensive overhaul and modiernization, as identified in the transportsector strategy. The comprehensive institutional development component built on the preliminary

-3 -

changes introduced under RRMP 1, included strengthening of the HDM cell, establishment of anenvironmental unit and a road safety unit, introduction of an extensive training program forpersonnel from road related agencies in Bangladesh (RHD, Bangladesh Road Research Lab,BRTA, LGED); twinning arrangements with international road agencies, and involvinginternational consultants, universities and technical institutes. This, together with the periodicmaintenance program based on annual surveys of road conditions and traffic surveys andsystematic allocation of maintenance funding on the basis of a Highways Design Model (HDM),serve to increase the project sustainability.

3.5.2 The comprehensive though lengthy preparatory phase of the project ultimately resulted inimproved project design and in expediting the implementation phase. The rather lengthypreparation period between project concept and appraisal is explained largely by the way theproject was conceived and how it evolved, initially as a third phase in the previous roads project(RRMP 1), and then designed as a separate project. The project concept was drafted early whenthe RRMP 1 had just become effective (1988), and a lot of the preliminary preparations forRRMP 2 were done while RRMP 1 was still being implemented. As a result, project preparationfor RRMP 2 was not as resource intensive as might be expected. Also, the project was among thefirst in Bangladesh infrastructure projects that required the environmental and social componentsto be benchmarked against IDA's Operational Directives 4.01 and 4.30 standards, which addedabout a year to the delay in the preparation and finalization of the project, but helped instrengthening client acceptance/ownership.

3.5.3 The project risks were adequately assessed and addressed in the project design. Toaddress the risk of implementation delays or failure, contracts for supervisory consultants,maintenance and rehabilitation contracts were issued, and preparations for land verification/acquisition were made early in the project cycle, before credit effectiveness. As recommended bythe Association and approved by the borrower, substantial reduction of import duties on mostconstruction equipment helped the local construction industry and resulted in somewhat greaterparticipation of local bidders in rehabilitation and maintenance works. On the institutional side, toaddress the risk of excessive dependence on international consultant expertise and poor capacitywithin the RHD. the project design provided for close coordination between supervisoryconsultant and the RHD staff, intensive training for staff, and timebound plans to shift key taskresponsibilities to RHD staff, with safeguard measures to improve effectiveness of the IDC suchas qualifications criteria for staff counterparts, system for evaluation and audits, etc. There wasno quality at entry assessment by QAG of this project.

4. Achievement of Objective and Outputs

4.1 Outcome/achievement of objective:4.1.1 The project achieved its major physical and institutional objectives. The objective oflowering transportation costs for passengers and goods were achieved by completion of therehabilitation and periodic maintenance works on the major trunk roads by their scheduled targetdates that brought about improved riding quality, reduced travel times, reduced traffic congestion,and lower vehicle operating and maintenenance costs. Estimated savings for motorized trafficamount to approximately US $156 million from reduced vehicle operating costs and US $13.7million from reduced travel time. In addition, there are important non-quantified benefits in the

- 4 -

form of increased economic opportunities through improved access to less developed regions innorthwestern and south western parts of Bangladesh. The project road network, in combinationwith the Jamuna Bridge, has facilitated the critical links between the western half of Bangladeshwith the eastern half, in particular with large markets in Dhaka. There is a surge in economicactivities in the western parts offering increased employment opportunities, markets and services,through reduced transportation costs and easier access to rural areas and urban markets, givingrise to what could potentially be a development corridor, from Bogra in the west to Dhaka in theeast and on to Comilla and Chittagong.

4.1.2 Though tangible outcomes from the IDC are long term and usually difficult to measure,the capacity within RHD for planning, managing and implementing the civil works shows fairlysignificant improvements as seen in RHD's enhanced capacity in implementing the RRMP 3.Improvements can be seen in better (i) HDM use and adaptation, (ii) use of information systems inRHD/ MOC, (iii) capacity for quality control of works, (iv) development of local engineering andconstruction industry and (v) awareness and institutional mechanisms for improved safety. Inaddition, systematic procedures have been established in RHD for planning and executing regularnetwork maintenance, thereby deferring more costly re:habilitation and reconstruction.

4.2 Outputs by components:4.2.1 Physical Components. The implementation of the physical components of the project canbe considered highly satisfactory. Most of the physical components as originally defined (underCredit 2638-BD) and covering a total length of albout 1478 kilometers for rehabilitation,widening and periodic maintenance contracts, were completed within the project period. Theconstruction of bus lay-byes adjoining road pavement has contributed in improved road safety.The construction of additional drainage structures and tree plantation along the sides of the roadshelped in improving the environment. Factors responsible for successful and timely completion ofcivil works could be attributed to efficient supervision by consultants and good cooperation of theproject implementing unit/ director in prompt clearing of procurement issues and payments tocontractors.

4.2.2 The restoration works of project and non-project roads severely hit by the 1998 floodswas taken up through a supplemental credit of US $80 million equivalent. The floodrehabilitation works comprising of 116 contracts were also completed in time. 108 contracts werecompleted by June 30, 2000. The remaining 8 contracts were completed by December 31, 2000.

4.2.3 Periodic Maintenance Component: The targets for the periodic maintenance componenthave also been largely achieved. The RHD has issued the completion certificate for all of theperiodic maintenance contracts P1 -P20 under RRMP- 2. RHD had also undertaken acomprehensive program using GOB funding for periodic maintenance of roads rehabilitated underRRMP -1 during 1987-94.

4.2.4 For sustained maintenance of the road assets, there will be need for attention in setting upa sustainable financing mechanism for road maintenance, in future road interventions. An optionin the form of a dedicated Road Fund that is linked to user charges, has already been broachedwith the RHD. In principle the government has also agreed that the new road linking the westernend of the Jamuna Bridge to Raj'shahi (N-H-B) would be a toll road (user charges to cover

-5-

operations and maintenance). However, the option of establishing a Roads Board, withrepresentation from user groups and the private sector, to manage the Fund has not beenaccepted.

4.2.5 Discontinuation of the old Form 2911 and introducton of a new contracting system forsmall works is expected to become operational after July 2001. The new contracting system isalso linked with a Joint Registration System for contractors, which is expected to remove some ofthe constraints on the development of small local contractors. The new system has already clearedby the Ministries of Communication and Law and is awaiting clearance from the cabinet.

4.2.6 There were no financial covenants other than submission of annual audit reports of theproject accounts within 9 months of the end of fiscal year. The reports were submitted in a timelyfashion.

4.2.7 Institutional Components. The project's success in implementing its institutionalcomponent was satisfactory. The Institutional Development Component (IDC 2) under RRMP 2was funded by DFID (UK) and successfully completed in 1998. There were multiple elementsachieved under IDC 2 including an interim reorganization of RHD; the establishment of an HDMcell and an environmental unit; a road safety unit; and an economics cell. The IDC 2 also enabledthe completion of an extensive training program for GOB personnel, both within and outsideBangladesh. Following the completion of IDC 2, and a transition phase IDC 3 was started inJanuary 1999 with funding from DFID, to continue support for institutional capacity building inBangladesh roads sector. In partnership with the University of Birmingham, and with DFIDfunding, a new HDM 4 model has been developed for Bangladesh, which will use the extensiveroad data developed by RHD. Road inventory and condition data-base have been transferred toMicrosoft SQL server on the new network and HDM-4 introduced into the department, and usedfor generating an annual maintenance program. The structure of the MIS system has beenfinalized and the institutional aspects of operating the MIS Cell are about to be implemented. Adisaster management reporting and assessment system is in place now and this should assist inbetter planning for flood control and other emergency works.

4.2.8 Road Safety: The specific outputs under the road safety sub-component are many andform the basis for a concerted effort to improve road safety performance. They include:* a new accident reporting and computerized data system piloted by the Dhaka Metropolitan

Police (MAAP) that was expanded to cover many parts of the country through trained localprofessionals engaged to set up the computerized system and to train the police.

* establishment of a Road Safety Unit* establishment of the National Road Safety Council (NRSC) as a coordinating institution for

concerned ministries/departments;* the preparation of the National Road Safety Strategic Action Plan by Technical Working

Groups appointed by the NRSC during IDC 2; establishment of District Road SafetyCommittees;

* numerous workshops and technical reports to build engineering and management capacity foraccident prevention as well as reduction measures and to build safety awareness within theGOB as well as among NGOs and civil society; (See Annex 7 for a list of selected reports

- 6 -

prepared under IDC);* a road safety audit manual to be implemented during IDC 3 and safety training of local

personnel by an international Road Safety Engineering advisor;* specific recommendations for improved driver testing and training;* A Draft Road Transport Act was prepared uncler a legislative committee that addressed

multiple road safety issues (such as inclusion of non-motorized vehicles, authority to set upspeed limits to be extended beyond BRTA; penalty units in place of specified fines, andintroduction of demerit points). This is still in draft form with the Ministry of Communication,and would need careful revisions and strong committed implementation. Preliminary efforts toidentify gaps in traffic law enforcement were conducted under IDC2, that will be strengthenedby traffic police training and testing equipment for more effective enforcement under IDC 3.

4.2.9 A joint working committee has been set up by GOB with representatives from RHD andLocal Government Engineering Department (LGED), with the objective of better coordinatingtheir involvement with the local road construction industry and assisting its development. Uniformcriteria for registration of contractors in RHD and LGED have been developed and approved bythe concerned Ministries, and implementation is expected from July 2001. As a first step towardsstreamlining contracting procedures and introducing new standard contract forms for the roadconstruction industry, a revised contract document has been prepared and approved by theconcerned authorities. The document is not only being used in the procurement of works fordonor financed projects, but the GOB plans to use the document for projects funded from its ownsource from July 2001.

4.2.10 Social Component:The implementation of the social component can be deemed satisfactory. Under the TOR agreedwith IDA, RHD contracted the Christian Commission. for Development in Bangladesh (CCDB), aleading Bangladeshi NGO, actively involved in the project area, to assist in preparing,implementing and monitoring a plan for land acquisition and resettlement under the project.CCDB was also responsible for the preparation of the resettlement action plan (RAP) detailingkey characteristics of the affected population, nature of losses sustained, compensation policies,implementation schedule, organizational framework and estimated budget.. The land acquisitionand resettlement under the project was carried out in accordance with the final agreed RAP. Theoverall implementation of the resettlement action plan (RAP) and payment of compensation tothe entitled persons (EPs) were satisfactory, excepting for the payment of compensation to 26households on the Khulna- Satkhira road. In response to the Bank team's continual follow-up, theMinistry of Communications provided detailed information on the issue and their inability to tracethe 26 households, and requested the Bank to consider the matter as resolved and settledpermanently. Based on the detailed explanations provided by the Ministry, the Bank teamendorsed GOB's request to consider the matter as resolved. The status of implementation of theRAP is presented in Annex 9.

4.2.11 Environmental Component:

The project has been designated by the ]3ank as Category B within its three-partclassification system. The actions recommended in Annex 3.11 of the SAR were implemented by

- 7 -

RHD appropriately based on site conditions. An important environmental concern was that ofpotential adverse impacts of the project on the area's hydrology, particularly in relation to floods.This concern was addressed in the the design of bridges and culverts and the additional drainagestructures constructed to reduce the water logging of the adjoining areas and potentially reducethe effects of flood damage. Also, an Environmental Unit under RHD was established asrecommended at appraisal to address environmental impacts of RHD activities on a regular basis.In order to maintain the environmental integrity of the project area, adequate steps were taken byRHD (i) in retaining the existing trees and roadside vegetation and (ii) in protecting the plantedtrees and turfed shoulders (iii) replanting on a reasonable scale. In the first, third and fourth yearperiodic maintenance works, no trees were removed or disturbed along the entire length of 660km. In the second year periodic maintenance work, only 150 trees were removed. In therehabilitation and widening contracts for 260 Km of road, 51,500 trees were removed and438,000 trees replanted.

4.3 Net Present Value/Economic rate of return:The World Bank HDM model was used for the economic evaluation of the project. At

project appraisal, the Periodic Maintenance Component gave an ERR of 45% and an NPV ofUSD 48.5 million. The Rehabilitation Component then yielded an ERR of 22% with an NPV ofUSD 24.37million. The ERR on the widening works was estimated at appraisal to be 25%. NoNPV is available on the widening component.

At completion of the project, an economic re-evaluation using the HDM 4 model yieldedthe following results: The ERR on the Periodic Maintenance Component (cost US $110.65miillion), was 66.6% with an NPV of almost US $55 million. The ERR for the RehabilitationComponent and the Widening Component of the project (together costing US $99.5 million) wascomputed jointly and gave an ERR of 28.7% and an NPV of approximately US $ 84 million.

Towards the end of the original project in 1999, an interim economic re-evaluation wasconducted for the periodic maintenance and rehabilitation of the individual road sections for years1, 2, 3 and 4. The ERRs obtained for the individual road sections of the RehabilitationComponent compare well with the estimates for the same individual sections estimated atappraisal (Table 1, Annex 3). One of the road sections, the Rangpur-Saidpur section, yielded anERR 2.5 times that estimated at appraisal, mainly due to generated traffic caused by a surge ofeconomic activity in the area, that exceeded appraisal estimates. This is also indicated by the ERRfor periodic maintenance of the Rangpur bypass (79%) which is almost twice as that estimated atappraisal (40%). Similarly the ERR for all of the individual road sections under the PeriodicMaintenance component are higher or equal to the estimates for the same road sections atappraisal (Tables 2 A and 2B, Annex 3). The re-evaluated ERR figures for the periodicmaintenance component for years 2, 3, and 4 also consistently fall above 12%, ranging between12 % to 130 % for almost all sections.

The project yielded significant savings in terms of reduced vehicle operating costs ofmotorized traffic (US $ 15.6 million), discounted at 12%. Savings from reduced travel time forboth motorized and NMTs were to the tune of US $33.7 million. (Tables 3 and 4, Annex 3).There was no economic evaluation of the institutional component nor of the safetysub-component.

-8 -

4.4 Financial rate of return:

N/A

4.5 Institutional development impact:

4.5.1 The institutional development impact of this project is significant. The outputs of theinstitutional development component are described briefly in Para 4.2.6 above. This componenthas made notable impact in terms of increased capacity within the RHD to plan, manage andimplement future civil works, maintain the road network. The capacity within RHD to ensurequality control, in a more systematic, information-based and efficient manner, through use ofHDM model, GIS and other information systems and thlrough an overhaul of their administrationsystems are noteworthy. As compared to the start of the project there is increased use of andcapacity in the local engineering and construction industry, particularly among the largecontractors. With the consolidation expected from the on-going IDC 3, several features andsystems introduced under IDC 2 are expected to become fully operational. To further strengthenand sustain the institutional development impact, it would be important in future IDAinterventions, to continue the dialogue on sustainable maintenance financing including that ofestablishing a Roads Fund, overseen by a Roads Board, with representation from users andprivate sector.

5. Major Factors Affecting Implementation and Outcome

5.] Factors outside the control of government or implementing agency:

5.1.1 The 1998 devastating floods at the very end of the project resulted in reversing somephysical achievements of the project by causing extensive damage not only to the project roadsbut also non-project roads. The implementation of the works were interrupted due to submersionand inaccessibility to sites. The same catastrophic event also had some positive effects, in that itcalled on IDC inputs substantively in helping RHD adapt its survey and assessments systems toplan and develop flood rehabilitation measures, in essence serving to test the efficacy of thesystems.

5.1.2. Extended periods of political unrest such as non- cooperation movement( hartals) during theproject period did have some adverse impacts on project implementation, but not on projectoutcomes.

5.2 Factors generally subject to government control:

5.2.1 There were some delays in (i) decision-making in processing of contract awards, (ii)relocation of public utilities and (iii) land acquisition and payment of compensation to the projectaffected persons.

5.2.2 One factor that could potentially affect development outcome in the form of increasedroad safety, was the initial lack of coordination among agencies concerned with road safety. Thiswas difficult initially and is still an evolving process. Integrating traffic police is a particularlyimportant issue. With the establishment of the National Road Safety Council (NRSC) under theMinistry of Communication, the problem of coordination is beginning to be addressed.

5.3 Factors generally subject to implementing agency control:

-9-

5.3.1 There were no factors subject to implementing agency control that affected developmentoutcomes. Initial delays that adversely affected project implementation were delays encounteredat various work locations on the (i) award of contracts and (ii) payment to contractors. Thesewere overcome by the deputation of competent field staff and monitoring by the consultants.There were some delays in payments to consultants partially due to administrative inefficiencieswithin the implementing unit.

5.3.2 RHD support for the CCDB helped facilitate resettlement issues to be resolved withinreasonable time limits.

5.4 Costs andfinancing:5.4.1 The total project estimated cost, including the original and supplemental credits, was USD352.15 million. The actual costs at the end of the project were USD 343.52 million, about 97.5%of the estimated total cost when the project costs were estimated in 1999 when the supplementalcredit became effective.

5.4.2 The estimated project baseline cost for the original project alone was USD 231.04 million,for which the actual baseline expenditure was USD 244.67 million. The IDA funded estimatedamount for the original project was USD146.8 million. A supplemental Credit of USD 80.00million equivalent was approved on May 11, 1999 for rehabilitating flood damaged project andnon-project roads, increasing the original credit of USD 146.8 equivalent to USD 226.80 millionequivalent. At credit closing, USD 210.22 million had been disbursed (92.7% of the totalestimated credit), of which USD 67.48 million were disbursed from the supplemental credit.

6. Sustainability

6.1 Rationale for sustainability rating:6.1.1 The project's sustainability is deemed as likely.

The project's sustainability is likely primarily not only because of the achievements in physicalworks (rehabilitation and maintenance) but also in the institutional strengthening that shouldfacilitate the government's continued and strong commitment to the development and maintenanceof the road assets. Modem road planning and management systems, supported by a more efficientimplementing agency; use of systematic information and data collection and monitoring on atimnely basis; use of HDM model for planning; experience in fostering local engineering andconstruction industry; and focus in integrating road safety measures, are already in place orsubstantially established. These elements and the government's capacity will be further supportedand strengthened through the institutional development component (IDC 3) under the follow upproject (RRMP 3), that builds on the considerable progress made under IDC2.

6.1.2 Specifically, attention is warranted in these following areas to ensure that the projectbenefits are sustainable over the medium to long term.

a. Maintenance: There would be need for continued commitment of GOB resources formaintenance (Taka 50 crore allocated in March 2000), while at the same time, the progressalready made in strengthening institutional capacity within RHD to effectively implement the

- 10 -

maintenance programs. Also increased delegation of some of the supervision of the works mustbe made to private consultants. Special attention would need to be paid to the continued supportand staffing of the HDM cell in preparing road maintenance and preventive maintenance plans.

b. Sustainable Funding for Maintenance: Though recurrent budget for periodic maintenancefrom GOB has increased recently, the establishment of a Road Fund linked to user charges, withthe ultimate objective of setting up an independent National Roads Board, should be consideredseriously, as a way of ensuring assured funds towards maintenance of the road assets. The Boardand the Roads Fund would also strengthen the sustainability of some of the outcomes under theIDC including enhancing the development of the local construction industry (through larger andmore predictable contract packages), and enable user and private sector participation in roadsmanagement (through representation in the Roads Board), thus ensuring accountability. TheBank team organized a seminar on Roads Management and Financing (Nov. 1998) bringing inexperiences of Ghana, Zambia, UK and other South Asian countries. While the Road Fund wasan acceptable and even welcome concept, there remains significant resistance within thegovernment to establishing a Roads Board. This issue will need continued follow up and up-frontconditionalities in future projects for long term sustainability of the assets.

C. Reorganization of the RHD would continue into the IDC3 and be completed under it.Though retrenchment of large numbers of staff was not particularly highlighted as an issue underIDC 2 or IDC 3, the issue of skills mix, particularly tc, ensure adequate and timely recruitment toreplace retiring staff at the appropriate levels is important for long term efficient functioning ofthe department.

d. Institutional preparedness for dealing with emergency flood situations promptly andsystematically. In the medium to long term, built-in design factors to ensure greater integrity ofthe road network when subjected to periodic floods wculd be critical.

e. Safety: Further advancements and the sustainability under the safety componentwould depend upon continued financial and institutional support for the functioning of NRSC, andits coordination with relevant agencies (including the RHD, BRTA, BRRL, LGED and police).The Draft Road Transport Act would need to be revised and implemented; incentives andmeasures to enforce traffic laws must be strengthened. At the same time, continued awarenessbuilding and community support to reduce accidents would be required.

f. Axle Load Limits: The overloading of pavements beyond the legal axle load limit oncertain completed roads section is a critical issue in as far as the sustainability of the project roadsis concerned. The importance of immediate enforcement of axle load limits has been emphasizedseveral times during project implementation and Rl[D under the ongoing RRMP-3 project istaking appropriate measures for the operation, management and monitoring of axle load control.With a view to enforcing axle load limits more vigorously, RHD/MOC has decided to set up threeweighing stations on an experimental basis at three strategic locations.

6.2 Transition arrangement to regular operations:The underlying basis for a sustained periodic maintenance and road safety program is already inplace and will be further strengthened through the IDC 3 under the current RRMP 3 project that

- 11 -

highlights maintenance of the road network as the principal focus of RHD and provides aconcerted focus for road safety. DFID financing of IDC 3 will continue and is expected toconsolidate capacity building and institutional reform within the RHD and extend links upward tothe MOC as well as to zones operating under RHD. HDM 4 model that is being developed incollaboration with the University of Birmingham will further enhance the capacity of the RHD toplan and develop rehabilitation and maintenance plans. The IDC 3 has also been designed tofocus on strengthening the factors for increased safety and will actually implement specific safetyprojects identified under IDC 2 safety sub-component.

7. Bank and Borrower Performance

Bank7.] Lending:

7.1.1 Project Identification and Preparation. The Bank's performance in identifying, preparingand appraising the Project was satisfactory. The Bank staff identified and prepared a project thatwas consistent with the country's transport sector strategy and the Bank's CAS. The projectfocused on the growing need for improved road network in the western part of the country; andon the transport sector's need for an integrated program for road construction, modernization,rehabilitation and maintenance. Of special importance were (i) the multi-phased institutionaldevelopment component, geared toward creating an effective road administration system,equipped with modem technical skills and methods of operation; (ii) the incorporation of safetyas an integral part of road related work. The project was comprehensively prepared by a highlyexperienced team and built on the earlier RRMP-I project financed by IDA, expanding theobjectives and scope of RRMP 1, designed to support the Road Master Plan and the technicalassistance provided under RRMP-I. The selection of road segments for rehabilitation andmaintenance of the RRMP 2 was based on the Road Master Plan. In response to requests fromthe GOB for strengthening institutional capacity, ODA agreed to finance a substantial institutionaldevelopment program under the project.

7.1.2 During the preparation process, the Association's counterparts were fully involved in everyaspect of project preparation. Inputs in the form of grant financing as well as expertise wassecured from several donors, in particular DFID and Norway for assistance in the institutionalstrengthening process. Based on the previous project (RRMP 1) and other Bangladesh projects,the Bank team assessed the need for an extended institutional strengthening component, withassistance in procurement, financial management, information, computerized systems, and broughtin appropriate experts to assist in all of these areas. The institutional component was designed toprovide the follow up necessary to sustain momentum over a long term. Though ambitious,several important elements of the component were achieved. Early involvement of an NGO, theChristian Commission for Development (CCDB), even during the project identification phase forplanning and implementing the land acquisition and resettlement under the project, enabledexpedient and almost thorough fulfillment of the resettlement issues. CCDB was also responsiblefor preparing the RAP in 1994.

7.2 Supervision:

7.2.1 The project supervision work was highly satisfactory. A 1998 QAG review of supervisionof Bank projects selected this project as one of the top 28 projects picked out of the 200 projectsreviewed, and rated as a "best practice" example of building effective collaboration between the

- 12-

borrowing agency, suppliers and consultants engaged in implementation and Bank staff. Inparticular the following features of the project supenrision was highlighted: (i) the strong andeffective focus on institutional development, in particular in strengthening local contractors (ii)excellent progress of the civil works.

7.3 Overall Bankperformance:7.3.1 The Bank staff performance overall is rated as satisfactory for reasons mentioned above.

Borrower7.4 Preparation:7.4.1 The borrower's performance in reviewing the project proposal with respect totechnical, economical and implementation was satisfactory. The rehabilitation and periodicmaintenance works on national, regional highways and type A feeder roads were selected basedon economic evaluation, which was found justifiable and acceptable. The selected project roadswere of high priority and had deteriorated to the extent that the major repair needs were beyondthe institutional, financial and technical capacity of RHD. The borrower's performance in theexecution of the institutional development program particularly in strengthening RHD's planningand HDM capabilities, officer and staff training, improve data collection and use, enhance qualitycontrol of works, instill better work practices, and improve environment for and capabilities oflocal contractors, and planning and economic capabilities of the Roads was satisfactory.

7.5 Government implementation performance:7.5.1 GOB's performance during implementation can be considered satisfactory. The availabilityof GOB counterpart funding was timely and adequate and this greatly helped in smooth executionand timely completion of the civil works. The borrower also showed its firm commitment to theimplementation of the institutional development coimponent by providing its assistance andsupport to the formation of a permanent HDM unit in RHD; a planning cell in RRTD; theestablishment of the NRSC under the MOC; and assigning sufficient qualified staff to these units.

7.6 Implementing Agency:7.6.1 In general, the implementing agency's performance can be rated as highly satisfactory, inview of the fact that the civil works completed were of satisfactory quality and despite initialdelays ,the project succeeded in completing all physical targets within the approved costs. Themodality for the implementation of the civil works and institutional development component ofthe project with clearly defined roles worked very well and contributed substantially to timelycompletion of the project components. The implementing agency complied with the IDA guidelineon procurement and disbursement though there were some delays in submission of audit reports.The performance of the contractors and consultants, closely monitored by RHD was found to begenerally satisfactory. At the initial stage quality control works was mostly done by theconsultants, however as RHD staff became trained, this responsibility was gradually taken overby the RHD staff and was satisfactorily performed with assistance and advice from theconsultants.

7.7 Overall Borrower performance:7.7.1 The overall borrower's performance can be considered as satisfactory.

8. Lessons Learned

- 13-

8.1 Client ownership and Partnership: The successful implementation of this rather largeproject owed substantially to effective partnership between the client counterparts and theAssociation. Resources to support continuity of experienced staff through the entire projectcycle, and continual interaction among Bank staff and stakeholders helped build the partnership.Adequate IDA resources in terms of staff and time was important in ensuring quality preparationand supervision of the project.

8.2 Commitment and dynamic direction of the implementing agency: The implementingagency consisted of dedicated staff, willing and able to learn from exposure to new technical andmanagement systems. Key factors underlying the excellent disbursement and timely completion ofcivil works, is the dynamism and absence of bureaucratic inertia of the project director and histeam.

8.3 Project Implementation: The practice adopted under the project in commencing thebidding process for civil works before the start of the project, and finalizing the appointment ofthe supervision consultants before Credit approval, helped in avoiding inordinate delays andfacilitating effective project implementation. For speeding up the procurement process, therewould be need to streamline the procurement systems. The current practice of passingprocurement decisions through the RHD COP (Committee on Procurement) and theInter-ministerial Procurement Committee causes delays that should be overcome by a morecentralized procurement clearing mechanism.

8.4 Development of an efficient construction industry: One of the positiveoutcomes of the project was the development of the large local contractors in Bangladesh. Thesecontractors were given reasonably sized contracts that provided them the right incentives todemonstrate high calibre performance. The performance of contractors in the smallest category(<Taka 10 million) continues to to be generally poor, particularly in terms of time. It isrecommended that in future projects, the contract sizes for small works should be larger andperformance based. A strategy to help promote efficiency among small scale contractors, trainingand equipment support should be continued, while at the same time, contract sizes should begradually increased. A problem that is highlighted as a constraint to small contractor performanceis inadequate mechanized equipment with individual contractors who mainly operate on apiecemeal basis, despite some relief from reduced import duties on most construction equipment.Nor are the equipment available in sufficient quantities or quality with the RHD or its divisions.There are current efforts to examine interim measures such as creation of an equipment poolunder the RHD, operated on commercial principles hiring out equipment to FIDIC typecontractors. However, the ultimate goal must be to have most of the equipment in the privatesector.

8.5 One area for attention and dialogue in future IDA engagements in the roads sector, is thatof sustainable maintenance funding through the establishment of a Roads Fund linked to usercharges, with the ultimate objective of setting up an independent National Roads Board.Establishing a Roads Fund would enable large, predictable contract packages that would providethe right incentives to the local construction industry to participate and perform more efficiently,and to invest in construction equipment. As in other countries, the Board would have significant

- 14 -

representation from private sector and road users, have an independent chairperson, and would beempowered to manage the fund and be accountable for the use of the Fund. The Bank team'spreliminary efforts, including a seminar on Roads Management and Financing (Nov. 1998)bringing in experiences of Ghana, Zambia, UK and other South Asian countries, brought supportfor setting up a Roads Fund in principle, but not for establishing a National Roads Board. Thisissue will need continued dialogue and up-front conditionalities in future projects.

8.6 Discontinuation of Form 2911 and introduction of a new contracting system for small civilworks (linked to Joint Registration System of contractors), would also have a positive effect ondevelopment of local construction industry. The effects would be felt once the new systembecomes operational, after clearance from the cabinet. Clearance from relevant ministries(Communication, Law) have already been obtained.

8.7 Systems within RHD for managing emergency works: Floods are a recurring annualphenomenon in Bangladesh causing severe and costly damage to physical infrastructure, cuttingoff access to many parts of the country. It is important for the government to be prepared for suchemergencies, ensuring access of critical commodities and services to flood affected areas and tobe able to start rehabilitation works immediately, while having a system for periodic maintenanceof the road infrastructure so that the damages are minimized.

8.8 Standardization of Bidding Documents: Each road division of the RHD should havestandardized formats to record damages and assess item wise quantities and cost for immediatetemporary restoration and final restoration of each road within a week's time of the floodsoccurring so that the government would be in a position to start rehabilitation works, seekassistance from external donors if necessary.

8.9 Road Safety: Implementing a road safet program is a difficult and long term process,involving multiple stakeholders(governmental and non-governmental agencies, communities/community based organizations) requiring awareness of safety issues, ownership and commitment,effective institutional mechanism for coordination, and adequate funding. Sustained strengtheningof the NRSC would be necessary to ensure that the safety sub-component in RRMP 3 leads toconcrete outcomes in the form of policies and physical measures. To improve road safety GOBshould adopt the following guidelines: (i) carry out road safety audits at the planning and designstage of road rehabilitation works; (ii) implement the road safety action plan with clear prioritiesidentified, involving all concerned stakeholders frompublic, private, communities and NGOs, and(ii) GOB to commence implementing remedial measures at accident black-spots on major roadson priority basis.

8.10 Quality of Works: Careful supervision of contractor performance is needed to assureadequate quality of works, with payments tied to fulfilling the quality requirements. Theperformance of the RHD Contractors varied fromi poor to satisfactory. In general, they did notadhere to strict quality control, planning and timely completion of works. In implementing theirnormal non-emergency operations, it is important for RHD to emphasize strict quality control,planning, scheduling and timely delivery of civil works with their contractors so that eventually astrong core of efficient contractors emerge to deal with emergency and non-emergency situations.

- 15 -

8.11 Land Acquisition and payment of compensation: Early action on the preparation ofland acquisition action plan, simplified compensation procedures, and timely compensationpayment to entitled persons can substantially reduce the project completion time.

8.12 Partnership with other agencies: Effective partnership with external agencies such asDFID and ADB was instrumental in defining/improving project scope and expediting projectimplementation. The Bank team and ADB worked with the GOB and had clear upfrontagreements on their respective areas of focus in implementing the Road Master Plan. DFIDfinanced the institutional development component (IDC) of the project, and has extended furtherassistance for IDC 3 under the follow on project (RRMP 3). For components that are either highrisk or that require medium to long term assistance (such as institutional reform), partnership withother development agencies with clear demarcation of responsibilities considerably increasesleverage and provides for sustainability of the component.

8.13 Axle load control: With a view to ensuring the integrity of road networks, the vehicleoverloading and axle load control is an issue of major concern, This needs coordinated effortsfrom all concerned agencies in both public and private sectors . The Borrower needs to review itslegislation and take appropriate measures in providing adequate institutional, financial andcommercial arrangements to ensure effective enforcement of axle loads.

8.14 Low cost erosion protection on road batters: Under the RRMP2 and the flooddamage relief works, gabion mattresses were constructed to protect the road batters from floodwaves. However, the coverage was limited to selected road sections due to the high costs ofconstruction at Taka 7-12 million per km. In the absence of such protection, it was found thatsections of R4 were affected by the 1999 floods. However, parts of the road network that wereclose to embankments covered by bushes were much less affected, and in fact, protected by thebushes. Therefore, a low cost option of planting bushes on the edge of embankments should beencouraged.

9. Partner Comments

(a) Borrowver/implementing agency:

Please see Annex 8 for Borrower/implementing agency comments

(b) Cofinanciers:Comments from DFID were sought but none received so far.

(c) Other partners (NGOs/private sector):N/A

10. Additional Information

N/A

- 16-

Annex 1. Key Performance Indicators/Log Framne Matrix

Outcome I Impact Indicators:Indicator/Matrix Projeted _ri last PSR ActualLatest Estimate

(a) At least about 270 km of the national and Activity completed.regional road network rehabilitated andwidened to good condition by August 1998;(b) At least about 1120 km periodic road Activity completed.maintenance (asphalt overlays) of thenational, regional and Feeder Roads Anetwork to good condition by August 1998;(c) Awarded at least 9 road Activity completed.rehabilitation/widening contracts and 16perodic road maintenance (asphalt overlays)contracts to promote contractors throughIntemational Competitive Bidding (ICB) byJune 30,1997.(d) establish RHD's capacity to carry out Activity completed.ICB for road works and competitive selectionof consultants by June 30, 1997.(d) Carry out institutional development Activity completed.training in management, planning andselected technical areas equivalent to at least150 staff-weeks by August 1998, including(i) establishment of a road management unit(HDM Cell)

Output Indicators:Indlcator/Matrix Projected it last PSR Actuai-tst Estimate

End of project

- 17 -

Annex 2. Project Costs and Financing

Poect Cost by Component (in US$ million equivalent) ______________

Estimate E Appraisal eProject Cost ByftComitLporLnt US$ million US$ million

Rehabilitation 64.30 80.50 125.2Widening 23.62 19.00 0.8Periodic Maintenance 109.25 110.65 101.3Preparation/Implementation Support 15.73 16.38 104.1Institutional Development 10.40 10.40 100Misc. (Land Acquisition, Staff Incentives, Vehicle) 7.74 7.74 100Restoration of Damaged Roads and Bridges 93.62 73.30 78.3Consultant Services for Flood Damaged Work 7.28 5.80 79.7

Total Baseline Cost 331.94 323.77Physical Contingencies 0.59 0.65 1.1Price Contingencies 19.62 19.10 0.97

Total Project Costs 352.15 343.52Total Financing Required 352.15 343.52

Project Costs reflect the costs of the original credit and the supplemental credit combined. The appraisalestimated costs are as of May 19, 1999 when the supplemental credit was signed.

ect Cosanements APraisal Estimate US$ million e uivalent _

Procurment MethddExpenditure Category 1GB N Other NBF Total Cost

1. Works 217.39 93.62 0.00 0.00 311.01(131.07) (73.27) (0.00) (0.00) (204.34)

2. Goods 0.00 0.00 0.00 2.03 2.03(0.00) (0.00) (0.00) (0.00) (0.00)

3. Services 0.00 0.00 22.46 9.08 31.54(0.00) (0.00) (22.46) (0.00) (22.46)

4. Miscellaneous 0.00 0.00 0.00 7.03 7.03(0.00) (0.00) (0.00) (0.00) (0.00)

5. Miscellaneous 0.00 0.00 0.00 0.00 0.00(0.00) (0.00) (0.00) (0.00) (0.00)

6. Miscellaneous 0.00 0.00 0.00 0.00 0.00(0.00) (0.00) (0.00) (0.00 (0.00)

Total 217.39 93.62 22.46 18.14 351.61(131.07) (73.27) (22.46) (0.00) (226.80)

See note above for date of estimated project costs.

Project Costs by Procurement Arran ements (ActualLatest Estimate) (US$ million e uivalent)

Expenditure Category Procurement M dal Cost

1. Works 99.51 156.17 27.78 0.00 283.46

- 18 -

(79.61) (915.93) (12.50) (0.00) (188.04)2. Goods 0.00 0.00 0.00 0.00 0.00

(0.00) (0.00) (0.00) (0.00) (0.00)3. Services 0.00 0.00 22.18 8.40 30.58

(0.00) (o.00) (22.18) (0.00) (22.18)4. Miscellaneous 0.00 0.00 0.00 7.30 7.30

(0.00) (0.00) (0.00) (0.00) (0.00)

5. Miscellaneous 0.00 0.00 0.00 0.00 0.00(0.00) (j.00) (0.00) (0.00) (0.00)

6. Miscellaneous 0.00 0.00 0.00 0.00 0.00(0.00) ((.00) (0.00) (0.00) (0.00)

Total 99.51 156.17 49.96 15.70 321.34(79.61) (95.93) (34.68) (0.00) (210.22)

Credit 2638-0 and 2638-1 combined.Figures in parenthesis are the amounts to be financed by the IDA Credit. All costs include contingencies.

2' Includes civil works and goods to be procured through national shopping, consulting services, services of contractedstaff of the project management office, training, technical assistance services, and incremental operating costs related to(i) managing the project, and (ii) re-lending project funds to local government units.

Project Financing by Component (in US$ million equivalent)Percentage of Appraisal

Component Appraisal Estimate ActuaVLatest 1sfimate -

IDA Govt. CoF. IDA Govt CoF. IDA Govt CoF.Rehabilitation/Widening 75.70 32.44 0.00 79.61 19.90 0.00 105.2 61.3 0.0Periodic Maintenance 55.37 53.88 0.00 49.79 60.85 0.00 89.9 112.9 0.0Preparation/Implementatio 15.73 0.00 0.00 16.38 0.00 0.00 104.1 0.0 0.0n SupportInstitutional Development 0.00 0.00 9.08 0.00 0.00 10.40 0.0 0.0 114.5Miscellaneous 0.00 9.06 0.00 0.00 5.30 0.00 0.0 72.0 0.0Flood Damage 73.27 20.35 0.00 58.64 14.66 0.00 80.0 72.0 0.0Services for Flood Damage 6.73 0.00 0.00 5.80 0.00 0.00 86.2 0.0 0.0

- 19-

Annex 3: Economic Costs and Benefits

TABLE 1Rehabilitation Component: Summary of Economic Evaluation

APPRAISAL COMPLETIONLength Cost NPV ERR Revised Revised ERRkm Mill Mill Length Cost

Tk TkDasuria- 39 588 288 27.8 40.2 723.9 19NatoreNatore- 36.5 495 77 16.4 36.5 242.9 17Rajshahi IRajshahi- 44 524 145 20.4 41.9 670.4 16NawabganjRangpur- 34.5 336 178 22.2 33.64 726.5 52Saidpur ISaidpur 8 184 83 17.2 9.78 226.1 NAby-pass _

Natore by- 5.9 314 210 18.9 5.97 471.3 NApass

TABLE 2APeriodic Maintenance Component: Summary of Economic Evaluation

| _________ _______ _ APPRAISALLength Cost NPV ERRkm Mill Mill

Taka TakaJhenaidah -Khulna 108 357 1093 91.9Faridpur-Barisal 126.8 547 575 36Rangpur bypass 7.4 43 37 40.2Saidpur Beldanga 23 95 68 24.3Navaran-Bhetkali 99 296 84 20.1Rangpur Kurigram 32 93 77 38.9Paleshbari-Gaibandha 21 63 18 17.2

- 20 -

TABLE 2:BPeriodic Maintenance Component: Sumamary of Economic Evaluation

COMPLETIONLength Cost ERRkm Mill Taka

Jhenaidah-Jessore 106.5 461.3 130.00

Jessore-Khulna 98.0Navarone Sarkira 49.6 283.0 14.0

Sarkira- Kaliganj _ 12.0Faridpur- Bhanga 51 237.2 44.0

Bhangra-Takerhat _ 26.0Takerhat- Mostafpur 73.4 288.3 28.0

Mostafpur-Barisal 33.0Saidpur-Beldanga 83.2 232.6 54.0

Rangpur bypass 79.0

Rangpur - Kurigram 46.0

Palashbari- Gaibanda _ 28.0

Table 3This report shows total economic benefits using the following:Discount rate: 12.00%Analysis Mode: Analysis-by-Project

Alternative: Rehabilitation vs Alternative: Base Option(Taka millions)

Increase in Road Agency CostsSavings Savings Savings Reductio Net Net

Capital Recurren Special in MT in MT in NMT n in Exogenou Economict VOC Travel Travel & Accident s Benefits Benefits

Time Operatin Costs (NPV)_ Costs g Costs I

Undiscount 7,299.23 5.48 0.00 34,525.5 3,168.84 6,473.40 0.00 0.00 36,863.0

ed I I 1 1 4Discounted 2,713.06 0.70 0.00 5,647.36_ 523.18 1,081.29 0.00 0.00 4,538.07

Economic Internal Rate of Return (EIRR) = 28.7% (No. of solutions = 1)

- 21 -

Table 4This report shows total economic benefits using the following:Currency: Taka (millions)Discount rate: 12.00%Analysis Mode: Analysis-by-Project

Alternative: Periodic Maintenance vs Alternative: Base Option

Increase in Road Agency CostsSavings Savings Savings Reductio Net Net

Capital Recurren Special in MT in MT in NMT n in Exogenou Economict VOC Travel Travel & Accident s Benefits Benefits

Time Operatin Costs (NPV)Costs g Costs

Undiscou -615.58 0.83 0.00 12,428.8 970.23 0.00 0.00 0.00 14,013.8nted _ _ _ _ _ _ __6 4

Discount 42.87 -1.10 0.00 2,795.83 218.14 0.00 0.00 0.00 2,972.20

Economic Internal Rate of Return (EIRR) = 66.6% (No. of solutions = 1)

- 22 -

Annex 4. Bank Inputs

(a) Missions:Stage of Project Cycle No. of Persons and Specialty Performanc Rating

(e.g. 2 Economists, I FMS, etc.) Implementation Dcvelopmcnt

Month/Year Count _pecalty Progress Objective

Identification/Preparation11/88 2 EG(2)06/89 2 EG (2)10/89 2 EG(2)03/90 2 EG (2)08/90 5 EC, EG(3), FMS08/92 6 EG (4), EC(2)12/92 4 EG (2), EC, FMS04/93 9 EG (5), EC (2), RS, FMS,

Appraisal/Negotiation05/94 5 EC, EG, DS, RS, SS

Supervision05/96 6 EG (3), RS, TS, FA S s09/96 6 EG (3),TS, RS, FA S S03/97 6 EG (3), TS, RS, FA S S11/97 6 EG (3), RS, DS, FA S S06/98 6 EG (3), RS, DS, FA S S12/98 6 EG(3), RS, DS, FA S S07/99 6 EG (3), RS, DS, FA S s12/99 6 EG (3), RS, DS, FA S S02/2000 6 EG (3), RS,DS, FA S S07/2000 6 EG (3), RS,DS, FA S S

ICR12/2000 6 EG (3), EC, RS ,DS, FA S S

EG - Engineer, FA -Financial Analyst, FMS - Financial Management Specialist; OA - Operations Analyst, RS - Resettlement,TS - Transport Specialist, PR - Procurement, EC - Economist, LC.- Legal Counsel, DS - Disbursement, EV - Environment, SS- Social Scientist, TA - Team Assistant

(b) Staff:

Stage of Project Cycle Actual/Latest Estimate

No. Staff weeks US$ ('000)Identification/Preparation 102.8 294.6

AppraisalNegotiation 96.2 283.5Supervision 250.88 501.9ICR 30.83 64.7Total 480.71 1144.7

- 23 -

Annex 5. Ratings for Achievement of Objectives/Outputs of Components

(H=High, SU=Substantial, M=Modest, N=Negligible, NA=Not Applicable)Rating

O Macro policies O H OSUOM O N * NAO Sector Policies O H OSU*M O N O NAO Physical O H *SUOM O N O NAEl Financial OH OSU-M ON ONAO Institutional Development 0 H 0 SU O M 0 N 0 NAEl Environmental O H OSU*M O N O NA

SocialO Poverty Reduction O H OSUOM O N O NAO Gender OH OSUOM ON *NAO Other (Please specify) OH f OSUOM O N * NA

El Private sector development 0 H O SUO M 0 N 0 NAE Public sector management 0 H O SU 0 M 0 N 0 NAE Other (Please specify) O H OSUOM ON * NA

co

- 24 -

Annex 6. Ratings of Bank and Borrower Perforimance

(HS=Highly Satisfactory, S=Satisfactory, U=Unsatisfactory, HU=Highly Unsatisfactory)

6.1 Bankperformance Rating

D Lending OHS OS Ou OHUEl Supervision *HS Os OU OHUOl Overall OHS OS OU OHU

6.2 Borrowerperformance Rating

El Preparation O HS * S O U O HUEl Government implementation performance 0 HS * s 0 U 0 HUOl Implementation agency performance O HS * S O U O HUFl Overall OHS OS O U O HU

- 25 -

Annex 7. List of Supporting Documents

Project Reports

1. Full supervision reports,including Form590/PSR of the project,;2. Consultants final report on project implementation.;3. Agreement Amending the Development Credit Agreement ( Supplemental Credit for Flood) dated May

24, 19994. Development Credit Agreement, dated June 29,19945. Staff Appraisal Report dated June 3,1994

List of Selected Reports prepared under the IDC

Titl of Report DateAxle Overloading Study February 1998RHD Network database Report 1995/96 May 1996RHD Road Network Database Report 1995/96 - Volume 1: Main June 1996ReportRHD Network Database Report 1996/97 - Volume 1: Main Report July 1996Manual Classified Traffic Counts Instruction Guide - English June 1995Road and Bridge Economic Modeling System September 1996The Economic Planning of the Main Road Network in Bangladesh October 1994Scoping Review for BOT in Bangladesh Roads Sector October 1995Accident Costs (Draft Discussion Paper) July 1998Vehicle Operating Costs March 1998GIS Pilot Study for Road Sector in Bangladesh March 1996Pavement Management System - Guidelines for Design andImplementation

BRRL Standard Testing Manual - Volume 2: Soils 1997BRRL Standard Testing Manual - Volume 5: Bituminous Materials 1997IDC - Quality Manual for Construction Materials Testing Laboratories June 1997in the Roads and Highways Department - Volume 1A BRRLBRRL Standard Testing Manual Volume 4: ConcreteRoad Maintenance Management September 1997Project Design Workshop for RHD Mechanical Wing January 1996Mechanical Management Review of the Roads and Highways June 1996Department - Draft Final ReportEquipment and Ferry Study - Final Report May 1998Road Safety Appraisal February 1995Road Safety in Bangladesh - Final Report August 1996Manual for Road Safety Audit February 1998Vehicle Safety and Roadworthiness in Bangladesh March 1998Children's Traffic Education in Bangladesh - Draft Report June 1998Report on Driver Training and Testing in Bangladesh June 1998Report on Road Safety Publicity in Bangladesh June 1998

- 26 -

Dhaka Metropolitan Police - Traffic Accident Analysis Annual Report 1996National Road Safety Strategic Action Plan (Jul '97 - Jun'99 - Englishversion.Driver Training and Testing in Bangladesh June 1998Traffic Accident Analysis System in Bangladesh Jul 1998Coordinators Report Senior Management Course No. 3S495 September 1995Coordinator's Report Middle Management Course No. 3M1950CT October 1995Coordinator's Report Junior Management (Part 1]) Course 30196 November 1996LogFrames (Development by RHD through IDC,& September 1996Report on Interim Re-organization of RHD June 1997

- 27 -

Additional Annex 8. Borrower Comments

People's Republic of Bangladesh

Second Road Rehabilitation and Maintenance Project1998 Flood Damage Restoration Works - Project & Non Project Roads

Credit No 2638BD

Borrower's Contribution toImplementation Completion Report (ICR)

- 28 -

Ministry Of ConmmunicationRoads and Highways Departmentsecond Road Rehabilitation and Maintenance Project

Borrower's Contribution to ICR Page 6of 23

1. Introduction

The Second Road Rehabilitation and Maintenance Project (RRMP-II) has been initiated to improvethe road network of the most travelled roads in the westem part of Bangladesh through more efficientand effective planning, design and construction of roads and more effective programming, resourceallocation and implementation of road maintenance.

To assist with the work, the implementing authority, the Roads and Highway Department, Bangladeshengaged as consultants, Snowy Mountains Engineering Corporation Limited in association withBangladesh Consultants Limited and Queensland Transport (the Consultant) or (SupervisionConsultant).

The project area covers all the country located on the western side of the Jamuna River as shown inMap 1. Significant increases in traffic volumes over the past few years have not been matched byimprovements in the road system. As transport demand continues to rapidly grow, transportrequirements in these two regions and the remainder of the country are expected to further intensify.

The Government of Bangladesh (GOB), in recognition of this, requested the IntemationalDevelopment Association (IDA) to provide assistance in carrying out essential rehabilitation andmaintenance work to the road and highway network. In 1984 the First Road Rehabilitation andMaintenance Project (RRMP-I) studies commenced to determine rehabilitation works in the northwestof the country.

The subsequent proposed construction project has since proceeded to implementation. The initialphase (RRMP-I) was completed in 1996 and phase 2 (RRMP-II) is the subject of this ProjectCompletion Report.

The project, the Second Road Rehabilitation and Maintenance Project (RRMP-II) coversrehabilitation work in the Northwest. It also includes the extension of routine maintenance works intoboth the northwest and Southwest. The location of RRMP-II Project is shown on Map-l.

In 1990, the Road Master Plan (RMP) project commenced using Version 3 of the World Bank'sHighway Design and Maintenance Standards Model (HDM3). It was completed in 1992. This RoadMaster Plan provided GOB and the Department with an objective basis for planning future investmentand maintenance activities for its main road network.

Other key studies which have had an impact on the implementation of RRMP-II are the RoadMaterials and Standard Study (RMSS), the Institutional Support to Road and Road TransportDevelopment (ADB-TA - ISRRTD) and the Construction Industry Study. In particular RMSSprovides extensive valuable information on pavement materials, designs, standards and road surfacetreatments.

A Pre-Investment Study was carried out by Louis Berger International and they prepared the contract

- 29 -

documentation and Bid evaluation for the First Year Program.

The Supervision Consultant (SMEC), then carried these Contracts through to implementation. TheSupervision Consultant subsequently helped RHD to develop a Second Year Program and preparedcontract documentation for the Second and Third Year Program. The 2nd year program wasimplemented in 1996 and 3rd year program was then implemented in 1997. The 4th year programfollowed contracts being fmalised in the third quarter of 1997. The 4th year program was implementedin 1999.

The country had a devastating flood in 1998 which was recorded as the biggest flood in last hundredyears. This flood had caused severe damage in road network in Bangladesh. In response to an appealby the Government of Bangladesh for assistance in dealing the effects of disaster the World Bankagreed to provide a supplementary credit to carry out an assessment and implementation of therestoration works of the damage caused to the project roads of RRMP-I & II and non project roads inRangpur, Rajshahi, Khulna & Barisal RHD zone and Sylhet RHD Circle.

Two Consultant firms namely SMEC- BCL-QTL ( while on supervision of RRMP-II ) andDHV-DDC were requested to carry out the assessment of extent of damage of the roads in all overBangladesh. SMEC-BCL-QTL made an assessment of the project roads of RRMP-I&II and nonproject roads ( Feeder Road Type A) under Rangpur & Rajshahi RHD zones and DHV-DDC did theassessment of feeder roads ( Type A ) under Khulna and Barisal RHD zones and Sylhet RHD circle.Subsequently both the consultants were asked to carry out the design and construction supervision ofthe repair & rehabilitation works of all the affected roads. Roads and Highways Department has beenthe implementing agency on behalf of the Government of Bangladesh.

2. Assessment of the Project Concept

Assessment of the existing condition

The Senior Maintenance Engineer organised inspection teams made up of the Maintenance Engineerwith RHD staff of each subdivision. The road condition survey was in two stages:

* Initial Visual Rating; and* Detailed pavement condition survey.

Topographical Surveys

On commencement of all Rehabilitation and Periodic Maintenance Contracts, the Contractor wasrequired to undertaken topographical surveys of the alignment in consultation with the Consultant andRHD staff who established the Centreline of the road detailed levelling for longitudinal profile andcross-section were done on the established centreline. From the detailed survey the Consultant fixedthe vertical alignrment to suit the pavement requirements. In the case of the Widening contracts theconnection to undertook a detailed Total Station Survey over a period of three months in 1996 anddetailed drawings were produced. Due to disruption by Civil disorder the survey was delayed onWidening Contract W4 for a period of approximately one month. The original three month assigned tosurvey was increased on institution by RHD in order to complete the works.

Traffic Survey

- 30 -

The HDM/PMS Specialist made an assessment of traffic volumes and traffic composition using theBROF Road Information data base. Because of the age and unreliability of this information additionalcounts were requested. These traffic counts have been arranged by IDC as part of their trainingprocess for RHD personnel. Counts were carried out for RRMP-II solely in February 95, otherRRMP-II roads were counted in August 1995 as part of the pilot /trial series of counts and most of theother RRMP-II roads were counted in the national traffic count program taken from December 95 toApril 1996. over a period of years development has taken place and some count stations have beenmoved away from now urban areas. This means Ihat counts on these roads are not comparable even ifthey were done at the same time of year so growth rates cannot be estimated.

Specific Testing

Benkelman Beam Surveys

Deflections have been measured with a Benkelman Beam in accordance with standard testingprocedures. The objective of the deflection testing program is to identify similar sections of the roadpavement and use the results as the basis for structural design of pavement overlays and rehabilitation.

The result of the deflection testing was also used in HDM-III together with pavement condition factorsto allow the modelling of the road pavement life. RHID provided the Benkelman Beam, the Contractorssupplied a correctly loaded truck and driver, and thle staff were trained by Consultant personnel.

Dynamic Cone Penetration

Dynamic Cone Penetration (DCP) tests have been carried out beneath existing pavements to obtain anindication of layer depths and have been used as a means of evaluating sub-grade CBR values.

The outputs of the DCP testing, converted to equivalent CBR values, have been used to designwidened and reconstructed pavements.

Roughness Surveys

Roughness Surveys have been undertaken by IDC as part of their annual roughness testing program.

The roughness meter works on the principle of accumulating the relative displacement between thebody of a vehicle and the differential, and may be linked to a laptop computer.

Trial Pits

Trial pits have been excavated in roads to determine the pavement structure and sample its componentlayers and the sub-grade of the roads.

At trial pits, samples of the existing sub-grade materials are taken as requested by the SeniorMaterials/Pavement Engineer, and laboratory tests made to determine:

• the soil classification and strength of the sub-grade;* California Bearing Ratio (CBR) tests; and* Atterberg Limits, sieve analysis, compaction test, moisture content test.

During examination of the existing pavement properties, observations have been made of pavement

- 31 -

failures and of the probable causes. These records, together with those of the engineering survey teamsand the longitudinal sections, provided the basis on which upgrading design for these road pavementswere made.

Pavement Treatments

From experience gained in the first and second year periodic maintenance programs, the consultantsreservations conceming the suitability of asphalt concrete as a periodic maintenance treatment in thecontext of conditions in Bangladesh proved to be correct. Where deflections are in excess of 1.5mmthe likelihood of cracking is very high. This causes adverse comment from the public andnon-technical Govemment staff; and leads to early major deterioration and the formation of potholes,particularly because there is a lack of early implementation of routine maintenance. The Consultantconsiders that the money would be better used in areas where deflections are in excess of 1.5mm, instrengthening the existing road base with granular material after removal of the existing asphaltsurface and overlaying the regulated base with double coat surface treatment. For less financial inputa strengthened road with a workable running surface can be achieved which is not prone to surfacecracking. Further, this type of pavement if properly constructed will have a life in excess of five yearsif regular routine maintenance is carried out, thereafter, further layers of DBST can be used tocontinue the life of the road or where there has been increase in traffic an asphalt concrete overlay canbe done indirectly on the DBST surface on the strengthened base which will be less prone to crackingas the deflections will have been reduced.

Identification of Suitable Treatment - Use of HDM-II

For any of the road sections, HDM-III models the deterioration of the pavement as a function of time,traffic, pavement condition and structural strength existing at the start of the analysis period. Thus,given initial values of roughness, potholing, cracking etc, the model, for every year of the analysisperiod, generates the current values of these features. The system takes into account the improvementsresulting from patching, resealing and reconstruction undertaken at any stage of the analysis period.The system gives unit costs for these maintenance options and produces, for each year of the analysis,discounted costs of the maintenance operations. In this way it is possible to assess and quantify (interms of costs) the effect of maintenance altematives and the economic consequence of deferredmaintenance.

A particular feature of the model is the ability to derive maintenance and rehabilitation activities whichare condition responsive. That is, when predicted potholing, cracking deflection or roughness reachescertain specified levels, the software nominates and cost the appropriate treatment. This capability wasutilised in optimising maintenance strategies.

However, the vehicle operating cost model is not responsive to congestion on the road and does nottake into account the effect of mixed traffic. In particular, the effect of non-motorized vehicles such asox carts and rickshaws are not modelled. This means that for a congested road the road user costs areunder-estimated and the strategy of widening the road does not achieve its true benefits. Because somany roads in Bangladesh have high levels of non-motorised traffic the screening process is not valid.The costs of congestion can be estimated externally but this would have to be done for each road andevery change of traffic and pavement width. It is hoped that the new HDM Version 4 will model thissituation and give results closer to reality.

- 32 -

Selection for Periodic Maintenance Program

The factors that were taken into account in the selection included the following:* local RHD management qualitative analysis and observation;* traffic volume;* Traffic mix;* Traffic growth rate;* traffic volume variations (daily, seasonal);* level of service;* congestion;* HDM analysis;* effect of non-motorised traffic on HDM operational assumptions;* accuracy of the various factors and consequent result aLccuracy;* cost of maintenance activities;• equitable distribution of projects;* acceptable contract 'package';* roughness;* pavement condition;* continuation of the rehabilitation of the linkage of zonal and regional roads;* selection of links rather than isolated road sections.

The development of the third year periodic maintenance program was primarily dependent upon theavailability of funds. This arises because of the following:

* the limited funding of the credit;* the increased cost of work over what was originally estimated arising from deficiencies in data and analysismethods;* increased scope of work from increased deterioration;* increases in traffic volume and loading; and* increases in required road standard/classification.

The 3rd Year Program included two major roads initially included in the 2nd Year Program butwithdrawn for possible altemate funding. This proved to be unsuccessful.

The same parameters as used for the 2nd Year Program were used for the 3rd and 4th Year Programswith an increased effort on minimising the cost to avoid overspending. Bituminous surface treatment(BST) is a useful and cheaper method of preserving the condition of the road and minimising the rateof deterioration. However a BST does not provide a decrease in roughness because it follows theshape of the existing surface. In fact it may increase if large size stone is used. Thus the reducedvehicle operating costs (VOC) do not occur. If the road is initially rough then an overlay whichreduces the roughness will provide reduced VOC and the overlay may then give a higher economicreturn than the BST. In Engineering terms DEIST is a sealing operation to protect the existingpavement structure but does not mechanically increase the pavement strength.

The flood affected roads under project and non pioject roads needed immediate integrated program torestore the roads by repair and rehabilitation as were required. This program was absolutely necessaryto meet the demand for road transport in Bangladesh.

3. The main objective of the Project

- 33 -

The overall objective of the proposed project is to reduce the total cost of road transport on Northwestand Southwest Bangladesh's most travelled roads. This is to be achieved by improving the RHDNational Highway, Regional Highway and Feeder Road networks.

The project has, through technical assistance and transfer to technology, developed the Department'sin house capabilities and capacity to manage, operate and maintain the country's main road network.

The project complements an Asian Development Bank overlay project which has been implemented inthe eastern half of the country.

Through these objectives, the local constructing industry is anticipated to further develop and RHDshould reduce its dependency on consultants.

The main Objectives of this project are as follows:

(a) To reduce the transport cost of the passengers and goods(b) To minimise the vehicular maintenance cost(c) To improve institutional and technical activities in programming and executing the works and(d) To upgrade the capabilities of the local contracting industry to undertake the road works of

standard specifications under supervision of consultant.

- 34 -

4. Scope of Work

4.1 Original Component

Original Component consists of 20 Periodic Maintenance Contracts, 6 Rehabilitation and 3 WideningContracts. The details of the contracts are summarized below:

Periodic Maintenance Contracts

Contract Contractor Revised Location Contract Value at Revised ofNo. Length award Contract (Tk

(km.)

PI Oriental - CPC JV. 106.00 Jhenaidah to Jessore, N-1 458,S80,214.00 463,252,68tJessore to Khulna, N-7

P2 IRCON 49.60 Navaron to Sathkhira, F-7601 285,948,900.74 283,041,73!Sathkhira to Betkhali, F-7602

P3 MAH-CHEC JV. 51.00 Faridpur to Bbanga, N-8 255,037,360.00 237,221,64(Bhanga to Takerhat, N-8

P4 MAH-CHEC JV. 73.40 Takerhat to Mostafapur, N-8 289,062,388.96 289,057,731Mostafapur to Barisal, N-8

P5 BDC-NCE-FF Cruz JV. 83.20 Saidpur to Beldanga, N-5 287,397,017.18 232,359,051Rangp'ur By-Pass, N-5Ranglur to Kurigram, N-56Km. 0+000 to Km 32+555Palashbari to Gaibandha, R-555

P6 AML - RCL Consortium 63.44 Barishal to Banaripara to Swrupkati, F-8033 243,847,000.76 245,829,39FBarisal to Thalikati, R-870Barisal to Bakerganj to Patuakhali, N-8

P7 AML- RCL Consortium 44.42 JhenaidahtoChuandanga, R-745 220,319,822.50 218,780,15(Township roads

P8 Monico Ltd. 71.39 Kaliganj to Kotchandpur to Jibannagar, 252,422,915.00 251,207,08'F-702:2Chuadanga to Jibannagar to Dattanagar,F-7454

P9 China Road & Bridge Corp. 114.91 Dinajpur to Phulbari, R-585 350,894,120.00 344,879,08.Phulbari to Birampur to Gobindaganj, R-585

PIO China Road & Bridge Corp. 84.41 Mokamtala to Sonatala, F-5035 282,617,031.95 260,231,22^Mokamntala to Kalai to Joypurhat, R-550Joypwhat to Hili to Hakimpur toR-585,F-5503

P11 Mir Akhter Hostain Ltd. 65.80 Rajshahi to Noahatta, R-685 249,945,900.00 245,705,77'Noahatta to Manda to Chalimushia, R-685

P12 Ansal - Pubali iv. 39.50 Shibpur to Durgapur, F-6005 146,869,868.03 163,570,32fIswardi to Bagha to Charghat to Baneswar,F-6006

P13 BSB (Malaysia) - PBL JV. 47.15 Santhkhira to Bhetkhali, F-7602 221,587,479.86 220,791,26'

- 35 -

P14 COVEC 62.00 Bogra - Santahar - Naogaon- Chalimushia 172,820,252.00 161,751,90,

P15 Mir Akhter Hossain Ltd. 63.59 Bogra - Natore, N-52 (63.29 kim) 303,587,344.00 272,119,65!Bogra - Nagarbari (5.00 km)

P16 OSE-CPC JV. 62.97 Khulna - Noapara - Bagerhat - Pirojpur - 214,579,458.00 213,669,562Togra(N7/R770/F7705)

P17 COVEC 33.87 Jhalikhati - Rajapur - Bhandaria - Charkhali 168,773,279.00 154,669,631

P18 AML 30.70 Takerhat - Gopalgonj 138,583,227.75 138,576,82z

P19 CRBC 17.34 Gopalgonj - Mollahat (R850) 70,628,693.00 59,801,88'Ghonapara - Tongipara (F8501)

P20 CRBC 25.36 Noapara - Mollahat (R780) 123,691,888.00 123,691,00:

TOTAL = 1,190.55 332,903,808.75 4,580,207,638.09

Rehabilitation and Widening Contracts

- 36 -

Contractor Revised Location and Chainage of Works Award Value Revised Value CMIk)

Length ofContract

(kin)

ContractNo.

- :37 -

RI BDC-NCE-FF. Cuz JV. 40.20 Dasuria to Natore km. 12+600 to km. 602,712,260.39 727,917,217.8952+150

R2 Reza Constuciton 5.97 Natore By-pass 178,786,379.55 262,587,967.00

R3 Obayeshi - Pubali JV 36.35 Natore to Rajshahi mn. 0+700 to kn. 549,482,148.26 711,093,866.1437+060

R4 Samwahn - Mir Akhter 41.90 Rajshahi to Nawabganj km. 2+300 to km. 564,609,553.50 753,719,221.71JV 47+860

R5 BDC-NCE-FF. Cruz JV. 33.64 Rangpur to Saidpur km. 0+000 to 47+860 363,682,296.90 476,826,365.75km.

R6 BDC-NCE-FF. Cruz JV. 9.78 Saidpur - By-pass 238,356,712.20 239,427,678.00

W2 China Harbour Eng. Co. 29.50 Khulna- Chuknagar 340,299,241.92 298,474,921.26

W3 OSE & CPC JV. 28.30 Chuknagar - Sathkhira 391,126,102.64 417,591,969.69

W4 IRCON 34.83 Nawabganj - Sonamasjid 330,420,918.34 418,136,364.00

Total: 260.47 3,559,475,613.00 4,305,765,571.94

4.21998 Flood Component:

1998 Flood Component consists of 5 Project Road Contracts, 13 Non Project Road Contracts underRajshahi Zone, 16 Non Project Road Contracts under Rangpur Zone, 44 Non Project Road Contractsunder Barisal Zone, 25 Non Project Road Contracts under Khulna Zone & 18 Non Project RoadContracts under Sylhet Circle. The rehabilitaiton works were of acceptable quality and werecompleted within the Credit Closing Date.

5. Supervision of Works:

The Snowy Mountains Engineering Corporation Limited (SMEC) in association with Department ofTransport, Queensland and Bangladesh Consultants Ltd. (BCL) were selected as the supervisionconsultant for the project. The consultancy commenced on 14 May 1994 and work commenceimmediately. the consultancy originally provided of approx 270 foreign man-months and 1090 localbut an additional 90 expatriates man-months and 560 local man-months were agreed in 1996 by GOBto improve supervision and quality control. The additional expatriate personnel were mobilished tomeet the requirements of the existing contracts in July - August 1996 and contained to the completionof the second year program after which the Orignal level of manning was sufficient to complete thethird and fourth year work.

The organizational structure for the project is required to permit the project to be executed inaccordance with the joint requirements of the GOB through RHD, the IDA and ODA as joint fundingagencies, the local and foreign consultants, and the contractors.

The majority of the funding is applied to the actual rehabilitation and maintenance work which wascarried out over the whole portion of Bangladesh west of the Jamuna River during a four year periodand covering the following three categories of work:

periodic maintenance;

- 38 -

rehabilitation; andwidening.

Periodic Maintenance (P contracts)

Program Southwest (km) Northwest (km) Total (km)

First year 280.50 83.20 363.70

Second year 226.40 304.62 531.02

Third year 96.84 130.00 226.84

Fourth year 96.50 96.50

TOTAL 700.24 517.82 1,218.06

Rehabilitation (R contracts) and Widening (W contracts)

Program Southwest (km) Northwest (km) Total (km)

I st year rehabilitation 152.09 152.09

2nd year rehabilitation/new 15.75 15.75

2nd year widening57 80 34.83 92.63

TOTAL 57.80 202.67 260.47

This report considers Completion of the IDA component of the project and not the InstitutionalDevelopment Component (IDC) funded by ODA, which is the subject of a Separate ConsultancyContract.

The organization required and procedures followed to execute this work are discussed in this and thefollowing sections.

The IDA component of the project is under the control of the RHD's Project Civil Works Director(PCWD) assisted by the Zonal Project Director (PD) and the Consultant team. The PDs overseeRHD Project Managers for each of the periodic mraintenance contracts with support from SupervisionConsultant personnel including the Works superintendents and the Senior Maintenance Engineers.RHD also provided the necessary day-to-day supervision personnel for the periodic maintenancecontract except where appropriate staff are not available when local consultant staff were utilised.Generally RHD have not been able to provide Engineers in sufficient numbers, particularly MaterialsEngineer and Technicians, on a full time basis. In future years it will be necessary that RHD overcome

- 39 -

this problem if work is to be properly supervised.

For the rehabilitation contracts the work was under the control of the Consultant's Senior ResidentEngineers (SRE) who oversee Resident Engineers (RE) who themselves each oversee two contracts.Support has also been given by the specialist Senior Materials and Pavement Engineers (SMPE).RHD personnel provided a supporting role on the rehabilitation projects especially in removal of treesand shiffing of utilities.

The widening contracts are structured the same as the rehabilitation contracts with the W4 contractunder the SRE (North) and the two contracts (W2 and W3) in the southwest under the SRE (South).

Coordination between RHD, Consultant and Contractors has been maintained on a direct day-to-daybasis as required. In addition, regular meetings on an approximately monthly basis have been heldwith all parties present. At these meetings progress has been reviewed and problems discussed.Contractors have been able to emphasise mutual problems and this has often led to prompt actionbeing taken to alleviate their difficulties. The WB missions have attended these meetings and havetaken up issues with higher authorities. Other meetings with WB personnel have taken place duringsite visits.

Informal contacts have also facilitated communication and understanding with significant on-the-jobtraining being transferred by this means.

Each contract has prepared regular reports which form the basis of the contract status reports in theConsultant's Monthly Reports to RHD. In addition, special reports have been prepared on specificmatters when necessary.

T'he Project has established procedures for planning, designing, programming and quality control inthe supervision of the maintenance works. Procedures were established for assessment of the workrequired and preparation of the contract documents for the following year's periodic maintenanceprograms under the project.

Each Contractor has provided a fully equipped field testing laboratory for their contract package.These field laboratories have been utilized by SMEC-BCL and RHD to undertake the testing ofmaterials, soils to ensure compliance with the specification. The laboratories revert to RHD oncompletion along with the equipment in case of maintenance and Rehabilitation contracts. In case ofFDR contracts laboratory equipment belonged to contractor.

Permanent records were being maintained of testing results. Those records were handed over to RHDon Completion of the Contract.

The Senior Materials/Pavement Engineer established a quality control plan and system for checkingand testing the work and materials. The system continued to be developed and modified as requiredduring the course of the work. The systems are based on International Standards (mainly AASHTO),the Specification, and the appropriate Bangladesh Standards.

- 40 -

An agreement was made with both the above mentioned consultant by the GOB for the supervision ofthe repair works of the flood damaged restoration work project funded by World Bank to the amountof US Dollar 80.00 million. This agreement included the assessments on the extent of damages andpreparing the estimates for Govt. and Bank's approval. Preparing the Tender document and invitingthe Bids among the local contractors through the post qualification procedures. Evaluation of the bidsand reconmmending for award of the contracts of non project roads. The project road works wereawarded on the basis of sole source basis as per the decisions of RHD and World Bank.

6. Design Consideration

Widening Contract

The design philosophy for Widening Contracts has been to check the residual strength of the existingpavement and to provide a pavement within the widening section of equivalent strength. On completionof the widening the fill width of pavement is then provided with a 5 cm thick overlay of AsphaltConcrete.

Due to large increases in Traffic volume and because of overloading pavement thickness increase hasbeen necessary.

The three Widening Contracts (W2-W4) let in the second year (1996). These cover 96.5 km and wereawarded in January 1996. Due to further increase in heavy truck traffic on the road from the IndianBorder to Nawabganj has led to pavement thickness on Contract W4 being increased. All contractswere completed on schedule.

Rehabilitation Contracts

Four Rehabilitation Contracts (RI, R3-R5) covering 152.09 km commenced in February and June1995. The roads were reclassified to National status with consequent increase in required standardsafter the Contracts were signed. The two bypass contracts (R2+R6) (15.75km) were let in January1996 at Natore and Saidpur. All the contracts were completed by schedule.

(a) Roadway

Based on extent of damage the design and type of repair of the roads including the design ofrehabilitation of the roads were prepared in order to restore the pavement to the pre flood conditions.

(b) Drainage

The design of the drainage structures to replace the flood damaged ones were performed by theconsultant in order to suit the present requirement for easy flow of rain water through the structures.

7. Implementation

(a) Design

The design of road repair works using required thickness of brick sub-base and base course and 38mm

- 41 -

bituminous carpetting covered by 7mm bituminous seal coat has been proved to have merit.

(b) Length and duration of Contracts

There was no long continuous length of road under repair. It was rather scattered all over the nonproject roads ( Type A ) of respective RHD zones. In some of the project roads it was a continuousbituminous surface sealing by SBST/DBST. Few sections were repaired by removing the topbituminous surface and strengthening the existing pavement by brick sub base and brick & stone basecourse and over it by bituminous penetration macadam with DBST.

The duration of contracts varied on the basis of quantities of works carried out. Generally it took ninemonths for the completion of the contracts with exception of structural contracts which took 12months including the wet season. All contracts were completed within the stipulated time.

8. Road Maintenance Plan

As per the advice of World Bank the RHD has taken up an action plan to maintain the high way onpriority basis every year. This year the RHD has already taken up the maintenance work of fewnational and regional high ways to the amount of Taka 700.0 million. This practice of maintaining theroad has in fact started from this year with increasing magnitude of works.

9. Strengthening the Construction Industry:

Status of Covenants

Financial and other covenants are written into the Development Credit Agreement.

A standard covenant is the requirement for auditing of the Project accounts etc.

These covenants include establishment of an Institutional Review Committee, an HDM unit, aplanning cell in the Ministry, a Chief Resettlement Officer, an environmental Unit, various reports onprogram selection, road-user charges, standard contract forms, common contractor registration, etc.

Through the flood damage restoration works the construction industry in Bangladesh has been greatlydeveloped. The local construction companies have come across the intemational standard tenderdocument and had experienced of running quality control laboratory at sites. The field personnel weregiven training for preparing the works program, materials flow chart, Cash flow chart and to run thesite laboratory. The companies had deployed various type of construction equipment to carry out theirworks as per specifications.

10. Benefits Derived from the Project:

Both technical and financial benefit has been achieved. The totally damaged unserviceable roads havebeen restored through standard works to pre flood conditions surface. Thus it reduces the vehicleoperating cost greatly and increases the users benefit. It reduces the vehicular joumey time and therebyit has increased the number of traffic passengers. Products movement have also been eased.

Institutional development in RHD has been greatly achieved through theoretical and practical trainingon the contract documents. It thereby has improved the technical capability of RHD personnel in

- 42 -

respect of programming of works, administration, quality controlling of works and maintenanceprocedures. It further offered them the knowledge of how to carry out the repair works smoothly inshortest possible time under the tender condition provision. The objectives of restoring the damagedroad to pre flood conditions have been fulfilled satisfactorily.

The other objective of this project was to assist: the borrower to improve the local constructionindustry and also to improve the executive system of road maintenance system by introducing thecontracting and increasing the capability of the contracting industry.

- 43 -

11.Major factors affecting the Project

The factors mainly affected the progress are as follows:

(a) Delays due to rains(b) Delays due to submersion(c) Delays due to inaccessibility to site(d) Delays due to hartal(e) Delays due to late disbursement of Bank component(f) Delays due to procedural delay in allotment of fund by GOB(g) Delay in approval of the VO and the contracts(h) Delays due to local disturbances(i) Contractors own inability to organise and manage the project efficiently

12. Bank's Performance

For the implementation of the project the Bank management was very co operative and took muchinitiation in pushing the project to move. The loan agreement was duly signed in time. Monitoring byBank staff on total over all progress was excellent and provided suggestion and advice for timelycompletion of the project.

Initially funding by Bank was very good but lately there was a problem from Bank side in disbursingthe loan in time.

The Bank was also initially disbursed the variation orders of the contracts in time. But later on most ofthe variation orders were not responded timely and rather much delayed for which the program forutilising the fund in full had not been achieved and there by a good amount of fund are unspent.

13. Borrower's Performance

Delay in processing the approval of the tender documentDelay in awarding the contractsDelay in approving the variation ordersLack of co-ordination and accountability has been figured prominently.

However the Borrower was prompt in disbursement of the payment certificates which has enable thecontractors to maintain their steady progress in works. The Borrower has followed the guide lines onthe procurement of civil works of the World Bank. The Borrower has always provided all theinformations especially the status on work both physical and financial progress.

14.Environment

Deforestation is one of the key factors in degradation of environment. So emphases was given forprotection of planted trees and road side vegetation, turf and bushes from damage to the extent aspossible and undertaken plantation and turfing on completion of rehabilitation and maintenance works.

In the First, Third and Fourth Year Periodic Maintenance Projects, environment impact in the projectsarea was beneficial to all concemed as no trees were removed or disturbed and the turf is not well

- 44 -

established along the entire length of 660.89 km.

In the Second Year Periodic Maintenance Projects onily 150 Nos. of trees were removed. However thequality of road environment improved on completion as trees were planted and shoulders turfed.

In Rehabilitation and Widening Contracts 51487 No. of trees were removed. Trees were replanted infar greater numbers (approx. 1500 Nos./Km.) than removed and potential traffic hazards were alsoremoved from the carriage way. Total 4,35,000 trees were planted which improved the environmentalimpacts in the area.

1 5.Re-settlement:

Payment of completion to the affected persons to relocate elsewhere and vacation of Right of Waywere the main task of resettlement. A limited amount of land acquisition was associated with the bypass / realignments under the project. An NGO, CCDB assisted RHD with re-settlement of projectaffected persons as per RAP. Cash compensation for land acquisition was paid by D.C's in traditionalprocess.

Impact related to displacement from Private and Public lands are shown in the Chart.(See Annexure - II & III).

All the RAP has been satisfactorily implemented. The details are presented in Annex.

16.Key Lessons Learned for future guide

Lessons learned:

16.1 Standardized Bidding Documents

Floods are almost regular yearly phenomena in Bangladesh. The damages and restoration cost thereoffor the Roads Infrastructure are also so vast that the Government has to ask for donors' assistance.So, RHD should standardize the tender documents (including specifications), pre-qualification criteriafor Contractors and bid evaluation criteria for such aided National Competitive Bidding (NCB)Contracts well ahead, duly approved by all concerned. This will save lot of time and they will be wellprepared to face the emergency situation and restore the damages more quickly, efficiently andeconomically.

-45 -

16.2 Standardized Formats to Record Damages

Each Road Division of RHD should have standardized formats to record damages and assess itemwise quantities and cost for immediate temporary restoration and final restoration for each Roadwithin a week's time of such devastating floods occurring. The GOB/RHD then can quickly go forseeking assistance and restoring the damaged infrastructures.

16.3 Performance of Contractors

The RHD Contractors are not used to effective & close quality control measures. They are also not atall conscious about programming and timely completion of the work. So, RHD should effect qualitycontrol measures, programming and strict adherence to time while implementing their normal workswhich will help them build up a well trained group of Contractors.

16.4 Road Construction Equipment

For good quality Road Construction, mechanized equipment are a must but very few Contractors ownsuch equipment; obviously for the reason that this is not economically feasible for them as they are notcertain that they will get such works. RHD also is not fully equipped with the required equipment forimplementing their normal works. In these circumstances, either each RHD division should beequipped with required equipment or only Contractors who own the required equipment should bepre-qualified for Road Contracts and the Contracts should be sizeable to enable the Contractors to buythem even by installments.

16.5 Steel Wheeled Carts

Spray sealing work on P15 (Bogra - Natore) Road has been damaged by the wheels of buffalo carts.These carts have narrow steel banded wheels and carry relatively heavy loads. The resulting high pointpressure of the wheels is breaking the stones of the seals and bleeding of the bitumen through the smallstone matrix is evident. In addition to spray sealing damage there is damage to asphalt surfacesconstructed during the RRMP-II project. We consider the solution is to encourage and enforce the useof rubber strapping to replace the steel bands currently used on the wheels or to replace the woodenwheels with a vehicle type axle/pneumatic tyre combination.

16.6 Erosion Protection on Road Batters

During the execution of FDR work and the RRMP-II contracts gabion mattress protection has beenconstructed in many areas to protect the batters from erosion by wave action during the flood season.The cost of this work is Tk. 7-12 million per kilometer depending on the height of embankment. Inmany areas there is no protection due to the high cost of the protection work. During the flood of 1999erosion occurred on sections of R4 Road where there was no protection. Adjacent to these areas therewere embankments covered by bushes. These bushes acted to dissipate the energy of the water anderosion was greatly reduced or non-existent. The planting of these bushes on the edge of embankmentsshould be encouraged as a low cost erosion prevention measure.

16.7 Contract Packaging Size

The performance of Contractors executing work under the Non-project road component of the project

- 46 -

varied from poor to satisfactory. The performance of Contractors in the smallest category (<Tk 10million) was generally poor with no concept of timely execution of the work. We consider that contractpackages for this type of work should be larger with a strict relegation and promotion system forcontractors based on their performance.

16.8 Subcontracting

In a number of contracts where the contractors' performance was otherwise satisfactory there wereparts of the work undertaken by unapproved subcontractors as a result of pressure from local groups.The performance of these subcontractors was uniformly poor. This problem of lawlessness impedesthe ability of genuine contractors to operate their businesses and decreases the efficiency of thecontracting industry. The solution is not simple.

16.9 Time Control of Contracts

For the efficiency of the contracting industry to improve there must be rewards for contractorsperforming well and penalties for poorly perforrming contractors. Liquidated damages should beimposed as a matter of course in the event that a contractor does not complete the work within the timespecified. Extension of time claims need to be dealt with promptly and awarded strictly on the basis ofcontractual entitlement, not need. Donor agencies need to be aware of the contractual entitlement ofthe contractors in their expectations of completion times for the works.

16.10 Spray Sealing Specification

The spray sealing specification refers to TRL's Road Note 3 for general guidance and givesapplication rates for bitumen and aggregates. The rates given in the specification are greatly excessiveand will result in bleeding surfaces. Design of application rates using Road Note 3 in previous andother ongoing projects has also resulted excessive bitumen application and bleeding. Application ratesfor this project have been designed using Australian Road Authority's Sprayed Sealing Guide. Theonly bleeding evident is a result of softening underlying asphalt or areas where RHD has carried outslurry crack sealing. It is recommended that this guide be used as the basis for future specification andsealing design.

- 47 -

Additional Annex 9. Status of Resettlement Action Plan

STATUS OF RESETTLEMENT OF RRMP - II

Project Location Total No. of No. of Achie No. of No. of Status of No. of Any Remarksof amount of legal legal veme house households Compensat household other

Works land owners owners nt in holds losers among ion and losers informat (No. of legal andacqwred affected received perce affect legal owners other relocated ion socially recognized(acres) (Private compen ntage ed Any other Entitlemen needed EPs displaced from

land) sation information ts for both Private andrelevant to clarifica Public land shown for

impacts tion clarification only)

Deputy RHD / TotalCommissio CCDB'sner's PaymentPayment (Entitleme

nttincludeamnountfor hothlegal andSocially

recognized EPs)

Entitlemen Payment Entitle Payment (TI.)ts (Tk.) (Tk.) ments Entitlements

(Tk.) (Tk.)Payment (Tk.)No of Socially

recoglized EPsTotal(Col. 2 & Col. 9)

1_

2 3 4 5 6 7 8 9 10 1I 1213141516171819

RR.MP-11 Rajshahi 144.42 1172 1160 99 541 424 15,304,88 14,685, 14,264,16213,118,253(ongitial -Nawabg 7 335 29,569,049works) onj 27,803,588A11

Altemat household losers aree Route self relocated--

1411313

Natore 60.74 484 468 97 566 251 27,550,95 26,556, 36,828,31537,322,964By-pass 5 342 64,379,270

63,879,306AIIhousehold losers are

self relocated-252736

Dasuria .65 12 12 100 42 29 2,586,647 2,520,3 962,366769,2573,549,Intersect 13 013 3,289,570ion All household losers

are self relocated--4052

Saidpur 51.04 231 231 100 175 145 8,222,935 8,222,9 4,468,7702,950,16812Town 35 691,705 11,173,103By-pass All household losers

are selfrelocated-96327

Ghagot 8.35 52 52 100 41 38 608,981 608,981 1,959,9991,915,1862,River 568,980 2,524,167Realigne All household losersd Route are self relocated-456

- 48 -

Sub-Total 265.2 1951 1923 99 1365 887 54,274,40 52,593, 58,483,61256,075,828(RRMP-1I 5 906 112,758,017- Original 108,669,7345332484works)

Page I of 2

Project Location of Total No. of No. of ToralWorks amount of legal legal

land owners ownersacquired affected received(acresl (Private c

land) al andSociallyrecognized EPs)

Entitlemen Payment Entitle Payment (Tk.)ts (Tk.) (Tk.) ments Entitlements

(Tk.) (Tk.)Payment (Tk.)No of Socially

recognized EPsTotal(Col. 2 & Col. 9)

1 2 3 4 5 6 7 8 9 10 I 1213141516171819

Construction of 24.86 465 456 98 308 275 26,114,19 25,848, 33,788,59233,554,336Shibgonj By 4 450 59,902,786Pass 59,402,786AII

household losers areself relocated--38503

RRMP-ll(Additional

works)

Construction of 4.82 50 50 100 37 37 5,111,666 5,111,6 3,241,5343,241,5348,Kansat Bridge 66 353,200 8,353,200AilApproach household losers are

self relocated--50

Stnaghteningof 19.17 587 570 97 322 171 7,673,790 4,123,1 20,823,04622,608,963Natore-Rajshabs 94 28,496,836i Road 26,732,157Ail

household losers areself relocated--290877

Straightening of 5.76 135 130 96 74 37 1,608,917 1,452,3 2,207,5492,062,3723,Rajshahi-Nawa 77 816,466 3,514,749Ailbgonj Road household losers are

selfrelocated--21156

Dhanidaha 1.00 18 17 94 38 6 311,698 311,698 2,824,4541,814,4193,Bridge 136,152 2,126,117AiIapproach household losers are

self relocated--3654

Khulna - |---- 2,684,613240,0002,68

Satkhira road 4,613240,000-5050via Chuknagar

Sub-Total of 55.61 1255 1223 97 779 526 40,820,26 36,847, 65,569,78863,521,624RRMP-11 5 385 106,390,053(Additional 100,369,0094351690works)

- 49 -

Project Total 320.81 3206 3146 98 2144 1413 95,094,67 894,41, 124,053,400119,597,4of RRMP-11 0 891 52219,148,070

209,038,7439684174

Page 2 of 2

Imnacts related to displacement from Public lands

Project Location of Works Total Total Achievement Total no of Status of Relocation of Any other Retaksnumber of number of in percentage business and other compensation and homestead losers infomratihomestead - homestead - of establishments other entitlements onlosers losers homestead - payment needed(Squatters, (Squatters, losers foretc.) etc.) received (Squattets clarificrti

compensatio etc.) received onn compensatio

n (%)

l 2 3 4 5 6 7 8 9 10

RRMP-11 Rajshahi-Nawabgo 36 36 100 2 Tk. 619,552 All of homestead Fig. shown under(Ongmnal nj Alternate Route losers (Squatters, col. 3 includes Fig.works) etc.) including 25 shown undcr col.

indigenous 6households areSelf relocated

Natore By-pass 102 102 100 14 Tk 994,613 All of homestead Fig. shown underlosers (Squatters, col. 3 includes Fig.etc.) including 26 shown u-der col.sweeperd Methor 6

households ue selfrelocated

Dlustia 10 Tk. 66,334Intersection

Saidpro TownBy-pass

r3hagot RiverRealigned Route

Sub-Total 130 138 100 26 Tk 1,680,499ofRRMP-II(Originalworks)

Page I of 2

- 50 -

Project Location of Total Total Achievement irn Total no. of Status of Relocation of Any other RemarksWorks number of number of percentage of busmess compensation homestead information

homestead homestead homestead- and other and other losers needed for-losers -losers losers establishtn entitlements clatification(Squatters, (Squatters, (Squatters, etc. I ents paymentetc.) etc.) received

received compensationcompensati (O/)on

l 2 3 4 5 6 7 8 9 10

RRMP-t1 Construction of 9 9 100 Tk. 265,744 All of(Additional Shibgonj By homestead

works) Pass losers(Squatters,

etc.) are selfrelocated

Construction of _Kansat Bridge

Approach

Straightening of 44 Tk. 3,550,596 All ofNatore-Rajshahi homestead

Road losers(Squatters,

etc.) are selfrelocated

Straightening of 3 3 100 Tk. 156,540 All ofRajshahi-Nawab homestead

gonj Road losers(Squatters,

etc.) are selfrelocated

Dhanidaha 13 Tk. 521,446 All ofBridge approach homestead

losers(Squatters,

etc.) are selfrelocated

Khulna - 50 24 48 Tk. 240,000 All ofSatkhira road via homestead

Chuknagar losers(Squatters,

etc.) including24 households

who werepaid

compensationare selfrelocated

Sub-Total 62 36 58 57 Tk. 4,734,326ofRRMP-11(Additionalworks)

Project 200 174 87 83 Tk. 6,414,825Total ofRRN4P-11

Page 2 of 2

- 51 -