AFRICAN DEVELOPMENT BANK
PROJECT: DAKAR-DIAMNIADIO-AIBD REGIONAL
EXPRESS TRAIN PROJECT - PHASE 1:
DAKAR-DIAMNIADIO SEGMENT
COUNTRY: SENEGAL
PROJECT APPRAISAL REPORT
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TABLE OF CONTENTS
I STRATEGIC THRUST AND RATIONALE OF THE PROJECT ............................................. 1 1.1 Key Development Questions..................................................................................................................... 1
1.2 Project Linkage with Country Strategy and Objectives ............................................................................ 2
1.3 Rationale for the Bank’s Involvement ...................................................................................................... 2
1.4 Donor Coordination .................................................................................................................................. 3
II PROJECT DESCRIPTION ............................................................................................................ 3 2.1 Project Objectives and Components ......................................................................................................... 3
2.2 Technical Solution Retained and Alternative Solutions Considered ......................................................... 4
2.3 Project Type .............................................................................................................................................. 5
2.4 Project Cost Estimate and Financing Mechanisms ................................................................................... 5
2.5 Project Area and Beneficiaries .................................................................................................................. 8
2.6 Participatory Approach to Project Identification, Design and Implementation ........................................ 9
2.7 Bank Group Experience and Lessons Reflected in Project Design ..........................................................10
2.8 Key Performance Indicators .....................................................................................................................10
III PROJECT FEASIBILITY ........................................................................................................... 11 3.1 Economic and Financial Performance ......................................................................................................11
3.2 Environmental and Social Impact ............................................................................................................12
IV IMPLEMENTATION ................................................................................................................... 14 4.1 Implementation Arrangements .................................................................................................................14
4.2 Monitoring and Evaluation ......................................................................................................................17
4.3 Governance ..............................................................................................................................................17
4.4 Sustainability ............................................................................................................................................18
4.5 Risk Management ....................................................................................................................................18
4.6 Knowledge Development .........................................................................................................................19
V LEGAL FRAMEWORK ............................................................................................................... 20 5.1 Legal Instrument ......................................................................................................................................20
5.2 Conditions Associated with the Bank’s Intervention ...............................................................................20
5.3 Conformity with Bank Policies ................................................................................................................20
VI RECOMMENDATION ................................................................................................................ 20
ANNEX I: COMPARATIVE SOCIO-ECONOMIC INDICATORS OF SENEGAL
ANNEX II: TABLE OF THE AFDB PORTFOLIO IN SENEGAL
ANNEX III: MAIN RELATED PROJECTS FINANCED BY THE BANK AND OTHER DEVELOPMENT
PARTNERS IN SENEGAL
ANNEX IV: MAP OF THE PROJECT AREA
LIST OF TABLES
No. TITLE Page
Table I: 1 : Transport Sector Financing ................................................................................................................................................. 3 Table II.1 : Project Components ............................................................................................................................................................ 4 Table II.2 : Alternative Solutions Considered and Reasons for Rejection .............................................................................................. 5 Table II.3 : Estimated costs per component for the whole project ......................................................................................................... 5 Table II.4 : Estimated costs per component of AfDB Project (AfDB+Gov't) ........................................................................................ 6 Table II.5 : Project financing source ...................................................................................................................................................... 6 Table II.6 : Project costs by expenditure category ................................................................................................................................. 7 Table II.7 : Expenditure schedule by project components (in EUR million) .......................................................................................... 7 Table II.8 : Expenditure schedule by project expenditure category (in EUR million) ............................................................................ 7 Table II.9 : Programme expenditure schedule by financing source (in EUR million) ............................................................................ 7 Table II.10 : Cost per component of the AfDB project (AfDB+Gov't) .................................................................................................. 8 Table III.1:- Summary of the Economic Analysis ................................................................................................................................ 12 Table IV.1: Project Monitoring and Supervision Schedule .................................................................................................................. 17
Currency Equivalents January 2017
UA 1 = 1.34433
USD UA 1 = 1.27534
EUR UA 1 = 836.568
CFAF
836,56
8
Fiscal Year 1st January – 31st December
Weights and Measures
1 metric ton = 2204 pounds
1 metre (m) = 3.28 feet
1 millimetre (mm) = 0.03937 inch
1 kilometre (km) = 0.62 mile
1 hectare (ha) = 2.471 acres
Acronyms and Abbreviations
AADT : Annual Average Daily Traffic
ADF : African Development Fund
AFD : French Development Fund
AfDB : African Development Bank
AFTU : Association for the Financing of Urban Transport Professionals
AGEROUTE : Road Works and Management Agency
AIBD : Blaise Diagne International Airport
AMO : Supervision Assistance
ANCF : National Agency for New Railways
ANSD : National Agency for Statistics and Demography
AOTU : Urban Transport Organization Authority
APD : Detailed Preliminary Design
APIX : Private Investment and Major Projects Promotion Agency
BCI : Consolidated Investment Budget
BRT/BHNS : Rapid Transit Bus/High-Level Service Bus
CETUD : Urban Transport Executive Council of Dakar
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CGQA : Air Quality Management Centre
CODATU : Cooperation for the Development and Improvement of Urban and Peri-urban Transport
CPW : Construction Sector
DCEF : Directorate for Economic and Financial Cooperation
DDD : Dakar Dem Dikk
DEEC : Directorate for the Environment and Classified Establishments
ECA : Economic Commission for Africa
ECOWAS : Economic Community of West African States
EIG : Economic Interest Group
ESMP : Environmental and Social Management Plan
ESP : Emerging Senegal Plan
FDTU : Urban Transport Development Fund
FECL : Local Council Equipment Fund
FERA : Autonomous Road Maintenance Fund
FRP : Full Resettlement Plan
IRR : Internal Rate of Return
IsDB : Islamic Development Bank
LPDU : Urban Transport Policy Letter
MDGs : Millennium Development Goals
MEFP : Ministry of the Economy, Finance and Planning
MITTD : Ministry of Infrastructure and Road Transport and Access
NPV : Net Present Value
OSS : Operations Support System
PA : Project Area
PAMU : Urban Mobility Improvement Programme
PAP : Project Affected Persons
PATMUR : Transport and Urban Mobility Support Project
PDUD : Urban Transport Plan for the City of Dakar
PPP : Public-Private Partnership
PSD : Country Strategy Paper
PTB : Small Suburban Train
RGPHAED : General Population, Housing, Agriculture and Livestock Census
SDAU : Land Use and Town Planning Master Plan
SESA : Strategic Environmental and Social Assessment
SPD : Summary Preliminary Design
TC : Public Transport
TER : Regional Express Train
UA : Unit of Account
UDP : Town Planning Master Plan
UNDB : United Nations Development Business
Veh/d : Vehicles per Day
VOC : Vehicle Operation Cost
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PROJECT INFORMATION SHEET
Client Information
Borrower : Senegal
Project area : Regions of Dakar and Thiès
Executing Agencies : APIX - SA, 52-54 Mohamed V Street, BP 430, PO Box 18524, Dakar-Senegal;
Tel: (221) 338490555; Fax: (221) 338239489
Financing Plan
Source
Amount (in
UA
million)
Amount (in
CFAF million)
Amount (in
USD
million)
Amounts
(in EUR
million) Instrument %
AfDB (ADB Window) 143.44 120,000.00 192.83 182.94 Project loan 21.10%
IsDB 235.23 196,787.10 316.23 300.00 Loan 34.61%
AFD 78.41 65,595.70 105.41 100.00 Loan 11.54%
French Treasury 74.49 62,319.02 100.14 95.00 Prêt 10.96%
Gov’t of Senegal 148.16 123,943.99 199.17 188.95 BCI 21.80%
TOTAL 679.74 568,645.82 913.79 866.89 100.00%
Key African Development Bank (AfDB) Financial Information
Loan currency: EURO (EUR)
Type of Loan: Fully flexible loan
Maturity: To be determined (up to 25 years, including the grace period)
Grace period: To be determined (up to 8 years)
Average maturity of the loan:** To be determined (depending on amortization profile)
Repayments: To be determined (half-yearly consecutive payments after the grace
period)
Interest rate: Base rate + Funding margin + Lending spread + Maturity premium
Base rate: Floating base rate (EURIBOR EUR - 6 months, to be determined at the
new applicable revision date). A free option for determination of the base
rate is available
Funding margin: The Bank’s funding margin is revised every 1st January and 1st July and
applied every 1st February and 1st August with the base rate
Lending spread: 80 basis points (8.8%)
Maturity premium: To be determined as follows: (i) 0% if the average maturity of the loan is
less than or equal to 12.75 years; (ii) 0.10% if the average maturity of the
loan is more than 12.75 years, but less than or equal to 15 years; and (iii)
0.20% if the average maturity of the loan is more than 15 years
Front-end fees 0.25% of the loan amount, payable by the date of signature of the loan
agreement
Commitment fee 0.25% per year of non-disbursed amount starts to accrue 60 days after the
date of signature of the loan agreement and is payable on the set payment
dates.
Base rate conversion option* Besides the free base rate fixing option, there is the possibility for the
Borrower to revert to the floating rate or reset on all or part of the disbursed
loan amount.
Transaction fees are payable
Rate cap or collar option* The Borrower has the possibility to cap or collar the base rate for all or
part of the disbursed loan amount.
Transaction fees are payable
Loan currency conversion option* The Borrower has the possibility to change the currency of all or part of
its disbursed or undisbursed loan to another Bank loan currency.
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Transaction fees are payable
FRR Not Applicable
NPV (baseline scenario): CFAF 454 billion for Phase 1 of the project
ERR (base-case scenario): 14.90% for Phase 1 of the project
*The options for conversion and payable commissions in this regard must comply with the Bank’s foreign
exchange guidelines which can be accessed through the link:
http://www.afdb.org/fr/documents/document/guidelines-for-conversion-of-loan-terms-july-
2014-87643/
Duration – Processing Milestones (projected)
Activities (Month, year)
Approval of the concept note September 2016
Project approval June 2017
Effectiveness July 2017
Completion November 2019
Last disbursement December 2020
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PROJECT SUMMARY
General Overview of Project
1. The configuration of the Dakar Region and its role within the national economy underscore the
urgent need to build a public transport system that satisfies the growing travel needs of the locality.
Only 16% of the estimated 12.5 million trips per day recorded within the Dakar metropolitan area in
2015 were effected by public transport, including 0.20% (25,000) by the Petit train de Banlieue [Little
Suburban Train]-(PTB) that plies the Dakar-Rufisque railroad. Most of the people simply trek (80% of
travel), sometimes over long distances, owing to their low incomes and to the limited size and poor
quality of the public transport system. The PTB no longer meets expectations and cannot be part of the
new spatial configuration taking shape in the Dakar Region, since it handles only a very small proportion
of the passenger traffic. The Regional Express Train (TER) project which will cover a total distance of
55 km, from the Dakar city centre to the Blaise Diagne International Airport (AIBD), via Diamniadio,
is intended to transport 113,000 passengers per day and should form the public transport backbone of
the Dakar metropolitan area. The project will be implemented in two phases, namely: Dakar-Diamniadio
(36 km) and Diamniadio-AIBD (19 km). The expected project outcomes are: (i) a reduction in travel
time; (ii) increased mobility; and (iii) reduced congestion through the consolidation of public transport
dominance. Lastly, this project will support women’s and youth activities through: (i) the development
of multipurpose sports complexes for the youth; (ii) the construction of women's centres and childcare
centres; (iii) support for youth associations; (iv) support for women's organizations; (v) support to health
structures; (vi) support for local economic initiatives (handicrafts, fishing, etc.); (vii) construction of
market infrastructure; and (viii) training in railroad professions to facilitate integration into this sector.
2. The direct project area (PA), composed of the Dakar Region and two communes of the Thiès
Region, has approximately 3.5 million inhabitants (projected to rise to 5 million by 2030), representing
23.65% of the national population and 49.60% of the urban population, but covering only 0.41% of the
national territory. The direct beneficiaries of the project are users of transport services as well as
communities within the PA. The total project cost (net of taxes and customs duties) for phase 1,
including physical and financial contingencies, is estimated at UA 679.94 million, or EUR 866.89
million. The duration of implementation for Phase 1 is five years, considering that the procurement
process started in 2015. The AfDB contribution to Phase 1 is UA 143.44 million, or EUR 182.94 million,
representing 21.10% of the project cost. The Credit Risk Committee (CRC) reviewed the project in
October 2016 and recommended its submission to the Board in the first quarter of 2017.
3. The other co-financiers of Phase 1 are the IsDB, the AFD, the French Treasury and the
Government. The IsDB has signed in March 23rd 2017, its contribution to the funding, while AFD and
the French Treasury did the same on April 25, 2017. The beneficiary communities were consulted and
sensitized during project design; this participatory approach will be followed until project completion.
Needs Assessment
4. In recent years, Senegal has recorded a GDP growth rate of almost 5% and the PA, which
accounts for nearly 55% of GDP, is instrumental to such growth. However, the limited size and poor
quality of the public transport system in the PA undermine achievement of the medium-term target of
7% to 8% GDP growth. Indeed, this situation generates an annual loss of CFAF 108 billion, of which
63 billion is attributed to air pollution, 41 billion to congestion and traffic jams, and 4 billion to road
accidents. The spatial and organizational configuration of the PA has stepped up pressure on the land
and increased urban mobility needs.
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5. Transport infrastructure and services are among the sub-sectors that boost wealth creation to
reduce poverty in Senegal. The transport sector share of GDP was estimated at 4.17% in 2015. By
financing the project, the Bank will contribute to the implementation of the Priority Actions Programme
(PAP 2014-2018) under the Emerging Senegal Plan (PSE).
Value-added for the Bank
6. Since the 1960s, some 15% to 20% of Bank Group financing has been allocated directly or
indirectly to urban development operations. In 1992 and 1994, the Bank respectively approved a policy
and guidelines on urban development, and in 2011, it approved an integrated urban development
strategy that focused on the establishment of infrastructure and mass transit systems to improve urban
transport. In Senegal, the Bank is considered to be a strategic partner in the transport sector, thanks to
its various past and present operations in all subsectors. Above all, the Bank has played a key role in
financing the development of regional corridors and the Dakar-Diamniadio toll highway, one of the first
public-private partnership (PPP) projects in the road transport sub-sector and in the sub-region, which
is deemed to be a success on account of its innovative approach and its rapid implementation. The
Bank's support to this project, which is expected to be one of the first flagship projects in the urban
transport sub-sector, will complement its recent operations such as the Dakar-Diamniadio motorway
and the new Blaise Diagne International Airport (AIBD) and strengthen its leadership in ensuring the
continent's development.
Knowledge Management
7. The project will provide the Bank with a good opportunity to build its knowledge on the impact
of infrastructure projects on urban development and, consequently, on economic development.
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Results-Based Logical Framework of the Project Country and Project Title: Senegal: Dakar-Diamniadio-AIBD Regional Express Train Project, Phase I: Dakar-Diamniadio Segment
Project Goal: Contribute to the re-zoning and reorganization of the urban space in the Dakar Region
RESULTS CHAIN
PERFORMANCE INDICATORS MEANS OF
VERIFICA
TION
RISKS/
MITIGATION MEASURES Indicator (including ISCs) Baseline Situation Target
IMP
AC
T
Contribute to the restructuring
of the urban transport system in
order to achieve the expected level of GDP growth
(i) GDP growth rate;
(ii) mobility rate (number of
trips per person per day); and (iii) share of public transport
(PT) in total travel within the
Dakar metropolitan area
In 2015: (i) GDP: 6.4%;
(ii) mobility: 0.34 trips per
person per day; and (iii) PT accounts for
69.81% of motorized
travel
In 2025: (i) GDP: 7%;
(ii) mobility: 0.39 trips per person per day; and
(iii) PT accounts for 72.81% of all motorized
travel, representing an increase of 3%
Source:
ANSD and
CETUD statistics
Risk on impact: Reluctance to relocate certain economic activities
Mitigation Measures: The tax advantages proposed in the future Diamniadio Special
Economic Area could provide an incentive to relocate
OU
TC
OM
ES
Outcome 1: Dakar-Diamniadio
railway service level is improved
(i) Waiting times at train
stations and average train
travel time between Dakar
and Rufisque;
(ii) Commercial speed on the
railroad increases; and (iii)
Number of passengers per
day.
In 2015: (i) 108 minutes,
comprising 60 minutes of
journey time and 48
minutes of waiting and
drop-off/pick-up times per
passenger;
(ii) 20 km/h for the
commercial speed of the
PTB; and (iii) 25,000
passengers/day used the
PTB
In 2019: (i) 45 minutes, comprising 34 minutes
of journey time and 11 minutes of waiting and
drop-off/pick-up times per passenger;
(ii) 60 km/h for the commercial speed of the
TER;
(iii) At least 113,100 passengers/day will use the
TER;
Sources:
Statistics from
CETUD and
from the future TER
operating company
Risks on Outcomes
(i) The smooth interconnection of the various public transport modes
in the Dakar metropolitan area as well as the incentives and disincentives for using private cars are not realized on time; and
resources of the Urban Transport Development Fund (FCTU), which
are crucial to rate compensation, are not secured and increased; (ii)
irregular electric power supply by SENELEC may affect the TER's
operating costs; (iii) the limited capacity and security of the car parks used to drop-off/pick-up passengers at the train stations is likely to
discourage the modal shift from private cars to the TER; and (iv)
polluting informal sector activities around the enclosure wall of the TER right-of-way are not relocated and the sanitation problems in the
residential areas along the TER line are not resolved
Mitigation Measures:
These risks are mitigated by: (i) Government commitment to
implement the recommendations of the study that CETUD will conduct
with CODATU support and which will focus on the modal
interconnection mechanism with an investment programme and on the
identification of alternative sources of FDTU supply; (ii) dual-mode
electro-diesel locomotives that make it possible to offset the irregular supply of electricity and operate the rolling stock; energy mixing by
using solar energy for lighting and for operation of the communication
and signalling systems; (iii) inclusion in the contract of the future TER operating company, of the possibility of extending the car parks built
under this project, in case of need; and (iv) the construction of the
markets provided for under the project to accommodate some of the relocated activities and implementation of the sanitation project in the
cities of ONAS.
Outcome 2: The following are
improved in the PA:
(i) working conditions of
women;
(ii) youth employability; and
(iii) public awareness on
railway safety, environmental
preservation and protection of
public property.
(i) Performance of the activities of women's groups;
(ii) Number of youth (including women) trained in
railway professions; and
(iii) Number of persons
sensitized
In 2015: NA
From 2020: (i) performance of women’s
activities increases by at least 20%
(ii) at least 300 youths, 20% being women, are
trained in railway professions; and
(iii) 1,000,000 people are sensitized
Statistics prepared by
the Ministry
of Women's Affairs and
women's
associations; Reports on
monitoring/e
valuation of socio-
economic
impacts
viii
OU
TP
UT
S
Output 1: A normal and
electrified dual railway with its own stations and maintenance
centre built between Dakar
Plateau and Diamniadio, with the elimination of all level
crossings and construction of a
slewed and reinforced metre gauge track between the two
locations.
(i) Total length of normal
electrified tracks, number of bridge structures and total
fencing constructed; (ii) total
distance of metre gauge tracks slewed; (iii) number of
maintenance centres; and (iv)
number and capacity of stations and stops, and surface
area of car parks
In 2015: (I) N/A; (ii) 1
road/rail bridge; (iii) 10 km
of fencing in very poor condition; 38 km of metre
gauge tracks (1.00 m); (iii)
no maintenance centre and 14 stations/stops in very
poor condition
In 2019: 2x36 km of standard gauge tracks
(1.435 m) constructed, as well as 100 structures
including 48 railway bridges, 20 road bridges, 31 special structures and a grade separation; and
(iii) 76 km of cement-block fencing; 2
maintenance centres and 11 stations/stops will be rebuilt and 2 stations classified as historical
monuments (Dakar and Rufisque) will be
renovated.
Supervision,
progress, impact
monitoring
and evaluation,
audit and
project completion
reports
Risks on Outputs
(i) difficulties and delays in vacating the right-of-way according to schedule; (ii) difficulties in coordinating the various companies and in
interpreting the deliverables (related to design/construction) could lead
to an extension of deadlines and additional costs linked to default interest; and (iii) delays in the raising and payment of counterpart funds
by the country
Mitigation Measures
These risks are mitigated by: (i) securing of resources in a special
account opened for compensations, which has been provisioned with at
least CFAF 3 billion in 2016 and increased consultations with the
communities affected by the project and local authorities; (ii)
entrusting the responsibility of coordinating the various stakeholders to
the company tasked with M1 works which included the cost of this service in its financial bid; and being vigilant in monitoring the
execution of all stages of the FDS studies prior to validation; and (iii)
the priority given to this project in the budget; Bridging loans amounting to 100 billion CFA francs obtained by the Government from
the local banks, which made possible to pay the advance payment for
the works to handle any cash-flow problems and avoid any costs resulting from default interest on overdue payments; securement of
counterpart funds by including, in the finance law of the year
concerned, the annual amount of the national counterpart contributions;
and regular provisioning of the account opened for compensation. All
the above will be conditions of the project loan.
Output 2. Rolling stock
procured and set up
(i) Number, type and capacity
of trains; and (ii) Number and
capacity of DDD buses plying the Diamniadio-AIBD stretch
In 2015: 0 electro-diesel
trains; and (0) bus
In 2019: (i) 13 to 15 four-car electro-diesel
trains. Each train can carry between 400 and
500 passengers; and (ii) 10 high-capacity buses
Output 3. Socio-economic
infrastructure and facilities
constructed
(i) Number of socio-
economic infrastructure and
facilities constructed;
In 2015: N/A From 2019 (i) 15 multipurpose sports fields for
the youth built and equipped; (ii) 10 women's
centres and 10 childcare centres constructed and
equipped; (iii) support to 20 youth associations (ASC); (iv) support to 30 women's
organizations (WOs) through the supply of 40
product processing units (PPUs) in the fisheries, handicraft, market gardening, tailoring and fruit
processing sectors, as well as support for
packaging, storage and sale of their products and management training; (v) 5 sanitary
facilities rehabilitated and equipped; and (vi) 7
markets constructed in PA municipalities, including a large modern market at Camp
Thiaroye
Output 4: Studies and services
conducted
Number of final reports
approved
In 2015: N/A In 2019: (i) 4 study reports; (ii) 3 impact
monitoring and evaluation reports; (iii) 3
awareness reports; (iv) 4 accounting and financial audit reports; (v) 3 technical audit
reports; (vi) 3 procurement audit reports; (vii) 8
quarterly progress reports and a final report; (viii) 1 report on youth training; and (ix) 1 final
report on vacation of the rights-of-way
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KE
Y A
CT
IVIT
IES
COMPONENTS RESOURCES (UA MILLION)
A. Studies
B. Development of the Dakar-Diamniadio Railway Line (Phase 1)
C. Related development works
D. Operational and maintenance support
E. Project management
F. Vacation of the right-of-way
Components In CFAF
million
In UA
million
In EUR
million
Source in EUR million
AfDB IsDB AFD
French
Treasury Gov’t
A - Studies 1100 1.31 1.68 0.00 0.00 0.00 0.00 1.68
B. Development of the Dakar-Diamniadio railway line (Phase 1) 494,713.04 591.36 754.19 167.00 295.98 98.66 93.73 98.80
C. Related development works 6,896.14 8.24 10.51 10.51 0.00 0.00 0.00 0.00
D - Operational and maintenance support 2,000.00 2.39 3.05 1.52 0.00 0.00 0.00 1.52
E. Project management 6,933.00 8.29 10.57 0.43 0.00 0.00 0.00 10.14
F. Vacation of the right-of-way 49,500.00 59.17 75.46 0.00 0.00 0.00 0.00 75.46
Physical and financial contingencies 7,503.65 8.97 11.44 3.47 4.02 1.34 1.27 1.34
Total 568,645.82 679.74 866.89 182.94 300.00 100.00 95.00 188.95
x
Implementation Schedule
Implementation of works on the systems
Implementation of infrastructure works
Provision of rolling equipment
AWARENESS-RAISING OF THE POPULATIONS
ACCOUNTING, TECHNICAL & CONTRACTS PROCUREMENT AUDIT
VACATION OF THE RIGHT-OF-WAY
MANAGEMENT AND MONITORING OF PROJECT IMPLEMENTATION
Procurement process
Auditing
1
MANAGEMENT REPORT AND RECOMMENDATION TO THE EXECUTIVE BOARD ON THE
PROPOSAL TO AWARD A LOAN TO SENEGAL TO FINANCE THE DAKAR-AIBD REGIONAL
EXPRESS TRAIN PROJECT, PHASE 1, DAKAR-DIAMNIADIO SEGMENT
Management hereby submits this report and recommendation concerning a proposal to award a loan of
EUR 182.94 million to Senegal to finance the Dakar-AIBD Regional Express Train (TER) Project -
Phase 1: Dakar-Diamniadio Segment
I STRATEGIC THRUST AND RATIONALE OF THE PROJECT
1.1 Key Development Questions
1.1.1 Despite its dominant role in the national economy (25% of jobs and 55% of GDP), the Dakar
Region is experiencing an underemployment problem that affects almost 73% of its labour force as well
as problems related to the shortage and poor quality of public transport. Studies conducted by the
Ministry in charge of land transport show that the losses resulting from this situation amount to CFAF
108 billion, of which CFAF 63 billion is attributed to air pollution, CFAF 41 billion to congestion and
traffic jams and CFAF 4 billion to road accidents. This region which currently has a population of
approximately 3.5 million inhabitants (and is projected to have 5 million inhabitants by 2030), accounts
for 23.65% of the total national population and 49.6% of the urban population. The spatial and
organizational configuration of this region has raised the pressure on land and increased urban mobility
needs. Hence, there is an urgent need to build a public transport system that satisfies the region’s
growing travel needs.
1.1.2 In response to this situation, the Government has embarked on: (i) a programme to create urban
centres, particularly in Diamniadio; (ii) the construction of the new Blaise Diagne International Airport
(AIBD); (iii) the construction of motorways linking Dakar to AIBD via Diamniadio; and (iv) the
creation of an Integrated Special Economic Area of Dakar (DISEZ). CETUD survey results projections
in 2015 showed that of the 12.5 million trips recorded within the Dakar metropolitan area daily, 80%
are done on foot, 16% through public transport (PT) and 4% through other motorized means. Given its
average commercial speed of 20 km/h and the average time lapse of 50 minutes per trip (1.43 million
hours spent per day on PT trips), the current public transport system in Dakar, consisting of buses,
minibuses, collective taxis and the Small Suburban Train (PTB) cannot satisfactorily meet travel needs.
The Government’s project entails replacing the PTB with the future Regional Express Train (TER) to
provide access to the outlying suburbs of Dakar through an omnibus and possibly a semi-direct service.
This project will be interconnected with the proposed Rapid Transit Bus (BRT) lines project and other
existing and/or projected public transport systems. Construction of the TER and diversion of public
transport flows towards it would free up almost 64,000 hours a day (i.e. 7 years) in travel time. The
traffic study showed that the 113,000 passengers expected per day when the TER is commissioned
would come from: (i) 92.40% of traffic diverted from public transport; (ii) 5.7% of traffic diverted from
private cars (PCs); and (iii) 2.9% of induced traffic. These diverted traffic volumes represent slightly
over 5.16% of total daily public transport trips and 1.29% of trips made in private cars in the Dakar
metropolitan area.
1.1.3 The project will be implemented in two phases: namely Dakar-Diamniadio (36 km) and
Diamniadio-AIBD (19 km). The expected project outcomes are reduced travel time, increased mobility
and reduced congestion by increasing the public transport share of total traffic. In February 2016, the
Government of Senegal submitted a request to the Bank to finance the project. In May 2016, a delegation
visited the Bank's Headquarters in May 2016 to reaffirm the importance that the Government attaches
to the project. A similar request was submitted to the IsDB and the AFD. The IsDB financing agreement
was signed in March 2017. The Financing Agreements of the AFD and French Treasury were signed in
April 2017.
2
1.2 Project Linkage with Country Strategy and Objectives
1.2.1 The Emerging Senegal Plan (PSE) is the new medium- and long-term reference framework for
economic and social policy and, indeed, the framework for the operations of Senegal's technical and
financial partners (TFPs). It comprises three pillars, namely: (i) structural transformation of the
economy and growth; (ii) human capital, social protection and sustainable development; and (iii)
governance, institutions, peace and security. Boosting industrial competitiveness and improving
transport and urban mobility conditions have been identified as major sources of inclusive and
sustainable growth under the PSE.
1.2.2 This project is one of the Priority Action Plans (PAP-2014-2018) of the PSE. In its 2016-2020
Transport Sector Policy Letter (LPST4), the Government of Senegal, cognizant of the issues and
relevance of the transport sector, embarked on a programme to execute major backbone projects that
will develop and modernize transport infrastructure in Senegal. The strategic guidelines of LPST4,
which are based on PSE Pillar 1, are: (i) consolidation of internal access routes and regional integration;
(ii) efficient governance and public administration; (iii) professionalization of transport services and
greater competitiveness; and (iv) strengthening of the urban transport modernization policy.
1.3 Rationale for the Bank’s Involvement
1.3.1 The programme is consistent with: (i) the Bank's Long-term Strategy (SLT) designed, among
other things, to boost Africa's growth through infrastructure development; (ii) the High-5 priorities to
“industrialize Africa” and “improve quality of life for the people of Africa” which are predicated on
boosting economic growth; and (iii) the Bank’s integrated urban development strategy focused on three
pillars, including the development of urban infrastructure to enhance the mobility of factors of
production. Indeed, in Senegal, urban centres (65% of GDP) and especially the capital city of Dakar
(55% of GDP) drive growth thanks to the economies of agglomeration. The Dakar region is home to
49.60% of Senegal's urban population and creates over 25% of the jobs in the country. It is also home
to the bulk of industrial activities which account for 23.5% of GDP and employs 18% of the labour
force. High transport costs (in terms of high fares and long travel times) and difficult transport
conditions affect yields and drive up production costs. They also undermine the capacity to compete
against imported products. Moreover, improved transport conditions will have a positive impact on the
living conditions and standards of the population (33% of the 12-hour working day is spend on home-
work transport).
1.3.2 The Bank's CSP 2016-2020 for Senegal focuses on 2 pillars, namely: (i) Pillar 1: Support to
agricultural transformation; (ii) Pillar 2: Strengthening of production and competitiveness support
infrastructure (energy and transport). This project is based on Pillar 2, whose main objective is to
contribute in addressing the energy and transport deficit in order to boost agricultural and agro-industrial
production. The Bank intends to support the Government’s implementation of its transport sector policy,
aimed at: creating wealth through affordable access to domestic and international markets; and
satisfying the population's demands in terms of accessibility and mobility, which are crucial to the PSE,
given its key role in supporting productive activities. This programme is included in the lending
programme of CSP 2016-2020.
1.3.3 The Bank is one of Senegal’s biggest transport sector financial partners, and, consequently,
must continue its operations in one of its focus areas which is urban development as defined in its
strategy adopted in 2011. By participating in this project, the Bank will improve urban mobility and
support the spatial restructuring of the Dakar metropolitan area, which are the conditions needed to
achieve economic growth targeted by PSE. Bank support to this project will complement its recent
operations such as the Dakar-Diamniadio motorway and the new Blaise Diagne International Airport
(AIBD).
3
1.4 Donor Coordination
1.4.1 Several donors are active in Senegal's transport sector including the Bank, the World Bank, the
European Union, the Millennium Challenge Account (MCA), the French Development Agency (AFD),
BADEA, the IsDB, the WADB and other bilateral donors. The Bank through its national office (COSN)
is an active member of the Expanded Group of TFPs (or Group of 50) and of several thematic groups.
It has held the Chairmanship or the Vice-Chairmanship of four thematic groups since 2011. It also co-
chaired the Group of 50 in 2013 and 2014 respectively with USAID and Belgium. The various
development partners, including the Bank, have maintained regular dialogue with the Government,
during which the Bank has shared information with the authorities. This dialogue has yielded co-
financing and complementarity synergies on road projects. Under this specific project, consultations
were held between the Bank and Senegal's transport sector donors who all underscored the strong
complementarity of Bank actions and expressed support for the project. Consultation meetings were
also held with donors involved in parallel financing of this project to (i) harmonize financing agreement
conditions; (ii) agree that common activities, such as impact monitoring and evaluation, as well as
technical, accounting, financial and procurement audits, should be supported through funding by one of
the donors; and (iii) agree on the terms for joint supervision of project implementation.
1.4.2 The table below presents some transport sector indicators.
Table I.1 : Transport Sector Financing
Sector Magnitude as % of GDP as % of exports as % of labour
Year 2012 2012 2011
Senegal’s transport and communication sector 10 11 3
Stakeholders – Annual Public Spending of Senegal’s Transport Sector
(averages in XOF million)
Donors
AfDB WB IsDB CHINA EU Others
Year Total Gov’t
2010-2015 in XOF 922,020 477,282 38,834 54,296 97,554 50,124 36,408 167,152
as % 100 % 51.76 % 4.21% 5.89 % 10.58 % 5.44 % 3.95% 18.17 %
Aid coordination level in Senegal Existence of thematic working groups
Existence of a global sector program
AfDB role in aid coordination
Yes
No
Member
II PROJECT DESCRIPTION
2.1 Project Objectives and Components
2.1.1 The project's development objective is to contribute to the restructuring of the urban transport
system in the Dakar Region in order to achieve the expected level of GDP growth.
2.1.2 Specifically, the project will: (i) significantly improve the railway service level between the
city centre and suburbs of Dakar; (ii) improve the working conditions of women's groups and youth
employability in the project area; and (iii) raise awareness on railway safety, environmental protection
and the protection of public property.
2.1.3 To achieve this objective, the scheduled activities have been grouped into six components
summed up in the table below.
4
Table II.1 : Project Components
Component Name
Cost in
EUR
million
Description
A - Studies 1.68
This component includes Phase 1 and Phase 2 studies. It involves all the studies
conducted or scheduled after the launch of competitive bidding for works in 2015,
especially preparation of the RAP completed in 2016. The studies concern the
institutional structuring of the CETUD to transform it into a Public Transport
Organization Authority (AOT); preparation of the RAP for phase 2 of the project
(Diamniadio-AIBD); and the study on the reorganization of public transport to
interconnect it with the TER.
B. Development of the
Dakar-Diamniadio Railway
Line (Phase 1) 764.42
This component comprises: (i) construction of 36 km of 2 railway tracks with a
standard gauge of 1.435 m; (ii) systems installation works on 36 km; (iii) slewing
of the two existing metre gauge tracks over 38 km; (iv) construction/renovation of
13 train stations; (v) procurement of 13 to 15 electro-diesel trains; (vi)
environmental protection measures; (vii) awareness-raising on environmental
protection and safety; (viii) works control and supervision and (ix) specifics
studies.
C. Ancillary Works 11.72
This component comprises: (i) construction and equipment of 15 multipurpose
sports fields for the youth; (ii) construction and equipment of 10 women's centres
and 10 childcare centres; (iii) support to 20 youth associations (ASC); (iv) support
to 30 women's organizations (WOs) through the supply of 40 products processing
units (PPUs) in the fisheries, handicraft, market gardening, tailoring and fruit
processing sectors, as well as support for packaging, storage and sale of their
products and management training; (v) rehabilitation, extension and equipment of
5 sanitation structures; (vi) construction of 7 markets in PA municipalities,
including a large modern market at Camp Thiaroye; (vii) control and supervision
of ancillary works; (viii) detailed studies and BDs of ancillary works.
D. Operational and
Maintenance Support 3.05
This component comprises: (i) support for youth training in railway operations;
and (ii) support to Dakar Dem Dikk through the procurement of 10 large-capacity
buses to provide a rapid shuttle service between the Diamniadio Train Station and
AIBD until Phase 2 of TER is completed.
E. Project Management 10.57
This component comprises: (i) assistance to the contracting authority other than
works control and supervision services for component B; (ii) monitoring and
evaluation of the socio-economic impacts of the project; (iii) technical audit; (iv)
accounting and financial audit; (v) procurement audit; (vi) equipment of the
executing agency; (vii) communication; and (viii) functioning of the executing
agency.
F. Vacation of the Right-of-
way 75.46
This component comprises: (i) compensation for PAPs; and (ii) environmental
monitoring.
2.2 Technical Solution Retained and Alternative Solutions Considered
2.2.1 The project will be implemented under a design-and-build arrangement. Accordingly, the
following activities were conducted between 2015 and April 2016: (i) technical and socio-economic
feasibility studies, as well as a strategic environmental and social assessment; (ii) declared preference
surveys and a traffic study to configure the project such that it accommodates a traffic volume of
113,000 to 124,000 passengers per day; and (iii) the financial model. FDS, ESIA and ESMP studies will
be conducted under the coordination of the main contractor who will be selected to build the railways.
The solution adopted entails modifying the existing railway installations (2 to 6 existing metre gauge
tracks) in order to lay four tracks in the long term (two UIC-standard tracks, with a gauge of 1,435
metres, electrified through overhead wires, plus two metre gauge tracks for freight transport, one of
which will be built under this project to replace the existing track). To ensure good commercial speed
5
and increase safety, all level crossings have been eliminated. The weight of the rails shall be at least 54
kg/m and the axle load will be 22.5 tons. The rolling stock will be electro-diesel locomotives and the
communication system will be GSM-R.
2.2.2 The alternative technical solution considered and the reasons for its rejection are summed up
in Table II.2 below.
Table II.2 : Alternative Solutions Considered and Reasons for Rejection
Alternative Solution Brief Description Reason for Rejection
Metre gauge railway
lines with diesel
locomotives
Modify existing railway facilities (2 to 6
existing metre gauge tracks) to eventually lay
four metre gauge tracks, of which three will
be constructed under this project. To ensure
good commercial speed and increase safety,
all level crossings have been eliminated. The
weight of the rails shall be at least 54 kg/m
and the axle load will be 22.5 tons. The
locomotive will be fully diesel-powered and
the communication system will be GSM-R.
Cost savings of 35%, but the acceleration and
braking performance, which is crucial in case
of numerous closely-spaced stops, is not as
good as that of electro-diesel locomotives.
Moreover, it deviates from the
recommendation of the International Union of
Railways (UIC) and the African Union of
Railways (AUR) that, for reasons of network
interconnection, the UIC gauge should be
adopted for new infrastructure.
2.3 Project Type
2.3.1 This is an autonomous national investment operation. Donors usually get involved in Senegal’s
transport infrastructure sector through these types of operations. The resources requested from the AfDB
will be used to finance known social and economic infrastructure. Moreover, the funds will be disbursed
for specific and clearly-defined investments. Hence, this specific loan is the best instrument for the
Bank's intervention in this project.
2.4 Project Cost Estimate and Financing Mechanisms
Project Costs by Component
2.4.1 The total programme cost, net of taxes and customs duties, including physical and financial
contingencies, is UA 679.74 million, or CFAF 568,645.825 million or EUR 866.89 million at the
January 2017 exchange rate of UA1 = CFAF 836.568 or EUR 1.27534.
Table II.3 : Estimated costs per component for the whole project
COMPONENTS CFAF million UA million EUR million
Foreign
exchange LC Total
Foreign
exchange L.C. Total
Foreign
exchange L.C. Total
A – Studies 880.00 220.00 1,100.00 1.05 0.26 1.31 1.34 0.34 1.68
B. Development of the
Dakar-Diamniadio
railway line (Phase 1) 395,770.43 98,942.61 494,713.04 473.09 118.27 591.36 603.35 150.84 754.19
C. Ancillary works 5,516.91 1,379.23 6,896.14 6.59 1.65 8.24 8.41 2.10 10.51
D. Operational and
maintenance support 400.00 1,600.00 2,000.00 0.48 1.91 2.39 0.61 2.44 3.05
E. Project Management 1,860.26 5,072.73 6,933.00 2.22 6.06 8.29 2.84 7.73 10.57
F. Vacation of the right-
of-way 49,500.00 49,500.00 59.17 59.17 75.46 75.46
Base cost 404,427.60 156,714.57 561,142.17 483.44 187.33 670.77 616.55 238.91 855.46
Physical contingencies 551.69 137.92 689.61 0.66 0.16 0.82 0.84 0.21 1.05
Price contingency 5,451.23 1,362.81 6,814.03 6.52 1.63 8.15 8.31 2.08 10.39
TOTAL COST 410,430.52 158,215.30 568,645.82 490.61 189.12 679.74 625.70 241.20 866.89
6
Table II.4 : Estimated costs per component of AfDB Project (AfDB+Gov't)
COMPONENTS CFAF million UA million EUR million
Foreign
exchange L.C. Total
Foreign
exchange L.C. Total
Foreign
exchange L.C. Total
A – Studies
B. Development of the Dakar-
Diamniadio Railway Line
(Phase 1) 102,560.00 25,640.00 128,200.00 122.60 30.65 153.25 156.35 39.09 195.44
C. Ancillary works 5,516.91 1,379.23 6,896.14 6.59 1.65 8.24 8.41 2.10 10.51
D. Operational and
maintenance support 400.00 1,600.00 2,000.00 0.48 1.91 2.39 0.61 2.44 3.05
E. Project Management 710.26 3,922.73 4,633.00 0.85 4.69 5.54 1.08 5.98 7.06
F. Vacation of the right-of-way
Base cost 109,187.17 32,541.96 141,729.13 130.52 38.90 169.42 166.45 49.61 216.06
Physical contingencies 551.69 137.92 689.61 0.66 0.16 0.82 0.84 0.21 1.05
Price contingency 1473.62 368.41 1842.03 1.76 0.44 2.20 2.25 0.56 2.81
TOTAL COST 111,212.49 33,048.29 144,260.78 132.94 39.50 172.44 169.54 50.38 219.92
Financing Arrangements
2.4.2 The project will be co-financed in parallel by the AfDB (ADB Window), AFD, French
Treasury (FT) and the Government of Senegal as indicated in Tables 2.4 and 2.5 below. The AfDB
contribution will cover part of the costs for components B, C and D. Senegal's access to the ADB
window is determined on a case-by-case basis and the Bank's contribution to the funding of this project
was reviewed in October 2016 by the Credit Risk Committee (CRC) which recommended its
presentation to the Board in the first quarter of 2017. The IsDB, AFD and the French Treasury have
signed their financing agreements in March and April 2017. Transmission to the Bank of the financing
agreements of the other donors is a condition of the African Development Bank (AfDB) loan for the
project.
2.4.3 Senegal's counterpart contribution to the project (EUR 188.95 million) represents 21.80% of
the project cost and will be used to defray: (i) the full cost of Components A and F; and (ii) part of the
cost of components B, D and E. It should be noted that the Government, in addition to the amounts
allocated to the project in the budget, has secured loans of CFA 100 billion from local Banks for the
advance payment of the works contracts in order to bridge the gap while expecting the effective
availability of donor funding for the project. Annual inclusion of the counterpart contribution amount
in the finance law is a condition of the loan for this project.
Table II.5 : Project financing source
SOURCES
CFAF million UA million EUR million
% F.E. L.C. Total F.E. L.C. Total F.E. L.C. Total
AfDB 95,316.00 24,684.00 120,000.00 113.94 29.51 143.44 145.31 37.63 182.94 21.10%
IsDB 157,429.68 39,357.42 196,787.10 188.19 47.05 235.23 240.00 60.00 300.00 34.61%
AFD 52,476.56 13,119.14 65,595.70 62.73 15.68 78.41 80.00 20.00 100.00 11.54%
French Treasury 49,855.22 12,463.80 62,319.02 59.59 14.90 74.49 76.00 19.00 95.00 10.96%
GOV’T 55 353,06 68 590,93 123 943,99 66,17 81,99 148,16 84,39 104,57 188,95 21.80%
Project total 410,430.52 158,215.30 568,645.82 490.61 189.12 679.74 625.70 241.20 866.89 100.00%
7
Table II.6 : Project costs by expenditure category
EXPENDITURE CATEGORIES
UA million EUR million
% F.E. L.C. Total F.E. L.C. Total
A – Goods 106.81 28.06 134.86 136.21 35.78 171.99 19.84%
B - Works 354.74 88.68 443.42 452.41 113.10 565.51 65.23%
C – Services 22.13 8.53 30.66 28.23 10.88 39.10 4.51%
D – Miscellaneous 0.00 61.82 61.82 0.00 78.85 78.85 9.10%
BASE COST 483.68 187.09 670.77 616.85 238.60 855.46 98.68%
Physical contingencies 0.66 0.16 0.82 0.84 0.21 1.05 0.12%
Financial contingencies 6.52 1.63 8.15 8.31 2.08 10.39 1.20%
TOTAL COST 490.85 188.89 679.74 626.00 240.89 866.89 100.00%
Table II.7 : Expenditure schedule by project components (in EUR million)
Components 2016 2017 2018 2019 2020 Total
A. Studies 0.74 0.77 0.17 1.68
B. Development of the Dakar-Diamniadio Railway Line (Phase 1) 69.67 298.16 308.64 77.71 754.19
C. Ancillary works 0.30 7.15 3.06 10.51
D. Operational and maintenance support 0.38 1.91 0.76 3.05
E. Project Management 0.56 3.49 3.20 2.02 1.31 10.57
F. Vacation of the right-of-way 12.69 30.18 26.75 5.83 75.46
Baseline cost 1.29 86.62 332.41 346.46 88.67 855.46
Physical contingencies 0.03 0.71 0.31 1.05
Price contingency 0.95 4.05 4.29 1.10 10.39
Total 1.29 87.56 336.49 351.47 90.08 866.89
% Total 0.15% 10.10% 38.82% 40.54% 10.39% 100.00%
Table II.8 : Expenditure schedule by project expenditure category (in EUR million)
Categories 2016 2017 2018 2019 2020 Total
A - Goods 0.39 17.77 68.38 70.08 17.79 174.41
B – Works 50.68 222.39 239.42 61.54 574.03
C– Consultancy services 0.74 5.91 14.52 14.20 4.25 39.61
D – Miscellaneous 0.17 13.20 31.20 27.77 6.51 78.85
TOTAL 1.29 87.56 336.49 351.47 90.08 866.89
% Total 0.15% 10.10% 38.82% 40.54% 10.39% 100.00%
Table II.9 : Programme expenditure schedule by financing source (in EUR million)
Source 2016 2017 2018 2019 2020 Total
AfDB 16.93 68.51 76.56 20.82 182.94
IsDB 30.00 120.00 120.00 30.00 300.00
AFD 10.00 40.00 40.00 10.00 100.00
French Treasury 9.50 38.00 38.00 9.50 95.00 GOV’T 1.29 21.14 69.98 76.91 19.76 188.95
Project total 1.29 87.56 336.49 351.47 90.08 866.89
% Total 0.15% 10.10% 38.82% 40.54% 10.39% 100%
8
Table II.10 : Cost per component of the AfDB project (AfDB+Gov't)
COMPONENTS CFAF million UA million EUR million UA million
Foreign
exchange LC Total
Foreign
exchang
e LC Total
Foreign
exchang
e LC Total AfDB Gov’t
A. Studies
Phase 1 studies
Phase 2 studies
B. Development of the Dakar-
Diamniadio Railway Line (Phase 1)
Works on the systems 102,400.00 25,600.00 128,000.00 122.40 30.60 153.01 156.11 39.03 195.13 130.95 22.06
Environmental measures
Works control and supervision
Awareness-raising on environmental
protection and railway safety; 160.00 40.00 200.00 0.19 0.05 0.24 0.24 0.06 0.30 0.24
C. Ancillary works
Development of multipurpose
platforms 2,183.23 545.81 2,729.04 2.61 0.65 3.26 3.33 0.83 4.16 3.26
Construction of traders’ sheds and
shops 2,183.23 545.81 2,729.04 2.61 0.65 3.26 3.33 0.83 4.16 3.26
Support to youth and women's
associations 640.00 160.00 800.00 0.77 0.19 0.96 0.98 0.24 1.22 0.96
Ancillary works control and
supervision 350.45 87.61 438.07 0.42 0.10 0.52 0.53 0.13 0.67 0.52
Detailed studies and BDs for
ancillary works 160.00 40.00 200.00 0.19 0.05 0.24 0.24 0.06 0.30 0.24
D. Operational and maintenance
support
Vocational training for the youth 200.00 800.00 1,000.00 0.24 0.96 1.20 0.30 1.22 1.52 1.20
Support to Dakar Dem Dikk to
ensure rapid access from the
Diamniadio TER Terminal to AIBD 200.00 800.00 1,000.00 0.24 0.96 1.20 0.30 1.22 1.52 1.20
E. Project Management
Assistance to the delegated project
management team, other than works
control and supervision
Monitoring and evaluation of the
project´s socio-economic impact 60.00 60.00 120.00 0.07 0.07 0.14 0.09 0.09 0.18 0.14
Technical audit 60.00 60.00 120.00 0.07 0.07 0.14 0.09 0.09 0.18 0.14
Accounting and financial audit 40.00 40.00 80.00 0.05 0.05 0.10 0.06 0.06 0.12 0.10
Procurement audit 40.00 40.00 80.00 0.05 0.05 0.10 0.06 0.06 0.12 0.10
Equipment of the executing organ 510.26 510.26 1,020.52 0.61 0.61 1.22 0.78 0.78 1.56 1.22
Communication 992.00 992.00 1.19 1.19 1.51 1.51 1.19
Functioning of the executing organ 2,220.47 2,220.47 2.65 2.65 3.39 3.39 2.65
F. Vacation of the right-of-way
Compensation
Environmental monitoring
Baseline cost 109,187.17 32,541.96 141,729.13 130.52 38.90 169.42 166.45 49.61 216.06 140.72 28.70
Physical contingencies 551.69 137.92 689.61 0.66 0.16 0.82 0.84 0.21 1.05 0.82
Price contingency 1,473.62 368.41 1,842.03 1.76 0.44 2.20 2.25 0.56 2.81 1.90 0.30
TOTAL COST 111,212.49 33,048.29 144,260.78 132.94 39.50 172.44 169.54 50.38 219.92 143.44 29.00
2.5 Project Area and Beneficiaries
2.5.1 The TER project route which follows that of the current PTB covers a total distance of 55 km
between the Dakar city centre and Blaise Diagne International Airport (AIBD), passing through 19
communes, 17 of them in the Dakar Region and two in Thiès Region (Keur Moussa and Diass). Given
its impact (reduction of congestion, reconfiguration of traffic in the Dakar region), the direct project
area (DPA) covers the Dakar Region and the two abovementioned communes of Thiès. The extended
project area (EPA) could also include the town of Thiès and the Communes of Mbour / Saly, especially
if the Diamniadio-Thiès railway is maintained. The PA has a surface area of 802 km2, or 0.41% of the
total national surface area (196.712 km2) and a population of nearly 3,500,000 inhabitants according to
2016 projections, or 23.65% of the national population (14,799,859 inhabitants). Women form 49.65%
of the population and 44.5% of them are below the age of 20. Its population is essentially urban (96%
urbanization rate) and accounts for almost half of the country's urban population (49.6%).
9
2.5.2 The PA is dominated by industrial activities and services. Its economy is mainly driven by the
port and the Dakar international airport. It controls 80% of Senegal's economic activities and hosts most
of the country's factories, the offices of all international agencies, the ministries and the main national
university. Its hotel facilities have also transformed it into a perennial tourism centre. Industrial activity
contributes 23.5% of GDP, employs 18% of the labour force and is mainly driven by the robust
performance of the food, chemical and building materials industries. The secondary sector is currently
beset by energy sector shortcomings and the high cost of goods and passenger transport. Although the
PA transport system is relatively more developed than that of other regions in the country, supply still
fails to match demand. The Niayes area is the main production site for horticultural products and
accounts for 30% of national vegetable output. Mango alone occupies 70% of the orchard surface area
in the area. The PA is the third fishing region of Senegal. Some of the fish is processed on an artisanal
basis. In 2013, 11.2% of the catch was reserved for artisanal processing. The post-processing tonnage
is 2,588.4 tons. Artisanal processing helps to stabilize the fresh fish market and address conservation
problems during periods of overproduction. The market gardening and artisanal fish processing sub-
sectors, which are dominated by women, are fraught with difficulties, poor domestic market
organization, and the lack of water, training and inputs to increase yields. Compared to the other regions,
the PA has better sanitation facilities. Its health coverage indicators exceed WHO standards. Social
organization trends show that early childhood development is a national priority. The number of
childcare facilities increased by 9% from 737 in 2012 to 804 in 2013, including 25 childcare centres
and 10 community centres.
2.5.3 The 2nd Poverty Monitoring Survey in Senegal (IOPS-II) of 2011, finalized in May 2013, found
that income poverty incidence was 26.10% in the PA, compared to 46.7% for the whole country. The
unemployment rate in the PA is estimated at 14%, relative to the national rate of 10.2%. Youth
unemployment is higher in the PA (16.8%) than in urban centres (16.3%) and rural areas (10.5%).
2.5.4 The direct project beneficiaries are transport users of the PA who rely on motorized means of
transport (20% of daily trips). Considering that the project will reduce congestion and pollution, the
indirect beneficiaries are persons who go on foot (80% of daily trips). The main positive social impacts
expected from the project are: (i) improved transport conditions and access to basic social and socio-
economic infrastructure in the PA; (ii) the creation of jobs for the youth and women; and (iii) improved
returns from women’s activities and the youth development framework. Thanks to its impact on GDP
growth, fuelled by the new development centres of the PA, the project will help to reduce poverty and
improve the living standards of the urban population.
2.6 Participatory Approach to Project Identification, Design and Implementation
2.6.1 A participatory approach was adopted during the project identification and preparation process.
Accordingly, state institutions, local authorities, associations, community-based organizations (CBOs)
and the population of the project area were informed and consulted during preparation of the preliminary
design studies. Similarly, during preparation of the Strategic Environmental and Social Assessment
(SESA) and the Full Resettlement Plan (FRP) from February to June 2016, these same stakeholders
were also informed during the working sessions and public meetings. The meetings and workshops
organized by APIX provided useful information on the TER project, specifically on governance,
technical components as well as environmental and social impacts. They also made it possible to collect
and subsequently review the opinions, concerns and expectations of the various stakeholders. Lastly,
joint and personalized surveys and meetings facilitated the holding of crucial negotiations on the
conditions and schedule for vacating the rights-of-way, especially with the 11,703 project-affected
persons (PAPs).
2.6.2 A communication plan will be prepared and implemented during project implementation. The
objective of this plan is to establish a process of regular information, consultation and dialogue on the
project with the various stakeholders, mainly through coordination meetings, awareness-raising
10
campaigns, pre-compensation meetings with PAPs, monitoring and evaluation surveys to monitor socio-
economic impact, and monitoring of implementation of environmental impact mitigation measures.
2.7 Bank Group Experience and Lessons Reflected in Project Design
2.7.1 The Bank is a key stakeholder in transport sector financing in Senegal. As of 30 January 2017,
the Bank’s active portfolio in Senegal contained 15 (fifteen) ongoing national public operations for a
net total commitment of UA 379.04 million. The portfolio comprises 6 (six) regional projects costing a
total of UA 77.08 million. The overall disbursement rate is 23.96 % and 11.10 % for national and
regional operations, respectively. The sector breakdown of national projects is as follows: infrastructure
(44.17%); rural sector (18.76%); water and sanitation (20.34%); governance (10.24%) and the social
sector (6.48%). Meanwhile, regional operations are dominated by the infrastructure sector (70.9%),
followed by the rural sector (28.87%), and multi-sector (0.23%). Total commitments for the Bank’s
private sector window in Senegal amount to approximately UA 147.10 million and focus on 7 (seven)
operations. The disbursement rate for private sector window operations was 86.60%. Performance of
the Bank’s national public sector portfolio is deemed satisfactory: (i) the portfolio has been significantly
rejuvenated in recent years, with the average age of operations declining from 5.5 years in 2011 to 3.26
years as of 30/01/2017; (ii) the portfolio has no problematic project (PP) or potentially problematic
project (PPP). The current transport sector portfolio has two national and two multinational projects.
For these three operations, the conditions precedent to first disbursement were fulfilled as shown in the
annex.
2.7.2 Project completion and supervision reports in Senegal are prepared regularly and various
lessons have been learned from them. Those learned from the implementation of transport sector
projects are: (i) the need for good quality FDS studies to improve the quality of projects at
commencement; (ii) the need to respect procurement, project execution and audit deadlines to avoid
additional costs and the risk of suspension of disbursements; and (iii) the fact that failure to execute
impact monitoring and evaluation activities and to monitor them after project completion makes it
impossible to measure the impact of Bank operations on the country's development. Furthermore, in the
IDEV report on the evaluation of Bank Group strategies and programmes in Senegal for 2004-2013, it
is recommended that the regularity and autonomy of resources should be ensured to guarantee the
sustainability of investments in transport infrastructure. These lessons have been reflected in this
project as follows: (i) the design-and-build method entails risks resulting from defects in the quality of
studies (additional costs arising from increased quantities) which are borne by the successful bidders;
(ii) the ongoing procurement process should be completed with the approval of the Bank's funding; (iii)
the project includes coverage of the cost of impact monitoring and evaluation services; and (iv) the
financial model for operating the TER shows that all the operating and maintenance costs will be fully
covered by earnings.
2.8 Key Performance Indicators
2.8.1 The identified key performance indicators and expected outcomes at project completion
presented in the results-based logical framework are: (i) the waiting times at train stations and the
average travel time by train between Dakar and Rufisque; (ii) the commercial speed on the railway link;
(iii) the number of passengers transported by the TER; (iv) the performance of women's groups; (v) the
number of youths trained in railway professions, at least 20% being girls; and (vi) the number of people
sensitized to railway safety, environmental protection and the protection of public property. The
baseline situation for these indicators as defined in the logical framework will be verified and an
assessment will be conducted at mid-term and at project completion by a consultancy firm.
2.8.2 Other more or less tangible impacts, apart from those outlined in the logical framework, are:
(i) impact on land use planning in terms of assistance to the urban centres of Diamniadio and the
Integrated Special Economic Area (300,000 inhabitants and 75,000 jobs projected in the long run); (ii)
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impact on the development of train station neighbourhoods which will become urban centres or benefit
from proximity to urban areas around the 14 planned stations and stops; (iii) impact on inequitable
access to PT since the TER will be fully accessible to persons with reduced mobility (PRM), which is
not the case for existing public transport facilities (no accessibility to road vehicles, PTB trains, stops
or stations); (iv) impact in terms of increased comfort and improved attractiveness of public transport;
the level of comfort in current public transport facilities is one of the reasons often cited for
dissatisfaction in passenger satisfaction surveys conducted in Dakar; (v) impact on road safety thanks
to the reduction in road travel using private cars or public transport buses; (vi) impact on parking needs
in downtown Dakar: the modal shift to the TER means that the traffic volume of 9,200 to 17,300 daily
trips by private car could release 1,500 to 3,000 saved parking spaces, by analogy with other projects;
and (vii) impact on the railway right-of-way. The rights-of-way of the existing railway line, which are
often occupied illegally or informally at the moment, will be vacated and completely secured by a
cement-block fence.
2.8.3 Apart from these outcome indicators and the achievement indicators in the logical framework,
programme implementation performance indicators will also be monitored. They were selected based
on the Bank's institutional performance indicators defined in Presidential Directive No. 02/2015 on the
design, implementation and cancellation of sovereign Bank Group operations. These are essentially: (i)
deadlines for implementation and fulfilment of conditions precedent to first disbursement; (ii)
procurement deadlines; (iii) average project progress status indicator (PI); and (iv) changes in the
disbursement rate in accordance with the expenditure schedule. These indicators will be monitored
during supervision missions and in the daily management of the project.
III PROJECT FEASIBILITY
3.1 Economic and Financial Performance
3.1.1 The traffic study shows that there is traffic diverted from public transport to the TER as well
as induced traffic. The traffic model developed is one of growth and allocation of public transport
demand in the Dakar region. It followed that passenger traffic on the TER depends on the fare, supply
volume and connections between the TER and other public transport modes. Of the 113,000 passengers
expected per day when the TER is commissioned in 2019: (i) 92.40% come from traffic diverted from
public transport (PT); (ii) 5.7% come from traffic diverted from private vehicles (PV); and (iii) 2.9%
are induced traffic. Such diverted traffic represents slightly over 5.16% of trips made per day in public
transport and 1.29% of trips made in private cars. Traffic on the Dakar-Diamniadio highway, composed
largely of PVs, is growing steadily. Given the low volume of traffic diverted from PVs, the TER tends
to complement rather than compete with the Dakar-Diamniadio Motorway.
3.1.2 For the purpose of assessing the socio-economic balance sheet, the benchmark situation
comprises: (i) construction of the Bus Rapide sur Site Propre (BRSP) line, especially the red line
planned by CETUD; (ii) renovation of the metre gauge track and train stations as well as procurement
of the rolling stock to increase PTB supply, while retaining the level crossings to cut expropriation costs;
and (ii) restructuring of the supply of the public transport system, including the BRSP green line project
to ensure interconnection with the PTB. In the project situation, it is considered that, in addition to the
TER, the BRSP red line is constructed and that the public transport network structure, including the
BRSP green line project, are reconfigured to ensure interconnection with the TER. The costs relate to
investment and operation of the TER. The advantages factored into the calculation (time and comfort
gains, accidents avoided, reduced exposure to pollution, etc. which are not commercial by nature, are
given a pecuniary value, referred to as the “benchmark value” assessed at CFAF 824 per hour) and
savings on vehicle operating costs are generated thanks to the TER. The assessment period shall be
equivalent to 40 years of full operation, approximately corresponding to the lifetime of the main project
components, including the rolling stock. The residual value is equivalent to 44.68% of the investment.
12
3.1.3 The socio-economic assessment was based on two scenarios (an intermediate scenario with a
fare of CFAF 350 and a transport supply rate of 8 trains/hour at commissioning and a baseline scenario
with a fare of CFAF 500 and a supply rate of 6 trains/hour at commissioning) for phase 1. The
construction of Phase 1 is cost-effective from the socio-economic viewpoint. Its EIRR ranges from
13.90 to 15.97% depending on the fare rate. The V10 financial model of January 2016 which analysed
the operating balance for three fare levels on the Dakar-Diamniadio segment (baseline scenario: CFAF
500; intermediate scenario: CFAF 350; and social scenario: CFAF 150) shows that the basic and
intermediate scenarios make it possible to achieve the operating balance (excluding the initial
investment). The socio-economic balance sheet is very sensitive to traffic reports. CETUD will initiate
a public transport network restructuring study with a view to interconnecting and organizing public
transport around the TER. This study will be conducted as soon as possible so that the necessary funding
can be raised and the attendant investments executed and completed at the same time as the TER project.
3.1.4 The sensitivity test (10% increase in project costs and 10% reduction in benefits) shows that
the EIRR varies from 15.97% to 11.81%, depending on the fare rate. Hence, the project is economically
profitable. The table below sums up the economic analysis of the project, with the detailed analysis
provided in the technical annexes of this report.
Table III.1:- Summary of the Economic Analysis
Economic Parameters Analysed
Dakar-Diamniadio Segment (Phase 1)
Rate of CFAF 350 Rate of CFAF 500
Economic rate of return (ERR) 15.97% 13.90%
Net present value (NPV) CFAF 318.15 billion CFAF 173.99 billion
ERR sensitivity test (+10% variation in costs and -10%
in benefits) Between 15.97% and 13.62% Between 13.90% and 11.81%
3.2 Environmental and Social Impact
Environment
3.2.1 Considering its magnitude and the abovementioned characteristics, the TER project is
classified in category 1, based on Senegal’s environmental safeguards system. Furthermore, based on
the Bank's Integrated Safeguards System, it is classified in environmental category 1.
3.2.2 The Environmental and Social Management Framework (ESMF) derived from the Strategic
Environmental and Social Assessment (SESA) defines the main requirements, actions and measures
designed to mitigate, offset or eliminate negative impacts, both for works contract holders and for the
services of consultants responsible for works control and supervision. Under the design-and-build
configuration adopted, these requirements have been incorporated into the BDs, and provide for the
development of a works site ESIA and ESMP. General Fascicle 00 of the BDs explicitly states this
requirement. The same applies to the TORs for control missions. The measures identified at this stage
are, for the most part, appropriate and the expected positive environmental, economic and social impacts
are significant. Transmission to the Bank of the worksite ESIA and ESMP and the quarterly
implementation reports of the ESMP and the RP is a condition of the project loan.
3.2.3 The Department for the Environment and Vacation of the APIX Rights-of-way (MOD),
assisted by the Project Supervision Assistance Team shall monitor the mitigation measures
recommended for project implementation. It will be supported by the works control and supervision
mission acting as the external control entity. Periodic monitoring will be conducted by the Directorate
13
for the Environment and Classified Establishments (DEEC) as an external control entity. The successful
bidder will complete the environmental and social management matrix for its part of the ESMP and
structure the said ESMP in accordance with the ISO 14000 standard, to ensure that it evolves into an
Environmental Management System (EMS) at commissioning and that the future TER operating entity
is certified for this standard.
3.2.4 The field visit made by the project appraisal mission confirmed that vacation of the project
right-of-way will entail procurement of the strips of land that lie along the existing railway right-of-
way. It also ascertained that a good number of residential and commercial buildings occupy the right-
of-way. The completed parcelling plans have been finalized and transmitted to the Bank. At this stage,
several optimization options are envisaged.
Resettlement
3.2.5 The estimated total number of PAPs is 11,703. An FRP covering the departments of Dakar,
Pikine and Rufisque, has been validated by the Ad Hoc Committee and published on the APIX website.
Furthermore, under the design-and-build configuration adopted, optimization is done prior to detailed
studies, covering: (i) the number of pedestrian bridges or tunnels; (ii) the adoption of retaining walls on
certain segments, in replacement of embankments; and (iii) the reallocation of existing infrastructure
such as depots and workshops. Such optimization is likely to greatly reduce the number of PAPs and
consequently cut compensation amounts. However, APIX has already opened offices on the sites and
the committees chaired by the local Authorities are working to sensitize, inform and coordinate
populations in order to carry out the compensation process under the best conditions.The project loan
conditions are: (i) Annual inclusion of the amount of the compensation cost in the finance law and
regular provisioning of a special account for the payment of resettlement and compensation assessed
costs which already received an initial allocation of CFA 3 billion in 2016. The SESA and the FRPs
have been updated and published on the APIX website: http://investinsenegal.com/, and their summaries
were published on the Bank's website on 11/11/2016.
Climate Change
3.2.6 The project is not sensitive to the effects of climate change or erosion. It will be implemented
within the right-of-way of the existing railway which will be expanded to adjacent strips of land. Its
design includes recalibration of the hydraulic structures, which entails expanding some of them as well
as the bridges such that they remain above water during flood periods. In terms of its carbon footprint,
the project will prevent the generation of nearly 8,440 tons of CO2 annually during its operational phase,
solely through modal changes, or an estimated 337,600 tCO2 avoided over a 40-year lifespan. These
avoided emissions are likely to be supplemented in the near future by traction power generated from a
renewable, emission-free power source needed for the electric traction of the TER. Accordingly, the
project is classified in climate category 2, in accordance with the Bank's CSS.
Gender
3.2.7 According to ESPS-II, there are approximately 1,391,910 women in the PA, representing
49.65% of the population. ESPS-II estimates the number of households in Senegal at 1,499,943, of
which almost 27% are headed by women. This percentage is even higher in the PA. They are involved
in the sale and smoking of fish, retail trade in vegetable and fruit, sale of cosmetics, small-scale
gardening, dyeing and sewing. The lack of own capital is the main problem faced by women and
women's groups. The very informal mode of organization, lack of guarantees and ignorance of
management techniques and information technology all make it difficult for them to obtain funding.
The project will support women through women's groups (WGs), which are forums for sharing and
developing productive and financial capacities. The project will focus on providing support to improve
the performance of activities and build the capacities of group members by supplying 40 product
processing units (PPUs) to those involved in fisheries, handicrafts, market gardening, tailoring and fruit
14
processing; as well as support for the packaging, storage and marketing of their produce and training to
boost their managerial capacity.
3.2.8 Furthermore, childcare centres (CCCs), where young children can be kept during working
hours, will enable women to continue exercising their activities. Their extension to the PA under this
project will likely reinforce women's growing integration into working life. Indeed, Senegal has 717
CCCs, of which 25 are in the PA. Feedback shows that the learning conditions in the CCCs are generally
satisfactory, supervision is reasonable, but the operating and investment budgets are insufficient and it
is essential to reduce their prohibitive construction costs.
Social Situation and Youth Employment
Social
3.2.9 The TER project will provide full access to persons with reduced mobility (PRM), thus
ensuring universal access to this mode of public transport at an acceptable cost. By running through and
connecting very poor neighbourhoods as well as middle and upper class residential districts, it will boost
the development of the new town of Diamniadio with its 300,000 inhabitants.
Jobs
3.2.10 Youth employment has become a major concern in most developing countries. Given the
magnitude of this problem, a joint initiative of the African Union (AU), the African Development Bank
(ADB), the United Nations Economic Commission for Africa (ECA) and the International Labour
Organization (ILO) to promote job creation for youths in Africa was developed in 2011. In this regard,
the Bank Group has initiated a Jobs for Youth in Africa Strategy for the 2016-2025 period. The goal of
this strategy is to create 25 million jobs for the youth, with positive impacts on 50 million Africans over
the next decade, by focusing on three strategic levers, namely: integration, innovation and investment.
This strategy recommends that the issue of youth employment be mainstreamed into all projects.
3.2.11 According to ESPS-II, the Dakar urban area, which constitutes the bulk of the project area, has
the highest unemployment rate, with just over 14 out of every 100 persons being unemployed. In terms
of residential areas, youth unemployment is higher in urban areas (16.8% in urban Dakar and 16.3% in
other urban centres) than in rural areas (10.5%). Since youth employment is a concern to Senegalese
authorities, the project intends to ensure that: (i) incentives are included in bidding documents to
encourage the use of local labour for works; (ii) procurement measures are adopted for ancillary works
(worth a total of CFAF 7,688.66 million) to reduce contracts to a size that allows national SMEs to
participate in competitive bidding; (iii) practical training is provided to enhance youth and women's
employability in the railway sector and in the maintenance of bridge structures and buildings, with a
view to recruiting them for the future TER operating company.
3.2.12 The TER project will support the development of the Integrated Special Economic Area, which
will ultimately create 75,000 jobs. Infrastructure construction could create approximately 6,000 direct
jobs, 5,000 indirect jobs and 10,000 induced jobs per year, making an annual total of 21,000 jobs. To
this will be added the jobs and incomes generated by the related facilities provided for in the project
(support for women's and youth groups, building of infrastructures for markets, etc.)
IV IMPLEMENTATION
4.1 Implementation Arrangements
Executing Agency
4.1.1 The executing agency of the project is the Ministry of Infrastructure, Road Transport and
Access (MITTD), which will rely on the Agency for the Promotion of Investments and Major Projects
(APIX-SA) under a delegated project management (DPM) agreement signed on 27/05/2016. APIX has
15
proven experience in the implementation of similar projects. Pursuant to its instrument of establishment,
Decree No. 2016-853 of 23/06/2016 was signed to authorize APIX-SA to support implementation of
the project.
4.1.2 APIX is a limited liability company in which the State has a majority stake and which has a
strategic mission to promote major investments. It has several directorates, including the Directorate for
Major Projects Coordination, which has a Department for the Regional Express Train Project (DP-TER)
to ensure the effective monitoring of project implementation. It has 12 executives, including a manager
and his assistant, a financial officer, a communications officer, and a technical division head who
coordinates a team of 6 engineers (one civil engineer, one systems engineer, one electrical engineer and
three engineers seconded to the field). Part of the staff, including the Director, has already been recruited
and a progressive recruitment plan will be implemented as the works progress.
4.1.3 DP-TER will rely on the APIX departments in charge of finance, the environment and audit. It
will be supported with technical assistance consisting of a financial consultancy firm, a legal
consultancy firm, a works control and supervision consultancy firm, a technical control consultancy
firm, and a shadow operator.
4.1.4 DP-TER will be essentially responsible for: (i) ensuring compliance with State commitments
in financing agreements; (ii) preparing documents that enable the Government to fulfil the conditions
precedent to first disbursement; (iii) preparing bidding documents for submission to the Bank for formal
approval; (iv) ensuring compliance with the project implementation schedule; (v) preparing status
reports; (vi) preparing and ensuring the timely implementation of counterpart budgets; (vii) contributing
to the financial management of the project (checking of accounts, transmission of direct payment
requests to the Bank and timely submission of accounting and financial audit reports of the project);
(viii) ensuring impact monitoring and evaluation; etc. Preparation and transmission to the Bank of
quarterly progress reports on all project components, drafted according to the Bank's standard format
is a condition of the project loan.
4.1.5 To provide the necessary impetus, a Steering Committee (CP-TER) was established by Decree
No. 017618 of 25 November 2014. The CP-TER, chaired by MITTD, comprises representatives of the
Prime Minister, the MEF, the ARMP, the Delegation of Urban Centres and the General Managers of
APIX, CETUD, ANCF and PTB. CP-TER is tasked with validating the guidelines, preparatory and
implementation studies as well as the operating conditions of TER; speeding up all the administrative
steps needed to implement the project; raising and ensuring the optimum use of funding; and ensuring
compliance with the deadlines and commitments for all activities directly or indirectly related to the
satisfactory implementation of the project. It meets every month and when convened by its chair or
vice-chair, as appropriate. To accelerate the procurement process, the following bodies have been set
up: (i) a Technical Committee (TC) under the chairmanship of the GM of APIX, composed of the
representatives of MITTD, MEF, PTB, CETUD, AIBD, AGEROUTE, ANCF and SENELEC; and (ii)
an Ad Hoc Contracts Committee.
Procurement Arrangements
4.1.6 The procurement process for the Dakar-Diamniadio railway project began long before the
Government of Senegal requested the Bank to contribute to funding of the component on
“design/construction work on railway systems (M2)”. The Bank has reviewed this process and, based
on the information provided, has concluded as follows: (i) there is broad participation of domestic and
foreign companies and consortiums; (ii) the Government of Senegal used a two-step procedure to ensure
that qualified companies participate in such complex works; (iii) the “Major Projects” bidding
documents used are consistent with the Bank's standard model; (iv) the two complaints raised during
this process, including the one relating to Lot 2, were handled in accordance with applicable best
practices and based on the terms and conditions of bidding documents; (v) conduct of the bid evaluation
process for Lot M2 was generally satisfactory and consistent with the principles of transparency and
fairness. However, the contract as signed by the parties contains some discrepancies in the GCCs and
16
the CCAP, listed in the technical annexes to this report, which will have to be resolved through
preparation of an amendment.
4.1.7 It should be noted that the works bidding process included a firm tranche (Phase 1 Dakar-
Diamniadio) and a conditional tranche (Phase 2-Diamniadio-AIBD), and successful tenderers were
selected for both tranches. Only the firm tranche has been notified for start-up and the notification of
the start of the conditional tranche must take place no later than 3 months before the end of the firm
tranche. The Government is looking for Phase 2 funding. In the meantime, Phase 1 is planned to support
Dakar Dem Dik by acquiring 10 large-capacity buses to link of Diamniadio and AIBD until the
completion of phase 2.
4.1.8 It should be noted that these railway system design/build works (M2) will be financed
retroactively after the loan conditions have been met. Such retroactive financing concerns pre-financing
by the Government of the start-up advance and work executed from April to August 2017 for the sum
of CFAF 13.771 billion (around EURO 21 million).
4.1.9 Other procurements of goods, works and consultancy services will be executed in accordance
with the new procurement framework for operations financed by the Bank Group (October 2015). A
review of the Procurement System of Senegal (SPMS) led to the conclusion that SPMS can be used for
procurements relating to: (i) socio-economic development; (ii) operational and maintenance support;
and (iii) project management and monitoring, excluding accounting and financial procurement; on
condition that the SPMS mitigation measures provided for in paragraph B.5.9 of the technical annexes
of the project appraisal report are taken into account. Further details on procurement methods and
procedures (PMP) are detailed in the technical annexes of the appraisal report and in the procurement
plan.
Disbursement
4.1.10 The direct disbursement and reimbursement methods will be used for Bank-financed activities
under this project. Disbursement rules, policies and procedures, as defined in the disbursement manual
and in other Bank Group policy documents, will apply to Bank financing.
Financial Management
4.1.11 The financial management of the project will be based on the procedures applicable in APIX.
These procedures will include budgeting, expenditure execution and accounting procedures. APIX will
be responsible for implementing all controls needed to ensure: (i) the use of project funds solely for the
intended purposes, with a focus on economy and profitability; (ii) the preparation of accurate, reliable
and timely information for periodic financial reports; and (iii) the safeguarding of project assets. An
assessment of APIX's financial management mechanisms has revealed that it has the financial
management capabilities to meet the Bank's requirements for implementing this project. APIX has
formal procedures for budgeting and budget monitoring detailed in its Manual of Administrative,
Financial and Accounting Procedures. Hence, DP-TER will strive to ensure alignment with APIX's
budget cycle and include project budget forecasts into the APIX annual budget so that the national
counterpart contribution will be factored into this budget. Once validated, the budget will be keyed into
the accounting system so that its execution will be monitored. Budget implementation reports, prepared
on a quarterly basis, should be included in the quarterly progress reports required by the Bank. The
accounting of projects implemented within APIX is kept separately in the multi-project accounting
system set up during the implementation of previous donor-financed projects. It will also be used for
this project. DP-TER will maintain the three integrated accounting modules for various reporting needs,
namely: budget accounting, financial accounting and cost accounting. DP-TER will ensure that annual
financial statements are produced in accordance with the deadlines set in the financing agreement and
in accordance with the principles of commitment accounting, taking into account the specificities of
development projects.
17
Audit
4.1.12 The annual financial statements of the programme prepared by APIX, as well as the internal
control system, will be audited by an independent audit firm using criteria approved by the Bank. Four
audits have been scheduled for this project in 2017, 2018, 2019 and 2020. The audit reports will have
to be transmitted by APIX to the Bank within six months following the end of the fiscal year. The audits
will be conducted in accordance with international audit norms (ISA). The first-year audit will cover
the first 18 months, if the first disbursement is made in the second half (after June 30) of the year. The
external audit will have to be adapted to the specific risks of the project. The auditor´s contract will last
for one year, renewable based on the quality of services for a maximum period of three years.
4.2 Monitoring and Evaluation
4.2.1 The estimated implementation period for all Phase 1 activities of the project is approximately
5 (five) years, considering that the procurement process started in 2015. The project is scheduled to be
completed on 31 June 2019 and closed on 30 December 2020, after submission of the latest audit and
monitoring and evaluation reports. Project monitoring and evaluation will comprise internal and
external monitoring, supervision missions from the Bank, a mid-term review and a final evaluation
including completion reports from the executing organs. Monthly and quarterly works progress reports
shall be drafted by the works control and supervision firms. APIX shall forward a project
implementation report to the Bank on a quarterly basis.
4.2.2 Project impact monitoring and evaluation activities will make it possible to identify and analyse
outcome indicators that result from project implementation and which contribute to the achievement of
expected results. During the project implementation this activity funded by the Bank will be executed
by a consultancy firm or a university centre to be recruited by the executing agency. After project
implementation, the monitoring and evaluation assessment will be carried out regularly by the Division
in charge of CETUD mobility observatory.
Table IV.1: Project Monitoring and Supervision Schedule
Approximate
date Activity Composition of mission
Man-
weeks
06/06/2017 Launching Project officers (transport economist and civil engineer), a disbursements officer and a procurements officer
4
26/12/2017 Supervision Project officers (transport economist and civil engineer), an environmentalist and
a disbursements officer 4
27/03/2018 Joint donor supervision Project officers (transport economist and civil engineer), environmentalist,
disbursements officer, socio-economist and a procurements officer 6
27/07/2018 Supervision Project officers (transport economist and civil engineer) and an environmentalist 3
27/10/2018 Mid-term review of the project
Project officers (transport economist and civil engineer), a disbursements officer,
a procurements officer, an environmentalist, a socio-economist and a financial
management officer
7
27/05/2019 Joint donor supervision Project officers (transport economist and civil engineer), environmentalist,
disbursements officer, socio-economist and a procurements officer 6
24/01/2020 Supervision Project officers (transport economist and civil engineer), an environmentalist and
a disbursements officer 4
24/09/2020 Completion Report Project officers (transport economist and civil engineer), an environmentalist and
a socio-economist 6
Total 40
4.3 Governance
4.3.1 In area of governance, the authorities of Senegal have resolutely embarked on combating
impunity and promoting economic governance. The measures taken to ensure economic and fiscal
transparency include the adoption of Law No. 2012-22 on the public finance management transparency
code; Law No. 2012.30 to establish the National Fraud and Corruption Control Authority (OFNAC);
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Law No. 2014-17 on declaration of assets, followed by Decree No. 2014-1463 to present the list of
individuals subject to the declaration of assets. The country is ranked 10th among African countries
under the Mo Ibrahim Index of African Governance and 61st out of 175 countries under the 2015
Corruption Perceptions Index calculated by Transparency International, which is an improvement of
eight points relative to 2014. A recent assessment conducted by the Bank concluded that the
procurement procedures currently used in Senegal are based on the principles of economy, efficiency
and transparency in procurement and can be applied to national competitive bidding for Bank-financed
projects in the country. A letter of agreement in this respect was signed on 18 February 2014.
4.3.2 For the transport sector, the governance criteria defined by the Sub-Saharan Africa Transport
Policy Programme (SSATP) have been met. Indeed, the missions and responsibilities of the main
ministries, services, agencies, communes and bodies of the transport sector are clear and distinct. Sector
policy letters as well as sector and sub-sector strategies have been instituted and the performance
contract system is in place. According to recent studies conducted in Africa, the road networks of
countries that have both a road fund and a road agency are in much better condition, thanks to adequate
and guaranteed budget financing, than those of countries which do not have such entities. The
procurement plans for sector contracts (bidding, contract award, procurement dispute settlement) are
published in full and on time. Audits are regularly conducted and recommendations implemented.
Infrastructure planning and programming are carried out with the support of proven models. A
communication plan on achievements is defined.
4.3.3 The project's design also includes specific governance risk mitigation measures to ensure that
resources are used efficiently and for their intended purposes. All procurement activities shall be subject
to prior review and approval by the Bank. Furthermore, the project provides for independent auditors to
perform its financial and technical audits.
4.4 Sustainability
4.4.1 The sustainability of project investments depends on: (i) the measures that will be adopted to
maintain and renew investments and the required human resources availability; and (ii) harmonious
interconnection between the various modes of public transport in the Dakar metropolitan area as well
as the factors that encourage or discourage the use of private vehicles.
4.4.2 Concerning the first point, the Business Plan undertaken shows that the operation (excluding
the amortization of investments) is financially profitable and that the operating revenues cover the
operating and maintenance expenses. For the operation and maintenance of the TER, in April 2017, the
Government signed a protocol with the French Railway Company (SNCF) and the Paris Autonomous
Transport Authority (RATP). This consortium will set up a Senegalese law company, through a
management Contract of at least five (5) years. In this agreement it is also foreseen that the group will
create a training center dedicated to urban mobility and SNCF will support the creation of a Railway
Training School in Dakar which will increase the availability of required human resources for the
subsector. The transmission of the protocol and the documents for the setting up of the company are
conditions for the loan to the project. Concerning the 2nd point, the Government has undertaken to
implement the recommendations of the study that CETUD will conduct with the support of the
Cooperation for the Development and Improvement of Urban and Peri-urban Transport (CODATU).
Such support will focus on : (i) the modal interconnection mechanism with an investment programme;
(ii) reorganization of CETUD into a regulatory body for urban transport; and (iii) identification of
alternative sources of funding for the Urban Transport Development Fund (FDTU). Honouring of these
commitments is a condition of the project loan.
4.5 Risk Management
4.5.1 Risks related to the achievement of project outcomes are: (i) harmonious interconnection
between the various public transport modes in the Dakar metropolitan area and the factors that
encourage or discourage the use of private cars are not manifest within the set time frame; and the
resources of the Urban Transport Development Fund (FDTU), which are crucial to fare rate
19
compensation, are not secured and increased; (ii) informal sector polluting activities near the enclosure
wall of the TER right-of-way are not relocated and the sanitation problems of residential areas near the
TER line are not resolved; (iii) irregular supply of electricity by the National Electricity Company
(SENELEC) may affect the TER's operating costs; and (vi) insufficient capacity and insecurity in the
car parks of train stations for drop-off/pick-up could discourage modal transfer from PVs to TER. These
risks are mitigated through: (i) implementation of the recommendations of the study to be conducted
by CETUD with the support of CODATU to propose a modal interconnection mechanism with an
investment programme as well as alternative sources of financing for FDTU. The implementation of
these recommendations will be a condition of the project loan ; (ii) construction of the market
infrastructures planned under the project would facilitate the relocation of market activities and
execution of the neighbourhood sanitation programme along the TER by the National Sanitation
Authority (ONAS); (iii) the supply of dual-mode (electro-diesel) rolling stock and energy mixing for
lighting and for the operation of communication and signalling systems will mitigate this risk; (iv)
inclusion in the contract with the future TER operating company of the extension, as appropriate, of the
car parks to be built in the train stations under the project.
4.5.2 Risks Related to Project Implementation: (i) difficulties and delays in vacating the right-of-
way according to schedule; (ii) difficulties in coordinating the various companies involved in TER
works and in interpreting the deliverables (related to design/construction) could lead to an extension of
deadlines and additional costs linked to default interest; (iii) delays in the raising and payment of
counterpart funds by the country. These risks will be mitigated by: (i) securing resources in a special
account for compensations, provisioned with at least CFAF 3 billion in 2016; giving priority to this
project in the budget; and increasing consultations with affected communities and local authorities; (ii)
entrusting coordination of the various stakeholders to the company tasked with M1 works, whose
financial bid included the cost of related services and vigilance in monitoring the completion of all
stages of FDS studies prior to validation; and (iii) Bridging loans amounting to 100 billion CFA francs
obtained by the Government from the local banks, which made possible to pay the advance payment
for the works to handle any cash-flow problems and avoid any costs resulting from default interest on
overdue payments. Securing counterpart resources through inclusion of the annual amount of the
national counterpart contribution into the Finance Law for the fiscal year concerned as well as regular
provisioning of the account for compensation costs; which will be project loan conditions.
4.6 Knowledge Development
4.6.1 The knowledge to be generated from project implementation will focus on best practices in the
management of an urban mass transit project as well as monitoring and evaluation of its impact on the
spatial reorganization of large urban areas. It opens up a new field of learning for the country that should
help in future railway projects.
4.6.2 The project will provide the Bank with a good opportunity to implement its urban development
strategy adopted in 2011 and to expand its knowledge on the impact of backbone projects on urban
development and consequently on economic development. Best practices will be disseminated among
stakeholders involved in the project through regular meetings and briefings. The focus on assessing
project impact is particularly geared towards addressing the need for knowledge building. Indeed,
establishment of the baseline situation prior to the commencement of project activities will provide a
basis for comparison that will yield a realistic appraisal of the level of achievement of project impacts.
The comparison data will come from the programme outcomes assessment to be conducted at
completion. A national workshop will be organized to disseminate the knowledge gained from these
studies.
4.6.3 The main lessons and knowledge gained will be managed from a relational database at
CETUD. Actually, this database will facilitate the management of all accumulated knowledge on the
activities, outcomes, key results and lessons learned from this project. Summaries could be published
on the Bank's website.
20
V LEGAL FRAMEWORK
5.1 Legal Instrument
The instrument intended to finance this project is an AfDB project loan.
5.2 Conditions Associated with the Bank’s Intervention
A. Conditions Precedent to Loan Effectiveness
5.2.1 The loan agreement shall become effective subject to the Borrower’s fulfilment of the
conditions provided for in Section 12.01 of the AfDB’s General Conditions for Loan Agreements and
Guarantee Agreements (sovereign entities).
B. Conditions Precedent to First Loan Disbursement.
5.2.2 First disbursement of the loan shall be subject to fulfilment by the Borrower of the following
conditions to the satisfaction of the Bank:
(i) Provide the Bank with proof that the required financing agreements have been signed
between the Borrower and other project sponsors (paragraph 2.4.2);
(ii) Provide the Bank the agreement signed with the SNCF / RATP group for the operation
and maintenance of the TER and the creation of a railways professions training school
(paragraph 4.4.2).
C. Other AfDB Loan Conditions:
Furthermore, the Borrower should fulfil the following conditions, to the satisfaction of the Bank:
i) Provide the Bank, no later than 30 April of each financial year, with proof that the special
account opened to receive compensation funds for expropriation, has been sufficiently
provisioned to meet annual needs (paragraphs 3.2.5 and 4.5.2);
ii) Provide the Bank, as the works progress and prior to commencement of works in each
area, with proof of compensation of persons affected by the project in the area
concerned, pursuant to the Bank's applicable rules and procedures, the environmental
and social management plan (ESMP) and the Full Resettlement Plan (FRP) (paragraph
3.2.5;
iii) Forward to the Bank, no later than 30 April 2018, the articles of incorporation and
internal regulations of the company operating the TER (paragraph 4.4.2);
iv) Forward to the Bank, no later than 30 April 2018, the instruments relating to the modal
interconnection mechanism and alternative sources of funding for the FDTU which
emerged from recommendations of the CETUD study (paragraphs 4.4.2 and 4.5.1).
D. Commitments:
(i) The Borrower shall implement the project and have it implemented by its contractors
in accordance with: (a) the rules and procedures of the Bank; (b) national law; and (c)
recommendations, prescriptions and procedures contained in the Project Environmental
and Social Management Plan (ESMP);
5.3 Conformity with Bank Policies
This project complies with all the Bank’s applicable policies.
VI RECOMMENDATION
Management recommends that the Board of Directors should approve the proposal to award an AfDB
loan of EUR 182.94 million to the Republic of Senegal to finance this project in accordance with the
conditions set forth in this report.
ANNEX I
Comparative Socio-economic Indicators
Year Senegal Africa
Develo-
ping
Countries
Develo-
ped
Countries
Basic Indicators
Area ( '000 Km²) 2016 197 30,067 94,638 36,907Total Population (millions) 2016 15.6 1,214.4 3,010.9 1,407.8Urban Population (% of Total) 2016 43.5 40.1 41.6 80.6Population Density (per Km²) 2016 81.0 41.3 67.7 25.6GNI per Capita (US $) 2014 1 040 2 045 4 226 38 317Labor Force Participation *- Total (%) 2016 57.2 65.6 63.9 60.3Labor Force Participation **- Female (%) 2016 45.2 55.6 49.9 52.1Gender -Related Dev elopment Index Value 2007-2013 0.864 0.801 0.506 0.792Human Dev elop. Index (Rank among 187 countries) 2014 170 ... ... ...Popul. Liv ing Below $ 1.90 a Day (% of Population) 2008-2013 38.0 42.7 14.9 ...
Demographic Indicators
Population Grow th Rate - Total (%) 2016 3.0 2.5 1.9 0.4Population Grow th Rate - Urban (%) 2016 3.6 3.6 2.9 0.8Population < 15 y ears (%) 2016 43.8 40.9 28.0 17.2Population >= 65 y ears (%) 2016 2.9 3.5 6.6 16.6Dependency Ratio (%) 2016 87.6 79.9 52.9 51.2Sex Ratio (per 100 female) 2016 96.6 100.2 103.0 97.6Female Population 15-49 y ears (% of total population) 2016 24.1 24.0 25.7 22.8Life Ex pectancy at Birth - Total (y ears) 2016 67.3 61.5 66.2 79.4Life Ex pectancy at Birth - Female (y ears) 2016 69.2 63.0 68.0 82.4Crude Birth Rate (per 1,000) 2016 36.9 34.4 27.0 11.6Crude Death Rate (per 1,000) 2016 5.8 9.1 7.9 9.1Infant Mortality Rate (per 1,000) 2015 41.7 52.2 35.2 5.8Child Mortality Rate (per 1,000) 2015 47.2 75.5 47.3 6.8Total Fertility Rate (per w oman) 2016 5.0 4.5 3.5 1.8Maternal Mortality Rate (per 100,000) 2015 315.0 495.0 238.0 10.0Women Using Contraception (%) 2016 18.7 31.0 ... ...
Health & Nutrition Indicators
Phy sicians (per 100,000 people) 2004-2013 5.9 47.9 123.8 292.3Nurses and midw iv es (per 100,000 people) 2004-2013 42.0 135.4 220.0 859.8Births attended by Trained Health Personnel (%) 2010-2015 59.1 53.2 68.5 ...Access to Safe Water (% of Population) 2015 78.5 71.6 89.3 99.5Healthy life ex pectancy at birth (y ears) 2013 58.3 54.0 57 68.0Access to Sanitation (% of Population) 2015 47.6 39.4 61.2 99.4Percent. of Adults (aged 15-49) Liv ing w ith HIV/AIDS 2014 0.5 3.8 ... ...Incidence of Tuberculosis (per 100,000) 2014 138.0 245.9 160.0 21.0Child Immunization Against Tuberculosis (%) 2014 95.0 84.1 90.0 ...Child Immunization Against Measles (%) 2014 80.0 76.0 83.5 93.7Underw eight Children (% of children under 5 y ears) 2010-2014 12.8 18.1 16.2 1.1Daily Calorie Supply per Capita 2011 2 454 2 621 2 335 3 503Public Ex penditure on Health (as % of GDP) 2013 2.4 2.6 3.0 7.7
Education Indicators
Gross Enrolment Ratio (%)
Primary School - Total 2010-2015 80.9 100.5 104.7 102.4 Primary School - Female 2010-2015 84.3 97.1 102.9 102.2 Secondary School - Total 2010-2015 40.1 50.9 57.8 105.3 Secondary School - Female 2010-2015 38.2 48.5 55.7 105.3Primary School Female Teaching Staff (% of Total) 2010-2015 32.4 47.6 50.6 82.2Adult literacy Rate - Total (%) 2010-2015 55.6 66.8 70.5 98.6Adult literacy Rate - Male (%) 2010-2015 68.5 74.3 77.3 98.9Adult literacy Rate - Female (%) 2010-2015 43.8 59.4 64.0 98.4Percentage of GDP Spent on Education 2010-2014 5.6 5.0 4.2 4.8
Environmental Indicators
Land Use (Arable Land as % of Total Land Area) 2013 16.9 8.6 11.9 9.4Agricultural Land (as % of land area) 2013 46.3 43.2 43.4 30.0Forest (As % of Land Area) 2013 43.4 23.3 28.0 34.5Per Capita CO2 Emissions (metric tons) 2012 0.5 1.1 3.0 11.6
Sources : AfDB Statistics Department Databases; World Bank: World Development Indicators; last update :
UNAIDS; UNSD; WHO, UNICEF, UNDP; Country Reports.
Note : n.a. : Not Applicable ; … : Data Not Available. * Labor force participation rate, total (% of total population ages 15+)
** Labor force participation rate, female (% of female population ages 15+)
COMPARATIVE SOCIO-ECONOMIC INDICATORS
Senegal
August 2016
0
10
20
30
40
50
60
70
80
90
100
2000
2005
2009
2010
2011
2012
2013
2014
2015
Infant Mortality Rate( Per 1000 )
S ene gal A fr i ca
0
500
1000
1500
2000
2500
2000
2005
2008
2009
2010
2011
2012
2013
2014
GNI Per Capita US $
S ene gal A fr i ca
0.0
0.5
1.0
1.5
2.0
2.5
3.0
3.5
2000
2005
2009
2010
2011
2012
2013
2014
2015
Population Growth Rate (%)
S eneg al A fr ic a
01020304050607080
2000
2005
2009
2010
2011
2012
2013
2014
2015
Life Expectancy at Birth (years)
S ene gal A fr i ca
ANNEX II
Senegal: National active projects as of 30 November 2016
Date Amount Amount Rate Date
Sector/Operation date amount Disbursed Disbursed Closing (UA million) (UA million) (%)
RURAL
1
Community Roads Project in support of PNDL (PPC/PNDL) - ADF
- OPEC 17-Jul-13
11 Dec. 13
15.00
7.36
11.51
3.53
76.8
48.0
31-Dec-15
30-June-19
2
Project to Restore the Ecological and Economic Functions of Lake Guiers (PREFELAG)
- GEF
4-Sept-13
4-Sept-13
15.00
0.97
8.21
0.17
54.7
17.2
31-Dec-15
31-Dec-15
3
Food Security Support Project for the Louga, Matam and Kaffrine Regions - FAD
- GAFSP
26-April-13
26-April-13
2.00
29.43
0.93
12.23
46.7
41.5
31-Dec-15
31-Dec-15
4
PPF - Rice Value Chain Development Project in the Senegal River Valley
(PDCV rice) 18 May 2016 0.55 0 0 30-June-17
5
WP - Youth Entrepreneurship Development Programme in the
Agriculture and the Agri-food Sectors in Senegal (PDEJAS) 01-June-16 0.81 0 0 31-Jul-17
Sub-total 71.12 36.58 51.4
INFRASTRUCTURE
6
Dinguiraye-Nioro-Keur Ayib Road Rehabilitation Project (DNK) - ADF 28-May-14 23.77 7.85 33.0 30-June-18
7 RN2 Rehabilitation and Morphil Island Accessibility Project - AfDB 16-Dec -15 95.48 0.69 0.1 31-Dec -19
8 Digital Technologies Centre Project - AfDB 21-Oct.-15 48.18 0.21 0.4 31-Dec-20
Sub-total 167.43 8.75 5.2
WATER AND SANITATION
9
Strengthening of Multipurpose Water Supply Along the Louga-Thiès-
Dakar Highway, from the Keur Momar Sarr Power Station 18-Nov-16 51.37 0 0 31-Dec -20
10
Project to Improve Faecal Sludge Management and Treatment in
Ziguinchor Town - AWF 23-April-13 0.99 0.62 62.0 31-Dec -17
11
Water and Sanitation Sector Project (WSSP) - ADF
RWSSI
23-April-14
23-April-14
20.00
4.74
3.25
0.88
16.3
18.6
31-Dec -18
31-Dec -18
Sub-total 77.10 4.75 6.2
SOCIAL
12 Project to Support the Promotion of Employment for Youth and Women
(PAPEJF) - ADF 23-Oct.-13 21.19 2.93 13.8 30-June-19
13
Senegal Virtual University Support Project (PAUVS)
- FAD 18 Dec. 13 3.38 0.53 15.7 30-June-17
Sub-total 24.57 3.46 14.0
GOVERNANCE
14
Private Sector Promotion Support Project (PAPSP) - ADF 10-Sept-12 4.04 2.49 61.6 31-March-17
15
Local Development Reform Support Programme (PARDL) - ADF 14-Sept-16 34.78 34.78 100 31-Dec-17
Sub-total 38.82 37.27 96.0
TOTAL
379.04 90.81 23.96
ANNEX II
Senegal: Active Private Sector Window Projects as of 30 January 2017
Sector/Operation
Date
of approval
Amount
amount (UA million)
Amount
Disbursed (UA million)
Rate
Disbursed (%)
Date
Closing
1
Dakar toll highway project - Phase II - Senior loan
- Contingent debt facility
26-June-14
26-June-14
2.15
0.79
0
0
0
0
31-Dec-27
10-Dec-20
2 Blaise Diagne International Airport (AIBD) 17-Dec-10 55.32 50.03 90.4 5-March-29
3
Dakar toll highway project
- Senior loan
19-Jul-10
7.48
7.48
100
31-Dec-25
4
Sendou Electric Power Station Project - Senior loan
25-Nov-09
43.47
43.47
100
31-Dec-15
- Supplementary Loan 30-Oct.-15 3.95 0 0 10-Dec-27
5 Dakar Port container terminal 20-Jul-09 15.80 15.80 100 31-Dec -19
6 Kounoune Thermal Power Plant 22-June-05 5.73 5.73 100 30-June-17
7
Rice Farm Project of the Saint Louis Agricultural Corporation of Senegal (CASL)
22-June-16 12.41 4.83 38.9 23-March-22
TOTAL
147.10 127.34 86.6
* Source: SAP January 2017
Active Multinational Projects involving Senegal as of 30 January 2017
Sector/Operation
Date
Approval
Amount
amount
(UA million)
Amount
Disbursed
(UA million)
Rate
Disbursed
(%)
Date
Closing
RURAL
1
Multinational Programme to Boost Resilience to Food and Nutritional
Insecurity in the Sahel (P2RS)
16-March-15 22.25 2.32 10.4 30-June-20
Sub-total
22.25 2.32 10.4 INFRASTRUCTURES
2
Trans-Gambian Bridge Construction and Improvement Cross-border
Movement Project (Senegal loan)
16-Dec -11
3.18
0.01
0.4
30-June-17
3
Rosso Bridge Construction Project
(Senegal loan)
09-Dec -16
7.50
0
0
31-Dec-19
4 OMVG - Energy Project (additional studies) 19-Aug-13 1.47 0.93 63.4 31-Dec-17
5 OMVG Energy Project 30-Sept-15 42.50 5.23 12.3 31-Dec -20
Sub-total
54.65 6.17 11.3 MULTI-SECTOR
6
Results-based Management Capacity Building 16-May-12 0.18 0.07 39.9 30-May-17
Sub-total
0.18 0.07 39.9
TOTAL 77.08 8.56 11.1
ANNEX III
MAIN RELATED PROJECTS FINANCED BY THE BANK AND OTHER DEVELOPMENT PARTNERS IN SENEGAL
DONORS PROJECTS
INVESTMENT
AMOUNT (in CFAF
million)
ABEDA Construction of the Blouf Ring Road, Thionk Essyl - Balingor segment 7780
IsDB Rehabilitation of the N2 Ndioum-Thilogne 44100
Abu Dhabi and
OPEC Funds Rehabilitation of the N2 Ourossogui - Hamdi Ounare 14500
ABEDA Development of the Joal - Samba Dia-Djiffer road
12488
IsDB VDN LOT 2: CICES - Golf Club 37917
KFAED Touba-Dahra-Linguère rehabilitation: Lot 2 - Dahra-Linguère 9253
AfDB Gambia Bridge Construction Project 45,000
KFAED Touba-Dahra-Linguère rehabilitation: Lot1 Touba - Dahra (including the
Dahra deviation) 14789
Kuwaiti Funds Construction and development of VDN section 3: Golf - Tivaouane Peulh
segment, including access ramp to Tivaouane Peulh village 32,000
AfDB Rehabilitation of the Dinguiraye-Nioro-Keur Ayib road + 6 km of road
network in Nioro 12004
AfDB RN2 Rehabilitation and Morphil Island Accessibility Project 101,824
AFD Construction of the seaplane base road 1200
EDF Development of Passy-Sokone road 6897
AfDB Gambia bridge control post 2623
IsDB Rehabilitation Dialocoto-Mako - Lot 2: PK120-Mako 21000
WADB Rehabilitation of Dialocoto-Mako - Lot 1: Dialocoto - PK120 14000
World Bank Rehabilitation works on the Grand Niaye between Rufisque and Lompoul
LOT1, LOT2, LOT3 14,700
World Bank Rehabilitation works on the Grand Niaye between Rufisque and Lompoul
LOT2 + LOT3 8,100
MCA Rehabilitation works on RN6, segment: Kounkandé-Vélingara 6500
MCA Rehabilitation works on RN6, segment: Tanaff-Kolda 24,000
MCA Rehabilitation works on RN6, segment: Ziguinchor - Tanaff 45,000
AfDB/WAEMU
Construction works on the juxtaposed Boundou Fourdou posts 2,800
AfDB/WAEMU Construction works on the juxtaposed Moussala posts 5,600
Austria Construction works on the Kédougou bridge 3,000
ANNEX IV
25
The staff of the ADB Group have provided this map for the exclusive use of readers of this report to which it is appended. The appellations and the
demarcations on this map do not imply any judgment on the part of the ADB Group and its members concerning either the legal status of a territory or
the approval or acceptance of its boundaries.
ANNEX V
Annex V: Summary of Procurement Arrangements
Categories
Amounts in UA million
TOTAL SPM Senegal BMP Not
financed
by the
Bank OIB LIB Others OB LB Others
WORKS
- Railway works standard gauge
242.32
242.32
- Railway works metric gauge 20.60 20.60
- Systems Works
155.08
(132.72)
155.08
(132.72)
- Train station construction works
24.231
24.23
- Works pertaining to environmental
measures
0.60
0.60
- Associated works on market, health,
social and sports infrastructures
7.27 (7.27)
7.27
(7.27)
GOODS
- Computer hardware and software for the
executing agency
0.72
0.72
- Vehicles for the executing organ
0.50
0.50
- Rolling stock (train sets)
133.27
133.27
- Buses for DDD
1.20
1.20
- Small equipment for manufacturing or
processing of products
1.07
(1.07)
1.07
(1.07)
TOTAL 1 163.42
(141.06)
423.43
586.85
(141.06)
SPM Senegal BMP
TOTAL QCBS SMC /
SQC Others QCBS
SMC /
SQC Others
Not
financed
by the
Bank
SERVICES
- Monitoring and supervision of railways
and systems
23.04
23.04
Control and supervision of ancillary works
for commercial, social and sports
infrastructure
0.58 (0.58)
0.58 (0.58)
- Awareness-raising on environmental
protection and railway safety
0.24
0.24
- Studies Phases 1 and 2
1.31
1.31
- Studies and BDs for ancillary
infrastructure
0.27
(0.27)
0.27
(0.27)
- MOD assistance other than works
supervision
2.75
2.75
Monitoring and evaluation of the project´s
socio-economic impact
0.14 (0.14)
0.14 (0.14)
- Technical audit
0.14
0.14
- Accounting and financial audit
0.10
(0.10)
0.10
(0.10)
- Procurement audit
0.10
(0.10)
0.10
(0.10)
- Support for the job creation programme
for the youth 1.20
(1.20)
1.20 (1.20)
ANNEX V
SPM Senegal BMP
TOTAL QCBS SMC /
SQC Others QCBS
SMC /
SQC Others
Not
financed
by the
Bank
- Communications
1.19 1.19
MISCELLANEOUS
- Functioning of the executing agency
2.65
2.65
- Expropriations
53.79
53.79
- Environmental monitoring
5.38
5.38
TOTAL 2 2.19
(2.19)
0.19
(0.19)
90.50
92.88
(2.38)
GRAND TOTAL 513.93
679.74
(143.44)
NB: 'OTHER' refers to Consultation of suppliers, consultation of companies, mutual agreement contracts.
The figures in parentheses represent funding by the Bank, ADF or NTF. This information is recorded to match the
total loan/grant amount with the total featured on the table, although this is not part of the procurement
arrangements.
