MULTINATIONAL Botswana-Zambia - SADC North …...Corridor which links the mineral rich regions of...

SCCD: N.G.

AFRICAN DEVELOPMENT FUND Language: EnglishOriginal: English

MULTINATIONAL – BOTSWANA/ZAMBIA : PROPOSALFOR AN ADF GRANT OF UA 1.80 MILLION TO FINANCE THE SADC NORTH-SOUTH TRANSPORT CORRIDOR IMPROVEMENT STUDY

MULTINATIONAL Botswana/Zambia – The North-South Transport Corridor Improvement Study

ADF GRANT MATRIX

HIERARCHY OF OBJECTIVES EXPECTED RESULTS REACH PERFORMANCE INDICATORS INDICATIVE TARGETS ASSUPTIONS/RISKS

Sector Goal 1.1 Contribute to increase cross-

border trade and production factor flows to support regional socio-economic integration.

1.1 Reduction of Transports and transaction costs for import and export. Increase volume of trade.

Populations of Botswana, Zambia, DRC, & SADC.

1.1 Ratio of transport and insurance costs to total value of exports for the region reduced. Volume of Trade increased by 50%.

Source: Trade Data from IMF, SADC

Project Objective 2.1 Project preparation to remove

physical and non-physical barriers along the North-South Corridor.

2.2 Strengthen SADC capacity for formulation and coordination of Regional Infrastructure and NEPAD project

2.1 Required financial resources to

implement the Kazungula bridge and other corridor improvements are mobilized.

2.2 Trade and transport facilitation program formulated and implemented along with the infrastructure components.

2.3 SADC infrastructure project coordination improved.

Business community, exporters, importers, truckers, farmers, SADC Secretariat.

2.1 Commitment of donor agencies through signed loan/grant agreements, or Commitment of Private sector through a signed BOT agreement.

2.2 Timely preparation of regional infrastructure projects by SADC

2.1 Construction of Kazungula Bridge and corridor improvement started in 2008.

2.2 Implementation of trade and transport facilitation program started by 2008.

2.1 Member Countries remained committed to regional cooperation within SADC.

2.2 Member Countries support actively harmonized transport policies and programs and pursue their implementation vigorously.

Activities Consultancy Services 3.1 Kazungula Bridge and border

facilities (UA 2.04 M). 3.2 Corridor Facilities (UA 0.34 M). 3.3 Trade and Transport Facilitation

Program (UA 0.17 M). 3.4 Institutional Support & Audit

Services (UA 0.35 M).

3.1 Detail Design plans,

specifications and estimates and tender documents for the Kazungula Bridge and border posts facilities prepared.

3.2 Detail Design plans, specifications, estimates, and tender documents for corridor facilities (ICD, Weigh Stations, etc) prepared.

3.3 Trade and Transport Facilitation Program formulated and final reports prepared.

3.4 Infrastructure Expert recruited for SADC

Shippers, Freight Forwarders, Transporters, Ministries in charge of Transport and roads of SADC member countries. SADC Secretariat

3.1 Final design reports for the Kazungula bridge and corridor facilities approved by the governments of Botswana and Zambia, and the SADC.

3.2 Trade and Transport Facilitation program for the corridor validated by stakeholders;

3.3 Infrastructure Expert on board and operational

3.1 Detail Design Reports for Corridor Infrastructure improvement completed and bankable project ready by 2008.

3.2 Trade and Transport Facilitation Program adopted by member countries & receive implementation commitment by 2008.

3.1 Effective coordination of the implementation of the study by the SADC Secretariat and commitment of Botswana and Zambia to the project.

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1. INTRODUCTION 1.1 The Governments of Botswana and Zambia jointly requested the financial assistance of the Bank to prepare the detail design studies of the Kanzungula Bridge over the Zambezi River to remove the remaining physical and non-physical barriers along the SADC North-South transport corridor. The proposed bridge to link Botswana and Zambia over the Zambezi River is one of the missing links in the SADC regional trunk road network and has been included in the NEPAD-STAP. The proposed Detailed Design Studies will fully define the project and prepare it for implementation.

1.2 The Bridge is of strategic importance to the economic integration of the SADC region. The crossing provides the connection between the regional centers of economic activity and the link to from regional ports which handle all exports and imports from Botswana and Zambia. The construction of the Kazungula Bridge would replace the existing ferry which represent a major bottleneck, and enhance transport operations along the regional North-South Corridor which links the mineral rich regions of Zambia and DRC to Botswana and the port of Durban in South Africa. 1.3 The Project is considered as a priority by both the Botswana and Zambia governments, and is supported by the SADC Secretariat which had proposed its inclusion in the NEPAD STAP Projects. 1.4 The proposal, submitted for your consideration is in regard of a grant of UA 1.80 million from ADF resources for multinational operations – broken down in UA 1.45 million for Republic of Zambia (GRZ) and UA 0.35 million for SADC Secretariat - for the purpose of co-financing the SADC North-South Transport Corridor improvement study and strengthening the Secretariat’s institutional capacity as described in this report. This operation is consistent with the objectives of the New Partnership for Africa’s Development (NEPAD) and part of its short-term action plan for infrastructure. It is also consistent with the Bank Group’s Policy on Regional Economic Cooperation and Integration, which provides the basis for the utilization of ADF resources for multinational projects to promote regional economic integration. 2. THE PROPOSED STUDY 2.1 Study Design and Formulation 2.1.1 Across the SADC region, transport links that connect east to west are well established; however the north-south linkages have not been fully functional. Free movement of goods and people between Botswana and Zambia has been obstructed by the lack of a reliable bridge structure across the Zambezi River. This has been one of the greatest causes of hindered economic integration among the member states of SADC. The SADC north-south corridor connects the South African port of Durban to Lusaka (Zambia) and Lubumbashi (DRC) through Johannesburg and Gaborone (Botswana). All the corridor road links in South Africa, Botswana, and Zambia are of bitumen standard and in good conditions. However the lack of a bridge at the Botswana/Zambia border, and the poor condition of other corridor facilities such as border posts, weighbridge stations, and inland container depots represents serious constraints and transport bottlenecks. This condition is compounded by cumbersome transit procedures and the lack of harmonized transport regulations. The present study was designed to formulate a comprehensive development plan for both the physical and non-physical barriers along the north-south transport corridor connecting Botswana to Zambia through Kazungula, including the detail design of the bridge over the Zambezi River, improvements plans for one-stop border posts and other corridor facilities, and the design of a

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trade and transport facilitation program. The study will also investigate various financing and management options for the bridge. 2.1.2 The study design and formulation took into account lessons learned from previous interventions of the Bank and other donors in multinational transport operations, and projects involving regional entities. In past intervention of the Bank and other donors involving transport corridors, emphasis on addressing the physical infrastructure with no consideration for the non-physical barriers has had only modest results in improving cross-border mobility. Poor implementation capacity and inappropriate regional coordination has also been one of the weaknesses and the source of protracted delays in project execution. The proposed study formulation reflected these lessons through a comprehensive approach to address both infrastructure and trade facilitation aspects, and by providing technical assistance to supervise the implementation of the study and a strong regional project coordination steering committee with appropriate budgetary provisions. 2.2 Sector Goal

The sector goal of the study is to improve land transport communications between Botswana and Zambia and therefore contribute to the economic integration of the SADC region. 2.3 Study Objective The objective of the Study is to prepare the economic feasibility, detail engineering design, and tender documents for the Kazungula Bridge over the Zambezi River and other key infrastructure facilities along the SADC north-south corridor within Botswana and Zambia. 2.4 Description of the Study 2.4.1 The study comprises the following components:

A. Economic Feasibility and detail Design studies of the Kazungula Bridge, Border Control Facilities, and Tolling Facilities – Under this component, an economic feasibility, environmental and social impact assessment (ESIA), and detailed engineering design would be undertaken for the Kazungula Bridge and other related facilities. The bridge is a two-lane bridge with 1-m sidewalk on both sides. The total length of the bridge is 720 metres. The other facilities include 3-km approach road, One-Stop-Border Posts, and tolling facilities. The study would determine among others the most cost-effective bridge structure and the optimum financing/operating arrangements (Loan, BOT, Toll Concession, etc).

B. Feasibility and Detail Design of other corridor-related facilities along the North-South

Corridor – Under this component an assessment of the adequacy of other corridor-related infrastructure facilities will be conducted and design improvement carried out if deemed necessary. These facilities include inland container depots in Livingstone and Lusaka in Zambia; weighbridge stations and truck rest areas along the corridor within Botswana and Zambia; and one-stop border post at the Zambia/DRC border at Kasumbalesa.

C. Trade and Transport Facilitation along the North-South (Lubumbashi-Durban) corridor

– This component includes a diagnostic study and the preparation of a trade and transport facilitation program (regulatory framework, institutional framework, customs documentation, liability regimes, IT systems, etc) for the North-South Corridor.

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D. Institutional Support & Audit – This component includes the provision for the

recruitment of a three-year fixed-term Transport Infrastructure Expert to oversee the implementation of the study and assist the infrastructure department of SADC in the formulation, preparation and coordination of regional infrastructure and NEPAD projects. The component includes also a small allowance for the audit of the study.

3. COST AND FINANCING OF THE STUDY 3.1 Study Cost The total cost of the study including institutional support and Audit (net of taxes and duties) is estimated at UA 2.92 million (US$4.33 million) made up of UA 2.22 million (US$3.29 million) in foreign exchange cost and UA 0.70 million (US$1.04 million) in local costs. The cost estimates include a provision for physical and price contingencies of 10% and 6% respectively of the base cost. The engineering costs were estimated on the basis of unit costs for recent similar studies in the SADC region. Table 3.1 below shows the summary of the cost estimates for the study while the detailed cost estimates are presented in Annex 2.

Table 3.1 Summary of Study Cost Estimates

US Dollar Million Unit of Account Million Foreign Local Total Foreign Local Total Component Exchange Cost Cost Exchange Cost Cost

A. Bridge & Border Facilities 1.88 0.63 2.50 1.26 0.42 1.68 B. Corridor Facilities 0.38 0.13 0.50 0.25 0.08 0.34 C. Transport Facilitation 0.19 0.06 0.25 0.13 0.04 0.17 D. Institutional Suppt & Audit 0.45 0.05 0.50 0.30 0.03 0.34 Base Cost 2.89 0.86 3.75 1.95 0.58 2.53 Physical Contingencies 0.29 0.09 0.38 0.19 0.06 0.25 Price Contingencies 0.12 0.09 0.20 0.08 0.06 0.14 Total Study Cost 3.29 1.04 4.33 2.22 0.70 2.92

3.2 Sources of Financing

The studies will be financed by the African Development Bank Group and the Governments of Botswana and Zambia. The resources from the African Development Bank Group will come from the ADF, the ADB MIC Trust Fund, and the NEPAD-IPPF fund in proportions as shown in Table 3.2 below. The ADF resources will finance the activities of the study located in the Zambian Territory while the resources from the MIC Trust Fund and the NEPAD-IPPF will finance the activities of the study in Botswana. The contribution from these three sources of funds will cover 94% of the total cost of the studies. The Governments of Botswana and Zambia will provide the remaining 6%. The proposed financing plan for the studies is presented in Table 3.2 below.

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Table 3.2 - Proposed Financing Plan (in UA million)

Foreign Local Total Percent Source Exchange Cost Cost % ADF Grant 1.28 0.52 1.80 61.7% ADB MIC Trust Fund 0.60 - 0.60 20.6% NEPAD-IPPF 0.34 - 0.34 11.6% Gov. Botswana - 0.10 0.10 3.4% Gov. Zambia - 0.08 0.08 2.7% Total 2.22 0.70 2.92 100%

Table 3.3 - Study Cost per Country (in UA million)

Activities/ Total ADF ADB MIC NEPAD Counterpart Country Grant Fund IPPF Funding Activities in Botswana 1.04 - 0.60 0.34 0.10 Activities in Zambia 1.53 1.45 - - 0.08 Activities in SADC 0.35 0.35 - - - Total 2.92 1.80 0.60 0.34 0.18

4. IMPLEMENTATION OF THE STUDY 4.1 Executing Agency 4.1.1 The SADC Secretariat will be the implementing agency for the studies through a Project Implementation Team (PIT). The PIT will be responsible for overall monitoring, reporting and coordination of the project. The SADC Secretariat will appoint a staff member as a project implementation team leader. The project coordinator will be assisted by an Infrastructure Adviser to be recruited through the institutional support provided under this study to strengthen the capacity of SADC in the formulation, preparation and coordination of regional infrastructure and NEPAD project. The designated Team Leader as well as the fix-term Infrastructure Adviser shall have adequate experience in project formulation, procurement, coordination, monitoring and reporting. Their qualifications and experience shall be acceptable to the Bank. This will be made a condition of the protocol of grant. The proposed organizational structure for the implementation of the Study is shown in Annex 2. 4.1.2 The Project Implementation Team will generally be responsible for the following pre-award and project management activities:

Pre-award/Recruitment activities – (i) Prepare project implementation plan; (ii) Prepare Requests for Proposals documents; (iii) Invite expression of interest according to AfDB procedures; (iv) Conduct evaluation of proposals; (v) undertake contract negotiations, and propose selection of consultants, and suppliers as the case may be according to AfDB procedures; (vi) Follow up on all actions agreed with the Bank, related to these activities.

Project Management Activities – (i) Supervise and monitor consultants; (ii) Manage the project account; (iii) Ensure timely payments to consultants, and other contracting parties; (iv) Prepare and submit progress reports; (v) Ensure timely execution and submission of audit reports; (vi) Maintain all project records.

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4.2 Monitoring of the Study 4.2.1 The overall coordination of the studies will be provided by a Joint Steering Committee chaired by the Executive Secretary of SADC and comprising the Permanent Secretary for the Ministry of Works and Transport (Botswana), the Permanent Secretary for the Ministry of Works and Supply (Zambia), a representative of the Secretary for Economic Affairs, Ministry of Finance (Botswana) and a representative of the Secretary to Treasury, Ministry of Finance and National Planning (Zambia). The joint committee will raise any issues that may hamper or negatively affect the execution of the studies and advise on the necessary corrective measures. The committee will be involved in the review of interim reports for the studies and will hold frequent review and coordination meetings. In order to address potential cross border issues during the study implementation, the steering committee would invite to their meetings other officials of both countries as well as Zimbabwe and Namibia at the highest levels from the ministries responsible for Foreign affairs, Internal Security, Immigration, Police, Customs, Provincial and Regional Administration, etc. The nomination of members of the Joint Steering Committee by the recipients has been included as one of the conditions prior to first disbursement of the grant. 4.2.2 The PIT, which undertakes the day-to-day monitoring of the study, shall be answerable to the Joint Steering Committee. 4.3 Procurement 4.3.1 Procurement arrangements are summarized in Table 4.1. All procurement of goods and acquisition of consulting services financed by the ADF grant will be in accordance with the Bank's Rules of Procedure for Procurement of Goods and Works, or as appropriate Rules of Procedure for the Use of Consultants, using the relevant Bank Standard Bidding Documents.

Table 4.1 Summary of Procurement Arrangements (Million UA)

Project Categories

*Other Short-List Total

1. Consulting Services

1.1 Kazungula Bridge & Border Facilities 2.04 [1.00] 2.04 [1.00]

1.2 Design of Corridor Facilities 0.36 [0.32] 0.36 [0.32]

1.3 Transport Facilitation Program Design 0.17 [0.13] 0.17 [0.13]

1.4 Audit Services 0.03 [0.03] 0.03 [0.03]

2. Institutional Support

2.1 Infrastructure Adviser 0.27 [0.27] 0.27 [0.27]

2.2 Miscellaneous 0.05 [0.05] 0.05 [0.05]

Total 0.05 [0.05] 2.87 [1.75] 2.92 [1.80] [ ] ADF-Financed

Consulting Services 4.3.2 The consultancy services for the Study will be procured through competition on the basis of shortlists of qualified firms of consultants prepared by the Project Implementation team at the SADC Secretariat in accordance with Bank’s Guidelines for the Use of Consultants. The Executing Agency shall complete both technical and financial evaluations and obtain the Bank’s “No Objection” in one step. The recruitment of the Transport

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Infrastructure Adviser will be on the basis of shortlist of qualified individuals in accordance with the Bank’s guidelines for the use of consultants. Audit Services 4.3.3 The audit services will be provided by an Auditing Firm to be procured through short-list. The selection procedure will be based on establishing the comparability of technical proposals and selection of the lowest financial offer. Miscellaneous 4.3.4 Miscellaneous office, transport, and computer equipment for the SADC infrastructure adviser to be procure using national shopping procedure. 4.4 Disbursements The Direct Payment Disbursement Method will be used for disbursement applications related to the acquisition of consulting services financed by the ADF grant. The disbursement related to the SADC institutional support will be through a special account. All disbursements will follow the procedures and standard supporting documents outlined in the Bank’s Disbursement Hand Book. The SADC Secretariat will open a Project Account in a financial institution and under conditions acceptable to the Bank for the purpose of depositing the proceeds of the grant to cover expenditure for the institutional support. The opening of the project account will be made a condition for the effectiveness of the grant. 4.5 Study Schedule

The execution of the proposed study is estimated to take 12 months beginning March 2007 after three months procurement period. The tentative implementation schedule is shown in Table 4.2 below. A detailed schedule is given in Annex 3.

Table 4.2 – Study Implementation Schedule

Activity Indicative Timing Responsibility ♦ Board Approval November 2006 ADF ♦ General Procurement Notice November 2006 ADF/SADC ♦ Expression of Interest & Shortlist February 2007 SADC/ADF ♦ Issue of RFP March 2007 SADC ♦ Submission of Proposals May 2007 SADC ♦ Evaluation and Approval of Proposals May 2007 SADC/ADF ♦ Negotiation and Award of Contract June 2007 SADC/GOB/GRZ ♦ Final Design Documents & Reports May 2008 SADC/GOB/GRZ

5. JUSTIFICATION OF THE STUDY 5.1 Countries in the SADC region are working together to promote economic integration and regional trade. The Governments of Botswana and Zambia have agreed to promote free and unobstructed movements of goods and people between the two countries. This objective is currently hampered by the lack of a bridge over the Zambezi River and could only be achieved by providing an appropriate bridge structure at the Kazungula border crossing. The proposed bridge is to provide the shortest route to and from the southern ports of Durban in South Africa and Walvis Bay in Namibia to Zambia and the Copper belt region in DRC. The project is in

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line with the broad political commitment to regional integration as outlined in the 1996 SADC Protocol on Transport and Communications which aims to drive forward transport integration.

5.2 The SADC North-South Transport Corridor through the Kazungula border post provides the connection between the regional centers of economic activity and the link to ports which handle essentially all exports and imports from Botswana and Zambia and the rest of SADC member countries. The efficiency and reliability of this corridor will determine international competitiveness of various productive areas of the two countries. However the corridor has not been performing satisfactorily due to the use of a ferry. More than 50% of total journey time between Durban and Lusaka is lost waiting at the ferry and border posts. The project is a priority for both Zambia and Botswana and is supported by the Southern Africa Development Community (SADC).

5.3 The Kazungula Bridge will, in conjunction with other crossings such as the Chirundu Bridge, Victoria Falls Bridge, and Katima Mulilo Bridge provide free movement of traffic in the SADC region. The improved land transportation system will promote trade and regional economic integration. Bigger markets will induce the creation of regional industries, and enhance tourism in the Chobe National Park as well as the Livingstone District. In addition the project will enhance the welfare of local communities in both Botswana and Zambia. The establishment of a common border zone (CBZ) for joint processing will reduce transit time for users, reduce investment costs, and improve cooperation between border authorities. 5.4 The Directorate of Infrastructure and Services of SADC has been mandated to coordinate the development of regional infrastructure in the region including the NEPAD STAP projects. This comes against a backdrop of a shift in emphasis by Member States that the SADC Secretariat should lay more emphasis on infrastructure development, which remains a major challenge for regional integration. However the institutional capacity of the Directorate is weak with only one officer in charge of the whole transport program. In order to address this issue, it is necessary to strengthen project formulation, coordination, and monitoring of the SADC Secretariat. The SADC Secretariat and the Bank shall agree on measurable indicators to evaluate the output and performance of the technical assistance. The performance shall be reviewed annually to ensure that the agreed objectives are being achieved. The proposed Transport Infrastructure Adviser will assist the Infrastructure Directorate in the implementation of the present study and also in preparing and coordinating all the regional transport infrastructure initiatives. 6. CONCLUSIONS AND RECOMMENDATIONS 6.1 Conclusions 6.1.1 The Governments of Botswana and Zambia, under the sponsorship of the SADC Secretariat, have jointly initiated to improve the transport infrastructure linking their two countries to promote free and unobstructed movement of people and goods and foster regional economic integration and cooperation within the SADC community. In line with this objective, the GOB and the GRZ have jointly approached the Bank to request its financial assistance to fund the SADC north-south transport corridor improvement study. 6.1.2 The study major objectives are to: (i) formulate detail development plans for Kazungula Bridge across the Zambezi River between Botswana and Zambia; (ii) formulate improvement plans for one-stop border facilities, and other corridor facilities such as ICDs, and weighbridge stations; (iii) and formulate a program for trade and transport facilitation along the corridor;

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and (iv) Strengthen SADC capacity for formulation and coordination of regional transport infrastructure projects. 6.1.3 The study will prepare the project for implementation. The improved land transportation system will promote trade and regional economic integration in the SADC region and enhance the welfare of local communities in both Botswana and Zambia. The project is consistent with the objectives of the New Partnership for Africa’s Development (NEPAD) and part of its short-term action plan for infrastructure. It is also consistent with the Bank Group’s Policy on Regional Economic Cooperation and Integration, which provides the basis for the utilization of ADF resources for multinational projects. 6.2 Recommendations 6.2.1 It is recommended that a grant not exceeding UA 1.80 million from ADF resources for multinational operations – broken down in UA 1.45 million for Zambia and UA 0.35 million for SADC - be extended to the Government of the Republic of Zambia (GRZ), and the SADC Secretariat for the purpose of co-financing the SADC North-South Transport Corridor improvement study and strengthening the Secretariat’s institutional capacity as described in this report. The grant will be subject to the conditions specified in the following paragraphs. Conditions Prior to Entry into Force of the Grant Agreement A. Conditions Precedent to Entry into Force The entry into force of the protocol of agreement shall be subject to the fulfilment by the Recipient of the provisions of section 4.01 of the General Conditions Applicable to Protocol of Agreement. B. Conditions Precedent to First Disbursement The obligations of the Fund to make the first disbursement shall be conditional upon entry into force of the protocol of Grant Agreement as set out in (A) above and fulfilment of the following conditions.

(a) The SADC Secretariat shall have nominated a Transport Economist/Transport Engineer whose qualifications and experience are acceptable to the Fund, to serve as the co-ordinator of the study (para. 4.1.1);

(b) The SADC Secretariat shall have opened a project account in a bank

acceptable to the fund, into which the proceeds of the grant to cover expenditure for the institutional support component will be deposited as required (Para 4.4.1).

ANNEX 1

MULTINATIONAL BOTSWANA/ZAMBIA – THE SADC NORTH-SOUTH TRANSPORT CORRIDOR IMPROVEMENT STUDY

PROJECT LOCATION MAP

This map is provided exclusively for the use of the readers of the report to which it is attached. The names used and the borders shown do not imply on the part of the African Development Bank Group any judgment concerning the legal status of a territory nor any approval or acceptance of such borders.


ANNEX 2

EXECUTIVE SECRETARY

HeadLegal Services

Director-Politics, Defense, &

Security Affairs

HeadPolicy & Strategic

Planning

DEPUTYEXECUTIVE SECRETARY

CHIEF DIRECTOR

Head Corporate Communications

Head ICT

Head Human resources

Head Administration

Unit

Principal Finance Officer

Head Conference Services

Director TIFI

DirectorSHD & SP

DirectorInfrastructure &

Services

DirectorFANR

Sr Program Manager Communication &

Meteorology

Senior Program Manager Energy

Senior Program ManagerTransport

Senior Program Manager Water

Transport Infrastructure

Adviser

SADC Secretariat – Organizational Structure


IMPLEMENTATION SCHEDULE

ANNEX 3


ANNEX 4Page 1 of 4

A1. FIELD INVESTIGATION STAGE AND REVIEW OF REPORTS

No POSITION / JOB TITLE RATE/Month TOTAL WORK TOTAL COST

(Month) (P)1 Team Leader 12,000.00 3.00 36,000.002 Bridge Engineer (Substructure) 10,000.00 2.00 20,000.003 Bridge Engineer (Superstructure) 10,000.00 0.50 5,000.004 Geotechnical Engineer. 10,000.00 2.50 25,000.005 Highway Engineer 10,000.00 1.50 15,000.006 Hydraulic Engineer 10,000.00 2.50 25,000.007 Environmentalist 8,000.00 2.00 16,000.008 Traffic /Transportation Engineer 10,000.00 2.00 20,000.009 Sociologist 8,000.00 2.00 16,000.0010 Survey Engineer 8,000.00 2.00 16,000.0011 Transport Economist 10,000.00 1.00 10,000.0012 Architect 10,000.00 0.50 5,000.0013 Building Engineer (Border Facilities) 10,000.00 0.50 5,000.0014 Quantity Surveyor 6,000.00 0.50 3,000.0015 Quality Assurance Engineer 10,000.00 1.00 10,000.0016 CADD Technician 6,000.00 0.50 3,000.00

24.00 230,000.002 OVERHEAD ON STAFF SALARIES

120 % of Staff Salaries 276,000.00Sub Total 506,000.00

3 TRAVEL AND PER DIEM COST

International Travel & Per Diem 60,000.00

Local Travel & Per Diem 20,000.00

Sub Total 80,000.00

4 DIRECT COSTReports (Printing, Photocopying) 10,000.00

Sub Total 10,000.00

SUB TOTAL (A1) 596,000.00

KAZUNGULA BRIDGE DESIGN : Indicative Cost Estimate


ANNEX 4Page 2 of 4

A2. PRELIMINARY DESIGN STAGE

No POSITION / JOB TITLE RATE/DAY TOTAL WORK TOTAL COST(Month) (P)

1 Team Leader 12,000.00 3.00 36,000.002 Bridge Engineer (Substructure) 10,000.00 1.50 15,000.003 Bridge Engineer (Superstructure) 10,000.00 1.50 15,000.004 Geotechnical Engineer. 10,000.00 1.00 10,000.005 Highway Engineer 10,000.00 2.00 20,000.006 Hydraulic Engineer 10,000.00 1.00 10,000.007 Environmentalist 8,000.00 1.00 8,000.008 Traffic/ Transortation Engineer 10,000.00 1.00 10,000.009 Legal Expert 8,000.00 2.00 16,000.0010 Survey Engineer 8,000.00 1.00 8,000.0011 Transport Economist 10,000.00 1.00 10,000.0012 Architect 10,000.00 2.00 20,000.0013 Building Engineer (Border Facilities) 10,000.00 1.00 10,000.0014 Quantity Surveyor 6,000.00 1.00 6,000.0015 Financial Analyst 10,000.00 1.00 10,000.0016 CAD Technician 6,000.00 2.00 12,000.00

23.00 216,000.00

2 OVERHEAD STAFF SALARIES120 % of Staff Salaries 259,200.00

Sub Total 475,200.00

3 TRAVEL AND PER DIEM COSTInternational Travel & Per Diem 60,000.00Local Travel & Per Diem 20,000.00

Sub Total 80,000.00

4 OTHER DIRECT COSTReports (printing, photocopying) 15,000.00

Sub Total 15,000.00

SUB TOTAL (A2) 570,200.00


ANNEX 4Page 3 of 4

A3. DETAIL DESIGN AND TENDER DOCUMENTATION

No POSITION / JOB TITLE RATE/Month TOTAL WORK TOTAL COST(Month) (P)

1 Team Leader 12,000.00 4 48,000.002 Bridge Engineer (Substructure) 10,000.00 3 30,000.003 Bridge Engineer (Superstructure) 10,000.00 3 30,000.004 Geotechnical Engineer. 10,000.00 2 20,000.005 Highway Engineer 10,000.00 2 20,000.006 Hydraulic Engineer 10,000.00 2 20,000.007 Environmentalist 8,000.00 1 8,000.008 Traffic/ Transortation Engineer 10,000.00 1 10,000.009 Sociologist 8,000.00 1 8,000.0010 Survey Engineer 8,000.00 0.5 4,000.0011 Transport Economist 10,000.00 1 10,000.0012 Architect 10,000.00 3 30,000.0013 Building Engineer (Border Facilities) 10,000.00 3 30,000.0014 Quantity Surveyor 6,000.00 3 18,000.0015 Quality Assurance Engineer 10,000.00 2 20,000.0016 CAD Technician 6,000.00 4 24,000.00

Sub Total 35.5 330,000.00

2 OVERHEAD ON HOME OFFICE STAFF SALARIES120 % of Home Office Staff Salaries 396,000.00

Sub Total 726,000.00


Sub Total 80,000.00

4 OTHER DIRECT COSTReports (printing, photocopying) 40,000.00

Sub Total 40,000.00

SUB TOTAL (A3) 846,000.00

1 TOTAL (A1+A2+A3) 2,012,200.001) Add provisional suma) Geotechnical Investigation 400,000.00

b) Topographical Survey 100,000.00

GRAND TOTAL 2,512,200.00


ANNEX 4Page 4 of 4

1 B. TRANSPORT FACILITATION STUDY


(Man.Month) (P)1 Team Leader 12,000.00 2.50 30,000.002 Transport/Traffic Engineer 10,000.00 2.00 20,000.003 Transport Economist 10,000.00 0.50 5,000.004 Customs Adviser 10,000.00 2.00 20,000.005 Legal Counsel 10,000.00 1.50 15,000.006 Social Expert 10,000.00 1.00 10,000.007 Logistics Expert 10,000.00 1.50 15,000.00

Sub-Total 115,000.00

2 OVERHEAD ON STAFF SALARIES92,000.00

3 TRAVEL AND PER DIEM COSTInternational Travel & Per Diem 20,000.00

Local Travel & Per Diem 15,000.00

Sub Total 35,000.00


Total (B) 247,000.00

C. CORRIDOR FACILITIES


(Man.Month) (P)1 Team Leader 12,000.00 4.00 48,000.002 Transport/Traffic Engineer 10,000.00 2.00 20,000.003 Geotechnical Engineer. 10,000.00 1.50 15,000.004 Highway Engineer 10,000.00 3.00 30,000.005 Hydraulic Engineer 10,000.00 1.50 15,000.006 Environmentalist 8,000.00 1.00 8,000.007 Sociologist 8,000.00 1.00 8,000.008 Survey Engineer 8,000.00 2.00 16,000.009 Transport Economist 10,000.00 1.00 10,000.00

10 Architect 10,000.00 3.00 30,000.0011 Quantity Surveyor 6,000.00 2.00 12,000.0012 CAD Technician 6,000.00 5.00 30,000.00

242,000.002 OVERHEAD ON STAFF SALARIES

193,600.00


Sub Total 45,000.00


Total (C ) 495,600.00

AFRICAN DEVELOPMENT FUND

TERMS OF REFERENCE

TTHHEE SSAADDCC NNOORRTTHH--SSOOUUTTHH TTRRAANNSSPPOORRTT CCOORRRRIIDDOORR IIMMPPRROOVVEEMMEENNTT SSTTUUDDYY

INFRASTRUCTURE DEPARTMENT OINF

OCTOBER 2006

TABLE OF CONTENTS

1. INTRODUCTION ___________________________________________________1

2. THE REGIONAL TRANSPORT SYSTEM _______________________________1

3. THE REGIONAL TRANSPORT POLICY AND PLANNING ________________3

4. THE PROPOSED STUDY ____________________________________________4

4.1 Background__________________________________________________________ 4

4.2 Objectives ___________________________________________________________ 4

4.3 Project Description____________________________________________________ 4

5 SCOPE OF SERVICES_______________________________________________5

5.1 General _____________________________________________________________ 5

5.2 Travel Demand and Traffic Analysis_____________________________________ 6

5.3 Environmental and Social Impact Analysis _______________________________ 7

5.4 Surveying and Mapping _______________________________________________ 7

5.5 Geotechnical and Material Investigation__________________________________ 8

5.6 Hydrology and Hydraulics _____________________________________________ 8

5.7 Structural Design for main bridge and approach viaduct____________________ 9

5.8 Design of access roads and intersections __________________________________ 9

5.9 Design of One Stop Border Control Facilities______________________________ 9

5.10 Trade and Transport Facilitation Program _______________________________ 9

5.11 Private Sector Participation & Institutional Arrangements _________________ 10

5.12 Cost Estimate _______________________________________________________ 10

5.13 Economic Analysis ___________________________________________________ 10

6. REPORTING AND BIDDING DOCUMENTS ___________________________11

6.1 Reports and Time schedules ___________________________________________ 11

6.2 Stakeholders’ Workshop ______________________________________________ 12

6.3 Preparation of Bidding Documents _____________________________________ 13

7. OBLIGATIONS OF GOVERNMENTS & CONSULTANTS ________________14

7.1 Obligations of the Consultant __________________________________________ 14

7.2 Qualification for the Transport Infrastructure Adviser ____________________ 15

7.3 Services to be provided by the Client____________________________________ 15

This Report was prepared by Mr. A. OUMAROU, Tranportation Engineer (Ext. 3075), following a mission to Botswana, Zambia, and Zimbabwe in July 2006. Any inquiries relating to this report may be referred to either the author or to Mr. J. RWAMABUGA, Division Manager, OINF2, or Mr. G. MBESHERUBUSA, Director, OINF.

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CURRENCY EQUIVALENTS

August 2006

UA 1.00 = BWP 8.7751 UA 1.00 = ZWK 5279.98 UA 1.00 = ZAR 10.2016 UA 1.00 = ZWD 149706 UA 1.00 = USD 1.48386

WEIGHTS AND MEASURES

1.00 meter (m) = 3.281 feet (ft) 1.00 kilometer (km) = 0.621 mile (mi) 1.00 square kilometer (km) = 0.386 square mile (sq.mi) 1 00 kilogram (kg) = 2.205 pounds (lb) 1.00 metric ton (t) = 2205 pounds (lb) 1.00 hectare (ha) = 2.471 acres

FISCAL YEAR

1st January to 31st December

LIST OF ABBREVIATIONS

AADT Average Annual Daily Traffic AfDB African Development Bank ADF African Development Fund BSt British Standards CBR California Bearing Ratio DBST Double Bitumen Surface Treatment ESIA Environmental and Social Impact Assessment ESMP Environmental and Social Management Plan GDP Gross Domestic Product GNI Gross National Income (Atlas Method) GOB Government of the Republic of Botswana GRZ Government of the Republic of Zambia GPS Global Positioning System EU European Union HDM Highway Design Model HIPC Highly Indebted Poor Countries Initiative ICD Inland Container Depot ILO International Labor Organization IPPF Infrastructure Project Preparation facility Km Kilometer NEPAD New Partnership for Africa’s Development NGO Non Governmental Organization ORN Overseas Road Note PPF Project Preparation Facility PIP Public Investment Program PIT Project Implementation Unit PRSP Poverty Reduction Strategy Paper SADC Southern Africa Development Community TEU Tone Equivalent Unit UNDP United Nations Development Program UA Unit of Account USD United Stated Dollar (US$)

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AFRICAN DEVELOPMENT FUND HEADQUARTERS 01 B.P. 1387 Abidjan 01 Côte d’Ivoire Tel: (225) 20 20.44.44; 20 20 48 48 Fax: (225) 21.65.45

TEMPORARY RELOCATION AGENCYBP 323-1002 Tunis Belvédère

TunisiaTel: (216) 71 33 35 11Fax: (216) 71 35 19 35

STUDY INFORMATION SHEET

October 2006

The information given hereunder is intended to provide some guidance to prospective suppliers, contractors, consultants and all persons interested in the procurement of goods, works and services for projects approved by the Board of Directors of the Bank Group. Further detailed information and guidance may be obtained from the Executing Agency of the Borrower.

1. COUNTRIES BOTSWANA, ZAMBIA

2. STUDY TITLE The SADC North-South Transport Corridor Improvement Study

3. LOCATION North-South Transport Corridor through Kazungula in Botswana and Zambia

4. RECIPIENT Republic of Zambia

5. EXECUTING AGENCY SADC Secretariat GABORONE, BOTSWANA Tel: +267 395 1863 Fax: +267 397 2848 E-mail: [email protected]

6. STUDY DESCRIPTION Detail Design Plans, specifications and estimates for the construction of Kazungula bridge over the Zambezi River and other corridor facilities including border posts ICDs, weigh stations, etc. Design and formulation of a trade and transport facilitation program along the corridor. Institutional Support to strengthen SADC capacity.

7. TOTAL COST Foreign Exchange Local Cost

UA 2.90 million UA 2.20 million UA 0.70 million

8. ADB GROUP ADF Grant ADB MIC Trust Fund

UA 1.80 million UA 0.60 million

9. OTHER SOURCES OF FINANCE NEPAD-IPPF GOB GRZ

UA 0.34 million UA 0.10 million UA 0.06 million

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10. DATE OF GRANT APPROVAL: November 2006

11. ESTIMATED STARTING DATE AND DURATION

Nov. 2006 (15 months)

12. PROCUREMENT

Consultancy services will be procured through competition on the basis of shortlists of qualified consulting firms and shortlist of qualified individuals for Infrastructure Adviser.

13. CONSULTANCY SERVICES

REQUIRED AND STAGE OF SELECTION

Procurement of Consulting Services will be carried out in accordance with ADB rules of procedure for the use of consultants.

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1. INTRODUCTION

1.1 The Governments of Botswana and Zambia jointly requested the financial assistance of the Bank to prepare the detail design studies of the Kanzungula Bridge over the Zambezi River. The proposed bridge to link Botswana and Zambia over the Zambezi River is one of the missing links in the SADC regional trunk road network and has been included in the NEPAD-STAP. The proposed Detailed Design Studies will fully define the project and prepare it for implementation.

1.2 The Bridge is of strategic importance to the economic integration of the SADC region. The crossing provides the connection between the regional centers of economic activity and the link to from regional ports which handle all exports and imports from Botswana and Zambia. The construction of the Kazungula Bridge would replace the existing ferry which represent a major bottleneck, and enhance transport operations along the regional North-South Corridor which links the mineral rich regions of Zambia and DRC to Botswana and the port of Durban in South Africa. 1.3 The Project is considered as a priority by both the Botswana and Zambia governments, and is supported by the SADC Secretariat which had proposed its inclusion in the NEPAD STAP Projects. 1.4 The proposal, submitted for your consideration is in regard of a grant of UA 1.55 million to the GRZ from ADF X resources appropriated to multinational operations is intended to ensure financing of the SADC North-South Corridor Improvement Study. This operation is consistent with the objectives of the New Partnership for Africa’s Development (NEPAD) and part of its short-term action plan for infrastructure. It is also consistent with the Bank Group’s Policy on Regional Economic Cooperation and Integration, which provides the basis for the utilization of ADF resources for multinational projects to promote regional economic integration. 2. THE REGIONAL TRANSPORT SYSTEM 2.1 The Transportation system in the SADC region comprises an integrated road, railway and port systems principally serving regional transit traffic. Most of the infrastructure and operating organizations are owned wholly or partly by the State. The operational and financial problems being faced are gradually being resolved through restructuring and increased involvement of the private sector in the provision of transport services. 2.2 The transformation of the traditional transport corridors into development corridors or Spatial Development Initiatives (SDIs) represents a landmark achievement for SADC’s long term development. The concept of Development Corridors is to view the major transport routes from the sea ports to the hinterlands that they serve, not merely as transport, but economic corridors with activities related to agriculture, industry, commerce, communications, and tourism. The development corridors such as Maputo, Beira, Walvis Bay, Nacala and Lobamba have already shown that they can generate sustainable growth to the presently underdeveloped areas of the region. Roads 2.3 The SADC regional road network is extensive, with more than 500,000 km of main roads. The SADC regional trunk road network connects capital cities, regional ports and

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major industrial areas. With the exception of Angola and Mozambique, the region’s main road system is generally good or in fair condition. There are two new major trunk roads in the regional system. One is the recently completed Trans-Kgalagadi Highway, and the second is the Trans Caprivi Highway, which is nearing completion. More interconnections still need to be established, including road links from Angola to Zambia and Namibia. 2.4 Road freight transport is provided almost entirely by private companies, With the removal of most economic restrictions, such as rate or distance controls, the industry is flourishing. Market entry into the provision of cross-border services is in the process of being liberalised. Vehicle mass and dimension regulations permit the use of very large trucks; however, the problem of overloading is still widespread due to inadequate enforcement. Railways 2.5 The SADC railway industry comprises 13 operating railways, all of which are State owned. Of these, 10 form the Interconnected Regional Rail Network (IRRN), with a total of nearly 33,600 route-kilometres of standard gauge (1.067 metre) track. Of the 10, South Africa’s Spoornet accounts for 61.8 percent of the network. The other IRRN railways are National Railways of Zimbabwe (NRZ), two railways of Mozambique’s CFM, the Tanzania-Zambia Railway (TAZARA), which is jointly owned by the two governments, Zambia Railways, TransNamib Rail, Botswana Railways, Swaziland railways, and the DRC’s Sizarail. The IRRN serves most of the principal ports of continental SADC, the exceptions being the Mozambique port of Nacala and the Angolan ports. 2.6 The port of Dar es Salaam is served not only by the IRRN, but also by Tanzania Railway Corporation (TRC), which operates a 2,600 kilometre network of metre-gauge track. The port of Nacala is served by a standard-gauge network of 1,640 route-kilometres, comprising Malawi railways and CFM (North). Angola has four railways, none of which are currently in operation for most of their respective lengths. One of these, the Benguela Railway connects to the port of Lobito, and, if in operation, would add more than 1,300 kilometres to the IRRN, since it connects to the Sizarail system. 2.7 Spoornet is primarily a freight railway, with ton-kilometres, in every year, representing more than 98 percent of the railway’s total traffic units. Nevertheless, the railway’s passenger traffic is growing rapidly, recording a rise of over 27 percent in 1998. Spoornet’s 103,866 million ton-kilometres, compared to the increment between 1996 and 1998 exceeded 4,000 million ton-kilometres, whereas the increment for the entire IRRN, over the same two-year period, was slightly under the 4,000 million level, which means that, as a group, the other IRRN railways experienced a small reduction of freight traffic. Spoornet accounted for 56.4 percent of the IRRN 1998 total of 3,146 million passenger-kilometres. Maritime Transport 2.8 SADC has a system of 15 ports, which are classified as regional. Mauritius is served by Port Louis. Continental SADC is served by eight regional ports along the Indian Ocean coast, and six along the region’s Atlantic coast. The Indian Ocean ports include Dar es Salaam, the Mozambican ports of Nacala, Beira and Maputo, and the South African ports of Cape Town and Durban, the Namibian port of Walvis Bay, and the Angolan ports of Luanda, Lobito and Namibe. 2.9 The Mozambican ports are very important in terms of handling transit traffic destined to the landlocked countries in the hinterland. Both Beira and Maputo handle more transit cargo than domestic cargo. During the two-year period, 1997-1998, Beira accommodated

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more than 4.9 million tons of cargo. Approximately 900,000 tons represented export-import traffic of Mozambique. At Maputo, approximately one third of the cargo throughput, in both 1997 and 1998, represented export-import cargo of Mozambique. The two ports together accommodated 80% of Zimbabwe’s seaborne trade in 1997 and 76.5 percent in 1998. Beira also accommodates significant proportions of the seagoing cargo of mainly coal, and of Swaziland sugar and citrus exports. Mozambique’s natural deep-water port is Nacala and averages about 100,000 tons per year.

3. THE REGIONAL TRANSPORT POLICY AND PLANNING 3.1 The Southern Africa Transport and Communications Commission (SATCC) is a regional inter-governmental body of the Southern Africa Development Community (SADC). SATCC was formally established in 1981 under the then SADCC. The SADC Protocol on Transport, Communications and Meteorology was signed by the Heads of State of member countries in August 1996. The Protocol’s general objective is to establish transport, communications and meteorology systems which provide efficient, cost effective and fully integrated infrastructure and operations, which best suit the needs of customers and promote economic and social development while being environmentally and economically sustainable. SATCC-TU provides technical support through the development of a regional policy agenda, identifying and evaluating international standards and recommended practices deemed essential for regional adoption, and identifying research needs or conducting research. There is also the monitoring function of SATCC-TU, which involves liaison on a continuous basis with national and sub-sectoral coordinators, member states, regional and national institutions and other national stakeholders, and regular updating of the status of Protocol implementation. 3.2 Extensive reforms are being carried out to create a conducive environment for investment and ensure managerial and operational efficiency. Each Member State supported by the SATCC-TU is expected to start the process consisting of policy changes, adaptation of legal frameworks, and reorganizing the role of public institutions. The Protocol directs implementation through the regional reform agenda (Macro Action Plan (MAP)), national implementation strategies (Micro Action Plans (MICAPs)), and annexes to the Protocol in the form of model legislation, technical standards, and procedures. 3.3 The SATCC-TU has so far been able to provide the required assistance and guidance to member States through technical and financial support from external donors. Some of the achievements include the SATCC-led Road Maintenance Initiative (RMI) to put the financing and management of roads on a commercial footing. Malawi, Mozambique, Namibia, South Africa, Zambia and Zimbabwe have made considerable progress with reforms in the road sector. In the rail sector SATCC-TU has supported the concessioning of railway operations by preparing country specific policy options and guidelines. Railway Corporations in Malawi, Zimbabwe, Mozambique and Namibia are leading the drive towards commercialisation and concession agreements. Maritime ports are moving slowly with the reform of their operations and services. The port of Maputo in particular has made progress by contracting out several of its services including container handling and customs clearance.

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4. THE PROPOSED STUDY 4.1 Background 4.1.1 As part of their efforts to achieve sustainable growth, the Government of the Republic of Zambia (GRZ) and the Government of the Republic of Botswana are putting great emphasis on the rehabilitation/construction of highway infrastructure, including Bridges, in order to ensure accessibility to communities and services. Thus, it is desirous that a bridge should be erected over the Zambezi River at the site of the present Kazungula pontoon on the border between the Republic of Zambia and the Republic of Botswana. It is expected that this will improve communication between the two countries and other SADC member countries. 4.1.2 The Government of Zambia and the Government of Botswana are two of the major member states of SADC and play important economic roles in the region and considers the construction of a bridge at Kazungula crossing on the Zambezi River as an important element of the communications link between the two countries and the SADC region as a whole. However, free movement of trade goods and people between the two countries has been obstructed due to lack of a safe and reliable structure of adequate capacity across the Zambezi River. The river crossing at Kazungula, has been identified as one of the major bottlenecks requiring rectification in order to promote an unobstructed and free flow of traffic in the SADC region. This free flow of traffic can only be attained by construction of a bridge and by improvement of border facilities to be located near the crossing. 4.1.3 The construction of the bridge will bring sustainable development in the two countries, as new trade developments will be facilitated, as well as reduction in travel time and operational costs of the vehicles and urban and rural industries will open up and employment opportunities will increase. To achieve this goal, the Governments of both Zambia and Botswana now propose to retain the services of qualified and experienced consultants (hereinafter called “the Consultants”) to carry out the services herein described (hereinafter called “the Services”). 4.2 Objectives 4.2.1 The principal, overall objective of the Services is to perform the detailed engineering and architectural designs and preparation of tender documents for the construction of a bridge at Kazungula crossing and border facilities to optimal, cost-effective and economically justified standards. 4.2.2 The Consultants shall carry out the necessary surveys, prepare engineering and architectural designs, bidding documents and assist the Government of the Republic of Zambia and the Republic of Botswana in the procurement of a contractor to undertake the works. 4.3 Project Description 4.3.1 The SADC North-South Transport Corridor runs from the port of Durban South Africa to Lubumbashi in DRC through Botswana and Zambia. An alternative route runs through Zimbabwe, and connects Zambia, Malawi and DRC. The alternative routes go through hilly terrain in Zimbabwe on a steep and winding road. In addition, a complicated

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customs clearance is causing delays at the border for the Chirundu route while there are stringent loads restrictions for heavy vehicle due to old age of the bridge on the Victoria Falls crossing. The route under consideration is the most direct route for Zambia and DRC. However it is seriously constrained by the lack of a bridge over the Zambezi River at the Botswana/Zambia border. 4.3.2 The site where the Bridge will be located is immediately downstream of the confluence of the Zambezi and Chobe River at Kazungula border post. The project site is located at the mid reach of Zambezi River in Central Southern Africa some 65 km upstream of Victoria Falls. The Zambezi River is about 800 m wide during the flood season and about 7 m deep on average. The projected lengh of the bridge is 720 m long with the road approaches measuring in total 2,980 m. The feasibility study recommended a pre-stressed concrete extra-dosed bridge. The main girder is a continuous girder system supported by elastic shoes and suspended to the pylons by stay cables. 4.3.3 The border facilities on both side of the river consist of the main building, the access roads and parking facilities, warehouse, veterinary and phytosanitary areas, etc. The total land area of each border facility is about 15 hectares. The border posts will be designed as one-stop-border posts to minimize process time, improve users’ convenience and achieve timely and appropriate maintenance and operation. 4.3.4 The other corridor related facilities include weighbridge stations, truck rest areas and Inland container depots and an additional border post at the Zambia/DRC border. Trucks overloading cause serious deterioration to roads. It is therefore important to devise an efficient load control policy and have appropriate equipments and facilities to deal with this problem. The study will finance the design rehabilitation and modernization of four weighbridge stations along this corridor (three in Zambia and one in Botswana). There are inland container depots in Zambia (Livingstone and Lusaka). Both facilities are currently not used for lack of proper equipment and management. The study will determine the required basic infrastructure and equipment at both site and provide the design and specifications. The study will also explore and propose the appropriate management structure for the ICDs.

5 SCOPE OF SERVICES 5.1 General 5.1.1 A Feasibility Study has already been carried out and some recommendations have been presented. The consultant will carry out a review of the Feasibility Study Report and undertake the update of traffic, financial and economic analyses. The specific assignment under these Terms of Reference is:

A. Economic Feasibility and detail Design studies of the Kazungula Bridge, Border Control Facilities, and Tolling Facilities – Under this component, an economic feasibility, environmental and social impact assessment (ESIA), and detailed engineering design would be undertaken for the Kazungula Bridge and other related facilities. The bridge is a two-lane bridge with 1-m sidewalk on both sides. The total length of the bridge is 720 metres. The other facilities include 3-km approach road, One-Stop-Border Posts, and tolling facilities. The study would determine among others the most cost-effective bridge structure and the optimum financing/operating arrangements (Loan, BOT, Toll Concession, etc).

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B. Feasibility and Detail Design of other corridor-related facilities along the North-South Corridor – Under this component an assessment of the adequacy of other corridor-related infrastructure facilities will be conducted and design improvement carried out if deemed necessary. These facilities include inland container depots in Francis town (Botswana) and Livingstone (Zambia); weighbridge stations and truck rest areas along the corridor within Botswana and Zambia; and one-stop border post at the Zambia/DRC border at Kasumbalesa.

C. Trade and Transport Facilitation along the North-South (Lubumbashi-Durban)

corridor – This component includes a diagnostic study and the preparation of a trade and transport facilitation program (regulatory framework, institutional framework, customs documentation, liability regimes, IT systems, etc) for the North-South Corridor.

D. Implementation, Monitoring & Audit – This component includes the provision to

cover the administrative costs related to the implementation and monitoring of the studies as well as the audit. The administrative costs include among others advertisement costs, communications costs, basic computer equipment and stationary, living allowance for seconded officers, transport costs, etc.

5.2 Travel Demand and Traffic Analysis 5.2.1 For the purpose of forecasting future travel demand the consultant shall identify prospects of regional developments and envisioned transportation development schemes in relation to existing and future socio-economic characteristics of the zone of influence. The Consultant shall describe, and quantify existing and potential traffic generating factors in the immediate areas served by the project and areas likely to be influenced by future economic development. Such factors are, among others:

a) Population growth in rural and urban areas; b) Regional and national economic growth; c) Growth of vehicle ownership; d) Future Land Use including development of agriculture, irrigation, industry,

commerce and tourism within the influence area; e) Development of social services, medical facilities, and schools; etc.

5.2.2 The Consultant shall conduct traffic data collection to determine the type and volume of existing traffic along the corridor and at major corridor facilities (bridge, border posts, weighbridge station, ICDs, etc). The Consultant shall undertake full regional corridor network analyses, in order to identify and quantify any potential for traffic diversion or reassignment that may result from improvements to the adjoining network connections. The Consultant shall undertake other field traffic investigations, as required. 5.2.3 Traffic studies will include and not be limited to:

a) Traffic composition, occupancy, and volume counts; b) Origin-Destination studies; and c) Axle load surveys; d) Accident studies.

5.2.4 Based on the socio-economic studies and traffic data, the Consultant shall determine appropriate growth rates per category of vehicles using appropriate methods acceptable to the

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clients. The traffic growth should take into account the current legal and institutional constraints to promote regional integration and other physical barriers, which would have been identified as part of the study. Future traffic demand for year 2015 and 2020 will be forecasted as described below.

a) Forecast of generated and attracted traffic by zones b) Forecast of future Origin/Destination (O-D) matrices c) Modal split analysis d) Traffic assignment on road network

5.3 Environmental and Social Impact Analysis 5.3.1 The consultant shall carry out the Environmental Impact and Social Impact Assessment (ESIA) of the project. In order to perform this task, the consultant should refer to the following African Development Bank guidelines: (1) ADB Environmental and Social Assessment Procedures and guidelines (ESAP); (2) the Integrated Environmental and Social Impacts Analysis Guidelines; (3) ADB Policy on Involuntary Resettlement. All the documents can be obtained from the ADB Website: www.afdb.org or the Environmental Unit of the Bank. The ESIA report shall also be in compliance with the environmental policies, guidelines and procedures of the Government of the Republic of Botswana (GOB), and the Government of the Republic of Zambia (GRN), 5.3.2 The Consultant is expected to prepare an Environmental Management Plan and a Resettlement/Compensation Action Plan including a monitoring and mitigation plan for the implementation of civil works. The Mitigation/Monitoring Plan shall clearly spell out lines of responsibility. The consultant is advised to review information provided in the Feasibility Study Report on environmental aspects. Further, the consultant is expected to assess issues related to HIV/AIDS, and gender mainstreaming in relation with the project. 5.4 Surveying and Mapping 5.4.1 The consultant shall carry out detailed surveys so as to produce topographic and planimetric maps, digital terrain data (DTM), survey monumentation, and property cadastral information at the bridge site, border facilities, and other corridor related facilities. The maps shall provide accurate location of any protected, classified or environmentally sensitive areas. The consultant shall use the established reference bench marks to establish the centre-line of the approach roads and traverse line across the river, examine the alignments and cross-sections thereof and take details of bridge sites and culvert sites that are considered necessary to complete the detailed design. Reference pegs in concrete shall be established at 250 meter intervals and at points of intersection for curve setting out. Levels for the design flood level shall be established on both banks of the river. 5.4.2 The vertical and horizontal geometric characteristics of the roads centre lines shall be computed and defined. Detailed site investigations and surveys shall be carried out for areas liable to flooding and at all proposed drainage structure locations including a sufficient length upstream and downstream of the structures. All topographic surveys undertaken by the Consultant shall be to the satisfaction of the Client.

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5.5 Geotechnical and Material Investigation Geo-technical investigation 5.5.1 Rotary core drilling shall be carried out to establish conclusively the foundation conditions at the bridge site as well as subsoil investigations for the approach roads and border control facilities. In-situ bearing tests (Standard Penetration Tests) as well as split-barrel and thin-walled sampling (Shelby) of bored materials and laboratory testing of materials shall be carried out. Laboratory tests shall include:

• Atterberg limits • Specific gravity • Grain Size Analysis • Compaction • CBR • Unconfined compression • Triaxial test • Permeability • Consolidation • Density • Any other tests necessary to conclude Geo-technical Investigations

Soil and Materials investigation 5.5.2 Detailed materials investigations should be carried out to determine properties of materials found at the project site, as well as to identify materials for construction. Sub-grade materials for the approach road shall be sampled on a 100 meter intervals or any other interval determined from the variation of soils along the route. The Consultant shall carry out any additional investigations necessary taking into consideration the results of the previous investigations carried out. Tests to be carried out include:

• Atterberg limits • Moisture Content • Grain Size Analysis • CBR • ACV for stone aggregates • Any other tests necessary to conclude Soil and Materials investigations

5.5.3 Materials for construction of road pavement layers and surfacing and drainage structures shall also be identified, sampled and tested in a laboratory to ensure compliance with the SATCC standards. Materials for reinforced concrete construction shall also be located, quantified and tested for quality. Quantities of overburden and suitable material shall be determined from trial pits excavated on a grid pattern or from drilling. The results of the materials investigations shall be presented in a separate Materials Report. 5.6 Hydrology and Hydraulics The Consultant shall review the hydrological and hydraulic studies of the Feasibility Study and conduct additional investigations as necessary to establish the Design Flood Level and Design Flow for the bridge. Particular attention shall be paid to the design of relief

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culverts in the approach roads and scour evaluation at the bridge pier and embankment positions. Reference to available mapping and eye-witness account of flooding, together with site observation of flood level indicators, shall be used for determination of hydraulic opening requirements for the bridge approach roads. 5.7 Structural Design for main bridge and approach viaduct The elaboration of the recommended structural design shall be carried out to determine the layout of structural elements, design of pre-stressed and normally reinforced concrete and determination of resultant stress distributions under all loading conditions. The size, form and reinforcement layout of all load bearing elements as well as details of all finishes and non-structural elements shall be detailed to enable quantification in the bills and presented on appropriately scaled construction drawings. 5.8 Design of access roads and intersections 5.8.1 Geometric and structural design of the access roads shall be carried out based on the design traffic loading developed in the review of the Feasibility Study and the material properties determined from the materials investigation. The design shall be carried out in conformance with SATCC standards, and presented in appropriately scaled drawings. Access roads to the bridge are to be designed to fit into the bridge site location and border control facilities on each side. 5.8.2 In consideration of the materials available for construction, characteristics of the existing pavement structure and the forecast traffic composition and loading, the consultant shall propose an adequate pavement structure. The pavement shall be designed on the basis of the evaluated traffic data in consideration of the legal load of the SADC region. The design period shall be 20 years. 5.9 Design of One Stop Border Control Facilities The structure designs of the one stop border control facilities shall be carried out in accordance with the material properties determined from the materials investigation. The border facilities should be in harmony with the environment and should be designed optimally. 5.10 Trade and Transport Facilitation Program This component includes (i) thorough diagnostic of trade and transport non-tariff barriers along the north-south corridor; (ii) Formulation of facilitation programs to improve the use of the SADC/COMESA Customs Document, the Regional Customs Bond Guarantee Scheme and the Transit Carrier Licenses; (iii) an integrated review of all the documentation and processes be carried out with the view to harmonize, simplify and facilitate implementation; (iv) Assessment of required institutional support to National Trade and Transport Facilitation Committees and Stakeholders Forum in order to enhance their roles in ensuring the implementation of regional trade and transport facilitation instruments; (v) Study on the harmonization of regulations, procedures and modalities for the implementation of axle load controls of vehicles on the North-South Corridor.

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5.11 Private Sector Participation & Institutional Arrangements 5.11.1 With regards to financing and institutional arrangement for the Kazungula Bridge, the consultant shall carry out the following tasks:

• Conduct a financial analysis for the possible options for private sector participation in financing and operation of the Kazungula Bridge.

• Conduct a review and analysis of the legal and regulatory environment for private sector participation in financing infrastructure in both Botswana and Zambia. The consultant shall highlight any legal and/or regulatory reforms that are required for a conducive environment for private sector participation in infrastructure.

• Conduct alternative analyses for the proper management, operation and maintenance of the Kazungula Bridge;

5.11.2 The Kazungula Bridge will be the joint property of the member states and the operation procedure will be by agreement between these states. The consultant shall in particular investigate whether there would be scope for private sector participation in the investment cost. The Consultant shall in particular, investigate the possibility of building the bridge through Build Operate and Transfer (BOT) concept. 5.11.3 The consultant shall review options for management of the bridge as a toll facility. He shall in particular take into account the recent experiences involving private sector participation in toll road and bridge management in South Africa and the Beitbridge project at the Zimbabwe/South Africa border. 5.11.4 The consultant shall recommend the best mode of procurement to be used in the implementation of the project taking into account the cost of the project, availability and source of funds. 5.12 Cost Estimate The consultant will prepare a confidential cost estimate for the works. This should include the cost of the provision of any required deviations and cofferdams in addition to the costs of mobilization and contractor’s overheads (indirect costs) and any required minor structures including required protection measures. The cost estimate should be presented separately as follows:

• Cost estimate for the main bridge, approach viaduct and approach roads; • Border control facilities on the Zambia side; and • Border control facilities on the Botswana side. • Improvement to ICDs and Weighbridge Stations • Trade and Transport Facilitation Program • Any other costs.

5.13 Economic Analysis A review of the economic analysis for the project will be conducted to evaluate the economic feasibility of the project. In the economic analysis review, the following will be undertaken:

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• Estimation of economic project cost • Calculation of Economic Benefits • Economic Evaluation based on the following:

o Economic Internal Rate of Return (EIRR); o Benefit/Cost Ratio (B/C) and o First Year Rate of Return.

6. REPORTING AND BIDDING DOCUMENTS 6.1 Reports and Time schedules

(a) Commencement

The consultant shall commence the design studies within 30 calendar days of the effective date of signing of the contract with the Client.

(b) Inception Report

The Consultant shall submit twenty (20) copies of the Inception Report within four (4) weeks of the start of the service and present it to the Botswana-Zambia joint technical committee.

(c) Preliminary Report

Within twelve (12) weeks of the start of the services, the consultants shall submit twenty (20) copies of the Preliminary Report which shall present the major findings and conclusions of the review of the feasibility study. The Report will contain, but not necessarily be limited to;

• Surveys and Mappings; • Travel Demand and Traffic Analysis; • Financial and Economic Analysis; • Hydrology/Hydraulic Computations; • Geotechnical, material investigations and sources, and Foundations Analysis; • Design drawings, Specifications and Cost Estimates (Plan 1:2000; profile

1:1000; Standard cross section 1:100; major structure 1:50); • ESIA Report and Environmental Management Plan; • Private Sector Participation; • Trade and Transport Facilitation Program.

The consultants shall also submit, as part of the Preliminary Report, preliminary plans/drawings, cross-sections and other details, used in the preparation of preliminary estimates of work quantities and costs, preliminary bills of quantities with estimated unit prices and estimated costs; and any other information the consultants deem useful for obtaining final approval of their proposals from the Client.

This Report would be reviewed by the Client within Four (4) weeks of its submission. Two weeks after submitting the report, the Consultant shall arrange and present this report at a joint workshop for the two countries. The resolution of the workshop would then constitute the basis for preparation of the final detailed

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engineering designs and plans. The approval of the Client is a necessary requirement in order for the Consultant to proceed to preparation of detailed engineering and architectural designs and bidding documents.

(d) Draft Final Design Report

Within twenty (20) weeks of the start of the services, the consultant shall submit twenty (20) copies of the Draft Final Design Report. The Draft Final Design Report shall incorporate the resolutions/recommendations of the joint workshop on the Preliminary Report. This Report would be reviewed by the Client within Four (4) weeks of its submission and subject to any comments or requested modifications, would then constitute the basis for preparation of the final detailed engineering designs and plans. The approval of the Client is a necessary requirement in order for the Consultant to proceed to preparation of detailed engineering designs and bidding documents. Two weeks after submitting the report, the Consultant shall arrange and present this report at a joint workshop for the two countries. The resolution of the workshop would then constitute the basis for preparation of the final detailed engineering designs and plans. The approval of the Client is a necessary requirement in order for the Consultant to proceed to preparation of detailed engineering designs and bidding documents.

(e) Final Design Report

Within twenty eight (28) weeks of the start of the services, the consultant shall submit twenty (20) copies of the Final Design Report. The Final Design Report shall incorporate all provisions deemed necessary arising from comments received from the Client following discussions and joint workshops resolutions between Zambia and Botswana. The Design Report shall be submitted in four (4) volumes: An Executive Summary of the findings, the main report with its conclusions and recommendations, Materials Report and an Environmental Report.

All the above reports shall also be submitted in electronic format. 6.2 Stakeholders’ Workshop Upon submission of the Draft Final Report, a restitution workshop will be organized by the Client to validate report findings. Key project stakeholders will be invited to the meeting. Upon completion of the studies, a Donors’ round table conference will be organized by the Client to solicit funding for implementation of the projects resulting from the study update. The consultant will prepare these one-day workshops that shall draw participants from Ministries, the private sector and donors. The objectives will be to explain project design alternatives chosen, important assumptions and risks in order to ensure sustainable development. The impacts that the project resulting from the proposed study would have on poverty reduction would also be discussed. The consultant will prepare a Power Point Presentation of his key findings and present the study executive summary to the workshop and round table participants.

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6.3 Preparation of Bidding Documents The Consultant shall prepare the final detailed design and bidding documents to enable tendering to be carried out by the Client. The Bidding Documents shall include the following: (i) Plans and Drawings

Plans: the reference traverse and Bridge location should be presented at a scale of 1: 2000. The plan sheets should also show the bridge stationing and right of way lines, design drawings (Plan 1:2000; longitudinal vertical profile 1:1000; Standard cross section 1:100; major structure 1:50). The consultants should make any revisions required before producing the final plans. Other details of drawings are as follows:

Scale for Plan (Horizontal) 1: 2000 longitudinal vertical profile 1:1000 Cross Sections: showing abutment and pier positions, river bed level, LWL, OFL and HFL

1:100

Typical Abutment, decking and Pier cross section and all details, height etc

1:50

Structural Details: plans, elevations and cross-sections of abutments, the decking and piers should be presented on separate sheets, to appropriate scales. These should include reinforcing-bar details including bar bending schedules and quantities of steel.

Soils and river bed rock strata: test pits, sounding, soil samples and laboratory results should be presented and keyed to the drawing.

(ii) Network analysis/ Work scheduling

The consultant shall prepare a work schedule clearly showing the minimum equipment required and production rate for major items, to successfully complete the works including combination of plant and equipment and number of work gangs /fleet etc.

(iii) Bills of Quantities:

The consultants should review and refine the preliminary bills of quantities to reflect the quantities needed for the construction of works as approved in the Initial Report and identified during the detailed engineering designs. The reference number of the Technical Specifications for individual pay/work items concerned shall be clearly stated.

(iv) Technical Specifications:

The consultants should up-date the SATCC standard technical specifications by providing “Specifications of Particular Application”, to the extent necessary to reflect the needs of construction works. Technical Specification shall be so constituted that the work method, required quality and measurement method shall be clearly defined for each of the pay/work items in the Bill of Quantities.

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Final complete bidding documents including instruction to bidders, detailed engineering plans and drawings, standard technical specifications, specifications of particular applications, model contract, special conditions of contract, and bills of quantities, shall be submitted separately for the following:

o Main bridge, approach viaduct and approach roads. o Border control facilities on the Zambia side. o Border control facilities on the Botswana side.

Confidential Engineer’s Estimates based on the three (3) sets of bidding documents and based on a priced version of the Bill of Quantities shall also be submitted.

7. OBLIGATIONS OF GOVERNMENTS & CONSULTANTS 7.1 Obligations of the Consultant 7.1.1 The consultants shall make their own arrangements for all office and living accommodation, transportation, supplies, surveys, investigations, testing, secretarial services, etc. in connection with the services required by these Terms of Reference. 7.1.2 The consultants shall facilitate technology transfer through attachment to the project of four (4) engineers/architects, two (2) from each country throughout the design period. The consultants shall provide the following minimum key staff to carry out the services as described above:

• Bridge Engineer/Team Leader: a qualified engineer with minimum BSc degree or equivalent in bridge/structural Engineering and a minimum of 20 years relevant experience in similar project.

• Bridge/Structural Engineer: a qualified engineer with minimum BSc degree or equivalent in Bridge/Structural Engineering and a minimum of 15 years relevant experience in similar project.

• Transportation/Traffic Engineer: a qualified transport engineer with MSc degree or equivalent and a minimum 10 years in transportation planning, travel demand modeling, and traffic engineering.

• Highway Engineer: a qualified engineer with minimum of BSc degree or equivalent in bridge design and a minimum 10 years relevant experience in similar project.

• Geotechnical/Materials Engineer: a qualified engineer with BSc degree or equivalent in Civil engineering and a minimum of 10 years relevant experience.

• Hydrologist: a qualified hydrologist with BSc degree or equivalent and a minimum of 10 years relevant experience.

• Surveyor: a qualified surveyor with Bachelor of Science degree or equivalent with minimum of 10 years relevant experience.

• Transport Economist: a qualified transport economist with MSc degree or equivalent and a minimum 15 years relevant experience.

• Architect: a qualified architect with BSc degree or equivalent and a minimum 10 years relevant experience.

• Quantity Surveyor: a qualified quantity surveyor with BSc degree or equivalent and a minimum 10 years relevant experience.

• Environmentalist: a qualified environmentalist with minimum BSc degree or equivalent and a minimum of 10 years relevant experience.

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• Socio-Economist: a qualified socio-economist with a minimum of Bsc degree and 10 years of relevant experience in preparation of social impact projects.

7.2 Qualification for the Transport Infrastructure Adviser 7.2.1 The incumbent shall, among others, undertake the following:

• Coordinate the implementation of the Kazungula Bridge Project • Maintain a data base of all infrastructure development projects for SADC • Coordinate the development of infrastructure development projects for the SADC

region • Coordinate through all relevant agencies (NEPAD, DBSA, AU, DFRC, ADB, World

Bank, Member States, etc), the process for the preparation, development and packaging of projects leading to feasibility studies for maximized bankability of projects

• Prepare reports on the state of implementation of projects for SADC and participating partners

• Represent SADC at Steering Committees where such projects are being reviewed • Follow up of all actions assigned to participating agencies to ensure timely

implementation of projects • Liaise with Consultants assigned to undertake the various tasks pertaining to project

development and implementation. 7.2.2 The incumbent shall have the following qualifications and experience:

• Masters Degree from recognized institutions in Civil or Transportation Engineering, Transport Economics, Transport Planning or similar.

• At least 10 years experience in transport infrastructure planning, programming, design, construction and development involving large public projects bilateral/multilateral donors.

• Should have good interpersonal skills and knowledge of the workings of Regional Economic Communities

• Project Management experience with familiarity to project management software. 7.3 Services to be provided by the Client 7.3.1 The Ministry of Works and Supply in Zambia and the Ministry of Works and Transport in Botswana will make available to the consultants all relevant reports and data in its possession but the consultants shall be fully responsible for the interpretation and use of the material in question. 7.3.2 The Ministry of Works and Supply in Zambia and the Ministry of Works and Transport in Botswana will liaise with other Government offices as required in order to facilitate the consultants’ work in accordance with these TOR.

MULTINATIONAL Botswana-Zambia - SADC North …...Corridor which links the mineral rich regions of...

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