1

PROJECT COMPLETION REPORT

A. PROJECT DATA AND KEY DATES I. BASIC INFORMATION

Project Number Project Name Country (ies)

Project N°: ADF : 2100150007113 NTF : 200160000135 OPEC : 6540654000238 ADF grant: 100155001958

Rosso- Boghé Road Construction Project

Islamic Republic of Mauritania

ID Number of all Lending Instrument(s) Department Environmental Classification

- ADF : UA 8 120 000.00 Loan/Project - ADF UA 500 000.00 Protocol Agreement/Grant - NTF : UA 6 000 000.00 Loan/Project - OPEC F. : UA 3 037 302.31 Loan/Project

Transport

Category I

Original Commitment Amount Amount Cancelled Amount Disbursed

Per cent Disbursed

ADF loan : UA 8 120 000.00 ADF grant : UA 500 000.00 NTF loan : UA 6 000 000.00 OPEC loan : UA 3 037 302.31

0.00 0.00 0.00 0.00

UA 6 854 121.51 UA 292 545.30 UA 5 137 215.13 UA 3 037 302.31

84.41% 58.50% 85.62% 100%

Borrower

Islamic Republic of Mauritania

Executing Agency(ies) [List the main Ministries, Project Implementation Units, Agencies and civil society organizations responsible for implementing project activities.]

Ministry of Infrastructure and Transport through the Public Works Department (DTP)

Co-financers and other External Partners [List all other sources and amounts of financing, technical assistance or other resources used in this project]

European Union OPEC Fund

II. KEY DATES

Project Concept Note Cleared by Ops. Com.

Appraisal Report Cleared Board Approval

NA

NA

ADF loan 02/07/2003 NTF loan : 02/07/2003 OPEC F. loan: 02/05/2003 ADF grant : 02 /07/2003

Restructuring(s)

2

Original Date MM/DD/YY

Actual Date MM/DD/YY

Difference in months

EFFECTIVENESS 16/12/2003 4-5/2005

08/03/2004

3 months Non applicable

MID-TERM REVIEW 31/12/2007 31/12/2009 24 months

CLOSING 31/12/2007 31/12/2009 24 months

III. RATINGS SUMMARY

Insert notes from the relevant tables in the different sections of the PCR. For example, please insert the “Overall Output score” in Section D.I. in the “Achievement of Outputs” box below.

CRITERIA SUB-CRITERIA RATING

PROJECT OUTCOME

Achievement of Outputs (insert score from Section D.I.) 3.75

Achievement of Outcomes (insert score from Section D.II)

3.80

Timeliness (insert score from Section F.4) 3

OVERALL PROJECT OUTCOME [Score is calculated as an average of the ratings]

3.51

BANK PERFORMANCE

Design and Readiness (insert score from Section I.I) 3.71

Supervision (insert score from Section I.I) 3.50

OVERALL BANK PERFORMANCE [Score is calculated as an average of the ratings]

3.60

BORROWER PERFORMANCE

Design and Readiness (insert score from Section I.I) 3.66

Implementation (insert score from Section I.I) 3.50

OVERALL BORROWER PERFORMANCE [Score is calculated as an average of the ratings]

3.58

IV. RESPONSIBLE BANK STAFF

POSITIONS AT APPROVAL AT COMPLETION

Regional Director G. GIORGIS I.S. LOBE NDOUMBE

Sector Director A.R. RAKOTOBE, Director, OCIN G. MBESHERUBUSA Director, OITC

Sector Manager B.L.M. ASKOFARE, Ag. Manager, OCIN.3

A. Aymen OSMAN Officer-in-Charge OICT.2

Task Manager B. TRAORE, Civil Engineer A. BENDJEBBOUR, Civil Engineer

PCR Team Leader A. BENDJEBBOUR, Civil Engineer

3

PCR Team Members A. BENDJEBBOUR, Civil engineer Consultant Transport Economist Consultant Environmentalist

B. PROJECT CONTEXT

Summarize the rationale for Bank assistance. State: - what development challenge the project addresses, - the Borrower's overall strategy for addressing it, - Bank activities in this country (ies) and sector over the past year and how they performed, and - on-going Bank and other externally financed activities that complement, overlap with or relate to this project. Please cite relevant sources. Comment on the strength and coherence of the rationale. [300 words maximum. Any additional narrative about the project's origins and history, if needed, must be placed in Appendix 6: Project Narrative]

1. The project was designed in a socio-economic context marked by a low economic growth rate and a high incidence of poverty. In this difficult context, the construction of the Rosso-Boghé road was seen, on the one hand, as a priority measure that would help in opening up a vast agro-sylvo-pastoral region situated on the right bank of River Senegal and, on the other hand, as an indispensable support to the Mauritania Integrated Irrigated Agricultural Development Programme (PDIAIM). The PDIAIM was launched in 2000 to promote agricultural production and strengthen the fight against poverty, especially in this part of the country where, at appraisal, the incidence of poverty stood at between 52.6% and 56.5% as against a national average of 46.3%. This region has favourable natural conditions for the promotion of agricultural production: fertile enough soil, normal rainfall, presence of a permanent watercourse, existence of 300 mainly agricultural cooperatives, of which 165 operated by women. Project implementation was intended to help in bringing at least 67 localities out of isolation and satisfying transport demand, expected to increase significantly, thanks to the induced effects of on-going agricultural and pastoral programmes in the Rosso-Boghé Road Project area. 2. The project was funded by the ADF, the NTF, the European Union, and the OPEC Fund. Its components were retained, following consultations between the Government and financial partners (the Bank, the European Union, OPEC) solicited by the Government, and based on results of participatory approach through which the socio-economic and environmental concerns of the neighbouring communities were taken into account. The financing package mobilized sought to achieve the same objectives, namely boost growth and open up regions with proven economic potential. Consultation and coordination between donors and the convergence of their intervention strategies helped to avoid the risk of contradiction and duplication of operations, thus ensuring perfect complementarity.

C. PROJECT OBJECTIVES AND LOGICAL FRAMEWORK

1. State the Project Development Objective(s) (as set out in the appraisal report)

As defined at appraisal, the project’s sector objective is to contribute to the country’s economic growth and poverty reduction. It has as specific objective to help in opening up and developing the right bank of River Senegal.

2. Describe the major project components and indicate how each will contribute to achieving the Project Development Objective(s).

To achieve the above objectives, the following components were adopted:

4

A. Road Construction A.1 Road works and ancillary works linked to the construction of the 211.5 km road, including three link roads serving Tiékane, Leixeba II and Dar El Barka, and the rehabilitation of socio-economic infrastructure along the road; A.2 Works control and supervision; and A.3 Sensitization of the population on health issues, road safety, environmental protection, land tenure and micro-finance. B. Project Management B.1 Project financial audit; B.2 Monitoring of the project’s socio-economic impact.

3. Provide a brief assessment (up to two sentences) of the project objectives along the following 3 dimensions. Insert a working score, using the scoring scale provided in Appendix 1.

PROJECT OBJECTIVES DIMENSIONS ASSESSMENT WORKING SCORE

RELEVANT a) Relevant to the country's development priorities

The project features among the priorities of the country’s Development Plan, and is consistent with the Government’s transport sector policy and the Bank’s CSP priorities for Mauritania.

4

ACHIEVABLE

b) Objectives could in principle be achievedwith the project inputs and in the expected timeframe

The project’s objectives were quite achievable within the set timeframes. The implementation schedule took into account the long experience of the Bank and the Executing Agency (Public Works Department), as well as recent road works executed in the country.

4

CONSISTENT

c) Consistent with the Bank's country or regional strategy

The project was designed as a road to open up the rich agro-sylvo-pastoral regions situated on the right bank of River Senegal, and as an important section of the road linking Mauritania and Senegal. In this respect, the project is consistent both with the strategy of opening up regions with proven economic potentialities, and the regional integration strategy.

4

d) Consistent with the Bank's corporate priorities

The project is consistent with the Bank’s intervention strategy in Mauritania, as defined in the 2001-2003 CSP, in the sense that transport infrastructure financing features prominently among the priorities listed in the CSP.

4

4. Summarize the log. frame. If a log. frame does not exist, complete the table below, indicating the overall project development objective, the major components of the project, the major activities of each component and their expected outputs, outcomes, and indicators for measuring the achievement of outcomes. Add additional rows for components, activities, outputs or outcomes if needed.

PROJECT LOGICAL FRAMEWORK (at Appraisal)

Hierarchy of Objectives Objectively Verifiable Indicators (OVI)

Means of Verification (MOV)

Assumptions and Risks

5

1. Sector Objective 1.1 Contribution to the country’s economic growth and poverty reduction

1.1 Increase in transport sector contribution to GDP from 5% to 8% in 2010 1.2 Contribution to reduction of the poverty rate from 46% to 40% in 2010

1.1 National statistics 1.2 Monitoring indicators for the Poverty Reduction Strategy Framework (PRSF)

2. Project Objective 2.1 Opening up of the right bank of River Senegal

2.1 Sixty-seven (67) villages in the project area with population of about 100,000 inhabitants provided with a structure for travel and exchange of goods and services by 2006. 2.2 Reduction of vehicle operating costs (VOC) by 63% in 2006

2.1 Traffic count and general measurement of mobility 2.2 Calculation of VOCs, periodic readings and measurement of the state of the road by the BGR

2.1 Increase in trade and economic activity in the project area

3. Outputs 3.1 Tarred road built between Rosso and Boghé, as well as link roads to Tiékane, Lexeiba II and Dar El Barka villages, and ancillary works executed 3.2 Population sensitized 3.3 Database on socio-economic indicators in the project area available

3.1 196 km of paved road in 2006 linking Rosso to Boghé and three link roads of 15.5 km to Tiékane, Lexeiba II and Dar El Barka villages, including parking spaces; 2 boreholes rehabilitated and 2 schools rebuilt. 3.2 Campaigns on land tenure, road safety, health, and environmental protection conducted in 2006 3.3 2 Surveys on the population of the project area

3.1 Reports on the consultant’s work, audit reports, supervision reports, mid-term review, and the Bank’s completion report 3.2 Same as above, and sensitization campaign reports

Appropriate strategy and adequate allocation of funds to road maintenance

4.Activities/Components A- Works Acceptance of works Implementation of works Award of contracts

Resources in UA million F.E. L.C. Total A. 35.95 10.44 46.39 B 2.77 0.80

4.1 Contracts signed 4.2 Quarterly project implementation reports

6

Invitations to bid Preparation of BDs B- Services Final report on services Delivery of services Award of contracts Invitations to bid Preparation of bidding documents

3.57 Base/c 38.72 11.23 49.95 Conting. 2.88 0.836 3.72 Pr. Esc. 2.047 0.594 2.64 Tl. 43.65 12.66 56.31 Financing EU : 35.25 ADF loan : 8.12 ADF grant : 0.5 NTF : 6 OPEC : 3.15 Govt. : 3.29

4.3 Detailed monthly accounts 4.4 Disbursement status 4.5 Detailed final accounts 4.6 Audit reports 4.7 Project completion reports

5. For each dimension of the log. frame, provide a brief assessment (up to two sentences) of the extent to which the log. frame achieved the following. Insert a working score, using the scoring scale provided in Appendix 1. If no log. frame exists, score this section as a 1 (one).

LOG. FRAME DIMENSIONS ASSESSMENT WORKING SCORE

LOGICAL

a) Presents a logical causal chain for achieving the project development objectives

The objective of opening up the right bank of River Senegal was attained, thanks partly to the logical causal chain of activities planned for the purpose in line with the National Infrastructure Development Plan and the Bank’s CSP for the country.

3

MEASURABLE

b) Expresses objectives and outcomes in a way that is measurable and quantifiable

Objectives and outputs are expressed in a measurable and quantifiable manner in terms of contractual works execution rates and timeframes, the number of villages effectively opened up, and production of implementation reports by each contracting party.

4

THOROUGH c) States the risks and key assumptions

The logical framework clearly mentions the major risks and assumptions identified at appraisal, especially those concerning the lack of adequate financing for road network maintenance that could affect project sustainability.

3

D. OUTPUTS AND OUTCOMES

I. ACHIEVEMENT OF OUTPUTS

In the table below, assess the achievement of actual vs. expected outputs for each major activity. Import the expected outputs from the log. frame in Section C. Score the extent to which the expected outputs were achieved. Weight the scores by the activities' approximate share of project costs. Weighted scores are auto-calculated by the computer. The overall output score must be calculated as the sum of the weighted scores. Override the calculated score, if desired, and provide justification.

7

MAJOR ACTIVITIES Working Score

Share of Project Costs in percentage (as stated in Appraisal Report)

Weighted Score

Expected Outputs (ADF, NTF and OPEC components)

Actual Outputs

1. Construction works Tarred road built between M’Bignik and Boghé, link road to Dar El Barka village; 2 school complexes rebuilt and 2 drinking water supply boreholes rehabilitated Construction works a) Construction of a 93.5 km new road between M’Bignik and Boghé; b) Construction of an 8 km road linking the main road to Dar El Barka village; 2 school complexes rebuilt and 2 drinking water supply boreholes rehabilitated c) Reconstruction of two school complexes d) Rehabilitation of 2 drinking water supply boreholes

1. Construction works .a) Tarred road of 93.5 km long and 6 metres wide between M’Bignik and Boghé fully built; b) Dar El Barka link road of 8 km long and 6 metres wide fully built; c) 2 school complexes 100% rebuilt in Dar El Barka and Legatt; d) 2 drinking water supply boreholes 60% rehabilitated, one in Diadiabé and the other in Tweidieri; the works executed were paid entirely from the ADF loan; the Government is mobilizing its own share of financing to finish this component.

4 88.25% 3.53

2. Sensitization Population sensitized on environmental protection and road safety.

2. Population sensitized in all coverage areas specified in the Services Contract executed by an NGO on the basis of various selected themes.

3 2.46% 0.08

3 Database Data base on available socio-economic indicators

Database on socio-economic indicators compiled within the framework of services of the NGO in charge of socio-economic monitoring and sensitization

3 1.35 0.04

4 3 92% 4

OVERALL OUTPUT SCORE [Score is calculated as the sum of weighted scores]

3

Check here to override the calculated score

Provide justification for over-riding the calculated score

8

Insert the new score or re-enter the calculated score 3

II. ACHIEVEMENT OF OUTCOMES

1. Using available monitoring data, assess the achievement of expected outcomes. Import the expected outcomes from the log. frame in Section C. Score the extent to which the expected outcomes were achieved. The overall outcome score must be calculated as an average of the working scores. Override the calculated score, if desired, and provide justification.

OUTCOMES Working Score Expected Actual

1. By 2006: i) 67 villages in the project area, with a combined population of about 100 000 inhabitants, equipped with a facility for movement and exchange of goods and services; ii) the localities of Dar El Barka and Legatt each have a rebuilt school complex; iii) those of Diadiabé and Tweidieri each have a rehabilitated drinking water supply borehole.

1. More than 67 villages of the project area with a combined population of about 100 000 inhabitants are effectively equipped with a structure for travel and exchange of goods and services since 2009, when the road was opened to traffic. Tens of children are trained each year, since the schools were placed at the disposal of the population in April 2008. As concerns the boreholes rehabilitated at 60%, they should enable the Diadiabé and Tweidieri population to obtain drinking water, considered a rare commodity in these localities.

3

2 Reduction of vehicle operating costs (VOC) by 63% as from 2006.

2. The reduction of VOCs observed in 2009 compared to the no-project situation stands at 36% (28.24% for light vehicles and 43.50 for heavy vehicles), against the 63% projection.

2

3. Campaigns on land tenure, road safety, health and environmental protection conducted in 2006

3. Campaign conducted in 2009 instead of 2006 because of lateness in the effective start of project activities by the Executing Agency. Nevertheless, all themes retained, the coverage areas selected and the execution timeframe of 12 months were respected. The implementation reports have also been made available.

3

4 0

OVERALL OUTCOME SCORE [Score is calculated as an average of the working scores]

3

Check here to override the calculated score

Provide justification for over-riding the calculated score

Insert the new score or re-enter the calculated score 3

2. Additional outcomes. Comment on the project's additional outcomes not captured in the logframe, including cross-cutting issues (e.g., gender).

The sensitization campaigns have led to the birth of new community associations, mostly women’s, active in several domains such as: STI/HIV/AIDS, environmental protection, land tenure law, farmer/grazer conflict management, women promotion. At the economic level, the construction of the road and the link road has led to the setting up of new transport companies. As a result, competition has emerged, resulting in a strong downward trend in fares on the entire Rosso-Boghé road. It should also be pointed out that many shops have been set up almost everywhere in the project area, and are managed mostly by women.

9

3. Risks to sustained achievement of outcomes. State the factors that affect, or could affect, the long-run or sustained achievement of project outcomes. Indicate if any new activity or institutional change is recommended to help sustain outcomes. The analysis should draw upon the sensitivity analysis in Annex 3, where appropriate.

The main threat posed to the newly built road involves the inadequate resources allocated to national road network maintenance. This affects investment sustainability. This problem will be solved with the setting up of the Road Fund, as recommended during the joint evaluation with the European Union. The Road Fund Study is being conducted with financing from the European Union. The Bank is closely following up the study, whose recommendations should lead to the effective establishment of the Road Fund.

E. PROJECT DESIGN AND READINESS FOR IMPLEMENTATION

1. State the extent to which the Bank and the Borrower ensured the project was commensurate with the Borrower’s capacity to implement by designing the project appropriately and by putting in place the necessary implementation arrangements. Consider all major design aspects, such as extent to which project design took into account lessons learned from previous PCRs in the sector or the country (please cite key PCRs); whether the project was informed by robust analytical work (please cite key documents); how well Bank and Borrower assessed the capacity of the implementing agencies and/or Project Implementation Unit; scope of consultations and partnerships; economic rationale of project; and provisions made for technical assistance. [250 words maximum. Any additional narrative about implementation should be included at Annex 6: Project Narrative]

After updating the 1977 baseline studies in 2001 with financing from the European Union, the Bank – at Government’s request – fielded a project preparation mission in June 2001, followed by an appraisal mission in April 2002 and an appraisal report update mission in April 2003. These missions were conducted in coordination with other donors, particularly the European Union Delegation in Mauritania. They provided the opportunity for exchange of information on the management, short- and medium-term needs of the transport sector, especially the road sub-sector. The Bank is active in this sub-sector. Its previous intervention in the sub-sector dates back to 1996 when it financed the construction of the 110 km long Trans-Maghreb Section from Pk 76 to Atar. This project was completed within the prescribed timeframe and without cost overrun. The Bank drew inspiration partly from this edifying experience during preparation and appraisal of the Rosso-Boghé Road Construction Project.

At appraisal, a number of relevant provisions aimed at building the capacity of the Executing Agency to play its role effectively and for project sustainability were drawn up to address institutional and capacity issues. Thus, the following measures were envisaged at appraisal: (i) institutional support to the Ministry of Infrastructure and Transport (MET) via training for officials of the Public Works Department (DTP) and the National Road Maintenance Agency (ENER), the latter of which is in charge of maintenance and management of the national road network; (ii) putting logistics in place, including the supply of project management equipment and hardware (2 PCs dedicated to project accounting monitoring, a photocopying machine, a four-wheel drive vehicle, a fax machine, telephone and Internet connections); (iii) coordination during project implementation (payment of allowances to personnel posted to the project, equipment upkeep and operation, consumables).

In addition, through sector-wide dialogue with the Mauritanian Government, the Bank ensured that the project featured among the priorities under the country’s socio-economic development strategy, with the following as main thrusts: (i) strong and steady growth through the revival of activities of the agricultural and mining sectors; (ii) rehabilitation and development of transport infrastructure, by giving priority to roads that open up regions with proven economic potential; and (iii) strengthening the fight against poverty nationwide, especially in the most disadvantaged regions, including Brakna and Trarza (both are found in the project area). The Bank also ensured that the project was squarely in line with the sector priorities defined in the 2001-2003 CSP for Mauritania, which listed transport infrastructure as one of the priority areas for Bank intervention in the country during the CSP period

10

2. For each dimension of project design and readiness for implementation, provide a brief assessment (up to two sentences). Insert a working score, using the scoring scale provided in Appendix 1.

PROJECT DESIGN AND READINESS FOR IMPLEMENTATION DIMENSIONS

ASSESSMENT WORKING SCORE

REALISM

a) Project complexity is matched with country capacity and political commitment.

The project does not present any particular technical complexity. Nevertheless, to maximize project outputs, especially those of ancillary structures of a social nature, a careful analysis of the technical and institutional capacity of the Executing Agency (DTP) was made at appraisal, which revealed the need to integrate into the project institutional support, especially training and the procurement of logistics for efficient monitoring of project implementation.

3

RISK ASSESSMENT AND MITIGATION

b) Project design includes adequate risk analysis.

The major potential risks identified and examined at appraisal concern the Government’s capacity to finance recurrent costs regularly, to ensure project sustainability, and normal maintenance of the road network. This concern was taken into account in the project design by recommending the conduct of a study to set up a Road Fund. This was an ADF loan condition ("other condition").

3

USE OF COUNTRY SYSTEMS

c) Project procurement, financial management, monitoring and/or other systems are based on those already in use by government and/or other partners.

Procurement rules (works and consultancy services) followed (ADF, NTF and OPEC loans) are those in force in the Bank. These rules are compliant Mauritania’s; the Executing Agency (DTP) has a good knowledge of the rules and was able to use them well within the project framework. However, the Executing Agency did not take advantage of Advance Procurement Action (APA), to ensure a good performance of the works, goods and services procurement phase.

4

For the following dimensions, provide separate working scores for Bank performance and Borrower performance:

WORKING SCORE

Bank Borrower

CLARITY d) Responsibilities for project implementation were clearly defined.

The completion report clearly presented the organization of project implementation, the various actors (the

4 4

11

Bank, the DTP, the contractor, Consultants and NGOs), as well as the activities of each of the interested parties. These provisions were approved by the Mauritanian party during negotiations of agreements and the grant protocol.

PROCUREMENT READINESS

e) Necessary implementation documents (e.g. specifications, design, procurement documents) were ready at appraisal.

Invitations to bid for works were prepared by the DTP and made available at appraisal; they were reviewed and accepted by the Bank followed loan approval. Detailed technical studies for the Dar El Barka link road were not available at appraisal; they were carried out during the construction of the M’Bignik-Boghé section. However, the schedule of road works was not affected.

4 3

MONITORING READINESS

f) Monitoring indicators and monitoring plan were agreed upon before project launch.

The monitoring indicators (implementation rate, respect of timeframes and procedures, etc.) were specified by the Bank and made known to the Executing Agency. In addition, the indicative schedule of supervision to be conducted by the Bank is clearly indicated in the appraisal report.

4 4

BASELINE DATA h) Baseline data was available or was collected during project design.

Reference documents required for preparing the PCR were available at completion, namely the appraisal report, the final implementation report, audit reports, disbursement documents, works contracts, consultancy service contracts, traffic data after the commissioning of the road as well as the dossier on execution of environmental measures. The mission also received support from the project’s coordination during its field work. As concerns audit reports, it should be pointed out that the Government gave the Bank audit reports of project accounts for the 2005, 2006 and 2007 financial years. Works on the main components (main section of the road, Dar El Barka link road and the two school complexes) were completed and handed over in April 2007.

4 4

12

F. IMPLEMENTATION

1. State the major characteristics of project implementation with reference to: adherence to schedules, quality of construction or other work, performance of consultants, effectiveness of Bank supervision, and effectiveness of Borrower oversight. Assess how well the Bank and the Borrower ensured compliance with safeguards. [300 words maximum. [Any additional narrative about implementation should be included at Annex 6: Project Narrative.]

A. Fulfilment of loan conditions Apart from the general conditions, ADF and NTF loans were subject to ten (10) conditions precedent to first disbursement and four (04) other conditions. As at 15 September 2004, all the ten conditions precedent to first disbursement were fulfilled, which effectively paved the way for the first disbursement of the ADF loan on 25/10/2004 and the NTF loan on 26/10/2004. B. Compliance with the work execution schedule According to projections during the appraisal, works were to start in November 2003 and end in October 2006, representing an implementation timeframe of 36 months. The actual schedule reveals the following dates:

(a) Lot II works (M’Bignik-Boghé section financed by the ADF, the NTF and the OPEC Fund - Despite the lack of natural materials in the project area, the contractor was able to keep outputs high, which enable him to complete the works indicated in the basic contract within the contractual timeframe of 36 months. The final reception of works took place on 23 May 2008, and the road was officially opened to traffic from that date.

(b) Dar El Barka link road works – On completion of additional studies, work started on 29 May 2007 and

ended within the contractual timeframe of 7.5 months. The final reception took place on 2 July 2009. (c) The school complex works started on 15 April 2007 for an execution timeframe of 12 months. This

contractual timeframe was respected and the final reception was done on 18 May 2009. (d) Rehabilitation works of two drinking water supply boreholes – These works started on 27 November

2007. As at 20 September 2010, only 60% of the works were executed; (e) Works supervision and geotechnical control – works supervision started on 20 June 2004 up to works

completion of works as provided for in the contract. (f) Supervisions by the Bank – The schedule of supervision missions drawn up at appraisal provided for 6

supervisions and a mid-term review on the field between 2003 and 2006. During project implementation, the Bank carried out 4 supervision missions in 2004, 2005, 2007 and 2009, respectively. No supervision took place in 2006 and 2008; the mid-term review planned for May 2005 was not done.

D. Financial execution Disbursements – The disbursements planned at appraisal to be spread over 2003, 2004, 2005 and 2006 continued right up to 2009, following an extension of the timeframe requested by the Borrower.

2. Comment on the role of other partners (e.g. donors, NGOs, contractors, etc.). Assess the effectiveness of co-financing arrangements and of donor coordination, if applicable.

13

The European Union was the privileged partner in co-financing the project. Its intervention concerned Lot 1 (a section of the M’Bignik-Rosso section). This intervention was subject to dynamic consultation with the Bank. In Coordination meetings were held between the two institutions during the preparation and appraisal phases, and exchange of information continued during the implementation phase and the completion mission in Mauritania. F.2.2 As concerns other partners, the results of supervision missions and the final report of the control mission highlight the good performance of the contractor that executed the works on the M’Bignik-Rosso section and the Dar El Barka link road, and the one that executed works on the school complexes. The services of the NGO recruited for the HIV/AIDS sensitization campaign, environmental protection and road safety also performed satisfactorily. The good performance was confirmed at completion.

3. Harmonization. State whether the Bank made explicit efforts to harmonize instruments, systems and/or approaches with other partners.

Apart from this project and for some years now, the Bank has had good partnership ties with the other main donors intervening in the transport sector in Mauritania, namely the World Bank and the European Union. The Bank and these two partners agreed to hold periodic consultation and coordination meetings to better harmonize their strategies, strengthen the efficiency and complementarity of their interventions in the country. F.3.2 Generally, the three Institutions agree on the same basic principles, namely: (i) encouraging the Government to draw up an order of priority at the level of projected operations and specify the underlying criteria; (ii) ensuring that operations are in line with the specific framework of the sector strategy in force in the country; and (iii) preparing baseline studies on each of the operations programmed for the short and medium term. For future interventions, the priority guidelines adopted are: (i) infrastructure rehabilitation and development; and (ii) promotion of good governance.

4. For each dimension of project implementation, assess the extent to which the project achieved the following. Provide a brief assessment (up to two sentences) and insert a working score, using the scoring scale provided in Appendix 1.

PROJECT IMPLEMENTATION DIMENSIONS ASSESSMENT WORKING SCORE

TIMELINESS

a) Extent of project adherence to the original closing date. If the number on the right is: below 12, "4" is scored between 12.1 to 24, "3" is scored between 24.1 to 36, "2" is scored beyond 36.1, "1" is scored

Difference in months between original closing date and actual closing date or date of 98% disb. rate.

Closing date provided for in the Loan Agreement: 31/12/2007 Effective closing date : 31/12/2009 Difference: 24 months

4

0.0

BANK PERFORMANCE

b) Bank complied with:

Environmental Safeguards

At the environmental and social level, the Bank classified the project in Category 1. Environmental safeguards resulting from this categorization were rigorously applied by the Bank, especially: 1. Review and approval of the ESIA and the ESMP on time; 2. Preparation of ESIA and ESMP summaries; 3. Publication of the ESIA and the ESMP in the Bank’s website;

4

14

4. Approval of the project by the Bank’s Board of Directors, including the recommended environmental provisions. 5. The first disbursement was made after receipt and review of administrative documents showing payment of compensation for expropriations in accordance with the relevant Bank directives. 6. Review and use of the works environmental and social status reports.

Fiduciary Requirements

The Bank’s financial commitments were globally respected; all the justified eligible expenditures were paid. However, according to project accounting and financial data, statements 41, 42, 43 and 44 amounting to EUR 106 964.67 issued since May 2008, have not yet been paid to the Control Mission.

3

Project Covenants

The Bank did everything to ensure the rapid signature of the Loan Agreement and grant on 16/12/2003, that is 5 months after the approval of the loans and grant by the Board in July 2003. The content of the Agreement was accepted without reservations by the Mauritanian party.

4

c) Bank provided quality supervision in the form of skills mix and practicality of solutions

The Bank fielded four (04) supervision missions between December 2004 and February 2009, compared to five (05) planned at appraisal. There was no supervision in 2006 and 2008. Regarding skills mix and despite the fact that the project was classified under Environmental Category 1, the environmental expert was not included in any of the Bank’s supervision missions. Similarly, no socio-economic expert took part in these missions.

2

d) Bank provided quality management oversight

The implementation monitoring and the project management system put in place by the Bank functioned well: in situ supervisions, review of works status reports, review of audit reports, and exchange of letters with the Executing Agency.

3

BORROWER PERFORMANCE

e) Borrower complied with:

Environmental Safeguards

For its part, the Borrower met the commitments taken as concerns environmental and social safeguards, namely:

1. Preparation of the ESIA and the ESMP; 2. Submission of the ESIA and the ESMP to

the public; 3. Validation of the ESIA and the ESMP by

the Ministry of Environment ; 4. Compensation for expropriations based

on direct negotiation; 5. Declassification of the formerly Classified

Koundi Forest (4470 hectares) by decree; 6. Bypass of the Gani Classified Forest

(2200 hectares);

4

15

7. Contractor obliged to reinforce personnel safety, facilities and worksite equipment, protect soil and water, and restore borrow sites to their initial state.

8. Launching and monitoring of the multidimensional information, sensitization and education programme put in place by the project.

Fiduciary Requirements

The Borrower paid its own contribution for works on the M’Bignik section and the Dar El Barka link road, and financed the detailed technical studies of the said link road. It also covered the financing gap following the exhaustion of the OPEC Fund loan. However, the Borrower has not yet paid its contribution to financing the rehabilitation works of two drinking water supply boreholes in Diadiabé and Tweidieri.

2

Project Covenants

The Loan Agreement was signed five months following the approval of the loans and grant. The Agreement became effective in March 2004, that is to say three months following loan signature.

2

f) Borrower was responsive to Bank supervision findings and recommendations

Recommendations from supervision missions on project activities were taken into account by the Borrower. The latter also requested and obtained the Bank’s approval for modifications to the project prior to their implementation.

4

g) Borrower collected and used monitoring information for decision making

Overall, the works status reports, audit reports and recommendations of supervision missions helped the Borrower to take technical and financial decisions.

3

G. COMPLETION

1. IS THE PCR DELIVERED ON A TIMELY BASIS, IN COMPLIANCE WITH BANK POLICY?

Date project reached 98% disb. Rate (or closing date if applicable)

Date PCR was sent to pcr@afdb.org MM/DD/YY

Difference in months

WORKING SCORE if the difference is 6 months or less, a 4 is scored. If the difference is 6.1 or more, a 1 is scored

31-12-2009

2. Briefly describe the PCR Process. Describe the Borrower’s and co-financers' involvement in producing the document. Highlight any major differences of opinion concerning the assessments made in this PCR. Describe the team composition and confirm whether a site visit was undertaken. Mention any major collaboration from other development partners. State the extent of field office involvement in producing the report. Indicate whether comments from Peer Reviewers were received on time (provide names and positions of Peer Reviewers). [150 words maximum]

16

The starting point of this PCR process is the completion rate of components financed by the ADF, the NTF and the OPEC Fund. The completion rates recorded as at 31 December 2009 (effective closing date) are: 100% for the main M’bignik-Boghé section, 100% for the Dar El Barka link road, 100% for school complexes, 100% for the sensitization campaign and 60% for the rehabilitation of two drinking water supply boreholes. The preparation of the PCR drew on the final implementation report prepared by the Control Mission, supervision aide-memoires, audit reports and disbursement documents. The list of basic documents used is given in Appendix 6 of this PCR. G.2.2 The documentation collected by the PCR mission and the project’s in situ visit revealed that the completion of each component and the implementation of environmental and social safeguards are satisfactory. They also helped to highlight the project’s first economic and social benefits. The PCR mission received support from central and regional technical services of the Mauritanian Administration and civil society during the collection of basic data and the project visit. The Ministry of Infrastructure and Transport and the Ministry of Economic Affairs and Development offered considerable support to the PCR mission. The mission held a long working session with the European Union Delegation in Mauritania on the project’s status of completion and aid coordination for the country’s transport sector. The PCR mission was made up of a civil engineer (staff), a transport economist (consultant), and an environmentalist (consultant).

H. LESSONS LEARNED

Summarize key lessons for the Bank and the Borrower suggested by the project’s outcomes [300 words maximum. Any additional narrative about lessons learned, if needed, must be placed in Appendix 6: Project Narrative]

CONCLUSION The construction of the M’Bignik-Boghé road and the Dar El Barka link road is effective. It has helped in really opening up one of the country’s rich agricultural and pastoral regions. This has resulted in steadily growing traffic (all vehicle categories combined), and considerable time gain of 3 to 4 hours between Rosso and Boghé based on a reference speed of 100 km/hour. H.2 Social infrastructure integrated into the project had the expected impacts. The Legatt and Dar El Barka school complexes are attended by more than 350 pupils, more than 42% of which are girls. The live-in houses built for teachers have helped in eliminating absenteeism. Thus, classes are taught throughout the school year. The two drinking water supply boreholes in Tweidieri and Diadiabé are designed for the regular supply of drinking water to the population of both localities. These facilities of high social impact have added to the project’s resounding success, despite the low level of their real cost (0.44% compared to the total project cost). H.3 By its integrated nature, the project has helped in changing behaviour, developing entrepreneurship and the possibility of initiatives in the project area, which was formerly highly marked by enclosure and geographic isolation. Road transport companies have been set up, market garden production and many sale points for various products developed, dynamic women’s associations established and women’s income-generating activities fostered. H.4 The innovative approach initiated in Mauritania by the implementation of the information, sensitization and education programme has led to a better understanding of themes developed for the population of the project area. This programme has encouraged the emergence of community associations active in several domains such as: STI/HIV/AIDS, environmental protection, land tenure law, management of farmer/grazer conflicts, and gender promotion. LESSONS LEARNED The lessons learned from this project’s implementation can be summarized as follows:

(i) Considering the immediate impacts of the project’s implementation, especially those of a social nature on the beneficiary population, it is advisable for the Bank to continue supporting the design of road projects of this kind, integrating ancillary facilities at a reasonable cost ratio.

17

(ii) There was considerable delay in mobilizing the counterpart contribution for financing the ancillary

facilities (boreholes constructed at 60%). This general and recurrent problem highlights the need for the Bank to adopt a policy enabling it to finance project costs at 100%.

(iii) During project implementation, the Bank showed flexibility in approving substantial modifications

proposed by the Executing Agency (works on the Boghé main crossroad, construction of submersible box drains at various critical points). Although these modifications were justified, it is advisable to ensure that baseline studies are sufficiently comprehensive to minimize or avoid up front the risks of substantial modifications that could have a financial impact and extend the implementation timeframe.

(iv) There was a low utilization (58%) of the UA 500 000 grant allocated entirely to the “Institutional Support”

component. In the absence of efficient management of these resources, the project could not make the best of the benefits offered by the grant. To prevent such a situation in future in case of loan/grant mix, a systematic control by the Bank and Borrower of the utilization of each category of resources is imperative.

(v) Although classified under Environmental Category 1, the project received no environmental supervision

during implementation. Supervision missions did not include either an environmentalist or a socio-economist. Consequently, major cross-cutting themes were not closely monitored during the entire implementation phase. Consequently, it is advisable during programming of Bank supervision missions, to set up multidisciplinary teams, depending on the project’s specificity and the nature of constraints to be resolved.

I. PROJECT RATINGS SUMMARY All working scores and ratings must be found in the relevant section in the PCR. For example, please insert the “Overall Output score” in Section D.I. in the “Achievement of Outputs” box below.

CRITERIA SUB-CRITERIA WORKING SCORE

PROJECT OUTCOME

Achievement of outputs (insert score from Section D.I.) 3

Achievement of outcomes (insert score from Section D.I.) 3

Timeliness (insert score from Section F.4.) 3

OVERALL PROJECT OUTCOME SCORE (score average) 3

BANK PERFORMANCE

Design and Readiness

Project Objectives were relevant to country development priorities. (insert score from Section C.3.)

4

Project Objectives could in principle be achieved with the project inputs and in the expected time frame. (insert score from Section C.3.)

4

Project Objectives were consistent with the Bank’s country or regional strategy (insert score from Section C.3.)

4

Project Objectives were consistent with the Bank’s corporate priorities (insert score from Section C.3.) 4

The log frame presents a logical causal chain for achieving the project development objectives. (insert score from Section C.5.) 3

The log frame expresses objectives and outcomes in a way that is measurable and quantifiable. (insert score from Section C.5.) 3

The log frame states the risks and key assumptions. (insert score from Section C.5.) 3

Project complexity was matched with country capacity and political commitment. (insert score from Section E.2.) 4

18

Project design includes adequate risk analysis. (insert score from Section E.2.) 4

Project procurement, financial management, monitoring and/or other systems were based on those already in use by government and/or other partners. (insert score from Section E.2.) 4

Responsibilities for project implementation were clearly defined. (insert score from Section E.2.) 4

Necessary implementation documents (e.g. specifications, design, procurement documents) were ready at appraisal. (insert score from Section E.2.) 4

Monitoring indicators and monitoring plan were agreed upon during design. (insert score from Section E.2.) 4

Baseline data was available or were collected during design. (insert score from Section E.2.) 3

PROJECT DESIGN AND READINESS SUB-SCORE (score average) 3

Supervision:

Bank complied with:

Environmental Safeguards (insert score from Section F.4.) 4

Fiduciary Requirements (insert score from Section F.4.) 3

Project Covenants (insert score from Section F.4.) 4

Bank provided quality supervision in the form of skills mix provided and practicality of solutions. (insert score from Section F.4.)

2

Bank provided quality management oversight. (insert score from Section F.4.) 3

PCR was delivered on a timely basis (insert score from Section G) 4

SUPERVISION SUB-SCORE (score average) 3

OVERALL BANK PERFORMANCE SCORE (score average) 3

BORROWER PERFORMANCE

Design and Readiness

Responsibilities for project implementation are clearly defined. (insert score from Section E.2)

4

Necessary implementation documents (e.g. specifications, design, procurement documents) are ready at appraisal. (insert score from Section E.2)

4

Monitoring indicators and monitoring plan are agreed upon and baseline data are available or are being collected. (insert score from Section E.2)

4

PROJECT DESIGN AND READINESS SCORE (score average) 4

Implementation

Borrower complied with:

Environmental Safeguards (insert score from Section F.4) 4

Fiduciary Requirements (insert score from Section F.4) 2

Project Covenants (insert score from Section F.4) 2

Borrower was responsive to Bank supervision findings and recommendations. (insert score from Section F.4)

4

Borrower collected and used of monitoring information for decision-making. (insert score from Section F.4)

3

IMPLEMENTATION SUB-SCORE (score average) 3

OVERALL BORROWER PERFORMANCE SCORE (score average) 3

19

J. PROCESSING

STEP SIGNATURE AND COMMENTS DATE

Sector Manager Clearance Ali AYMEN OSMAN

Regional Director Clearance I. S. LOBE NDOUMBE

Sector Director Approval G. MBESHERUBUSA

I

APPENDIX 1

Scale for Working Scores and Ratings

SCORE EXPLANATION

4 Very Good- Fully achieved with no shortcomings

3 Good- Mostly achieved despite a few shortcomings

2 Fair- Partially achieved. Shortcomings and achievements are roughly balanced

1 Poor- Very limited achievement with extensive shortcomings

NA Non Applicable

II

ANNEX 1 1. Project Costs and Financing a. Project Costs by Component Summary Statement of Cost by Component at Appraisal and Completion (in MRO million)

Components Estimate at appraisal in MRO Real cost in MRO

A. CONSTRUCTION WORKS FE LC Total FE LC Total

A.1 Road works + Dar El Barka road link 46 73.53 1214.01 5887.54 3364.44 1719.11 4717.67

A2.Ancillary works (schools, boreholes) 32.42 9.41 41.84 0.00 348.96 348.96

A.2 Works monitoring and training 280.41 72.84 353.25 333.97 44.86 378.83

Total A 4986.36 1296.26 6282.63 3698.41 2112.93 5811.34

B. PROJECT MANAGEMENT

B.1 Financial audit 30.38 6.75 37.11 0.00 11.20 11.20

B.2 Sensitization/ Monitoring of socio-

economic impact 0.00 37.79 37.98 0.00 64.60 64.60

Total B 30.38 44.54 75.09 0.00 75.80 75.80

Physical contingencies 515.12 137.49 652.62 629.35 380.79 1010.17

Price escalation 368.31 98.31 466.62 330.46 690.77 1021.23

Grand total 5900.17 4597.58 10497.75 4658.22 3260.29 7918.54

1 Ouguiya= UA 328 (procurement period) b. Resources by Source of Financing

Sources of Financing and Status of Disbursements The project received an ADF loan of UA 8 120 000, an ADF grant of UA 500 000, an NTF loan of UA 6 000 000, and an OPEC Fund loan of UA 3 037 302.31. The status of disbursements made on these loans and the grant indicate the following rates of disbursements: ADF loan: 84.41% ADF grant: 58.50% NTF loan: 85.62% OPEC loan: 100% These disbursements planned at appraisal to be spread over 2003, 2004, 2005 and 2006 continued right up to 2009, after a deadline extension requested by the Borrower. The ADF loan, the ADF grant and the NTF loan have the following outstanding amounts, respectively: UA 1.241 million, UA 0.207 million and UA 0.923 million. The OPEC loan was disbursed entirely, mainly on works on the Rosso-M’Bignik main road. It should be noted that the grant resources allocated to building the project’s management capacity were used only to the tune of 58.50%. This situation is due to inadequate control of the use of resources per component during supervision missions. The outstanding amounts from the loans are the result of the competition that prevailed on the works market, thanks to which prices lower than estimated at appraisal were obtained.

2. Bank Contributions. Key Team Members during Preparation, Supervision and Completion

Missions Number of Persons

Composition Periods

III

Preparation

3

A. BENDJEBBOUR J. FRANSSEN S. ACOHA

Transport engineer Environmentalist Transport economist, Consultant.

June 2001

Appraisal 04

B. TRAORE, M. LEKE L. JOOTTUN G.K. NZAU-MUTETA

Civil engineer Transport economist Environmentalist Poverty reduction expert

April 2002

Supervision

01

B. TRAORE

Civil engineer

December 2004

01 B. TRAORE

Civil engineer

September 2005

02 A. BENDEBBOUR, A. S. BA

Civil engineer Transport economist

January 2007

02

M. SOUARE M. DIOUF

Transport engineer Transport infrastructure specialist

February 2009

Completion report

2

A. BENDJEBBOUR Two consultants (economist and environmentalist)

Civil engineer Consultant economist and environmentalist

September 2010

Date and Ratings given by the Last Supervision Report.

INDICATORS RATINGS

01-01-2007

A. PROJECT IMPLEMENTATION

Compliance with loan conditions precedent to entry into force

3 3

Compliance with general conditions

3 3

Compliance with other conditions

2 2

B. PROCUREMENT PERFORMANCE

Procurement of consultancy services

2 2

Procurement of goods and works

3 3

C. FINANCIAL PERFORMANCE

Availability of foreign exchange

3 3

IV

Availability of local currency 2 2

Disbursement flows 3 2

Cost management 0 2

Performance of co-financers

2 2

D. ACTIVITIES AND WORKS

Adherence to implementation schedule

2 2

Performance of consultants or Technical Assistance

3 3

Performance of contractors 3 3

Performance of project management

2 2

E. IMPACT ON DEVELOPMENT

Likelihood of achieving development objectives

3 3

Likelihood that benefits will be realized and sustained beyond

3 3

Likely contribution of the project towards an increase in

2 2

Current Rate of Return 2 2

F. OVERALL PROJECT ASSESMENT

Current supervision average

2.39 2.44

STATUS

Implementation Progress (IP) =2.3 Development Objectives (DO =2.50

OVERRALL STATUS: NON PROBLEMATIC PROJECT

V

ANNEX 2

3. Economic Analysis (ERR) As during appraisal, the economic justification criterion adopted at completion is the economic rate of return (ERR) determined from the cost/benefit method based on a comparison between the ‘no project’ situation and the ‘project’ situation. To this end, the basic parameters considered are: current and future traffic, vehicle operating cost (VOC), quantifiable benefits, the real economic cost of the investment, and the road maintenance cost. i). Current and future traffic (project situation) Current traffic Traffic data collected from the police post at the entrance to Boghé indicate an average of 150 vehicles/day since the official opening of the road to traffic (2009) on about 85% of the Rosso-Boghé section, whereas in the no project situation, traffic was almost inexistent. The traffic observed comprises 90% of light vehicles and 10% of medium-sized and heavy vehicles. Traffic projection At the end of on-going works on the last section of 32 km between Thiamben and Rosso town, deviated traffic from and to the rich regions of Gorgol and Guidimaka is expected, mainly because of the distance (about 100 km) and time gain (8 h trip) that the new Rosso-Boghé road offers. Accelerated development of economic activities in the project area, especially agricultural, pastoral, silvicultural and commercial activities, are also expected. In light of these assumptions and the projections of the National Transport Plan on road transport demand, the traffic growth rate adopted for the road’s lifespan (up to 2028) is 4% on average for light vehicles and 3% for medium-sized and heavy vehicles. The corresponding traffic is presented below:

Category of vehicle Average traffic (number of vehicles per day)

2009 2014 2019 2024 2028

Light vehicle 135 164 199 243 284

Medium-sized and heavy vehicle

15 17 20 23 26

ii) Estimate of economic benefits For road users, the project will result in savings on traffic cost. The state will save on road maintenance cost. Savings on vehicle operating cost (VOC) (In MRO/day/vehicle)

No Project Situation Project situation Savings on VOC

Light vehicle Medium-sized and heavy vehicle

Light vehicle Medium-sized and heavy vehicle

Light vehicle Medium-sized and heavy vehicle

386 616 277 348 109 268

b) Annual savings on VOC They concern the M’Bignik section and the Dar El Barka link road (respectively 80% and 20% of the annual amount).

Year 2009 2012 2015 2018 2021 2024 2027 2028

Savings/VOC (MRO billion) 0.767 0.850 0.945 1.065 1.194 1.337 1.493 1.553

c) Savings on road maintenance cost Maintenance standards

VI

Type of maintenance Cost/km (MRO) Cost savings/km (MRO)

No project situation (SSP)

Project situation (SAP) SSP – SAP

Routine maintenance (annually) 3.823 million 1.641 million 2.182 million

Periodic maintenance (every 7 years)

18 185 000 (every 4 years)

26 260 000 (every 7 years)

-8.075 million

iii) Economic cost of the project The investment’s economic cost corresponds to the real cost exclusive of tax and without price adjustment. It is estimated at MRO 6.897 billion. iv) Economic rate of return The calculation of the economic rate of return (ERR) determined from economic benefits and cost is based on the following considerations: Construction works of the M’Bignik section and the Dar El Barka link road are spread over three years: 2004, 2005 and 2006, 2007 and 2008; the theoretical lifespan of the road is fixed at 20 years from the year of commissioning (2009); the discount rate used is 12% ; The residual value taken into account represents 30% of road costs.

The outputs obtained are presented in the following table:

Year Investment cost Benefit/VOC Maintenance cost gain Balance

2004 0. 620 -0. 620

2005 1. 655 -1. 655

2006 1. 517 1. 517

2007 1. 586 -1. 586

2008 1. 517 -1. 517

2009 0. 707 0. 20 0. 903

2010 0. 722 0. 20 0. 922

2011 0. 758 0. 20 0. 958

2012 0. 779 0. 20 0. 979

2013 0. 803 0. 20 1. 003

2014 0. 841 0. 20 1. 041

2015 0. 865 0. 20 1. 065

2016 0. 905 -0.755 0. 150

2017 0. 943 0. 20 1. 143

2018 0. 975 0. 20 1. 175

2020 1. 047 0. 20 1. 247

2021 1. 094 0. 20 1. 294

2022 1. 127 0. 20 1. 327

2023 1. 173 0. 20 1. 373

2024 1. 225 -0. 755 0. 470

2025 1. 261 0. 20 1. 461

2026 1. 313 0. 20 1. 513

2027 1. 368 0. 20 1. 568

2028 1. 423 0. 20 1. 623

VII

- ERR = 18% At completion, the project has an ERR of 18% compared to 12% at appraisal

ANNEX 3 4. Last Procurement Plan.

Expenditure Category

(in UA million)

ICB Short list* LCB Financing other than the ADB

Total

1. Works

1.2 Lot 2 : M'Bignik-Boghé Dar El Barka link road

17.17

2.47

19.64

Ancillary works 0.57 01.49 1.06

2, Consultancy services

2.1 Control Lot 1 2.10 0.24 2.34

2.2 Control Lot 2

1.21

0.13

1.3

2.3 Audit Lot 2

0.26

0.07

0.33

2.4 Sensitization Lot 2 Monitoring/evaluation Lot 2

TOTAL 17.17

3.57

0.57

4.59

24.90

VIII

ANNEX 4

5. List of supporting documents 1. Mauritania – Rosso-Boghé Road Construction Project: Appraisal Report, April 2002 2. Mauritania – Rosso-Boghé Road Construction Project: Final Implementation Report 3 Mauritania – Rosso-Boghé Road Construction Project: Audit reports 4. Mauritania: Summary Ledger, September 2010 5. Mauritania: Rosso-Boghé Road Traffic 2009-2010 6. Mauritania – Report on Implementation of Environmental and Social Measures 7. Mauritania – Supervision Aide-memoires: 2005, 2006, 2007 and 2009 8. Mauritania – Poverty Reduction Strategy Framework: 2011-2015 (Volumes I and II)

IX

ANNEX 5

Optional Information Characteristics of Project Implementation The main characteristics of project implementation are summarized below: A. Effective date of the ADF/NTF loan The ADF/NTF loan and the ADF grant became effective on 8 March 2004, that is to say 246 days after the approval of the loan on 2 July 2003. This period of time appears long because the project benefited from Advance Procurement Action (APA) on 21 April 2003, which ought to have helped in reducing the normal deadlines. B. Fulfilment of loan conditions Apart from the general conditions, the ADF and NTF loans were subject to ten (10) conditions precedent to first disbursement and four (04) other conditions. As at 15 September 2004, all the ten conditions precedent to the first disbursement were fulfilled, which effectively paved the way for the first disbursement of 25/10/2004 on the ADF loan and of 26/10/2004 on the NTF loan. C. Compliance with the works execution schedule According to projections at appraisal, works were scheduled to start in November 2003 and end in October 2006, that is to say an execution timeframe of 36 months. The actual schedule shows the following dates: a) Lot II works (M’Bignik-Boghé section financed by the ADF, the NTF and the OPEC Fund – Works of the M’Bignik-Boghé main section effectively started in May 2004 for a contractual timeframe of 36 months. There was a starting delay of 6 months in relation to the projected date of November 2003. Despite the lack of natural materials in the project area, the contractor was able to keep outputs high, which enabled it to complete the works indicated in the basic contract within the prescribed timeframe. The final reception of works took place on 23 May 2008, and the road was officially opened to traffic on that date. b) Works of the Dar El Barka link road – These works should have been incorporated in the M’Bignik-Boghé section contract, but the detailed technical studies were not available when the contract of the section was awarded. The Government then accepted to carry out the detailed technical studies on the State budget. On completion of these studies, works started on 29 May 2007 and ended within the contractual timeframes of 7.5 months. The final reception took place on 2 July 2009. c) Works of school complexes – These started on 15 April 2007 for an execution timeframe of 12 months. This contractual timeframe and the outputs obtained are quite satisfactory. The final reception was done on 18 May 2009. d) Rehabilitation works of two drinking water supply boreholes – These works started on 27 November 2007. As at 20 September 2010, only 60% of the works were executed; the corresponding statements chargeable to the ADF loan were entirely paid to the beneficiary contractor. The latter stopped work following the non-payment of the counterpart contribution. Considering the importance of this aspect of the project for the population concerned, and at the insistence of the completion mission, the two parties concerned (the Government and the Contractor) undertook to do everything to resume borehole rehabilitation activities and ensure the total completion of remaining works as soon as possible: a water tank is still to be built and facilities installed (submersible pumps and generators for the boreholes).

X

The Government has especially confirmed the availability of the budget line allocated to this component of great social impact. e) Services relating to supervision of works and geotechnical control – These were generally satisfactory. Supervision of works started on 20 June 2004 and the consultant: (i) monitored and supervised the works normally; (ii) approved the design notes, as well as the execution plans and modifications made and submitted by the Contractor; (iii) drew up the Contractor’s commitments and statements, the various progress reports of works and the final report. (iv) Geotechnical control was efficiently done by the National Laboratory of Public Works (LNTP) under a subcontracting agreement signed with the CID firm. The LNTP was permanently present on the worksite, in its interventions and verifications of the quality of materials and works, through regular and unannounced controls. f) Supervisions by the Bank – The schedule of supervisions drawn up at appraisal provided for 6 supervision missions, including a launching and a mid-term review on the ground between 2003 and 2006. During project implementation, the Bank carried out 4 supervision missions respectively in 2004, 2005, 2007 and 2009. There was no supervision in 2006 and 2008; the mid-term review provided for in May 2005 did not take place either. g) Financial audit: The audit firm produced three reports covering the 2005, 2006 and 2007 respective contractual years. At the end of 2007, all major project components (works on the main road, Dar El Barka link road and the two school complexes) were executed and received in April 2007. What was then left were some ancillary works and sensitization services, which continued right up to 2009 and are not covered by audit services because of their low cost. Consequently, the Bank and the Borrower did not deem it necessary to extend the services of the audit firm through a waiver.

XI

ANNEX 6

Environmental and social aspects 1. PROJECT PREPARATION PHASE: The Rosso-Boghé road construction project was classified under Environmental Category 1 by the Bank during the project’s appraisal in April 2002, because of the sensitive nature of the intervention area, the nature of works, the scale of the project and the potential direct and indirect impacts that it could engender. In compliance with the Bank’s environmental policy requirements and those of Mauritania, a detailed Environmental and Social Impact Assessment (ESIA) and an Environmental and Social Management Plan (ESMP) were prepared in May 2002 based on a participatory approach. The two reports (ESIA, ESMP) were effectively presented to the consulted public in terms of economic, social, cultural, and environmental stakes, and in terms of mitigation and enhancement measures. Thus, the opinions and comments of the population and target groups were taken into consideration, before the validation of the said reports by the Ministry of Environment. In addition, the summaries of the ESIA and the ESMP were published on the Bank’s website and submitted to the Bank’s Board of Directors. Works on the Rosso-Boghé-Aleg crossroads as well as the liberation of the road’s right-of-way necessitated encroachment into private land and demolition of buildings. To this end, an expropriation committee for the Boghé-MBignik section, bringing together local authorities, technical services and representatives of persons concerned was set up to assess the expropriation costs on a concerted basis. A report was drawn up mentioning the names of beneficiaries, the property expropriated and the amount of compensation. On this Boghé-MBignik section, the expropriations concerned only two persons for the Rosso-Boghé-Aleg crossroads. In this context, an expropriation committee for the Boghé-MBignik Section, bringing together local authorities, technical services and the representatives of persons concerned was set up to assess the expropriation costs on a concerted basis. To this end, the following property was expropriated: - A built lot of 16 m2 in the name of Mr Abdellahi Ould Abdel Jelil, holder of occupation permit N°61/WB of 14/04/1998. The m2 of built lot was estimated at MRO 45 000 making a total of MRO 720 000. - A vacant but enclosed lot of 80 m2 in the name of Mr Ahmedou Ould Jedein, holder of occupation permit N°270/WB of 13/10/2001. The enclosed m2 was estimated at MRO 22 000 making a total of MRO 1 232 000. Compensation for expropriation on the Boghé-MBignik section amounting to MRO 1 952 000, was entirely paid. Consequently, the project preparation phase complied with national laws and regulations in managing the environment and social aspects, as well as the Bank’s guidelines on environmental and social assessment. 2. WORKS PHASE: Priority mitigation and enhancement measures were recommended by the Environmental and Social Management Plan (ESMP), to reduce the negative impacts. Based on available documentation, field observations and meetings with local

XII

authorities, technical services, residents and civil society organizations, the implementation of these priority measures indicated in the ESMP was appraised. These measures concern especially: 2.1. The protection of soils, surface and ground water resources: in this regard, the following measures were taken: installation of fuel and lubricant dispensers, cup sink funnels, waste oil collection and storage tanks; recovery of worksite waste oils by Mercedes-Mauritania, based on a contract with the Chinese National Bridge and Road Works Company (SNCTPC) ; construction of cemented areas meant for maintenance work ; setting up a fuel storage and supply station with a stop pump ; regular verification of vehicles ; installation of power-driven pumps in a platform (tank dike) 30 m from the place of collection ; storage in non-corrosive, resistant and waterproof drums and containers (batteries, filters, used parts contaminated by oils, soils, absorbent materials, rags and other objects contaminated by used oils and bitumen); putting in place collection dustbins for household and similar waste (DMA) and an incineration system for combustible wastes. The work strategy put in place by the SNCTPC took into account possible risks on all the environmental and social components in terms of air and soil pollution, deterioration in human health, degradation of environmental conditions, accumulation of worksite and workshop wastes, stagnation of water and lack of safety. 2.2. Compliance with norms and specifications on the opening of quarries, installation of asphalt mixing, crushing and concrete plants: quarrying was done far away from human concentration, pasture and biodiversity areas. The crushing machine and its accessories were installed in surroundings of soils having very limited filtration characteristics. Quarry collection infrastructure and areas were situated outside runoff water impact areas. The transportation of materials was done by covered trucks through a track built for this purpose without, however, disturbing the population’s peace with noise (respect of working hours), dust (watering of tracks crossing the villages), and the disorderly circulation of vehicles (transport plan). In addition, the application of low-impact extraction techniques (by avoiding depression zones, vegetation cover concentration zones) on the relief was preferred, while ensuring the close environmental control of quarry and deposit zones. Materials were stored in appropriate places so as not to endanger initial water drainage. The necessary arrangements for the restoration of sites were made, and concerned: - The grading of open materials. - The grading of topsoil so as to ease water percolation. - The restoration of previous natural flows. - The elimination of the dilapidated aspect of the site by spreading and hiding the big rocky blocks. - The building of guard ditches to avoid the erosion of graded soil. - The building of runoff water collection ditches and the preservation of the access ramp for shelters declared usable for cattle and agriculture. 2.3. The fight against accidents and fires: 2.3.1. The fight against accidents: in this regard, there was systematic marking and signposting using appropriate means, especially:

- Guardrails, protection barriers.

- White/red or yellow/black colour ribbon.

- Anti-fall safety nets.

- Pegs fixed on the soil, with chains, ropes, planks or steel tubes.

- For frequent passages: rigid signposting. The personnel was provided with individual protection means including especially:

XIII

- The helmet, the wearing of which was compulsory on the worksite.

- Safety shoes, the wearing of which was compulsory on the worksite.

- Gloves, the wearing of which was compulsory during manual demolition works, blowtorch works, percussion drill works, and grinding works.

- Obligatory insulating gloves for works on live installations.

- Adapted goggles for works that present risks for the eyes.

- Anti-noise protection for works exposed to noise.

- Anti-dust masks.

- Safety harnesses for altitude works.

- Protection material against gas.

- Compulsory work apparel everywhere on the worksite according to the instructions of the contracting authority.

- The insulation groundsheet for works on live installations. The domestic site was equipped with two lightning conductors, to protect the installations against thunder during the rainy seasons. The following measures were also taken:

- Installation of speed reduction signs for vehicles in market crossings, and neighbourhoods of schools and mosques situated by the side of the road.

- Installation of road signs to draw the attention of users to the dangers of circulation on the worksite.

- Strict application of speed limits in towns, villages and hamlets.

- Vehicles were equipped with horns in case of reverse movement. The disruptions caused to traffic were reduced by well indicated deviations with officials directing traffic in certain places. Training sessions were organized for drivers on themes relating to traffic accident prevention: speed limitation, respect of road signs on the worksite, and on crossing localities, etc. During the works, no road traffic accident was recorded; the safety operations put in place were appropriate and efficient. 2.3.2. Fight against fires: At base camps and stations, safety and fire fighting equipment was installed in sufficient number and adapted to circumstances. This equipment was kept in good working order and easily accessible, to be used immediately in case of necessity. Portable extinguishers were placed in sufficient numbers in carefully chosen spots and easy to handle in case of necessity. 2.4 Information, sensitization and education programme: the information, sensitization and education programme had seven themes as follows: - STD/HIV/AIDS theme. - Theme on stakes of the project’s environmental and social dimension as well as taking into account the environment in project implementation. - Theme on health and hygiene issues. - Road safety theme. - Land tenure theme. - Theme on the road’s economic and social benefits. - Micro-finance theme. The programme was developed over a period of three years in 30 localities as follows: Avdeidir, Bowda, Boghé, Chgara, Boundiéri, Cham, Rghaiwatt, Chagara, Dar-Selam, Doubounguel, Erabi, Moufta El Khaire 2, Eregbe, Remeidy-El

XIV

Kadem, Moi-Moi Lekssar, Roueimedi-Taleb, Lexeiba, Leleib-Dekhelani, Rosso, Jidr El Mouhgeun, Tambéne, Gani, Tiékane, Oum El Ghoura, Lemleiga, Legatt, Mabrouk, Magam-Wamatt, Leklaila, Saitouly, Mbarwadji 1, Mbarwadji 2, Moissa, Mbignik , Moufta El Khaire 1, Sayé,Talgou , Zemzeme, Moufta El Khaire 3 and Lexeiba. Apart from the training of 180 intermediary coordinators at the level of these 30 localities, more than 61 500 persons benefited from the programme. The residents confirmed that the information, sensitization and education programme was of great interest. Important themes relating to daily activities were developed. This participatory approach started on the Boghé-MBignik section in March 2004 and ended in May 2008. However, the approach continued on the MBignik-Rosso section. Furthermore, a data base on socio-economic indicators of the project area is being prepared by the Association of NGOs and will be made available during the submission of the final report on the participatory approach. Two months before the effective start of works on the Boghé-MBignik section, a project information and explanatory mission visited all the localities in the project area. The first information mission to launch works was carried out over a period of two months from January to February 2004. It should be indicated that the land tenure legislation currently in force in Mauritania is governed by Ordinance 83-127 of 5 June 1983 to reorganize land tenure and State land. Decree 90.020 of 31/01/1990, the implementing instrument of Ordinance 83-127 of 5 June 1983 and Decree 90162 of 4/11/1990, fixes the modules of authorization deeds for operating temporary and permanent concessions. Various orders and circulars specify the aspects concerning land attribution, its individualization, living spaces and land reserves. 2.5. Protection of wildlife and flora: this measure was implemented through the declassification of the Koundi classified forest (4470 hectares), the bypass of the Gani classified forest (2200 hectares), the strict prohibition of extraction of borrow materials from classified land, modifications of the existing layout to ensure the initial flow of water to biodiversity areas as well as to agro-sylvo-pastoral areas, the conduct of campaigns to sensitize the personnel on the biological environment (biodiversity, good environmental and social practices, the damaging effects of abusive forest exploitation, poaching, purchase of game ) and penalties. 2.6. Priority recruitment of labour: The number of jobs created by the SNCTPC during the road works stands at about 800 with a minimum salary of MRO 80 000, based on on-going experience in the country. About MRO 768 000 000 was distributed in the form of salaries annually to this personnel during the works over a period of three years, making a total of MRO 2 304 000 000. Salaries were also paid to by the Morocco CID Control Mission, to the tune of MRO 58 000 000. Borehole rehabilitation earned local workers a wage bill of about MRO 69 682 254. As for the construction of the two complexes, its contribution to the promotion of local labour and materials stands at MRO 279 577 105. In this respect, surrounding localities have benefited directly from the local recruitment of 420 persons by the SNCTPC, 20 persons by the CID Control Mission, 15 persons by the borehole company and 67 persons by the company that constructed the school complexes, thus generating additional income at the level of localities in the project area, representing about MRO 1 120 000 000, MRO 38 000 000, MRO 15 850 000 and MRO 155 600 000, respectively, including local materials. 2.7. Education: the construction of two (02) school complexes (6 classrooms and 8 houses for teachers) in each of the localities of Legatt and Dar El Barka, has provided access to education for 750 pupils (46% of whom are girls). 2.8. Hygiene and health: construction of adequate sanitation facilities (latrines, showers, septic tanks, cesspools, dustbins), setting up of an operational infirmary, mobilization of an ambulance, systematic watering of work sites close to inhabited areas, access to drinking water and finalization of works on boreholes.

XV

2.9. Restoration of borrow areas to the initial state: At the end of the project, borrow areas were restored to their initial state, in accordance with the guidelines indicated in the Environmental and Social Management Plan (ESMP) : restoration of previous natural flows, grading of open materials, grading of topsoil, elimination of the dilapidated nature of the site, building of guard ditches, building of runoff water collection ditches, preservation of the access ramp for the six (6) shelters declared usable for cattle and agriculture at the request of neighbouring localities, with the approval of the territorially competent Mayor or Hakem. 3. ROAD COMMISSIONING PHASE: For this phase, the measures mainly concern: 3.1. Preservation of water resources: Water coming from the road and its outbuildings is evacuated, while avoiding endangering the environment. This water converges towards an outlet whose opening has been dimensioned according to a maximum flow, ravine or water course; the latter was equipped in such a way that the existing equilibrium profile is not destabilized, on the one hand, and that the flows coming from the road do not create new erosion, on the other hand. 3.2. Protection against soil erosion: Gutters, ditches and concrete or masonry downspouts were built in the erosion-sensitive areas. 3.3. Specific strengthening of STI/HIV/AIDS control: A road is known to be an important vector for transmission and propagation of sexually transmissible diseases, especially HIV/AIDS. To this end, the information, sensitization and education programme started at the beginning of the works, continues to be developed in 30 localities with particular attention for the constituent on STD/HIV/AIDS.

4. Table: ESMP implementation level including ancillary works

Activities Implementation level required in the Action Plan

Effective implementation level

Score Assigned

1- PROJECT PREPARATION PHASE

1.1 Preparation process of studies

Drawing up of the ESIA and the ESMP. Submission of the ESIA and the ESMP to the public. Validation of the ESIA and the ESMP by the Ministry of Environment. Preparation of the ESMP in ADB format and summaries of the ESIA and the ESMP in ADB format. Publication of the ESIA and the ESMP on the Bank’s Website. Submission of the project to the Bank’s Board of Directors.

This activity was carried out at 100%.

4

1.2 Expropriation and compensation for public utility purposes

Compensation of all persons affected by the expropriations and identified within the framework of the commission’s report. No complaint was recorded.

This activity was carried out at 100%.

4

XVI

1.3 Payment of the first disbursement by the ADB

Administrative document showing payment of compensation for expropriations

This activity was carried out at 100%.

4

2- WORKS PHASE

2.1 Protection of soils, surface water and ground water

Existence of a management plan. Selective collection and storage of wastes with signalling. Processing and/or recycling of wastes. Building of cemented slabs.

This activity was carried out at 100%.

4

2.2 Compliance with norms and specifications on the opening of quarries, and the installation of asphalt mixing, crushing and concrete plants

Quarry sites outside farming, pasture and biodiversity areas, and outside impact areas of runoff water and underground water.

This activity was carried out at 100%.

4

2.3 Fight against fires and accidents

Training in fire fighting. Installation of extinguishers and two lightning conductors. Provision of individual protection gear. Installation of signs in appropriate spots.

This activity was carried out at 100%.

4

2.4 Information, sensitization and education programme

Sensitization of 61 500 persons in 30 localities. Training of 180 coordinators. Development of seven themes. Dissemination of the rules and regulations of the worksite.

This activity was carried out at 100%.

4

2.5 Protection of wildlife and flora

Declassification of the Koundi classified forest (4470 hectares). Bypass of the Gani classified forest (2200 hectares). Strict prohibition from extracting borrow materials from classified land. Conduct of personnel sensitization campaigns on the biological environment.

This activity was carried out at 100%.

4

2.6 Priority recruitment of unskilled labour at the local level

Recruitment of 800 persons by the contractor, representing a wage-bill of MRO 2 304 000 000. Wage-bill of MRO 58 000 000 for the Control Mission. Wage-bill of MRO 69 682 254 for the borehole company. Wage-bill of MRO 279 577 105 for the company constructing the two school complexes.

This activity was carried out at 100%.

4

2.7 Education Construction of two (02) school complexes (classrooms and

This activity was carried out at 100%.

4

XVII

houses for teachers). Access of 750 pupils (46% of whom are girls) to education.

2.8 Hygiene and health Construction of adequate sanitation facilities (latrines, showers, septic tanks, cesspools, dustbins). Setting up of an operational infirmary. Mobilization of an ambulance. Systematic watering of worksites close to inhabited areas. Construction of two fitted boreholes. Access to drinking water.

This activity was 80% implemented because works on the two boreholes were only about 60% executed.

3.5

2.9 Restoration of borrow areas to the initial state

Grading of all exploited borrow pits and transformation of 6 of them into pools at the request of residents.

This activity was carried out at 100%.

4

3- ROAD COMMISSIONING PHASE

3.1 Preservation of water resources

Maintenance of the balance profile by equipping a natural outlet, ravine or water course.

This activity was carried out at 100%.

4

3.2 Protection against soil erosion

Building of gutters, ditches and concrete or masonry downspouts in erosion-sensitive areas.

This activity was carried out at 100%.

4

3.2 Specific strengthening of STI/HIV/AIDS control

Continuation of the information, sensitization and education programme over a period of five (5) years.

This activity was carried out at 100%.

4

5. Summary of views of persons contacted:

This section of the report summarizes the views of persons contacted during the field mission. These are especially authorities including the Walis of Brakna and Trarza; the Hakems of Boghé, Dar El Barka, Lexeiba; the Mayors (of Boghé, Dar El Barka, Lexeiba) and certain municipal councillors of the project area; representatives of riparian localities; and civil society. In this respect, the persons contacted feel that the project has led to socio-economic development thanks to the new possibilities for quick distribution and sale of commodities and the development of agricultural production as well as the creation of new activities at the local level. In addition, this new situation is considered to have contributed to poverty reduction within the underprivileged classes and women’s groups, in particular, with the global effect of improving the living environment of neighbouring localities, by facilitating access to healthcare, drinking water and education. Furthermore, persons contacted stated the cross-cutting effects of the project as follows: Welfare of the population: the 50% reduction of transport costs has enhanced the production and marketing of agricultural produce, facilitated access to training and services (health care, farming, education, etc.) and encouraged exchanges at all level as well as community relations.

XVIII

Poverty reduction: the reduction of transport costs is at the root of the improvement of farmers’ and traders’ income, while also being an incentive to investments and the growth of local production and employment. Public health: the road construction has eased access to health care (health centres) and, particularly, to emergency treatment. Dust emissions have been drastically reduced by the tarred road, with positive impacts on the reduction of respiratory and lung infections. Gender: women have benefited from the increase in subsidiary income through marketing of local production, easy access to schools and adult associations for the education of children. Overall, the project’s operating phase has helped in better opening up the towns served, thus easing access, communication, exchanges and movement of goods and persons, while contributing to the reduction of transport costs and time, with the effect being socio-economic development. 6. Conclusion It emerges from this appendix of the completion report that environmental and social measures provided for in the project’s ESMP were carried out in accordance with Mauritania’s environmental and social policy and Poverty Reduction Strategy Framework, and the Bank’s policies on environmental protection and preservation as well as gender promotion. The construction of the road meets the objectives of functionality and security pursued by the Government within the framework of national road network development and is favourably welcomed by local authorities, the population and civil society organizations, especially as it has dealt locally with an emergency to permanently open up an agro-sylvo-pastoral area. Furthermore, the road has been at the root of the improvement of the living environment of the population in terms of job opportunities, increase in income, diversification of production, strengthening of the nutritional and health status of the population, including particularly women, children and the elderly, restoration of agricultural and ecological systems, promotion of education, knowledge and expertise in its area of intervention.

At the environmental and social level, the mitigation and enhancement measures recommended by the project’s ESMP, including ancillary works, were carried out very satisfactorily, thus leading to obvious beneficial effects on the biological, physical and human environment.