Abidjan Transport Project. Relocation of trucks along the Project sites and development of the short-term and long-term truck parking facilities, truck parking enforcement, tuition for participants of the Infrastructure Graduate Program, land for use by contractors for Compact-related activities during Compact implementation, and audits for FER. To this end, the Government anticipates making complementary investments of up to at least US$22,413,793 over the Compact Term.
1. Skills for Employability & Productivity Project 2. Abidjan Transport Project 3. Monitoring and Evaluation 4. Program Management and Administration* GRAND TOTAL 44,290,000 57,040,000 110,690,000 120,870,000 105,610,000 86,240,000 524,740,000
1. Objective
Abidjan Transport Project. The objective of the Abidjan Transport Project is to reduce vehicle operating costs and travel times along the targeted road segments, while improving overall pedestrian and vehicle mobility and safety. The Transport Management and Planning Activity will undertake a number of investments designed to increase funding for, and improve the management and planning of, road investments and maintenance, resulting in the expanded use of cost-effective and environmentally sustainable maintenance and rehabilitation techniques (“M&R”), and the economic prioritization of M&R to maximize benefits and minimize life cycle costs. These outcomes will contribute to the long-term sustainability of the planned infrastructure investments under the Project and, in conjunction with future investments by the Government and other donors, may contribute to improving the condition and traffic flow of the road network in Abidjan; however, these broader Abidjan-wide outcomes are neither direct outcomes of nor directly attributable to the Compact investment. Separately, the Transport Management and Planning Activity aims to bring to financial close a PPP agreement for a truck parking and logistics center to be constructed on the outskirts of Abidjan, which could contribute to reducing the number of trucks parked in the Port zone and travel times in and around the Port. The decision to proceed with the procurement and financial close of a PPP will be contingent on additional studies that will assess, among other issues, actual and projected demand, feasibility, commercial viability, similar investments planned by other donors and/or the Government, and PPP options. The achievement of the outcomes cited above depend on a number of critical assumptions, as detailed following the Project logic diagram. In parallel, the Transport Infrastructure Activity will undertake road infrastructure investments designed to improve the condition of the targeted road segments, reduce the incidence of traffic and pedestrian-related accidents, and improve the integration of transport modalities. These investments will, in turn, increase the fluidity of vehicle and pedestrian traffic, reduce vehicle operating costs and travel times along the targeted road segments, and increase firm revenue. The reduction in vehicle operating costs and travel times combined with the reduced incidence of traffic and pedestrian-related accidents will also reduce household costs related to transport and improve physical acces...
Abidjan Transport Project. Six CBA models were produced for the Transport Investments under the Transport Infrastructure Activity. The ERR exceeded 20% for each investment, producing an estimated present value of benefits of nearly $562 million and an estimated net present value of $361 million USD in 2019.
Abidjan Transport Project. Given the nature of the investments, it is likely that a performance evaluation would be most appropriate. The evaluation of the Project will be conducted in accordance with MCC’s best practices for roads evaluations. It will require independent estimates of road quality data both before and after the MCC investments and will employ the HDM-4 model to assess the economic impacts of road quality improvements. The final independent assessment and HDM-4 model should occur several years after completion of the Project works, with the exact timing to be decided jointly by MCC, the Government, and the independent evaluator. The independent evaluator will assess the HDM-4 calculations that went into the investment decision and determine whether baseline data collection is required to update the model. The evaluation will also include a qualitative component, which will attempt to capture how road maintenance practices and management of the road network in Abidjan have changed, if at all, due to the technical assistance and institutional support provided by the Project. To this extent, the Government agrees to ensure that the relevant pre-Project and post-Project HDM-4 variables (international roughness index or IRI, deflection, geometry, annual average daily traffic or AADT, and materials used and thickness) with source final documentation collected, maintained and displayed in itinerary diagram format (variables on y axis with road chainage on x axis) for each road segment. Any revised HDM-4 assumptions and workspaces will be maintained by MCA-Côte d’Ivoire during the Compact period. Potential evaluation questions include: What is the economic return – calculated in terms of vehicle operating cost savings and travel time cost savings – of the road investments at the time of completion and post Compact? How are traffic volumes directly or indirectly affected at the time of completion of the road investments and post-Compact? What is the effect of the Project on road safety, for both vehicles and pedestrians, along the targeted road segments? What is the effect of the Project on road maintenance practices in Côte d’Ivoire? Are the maintenance and rehabilitation techniques used by the Project being employed more broadly? What is the effect of the Project on Government funding for road maintenance and how/when/where maintenance is delivered? Have road usage patterns changed along targeted road segments, in terms of who is traveling on the road, why, what the...
