Document of The World Bank FOR OFFICIAL USE ONLY Report No. 16057 IMPLEMENTATION COMPLETION REPORT KINGDOM OF MOROCCO HIGHWAY SECTOR PROJECT (LOAN 3168-MOR) December 11, 1996 Private Sector Development, Finance and Infrastructure Maghreb and Iran Department Middle East and North Africa Regional Office This document has a restricted distribution and may be used by recipients only in the performance of their official duties. Its contents may not otherwise be disclosed without World Bank authorization. CURRENCY EQUIVALENTS Currencv Unit = Moroccan Dirham EXCHANGE RATES Appraisal Year Average US$1 = DH 8.49 Intervening Year Average US$1 = DH 8.71 Completion Year Average US$1 = DH 8&73 FISCAL YEAR January 1 - December 31 January 1 - June 30, 1996 ABBREVIATIONS AND ACRONYMS AfDB - African Development Bank CNEHA - National Center for Vehicle Testing and Certification (MOT) CNER - National Center for Highway and Traffic Studies (MPW) DEPCT - Directorate of Transport Studies, Planning and Coordination (MOT) DPTP - Provincial Directorate of Public Works (MPW) DRCR - Directorate of Highways and Traffic (MPW) DTT - Directorate of Surface Transport (MOT) ERR - Economic rate of return ICR - Implementation Completion Report MOF - Ministry of Finance MOT - Ministry of Transport MPW - Ministry of Public Works PMP - Pavement Management Program SDNT - National Transport Master Plan Study FOR OFFICIAL USE ONLY KINGDOM OF MOROCCO HIGHWAY SECTOR PROJEC'T (LOAN 3168-MOR) TABLE OF CONTENTS Preface Evaluation Summary ..........................................................i PART 1: Project Implementation Assessment from the Bank's Perspective .1 A. Statement/Evaluation of Project Objectives ....................................................1 B. Achievement Of Objectives .................................................... 2 C. Major Factors Affecting The Project ....................................................4 D. Project Sustainability ....................................................7 E. Bank Performance ................................................... 7 F. Borrower Performance ....................................................8 G. Assessment Of Outcome ...................................................9 H. Future Operation .....................................................9 I. Key Lessons Learned .................................................... 10 PART II: Statistical Tables .......................................................... 12 Table 1 Summary of Assessment ......................................................... 12 Table 2 Related Bank Loans/Credits ........................ ................................. 13 Table 3 : Proj ec t Tim etable ......................................................... 14 Table 4 Loan/Credit Disbursements - Cumulative Estimated and Actual ..................... 15 Table 5 Key Indicators for Project Implementation .................................................... 15 Table 6 Studies Included in Project ......................................................... 16 Table 7A: Project Costs ......................................................... 17 Table 7B Project Financing .............................................. . ......... 18 Table 8 Economic Costs and Benefits .......................... ............................... 18 Table 9 Status of Legal Covenants ..................... .................................... 20 Table 10 Bank Resources - Staff Inputs .............................. ........................... 23 Table 11 : Bank Resources - Missions ......................................................... 23 APPENDIX: Borrower's Contribution to the ICR Vice President Mr. Kemal Dervis Director Mr. Daniel Ritchie Division Chief Mr. Amir Al-Khafaji Responsible Staff Mr. Archambault, Transport Specialist Mr. Bentchikou, Sr. Highway Engineer Mr. Tollie, Sr. Highway Engineer This document has a restricted distribution and may be used by recipients only in the performanc tir | official duties. Its contents may not otheruise be disclosed wi.hout World Bank authorization. KINGDOM OF MOROCCO HIGHWAY SECTOR PROJECT (LOAN 3168-MOR) IMPLEMENTATION COMPLETION REPORT PREFACE This is the Implementation Completion Report (ICR) for the Highway Sector Project in the Kingdom of Morocco, for which Loan 3168-MOR in the amount of US$ 79.0 million was approved on February 8, 1990, made effective on July 12, 199C, and had an original closing date of December 31, 1994. The Loan was actually closed on June 30, 1996. Final disbursement took place on September 12, 1996, and an undisbursed balance of lJS$ 816,877.27 was canceled on the same date at the request of the Ministry of Finance. This report was prepared by Claude Archambault, MN1PI, in conjunction with Jaffar Bentchikou, MN1PI, and reviewed by Amir Al-Khafaji, Division Chief, MNIPI, and Rene Costa, Projects Advisor, MN1DR. Preparation of the report began during the final supervision mission of September 27 to October 8, 1995. Findings were discussed with the Borrower during the March 20 to April 3, 1996 ICR mission. Comments on the report have been received from Jacques Tollie, the Task Manager who appraised the operation, and from other staff, and were incorporated in the report. The Borrower has prepared its own evaluation: it is included in an appendix to this ICR. KINGDOM OF MOROCCO HIGHWAY SECTOR PROJ1ECT (LOAN 3168-MOR) IMPLEMENTATION COMPLETION REPORT PART 1: PROJECT IMPLEMENTATION ASSESSM[ENT FROM THE BANK'S PERSPECTIVE A. STATEMENT/EVALUATION OF PROJECT OBJECTIVES Objectives at Appraisal 1. The main objective of the Highway Sector Project in Morocco as defined in the Staff Appraisal Report of January 8, 1990 was to assist the Government in bringing sector investments in line with economic priorities, primarily by: (i) concentrating resources on the preservation of existing roads; (ii) strengthening the overall institutional framework by optimizing the use of funds for road resurfacing and maintenance within a comprehensive PMP; (iii) pursuing efficiency improvements in the road transport market through gradual deregulation of the trucking industry and related adjustments in road user taxation; and (iv) pursuing efficiency improvements in the construction industry, in line with the Bank's efforts in the Maghreb region.. Two ministries were to be directly involved in the project implementation, the Ministry of Public Works (MPW) and the Ministry of Transport (MOT). 2. Total project costs of US$ 553.6 million were to be financed by the Bank (US$ 6.6 million under the then on-going Fourth Highway Project, and US$ 79.0 million under the proposed Highway Sector Project), by AfDB (US$ 110.1 million), and by the Government (US$ 182.5 million from the general budget, and US$ 155.4 million from the Road Fund). 3. The Highway Sector Project had two main components, an Investment component, and an Adjustment and Institutional Development component. The Investment component comprised civil works and the provision of equipment related to these works. The civil works program included rehabilitation of about 1,000 km of roads, resurfacing of some 1,300 km of roads, shoulder restoration on about 500 km of roads, pavement rmarking on some 5,000 km of roads, reconstruction of seven bridges, construction of highway maintenance workshops facilities and of the National Center for Vehicle Testing and Certification (CNEHA) in Casablanca. Equipment for road maintenance, traffic counting, highway maintenance workshops, and road safety was to be purchased. 4. The Adjustment and Institutional Development component included studies and action programs to: (i) define and implement a strategy to improve the organization and efficiency of the road transport industry, based on the National Transport Master Plan Study (SDNT) initiated during the Fourth Highway Project; (ii) reclassify the road network to properly allocate responsibilities between the various governmental authorilties responsible for investment and maintenance; (iii) strengthen the institutional capabilities of 'MPW through the development of a -2 - suitable PMP, the development of suitable strategies for road maintenance, and the strengthening of technical and research capabilities; (iv) strengthen the institutional capabilities of MOT in the fields of road transport planning and management, and traffic safety; (v) develop transport in rural areas; and (vi) increase the efficiency of the construction sector. The Directorate of Highways and Traffic (DRCR) personnel was to receive training in the fields of operation and maintenance of heavy equipment for public works, and of road maintenance activities. Evaluation of Objectives and Risks 5. The Highway Sector Project was definitely warranted under the conditions prevailing at the end of the 1980s. Road transport accounted for 90 percent of passenger travel, and 70 percent of freight transport, but the road sector had received only 33 percent of total transport investment during the period 1980-1987. This ratio had climbed to 47 percent in 1990, but it was still insufficient for the road network to accommodate growing traffic needs. There had been minimal improvement in the condition of paved primary roads between 1983 and 1988, and barely one fifth of the total paved road network was in good condition over that period. In spite of a stagnant economy, road traffic was increasing at an annual rate of 4 to 5 percent, thus exacerbating the problems caused by a shortage of investment in the sector. From an institutional point of view, the sector was handicapped by the lack of planning tools and the counterproductive transport regulations, especially concerning road freight transport: there was a potential to reduce transport costs and to increase levels of service. Finally, after having experienced a boom in the 1970s, the construction industry had been curtailed by the budgetary constraints of the 1980s, and its operations disrupted by the structural adjustment program. 6. Actions to ease transport regulations had already been identified and discussed under the Third Highway Project, closed in 1987. However, MOT requested more studies before they would take the required actions. The consensus at appraisal was that: (i) the National Transport Master Plan Study (SDNT) would be the last major transport study financed by the Bank, since the course of action had been properly charted in previous projects; (ii) completion of SDNT had been delayed during the Fourth Highway Project, and issuing its final report would have been more a matter of editorial corrections than substance changes; and (iii) SDNT should be published as early as possible in the Highway Sector Project, since it would need to be updated from time to time, hence the dated covenants. It should be added that the SAR had properly identified the risk of insufficient MOT's commitment to the project. B. ACHIEVEMENT OF OBJECTIVES Sector Policy and Financial Objectives 7. By and large, the project has achieved its stated objectives. However this assessment does not apply uniformly across all the numerous components of the project: MPW has accomplished most of its objectives, while the performance of MOT has been a disappointment. This outcome reflects the respective shares of both Ministries in the project, with MPW claiming close to 95 -3 - percent of the total budget, and MOT the balance. Four executing agencies' participated in the project. The lack of coordination between the various executing agencies, and between those and the Ministry of Finance (MOF), hampered the institutional development component, which did not achieve its stated objectives. Institutional Development 8. Various studies contributed to the institutional development of MPW, and were highly successful in that regard. Other studies were instrumental iin establishing a dialogue between various governmental agencies concerned with the procurement of constiuction materials. The operation of CNER has been strengthened with the help of technical assistance. This component of the project was very successful, and CNER now supports M[PW's road maintenance program through traffic counts, and pavement surface evaluation and structural analyses. However, the rural transport study undertaken by MOT has drawn up an investment program in rural roads, but it did not achieve its stated objectives of assessing the organization of rural transport services, defining the needs of rural municipalities in terms of transport services, and making recommendations on the appropriate institutional organization. Also SDNT was only published in March 1995, after a delay of five years. Its major accomplishment has been to support changes in the deregulation of road transport, but its data base was mostly out of date the day the report was issued, and many of its conclusions and recommendations are Inow obsolete. Physical Objectives 9. Table 5 in Part Two of the Report illustrates Key Performance Indicators for various components of the project. Civil works have achieved, and in some cases surpassed their initial objectives, albeit in a time frame that was longer than originally anticipated: bridge reconstruction was to be completed by July 1992, and road works by the end of 1993, while the actual works extended through April 1996. Another achievement was the construction of CNEHJA, an automotive test center built to control the work of the private motor vehicle test centers. Equipment for traffic counting and road maintenance workshops have been purchased, but no vehicles were purchased under the project. All the studies under the jurisdiction of MPW have been completed, but only one major study under the jurisdiction of MOT has been initiated. No Bank-financed overseas training has taken place, even if bothl MPW and MOT had expressed a need for it, mainly because of lack of counterpart funds and a decision by the Directorate of Highways and Traffic (DRCR) to favor local training. 10. A major achievement of the Highway Sector Project was the improvement in the quality of paved road surfaces. For the whole network, the percentage of paved roads in good condition has increased from 20 to 44 percent between 1983 and 1994, while the percentage of roads in average condition has decreased from 36 to 31 percent. All classes of roads have benefited from The four executing agencies are the Directorate of Highways and Traffic (DRCR) and the Directorate of Technical Affairs (DAT) at the Ministry of Public Works, and the Directorate of Transport Studies, Planning, and Coordination (DEPCT) and the Directorate of Surface Transport (DTT) at the Ministry of Transport. The Ministry of Transport Directorate of Air Bases (DBA) was responsible for the construction of CNEHA. -4 - the program2. Primary roads in particular have seen their percentage in good condition increased from 33 to 51 percent between 1983 and 1994. Impact on the Environment 11. Civil works financed through the Highway Sector Project had minimal impact on the environment, since there was no modification to the alignment, profile, or width of the roads that were part of maintenance or rehabilitation contracts. Construction materials such as sand, gravel and crushed stone came from existing quarries, without any incremental impact on the environment. On the other hand, no effort was made to improve drainage facilities: future projects should include provisions for rehabilitation or maintenance of all roadside features where required. Economic Evaluation 12. Ex ante economic analyses calculated expected economic rates of return (ERR) for three major components of the project. For pavement strengthening, the SAR proposed a three-year program involving 1,067 km of roads divided into 49 sections, each one having an ERR equal to or greater than 20 percent. For periodic maintenance, a three-year, 1,320 km program was proposed, with a detailed economic evaluation of the first year program involving 208 km of roads divided into 18 sections, each one having an ERR equal to or greater than 24 percent. Six of the seven bridge rehabilitation projects were evaluated, each one having an ERR greater than 40 percent. The actual lengths of pavement strengthening or periodic maintenance, while not much different from the appraised project, involve sections that are much different, so that only half of the sections that were evaluated have actually been completed, and less than one third of the periodic maintenance sections that were evaluated have actually been improved. The ex post economic analyses show that all works have positive ERR, with only 2 percent of the pavement strengthening sections and 7 percent of the periodic maintenance sections having an ERR inferior to 12 percent. A comparison between the initial and the final analyses shows that traffic flows were often overestimated in the case of periodic maintenance, while cost overruns are the main reason for lower ERR in pavement strengthening. Of the five bridges for which an ex post economic evaluation was performed, one showed an ERR of 24 percent, and the other four an ERR greater than 40 percent. C. MAJOR FACTORS AFFECTING THE PROJECT Factors not Generally Subject to Government Control 13. The Borrower has taken advantage of the Gulf Assistance Program put in place by the Bank to attenuate the effect of the Gulf Crisis of 1990, and the disbursement schedule was accelerated from September 1, 1990 to December 31, 1991, with the percentage of Bank-financed expenditures for works increased during that period from 64 to 80 percent. 2 This is partly due to the establishment in 1989 of a Road Fund that spends about half of its receipts for road maintenance: in 1995, DH 560 million were used for such purposes, out of total receipts of DH one billion. -5 - Factors Generally Subject to Government Control 14. Two major factors have influenced the course of the project: the on-going budgetary crisis, and cumbersome internal disbursement procedures. In its first years, the project was hindered by the lack of counterpart funding. The GovernrrLent needed to reduce its budgetary deficit, and chose to reduce its capital expenditures rather than its social expenses. However the establishment in 1989 of a Road Fund was instrumental in accumulating much needed financial resources for the construction and maintenance of the road network. The Road Fund now contributes about one third of the total expenditures in the road sector, including infrastructure (highways and local roads) and transport (carriers and other agencies). 15. Internal disbursements followed a complex route, from the payment of an invoice by the Provincial Treasurer, its reimbursement by the General Treasurer, who in turn was reimbursed the Budget Directorate. The Budget Directorate drew funds from the Special Account set up by the Bank, and made application for its replenishment. To add to the delays, surface mail was generally used for communication within the country, and occasionally with the Bank. Factors Generally Subject to Implementing Agency Control 16. Identification of road sections. Projects were sel]ected by DRCR, which prepared a three-year investment program, updated annually on the basis of studies performed by CNER on pavement conditions and traffic flows. DRCR in turn informed the Provincial Directorates of Public Works (DPTP) of the broad contents of this national program. DPTP were given the amount of works to be financed through various sources (national budget, international financial institutions) one year in advance, so that they could plan the various studies required to prepare the work packages and tender documents. However DRC:R did not associate the DPTP in the planning process itself Since the actual surface conditions of a road section could differ from DRCR's modeled network, DPTP often needed to change the contents and/or limits of a project between its identification and its execution, without informiing DRCR of those changes. Such a practice, if it were extended to all works, would render the economic analyses meaningless and would cast doubts on the efficiency of the works. There is a need for effective two-way communication and feedback between DRCR and DPTP. A Project Coordinator was nominated near the end of the project to improve the coordination between the various agencies, but he came too late to be really effective. 17. Project Contents. A few road rehabilitation or resealing projects were as short as 1.0 km3: at the planning stage, projects should be analyzed within the framework of a total itinerary linking two towns or villages, as is now being done in the follow-up project. Another problem stemmed from the fact that projects too often were limited to the rehabilitation or maintenance of the pavement, to the exclusion of the roadside components: only occasionally were shoulders and traffic markings improved as part of a larger project. Field observations have shown that drainage problems in many locations should have been addressed at the design stage. In general, a In some cases those short sections were part of a larger project involving several contracts. For instance road rehabilitation on RP24 in Fes was financed by the Bank between PK6 and PK20. Resealing was financed by the Bank between PK25 and PK26, and by other sources between, PK20 and PK25. -6 - rehabilitation or a maintenance project should not be limited to the pavement, but should include roadside components, lateral and transversal drainage, small bridges, and correction of black spots that experienced a higher than usual number of accidents. To program all the works within a single contract would have the additional advantage of minimizing total costs, disturbances to motorists, and non productive investments. 18. Studies and Technical Assistance. In spite of a number of successes, mainly for the studies conducted under the aegis of MPW, this component of the Highway Sector Project has experienced many failures, mostly because the implementation schedule was too optimistic: the SAR assumed that most of the requests for proposals would be sent within five months from the project inception date, which did not leave time enough to define the contents of the studies and to prepare terms of reference that reflected the major governmental orientations4. The studies should have been released in a sequential fashion, to help the Borrower managing them properly and supervising their execution. However, delays by themselves do not explain failures, which were due to the lack of interest shown by MOT for that component. 19. Disbursement Procedures. Every supervision mission has commented on the slowness of the disbursement procedures. Three major factors have been identified to explain the problem and propose solutions: (i) MOF requires that the project directors prepare two payment requests for each invoice from a contractor or a vendor, one for the portion of the works, goods acquisition or consulting services5 that is financed by the Bank and one for the portion that is not, with as many different payment requests as there are currencies involved; (ii) regional treasurers have no interest in accelerating the transfer to the Central Treasurer of supporting documents that they received from the regional DPTP; and (iii) regional treasurers, and for that matter MOF personnel, have no idea of the actual works on the field, and there is barely any communication between the regional DPTP and MOF Multilateral Financing Service. 20. During the course of the project, actual disbursements lagged behind SAR projected disbursement schedule by about one year, as shown on Table 4 in Part Two of this report. This partly explains why the closing date had to be postponed twice, first from December 31, 1994 as initially projected in the Loan Agreement to December 31, 1995, and then to June 30, 1996. This last extension was requested by MOF because expense justification for US$ 3.2 million had not been released by the provincial treasurers, sometimes more than a year after having been incurred, preventing the central treasurer to claim those expenses to the Bank. In spite of these postponements, the Ministry of Finance has requested the cancellation of about one percent (US$ 0.8 million) of the original loan amount (US$ 79.0 million). 4 Preliminary terms of reference had been discussed during project appraisal but much work remained to be done before they could be sent out to consultants as RFPs. 5 Consultants services were only financed for 80 percent of their total costs, rather than 100 percent as is the case in other Bank-financed projects. -7 - D. PROJECT SUSTAINABILITY 21. Project sustainability is likely for all works. Site visits made during the various supervision missions and interviews with DPTP directors during the ICR mission confirmed the general quality of the works and the adherence to sound construction and maintenance practices. The Borrower and the Bank made a constant effort during the course of the project to ensure systematic identification of required improvements and to seek proper solutions whenever a problem was identified, and MPW is committed to ensure an adequate level of maintenance of its road network. Construction of CNEHA and of maintenance shops was successfully completed within budget, and in the former case, a program is in place to ensure its continuous operations through MOT's annual operation budget. 22. Project sustainability is also likely for MPW adjustment and institutional development program. Commitment by MPW personnel to transfer the recommendations of the various studies it commissioned into its normal operations is a clear indication of the success of this component. For instance, the development of a PMP at CNER led to the preparation by DRCR of its annual road maintenance and rehabilitation program. T:he reverse is true of MOT, where the objectives of some studies are far from having been achieved, and their outcome, in the case of SDNT in particular, is of little value to guide future actions. E. BANK PERFORMAN[CE Project Identification and Preparation 23. The project was identified as a sequel to the Fourth Highway Project, and indeed the financing plan showed on-going contributions of the Bank and AfDB. It also proposed a sectoral approach, in line with the increasing competence of executing agencies to plan and implement sector-wide investment programs, and with the need for emphasis on sectoral policy and institutional issues, thus introducing a much broader approach to the development of the highway sector. However, a more thorough preparation would have identified the major pitfalls in that approach, namely that it requires a high level of coordination between executing agencies, and that each agency is equally committed to the success of the project. The project should have been identified as a Highway Project, not a Highway Sector Project, and collaboration of AfDB should have been enlisted and confirmed at the on-set of the project Project Appraisal 24. At the appraisal stage, the respective shares of the cofinanciers were 21.7 percent for the Aff)B and 16.0 percent for the Bank. However this financing plan did not work as intended, and no record exists to support a comparison between the project as appraised and the actual project. The Loan Agreement itself had to be modified twice at the inception of the project because the AfDB own loan effective date was postponed twice. Also the EBank overestimated the Borrower's capacity to mobilize counterpart funds, especially in the first years of the project and to initiate and manage complex studies. -8 - Project Implementation 25. The SAR's financial plan showed that AfDB would contribute a major share of the financing, but no attempt was made during the course of the project to evaluate its participation, nor to coordinate its activities with the Bank. 26. During supervision missions, the following issues were frequently raised: (i) procurement issues, in particular pre- and post-qualification and bid evaluation procedures; (ii) disbursement procedures and the mechanism of the Special Account; (iii) institutional and financial issues, namely, who should manage the various road networks, and what should be the budget for adequate maintenance; and (iv) MOT's failure to implement most components under its jurisdiction. Disbursement procedures have been greatly improved, and most contractors and vendors were paid in time during the second half of the project. However internal disbursement problems have not been solved, in spite of the Bank's insistence on the need to simplify the disbursement channels. With regards to MOT's performance in particular, the Bank could hardly have been more compelling when asking MOT for a clear commitment regarding its participation in the project, and for a detailed Action Plan: any suspension of disbursements would have been counterproductive by unduly penalizing MPW, without having much impact on MOT. F. BORROWER PERFORMANCE 27. The Borrower performance mirrored the successes and failures of the project. MPW supported its share of the project with utmost attention to the results, while MOT was only interested in a few components of the project, namely the construction of CNEHA and the study on rural transport. In particular, MOT was to prepare an action program to introduce reforms in the organization of the road transport sector based on the results and recommendations of SDNT. This action program had not been drafted under the present project. However, it is now included in a new law being discussed by the Government. Similarly a decree defining the new road classification, in preparation since 1985, should have been published in June 1991, but it has encountered major delays and is now scheduled to be finalized in 1997 for the rural sections. On the other hand, audit reports and other financial data were submitted in a timely manner and appropriate format. 28. Technical Assistance. Technical assistance was designed to assist the Borrower in establishing a PMP system and a road maintenance investment program: both were successfully implemented by DRCR, and are an important measure of the success of the Highway Sector Project. However it was different for MOT, where an absence of proper focus can explain the disappointing results of this component. 29. Procurement. The Borrower delayed implementing Bank's procedures for procurement of works, goods, and consultants services, in spite of a provision in the Loan Agreement to use such methods. Unfamiliarity with the Bank's procurement procedures, the need to protect the local market, and existing detailed local procurement operations that had been in place for a long time but were not compatible with the Bank's, were all cited as arguments to explain the Borrower's reluctance. Many such difficulties would have been prevented had the Borrower prepared a Project Implementation Manual, with one section detailing the proper procurement - 9- procedures to put in place in all regional DPTP that were involved in Bank--financed projects. It should be added that procurement issues have been solved during the course of the project. 30. Very few foreign contractors showed an interest in the projects, probably because the contracts were too small to justify large set up expenses. 31. Inadequacy of Financial Controls. The financial controls put in place by MOF were not adapted to road maintenance projects. Once bids were opened, MOF needed one to two months to examine the contract and give its approval, but this verification was not warranted, since MOF had already approved the budget before DPTP called for tenders. And when a contractor sent an invoice, MOF would take two to three months to process it and transfer funds to the contractor's bank account. MOF should confine its involvement during the execution of a project to exercising ex post controls, without interfering with its actual implementation. 32. Dialogue with the Bank. Whilst invoices approved by the Borrower were reviewed for eligibility by the Bank before being processed for disbursement, this review did not include an appreciation on whether the works or services provided were satisfactory. This was of no immediate consequence for works, since the Borrower was responsible for their supervision. However, in the case of studies, there was a lack of continuous supervision by the executing agencies and the Bank was not systematically sent the differeni: reports: this became an issue when the Borrower was not satisfied with the performance of a consultant. G. ASSESSMENT OF OUTC'OME 33. In terms of physical realization, the results of the project are satisfactory, both in terms of actual implementation and expected sustainability. The project achieved, and exceeded in certain cases, its key physical objectives. In addition, main results of the project can be regarded as sustainable, in view of the increased awareness of the importance of allocating adequate road maintenance funds and the acquisition of the tools and know-how to earnark maintenance funds to economically viable projects. On the other hand, the results of the adjustment and institutional development components are unsatisfactory. The Borrower has not made use of technical assistance as it should have, and it has missed an opportunity to improve the transport sector. Many studies were not initiated, and when they were, their results were often not satisfactory, and their reports of little use. 34. Visits to several DPTP regional offices during the preparation of this ICR have confirmed the importance of the Bank's contribution to the road miaintenance program. In the past, decisions to implement projects were based on projections of future traffic, and greater emphasis was put on new construction than on existing road rehabilitation or maintenance. More coherent procedures have been put in place to take into account the quality of the pavement surface, traffic safety, and operations costs. H. FUTURE OPERATION 35. The Highway Sector Project lessons have already 'been applied to the Sixth Highway Project that became effective in October 1995. DRCR mnust maintain its capability of using - 10- HDM-III software in programnming maintenance and rehabilitation works. DPTP should become more familiar with the use of SIGER and other software packages to analyze and control projects. All executing agencies have to pay closer attention to the definition and supervision of studies, and to become involved in their execution. Accident data should be analyzed within the context of project preparation. CNER has to update on a continuous basis its database on surface condition and traffic on paved roads. It should consider a continuous traffic count and pavement evaluation program, to replace the existing practice of evaluating traffic and road surface conditions every other year and measuring deformation every three years. 36. MOT needs to accelerate the liberalization of the transport sector, especially regarding passenger transport. To that effect, they should commission the studies that had been appraised as part of the Highway Sector Project, but never realized. SDNT must be updated. MPW should put in place training programs on new construction and management techniques: aggregate/ bitumen emulsion, landslides protection, drainage, and works planning and programming. L KEY LESSONS LEARNED Development Objectives 37. Seek Borrower ownership at the appraisal stage and throughout the project. There is no substitute to the Borrower's full commitment towards a project to ensure its success, and the IIighway Sector Project has clearly demonstrated that all components taken in charge by the Borrower experienced satisfactory outcome, whether they were civil works, equipment procurement, or consultants services. 38. Maintain dialogue with the Borrower. Studies cannot replace sectoral dialogue. Comprehensive transport studies such as SDNT create great expectations that can hardly be met for a number of reasons: planning tools may not be sufficiently refined, all required data may not be available to model a large network such as Morocco's, and the Borrower may have a hidden agenda that prevents him from agreeing with the study's main conclusions and recommendations, especially when they call for fundamental changes in policy, regulations, or procedures. 39. Establish rational basis for project evaluation. Greater attention should be paid to traffic flow projections and to the scope of projects. Smaller project components that do not have a clear relation to the main thrust of the project should be eliminated at the appraisal stage. Implementation 40. Assess Borrower capability to implement the project. In scheduling major studies, it is important to take into account the physical capacity of the Borrower to prepare requests for proposals, including a clear definition of the mandate, to evaluate the proposals, and to supervise the consultants' work. The Borrower has to participate actively in all phases of the studies, if they are to be of any future use. 41. Prepare comprehensive work packages. Contracts for road rehabilitation or maintenance should not be limited to improving the pavement performance, but should consider roadside components, drainage and erosion problems, soils stability, and correction of black spots. A larger diffusion of the Bank's publications on economic analysis and on road rehabilitation and maintenance procedures would help executing agencies in planning projects and preparing contractual documents. 42. Delineate responsibilities between various agencies, Overlapping responsibilities and limited cooperation between MPW and MOT hindered the clevelopment of transport planning. On the other hand, the decentralization of operations within DPTP was a major factor towards the success of the civil works program. 43. Streamline control procedures. MOF's cumbersome procedures delayed project development, not to mention interventions by local financial comptrollers in the preparation of tender documents and specifications. Disbursement procedures should be streamlined: it is of little consolation that MOF states that the Highway Sector Project showed a much better performance from that point of view than any other road project in the courntry. 44. Establish two-way dialogue between central and provincial agencies. There is a need to sharpen ex-ante economic analyses to ensure a direct relation between the projects that are evaluated as the most economically feasible and the ones that get realized. - 12 - HIGHWAY SECTOR PROJECT (LOAN 3168-MOR) STATISTICAL TABLES TABLE 1: SUMMARY OF ASSESSMENTS ........................................................................................................................................................................................................................................... A Achievement of Ob-ectives Substantial Partial Negligible Not applicable Macroeconomic policies FLI LI L Sector policies [ Financial objectives [ ] LI Institutional development L L LI Physical objectives LI LI Poverty reduction L CIl Gender concerns I LI LI Other social objectives L L LI L Environmental objectives L L L L Public sector management Private sector development I] LI LI L Other L LI [= O B Proiect sustainabilitv Likely Unlikely Uncertain ............. i~..... ................................................................ ............................................................I......................................................................... C.Bank nerformance Highly satisfactory Satisfactory Deficient Identification L E L Preparation assistance L E L Appraisal L E L Supervision L E L - 13 - ........................................................................................................................................................................................................................................... D Borrower verformance Highly satisfactoly Satisfactor y D.eficient .......................................................................................................... . ....... ............................................................... ...... ..... ....................... ...... .................. ....... Preparation Zz I Implementation C II Covenant compliance Operation L m ........................................................................................................................................................................................................................................... ............................ ............................................................................................................................................................................................................. E Assessment of outcome Highly Highly tisafactory Satisfactr Unsatisfactor unsatisfactory ..................................................................................................... .............. ........................................ ................. ............ .y.......... ............................................. ...... .............. .. ........................................................................................................................................................................................................................................... TABLE 2: RELATED BANK LoANs/CREDTrs Loans/Credits Year of and Title Purpose Approval Status Preceding Operations Credit 167-MOR Road construction and improvement on two long 70 Completed First Highway road sections; road strengthening, reconstruction PPAR Project and improvement on shorter sections; bridge #1565 construction; maintenance equipment and parts; 4/77 transport survey of Atlantic Coastal Region. Loan 955-MOR Construction of part of Casablanca-Rabat 74 Completed Second Highway expressway; improvements on shorter sections of PPAR Project primary and secondary roads; maintenance #4019 6/82 equipment; traffic studies in Casablanca and Rabat; establishment of a transport planning office in Ministry of Transport; detailed engineering of part of Casablanca-Rabat expressway. Loan 1830-MOR Pavement strengthening and preservation on short 80 Completed Third Highway sections; maintenance equipment; study of 80 road PPAR Project maintenance organization; economic feasibility #7015 studies and engineering work for pavement 11/87 strengthening under Fourth Highway Projects; assistance to Ministry of Transport on transport planning and coordination; weighing scales. - 14 - Loans/Credits Year of and Title Purpose Approval Status Loan 2254-MOR Major emphasis on repair and maintenance of the 83 Completed Fourth Highway existing road equipment, road strengthening and PPAR # Project pavement repair; a limited amount of construction on 12081 a new major expressway; a new pilot component (about 22% of Project costs) in support of rural roads was added; financing for a study of the impacts on agriculture of irnproved rural roads; the Project also sought to generate a process to reformn Morocco's restrictions on road transport, and a study of the regulatory scheme for road transport. Following operations Loan 3901-MOR Improvement of about 1,133 km of priority 95 Ongoing Secondary, unpaved rural roads, 2,219 km of paved branch Tertiary and Rural roads (maintenance backlog resealings, structural Roads Project overlays and/or widening works) and network management (technical support, planning and programming, improvement phasing and training); streamlining of the road safety organization. TABLE 3: PROJECT TIMETABLE Date actual/latest Steps in project cycle Date planned estimate Identification 2/88 2/88 Preparation 6/88 6/88 Appraisal 12/88-4/89 5/89 Negotiations 4/89-9/89 12/89 Board presentation 7/89 2/90 Signing 11/89 March 15, 1990 Effectiveness 2/90 July 12, 1990 Project completion Dec. 31, 1993 April 30, 1996 Loan closing Dec. 31, 1994 June 30, 1996 - 15 - TABLE 4: LOAN/CREDIT DISBURSEMENTS: CUMULATIVE ESTIMATED AND AcTuAL (US$ millions) 120 E 100 1 80 o .360 4O- T t CD a. 0) 0) 0) 0) ) 0) ) 0) ) 0) 0) 0 0) 0 C C0 C 0 C 0 C 0 C 0 C O C 0) C 0 C) ) 0) C : 0) o SAR Profile o Actual A Revise( FY91 FY92 FY93 FY94 FY95 FY96 FY97 Appraisal estimate 12.6 36.0 56.9 71.5 79.0 Actual 5.4 19.8 49.7 60.6 74.7 76.4 78.2 Actual as % of 42.9 55.0 87.3 84.8 94.6 96.7 99.0 Estimate Date of final disbursement September 12, 1996 TABLE 5: KEY INDICATORS FOR PROJECT IMPLEMENTATION Key implementation indicators in SAR Estimated Actual a) Civil works i Road rehabilitation, km 1,000 756 ii Pavement resurfacing, km 1,300 1,752 iii Shoulder rehabilitation, km 500 1,052 iv Pavement markings, km 5,000 2,823 v Bridge reconstruction, unit 7 6 vi CNEHA construction, unit 1 1 vii Workshop construction, unit 2 2 .................................................- ................................................ .......................................................................................... ....................................................................... b) Equipment i Road maintenance, vehicles unspecified none ii Traffic counting, units unspecified 80 iii CNEHA, tool kit 1 1 iv Workshops, tool kit 4 4 v Road safet,y unspecified - 16 - Key implementation indicators in SAR Estimated Actual c) Consulting services i Narrow roads study done ii Rural transport study done iii Construction industr survey done ....................................... ..................................................................... ~R ~ ~ r . . Y ............. ............. ............................................................................................................................... d) Overseas training i Ministry of Public Works 66 man-months none ii Ministry of Transport 30 man-months none TABLE 6: STUDIES INCLUDED IN PROJECT Study Purpose Status Impact of Study National Transport Master To establish a planned program of Completed Deregulation of Plan Study investments in the main transport trucking industry corridors, and the need for greater liberalization in the road transport .........................I...............................................................................................................I.............. .......................................................................................................................................................... Action plan To follow up on National Not yet Included in Transport Master Plan Study published follow-up project l .......................................... . . .. ...... ... ......... .... .. ... . . ......... ......................................................................................... ......................... ....................................... Diesel vs. standard fuel To update an existing study on Part of prices road user taxation rural roads ............................................................................I............................................. ................................................... .. .. ............................................................................................................. Road classification To redistribute responsibilities Final Included in over rural road network to MPW decree not follow-up project and local authorities yet published ............................................................................I............................................................................... .............. ............................................................................................................................. Development of a To provide DRCR with an Completed Results used to pavement management improved management tool prepare the system annual road rehabilitation program .......... ............................................................................................................................................................................... .............. ............................................................ ......... Technical Assistance to To strengthen CNER Done CNER evaluate CNER road pavement conditions Study of narrow roads To provide DRCR with a rational Done . ....policy on widening rural roads Study of classified rural To provide DRCR with a rational Done Results are roads policy on maintaining and limited to rehabilitating rural roads detailed program of maintenance and rehabilitation .................................. I................................................................................................................................................................................................ Road maintenance training To provide technical assistance Partly and training to trainers done - 17 - Study Purpose Status Impact of Study Technical assistance and overseas training: (i) DEPCT To promote modem tools and No action techniques applied to econornic taken analysis and transport planning (ii) DTT To computerize and improve No action reliabiLity of vehicle fleet database taken (iii) CNEHA To help in starting up the center No actionl Center is .......................................................................................................................................................................... ................... Rural transport study To assess rural services, define Done needs, and make recommendations ................................................................................................o,,n,, ,in,s,,ti,,t,,u,,t,,io,,n,al ,,s,,,e,t-,,u, p , Construction industry To improve the efficiency of the Done construction industry TABLE 7A: PRoJEcT COST3 Appraisal estimate (US$ million) Latest estimate (US$ million) Local Foreign Local Foreign Item costs costs Total costs costs Total Civil Works Road rehabilitation 23.6 23.9 47.4 42.5 42.5 85.0 Pavement resurfacing 19.1 19.3 38.4 9.3 9.4 18.7 Other periodic maintenance 6.7 6.8 13.6 1.7 1.8 3.5 Bridge reconstruction 3.7 3.8 7.5 2.7 2.7 5.4 CNEHA construction 0.5 0.3 0.8 0.7 0.4 1.1 Workshop construction 0.6 0.3 0.9 0.6 0.3 0.9 Eguiument 1.4 3.2 4.5 0.5 1.3 1.8 Consultin2 services Studies, TA 1.4 5.7 7.]. 1.1 4.6 5.7 Overseas training 0.0 0.5 0.5 0.0 0.0 0.0 TOTAL COSTS 57.0 63.8 120.9 59.1 63.0 122.1 - 18 - TABLE 7B: PROJECT FINANCING Appraisal Estimate (US$ million) Latest Estimate (US$ million) Local Foreign Local Foreign Source costs costs Total costs costs Total IBRD/IDA 15.2 63.8 79.0 15.2 63.0 78.2 Domestic contribution 41.9 0.0 41.9 43.9 0.0 43.9 TOTAL 57.1 63.8 120.9 59.1 63.0 122.1 TABLE 8: ECONOMIC COSTS AND BENEFITS A,ppraised Program As-built Rough Costs Rough Costs DPTP # Length Traffic ness DH ERR Traffic ness DH ERR km veh/day mm/km million % veh/day mm/km million % .......................................................................................................................................................................I........................................................................... Road Rehabilitation ........ .... ..................... ..................... ........ ...... ....................................................................................................................................................................................... ........... Chefchaouen 28 12.0 700 3500 3.40 40 1224 3568 14.72 35 El kelaa 7 14.0 2800 2500 10.60 21 15020 2015 14.44 >100 7 28.0 3200 2500 12.20 65 3941 1524 28.87 36 Essaouira 10 17.0 1000 3500 6.20 43 531 3470 10.89 23 Fes 20 11.0 2300 3000 7.80 24 4903 2950 8.13 >100 24 14.2 1650 3000 5.50 39 3116 2316 10.5 34 26 44.0 1300 4500 14.10 >100 1625 4145 32.52 84 Kenitra 3 8.0 4300 3000 6.80 74 2826 3027 12.51 14 4 12.6 1900 4500 7.00 89 2606 5015 19.70 77 Khemisset 22 72.0 1000 4000 28.50 53 550 4170 27.18 57 Marrakech 9 13.8 1150 3500 5.10 68 940 3500 14.23 12 Rabat 22 13.0 1000 4500 2.10 >100 1158 4443 5.05 >100 Sidi kacem 6 8.0 2600 3000 6.50 31 2854 3323 3.81 100 28 18.0 900 3500 5.40 37 1262 3366 8.58 77 28 6.0 700 3000 1.60 31 1160 3234 2.86 60 Taounate 26 18.4 500 4000 6.70 36 512 4216 6.68 61 26 5.0 500 4500 1.90 58 594 5156 1.82 >100 Taza 1 14.0 3800 2500 17,50 25 3847 1674 10.35 52 312 13.0 1500 4000 3.90 >100 1593 4119 9.61 63 Tetouan 28 13.00 5700 2500 20.40 27 10842 2220 15.79 >100 -19- Appraised Program As-built Rough Costs Rough Costs DPTP # Length Traffic ness DH EbR Traffic ness DH ERR km vehlday mm/ln million °,o vehlday mm/km million % Pavement Resurfacing Al hoceima 39 27.0 686 3500 5.37 26 811 3500 3.27 34 39 13.0 686 4000 2.59 27 811 3500 1.58 34 39 13.0 950 4000 3.45 26 1505 3500 1.58 51 610 16.0 500 3500 2.71 24 694 3500 1.94 30 610 11.5 500 3500 2.03 24 694 3500 1.39 30 Casablanca 1 9.1 1585 3000 5.20 44 3762 3000 6.40 80 El kelaa 24 15.8 1320 2500 4.80 28 2306 3500 2.61 61 24 5.5 1320 3500 1.66 29 2306 3500 0.91 61 6202 7.0 664 3500 1.19 29 724 3500 1.15 28 6202 28.0 664 4000 4.75 29 250 3500 4.62 8 6206 34.0 494 3500 5.77 24 630 3500 5.62 25 Essaouira 10 1.0 985 3500 0.30 24 531 3500 0.21 16 10 6.4 985 3500 1.94 24 531 3500 1.37 16 Fes 24 1.0 1665 3500 0.34 33 2041 3500 0.25 42 320 5.1 1050 3500 1.43 27 1035 3500 1.26 42 Kenitra 221 7.6 1445 3500 2.58 30 706 3500 3.96 6 Khemisset 106 17.0 1000 4500 3.88 25 850 4144 2.20 39 Marrakech 31 9.0 1453 3500 2.73 31 1980 3500 2.82 35 31 22.0 1453 3500 6.66 31 1980 3500 6.90 35 31 24.0 1453 3500 7.27 33 604 3500 7.53 12 Safi 8 29.8 1436 3500 9.25 32 1773 2265 6.43 38 12 18.0 1478 2500 5.59 30 2738 3500 3.88 54 12 16.5 1478 2500 5.00 33 759 3500 3.56 23 121 37.0 1480 3500 11.49 31 1593 4164 7.98 47 126 32.0 683 3500 5.61 28 752 3750 6.90 20 Sidi kacem 3 17.4 2515 3500 5.27 46 1961 3500 2.76 58 23 7.7 616 3500 1.53 25 1844 3500 1.22 55 23 20.8 616 3500 4.14 25 1844 3500 3.30 55 28 2.0 877 3500 0.39 27 1262 3500 0.32 42 28 13.0 703 3500 2.58 27 1160 3500 2.07 40 28 5.0 703 3500 1.00 26 1160 3500 0.79 40 28 19.0 703 3000 3.78 26 1132 3500 3.45 39 Taounate 28 5.0 703 3500 1.00 27 1160 3500 0.61 53 Taza 328 6.0 750 3500 1.36 24 500 4005 1.48 10 TABLE 9: STATUS OF LEGAL COVENANMS Bioi ct ID: MA-PA-SoUl - urn _lGY4 PROJC Description of Cwenant Cmnts Boon/ Original Revised Credit Covenant Pulfill Fultill Agreemet Numbr Text Reference Class() Status Date Date OAMD L316Z0 LA 3.01 5 CP The Borrcw e declares its cr_itmnnt to the All physical elemnts And mst Part B elemnts project objectives nd to efficient implementation under the responsibility of NMt are implemented efficiently. Honvor, Part S elemnts under tho responsibility of MT were impleented with delays and soe cancellations. LA.3.0Z(b) l A SL3:A (a) 12 CD 06/30/90 12/31/92 MT to complete the study of a National Transport Done June 19951 i.e 5 years late- Master Plan (lawE). LA;3.02(bl (il A SLISA (b) 12 CD 06/30/91 12/31/95 On the basis of the NMIQ study and taking into scc Bcoad principles are agreed and actions being ount the BDak'a comentsr MT to preparo an action implemnted by drafting new laws and regulations. plan for road transport reform. 3s.0oZ(b) (I) A SM3:A lc) 12 CD 01/01/92 12/31/95 MT to implement the first stage of tbo action plan See previous coemeat. for road transport rforms, which will address, in ter ali: Ci) the status of private Omer-operator (loss then a tons gross weight) in respect to for- bire transports lii) the role of ONT in the over- all road freight transport system. and (iii) the ageing of the truck fleet. LA: 3.02(bl li) M SL3 AMd) 11 C 01/01/91 06/30/94 M1W to study the possible economic distortions re- The study completed in-hous* with individual sulting fro maior differences in the price of consultants. gasoline end diesel fuel. LA.3.02fbl (iM 4 SL3:Atdl 11 CD 06/10/92 MW to discuss with the Sank tte results of the Action is being contemplated for the Loi de study on fuel pricoes Financos 1996/97. LA:3.02(b) li) a SL3UE 12 CD 06/30/91 Governmnt to publish a decree defining the new 2/1/90 - decree to establish new classification; road classification so as to facilitate a suitable 3/19/91 - by-law to classify NH (l10449ko) and RH allocation of responsibilitier between the various (10,659km); 7/7/93- by-law creating the Provincial governmental authorities responsible for road Reclassification Cinitteess Rural road classifi- investmnt and maintenance, cation not yet functional. LA.3.02(bl Ci) A SL3:C 10 C 03/31/91 NM to prepe a detailed evaluation and action Completed under French financing. plan for further developl_t of a pavement manage- omit system. Status: C - Complied with CD - Copliance atter Delay NC - Not Cemplied with SOW - Compliance xpected In Reasonably Short Time eVt P C.PIJd with ParLt.lly NYD - Not Yet Due TABLE 9: STATUS OF LEGAL COVENANTS Project ID: NH-PA-5461 - FIFTH HIGhAY PROJEC Description of Covenant Coments Loan/ Original Revised Credit Covenant Fulfill Fulfill Agreemnt Number Text Reference Class(as) Status Date Dat- BOARD 131600 LA:3.021b) (i) 6 SL3:C 10 NC 06/30/90 HMP to start procurement of TA to strengthen rNSR. Cancelled. LA:3.02 (b) Mii , SL3:C 10 C 06/30/90 HMP to start procurement of a study of the widen- Done. Study completed. ing of narrow roads. LA: Sch.2 Fart B (51; 513 c 10 C 06/30/90 HPr to launch a study covering the maintenance and Done. Study completed. construction of clai.fied rural roads. LA.3.02 (b) (i) A SL3:C 10 C 12/31/90 MMP to develop an action plan for training of road Done. maintenance staff. IA:3.02 (b) (i) A SL3:D S NC 06/30/90 KT to start procurement of TA to DEPCT in the Cancelled. fiels of modern tools and techniques applied to economic analysis and planning in transport. LA:3.02 (b) i) SL3:D S NC 06/30/90 09/30/95 MT to start procuremnt of TA to DTT to assist in Cancelled. the computerization of registration and licensing services to improve the reliability of the vehicle fleet data base. LA: 3.02 (b) Mi) A SL3:D S NC 06/30/90 MT to start procuremnt of TA to CNCHA for the iLp Cancelled. rovement of vehicle safety and pollution standards LA: 3.02 (b) Mi * 513 S D 5 CP 12/31/91 MT to discuss with the Bank draft regulation Done, but for bighway safety only. eh reet in vehicle vefety and pol:C ro sti:ard-s.4 LW:3.02 b) Wi) a SL3:)D 12 CD 07/01/90 MT to start procurewnt of on institutional study Done. which will examine the needs for rural transport services nd the organization of such services. LA: 3.02 (b) i) SL3:C 12 CD 06/30/90 MPW to establish a timntable of studies designed Studies completed. to improve the efficiency of the construction sector. Status: C - Complied with CD - Compliance after Delay NC - Not Complied with SOON - Compliance Expectd in Reasonably Short Tim CF - Complied with Partially NYD - Not Yet Due TABLE 9: STATUS OF LEGAL COVENANTS Project ID: HA-PA-5481 - FIFTH HIGHWAY PROJEC Description of Covenant Comments Loan/ Original Revised Credit Covenant Fulfill Fulfill Agreement Number Text Reference Clas(es) Status Date Date BOARD L31680 LA: 3.02 (a) (i) 8 C MPW to furnish to the Bank the proposed road Annual reviews were carried out. investment program for the following year; said program to include road rehabilitation and resur- facing, construction of facilities and provision of equipment to be carried out under the project and a technical and economic evaluation. LA: 3.02 (a) (ii) 5 C MPW to finalize the road investmont program taking Programs are implemented promptly. the Bank's comments into considerations and ensure its prompt implementation. LA: 3.02 (b) (ii) 9 CP MPW and MT to furnish to the Bank a report on the Progress reports are issued, although they are progress achieved in the carrying out of Part B incomplete. and the measures recommended to sustain and further such progress. LA: 3.02 (b) (iii) 9 C NPW and nT to introduce such measures after taking None. into consideration the Bank's counts. LA: 4.01 1 C The Borrower to furnish to the Bank audit reports Done yearly. on the project accounts and the Special Account within six months of the end of the fiscal year. Pull Text of General Covenant Classification Covenant Class Status: C - Complied with i Acount3/audit CD -Compliance after Delay 2 Financial performnce/gnerate revenue from beneficiaries NC - Not Complied with 3 plow and utilization of Project funds SOON - Compliance Expected in Reasonably Short Time 4 Counterpart funding CP - Complied with Partially S Management aspects of the Project or of its executing agency NYD - Not Yet Due 6 Envirormental covenants 7 involuntary resettlement 8 Indigenous peoPle 9 Mnwitoring, review and reporting 10 Implementation 11 Sectoral or cross-sectora1 budgetary or other resource allocation 12 sectoral or cross_sectoral regulatory/institutional Action 13 Other - 23 - TABLE 10: BANK RESOURCES: STAFF INPuTS Stage of Planned Revised Actual Project Cycle Weeks US$ Weeks US$ Weeks US$ Through appraisal N.A. N.A. N.A. N.A. 35.5 88.6 Appraisal-Board N.A. N.A. N.A. N.A. 18.7 54.2 Board-Effectiveness N.A. N.A. N.A. N.A. 5.0 14.5 Supervision N.A. N.A. N.A. N.A. 48.9 166.1 Completion N.A. N.A. N.A. N.A. 2.8 4.0 Total N.A. N.A. N.A. N.A. 110.9 327.4 TABLE 11: BANK REsouRcEs: MISSIONS Performance Ratings Stage of Monthl No. Days Specialization Implemen- Develop- Nature of Project Year of in Represented tation ment Problems Cycle Staff field status impact Through 12/87 2 3 HE,TE Appraisal 3/88 2 7 HE,TE 6/88 2 9 HE,TE 10/88 2 5 HE,TE 2/89 2 8 HE,TE 3/88 2 7 HETE Appraisal 5/89 2 12 HE,TE 9/89 1 6 HE Supervision 5/90 2 6 HE, TE 1 1 11/90 2 7 HE,TE 1 1 3/91 2 7 HE,TE 1 1 PR,TA,SP 11/91 3 4 HE,HE,EC 1 1 PR,TA,SP 2/92 2 14 HE, EC 2 1 PM,PR,TA,SP 6/92 1 12 HE 1 1 PM,PR,TA,SP 11/92 1 16 HE 1 1 PM,PR,TA,SP 2/93 3 16 HE,EC,Jr.Eng. 1 1 PM,PR,TA,SP 7/93 2 17 HE,EC,Jr. Eng. 2 1 CC,PM,PR,TA,SP 11/93 3 12 HE,EC,EC 2 1 CC,PM,PR,TA,SP 4/94 3 9 HE, EC, CT 2 2 CC,PM,PR,TA,SP 9/95 3 12 HE,PS,CT S S PM,TA Completion 3/96 2 13 HE,TE S S PM, TA, CC Specialization Ratings 'Nature of Problems HE - Highway Engineer 1 - Problem free or minor problems CC - C'ompliance covenants TE - Transport Economist 2 - Moderate problems PM - Performance Management EC - Economist S - Satisfactory PR - Procurement Progress PS - Procurement Specialist TA - Technical Assistance Jr. Eng. - Junior Engineer SP - Studies Progress CT - Consultants ROYAUME DU MAROC AINISTERE DES TRAVAUX PUBLICS DIRECTION DES ROUTES ET DE LA CIRCULATION ROUTIERE RAPPORT DE FIN D'EXECUTION DU PROJFT SECTORIEL ROUTIER (Sime Projet Routier) Pret No 3168 (Juin 1996) UNITES , EQUIVALENCES ET AJBREVIATIONS MONNAIES Unitg monetaire locale Le Dirham (DH ) Unit6 de reference du prt :Le Dollar des USA (US$) Taux de change i l'6valuation US$1 8,30 DH Taux de change a l'achevement USS1 = 8,76 DH POIDS ET MESURES I mete (lm) =-3,28 feet (ft) I kilotn6tre (km ) = 0,62 mile I kilogramme (kg) =2,205 pounds (bs) ANNEE FISCALE -L'ann6e fiscale s'6tendait du 01 janvier au 31 decembre de la mome ann6e -Desormais l'annee fiscale s'6tendra du 01 juillet de chaque annee calendaire au 30 juin de celle qui suit, une periode fiscale de Iransit s'etendra entre le 01 janvier 1996 et le 30juin 1996 ABREVIATIONS PAS : Plan d'ajustement structurel BAD : Banque Afiicaine de Developpement BIRD : Banque Intemationale de Reconstuction et de Developpement BTP : ( Secteur du) Bimiment et des Travaux Publics CNER : Centre national d'etudes routieres DPTP : Direction provinciale des travaux publics DRTP : Direction r6gionale des travaux publics DRCR : Dircion des routes et de la circulation routiare EHTP : Ecole Hassania des travaux publics ( Ecole d'ingdnieurs) iFEER : Institut de formation amx engins et a 1'entretien routiers MTP Ministere des travaux publics PERST: Programme d'entretien et de r6novation des routes secondaires et tertiaires PIC : Programme d'investissements cibl6s PSR : Projet sectoziel routier RCU : Revetement des couches d'usure SAMIR : Societe marocaine de raflinage TRI : Taux de rentabilit6 interne TABLE DES MATIERES PREFACE ..................................1I RESUME DEL'EVALUATION .2 PREMIERE PA R TIE: E VA L UA TION D U PROJET...... I- OBJECTIFS PREPARATIONET DESCRIPTION DES COMPOSANTES .6 11- EXECUTIONDUPROJET . 7 I17- RESULTATSDUPROJET ..8 IV- PERENNIEDUPROJET ..10 V- INTERVEN7IONDEL4 BANQUE .11 VI- COORDINATIONDUPROJETET APPUI D'A UTRES SER VICES DE L'ETA T .12 Vii- RELTIOMBANQUE-DRCR .. 12 VHl- CONCLUSIONS ETENSEIGNEMENTS . 12 DEUXIEME PARTIE: DONNEES DUPROJET .13 *ANNFXE 1: ELEMENTS REL4TIFSA LA REEVALUA TION RETROSPECTIVE DES TRA VA UX ROUTYERS ET DE POS *ANNEXE 2: ELEMENTS DE GESTION BUDGETAI, DES COMPOSANTES DU PROJET RELEVANT DE LA DRCR 1 ROYAUME DU MAROC PROJET SECTORIEL ROUTI1ER CINQUIEME PROJET ROUTI1ER (Prit NO 3168-MOR) RAPPORT DE FIN D'EXECUTION PREFACE Ce rapport d'achevement conceme le projet sectoriel routier. II a fait l'objet du pret No 3168-MOR , au profit du Royaume du Maroc, d'un montant (le U.S $ 79 millions. Ce pr& a et conclu le 15 Mars 1990, et mis en vigueur le 12/07/1990. La cl8ture du pret, prevue initialement le 31/12/1994, interviendra le 30/06/1996, apres avoir &e prorogee successivement d'une annie et de six mois. A ce jour, au titre des composantes du projet relevant de la ]DRCR, il reste a payer DH 5066095,37 correspondant a des depenses liquidees; leur paiement interviendra avant l'echeance de la cl6ture du pret. Par ailleurs aucun reliquat ne se degage de ce pret. Ce rapport a ete prepare par la Direction des routes et de laz circulation Routiere (DRCR), du Minist6re des Travaux Publics. L'6laboration de ce rapport s'est fondee en particulier sur: - le rapport d'evaluation du projet - les comptes-rendus de supervision es correspondances entre la Banque et l'Emprunteur - des prospections pour le recueil d'informations et de donn6es, aupres des diffirents services de la DRCR tant ceux su siege que ceux d6concentr6s. 2 RESUME DE L'EVALUATION OBJECTIFS PREPARATION ET DESCRIPTION DES COMPOSANTES (i) Inscrit dans le prolongement de ceux finances par La Banque, II s'agit du premier projet adoptant une approche sectorielle. n assure par ailleurs une integration et une mise en coherence des projets en cours ou en gestation, a l'epoque de sa preparation. Cette derniere a beneficie du concours de la Banque , et tout particulierement d'une partie des realisations du 4eme projet routier ( pret No2254- MOR). (ii) Le PSR s'est fonde des objectifs generaux de rationalisation et d'optimisation des investissements, de satisfaction de la demande de transport au moindre couit, de renforcement institutionnel des structures en charge du secteur routier et, du recouvrement des redevances et d'une tarification de l'usage de la route, bases sur les coOts. Par ailleurs, les objectifs specifiques ont e fixes au projet, en particulier la concentration des ressources sur la maintenance des routes, l'alignement des investissements sur les priorites economiques, la. promotion du secteur de la construction, et la liberalisation du marche des transports (1.02). (iii) La DRCR a ete le principal acteur et beneficiaire du PSR (plus de 95% des ressources affectes). Le volet investissement a represente plus de 97% du PSR, dont 1'essentiel est destine aux travaux maintenance des infrastructures (90% des ressources du projet). Ill repond aux retards accumules dans la maintenance des routes a fort rendement economique. D'autre part la DRCR a beneficie de plus de la moitie du volet du PSR relatif A l'appui institutionnel et a l'ajustement de la politique sectorielle (3.07). Resultat d'une longue maturation, ce volet decoule de la politique generale de liberalisation et d'ouverture de l'economie et, des imperatifs pre,alables de modemisation et de rationalisation de la gestion du reseau routier (1.03). EXECUTION DU PROJET (iv) La DRCR assura l'ex6cution de plus de 130 contrats, largemient dissemines a travers le pays. Pour ce faire elle s'est faite relayee par le LPEE, pour le contr6le qualitatif des travaux, et les DPTP, dont la responsabilite est suffisamment etendue pour assurer le bon niveau de maltrise constate. (v) Faisant partie du PIC, le PSR a demarre dans de bonnes conditions. I1 a beneficie d'un suivi et d'une regulation appropries, le long de son execution. En d6pit du retard d'un an sur le calendrier initial, cette execution est satisfaisante. toutefois son evolution s'est faite de maniere contrastee: Alors que la composante travaux etait bien maitrisee dans son ensemble, la composante institutionnelle, plus complexe, F'etait moins. (vi) L' adoption du deuxieme PAS avait genere une relative insufFisance des credits de contrepartie se repercutant surtout sur delai de realisation du projet. Ce dernier iftait egalement affecte par la faible mailtrise de la devolution des marches, accomplie du reste conformement aux dispositions convenues avec La Banque(2-04). (vii) Compares au 4eme projet routier (pret/2254_MOR) ou au projet PERST, 1'engagement des depenses et le paiement des ordonnances se sont bien deroules. Les performances cibles ont et depassees grace a la mise en oeuvre des mesures du PAS(2.05). :1 en est de meme des decaissements, bien qu'ils etaient preoccupants au debut du projet, du fait de la complexit6 des procedures associees. pendant la premiere partie de la periode de realisation(2.06). Cette situation futt redressee par des mesures cons6quentes(2.06). 3 (viii) Les travaux routiers ont demarr6 selon les previsions, du fait d'une certaine anticipation des services de la DRCR. Les travaux de ponts, requerant des etudes prealables et sounis a une procedure plus lourde que les autres, ont connu un retard d'une annee environ par rapport au calendrier. Les restrictions budgetaires sont a l'origine de la non acquisition de vehicules pour le transport des equipes d'entretien(2.07). Lancees avec un an de retard les etudes sur les routes etroites et sur les pistes rurales ont bien evolue par la suite, contrairement a celle sur le systeme de gestion de chaussees qui a et affectee par les hesitations sur les modalites d'execution (2.08). ACCOMPLISSEMENT DES OBJECTIFS (ix) Eu egard aux objectifs du PSR, les resultats de l'execution des composantes de la DRCR, accomplis sans generation d'effets sociales ou 6cologiques nefastes, peuvent etre consideres comme satisfaisants. Cependant globalement les resultats des composantes institutionnelles et de politique sectorielle sont moins affirmes que ceux relatifs aux travaux. Ces derniers ont en particulier conduit a ameliorer l'etat general du reseau routier; L'etat de surface, bonne a tres bonne, a globalement progresse de 53,0% a 61,8%, cette amelioration est plus prononcee sur le reseau a trafic eleve. (x) Les composantes institutionnelles ont enregistre des r6sultats satisfaisants quoique moins affirn6s. En effet, exceptes les stages A l'etranger non accomplis, seule l'etude sur les pistes rurales a presente des resultats limites. La consolidation du dispositif d'entretien et de gestion routiers, la dotation du CNER d'outils de gestion des chaussees, et la rationalisation des investissements ayant trait a l'elargissement des routes 6troites et aux pistes rurales sont a relever parmi les principaux resultats (3.02). Toutefois la planification des routes A vocation locale n'a pas pu disposer de planification, indispensable pour donner de la coherence A une multitude de d6cisions d'investissements diffus sur tout Ye territoire du pays(3.03).Sur le plan de la politique sectorielle la DRCR a r6actualise l'etude sur la fiscalite routiere et fait progresser le processus de reclassement(3.04). BEALISATIONS PHYSIQUES (xi) Exceptes travaux de bitiment, les objectifs physiques du programme routier ont subi des remaniements importants, tout au long du deroulement du projet. Ces ecarts ont affiect6 le rechargement d'accotements, les marquages, les revetements, les renforcements et les ponts ( ils 6taient de l'ordre de:+l 10%, -44%, +32%, -14% et -30% respectivement). ils s'expliquent par la nature de la programmation de chaque categorie de travaux et, par des contingences(3.06). LES COUTS DU PROJET (xii) Le coOt total des differentes composantes relevant de la DRCR a connu un tres leger depassement restant admissible (3.07). La composante travaux routiers, qui est la plus importante, a connu l'cart de cout le plus faible, a rattacher a la phase de preparation. II en est de meme des travaux de batiment. Les services de consultants constituent, de par leur nature, la composante la plus difficile a maitriser, en termes de resultat et de cout. Le programrne d'equipement parait avoir ete ambitieux. Par contre celui releve pour les ponts n'est qu'apparent (3.08). PERENNITE DU PROJET (xiii) Les ameliorations du reseau routier sont le resultat d'une approche a long terine des problemes du secteur routier . D'importants projets y ont concourus en parallele avec le present, ainsi que de nouveaux sont inities dans la meme perspective; c'est le cas du 6eme projet routier financ6 par La Banque, dont la preparation a largement beneficie des resultats du present projet(4.01). La niise a contribution des resultats de ce projet , pour l'identification des programmes confirnme la volonte du Gouvernement de p6renniser les resultats du projet, et, en particulier, de poursuivre le processus de rationalisation des investissements routiers et de reorganisation des structures de la gestion du secteur routier (le reclassement du reseau routier) et de consolidation institutionnelle (4.02 et 4.03). 4 D] convient aussi d'insister sur ia perennisation des resultats obternus par le projet en matiere de securite routiere, du fait des actions deja entamdes, et celles projetees (4.05). INTERVENTION DE LA BANQUE (xiv) Le PSR a bdneficie de l'experience des quatre projets routiers finances par La Banque, ainsi que l'expertise qu'elle a capitalis6e dans le secteur routier (5.02). L'action de La Banque a et6 d6terminante tant au stade de la preparation que de la mise en oeuvre, ofi sa contribution dtait d6terminante pour la regulation du projet , en particulier pour la maitrise des decaissements (5.03). COORDINATION DU PROJET ET APPUI D'AUTRES SERVICES DE L'ETAT (xv) Le PSR comporte plusieurs composantes relevant d'autres departements ( DAT , MT). La mise en place d'une coordination globale n'etait pas formellement prevue par le projet ; ce qui explique les carences de l'information, surtout au niveau des decaissements Partant de ce constat la DRCR avait pris l'initiative de nomer un coordinateur de projet, bien que cette action a &6 accomplie en fin de projet (6.02). RELATIONS BANQUE-DRCR (xvi) La qualit6 de la conduite de la realisation du projet a ete tributaire de cele, excellente, des relations entre ia Banq.ie et la DRCR (7.01). La DRCR avait observ6 ]es dispositions du pr&t et pris en considdrarian les avis de La Banque, qui itri: en permanence tenue informee de l'dvolution du projet (7.02'. CONCLUSIONS x,r ENSEIGNEMENTS (xvii) Le financement de Il'entretien routier La perennite des r6sultrts de ce projet pose i nouveau, et de maninre insistante , le problsne de I'inad6quation des resscurces , par raprort aux besoins requis pour un entretien routier optimal (8.01). (xviii) L'identification des op6rations et leur allotissement Les operations routieres retenues au PSR sont justifiees econorliquement . Elles ont et6 programmiee et regroup6es dans des lots importants pour 6viter Ia multiplication des march6s et promouvoir aes offres interessantes. Toutefois 1'experience du PSR confinme la n6cessit6 d'articuler les travaux de rehabiltation autour des renforcements de chaussees, auxquels doivent etre adjoints un ensemble de travaux annexes (drainage longitudinal et transversal , elargissement des chaussees. mise hors d'eau des chaussees, traitement des points noirs,...) (8.02). (xix) Prdparation des projets n convient d'anticiper et d'approfondir plus la preparation des premieres tranches des projets , et cc avant la conclusion des prets (8.03). (xx) La maitrise de la gestion de 1'execution D'une maniere l'execution du projet etait satisfaisante, mise a part la lenteur dans les ddcaissements enregistree, en particulier au debut de la realisation . Par ailleurs 1'execution du projet a mis en relief le potentiel latent d'une amelioration accrue de la maitrise des delais, moyennant des actions d'appui a la phase realisation (8.04). (xxi) Coordination L'execution du PSR a mis en exergue l'importance de la fonction coordination. La nomination d'un coordinateur contribuera, pour les projets, futurs a s'affranchir de certaines difficultes ayant affecte le PSR. (8.05). (xxii) La procedure de decaissement La procedure complexe de decaissement doit reorganisee de maniere permettre plus d'efficacite pour les paiements et transferts de fonds Banque-Emprunteur (8.06). PREMIERE PARTIE EVALUATION DU PROJET 6 I- OBJECTIFS PREPARATION ET DESCRIPTION DES COMPOSANTES 1.01 Le PSR s'inscrit dans le prolongement de ceux finances precedernment par La Banque, tout en s'adjoignant de nouvelles dimensions se rattachant au developpement institutionnel et a la politique sectorielle, et assurant le lien avec les orientations libdrales de la politique 6conomique du Gouvernement. II s'agit du premier projet adoptant une approche sectorielle, assurant par ailleurs une integration et une mise en coherence des projets en cours ou en gestation , a l'epoque de sa preparation. 1.02 Le PSR a ete formule sur la base des objectifs generaux suivants, assignes au secteur lors de P'identification: -Satisfaction de la demande de transport au moindre coot; - rationalisation des investissements et optimisation des ressources affectees a l'entretien routier; -Promotion d'une politique rdaliste de recouvrement des redevamces des usagers de la route, ainsi que d'une tanification basee sur les couxts; -Renforcement du dispositif institutionnel des structures en charge du secteur routier . Par ailleurs, les objectifs specifiques ci-apres ont egalement et6 fixes au projet: - Alignement des investissements du secteur sur les prioTites economiques et, concentration des ressources sur le maintien des routes existantes -Renforcement du cadre institutionnel, en particulier de maniele a ameliorer l'optimisation des investissements ewstants ( gestion des chaussees) -Libdralisation du marchd des transports -Promotion du secteur de la construction 1.03 L'identification et la pr6paration du projet ont largement beneficie du concours de la Banque et tout particulierement d'une partie des realisations du 4eme projet routier ( pret No2254-MOR.), Le volet investissement s'est fonde sur une approche valorisami les infrastructures routieres a for'. rendement economique. quant-au volet relatifau d6veloppemeart institutionnel , a l'ajustement dela politique sectorielle et i une partie des services de consultants, est le rdsultat d'une maturation. E decoule de la politique gen6rale de liberalisation et d'ouverture de I'economie et, des imperatifs pr6alables de modernisation et de rationalisation de la gestion dcu reseau routier. 1.04 En reponse aux retards accumules dans Ia maintenance des routes, en particulier celes i fort rendement 6conomique, les travaux de rehabilitation-entretien et de reconstruction de ponts ont ete preponderants. Outre l'engagement sur un programme d'actionis en rapport avec la strat6gie sectorielle, le projet a aussi comporte des composantes d'appui institutionnel et de preparation de mesures d'ajustement de la politique sectorielle . Les composantes du projet relevant de la DRCR sont: *VOLET INVESTISSEMENTS: -Travaux de rehabilitation de routes, renouvellement de la coLiche de roulement, rechargement d'accotements, marquage de chaussees et construction de ponts ( respectivement environ :1000 Km , 1300 Km, 500 Km, 5000 Km, 7 ). -Construction et equipement d'ateliers regionaux de matdriel routier. -Fourniture d'equipements pour l'entretien routier et le compt;age du trafic *VOLET APPUI INSTITUTIONNEL ET AJUSTEMENT D:E LA POLITIQUE SECTORIELLE: -Le reclassernent du rdseau routier, de maniere , repartir la responsabilite, de l'investissement et de l'entretien, entre les autorites centrales et d6centralis6es -La realisation d'un certain nombre d'actions et d'un progranmme de developpement institutionnel ( systeme de gestion des chaussdes , developpement de strat6gies adaptees de maintenance, d6veloppement d'une approche d'elargissement des routes, renforcement des capacit6s techniques et de recherche, realisation d'un programme de formation en entretien routier et acquisition de moyens de formation,...) 7 [I- EXECUTION DU PROJET 2.01 La DRCR avait la charge d'assurer l'execution d'une multitude de contrats (plus de 130 march6s) diss6mines sur la quasi-totalite du territoire du pays . Pour ce faire elle se faisait relayer d'une part par le LPEE, pour assurer le contr6le qualitatif des travaux et, d'autre part, par ses services territoriaux, dont la responsabilite est suffisamment etendue pour assurer le bon niveau de maltrise constate. 2.02 Faisant partie du Programme d'Inve-stissements Ciblis du PAS , I'execution du projet dm6arr6 dans de bonnes conditions et a ben6ficie d'un suivi et d'une regulation particuliers. En depit du retard d'un an sur le calendrier initial, la mise en oeuvre est globalement satisfaisante. Toutefois 1'evolution de la realisation s'est faite de maniere contrastee selon la nature des composantes : Alors que la composante travaux etait bien maitrisde dans son ensemble, la composante insitutionnelle l'etait moins. Cette situation est imputable a la complexite de certaines composantes ( cas de l'etude sur les pistes rurales et du reclassement du reseau routier ). 2.03 Le projet avait subi une relative insuffisance des cradits de contrepartie , en particulier a la suite de l'adoption du deuxieme projet d'ajustement structurel . Le Gouvemernent a en effet 6t6 conduit i reduire les depenses d'investissement, pour financer en priorite les actions sociales et reduire le d,ficit budgetaire . 2.04 La devolution des marches s'est op6r6e conform6ment aux dispositions convenues avec La Banque. Les appeis d'offires intemnationaux n'ont pas attire beaucoup de soci6tds rang&res . lesquclles ont intervonu principalement dcns les prestations de services. Le processus de d6volution des march6s s'talah vsr une moyenne de 4 mois. L?engagement des depenses a dans l'ensemnble et6 mene dans des ddlais iaisonnables, grace txx iesures mise cr oeuvre au tire du PAS . Par contre les DPTP n'ont pas binn wa?trist les der.is des diffirentes phases de 1'execution budghtaire des opdrations, en particulier a i'awont et A I' vai de la procidure d'engagement des d6penses . Cette derni6re n'etant pas sous leur contr6le irnte,ra' . Ainsi de lngs d6lais ont-ils etd relev6s entre la mise en place des credits et le jugement des offres ( 2,5 mois en moyenne ), entre cele-ci et la presentation des propositions de depenses ( I mois en moyenne ); et, entre 1'engagement des ddpenses et l'approbation des marchds par les autorites compiterntas (1,5 mois en moyenne ) . Cette faible maitrise explique en partie les retards de la realisation du projet. Les delais contractuels de la rdalisation des operations etant eux respectds en general. 2.05 Les proc6dures d'engagement des depenses et de paiement des ordonnances se sont ben deroulees, surtout si on compare leur ex.ecution avec celle du 4eme projet routier ou le projet PERST. Les performances cibles fixdes au taux des paiements pour le projet ont etd d6passdes grice a la rnise en oeuvre des mesures du PAS . 2.06 Quant-aux decaissements, quoiqu'en leger decalage par rapport aux realisations, etaient globalement satisfaisants, surtout si on les compare avec ceux des precedents projets finances par La Banque. Ce resultat est egalement a mettre en rapport avec 1'execution du PAS . Neannoins l'Wvolution des decaissements dtait preoccupante pendant la preniere partie de la p6riode de rdalisation . Cette situation etait due a la lourdeur du dispositif de procedures assocides aux decaissements. Ainsi a-t-it fallu envisager quelques mesures rectificatives dont en particulier: -La mobilisation du plafond du fond de roulement a partir du 09 juin 1992 -Le remaniement de la procedure de decaissement et du systeme d'infonration qui lui est lie -Le remboursement direct par La Banque de La Trdsorerie gdnerale du Royaume , en dehors du compte sp6cial qui sert de support au fonds de roulement . Ce compte, bien que fonctionnant convenablement et limitant le delai de paiement, s'epuisait en permanence -L' adoption d'un programme special d'acceleration des decaissements (PSAD) en relevant les taux de financements de La Banque. 8 2.07 Du fait d'une certaine anticipation des services de la DRC:R, les operations de travaux, objet d'une multitude de marches largement dissemines sur le territoire du pays, ont demarre selon les previsions . Les travaux de ponts, requerant des etudes prealablies et sournis a une procedure plus lourde que les autres travaux, ont connu un retard d'une ann6e environ par rapport au calendrier. L'acquisition de vehicules pour le transport des equipes d'entrerien n'a pas eu lieu, en raison des restrictions budgetaires ayant emp&Mhd la mobilisation des credits de contrepartie correspondants. 2.08 L'etude sur les routes etroites et celle sur-les pistes rurales ont &e lancees avec un an de retard mais ont bien evolue par la suite, sauf pour la seconde. L'elaboration du systerne de gestion de chauss6es quant a elle a ete bien menee, apres des hesitations sur ses modalites. Im- RESULTATS DU PROJET ACCOMPLISSEMENT DES OBJECTIFS 3.01 Le projet etait fonde sur des objectifs de rationalisation des investissements routiers, d'optimisation de gestion de l'entretien routier, d'amelioration de 1'etat de 1'entretien des routes. Les resultats du projet peuvent &tre consider6s comme satisfaisnts, du fait qu'ils aient atteint, sans aleas majeurs, la plupart de ses objectifs principaux. Cependant les rdsultats des composantes institutionnelles et de politique sectorielle sont moins satisfaisarnts que ceux du volet travaux. 3.02 Le volet travaux a permis en particulier d'amdliorer l'tat ,genral du reseau routier. L'etat de surface, bonne a tres bome, a globalement progressed de 53,00%o a 61,8% , cette amelioration est plus prononcede sur le rdseau a trafic elevd. Les composantes institutionnelles ont enregistre des r6sultats satisfaisants quoique moins afflrmes. En effet a l'exception des stages a l'etranger qui n'ont pas dte accomplis, seule l'etude sur les pistes rurales a presente des resultats limit6s. Les composantes institutionnelles ont notamment penmis de: -Consolider le dispositif d'entretien et de gestion routiers (construction de 2 parcs regionaux de materiel, mise en oeuvre d'un programme important de formation et de perfectionnement en matibre d'entretien routier) -Doter le CNER d'outils pour la gestion des chaussees. -Rationaliser les investissements ayant trait a l'elargissement des routes etroites et aux pistes rurales: D'ors et deja les etudes realisees dans le cadre du projet ont permis d'elaborer des programmes d'investissement, dont une partie a alimente le volet travaux dii 6eme projet routier. 3.03 Au niveau du volet institutionnel, a l'exception des stages a 1'etranger qui n'ont pas dtd accomplis, seule 1'etude sur les pistes rurales a presente des r6sultats limites a la deterrrination d'un programme d'investissements . L'etude aurait du etre orientee vers la formalisation d'un outil de rationalisation des investissements au niveau des dessertes rurales. L'identification recente du volet routier, du programme de lutte contre les effets de la secheresse' a mis en relief cette limitation. 3.04 Sur le plan de l'ajustement de la politique sectorielle, la D)RCR avait procdd a une reactualisation de l'etude sur la fiscalite routiere , int6grant l'augmentation des ressources du fonds routier mais pas I'analyse de l'impact du differentiel des prix de l'essence et du diesel . Cependant l'augnentation de ce fonds, operee dans l'exercice budgetaire de 1995, n'a pas ete destin6e a consolider les ressources exclusivement affectees a l'entretien , mais pour l'extension de l'infrastructure routiere a vocation rurale. La DRCR a par aillesurs r6ussi a faire progresser le processus de reclassement, en faisant reunir l'ensemble des commnissions provinciales en charge de prononcer un avis prealable A la determination du reseau routier provincial , demiere composante du reseau routier A la charge des services de l'Etat restant i configurer, Les routes provinciales seront officialisees incessamment, apr&s leur validation, en cours par les services du MTP . 3.05 La DRCR avait satisfait a toutes les dispositions du projet . Elle a en particulier assur6 pour l'entretien routier des ressources plus importantes que celles prevues dans le projet, et accusant une 9 bonne progression tout au long de son execution . Par rapport aux previsions , les seuls ecarts constat6s ont trait: -Au respect de la procedure convenue avec La Banque (§3.17 du rapport No7983-MOR), stipulant la soumission prealable des operations de rehabilitation a son approbation formelle . Or les services de la DRCR se sont inmites a 1'examen informel de certaines operations par les missions de La Banque - Le non respect, pour quelques operations routieres, des dispositions prevues au projet devant laisser aux soumissionnaires le choix entre la fourniture du bitume par la DRCR ou son acquisition par leur propre moyens, sur le marche national ou en l'important . Les marches les concemant n'ont pas dt* lnt6gres au projet . Dans les faits aucune entreprise n'a use de cette Iibert6 . En effet seule l'impottation de liants presenterait un inter8t , mais le demantelement du monopole de la SAMIR, en matiere de fourniture de produits petroliers et de liants hydrocarbon6s, n'a pas encore ete oper6. Dans l'ordre actuel des choses, il n'y a pas d'alternative plus concurrentielle A la fourniture de Hiants a travers la DRCR . -Le retard ( d'environ une annee ) dans l'elaboration des etudes des pistes rurales et des routes etroites, ainsi que des prestations de l'expert en gestion de chaussees qui ont souffert des longues h6sitations quant a la forme et aux modalites de leur execution DIPACT SUR L'ENVIRONNEMENT 3.06 Les travaux de bitiment, situes dans des sites amenages a cette fin, sont d'ampleur limitte pour generer des effets nuisibles sur 1'environnement . Les autres travaux ont trait a la r6habilitation et 1'entretien p6riodique, qui n'ont occasionn6 ni utilisation de terres supplementaires ni des effets sociales ou ecologiques ndfastes. REALJSATIONS PHYSIQUES 3.06 Les travaux de batiment ont 6te enti6remnent r6alis6s, conform6ment aux previsions . Par contre, tout au long du d6roulement du projet, les objectifs physiques du programme routier ont subi des remaniements synth6fis6s comme suit: TABLEAU I NATURE DES TRAVAUX PREVISIONS REALISATIONS Renforcements(Km) 1067 755,7 Revtements (Km) 1325 1751,5 Rechargement d'accoten.ents 500 1052 (Km) Marquage de 5000 2822,78 chaussdes (Km) Ponts (nombre) 7 6 Ces dcarts moins marqu6s la composante ponts, dont les operations correspondantes, ideatifi(es de longue date, 6taient imperatives . Elle s'explique par la nature de la programmation de chrique cat6gorie de travaux routiers et , par des contingences . D'une part la prograimmation des op6rations routieres danas le cadre du projet se faisait au fur et a mesure du d6roulement du projet , apres avalisation par la Banque. Cette programmation integrait les ajustements cons6cutifs A l'evolution effective de 1'6tat du reseau routier. Par ailleurs, prevenant des degradations tres coOteuses, ainsi que des coCats d'entretien routier courant, des couts d'exploitation des v6hicules , et des couits de scurit6 , elle privilegiait les operations de revetement . 10 LES COUTS DU PROJET 3.07 Le cout total des differentes composantes relevant de la DRCR a connu un leger d6passernent restant cependant admissible. Les ecarts de coat, par rapport aux pr6visions, ne sont pas uniformes pour toutes les composantes. La plus importante parrnu celles-ci, les travaux routiers et de ponts, accusent l'ecart le plus faible, en termes relatifs et absolus. Les coa,ts partiels des op6rations htaient globalement maitrises, compte tenu des engagements contractuels: Les dcarts releves, du reste insigniflants, sont donc a rattacher a la phase de preparation. TABLEAU 2 ...... . ------ ............. ... .. -. .. .. .. .......... -- . . .. .................. ........................ COMPOSANTES PREVISIONS ECART 1 DU PROJET (en M.DH) ONS (en %) Travaux routiers 821,70 881,73 +7,30 ...... ........................................ ; .; Travaux de ponts : 62,40 50,84 -18,52 .... ....... ................ ................... .. ..................;.......... ..... ; Construction de 2 parcs de materiel 7,50 867 15,6) tEquipernent I 24,10 11,82 -50,95 Services aux consultants f 17,56 I 37 64 +114,35 4 $ ~~~~933,26 990,70 . +6,15 ..... .. . ......... ........ .. .t..... . ._. ..._. .....,,.,._. :..._.. ...I.... 3.08 Au sein des travaux routiers les remaniements importants des parts relatives des diffirents 6l4ments des travaux routiers ( renforcements, revetements, marquage ,...), se sont traduits par unw modification consequente de leur couts relatifs. Les services de consultants ont permis d'elargir le dispositif de rationalisation et de gestion des investissements routiers. Is ont cependant souftert de retards dans leur lancement et, surtout, dans leur execution. ls constituent, de par leur natre, la composante la plus difficile a malttriser en termes de resultat et de couit . La faible mnairise lors de la pr6paration explique les ecarts releves pour les travaux de batiment . Le programme d'dquipement parait avoir et6 ambitieux, dans la mesure oil la non.acquisition des v6hicules pour le transport du personnel de l'entretien routier est loin d'expliquer linmportance de l'ecart constate. Par contre celui releve pour les ponts n'est qu'apparent, du fait qu'il correspond approximativement au cout de l'ouvrage non r6alis6. REEVALUATION ECONOMIQUE 3.09 La quasi totalite des operations realisees s'averent rentable i posteriori, eu egard aux criteres suivants, preetablis lors de la preparation du projet: - TRI superieur a 20% pour les travaux de renforcements - TRI superieur a 24%, pour les travaux de RCU des sections - TRI superieur a 40% pour les travaux de ponts (voir note en annexe les elements do detail relatifsa l'evaluation A posteriori des operations d'investissement realisees) . IV- PERENNITE DU PROJET 4.01 Les amiliorations de l'etat du reseau routier sont le resultat d'une approche i long terme des problemes du secteur routier . D'importants projets y ont concourus en parallele avec le present, ainsi que de nouveaux sont inities dans la mnme perspective, dornt le 6eme projet routier financ6 par La Banque. 11 4.02 La rationalisation des investissements routiers est poursuivie par le Gouvernement . La mise a contribution des resultats de ce projet, pour l'identification des programmes de routes rurales et d'elargissemnent de routes 6troites, en est la confirmation. Par ailleurs l'optimisation de l'entretien, deja entamre depuis la mise en ex6cution des resultats de l'etude d'am6lioration de l'entretien routier en 1984, sera poursuivie par l'execution des actions formalisees par l'etude sur le systeme de gestion des chaussdes. En outre, a l'appui de ces rdsultats la DRCR a mis en place, avec I'EHTP un cycle superieur routier, destine a developper le potentiel des ingenieurs exercant dans le secteur routier . En plus des cessions de perfectionnement sont dispensees pour tous les intervenants dans la realisation et 1'entretien des routes par 1'IFEER . Ce dernier vient d'etre realise dans le cadre de la cooperation avec le Gouvernement Japonais . 4.03 Compte tenu des progres du projet de decentralisation -deconcentration au sein du MTP , la deconcentration au niveau regional doit etre renforcee, ainsi que les competences en matiere de planification et de coordination des investissements routiers 4.04 Les resultats obtenues par le projet en matiere de securite routiere sont confortes par un certain nombre d'actions deja entamees ( programme d'amenagements de securite a faible ccut, renforcement du dispositif coercitif de la prevention,...), et par celles projetees ( la composante securite routiere du 6eme projet routier, ... ) . V-INTERVENTION DE LA BANQUE 5.01 A I'am3nt de ce projet, I'appui de La Banque a contribue a l'identification des principales difficultes entravant le secteur routier. Les etudes financ6es dans le cadre du 3eme et du 46ine projets routiers, et le dialogue avec le Gouvernement, lors de l'execution des differents proiets, y ont largement coatribu6e. 11 en est de meme de la promotion et de la mise en oeuvre de certaines action; et projets ( cr6ation du fonds routier, modification de la taxe annuelle sur les vehicule, dont le taux etait inddperdant de I'≥ ... ) 5.02 S'agissant d'un projet sectoriel, il a ben6ficie de 1'expertise capitalisee par La Banque dans le secteur routier . L'experience des quatre projets routiers, r&alis6s au Maroc grAce A ses financements , a 6t6 detenninante dans la preparation des composantes institutionnelles et de politique iectorielle. La Banque avait reserve au projet une sollicitude particuGere tout au long de sa trajectoire. Sa contribution a la regulation du projet, dont les dispositions ont ete formellement insciites a l'accord de pret, a aide la DRCR a en assurer la maitrise. Par ailleurs son concours etait determinant dans l'orientation des etudes et l'instruction des rapports preliminaires. 5.03 L'action de La Banque a et deterfninante lorsqu'il s'est agi de redresser la situation des decaissements, ce qui a redynamise le projet ( relevement des taux de financements de certaines composantes routiers entre le 1\09\1 990 et le 3 1\12\1991 , remboursements directs de la Tr6sorene du R.oyaurne pour certains montants sans passer par le fonds de roulement ). Par contre La Banque a surestime les projections des decaissements, fondees sur des anticipations, trop optimistes, de l'amelioration du contexte budg6taire. I- COORDINATION DU PROJET ET APPUI D'AUTRES SERVICES DE L'ETAT 6.01 L'intervention des services du Ministere des Finances etait satisfaisante, aussi bien au niveau des activit6s d'engagement des d6penses du projet que celles de paiement des ordonnances . Par contre, dans la premiere periode de l'execution du projet , les taux de decaissement ont ete faibles . Us ont subi les effets d'une procedure complexe, faisant intervenir plusieurs acteurs et la transmission de nombreux documents . Les delais pris dans l'elaboration l'instruction et la transmission de ces documents se repercutaient negativement sur ces taux . Ces derniers ont pu retrouver une progression normale a mi-parcours, apres la prise d'un certains nombre de mesures (optimisation du circuit de cheminement des documents, relevement du montant du fonds de 12 roulement, renouvellement des appels de fonds des 1'epuisement clu compte sp6cial, remnboursements directs de la Tr6sorerie G1ndrale du Royaume ) 6.02 Le PSR comporte plusieurs composantes relevant d'autres departements ( DAT , Mf). La mise en place d'une coordination globale n'6tait pas formellement prevue par le projet ; ce qui explique les carences de l'information, surtout au niveau des decaissements . :Partant de ces constats la DRCR avait mis en place une cellule de coordination, bien qu' Ila fin du projet VII- RELATIONS BANQUE-DRCR 7.01 La qualitd de la conduite de la realisation du projet a 6te tributaire de celle, exceUlente, des relations entre La Banque et la DRCR. Les missions de supervisikon du projet taient des moments forts de leur collaboration, qui se prolongeait par des echanges die documents et les feed-backs qui s'ensuivaient (avis ou accord proaables sur les versions provisoires des rapports des diffdrentes missions d'etudes , projets de cahiers de charges, dossiers de fkisabilit6 technico-dconomique, ... ). Pkiodiquement, comme pr6vu dans le projet, La Banque dtait tenue inform6e de l'6volution du projet , et des projections de la DRCR . 7.02 LA DRCR avait observ6 les dispositions du pret et pris en considration les avis de La Banque . P6riodiquement, comme pr6vu dans le projet, La Banque 6tait tenue inform6e de l'evolution du projet , et les projections de la DRCR, ainsi qu'un certain nombre de documents du projet, hi dtaient soumis pour avis ou accord pr6alables ( versions provisoires des rapports des dffdrentes missions d'6tudes , projets de cahiers de charges , dossiers de faisabilite technico-6conomique, ...). VJIJ-CONCLUSIONS ET ENSEIGNEMENTS 8.01 Le financement de 1'entretien routier La p6rennit6 des resultats de ce projet est conditionn6e par le rel,&vement des ressources au mvoau des besoins requis pour un entretien routier optimal 8.02 Pr6paratioc des projets II convient d'anticiper et d'approfondir plus la pr6paration des premieres tranches des projets avant la conclusion des pr&s . Les montants requis A cette fin sont d'ailleurs modestes , compards au manque a gagner en termes de maitrise de la r6alisation du projelt et de son exploitation ult6rieure. L'6valuation retrospectives sera en outre facilit6e. 8.03 La maitnise de la gestion de l'execution La gestion de l'execution du projet a niis en relief le potentiel latent d'une ame6lioration accrue de la maitrise des delais . L'etalement de la devolution des marches ent est une illustration . D'o& la necessitd de consacrer a la phase realisation d'avantage de ressources d'appui . 8.04 La procedure do d6caissement La procedure complexe de d6caissement doit etre remani6e pouI- les projets fiturs, n convient d'laborer une procedure modulable, selon la nature du projet , I'itnportance doe son financement et la consistance des flux ( annuels ou mensuels ) des transforts de La Banque vers l'Emprunteur et les sp&cificitds institutionnelies et organisationneles en vigueur. DEUXIEME PARTJIE (Les annexes du rapport) ANNEXE 1 ELEMENTS RELATIFS A LA REEVALUATION RETROSPECTIVE DES TRAVAUX ROIUTIERS ET DE PONTS REEVALUATION ECONOMIQUE I - Renforcement et rev6tement La reevaluation economique des operations de renforcement et de revetement a ete eff ctu&e i raide du modele EVAL actualise et repris sur le tableur lotus. les 61ements consideres dans la reevaluation sont : le trafic ? rUNI Je cout dcononmique de I'investissement, le couit d'exploitation des v6hicules et les couts d'entretien. Ces elements rentremc dans le calcul des coits et des avantages dans les situations saus et avec projet . Les avantages considdr6s sont les gains en coaut d'exploitation des vehicules procur6s par une amrlioration de !'UN7. 1 - Trafic Les trfics utilises sont des TMJA a la date de mise en service .PDur les sections ne disposant pas de trafic a cette date , des comptages de trafi ont 6t6 effectuds puis ramends a la date de mise en sevice en adoptant un taux de croissance annuel de 5%. 2 - UNI Les va!eurs de I'UNI correspondent a l'aiune de realisation du projet .Quand cette valor n'est pas disponJlale, on abeute i la section les vakeurs suivantes: - 3000 mm/klm pocu les r ute3 en enrob6s. - 3500 a2nl= pour les -. tvues en 'Dnduit superficiel. Le mocdele F.VAL est base sur l'evolutioh de I'UN pendant los 15 annees de la pdrWe d'analysw .Cette dvolution txtli3ee indiffrenmient pcur les deu.c situations 1 avec et sans projet ) suppose une variation de l'UNI BIt dens la fourchette surm ate: - Valeur initiale BIto=2000 mm/nk ou 2500 nm/km selon quo le revetement est en emobes ou en enduit superficiel . Ces valeurs minimales correspondent i PUNI d'une chauss6e neuve ou qui vient d'tre renforcde . - Valeur finale egale A 6000 maooim (i)- Cas de P'enrobd BIt = 2000 + 4000*obtrl avec r = taux de croissance anmuel du trafic (i) - Cas de 1'enduit superfcied Bit = 2500 + 3500 * e'r- e -l L'age de la chaussde est calcule par ce modale a partir de la loil d'6volution prdcit6e et de rumNT mesurd sur place .Cet age est ensuite utilisW; crimme date de demarrage de la pdriode d'analyse (15 axis) pour la solution sans projet. 3 - Co&t economique d'investissement Les economiques utilises correspondent a des couats hors taxes .La part des taxes a etd esm6e & 24% du couLt financier . 4 - Coflt d'exploitation des vehicules La fofmule adoptee est CEV = k*trafic annuel*UNI avec k= 0.14787*1.06d C'est la valeur utilis6e lors de l' valuation ex- ante actualisee a l'ann6e de redisation du projet A un taux annuel de 6 %. ( d designe le nombre d'anniees entre 1988 et l'annee de r&lisation du projet) 5 - Couts d'entretien Les coats utilises sont calculs a partir de ceux adoptes lors de 1'6valuation ex -ante moyemant une actulisation de 6 % par an.Les couts economiques sont: - Entretien courant : 6040 * 1. 06d ({DH/1t1) - Ezmplois partiels : 208.3 * 1. 06d (DHIkn/ metre de largeur de chauss6e) Ainsi, le co-at d'entretien est: ( 6040 + 208.3 * L ) * 1. 06 L etant a largeur de chauss6e Le calcul du TRI a dtd developpe sur tableur pour les 4 cas rencontres a savoir: Renforcement avec couche de roulement en enrob6s : Fichier RF- EB Renforcement avec couche de roulement en enduit superficiel : Fichier RF- ES Revetenent avec couche de roulement en enrobes: Fichier RCU- EB Revetement avec couche de roulement en enduit superficiel : Fichier RCU- ES Resultats de la re6valuation economique La reevaluation economique a porte sur 740.55 km de renforcement ( 54 sections) et 1542 km de rev&ement ( 146 sections ) .les sections analysees variaient en longueur de I A 50km pour le programme de revetement et de 1 A 70 kn pour le programme de renforcement. Sur-les 54 sections analysees en renforcement, 42 ont des TRI superieur i 35 %, 11 sections ont des TRI compris entre 12 et 34 %, et une section seulement a un TRI de 9 %. Sur les 146 sections analys6es en rev8tement, 89 ont des TRI superieur a 35 %, 46 sections ont des TRI compris entre 12 et 34 %, et Il sections seulement ont un TRI compris entre 4 et 11 %. Ces resultats montrent que dans 1'ensemble , la rentabilite 6conomique des op6rations r6alis6es est elevee. PROJETSECTOPJEL ROUTIER RUvaIuatIon 6conomlqu. PWw,oum do R.nfrMgnt Psogrmm hi.a PFgramme rfda6 3 100,oc 128,50 28,5a 18,5 2000 3000 39 _ M*blh 4 1200 2s,0m 12,40 4,6 1(O 46m 01) M6Ifua 4 25,00 5D,70 25,70 9,70 iC0 4000 53 MMaiis e 13,50 ao,m0 6,D 5,80 39000 3 6e M6kns 6 2,0D 32,00 o, 5,30 350 40D 91 Mft&s 21 25o00 32,00 7,00 ,eo 20m 2m 22 MAMAs 34 6.00 15,0m 9,00 5,S0 2c 250 24 Nador 39 363,50 374,50 11,00 10,70 33M 2500 23 Ouazazae 32 234,0O 2e6,00 32,a0 8,10 1200 45M >100 Ouarazate 32 283,0a 3W,00 66, 21.90 1200 400 22 Oujda 1 548,00 572,00 24,00 8,40 1200 3500 23 OuJda 1 5s3,0 Do7,50 24,50 6,a0 11 o 0 2D OuJda 18 13,OD 207D 7,70 6,2D 2950 3X0 63 Ouida 19 16,00 85,m 9,0e 19,39 e60 3000 67 Rebat 1 56,0 69,5D0 93 2904 94 2476 93 12,51 22% Rabat 2 5,00o 9,oOD 93 17582 94 1604 90 3,85 >100% Rebat 2 15,000 16,S0 93 17582 94 1803 90 1,44 '10D% Raobt 22 22,OD 28,m0 6,00 2,10 1an 4smD 100 Rabat 22 22,W0 35,000 91 1158 92 4443 88 5,05 >O1D% Sotat 7 5D,0D0 69,700 93 5D0 94 1171 87 13,96 >1Om% Settot 7 82,000 O,m 93 2586 94 1873 87 14,53 40% Setbt 7 104,00D 11930 93 2480 94 1185 87 12,83 54% Settt 13 0,000 31,e60 93 2150 94 1Hm 91 26,49 14% Settat 104 2,000 30,000 93 1779 94 3831 92 19,84 57% Sette 1nn ?-0?I I _?m?) an ; 5 3824 A0 7.27 36% Settat 108 22,800 28,200 90 6005 8e118 90 1,70 58% settat 108 27,300 28,400 90 600 95 4572 O0 0,55 33% Sldikacem 8 34,00 42,00 8,00 6,50 260m 300D 31 SidlkAcem 6 34,OOD 42,OO 90 2854 o0 3323 80 3,81 10D% Sidlh kcem 26 .88,00 145,00 57,00 14,50 1i3m 4500 >1mI Sdl kacem 28 30,00 48,00 18,00 5,40 sm 3S0 37 Sdl kacem 28 30,000 48,CD 90 1262 90 i336m 87 8,s8 77% Sldlikacom 28 70,00 7e,00 6,00 1,eO 700 3X00 31 Sldi kcem 28 70,W00X 76ecoo 90 1160 90 3234 87 2,88 60% Sidlikaem 28 10B,00 125,00 17m 5.90 700 30m00 29 Sidlkacem 28 108,00f 118,000 901 1132 90 3301 87 3,81 62% Taounate 26 53,65 72,00 18s35 e,70 500 4000 36 Taounate 26 53,650 72,000 90 512 90 4218 88 6,68 81% Taounate 28 77,00 82,00 5,00 1,90 500 450 5|8 Teounate 26 77,000 82,00 90 594 90 5156 88 1,82 >100% Taounate 32 133,00 213,00 80,00 23,90 1200 4500 p,100 Taounate 302 38,00 43,00 3,00 2,50 1500 3sm| 49 Teounats 302 38,000 48,000 90 3400 go 3145 90 3,64 ->100% Taroudant 40 55,00 64,00 9,00 3,10 1700 250 26 Taza 1 i 46,00 360,OD 14,00, 17,50, 3800 2XO0 25 TaZa 1 346,000 380,00D o0 3847 10 1674 87 10,35 52% Taza 312 85,00 78,00 13,00 3,90 1SoD 400 >100 Taza 312 65,00o 78,000 90 1 853 9 4119 90 9,61 63% Tetouan 28 257,00 272,00 15,00 20,40 5700 2500 27 Tetouan 28 2590,OD 272,000 90 10842 90 2220 8e 15,79 :>100%W TiznIt 30 91,00 136,00 45,00 14,70 1150 4500 "10O PROJET SECTORIEL ROUTIER Reevaluation 6conomique Programme de rev6tement Programme initial Programme r6aise DPTP Route PK.0 PKE Long Coot Trafic Uni TRI DPTP Route PK1D PKF Long Annae TRAFIC ANNEE UNI ANNE Coot TRI - - - (Mdh) 1986 R6al. - - (Mdh_ Agadir 32 15,00 34,00 19,a0 11,CD 5144 35m 452 Al hoceima 39 96,0| 120,00 24,00 4,77 688 3500 27 Al hocelma 39 141,00 168,00 27,00 5,37 686 3500 26 Al houceima 39 141,00 168,00 27,00 90 811 94 35ao 90 3,27 34% Al hoceima 39 180,00 193,00 13,00 2,59 686 4000 27 Alhoucelma 39 180,00 193,00 13,00 90 811 94 3500 90 1,58 34% Al hoceima 39 201,00 214,00 13,00 3,45 950 4X0 26 Al houceima 39 201,00 214,00 13,00 90 1505 94 3500 90 1,58 51% Al houceima 39 232,00 245,00 13,00 90 4494 94 3500 90 1,57 07% Al hoceima 392 111,00 139.00 28a00 4.75 980 3500 24 Al hocelma 610 0,00 16X00 16,00 2,71 500 35ao 24 Al houceima 610 0.00 16,00 16,00 90 694 94 35ao 90 1,94 30% Al hocelma 610 22,50 34,50 12,00 2,03 500 3500 24 Al houceima 610 22,50 34,00 11,5D 90 694 94 3500 90 1,39 30% Azilal 1807 0,00 19.10 19,10 2,68 500 350 28 B.Mellal 13 147,00 159,70 12,70 3,85 1182 3500 28 B.Wellal 22 237,00 240,00 3,00 1.,0 3677 35W 203 B.Mellal 24 328,00 352,00 24,0t 6,20 3063 2000 47 B.MeIlal 133 26,00 46,50 2050| 6,21 1845 3XO 38 B.Mellal 134 0,00 12,00 12,00 3,18 iCSB 3500 28 B.Melal 1I 25,70 28,30 2,60 0,44 582 3500 27 B.Melbl 169 13,20 24,50 11,30 1,91 582 3500 27 B.Mellal 1672 0,00 12,14 12,14 1,70 552 3500 28 B.Mellal 1731 10,50 34,00 19,50 4,50 2109 3500 49 B.Mellal 1733 0,00 5,00 5,00 1,52 1268 35C 29 BSMetll 1901 17,10 22,50 5,40 0,91 500 30 24 B.Mellal 1672A 0.00 12,00 12,O0 2,03 525 35m 25 Boulemane 20 113,00 128,00 15,00 90 2JO 94 3500 90 2,39 11% Boulemane 20 143,00 150,00 7,00 90 290 94 3500 90 1,11 11% Boulmane 20 108,00 113,00 5,00 90 290 94 3 90 0,16 47% Boulmane 20 12B,00 143,00 15,00 90 290 94 360 90 0,48 47% Boulnane 329 46,00 56,20 10,20 90 591 94 2816 90 0,33 64% Boulnane 329 112,90 119,90 7,00 90 591 94 2796 90 0,22 64% BouMane 4653 31,00 34.00 3,e0 90 124 95 3900 90 0,12 30% Boulmane 4656 43,00 47,00 4,00 90 190 95 3500 90 O,13 37% Bouknane 4661 3,00 12,00 9,00 90 105 95 35M 90 0,29 28% Can 1 16,50 22,0 9,10 5,2D 1585 3CO 44 Casa 1 13,50 22,60 9,10 90 3762 90 300D 90 6,40 80% Casm 1 22,75 26,90 4,15 90 1416 90 3000 90 0,63 10D% Casa 7 23,50 4D,80 17,30 92 11891 92 1482 87 19,59 >100% Casa 8 17,50 19,50 2,00 90 9346 90 1504 90 0,31 TR Casa 9 24,OD 30,10 6,10 90 2805 94 3XO 90 0,93 66% Casa 9 42,00 55,50 13,50 9C 836 94 3000 90 9,49 11% PROJET SECTORIEL ROUTIER Rddvakuation dconomique Programme de rvdtonemnt Programme ini"ial Programme riaish DPTP Route PK O PK.E Long Cout Trafic Uni TRI DPTP Route PK 0 PKF Long Annie TRAFIC ANNEE UNI ANNEE Co0;t TRI (Mdh) 1986 Real. (Mdh) _ _ ._ Casa 13C 1 34,O 141,00 7,00 90 18W 95 3500 go 1117 44% Casa 22 149,80 156.00 6,20 90 890 95 350 90 1,04 27% Casa 22 162,00 17i,OD 9.00 80 880 95 350X) 90 1,50 27% Casa 22 173,00 190,20 17,20 90 880 95 350 90 2,87 27% Casa 22 194020 210,80 20,49 8D 1170 94 3600 90 2,56 36% Casa 22 218,70 226,80 7,90 80 3739 95 85D 0 1,21 77% Casa 104 14,00 30,00 16,00 90 2600 s9 3500 90 2,67 57% Casa 109 86,00 92,50 6,50 90 520 95 350 80 1,09 17% Casa 119 0,00 18,42 18,42 80 gm 95 3600 80 3,08 27% Casa 131 0,00 25,00 25,00 90 890 95 3500 90 4,18 27% Casa 11302 1,40 13,25 11,85 80 505 94 3000 90 8,33 4% Casa 1345 10,50 26,70 16,20 80 761 86 3)0 80 11,39 16% Chekchaouen 28 125,00 132,00 7,00 1,59 MO 3800 24 El jadida 8 158,50 173,00 14,50 90 3529 93 2129 80 1,04 >1IO% El jadida 8 181,00 184,00 3,00 90 1854 91 1698 80 0,22 91% El adida 9 42,00 55,52 13,52 4.09 1150 3500 26 El jadida 1308 0,00 7,00 7,00 80 257 80 3500) 80 030 40v% El jadida 1317 0,00 15,80 15,80 80 321 86 3500 90 0,67 51% El jadka 1319 11,00 22,00 11,0o 80 82 80 3s0 80 0,47 23% El jadida 1321 6,00 14,00 8,00 80 353 86 3500 80 0,34 54% El jadida 1302C 0.00 4,00 4,00 90 160 80 3500 80 0,17 31% El jadida 1345 10,50 26,70 16,20 3,80 761 3500 24 El kefaa 24 433,20 449.(0) i5,80 4,80 i 32() m 253 2 El Keiaa 24432 4,0 1,0 9 00 9 ~ 9 ,1 % Elkelaa 24 451,00 456,00 5,50 1,66 1320 35wD 29 Elkelaa 24 451,00 456,50 5,50 91 2306 92 35sc) 91 0,91 61% El kelaa 6202 0,00 7,00 7a00 1,19 664 35w 29 Elkelas 6202 0,00 7,00 7,00 91 724 91 3500) 91 1,15 28% El kelaa 6202 22,00 50.00 28,00 4,75 664 4000 29 El kelaa 6202 22,00 50,00 28,00 91 250 96 3500 91 4,62 8% El ketaa 6206 0,00 34,00 34,00 5,77 494 3500 24 El kelas 6206 0,00 34,00 34,00 91 630 91 35W 91 5,62 25% El kelaa 6212 0,00 26,00 26,00 4,41 5W 3500 24 Errachdia 21 223,00 229,50 6,50 90 2015 89 2975 90 0|51 84% E aachldia 21| 298,00 300,00 20o g0 4,183 89 2z26 93 0,16 --- Errachdia 21 304,50 310,60 6,10 g0 1163 89 2814 90 0,48 60% Errachdia 21 333,00 336,00 5,00 90 1462 89 2896 90 0,39 61% Errachidba 21 381,00 386,00 5,00 1,14 90 | 3500 28 Errachldia 21 398800 402,00 4w00 0,91 900 35) 28 Errachidia 32 617,00 623,00 6,00 1,02 680 3500 28 Errachdia 32, 700,00 7Q3,0 3,60 80 230 89 350 90 0,28 22% Errachdia 32 716,80| 733,00 16,20| 0 230 89 3500 90 1,27 22% Essaouira 8 273,801 276,00 2,20 90 1004 80 4287 90 0,13 79% PROJET SECTORIEL ROUTIER Reevaluaffon dconmmlque Proramme de mwv#tennt Programm ni hGal Programme r"Isd DPTP Route PKO PK.E Long Cocit Tiafic Uni TRI DPTP Route PK D IPKF Annee R R^FIC ANEMdIhNE C) R (Mdh) . 1986 Essaouira t 25a0CK 304,00 16,00C g 1004 90 4346 0 0,95 Essaouira 10 27,0o 28.0 I' 0,30 o 1 5 3sco 24 Essaoira 1o 27,00 28,ao w,0 91 531 92 3S00 91 0,21 1f6 ' Essaouira 10 53,70 60,101 6,40 i194 965 3500 24 Esaulira 1o S3,70 60,10 6,40 91 531 92 3500 91 1,37 169s Fts 20 550D 57,0 2,OD 90 "6 94 :3 0D 90 0,09 6496 Fes 24 25,OD 26.00 1ao0 0,34 1665 3500 33 F6s 24 25,00 26,C0) 1o g o 2D41 g1 350 soD 0,25 42% Ffs 320 o,oo s1 | 5,10 1,43 IaOM 3600 27 R#s 320 o ao 5,10 s 10 go 1035 91 3500 90 1,26 42.s F6s 320 i3,00 23,00 10,ao 90 655 90 35DD 90 0,43 e9% R^s 4001 0oc0 6,30 6,30 90 268 go 3SOD 90 0,27 41 % . ~~~ ~ ~~~~~~~~~~~~~~~~~~~~Fbs 4052 QOt0 9,35 9,35 go 402 90 319B 90 0,40 SD% Fbs 4053 1 s,co 29,50 14,50 90 372 so 3X0 90 0Q62 5D% FiNs 4054 o,oo 4,00 4,00 90 222 go 331)2 90 0Q17 37% Fb 46D4 0,00 15,30 15.30 go 154 so 3M 9o t>,6B 3D% Gwienrrm 41 31 ,a 35.00 4,00 go 15D4 93 3S00 90 0,23 89e% Guel*n 4 52,D 63OD 1.00 .92 MO 2 Guelnidm 41 63.00 65,00 3,00 go 1 594 93 3500 9o0, 1J8 69% Guelmim 41 13r6,al 137,60 1,60 go 1594 93 35Mo 90 0,G9 89 Guelmim 7093 37.00 37,S0 0,5o go 210 93 3s00 90 0,ti3 25% 6ue1midm 41 121,00 128,C0 7,00 1,85 m4 3sOo 24 o,a Guelmim 7093 so,a0 54,00 4,a 901 210 93 3500o 90 0Q23 |25% Irane 3330 28,90 34a00 sjo gol 20'0 go 3500 so 0,47 |19% Itrane 3391 S,80 7 70 1,90 gol 251 94 3500 9D 0,18 |2DSs l ~~~~~ ~~~~~~~~~~~~~Itane 3397 | ,o 600 6 ,O 600 gol 70 91 3s0 so 0Q56 8% Kenkra 2 21,90| 47,30 25,c 20,50 11363 3000 999 KenHtra 2 21.4e 38,n00 16,5 1l 11363 91 2014 90 8,62 1>1i0Sb l ~~~~~~~ ~ ~~~~~~~~~~Kdnira 2 3s,a0 47,20 9.2| 91 |6543 91 2014 90 4,79 | 4% i ~~~~~ ~ ~ ~~~~~~~~~~~KenHra 2 82,a 83.00 1,0a ) sol 15 90 3285 so 0,04 | >100% Kenilra 2 83,00 85,m0 2,00 gol 515S 90 2306 go 0,G9 : ,1ao% Kenitra 2 101,00 113,00 12.00 931 691 1 93 1701 90 4,77 l>100Ss . i ~~~~~ ~ ~~~~~~~~~~~~~~~~~~KenHra 2 1 15,OD 117a00 2,00 90l 4875 90 2t)93 90 Qos9 ;>1a)% l ~~~~~~~ ~ ~~~~~~~~~~KLnitra 2 119,00 122,01) 3,0 | g90 4875 go 1785 90 0,13 ;>100% Khndra 3 60,00 6700 7,00 2,25 2MO 3000 44 Kenitra 6 100.0 10)2,0 2,0m 911 4077 91 3902 90 1,04 -10?1% l K4~~~~~ ~~~~~~~~~~~~nftra 216| 10,00 14,00 4,00 901 1735 go 35G 0 0o 17 |>100% Kdnitra 206 31,5ol 44,00 12,50 4,25 2085 3500 37 0,G0| KArilm 221 9.00| 16,60 7, | 2,58 1445 36C0 30 Kdnkra 221 9,00 16.0r 7t30 s1i 706 91 350D 91 3,96 1696 Kenkra 227 | ot 6,00 6o( 901 647 90 4431 so 0.26 |75% Kdnitra 2001 s,a0 13,50 a,SM go 290 g 3 90 350 o 37 | 2q .K6nitra 203 0Cot 6 42 6,421 sol 3D7 90 5232 90 0,28 |29% Kenitra 2301 21,50 36,001 14,50 gol 624 go 3500 90 0,633 59% PROJET SECTORIEL ROUTIER Rddvaluadon Economique Programne de revetement Programme hinial Pogramme rdais6 DPTP Roule PKO PKE Long Cot Trafic Uni TRI DPTP Roate PK o PKF Log Annie TRAFIC ANNEE UNI A Coat TRI Mdh_ }~~~) 1986 - Kenira 2310 0,00 8,00 8,00 90 515 9D 3500 90 Md35) 59% K6nitra 2474 0,00 8,61 8,61 90 450 90 3504 90 o e 5% KenRtra 2645 1.40 3,40 2,00 90 490 90 350D 0 009 58% Kenitra 3B 0o. 2,74 2,74 90 306 90 3000 90 0,12 100% Khemisset 1 161,80 170,79 8,99 90 6482 90 3000 90 4,09 TR Klimlsset 22 1O,O0 112,00 12.0D 3.63 10O0 3500 24 Khemisset 106 105,00 122,00 17,0D 3,88 1000 4500 25 Khmnisset 106 105,00 122,00 17,00 91 850 92 4144 90 2,20 39% Khdnifra 21 125,00 136.00 11,O 2,92 16W 35M 27 Kh6nlfra 21 171,O) 173,00 2,00 0,53 10D 300m 26 Khenfra 21 1S0,00 182,00 2,00 0,53 10CO 35M 27 Khenifra 24 188,00 193,CO 5,00 1.51 1200 3500 28 Khouribga 13 70.00 76,60 6,60 3,77 2229 300 68 Khouribga 13 80,30 93,00 12.70 6,47 837 2500 24 Khouribga 13 134,00 141,00 7,00 2,12 1182 3SOD 27 Khouribga 22 173,00 183,00 10,00 3,51 2019 3500 39 Khourlbga 131 0,00 25,00 25,00 4,24 6uO 3Sf 26 Marrakech 9 113,O 114,20 1,20 90 940 90 .300 90 0.41 17% Marrakech 31 0,00 16.00 16,00 90 1980 90 3500 90 1,59 79% Marrakech 31 24,m0 33,00 9,00 2,73 1453 35m 31 Marrakerh 31 24,00 33,0o 9,00 90 1980 90 3500D 90 2,82 35% Marrakech 31 41,00 63.00 22,00 6,66 1453 3500 31 Marrakech 31 41,00 63,00 22,00 90 19B0 90 3560 90 6,90 35% Marrakech 31 81, 10,00 24,a 7,27 1453 35C0 33 Marrakech 31 81,00 105,00 24,00 90 6D4 90 3500 90 7,53 12% Maffakech 507 O,OD 49,20 49,20 11,23 860 350) 26 Marrakech 507 0,00 28,00 28,00 91 1481 95 3560 91 6,49 31% Marrakech 507 28,00 49,20 21,20 91 422 95 35CO 91 4,91 9% Meknes 3 ij, ] i3 ,mJ I , Uoq G,^ J ,W A:) Meknes 3 132,50 135,40 2,901 1,00 26Wo | 3m 356 M_kn6s 3 M50 135,40 2190 |D |M3000 35 Meknes 21 10,00 14,00 4.00 90 4324 90 35m6 90 0,28 >10D% Meknrs 316 0,00 2,SD 2,50 90 10W0 90 35m(X 90 0,17 65% Meknes 321 0,00 24,00 24,00 5,85 900 36W 26 0,00 Meknes 3054 0,00) 3,00 3.00 90 200 90 3500 90 0,21 24% Mekn6s 3106 0,00 6,00 6,00 90 250 90 3600 90 0,42 27% Me kn s 3 a3041 1.90, 10.50 9,50 90 2030 m 35uo 90 0,66 24% Meknes 3307 0,00 1,72 1,72 90 200 90 35m 90 0,12 24% Meknes 3308 0,00 8,00 8,00 90 150 90 359C) 90 0,56- 20% |Meknes 30Ss 4,00 18.00 14,00 3,711 1010 36u001 26 i M6kn6s 3065 4,00 18,00 14I00 3,71 I010 350 26 |Meknes 3335 1,00 4,50 3.50 90 150 90 3500 90 0,24 24% Mekn.s 3346 0,00 4,65 4,65 90 100 90 350| 90 0,33 15% WMknfs 3361 0,00m 15,00 15,00 2,10 500 3600 - 26 Nador 412 21,00 34.20 13,20 4,00 1200 3500 27 PROJET SECTORIEL ROUTIER R"vaIuaUon dconomique Programme de rwvemnt Programme Inifal Programme rdaIIsE DPTP Route PK.O PK.E Long Coat Trafic Uni TRI DPTP Route PK D PKF Long Ann6e TRAFIC ANNEE UNI ANN CoGt TRI ________ - (Mdh) 1906 - _ Ral. I- - (Mdh- _Ouarzaate 31 119,00 1 30, 1100 90 872 89 350D s 0,52 80% Ouaeazate 32 402,00 414,00 12,00 90 1083 89 3500 90 0,57 91% Ouarzazat 32 423,00 431,00 8,)0 1,82 771 3800 24 Ouarzazat 32 496,0 5 s98,0 13,00 2,96 771 3500 25 Ouarzazate 6803 4,20 7,70 3,50 90 208 89 3500 90 0,17 344% Oujda 19 1.70 16.00 14.30 4,86 1135 3500 24 Oujda 27 4,00 15,50 11.50 90 7029 91 3 00 90 2,89 85% oulda 27 26,5D 56,O 29,50 0,00 3365 28D 63 Oujda 401 o,o0 22,10 22,10 5,80 22K 0 3500 48 Oujda 412 19,OD 21,00 2,00 0,45 1200 3500 26 oujda 5001 o,00 7,00 7,00 2,12 1485 350D 31 Oujda 503 0,00 17,75 17,75 3,01 5ss 3500 26 Rabat 22 28,00 35,00 7,00 2,12 1000 3sm 24 Safi 8 186,70 216,50 29,80 9,25 1436 3500 32 Safi 8 186,70 216,5D 29,80 91 1773 93 2265 90 6,43 38% Safi 8 260,00 267,40 7,40 90 972 87 -3779 90 0,56 69% Safi 8 304,ao 310,OD 6,0 90 822 87 4474 90 0,60 51% Sani 8 320,00 33D,00 10,00 90 669 87 4340 90 0,99 44% Safi i2 6,00 24,OD 18,00 5,59 1478 25M0 30 Sani 12 6,00 24,00 18,00 91 2738 92 350 91 3,88 54% San 12 26,00 41,00 15,00 90 798 87 3500 90 1,49 49% Sai 12 80,00 96,50 16,50 5,00 1478 2sm 33 Safi 12 80,00 96,50 16.50 91 759 92 3500 91 3,56 23% Sani 121 105,00 142,00 37,00 11,49 1480 3500 31 San 121 108.00 142,m 37.00 91 1593 87 4164 OD 7,98 47% Sanl 126 o,0 32,00 32,00 5,61 683 3S 28 Sari 126 0.00 32,00 32,00 91 752 92 3750 0o 6,90 20% Sari 511 31,00 39,00 8,00 90 333 89 3481 90 0,60 31% San 6513 40,00 76,00 36,00 90 939 89 3500 90 7,75 61% Sani 6537 o,m 13,00 13,00 90 433 87 3500 90 0,98 40% Settat 103 0,00 31,00 31,00 8,05 1OC 35M0 27 Settat 104 14,00 30,00 16.00 4,25 980 3500 27 Settat 1a8 1,00 16,70 15,70 3,0| 1300 3500 37 Settat 108 22,80 26,20 3,40 0.80 1300 3500 37 Settat 108 27,30 28,0 0,70 0,16 1300 3560 37 Settat 109 86,00 92,50 . 6,50 1,48 1200 3500 33 Settat 119 0,00 18,40 18,40 4,20 750 3500 24 Sidi Kacem 3 67,00 84.40 17,40 5.27 2515 3500 46 Sidi kacem 3 67,00 84,40 17,40 90 1961 90 35tl 90 2,76 58% Sidi Kacem 23 9,80 17,50 7,7D 1,53 616 3500 25 Sldi kacem 23 9,80 17.50 7,70 90 1844 90 3500 90 1,22 55% Sidi Kacem 23 22,40 43,20 20,80 4,14 616 3500 25 Sidi kacem 23 22,40 43,20 20,80 90 1844 90 350 90 3,30 55% Sidi Kacem 28 48,00 50,00 2,00 0,39 877 3500 27 Sld/ kacem 28 48,00 50,00 2,00 90 1262 90 3500 90 0,32 42% Sidi Kcern 28 57,00 70,00 13,00 2,58 703 3500 27 Sidi kacem 28 57.0 70,0 13,00 90 1100 90 35M 090 2,07 40% Sidi Kacem 28 76,001 81,00I 5,001 1,001 703 360 26 Sidi kacem 281 76.0 81,001 5,00 90 1190 90 3500 90 0,79 40% PROJET SECTORIEL ROU77ER RdvahmIon dconomique Programmedde nwetement Prougmm. k3 rPaEso - R-aot P1O0 PKE LmmO COt Tfic Uni TRI DPTP Route PKD PKF Long Arm" TRAFIC ANEE. UNI A CNt-. __ _ (Mdh) 1986 - - S I-Mdhi _ Sici Kacemni 5 89.00 108.00 19,D 3,78 703 3000 26 Skd k9e2 8,O0 10,70 21,70 1132 I 90 __ 90 3,45 399 Tan Tan 41 2M0000 250,00 D.00 91 91 95 3RD 90 6.15 29% Taoaune 1 335,2D 346.10 7,90 90 440 94 3000 9D 1.26 '100% Tounad. 1 478,aq 496.00 17,00 90 4400 94 3U 950 Z71 >100% Taounate 29 50.00 s,a00 5s00 1.00 703 3500 27 Taowiae 2B 5D.00 56,00 s,a0 90 110 90 35D 90 0.61 53% Tan 328 29.00 36.00 6.OD 1.36 750 3500 24 Taza 328 29.00 35,00 600 90 SW0 90 4005 90 1,48 10% Taza 328 sD0m 56,00 8,00 ,36 75 0 24 Ta 328 5s,0o 5S6O 6,00 90 300 sD 3WD 9D 1,48 6% Tmes 4401 21.00 34,A 13M 2,20 S 300 24 Taza 4401 21,00 27,00 6,00 90 150 9.D 3sD 90 1,45 10% TeOkum 2 193,D 200,0 7,00 90 1438 91 2276 90 2,83 2D% Teh n 37 o,0o 10.00 10.O0 90 2376 91 3500 9D 4,96 32% Tetouan 36 0,00 7,00 7,00 3,70 280D 3wo 106 Tednm 36 0.00 11.00 11,00 90 4926 91 1944 90 4,45 69% Tetouan 38 24.0 30.00 6,00 90 3280 91 2919 90 2,43 >1O% Tetouan 38 47,60 49,60 2,O 90 3280 91 2197 90 0.81 19% Tlznk 75 0.90 20,00 20,CO 90 35D 96 3500 90 047 61% TkInt 7064 25,0 52,W 27.00 9D 1570 90 350 90 0.63 '1%D% Tfa 7072 0,00 S,0 s,Ao 90 90 96 350 90 0,12 33% 154Z04 REEVALUATION ECONOMIQUE II- Amenagement des ouvrages d'art La reevaluation economique des ouvrages d'art a ete effectuee A l'aide du programme informatique EVALOA elabore lors du quatrinme projet routier et inplantd sur le micro-ordinateur Burrough26 de la DRCR.. La methodologie d'dvaluation est basee sur une comparaison economique des coats de l'amenagement d'un ouvrage ( et dventuellement de ses voies d'acc6s) , avec les avantages au trafic qu'il procure par rapport a la situation sans amenagement . Ces avantages sont de deux sortes: - ceux provenant de l'amelioration de la largeur du pont et/ou des caractefistiques routieres des voies d'acces. - ceux provenant de I'augmentation de la portaxice de l'ouvrage. Pour le calcul dos avantages Uies A I'augmentation de la porance. on suppose que It, v6hiculcs dont le poids depasse la charge limite de l'ouvrage existant sont obliges d'emprunter un itin6raire de dbtourment. L'amenagement permet a tous les vehicules de passer par l'itineraire pont (ouvrage et voies d'acces ). La difference pour les vehicules detourns ,entre le cofit de circulation sur l'itineraire de detournement ct cc coult sur l'itineraire pont, constitue un avantage a mettre a l'actif du projet. Les v6hicules non-detournes empruntent l'itineraire pont dans les deux situations sans at avec projet. On suppose qu'a l'approche d'un pont etroit , les conducteurs decelerent jusqu'a ce qu'ils atteignent une vitesse de traversee qui depend de l'etroitesse du pont et de son niveau de trafic. Apres avoir franchi le pont,les conducteurs accelerent jusqu'a ce qu'ils reatteignent la vitesse norrale de circulation sur les voies d'acces. Ces manoeuvres entrainent une augmentation du cout de circulation. On suppose qua l'amenagement de i'ouvrage permet d'eviter de tels manoeuvres,et de ce fait donne lieu a un avantage au trafic. Une amelioration des caracteristiques routieres des voies d'acces ( largeur, trace en plan, profil en long, dtat de surface ) se traduit egalement par une rdduction des coats de circulation a inscrire a l'actif du projet. La calcul des coats de circulation utilise hL viathode de HDM version 2 .modifiee pour tenir compte de l'impact de la congestion sur la vitesse et le coat d'exploitation des vdhicules. La comparaison entre les couits et les avantages se fait sur une p6riode de 20 ans en supposant une valeur residuelle de 67% du cout initial de l'am6nagement. Cette valeur est inscrite a l'actif du projet dans le bilan economique. Donnees d'entree du modele Le modele utilise comme donnees d'entree: * un ensemble d'eldments utilisds par le sous-modele cout de circuladon (caracteristiques de la flotte des vdhicules , couts unitaires des vehicules et pneuinatiques,coult de la main d'oeuvre,ect ....) . Ces coOts ont ete mis a jour aux conditions economiques de 1995. * Ie niveau, la composition et le taux de croissance du trafic empruntant le pont et l'itineraire de d6tournement.Ces donn6es ont ete mises a jour compte tenu de la date de r6alisation du projet. * Ies caracteristiques du pont dans la situation de r6f6rence- -longueur -largeur circulable -nombre d'arcs sur l'itin6rairc pont * les caracteristiques de 1'itin6raire pont et de detournement dans la situation de r6fdrence: les caracteristiques de l'itineraire de d6tournement sont a introduire uniquement lorsque la charge maximale admissible du pont est inferieure a 44 T et un itineraire de d6tournement existe. Pour chacun des itineraires pont et de detournement , on introduit les valeurs des parametres suivants: -longueur -rugosite -rampe -sinuosite -largeur -altitude Les caracteristiques de l'itineraire pont en situation projet peuvent ere differentes de celles de l'itin6raire pont existant si des amrnagements de la voie d'acces font parties du projet envisag6. Dans ce cas on fournit une nouvelle description des caracteristiques des arcs d'acc-s. Le cofit dconomique du projet : le cout utilisd correspond au coat hors taxes.La part des taxes a et estimne a 24% du coat financier. Ex6cution du modele Le fichiers des donnees est intitule DONOA , il a 6te pr6pard a l'aide de 1'6diteur Btexte du B26. Les resultats du programmne sont envoy6s automatiquement vers un fic!iier texte denonrn OAOUT. Les OA ayant fait l'objet de la r6evaluation par le modele EVALOA figurent dans le tableau suivant: NO Route DPTP Obstacle franchi PK I RP 30 Tiznit Oued Massa 52,00 RP 41 Guelmnim Oued Boukila _ 5400 RS 106 B.slimane Oned Cherrat '75,80 RS 205 K6nitra Oued Beht 419,40 RS 507 | Marrakech IOued N'fis i8,20 Resultats de la reevaluation 6conomique Les resultats des evaluation sont foumis en annexe pour chacun des ouvrages analyses.Ils montrent que pour l'ensemble des ouvrages reevalues , les TRI restent superieurs a 40 % a l'exception de 1'OA situe sur la RP 30 pour lequel le TRI est de 28 %. Ceci est probablement dii a la major tion du couit de l'amenagement qui atteint 85 % du couat initial pr6vu . Par ailleurs , on constate que pour la majoritd des OA analys6s , les trafics reels de nmise en service sont en dessous de ceux prevus a cette date par l'evaluation initiale . Par contre , les couts effectifs restent voisins des cofits initiaux prevus sauf pour 1'OA situe sur la RP 30 deja cita. PROJET SECTORIEL ROUTIER Amenagement des ouvrages d'art .ir.ut -rovin";. PK' Obti,:.l. Traflc(v/J) Lag CargR ma x te .r..i. .... .. C.ar. .ma ..... FrMchl .. ....... J i! ..........rvc n.evcevJ).~ Jl.~-__ Kh RP 30 Tiznit 52,00 Oued Massa 2923 6,5 20 >40% 7000 1996 3722 8,0 130 28% 12930,00 RP 41 Guelmim 54,00 Oued Boukila 1070 8,0 40 >40% 6000 1992 2131 9,0 100 >40% 8455,00 RS 106 B.slimane 75,80 Oued Cherrat 1280 4,3 16 >40% 5000 1992 480 8,0 >40% 5439,98 RS 205 Kenitra 49,40 Oued Beht 2500 4,0 16 >40% 11000 1994 1076 8,0 120 >40% 11082,67 RS 507 Marrakech 18,20 Oued NTis 1280 5,0 20 >40% 9000 1996 1821 8,0 30 >40%_ 9878,00 OUVRAGE D'ART RS 205 COUTS ET AVANTAGES ECONOMIQUES ANNUELS i ~ ~ OII iAMTG *7 TOTA -AATG *-VATAG 'AANA DAVNTA 'AE TOA i; TOA l --* .......... . ..... ... .. ..FI ...FI ...........D TO R.GE~ G NE A -co f CEVTTAL:~ AN 'P NTSA-GlR*1~J l"ANTG*:: I *0 ; I * i :iiilg : .- : i i ii- i :$--l*T iii:i i :i.:; ft ft .I *1593 *-8470.0 * .0 '-8470.0 -* .0 * .0 * .0 * .0 * .0 * .0 *-8470.0* *1994 * .0 * .0 * .0 * 122.4 '-1654.0 * 4.6 * .0 * 8393.4 *6866.4 *6866.4* *1995 * .0 * .0 * .0 * 132.9 *-1702.7 * 4.7 * .0 * 8742.9 * 7177.7 * 7177.7' *1996 * .0 * .0 *t .0 * 144.3 *-1752.8 *4.7 * .0 *9106.9 *7503.1 *7503.1' *1997 *t .0 * .0 * .0 *156.7 '-1804.4 * 4.8 * .0 *9488.1 * 7843.1 *7843.1' *1998 * .0 * .0 * .0 * 170.2 '-1857.6 * 4.8 * .0 * 9881.1 * 8198.5 *8198.5' '1999 * .0 * .0 * .0 * 184.8 '-1912.3 * 4.9 * .0 '10292.5 * 8569.9 * 8569.9' '2000 * .0 * .0 * .0 * 200.7 '-1968.5 * 4.9 * .0 '10721.1 * 8958.1 * 8958.1' *2001 * .0 * .0 * .0 *217.9 '-2026.5 * 4.9 * .,0 '11167.5 * 9363.8 *9363.8' '2002 * .0 * .0 * .0 * 236.6 *-2086.2 *5.0 * 0 *11632.5 *9787.9 * 9787.9' '2003 * .0 * .0 * .0 * 256.9 '-2147.6 * 5.0 * .0 *'12116.8 ' 10231.2 ' 10231.2' '2004 * .0 * .0 * .0 * 2)79.n *-221fl) R ' 51: * .0 *'12621.4 ' 10694.7 ' 10694.7' '2005 * .0 * .0 * .0 '303.0 '-2275.9 * 5.1 ' .0 ' 13146.9 ' 11179.1 ' 11179.1' '2006 * .0 * .0 * .0 * 329.0 '-2342.9 * 5.2 * .0 *'13694.3 ' 11685.6 *'11685.6' '2007 * .0 * *0 * .0 * 357.3 '-2411.9 * 5.2 * .0 ' 14264.5 ' 12215.2 ' 12215.2' '2008 * .0 * .0 * .0 * 388.0 *-2482.9 * 5.3 * .0 *'14858.5 *'12768.8 ' 12768.8' '2009 * .0 * .0 * .0 * 421.3 '-2556.0 *5.3 * .0 ' 15477.1 ' 13347.8 ' 13347.8' '2010 * .0 * .0 * .0 *' 457.5 -ft2631.2 1 ~5.4 *' .0 6112i.6 *i13953.2 *'13953.2* *2011 * .0 * .0 * .0 *' 496.8 '-2708.7 * 5.4 | 0 *° '*16792.9 J* 14586.4 '*14586.4' '2012 * .0 * .0 * .0 *' 539.5 *-~2788.4 *' 5.5 |* *° |* 17492.1 1* 15248.6 '*15248.6' *2013 * .0 * .0 * .0 *: 585.8 *'-2870.5 * 5.5 |* '° | 82. *15941.3 l*15941.3* '2014 * 5646.7 * .0 * 5646.7 * 36.1 '-2955.0 * 5.8 |* .0 |*8979:1 '*16665.8 '*22312.5' OUVIAGE D'ART RS 205 RESULTATS DES CALCULS D'ACTUALISATION * TAUXD"ACTUAL,SATION * .':: 5.0% 10.0 : * 15.0%: '* 2.0 25.0% ::t 30% - 35.%4o * BENEFICES ACTUALISES . * * DE L'ENSEMBLE * * * * * * * * * * DU PROJET EN 1994 * * * * * * * * * * MILLIER DH 1995 *229962.9 *131175.1 * 82305.2 * 55870.2 * 40314.4 * 30429.7 * 23707.8 18862.1 * 15193.3' * BENEFICES ACTUALISES . . . * PAR UNITE MONETAIRE * * * * * * * * * * INVESTIE * 81.5 * 19.4 * 9.7 * 5.9 * 4.0 * 2.9 * 2.2 * 1.7 * 1.3 TAUX DE RENTABILITI > 40 % . OUVRAGE D'ART RP 41 COUTS ET AVANTAGES ECONOMIQUES ANNUELS --:Bi ' BR2 '- B3-* - B4* B5l- * - - 6 *: :- B7* *8' BG' 610' COTS i i * i 6 ALVgT gAVN6TAGE* TOTALt N AVAN TGE E' A TE! GE ....~~~~~~~ ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ ... ....... , -. 0CONSTRUC REPARAT. 0 CUTS:' TRAFI * RFK M EMPS" :T'RAN'SF::R DETOUR. A NT-AGE EEA *1991 * - 7653.2* .0* -7653.2* .0* .0* .0* .0* 0* -.0* - -7653.2' *1992' .0* .0* .0* 4401.4* .0* .0* .0* .0* 4401.5* 4401.5* *1993* .0* .0* .0* 5013.9* .0* .0* .0* .0* 5013.9* 5013.9' *1994* .0* .0* .0* 5711.5' .0* .0* .0* .0* 5711.5' 5711.5' *1995* .0* .0* .0* 6506.2' .0* .0* .0* .0* 6506.3' 6506.3* *1996* .0* .0* .0* 7411.5* .0* .0* .0* .0' 7411.6* 7411.6* *1997* .0* .0* 0* 8442.8* .0* .0* .0* .0* 8442.8* 8442.8* *1998* .0* .0* .0* 9617.6* .0* .0* . .0* .0* 9617.6* 9617.6* *1999* .0* .0* .0* 10955.8' .0' .0* .0* .0* 10955.8' 10955.8* *2000* .0* .0* .0* 12480.2* .0* .0* .0* .0* 12480.3* 12480.3. *19n1 * o* .0* .0* 14216.8* .0* .0* .0* .0* 14216.8* 14216.8* *2002* .0* .0* .0* 16194.9* .0* .0* .0* .0* 16195.0* 16195.0* *2003* .0* .0* .0* 18448.4* .0* .0* .0* .0* 18448.4* 18448.4* *2004* .0* .0* .0* 21015.4* .0* .0* .0* .0* 21015.4* 21015.4* *2005* .0* .0* .0* 23939.5* .0* .0* .0* .0* 23939.6* 23939.6* *2006* .0* .0* .0* 27270.6* .0* .0* .0* .0* 27270.6* 27270.6* *2007* .0* .0* .0* 314065.1 .0* .0* .0* .0* 31065.1* 31065.1* *2008* .0* .0* .0* 35387.6* .0* .0 .0* 135387.7* 35387.7* *20109* .0* .0* .0* 45092.7* .0* .0* .0* .0* 45092.7* 45092.7* *2000* .0* .0* .0* 40210.6* .0* .0* .0* .0* j4590.3* 402310.6 *2011* .0* .0* .0* 52310.3* .0* .0* .0* .0* 52310.3* 52310.3* *2012* 5101.6* .0* 5101.6* 59588.9* .0* .0* .0* .0* 59589.0* 64690.6* OUVRAGE D'ART RP 41 RESULTATS DES CALCULS D'ACTUALISATION |*TAUX DACNTUALSATION*..0% * 5.0 * 10.0% :: :16.0% * 0.% .250%.- 30.0% * 35- * BENEFICES ACTUALISES * * * * * * * * * DE L'ENSEMBLE * * * * * * * * * DU PROJET EN 1992 * * * * * * * * * * MILLIER DH 1995 *453659.9 *229034.3 *126420.2 * 75715.6 * 48644.9 * 33062.8 * 23428.7 * 17064.6 * 12602.9 * BENEFICES ACTUALISES * * * * * * PAR UNffE MONETAIRE * * * * * * * * * INVESTIE * 177.8 * 37.5 * 16.5 * 8.9 * 5.4 * 3.5 * 2.4 * 1.7 * 1.2 * TAUX DE RENTABILITE >40 % OUVRAGE D'ART RS 106 COUTS ET AVANTAGES ECONOMIQUES ANNUELS MDH : :0 :-B -- E -:-Bl-' B3 * E B4~ * B. 5'''' ''-:'-ii'*':'' t~6 B7' *S B9* B l : i ; : ; coBs: * : - : ae ToTE * i : AVATAGS l ~~~~~~~~~~~.................... ......... TAA E cOurs~ ii AVANTC VTOTAL.*~ 'AVANTEAV.AN.TAG AV.,A.NTAG.EqAVAN.TAGl AVANTA"'bt TOTAL .......A... C -T REPARAT.- S T T * T.M TR S FER: DETOUR * .- .,.,, C,.,.''"''''t"' i-:-'-.''' PA-SS-GW:--G'.' i; -;- n- :-:- .g- :: -i BI+BZ' * ; * ft * ::t B7+BS B3+B.v-:9 -. *1991 * - 4924.5* 0N 4924.5' ... .0' .0. .0* .0* .0* -4924.5' '1992' .0* .0* .0* 334.4* -1627.8' .0* .0* 3979.6' 2686.2' 2686.2' '1993' .0* .0* .0' 351.5* -1688.6' .0* .0* 4139.2' 2802.1'* 2802.1'* '1994' .0* .0* .0* 369.6' -1751.8' .0' .0' 4305.2' 2923.0' 2923.0' '1995' .0* .0* .0* 388.5' -1817.3' .0* .0' 4477.8' 3049.1'* 3049.1' '1996' .0* .0' .0' 408.5' -1885.2' .0' .0* 4657.3' 3180.6' 3180.6' *1997* .0' .0* .0* 429.4* -1955.7' .0' .0* 4844.1'* 3317.8' 3317.8* '1998' .0' .0' .0' 451.5' -2028.8' .0' .0' 5038.3' 3461.0' 3461.0* '1999' .0' .0' .0* 474.6' -2104.6' .0' .0' 5240.3' 3610.3' 3610.3' '2000' .0' .0' .0' 499.0' -2183.3' .0* .0' 5450.4' 3766.1'* 3766.1'* '2001'* .0' .0' .0' 524.6' -2265.0' .0' .0' 5668.9' 3928.6' 3928.6' '2002' .0* .0' .0' 551.5' -2349.6' .0' .0' 5896.2' 4098.2' 4098.2' '2003' .0' .0' .0' 579.9' -2437.5' .0' .0* 6132.6' 4275.0' 4275.0' '2004' .0* .0' .0' 609.6' -2528.6' .0' .0* 6378.5' 4459.6' 4459.6' '2005' .0' .0' .0' 640.9' -2623.1'* .0' .0' 6634.3' 4652.1'* 4652.1'* '2006' .0' .0' .0' 673.8' -2721.2' .0' .0' 8900.3' 4852.9' 4852.9' '2G007 .0' .0' .0' 708.4' -2823.0' .0' .0* 7177.0* 5062.4' 5062.4' '2008' .0' .0' |.0' 744.7' |-2928.5' l.o' I.o' I 7464.7' |5281.0' | 5281.0' '2009' .0' .0' 1.0' 783.0' 1-3038.0' 1.0' 1.0' I 7764.0' 15509.0' 15509.0' '2011' .0' .0' |.0' 865.4' |-3269.4* 1.0' 1.0' 18399.1' 15995.1' 15995.1' '2012' *3282.0* .0' 3282.0' 909.8' 1-3391.6* 1.0' jO°* 18735.9' 16254.1' 19536.1'_ OUVRAGE D'ART RS 106 RESULTATS DES CALCULS D'ACTUALISATION [* ThAUD'ATON *. *: .0% . . .5.0%- :-. .-.. *:10.0% .:.* 15.0 20.0% * 25§.0% * -30000*3.0% ..: . 340% -: * BENEFICES ACTUALISES * * . . * . * DE L'ENSEMBLE * * * * * * * * * * * DU PROJET EN 1992 * * * * * * * * * * * MILLIER DHI 1995 * 87268.6 * 48944.8 * 29992.3 * 19718.2* 13642.3* 9751.2* 7077.3* 5125.3* 3626.1* * BENEFICES ACTUALISES * PAR UNITE MONETAE * * * * * * * * * * INVESTIE * 53.1 * 12.4 * 6.1 * 3.6* 2.3* 1.6* 1.1* .8* .5* . A TAUX DE RENTABILITE > 40 % OUVRAGE D'ART RS 507 COUTS ET AVANTAGES ECONOMIQUES ANNUELS * *~~~f *B2 B3 '14 *~~~~~~~5 *B(~~~ *17 a~~~~g *E * *- iOUS A v *-B TOTAL *AVA NTATAGE AGE *V tA A- *AV *- TO * iA B A * 7 0 tCONSTUC 'REAr&T. - COUTS * RAC'.*TAC * MS W *ANSTAG m * * . S _ i. :' X ' HI+H2 : '. CEV. . " 'D AS ... t.... RAL * .* * * *1/p *1/n *~~~~~~~~~~~~~~~MA .........+...S....... * *1995 *-7507.3 .0 *-7507.3 .0 * 0 * .0 .0 *.0 .0 -750.3 *1996 * .0 * .0 *.0 * 3596.7 * -8950.4 * .0 * .0 * 32000.7 * 26647.0 * 26647.0* *1997 * .0 * .0 * .0 * 3965.3 * -8977.8 * .0 * .0 * 33369.1 * 28356.6 * 28356.6' *1998 * .0 * .0 * .0 * 4371.8 *-9005.3 .0 . .0 * 34795.9 * 30162.4 * 301£2.4* *1999 *.0 * .0 * .0 * 4819.9 *-9032.8 * .0 * .0 *'36283.7 * 32070.8 *'32070.8' *2000 * .0 * .0 * .0 * 5313.9 *'-9060.5 * .0 * .0 * 37835.2 * 34088.6 * 34.0E8.6* *2001 *.0 *.0 * .0 *5858.6 * -9088.2 * .0 * .0 *39453.0 *'36223.4 ' 36223.4' '2002 * .0 * .0 * .0 * 6459.1 ' 91160 * .0 * .0 *'41140.0 *'38483.0 *'38443.0' *2003 * .0 * .0 * .0 * 7121.1 *'-9143.9 * .0 * .0 ' 42899.1 *'40876.3 ' 40878.3' *2004 * .0 * .0 * .0 * 7851.0 * -9171.9 * .0 *.0 *'44733.4 * 43412.5 * 43412.5* '2005 * .0 * .0 * .0 * 8655.7 ' -9200.0 * .0 * .0 ' 46646.2 ' 46101.9 *'46101.9* '2006 * .0 * .0 * .0 * 9542.9 * -9228.2 * .0 * .0 ' 48640.8 * 48955.5 ' 48955.5' *2007 * .0 * .0 * .0 ' 10521.1 ' -9256.4 * .0 * .0 ' 50720.6 ' 51985.3 ' 51985.3' '2008 * .0 * .0 * .0 ' 11599.5 ' -9284.7 * .0 * .0 ' 52889.4 ' 55204.1 ' 55204.1'* '2009 * .0 * .0 * .0 ' 12788.4 ' -9313.2 * .0 * .0 ' 55150.9 ' 58626.1 ' 58626.1' '2010 * .0 * .0 * .0 ' 14099.2 '-9341.7 * .0 * .0 ' 57509.1 ' 62266.6 ' 62286.6' '2011 * .0 * .0 * .0 ' 15544.4 ' -9370.3 * .0 * .0 ' 59968.1 ' 66142.2 *'66142.2' *20t2 *.0 * .0 * .0 ' 17137.6 '-9398.9 * .0 * .0 '62532.3 ' 70271.0 ' 70271.0' '2013 ' .0 ' .0 ' .0 '18894.2 * '-9427.7 '. '.l*0 ' 65206.1 '*74672.7 |* '74672.7' '2014 * .0 * .0 * .0 ' 20830.9 *'-9456.6 * .0 |* .0 ' 67994.3 '*79368.6 |* 79358.6* '2015 ' .0 ' .0 '.0 ' 22966.0 *'-9485.5 '. '.l*0 ' 70901.7 '*84382.2 l*'84332.2* '2016 * 5004.4 * .0 * 5004.4 '25320.0 *'-9514.5 * .0 |* .0 '73933.4 |*89738.9 '*94743.2' OUVRAGE D'ART RS 507 RESULTATS DES CALCULS D'ACTUALISATION TX D'AACTUALISATN .% *BENEFICES ACTUALISES* * * * * * * * * DE L'ENSEMBLE * * * * * * * * * * DU PROJET EN 1996 * * * * * * * * * * MILLIER DH 1995 *826522.9 *397587.6 *275996.4 *206075.3 *162838.5 *134324.7 *114446.2 *99920.6 * BENEFICES ACTUALISES * * * * * * * * * PAR UNITE MONETAIRE * * * * * * * * * * INVESTIE * 437.7 * 104.5 * 52.9 * 33.1 * 23.2 * 17.5 * 13.8 * 11.3 * 9.5 * TAUX DE RENTABILITE> 40 % OUVRAGE D'ART RP 30 COUTS ET AVANTAGES ECONOMIQUES ANNUELS -;'B 'J: * NB3 *J 'B S _1 *l7*l B*10 -.t.: :V4-, i. E;*CMSBl ... .*..... ....U.,.:- .....C.... * COUTS .''A.'.VA'.';' T ;' *.'.''.'' '' ;G". ....M. ;. .. .... ;.. 'CONSTRUC 'RII"AJZT....... .............. .. ..........CU T. f 1'C . ' ..... ....... ..........E ' *j995 *-9827.0 * .0 *-.9827.0 * .0 * .0 * .0 - * -.0 * .° * .0 * -9827.O2* *1996 * .0 * .0 * .0 * 1447.8 * .0 * .0 * .0 * .0 * 1447.8 * 1447.8* *1997 * .0 * .0 * .0 * 1661.2 * .0 * .0 * .0 * .0 * 1661.2 * 1661.2* *1998 * .0 * .0 * .0 * 1906.1 * .0 * .0 * .0 * .0 * 1906.1 * 190B.1* *1999 * .0 * .0 * .0 * 2187.0 * .0 * .0 * .0 * .0 * 2187.1 * 2187.1* *2000 * .0 * .0 * .0 * 2509.4 * .0 * .0 * .0 * .0 * 2509.5 * 2509.5* *2001 * .0 * .0 * .0 * 2879.4 * .0 * .0 * .0 * .0 * 2879.4 * 2879.4* *2002 * .0 * .0 * .0 * 3303.8 * .0 * .0 * .0 * .0 *'3303.9 * 3303.9* '2003 * .0 * .0 * .0 * 3790.9 * .0 * .0 * .0 * .0 * 3790.9 * 3790.9* *2004 * .0 * .0 * .0 *'4349.7 * .0 * .0 * .0 * .0 * 4349 7 * 4349.7* *200s * 0 * .0 * o *'49909 * nf * * * =n* - * 4991.0 * 49Q1 0* *2006 * .0 * .0 * .0 * 5726.7 * .0 * .0 * .0 * .0 * 5726.7 * 5726.7* *2007 * .0 * .0 * .0 * 6570.9 * .0 * .0 * .0 * .0 * 6570.9 * 6570.9* *2008 * .0 * .0 * .0 * 7539.5 * .0 * .0 * .0 * .0 * 7539.5 * 7539.5* *2009 * .0 * .0 * .0 * 8650.9 * .0 * .0 * .0 * .0 *58651.0 * 8651.0* *2010 * .0 * .0 * .0 * 9926.2 * .0 * .0 * .0 * .0 * 9926.2 * 9926.2* *2011 * .0o .0 .0 * 11389.5 * .0 * .0 * .0 * .0 * 11389.5 * 11389.5* *2013 * .0 * .0 *L . * 14994.9 * .0 * .0 * .0 * .0 |* 14995.0 |* 149506.* | *2012 * .0 * .0 * .0 * 13068.5 * .0 * .0 * .0 * .0 |*130685. |* 130685.* *2014 * .0 * .0 J* .0 * 17205.4 * .0 * .0 * .0 * .0 |* 17205.5 |* 17205.5* | *2015 * .0 * .0 650.0 * 19741.8 * .0 * .0 * .0 * .*.19741.8 *19741.8* *2016 * 6550.0 * .0 1* 6500 * 22652.0 * .0 * .0 * .0 * .0 |*22652.0 l*29202.0* l OUVRAGE D'ART RP 30 RESULTATS DES CALCULS D'ACTUALISATION l*TAUX D,ACTUALISATION ': .0%: * 5.0% * 10.0%f; : 0 2 m M . 4. * BENEFICES ACTUALISES * * * * * __ * DE L'ENSEMBLE * * * * * * * * * DU PROJET EN 1996 * * * * * * * * * MILLIER DH 1995 *163216.3 *77103.7 * 38058.4 * 18828.6 * 8524.3 * 2511.9 * -1302.1 *-3919.8 ..-5848.3 * BENEFICES ACTUALISES* * * * * * * * PAR UNITE MONETALRE * * * * * * * * * INVESTI E * 49.8 9.8 *3.9 1.7 * .7 * .2 -.1 *-..3 -.4 * TAUX DE RENTABILITE =28.0 % ANNEXE 2 ELEMENTS DE GESTION BUDGETAIRE DES COMPOSANTES DU PROJET RE]LEVANT DE LA DRCR DONT LES MARCHES RESTENT OUVERTS PROJET SECTORIEL ROUTIER PRET BIRD N' 3168 MOR DEPENSES NON JUSTIFIES RTP OU ! NUMERO !TUTULAIRE ! ONTANT M ,ONTANT MONTANT NONTANT NONTANT ! N' DES ! DIP ! MARCHE ! DU MARCHE! ENGAGE PAYE ! NON PAYE JUSTIFIE NON JUSTIFIE ! DECOHPTES ! (1) (2) ! (3) ! (4) ! (5) ! (6) ! (7) (8) IPROVISOIRES 3 AGADIR RTP !AG 13/94! ZIF 4.584.034,58 4.584.034,58 !00 ! 4.463.5i4,93 120.519,65 ! s 7 at dern 2 TIZNIT !TI 25/93! ENPC ! 12.054.000,00 ! 12.052.304,77 ! 1.695,23 ! 12.052.304,77 !00 5 TIZNIT !TI 14/92! L P E E 122.940,09 122.940,09 ! 0 0! 122.940,09 !t ia 3 ! I MARRAKECH !MA 12/92!COLORADO 6.556.840,00 6.537.840,33 ! 18.999,67 ! 6.537.840,53 '00 ! ! 2 MARRAKECH !MA 16/92! E N P C 9.B78.000,55 8.979.978,83 ! 898.021,72 ! 8.979.978,83 .00! I SETTAT !SE 62/93! L R M 27.416.231,61 27.416.231,61 ! ,00 !24.786.978,00! 2.629.253,;1 lB t 9 +11 ! 1 KENITRA IKE 3/94 !LIG.8LANCH! 1.162.900,00 ! 999.999,00 ! 162.901,00 ! 999.999,00 ! 00 ! I FES IFE 55/90! G T R !60.716.188,00 !60.483.903,84! 232.284,16 ! 60.483.903,84 ! ,00 ! 1 FES !FE 3/90 ! G T R ! 2.215.000,00 ! 2.186.'31,10 ! 28.268,90 ! 2.186.731.10 ! -00! 5 FES !FE 56/90! LPEE ! 1.533.381,63! 1.533.381,63 ! ,00! 1.533.360,21 ! 21,42 ! 6 5 FES !FE 75/90! LPEE ! 659.518,80! 65?.518,80 ! ,00! 95.337,41 ! 564.181,39 ( 1 A 3 ) 5 S|C DRCR !DR 2/91 !CID+BCEOM ! 7.297.999,46 ! 7.048.644,87 ! 249.354,59 ! 7.048.644,87 ! ,00 ! ! 5 S/C DRCR !DR 1/91 !CIDiBCEOM ! 5.855.328,25 ! 5.855.328,25 ! ,00 ! 5.101.45i,99 ! 753.874,26 ( s11 ia 14 5 S/C DRCR !DR 73193!TRANSROUTE! 3.250.000,00 ! 1.168.019,08 !2.081.980,92 ! 1.168.019,08 ! .00 ! , ~ ~ ~ ~~I , . . . . . ,I T O T A L !143.302.362,97 !139.628.856,78 !3.673.506,19 !135.438.066,36 ! 4.190.790,42 ! t Les attestations de paiement sont deaandAes aux entreprises MAP SECTION IBRD 21695R TA GE MOROCCO M e d i t e r r a n a a n Sao FIFTH HIGHWAY PROJECT T ZIAOCEIM A O Roodo relh.bilitoted t' bridges rec.nw.ost .d CEZANE A Worshops for rod o.rit-olnce equip lo,n, -34' 0 Cent.r for veIhicle tastiog PREVIOUSPROQJECT AE~j,A -- Rehhbilioted roadsAL 3 = Reconstruot-d bridges RAB A Workshops for rood aoiat.n-vce quipmn... Moin roads CSEA W.tn4 <^ A R LEME / § Sacondary roodsE A 4 Airports ; , m m ~v-~' ivserswp '~'300 aillo-.rran isohy.t lvfosabove 1,000 mtr * Notioaol crpitol SAFI 3 o Province capitals TAT - -Int-rrnti-Inl boundaries Int raotional boundary (appruisttel EC A~~ ~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~C i A r z A N r i c o C A -. - 002yo .' CANARY ../ .... ..nA _r, l; i ' / ) ~~ISLANDS Kohrwf/oi/ _ (2$ > iSp.inl <7< ,. Ig2 h,, 1SEPTEMBER -93C