r ir nari RESTRICTED Report No. TO-405a This ~report was prepared for use within the Eiank and its affiliated organizations. They do not accept responsibility for its accuracy or completeness. The report may not be published nor may it be quoted as representing their views. INTERNATIONAL BANK FOR RECONSTRUCTION AND DEVELOPMENT INTERZNATIONAL DEVELOPMENT ASSOCIATION APPRAISAL OF A HIGHWAY' P:ROJECT BECHUA]NA]LAND July 17, 1964 Department of Technical Operations CURRENCY EQUJIVALENTS i, 1 million = U. S. $2. 8 million , 1 = .S. $-2. On U. S. $ 1 million = f 357, 143 APPRhISAL OF.' HIGHl.TAY PROJErT BECHIJANA]AI'AD Table of Contents Page STJMIAtRY i-li TI TTATRWMCTT ()l 1 A_ _lnpn II= BeAG KGR TIThD 1-~2 A,. Gelner21 ' B. The Transportation System 2 III. THE PROJECT 3-6 A. Description 3 B. Ce-Nt. :;Est; Itesi C. Administration and Execution 5 IV. ECC,"IO11IC JUSTILICATION 7-11 A.A General It BR Gaberones = Border Road 8 C. Palapye - Serowe Road 8 Di. - 2an c .Ls -.LonWi - Ma un ;'c ad9 3e Betterment 10 V. 'OI'TCIJSIrOTr A;,lD >EOt,''?T' TVTcrJ 12 LI M- Tables: 1. List of 1lbTorks 2. Lesi n .Standar's 3. Projections of Average Daily Traffic 4. Cost, EsimLrate Hlap - Bechuanalaand: High-|jaW' OystemU BECHuIJNILLANDJ APP.A_SAL OF A -UMtMIAY PROtECT SU1M4ARY i. The Bechuanaland Protectorate has asked the Association to finanice part of the cost of (i) construction and reconstruction of three roads totaling 355 miles in length, (ii) betterment of the main north-south road, and (ii.i) the strengthening and expansion of the Iiighway maintenance organization. ii. The total cost of the project is estim-ated at US$4.6 million eqliv- alent of which US$3.6 million is recommended for financing by the Association and would partly cover the foreign currency expenditures for the project. The cost estimate is based on detailed surveys, on the construction of experimental road sections and on costs of similar work in the adjoining Republic of South Africa. The estimate includes a reasonable allowance for contingencies. iii. Design and supervision of about tw.o-thirds of the road construction will be carried out by the Public Works Department which will be adequateLy staffed for this purpose. On one road, which represents a difficult problem, a consultant has been used on the survey and design work and will be engag-ed for supervision of construction. The Government has agreed to engage consult- ants on additional work if unanticinated difficulties are encountered. ivb The road construction part will be carried out by contractors selactad on the basis of international competitive bidding. Large works in the better- ment sclheme will be executed by local contractors while the Public lIorls 'Depsrt- merit will be responsible for the remainder of the betterment scheme and f:r the maintenance part. v, The project is essentially the transport sector of Liechuanaland's 1963-68 Development Plan and was given the highest priority by a recent FAQ mission. It will assist very materially in the developrent of the livestock industry and also reduce transport cost,s. The average rate of return on the investment will exceed 15% from the benefits which can reasonably be expressed in monetary terms; this is a satisfactc,ry return., vi. The maintenance part of the rroject iwill assist Bechuanaland in improving and expanding existing maintenance facilities and equipment, and thus enable the Public U.orks Departments to better meet its maintenance re- sponsibilities for both the existing and the proposed roads. Ihile the Gov- ernment has indicated its intention of continuing to increase maintenance al- locations in future annual budgets, the amounts are barely adequate. The Government has given assurance that it will provide any additional funds re- quired to enable it to properly maintain the road system. vii. The Government will finance its share of the project expenditures froii, its own budget which is supported by grants in aid from the TJnited Kingdom, and from United Kingdom Colonial Development and Wrelfare funds. Confirmation has becn obtained from th,e Governnent and the U.K. that (i) funds will be r2adel avai'.- able1 as iequired to :ee U contractors! and supp,liers# bil-±ings and kii) anI1y additional funds needed over the present estimate will be provided to comulete s. ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ t l * X4 -viiL. The project provides a suita',:le uasis for a devej.opw.erci cred.ul 0 USj,3.6 million equivalent by the Association. I. ITUIODUC T0oI1 . Thc Unite(d Tingdom Hi_rh Coaiuission Torritorw oa the Bochuaralacrld Protcctorate has rcouest-d a credit frox;n the international Aoev-l mt Ass a- ciation (IDAI) to cover part of the cost of constructzir. three roads, improv- in- a fourth road and strcngthcnrJin: tl,h road maintenance organization. 2. An IDA mission first visited Dechuznaland. in April 1°61 to apprai.se a proJ:ect subnitted earlier that rcar. The 0mission fGund. tnat thie dcsi,-ii stn,idards proposed irere generally too tii .for roads in a vast acle, thinly nol)ulated country-. Thic cost estimate, wlhichl was b3ased on cost-per-mile fiE7?res, could not be considered reliable as the .-ulbiic IJorks DOepartrient (.LD) hlad no nrcrvious e(-erience 1n ½11 in the t.mrnes of :oad nronosed. TIn Deneme.^...r:liers' hillings and (ii? any ad-- ditional funds needed over the present estimate to complete the project will be provi ded. 27. Constrct-ion wiP b caried out under unit rice contrac-s le on the basis of' international competitive bidding. Final plans have already been completed on the Serowe=?al apye road so that a contract for th,is work can be let as soon as the funds become available. Detailed surveys have been co.mplp'-er on te re,alnng r,^dsand -Pinal pl]ans are now under preparation. .Qeuins the project is expected to take about three years. 28. The staff of the 14D wi]). design and suPervise about two-thirds of thE Unt, -Uci^ work. 1J TL s U Lueuuae is considered acceptable us e tIe stL has been strengthened over the past; two years by the addition of several new miembIe rs , anud luthe f~L1at4 -ar, ___li, te-lai op_cunaaddesnt4 od flL~1IIL'~ ~', dULL L1~ ILdU LU £U±J.._1q. Ui:I'I ULi Ud ~ DtL'UE1ULLd1U_d.LUU UQt::Z LIUL, kJLULLLLLLt" dity difficult engineering problems, with cne exception. This is the construction rC 4 1- Al_ T . __L:_ - -J_ G_I_ _:- _ _ _ __L: 1.1 _ U1 ULl 1±Ud-ll t U 'Ull a taMaiut bd.[lcnV L±dLos J d b[L- 5 ULd0llI 11 V'JLc1h UEIC bslune consultants who carried out the survey and design will be responsible for the superv`sion. Trle Goverunment has dir1ucateu its i[t,2ntion to engage audiOniUa1 technical staf-', and it has a-reed to assign more of the supervision to con- sultants i necessary. 2y. The larger orks il thUe bet,erment schlellme Vll be carried out uby luoca contractors while the PWD maintenance forces will perforn sui1ller work ite.;ns wviich would. not be of interest to contractors. The latter work wi'l provide an opportunity for practical training of personnel assigned to the maintenance training program (see paragraphs 20 and 21). 30. T'he execution of the mainteniance part is straightforward as an, adequai central repair shop is already available, and the PWD staff includes a group of qualified rmLaintenance personnel. The budgetary provision for iaainteinanc.e for i963/64 has been increased over the amrount for 1962/63. The Goverrnment has indicated its intention of continuing to increase maintenance allocatiors as shown belowr: U.S. dollars equivalent 1962/63 ;210,00 1964/65 tK;238,00c 196',),"-Do6 U;U000 These amounts, however, are barely aAequate ana the Government nas given assurance that -t will provide any additional funds required to enable it to maintain the road system properl7y. - 7 - IV. EJCUI'KULC JU STMIfCA TION A. General 31. The proposed project is essentially the transport sector of Bechuana- land's 1963-68 Development Plan as prepared by the Government of Bechuanaland and reviewed by the 'United Kingdom. Transport is the second largest sector of the Plan after education. 32. The importance given to roads in the Development Plan is based to a considerable extent on the findings and recormiendations of an Economic Stu'vey Mission appointed in 1959 by the United Kingdom in consultation with the ]3ank, and of a FAO mission which in 1963 made a thorough investigation of Bechuana- land's livestock industrv. This indust:rv is by far the most i:mportant one in the territory, accounting for about 85- of total exports and a similar pro- portion of total emolonment. The FAO mission found that the developinent of roads was the single most important step for the further development of the livestock industry. 33. Specificallyv its recommendation was as follows: ".An intezrated rcad system is an urgent need as a first prerequisite for real expansion and develop-- ment. Such a system will dio much. not only to expand production. but alsc to assist in the redistribution of cattle from the overstocked and overgrazed. areas of the Eastern and Northe.-n Orote-c,orate. Tt -oiuld also make rcad transporting of livestock feasible, thlus doing away with the -undesirable and uneconomic trekking cf nattle over long &istannes Thiq condition for ex- pansion cannot be over-emphasized and it is strongly recomnended that all nossible sources o.' outsidrle 2ndi i nternstI onq1 fuinds he exP-n1ncrP_ for this purpose." 34. The project will not only lead to the economic development referred to h-r FAO and. discussed m.ore c r- ,cl -%r bhc1 ' but r I ' - t r a reduc transport costs for existing and future traffic, The estif-fmte of future traffic (see Table 3) takes into account both te specific de-lopmet-ts that. can be expected for each road section, as well as the general development of the cunt- 4-. The s1ortage of stati stics in Bechuana' and inc eses theC Ai -f ficulties of making traffic forecasts but the resultant uncertainties have ueenl t,CIA L LI LAU 1. U ert a t;:ci --l-- e1-! 35. D-Lur:.ng LUe jas'. t~en y-ears, nationa± inc1cuiI has ±ncreaaed susal~a as indicated by the growth in exports of nearly 5$ annually and in governm-ent revenues of nearly 7`. Under the 1963-63 Development Plan a mrrore ra-oid in- crease is anticipated. In most countries, the growth of traff'ic exceeds thle grorTth of nat:ionai income; however, because of the very Low stage oI develop- ment of the Bechuanaland economy and the considerable margirn of error in tile available statistics, it is conservatively assumea that traffic after the first full year of operation in 1968 will increase by only 4% annaJally in the first 10 years, and 2- thereafter. The life of the investmrent has oeen conservatively assumed to be 20 years. 36. The reduction in transport costs from the road improvements has been arrived at by adjusting the operating c;osts on bituminous roads by the results of investigations carried out lately b- the United Kingdom Road Research Labo- ratory into operating costs on all types of surfaces in similar territories, particularly Central Africa. These studies show, for exaraple, that the operating costs of a truck are generally about 25% higher on a gravel than on a bitwuxinous suriace road and 5u%o higher on an earth surface. The savings from reduced transport costs have been applied fully to the existing traffic but only one half of them to the traffic generated by the road improvements on the assumption that this type of traffic is induced proportionally to the amoulnt of reduction in operating costs. 37. The rates of return on tUre investments in the three major roads, from both the increased benefits from livrestock production and savings in transport costs, range from about 8 to 25c; a weighted average would be about 17%. While these figures can on:ly indicate orders of magnitude, the returns are satisfac- tory in a country li:ke Bechuanaland. especially since they are based on con- servatiLve assumptions and are limited to those benefits which can reasonably be expressed in monetary terms. B. Gaberones-Border Road 38. The justification for this short section arises from the Governirent's decision to Move the country's capital from Mafeking, which is actually out- side Bechuanaland, to Gaberones. It has become increasingly difficult an(d expersive to administer Bechuanaland from Mafeking and orderly constitutional develoi-ment and unif:ication of the country require a capital wit;hin the country, 39. After the relocation of the Government, the Gaberones-Border road will be the main connection with Johannesburg. the nearest large industrial and ccm- mercial center in the South African Republic, and with Pretoria, the adminiis- trative capital. Jolhannesburg is also the nearest international air terptinal. Tfaking into account primarily the diversi-n of traffic now going via Mafekiag, the Government excects the traffi r. on the rflherones-Rorder roadr to incr,;se fron 25 vehicles per day :in 1962 to 150 vehicles by 1968 when the capital will have been established there. The rate o:f return from reduced transoort costs alone is estimated at about 10%. C. Palapye-Serowe Road 40 This road of 33 miles forms a major link between Serowe, the largeEt town in Bechuanalnnd and the tribal c2-pifta:! of the BaRtnmwaton and the railhead at Palapye. Serowe's population is 50,o00. Recent counts taken by the Govern- ment show a traffic drensity of over 50 vercles e. rnr dy f which over 50 are trucks and buses. Traffic on the existing road is restricted during the wet season by waoh,'JLtoa f al fl.Uditng af :river cV4-- o ng, so th,at an, ai..lvwca.lter road is urgently needed. 41. Serowe is the center of a large cattle ranching district, and improved access -will encourage e o industry. Agri-ul e i a U[I~UJ~d~ AjJZ1~1U16 U0l U-LIIBUaL ULtaUIUUU..eV .atgI±(ULUA1U I.i L-O practiced on a large scale, the Serowe area being one of thLe largest crop pro- ducing areas in BechUuanaland,and substantiali exports during favorable seas;ons are transported in trucks by road to the railhead. Processed agricultural. prodtuc-ts that are imported, e.g. raize !7eal ard malt, also halve to be traris- ported from the raillhead to :3erowe oy road .Aagricu'ture is gradually developing from subsistence farming to cash crop production. A -cod road will facilitate the rmovemenit of farm suPplies and c-.-op produce and a more effective utilization of agricultural extersion services. The rate of return froia reduced transport costs alone would be about 8>. D. Francisto7n--Iaun Road 42. The Francistoi-m4aun iLoad, ex-tending 305 miles, accounits for nearly two-thirds of the rozid construction program and for- nearly one-half of the project. The FAO mission gave it the h-ichest priovity. The road forms the only link between the railhead at Franc:Lstow.in, the northern Cror.n Tands, and Ngamiland, and serves a population of about 'C,OCO people spread over a large area. This includes the Okavango Swamps, a regoan vihich Las a large potertial as a water supply for- the dry areas to tlie south, and settlaiiient areas arounid Hata, 0diakl.e and Bushlan Pits. The e:--istinz sr-nd-, track between Nata and I4aun (185 miles) is not negotiable exccpt to special vehicles at a high cost and it is not an all-weather road. The traffi.c po-,;enti.al is corsiderablyr greater tihan the actual traffic densities indicate. Until a re?iable trans- portation link can be provided, t-he develorpmert of the northiern Crown Lands an.^ OCamiland, which are among the bes t cattle arcas in Bechuanalancd, w.ill he se- verely restricted. There are at present hardly any.r incentives to raise pro- duction above su..1sistance reeds but the 1963-6d Uevelor.ment i'lan -ives a tigh priority to the Jevelopr.:ent of the Crown Lands. 43. The area to be served by the proposed road con `ains a large number o0 cattle, estim-ated to be in the order of ThC,OCO head. Present sales fron A:-am - land and Botletle Districts, wThich have been increasing in recent years, ran,e from 10,000 to 12,000 head per year, or about 7-8%b of the total stock. Tihe traditional market for this is Southern h-Iodesia and the cattle are treldked on hoof across the border. Prices paid b'- traders are low and losses in quality and in stock are heavy. 44. The main purpose of the Francistown-Iaun roae. is to move these cattl eastward b-y truck to the ra.ilhead at .rancistown for siinriient e-ther to the Lobatsi abattoir or to Southern Phodes a. Under presernt conditions, cattle oannot stand the rigors of the long trek until they are six or more years olDc Given access with trucks, the cattle could be transpoited to railhead a-t least two years earlier. This factor, together with tne incentive oI nigner pri Ces (see paragraph 47), sh.ould significantly increase sales. I..ni.le any qvtantitatilre estimates must be approxi-mate because of uncertainties, includ irg that of ou-a- breaks of foot and mouth disease, it could be expected that sales would increase . . n ~~~~~~~~~aDOUAT, T_V .-ar5 11il .Q ILI 'U. dLA irt to aboutv 10 to ±25 of total stock wiunthn aDout five y-ear. ---- wuuiu iiiu.'CC5C annual sales from Ngamiland and Botletle districts by somre 5,000 to 5,C00 head after about five years. Cattle transported by road would also be of better quality. The transnort of these 15,000 to 13,000 cattlTe alone iwTould involve an average daily traffic of abotut 10 trucks, or abeo0t one ha.f of Lhe estimated total' increase in traffic on the ITata-Iiaun road section. - 10 - 4-) Imae trnpration-wilas ral-fcitethapia-n ±AILJiJVt:U UldLu J'JY-uL'diLi W_-LL _ .L± d5 gIt-aU±'_. dLU±±iL_Ua.UU UI1 :P._.uLi_k[ of present measures for control of foot and mouth disease and will enable a m,,or-e efficient utuilization of the veuerinary- ani vestock ete ni.On SeJi-.Ce. Furthermore, the implementation of schlemes in the Developmnent Plan to support thie livestock industry, such as a watering point program, a cattle fattening schemile, and the opening up of the northern Crown Lands for settlement by cattle- men, would depend largely on satisfactory transportation. If properly imple- mented, these measures would considerably increase the cattle stoclkng capacity of the region served by this road. However, this future benefit has not been taken into account in the cuantitative justification for the road. 46. Most of the increase in production would be marketed at the Lobatsi abattoir or in Southern Rhodesia. Ihe Lobatsi abattoir has a capacity of 100,000 head per year, to be expanded in thie near future to 150,000, and Southern Rhodesia at present purchases from 15,000 to 30,000 head annually under a quota. 47. Farmers will derive substantial benefits from being able to market their cattle through the existing Bechuanaland beef marketing arrangements. Prices paid to Ngamiland farmers for cattle sold to traders for the Rhodesian market generally have not exceeded I, 12 per head. Improved transport will re-direct thi.s cattle trade eastward to the railhead in Francistown where sales of cattle are controlled by the Lobatsi abattoir and prices paid average about N 22 per head of cattle. Farmers would have to pay trucking costs, which from Ngamiland are estimated at about E 2-3 per head. On the basis of the prcsent annual sales of 10,000 to 12,000 head - i.e. without assuming any increase in annual cattle! sales - the increase in the net annual income of cattle producers, after allowirg for trucking exDenses, would be in the order of L 70,000 to b 80,000. 48. The road appears to be fully justified economically. The return on the investment in the road from reduced transport costs and higher prices for cattle sales at the present volume would, be in the order of 20%. If cattle s>]es increase as anticip_ted in aragraph )I anri t.raffir inr-rc-qq as an- ticipated in paragraph 35, the rate of return would be about 25%. These are satisfac-tor returtns, erPi rly since possible fuvrther increases in cattle production discussed :in paragraph h5 and such important benefits as improved nzm.in"isbrative efficiencyJ and t.e provision of a road link for territorial unity are not included in thie calculation. 49. The Association was recently informed that the Rhodesian Selection nT-st- is aCtive5> -I- sigi riineral4-n 6alt"epoit southeast f .t3 Aata and has ±. L.L U 4v W U.& LLIV% U6L~~U LtJG A1L.LL±.U.LCJ 0..L . O C U U '; J U015 V'LA v U JJ 1 O a A*~ . also discovered copper deposits in an ar,^a approximately 50 miles west of .r . i L -U.' If4 a WUcisio were nade toLL e:;UV these resources, the Gove.rnL.nt has indicated that it might wish to consider building a rew road betwieen Francis- LAJWLI ~~iiu ~~uiI~~ uLI~ U ~~ U±U~ I4Li- ___A-± -- - -jJ-u-JU_eu -AI Id It-own, and 1Maun, rCatlher tthan reconst-r-uCAtini- Ulthe ^itL&ingr roadU as) UVproposed in ULhe project. Although somewhat longer, this road would provide direct access to 4. L.A - _ . _ Ans_ _ _:__Z__e_ A. L__: 1._ t_ _ __ a _ - _ __:_L U11t:: Ueposits. ;: An "bXLlCt 1 dA LU6UUU. {'-UaU UU Wi1, Ue.PV:Udl II'11 WrUle ne-XUXbl1.[lg road might be constructed. This questioni is to be studied further and the lovern^m.ent ha,s udurtuet-aken to keep the Association informed of its findings. E. Betterment 50. The main north-south road is the rr.ost important road link in the cotry4. Wb-11 t-h e -_1 roa-d _ 1 oali 1 raiv^ t--e service of the l i such that the road is essential for transport of passengers and light goods between intermediate centers and from agricult'ural areas to nearby towns, Traffic densities on the various sections of the road range up to 200 vehicles nOO Antr sn n ,'hac,n n,n ornon-LaA + n ; nnr.-n ec-s.z cIlrn,'e.4-L if ni 1 yr Ilr%ry A onVnfllf +L; ,-,r r ~~wxJ *- v'Sv'Sw'S'S S'S S-Wv.i v|.4 A L L~AS *.CII'S .2 IU.LSt JC4L2 t.tCL.L4. V' IJVI S ._JI.j.J'S 'JAJLV 'S the new capT-Ltal. 51. Tiie betterment scheme will contribute to lzeening the north-south road o-en to a"l ==w-ather +Ia fc. It nlsc n ,411 permAA- the elimination nf' n of hazardous locations such as narrow bridges and sharp curves on an othenrise ,>rde and stt-.-ht mrad througA- ,, flat co; m 4-1tr, wi-.4 en-ourages Ahi-e dr- F. Mn L n ten lc 52. The pron'posed p-ns-4- of t,a-ne.;z-nc--e facn-.i-ies -n-, -q,ulpm4ent is neededl to maintain properlyr the existing highwiay systemll alid, mlore important, to preserve t4ne investment toi be -r--ade in the proect roads. The train.ng scheme wi'Ll insure that the! aoualifications of maintenanice personnel are raised, and tha suta]y ualf'ed r,ea-orsan 'oremien beco.,eaalbe as neede Te ULIQ.L V OUI.4. UCLkJ.Ly, k_JUO.L.L.L± J.LZU UIJUI CL. U'LJI . J LLIU 1 '_ 2.AJ.C IL L1;i' LV C±LLLL.L" i CL. 2 1 u4c need in an arid country to m.ake provision for a water supply for construction and, maintencunce pjurposes Ls oviou.LUL> - 12 - V. COTJCUTjSI i½.S ..4NYD PREDCOL IENDATIONS 53. The pro4ect is technically feasible and economically iustified on the basis of stimulating the developijienu; oI a nrLmarily agricultural economy. The cost estimates are soundl7r based and include a reasonable allowance for con- tingencies. 54. The Government has agreed that (i) it wi-ll engage a consultant for the supervision of construction of the Ihata-Maun road, and (ii) it will engage con- sultants on additional work if unanticipated diifficulties are encoun-tered in executing the project. 55. lIile -the CGovernnent has ±ndicated its int-ention of continuing to increase maintenarce allocations in future annual !zudets, the amounts are barely adequate. The Goveinment has given assurance that it will provide any additional funds required to enable it to properly maintain the road system. 56. Confir,,mation has been obtained from the Government and the United Kingdom that (i) funds will be made available promntly as reo,uired to meet contractors' and suppliers' billings and (ii) any additional funds needed over the present estimate to complete the pi'ojoct will be provided (see paragrapil 26' 57. The projec-t provides a suitable basis for a developnment credit of US,'3.6 ;million equivalent by the Association. July 17. 19611. Table 1 BECHUANALAND HIGHTUAY PvPTOJCT Lit of 4. ork Construction Approximate Length (miles) ..eL L on Map Road : construction to paved surface 7 1. Gaberones - Border : reconstruction to gravel surface 10 17 2. Palapye - Serowe construction to gravel surface 33 3. Francistown - Maun (a) Francistomn - Airport : base and paving 2 (b) Airport - Aiata : reconstruction to gravel surface 118 (c) Nata - Mlaun construction to gravel surface 185 305 Betterment 4. Ramathlabama-fRaimaquabane: 119 separate work items as foLlows: 4218 i) Ease horizontal curves 13 iij) mprove rail crossings for full visibIlitLy 2 iii) Widen cattle grids 2 iv) Improve vertical alignment 7 Construct new bridges and approaches 13 V1) vi±.en eXJrting IriUgE 1 vii) Improve curve and brid-e approaches 1 Viii) InStail Dbx CUlVertS 18 ix) Install pipe culverts 60 x) Itelocate 6.o iile section c, road 1 xi) -laise and gravel short length of roads 4.~~~~~~~~~~~~~~~~~~LL MA' ntenance '. L Va Fuvr roadu foremilen ts d"epIotCs, Uo- whl.h%L 2_ -wLith housesV, atVaWr, We Palapye, and Mochudi (b) Eifht section officerst depots - Kanre, Palapye, between M'4ochudi and G-averneL, ad 5 on the Franc4stownJ-Y-n road 2. RLoad' main-tenance equiLpment Ura' '. dI AA - .1U1i..i~a 3.* Rl,t.d.oa. IrIciII no. sc.er.ie 4. Bore-hole water supp:lies Table 2 BECHUANAIAND HIG,;'.AY PROJECT Design Standards Level and Rolling Terrain Design speed (mph) 5o-6o Iinimum radius (feet) 1,200 Maximum gradient (percent) 3 1/3 Non-passing sight distance (feet) 1,000 Surface wi.dth 1/ (feet) 22 Shoulder width 1/ (feet) 6 Maximum super-elevation (percent) 8 :1/2 Slope of cut banks 12 1 " " fi.lls 1 Design load for pavement 9,000 lbs. Bridge widths 2/ (curb to curb, feet) 24 Note: All roads gravel surfaced except 7 nmiles of Road Nlo. 1 and sectUi.on (CL) of.L RUdU Io. 3) wliLcLi &r-e toU be- paVdU. 1/ Surface and shoulder widths reduced to an over-all width of 2U lect andHu 4 l u respet2i.VeLy On 3ecUtiUn k) 0o iROdU Iio. _. 2/ Bridge widths reduced to 12 feet on sectlon (b) of road No. 3O Table 3 BECHUJANALAND HIGhlWAY PROJECT Projections of Average Daily Traffic * Road 1962 1968 1. Gaberones - Border 25 150 2. Palapye *- Serowe 50-6O 80 3. Francistowvn - Maun a) Francistown-Airport 500 650 b) Airport-Nata 50 103 c) Nata-Maun 10 30 * For explanation of basic assumptions see especially paragraphs 34 and 35. In the calculations of benefits, only 300 days per year have been assumiied. 'Pnh I P Li BECHUJAWiLA D HIGI-PITAY PRO JLCT Cost- Es-t,imatec Construction and Reconstruction .~~~~~~~~~~~~~~~~~~~~~~~~~ . Total Total (in L) (in L equ:Lvalenl :L. GabLerones r1ir- BorVr 1803,0 2. Palapye - Serowe 159,0C0 450,300 , Franci-stowi - Pln n a) Francistown-Airport 28,000 V. A -- -I ..Tz 1S.. fn. -lc U) A.Lrport-Nata Jda 2C2)$UU c) Nata-Maun 330,000 581,0C0 1,620,)00 Sub-total 858,ooo 2,400,(O00 Engineering 12b,000 340,000 Total road construction and reconstruction 982,000 2,740,000 Betterment Main North-South Road 298,000 840,000 Maintenance 1. Buildings for 12 depots ho,000 110,000 2. Road maintenance equipment 100,000 280,000 3. Road training scheme 50,000 140,000 4. Bore-holes (No.48) 30,000 90,000 Total maintenance 220,000 620,000 Total construction, betterment and Maintenance 1,500,000 4,200,000 Contingencies (10%) _50,000 400,0(0 GRMND TOTAIL 1,650,000 4,600,000 CT, 40f,,:, X:0 D~ ~~~C A( /E ),- > E fg : *r u \ - < / ,/ I \ K j ¢ o lo[l, a -o fO a, U 0- /4,~~~~~~~~~~~~~~~~~~~o /1~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~1 CI~~~~~~~~~~~~~~~~~~~~~~~~~C rr~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~' 73M n-o' s o 5~~~