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China - Second Fujian Highway Project (Inglês)

Ratings for the Second Fujian Highway Project for China were as follows: outcomes were satisfactory, the risk to development outcome was moderate, the Bank performance was satisfactory, and the Borrower performance was satisfactory. Some lessons learned included: measures included in the project to prevent or reduce occurrence of problems, mainly related to engineering designs, bid documents, and quality control during construction were appropriate and did contribute to reducing problems that had happened in past projects. However, more could have been done in further strengthening the detailed designs to allow better estimations of resettlement needs and bid market prices, as well as in undertaking more extensive geological investigations to reduce the amount of variation orders and increases in the initial contractual costs. Added emphasis in these activities is essential to strengthen the quality of the overall preparation of future similar type of projects. The project showed that in the case of the Zhangzhou Zhao'an Expressway (ZZE) some items, such as number of houses relocated, turned out to be close to twice as large as the initial estimate. While final compensation payments reflected the more detailed designs and the actual impact of the new construction, a better initial assessment will have permitted a better budgeting of expenses and ensuring that funds were available when needed.


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    Conclusão da Implementação e Relatórios sobre Resultados

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    Leste Asiático e Pacífico,

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    China - Second Fujian Highway Project

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    financial internal rate of return;Land Acquisition and Resettlement;economic and financial analysis;Project Preparation and Appraisal;reduction in traffic level;forecasts of traffic growth;planning and design;demand for transport service;national trunk highway system;improvements in traffic safety;highway maintenance;allocation of resource;pavement management system;management of highway;management of maintenance;Financial Management System;rural road network;improving road safety;operations and maintenance;average daily traffic;average travel speed;quality at entry;project affected persons;human resource development;provision of access;external financial assistance;increase in quantity;alleviation of poverty;road asset management;investment in road;kilometers of road;intermediate outcome;road safety program;environmental protection policy;bridge management system;density of traffic;road maintenance management;road construction industry;choice of indicators;quality of supervision;roads and highway;financial management capacity;national road network;diversion of traffic;allocation of fund;vehicles per day;road improvement works;recommendations for action;promotion of competition;net present value;control of construction;outputs by components;ambient air quality;environmental protection measures;environmental protection plan;road section;environmental monitoring;provincial road;road transport;outcome indicator;civil works;Capital Investments;unallocated fund;toll revenue;road sector;living standard;counterpart funding;land use;maintenance equipment;transport cost;financial return;traffic diversion;total compensation;institutional strengthening;road link;toll gate;truck crossing;poverty alleviation;overseas training;highway safety;routine maintenance;institutional change;facilitating trade;policy regard;county road;concrete pavement;Traffic Accident;contract price;noise level;engineering design;mitigation measure;soil erosion;road management;provincial highway;traffic police;noise barrier;employment opportunities;technical bid;underdeveloped region;sector evaluation;local producer;construction supervision;physical infrastructure;employment opportunity;data bank;toll highway;transport facility;project road;International Trade;agricultural production;local population;domestic loan;inaccurate information;environmental design;noise reduction;financial status;environmental work;construction site;international expert;road work;front-end fee;investment climate;Travel resources;highway planning;administrative level;sustainable system;high toll;transport planning;financial rate;train activity;works contract;conversion process;military communication;project finance;collected data;axle load;limited coverage;government commitment;institutional improvement;expressway network;equipment cost;speed reduction;road marking;weighing station;debt service;extreme weather;initial contract;excess weight;loan period;financially independent;financial evaluation;disbursement profile;Exchange Rates;safe condition;import good;road system;rural population;local traffic;individual training;foreign value;domestic value;Investment strategies;equipment purchase;road condition;border area;cross-border trade;short distance;highway finance;private source;project risk;quantifiable indicators;highway network;stakeholder workshop;internal policies;results framework;external partner;long-distance traffic;water pollution;system efficiency;management tool;traffic count;risk status;private investment;numerical targets;gender aspect;economic efficiency;trade flow;river bed;improper disposal;regular monitoring;accident rate;parallel road;national highway;primary author;water environment;construction period;physical barrier;environmental issue;capacity strengthening;administrative decentralization;investment resource;annual monitoring;traffic survey;reasonable assurance;management fee;disbursement ratio;Management Systems;targeted training;audit compliance;social surveys



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