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AFRICAN DEVELOPMENT BANK GROUP
PROJECT: TECHNICAL ASSISTANCE FOR THE DEVELOPMENT
OF THE TRANSPORT SECTOR
COUNTRY: REPUBLIC OF SOUTH SUDAN
PROJECT APPRAISAL REPORT
OITC DEPARTMENT
November 2013
TABLE OF CONTENTS
Currency Equivalents i
Fiscal Year i
Weights and Measures i
Acronyms and Abbreviations ii
Grant Information iii
Project Summary iv
Result-Based Logical Framework v
Project Timeframe vi
I. STRATEGIC THRUST & RATIONALE 1
1.1. Project Background ....................................................................................................... 1
1.2. Project Linkages with the Country Strategy and Objectives ......................................... 3
1.3. Rationale for the Bank Involvement .............................................................................. 4
1.4. Development Partners Coordination ............................................................................. 4
II. PROJECT DESCRIPTION 5
2.1. Project Objectives .......................................................................................................... 5
2.2. Project Components ....................................................................................................... 5
2.3. Technical Solution Retained and Alternatives Explored ............................................... 7
2.4. Project Type ................................................................................................................... 8
2.5. Project Cost and Financing Arrangements .................................................................... 8
2.6. Project’s Target Area and Population ............................................................................ 9
2.7. Participatory Process for Project Design and Implementation .................................... 10
2.8. Bank Group Experience, Lessons Reflected in Project Design .................................. 10
2.9. Key Performance Indicators ........................................................................................ 11
III. PROJECT FEASIBILITY 12
3.1. Economic and Financial Performance ......................................................................... 12
3.2. Environmental and Social Impacts .............................................................................. 12
IV. IMPLEMENTATION 13
4.1. Implementation Arrangements .................................................................................... 13
4.2. Monitoring ................................................................................................................... 15
4.3. Governance .................................................................................................................. 16
4.4. Sustainability ............................................................................................................... 17
4.5. Risk Management ........................................................................................................ 17
4.6. Knowledge Building .................................................................................................... 18
V. LEGAL INSTRUMENTS AND AUTHORITY 19
5.1. Legal Instrument .......................................................................................................... 19
5.2. Compliance with Bank Policies ................................................................................... 20
VI. RECOMMENDATION 20
Appendix I. Country’s comparative socio-economic indicators
Appendix II. ADB’s Portfolio in South Sudan
Appendix III. Transport projects financed/planned to be financed by other DPs
Appendix IV. Profile of the Implementing Agency, Project Management Unit (PMT)
Appendix IV. Map of the Project Area
i
Currency Equivalents As of July 2013
Currency Unit = South Sudanese Pound (SSP)
UA 1.0 = SSP 4.93472
UA 1.0 = US$ 1.50396
US$ 1.0 = SSP 3.281151
Fiscal Year
01 July – 30 June
Weights and Measures
1metric tonne = 2,204 pounds (lbs)
1 kilogramme (kg) = 2.200 lbs
1 metre (m) = 3.28 feet (ft)
1 millimetre (mm) = 0.03937 inch (“)
1 kilometre (km) = 0.62 mile
1 hectare (ha) = 2.471 acres
ii
Acronyms and Abbreviations
ADB African Development Bank
ADF African Development Fund
DFID Department for International Development
DPs Development Partners
EU The European Union
FRSC Feeder Roads Steering Committee
FSF Fragile State Facility
GDP Gross Domestic Product
GIZ Deutsche Gesellschaft für Internationale Zusammenarbeit
GRSS The Government of the Republic of South Sudan
HRDP Human Resource Development Programme
IAP Infrastructure Action Plan
ICAO International Civil Aviation Organization
iCSP Interim Country Strategy Paper
IGAD Intergovernmental Authority on Development
INA Infrastructure Needs Assessment
IWG Infrastructure Working Group
JIA Juba International Airport
JICA Japan International Cooperation Agency
KFW Kreditanstalt für Wiederaufbau
MoAF Ministry of Agriculture
MoAFTARF Ministry of Agriculture, Forestry, Tourism, Animal Resources and Fisheries
MoEDIWR Ministry of Electricity, Dams, Irrigation, and Water Resources
MoFCEP Ministry of Finance, Commerce and Economic Planning
MoFEP Ministry of Finance and Economic Planning
MoRB Ministry of Roads and Bridges
MoTR Ministry of Transport and Roads
MoTRB Ministry of Transport, Roads and Bridges
MoT Ministry of Transport
MoWNR The Ministry of Water and Natural Resources
MTCDS Medium-Term Capacity Development Strategy
NTMP National Transport Master Plan
OITC Transport and ICT Department
PC Project Coordinator
PCR Project Completion Report
PFM Public Financial Management
PMT Project Management Team
RAP Resettlement Action Plan
RSS The Republic of South Sudan
SPMIC Strengthening Project Management & Implementation Capacity
SSAC South Sudan Audit Chamber
SSCAA South Sudan Civil Aviation Authority
SSDI South Sudan Development Initiative
SSDP South Sudan Development Plan
SSRA South Sudan Roads Authority
TNA Training Need Assessment
UA Units of Account
UNOPS United Nations Office for Project Services
USAID United States Agency for International Development
USD United States Dollar
WB World Bank
iii
Grant Information
Recipient’s information
RECIPIENT: The Republic of South Sudan
EXECUTING AGENCY: Ministry of Transport, Roads and Bridges
Financing plan
Source Amount (UA) Instrument
FSF 6.93 million Grant
TOTAL COST 6.93 million
ADB’s key financing information
Grant currency
UA
Interest type N/A
Interest rate spread N/A
Commitment fee N/A
Other fees N/A
Tenor N/A
Grace period N/A
FIRR, NPV (base case) N/A
EIRR (base case) N/A
Timeframe - Main Milestones (expected)
Concept Note approval
June 2013
Project approval November 2013
Grant Signing December 2013
Launching March 2014
Effectiveness March 2014
Project Completion Report November 2017
Last Disbursement December 2017
iv
Project Summary
Project Overview: The proposed Technical Assistance for the Development of the Transport
Sector Project is designed within the context of the South Sudan Development Plan (SSDP)
priorities and in support of the development of the Transport sector. The project comprises: (i)
human resource development; (ii) studies which include National Transport Master Plan
(NTMP) study, river transport study, road study and economic diversification study; and (iii)
strengthening project management and implementation capacity. The total cost of the project
amounts to UA 6.93 million. The project will be financed by the Bank using the Fragile Sate
Facility (FSF), Pillar I Grant. The project will contribute to building institutional and human
capacity and provide a comprehensive transport master plan, prioritized interventions to improve
the river transport, analytical knowledge to diversify the economy and prepare a pipeline road
project. The outcome of the intervention will provide the basis for the sustainable development
of the transport sector to stimulate economic growth and diversification, reduce poverty, and
improve good governance and security. The project will be implemented over a four year period.
Project direct beneficiaries: The intervention will benefit the transport sector, the people of
South Sudan and many other users of improved transport infrastructure and services in South
Sudan. The river transport study in particular will contribute to improve river transport (more
than 1300 km) which will enhance connectivity along the White Nile River corridor and links
the country with Sudan and Ethiopia. The improvement is expected to benefit about 3 million
people, which is about 27% of the total population. Moreover, the road study is a preparation for
a pipeline road project which aims at unlocking the potential agricultural land for commercial
farming and benefiting about 500,000 people in the zone of influence.
Needs Assessment: The Republic of South Sudan (RSS) is facing critical challenges of nation
building as a result of weak formal institutions, acute shortage of qualified human resources and
over dependence on oil for growth. The previous Bank support, the Infrastructure Needs
Assessment (INA) and Infrastructure Action Plan (IAP), identified critical gaps for immediate
interventions and showed directions for the development of the infrastructure sector which is an
enabler for economic growth and diversification. Among the short-term interventions proposed
by the IAP which is consistent with the SSDP, include institutional and human resource
development and studies to develop a prioritized investment plan which will inform and guide
the development of the transport sector. The proposed project is designed in response to the
request from the Government of the Republic of South Sudan (GRSS) and is in line with the IAP
to develop comprehensive framework that contributes to the development of institutional and
human capacity, and the transport sector in South Sudan.
Bank’s Added Value: The proposed project is the first Bank operation in the transport sector
which is dedicated to build institutional and human capacity and provide comprehensive
framework to guide and rollout the development of the transport sector. The intervention will
provide the basis for organizing efforts and leveraging resources from the Government, the Bank
and other Development Partners towards the sustainable development of the sector. The support
is a continuation of the Bank’s engagement to lead the development of transport infrastructure
and services in South Sudan.
Knowledge Management: The proposed project will generate and transfer knowledge in the
transport sector under fragile and post-conflict setting. The project will support the acquisition
of knowledge in the areas of institutional and human capacity and transport planning which are
critically missing and yet are key requirements to deliver the huge demand for the development
of the transport sector. The project will also generate analytical knowledge for economic
diversification. The Bank will capture and disseminate the knowledge generated through
monitoring and evaluation, midterm reviews, and project study and completion reports.
v
Result-Based Logical Framework Country and project name: The Republic of South Sudan – Technical Assistance for the Development of the Transport Sector Project
Purpose of the project : to support GRSS to build human and institutional capacity and devise a strategic framework for the development of the transport sector
RESULTS CHAIN PERFORMANCE INDICATORS MEANS OF
VERIFICATION RISKS/MITIGATION MEASURES
Indicator (including CSI) Baseline Target
IMP
AC
T
Contribute to socio-economic development and
poverty reduction through improved and
sustainable transport system
Economic growth
Level of poverty
[2012]:
Contracted
by 53%;
50.6%
[2025]:
7%
30%
National Statistical
data; National Bank;
MoFCEP Reports
OU
TC
OM
ES
Improved human and institutional capacity
Improved strategy and investment plan for the
sustainable development of the transport sector
Increased analytical knowledge on constraints,
critical sectors, options, and sequencing of
interventions for economic diversification for
policy makers
Human and institutional
capacity*
Development strategy and
investment plan for
development of the
transport sector
% of Non-oil revenue of
total government budget ,
% contribution of other
non-oil sectors to GDP
[2013]
Very weak
None
15%;
29%
[2018]:
Enhanced human
and institutional
capacity
Established
development
strategy and
investment plan to
sustainably develop
the transport sector
[2018]: 35% (both)
National annual
reports; transport
development
documents; Bank
review reports
National Statistical
data; MoFCEP
Reports
Risk: Political stability and security Mitigation measures: The negotiation between South Sudan and Sudan is on-going towards peace and normal relations. GRSS has planned peace and national reconciliation conference to resolve internal conflicts. Risks: Lack of commitment & failure to allocate enough resources; Mitigation measures: GRSS is committed to the development of the transport sector & the resumption of the flow of oil and supports from development partners alleviate resource constraints Risk: Failure to implement the outputs of the studies Mitigation measures: The commitment of GRSS to develop transport and the regular dialogue and follow-up by the Bank and other development partners mitigate the risk
OU
TP
UT
S
Component 1: Human Resource Development
Programme (HRDP)
Component 2: Studies: (i) National Transport
Master Plan Study ; (ii) River Transport Study ;
(iii) Juba-Mundri-Yambio road study; and (iv)
Economic Diversification study completed
Component 3: Strengthened Project Management
HRDP & number of staff
trained
Study reports
Provision of TA
[2013]:
None
None
[2017]
Study reports
completed;
Number of trainees
at least:
- 20 short-term &
- 3Masters
2 TAs provided
Progress reports,
disbursement and
financial reports from
the Executing Agency;
Bank supervision
reports; project
completion reports
Risk: Lack of implementation capacity including procurement, financial management and quality control for the outputs. Mitigation measures: Provision is made for Financial Management Specialist and Transport Economist. Technical assistance in the areas of transport engineering and procurements will also be provided in the course of the proposed support attached to projects financed by NEPAD-IPPF and the World Bank.
KE
Y A
CT
IVIT
IES
COMPONENTS INPUTS Component 1: Training Needs Assessment (TNA), HRDP & training
Component 2: Studies: (i) National Transport Sector Master Plan Study; (ii)
River Transport Diagnostic Study; (iii) Juba-Mundri-Yambio road study; and
Economic Diversification Study
Component 3: Strengthening Project Management & Implementation Capacity
(SPMIC): (i) Provision of Technical Assistance to the Implementing Agency, (ii)
Project Management; and (iii) Financial Audit
Costs (million UA)
HRDP 1.14
Studies 4.75
SPMIC 0.78
Base cost 6.67
Price escalation 0.26
Project cost 6.93
Sources of financing (million UA)
FSF 6.93 [100%] ----------------------------- Total 6.93 [100%]
Note: * the ability to perform and execute projects effectively and efficiently
vi
Project Timeframe
I Human Resource Development
1 Short-list/RFP
2 Evaluation/Contract Award
3 Mobilization
4 TNA/HRDP Services
5 Training
II National Transport Master Plan Study
1 Short-list/RFP
2 Evaluation/Contract Award
3 Mobilization
4 Services
III River Transport Study
1 Short-list/RFP
2 Evaluation/Contract Award
3 Mobilization
4 Services
IV Road Study
1 Short-list/RFP
2 Evaluation/Contract Award
3 Mobilization
4 Services
V Economic Diversification Study
1 Short-list/RFP
2 Evaluation/Contract Award
3 Mobilization
4 Services
VI Project Management & Implementation Capacity (Technical Assistants)
1 Short-list/RFP
2 Evaluation/Contract Award
3 Services
VIIFinancial Audit Services
1 Short-list/RFP
2 Evaluation/Contract Award
3 Mobilization
4 Services
Q4
2017
Q1 Q2 Q3 Q4 Q1 Q2Activity
2014 20162015
Q3Q4 Q1 Q2 Q3 Q4Q1 Q2 Q3
1
REPORT AND RECOMMENDATION OF THE MANAGEMENT ON A PROPOSED GRANT
TO THE REPUBLIC OF SOUTH SUDAN FOR THE TECHNICAL ASSISTANCE
FOR THE DEVELOPMENT OF THE TRANSPORT SECTOR PROJECT
Management submits the following Report and Recommendation on a proposed Grant for
UA 6.93 million to finance the Technical Assistance for the Development of the Transport
Sector Project for the Republic of South Sudan.
I. STRATEGIC THRUST & RATIONALE
1.1. Project Background
1.1.1. Transport infrastructure is a major constraint to economic growth, poverty
reduction, good governance, stability and security in South Sudan. The Republic of South
Sudan (RSS) is a fragile, post-conflict country which became independent in 2011 after being
engulfed in a bloody civil conflict for nearly 50 years1. The transport infrastructure was
destroyed or left in disrepair during the protracted civil war. The new country is landlocked
far from any deep-water body without developed and strategically diversified access to
seaports of Mombasa, Djibouti and Port Sudan, and regional connectivity to improve access
to regional and international markets, and boost regional trade. The Sudd swamp, which is
the world’s largest swamp, and the large flood plains of the White Nile and its tributaries
practically cut-off transportation of communities between villages and to markets and socio-
economic infrastructure. The population is deprived of access to services and economic
opportunities. The cost of transport in South Sudan is high in comparison with other Sub-
Saharan countries; freight tariff is about three times that of Eastern Africa and four times that
of Southern Africa.
1.1.2. The RSS has a multi-modal transport system comprising roads, railways, inland
waterways, oil pipeline and air transport networks. Road transport accounts for the majority
of passenger and freight movement within, and to and from the RSS. The condition of the
existing road network is extremely poor with almost the entire network being gravel or earth
road in a state of very poor conditions and a vast majority impassable during the rainy season.
Many road sections are contaminated with landmines. Road density2 in South Sudan is
extremely low whether measured in terms of land area or population, with 19 km per 1,000
sq-km or 1.3 km/1,000 persons. The density of paved roads is insignificant with 0.2 km per
1,000 sq-km as compared with an average 16.8 for Sub-Saharan Africa and 9.9 for low
income fragile States in Africa. About 80% of the population lives in rural areas and the
majority of them have no access to an all-weather road. There is clearly a substantial deficit
in terms of road infrastructure coverage both in quantity and quality, i.e. network length and
condition.
1 South Sudan was in a bloody civil conflict with the Sudan for nearly 50 years with few breaks, starting in 1955, a year
before independence from Egypt and the United Kingdom in 1956 and ending in 2005 with the signing of the
Comprehensive Peace Agreement (CPA) on 9 January 2005 between the Sudan People’s Liberation Movement (SPLM) and
the National Congress Party (NCP). The signing of CPA marked the end of the conflict and started a new era of peace
through a decentralized system of governance in the Sudan where a Government of National Unity (GONU) and the
Government of Southern Sudan in the South were established. Under the CPA, a referendum has been held in January 2011
culminating in the independence of South Sudan on 9 July 2011. 2 African Development Bank, South Sudan Infrastructure Action Plan (2012)
2
1.1.3. Given the lack or poor condition of roads, river transport is a practical and cost
effective transport option in South Sudan. The section of the White Nile between Juba and
Juda (border with Sudan, about 1,300 km) and the Bahr el Ghazal and Sobat rivers which are
tributaries of the White Nile are navigable. Seven of the ten states of South Sudan are served
with river transport but river conditions and lack or inadequacy of navigation aids are
significant impediments to river transport.
1.1.4. South Sudan has a railway line which is about 250 km from Wau to the border with
Sudan. It was developed as part of the railway network of Sudan to transport consumer goods
from Khartoum, but it is not currently operational. The Government of the Republic of South
Sudan (GRSS) intends to develop the railway network as part of enhancing national and
regional transport system. The oil pipelines were built with the development of the oil
industry to transport crude oil to Port Sudan. South Sudan retained the largest share of the oil
reserves with independence while Sudan maintained its authority over most of the oil export
infrastructure. The oil flow has been disrupted for roughly 18 months due to disputes over
pipeline fees with the Sudanese government until agreement was reached and oil export
resumed in June, 2013. However, the sustainability of this situation is uncertain.
1.1.5. The role of air transport to provide international and domestic transport services
although more expensive, particularly when the land transport infrastructure is in bad
conditions could be significant. However, the existing airport conditions are also very poor.
Air Transport infrastructure is composed of an international airport in Juba, a domestic
airport in each state capital of the other nine states and airstrips which were used to provide
military logistics and humanitarian relief supplies. Only Juba and three domestic airports
(Rumbek, Wau and Malakal) are manned and Juba and Malakal are the only airports with
paved runways. Juba International Airport (JIA), which is the main gateway to South Sudan,
does not comply with International Civil Aviation Organization (ICAO) standards.
1.1.6. Human and institutional capacity is the major limitation to roll out the huge
demand for the development of the transport sector. The protracted civil war has exacted a
heavy toll on South Sudan, resulting in challenges to nation building, including a lack of
government institutions and human resources. As a new nation without a history of formal
institutions, rules or administration, RSS is facing a challenge to build its institutions and
develop its human resources from scratch. The Government has put in place the Medium-
Term Capacity Development Strategy (MTCDS) that provides a strategic framework for
planning and organizing institutional and human capacity in support of the recovery and
development priorities of South Sudan. The objective of the MTCDS is to ensure that the
critical institutional capacity needs required to implement the SSDP are effectively addressed.
Despite the substantial achievements of the last seven years, the development challenges
facing the new nation remain significant. Along with weak institutions, the acute shortage of
qualified and skilled human resources in the transport sector remains critical for the
development of the transport sector.
1.1.7. The development of the transport sector in RSS should be informed and guided by a
comprehensive strategy and investment plan which provides prioritized interventions with
effective implementation tools. For the new country, which is starting from scratch, all
transport interventions are priorities, but a priority of priorities needs to be selected for
efficient and optimum utilization of scarce resources and effective implementation. The right
approach to arrive at this instrument is to undertake a NTMP study. The NTMP study is
meant to analyse the features and specifics of transport demand generated from the envisaged
3
national development including the development of natural resources, population settlements,
regional and national connectivity, good governance and security requirements, projections
related to the most likely scenarios in a time horizon of 20 years . The NTMP will, therefore,
identify transport infrastructure and service priorities based on the forecasted transport
demand and devise a pragmatic and efficient framework to build institutional and human
capacity to meet the demand. NTMP for RSS is thus a principal requirement for developing
the transport sector to address comprehensively the overreaching goal of stimulating
economic growth, poverty reduction and enhancing good governance, stability and security.
1.1.8. The Bank, at the request of and in collaboration with the Government of South Sudan,
undertook the INA in 2011 and prepared the IAP for South Sudan. The assessment identified
critical gaps for immediate interventions and showed directions for the development of the
infrastructure sector. The IAP provided a comprehensive and ambitious programme to
rehabilitate, upgrade and expand the basic infrastructure network of the country in the decade
ahead. In the transport sector, consistent with the SSDP, the IAP gave high priority to the
development of basic transport infrastructure which includes roads, inland waterways and air
transports to improve national and regional connectivity, provide access to seaports, and
regional and international markets and enhance agricultural development. The IAP further
underlined the need for undertaking studies for further investigations to determine the
transport demand and prioritized investment plan to inform and guide the development of the
transport sector in the medium to long time horizons. It also emphasised human resource and
institutional capacity development that would provide the basis for rolling out the huge
demand for the development of transport infrastructure and services. The proposed project is
thus in line with the IAP and intends to develop a comprehensive framework that contributes
to the development of human and institutional capacity as well as a strategy and investment
plan for the sustainable development of the transport sector in South Sudan.
1.2. Project Linkages with the Country Strategy and Objectives
1.2.1. The proposed project is in line with the priorities of SSDP and South Sudan
Development Initiative (SSDI) to develop human and institutional capacity and inform and
guide the development of the transport sector. GRSS has articulated its long-term strategy,
Vision 2040, which sets out the broad theme of “Realizing Freedom, Equality, Justice, Peace
and Prosperity for All”. The first phase of the implementation instrument, the South Sudan
Development Plan (SSDP 2011-2016), has four overreaching pillars: (i) Governance, (ii)
Economic Development, (iii) Social and Human Development and (iv) Conflict Prevention
and Security. The SSDI has also been developed to act as implementation framework for the
SSDP. Infrastructure falls under the Economic Development pillar of SSDP. The objective
of the Infrastructure sector, as stated in the SSDP, is “to maintain, rehabilitate, provide and
operate infrastructure to enhance poverty reduction, economic growth and service delivery in
a sustainable manner”. Transport is a major component of the infrastructure programme and
the SSDP acknowledges the role of the development of transport infrastructure and services
as a paramount factor to simulate sustainable growth and improve the lively-hood of the
people.
1.2.2. The transport sector technical assistance is consistent with the Interim Country
Strategy Paper for South Sudan (iCSP 2012-2014). The iCSP articulates the Bank Group
strategy for South Sudan around “State Building through Capacity Building and
Infrastructure Development” that is fully aligned with the country’s national development
plan (SSDP). It emphasizes the creation of conditions for promoting peace, stability, and state
4
building. Human and Institutional Capacity Building in Infrastructure Development is
identified as one of the priorities for Bank interventions. The country strategy and plans are
consistent with the Bank Group Strategy 2013-2022 and the strategic framework of the Bank
Group’s Transport Sector Policy (1993) all of which identify infrastructure development as a
priority.
1.3. Rationale for the Bank Involvement
1.3.1. The weak institutional and human capacity challenge for the transport sector has been
found critical in the Bank’s Infrastructure Needs Assessment. The Republic of South Sudan
is a post-conflict fragile new country which is facing formidable development challenges,
including the lack of institutional and human capacity and an economy heavily dependent on
oil that severely constrains the implementation of its development agenda. Public
administration at all levels lacks the basic human, financial and logistical means to deliver
services. A majority of civil servants have not had any formal training for several years due
to the prolonged civil conflict. Accordingly, the institutional and human capacity in South
Sudan is characterized by low level of productivity and service delivery. The weak
institutional and human capacity challenges cut across all sectors including the transport
sector.
1.3.2. The previous Bank support to South Sudan in undertaking the INA and the
preparation of the IAP are strategic interventions laid down for the infrastructure
development in the country. The Government of South Sudan considers the Bank as one of its
reliable development partners in playing a leading role in the development of infrastructure.
The proposed technical assistance for RSS is the first Bank operation in the transport sector
which is dedicated to build capacity and provide comprehensive and strategic framework for
the development of transport sector. The support is a continuation of the Bank’s engagement
to lead the development of transport infrastructure and services in South Sudan. The
intervention also provides the basis for future Bank support in the transport sector.
1.3.3. The NTMP shall provide a comprehensive strategic framework of prioritized
investment plan taking into account the transport demand and available resources and
implementation capacities. It will also cover the development of institutional and human
capacity as requirements for rolling out the development of the sector. The intervention will
provide the basis for organizing efforts and leveraging resources from the Government, the
Bank and other Development Partners towards the sustainable development of the sector. The
Bank’s comparative advantage to support the proposed intervention stems from its leadership
role in the preparation of IAP and co-chairing the Infrastructure Working Group as well as
the rich experiences that the Bank has in the development of transport infrastructure and
services in Africa, particularly in fragile states.
1.4. Development Partners Coordination
1.4.1. Aid coordination in South Sudan is at its rudimentary stage. Currently, Development
Partners (DPs) supporting the transport sector are organized in two groups, namely:
Infrastructure Working Group (IWG) and Feeder Roads Steering Committee (FRSC). DPs
participating in the IWG besides the Bank include the World Bank, JICA, KFW, GIZ,
USAID and UNICEF. The IWG chaired and co-chaired by the Ministry of Electricity, Dams,
Irrigation, and Water Resources (MoEDIWR) and the Bank respectively, participates in
budget dialogue and lead the preparation of aid financing narrative. The FRSC chaired and
5
co-chaired by the Ministry of Agriculture, Forestry, Tourism, Animal Resources and
Fisheries (MoAFTARF) and the Ministry of Transport, Roads and Bridges (MoTRB)
respectively, coordinates the development of feeder roads. The World Bank, EU, USAID,
DFID and UNWFP participate in the FRSC.
1.4.2. DPs interested to support the development of major roads besides the Bank include
the World Bank and China. USAID financed the Juba-Nimule (192 km) Road, but it has
shifted its interest to feeder roads. Other DPs supporting feeder roads include the World Bank,
EU and DFID. JICA is supporting urban transport projects including the construction of the
New Juba Nile Bridge, expansion of the Juba River Port and capacity building of Juba City in
road maintenance and management. The proposed Bank project is a strategic intervention
which will provide a comprehensive framework to leverage resources and supports from DPs
for the sustainable development of the transport sector.
Table 1.1: Overview of major donor assistance
Sector or subsector
Size
GDP Exports Labor Force
Transport N/A* N/A* N/A*
Players - Public Annual Expenditure (2011-2013 total)
Amount (US$ mil.) %
GRSS 374.87 79%
Donors 100.57 21%
475.44 100%
Level of Donor Coordination
Existence of Thematic Working Groups Y
Existence of SWAPs or Integrated Sector Approaches N
ADB's Involvement in donors coordination Co-chair, IWG
*N/A = information is not available
II. PROJECT DESCRIPTION
2.1. Project Objectives
2.1.1. The sector goal is to contribute to socio-economic development, poverty reduction
and enhance good governance and security through improved and sustainable transport
system that provides strategic seaport access, enhances national and regional connectivity to
link economic centers and access regional and international markets, and help communities to
access socio-economic infrastructure.
2.1.2. The objectives of the proposed project are to enhance institutional setup and capacity,
improve human resource capacity, streamline the transport infrastructure development,
provide information for policy makers with regard to economic diversification and strengthen
project management and implementation capacity. The outcome of the intervention will
provide the basis for the sustainable development of the transport sector in South Sudan.
2.2. Project Components
2.2.1. The project is designed to significantly contribute to the development of the transport
sector, through the development of institutional and human capacity, and strategic studies to
inform and guide the development of transport infrastructure and services. Table 2.1 shows
6
the specific components of the proposed technical assistance with cost estimates and brief
descriptions.
Table 2.1: Project Components
SN Component Name
Cost
Estimate
(UA M)
Component Brief Description
1 Human Resource
Development 1.18
Training needs assessment (TNA) to identify the existing/forecasted gaps
in knowledge and skill requirements at various managerial and technical
levels in the sector in the short, medium and long-term periods; and assess
existing in-country capacity for training and mentoring professionals in
the transport sector;
Develop Human Resource Development Programme (HRDP) with short,
medium and long term implementation time frame; recommend training
packages for imparting knowledge and skills to fill the identified gaps and
create a critical mass of professionals for effective implementation of the
transport sector;
Examine and identify opportunities for leveraging resources for financing
the human resource development programme within the country and from
development partners; and
Financing the training of priority training programmes in accordance with
the recommendation under the implementation of the HRDP.
2 Studies
2.1. National Transport
Master Plan Study 2.00
Review and assess the existing transport infrastructure and operations;
undertake transport demand forecast considering the development
projections of national developments including the development of natural
resources, population settlements, regional and national connections,
governance and security requirements;
Develop and analyse list of investment and operational alternatives; package
and prioritise complementary investments across the different modes of
transport; analyse funding options and develop a prioritised transport sector
investment programme;
Recommend feasible funding and packages for the short term priority
investments; prioritize projects for medium to long term investments;
identify social and environmental scoping studies for short term priority
investments; and
Develop efficient strategies, legal framework, and institutional setups for
rolling out implementation, monitoring the implementation of the identified
short term priorities and revise and update medium and long term priority
investments.
2.2. River Transport
Study 0.37
Review of existing data and information and assessment of the challenges to
identify significant constraints; undertake site survey of the current situation
of the main navigable routes of the White Nile River and its tributaries;
Identify and recommend required interventions including detailed studies,
surveys and projects; prioritize the interventions into short term and medium
to long term investments with cost estimates; and
Identify interventions for potential private sector investment and public
private partnership; and recommend appropriate and adequate environmental
and social safeguards.
2.3. Road Study 2.26
A feasibility study, Environment and Social Impact Assessment,
Resettlement Action Plan, Detailed Engineering Design and preparation of
Bidding Documents of the Juba-Mundri-Yambio road.
2.4. Economic
Diversification
Study
0.30
Prepare diversification profile, road map, a monitoring and evaluation
framework with clear milestones, indicators for the implementation and
harmonized coordination structures for economic diversification.
3 Strengthening Project Management and Implementation Capacity
3.1. Technical Assistance 0.52 Provisions for Technical Assistants in the areas of Financial Management and
Transport Economics each for two years
3.2. Project Management/
Operation 0.24
Provisions for project management and operation including allowances, travel
expenses, and other miscellaneous expenses (fuel, transportation, and office
supplies)
3.3. Financial Audit 0.06 Financial audit
7
2.3. Technical Solution Retained and Alternatives Explored
2.3.1. Different options of providing the proposed support were explored during the project
preparation. The options explored shown in Table 2.2 are in line with the iCSP (2012-2014)
and in consideration of the requests from GRSS, and the findings of INA and IAP. The
alternative selected provides an opportunity to balance and address critical needs for building
human and institutional capacity and providing a framework for the development of the
transport sector which enables GRSS to prioritize investments in accordance with the
transport demand and, financial and implementation capacity.
Table 2.2: Project alternatives considered and explored
SN Alternative Brief description Reasons for rejection/selection
1
Multi-sector
Programme of
Human and
Institutional
Capacity
Development in
Infrastructure
Intends to develop the human and
institutional capacity of infrastructure
subsectors (Transport, Power, Agricultural
Infrastructure, Water & Sanitation and ICT)
involving legal and regulatory capacity; and
restructuring and strengthening institutional
framework; capacity building; development
of pipeline projects; and provision of
technical assistance as project
implementation support to line Ministries.
The programme is large and complex to
implement, and requires the involvement of
numerous actors from line Ministries as well
as from the Bank side that require strong
coordination & project management; and
Financial requirement of the programme
exceeds by far the available ADF country
allocation.
2
Capacity
Building for the
Transport Sector
Comprises human and institutional capacity
building for the transport sector including
short to long term trainings, development of
legal framework to establish and build the
capacity of the different transport subsector
institutions, development of pipeline
projects and provision of technical
assistances.
Focusses on building human and
institutional capacity without any linkage
with the extent of the demand for transport
infrastructure and services, and determine
the capacity requirements to achieve the
demand; and
Does not address the critical issue of
enabling the Government to prioritize
investments in the transport sector.
3
Technical
Assistance for
the Development
of the Transport
Sector
Comprises human resources development,
strategic studies which provides a
framework for the development of the
transport sector including NTMP study,
river transport study, development of
pipeline road project and economic
diversification study together with
strengthening of project management and
implementation capacity.
Designed to provide a mix of interventions
to build human and institutional capacity
and undertake strategic studies to enable
the Government to prioritize investments in
the transport sector; and
The human and institutional capacity
building is linked with the capacity
requirements for the development of the
transport sector.
2.3.2. The Bank Team designed the components of the project such that they strategically
and comprehensively address the development of the transport sector with a framework of
systematically building institutional and human capacity. With respect to this, one of the
prioritized interventions in the IAP proposed programme is the requirement of a NTMP to
inform and guide the development of the transport sector which fits well in the request of the
GRSS. The NTMP will provide the foundation for the requirements of the institutional and
human resource development. This acknowledges that the institutional and human capacity
issues are derived demands for developing the transport sector. These considerations have
been thoroughly looked at by the Bank Team in close collaboration with GRSS to select the
project components listed in Table 2.1 which strategically address post-conflict critical issues
of RSS to advance the development of the transport sector.
8
2.4. Project Type
The proposed operation is a technical assistance financed by grant resources from the
Fragile State Facility (FSF), Pillar I. The project focuses on three inter-related areas that are
outlined in Table 2.1, and is a continuation of the Bank support to lead the transport sector
development and significantly assist the human and institutional capacity building in the
RSS. The project is designed to provide support in the transport sector and dovetails well
with the Bank’s on-going support to capacity building in RSS. Appendix II provides
information with respect to all Bank Group Operations.
2.5. Project Cost and Financing Arrangements
2.5.1. The estimated cost of the project, net of taxes amounts to UA 6.93 million
(US$10.42 million), of which UA 5.26 million (76%) is payable in foreign currency and UA
1.67 million (24%) is payable in local currency. A provision for price escalation of 3% and
7% for foreign and local costs respectively has been taken into account. The project cost was
estimated based on prevailing unit rates in South Sudan and the region. A summary of the
cost estimates net of taxes is presented in Table 2.3.
Table 2.3: Project cost estimates by components [net of taxes]
Component SS Pound Million UA million
Foreign
Cost
Local
Cost Total
Foreign
Currency
Local
Cost Total
A. Human Resource Development 4.493 1.123 5.616 0.910 0.228 1.138
Sub Total 4.493 1.123 5.616 0.910 0.228 1.138
B. Studies
National Transport Master Plan Study 7.619 1.905 9.524 1.544 0.386 1.930
River Transport study 1.396 0.349 1.745 0.283 0.071 0.354
Juba-Mundri-Yambio road study 8.600 2.150 10.749 1.743 0.436 2.178
Economic Diversification Study 1.134 0.284 1.418 0.230 0.057 0.287
Sub Total 18.749 4.687 23.436 3.799 0.950 4.749
C. Strengthening Project Management and Implementation Capacity
Technical Assistance 1.974 0.493 2.467 0.400 0.100 0.500
Project Operating Cost 0.000 5.155 5.155 0.000 0.220 0.220
Financial Audit 0.000 0.297 0.297 0.000 0.060 0.060
Sub Total 1.974 5.945 7.919 0.400 0.380 0.780
Base Cost 25.215 11.756 36.971 5.110 1.558 6.667
Price Escalation (3% for FC % 7% for LC) 0.756 0.823 1.579 0.153 0.109 0.262
Total 25.972 12.579 38.550 5.263 1.667 6.930
Note: Exchange rates as of July 2013, 1 UA = SSP4.93472; 1 UA = US$1.50396
2.5.2. Considering the current difficult economic situation of South Sudan, the Bank gave
a waiver for the 5% minimum counterpart funding requirement for the project. Accordingly,
the entire project cost (net of taxes), UA 6.93 million, will be financed by the Bank from the
FSF allocation. The project cost by category of expenditure and the expenditure schedule by
components are shown in Table 2.4 and 2.5 respectively.
9
Table 2.4: Project cost by category of expenditure [UA million net of taxes]
Categories of expenditure Foreign
Currency
Local
Currency
Total
Costs
%
Foreign
A. Services
Studies 3.99 0.99 4.98 80%
Training 0.72 0.19 0.91 79%
Technical Assistance 0.40 0.10 0.50 80%
Financial Audit 0.00 0.06 0.06 -
B. Project Operating Cost 0.00 0.22 0.22 -
Base Cost 5.11 1.56 6.67 77%
Price Escalation (3% for FC % 7% for LC) 0.15 0.11 0.26
Total 5.26 1.67 6.93 76%
Table 2.5: Project expenditure schedule by components [UA million net of taxes]
Component 2014 2015 2016 2017 Total
A. Human Resource Development 0.04 0.38 0.38 0.38 1.18
B. Studies
National Transport Master Plan Study 0.40 1.20 0.40 - 2.00
River Transport study 0.16 0.21 - - 0.37
Juba-Mundri-Yambio Road Study 0.45 1.36 0.45 - 2.26
Economic Diversification Study 0.13 0.17 - - 0.30
C. Strengthening Project Management and Implementation Capacity
Technical Assistance 0.07 0.15 0.15 0.15 0.52
Project Operating Cost 0.03 0.07 0.07 0.07 0.24
Financial Audit 0.01 0.01 0.02 0.02 0.06
Total 1.29 3.55 1.47 0.62 6.93
2.6. Project’s Target Area and Population
2.6.1. The proposed project deals with interventions most of which are comprehensive and
strategic in nature that provide a foundation for the transport sector development and help to
diversify the economy. These interventions will benefit the entire Government and the eleven
million South Sudanese in many ways. Firstly, the project will provide a strategic framework
for leveraging resources and significantly assist in building the weak institutional and human
capacity systematically to rollout the demand for the development of the transport
infrastructure and services. Secondly, the project will provide a transport master plan which
will inform and guide balanced development of all modes of transport with a prioritised
investment plan based on merits and benefits of projects in stimulating economic growth,
reducing poverty, and enhancing good governance and security.
2.6.2. The project component in river transport will identify interventions for improving
critical bottlenecks to develop the river transport infrastructure and services which remains
practical and cost effective transport option to reach communities along the White Nile and
its tributaries. River transport in South Sudan serves seven states out of the ten states and
connects South Sudan with Sudan and Ethiopia. The project is, thus, expected to improve
regional connectivity and benefit about 3 million people which is about 27% of the total
population of the country. Further, the Juba-Mundri-Yambio road study is a preparation for a
10
pipeline road project that connects the Central Equatoria (where Juba is located)) to Western
Equatoria state which has a high potential for commercial agricultural produce such as rice,
tea, coffee, oil palm, forestry and groundnut. In addition to unlocking the region for
commercial farming, the pipeline road project which will be prepared under the Road Study
component, if implemented, will potentially benefit about 500,000 people in the zone of
influence.
2.7. Participatory Process for Project Design and Implementation
2.7.1. Several Senior Government officials at the then MoFEP, MoT and MoRB were
consulted during the preparation and appraisal of the project in April and June 2013
respectively. The consultations centred on: (i) the reform in the then MoT to establish
authorities in the different transport subsectors under its mandate and regulate the transport
operation; (ii) institutional and human capacity development needs; (iii) transport
development strategy; (iv) the urgent need of river transport study; and (v) road study to
prepare a pipeline project. Within the former MoT and MoRB, the Bank Group held detailed
consultations with senior staff members of the following Directorates/Departments: (i)
Directorate of River Transport; (ii) Directorate of Rail Transport; (iii) Directorate of Road
Transport and Safety; (iv) South Sudan Civil Aviation Authority; (v) Directorate of Roads
and Bridges; (vi) South Sudan Roads Authority; and (vii) Project Management Team.
Consultation was also made with the College of Engineering and Architecture, University of
Juba which explored the possibility of collaborations to participate in the implementation of
the project as well as possible involvement in human resource development.
2.7.2. The Bank Group also held detailed consultations with development partners,
including the World Bank, USAID, DFID, EU and JICA. The consultations focused on the
central role of the components of the project in providing a comprehensive framework for the
development of the transport sector and significant assistant for developing the institutional
and human capacity, and the synergy of the proposed operation with the on-going assistance
being provided by the Bank and other partners to the GRSS. Consultations with development
partners also focused on the way forward in coordinating and harmonizing efforts with
respect to supporting the huge demand for developing the transport sector with particular
attention to institutional and human capacity building challenges. The dialogue initiated with
the South Sudan Authorities and development partners was enhanced during the preparation
of the project and will continue in the implementation phase.
2.7.3. During implementation of the project, public consultations will be part of the
requirements of all the studies and will clearly be indicated as mandatory tasks of the
assignments in the Terms of References. Workshops and consultations will be made with all
stakeholders in the course of the studies. The Project Management Team (PMT) will be
responsible for facilitating all workshops and public consultations. Consultations related to
environmental and social implications of the studies will be given particular attention.
2.8. Bank Group Experience, Lessons Reflected in Project Design
2.8.1. The Bank Group has been inactive in Sudan since 1995 due to conflict and sanctions
induced by outstanding arrears to the International Finance Institutions (IFIs) and the wider
donor community until the limited re-engagement started after the signing of CPA in 2005.
The ongoing Institutional Capacity Building for Poverty Reduction and Good Governance
Project was approved in March 2007 for UA 9.62 million in the form of an ADF grant with
activities both in Sudan and South Sudan under the two tier system of governance. This was
11
followed by the Assistance to the University of Juba, approved in May 2011 for UA 0.32
million from the Bank administered Trust Fund, and Public Finance Management and Aid
Coordination, approved for UA 4.8 million from FSF Pillar 3 grant in December 2012. The
ongoing institutional support to public financial management and aid-coordination will
improve the financial management capacity of the Ministry of Finance, Commerce and
Economic Planning (MoFCEP) and Ministry of Transport, Roads and Bridges (MoTRB) for
the implementation of the proposed project. The lessons and experiences of implementing
these operations in South Sudan and lessons learnt from Bank operations in the sector
particularly in post-conflict fragile countries such as Sierra Leone and Liberia have been vital
in informing the design of the proposed project. Desk review of the Bank operations in these
countries revealed that projects suffered from implementation delays primarily due to lack of
institutional and human capacity.
2.8.2. The key lessons learned from the Bank operations in fragile and post-conflict
Regional Member Countries (RMCs) include: (i) significant delays in fulfilling conditions
prior to disbursement; (ii) weak capacity for project implementation especially regarding to
adherence to the Bank procurement/fiduciary rules and procedures; (iii) weak project
management and supervision; and (iv) coordination of development partners. In light of these
lessons, conditions precedent to the first disbursement have been streamlined to avoid start-
up delays due to late fulfillment. The proposed project will be implemented by the PMT with
provisions of Technical Assistants in the areas of Financial Management and Transport
Economics to strengthen its capacity. The PMT is better equipped and staffed, and has been
and will also be provided Technical Assistant supports attached to other projects during the
course of the proposed project.
2.8.3. The project design was discussed and agreed between the Bank Team and the GRSS
to incorporate the lessons gained from other Bank operations. The project design captured
key recommendations from previous Bank operations, particularly, in fragile countries. The
specific components of the project dealing with institutional and human resource
development including on-the-job trainings make the proposed project more focused to
address the primary cause of delay of projects in fragile countries.
2.9. Key Performance Indicators
2.9.1. At completion of the project implementation three outcomes are expected: (i)
improved human and institutional capacity; (ii) improved strategy and investment plan for the
sustainable development of the transport sector; and (iii) increased analytical knowledge for
economic diversification. The outputs of the project will be: (i) human resource development
programme and provision of priority trainings; (ii) reports of studies including (a) NTMP; (b)
prioritized interventions to improve the river transport; (c) pipeline road project; and (d)
analytical knowledge on economic diversification. The project also has provisions for
strengthening project management and implementation capacity of the Implementing Agency
which will also help to transfer knowledge and skill through on-job-training.
2.9.2. The outcomes of the project will be monitored with the use of baseline data that
will be collected as part of all studies. The Terms of References of each study will clearly
indicate the baseline data requirements. Baseline data such as traffic volume; vehicle fleet;
national statistics on economic growth, poverty and import-export; traffic accident data;
transport cost for passenger and goods movement; accessibility index; volume of passenger
and goods movement using river transport; and existing statistics on available qualified and
skilled manpower in the transport sector will be collected by the respective consultants. The
12
data collection will be undertaken by the Executing Agency periodically at various intervals
throughout the project implementation as a means of monitoring progress towards the
projected targets. The performance of the project will be monitored using progress reports,
qualitative assessments, regular monitoring and evaluation through field supervisions by
Project Task Team and Field Office Staff, mid-term review report, and financial auditing by
appropriate Bank staff and external auditing firm. These will be supplemented by
assessments that will emerge from the continuous stakeholder consultation process that is
incorporated throughout the project.
III. PROJECT FEASIBILITY
3.1. Economic and Financial Performance
3.1.1. The expected economic and financial benefits of the technical assistance by far
outweigh the cost of the operations. In the short term, effective implementation of the project
will furnish the new country with a NTMP and human resource development programme to
guide the development of the transport sector and contribute to improving the institutional
and human capacity. These, subsequently, will help to rollout the huge demand for expanding
the transport infrastructure and services. In the medium to long terms, as the human resource
development programme is realized to produce a critical mass of professionals in the sector
and institutional capacity is in place, the development of the transport sector will be
implemented in accordance with the transport master plan. The institutional and human
capacity will continue to play a leading role to sustainably develop the transport sector by
periodically updating the NTMP to capture the dynamically changing transport needs of the
country.
3.1.2. The spectrum of the benefits of the project is, therefore, wide and ranges from short to
long terms. While the costs of the project components are quantifiable, the direct and indirect
benefits in the short and medium to long time horizons cover the entire country and extend to
the region in improving people’s mobility and access to opportunities which consequently
result in improved economic and social development, poverty reduction, stability and security
in RSS.
3.2. Environmental and Social Impacts
3.2.1. The project is classified as Category III and will therefore have no adverse effect on
the environment. Category III classification implies that the project is not expected to have
any adverse environmental impact for which an environmental assessment is normally
necessary. Indeed, as the components of the project entail studies that provide the framework
for the transport sector investments, the project will provide wide opportunities to institute a
systematic way of handling environmental and social issues in the development of the
transport sector.
3.2.2. A joint assessment report3 produced by the Government and UNDP documented
striking impacts observed in South Sudan relating to climate change and environmental
degradation on water, soil, forest, biodiversity, agriculture and fisheries. The report cites a
number of opportunities that the new country has compared to most other countries in the
3 Ministry of Environment, Government of the Republic of South Sudan, and United Nations Development Programme
(January 2012). Environmental Impacts Risks and Opportunities Assessment: Natural Resources Management and Climate
Change in South Sudan.
13
region which include among others the possibility for creating effective governmental
structures and systems. Noting the dynamics and the probable effects of climate change, and
environmental and social issues in RSS, the study components of the technical assistance will
provide pertinent significant attention to inclusive green growth and gender issues in all the
studies. The NTMP study, in particular, will take stock of the opportunity to create a system
that ensures gender balance and inclusive green growth for sustainable transport
development. Furthermore, the human resource development will also provide significant
focus to build capacity in managing environmental and social issues.
3.2.3. The proposed project aims at the development of the transport sector which enhances
socio-economic opportunities and consequently stimulate economic growth and poverty
reduction which are fundamental development objectives of the RSS. The development of
transport has a multiplier effect of initiating development in other sectors such as agriculture,
tourism, mining and trade and enhancing access to socio-economic infrastructure. The project
will also contribute to good governance, stability and national security which are essential
elements for economic growth and prosperity. Besides the catalytic effects of transport for
economic diversification, the economic diversification study will provide an analytical
knowledge base to diversify the economy and move out of the oil dependency. The social
benefits of most of the project components cover the whole country while the river transport
and the road study project is limited to the influence zone of the corridors of the specific
components as described in Section 2.6.
3.2.4. In a country where the literacy rate for females is 28% compared to 55% for males,
gender inequality is a critical challenge and prevails in various ways such as access to
education, control over assets and decision-making. GRSS has a political will to empower
women by putting the right policies and laws in place to promote gender equity. As a
consequence, the ratio of girls to boys in primary, secondary and tertiary education has been
rising. Similarly, the proportion of posts held by women in the Government has increased.
However, challenges remain. The proposed project, particularly the NTMP, river transport
study and economic diversification study, will support government’s plans to enhance gender
mainstreaming into its development programmes by enhancing access to socio-economic
infrastructure notably health institution, markets and schools through the provision of
improved transport infrastructure and services.
IV. IMPLEMENTATION
4.1. Implementation Arrangements
4.1.1. The transport sector has undergone frequent changes of institutional restructuring.
After the signing of the CPA, in the transition period (January 2005-July 2011), the Ministry
of Transport and Roads (MoTR) was established to lead the transport sector. After
independence, the transport sector was reorganized under two ministries, namely: Ministry of
Transport (MoT) and Ministry of Roads and Bridges (MoRB). MoT was responsible for the
overall transport sector policy and regulation as well as administration of the air, rail and
river transports while MoRB was accountable for the development and administration of
roads and bridges. On 23 July 2013, through the Republican Order No 14/2013 for the
reduction and restructuring of the ministries of the National Government, the transport sector
is restructured again under one ministry, the Ministry of Transport, Roads and Bridges
(MoTRB). At state level, a State Ministry of Physical Infrastructure (MoPI) takes
responsibility for intrastate transport infrastructure in each of the ten states of South Sudan.
14
4.1.2. The transport components of the proposed project fall under the MoTRB while the
economic diversification study belongs to MoFCEP. The Bank Group assessment during the
appraisal mission was that the capacity of the former MoT was weak to implement the
components under its responsibility. The then MoRB was better established in relative terms
with clear direction regarding the development of a national and regional road network. The
Bill for the creation of South Sudan Roads Authority (SSRA) was enacted in January 2011,
but the authority is not fully established to assume its responsibilities. In the transition period,
a Project Management Team (PMT) which was operating under the then MoRB is relatively
well staffed and familiar with the World Bank procurement and implementation procedures.
The PMT is currently implementing the World Bank financed rural road project and
government financed operations.
4.1.3. The PMT will be the Implementing Agency of the proposed project under the
Executing Agency, Ministry of Transport, Roads, and Bridges (MoTRB). The procurement of
the consultant for the economic diversification study will also be handled by the PMT with
the full participation of technical representatives from MoFCEP. After procurement, the
economic diversification study will be managed by MoFCEP in coordination with the PMT.
However, the PMT will be responsible for reporting to the Bank. SSRA will take over the
responsibility of implementing the project when it is fully established and have adequate
capacity.
4.1.4. The project has provisions for Technical Assistants in the areas of Financial
Management and Transport Economics to strengthen the project management and
implementation capacity of the PMT. The World Bank has been supporting the PMT and will
also provide shortly Technical Assistance support in procurement. In the course of the
proposed project, a Technical Assistant in the area of Transport Engineering will be provided
to PMT attached to a Bank project which is being processed in parallel for NEPAD IPPF
financing with the request from the Intergovernmental Authority on Development (IGAD).
4.1.5. Considering the current economic situation of the country, the project has also
made provision for project management/operation to cover project related costs such as
allowances, travel expenses, and other miscellaneous operating expenses (fuel, electricity,
transportation, and office supplies). The Implementing Agency will prepare a detailed manual
specifying the type of activities to be covered and expenditure procedures for the use of the
provision which requires prior review and approval by the Bank.
Procurement
4.1.6. All procurements financed by the Bank will be in accordance with the Bank's Rules
and Procedures for the Use of Consultants, May 2008, revised July 2012 edition and the
provisions stipulated in the Financing Agreement, using the relevant Bank Request for
Proposal Documents. PMT will be responsible for handling procurements. The resources,
capacity, expertise and experience of the PMT together with the provisions of technical
assistances was assessed and found acceptable to carry out procurement. Details of the
procurement arrangements under the project are summarized in the Technical Annexes,
Section C.
Financial Management
4.1.7. The Public Financial Management (PFM) systems are weak. Fiduciary risks are
substantial due to weaknesses in the overall Public Financial Management (PFM) systems
15
largely attributable to infancy of the country. However, there is some positive trajectory
indicating that the PFM systems are being implemented to address the deficiencies. Fiduciary
diagnostics undertaken in South Sudan in the last two years include: (i) Public Expenditure
and Financial Accountability (PEFA) assessment in 2011 and (ii) South Sudan Integrated
Fiduciary Assessment (SSIFA) in 2012. The PEFA assessment undertaken in 2011 was the
first one for the country and as a result there are no comparative PEFA scores for prior years.
In this regard, the Government prepared a Public Finance Management (PFM) Reform
Action Plan with a view to addressing the identified weaknesses. The Public Financial
Management and Accountability Bill and also Taxation Act had been enacted. The MoFCEP
is taking steps to address inefficiencies. Moreover, the recently Bank Financed PFM capacity
building project will have important interventions to strengthen the PFM System.
4.1.8. The PMT has an experienced Project Accountant and the project has a provision of
a Financial Management Technical Assistant to strengthen its capacity. The TA will work
closely with the PMT to provide budgeting, accounting, internal controls and financial
reporting for the project as well as provide on-the-job training to MoTRB financial
management staff. The Bank also plans to provide tailor-made training before the Bank
funded project commences. The Internal Audit Department of the MoTRB and MoFCEP will
include the project in their annual work plans. MoTRB with the support of the appointed FM
Specialist will be responsible for coordinating and preparing quarterly interim financial
reporting (IFRs) and the IFRs will be due for submission to the Bank no later than 45 days
after the end of each quarter. To the extent possible, this quarterly reporting will be
harmonized with the World Bank (WB) funded project both in terms of format and timing.
4.1.9. At the end of each financial year (July-June) and at the end of the project, MoTRB
will be required to produce annual financial statements in a format to be agreed with the Bank
and harmonized with WB. The financial statements will be audited by a qualified auditor
acceptable to the Audit Chamber (AC) as well as to the Bank. The same auditor will audit the
Bank funded project as well as the WB funded project using agreed audit TORs. The audit
report, complete with a Management Letter will be submitted to the Bank no later than 6
months at the end of the Financial Year and at the end of the project.
4.1.10. Most disbursements under the project will be via direct payments method.
However, for the capacity building components, the Executing Agency will open a Special
Account at a bank acceptable to the Fund. The Fund will transfer six months estimated
expenditures into the Special Account to cover eligible project expenditures. Details of
Disbursements will be provided in the Disbursement Letter and Disbursement Handbook
which will be provided when the Project is approved.
4.2. Monitoring
4.2.1. The implementation of the transport components of the project will be overseen by
a Transport Technical Committee (TTC) that will facilitate, coordinate, monitor and assist as
necessary the technical aspects of the project. The TTC members will consist of
representatives from the South Sudan Roads Authority; South Sudan Civil Aviation
Authority; Juba University; Engineering Council of South Sudan; Directorate of River
Transport; Directorate of Road Transport and Safety; Directorate of Railway Transport, with
the Project Management Team as the Secretariat of the TTC. The nominated TTC members
shall have a capacity to provide the required technical inputs. The TTC may also co-opt other
officials to provide technical inputs in their fields of expertise. TTC shall have no contractual
obligations under any of the consultancy contracts. The Committee shall meet quarterly or by
16
notice. MoTRB will appoint a Project Coordinator (PC) within the PMT who will be a civil
engineer with a minimum of 5 years’ experience in project management. S/he will be the
Bank’s contact person regarding the project. The PC will liaise with the consultants and
prepare and forward quarterly reports to the Bank. S/he will process and forward to the Bank
disbursement requests.
4.2.2. Similarly, the economic diversification study will be overseen by a Technical
Committee (TCE) to advise the technical aspects of the study. TCE will be composed of a
representative from the Ministry of Transport, Roads and Bridges; Ministry of Agriculture,
Forestry, Tourism, Animal Resources and Fisheries; Chamber of Commerce; Ministry of
Interior and Wild Life Conservation; Ministry of Labour, Public Services, and Human
Resource Development; Ministry of Electricity, Dams Irrigation and Water Resources;
Ministry of Petroleum, Mining and Industry; and Ministry of Environment. The MoFCEP has
designated the Director General (DG) for Macroeconomic and Planning as the coordinator of
the economic diversification study. The DG will be responsible for the day to day
management of the diversification study in coordination with the PMT.
4.2.3. Bank’s field supervision missions will be undertaken twice a year to monitor the
progress of the project and if necessary a mid-term review in the second year of execution
will be considered. The South Sudan Field Office (SSFO) will follow-up on the day to day project
operations to ensure smooth progression of the project. At 85% completion of the project
components or 95% disbursement of the grant, the Bank and the Implementing Agency will
prepare a joint Project Completion Report.
4.3. Governance
4.3.1. After independence in July 2011, the Republic of South Sudan faces a myriad of
governance and poverty challenges, as well as continued hostilities with Sudan. At the
domestic level, the country is struggling with structural obstacles such as a lack of basic
infrastructure, the weak development of government institutions and the lasting level of
insecurity. Corruption is present in all sectors of the economy and at all levels of the new
state apparatus. It is manifested in various forms, including financial and political corruption,
patronage, pervasive tribalism and misuse of power. There is still very little quantitative data
available on the extent of corruption in the country. A report on corruption in South Sudan4
indicates that the country performs extremely poorly in its first ranking on the 2011 World
Bank’s Worldwide Governance Indicators, scoring well below 20 (on a scale of 0 to 100) in
all areas of governance assessed. The report further cited the 2011 Global Corruption
Barometer that 67% of all citizens surveyed believe that corruption in the country has
increased during the three years preceding the survey.
4.3.2. Since the CPA in 2005, there have been efforts to step up the fight against corruption,
but South Sudan’s anticorruption framework is still embryonic. The country has not yet
signed or ratified any international conventions against corruption. The institution with the
constitutional mandate to investigate and prosecute corruption cases is the South Sudan Anti-
Corruption Commission (SSACC). But the capacity of the SSACC, resources and political
will often hamper effective implementation.
4 Magali Mores and Njoya Tikum (March 2013); Overview of corruption and anti-corruption in South Sudan. U4:Anti-
Corruption Resource Centre (www.U4.no); Transparency International (www.tranparency.org) and CMI Crr. Michelsen
Institute (www.cmi.no)
17
4.3.3. For this project, procurement and financial management will be in accordance with
the Bank rules and therefore the risk of fraud and corruption has been minimized. Adequate
provisions have also been made for auditing of the project on annual basis.
4.4. Sustainability
4.4.1. The proposed project significantly contributes to the sustainability of the transport
sector. The potential contributions of the project towards the sustainability of the sector are
two-fold. Firstly, the development of the human and institutional capacity is the prime
contributor for the sustainability of the transport sector development. South Sudan is a post-
conflict fragile country where the institutional and human capacity is very weak. The project
primarily aims at reforming and strengthening of the sector institutions with necessary
regulatory framework to enable them efficiently manage and administer the development of
the transport sector. The human resource development programme which will be prepared
and the priority trainings implemented under the project will also contribute considerably to
the development of the critical mass of professionals in the sector which is vital to ensure
sustainability.
4.4.2. Secondly, the strategic studies which will be undertaken will contribute to the
preparation of comprehensive strategic NTMP with prioritized investment plan to inform and
guide the development of the transport sector. This will help to expand, upgrade and
rehabilitate transport infrastructure and provide transport services in a manner that all modes
of transport are complementarily developed and the scarce resources are effectively utilized
to meet the travel demand. It will also ensure the development of the transport infrastructure
in an orderly manner to improve national and regional connectivity in accordance with the
development and security demands of the country.
4.4.3. Both the human and institutional capacity development and the transport master plan
are key requirements for developing the transport sector in a sustainable manner. Furnishing
these requirements at the early level of the development of the sector gives an opportunity for
South Sudan to get the transport development agenda right at the start. With the abundant
available natural resources in South Sudan, stainable development of the transport sector will
contribute to balanced and accelerated economic growth and poverty reduction in the
country.
4.4.4. Options of financing sources will be assessed and explored under each study to have
an outlined financing mechanism to ensure the implementation of study outputs. The
financing options can have several models and combinations of Government, Development
Partners and Private Sector financings. The findings of the financing mechanisms and options
will be discussed at stakeholders’ validation workshops which will be organized as parts of
each study.
4.5. Risk Management
4.5.1. Political stability and security: Political stability and security situation in South
Sudan remains fragile due to internal and external conflicts. The heightened tension between
South Sudan and Sudan which has caused disruptions of oil export for roughly over 18
months eased as the result of the Government’s efforts to mitigate through a combination of
measures, including and partnering with the international community, the African Union
High Level Implementation Panel (AUHIP) and the United Nations in negotiating and
resolving post-–independence issues. The oil flow has resumed and the two neighboring
18
countries are supposed to implement other agreed issues. However, tension is heightening
between the two countries again due to the lack of trust and claims that each country supports
rebellion against the other. In June 2013, Sudan threatened to halt the oil flow for the
allegation that South Sudan is backing Sudanese rebels, which is said to be delayed after an
African mediation.
4.5.2. Furthermore, RSS has internal conflicts including the rebellion which is said to be
operating in the Jonglei state and rival tribal militia operating in almost all parts of the
country. The Government has planned to hold the first-ever comprehensive peace and
national reconciliation conference to resolve and heal internal conflicts and divisions between
political groups and communities. While trying to resolve tensions and conflicts, GRSS is
striving to implement the SSDP to deliver the peace dividend in the form of broad based and
inclusive growth. The proposed project will contribute significantly to implement the SSDP
through the development of the transport sector to stimulate economic growth and address
poverty and improve good governance and security.
4.5.3. Government commitment for the development of the transport sector: GRSS is
committed to the development of the transport sector to stimulate economic growth, poverty
reduction and to enhance governance and security. The resumption of the export of oil
improves the potential for strengthening the Government’s commitment to mobilize its own
resources which has a potential leveraging effect for more resources from development
partners for the development of the transport sector.
4.5.4. Implementation of the outputs of the studies: Failure to implement the outputs of the
studies is a potential risk for achieving the intended objectives of the proposed Bank
intervention. The commitment of the Government for developing the transport sector together
with regular dialogue and follow-up by the Bank and other development partners will
mitigate the risk of failure to implement the outputs of the studies.
4.5.5. Capacity of the Executing Agency: The institutional capacity in South Sudan in
general and in the MoTRB in particular is at its infancy. Procurement and financial
management capacity are critical constraints. Provision is made for Financial Management
Specialist and Transport Economist under the proposed support to strengthen the capacity of
the PMT. Further, the ongoing Bank supported Institutional Support Project and Public
Finance Management and Aid Coordination Project will help to strengthen capacity.
Technical assistance in the areas of transport engineering and procurement will also be
provided to the Implementing Agency in the course of the project attached to projects
financed by NEPAD-IPPF and the World Bank. There will also be close Bank supervision for
successful implementation.
4.6. Knowledge Building
The proposed project will help to generate and transfer knowledge in the transport
sector under fragile and post-conflict setting. The human resources development centres at
identifying knowledge and skill gaps in the sector, designing a programme by which these
gaps can be filled and implementing priority trainings. The programme further aims at
developing a critical mass of professionals in the sector. The NTMP study targets to generate
knowledge on the transport demand through the analyses of various explanatory variables,
develop a prioritized investment plan and devise tools for implementation. Similarly, the river
transport study aims at generating knowledge on how to provide efficient and safe river
transport services. These strategic studies involve tremendous knowledge generation and
19
transfer processes in the transport sector in a unique post-conflict new country which is a
useful experience for the Bank Group. Moreover, the economic diversification study provides
an extra dimension of the project out of transport to generate analytical knowledge for
diversifying the economy of RSS which is currently dependent on oil.
V. LEGAL INSTRUMENTS AND AUTHORITY
5.1. Legal Instrument
The project will be financed pursuant to a Protocol of Grant Agreement between the
Republic of the South Sudan and the ADB/ADF.
(A) Conditions Precedent to Entry into Force
(i) The Protocol Agreement shall enter into force upon signature by the Recipient
and the Fund.
(B) Conditions Precedent to First Disbursement: The Fund’s obligation to make the first
disbursement of the Grant to the Recipient shall be conditional upon the entry into force of
this Protocol Agreement as set forth in (A) above and the submission by the Recipient of
evidence, in the form and substance satisfactory to the Fund, of the fulfillment of the
following conditions:
(i) Having opened one (1) foreign currency Special Account and one (1) local
currency account in a bank acceptable to the Fund for the deposit of part of the
proceeds of the Grant to finance eligible expenses; and
(ii) Having designated a Project Coordinator whose skills and qualifications are
acceptable to the Fund.
(C) The Recipient hereby undertakes to:
(i) Submit evidence confirming the appointment of members of a Transport
Technical Committee (TTC), to oversee the implementation of the transport
component, whose Terms of Reference are acceptable to the Fund. The TTC
shall be composed of representatives from the South Sudan Roads Authority;
South Sudan Civil Aviation Authority; Juba University; Engineering Council of
South Sudan; Directorate of River Transport; Directorate of Road Transport and
Safety; Directorate of Railway Transport, with the Project Management Team as
the Secretariat of the TTC.
(ii) Submit evidence confirming the appointment of members of a Technical
Committee for Economic Diversification Study (TCE) composed of
representatives from the Ministry of Transport, Roads and Bridges; Ministry of
Agriculture, Forestry, Tourism, Animal Resources and Fisheries; Chamber of
Commerce; Ministry of Interior and Wild Life Conservation; Ministry of Labour,
Public Services, and Human Resource Development; Ministry of Electricity,
Dams Irrigation and Water Resources; Ministry of Petroleum, Mining and
Industry; and Ministry of Environment, to oversee the implementation of the
economic diversification study, whose Terms of Reference are acceptable to the
Fund; and
20
(iii) Submit audited financial statements, carried out by a qualified auditor acceptable
to the Fund, in accordance with Terms of Reference approved by the Fund. The
Recipient shall submit the audit report and the accompanying Management Letter
to the Fund, no later than six (6) months from the end of the Financial Year, and
no later than six (6) months from the completion of the Project.
5.2. Compliance with Bank Policies
This project complies with all applicable Bank policies.
VI. RECOMMENDATION
Management recommends that the Board of Directors approve the proposed Grant of
UA 6.93 million to the Republic of South Sudan from the FSF Pillar I to finance the
Technical Assistance for the Development of the Transport Sector for the purposes and
subject to the conditions stipulated in this report.
Appendix I. Country’s comparative socio-economic indicators
YearSouth
SudanAfrica
Develo-
ping
Countries
Develo-
ped
Countries
Basic Indicators
Area ( '000 Km²) 2011 ... 30,323 98,458 35,811Total Population (millions) 2012 10.4 1,070.1 5,807.6 1,244.6Urban Population (% of Total) 2012 ... 40.8 46.0 75.7Population Density (per Km²) 2008 15.8 34.5 70.0 23.4GNI per Capita (US $) 2011 ... 1 609 3 304 38 657Labor Force Participation - Total (%) 2012 ... 37.8 68.7 71.7Labor Force Participation - Female (%) 2012 ... 42.5 39.1 43.9Gender -Related Dev elopment Index Value 2007-2011 ... 0.502 0.694 0.911Human Dev elop. Index (Rank among 186 countries) ... ... ... ... ...Popul. Liv ing Below $ 1.25 a Day (% of Population)2005-2011 ... 40.0 22.4 ...
Demographic Indicators
Population Grow th Rate - Total (%) 2012 4.8 2.3 1.3 0.3Population Grow th Rate - Urban (%) 2012 ... 3.4 2.3 0.7Population < 15 y ears (%) 2012 ... 40.0 28.5 16.6Population >= 65 y ears (%) 2012 ... 3.6 6.0 16.5Dependency Ratio (%) 2012 ... 77.3 52.5 49.3Sex Ratio (per 100 female) 2012 104.6 100.0 103.4 94.7Female Population 15-49 y ears (% of total population) 2012 ... 49.8 53.2 45.5Life Ex pectancy at Birth - Total (y ears) 2012 59.8 58.1 67.3 77.9Life Ex pectancy at Birth - Female (y ears) 2012 61.3 59.1 69.2 81.2Crude Birth Rate (per 1,000) 2012 35.9 33.3 20.9 11.4Crude Death Rate (per 1,000) 2012 8.9 10.9 7.8 10.1Infant Mortality Rate (per 1,000) 2011 76.0 71.4 46.4 6.0Child Mortality Rate (per 1,000) 2011 120.5 111.3 66.7 7.8Total Fertility Rate (per w oman) 2012 4.9 4.2 2.6 1.7Maternal Mortality Rate (per 100,000) 2006-2010 2054.0 417.8 230.0 13.7Women Using Contraception (%) 2012 6.1 31.6 62.4 71.4
Health & Nutrition Indicators
Phy sicians (per 100,000 people) 2004-2010 … 49.2 112.2 276.2Nurses (per 100,000 people)* 2004-2009 … 134.7 187.6 730.7Births attended by Trained Health Personnel (%) 2009 19.0 53.7 65.4 ...Access to Safe Water (% of Population) 2010 68.7 67.3 86.4 99.5Access to Health Serv ices (% of Population) 2000 … 65.2 80.0 100.0Access to Sanitation (% of Population) 2010 7.4 39.8 56.2 99.9Percent. of Adults (aged 15-49) Liv ing w ith HIV/AIDS 2011 … 4.6 0.9 0.4Incidence of Tuberculosis (per 100,000) 2011 146.0 234.6 146.0 14.0Child Immunization Against Tuberculosis (%) 2011 57.0 81.6 83.9 95.4Child Immunization Against Measles (%) 2011 64.0 76.5 83.7 93.0Underw eight Children (% of children under 5 y ears) 2010-2011 27.6 19.8 17.4 1.7Daily Calorie Supply per Capita 2009 … 2 481 2 675 3 285Public Ex penditure on Health (as % of GDP) 2010 … 5.9 2.9 8.2
Education Indicators
Gross Enrolment Ratio (%)
Primary School - Total 2010-2012 68.8 101.9 103.1 106.6 Primary School - Female 2010-2012 54.5 98.4 105.1 102.8 Secondary School - Total 2010-2012 4.2 42.3 66.3 101.5 Secondary School - Female 2010-2012 2.6 38.5 65.0 101.4Primary School Female Teaching Staff (% of Total) 2010-2011 12.3 43.2 58.6 80.0Adult literacy Rate - Total (%) 2009 27.0 67.0 80.8 98.3Adult literacy Rate - Male (%) 2009 40.0 75.8 86.4 98.7Adult literacy Rate - Female (%) 2009 16.0 58.4 75.5 97.9Percentage of GDP Spent on Education 2008-2010 ... 5.3 3.9 5.2
Environmental Indicators
Land Use (Arable Land as % of Total Land Area) 2011 7.6 10.7 10.8Annual Rate of Deforestation (%) 2000-2009 0.6 0.4 -0.2Forest (As % of Land Area) 2011 23.0 28.7 40.4Per Capita CO2 Emissions (metric tons) 2009 1.2 3.1 11.4
Sources : AfDB Statistics Department Databases; World Bank: World Development Indicators; last update :
UNAIDS; UNSD; WHO, UNICEF, WRI, UNDP; Country Reports.
Note : n.a. : Not Applicable ; … : Data Not Available.
COMPARATIVE SOCIO-ECONOMIC INDICATORS
South Sudan
May 2013
0102030405060708090
100
20
04
20
05
20
06
20
07
20
08
20
09
20
10
20
11
20
12
Infant Mortality Rate( Per 1000 )
South Sudan Africa
0
200
400
600
800
1000
1200
1400
1600
1800
20
03
20
04
20
05
20
06
20
07
20
08
20
09
20
10
20
11
GNI Per Capita US $
South Sudan Africa
0.0
1.0
2.0
3.0
4.0
5.0
6.0
20
04
20
05
20
06
20
07
20
08
20
09
20
10
20
11
20
12
Population Growth Rate (%)
South Sudan Africa
1
11
21
31
41
51
61
71
20
04
20
05
20
06
20
07
20
08
20
09
20
10
20
11
20
12
Life Expectancy at Birth (years)
South Sudan
Africa
Appendix II. ADB’s Portfolio in South Sudan
Project Sector
Date
Approved
Amount
(UA Million)
Disbursed
(UA Million)
%
Disbursed
Institutional Capacity Building for
Poverty Reduction and Good
Governance.
Governance 07 Mar 2007 6.48 4.69 72.4%
Enhancing the Capacity of the
University of Juba Education May 2011 0.32 0.14 42.8%
Public Finance Management and
Aid Coordination Finance 20 Dec 2012 4.80 0.00 0.00%
GRAND TOTAL AMOUNT 14.27 4.83 34%
Appendix III. Transport projects financed/planned to be financed by other DPs
SN Financier /Agency/ Project Title Status Start Date
Estimated
Project
Cost
Total Costs
Actual Commitments
Planned
Commitments
Actual
Expenditures
1 Multi Donor Trust
Fund
Sudan Emergency Transport and
Infrastructure Development Project (SETIDP) Completed 01/08/2006 30,195,000 9,141,000 2,011,350 8,543,191
2 Japan International
Cooperation Agency
Juba Urban Transport Infrastructure and
Capacity Development Study Completed 05/08/2008 4,000,000 400,000
400,000
3 Multi Donor Trust
Fund
Southern Sudan Road Maintenance Project
(SSRMP) Completed
40,000,000 35,400,000 115,000 38,279,472
4 Government of USA Yambio - Tambura; Ezo - Tambura Roads
(USAID) Completed 01/02/2008
5,817,882 371,324 5,462,637
5 Government of
France Support to civil aviation On-Going 20/07/2012 424,647 424,647
409,657
6 Japan International
Cooperation Agency
Strengthening the Management Capacity of
the South Sudan Inland Water Transport
Project in South Sudan
On-Going 01/03/2011 5,800,259 1,083,399 5,587,980 2,738,011
7 Government of USA Yambio-Tambura (185km) & Dabio-Ezo
(75km) Road Construction On-Going
37,935,517 15,755,000
8 Government of USA Juba-Nimule (192km) Road & Bridges
Construction On-Going
113,215,000
42,947,499
9 Government of USA Capacity Building to establish Southern Sudan
Roads Authority On-Going
13,850,000 11,600,000
5,306,469
10 Government of USA Sudan Infrastructure Services Project(SISP)
Roads and Bridges On-Going 01/01/2010
10,345,000
4,963,604
11 Japan International
Cooperation Agency
Capacity Development on Sustainable Road
Maintenance and Management in Juba On-Going
5,940,500 2,497,713 3,779,612 4,418,647
12 Japan International
Cooperation Agency
Construction of Nile River Bridge Basic -
Preparatory Survey On-Going 13/10/2010 1,272,382 1,422,851
1,428,769
13 Japan International
Cooperation Agency
Improvement of Juba River Port- Preparatory
Survey and Basic Design Survey On-Going 01/03/2010 1,150,362 1,172,773
1,188,295
14 Japan International
Cooperation Agency
Preparatory Survey on the Construction of
Lologo Bypass and Bridges in Juba City On-Going 18/03/2013 1,882,520
1,923,282 1,062,451
15 Sudan Recovery
Fund Round III: State Stabilisation Programmes On-Going 01/11/2010
3,977,123 5,795,421 4,398,290
16 Government of USA Economic Growth-Core Team Project
(USAID) On-Going 14/11/2011
115,427 1,866,434
17
United Nations
Office for Project
Services
Emergency Response Unit Sudan (OFDA) On-Going
3,000,000 4,498,619 1,001,381
18
United Nations
Office for Project
Services
World Food Programme Emergency
Operation: 200338 On-Going 01/01/2012 108,483,925 56,418,014
19 World Bank South Sudan Rural Roads Project On-Going 01/08/2012 38,000,000
38,000,000 221,574
20 Government of
France Support to the civil aviation sector Pipeline
50,000
21 Japan International
Cooperation Agency
The Project for Improvement of Juba River
Port Pipeline
32,382,040
26,645,543
22 European Union South Sudan Rural Development Programme
(SORUDEV) Pipeline
- 25,192,575
23 Government of the
Netherlands Food Security Project Pipeline
8,250,000
24 Japan International
Cooperation Agency Construction of Nile River Bridge Pipeline
93,433,912
74,049,463
25 Government of USA Pagak to Mathiang Road (USAID) Pipeline
7,137,173
26 Government of USA Yei-Morobo Feeder Road (USAID) Pipeline 01/03/2012
8,118,100
27 Government of USA Pagak to Uleng Road (USAID) Pipeline
7,137,173
Appendix IV. Profile of the Implementing Agency, Project Management
Unit (PMT)
The Project Management Team (PMT) of the Ministry of Transport, Roads and Bridges
(MoTRB) was established in 2006 by the Multi Donor Trust Fund (MDTF) as one of the
implementation requirements to execute all donors and Government funded projects
under the Ministry of Transport and Roads (MoTR). A consulting firm was hired to
establish the Unit that was supposed to have all sections to form the South Sudan Road
Authority over a period of three years, 2007-2009. The firm assigned one expert in each
section supported by two government staffs so that transfer of knowledge and skill can be
enhanced. After independence, the MoTR was split into two Ministries, leaving the PMT
to operate under the MoRB since most of the projects falls under MoRB. The two
Ministries were then merged again in July 2013. Figure 1 shows the organizational
structure of the PMT as it was established, but currently planning and contract
management sections are not in operation due to lack of staff as shown in Table 1.
Figure 1: Organizational structure of PMT
From 2009 to present, the PMT is managed by local staffs with Technical Assistance
support from time to time. Table 1 shows the current staff profile of PMT.
Table 1:. Staff profile of PMT
SN Section Number of staffs Qualification
1 Coordinator BSc in Civil Eng., P.Cert. Transport Planning and Practice, Master of
Law
2 Planning There is no staff in the section and it is not operational.
3 Engineering 5 local staffs BSc in Civil Eng.
1 local staff BSc in Surveying
4 Procurement 2 local staffs BSc in Civil Eng.
5 Contract Management There is no staff in the section and it is not operational.
6 Financial Management
1 Technical Assistance (World Bank); for April 2013-December 2014
2 local staffs BA in Administration and in
Accounting
7 Environment/Social
Monitoring (ESM)
1 local staff BSc in Environment management
1 Technical Assistance (World Bank); for the period of 2013-2013
After the contract period of the consulting firm engaged to establish the PMT, the World
Bank has provided various Technical Assistance supports attached to PMT. These
include supports in Project Financial Management over the period of 2009-2012,
preparation of ESIA Guidelines, Monitoring Tools and Manuals in January-June 2012,
M&E, FMS and Environmental & Social Management TAs to establish the
Environmental and Social Monitoring Unit in the PMT, as indicated in Table 1.
The PMT has handled projects at various responsibilities. Table 2 shows completed and
on-going projects handled by PMT.
Table 2: Projects handled by PMT
SN Title of project Period of
execution
Project cost
US$ Million
Completed Projects
1 Rehabilitation of gravel roads, 455 km 2007-2009 54.6
2 Maintenance of gravel roads, 1080 km 2007-2012 44.4
3 Feasibility and design of gravel roads, 1015 km 2007-2011 6.0
4 Inventory and Feasibility study of Rural Roads,
7000 km 2007-2010 3.13
5 TA to PMT(Maintenance Project) 2009-2012 3.0
6 TA to PMT (Establishment) 2007-2010 3.13
On-going Projects
4 Rehabilitation/maintenance of feeder roads, 450 km
@ $ 34.5m Financed by SSTTF, PMT Implementing Agency
5 Rehabilitation of feeder roads, 600 km Financed by SS Recovery Fund, Project
Management by WFP, PMT Review & Monitor
6 Rehabilitation/maintenance of feeder roads, 450
km@ $ 36 m
Financed by USAID, Project Management by
UNOPS, PMT Review & Monitor
7 Palouch-Pagak (300 km) road Design + build Government financed project; at procurement
stage, PMT is the Implementing Agency
Consultancy services
8 Environment and social impact assessment of
feeder roads
PMT is the Implementing Agency
9 Repackaging Juba-Nadapal road Project for OPRC
Contract
10 Procurement of Technical Assistance
11 Road Fund Study and RSDP
12 Establishment of Planning Unit under MRB
Appendix IV: Map of the Project Area
Note: The map on this page has been prepared by the AfDB Group’s staff exclusively for the convenience of
the readers of the report to which it is attached. The dimensions used and the boundaries shown on the map do
not imply on the part of the Group and its affiliates, any judgment on the legal status of any territory or any
endorsement or acceptance of such boundaries.
Legend
Juba-Mundri-Yambio Road Study
White Nile River
Not to Scale