Fostering Economic Growth and Regional Cooperation Through Improved Connectivity and Mobility: Lessons from Tajikistan

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Lessons

Incorporating the bills of quantities of simple items of work in construction drawings simplify contract administration.

Bills of quantities in the main civil works contract for the project were sometimes overly complex and time-consuming. For instance, for simple culverts, there could be 11 separate items requiring small measurements: excavation, gravel bedding, lean mix concrete foundation, pipes, pipe joints, reinforcing in end walls, concrete volume in end walls, waterproofing, and backfilling. If the requirements were specified and detailed on the drawings, including a simple linear meter rate incorporating all those items would have been made things easier. Once the work was inspected and found compliant, measurement would have been simpler and more accurate. This approach would have simplified contract administration without negatively affecting project cost and quality.

Specifying the methods to be used in cases where design and specification changes must be undertaken will expedite the implementation of these changes.

During implementation, some designs and specifications were revised to better adjust to site conditions and improve the quality of construction material. Some of these standards, for example, the Asian Highway standards, and the design-and-build approach contained in the main civil works contract were new to the EA and led to some misunderstandings. Resolving these misunderstandings took much time and delayed the processing of project requirements. In future similar projects, project and bidding documents should clearly stipulate the methods that may be used to address the design and specific changes that must be undertaken in response to exogenous factors. This will enable (i) the contractor to accordingly program its design and works, and (ii) the executing agency to ensure government approval of the engineering design. A clear provision to ensure that design or specification changes are reviewed by relevant authorities and approved in a timely fashion should also be incorporated in the relevant documents.

Further capacity development is necessary to advance the road sustainability agenda and implement the transport sector master plan.

Most of the previous TA and projects in Tajikistan’s road sector had capacity development elements within their scope. This led to short and piecemeal inputs over time, which made it difficult to sustain benefits at the institutional and sector levels. Frequent turnover in MOT management and the overall focus on civil works and disbursements have compounded the problem. Further capacity development needs to be emphasized to advance the road sustainability agenda and implement the transport sector master plan of Tajikistan.

Effective design and monitoring frameworks (DMFs) enable reliable assessment of project performance and contribute to achieving sustainable development goals.

The baselines and targets included in the DMF should have been based on reliable and easily accessible data. Indicators should have been carefully defined to better align with the country’s commitments and ADB results framework while leveraging existing global monitoring tools and platforms such as the Sustainable Development Goals. Said enhancements would maximize the use of the DMF as an instrument for improving project performance through various levels of the results chain.

Background

With the aim to improve regional connectivity, cut transport costs, and increase competitiveness, the Central Asia Regional Economic Cooperation (CAREC) Program has been developing 6 transport corridors since 1997. Tajikistan is one of the key transit points of CAREC corridor 3, which covers almost 7,000 kilometers of road and runs in the north–south direction, linking the Russian Federation and the Persian Gulf. Until recently, several sections of the corridor in the country remained in bad shape. Facilities at border crossing points (BCPs) were also inadequate and cross-border procedures inefficient.

One of these sections, the Dushanbe–Uzbekistan border road that crosses two economically important areas ─ the Gissar Valley, which has the highest agricultural output in the country and Tursunzade town, which is home to Central Asia’s largest aluminum processing plants ─ was targeted for improvement by the government in 2011-2015. With a grant of $120 million from the Asian Development Bank (ADB), approved in January 2011, the government implemented the CAREC Corridor 3 (Dushanbe-Uzbekistan Border) Improvement Project.

Under the project, 57 kilometers of the 62-kilometer Dushanbe–Uzbekistan border road were expanded from a 2-lane to a 4-lane road. Drainage was improved, and pavements were upgraded to international standards. Sidewalks, footbridges, and bus shelters were constructed. In selected border communities, women’s enterprises and associated capacity development were launched, an average grant of $1,650 was provided for each woman entrepreneur, and HIV-AIDS awareness campaigns were undertaken. Additionally, 2.7 kilometers of the Gissar access road was rehabilitated. Access roads and water and electricity supply were also provided to 3 project-related resettlement sites.

At the Dusti BCP, where a quarter of Tajikistan’s cross-border traffic passed through as of 2010, buildings and facilities were upgraded, a mobile truck scanner and weighbridge were provided, and a 24-hour electricity supply was installed to enhance customs operations. Training activities to enhance customs staff capacities and overall border management efficiency were also undertaken. To improve road operations, the website of the Ministry of Transport (MOT) was developed to provides comprehensive and quality traffic information. A tailored, automated contract management system was also established. A plan to update the road database, already within the scope of an ongoing World Bank road asset management project, was however cancelled.

Overall successful delivery of its planned outputs enabled the project to achieve its intended outcome of improving connectivity and mobility along the Dushanbe-Uzbekistan border road. While it had a shortfall in increasing road traffic, the project exceeded targets in all other result areas, including increasing cross-border trade and waiting time for freight at the Dusti BCP, and reducing travel time and traffic accidents along the project road.

Closing date was extended twice till March 2016. The 8-month extension was due to additions in scope, including the Gissar access road rehabilitation, resettlement sites improvement, and small works at the Dusti BCP. The fully disbursed ADB project grant comprised 81% of the total project cost.

The MOT was the executing agency while the Project Implementation Unit for Roads Rehabilitation was the implementing agency.

Project Information

Report Date:

August, 2017

Main Sector:

Transport

Country:

Tajikistan

Project Number:

42052-022

Project/Modality:

Grant

Themes:

Inclusive Economic Growth

Regional Integration

Gender Equity and Mainstreaming

Governance and Capacity Development

Private Sector Development and Private Sector Operations

Effective gender mainstreaming

Sub Sector:

Road transport (non-urban)

Loan Number:

0245

Source of Funding:

COL/ADF

Date Approved:

18 January 2011

Report Rating:

Successful