Study on Road Infrastructure Costs:
Analysis of Unit Costs and Cost Overruns
of Road Infrastructure Projects in Africa
AfDB
Market Study Series
Statistics Department (ESTA)
May 2014
www.afdb.org
Table of Contents
SUMMARY
Summary1
1.Introduction
3
2.
2.1
2.2
2.3
2.4
4
4
4
5
6
Building a Database for the Analysis of Road Costs
Establishing the Baseline for a New Database on Road Costs
Consolidation of Databases from Previous Studies
Addition of Cost Data from Recent AfDB Projects
Master Database for Analysis of Unit Rates and Cost Overruns
3. Analytical Approach for Road Infrastructure Costs
3.1 Standardizing the Unit Rate
3.2 Analytical Approach
8
8
8
4.Results
4.1 Establishing the Unit Cost Curve on the Basis of Project Size
4.1.1 Construction/Upgrading of Paved Roads
4.1.2 Rehabilitation of Paved Roads
4.1.3 Periodic Maintenance of Paved Roads
4.1.4 Regraveling of Unpaved Roads
4.1.5 Summary Results
4.2 Other Major Potential Drivers of Unit Rates
4.2.1 Location of Road Projects
4.2.2 Origin of Contractors
4.2.3 Landlocked vs. Seaboard Countries
4.3 Determining Unit Cost Trends
4.3.1 Unit Rates over Time
4.3.2 Cost Overruns/Underruns
4.3.3 Median Rates
10
10
10
10
11
12
12
12
12
14
16
18
18
20
22
5.Conclusions
5.1 Typical Road Unit Costs
5.2 Unit Cost Overruns/Underruns
5.3 Trend in Unit Costs
5.4 General Conclusions
25
25
25
26
26
Appendix A: Detailed Description of Database Parts for AICD
Initiative27
Appendix B: Statistical Terms 29
Appendix C: Consolidated Data
30
Mthuli Ncube
Chief Economist and
Vice President
Office of the Chief
Economist
Charles Leyeka Lufumpa
Director
Statistics Department
Steve Kayizzi Mugerwa
Director
Development Research
Department
Victor Murinde
Director
Africa Development
Institute
The African Development Bank
(AfDB) commissioned a study
during 2010/11 to analyze road
unit costs and the extent of cost
overruns in road infrastructure
projects in Africa. The study
focused on three main objectives, namely: (i) to determine
unit costs for road infrastructure
projects in Africa; (ii) to determine
the prevalence and extent of cost
overruns; and (iii) to determine
the evolution of unit costs and
cost overruns since the completion of previous studies – specifically the Africa Infrastructure
Country Diagnostics (AICD)
study and a related study for the
AfDB on Road Maintenance and
Construction Costs in Africa.
This represents the Final Report
for the study and presents the
findings of the analysis on unit
costs and cost overruns of road
infrastructure projects in Africa.
Research was undertaken during
2007 and 2008, under the auspices
of the joint World Bank–AfDB
Africa Infrastructure Country
Diagnostic (AICD), into baseline
unit cost data and the causes of
cost overruns, specifically on road
Acknowledgements: This report
was prepared by a team comprising Maurice Mubila, Chief Statistician, (Statistics Department), Altus
Moolman, Consultant, (Statistics
Department) and Willem Van Zyl,
Consultant (Statistics Department)
under the supervision of Beejaye
Kokil, Manager, Economic and Social Statistics Division, and the direction of Charles Leyeke Lufumpa,
Director Statistics Department.
A f r i c a n
projects. The research resulted in
the compilation of databases on
road projects in Africa, which
were used as the point of departure for the current study. The
databases were consolidated into
a new structure, and a total of 26
new AfDB projects (with Project
Completion Reports (PCRs) dated
2004 or later) were added to the
database. The final database consisted of a total of 172 projects.
The consolidated structure divided
projects into four categories, based
on the type of work that was
undertaken, as follows:
1. Regraveling or periodic
maintenance of unpaved
roads: This involves reinstating the surface layer of gravel
roads;
2. Periodic maintenance of
paved roads: This involves the
repair of minor surface defects
and a seal or thin overlay, but
without structural improvements or geometric upgrades;
3. Rehabilitation of paved
roads: This typically entails
the reinstatement of roads to
This report was prepared by the
Statistics Department in the Chief
Economist Vice Presidency of the
African Development Bank. Its
findings reflect the opinions of
the authors and not necessarily
those of the African Development
Bank, its Board of Directors, or
the countries that they represent.
Designations employed in this article do not imply the expression
of any opinion on the part of the
D e v e l o p m e n t
B a n k
African Development Bank Group
concerning the legal status of any
country or territory, or the delimitation of its frontiers. While every
effort has been made to present
reliable information, the African
Development Bank accepts no
responsibility whatsoever for any
consequences of its use.
Layout and production by ­
Phoenix Design Aid A/S, Denmark
Study on Road Infrastructure Costs:
Analysis of Unit Costs and Cost Overruns
of Road Infrastructure Projects in Africa
African Development Bank Group / Chief Economist Complex . May 2014
the original design standard, including
structural repairs; and
4. Construction and upgrading of paved
roads: This typically entails the upgrading of gravel roads to paved standard, or
the addition of lanes to existing paved
roads.
Analysis was performed on the projects
in the database. The sequence of enquiry
followed three steps, namely (i) establishing
the position of the unit cost curve, (ii) verifying whether rates that lie off the curve can
be explained, and (iii) determining whether
the position of the curve is as expected
(overruns) and whether it is shifting over
time (unit cost trends).
What this review has brought to the fore
is that there is no such thing as a “typical”
unit cost. This is because (i) unit costs are
calculated by standardizing projects that
are broadly similar but which differ in their
design details and specific circumstances; and
(ii) the size of the project invariably has an
overriding effect on the unit rate (economy
of scale). The first issue is largely overcome by
excluding major project and location-specific
factors (e.g. bridges, taxes). The second issue
is something that anyone estimating or evaluating roads costs should be vigilant about.
The table below provides a summary of
the unit cost findings. It should be noted
that the unit rates are all expressed per lane
kilometer, i.e. a 50 km two-lane (single
carriageway) road would have 100 lane km.
The analysis of unit cost overruns shows
that (i) there appears to be a correlation
between the over/underrun and the size
of the project and (ii) the estimation error
(i.e. PCR value minus Project Appraisal
Report (or PAR) value) is likely to be an
underestimate (48 percent) rather than an
overestimate (-15 percent).
A typical observation is that the smaller the
project, the larger the difference between
the expected unit rate (PAR value) and the
PCR value. The implication is that unit
rates for small projects should be treated
with some caution, although care should
be taken not to spend more resources on
refining designs, feasibility studies, and
other work underlying PARs than the benefit that could be expected.
In the case of the rehabilitation of paved
roads, the difference occurs both above
(overrun) and below (underrun) the
PAR value. In the case of construction or
upgrading of paved roads, it appears that
the pattern is for small projects to overrun,
AfDB
rather than underrun. This may point to
PARs being overly optimistic.
The finding with respect to an increase in
unit cost over time is inconclusive. This
may be purely because of data constraints,
i.e. a limited sample size for a specific year
and standardization issues across projects
in the same class. The effect is that statistically extrapolated unit cost curves (rather
than rates) are compared.
Given these shortcomings, comparing the
cost curves of those years for which such
curves can indeed be constructed, shows
that unit costs for large projects (>100 lane
km) have not increased during the last decade. It might even be inferred that they
have reduced, although this is counterintuitive, given the field experience of AfDB
task managers, which points to increasing
unit rates.
The main conclusion from this study is that
while lenders and national road agencies
will clearly benefit from having a better
understanding of unit costs and related
issues, a more permanent road unit cost
database should be established (possibly
under the AICD initiative), which can then
be analyzed on a systematic basis.
Summary of Unit Rate Statistics for Different Types of Road Infrastructure Investment (USD/lane km, rounded to ’00)
Type of Road
Infrastructure
Investment
Regraveling/ Periodic
Maintenance of
Unpaved Roads
Periodic
Maintenance of
Paved Roads
Rehabilitation of
Paved Roads
Construction and
Upgrading of Paved
Roads
< 100 lane km
Quartile 3
10,500
N/A
290,000
425,400
Median
9,600
N/A
180,300
227,800
Quartile 1
8,100
N/A
109,800
166,300
Quartile 3
12,800
72,200
130,500
162,000
Median
11,300
64,600
84,400
147,100
9,600
56,900
47,400
115,900
≥ 100 lane km
Quartile 1
Note: All values are given in 2006 USD.
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AfDB
Study on Road Infrastructure Costs:
Analysis of Unit Costs and Cost Overruns
of Road Infrastructure Projects in Africa
African Development Bank Group / Chief Economist Complex
1.Introduction
The African Development Bank (AfDB)
and other development agencies are concerned about significant cost escalations of
road projects under implementation. This
is particularly important, given the AfDB’s
firm commitment to scale up its support to
infrastructure development, as an operational priority of its Ten Year Strategy 20132022. Investing in infrastructure is a prime
way to boost economic growth, improve
the social wellbeing of populations, and
promote regional integration. However,
excessive cost overrruns result in increased
funding needs and act as a constraint to
development; therefore a mechanism is
needed to address this issue.
The imperative to scale up infrastructure and improve the competitiveness of
African economies is being constrained
by limited data availability. Indeed, there
is a scarcity of information regarding the
costs of implementing road infrastructure
projects in Africa, although significant data
on the unit cost of projects exist, both in
government records and those of development agencies in the region. There is
therefore a need to systematically review
and analyze these sources, to improve the
generation of statistical data on the unit
costs of various types of road infrastructure
investments.
Studies conducted about four years ago
observed that cost overruns in road infrastructure projects had become increasingly
common. The average cost overrun was
35 percent, but in a third of the cases it
could be as high as 50 to 100 percent. The
assumption has been that the increases
are due to a variety of factors, including
lack of competition in the bidding process,
increases in fuel and bituminous product
prices locally and internationally, technology used in road works, contract management practices, and the availability and
quality of road construction materials.
The African Development Bank commissioned a study during 2010/11 to analyze
road unit costs and the extent of cost
overruns in road infrastructure projects
in Africa. The study focused on three main
objectives, namely: (i) to determine road
unit costs for road infrastructure projects
in Africa; (ii) to determine the occurrence
and extent of cost overruns; and (iii) to
determine the evolution of unit costs and
cost overruns since the time of completion of previous studies (specifically the
Africa Infrastructure Country Diagnostics
(AICD) study and a related study for
the AfDB on Roads Maintenance and
Construction Costs in Africa). The current study represents the Final Report and
presents the findings of the analysis on unit
costs and cost overruns of road infrastructure projects in Africa.
A four-step methodology was followed for
the study: (i) first, the project databases
from the previous studies were consolidated; (ii) new projects were then selected
from the AfDB database, for comparison
with the previous studies; (iii) data were
extracted for each of the selected projects
and added to the consolidated database;
and (iv) analysis was performed to determine unit rates and cost overruns.
This report contains four sections, including this introduction. Section 2 describes
the development of a consolidated database of old (i.e. from previous studies)
and newly selected projects, which were
used for the analysis of unit rates. Section
3 provides an analysis of unit rates and
cost overruns for all projects captured in
the consolidated database. Section 4 summarizes the main findings of the report.
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Study on Road Infrastructure Costs:
Analysis of Unit Costs and Cost Overruns
of Road Infrastructure Projects in Africa
African Development Bank Group / Chief Economist Complex . May 2014
AfDB
2. Building a Database for the Analysis of Road Costs
Significant data on the unit cost of projects
exist in the records of governments and
donor agencies in the region. Under the
auspices of the joint World Bank–AfDB
initiative of the Africa Infrastructure
Country Diagnostic (AICD), research
was undertaken during 2007 and 2008
into unit cost data. This then served as a
baseline against which future improvements in infrastructure services could
be measured. The research also analyzed
the causes of cost overruns, specifically
on road projects.
The research resulted in the compilation
of databases on road projects in Africa,
containing cost data and allowing categorization of the type of work conducted.
These databases were used as the point of
departure for the current study.
2.1 Establishing the Baseline for
a New Database on Road Costs
Africon Limited completed a study on
unit costs during 2008 as part of the joint
World Bank–African Development Bank
AICD Initiative. The main aim of the
study, which focused on 24 countries in
Sub-Saharan Africa, was to provide a set
of baseline unit cost data against which
future infrastructure improvements could
be measured. This was expected to provide
a more solid and empirical foundation
for prioritizing investments and designing policy reforms in the infrastructure
sectors in Africa.
As part of this study, a database of infrastructure projects in Africa was compiled,
covering roads, water, sanitation, and electricity. The database was populated from
Project Completion Reports (PCRs), contractual documents from donor agencies
participating in the study, and publicly
available data from governments. For
roads, the database covered 115 projects.
variables; summary impacts on tender
price; and classification.
The database consisted of two parts,
namely: (i) a general section common
to all projects, which captured the major
exogenous variables; and (ii) an infrastructure-specific section, adapted for
each sector (e.g. roads, water, and electricity) and for different infrastructures and
technologies within each sector. A detailed
description of these parts is presented in
Appendix A.
Since the purpose of the 2007 AfDB study
was to investigate cost overruns and not
unit costs, it was not a requirement to enter
these project details into a general database.
Rather, the focus was on analyzing these
projects on an individual basis.
In 2007, Africon Limited was appointed
to carry out an addendum to the AICD
assignment which was then underway. The
topic of the addendum generally related to
the main unit cost study, i.e. an investigation into the causes of recent cost overruns,
specifically on road projects.
Whereas the main AICD study sought to
determine the final cost of projects that had
already been completed, the Addendum
examined the reasons for cost changes in
ongoing projects, relative to the original
engineer’s estimates. The purpose of the
Addendum was not to analyze and improve
the project appraisal and procurement
cycle per se, but rather to identify and
mitigate the causes of the recent wave of
cost overruns (i.e. during the time of the
AICD study).
2.2 Consolidation of Databases
from Previous Studies
The databases developed for the AICD
study (2008) and the Addendum to AICD
(2007), differed slightly in terms of their
structure and the data captured. This was
owing to the divergent objectives of each
study. There was a need to consolidate these
databases into one structure, taking due
account of the specific objectives of this
report. The consolidated structure consisted of nine major data fields, as listed
below:
A total of 24 AfDB projects were selected
for the purposes of the study. Project
details were obtained on the following:
brief project description; timeframe (listing
milestones such as Specific Procurement
Notices (SPNs) issued, pre-qualification,
tender issued, tender received, tender
evaluation approved, contract signed); key
project events; procurement; project component increases; changes in explanatory
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1. Project information (general information describing the project and
its location);
2. Procurement information (e.g.
International Competitive Bidding
(ICB) or National Competitive
Bidding (NCB));
3. Number of bidders, plus the name
and nationality of the winning
bidder
4. Project dates (dates for approval and
signing of loan, signing of contract,
expected and actual contract completion dates);
5. Type of project (road type and surface type);
AfDB
Study on Road Infrastructure Costs:
Analysis of Unit Costs and Cost Overruns
of Road Infrastructure Projects in Africa
6. Activity (category describing the
type of work performed, as discussed below);
7. Inputs & Costs: a) as per Project
Appraisal Report (PAR) and b) as
per Project Completion Report
(PCR);
8. Size descriptors (number of lanes
and road length); and
9. Currency (currency of costs, conversion factor to USD and USD CPI
factor, for conversion to 2006 USD).
All projects from the 2008 AICD study, as
well as from the 2007 AfDB study, were
captured in the new database structure for
the purposes of this report. It should however be noted that some projects did not
have data for all the fields in the database.
Projects listed in the database were further
grouped into four categories, based on the
type of work that was performed. These
four categories, as well as a definition of
each, are as follows:
1. Regraveling or periodic maintenance of unpaved roads. This is
the activity of reinstating the surface layer of gravel roads. This term
was also applied when there were
substantial gravel road rehabilitation
activities;
2. Periodic maintenance of paved
roads. This involves the repair of
African Development Bank Group / Chief Economist Complex
minor surface defects and a seal
or thin overlay, but without structural improvements or geometric
upgrades. These contracts come in
a range of light to heavy upgrades.
Since the term “periodic maintenance” is used by road agencies for
several different types of activity,
some contracts with this activity in
their title were reclassified (mostly
to “rehabilitation/reconstruction”);
3. Rehabilitation of paved roads. This
typically entails the reinstatement of
roads to the original design standard, including structural repairs; and
4. Construction and upgrading
of paved roads. This covers the
upgrading of gravel roads to paved
standard, or the addition of lanes to
existing paved roads.
It should be noted that the above four categories are fairly broad, and may contain
a wide variance with regard to technical
standards. For example, new road construction (category 4) can include standards such as gravel base and asphalt layer,
gravel base and seal layer, bitumen-treated
base and asphalt layer, and concrete base.
However, in order to conduct a statistical analysis, a sufficiently large sample is
required (i.e. data points), and a compromise was therefore reached between the
number of categories and level of detail per
category. Furthermore, the data available
in PCRs often did not provide a detailed
technical description of the type of design
and work conducted. For these reasons, the
four categories indicated above were used
for the purpose of this study.
2.3 Addition of Cost Data from
Recent AfDB Projects
The previous studies (discussed above)
contained projects up to about 2007.
Therefore, in the identification of new
projects for addition to the database, the
focus was generally on post-2007 projects.
During 2010, the AfDB availed a list of
44 projects (approved since 2007) for
consideration in the study. The list was
then evaluated based on the availability
of their project documents. For most of
the projects, PARs were available but not
PCRs. As the PARs did not contain all the
data required for the database – information that was also needed for the analysis
of unit rates and cost overruns – it was
decided to investigate a wider range of
projects.
Subsequently, it was decided to list all projects for which PCRs dated 2004 or later
(although the actual projects could have
been completed much earlier) were available from DARMS (Documents and Records
Management System). A further criterion
was that such projects should not have been
included in the previous studies. The list
contained 26 projects and was approved
by AfDB for addition to the database, and
for use in analysis of road infrastructure
costs and cost overruns. The list of 26 new
projects is indicated in Table 2-1.
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Study on Road Infrastructure Costs:
Analysis of Unit Costs and Cost Overruns
of Road Infrastructure Projects in Africa
African Development Bank Group / Chief Economist Complex . May 2014
AfDB
Table 2-1: List of New Projects Selected for Addition to the Database
Number
Country
Project Name
1
Benin
Cotonou–Porto Novo Road Rehabilitation Project
2
Botswana
Trans-Kgalagadi Road Project
3
Burkina Faso
Second Road Program
4
Cameroon
Road Improvement in the West, Littoral and South Provinces
5
Chad
Djermaya–Massaguet Road Construction Project
6
Chad
Road Rehabilitation and Maintenance Project
7
Ethiopia
Alemgena–Butajira Road
8
Ethiopia
Road Maintenance and Rehabilitation Project
9
Ghana
Achimota–Anyinam Road Rehabilitation Project
10
Morocco
Road Project III
11
Lesotho
Likalaneng–Thaba Tseka Road Upgrading - Lot1 (Likalaneng–Cheche’s Pass)
12
Lesotho
Mpharane–Bela Bela Road Upgrading Project
13
Madagascar
Road Rehabilitation and Maintenance Project
14
Malawi
Msulira–Nkhotakota Road Project
15
Malawi
Road Maintenance and Construction (ROMAC II) Project
16
Mauritius
South-Eastern Highway Project
17
Mozambique
Pemba–Montepuez Road Rehabilitation Project
18
São Tomé and Principe
Second Road Maintenance Project
19
Swaziland
Transportation Sector Project
20
Swaziland
Two International Roads Project
21
Tanzania
Himo–Arusha Road Rehabilitation Project
22
Tunisia
Classified Road Network Development Project II
23
Tunisia
Classified State Road Network Development Project - Phase I
24
Tunisia
Classified State Road Network Rehabilitation Project
25
Uganda
Kyotera–Mutukula Road Upgrading Project
26
Uganda
Rural Feeder Roads Maintenance Program
PCRs and PARs for the 26 projects indicated above were extracted from DARMS.
All relevant data were obtained from these
documents and recorded in the database.
Some of the projects comprised two or
more types of road infrastructure investments (e.g. rehabilitation of paved roads,
as well as the upgrading of paved roads).
In such cases, each road infrastructure
investment was captured separately in the
database, resulting in more than one entry
for the specific project.
2.4 Master Database for Analysis of
Unit Rates and Cost Overruns
from the 2008 AICD study, the 2007 AfDB
study, as well as the new AfDB projects
identified during 2010. A total of 172 projects were included in the final database,
as indicated in Table 2-2.
The final database of projects used for the
analysis of unit rates consisted of projects
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AfDB
Study on Road Infrastructure Costs:
Analysis of Unit Costs and Cost Overruns
of Road Infrastructure Projects in Africa
African Development Bank Group / Chief Economist Complex
Table 2-2: Projects Included in Final Database
Number of Projects
Regraveling/
Periodic
Maintenance of
Unpaved Roads
Periodic
Maintenance of
Paved Roads
Rehabilitation
of Paved Roads
Construction and
Upgrading of
Paved Roads
Total
2008 AICD Study
37
4
51
23
115
2007 AfDB Study
2
0
7
13
22
New projects from AfDB
identified during 2010
3
2
14
16
35
Total
42
6
72
52
172
Data Source
Note: As described above, some of the new projects entailed more than one type of road infrastructure investment. In such cases, each investment was captured separately, resulting in more than one entry for the specific project. Therefore a total of 35 new ‘projects’ are reflected in Table 2-2, and not 26 as indicated
in Table 2-1.
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Study on Road Infrastructure Costs:
Analysis of Unit Costs and Cost Overruns
of Road Infrastructure Projects in Africa
African Development Bank Group / Chief Economist Complex . May 2014
AfDB
3. Analytical Approach to Road Infrastructure Costs
3.1 Standardizing the Unit Rate
The Terms of Reference for the study
identified three topics that should be
investigated, namely (i) what typical road
unit costs are; (ii) whether the actual unit
rates overran what was initially anticipated
and if so, to what extent; and (iii) whether
there is a trend in unit cost rates. The “unit
rate” applied in this study is the cost per
lane-kilometer. The lane-kilometer is the
product of the number of lanes and the
road length.
cost, either obtained from the PCR or the
project contract. The 2008 AICD data and
2010 AfDB data (i.e. the current study) are
typically based on PCR values. The 2007
AfDB data mostly entailed projects that
were on-going and that had experienced
unexpected increases from the point of
project appraisal or loan approval, prior
to the contract being completed. For the
purposes of this report, contract values
were standardized in the same manner as
for the 2007 AfDB and 2008 AICD studies.
Road design standards differ between jurisdictions, and road works do not necessarily
fall neatly into the four types of project classifications identified above. Projects were
classified based on the description of the
works in the PCR and the project contract.
The main adjustment made to compensate
for physical differences was to exclude all
major bridges and structures. Physical
characteristics that were not standardized
included the use of specific materials and
differing geometric standards.
Unit rates are expressed as United States
Dollar (USD) per lane kilometer. All contracts were standardized to 2006 USD
value. This was the convention used in
the previous two studies (which supply
the bulk of the material considered in this
study). The most common currency in
the combined database is the UA (AfDB
Unit of Account), followed by the FCFA
and the USD, but the USD is favored as
the currency to which most readers can
readily relate.
Data on lane widths were not always available. The 3.50 m appears to dominate the
data, but there are lane width outliers
from 3.25 m to 3.80 m. The unit rate does
not compensate for width variations. For
regraveling and periodic maintenance of
paved roads, all roads were single carriageway (two lanes). For the construction of
paved roads, about 4 percent of projects
were dual carriageway (four lanes), while
for the rehabilitation of paved roads, dual
carriageways comprised about 1 percent.
Financial adjustments made to standardize projects entailed excluding all (i) feasibility, environmental, design and other
studies; (ii) social mitigation costs (e.g.
relocation costs); (iii) supervision and
audit services; and (iv) taxes. The value
considered is the latest available contract
3.2 Analytical Approach
In analyzing the four types of road project,
a similar sequence of enquiry is followed.
It entails three steps: (i) establishing the
position of the unit cost curve; (ii) verifying
whether rates that lie off the curve can be
explained; and (iii) determining whether
the position of the curve is as expected
(overruns) and whether it is shifting over
time (unit cost trends). These steps are
further elaborated below.
Step 1: The projects in the particular category are reviewed, highlighting the contribution of each of the three studies to
the universum and indicating any major
differences between the three data subsets.
The convention applied is to plot unit rates
by showing the relationship between the
rate and the project size (lane length). This
is a crucial understanding: in most cases,
the main explanatory variable for the unit
rate is economies of scale. The smaller the
project, the more disproportionate is the
relative contribution of project overheads
such as Preliminaries & General (site
establishment).
Step 2: After project size, the other major
potential drivers of the unit rate are considered. It is expected that these variables
could help to explain any deviation from
the economies-of-scale curve already established. (a) Regional characteristics such as
geography, climate, business practice and
state of the contracting industry are captured by grouping projects into Northern
(Maghreb), Western (largely ECOWAS),
Central (largely ECCAS), Eastern (EAC
and surrounds), and Southern Africa
(mostly SADC). (b) The origin (home
country) of the main contractor is considered, to determine whether outlier unit
rates can be traced back to the prevalence
of home country vs regional or contractors
from further away. (c) It is often argued
that a country’s accessibility to the sea
affects its cost of construction. This proposition is tested by comparing unit costs
between landlocked countries and those
with seaboards.
Step 3: Movement of the unit cost curve
could be short-term, i.e. the unit rate
achieved exceeding the rate expected by
the roads agency; or longer-term, i.e. that
rates are drifting upward over time. In the
short-term, “overrun” refers to a project
completion amount exceeding the sum
originally foreseen. Completion amounts
can be the actual completion, as recorded
in the PCR, or the contracted amount. The
original amounts can be either as stated
in the PAR or the loan agreement. This
8
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Study on Road Infrastructure Costs:
Analysis of Unit Costs and Cost Overruns
of Road Infrastructure Projects in Africa
study applied the PCR values for completion and the PAR values for the expected
amount. In other words, “overrun” defines
the extent to which the contracted amount
was exceeded.
The short-term overrun issue relies heavily
on relevant project documentation being
available. Of the three studies, only the 2007
AfDB investigation attempted to unpack
the reasons for overruns and the current
report therefore largely reflects overrun
findings of that study. Here, cost overruns
were assessed against the reference project
amount as per the loan approval, or where
this was unavailable, the PAR.
African Development Bank Group / Chief Economist Complex
Road projects considered were contracted
through 2000–2010. For the unit rate trend
investigation, for most of the project types,
there are insufficient data points to explain
possible long-term upward trends in unit
rates. In no cases are there directly comparable projects (in terms of size, country/
location, etc.) which would enable a firm
conclusion to be drawn on changes in unit
rates. Unit rate trends are therefore calculated by comparing best-fit statistical
simulations of different time periods.
The unit rate data are subject to large variances. This may be the result of projects
being incongruously categorized together,
even though they may have some unique
characteristics. Or it may be due to variances in contracting conditions; or a number of other considerations. This report
therefore presents the unit rates not as a
firm value, but as ranges of values that indicate the confidence interval around the
calculated rate. The unit rates are presented
as median (not average) rates, bounded by
first and third quartile intervals. One set
of statistics is provided for projects smaller
than 100 lane km (typically subject to a
large variance) and those larger than 100
lane km (typically demonstrating fairly
small variance).
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Study on Road Infrastructure Costs:
Analysis of Unit Costs and Cost Overruns
of Road Infrastructure Projects in Africa
African Development Bank Group / Chief Economist Complex . May 2014
AfDB
4.Results
4.1 Establishing the Unit Cost Curve
on the Basis of the Project Size
4.1.1 Construction/Upgrading of
Paved Roads
Table 4-1: Construction/Upgrade of Paved Road Projects – Sample
Study/Region
The database includes 52 construction or
upgrading of paved roads projects, about
a quarter each from the 2007 AfDB and
AfDB 2010 studies, and about half from
the 2008 AICD study. Of these, 47 have
usable data (i.e. contracted values).
As shown in Figure 4-1, for large projects
(≥ 100 lane km), the unit cost rates of
the three studies distribute similarly. For
smaller projects (< 100 lane km), there are
some outlier projects, especially in the 2010
AfDB and 2007 AfDB studies that result
in very spiky curves compared with the
AICD 2008 study curve, which shows a less
prominent diseconomy of scale.
4.1.2
Rehabilitation of Paved Roads
A total of 72 projects were classified under
the “rehabilitation of paved roads” intervention. The majority (two-thirds) were
from the 2008 AICD study, with 14 added
in this study. Unit rates could not be calculated for one project, leaving a universum
of 71 projects, as indicated in Table 4-2.
North
West Central
East
South
Total
2007 AfDB
-
3
-
7
2
12
2008 AICD
-
4
2
14
2
22
2010 AfDB
1
1
2
3
6
13
Total
1
8
4
24
10
47
Figure 4-1: Construction/Upgrading of Paved Road Projects per Study
2,000,000
USD/lane km
Swaziland MR3 Bypass
1,800,000
1,600,000
Mauritius South-Eastern Highway
1,400,000
1,200,000
AfDB 2007
1,000,000
AICD 2008
800,000
AfDB 2010
600,000
400,000
200,000
0
0
100
200
300
400
500
lane km
Table 4-2: Rehabilitation of Paved Road Projects – Sample
Study/Region
North
West Central
South
Total
2007 AfDB
1
5
-
1
-
7
2008 AICD
-
8
2
8
33
51
2010 AfDB
3
3
3
2
2
13
Total
4
16
5
11
35
71
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Figure 4-2: Distribution of Paved Rehabilitation Projects per Study
USD/lane km
1,400,000
1,200,000
1,000,000
AfDB 2007
800,000
AICD 2008
600,000
AfDB 2010
400,000
0
500
1,000
lane km
1,500
2,000
Table 4-3: Periodic Maintenance of Paved Road Projects – Sample
Study/Region
North
West Central
East
4.1.3 Periodic Maintenance
of Paved Roads
The combined data set includes six projects for the periodic maintenance of paved
roads (Table 4-3). Four of these are from
the 2008 AICD study and two were introduced in the 2010 AfDB review.
200,000
0
The projects that were added to the overall
database by the 2010 AfDB study distribute
very similarly to those of the 2008 AICD
study (Figure 4-2). The projects from
the 2007 AfDB study tended to be more
expensive if smaller than 500 lane km. It
should be recalled that the 2007 projects
were specifically selected because they had
resulted in overruns.
Southern Total
2007 AfDB
-
-
-
-
-
-
2008 AICD
-
3
1
-
-
4
2010 AfDB
1
-
-
-
1
2
Total
1
3
1
-
1
6
From Figure 4-3, it can be seen that the
unit rates of the two 2010 AfDB projects
are substantially lower than the rates from
the 2008 AICD study. The lower of the two
2010 unit rates is a resurfacing project in
Morocco and the other a resealing project
in Malawi.
Figure 4-3: Periodic Maintenance of Paved Road Projects per Study
USD/lane km
80,000
70,000
60,000
50,000
AfDB 2007
40,000
AICD 2008
30,000
AfDB 2010
20,000
10,000
0
0
100
200
300
400
lane km
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Study on Road Infrastructure Costs:
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4.1.4
Regraveling of Unpaved Roads
For unpaved roads, the major intervention
identified in the three studies is regraveling. There are 42 projects in the database,
of which 37 yield useful unit rates (Table
4-4). The bulk of projects are from the 2008
AICD study, while two were added in the
AfDB 2010 review. Reliable unit rates could
not be calculated for the two regraveling
projects from the 2007 AfDB study.
The addition of the two AfDB 2010 projects
enhances an understanding of the cluster
of unit rates below 100 lane km (Figure
4-4). Even with the addition of these projects, the same economy-of-scale curve that
appears for other project types still does not
appear here. Even if the outlier projects are
ignored, the curve remains flat.
4.1.5 Summary Result
Location of Road Projects
Study/Region
North
West Central
East
South
Total
2007 AfDB
-
-
-
-
-
-
2008 AICD
-
31
3
1
-
35
2010 AfDB
-
2
-
-
-
2
Total
-
33
3
1
-
37
Figure 4-4: Regraveling Projects per Study
USD/lane km
45,000
40,000
DRC projects
35,000
30,000
AfDB 2007
AICD 2008
20,000
AfDB 2010
15,000
10,000
5,000
0
0
200
400
600
800
lane km
4.2 Other Major Potential Drivers of
Unit Rates
4.2.1
Table 4-4: Regraveling of Unpaved Roads Projects – Sample
25,000
The unit cost curve confirms the economies of scale proposition, that the
smaller the project, the more disproportionate is the relative contribution
of project. In other words, smaller contracts with road size < 100 lane Km have
higher unit costs compared to larger
projects.
AfDB
Figure 4-5: Regional Distribution of Construction/Upgrading of
Paved Road Projects
4.2.1.1 Construction/Upgrading of
Paved Roads
For construction/upgrading of paved
roads, half of the projects are in East Africa
and a fourth in Southern Africa (Figure
4-5). The unit rate variance is large (i.e.
there is a high degree of scatter in the data)
for small projects in both these regions. The
most outlying small project is the Mbabane
bypass (Swaziland) – a project that overspent notoriously. The outlier small project
from the 2007 AfDB study is an 11 km
project in East Africa (Mauritius). That
country has a sizable contracting industry,
which means that the unit rate cannot be
explained simply by it being an island state.
2,000,000
USD/lane km
1,800,000
1,600,000
North
1,400,000
1,200,000
West
1,000,000
Central
800,000
East
600,000
South
400,000
200,000
0
0
100
200
300
lane km
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Study on Road Infrastructure Costs:
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Figure 4-6: Regional Distribution of Paved Rehabilitation Projects
USD/lane km
1,400,000
1,200,000
North
1,000,000
West
800,000
Central
600,000
East
400,000
South
200,000
0
0
500
1,000
1,500
2,000
lane km
Figure 4-7: Regional Distribution of Periodic Maintenance of Paved
Road Projects
USD/lane km
80,000
70,000
60,000
North
50,000
West
40,000
Central
30,000
East
20,000
South
4.2.1.2 Rehabilitation of Paved Roads
For rehabilitation of paved roads, half of
the projects are in Southern Africa, 22
percent in West Africa, and 15 percent in
East Africa (Figure 4-6). The distribution
of unit rates reflects the typical economies-of-scale curve, with higher unit rates
for small projects and lower rates for larger
ones. As was previously noted in the 2007
AfDB and 2008 AICD reports, the variance
is particularly high for projects of fewer
than 100 lane-km. For paved rehabilitation projects, the initial peakiness (unit
rates from about USD 500,000/lane km)
is ascribed to projects in the West Africa
subregion, specifically four in Benin and
two in Ghana.
4.2.1.3 Periodic Maintenance of
Paved Roads
For periodic maintenance, as shown in
Figure 4-7, the difference between the
rates of the 2010 and 2008 studies may be
attributable to the fact that the projects are
widely distributed over the continent. A
further explanatory factor could be that the
two AfDB 2010 projects predate 2000 (i.e.
it is expected that unit rates have increased,
even in real terms). Nevertheless, the data
sample (six projects) is so small that it cannot be concluded with certainty that these
projects’ unit rates are in fact outlying.
10,000
0
0
100
200
lane km
300
400
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4.2.1.4 Regraveling of Unpaved Roads
For regraveling roads, the three apparent
outlier projects are all in Central Africa,
specifically the Democratic Republic of the
Congo (DRC). These were all emergency
projects in Katanga Province. The cluster
of small (less than 25 km road length) West
African projects relates to the rural access
program in Burkina Faso. For purposes of
calculating the summary statistics below,
this program is excluded because it has a
dominating effect in the overall calculation.
Figure 4-8: Regional Distribution of Periodic Maintenance of Paved
Road Projects
USD/lane km
45,000
40,000
35,000
30,000
AfDB 2007
25,000
AICD 2008
20,000
AfDB 2010
15,000
10,000
4.2.1.5Summary Result
In all four test scenarios, the location
of the project does not seem to significantly influence the distribution of unit
rates.
4.2.2
AfDB
5,000
0
0
200
400
lane km
600
800
Origin of Contractors
4.2.2.1 Construction/Upgrading of
Paved Roads
For construction/upgrading of paved roads
(Figure 4-9), Chinese contractors account
for a significant share of projects. However,
except for one possible project (the 11.1
lane km Mauritius South-Eastern Highway
Project), they are not obviously responsible
for outlier contracting values. The widest
variance in contract values may rather be
ascribed to local contractors.
Figure 4-9: Paved Road Construction/Upgrading Projects by Origin
of Contractor
2,000,000
USD/lane km
1,800,000
Home Country
1,600,000
Regional
Country
1,400,000
1,200,000
Europe
1,000,000
China
800,000
Other East
600,000
400,000
Other
200,000
N/A
-
0
100
200
300
lane km
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Figure 4‑10: Paved Rehabilitation Projects by Origin of Contractor
USD/lane km
1,400,000
1,200,000
Home Country
1,000,000
Regional
Country
800,000
Europe
600,000
China
Other East
400,000
Other
200,000
N/A
-
0
500
1,000
lane km
1,500
4.2.2.2 Rehabilitation of Paved Roads
Although there is no discernible pattern in contractor origin versus unit rate
(Figure 4‑10), three of the outlier contracts identified above were carried out by
European contractors and one by a Chinese
contractor.
4.2.2.3 Periodic Maintenance of
Paved Roads
Similarly for periodic maintenance of
paved roads (Figure 4-11), it is unlikely
that the origin of the contractor played a
significant role in the unit rate variance.
2,000
Figure 4-11: Paved Road Periodic Maintenance Projects by Origin of
Contractor
80,000
USD/lane km
70,000
Home Country
60,000
Regional
Country
50,000
Europe
40,000
China
30,000
Other East
20,000
Other
10,000
N/A
-
0
100
200
lane km
300
400
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4.2.2.4 Regraveling of Unpaved Roads
As might be expected for a type of intervention that does not require a high degree
of sophistication or major capital investment, regraveling contracts are dominated
by domestic contractors (Figure 4-12).
When the three outlier projects (DRC)
are excluded, projects in landlocked countries have very similar unit rates to those
in seaboard countries (Figure 4-13). There
is however still no clear pattern to make a
conclusion.
Figure 4-12: Regraveling Projects by Origin of Contractor
USD/lane km
45,000
40,000
Home Country
35,000
Regional Country
30,000
Europe
25,000
China
20,000
Other East
15,000
Other
10,000
N/A
5,000
4.2.2.5Summary Result
In all four test scenarios, the origin of
the contractor does not seem to significantly influence the distribution of
unit rates.
4.2.3 Landlocked vs. Seaboard
Countries
-
0
200
400
lane km
600
800
Figure 4-13: Construction/Upgrading of Paved Road Projects –
Landlocked vs. Seaboard Countries
4.2.3.1 Construction/Upgrading of
Paved Roads
For construction/upgrading of paved
roads, there is no apparent difference in
the distribution of unit costs for landlocked
countries versus those with sea coasts.
AfDB
2,000,000
USD/lane km
Landlocked
1,800,000
Seaboard
1,600,000
Power (Landlocked)
1,400,000
Power (Seaboard)
1,200,000
1,000,000
800,000
600,000
400,000
200,000
0
0
100
200
300
lane km
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Figure 4-14: Paved Rehabilitation Projects – Landlocked vs. Seaboard
Countries
USD/lane km
1,400,000
Landlocked
1,200,000
Seaboard
4.2.3.2 Rehabilitation of Paved Roads
For rehabilitation of paved road projects,
the unit rate patterns are very closely correlated between landlocked and seaboard
countries (Figure 4-14), with no difference
in the distribution of unit costs.
4.2.3.3 Periodic Maintenance of
Paved Roads
The project sample is too small to draw a
conclusion about the unit cost comparison
between landlocked and seaboard countries (Figure 4-15).
1,000,000
Power (Landlocked)
800,000
Power (Seaboard)
600,000
400,000
200,000
0
0
500
1,000
1,500
2,000
lane km
Figure 4-15: Paved Rehabilitation Projects by Landlocked vs.
Seaboard
80,000
USD/lane km
70,000
60,000
50,000
Landlocked
40,000
Seaboard
30,000
20,000
10,000
0
0
100
200
lane km
300
400
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4.2.3.4 Regraveling of Unpaved Roads
For regraveling roads, there is no clear pattern (Figure 4-16).
4.2.3.5Summary Result
For at least two test cases, it appears
unit rates between landlocked and
seaboard countries strongly correlate
without any major influence on unit
cost distribution.
AfDB
Figure 4-16: Regraveling Projects – Landlocked vs. Seaboard Countries
USD/lane km
30,000
25,000
20,000
15,000
10,000
4.3 Determining Unit Cost Trends
4.3.1
5,000
Unit Rates over Time
4.3.1.1 Construction/Upgrading of
Paved Roads
Figure 4-17 shows the trend in unit rates
over time (i.e. the movement of the unit
cost curves). Good-fit curves can be plotted
for the period prior to 2000 (grey), and
for 2003 (green), 2004 (yellow), and 2006
(orange). For projects larger than 400 lane
km, the 2006 curve exceeds the others, but
the occurrence of projects of this length
is limited, and firm statistical conclusions
cannot be drawn. For projects of 200 lane
km and less, the variance of unit rates is
high, resulting in an apparent decrease in
unit costs over time.
0
0
200
Landlocked
400
lane km
Seaboard
600
Power (Landlocked)
800
Power (Seaboard)
Figure 4-17: Construction/Upgrading of Paved Road Projects –
Unit Rates over Time
USD/lane km
2,000,000
pre-2000
1,800,000
2000
1,600,000
1,400,000
2001
1,200,000
2002
1,000,000
2003
800,000
600,000
2004
400,000
2005
200,000
0
0
100
200
300
lane km
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500
2006
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Figure 4-18: Paved Rehabilitation Projects – Unit Rates over Time
USD/lane km
pre-2000
1,400,000
2000
1,200,000
2001
1,000,000
2002
800,000
2003
600,000
4.3.1.2 Rehabilitation of Paved Roads
Figure 4-18 demonstrates the evolution
of unit rates over time for rehabilitation
of roads. Three trend lines are shown for
years that had a relatively large number
of projects: pre-2000 (grey), 2004 (dark
yellow), and 2006 (orange). The 2004 and
2006 curves virtually overlie. Unexpectedly,
they are both slightly lower than the pre2000 curve.
2004
400,000
2005
200,000
2006
0
2007
0
500
1,000
1,500
2,000
2008
lane km
4.3.1.3 Periodic Maintenance of
Paved Roads
The project sample is too small to make a
conclusion about the unit cost comparison
over time (Figure 4-19).
Figure 4-19: Paved Road Periodic Maintenance Projects – Unit Rates
over Time
80,000
USD/lane km
pre-2000
2000
70,000
2001
60,000
2002
50,000
2003
40,000
2004
30,000
2005
20,000
2006
10,000
2007
2008
-
0
100
200
lane km
300
400
2009
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4.3.1.4 Regraveling of Unpaved Roads
The projects universum is dominated by
projects from 2005 and 2006, with no
subsequent projects recorded. There is no
clear pattern of unit rate changes over time
(Figure 4-20).
4.3.1.5Summary Result
In cases with wide distribution of sample data, it appears that for smaller projects the unit cost rate reduces over time
while for larger projects it increases.
4.3.2
Figure 4-20: Regraveling Projects – Unit Rates over Time
USD/lane km
45,000
pre-2000
40,000
2000
35,000
2001
30,000
2002
25,000
2003
20,000
2004
15,000
2005
10,000
2006
5,000
2007
Cost Overruns/Underruns
-
The summary result above is borne out by
comparing the expected unit rate (as per
the PAR) with the actual contracted rate.
2008
0
200
400
lane km
600
800
2009
Figure 4-21: Construction/Upgrading of Paved Road Projects –
Unit Rate Overruns/Underruns (PCR vs. PAR)
% Over/Under (Contract vs PAR)
100%
80%
60%
40%
20%
0%
-120%
lane km
It would therefore appear that small projects are more susceptible to cost overruns
than are larger projects.
20
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B a n k
500
-80%
-100%
450
-60%
400
-40%
350
300
250
200
150
100
50
-20%
0
4.3.2.1 Construction/Upgrading of
Paved Roads
Cost over/underrun data are available for
24 of the projects (Figure 4-21). Significant
overruns (>20%) occurred in seven projects and significant under-expenditure (<
-20%) in five projects. The major overrunning projects were: the Cameroon Road
Improvement Project; Swaziland Two
International Roads Projects; the Lesotho
Mpharane–Bela Bela Road Upgrading
Project; Swaziland M3 Bypass Project; and
the Ghana Akatsi-Dzodze (Akatsi-Akanu
Section) Project. The Tanzania Kigoma–
Lusahunga Project (308 lane km) is the
only large project that overran significantly.
AfDB
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Figure 4-22: Paved Rehabilitation Projects – Unit Rate Overruns/
Underruns (PCR vs. PAR)
% Over/Under (Contract vs PAR)
120%
100%
80%
60%
40%
4.3.2.2 Rehabilitation of Paved Roads
Over/underruns were generally not significant except for very small contracts, which
in any case are subject to much wider price
variances. In the case of rehabilitation of
paved roads (Figure 4-22), there appears
to be a clear correlation between the degree
of over/underrun and the size of the project: the smaller the project, the larger the
difference between the expected unit rate
(PAR value) and the contracted value.
20%
4.3.2.3 Periodic Maintenance of
Paved Roads
From Figure 4-23, it can be seen that contracts for the two 2010 AfDB projects were
concluded substantially below the rates
originally estimated.
0%
2,000
1,800
1,600
1,400
1,200
1,000
800
600
400
200
0
-20%
-40%
lane km
Figure 4-23: Paved Road Periodic Maintenance Projects – Unit Rate
Overruns/Underruns (PCR vs. PAR)
% Over/Under (Contract vs PAR)
20%
10%
4.3.2.4 Regraveling of Unpaved Roads
It was only possible to calculate cost overruns for the two 2010 AfDB projects. In
both cases, the projects had underruns
of less than 1 percent compared with the
PAR estimate. It was therefore not possible
to draw any conclusions from the limited
sample size.
0%
400
350
300
250
200
150
100
50
0
4.3.2.5Summary Results
»» Small projects are more susceptible
to cost overruns than larger projects.
-10%
-20%
-30%
»» Construction/Upgrading of roads
is more susceptible to cost overruns
than underruns.
-40%
-50%
lane km
»» Rehabilitation of roads exhibits both
characteristics (overrun/underrun).
21
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4.3.3
Median Rates
4.3.3.1 Construction/Upgrading of
Paved Roads
Small construction/upgrade of paved road
projects have a median unit rate (i.e. the
unit rate in the middle of the dataset) of
about USD 228,000/lane km, but ranging
from USD 61,000 below to USD 198,000
above. For large projects, the expected rate
is USD 147,000 but ranging from USD
31,000 lower to USD 15,000 higher, as
indicated in Figure 4-24.
For both small and large projects, the inclusion of the 2010 AfDB dataset exerts an
augmenting effect on unit rates. For small
projects, the 2008 AICD median unit rate
was USD 201,000/lane km. The 2008 AICD
median unit rate for large projects was USD
145,000/lane km.
4.3.3.2 Rehabilitation of Paved Roads
Figure 4-25 shows the dataset for paved
rehabilitation projects after correcting for
the major outliers. “Outliers” includes two
2007 projects that exceeded the PAR significantly, as well as the other very peaky
West African projects.
AfDB
Figure 4-24: Representative Dataset for Construction/Upgrading of
Paved Road Projects
USD/lane km
3,500,000
3,000,000
Data
2,500,000
Median<100km
Q1<100km
2,000,000
Q3<100km
1,500,000
Median>100km
1,000,000
Q1>100km
500,000
Q3>100km
0
0
100
200
300
400
500
lane km
Table 4-5: Unit Rate Statistics for Construction/Upgrading of Paved
Road Projects (USD/lane km, rounded to ‘000)
Metric
< 100 lane km
≥ 100 lane km
Quartile 3
425,400
162,000
Median
227,800
147,100
Quartile 1
166,300
115,900
Figure 4-25: Representative Dataset for Paved Road Rehabilitation
Projects
USD/lane km
600,000
Data
500,000
Median<100km
400,000
Q1<100km
Q3<100km
300,000
Median>100km
200,000
Q1>100km
Q3>100km
100,000
0
0
500
1,000
lane km
22
A f r i c a n
D e v e l o p m e n t
B a n k
1,500
2,000
AfDB
Study on Road Infrastructure Costs:
Analysis of Unit Costs and Cost Overruns
of Road Infrastructure Projects in Africa
African Development Bank Group / Chief Economist Complex
Table 4-6: Unit Rate Statistics for Paved Road Rehabilitation Projects
(USD/lane km, rounded to ‘000)
Metric
< 100 lane km
≥ 100 lane km
Quartile 3
290,000
130,500
Median
180,300
84,400
Quartile 1
109,800
47,400
Figure 4-26: Representative Dataset for Periodic Maintenance of Paved
Road Projects
80,000
USD/lane km
70,000
Data
60,000
Median<100km
50,000
Q1<100km
40,000
Q3<100km
30,000
Median>100km
Accommodating the wide variance in unit
rates for projects below 100 lane km, the
summary statistics for paved road rehabilitation projects are shown in Table 4-6. For
small rehabilitation of paved road projects,
the unit rate is expected to be about USD
180,000/lane km, but it can range from
USD 70,000 lower to USD 110,000 higher.
For large projects, the expected rate is USD
84,000, but ranging from USD 37,000 lower
to USD 46,000 higher.
The median unit rates in the 2008 AICD
study were USD 150,000/lane km for small
projects and USD 79,000/lane km for large
projects. (The unit rate was not calculated
in the 2007 AfDB study.)
4.3.3.3 Periodic Maintenance of
Paved Roads
Two 2010 AfDB outlier projects (Figure
4-26) are excluded, leaving three fairly
tightly spaced unit rate data points for
periodic maintenance of paved roads.
Q1>100km
20,000
Q3>100km
10,000
0
0
100
200
lane km
300
400
Table 4-7: Unit Rate Statistics for Periodic Maintenance of Paved Road
Projects (USD/lane km, rounded to ‘00)
Metric
< 100 lane km
≥ 100 lane km
Quartile 3
N/A
72,200
Median
N/A
64,600
Quartile 1
N/A
56,900
The median unit rate for projects larger
than 100 lane km is USD 65,000. The first
quartile is about USD 8,000/lane km lower,
while the upper quartile is about USD
8,000/lane km higher than the median.
Since only the 2008 AICD projects are used
to calculate the summary statistics, the
median rate is the same as calculated in
that in the study.
23
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Study on Road Infrastructure Costs:
Analysis of Unit Costs and Cost Overruns
of Road Infrastructure Projects in Africa
African Development Bank Group / Chief Economist Complex . May 2014
4.3.3.4 Regraveling of Unpaved Roads
With the exclusion of two outlier projects,
the DRC and Burkinabé program, the
regraveling dataset is graphically presented
in Figure 4-27.
This is the only type of road project
reviewed that does not demonstrate a clear
pattern of economy of scale. The median
unit rate for small projects (less than 100
lane km) is about USD 10,000, ranging
downward by USD 2,000 and upward by
USD 1,000/lane km. The median rate for
large regraveling projects (≥ 100 lane km)
is USD 11,000, minus or plus USD 2,000/
lane km.
In the 2008 AICD study, the median rate
was calculated for all (i.e. small and large
projects) at USD 7,800/lane km.
4.3.3.5Summary Result
The median unit rates clearly demonstrate a pattern of economy of scale, i.e.
smaller contracts have higher unit costs
compared to larger projects.
AfDB
Figure 4-27: Representative Dataset for Regraveling Projects
3,500,000
USD/lane km
3,000,000
Data
2,500,000
Median<100km
Q1<100km
2,000,000
Q3<100km
1,500,000
Median>100km
1,000,000
Q1>100km
500,000
Q3>100km
0
0
100
200
300
400
500
lane km
Table 4-8: Unit Rate Statistics for Regraveling Projects
(USD/lane km, rounded to ‘00)
Metric
< 100 lane km
≥ 100 lane km
Quartile 3
10,500
12,800
Median
9,600
11, 300
Quartile 1
8,100
9,600
24
A f r i c a n
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AfDB
Study on Road Infrastructure Costs:
Analysis of Unit Costs and Cost Overruns
of Road Infrastructure Projects in Africa
African Development Bank Group / Chief Economist Complex
Conclusions
The analysis for this report was performed
on a total of 172 projects (sourced from the
2008 AICD study, the 2007 AfDB study,
and newly selected projects obtained from
AfDB during 2010), to determine unit rates
for different types of road infrastructure
investments. Of these 172 projects, unit
rates could be calculated for 161 projects
in this study.
In response to the study’s Terms of
Reference, the following conclusions are
drawn:
5.1 Typical Road Unit Costs
One very important conclusion from this
review is that there is no such thing as a
“typical” unit cost. This is because (i) unit
costs are calculated through a process of
standardizing projects that are broadly similar but which differ in their design details
and specific circumstances, and (ii) the
size of the project invariably has an overriding effect on the unit rate (economy of
scale). The first issue is largely overcome by
excluding major project and location-specific factors (e.g. bridges, taxes). The second
issue is something that anyone estimating
or evaluating roads costs should be vigilant
about.
Although it may be advantageous, from a
statistical analysis perspective, to recommend that road project costs should be
cast into a standard format (e.g. standard
bills of quantities) that will facilitate ex
post comparison, this could add to the
administrative burden of national road
agencies. Rather, it is recommended that
lenders – through programs such as AICD
– classify relevant data into standardized
databases, as extracted by task team leaders
at PAR and subsequent stages.
Table 5-1 provides a summary of the unit
cost findings.
5.2 Unit Cost Overruns/Underruns
Nearly a third of the projects are from the
2008 AICD Study, where cost overrun was
not an area investigated. This implies that
the conclusions on overruns are based
on a smaller dataset than the rest of the
analysis.
Analysis of cost overruns indicates that for
all the projects where data on over/underruns are available, the overruns amount
to 48 percent and the underruns to -15
percent of the PAR values.
The main conclusions are that: (i) there
appears to be a correlation between the
over/underrun and the size of the project and (ii) the estimation error (i.e. PCR
value minus PAR value) is likely to be an
underestimate (48 percent) rather than
an overestimate (-15 percent). These two
conclusions are further elaborated upon
in the next paragraphs.
Table 5-1: Summary of Unit Rate Statistics for Different Types of
Road Infrastructure Investment (USD/lane km, rounded to ’00)
Type of Road
Infrastructure
Investment
Regraveling/ Periodic
Maintenance of Unpaved
Roads
Periodic
Maintenance of
Paved Roads
Rehabilitation of
Paved Roads
Construction and
Upgrading of Paved
Roads
10,500
N/A
290,000
425,400
Median
9,600
N/A
180,300
227,800
Quartile 1
8,100
N/A
109,800
166,300
Quartile 3
12,800
72,200
130,500
162,000
Median
11,300
64,600
84,400
147,100
9,600
56,900
47,400
115,900
< 100 lane km
Quartile 3
≥ 100 lane km
Quartile 1
Note: All values are given in 2006 USD.
25
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Study on Road Infrastructure Costs:
Analysis of Unit Costs and Cost Overruns
of Road Infrastructure Projects in Africa
African Development Bank Group / Chief Economist Complex . May 2014
In terms of conclusion (i), the analysis
shows that the smaller the project, the
larger the difference between the expected
unit rate (PAR value) and the contracted
value. This may be because larger contractors are more sophisticated in their costing,
and/or that funding agencies expend more
effort on the price estimates of larger projects. The implication is that unit rates for
small projects should be treated with some
caution. However, care should be taken
not to spend more resources on refining
designs, feasibility studies, and other work
underlying PARs than might be expected
to accrue in terms of the project benefits.
In terms of (ii), the estimation error varies
according to the type of project undertaken. For the rehabilitation of paved roads,
the difference occurs both above (overrun)
and below (underrun) the PAR value. In
the case of the construction or upgrading
of paved roads, it appears that the pattern
is for small projects to overrun, rather than
underrun. This suggests that PARs may
have a tendency to be overly optimistic.
5.3 Trend in Unit Costs
The finding on an increase in unit cost
over time is inconclusive. This may be
purely because of data constraints, i.e. the
limited sample size for a specific year and
standardization issues across projects in
the same class. The effect is that statistically
extrapolated unit cost curves (rather than
“rates”) are compared.
AfDB
Two general conclusions can be drawn,
the first related to the implications of the
study findings and the second regarding
the analysis process:
1. The study findings point out that many
of the traditional causes of high road
costs (e.g. geographic location, origin
of contractor) are not very useful to
explain unit cost rates. The principal
explanatory factor appears to be project
size and related issues, e.g. that small
contracts get less attention from lenders. Teasing out deeper statistical relationships will require a more thorough
and larger database.
Given these shortcomings, where comparisons can be made, these indicate that
unit costs for large projects (>100 lane km)
have not increased during the last decade.
It could even be inferred that they have
reduced, although this is counterintuitive,
given the field experience of AfDB task
managers, which points to an upward trend
in unit rates.
2. In terms of the analysis of road unit
costs, much greater effort is required in
two areas, namely: (i) the management
of documentation (enabling ex post
analysis) and (ii) proactively extracting relevant data, while issues are still
recent and well-understood. Although
the data may only be analyzed periodically, the database itself should be kept
up to date. The AICD initiative, based
on collaboration among the World
Bank, AfDB, and other lenders, is a
useful platform to establish a permanent database.
5.4 General Conclusions
It is important for lending agencies and
national road agencies to track road
unit cost trends and issues so that these
can be reflected in their planning. Their
ability to influence the rates is probably
fairly limited, other than in the case of
contractor market distortions (e.g. collusion). However, a greater understanding of
issues and trends will allow planners and
lending agencies to make more accurate
projections.
REFERENCES
Africon Limited. 2008. Africa Infrastructure
Country Diagnostic Study: Consulting
Services for the Evidence on Unit Costs
of Infrastructure Projects in Sub-Saharan
Africa. Washington, DC: World Bank
Group.
Africon Limited. 2007. Africa Infrastructure
Country Diagnostic Study: Study on Unit
Costs of Infrastructure Projects in SubSaharan Africa, Addendum 2: African
Development Bank Study on Roads
Maintenance and Construction Costs in
Africa. Washington, DC: World Bank
Group.
26
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AfDB
Study on Road Infrastructure Costs:
Analysis of Unit Costs and Cost Overruns
of Road Infrastructure Projects in Africa
African Development Bank Group / Chief Economist Complex
APPENDIX A: Detailed Description of Database Parts for AICD Initiative
Africa Infrastructure Country Diagnostic Database (2008)
Africon Limited carried out a study on unit
costs during 2008 under the auspices of the
joint World Bank–African Development
Bank initiative on Africa Infrastructure
Country Diagnostic (AICD).
As part of this study, a database of infrastructure projects in Africa was compiled,
including roads, water, sanitation, and
electricity. The database was designed to
consist of two parts, namely: a) a general
section common to all projects, capturing
the major exogenous variables; and b) an
infrastructure-specific section, adapted
for each sector (e.g. roads, water, and electricity) and for different infrastructures and
technologies within each sector.
A short description of these parts is given
in the next sections.
a)
General Contract Information
»» The following general information was
obtained for all contracts:
»» Project and contract information,
including project/program title, project/program unique number, contract
title, and contract unique number.
»» Task Team Leader information,
including name and contact details
(email, telephone number).
»» Geographic information (country/ies,
district/s and location/s) and whether
urban, rural, or deep rural. An attempt
was made to standardize the use of
“urban” for cities, towns, and large settlements, “rural” for small settlements,
and “deep rural” for locations totally
isolated from towns and villages. In the
case of roads, the term “inter-urban” was
used for roads through rural areas but
connecting towns, and “rural access” for
rural feeder roads.
»» Implementing agency/ies, including the main funding Development
Finance Institution (DFI), other DFIs
and local funders and role players.
»» Procurement, which may be National
Competitive Bidding (NCB),
International Competitive Bidding
(ICB) or direct appointment.
»» Bidders information, including the
number of bidders (at Request for
Proposal/tender stage), the name of
the winning bidder, and nationality of
the winning bidder.
»» Key dates, including the date the contract was signed, the contracted completion date, and the actual completion
date (in as far as these are available).
b)
Specific Contract Information
»» The following information for each
infrastructure (e.g. roads) was obtained:
»» Infrastructure type, i.e. what technology. Road projects were differentiated according to whether they were
urban, inter-urban and rural access,
whether with or without a shoulder,
and whether paved or unpaved.
»» Activity, including preservation, rehabilitation, improvement, and/or new
construction.
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»» Basis of costing, i.e. whether a pre-contract estimate, contracted value, or the
contract value as modified in the course
of the contract.
»» Input costs. This subsection divided
the infrastructures into their major
components. This allowed some comparison to be made between technologies, but importantly, it provided the
basis on which to isolate components
of costs, which appeared to be out-ofthe-norm in the course of standardizing
contract information. The major components considered were:
·· Studies, design, land acquisition
and environmental costs prior to
construction (note that for roads,
“environment” is isolated as a standalone item to facilitate the use of
the study data in ROCKS);
·· Contractor’s establishment and
mobilization (for roads, “demolition,
dismantling, site clearance and other
site preparation” are again isolated
for use in ROCKS);
·· Mass earthworks;
·· Civils and structures. These were further subdivided into the following:
·· Major bridges and structures;
·· Minor bridges, culverts and
drainage;
·· Accesses and junctions;
·· Pavement courses;
·· Shoulder works; and
·· Ancillary road works;
Study on Road Infrastructure Costs:
Analysis of Unit Costs and Cost Overruns
of Road Infrastructure Projects in Africa
African Development Bank Group / Chief Economist Complex . May 2014
·· In the calculation of unit costs, the
cost of major structures and bridges
was not included, as these were very
contract-specific and did not cast
light on average road costs.
·· Other (non-categorized costs);
AfDB
amount, on the basis of which output
unit costs are calculated. For road
projects, the key descriptors were the
number of lanes and road length (km).
·· Taxes;
·· Contingencies; and
·· Mechanical, electrical, and control
equipment;
·· Supervision (owner’s engineering
costs).
·· Installation and commissioning
(including dayworks);
»» Output descriptors, i.e. the number
of units “purchased” with the contract
28
A f r i c a n
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B a n k
»» Currency-related information,
including the contract currency/ies,
the conversion date, the conversion
factor/s (to USD) and USD CPI factor
(for conversion to 2006 USD).
AfDB
Study on Road Infrastructure Costs:
Analysis of Unit Costs and Cost Overruns
of Road Infrastructure Projects in Africa
African Development Bank Group / Chief Economist Complex
APPENDIX B: Statistical Terms
Note on Statistical Terms
This report employs a number of statistical terms to describe the methodology
and findings. These all have to do with
the distribution of unit costs, i.e. how unit
rates distribute around a value that indicates the norm for the particular type of
project (construction, rehabilitation, etc.).
In the analysis, there are two major steps
to interpret the data statistically:
»» “Best-fit” curve. The first step is to
determine a formula that eliminates the
“noise” of the scattered unit cost data,
so that the data can be shown as a curve.
The best-fit curve is the mathematical
formula that reduces most noise. The
formula used in the analysis is a negative exponential curve (y = a.x-b). The
best-fit curve allows conclusions to
be drawn about the typical unit rates
across all project sizes.
»» Statistics of distribution. The best-fit
curve allows projects to be divided
into “large” (> 100 lane km) and small
projects. For each group, the central
value is determined with reference to
the median. The central value shows a
point around which the data cluster.
The “median” is the value in the middle
29
A f r i c a n
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of the data range, i.e. there are as many
values smaller than the median as values larger than it. The median is generally accepted to be a truer reflection of
the central value than the “average,” as it
gives a lower importance to outlier values (very high or very low values in the
data set). The data clustering or “noise”
around the median is measured by the
data variance. The more scattered the
data, the higher the variance and the
lower therefore the confidence that can
be placed in the median.
Study on Road Infrastructure Costs:
Analysis of Unit Costs and Cost Overruns
of Road Infrastructure Projects in Africa
African Development Bank Group / Chief Economist Complex . May 2014
AfDB
APPENDIX C: Consolidated Data
Dates
Source
Class
Project Title
Country/ies
Contractor
Nationality
PAR
Contract Completion
Contract Price
PCR
PAR
PCR
Dimensions
USD
Original Exchange CPI
Rate
Lanes Length Currency
Factor
USD/lkm
Periodic Maintenance/Regravel (Unpaved roads)
AICD 2008
Regravel & related Transport Sector
reinstatement
Project
Burkina Faso
NA
12/1/2006
-
0.049
2
0.30
FCFA
1.00
1.00
-
AICD 2008
Regravel & related Transport Sector
reinstatement
Project
Burkina Faso
NA
12/1/2006
-
0.035
2
1.00
FCFA
1.00
1.00
17,485.40
AICD 2008
Regravel & related Transport Sector
reinstatement
Project
Burkina Faso
NA
12/1/2006
-
0.076
2
4.20
FCFA
1.00
1.00
8,988.80
AICD 2008
Regravel & related Village
reinstatement
Communities
Support Program
(Phase 1)
Guinea
Guinea
10/22/2002 3/1/2003
-
0.067
2
4.20
FG
1.00
1.00
8,004.86
AICD 2008
Regravel
Nakivubo Channel Uganda
Rehabilitation
Project
Uganda
2/2/2004 10/13/2004
-
0.976
2
4.25
USH
1.00
1.00
-
AICD 2008
Regravel & related Transport Sector
reinstatement
Project
Burkina Faso
NA
12/1/2006
-
0.045
2
5.10
FCFA
1.00
1.00
4,422.17
AICD 2008
Regravel & related Transport Sector
reinstatement
Project
Burkina Faso
NA
12/1/2006
-
0.094
2
6.50
FCFA
1.00
1.00
7,192.47
AICD 2008
Regravel & related Transport Sector
reinstatement
Project
Burkina Faso
Burkina Faso
3/21/2005
-
0.101
2
6.66
FCFA
1.00
1.00
7,603.35
AICD 2008
Regravel & related Transport Sector
reinstatement
Project
Burkina Faso
NA
12/1/2006
-
0.099
2
7.80
FCFA
1.00
1.00
6,353.96
AICD 2008
Regravel & related Transport Sector
reinstatement
Project
Burkina Faso
NA
12/1/2006
-
0.130
2
8.30
FCFA
1.00
1.00
7,812.75
AICD 2008
Regravel & related Village
reinstatement
Communities
Support Program
(Phase 1)
Guinea
Guinea
11/5/2002 3/24/2003
-
0.161
2
8.40
FG
1.00
1.00
9,590.55
AICD 2008
Regravel & related Transport Sector
reinstatement
Project
Burkina Faso
NA
12/1/2006
-
0.155
2
9.10
FCFA
1.00
1.00
8,506.85
AICD 2008
Regravel
Senegal
Senegal
11/23/2001
-
0.300
2
10.00
FCFA
1.00
1.00
14,985.06
AICD 2008
Regravel & related Transport Sector
reinstatement
Project
Burkina Faso
NA
12/1/2006
-
0.051
2
10.60
FCFA
1.00
1.00
2,421.70
AICD 2008
Regravel & related Village
reinstatement
Communities
Support Program
(Phase 1)
Guinea
Guinea
11/5/2002 3/26/2003
-
0.196
2
11.50
FG
1.00
1.00
8,532.42
AICD 2008
Regravel & related Transport Sector
reinstatement
Project
Burkina Faso
NA
12/1/2006
-
0.247
2
13.00
FCFA
1.00
1.00
9,504.16
AICD 2008
Regravel & related Transport Sector
reinstatement
Project
Burkina Faso
Burkina Faso
4/11/2005 9/21/2005
-
0.150
2
15.00
FCFA
1.00
1.00
4,983.96
AICD 2008
Regravel & related Transport Sector
reinstatement
Project
Burkina Faso
NA
12/1/2006
-
0.280
2
16.00
FCFA
1.00
1.00
8,750.07
AICD 2008
Regravel & related Village
reinstatement
Communities
Support Program
(Phase 1)
Guinea
Guinea
10/22/2002 3/24/2003
-
0.228
2
16.30
FG
1.00
1.00
6,994.72
AfDB 2007
Pobe-Ketou-Illara
(regraveling)
Benin
Benin
4.000
4.312
2
16.50
UA
1.47
0.99
-
Second Transport
Sector Program
0
9/1/2004
6/7/2006
8/1/2006
30
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B a n k
AfDB
Study on Road Infrastructure Costs:
Analysis of Unit Costs and Cost Overruns
of Road Infrastructure Projects in Africa
African Development Bank Group / Chief Economist Complex
Dates
Source
Class
Project Title
Country/ies
Contractor
Nationality
PAR
Contract Completion
AICD 2008
Regravel & related Transport Sector
reinstatement
Project
Burkina Faso
Burkina Faso
3/21/2005
AICD 2008
Regravel
Second Transport
Sector Program
Senegal
Senegal
AICD 2008
Regravel
Second Transport
Sector Program
Senegal
AICD 2008
Regravel & related Transport Sector
reinstatement
Project
AICD 2008
Contract Price
PCR
PCR
USD
Original Exchange CPI
Rate
Lanes Length Currency
Factor
USD/lkm
-
0.838
2
18.30
FCFA
1.00
1.00
22,894.44
11/23/2001
-
0.436
2
19.70
FCFA
1.00
1.00
11,053.69
Senegal
11/23/2001
-
0.407
2
20.00
FCFA
1.00
1.00
10,181.31
Burkina Faso
Burkina Faso
3/21/2005 7/26/2005
-
0.179
2
20.50
FCFA
1.00
1.00
4,369.03
Regravel & related Transport Sector
reinstatement
Project
Burkina Faso
Burkina Faso
3/21/2005
7/6/2005
-
1.055
2
20.80
FCFA
1.00
1.00
25,358.84
AICD 2008
Regravel & related Transport Sector
reinstatement
Project
Burkina Faso
Burkina Faso
4/11/2005 9/22/2005
-
0.298
2
23.00
FCFA
1.00
1.00
6,481.25
AICD 2008
Regravel & related Village
reinstatement
Communities
Support Program
(Phase 1)
Guinea
Guinea
10/28/2002 3/24/2003
-
0.277
2
25.10
FG
1.00
1.00
5,520.62
AICD 2008
Regravel
Senegal
Senegal
11/23/2001
-
0.570
2
26.40
FCFA
1.00
1.00
10,798.40
AICD 2008
Regravel & related Village
reinstatement
Communities
Support Program
(Phase 1)
Guinea
China
10/24/2002 2/12/2004
-
0.435
2
26.60
FG
1.00
1.00
8,178.04
AICD 2008
Regravel & related Transport Sector
reinstatement
Project
Burkina Faso
NA
12/1/2006
-
0.341
2
30.50
FCFA
1.00
1.00
5,583.90
AICD 2008
Regravel & related Transport Sector
reinstatement
Project
Burkina Faso
NA
12/1/2006
-
0.489
2
35.00
FCFA
1.00
1.00
6,980.63
AICD 2008
Regravel
Senegal
Senegal
11/23/2001
-
0.778
2
39.30
FCFA
1.00
1.00
9,899.65
AICD 2008
Regravel & related Transport Sector
reinstatement
Project
Burkina Faso
Burkina Faso
3/21/2005 7/21/2005
-
0.701
2
50.25
FCFA
1.00
1.00
6,972.42
AICD 2008
Regravel
Burkina Faso
Burkina Faso
Burkina Faso
7/31/2001
-
1.501
2
75.00
FCFA
1.00
1.00
10,009.68
AICD 2008
Regravel
Emergency
Recovery and
Rehabilitation
Project
Ethiopia
Ethiopia
9/11/2003 11/29/2006
-
2.704
2
120.00
ETB
1.00
1.00
11,264.74
AICD 2008
Regravel
Emergency
Living Conditions
Improvement
Support
DRC
DRC
1/18/2006 2/27/2006
-
13.665
2
168.00
USD
1.00
1.00
40,668.29
AfDB 2007
Wacha-Maji
0
(upgrade to gravel)
Ethiopia
China
23.310
51.102
2
173.00
UA
1.53
0.97
-
AICD 2008
Regravel
Emergency
Living Conditions
Improvement
Support
DRC
DRC
12/20/2005 2/27/2006
-
16.347
2
208.00
USD
1.00
1.00
39,296.73
AICD 2008
Regravel
Emergency
Living Conditions
Improvement
Support
DRC
DRC
1/18/2006 2/27/2006
-
18.072
2
224.00
USD
1.00
1.00
40,339.22
AfDB 2010
Second Road
Program
Periodic
Burkina Faso
Maintenance on
Earth Roads - Lot 1
Burkina Faso
11/14/2001 4/28/2004
6/1/2008
9/1/2008
5.011
4.978
2
276.00
UA
1.48
1.07
14,347.32
AfDB 2010
Second Road
Program
Periodic
Burkina Faso
Maintenance on
Earth Roads - Lot 2
Burkina Faso
11/14/2001 5/6/2004
6/1/2008
9/1/2008
3.825
3.799
2
377.80
UA
1.48
1.07
7,953.41
Second Transport
Sector Program
Second Transport
Sector Program
7/6/2005
PAR
Dimensions
8/11/2003 5/1/2007
31
A f r i c a n
D e v e l o p m e n t
B a n k
Study on Road Infrastructure Costs:
Analysis of Unit Costs and Cost Overruns
of Road Infrastructure Projects in Africa
African Development Bank Group / Chief Economist Complex . May 2014
Dates
Source
AfDB 2010
Class
Project Title
Contractor
Nationality
Country/ies
Rural Feeder Roads Rural Feeder Roads Uganda
Maintenance
Maintenance
Program
Program
PAR
Contract Completion
6/1/2001
Contract Price
PCR
PAR
PCR
AfDB
Dimensions
USD
Original Exchange CPI
Rate
Lanes Length Currency
Factor
USD/lkm
?
10/30/1991 2/1/1996
11/1/2005
8.860
8.360
2
4,003.00
UA
1.45
1.30
-
Periodic Maintenance (Paved roads)
AfDB 2010
Road Maintenance Resealing of
and Construction two paved
(ROMAC II) Project roads (BengaNkhotakotaDwangwa)
Malawi
UK
2/15/1990 11/1/1993 10/1/1998 10/1/2005
6.362
3.747
2
109.00
UA
1.40
1.38
33,243.18
AfDB 2010
Road Project III
Resurfacing of
main roads (132
km)
Kingdom of
Morocco
Morocco
12/15/1994 11/1/1995 8/31/2001
4.869
3.516
2
126.00
UA
1.52
1.31
27,863.11
AICD 2008
Paved: Interurban Periodic
Maintenance
Second Transport
Sector Program
Senegal
Senegal
7/29/2004 11/16/2006
-
9.986
2
89.00
-
1.00
1.00
56,098.72
AICD 2008
Paved: Interurban Light
Reconstruction
Emergency
DRC
Multisector
Rehabilitation amd
Reconstruction
Project (EMRRP)
NA
9/27/2006
-
13.526
2
93.85
FCFA
1.00
1.00
72,064.04
AICD 2008
Paved: Interurban Periodic
Maintenance
Transport Corridors Mali
Improvement
Project
France
10/4/2005 3/29/2006
-
21.725
2
150.00
USD
1.00
1.00
72,418.14
AICD 2008
Paved: Interurban Periodic
Maintenance
0
Other
1/19/1999
-
19.801
2
173.00
FCFA
1.00
1.00
57,229.57
Burkina Faso
9/1/2002
Rehabilitation (Paved roads)
AICD 2008
Paved: Inter-urban Roads and Bridges Mozambique
Rehab/Reconstruct Management
and Maintenance
Program
Italy
11/11/2004 10/5/2006
-
1.841
2
1.95
MT
1.00
1.00
472,098.28
AICD 2008
Paved: Urban
Road Maintenance Malawi
Rehab/Reconstruct and Rehabilitation
Project
Malawi
4/28/2004
-
1.192
2
2.60
MKW
1.00
1.00
229,284.64
AICD 2008
Paved: Urban
Urban
Rehab/Reconstruct Development and
Decentralization
Project
Senegal
12/29/2000 3/7/2005
-
1.753
4
1.48
FCFA
1.00
1.00
296,722.27
AICD 2008
Paved: Urban
Road Maintenance Malawi
Rehab/Reconstruct and Rehabilitation
Project
Malawi;
Zimbabwe
10/5/2005
-
1.048
2
3.50
MKW
1.00
1.00
149,762.87
AICD 2008
Paved: Urban
Road Maintenance Malawi
Rehab/Reconstruct and Rehabilitation
Project
Malawi
4/11/2004
-
1.715
2
3.64
MKW
1.00
1.00
235,535.15
AICD 2008
Paved:
Improvement/
Upgrade
Uganda
3/2/2004 10/13/2004
-
0.743
2
3.70
USH
1.00
1.00
100,338.29
AICD 2008
Paved: Inter-urban Roads Sector
Zambia
Rehab/Reconstruct Invetment Program
South Africa
12/16/2003 4/12/2004
-
3.251
2
4.10
ZMK
1.00
1.00
396,479.45
AICD 2008
Paved: Urban
Road Maintenance Malawi
Rehab/Reconstruct and Rehabilitation
Project
Malawi
4/28/2004
-
1.659
2
4.50
MKW
1.00
1.00
184,318.02
AICD 2008
Paved: Urban
Road Maintenance Malawi
Rehab/Reconstruct and Rehabilitation
Project
Malawi
10/7/2005
-
2.094
2
4.60
MKW
1.00
1.00
227,575.06
Mali
Nakivubo Channel Uganda
Rehabilitation
Project
32
A f r i c a n
D e v e l o p m e n t
B a n k
AfDB
Study on Road Infrastructure Costs:
Analysis of Unit Costs and Cost Overruns
of Road Infrastructure Projects in Africa
African Development Bank Group / Chief Economist Complex
Dates
Source
Class
Project Title
Country/ies
AICD 2008
Paved: Inter-urban Road Rehabiliation Zambia
Rehab/Reconstruct and Maintenance
AfDB 2010
Cotonou–Porto
Novo Road
Rehabilitation
Project
Contractor
Nationality
PAR
Zambia (Consultancy:
United
Kingdom)
Contract Completion
Contract Price
PCR
10/14/2005 12/27/2005
PAR
PCR
Dimensions
USD
Original Exchange CPI
Rate
Lanes Length Currency
Factor
USD/lkm
-
0.946
2
7.00
ZMK
1.00
1.00
67,603.23
13.635
11.248
4
3.85
UA
1.34
1.24
1,215,099.16
‘Cotonou–Porto
Novo Road Rehab
- Lot A
Benin
France
9/4/1996 4/17/1998
3/1/2002
1/1/2006
AICD 2008
Paved: Urban
Rehabilitation/
Reconstruction
RSA
NA
12/1/2004
-
2.696
2
9.00
ZAR
1.00
1.00
149,788.47
AICD 2008
Paved: Inter-urban
Rehab/Reconstruct
Burundi
China
10/28/2005 4/14/2006
-
5.396
2
10.00
FCFA
1.00
1.00
269,787.94
AICD 2008
Paved: Urban
Rehab/
Reconstruction
RSA
NA
10/1/2005
-
13.101
2
15.20
ZAR
1.00
1.00
430,958.82
AfDB 2010
Cotonou–Porto
Novo Road
Rehabilitation
Project
13.157
10.853
2
16.16
UA
1.34
1.24
556,264.47
-
5.407
2
16.60
USD
1.00
1.00
162,858.34
4.970
4.543
2
18.48
UA
1.34
1.24
204,107.78
-
7.440
2
21.10
MT
1.00
1.00
176,306.64
22.910
18.898
4
10.75
UA
1.34
1.23
724,485.34
-
35.980
4
11.75
FCFA
1.00
1.00
765,526.41
-
5.444
2
24.60
AKW
1.00
1.00
110,643.47
4/1/2000
7.179
7.000
2
26.30
UA
1.33
1.55
274,226.20
10/1/1998 10/1/2005
6.759
3.981
2
26.30
UA
1.38
1.26
131,794.32
-
6.178
2
27.00
CVE
1.00
1.00
114,416.65
Cotonou–Porto
Novo Road Rehab
- Lot C
Benin
France
9/4/1996 7/22/1998
1/18/2007
AICD 2008
Paved: Interurban Rehab/
Reconstruction
Projet de réhabil- Benin
itation de la route
Poke–Ketou–Illara
France
AfDB 2010
Second Road
Maintenance
Project
Rehabilitation of:
(I) RN2 between
Ribeira Peixe and
Porto Alegre; (II)
Structures on the
RN1 and RN2
Portugal
AICD 2008
Paved: Interurban Rehab/
Reconstruction
Roads and Bridges Mozambique
Management
and Maintenance
Program
AfDB 2010
Cotonou-Porto
Novo Road
Rehabilitation
Project
Cotonou–Porto
Novo Road Rehab
- Lot B
Sao Tome and
Principe
Benin
8/31/1993 5/29/1998
Italy
7/1/2003
5/1/2002
9/4/1996 11/16/1998 12/31/2004 1/1/2006
AICD 2008
Paved: Urban
Rehab/
Reconstruction
Amenagement de Benin
la route Cotonou–
Porto Novo (Lot B)
NA
AICD 2008
Paved: Urban
Rehab/
Reconstruction
0
NA
AfDB 2010
Road Rehabilitation Rehabilitation
Chad
and Maintenance works on the
Project
N’djamena bypass,
and rehabilitation
of Walia-N’gueli
bridge road
France
10/26/1987 7/25/1990 10/1/1998
AfDB 2010
Road Maintenance Rehabilitation
and Construction of Chikwawa–
(ROMAC II) Project Bangula Road
Malawi
South Africa
2/15/1990 3/1/1997
AICD 2008
Paved: Interurban Rehab/
Reconstruction
Cape Verde
Cape Verde
Road Sector
Support Project
5/1/2004
11/11/2004 10/5/2006
France
Angola
1/1/2006
11/9/1998
11/2/2005 1/19/2006
33
A f r i c a n
D e v e l o p m e n t
B a n k
Study on Road Infrastructure Costs:
Analysis of Unit Costs and Cost Overruns
of Road Infrastructure Projects in Africa
African Development Bank Group / Chief Economist Complex . May 2014
Dates
Source
Class
Project Title
Country/ies
Contractor
Nationality
PAR
Contract Completion
Contract Price
PCR
PAR
PCR
AfDB
Dimensions
USD
Original Exchange CPI
Rate
Lanes Length Currency
Factor
USD/lkm
AICD 2008
Paved: Urban
Rehab/
Reconstruction
0
Angola
NA
-
5.230
2
27.30
AKW
1.00
1.00
95,786.50
AICD 2008
Paved: Urban
Rehab/
Reconstruction
0
Angola
NA
-
5.380
2
27.92
AKW
1.00
1.00
96,340.20
AICD 2008
Paved: Urban
Rehab/
Reconstruction
South Africa
RSA
N014-0613-2005/1
NA
9/1/2005
-
12.164
2
28.00
ZAR
1.00
1.00
217,211.06
AICD 2008
Paved: Interurban Rehab/
Reconstruction
Tetteh Quarshie
Circle – Mamfe
Project/ PantangMamfe Section
Ghana
China
3/22/2004
-
21.184
2
29.40
USD
1.00
1.00
360,267.57
AICD 2008
Paved: Interurban Rehab/
Reconstruction
Road Sector
Development
Project
Burundi
Rwanda
10/26/2005 2/1/2006
-
6.573
2
30.00
BIF
1.00
1.00
109,542.75
AICD 2008
Paved: Urban
0
Rehab/Reconstruct
Angola
NA
-
5.808
2
30.90
AKW
1.00
1.00
93,984.49
AICD 2008
Paved: Interurban Rehab/
Reconstruction
Road Rehabiliation Zambia
and Maintenance
China Consultancy :
South Africa
-
23.232
2
34.70
ZMK
1.00
1.00
334,753.67
AICD 2008
Paved: Urban
Rehab/
Reconstruction
0
Angola
NA
-
7.049
2
34.70
AKW
1.00
1.00
101,573.07
AICD 2008
Paved: Interurban Rehab/
Reconstruction
Northern Corridor
Transport
Improvement
Project
Kenya
NA
-
30.809
2
35.00
KSH
1.00
1.00
440,135.53
AICD 2008
Paved:
Improvement/
Upgrade
0
Angola
NA
-
16.676
2
37.80
AKW
1.00
1.00
220,583.92
AICD 2008
Paved: Interurban Rehab/
Reconstruction
Road Sector
Development
Program
Ghana
Netherlands
12/15/2003 2/13/2004
-
28.083
4
19.00
Cedi
1.00
1.00
369,515.45
AICD 2008
Paved: Interurban Rehab/
Reconstruction
Road Rehabiliation Zambia
and Maintenance
China (Consultancy :
Zambia)
2/18/2005 6/10/2005
-
11.709
2
40.50
ZMK
1.00
1.00
144,558.03
AfDB 2007
Nsawam-Apedwa
(rehab and new
construction)
0
China
23.230
48.880
2
41.00
UA
1.53
0.98
888,850.37
AICD 2008
Paved: Inter-urban Road
Ghana
Rehab/Reconstruct Infrastructrure
Project 2003/
Nsawam–Apedwa
Road
NA
11/14/2006
-
48.892
2
41.00
Cedi
1.00
1.00
596,249.97
AICD 2008
Paved: Inter-urban Roads and Bridges Mozambique
Rehabilitation
Management
and Maintenance
Program
Mozambique
4/26/2004 08/22/2006
-
8.276
2
48.00
Mt
1.00
1.00
86,204.35
AICD 2008
Paved: Interurban Heavy
Rehabilitation
South Africa
9/30/2003 12/23/2003
-
3.001
2
50.00
ZMK
1.00
1.00
30,008.07
AICD 2008
Paved: Inter-urban Roads and Bridges Mozambique
Rehabilitation/
Management
Reconstruction
and Maintenance
Program
Portugal
4/26/2004 10/5/2006
-
13.773
2
52.00
MT
1.00
1.00
132,432.88
Ghana
Roads Sector
Zambia
Invetment Program
10/7/2005 12/28/2005
8/29/2006
4/1/2004
4/1/2007
34
A f r i c a n
D e v e l o p m e n t
B a n k
AfDB
Study on Road Infrastructure Costs:
Analysis of Unit Costs and Cost Overruns
of Road Infrastructure Projects in Africa
African Development Bank Group / Chief Economist Complex
Dates
Source
Class
AICD 2008
Paved: Urban
Rehab/
Reconstruction
AICD 2008
Paved: Urban
Rehab/
Reconstruction
AICD 2008
Paved: Interurban Rehab/
Reconstruction
AfDB 2007
Project Title
Contractor
Nationality
Country/ies
RSA
NA
0
Angola
Tema–Aflao
Project/ Akatsi–
Aflao Road
PAR
Contract Completion
Contract Price
PCR
PCR
USD
Original Exchange CPI
Rate
Lanes Length Currency
Factor
USD/lkm
-
9.397
2
52.40
ZAR
1.00
1.00
89,663.57
NA
-
19.958
2
57.00
AKW
1.00
1.00
175,069.50
Ghana
NA
-
37.762
2
58.49
Cedi
1.00
1.00
322,806.71
Tema-Aflao (Akatsi- 0
Aflao Section)
(rehabilitation and
new construction)
Ghana
-
11/1/2006
19.910
36.000
2
58.50
UA
1.47
1.00
452,318.72
AfDB 2007
Techiman–
Kintampo
(reinforcement)
0
Ghana
-
12/1/2006
26.721
31.040
2
60.00
UA
1.47
1.00
379,683.99
AICD 2008
Paved: Interurban Rehab/
Reconstruction
0
Namibia
NA
7/6/2004
-
15.943
2
61.40
N$
1.00
1.00
129,828.00
AICD 2008
Paved: Interurban Rehab/
Reconstruction
Road Development Uganda
Program Phase 1
Serbia
12/29/2006
-
10.251
2
66.00
USH
1.00
1.00
77,658.74
AICD 2008
Paved: Interurban Rehab/
Reconstruction
Roads and Bridges Mozambique
Management
and Maintenance
Program
Mozambique
3/15/2006 2/12/2007
-
6.250
2
76.00
MT
1.00
1.00
41,115.71
AICD 2008
Paved: Urban
Rehab/
Reconstruction
0
NA
-
34.304
2
85.00
AKW
1.00
1.00
201,788.61
AICD 2008
Paved: Interurban Rehab/
Reconstruction
Emergency
DRC
Multisector
Rehabilitation amd
Reconstruction
Project (EMRRP)
-
6.974
2
86.40
USD
1.00
1.00
40,359.93
AfDB 2010
Road Maintenance Semera - Dobi
and Rehabilitation Junction
Project
Reconstruction
29.210
25.500
2
94.00
UA
1.40
1.40
264,865.14
AICD 2008
Paved: Reseal
-
7.750
2
100.00
USH
1.00
1.00
38,747.92
AfDB 2010
Himo-Arusha Road Himo-Arusha Road Tanzania
Rehabilitation
Rehabilitation
Project
Project
Italy
36.992
24.730
2
104.00
UA
1.40
1.40
232,490.49
AICD 2008
Paved: Interurban Rehab/
Reconstruction
Roads and Bridges Mozambique
Management
and Maintenance
Program
China
4/26/2004 8/22/2006
-
24.742
2
109.00
MT
1.00
1.00
113,495.06
AICD 2008
Paved: Interurban Rehab/
Reconstruction
0
NA
5/26/2002
-
8.675
2
113.80
KSH
1.00
1.00
38,115.75
AICD 2008
Paved: Interurban Heavy
Rehabilitation
Roads and Bridges Mozambique
Management
and Maintenance
Program
South Africa
4/26/2004 08/22/2006
-
19.766
2
123.00
Mt
1.00
1.00
80,350.07
AICD 2008
Paved: Interurban Rehab/
Reconstruction
0
NA
2/19/2003
-
13.003
2
131.30
N$
1.00
1.00
49,517.66
Angola
China
Ethiopia
Ethiopia
Road Development Uganda
Program Phase 1
9/30/2004 9/16/2006
11/22/1989 7/1/1993
NA
Kenya
Namibia
8/1/2003
PAR
Dimensions
8/1/2001
8/1/2005
12/29/2006
6/11/1990 5/7/1993
4/4/1997
6/1/2004
35
A f r i c a n
D e v e l o p m e n t
B a n k
Study on Road Infrastructure Costs:
Analysis of Unit Costs and Cost Overruns
of Road Infrastructure Projects in Africa
African Development Bank Group / Chief Economist Complex . May 2014
Dates
Source
Class
Project Title
Contractor
Nationality
Country/ies
PAR
Contract Completion
Contract Price
PCR
PAR
PCR
AfDB
Dimensions
USD
Original Exchange CPI
Rate
Lanes Length Currency
Factor
USD/lkm
AICD 2008
Paved: Interurban Rehab/
Reconstruction
Emergency
DRC
Multisector
Rehabilitation amd
Reconstruction
Project (EMRRP)
China
3/30/2005
-
26.658
2
141.90
USD
1.00
1.00
93,932.04
AICD 2008
Paved: Interurban Heavy
Rehabilitation
Roads and Bridges Mozambique
Management
and Maintenance
Program
Italy
4/26/2004 08/22/2006
-
12.648
2
159.00
Mt
1.00
1.00
39,774.23
AICD 2008
Paved: Interurban Heavy
Rehabilitation
Roads and Bridges Mozambique
Management
and Maintenance
Program
South Africa
4/26/2004 10/05/2006
-
23.623
2
173.00
Mt
1.00
1.00
68,276.01
AfDB 2010
Road Rehabilitation RN1 & RN1, RN6:
and Maintenance Rehabilitation
Project
and Periodic
Maintenance of
Paved Roads
Madagascar
Madagascar
10.600
22.340
2
173.40
UA
1.32
1.16
98,667.36
AICD 2008
Paved: Interurban Rehab/
Reconstruction
Namibia
NA
-
23.554
2
203.30
N$
1.00
1.00
57,928.84
AfDB 2010
Pemba-Montepuez Pemba–Montepuez Mozambique
Road Rehabilitation Road Rehabilitation
Project
Project
Italy
6/25/1997 3/1/2000
27.030
23.870
2
210.00
UA
1.32
1.18
88,474.49
AfDB 2007
Toliara
(rehabilitation)
RN 34 only
Madagascar
China
7/1/2004
8/1/2006
24.530
21.973
2
221.00
UA
1.47
0.99
72,217.68
AfDB 2007
Multinational
UEMOA/GhanaProgram Routier
1 – Mali Section
(reinforcement)
0
Mali, Ghana
-
1/1/2006
9/1/2006
11.374
14.999
2
221.00
UA
1.47
0.99
49,541.76
AfDB 2007
Multi- Waenu/
MaliSenegalDakar: Mali
Section (road
improvement)
Lot 1 & 2
Mali
-
1/1/2006
6/1/2006
51.600
59.243
2
226.40
UA
1.47
0.99
191,006.46
AfDB 2010
Classified State
Road Network
Rehabilitation
Project
Classified State
Road Network
Rehabilitation
Project
Tunisia
Mostly Tunisian 31/05/1995 1/1/1997 30/06/2002 9/1/2002
40.660
30.312
2
260.00
UA
1.38
1.27
102,073.46
AfDB 2010
Classified State
Road Network
Development
Project - Phase I
Classified State
Road Network
Development
Project - Phase I
Tunisia
Tunisia
26/11/1997
30/06/2002 12/1/2002 19.667
14.929
2
340.80
UA
N/A
N/A
-
AfDB 2007
Tunisia, Classified
Road Network
rehabilitation
Phase IV
Part 2 (23 lots)
Tunisia
Tunisian
11/1/2004 5/1/2007
62.680
59.985
2
421.10
UA
1.53
0.97
105,557.01
AfDB 2010
Road Project III
Reinforcement
of main roads
(801km)
Kingdom of
Morocco
Morocco
12/15/1994 11/1/1995 8/31/2001
37.685
31.743
2
938.00
UA
1.52
1.31
33,795.15
AfDB 2010
Classified
Road Network
Development
Project II
Classified
Road Network
Development
Project II
Tunisia
Tunisia
09/06/1999 8/1/1999 31/12/2003 8/1/2004
157.644
2
981.90
USD
1.00
1.21
96,848.91
0
1/5/1991
Jan 99/
Dec 00
12/1/2005
5/1/2009
5/10/2002
various
7/1/2002
1/1/2005
9/1/2002
184.439
36
A f r i c a n
D e v e l o p m e n t
B a n k
AfDB
Study on Road Infrastructure Costs:
Analysis of Unit Costs and Cost Overruns
of Road Infrastructure Projects in Africa
African Development Bank Group / Chief Economist Complex
Dates
Source
Class
Project Title
Contractor
Nationality
Country/ies
PAR
Contract Completion
Contract Price
PCR
PAR
Dimensions
USD
Original Exchange CPI
Rate
Lanes Length Currency
Factor
PCR
USD/lkm
Construction and upgrading of paved roads
AfDB 2010
South-Eastern
Highway Project
Construction of a Mauritius
new Road linking
Plaine Magnien to
Ferney Community
Centre (5.526 km)
China
AICD 2008
Inter-urban:
Construction
(paved)
Road Sector
Support Project
Cape Verde
AICD 2008
Inter-urban
Upgrade to Paved
Road Sector
Ethiopia
Development
Support Program II
NA
AfDB 2007
Tombo-Gbessia
(improvement of
paved road and
other activities)
0
-
AICD 2008
Inter-urban
Upgrade to Paved
Road Sector
Ethiopia
Development
Support Program II
AfDB 2007
Mayange-Nemba 0
(upgrade to paved)
AICD 2008
Inter-urban
Upgrade to Paved
AfDB 2010
Achimota-Anyinam Construction of
Road Rehabilitation Apedwa–Bunso
Project
Section of the
Achimota–
Anyinam Road
Ghana
AfDB 2007
MR3 Bypass
(upgrade)
0
Swaziland
AICD 2008
Inter-urban
Upgrade to Paved
ADB Ghana
Ghana
P-GH-D00-002
REHABILITATION
OF ACHIMOTAANYINAM ROAD
- APEDWA-BUNSO
SECTION
NA
AfDB 2010
Road Improvement
in the West,
Littoral and South
Provinces
Road works, bridge Cameroon
construction
and related
improvements
between Melong
and Dschang, and
between Eseka and
Lalodorf
Brazil
3/29/2001 10/6/2003
7/1/2007
AfDB 2010
Mpharane–Bela Construction works Lesotho
Bela Road
for upgrading of
Upgrading Project Mpharane – Bela
Bela, St Theresa
and Kolojane in
Leribe and Berea
districts of Lesotho
South Africa
1/16/2002 7/27/2003 5/12/2005
AICD 2008
Inter-urban
Upgrade to Paved
Cape Verde
Guinea
Rwanda
Ghana
6/30/2008
5/1/2009 #DIV/0!
9.767
2
5.53
UA
1.48
1.08
1,419,590.65
10/31/2005 11/07/2006
-
2.186
2
11.00
CVE
1.00
1.00
99,370.48
-
4.536
2
11.00
ETB
1.00
1.00
-
49.530
-
2
11.10
UA
1.48
1.03
-
7/4/2006
-
4.418
2
13.00
ETB
1.00
1.00
169,911.65
10/1/2006 12/1/2006
11.280
10.942
2
20.00
UA
1.47
1.00
401,535.04
-
16.751
2
20.70
USD
1.00
1.00
404,618.30
?
12/15/1997 12/19/2000 12/31/2008 12/15/2009 22.130
20.840
2
21.80
USD
1.00
1.16
553,799.43
South Africa
12/1/2003 2/1/2007
35.350
56.563
4
11.00
UA
1.53
0.99
1,946,864.80
-
14.668
2
22.00
USD
1.00
1.00
333,359.21
9/1/2008
14.020
24.350
2
22.50
UA
1.40
1.09
823,349.05
4/1/2008
4.230
6.860
2
23.54
UA
1.40
1.10
223,036.12
-
30.812
2
28.47
USD
1.00
1.00
541,194.01
7/1/2005
NA
Germany
ADB Rwanda
Rwanda
P-Z1-DB0-037
Travaux routiers
d’aménagement de
la section Mayange
- Nemba
Akatsi–Noepe
Project/Akatsi–
Akanu road
6/13/2001 2/1/2004
NA
NA
37
A f r i c a n
D e v e l o p m e n t
B a n k
Study on Road Infrastructure Costs:
Analysis of Unit Costs and Cost Overruns
of Road Infrastructure Projects in Africa
African Development Bank Group / Chief Economist Complex . May 2014
Dates
Source
Class
Project Title
Country/ies
AfDB 2010
Classified State
Road Network
Rehabilitation
Project
AfDB 2007
Akatsi-Dzodze
0
(Akatsi-Akanu
Section) (upgrade
to paved)
AfDB 2010
LikalanengThaba Tseka
Road Upgrading
- Lot1 (LikalanengCheche’s Pass)
AfDB 2007
13. Likalaneng0
Thaba Tseka
(upgrade to paved)
AICD 2008
Inter-urban
Upgrade to Paved
ADB Lesotho
Lesotho
P-LS-DB0-009
Likaleneng-Thaba
Teseka Road
Upgrading Project
AICD 2008
Inter-urban
Upgrade to Paved
Central Transport
Corridor Project
AICD 2008
Inter-urban
Upgrade to Paved
AfDB 2007
Classified State
Road Network
Rehabilitation
Project
Contractor
Nationality
PAR
Tunisia
Mostly Tunisian 31/05/1995
Ghana
-
1/1/2007
?
10/29/2003
South Africa
Contract Price
Contract Completion
PCR
USD
Original Exchange CPI
Rate
Lanes Length Currency
Factor
USD/lkm
3.978
2
29.10
UA
N/A
N/A
-
13.271
21.250
2
29.75
UA
1.53
1.06
581,139.28
2/28/2009 5/27/2010 18.190
13.660
2
31.00
UA
N/A
N/A
-
11/1/2006 4/1/2006
18.180
17.942
2
31.00
UA
1.47
1.00
425,407.71
NA
3/5/2006
-
20.899
2
31.00
USD
1.00
1.00
337,076.11
Tanzania
China
4/29/2005 7/20/2005
-
12.902
2
33.00
TSH
1.00
1.00
195,486.26
Central Transport
Corridor Project
Tanzania
China
4/29/2005 11/07/2005
-
11.312
2
34.00
TSH
1.00
1.00
166,346.04
Gasenyi-Kirundo
(asphalting)
Lot 3
Burundi
France
9.150
10.345
2
37.00
UA
1.47
1.00
205,209.60
AICD 2008
Inter-urban
Upgrade to Paved
Construction de
la RN 14 Kicukiro
- Nyamata Mayange - Nemba
Tronçon Kirundo
- Gasenyi’
Burundi
NA
14.009
2
37.00
USD
1.00
1.00
189,311.15
AfDB 2010
Two International
Roads Project
Two International Swaziland
Roads Project Mbabane-Ngwenya
Road
Swaziland/
South Africa
AfDB 2007
Lot 1 (upgrade to
paved)
0
Zanzibar
AfDB 2007
Lot 2 (upgrade to
paved)
0
Zanzibar
AfDB 2010
Lesotho
30/06/2002 9/1/2002
PAR
Dimensions
4.580
Likalaneng -Thaba Lesotho
Tseka Road
Upgrading - Lot1
(Likalaneng Cheche’s Pass)
various
PCR
AfDB
9/1/2006 12/1/2006
11/18/1994 7/1/1999
4/26/2004 12/1/2005 19.710
32.550
4
19.30
UA
1.37
1.21
697,941.62
Kenya
6/1/2005 12/1/2005
7.007
6.647
2
44.10
UA
1.48
1.02
114,494.08
Italy
6/9/2004
6/1/2006
6.904
8.386
2
44.30
UA
1.47
0.99
138,171.83
Kyotera–Mutukula Kyotera–Mutukula Uganda
Road Upgrading
Road Upgrading
Project
Project
Italy- Germany 17/09/1998 8/1/2000
10/1/2002 11/1/2005 10.200
8.090
2
44.74
UA
1.32
1.17
139,443.25
AICD 2008
Inter-urban
Upgrade to Paved
NA
11/14/2003
-
20.500
2
45.00
USD
1.00
1.00
227,781.28
AfDB 2007
Gitarama-Ngorero 0
(rehab and paving)
Rwanda
China
2/1/2005 12/1/2006
11.590
9.372
2
46.60
UA
1.47
1.00
147,604.06
AfDB 2010
Djermaya–
Massaguet Road
Construction
Project
Chad
France
1/23/1997 12/14/1998 8/31/2001 11/1/2001
3.420
3.098
2
47.00
UA
1.34
1.23
54,358.06
ADB Cameroun
Cameroun
P-CM-D00-005
Projet d’aménagement routier dans
les provinces de
l’ouest, du sud et
du littoral
Tarring of the
two-lane road
from Djermaya to
Massaguet
38
A f r i c a n
D e v e l o p m e n t
B a n k
AfDB
Study on Road Infrastructure Costs:
Analysis of Unit Costs and Cost Overruns
of Road Infrastructure Projects in Africa
African Development Bank Group / Chief Economist Complex
Dates
Source
Class
Project Title
Contractor
Nationality
Country/ies
PAR
Contract Completion
Contract Price
PCR
PAR
PCR
Dimensions
USD
Original Exchange CPI
Rate
Lanes Length Currency
Factor
USD/lkm
AfDB 2010
Two International
Roads Project
Two International Swaziland
Roads Project Luyengo-Sicunusa
Road
Swaziland/
South Africa
11/18/1994 10/1/1999
7/1/2003
12/1/2005 20.870
16.600
2
47.20
UA
1.37
1.20
288,490.23
AfDB 2010
Transport Sector
Project
MbabaneSwaziland
Ezulwini-Matsapha
Upgrading
Swaziland/
Denmark
8/24/1992 10/1/1994
1/1/1999
12/1/2004 49.423
55.799
4
26.40
UA
1.42
1.35
1,009,348.37
AICD 2008
Inter-urban
Upgrade to Paved
Uganda Road
Development
Program Phase 2
Uganda
Netherlands
6/21/2004 07/15/2004
-
15.792
2
53.00
USH
1.00
1.00
148,977.64
AICD 2008
Inter-urban
Upgrade to Paved
Kenya
NA
9/30/1996
-
41.316
2
53.30
KSH
1.00
1.00
387,579.83
AICD 2008
Inter-urban
Upgrade to Paved
Uganda Road
Development
Program Phase 2
Uganda
China
6/21/2004 10/26/2004
-
15.784
2
55.00
USH
1.00
1.00
143,491.02
AICD 2008
Inter-urban
Upgrade to Paved
Uganda Road
Development
Program Phase 2
Uganda
China
3/25/2004 06/07/2004
-
14.484
2
62.50
USH
1.00
1.00
115,874.32
AfDB 2010
Msulira-Nkhotakota Msulira-Nkhotakota Malawi
Road Project
Road Project
0
11/25/1991 6/16/2000 8/31/2003 11/1/2006 14.140
15.880
2
80.00
UA
1.32
1.17
153,430.59
AfDB 2007
Multinational
Senegal Section
Waemu/
Mali-Senegal
(rehabilitation and
construction)
Senegal
AICD 2008
Inter-urban
Upgrade to Paved
Road Sector
Ethiopia
Development
Support Program II
China
AICD 2008
Inter-urban
Upgrade to Paved
ADB Uganda
Uganda
P-UG-DBO-017
Uganda: Upgrading
of Kabale–Kisoro–
Bunagana/Kyanika
Road
NA
AICD 2008
Inter-urban
Upgrade to Paved
Northern Main
Swaziland
Road Construction
Project
South Africa/
Lebanon
AICD 2008
Inter-urban
Upgrade to Paved
ADB Cameroun
P-CM-DB0-007
Projet d’aémenagement route
Ambam-Eking
AICD 2008
Inter-urban
Upgrade to Paved
AICD 2008
Senegal
4/1/2007
21.760
22.822
2
82.50
UA
1.53
0.98
206,241.25
7/4/2006
-
27.126
2
86.00
ETB
1.00
1.00
157,711.83
-
98.452
2
98.70
USD
1.00
1.00
498,742.71
9/22/2004 3/24/2007
-
7.761
2
106.00
SEM
1.00
1.00
36,607.42
France
10/18/2003
-
16.240
2
114.00
USD
1.00
1.00
71,230.13
Road Sector
Ethiopia
Development
Support Program II
China
6/23/2006 10/30/2006
-
50.449
2
117.25
ETB
1.00
1.00
215,135.05
Inter-urban
Upgrade to Paved
Road Sector
Ethiopia
Development
Support Program II
China
6/23/2006 10/30/2006
-
27.825
2
119.00
ETB
1.00
1.00
116,912.30
AfDB 2010
Alemgena Butajira Road
Alemgena-Butajira Ethiopia
Road Upgrading
China
6/17/1998 10/25/2000 4/5/2004
23.640
21.270
2
120.00
UA
1.32
1.16
135,745.58
AfDB 2007
Djougou-Ndali
(regravel/
asphalting)
0
Benin, France
1/1/2004 12/1/2006
21.230
24.167
2
125.00
UA
1.47
1.00
141,892.92
AICD 2008
Inter-urban
Upgrade to Paved
Road Sector
Ethiopia
Development
Support Program II
China
1/0/1900 6/23/2006 10/30/2006
-
38.258
2
130.00
ETB
1.00
1.00
147,148.04
AfDB 2007
Kigoma-Lusahunga 0
(upgrade to paved)
China
9/1/2001
21.410
33.652
2
154.00
UA
1.47
1.01
161,981.84
Cameroun
Benin
Tanzania
1/1/2006
4/1/2007
3/1/2006
39
A f r i c a n
D e v e l o p m e n t
B a n k
Study on Road Infrastructure Costs:
Analysis of Unit Costs and Cost Overruns
of Road Infrastructure Projects in Africa
African Development Bank Group / Chief Economist Complex . May 2014
Dates
Source
Class
Project Title
AfDB 2007
5. Butajira0
Hossaina-Sodo
(upgrade to paved)
AICD 2008
Inter-urban
Upgrade to Paved
Contractor
Nationality
Country/ies
Ethiopia
PAR
China, South
Korea
Contract Price
Contract Completion
PCR
Dimensions
USD
Original Exchange CPI
Rate
Lanes Length Currency
Factor
PAR
PCR
45.900
35.719
2
189.00
UA
1.48
25.298
2
211.50
USD
1.00
1.00
59,806.83
10/1/2001 7/1/2004
AfDB
USD/lkm
1.06
149,233.84
ADB Mauritanie
P-MR-DB0-006
Construction du
tronçon Mbignik
- Boghe
Lot II de la route Rosso Mauritania
Boghe’
China
12/3/2003
AfDB 2010
Trans-Kgalagadi
Road Project
Construction
Botswana
of 589km road
between Sekoma
and Mamuno Section II: Kang to
Ghanzi Junction
(221 km)
Kuwait
11/25/1991 12/16/1994 7/1/1998
3/1/2005
30.790
21.920
2
221.00
UA
1.42
1.35
94,605.05
AfDB 2010
Road Project III
Construction of
secondary roads
(257km)
?
12/15/1994 11/1/1995 8/31/2001
9/1/2002
19.780
22.091
2
237.00
UA
1.52
1.31
93,084.54
AfDB 2010
Classified State
Road Network
Development
Project - Phase I
Tunisia – Classified Tunisia
State Road Network
Development
Project - Phase I
Tunisia
26/11/1997
30/06/2002 12/1/2002 50.158
41.249
2
433.00
UA
N/A
N/A
-
Morocco
-
various
40
A f r i c a n
D e v e l o p m e n t
B a n k