RESTRUCTURING PAPER ON A PROPOSED PROJECT RESTRUCTURING LAGOS URBAN TRANSPORT PROJECT 2 CREDIT BOARD APPROVAL DATE: JUNE 29, 2010 TO THE

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1 Public Disclosure Authorized Public Disclosure Authorized Public Disclosure Authorized Public Disclosure Authorized Water and Urban Unit 2 (AFTU2) Nigeria Country Department (AFCW2) Africa Region Document of The World Bank RESTRUCTURING PAPER ON A PROPOSED PROJECT RESTRUCTURING OF LAGOS URBAN TRANSPORT PROJECT 2 CREDIT BOARD APPROVAL DATE: JUNE 29, 2010 TO THE FEDERAL REPUBLIC OF NIGERIA December 3, 2012 Report No: NG

2 ABBREVIATIONS AND ACRONYMS AFD BRT EIA ESMF GEF IDA LAMATA LSG LUTP 2 PAD PDO US Agence Française de Développement (French Development Agency) Bus Rapid Transit Environmental Impact Assessment Environment and Social Mitigation Framework Global Environment Facility International Development Association Lagos Metropolitan Area Transit Authority Lagos State Government Lagos Urban Transport Project 2 Project Appraisal Document Project Development Objectives United States Regional Vice President: Country Director: Sector Director: Sector Manager Task Team Leader: Makhtar Diop Marie Françoise Marie-Nelly Jamal Saghir Alexander E. Bakalian Roger Gorham i

3 NIGERIA LAGOS URBAN TRANSPORT PROJECT 2 P CONTENTS Page A. SUMMARY... 1 B. PROJECT STATUS... 1 C. PROPOSED CHANGES... 2 D. APPRAISAL SUMMARY ANNEX 1: RESULTS FRAMEWORK AND MONITORING ANNEX 2: REALLOCATION OF PROCEEDS ii

4 Restructuring Restructuring Type: Level two Last modified on date : 10/31/2012 Status: Draft 1. Basic Information Project ID & Name P112956: NG Nigeria - LUTP-II (FY10) Country Nigeria Task Team Leader Roger Gorham Sector Manager/Director Alexander E. Bakalian Country Director Marie Francoise Marie-Nelly Original Board Approval Date 06/29/2010 Original Closing Date: 06/30/2015 Current Closing Date 06/30/2015 Proposed Closing Date [if applicable] EA Category B-Partial Assessment Revised EA Category B-Partial Assessment-Partial Assessment EA Completion Date 04/01/2009 Revised EA Completion Date 2. Revised Financing Plan (US$m) Source Original Revised BORR FRDE IDA Total Borrower Organization Department Location Federal Republic of Nigeria Nigeria 4. Implementing Agency Organization Department Location Lagos Metropolitan Area Nigeria Transport Authority (LAMATA) iii

5 5. Disbursement Estimates (US$m) Actual amount disbursed as of 10/31/ Fiscal Year Annual Cumulative Total Policy Exceptions and Safeguard Policies Does the restructured project require any exceptions to Bank policies? N Does the restructured projects trigger any new safeguard policies? If yes, please select from the checklist below and update ISDS accordingly before submitting the package. N 7a. Project Development Objectives/Outcomes Original/Current Project Development Objectives/Outcomes The Project Development Objectives are to (a) improve mobility along prioritized corridors; and (b) promote a shift to more environmentally sustainable urban transport modes. 7b. Revised Project Development Objectives/Outcomes [if applicable] iv

6 LAGOS URBAN TRANSPORT PROJECT 2 RESTRUCTURING PAPER A. SUMMARY 1. The Federal Ministry of Finance, during a World Bank implementation support mission on the Lagos Urban Transport Project 2 (LUTP2), requested a minor restructuring of the project because of the following reasons: Inability to proceed with Part A.2 (Component 1B) of the project, construction of LAMATA corporate head office, within the anticipated time frame of the project, because of a potential conflict of land-uses for the proposed site. Minor increase in the cost of IDA financing for certain expenditures related to the Ikorodu BRT extension because bid values of the contracts of the works slightly exceeded the quantity of available funds from AFD (adjusted from savings elsewhere within the IDA project) The need to adjust the allowable allocations of resources among components to reflect revised expenditure levels 2. In response to the government s request, it is proposed to restructure the project as follows: The IDA project resources previously allocated to the construction of the LAMATA headquarters building (Part A.2, for about US$14 million) will be reallocated to the construction of shelters, platforms and footbridges Mile 12 to Ikorodu BRT extension (Part B.2, Component 2B); Reallocation of credit proceeds (between components) to reflect changes in expenditure levels among components; Minor modifications in descriptions of some of the works carried out under the project; and Minor modification in intermediate result indicators to reflect the above changes. B. PROJECT STATUS 3. The project was approved on June 29, 2010 and was declared effective on May 16, The Designated Account was established in July However, the project was restructured almost immediately after effectiveness, because of both longer-than-expected processing time for approval and conditions requisite for disbursement of the AFD co-financing, and shifts in government priorities. 4. The restructured IDA credit was made effective on November 7, The AFD cofinancing credit (US$100 million) was signed shortly thereafter, on November 25, 2011, with conditions precedent to disbursement (AFD equivalent to "effectiveness") deemed fulfilled on March 28, Because of the nature of the civil works, the major IDA-financed civil works had to be procured in tandem with those financed by AFD. This process is now substantially advanced, with AFD and IDA having given their no objections to the award of those major 1

7 contracts on July 17, 2012 and September 25, 2012, respectively. Contractor mobilization has only recently begun and therefore disbursements to date have been modest; about US $ 17,962,485 (9.5 percent) have disbursed on the project to date, though another US$5,000,000 withdrawal request is ending as of November 20, The Financing Agreement will be amended to reflect restructuring of the project. The project development objectives and indicators will not be affected by this restructuring, though an intermediate outcome indicator related specifically to the construction of the LAMATA building will be dropped. The project is also financed by a US$4.5 million Global Environment Facility (GEF) grant, which will not be affected by this restructuring. C. PROPOSED CHANGES Results/Indicators 6. One intermediate outcome indicator, referring to the LAMATA headquarters building, will be dropped. Please see Annex 1. This change does not affect the Financing Agreement. Components 7. The original project design included four components: Component 1: Institutional development and capacity building; Component 2: Improvement of public transport infrastructure and enhancement of traffic management systems; Component 3: Improvement of Lagos state metropolitan road network; and Component 4: Project management and system monitoring. 8. The proposed restructuring will drop one sub-component under Component 1 subcomponent 1B (Part A.2 under the Financing Agreement). 9. Funding for sub-component 2B (Part B.2 under the Financing Agreement) will be enhanced to enable IDA financing for civil works for station platforms, shelters, and footbridges along the entire section from Mile 12 to Ikorodu. 10. Funding under Component 3 (Part C under the financing agreement) will be increased to cover cost overruns, using resources from Lagos State government. 11. Part A (Component 1): Institutional development and capacity building (Total cost: US$21 million of which IDA-US$10.0 million, GEF-US$1.0 million, LSG-US$10 million). The changes to this component are the following: decrease in the total amount of funding from $40.8 million to US$21 million, a reduction of US$19.8 million. This reduction would be comprised of the following: US$13.8 million from LSG contribution and US$13 million is from IDA. This reflects the change to sub-component 1B. The full set of adjustments to this component is shown in Table 1. 2

8 Table 1. Changes to Component 1- Institutional development and capacity building Original 2011 Restructuring 2012 Restructuring TOT AL LSG IDA AFD GEF TOT AL LSG IDA AFD GEF TOT AL LSG IDA AFD GEF Component 1. Institutional development and capacity building A. Training and twinning B. LAMATA building C. Transport model update D. LAMATA operating cost E. Creation of TPUs F. Support to Kano

9 12. Part B (Component 2): Improvement of public transport infrastructure and enhancement of traffic management systems (Total cost: US$252.9 million of which IDA- US$146.0 million, AFD-US$100.0 million, GEF-US$3.5 million and LSG-US$21.6 million). The two changes to this component are: 1) to increase the total amount of IDA funding from US$133 million to US$146 million; 2) to introduce LSG counterpart funding in this component in the amount of $3.4 million. 13. The proposed restructuring therefore would change utilization of the available funds for this subcomponent as follows: i. BRT infrastructure - (Mile 12-Ikorodu): As established during the previous restructuring, this corridor is split into two sections: (i) IDA is financing BRT infrastructure from Mile 12 to Ajegunle (about 5 kilometers); and (ii) AFD is financing BRT infrastructure from Ajegunle to Ikorodu (about 9 kilometers). ii. iii. iv. Under the project as restructured the first time, the IDA credit is meant to finance BRT roadworks from Mile 12 to Ajegunle, including provision of two new traffic lanes for the BRT traffic, bridges and culvert repair and expansion to accommodate the additional traffic, as well as bus shelters and platforms and footbridges along the section from Mile 12 to Ajegunle. The credit was also meant to finance the redesigned Mile 12 bus terminal to allow flexibility in BRT operations, as well as supervision of the works along this section. Under the first restructuring, the AFD credit was meant to finance BRT road works from Ajegunle to Ikorodu, including provision of two new traffic lanes for the BRT traffic, bridges, two terminals at Ikorodu and Agric (sub-terminal), bus shelters and platforms, lighting and footbridges. However, for cost reasons, certain components that were meant to be financed by AFD would exceed the available resources. These include: roughly US$2 million of the basic civil works (out of US$100 million), all terminals, bus shelters and platforms, and footbridges. 1 These costs will be picked up by a combination of the IDA financing and LSG contribution under the restructured project. (See proposed revised costs shown in Table 2) In addition, the restructuring is clarifying that IDA resources will be used to finance the construction supervision contract for the entire corridor; that is, the supervision consultant paid for with IDA resources will be responsible for supervising the works on both the IDA-financed and AFDfinanced sections. Under the restructured project, AFD resources will therefore finance only the civil works for the running way between Ajegunle and Ikorodu. LSG resources will cover the roughly US$2 million gap currently projected for those works (actual 1 The two running-way lots financed by AFD were won by the lowest bidder in the procurement process for US$47.49 million and US$54.74 million, respectively. This exceeds the available AFD credit by US$2.23 million. In addition, there are not sufficient resources under the AFD credit to fund certain other features of the Ajegunle to Ikorodu Circle section of the extension, including the Ikorodu and Agric terminals (est. US$ 6 million), stations and platforms along the Ajegunle to Ikorodu circle section (est. US$3 million) and pedestrian access bridges (est. US$12 million for entire corridor.) 4

10 Table 2. Changes in Component 2 - Public transport infrastructure and traffic management systems Sub-components Original (US$ million) Revised, August 2011 (US$ million) Revised, August 2012 (US$ million) IDA AFD GEF IDA AFD GEF IDA AFD GEF LSG A. BRT infrastructure - (Oshodi-Mile 2- Obalende) B. BRT infrastructure - (Mile 12-Ikorodu) C. Upgrade BRT lite (Mile 12- CMS) D. Mass transit alternative analysis studies E. Development of complementary bus system F. BRT consultation, communications, and media strategy G. Upgrade and rationalize system operation TOTAL

11 v. amount will depend on exchange rate fluctuations), while IDA resources will finance the remainder of the works, including: running way for Mile 12 to Ajegunle, all terminals, platforms and shelters, and footbridges, and supervision of all works. vi. Alternative mass transit analysis and studies: This sub-component was originally designed for studies of all major high passenger corridors to be undertaken with a view to examining the case for BRT or LRT solutions. On completion of a first, conceptual exercise, a more detailed feasibility study of a BRT corridor was originally envisioned to be undertaken. One million dollars have been committed for the study of all qualifying corridors. However, the need for a further feasibility of a corridor at the present time has been overtaken by current LASG focus on the Mile 12-Ikorodu BRT project, as well as the BRT associated with Lagos Badagry Expressway rehabilitation. vii. Development of a complementary bus system. This sub-component was originally designed to enable LAMATA to prepare a bus route plan for Lagos to guide allocation of bus routes to private operators, and to fund the implementation of infrastructure along a key route. An amount of $0.5m has already been committed to the preparation of the bus route plan. However, the need for the second phase has been overtaken by LASG funding for the key route along the Lekki Corridor. The funds (about US$9.5 million) for this subcomponent would be re-allocated to the Mile 12-Ikorodu BRT sub-component. The financial agreement will be modified slightly to read Part B. 4 "Development of a service and operations plan aimed at improving the flow of passengers at terminals and at key stations, including trunk alignments and carrying out of studies for identification of new bus routes and modal integration facilities." 14. Part C (Component 3): Improvement of Lagos State metropolitan road network (Total cost: US$46.6 million of which IDA-US$25 million, LSG-US$21.6 million). The changes to this component are the following: Part C.2 (sub-component 3B, periodic maintenance) is dropped, reflecting Lagos State priorities. IDA resources (US$14 million) from sub-component 3B are reallocated to sub-component 3C (rehabilitation), and LSG contribution of US$3.4 is also added to sub-component 3C. Support to development of the pavement management system, previously included under component 3B, will now be included under subcomponent 3C, which will be renamed (rehabilitation and pavement monitoring system.) The Financing Agreement will be amended accordingly. The full set of adjustments to this component is shown in Table Part D (Component 4): Project Management and Monitoring (Total cost: US$9 million, of which IDA-US$9 million). There are no changes to this component. 6

12 Table 3. Changes in Component 3 - Improvement of Lagos State road network Original 2011 restructuring 2012 restructuring TOT AL LSG IDA AFD GEF TOT AL LSG IDA AFD GEF TOT AL LSG IDA AFD GEF Component 3. Improvement of Lagos State metropolitan road network A. Routine maintenance B. Periodic maintenance and pavement management system C. Rehabilitation (and PMS)

13 Financing 16. Proposed changes in project financing are shown in Table 4. Table 4: Project Costs Project Costs (US$ million) Components/Activities Current Proposed Institutional development and capacity building Improvement of public transport infrastructure and enhancement of traffic management Improvement of Lagos State metropolitan road network Project management and system monitoring Project total

14 Financing Plan 17. The revised financing plan is shown in Table 5. There are no changes to the overall financing provided by each source, but internal allocations among components will change. Component Table 5: Financing Plan (US$ million) Total cost IDA LSG AFD GEF Institutional development and capacity building Improvement of public transport infrastructure and enhancement of traffic management Improvement of Lagos State metropolitan road network Project management and system monitoring TOTAL Disbursement arrangements 18. There are no changes in the disbursement arrangements as well as respective institutional exposures. The overall project funding will consist of IDA credit, counterpart funds, and GEF grant. IDA and GEF will disburse the credit through a US dollar designated account (DA), which will be managed by LAMATA. Reallocations 19. Reallocation of the IDA proceeds to be reflected in the amendment letter is presented in Table 6. 9

15 Table 6: Reallocation of IDA Proceeds Category of Expenditure Allocation % of Financing Current Revised Current Revised Current Revised (in SDR) (in SDR) (1) Goods, works, consultant services and Training for Part A of the Project (1) Goods, works, consultant services and Training for Part A of the Project 13,600,000 5,400, % 100% (2) Goods, works and services for Part B of the Project (except for Parts B.2, B.5 and B.6) (2) Goods, works and services for Part B of the Project (except for Parts B.2, B.5 and B.6) 69,800,000 78,000, % 100% (3) Goods, works and services for Part C of the Project (except for Part C.1) (4) Goods, services, Training, and Operating Costs for Part D of the Project (3) Goods, works and services for Part C of the Project (except for Part C.1) (4) Goods, services, Training, and Operating Costs for Part D of the Project 11,300,000 11,300, % 100% 5,700,000 5,700, % 100% (5) Unallocated TOTAL (5) Unallocated 19,200,000 19,200, ,600, ,600,000 Note: * The exchange rate used is as per the original PAD: US$1 = SDR There is no change in the allocation of the GEF proceeds; the original allocation of GEF proceeds is shown in Table 7, for information purposes. 10

16 Table 7: Reallocation of GEF Proceeds Category of Expenditure Allocation % of Financing Current Revised Current Revised Current Revised (1) Goods, services under Part A.5 of the Project. (1) Goods, services under Part A.5 of the Project. 1,000,000 1,000, % 100% (2) Goods, works and services under Parts B.5 and B.6 of the Project (2) Goods, works and services under Parts B.5 and B.6 of the Project 3,500,000 3,500, % 100% TOTAL 4,500,000 4,500,000 Financial management 21. There is no change in the financial management arrangements. The financial and accounts department at LAMATA will continue to be responsible for managing the financial affairs of the project covering IDA, GEF, and counterpart funds Procurement 22. There is no change in the procurement arrangements. The procurement unit in LAMATA will continue to be responsible for coordination of the project activities, including procurement of works, goods, and services. The implementing agency has prepared a revised interim procurement plan, which has been reviewed and given No Objection by the Bank, on an interim basis, pending No Objection of the full CY 2013 procurement plan, which will incorporate all the changes included in this restructuring. The result of the approved interim procurement plan in terms of the timing of commitments for the overall project is shown in Table 8. 11

17 Table 8. Plan for commitments through the end of project, by Component Component Total Restructuring IDA GEF TOTAL (IDA/GEF) 2012 COMMITTED 2013 ACTION PLAN TOTAL 2012 & Institutional development and capacity building A. Training and twinning B. LAMATA building C. Transport model update D. LAMATA operating cost E. Creation of TPUs F. Support to Kano Public transport infrastructure and traffic management systems A. BRT infrastructure - (Oshodi-Mile 2-Obalende) B. BRT infrastructure - (Oshodi-Mile 12-Ikorodu) C. Upgrade BRT Lite (Mile 12-CMS) C/D Mass transit alternative analysis studies D/E Development of complementary bus system E/F BRT consultation, communications, and media strategy F/G Upgrade and rationalize system operation Improvement of Lagos State metropolitan road network A. Routine maintenance 0.0 B. Periodic maintenance and pavement management system C. Rehabilitation (and PMS) Project management and monitoring A. Technical Assistance, equipment and other operational support B. Institutional, technical, procurement, and financial audit C. Outcome monitoring D. Air quality monitoring TOTAL

18 23. The procurement risk in this operation remains moderate due to experience of the Authority in implementing Bank financed LUTP. D. APPRAISAL SUMMARY Economic and financial analysis 24. Construction of footbridges was compared against the alternatives which may be offered in their absence. With the median BRT running configuration passengers must be able to access the BRT stations which are situated within the road median. Alternative crossing facilities evaluated included pedestrian zebra crossings, and pedestrian signal crossings. A summary of the monetized inputs to the appraisal is shown in the following table: Table 9. Assumptions used in appraisal of footbridges Construction costs Maintenance costs/frequency Accident cost (savings) Delay to road users Delay to BRT vehicles Pedestrian Footbridge Zebra Crossing Signalized Crossing $1.5m to $1.85m $50k $125k 1% every 10 years repainting/structura l assessment 3% p.a. covering repainting/resurfacing 3% per year covering power/maintenance/ repainting/resurfacing $96.2k p.a N/A N/A N/A $13.2k p.a. $13.2k p.a. N/A $5.8k p.a. $5.8k p.a. Based on the above inputs and assumptions, the net present cost of the different crossing options are as follows: Pedestrian Footbridge Zebra Crossing Signalized Crossing $274.6k NPC $312.7k NPC $416.5k NPC Despite having the highest initial capital costs, the pedestrian overbridge is shown to have a lower net present value than the alternative crossing options. The main reason for this is the continued accident savings which have been estimated, due to the greater levels of pedestrian safety offered by this crossing option. 25. A summary of the physical and operational characteristics giving rise to the above monetary assessment is presented in Table

19 Table 10. Summary of impacts of pedestrian access alternatives on project parameters Option Pedestrian Footbridge Zebra Crossing Signalised Crossing Safety Accident saving benefits of $109,200 per annum through estimated reduction of 3.5 accidents per crossing location No conflict with highway traffic or BRT vehicles provided that measures are in place to encourage use of footbridge Significant potential for conflict with vehicles. Traffic calming and enforcement required ensure driver compliance Significant potential for conflict with vehicles. Traffic calming and enforcement required ensure driver compliance Delay to Highway users Delay to BRT vehicles Inconvenience to pedestrians No delay to highway users No delay to BRT users Some aversion to effort required to use footbridge expected Loss of 21.9 vehicle hours per day, valued at $13k annually, Not considered suitable for high volume stations Some delay to BRT vehicles, reducing operational efficiency and increasing operating costs by c. $6k per annum Most convenient option, provided drivers respect crossing Loss of 21.9 vehicle hours per day, valued at $13k annually Some delay to BRT vehicles, reducing operational efficiency and increasing operating costs by c. $6k per annum Direct option, with some delay expected. Construction cost $1.5m to $1.85m $50k $125k Design standards Complies with design standards Pedestrian activity on a major arterial does not fit with typical design standards and downgrades status of road Pedestrian activity on a major arterial does not fit with typical design standards and downgrades status of road 26. The appraisal demonstrates that in financial terms, when the accident reduction savings of the footbridge are accounted for, the footbridge offers the most economically advantageous crossing solution, despite the initial construction costs. In addition, not explicitly accounted for here, footbridges also provide future potential sources of advertising revenue for LAMATA. 27. However, economic appraisal results aside, the importance of maintaining the integrity of design standards of the Lagos Road Network is considered to be of greater overarching importance. The provision of safe pedestrian crossing facilities are considered to be an essential part of the wider BRT network, and in maintaining the ability of the A1 Ikorodu Road to serve its correct purpose within the hierarchy of the Lagos Highway Network. Technical 28. The project continues to maintain focus on the construction of an extension of the BRT lite from Mile 12 to Ikorodu. Based on final construction costs as bid, it is necessary to reallocate some costs between the AFD-financed and the IDA-financed portions. Specifically, IDA financing will 14

20 cover all construction supervision costs, as well as the costs of station platforms and shelters on the entire length of running way, including that being financed by AFD. 29. Because of changes in LSG priorities, the headquarters building for LAMATA will not be constructed under the current project. IDA resources previously allocated for this purpose will instead be allocated to develop footbridges for pedestrian access and egress to the stations. Footbridges are more costly, but economically beneficial, as shown above, and to be preferred, because of their clear advantages in terms of road safety. Safeguards 30. The project triggered three World Bank Safeguard Policies respectively dealing with: (i) OP/BP 4.01 Environmental Assessment (planned civil works operations may result in adverse environmental impacts); (ii) OP/BP 4.11 Physical Cultural Resources (there is likely to be significant civil works, as earth works have the potential of exposing chance finds); and (iii) OP OP 4.11 (potential to displace people and restrict access to usual means of livelihood). As a result, the following safeguards instruments have been prepared and disclosed in-country (July 20, 2009) and in Info-shop (July 21, 2009) for the LUTP 2 program of works. (i) (ii) Environmental and Social Management framework (ESMF) Resettlement Policy Framework (RPF) 31. Site-specific ESIA and RAP for Ikorodu Road were prepared and reviewed by the Bank, and have also been disclosed in Nigeria and at World Bank InfoShop. The agreed ESMF and RPF will continue to guide screening of any necessary additional resettlement actions as a result of the inclusion of civil works for pedestrian access in the project, as well as guide the preparation of any Resettlement Action Plan (RAP) and Environmental Impact Assessment (EIA) as necessary. Environmental and Social Management Plans (ESMPs) are also being systematically prepared for the rehabilitation of Akin Adesola and Wempco Roads in Lagos, and Ayangburen Market in Ikorodu. Safeguards performance of the project is satisfactory. 32. Under the proposed restructuring of the Second Lagos Urban Transport Project, no new safeguards policies will be triggered, nor will the overall safeguard category rating of B change. The ESMF, RPF and other safeguard instruments prepared for the original project remain valid, and no new impacts or aggravating factors beyond the scope anticipated in the original project will be introduced. Exceptions to Bank Policy 33. No exceptions are required for the project. Risk 34. The overall risk rating remains the same as in the original Project Appraisal Document, which is Moderate. 15

21 ANNEX 1: Results Framework and Monitoring NIGERIA: LAGOS URBAN TRANSPORT PROJECT 2 Project Development Objective (PDO): The PDO are to (a) improve mobility along prioritized corridors; and (b) promote a shift to more environmentally sustainable urban transport modes. Revised Project Development Objective: Same as before PDO Level Results Indicators* Indicator One: Average travel time on Mile 12-Ikorodu Indicator Two: Average travel time on Oshodi- Mile 2-Obalende (minutes) Indicator Three: Transport share of household expenditure on BRT corridor Indicator Four: Av. No. of pass. Carried/standard bus/day along BRT corridor Indicator Five: Length of road network rehabilitated (km) Indicator six: Number of direct beneficiaries Core X X D=Dropped C=Continue N= New PR=Previousl y Revised PD=Previously dropped Unit of Measure Baseline Cumulative Target Values** YR 1 YR 3 YR 4 YR5 Frequency Data Source/ Methodology Responsibility for Data Collection C Minutes Annually Traffic surveys LAMATA PD C % Annually Field/HH Survey C Pass/bus/ day LAMATA Annually On-board survey LAMATA X C km Annually Supervision missions X LAMATA PR 300, ,000 Annually Supervision LAMATA 16

22 (of which % women) (20%) (20%) missions Indicator seven: Number of indirect beneficiaries (of which % of women) Global Environmental Outcomes PR 700,000 (20%) 700,000 (20%) Annually Supervision missions LAMATA Indicator one: Increase in percent of trips made by BRT among households owning cars or motor bikes Indicator two: CO2 emissions from vehicles along BRT corridor (Kilotons CO2) : X C % C Kilotons CO2) Annually One time calculation at EOP Field/HH Survey Surveys, traffic counts, simulations LAMATA LAMATA INTERMEDIATE RESULTS Intermediate Result (Component One): Institutional Development and Capacity Building Revised Intermediate Result (Component One): Same as before One: Number of Transport Planning Units established and functioning Two: Number of study tours and training programs targeted at strengthening the planning and implementation capacity in LAMATA and other state transport agencies Three: Updated travel demand and network models, databases, C MTR LAMATA C C Data collection for model Travel demand database Annually MTR LAMATA LAMATA 17

23 and other tools (such as GIS) are available for use calibration complete Four: LAMATA building D completed Five: Develop a conceptual C Strategic transport planning framework Plan completed for Kano Intermediate Result (Component Two): Public Transport Infrastructure and Traffic Management systematiz ed MTR LAMATA Revised Intermediate Result (Component Two): Same as before One: BRT corridor developed along Oshodi-Mile 2-Obalende (km) Two: BRT corridor developed along Oshodi-Mile 12-Ikorodu (km) Three: Bus service vehicle km per day along improved corridors Four: Average travel speed of public transport services along BRT corridors (kph) Five: Percent of public transport users rating their BRT service as satisfactory Six: Percent of BRT users report owning a car or two wheeler PD C km Feasibility completed Design completed Under construction MTR LAMATA C km MTR LAMATA C kph Annually LAMATA C % Annually LAMATA C % <5 5 7 Annually LAMATA Seven: Percent of two wheelers Annually Parking lot LAMATA 18

24 and car owners who report C having a somewhat or highly favorable impression of BRT services Intermediate Result (Component Three): Road Network Improvement surveys Revised Intermediate Result (Component Three): Same as before One: Average travel speed along resurfaced and rehabilitated roads C kph LAMATA Intermediate Result (Component Four): Project Management and System Monitoring Revised Intermediate Result (Component Four): Same as before One: Financial and technical performance of project based on audits two: Calculated CO2 emissions based on observed vehicle activity and fuel consumption measurements three: Appropriate safety indicators along intervened corridors Four: Ambient concentration of pollutants along intervened corridors C Satisfactory Satisfactor y Satisfactor y Satisfactory Annually LAMATA C Annually LAMATA C C Indicators identified and data base framework established Roster of pollutants to be monitored established; measureme nt equipment procured Annually Annually LAMATA LAMATA *Please indicate whether the indicator is a Core Sector Indicator (see further **Target values should be entered for the years data will be available, not necessarily annually. 19

25 ANNEX 2: Reallocation of Proceeds NIGERIA LAGOS URBAN TRANSPORT PROJECT 2 P CR Restructuring Paper 1. Proceeds for Nigeria, Lagos Urban Transport Project 2, CR 47670, P will be reallocated as follows: Category of Expenditure Allocation % of Financing Current Revised Current Revised Current Revised (in SDR) (in SDR) (1) Goods, works, consultant services and Training for Part A of the Project (1) Goods, works, consultant services and Training for Part A of the Project 13,600,000 5,400, % 100% (2) Goods, works and services for Part B of the Project (except for Parts B.2, B.5 and B.6) (2) Goods, works and services for Part B of the Project (except for Parts B.2, B.5 and B.6) 69,800,000 78,000, % 100% (3) Goods, works and services for Part C of the Project (except for Part C.1) (4) Goods, services, Training, and Operating Costs for Part D of the Project (3) Goods, works and services for Part C of the Project (except for Part C.1) (4) Goods, services, Training, and Operating Costs for Part D of the Project 11,300,000 11,300, % 100% 5,700,000 5,700, % 100% (5) Unallocated (5) Unallocated 19,200,000 19,200,000 TOTAL 119,600, ,600,000 20