ROAD MAINTENANCE PROJECT. The evaluation of the Road Maintenance Project is expected to be a performance evaluation with quantitative and qualitative components. One component will be economic modeling using the HDM-4 Model. This approach will require an independent assessment of road quality data across the SRN both before and after the MCC investments. The final independent assessment and HDM-4 model should occur at least 2-3 years after completion of the Project works. The independent evaluator will assess the HDM-4 calculations that went into the investment decision and determine whether baseline data collection is required to update the model. This quantitative component to the evaluation will speak to the effectiveness of both the technical assistance and maintenance works because it will evaluate achievement of the overall Project Objective of avoiding increases in transportation costs across the SRN. The qualitative component of the evaluation will attempt to capture the effectiveness of the technical assistance on improving DOR’s maintenance planning and implementation. This may include process evaluation to map how processes have changed from baseline to endline and/or document review and observation. The questions that will guide the design of the evaluation include: • What is the economic return – calculated in terms of vehicle operating cost savings and travel time savings – of the road maintenance investment? This question links to the following outcome indicators: road roughness and surface distress index. • What are the relevant road authority’s current maintenance practices and what is the likelihood that MCC’s investment will remain adequately maintained? What were the effects of investments in improved maintenance? Has maintenance of the overall network improved? These questions link to the outcome indicator tracking road maintenance expenditures and the pending indicators related to improved maintenance planning and implementation. Road Maintenance Project Result Indicator Definition Unit Baseline Target Target Date Outcome Indicators Project Objective: Avoided increases in transportation costs across the SRN Avoided road rehabilitation/ upgrading expenditures Roughness The measure of the roughness of the road surface, in meters of height per kilometer of distance traveled. Calculated as sum of International Roughness Index (IRI) measure per kilometer / total road length. Meters per kilometer H07: 8.0 H08: 8.9 H09: 9.0 H02: 9.8 H11: 7.1 (2016) Source: 2017 RMP C...
ROAD MAINTENANCE PROJECT. The objective of the Road Maintenance Project is to maintain road quality across the SRN. First, this Project will provide technical assistance related to road maintenance planning, assessment, and implementation to strengthen the DOR’s and RBN’s capacity to plan and execute routine and periodic maintenance. Second, these interventions will be reinforced through a learning-by- doing approach to conducting maintenance on a subset of the SRN. This maintenance work will reduce road roughness and associated vehicle operating costs. These funds will be applied using a matching scheme aimed at incentivizing allocation of greater amounts of road maintenance resources. The expectation is that by equipping the DOR with the data, skills, and experience necessary to plan and implement road maintenance, combined with an increased level of funding under an improved road maintenance funding regime, the SRN will be adequately maintained and the road quality will not deteriorate. A detailed program logic diagram for the Road Maintenance Project is below. Nepal Road Maintenance Project Logic Poverty Reduction Through Economic Growth MCC Goal: Avoided increases in transportation costs across the strategic road network (through avoided deterioration of maintained roads and better DoR road maintenance) Objective: Outcomes: (Learning by doing) Technical Assistance Population of DoR database with complete information about deflection, as-builts, and geo-referencing. Training on use of HDM-4, asset management, and road safety. Increased maintenance spending by DoR Improved Maintenance Implementation: Improved DoR procurement practices and improved project management of implementation Improved Maintenance Planning: Increased DoR/RBN Capacity for Prioritization of Maintenance (use of HDM-4) Avoided road rehabilitation/upgrading expenditures on 5 maintained roads Avoided road rehabilitation/upgrading expenditures (as a result of more timely maintenance) across the strategic road network [this branch of the logic, i.e. SRN-level impacts, is not modeled in the economic analysis] Maintenance works on 5 roads, including enhanced road safety features Incentive matching fund for periodic maintenance Outputs: Problem Statement: The high cost of transport in Nepal is a binding constraint to economic growth. The underlying root cause for this is poor road quality due to insufficient road maintenance. Road maintenance is limited by the lack of both adequate funding and modern techniques and ...
ROAD MAINTENANCE PROJECT. The Road Maintenance Project is designed to maintain road quality across the SRN by promoting improved road maintenance practices. The Project will provide technical assistance to the DOR and RBN and hands-on learning through the maintenance of approximately 305 kilometers of roads. Maintenance interventions will include pavement improvement (overlays or surface dressings), safety enhancements, and slope stability improvements to reduce road closures caused by landslides. Roads that will receive periodic maintenance under the Project were selected through a prioritization process that analyzed the economic efficiency of maintenance interventions by road. The selection started with a schedule of approximately 2,000 kilometers of roads proposed by the DOR, all of which are part of the SRN. The economic returns to periodic maintenance of these 2,000 kilometers were estimated using the HDM-4 Model, which estimates the increase in consumer surplus from a decline in transport costs as represented by the decrease in vehicle operating costs and travel time caused by a road improvement. Roads were then ranked by the ratio of economic benefit to cost and those with the highest benefit-to-cost ratio, within the available budget envelope, were selected for Compact-funded maintenance. This prioritization resulted in the selection of five roads in Nepal’s Eastern, Central, and Mid-Western development regions, comprising a total of approximately 305 kilometers. The five roads selected for periodic maintenance currently have relatively high traffic volumes compared to many other roads in Nepal and the road surfaces are in poor condition (high international roughness index (“IRI”) values). However, the roads have not deteriorated to the point where a major rehabilitation is required. The purpose of the periodic maintenance interventions is to prevent further deterioration that would be very expensive to repair. The economic analysis assumes that traffic growth will be the same in the “with Project” and the “without Project” scenarios. In other words, only normal traffic growth is assumed in the HDM-4 models; no assumption is made regarding the Project’s potential to generate additional traffic. Comparing Project cost with the economic benefit of road maintenance over a 20-year period, as estimated by HDM-4, the present value of economic costs comes to US$38,400,000, the present value of benefits is US$158,500,000, and the net present value of the Project is US$120,100,000....
ROAD MAINTENANCE PROJECT. Buyer will be responsible for grading, ditch pulling, and/or out-sloping designated roads. Buyer will be responsible for general road improvements such as bank-sloping, road widening, and rebuilding road corners. DRAFT Estimated cost: $10,000 Estimated Road Maintenance Project Costs are summarized as follows: Road Maintenance Project $10,000 Total Cost: $ 10,000 Project Costs found in Schedules “A” and “B” are estimates by category. The Total Cost is a fixed amount that the Buyer shall expend pursuant to this Contract. Buyer shall immediately after completion of the project work required by Schedules “A” and “B”, provide Seller with such proof thereof as is reasonably satisfactory to Seller. Seller has the right to reallocate, add or delete project work to insure the Total Cost is achieved but not exceeded. SCHEDULE B HARVEST – RELATED PROJECTS ‘SECTION-28’ TIMBER SALE (See Sale Map -- Exhibit "A”, and “A1”, and “A2”) UNIT SLASHING PROJECT At the completion of harvest operations, Buyer will slash all vegetation taller than six feet within the “clear-cut” units. Target slashing species include vine-maple, red alder and small conifer whips. If fire hazard were low, the preferable time for this project to begin would be immediately after the conclusion of harvest operations. If fire hazard is medium to high, then the Seller’s representative may postpone this project until there is less fire hazard. Estimated cost $2,500 DRAFT SHOVEL SLASH-PILING PROJECT Throughout the units, Buyer will pile slash into burnable piles. Piles must be constructed in haystack form. An effort must be made to pile slash on steeper slopes. Logs, chunks, and large-sized pieces suitable for firewood will be decked separately from burnable slash piles. If enough quantities of wood chunks and pulpwood material exist, Buyer is required to load material on chunk trucks and deliver them to designated pulpwood markets. Estimated cost $4,500 SLASH PILE BURNING PROJECT At a time so determined by the Seller’s Representative, Buyer will assist in burning slash piles piled in and near the sale areas. Buyer will supply sufficient crews necessary to assist in slash pile lighting. Buyer will be responsible for procurement of slash pile lighting fuels, fuel ignition aids and materials. Estimated cost $2,500 ‘SECTION-28’ TIMBER SALE SCHEDULE B – HARVEST RELATED PROJECTS 2 PRE-COMMERCIAL THINNING PROJECT In plantations so designated by the Seller’s representative, Buyer will thin conifer saplings to a ...
ROAD MAINTENANCE PROJECT. Engineer Xxxxxx reported that at the last briefing to the committee, staff was directed to pursue a cost-effective solution to address road flooding. The project is classified as a maintenance project to address an area along Kirsop Road subject to continual flooding caused by drainage to Fish Pond Creek. The proposal installs a drainage swale on the south side of the road. The road would be raised by a minimum of two feet and sloped away from an extremely wet area. The project includes installation of a new culvert on the west side of the road with a ditch draining to the new culvert. Councilmember XxXxxxxxxx inquired about the source of the water. Engineer Xxxxxx explained that the wetland system in the area originally drained to the south; however, because of beaver activity and lack of maintenance, the area began draining from the north as well. Engineer Xxxxxx shared illustrations of cross sections of the project components. The proposal includes an 18” diameter culvert. He described how retaining walls would be installed to build up the road with a synthetic liner and crushed rock added to provide additional stability to the base. Director Xxxxx explained that the project is designed to maintain the elevation between the two sides of the wetland without impacting the natural wetland. Engineer Xxxxxx reported the road would need to be closed for work to proceed to raise the road. Signage will be installed at the corner of 66th Avenue and Kirsop advising residents of the project, as well as other signage in nearby locations. Flyers would be distributed to all local residents with a map outlining the section of roadway to be closed. Staff anticipates opening the bid on September 15. The Engineer’s Estimate is $260,000. Funds are available in the CFP. Construction is anticipated to occur in mid- October. Road closure could entail a four-week period. Residents will be notified of the road closure following award of the construction contract. Director Xxxxx reminded the committee that the project is not the permanent option that would have cost approximately $3.5-$4 million. This project could entail additional follow-up work because of the lack of good road base materials. The proposal addresses the problem cost effectively. The more costly solution would have entailed a wider road with shoulders for pedestrians. This proposal remains within the existing roadway prism and includes gravel shoulders. Engineer Xxxxxx requested the committee concur with the p...
