Road Maintenance Project Sample Clauses
The Road Maintenance Project clause outlines the responsibilities and requirements for maintaining roads within a specified area or under a particular contract. It typically details the scope of maintenance activities, such as repairing potholes, resurfacing, and ensuring road safety features are up to standard, and may set timelines or performance benchmarks for completion. This clause ensures that the party responsible for road upkeep is clearly identified and held accountable, thereby promoting road safety, minimizing deterioration, and reducing long-term repair costs.
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. (Learning by doing) Incentive matching fund for periodic maintenance 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 systems. Objective Statement: To maintain road quality across the strategic road network. The known assumptions and risks for the Road Maintenance Project include:
(i) The Project does not receive strong political and institutional support making implementation uncertain and risky; and
(ii) Construction capacity to perform high quality works in a timely manner is low.
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. 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. 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 CBA H07: 3.7 H08: 3.8 H09: 3.7 H02: 4.4 H11: 3.7 Source: 2017 RMP CBA 3 years post completion of works
Road Maintenance Project. Buyer will be responsible for brushing, grading, ditch pulling, and/or out-sloping designated roads.
Road Maintenance Project. Engineer ▇▇▇▇▇▇ 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.