The project will (i) rehabilitate 350 km of provincial highways in KP; (ii) contract out routine maintenance work for about 200 km of provincial highways combined with connecting district roads based on performance-based maintenance (PBM) contract; and (b) enhance the functionality of the road asset management system (RAMS).
PROJECT RATIONALE AND LINKAGE TO COUNTRY/REGIONAL STRATEGY
In 2001- 2004, ADB provided loan assistance for provincial highway development projects in all four provinces, including KP. Since 2005, however, ADB assistance has shifted its concentration to national trade corridor and regional connectivity development to help the government take advantage of its strategic location as a hub for sub- regional transport. Improvement in provincial highways has since been sluggish due to low-priority given by the government. Recognizing the growing imbalance between national and provincial highway network, ADB resumed its sector focus on provincial highways in 2015 with the approval of the Sindh Provincial Highway Improvement Project. By improving the provincial highways in KP under the project, the people of KP will benefit from better connectivity among districts, business centers, and further to the national highway network.
According to road condition data surveyed in 2013, 1,479 km of provincial highways in KP are classified into (i) 776 km of good or fair condition (pavement condition index [PCI] higher than 2); and (ii) 703 km of poor or very poor condition of (PCI less than 2). About one-half (703 km) of accessible provincial highways are in a state of disrepair, requiring major rehabilitation or reconstruction, the consequence of neglected maintenance. According to RAMS assessment, an unconstrained need for provincial highway maintenance amounts to $31.5 million while PKHA's resource envelop is no more than $8.6 million for 2015. It is noteworthy, however, that out of $31.5 million, $25.0 million are calculated for maintenance and rehabilitation of 703 km maintenance backlog. If 703 km of maintenance backlog are eliminated and thus the network is stabilized with no more than 5% 7% of the network requiring strengthening or rehabilitation annually, the current budget envelop of about $8.6 million should suffice for the routine and functional periodic maintenance needs of provincial highways. Hence, external resources from donors should be used with urgent priority for reducing and eliminating maintenance backlog.
Currently in KP, routine and periodic resurfacing maintenance is carried out in small road sections of about 100- 200 meters, which results in an uneven road surface full of patches.
The work is carried out by small contractors through contracts tendered annually. This policy may work for low volume district or access roads but does not provide good serviceability for provincial highways. Longer and continuous sections are now recommended for periodic maintenance so that the pavement has a uniform smooth surface thus significantly lowering the roughness. PBM contracting for the management and maintenance of road networks is a new concept designed to increase the efficiency and effectiveness of road maintenance operations. This type of multi-year contract significantly expands the role of the private sector, from the simple execution of works to the management and conservation of road assets.
To make RAMS a useful tool for sustainable provincial highway management, its functionality needs to be enhanced by systemizing road inventory, introducing geographical information system mapping, training staff in RAMS Directorate, regularly conducting pavement condition surveys, traffic surveys, axleload surveys, profilometer roughness surveys, and structural strength surveys, and equipping RAMS Directorate with various non-destructive road testing equipment. It also needs to be expanded to include separate asset management modules for bridges and large drainage structures, road safety and traffic management infrastructure, and geotechnical infrastructure such as slope retaining structures, embankments, tunnels, etc.
An efficient and integrated transport network established to facilitate development of a competitive economy.
Key sections of provincial highway network in KP improved.
The consultants for construction supervision and capacity development under the Project will be recruited in accordance with ADB's Guidelines on the Use of Consultants (March 2013, as amended from time to time).
Goods and civil works financed from the ADB loan will be procured in accordance with ADB's Procurement Guidelines (April 2015, as amended from time to time).
ACCOUNTABILITY MECHANISM OF ADB
The Accountability Mechanism is an independent complaint mechanism and fact-finding body for people who believe they are likely to be, or have been, adversely affected by an Asian Development Bank-financed project. If you submit a complaint to the Accountability Mechanism, they may investigate to assess whether the Asian Development Bank is following its own policies and procedures for preventing harm to people or the environment. You can learn more about the Accountability Mechanism and how to file a complaint at: http://www.adb.org/site/accountability-mechanism/main
Responsible ADB Officer Ning, Jiangbo
Responsible ADB Department Central and West Asia Department
Responsible ADB Division Transport and Communications Division, CWRD
Communication and Works Department, KP
Engineer Muhammad Asaf, -
Civil Secretariat, Peshawar, KPK