1.0 DATABASE FOR OPRC ACTIVITIES UNDER RAMP 1.

1 About this DATABASE Collection and Collation Now that the inception report phase and first round of sensitization meetings ar e completed, the critical phase (data collection, collation and processing) is c ommencing immediately. It is in the light of this that specific duties have been delegated to me by the team leader (Robert Butler) and looking forward to recei ving these collected and collated data in the coming period. These specific duti es are to personally research, collect and collate in useable form, setting into a modern electronic Database, the following data and information: The lengths of roads that are contained in each of the newly classified S1, S2, R1 and R2 classes of road contained in the recent Re classification study in Kad una State. Extract the specifications from the IDA sponsored OPRC contract that contains th e level of service being applied to maintenance and the measurements being appli ed to determine penalties. Setup a separate section of the database that is designed to contain all informa tion on the on going OPRC contracts that are part of RAMP and including contract ors size of company, plant and equipment holdings, resume of contracts successful ly completed etc. According to him, this will form the basis of the very importa nt Public Service Partner (PSP) databank. Setup a part of the Database for road conditions...but at this stage do nothing with obtaining any information. We will undertake a scoping survey ourselves on this critical subject. 1.2 Brief Background on OPRC Contract In February 2002, the World Bank published Sample Bidding Document for Performan ce-based Management and Maintenance of Road networks (PMMR) and in September 200 5, a revised Sample Bidding Document was publish (World Bank), now called Output and Performance-based Road Contract (OPRC). PMMR which was mainly focused on Management and Maintenance of existing roads no w expanded to cover (in addition to management and maintenance): Rehabilitation Reconstruction Upgrading New construction Etc, which is now known as OPRC. OPRC which is an innovative way of out sourcing maintenance and asset management can be used to manage and maintain existing good roads during multi year periods and in addition: Bring road to a maintainable condition and then manage and maintain them for sev eral years. Rehabilitate and improve roads and then manage and maintain them for several yea rs. Construct new roads, followed by a long period of management and maintenance. Four Types of activities in OPRC include: Management and Maintenance Services Rehabilitation Works, i.e. bringing road back to a standard they had before. Improvement Works, i.e. add new characteristics to the road in response to new t raffic, safety or other considerations. Emergency Works, i.e. repair the road after damage from unforeseen-able events. 1.3 Service Level Requirements for OPRC The Service level requirements for OPRC include the following: 1. Usability of the road 2. Road user comfort 3. Durability measures 4. Other elements 1.3.1 Usability of The Road This means that:

Road is trafficable at all times No interruption of traffic

1.3.2 Road User Comfort Pavement surface defects Pothole: maximum dimension less than 150mm and maximum of 5 No./Km Cracks: less than 3mm wide Rutting: maximum of 20mm and 10mm in 5% area. Edge failure Shoulders: shoulder drop should be less than 40mm Road roughness: Maximum IRI - 4.0 Average IRI 3.0 International Roughness Index (IRI) is less than 3.0 1.3.3 Road Durability Threshold deflection value should be less than 0.7mm 1.3.4 Other Elements This includes: Signalling Road safety Drainage structures Vegetations Road slopes Etc

1.3.5 Features of OPRC An innovative way of outsourcing maintenance and asset management. The contractors on OPRC are to ensure that the physical condition of the roads u nder contract is adequate for the need of road users, over the entire period of the contract which is normally several years. Multiple year contract to manage and maintain infrastructure, whereby: Payment to contractor is linked to road conditions and not to physical works and is lump-sum in nature. Road conditions mainly defined from a road users perspective (travel speed, safet y, comfort, all weather access, etc). Contractor is responsible for planning, design and implementation of maintenance works including road condition monitoring. Attracts payment reduction if road conditions are not maintained The employer (Client) only has to monitor road conditions. During the life time of the contract, the contractor will most likely to carryou t different types of maintenance works. The definition of the exact nature of th e maintenance works, their timing and their implementation is left to the judgem ent of the contractor. The contractor is entitled to independently defines: What to do Where to do it How to do it When to do it The role of the employer (Client) is to enforce the contract by verifying compli

ance with the agreed Road Conditions and with all applicable legislation and reg ulations Together with his monthly invoice, the contractor will report the result of his own evaluation of compliance with the required Road Conditions, based on his own monitoring system which is mandatory. His statement will then be verified by the employer (Client) or his representati ve (Contract Manager) through inspections. If the Service Level is not met, payments are reduced based on a schedule given in the contract. Payment may be suspended and the contract cancelled if the contractor fails duri ng an extended period to achieve certain minimum threshold values of service lev els. A monthly lump-sum remuneration paid to the contractor will cover all physical a nd non-physical maintenance services provided, except for unforeseen emergency w orks which are remunerated separately. Contractors are not paid directly for inputs or physical works (which they will undoubtedly have to carryout) but for maintaining specified Service Levels (Road Conditions). It is possible that during some months, contractors will have to carryout a rath er large amount of physical works in order to comply with the required Service L evels and very little works during other months. However, his monthly payment re mains the same as long as the required SLs are complied with. 1.3.6 Hybrid Contracts. 1. Maintenance and Asset Management services 2. Emergency works 3. Initial repair works Initial repair works have to bring the road up to pre-defined standards. This ma y include reconstruction of minor structures. The initial repair works are explicitly specified by the employer (Client) in th e contract and are quoted on the basis of measurable output quantities and paid as performed. The contractor recovers a portion (about 40%) of the initial repair works throug h the monthly Road Maintenance and management charges. Can reduce backlog maintenance through borrowing from private sector 1.3.7 Financial Offers The maintenance services: sum of monthly lump-sum payments. The repair works: a sum linked to quantities of measurable output. The emergency works: in the form of a traditional bill of quantities. A sum o n the basis of the estimated quantities and on the quoted unit price.

2.0 ROAD RE CLASSIFICATION IN KADUNA STATE Consultant: SNC LAVALIN in Association with Yaroson Partnership Limited Year: 2009 2010 Below are the Re classification of roads, their coding and numbering systems in Kaduna State as carried out by the Consultant above. Primary Road System These are federal roads with coding A, E and F. They are roads connecting the st ate with national capital, port, cities and international highways. Ownership: The federal Government Coding: A, E and F Design Speed: Varies from (50 120)km/h depending on type of road and t raffic. Traffic Level (ADT): varies from 50 more than 1500 Carriage width(m): varies from 7.3 6.7 and 6.0

Shoulder (m): Camber (%): Surfacing: Road Reserve (m):

varies from 1.2 3.0 depending on traffic volume 1.5 3.0 depending on pavement type. Bituminous asphalt 90

Secondary Road System These are state roads with coding S1 and S2. They are: S1: Secondary State Roads connecting main cities/regional centres (LGA) eith er by federal or state road network S2: Secondary State Roads connecting urban areas/important local centres/maj or villages and district headquarters by state road network. Tertiary Road System These are state roads with coding R1 and R2. They are: R1: Tertiary State Roads connecting semi urban areas/villages/agricultural f arm areas, by state road network. R2: Tertiary State Roads connecting small villages and markets within a LGA, by state road network. Local Road System These roads are coded as R3 and R4. They are: R3: State local Roads connecting villages within a ward in a LGA R4: internal roads/tracks and foot-path within the rural settlements or vill ages.