Jamaica - Highway Project

RETURN To -9l RESTRICTED REPORTS DESK RL1 Cepy Report No. TO-424b WITHIN ONE WEEK This report was prepared for use within the Bank and its affiliated organizations. They do not accept responsibility for its accuracy or completeness. The report may not be published nor may it be quoted as representing their views. INTERNATIONAL BANK FOR RECONSTRUCTION AND DEVELOPMENT INTERNATIONAL DEVELOPMENT ASSOCIATION APPRAISAL OF A HIGHWAY PROJECT JAMAICA March 19, 1965 Projects Department CURRENCY EQUIVALENTS 1 1 = US $2. 80 US $1 = 60.357 Fiscal Year - April 1 - March 31 JAMAICA APPRAISAL OF A HIGH4AY PROJECT Table of Contents Page SUMMARY I. INTRODUCTION 1 II. BACKGROUND A. General 1 B. Transport in Jamaica 1 C. The Highway System 2 D. Transport in the Development Plan 4 III. THE PROJECT A. Description B. Design and Execution 6 0. Cost Estimates 7 D. Financing 8 IV. ECONOMIC JUSTIFICATION 8 A. Introduction 8 B. Future Traffic 9 C. The Individual Roads 9 V. CONCLUSIONS AND RECOMMENDATIONS 10 List of Tables: 1. Motor Vehicles Registered, 1953-63. 2. Expenditures on Highways, 1958-64. 3. Revenues fran Highway Transport, 1958-63. 4. Design Standards. 5. Estimated Cost of Project. 6. Estimated Average Daily Traffic, 1963-90. Annex: Organization Chart of Ministry of Communications and Works. Map: The Road Network JAMAICA APPRAISAL OF A HIGhWAY PROJECT SUMMARY i. Early in 1964 the Government of Jamaica asked the Bank to assist in financing its highway program. A Bank appraisal mission reviewed the program in March 1964. Later, in November 1964, the Government requested assistance in financing the construction and reconstruction of three sections of the high priority road from Kingston to the north which is included in its Highway Development Program. ii. The section from Kingston to Spanish Town (15 miles, 4 lanes) accounts for about 70 percent of Project costs; this is the most heavily travelled highway in Jamaica. The other two road sections are from Spanish Town to Bog Walk (7.5 miles, 2 lanes) and further north from Moneague to Crescent Park (4 miles, 2 lanes). iii. The estimated cost of the Project, amounting to US$11.0 million equivalent (including contingencies), is based partly on preliminary and partly on final engineering by the Ministry of Communications and Works and is reliable. The foreign component is estimated to range between 38 and 48 percent for the construction work, and about 60 percent for engineering. The proposed loan covers 50 percent of Project's total cost or US$5.5 million. iv. Contracts for construction of the works will be awarded on the basis of international competitive bidding, except for the Moneague - Crescent Park section which is considered too small to interest foreign contractors. Execution of the Project will be the responsibility of the Ministry of Communications and Works. The Ministry is well organized and its staff is efficient. Since the Project will impose a very heavy work load on the Ministry, some additional full-time staff will be engaged by the Government to coordinate all aspects of the Project and outside consultants will also be retained to finalize the plans and contract docu- ments and supervise the execution of the Project. V. The construction of the road sections included in the Project will sharply reduce transport costs on some of the most heavily travelled road sections in Jamaica. The rates of return on the investments in the three road sections range from 10 to 25 percent,which is clearly satisfactory. vi. The Project provides a suitable basis for a Bank loan of US$5.5 million equivalent to the Government of Jamaica for a term of 25 years, including a 5-year period of grace. I. INTRODUCTION 1. The Government of Jamaica asked the Bank early in 1964 to assist in financing its highway program. A Bank appraisal mission reviewed the program in Jamaica in March 1964 and concluded that a number of projects, consisting of the construction to higher standard of three highway sections on the Kingston to Crescent Park Road, the replacement of the Olivier Bridge near - Morant Bay, and the preparation of a feasibility study of a future expressway would be suitable for Bank financing. (see Map). 2. The Government, after considering several solutions for financing this program, informed the Bank in November 1964 that it would limit its request for financial assistance to the three highway sections already proposed. The replacement of the bridge is being considered separately under a Canadian Aid program and the Government has postponed its decisien about proceeding with the feasibility study. 3. This report is based on the findings of the Bank appraisal mission and on documents prepared by the Jamaican Ministry of Communications and Works and by the Road Research Laboratory, an agency of the U.K. Government. A loan for the Project would be the first Bank loan to Jamaica. II. BACKGROUND A. General 4. Jamaica is an island with an area of 4,400 sq.miles, about 200 miles long and 22 miles wide on the average. It has a population of more than 1.7 million, and is thus one of the world's most densely populated countries. Jamaica's gross national product grew by about 7 percent annually between 1953 and 1960, but the growth slowed down to about 3 per- cent in recent years. The per capita income is about US$425 equivalent. The transport sector has accounted for about 17 percent of Jamaica's national product in recent years, an increase from 7 percent 10 years ago. 5. Geographically, Jamaica may be divided into three regions - the eastern mountains, the central and western plateau, and the coastal plains. The eastern mountains are so rugged that only one main road crosses them. The central and western plateau consists of limestock rock and contains the world's largest workable deposits of bauxite. The coastal plains vary in width from a few yards to several miles and contain some of the richest soils on the island. About two-fifths of the land is unproductive, largely due to the mountainous terrain. B. Transport in Jamaica 6. Highway transport is the backbone of Jamaica's domestic transpor- tation system (see Map). The railway, which is Government-owned, is important only for the transport of bauxite products. Scheduled domestic M 2 " air service was begun in 1963 and is still on an experimental basis. Coastal shipping is virtually non-existent. 7. The railway was started in 1845 and has now 205 miles of line. In 1963 it carried about 1.3 million tons; the total traffic amounted to about 44 million ton/miles of freight. Bauxite products accounted for about 70 percent of freight revenues of 170,000, bananas for slightly less than 20 percent and the remainder was largely parcel traffic. Passenger traffic is less than 1 million per year, with revenues of about ;170,000. The railway has nearly always operated at a deficit; in 1963 total revenues were less than l million and the deficit was nearly L300,000. 8. The highway transport industry has expanded vigorously in the last 10 years (see Table 1). The motor vehicle fleet has increased from about 19,000 in 1953 to 72,000 in 1963, an annual increase of 15 percent. Jamaica can still expect a very substantial growth of highway transport. The increase in the last 5 years was actually slightly higher than in the preceeding 5 years; in 1963 there were about 24 inhabitants per vehicle, compared to 13 in Italy and 5 in France. 9. As in most developing countries, the trucking industry consists primarily of one-truck owner operators; there are only two small companies operating several trucks. There is no economic regulation of the industry; licenses are freely available to all who meet minimum safety standards and rates are not prescribed. Passenger service, on the other hand, is regulated and fares are set by the Government. 10. Road traffic legislation provides adequate regulation for the size and load capacity of vehicles. Axle loads are limited to 500 lb per inch width of tire. Many exceptions are granted for trucks to carry excessive weight, such as the carriage of bauxite or heavy equipment; this damages roads built several years ago to standards which are no longer adequate. l1. Transport coordination turns primarily on the question of what to do with the railway. The railway manager believes that serious consideration should be given to limiting the'railwAy to the transport of bauxite; this would permit closing a major part of the system. The Government, on the other hand, seems to fear the consequences of dismissing about 1,600 railway employees. In either event, the Project would not be affected significantly. C. The Highway System The Network 12. Jamaica's highway network is relatively extensive. It consists of 2,692 miles of the most important roads which are the responsibility of - 3 - the Ministry of Communications and Works and a small number of scattered agricultural and local roads, which are the responsibility of local authorities. The roads for which the Ministry is responsible are classified as follows: Length in Miles Gravel Asphalt National roads - 41d Main roads 149 357 Other roads 1,120 648 1,26T9 1,23 The national and main roads are arterial and connect all the major towns and important agricultural and industrial areas; the others are feeder roads. Road Administration 13. The Ministry of Communications and Works exercises general direction and control over all transport and communications, including both their operation and construction (see attached organization chart). The professional administration of the Ministry is under the supervision of a Permanent Secretary who is a civil servant; under him are two under- secretariats for Communications and Public Works. The technical aspects of public works, including roads, are supervised by a Chief Technical Director who is responsible to the Permanent Secretary. The Director supervides four directorates: Technical Services (building design roads, surveys, design standards, etc.); Electrical and Mechanical Services (equipment and workshops); Construction (buildings, roads and airfields); and Maintenance (roads and buildings). The engineers of the Ministry are qualified professionals and there are clear lines of authority. An Establishnents and Personnel Officer deals with all staff matters and is responsible to the Permanent Secretary. 14. So far, most construction has been done directly by the Construction Directorate, using its own equipment and staff. Major works have had to be carried out in small, successive steps because of limited annual budgetary appropriations. The Directorate of Mechanical Services, which maintains and controls all mechanical equipment used for construction and maintenance, is well organized and efficient. Modern machine accounting systems are operated in the various directorates. The accounts are controlled by an internal auditing organization and examined by the Auditor General who reports to the Legislature. Maintenance and Design Standards 15. Maintenance of roads and buildings is an island-wide function which is controlled by the Director of Maintenance. The island is divided -4 - into six areas, each of which is controlled by a Senior Superintendent and divided into "parishes". This organization functions efficiently and road maintenance is generally good. 16. The design standards used up to now in the construction or improve- ment works are generally satisfactory. An exception is the omission of ditches along the sides of the road because of very narrow rights-of-way (40 to 50 feet for most roads). Water runs along the shoulders, which are generally surfaced. However, in many places the roadway has been widened over the shoulders, and the wear and tear caused by the traffic, combined with the water erosion, call for extensive maintenance. The necessity for wider rights-of-way and adequate cross-sectional standards was discussed with the Ministry, which agreed to the improved design standards set forth in Table 4, Highway Expenditures 17. As shown in Table 2, annual expenditures on highways amounted to about US$8 million equivalent in recent years. New construction accounted for about 45 percent of this, maintenance for 40 percent, and administra- tion for the remainder. Maintenance expenditures have averaged about US$1,200 per mile annually, which is adequate. A rough calculation shows that, on the average, about US$550 of this accounts for routine maintenance, US$100 for maintenance of bridges and structures, and US$200 for asphalt resurfacing; the remaining US$350 has been necessary to repair the severe damage done by hurricanes and floods. 18. Table 3 indicates that in 1963 the users of the highways paid in user charges about 50 percent more than the costs of highways. Not all of these charges can be regarded as special taxes on highway users since customs duties, for example, are also imposed on imports other than vehicles; however, those on vehicles are substantially higher than average duties. Even when allowance is made for these considerations, charges on road users still exceed the expenditures on roads. Moreover, the relative burden on highway users has increased significantly in recent years; while the excess of receipts over expenditures was only about 10 percent in 1958, it reached 50 percent in 1963. The Government does not seem to have an explicit policy on the taxation of highway transport but the ease of collecting these taxes and the relatively high income of owners of passenger cars undoubtedly have been important considerations. D. Transport in the Development Plan 19. Jamaica's five-year Development Plan, 1963-68, with total planned investments of 191.4 million, allocates 111.6 million, or about 13 percent, to transport investments. Of this,18.8 million or about three-quarters, is for highways; nearly all of the rEnainder is for civil aviation. An additional 15.7 million will be spent on roads in connection with agricul- tural and housing developments. Since the Plan covers only public invest- ments, the transport sector does not include investments in vehicles; these are likely to be at least three times as great as the investments in highways. 20. Budgetary expenditures on highways by the Ministry of Communications and Works, which are the core of the highway program, are planned to increase from f1.0 million to fl.7 million annually between 1963 and 1968, or about 70 percent. No major expenditures on the proposed Project were initially included in the Development Plan, though some expenditures were expected in the later years of the Plan. There were two major reasons for this: First, the U.K. Road Research Laboratory (RRL) was making a highway survey of Jamaica and, pending its conclusion, the Development Plan could not include specific major projects. Second, the Plan is geared to the construc- tion capabilities of the Ministry, which cannot be increased drastically within a short period. This meant that major new projects were not included because at the time the Plan was being prepared no adequate sources for funds appeared available. It is now clear from the traffic studies of the RRL that the road sections in the proposed Project have a high priority,and the Government has decided to include them in its highway construction program starting in 1965. III. THE PROJECT A. Description 21. The Project consists of: (a) the construction of a four-lane road section from Kingston to Spanish Town, about 15 miles long; (b) the relocation of a two-lane road section from Spanish Town to Bog Wa2lk, for a length of about 7.4 miles; (c) the improvement, with some realignment, of a section of about 4 miles, from Moneague to Crescent Park. 22. The three road sections are on the route from Kingston to the north coast. The existing two-lane road from Kingston to Spanish Town is already congested; it would be upgraded and improved and supplemented by another two-lane roadway. This will involve difficult construction with sand drains through marshland, building of two interchanges, and several smaller structures. It would also include two-lane b'y-passes on the south and west side of Spanish Town to connect with existing roads to Old Harbour in the west and to Bog W41k in the north. In the outskirts of Kingston the Project also includes the widening to four lanes of the two-lane urban avenue between North Street and Duhaney Bridge. 23. On the 7.4 miles section from Spanish Town to Bog Walk the existing road runs in the bottom of a deep rocky gorge. This section is subject to frequent and heavy flooding, and the main crossing at Flat Bridge is used as a submergible deck without railing to allow water and boulders to flow over - 6 - it during rainstorms. The Project includes the widening of about 1.3 miles and the relocation on the other bank of the remaining part of this section, with the construction of a new bridge upstream to replace the submergible deck. This will involve difficult cuts in rocky steep slopes. 24. The section from Moneague to Crescent Park, situated a few miles north of Bog Walk, would be a continuation of improvement works recently carried out by the Ministry's own forces. It involves the widening and relocation of a 4-mile section of the present narrow winding road. This limited improvement work is part of a larger project prepared by the Government, which includes a new road of about 11 miles further north from Crescent Park to Mammee Bay. As existing roads cannot be improved to adequate standards in this area, the design and the location of a new road would be justified. However, its construction should be deferred a few years until a further growth of traffic can economically justify the high costs. B. Design and Execution 25. The design standards for the proposed Project will be similar to the standards now used in Jamaica (see Table 4). They are generally satisfactory, except for minimum right-of-way (or reservation) widths, which will be increased as nearly as possible to the desirable widths indicated in Table 4, for the reasons described in paragraph 16. Road building materials are available at all Project locations, but some technical difficulties will have to be overcome in the crossing of the marsh section west of Kingston and the deep rock cuts in the Bog Walk gorge. 26. Since the Project would involve nearly a doubling of the Ministry's construction activity for the next few years, it has been agreed that a firm of outside consultants will be employed to review the existing designs, prepare specifications and final documents, and supervise the construction. Also, the Ministry will establish an office, staffed with about 9 full-time experts, to coordinate all aspects of the Project during its execution. Construction will be carried out under unit price contracts let on the basis of international competitive bidding. The work will probably be contracted to foreign firms since there is no large local road construction industry in Jamaica. An exception was proposed by the Ministry on the short Moneague-Crescent Park section where the Government intends to carry out the improvement with its own forces. This is acceptable since the limited amount of work involved is too small for international competitive bidding, and since it is desirable to employ the availablelabor and construction equipment of the Ministry's Mechanical Department and to continue to train engineers and technicians within the Ministry. The consultants to be employed will provide the Ministry with advisory service on the preparation of final designs for this small section, including periodic field inspections of the works. On the two main road sections, local labor will be used for such works which can be accomplished without impairing the quality of the road. However, the technical and geological conditions of these sections, together with the necessity for constructing them in the shortest possible period to overcome the present acute problem of traffic congestion, requires the substantial use of heavy and specialized construction equipment. 27s A total period of about four years has been estimated for the completion of construction, which includes about 6 months to a year for the completion of designs and biddings. In addition, the road will remain under maintenance and guarantee by the contractors for a period of one year, at the end of which the guarantees will be released. C. Cost Estimates 28. The cost of the project is estimated as follows (for details see Table 5): US$ Equivalent Kingston-Spanish Town 7,950,000 Spanish Town-Bog Walk 2,270,000 Moneague-Crescent Park 780,000 Total 11,000,000 The above cost estimate includes for each item the cost of right-of-way (about 9%), construction, engineering and supervision and an additional amount of about 20 percent for contingencies, of which about 10 percent is for unforeseen quantities and 10 percent for possible price increases during the Project's execution; this appears adequate. The estimates are based on detailed quantities resulting from the final or preliminary engineering done by the Ministry's engineers and on an analysis of unit prices for similar works recently carried out by contractors or by the Ministry in Jamaica. The cost of the individual works appears high, especially for the 2-lane Bog Walk section; this is due to the difficult condition of the terrain and the generally high prices prevailing in Jamaica. 29. The foreign exchange component of the Project has been estimated on the basis of a detailed study of the required equipment and imported materials. For the Kingston-Spanish Town and Spanish Town-Bog Walk sections, the foreign component represents about 48 percent of the cost, without engineering, for contracts carried out by foreign contractors. On the Moneague-Crescent Park section, which is to be executed by force account, the foreign component is about 38 percent. The foreign component of engineering services by consultants will depend on the number of local engineers which will be employed by the firm to be selected; taking into account the Ministry's cost for staffing the coordination office, the average foreign component for engineering services can be estimated at about 60 percent. -8- D. Financing 30. In view of its other commitments, financing a substantial part of the Project's cost will represent a large effort on the part of the Government. The Bank loan will finance 50 percent of the Project's total cost, which is slightly higher than the approximate 48 percent total foreign exchange component. 31. The fiscal year in Jamaica is from April 1 to March 31. Owing to the need to engage consultants for the preparation of final design and contract documents, the fiscal year 1965-66 would involve only small expenditures. The schedule of financing can tentatively be established as follows: (in US$ million equivalent) 1965-66 1966-67 1967-68 1968-69 1969-70 Total Total Expenditures 0.3 3.4 4.5 2.2 0.6 11.0 Loan Expenditures C.15 1.7 2.25 1.1 0.3 5.5 32. The Government has given assurances during loan negotiations that it will give priority to the construction of the project roads and will provide adequate local currency funds from its investment budget to carry out the Project on schedule. IV. ECONOMIC JUSTIFICATION A. Introduction 33. The essence of the economic justification for the Project is that it will sharply reduce transport costs on some of the most heavily travelled roads in Jamaica. The rates of return on the investments in the three road sections range from 10 to 25 percent, which is clearly satisfactory. 34. As previously mentioned, the Road Research Laboratory (RRL), an agency of the U.K. Government, has carried out a survey of the roads of Jamaica. The survey resulted in a great deal of information being available on both traffic counts and estimates of vehicle operating costs. The economic justification for the Project is based to a considerable extent on this information. S9 - B. Future Traffic 35. The economic benefits of the Project have been calculated over a 20 year period although the economic life of the Project roads will likely exceed this period. It has been assumed that the traffic will increase by about 10 percent annually in the first 10 years and 5 percent in the second 10 years. The estimates of future traffic are presented in Table 6 for each road section. These estimates are somewhat more conservative than those used in the calculations of the RRL, which assumed increases of 12 percent in the early part of the period and 10 percent later. The traffic estimate is based on the following major considerations: (a) The number of motor vehicles registered has increased by 15 per- cent annually in the last 10 years; the increase has actually been same- what higher in the last 5 years (see Table 1). (b) The Development Plan postulates an increase in national income of 5 percent annually in 1963-68. Even if the actual rate of growth should be lower, experience in recent years indicates that highway traffic has been growing at about three times the growth in national income. (c) Gasoline consumption in the last 10 years has increased 9 per- cent annually and the consumption of diesel oil 14 percent. (d) A comparison of traffic counts made on the Kingston-Spanish Town road in 1960 and 1963 indicates an annual traffic growth of 11 percent. This road accounts for about 70 percent of Project costs. C. The Individual Roads 36. The Kingston-Spanish Town road is the most heavily travelled highway in Jamaica. Kirgston is J9maica's capital and Spanish Town is the country's third largest city. The Kingston area has a population of more than 400,000, and its future expansion will be largely toward Spanish Town because of mountains on the other sides. A proposed alternate location for a new expressway to Spanish Town was discussed in Jamaica with local authorities and the RRL team, but due to very high construction costs, its economic justification was not sufficient to warrant further consideration. At the Kingston end, there are a large number of small industries adjoining the road, as well as lumber yards, bottling and welding plants, etc.; between the two cities the road is surrounded largely by fields of sugar cane and to a lesser extent of bananas; in Spanish Town there are sugar, cigarette, textile, dye and acid factories. The road is the main thorough- fare from Kingston to the west and north of Jamaica. The existing road is heavily congested, with an average daily traffic in 1963 of about 6,oo vehicles; on a large part of the road it was approaching 8,000. The reduction in vehicle operating costs after opening of the new h-lane road is estimated at about 25 percent. This saving will bring a rate of return of 25 percent on the investment during its estimated useful life of 20 years. - l0 - 37. The Spanish Town-Bog Walk road is a section of the main road from Kingston to the north and on to Montego Bay. Its average daily traffic was about 2,700 vehicles in 1963. The proposed improvement would reduce vehicle operating costs by about 20 percent by permitting greater speeds, a 7 percent reduction in distance, and avoiding a lengthy detour when the existing road is closed to traffic because of recurrent floods. The rate of return on the investment would be about 18 percent. 38. The Moneague-Crescent Park road had an average daily traffic in 1963 of about 650 vehicles. Even though the distance from Moneague to St. Ann's Bay and on to Montego Bay is somewhat shorter via Crescent Park, a large part of the traffic uses the road via Ocho Rios because of the poor condition of the Moneague-Crescent Park-St. Ann's Bay road. However, the road via Ocho Rios is also deteriorating; a stretch of it is very narrow in the bottom of a gorge, subject to flooding and cannot be widened. Govern- ment officials fear that it may become necessary to close the road to truck traffic. It is estimated that perhaps 10 percent of its traffic, or about 80 vehicles, will divert to the Moneague-Crescent Park road after it is improved. The benefits from the improvement will bring a rate of return on the investment of about 10 percent. 39. The above calculations are based on conservative assumptions. In addition, they do not take into account such benefits as savings in non- working time, reduced accidents, and greater comfort and convenience. Even the lowest of the estimated returns - 10 percent - would appear to be satisfactory in Jamaica. V. CONCLUSIONS AND RECOMMENDATIONS h0. The Project will greatly improve the conditions for road trans- port on some of the most important highways of Jamaica. It is well planned, technically sound and will yield a good economic return on the investment from lower transport costs alone. The Jamaican Ministry of Communications and Works is well able to execute the Project, with the assistance of consultants. 4l. The Project provides a suitable basis for a Bank loan of US$5.5 million equivalent to the Government of Jamaica for a term of 25 years, including a 5-year period of grace. March 18, 1965 TABLE 1 JAR.ICA NOTOR VVHICLS RIGISTIRAD, 1953-63* Passenger Trucks ! Year Cars Buses Trailers Total 1953 14,092 4,h6 N. A. 18,538 1954 14,169 4,607 N. A. 18,776 1955 17,198 5,407 N. A. 22,605 1956 18,737 6,199 1,017 25,953 1957 21,534 7,138 1,235 29,907 1958 25,640 8,189 1,276 35,105 1959 31,248 8,6 1,345 41,h7 1960 32,970 9,207 1,782 43,959 1961 42,275 10,782 1,836 54,913 1962 43,508 11,710 1,870 57,088 1963 52,504 17,559 2,298 72,361 * Excluding motor cycles, which increased from 971 to 3,429 durial the period. Source: Annual Obstract of Statistics and inistry of Communications and Wdorks. TABLE 2 JAMAICA EXPENDITURE ON HIGHWAYS, 1958-64 (in US$ million equivalent) Year Construction INaintenance AdmL-inistration Total 1958 2.4 3.2 1.1 6.7 1959 3.0 3.2 1.2 7.4 1960 2.9 3.6 1.3 7.8 1961 3.3 3.5 1.4 8.2 1962 3.1 3.3 1.3 7.7 1963 3.8 3.1 1.2 8.1 1964 * 3.6 3.2 1.4 8.2 * Estimate. Source: Ministry of Communications and Works TABLE 3 JAAAICA REVENUES FROM HIGHWAY TRANSPORT, 1958-63 (in US$ million equivalent) Vehicle Fuel Import Duties on Vehicles, License Total Year Taxes Tires and Tubes Fees Revenues 1958 3.4 2.4 1.8 7.6 1959 4.o 2.8 2.1 8.9 1960 4.3 4.5 2.3 11.1 1961 4.6 2.7 2.8 10.1 1962 5.1 3.6 2.9 11.6 1963 5.3 3.7 3.2 12.2 Source: Ministry of Finance TABLE 4 JAMAICA HIGHWAY PROJECT DESIGN STANDARDS Urban National Roads (Class A) Roads Level ""Rolling Mountainous Design Speed (mph) 30 60 45 30 Pavement Width (ft): (a) Existing 20 24 24 24 (b) Proposed 24 24 24 24 Shoulders (ft): (a) Existing Sidewalks 8 8 6 (b) Proposed 5 to 8 or 8 8 6 Sidewalks Maximum Gradient 3% 3% 5% 6.5% to 8.5% Minimum Radius Horizontal Curve (ft) 240 960 480 240 Maximum Transversal Gradient 2% 2% 2% 2% Reservation Width (ft): (a) Existing minimum 40 75 75 75 (b) Proposed Optimum 100 150 150 150 Bridge loading standards Similar to traditional British standards NOTES: The above design standards apply to two-lane national roads, and to each of the two-lane carriage ways of four-lane sections. The design of pavement is generally based on CBR tests. According to the traffic requirements it includes a subgrade of selected fill, a base of marly limestone, generally 6" thick, a bituminous binder (or water macadam) of 2" to 3", and an asphalt concrete carpet of li". The design and thickness of the base and pavement for the Project will be determined on the basis of site investigations and traffic requirements. The surfacing will be asphalt concrete carpet of 1i" to 2" in thickness. It has been agreed that reservation wi.dths for the Project roads will, as nearly as possible, be the optdmum'lridths indicated above. TABLE 5 JAMAICA ESTIMATED COST OF PROJECT US$ equivalent Kingston - Spanish Town Construction 6,200,000 Review of Design and supervision 450,000 Sub-total 6,650,000 Spanish Town-Bog Walk Construction 1,700,000 Final engineering, design and supervision 200,000 Sub-total 1,900,000 Moneague - Crescent Park Construction 600,000 Engineering and supervision 50,000 Sub-total 650,000 Contingencies (about 20 percent) 1,800,000 GRAND TOTAL 11,000,000 NOTES: 1. The estimates exclude import duties and other taxes on imports. 2. The construction cost estimate includes the cost of acquiring rights-of-way estimated at about US$840,000 equivalent. 3. The estimated cost of engineering services also includes about US$200,000 equivalent for the Ministry's cost to engage about 9 additional staff mEmbers over a period of 4 years. TABLE 6 JAMAICA ESTIMATED AVERAGE DAILY TRAFFIC, 1963-90 * (number of vehicles) Kingston Spanish Town- Moneague- Year Spanish Town Bog-Walk Cresecent Park 1963 6,400 2,700 858 1970 9,300 3,900 1,200 1975 14,800 6,200 1,900 1980 23,600 10,000 2,600 1985 30,000 12,700 3,400 1990 38,000 16,000 4,300 * For explanation of basic assumptions see paragraph 35. The number of vehicles is the equivalent vehicles traveling the total length of the section. The 1963 figures are actual and 1970 is assumed to be the first full year of operation. The annual increase in traffic from 1963 during the construction period up to 1970 has been conservatively estimated at about 6%. JAMAICA ORGANIZATION CHART ANNEX CABINET MINISTER COMM. & WORKS PARLIAMENTARY SECRETARY I PEMAiENT LEETARY ____________________ COW ATIOliS -wu PRINCIPAL ASSISTAN7 FINANCE ASSISTANT UIDER OFFICERR SECRETARY Civil Aviation Harbour. Controller C TEGBNICAL Principal Establishments Post & Telegraphs of Accounts DIRECTOR Assistant and Personnel RailwaK Secretary Officer Traffic & Transport Estimates & Planning Sec- Director of Director of Director of Director of Policy, Personnel. Telecommunications tion. Technical Services Electrical and Construction Maintenance' Parliamentary. Pilotage Internal Andit Procedure and Establishments. Section. Architectural Public Relations. Meteorology Branch. Workshope Branch Building and Field Maintenance Personal Emolu- Civil Engineering Section. Internal Adminis- Training. ments Section. Lands & Surveys Installation and and Airfield Con- tration. Branch. Maintenance of struction Branch. Buildings Mainten- Head Office Equipment in Gov- ance Section. (Payments) Quantity Survey- ernment Buildings Road Construction Section. ing, Estimates Branch. & ContracbBranch Equipment Pool Ledger Section Special Projects Civil Engineering Branch. General Pur- & Hydraulics poses Section Branch. 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Q г � � oi нагьоег у S е � ® Е,ае�о.л , _ " ыгг�°� м пм OETAIL OF KINGSTON �'D И/ да Уа11аМ МеоУ п eol� � д 1 д 5 rиУаюигw ® � �' � В е Е •е�леЕ� ело .Е ® � � Nahonal Roads (C1ass А) � � Мзiп Roads (C1ass В) °,4д Unclass�цed roads � 9о' ��,.п 'а �I �_ �!__� Elevatlons over 100о feet � Prolect � �е' io s о ю zo ю w °• п ����� Future works not тсlидед гп the pro7ect , <R, J• ' К I L 0 М Е Т Е R 5 ,мь вЕьп�г � Alternate Sоlицоп .- Fьг о°.п':` ""' io s с io zo эо }'Е ^-�--�-�--^�-��--� Railway М 1 l Е S x��Ef � MARCH 1965 I3RD-1342R