BRDM - 2018 - Vol1 - Part3 - Scheme Appraisal

BAHRAIN ROADS DESIGN MANUAL
Part 3 Scheme Appraisal
1st Edition
2018
Kingdom of Bahrain Part 3 Scheme Appraisal Roads Design Manual
Document Control
Client The Government of the Kingdom of Bahrain, as represented by

the Ministry of Works, P.O. Box 5, Bahrain
Title Bahrain Roads Design Manual
Subtitle Part 3 Scheme Appraisal
References Prepared and published by AECOM
Contract Number RPD-11/050 (March 2012)
Edition 1st
Revision 00
Issue Date 2018
Roads Design Manual Part 3 Scheme Appraisal Kingdom of Bahrain
Summary
This Part 3 of the Bahrain Roads Design Manual describes the procedures for carrying out
the appraisal of road projects in Bahrain. Appraisal includes economic, social and
environmental aspects of the scheme or project.
This Part provides guidance on:
• Purpose of scheme appraisal including highway project types;
• Framework and steps for scheme appraisal;
• Appraisal procedures for major projects including reporting requirements; and
• Appraisal procedures for other projects including reporting requirements.
An appraisal summary table has been included as Appendix A and standard formats for
reporting the results of surveys and investigations have been included as Appendix B.
These are intended to assist the designer to carry out the necessary surveys and
investigations for scheme appraisal. These formats are generic and may require
modification to suit the requirements of specific projects.
The framework for the appraisal mechanism is drawn from the various Transport Analysis
Guidance (TAG) Notes issued by the Department for Transport in the UK. Separate
appraisal mechanisms are recommended for major and minor projects (Figure 2.1) based on
current best practice and considering the nature of roads projects in Bahrain.
A two stage appraisal mechanism is recommended for major projects in Chapter 3,

consisting of a pre-feasibility study for shortlisting projects and a more detailed feasibility
study before including a particular project for implementation.
A simpler method of appraisal is recommended in Chapter 4 for other (minor) projects.
In both cases, an economic analysis of all the options should be carried out to assess the
worthiness of a particular project.
A formal Post Project Review is mandatory for all appraisal methods. This review verifies
that all aspects of the project have been completed, confirms project information and
considers the issues that arose in the project development, particularly those that have
implications for future road planning.
The project performance data collected during the operation of a scheme provide vital
information on the validity of the assumptions made during appraisal, which can be used to
refine the appraisal process for future projects.
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Figure 0.1 Wali Ahed Junction Shaikh Khalifa Bin Salman Highway
Figure 0.2 Block 304 Manama
Figure 0.3 Isa Al Khabeer Avenue, Manama
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Contents
The Bahrain Roads Design Manual

The Bahrain Roads Design Manual has been prepared and published in 18 separate parts
grouped together in a thematic structure to make it easier to use and manage.
Part Title
PROCEDURAL REQUIREMENTS FOR ROAD PROJECTS
1 Introduction to the Bahrain Roads Design Manual
2 Planning Procedures
3 Scheme Appraisal
4 Design & Implementation Procedures
5 Road Safety
TECHNICAL REQUIREMENTS FOR ROAD PROJECTS
6 Road Geometry
Chapter 1: Introduction and General Design Criteria
Chapter 2: Link Design
Chapter 3: Cross Section Elements
Chapter 4: Junction Type, Size and Choice
Chapter 5: Design of Priority Junctions
Chapter 6: Grade Separated Junctions and Interchanges
Chapter 7: Roundabouts
Chapter 8: Signal Controlled Junctions (including Signalised Roundabouts)
Chapter 9: Highway Features
7 Geotechnical Investigation
8 Pavement Design and Rehabilitation
9 Road Drainage
10 Minor Road Structures
11 Street Lighting
12 Environmental Assessment & Design
TECHNICAL REQUIREMENTS FOR TRAFFIC MANAGEMENT
13 Traffic Signs and Road Markings
14 Traffic Signals and Control Equipment
15 Road Safety Barriers
16 Traffic Management at Road Works
ROAD MAINTENANCE REQUIREMENTS
17 Road Maintenance
DRAWINGS
18 Standard Details
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Part 3 Scheme Appraisal

The contents of this Part are:
Summary .................................................................................................................................. 1
Contents ................................................................................................................................... 3
The Bahrain Roads Design Manual ..................................................................................... 3
Part 3 Scheme Appraisal ..................................................................................................... 4
List of Tables ........................................................................................................................ 5
List of Figures ....................................................................................................................... 5
Glossary ................................................................................................................................... 6
Definition of terms (particular to this Part)............................................................................ 6
Abbreviations (particular to this Part) ................................................................................... 8
1 Introduction ........................................................................................................... 11
1.1 The Purpose of Appraisal ..................................................................................... 11
1.2 Overview of Appraisal Process Framework.......................................................... 12
1.3 Roads Project Types ............................................................................................ 22
2 Scheme Appraisal Procedure ............................................................................... 25
3 Appraisal of Major Projects ................................................................................... 27
3.1 Stages of Appraisal............................................................................................... 27
3.2 Pre-Feasibility Stage Appraisal ............................................................................ 27
3.3 Feasibility Stage Appraisal ................................................................................... 33
3.4 Post Project Review.............................................................................................. 47
4 Appraisal of Other Projects ................................................................................... 51
4.1 Introduction ........................................................................................................... 51
4.2 Assessment of Project Needs............................................................................... 51
4.3 Assessment of Existing Conditions ...................................................................... 52
4.4 Analysis of Needs ................................................................................................. 53
4.5 Objective Setting ................................................................................................... 53
4.6 Appraisal of Options ............................................................................................. 54
References ............................................................................................................................. 57
Appendix A Appraisal Summary Table .............................................................................. 58
Appendix B Formats for Surveys and Investigations ........................................................ 59
Format 3.1 Summary of Accident Data ........................................................................ 59
Format 3.2 Accident Severity Index (ASI) .................................................................... 60
Format 3.3 Road Inventory ........................................................................................... 61
Format 3.4 Pavement Condition Survey....................................................................... 64
Format 3.5 Axle Load Survey ....................................................................................... 66
Format 3.6 Speed Delay Survey .................................................................................. 67
Format 3.7 Turning Movement Counts ......................................................................... 68
Format 3.8 Manual Classified Counts .......................................................................... 69
Format 3.9 Travel Survey ............................................................................................. 70
Format 3.9 Vehicle Parameters .................................................................................... 71
Format 3.10 Roadside Interview Survey Form ............................................................... 72
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List of Tables
Table 3.1 Characteristics of Options ...................................................................................... 28
Table 3.2 Format for Decision Matrix ..................................................................................... 32
Table 4.1 Typical Matrix showing requirement of surveys and investigations....................... 52
Table 4.2 Comparison of Benefits and Costs ........................................................................ 55
List of Figures
Figure 0.1 Wali Ahed Junction Shaikh Khalifa Bin Salman Highway ...................................... 2
Figure 0.2 Block 304 Manama ................................................................................................. 2
Figure 0.3 Isa Al Khabeer Avenue, Manama ........................................................................... 2
Figure 0.4 Avenue 1, Sitra ..................................................................................................... 10
Figure 0.5 Um Ishoum Avenue, Um Al Hassam .................................................................... 10
Figure 0.6 Suqiyah Avenue, Manama ................................................................................... 10
Figure 1.1 Flow Chart Showing Appraisal Framework .......................................................... 13
Figure 2.1 Flow Chart for Scheme Appraisal Procedure ....................................................... 26
Figure 3.1 Traffic and Economic Analysis ............................................................................. 40
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Glossary
Each Part of this Manual includes a Glossary defining the special terms and abbreviations
particularly relevant in that Part of the Manual. In order to assist the reader or user of this
Manual:
(i) Terms (and abbreviations) that appear in many Parts are defined in Part 1, but not
in the individual Parts.
(ii) Terms (and abbreviations) that appear in several Parts are defined in Part 1, as well
as the relevant individual Parts.
(iii) Terms (and abbreviations) that only appear in a few Parts are only defined in those
Parts where they occur.
If the reader encounters a term which is unfamiliar, or wants a precise definition, then the
recommended approach is to:
(i) Look in the glossary for that Part
(ii) Look in the glossary in Part 1
(iii) Search on the internet (or in a dictionary of technical terms).
Definition of terms (particular to this Part)
TERM DEFINITION
Axle Load Survey A survey used to measure the weight of individual axles of trucks.
This is generally carried out on a sample basis and covering all types
of trucks using the particular road link.
Bathymetric Survey Bathymetry relates to, or to the study of, the terrain and contours of
the land underwater, such as the bottom of the sea bed.
Bathymetry is the measurement of the depth of land under a body of
water as measured from the water surface.
Black Spot An accident black spot is a part of the road network where road
accidents have clustered within 20 m of each other. This information
is generally collected from GDT.
Cadastral Map A legal map for recording ownership of property.
The map describes both the boundaries and the ownership of
properties.
Cost Benefit Cost benefit analysis, sometimes called benefit–cost analysis, is a
Analysis systematic process for calculating and comparing benefits and costs
of a project.
Economic Analysis Estimation of the economic costs and benefits of a particular project,
aimed at assessing the worthiness of the project in National terms.
Feasibility Study Feasibility studies are carried out to develop and evaluate alternative
solutions to major transport improvement needs.
force majeure Unforeseeable circumstances that prevent someone from fulfilling a
contract.
Hydrology The science of the properties, distribution, and circulation of water on
the surface of the land, in the soil and underlying rocks, and in the
atmosphere.
Junction A road intersection – a place where two or more roads meet (or join).
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TERM DEFINITION
Land Acquisition Land Acquisition means acquiring of land for road improvement
and/or new road alignment by the government/government agency, as
authorized by the law, from the individual landowner(s) after paying
government compensation in lieu of losses incurred by land owner(s)
due to surrendering of his/their land to the government agency.
Micro-simulation Type of transport model where the movements of individual vehicles
are represented on the network using car following, lane changing
and gap acceptance rules.
Overpass A grade separation where one road passes over another road at a
level above that of the surrounding land.
Passenger Car A unit representing the number of passenger cars which are
Equivalent Unit equivalent to a single vehicle of a particular type under prevailing
(PCU) traffic, roadway and control conditions.
Pavement A pavement condition survey is the process of collecting data on an
Condition Survey existing pavement to determine the structural integrity, distresses,
skid resistance, and overall riding quality of the pavement.
Pavement Currently in Bahrain pavement deflection tests are carried out using
Deflection Test the Falling Weight Deflectometer (FWD)
Reclamation Level The level to which the reclaimed land is finished off for infrastructure
works to be planned and designed.
In Bahrain, minimum reclamation levels are stipulated in the Dredging
and Reclamation Manual.
Reconnaissance A preliminary survey of a project site, usually executed rapidly and at
Survey a relatively low cost, prior to mapping in detail and with greater
precision to identify and capture the major issues.
These surveys are generally carried out by experts, who have prior
experience of such surveys.
Road Inventory A survey along the road alignment using simple measuring
instruments to capture the features within the road corridor, which can
be used to prepare the concept design of the improvement proposals.
Roughness Survey Measurements taken along an existing road pavement, generally
along the outer wheel paths to assess the straightness of the surface.
Roughness is expressed as International Roughness Index.
Speed and Delay A survey carried out on an existing road section to assess the
Survey average speed and delays along the section.
Subgrade Subgrade is the natural ground material underneath a constructed
roadway, footway or railway track. It is also called the formation level.
It is the prepared ground surface on which the pavement layers are
placed.
Traffic modelling Traffic modelling is a technique that uses computer based simulations
of junctions and highways to predict future traffic conditions based
upon real origin and destination data, usually collected via surveys of
traffic movements.
Triaxial Test A tri-axial (or triaxial) shear test is a common method to measure the
mechanical properties of many deformable solids, especially soil
(sand or clay) and rock, and other granular materials or powders.
There are several variations on the test.
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Abbreviations (particular to this Part)
ABBREVIATION MEANING
AADF Annual Average Daily Flow (in one direction at opening)
ADT Average Daily Traffic
ARCADY “Assessment of Roundabout Capacity and Delay” static roundabout
model developed by TRL (UK)
ARCADY now forms part of the ‘Junctions 8’ package.
ASI Acceleration Severity Index (EN 1317)
AST Appraisal Summary Table (see template in Appendix A)
BTM Bahrain Transport Model
CBA Cost Benefit Analysis
EIRR Economic Internal Rate of Return
GDT General Directorate of Traffic, Ministry of the Interior
GPS Global Positioning System
HCM Highway Capacity Manual
IRI International Roughness Index
IRR Internal Rate of Return
MOWMAUP Ministry of Works, Municipalities Affairs and Urban Planning
NPDS National Planning and Development Strategies
NPV Net Present Value
NSD National Survey Datum
OOR Opening of Roads
PIA Project Influence Area
PICADY “Priority Intersection Capacity and Delay” static priority junction
modelling software developed by TRL (UK).
PICADY now forms part of the ‘Junctions 8’ package.
PPP Public Private Partnership
PVB Present Value of Benefits
PVC Present Value of Costs
RDS Roads Design Section, RPDD
RSA Road Safety Audit
SIDRA Static intersection modelling software developed in Australia.
Similar to PICADY/ARCADY/OSCADY but combines priority junction,
roundabout and signal modelling in one program.
SLRB Survey & Land Registration Bureau
TIA Transport Impact Assessment
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ABBREVIATION MEANING
TPS Traffic Planning & Studies Section, RPDD
VISUM Software for traffic analysis, forecasts and GIS-based data
management, developed by PTV Group
VOC Vehicle Operating Cost
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Figure 0.4 Avenue 1, Sitra
Figure 0.5 Um Ishoum Avenue, Um Al Hassam
Figure 0.6 Suqiyah Avenue, Manama
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1 Introduction
1.1 The Purpose of Appraisal

1.1.1 Scheme appraisal is a systematic and comprehensive review of the economic,
environmental, financial, social, technical and other such aspects of a project to determine
whether it will meet its objectives. Appraisal requires:
(i) The careful checking of the basic data, assumptions and methodology used in
project preparation,
(ii) An in-depth review of the work plan, cost estimates and proposed financing,
(iii) An assessment of the project's organizational and management aspects, and
(iv) The validity of the financial, economic and social benefits expected from the
project.
1.1.2 On the basis of such an assessment, a decision is reached as to whether the
project is technically sound, financially justifiable and viable from the point of view of the
economy as a whole. Appraisal can also be used to evaluate projects against each other,
when several projects are competing for funding.
1.1.3 This Part provides guidance on appraisal of road schemes and projects in Bahrain.
The guidelines contained in this Part are intended to guide road designers and decision
makers through the process of ensuring that the best choices are made and the best value
for money is obtained on all road development projects within the Kingdom of Bahrain.
Such appraisal may be carried out at different design stages of a project depending on the
nature of the project.
1.1.4 Part 1 of the Manual summarises the MOWMAUP procedures and processes, in
particular:
(i) The MOWMAUP Enterprise Document Management System (EDMS) which is, in
general, only accessible within the MOWMAUP but which contains much of the
information required not only by the Ministry’s employees but also by external
stakeholders.
(ii) The MOWMAUP Central Planning Office (CPO) procedures which, in general,
apply throughout Bahrain as part of the CPO’s wider role and responsibility for co-
ordination development and associated works.
(iii) The MOWMAUP Quality Management System (QMS) processes which, in general,
only apply within the MOWMAUP but also apply to most of the Ministry’s internal
business functions.
(iv) The MOWMAUP Project Management System (PMS) procedures which, in
general, only apply to the project management aspects of the Ministry’s business
but also apply to the Ministry’s contractors, both designers and constructors.
1.1.5 The procedures to be followed to obtain Planning Permission are provided in Part
2 (Planning Procedures) and the requirements for different stages of design are provided in
Part 4 (Design and Implementation Procedures). The latter also provides guidance on the
application of the MOWMAUP Project Management System to road projects. This Part 3
should therefore be read in conjunction with Parts 2 and 4 of the Manual.
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1.1.6 The purpose of appraisal is to ensure that public funds are allocated in an efficient
and effective manner by establishing the merits of a road improvement proposal within a
consistent and comprehensive framework. Bids for public funds for infrastructure projects
invariably exceed the resources available. Setting priorities and making choices and are
therefore inescapable. Systematic appraisal and professional management of all capital
projects helps to ensure that the most appropriate choices are made and the best value for
money is obtained. A decision on the most appropriate choice needs to be made on the
basis of comprehensive analysis of the full range of competing options using a consistent
approach.
1.1.7 The appraisal process should provide an assessment of whether a road
improvement or development proposal is worthwhile and clearly communicate conclusions
and recommendations. It is important to recognise that appraisal is an on-going process
throughout the life of a project.
1.2 Overview of Appraisal Process Framework

1.2.1 The framework for carrying out project appraisal is shown in Figure 1.1.
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IDENTIFYING OBJECTIVES (1)
UNDERSTANDING THE UNDERSTANDING THE

CURRENT SITUATION (2) FUTURE SITUATION (3)
CONSULTATION PARTICIPATION
and INFORMATION (4)
GENERATING OPTIONS (5)
APPRAISAL FRAMEWORK APPRAISAL TOOLS &

(6) PROCEDURES (7)
COST ESTIMATES (8)
Iteration
OPTION TESTING & APPRAISAL (9) may be
required
DEVELOPMENT AND SELECTION /
ELIMINATION OF OPTIONS (10)
CONSULTATIONS (11)
OUPUTS FROM THE STUDY (12)
FUNDING (13)
IMPLEMENTATION PROGRAM (14)
MONITORING & EVALUATION (15)
Figure 1.1 Flow Chart Showing Appraisal Framework
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Step 1: Setting up Objectives

1.2.2 The first step in the appraisal process is to identify the need for an improvement or
intervention and to consider whether or not any subsequent proposal is likely to be cost
effective. Any appraisal must include the potential negative impacts of an intervention as
well as considering either a ‘Do-nothing’ or a ‘Do-minimum’ option. This initial step will often
involve an exercise to determine the scope of the work and the rationale behind the
intervention. The main criteria for setting up the objectives are:
(i) Integration – ensuring that all decisions are taken in the context of an integrated
transport policy,
(ii) Safety – to improve safety for all road users including the disabled,
(iii) Economy – supporting sustainable economic activity in appropriate locations and
obtaining good value for money,
(iv) Environmental Impact – protecting the built and natural environment, and
(v) Accessibility – Improving access to everyday facilities for those without a car and
reducing community severance.
1.2.3 An important task of any public sector organisation is to continually reassess
needs and objectives. New projects should only be undertaken where there is a clearly
established public need for the projects or service to be provided. The goals and objectives
of scheme development should be consistent with the overall objectives of Road Affairs and
the MOWMAUP, the objectives of sustainability, safety, efficiency, economy, accessibility
and integration.
1.2.4 One requirement is to measure the outcomes of a particular programme or project
as precisely as possible. For example in the transportation context, there may be a need to
improve traffic flow on a road. To state that the objective of works on that road as being “to
reduce average journey times” would be unsatisfactory since it would not provide a basis for
judging whether investment proposed to improve the roads would produce sufficient benefit,
or after implementation whether the intended result had been achieved. Something more
explicit is needed. “To reduce average journey times between A and B by X minutes” is a
more precise objective. The degree to which the objectives can be specified will increase as
the project progresses. Using this example, once the preferred option has been determined,
it may only then be possible to define the amount by which the journey time should be
improved.
1.2.5 Using this form of objective it is possible to address such questions as:
(i) What are the various ways in which this objective can be reached,
(ii) What costs and what results can be expected from each alternative course of
action, and
(iii) Whether the benefits are sufficient to justify the costs.
1.2.6 Project objectives should be expressed in terms of the benefits they are expected
to provide and those whom they are intended to benefit. For example, the construction of a
new road is not an end in itself; it must be seen in the light of the needs of the economy as a
whole, and of the target groups for which the project caters (for example, freight traffic,
tourist traffic or commuters).
1.2.7 There is a need for realism in stating objectives. Where schemes have multiple
objectives it is necessary to be clear about the relative importance of each and how this
should be reflected in resource allocation and in the appraisal process.
1.2.8 It is important that objectives are expressed in a way that will facilitate
consideration and analysis of alternative ways of achieving them. They should not be
expressed to point to only one solution.
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Step 2: Understanding the Current Situation

1.2.9 This is concerned with developing an understanding of current transport policies
and practice. The policies of transport providers should be included in these policies. Other
areas of Government policy should also be taken into account where they impact on the
transport sector. Policies relating to land uses and development are of particular
importance.
1.2.10 The next activity is concerned with exploring the physical features of the study
area. Examples of physical features which may exert special constraints on the shape of a
proposal or plan include:
(i) Sensitive areas of ecological or landscape or heritage importance,
(ii) Built-up areas and constricted availability of land,
(iii) Major roads or public transport routes which are expensive to bridge, and
(iv) Existing patterns of development such as industry and commerce spread over
wide areas outside the traditional urban centre.
1.2.11 There may also be institutional or legal constraints which are important to take into
account. Examples of this kind of constraint could include:
(i) The ownership of land,
(ii) The provision of elements of the public transport system by private operators who
will have their own commercial objectives, and
(iii) The provision of private non-residential parking (although this can be controlled
through legislation).
1.2.12 The extent to which these institutional and legal constraints have a material
bearing on the outcome of the studies could depend on the extent to which the
recommendations are developed with the agreement of private suppliers of transport.
1.2.13 These are examples of the kinds of issues which should be considered early in the
strategy or plan development process and should not be taken as a definitive list. Such
issues would not necessarily be regarded as absolute constraints or firm to the same extent
in every case. Nevertheless, an early appreciation of them will assist in identifying a
strategy or plan which is more readily acceptable than one which ignores them.
1.2.14 Within this exploration, any opportunities for the improvements to the transport
system and the way it is used should be noted. Examples of opportunities could include:
(i) Ways of making better use of the existing infrastructure through either better
management or some small but crucial addition to the infrastructure, and
(ii) Provision of new or improved transport infrastructure, such as providing
segregated pedestrian crossings, or converting an existing roundabout to a signal
controlled junction.
1.2.15 For a full understanding of the study area and its transport system, it is essential to
establish the levels of service offered by the current transport networks and the current
demands for travel by those living in and around the area. The surveys needed to collect
this information often consume a substantial part of the resources allocated to the study.
The best use should be made of information collected previously and care should be taken
to minimise the effort and cost required to gather new information.
1.2.16 A comprehensive picture of the demand for travel in the study area is usually
required for the creation of a computer model, which is necessary for the proper appraisal of
the proposed strategy and its components. The existing strategic Bahrain Traffic Model
(BTM) should be updated for road network and planning parameters for obtaining the
current traffic flows on the links.
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1.2.17 The analysis of the current problems on the transport system is a crucial step.
Such problems could include traffic congestion, accident black spots, community severance,
restriction of pedestrian movement, insufficient capacity for future traffic demand, etc. This
analysis brings the issues at which the study should be aimed into sharper focus. There is
little difference, in concept, between a comprehensive set of problems identified by relating
conditions to thresholds and a comprehensive set of quantified objectives.
1.2.18 Problems may be analysed at very broad or very specific levels. At the broad
level, a problem may be identified where it is judged that an objective is not being met. For
example, if an objective had been set to reduce emissions from transport to a specified
level, and if emissions can be shown to be above that specified level, there is a poor air
quality problem. Thus, problems can be defined as unmet objectives. Problems may be
identified in a number of ways, including:
(i) By consulting people about their perceptions of the problems, both those that they
encounter when travelling and those which result from other people travelling,
(ii) Through discussions with representatives of the Municipalities and Governorates
and the transport providers to gain an understanding of the transport and planning
professionals’ perceptions of problems with the transport system,
(iii) By conducting audits of specific elements of the transport system in order to gain a
deeper understanding of the roles performed and to analyse the extent to which
the expected aims are not met, and
(iv) By analysing outputs from the transport model in comparison with thresholds so as
to enable the geographic display of the worst conditions on a consistent numerical
basis across the study area.
1.2.19 It is crucial, however, that the causes of the problems are investigated before
solutions are generated. It has often been argued in the past that focusing on problems as
the stimulus for option development encourages a superficial approach whereby solutions
are adopted which ‘patch up’ the symptoms without addressing the real underlying causes.
Analysis of causes avoids this pitfall.
1.2.20 Consistency between the approaches adopted in different studies will be essential
in several key respects, notably forecasts of travel demand, in the methods of environmental
impact assessment and cost/benefit analysis, and in the values of the economic parameters
which are used in the cost/benefit analysis. As far as problems are concerned, however,
some degree of flexibility is desirable to ensure that solutions are developed which are most
suited to local and regional objectives.
Step 3: Understanding the Future Situation

1.2.21 The interaction between transport and land use is a two-way relationship. In the
one hand, future travel demands will be shaped by future land uses while, on the other
hand, changes in the disposition of land uses will be influenced by changes in accessibility
provided by the transport system.
1.2.22 The traditional transport planning approach has been to assume a particular land-
use pattern for the future planning year as a starting point. In a similar manner, at the
macro-level, studies should work within the framework set by National Planning and
Development Strategies (NPDS) and regional connectivity requirements. However, at the
micro-level, studies should examine the interaction of transport and planning decisions and
may consider land-use planning based solutions.
1.2.23 It is important to ensure that the approach to planning data forecasts is broadly
consistent between studies. To ensure that this is achieved, forecasts of population,
households and employment should be obtained from the NPDS database and any regional
development plans. For cross-border connectivity, separate forecasting procedures should
be based on projections of international trade/travel demands.
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1.2.24 The assessment of a transport intervention includes a comparison of the situation

without the intervention against the situation with the intervention in place. The without-
intervention scenario needs careful consideration and may be defined in one of the following
two ways:
(i) A ‘Do-nothing’ case in which the current transport system is used unchanged, and
(ii) A ‘Do-minimum’ case in which only committed changes are made to the existing
transport system.
1.2.25 The most usual basis for the assessment of options is the ‘Do-minimum’ in which
only committed changes are added to the existing system. These ‘committed’ changes,
which may apply to public transport and parking as well as roads and traffic management,
should be limited to those schemes to which a genuine commitment has been made from
which it would be difficult to withdraw. This includes projects for which tenders have been
invited or let. The ‘Do-minimum’ should also include minor changes which can be expected
to be carried out as conditions deteriorate, for example the signalisation of busy priority
junctions.
1.2.26 Travel demands will need to be forecast for some future years. In transport
strategy or plan studies, it is usual to adopt a single planning year. Forecasts should be
produced for other years, both before and after the main horizon year so that an
appreciation can be gained as to how conditions and problems will change over time.
Forecasts for intermediate years are also essential for working out the phasing of the
various components of the preferred strategy or plan over the implementation period and for
estimating streams of benefits for use in the cost/benefit analysis. In Bahrain, the BTM is
used to forecast land-use and travel demand for the opening year, and for 2020 and 2030
scenarios. The latest version of BTM should be used in each case.
Step 4: Consultation, Participation and Information

1.2.27 Local people, large private master plan developers, environmental groups,
transport users and operators will need to be involved in the study process. Wide
participation and consultation will be a key factor in gaining public support and acceptability
for options put forward in the studies. A strategy for involving these groups should be
established early on in the study process.
1.2.28 The strategy should address how to involve the following groups in the study
process:
(i) MOWMAUP and the relevant Governorates and Municipalities,
(ii) General Directorate of Traffic,
(iii) Ministry of Transport,
(iv) Representatives from transport and freight operators,
(v) Ministry of Social Affairs (for disabled users),
(vi) Ministry of Housing (for public housing schemes), and
(vii) Environmental Agencies.
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1.2.29 The strategy should also specify when to involve them, for example:
(i) Before the start of the study so that views can be sought on the terms of reference,
(ii) At the start of the study so that views can be sought on local objectives,
(iii) In the early stages so that current perceptions of problems on or with the transport
system can be established,
(iv) After an analysis of the current transport situation so that the perceived problems
can be used to validate and, if necessary, adjust the computational procedures
used to identify problems,
(v) After the analysis of the future transport problems so that views can be sought on
the relative importance of the different kinds of problem,
(vi) At the start of the option development step so that views can be sought on the kind
of solution which should be considered,
(vii) As part of the appraisal process (e.g. involvement of the statutory bodies in
assessing the environmental aspects of particular options), or
(viii) After the options have been tested and appraised so that views of respondents
can be taken into account when making a decision about the preferred transport
strategy or plan.
Step 5: Generating Options for Solutions

1.2.30 Once the objectives have been set, the situation in the study area has been
examined, and problems have been identified, the next step is to start developing ideas for
solutions. Facilitated workshops or ‘brainstorming’ sessions can be used as a means of
developing options for testing. These approaches can generate ideas by cross-fertilisation
between the participants’ different perspectives, though both have potential drawbacks:
(i) Because of the limited time often allocated, the discussions may fail to address the
issues in a thorough manner, giving rise to the danger that any conclusions
reached may be superficial, and
(ii) The power of the personalities participating, and the energy and persuasiveness
with which they are able and prepared to pursue their arguments, may result in a
biased view emerging which is not truly representative of the balanced views of the
whole group.
1.2.31 These difficulties may be reduced, but not necessarily eliminated, by allowing
sufficient time for discussion and feedback, and by employing trained, experienced and well-
briefed facilitators to lead the workshops.
1.2.32 When considering project options for the first time all realistic ways of achieving
the stated objectives should be identified and examined critically. This should be done with
a completely open mind, and should always include the ‘Do-nothing’ and ‘Do-minimum’
options. Where appropriate different amounts of the same type of intervention should be
included as separate options. The alternatives should be described in such a way that the
essentials of each alternative, and the differences between them, are clear. Considering the
possible alternatives in the light of the constraints will usually lead to the conclusion that
some of the alternatives are not feasible. Others may conflict with existing policies.
Objectivity is important in considering options. There can be a danger that the selection of
options may be manipulated in order to make a case for a course of action which is already
favoured. The appraisal process set out in this document is intended to minimise the
likelihood of that prejudice occurring.
1.2.33 Decision makers will play the key role in selecting options for detailed
consideration in studies. At this stage of the study, outputs from the transport model and the
problem analysis will be available, and may be used to undertake some broad analysis of
the likely effects of the promising policy instruments in the context of the specific studies. It
is likely that the most promising set of proposals for any particular circumstance can be
identified by a combination of numerical analysis and rational argument.
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Step 6: Appraisal Framework

1.2.34 Before options can be appraised an appraisal framework is required. A summary
sheet should be prepared, in the form of a table, to detail how the transport objectives listed
in paragraph 1.2.2 will be met. An example of an Appraisal Summary Table (AST) is
provided in Appendix A. If there is more than one alternative, a separate AST should be
prepared for each alternative. Each AST should provide a comprehensive summary of the
impacts of the option.
1.2.35 Encouraging social inclusion is an explicit element of the Kingdom’s transport
policy. The AST provides the framework for assessing the impact of a particular intervention
on social inclusion objectives. It should also be used to highlight the key impacts of the
intervention on specific vulnerable groups of people.
1.2.36 The key points in relation to each of the sub-objectives should be summarised
briefly in text with any relevant quantified information. A summary assessment is then given
to indicate whether the impact in each category is generally beneficial or adverse and how
large it is. Where monetary values can be derived, as in the case of accidents or transport
economic efficiency, the summary assessment should use these values. Where impacts
can be quantified but not monetised, the summary assessment is quantitative. Impacts that
cannot be quantified are assessed on a scale (see paragraph 4.6.11 for the suggested
seven point scale score notation). Because each seven point scale measures in relation to
a very different objective, they cannot be treated as equivalent. Where appropriate – and
especially where the summary assessment has a monetary value, a supplementary
assessment in appropriate non-monetary units should be recorded.
1.2.37 The need, extent and elements to be considered in the appraisal should first be
discussed and agreed with MOWMAUP. It is therefore possible that a shortened version of
the AST may be used in a particular case depending on the scale of the project.
1.2.38 The list of impacts should contain all the significant costs and benefits of an option
(whether an individual intervention, or overall strategy or plan). The balance of this
information gives the ‘overall net value’ of the option. It takes account of all kinds of impact,
both monetary and non-monetary, and qualitative as well as quantitative information.
1.2.39 This ‘overall net value’ is generally derived through judgement, based on
experience on similar projects and circumstances. The person assessing the ‘overall net
value’ is required to exercise their own judgement about the relative importance of the
various impacts shown in the AST. Thus, different assessors may come to different
conclusions about the ‘overall net value’ of an option, depending upon the weights which
they attach to the various impacts.
Step 7: Appraisal Tools and Procedures

1.2.40 While Step 6 is concerned with defining what information is required for the
appraisal framework, Step 7 is concerned with establishing the methods (tools and
procedures) by which the required information should be provided.
1.2.41 The consequences of a project, plan or transport strategy may be many and varied
and considerable expenditure is often involved. It is important, therefore, that every effort is
made to assess the likely consequences, to ascertain the extent to which objectives are met
and problems solved, and to estimate the value for money of the strategy or plan. The BTM,
which can project future demands and realistically represent the effects of all the
components, shall be used for these purposes.
1.2.42 It is clearly important that methods of environmental assessment are chosen which
are appropriate to the scale of the study being undertaken, the nature of the area and the
kind of solutions likely to be appraised. Part 12 (Environmental Assessment and Design) of
this Manual gives further guidance on the Environmental Impact Assessment (EIA) process.
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1.2.43 Depending upon the size and complexity of the project, cost benefit analysis of the
option(s) shall be carried out. For large capital investment projects a sensitivity analysis
should also be carried out. The level of sensitivity testing should be appropriate for size and
cost of the project and the stage of design. At the pre-feasibility stage the assessment and
sensitivity testing should be broad, whereas as the scheme moves through feasibility, to
preliminary and detailed design, the analyses and testing should become more detailed and
refined.
Step 8: Costs
1.2.44 Costs are crucial to the appraisal process as benefits. Therefore, studies will need
to include estimates of the costs of implementation, operation, maintenance and
enforcement, to an appropriate level of accuracy to enable robust decisions to be made.
1.2.45 Step 8 is concerned with establishing the methods by which costs should be
estimated. The estimates themselves are derived as part of Step 9. Procedures need to be
established for each of the following kinds of costs, where applicable:
(i) Implementation costs - unit costs for land, construction, vehicles, etc.,
(ii) Operating costs - models of the costs of operating public transport and charging
systems,
(iii) Maintenance costs - unit rates or simple models, and
(iv) Enforcement costs - unit rates or simple models.
1.2.46 However, it would not be cost-effective to spend a considerable amount designing
something in detail, simply so that its cost could be determined with accuracy, only to find
subsequently that it fails the appraisal criteria and is rejected. Once the initial appraisal
results become available, it should then be possible to see where the cost estimates are
particularly important to the choices which have to be made and for the robustness of the
overall recommendations. Further effort may then be directed to refining those costs which
have a significant influence on the choices to be made.
Step 9: Option Testing and Appraisal

1.2.47 Using the appraisal framework, appraisal tools and procedures described in earlier
steps, the work of testing and assessment of the options can begin. There are a number of
different ways in which this step can be tackled.
1.2.48 Because of the location-specific nature of some projects, problems are often best
summarised on a map of the study area. In order that such information can be presented in
a clear manner, some extraction or summary of the information may be necessary. Thus,
the problem summary may concentrate on those problems which:
(i) Are known to be of importance, or
(ii) Show significant changes between the base and forecast years, or
(iii) Show significant changes as a result of the options.
1.2.49 A comparative statement of the different options should be prepared at this stage
highlighting the significant parameters.
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Step 10: Development and Selection /Elimination of Options

1.2.50 A very large number of options could be tested in the course of a study. The
process of comparing a large number of options, for each of which there is a large amount of
complex appraisal information, could present a considerable challenge. The levels of
testing, evaluation and ‘sifting’ of projects and options will depend on the size of the
scheme(s) and range of measures being considered in any particular assessment.
1.2.51 In practice, it is unlikely that a study would be undertaken in such a way that a
large number of options are tested; but no comparisons of the options are undertaken until
the results from all the options are available. It is more usual to adopt a learning and
refinement process in which a small number of options are considered and the results
compared, leading to the development of another small group of options, and so on.
Therefore there may be no need to devise a way to compare a large number of options
because, even though a large number may be appraised, only a small number are
compared at any one time.
1.2.52 The process of project, plan or transport strategy appraisal may be viewed as the
progressive extraction of the key features that:
(i) Either distinguish one option from others,
(ii) Or contribute significantly to the overall value-for-money of an option.
1.2.53 Filtering the appraisal information down to these two essentials may significantly
reduce the amount of information which needs to be considered by the decision-maker and
make the process of comparing options more straightforward.
Step 11: Consultations

1.2.54 A consultation exercise should be undertaken again based on a reduced number
of options, or even a single option, before the decision makers reach conclusion. This will
enable the stakeholders to validate their initial comments and agree on areas where their
concerns have had to be compromised due to other, more compelling, reasons.
Step 12: Outputs from the Study

1.2.55 Depending on the type of study, the outputs will be reported in a variety of forms to
a variety of audiences. In general the outputs of studies should:
(i) Set out the conclusions in a clear and logical manner without overburdening the
reader with information, and
(ii) With a level of detail that enables the different participants to contribute to the
debate and make their decisions in a fully informed manner.
Step 13: Funding Sources

1.2.56 A crucial part of the appraisal framework described under Step 6 will be the
assessment of affordability and financial sustainability. Thus the likely financial
requirements of any solution proposed should be identified in the course of the appraisal.
Once conclusions and recommendations have been reached on the proposed option(s), the
funding implications should be re-investigated to ensure that the options proposed are
affordable and can be funded.
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Step 14: Implementation Programme

1.2.57 Some projects, plans or transport strategies will involve a considerable amount of
expenditure and a large number of concerted actions, spread out over a number of years.
These need to be phased appropriately so that the transport system develops in the most
effective manner. In determining the phasing of the component parts of a project, plan or
transport strategy, it will be necessary to:
(i) Decide when each component is required by analysing when each of the transport
related problems that the proposal seeks to resolve are likely to emerge,
(ii) Understand the relationships between the various components, taking account of
which elements must come before or after others,
(iii) Take account of the lead times required to progress each component, taking
account of planning procedures, and design and construction times,
(iv) Take account also of the capabilities of the constructors or transport providers to
deliver schemes at the required times, and
(v) Reconcile the ideal sequence of implementation with the likely flow of funding.
Step 15: Monitoring and Evaluation

1.2.58 Upon completion of each project or part of a transport plan or strategy the
appraisal process should be reviewed to evaluate its efficiency and provide guidance for
future project appraisals of similar projects. The purpose of the post project review is to
determine whether:
(i) The basis on which the proposal was undertaken has proved correct,
(ii) The expected benefits and outcomes have materialised,
(iii) The planned outcomes were the appropriate responses to actual public needs,
(iv) The appraisal and management procedures adopted were satisfactory, and
(v) Conclusions can be drawn which apply to other projects, to the ongoing use of the
asset, or to associated policies.
1.2.59 “Post project” traffic surveys should be carried out in order to evaluate the
effectiveness of the scheme.
1.3 Roads Project Types

1.3.1 Public sector roads projects in Bahrain are planned and executed by MOWMAUP.
There are several different types of roads project in Bahrain, classified mainly on the basis
of budget allocation heads within MOWMAUP. The road design requirements for such
projects are handled by the different sections within the RPDD, either through use of in-
house resources or through external consultants or a combination of both.
1.3.2 The main categories of roads projects are described below:
Strategic Projects
1.3.3 Strategic Projects are those that had been identified in the 2003 Strategic Roads
Master Plan (SRMP 2003) and subsequent updates of the same and as recommendations
in National Planning and Development Strategies (NPDS) 2030. Projects that are of high
importance and have a great deal of strategic value to the Kingdom of Bahrain are included
in this programme. This programme contains projects that are of high value and risk.
Examples of these projects are, but not limited to; interchanges, flyovers, underpasses,
causeways, highways, major junction improvements, rock armouring and culvert works etc.
This category may include major improvements to strategic and existing routes or
developing new roads.
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Road Improvements
1.3.4 Road Improvement schemes are the planned improvements to existing road links
and could be major or minor improvements. This programme mainly deals with projects that
are initiated to improve the existing roads. This will include improvement of an existing road
or a part of road network. Projects under this category can include road widening, dualling,
junction improvement, signalisation, roundabouts major reconstruction and projects on
smaller avenues or roads etc. These projects may include the provision and/or
improvement of safety measures, road signing and marking, construction of storm water
drainage, street lighting, foot bridges, footways and block paving etc. Certain projects could
arise as a result of requests or complaints received from various stakeholders.
Major Road Improvement

1.3.5 Major Improvement schemes include improvement, rehabilitation and
reconstruction of major roads and highways, and not of smaller avenues or roads. This
includes improvements such as adding extra lanes, acceleration or deceleration lanes,
improvement measures, storm water drains, safety barriers, traffic signals on major roads,
signalisation of roundabouts, resurfacing and major reconstruction etc. Usually these
projects are related to rehabilitation and may include dualling or widening of road sections.
They are generally bigger in size and complexity than a Road Improvement scheme.
Opening of Roads (OOR)

1.3.6 Opening of Roads (OOR) are primarily related to new areas where the access and
distributor roads are provided by the Government. The general rule is that once the
development in the area is 30% complete, MOWMAUP will design the road network up to
formation level to enable access and for utility companies to lay their apparatus in the
correct location and level. Once the development reaches 70% completion, the roads are
surfaced with asphaltic materials. Whilst this is the general rule there may be exceptions,
for instance where some properties have been completed years before the 30% level was
reached, where access is required to schools, hospitals and social housing, or where the
utilities request it to enable them to be able to enter the area to lay their apparatus despite
poor ground conditions.
Safety Schemes
1.3.7 Safety Schemes are projects that arise from related safety issues, usually places
with a poor accident record (sometimes described as accident “black spots”). The Road
Safety Measures programme includes projects to reduce the risk for those using the road
network by increasing safety measures at specified locations. This type of project includes
improved road markings, signalling, pedestrian crossings, footways, pedestrian bridges,
traffic calming, pedestrian barriers and other safety enhancement measures etc. This also
includes projects resulting from local complaints and/or accidents, and from the studies
undertaken to review specific locations with bad accident records.
Village Road Schemes

1.3.8 Village Road Schemes are initiated mainly to rehabilitate and improve the roads in
village core areas. The priority for these schemes is decided by the individual Municipalities
and there is a separate budget within the overall MOWMAUP budget for such schemes.
Projects under this category include reconstruction of roads, junction improvement, footpath
construction, block paving of lanes, providing storm water drainage, road marking and safety
measures, street lighting, provision of parking and locating and re-locating utilities’ services.
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Maintenance Schemes
1.3.9 Maintenance Schemes include the projects for the maintenance and rehabilitation
of the existing road network. This includes asphalt overlay, asphalt milling and overlay,
minor to medium level reconstruction, re-surfacing, asphalt reinstatement and patching etc.
also crack sealing and all related work like road re-marking, and maintenance of existing
traffic signs, marking and signals. There is further guidance on road maintenance schemes
in Part 17 (Road Maintenance) of this Manual.
Other Schemes
1.3.10 Besides the above project types, internal road systems within the privately
developed areas are being designed and executed by private entities. These projects are
not bound by the appraisal mechanism provided in this Manual. However, such projects
(and particularly if the roads are to be adopted as public roads in the future) are bound by
other regulatory requirements, such as highway design standards, requirements for
obtaining Planning Permission, Wayleave, Environmental Impact Assessments, Traffic
Impact Assessments, Road Safety Audits, etc., where applicable.
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2 Scheme Appraisal Procedure
2.1.1 The framework for the appraisal procedure described in Chapter 1 of this Part shall
be followed as guidelines for project appraisal.
2.1.2 While the extent and details will vary from project to project, based on its size,
complexity and urgency, the following guidelines shall be followed for different categories of
projects.
2.1.3 In the case of large and strategically important projects, especially for externally
funded or Public Private Partnership (PPP) funded projects, it may be necessary to prepare
a pre-feasibility report to enable a funding agency or private financier to appreciate the
broad features of the project, the levels of financial involvement and probable returns. This
may be on the basis of a reconnaissance survey by collecting information on the present
status of the road, deficiency/distress identification, development potential, environmental
impact, traffic data (present and future), approximate estimation of cost and an economic
analysis. The economic analysis may involve traffic assignment studies, assessment of
resource generation potential, funding pattern and risk.
2.1.4 On obtaining satisfactory results from the pre-feasibility study, a feasibility study is
initiated to establish whether the proposal is acceptable in terms of soundness of
engineering design and expected benefits from the project for the investments involved.
The Feasibility Report enables the funding agency to accord approval to the project to
proceed to detailed design stage.
2.1.5 It is recommended that all Strategic Projects and some Major Improvement
projects (depending upon their size and complexity) should be subjected to a two stage
appraisal process:
(i) Pre-Feasibility Study – for inclusion on the list of projects to be considered; and
(ii) Feasibility Study – for budget approval for implementation.
For all other projects, a simplified version of the appraisal process shall be carried out. A
flow chart outlining the two appraisal methods is shown in Figure 2.1 below.
2.1.6 However, where the project is urgent from a strategic view point, or it is apparent
the pre-feasibility stage is not required, projects may be fast tracked by going straight to the
Feasibility Study stage. In this case, the Feasibility Study shall be more detailed and include
a study of the options and their corresponding costs and benefits.
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Define Project Objectives
Choose Project Appraisal Method
MAJOR PROJECTS OTHER PROJECTS
Need Assessment
PRE-FEASIBILITY
Reconnaissance
Preliminary traffic surveys
Alternative options: Traffic & Engineering
- traffic Surveys
- geometric
- environmental issues
- social
- economic Cost Estimates
Preliminary costs
Option Evaluation
Preferred Option
Project Justification
Report
POST PROJECT
Initial EVALUATION
Project
Approval
Traffic Analysis and

Projection
FEASIBILITY
Socio-economic Profile
Traffic surveys Project Cost Estimation
Preliminary:
- topographic survey
- geotechnical survey Economic Analysis
- pavement design study
- drainage study
- land acquisition Assessment &
estimate Recommendations
- environmental
mitigation
- bathymetry survey (if POST PROJECT
EVALUATION
necessary)
Traffic Analysis and Projection
Figure 2.1 Flow Chart for Scheme Appraisal Procedure
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3 Appraisal of Major Projects
3.1 Stages of Appraisal

3.1.1 All major road projects including Strategic Projects require two stage appraisals as
below:
(i) Pre-Feasibility appraisal to qualify for inclusion in the budget submission to
Ministry of Finance, and
(ii) Detailed feasibility appraisal for project execution.
3.2 Pre-Feasibility Stage Appraisal

3.2.1 An initial appraisal of each project should be carried out to check that it meets the
necessary requirements to be included in the budget programme.
3.2.2 This appraisal should essentially be a “desk study” but should include as a
minimum preliminary surveys and investigations in order to highlight the major project
issues, for a well-considered high-level appraisal.
Existing Conditions
3.2.3 Based on reconnaissance surveys, this section should summarise the existing
traffic, engineering and environmental conditions in relation to the existing highway network,
including any special features which can be identified at this stage. Reference should also
be made to changes which it is known are planned to take place.
Description of Alternative Schemes

3.2.4 At this stage only broadly defined road improvement strategies will have been
identified. These should be described in general terms, highlighting major features where
appropriate. If some level of improvement is essential even in the ‘Do minimum’ situation,
this should be reported. Improvement proposals and alternatives, if any, should be clearly
marked on the maps and drawings on which this assessment is being made.
Preliminary Cost Estimates

3.2.5 A broad indication of the costs of alternative improvement strategies should be
given. This estimate should cover the following, as applicable:
(i) Cost of dredging, reclamation and protection works, if applicable,
(ii) Cost of road works,
(iii) Cost of structures,
(iv) Land acquisition and/or re-settlement costs, and
(v) Costs of environmental mitigation.
3.2.6 The basis of the estimates should be stated and also any specific factors that have
been allowed for.
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Engineering Assessment
3.2.7 Only a broad assessment of engineering issues can be made at this stage. The
condition of existing road pavements and highways structures should be reported based on
available data or visual examination of the road and structures. Topography, hydrology,
geology and geomorphology should be considered, and likely problems arising from them
(such as difficulties in alignment) should be identified at this stage, along with any mitigation
measures required.
3.2.8 Reconnaissance surveys should be carried to collect information on the following:
(i) Road inventory,
(ii) Visual pavement condition,
(iii) Visual condition survey of structures,
(iv) Drainage conditions, and
(v) Road lengths with special problems.
A suggested format for presentation of alignment characteristics is shown in Table 3.1.
Table 3.1 Characteristics of Options
Sl* OPTION NAME/No.

Characteristics
no I II III
1 Length (km)
2 ROW (m)
Geometric details
i) No of horizontal curves
3
ii) Maximum Radius (m)
iii) Minimum Radius (m)
Structures (nos.)
i) Minor Bridges
ii) Major Bridges
4 iii) Vehicular overpasses
iv) Railway/PT Crossing
v) Culvert
vi) Interchange
5 Intersections (no)
Dredging/ reclamation and
6
protection works
Acquisition
i) Land (area)
ii) Residential building (no)
7
iii) Factory (no)
iv) Commercial
Garden/Plantation
Cost of Construction
i) Civil works
8 ii) Land acquisition &
resettlement
iii) Environmental
SI* = Scheme Information (number)
ROW = Right of Way
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Environmental Assessment
Baseline Conditions
3.2.9 The appraisal of each potential impact should begin with a description of the
relevant baseline conditions over the area which could be significantly affected by any route
corridors, but assuming that the scheme is not built. Guidelines of The Supreme Council for
Environment should be used, as described in Part 12 (Environmental Assessment and
Design) of this Manual.
3.2.10 The first stage in the assessment for most of the potential impacts will be to map
all relevant constraints including the locations of sensitive areas (for example, population
centres, historic buildings/sites, archaeological sites, burial sites or sites of
heritage/ecological value). The most important constraints should then be brought together
on a single, up to date, large scale Cadastral Map, called a Constraints Map. Where other
aspects of the existing environment could be significantly affected they should also be
included.
Assessment of Environmental Effects

3.2.11 By sketching possible improvement strategies on the Constraints Map, an initial
assessment of their potential impact can be made. Advice on assessment for different
impacts at this stage should be obtained from Supreme Council for Environment. This level
of assessment will give only a broad indication of likely effects, as it takes no account of
detailed alignments or mitigation measures.
3.2.12 The length and detail of the descriptions of effects should reflect their relative
importance. Cumulative impacts on a particular location or group of people should also be
noted, where appropriate.
3.2.13 An overall assessment of the importance of the impact on the baseline
environment should be provided highlighting any major problems or benefits.
Mitigation
3.2.14 Mitigation cannot be considered in detail at this Stage. However particular
improvement strategies may suggest mitigation features. Where this is the case, any
mitigation aimed at preventing, reducing or offsetting adverse environmental effects should
be described. The description should cover the type of mitigation measure, its probable
cost, and also indicate its effectiveness, as far as possible.
Presentation of Key Issues

3.2.15 The key issues from the assessment of effects should be brought together in
summary form in an environmental impacts table. Beneficial impacts should be noted, as
well as adverse and neutral impacts.
Sources of Information
3.2.16 The source of any information gathered at this stage should be recorded.
Traffic and Economic Assessment

3.2.17 The extent of information available at this stage will vary from scheme to scheme,
depending upon the nature of the scheme, its relationship with other schemes and with
development proposals and the possible role of the scheme as part of a strategy for the
route as a whole.
3.2.18 Information presented should be reliable. Where information is known to be less
reliable than is usually the case at this stage, clear statements should be made concerning
its limitations.
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Existing Conditions
3.2.19 For all schemes, currently available traffic flow, turning count and accident data for
the arterial roads and for relevant local roads should be presented. This should include
existing traffic data available from RPDD. If traffic survey data is not readily available,
limited traffic surveys should be conducted at critical locations for a broad assessment of
traffic volumes and turning movement volumes, for input into the BTM, in order to obtain the
traffic flows. The latest version of the model should be obtained from MOWMAUP for this
purpose.
3.2.20 As the BTM is currently strategic in nature the network and zoning may need to be
updated within the Project Influence Area (PIA) for the following parameters. Any updating
of the base model will require re-calibration and re-validation so the decision to amend the
model must be fully considered within the budget and timescale for the work.
(i) Road links,
(ii) Zoning,
(iii) Connectors,
(iv) Zoning parameters, and
(v) Junction coding.
3.2.21 Where conditions in the peak periods are particular important, traffic flow and
turning count data for the peak and inter-peak periods should be presented separately, if it is
available.
3.2.22 Accident data should be summarised to provide separate values for links and,
where appropriate, individual junctions. The data used should cover at least the past three
years (and preferably five years) provided there have been no changes in the network
during that period. Values should be presented as numbers and types of accidents,
together with an indication of severity, in tabular form and illustrated on a map base.
3.2.23 Journey time information should be presented for the routes being examined. This
should be obtained from speed and delay survey data along the route.
3.2.24 The presentation of data should be supported by a description of existing
conditions in both peak and inter-peak periods on the project road and, where appropriate,
on relevant local roads.
3.2.25 For recreational areas or other locations where unusual traffic conditions occur
during some specific event, a description of conditions during these periods may also be
appropriate.
Future Conditions
3.2.26 Traffic flows shall be obtained from the current BTM and should be provided for
the horizon years as specified in the Model. The traffic model runs shall be undertaken after
incorporating any the model updates described in paragraph 3.2.20.
3.2.27 Estimates of future daily traffic flows and peak hour flows on the existing network
should be presented in tabular form and illustrated on a map base. Forecasts need to
consider scenarios both without and with the scheme, wider changes in traffic flows and
impacts, and network wide statistics, for example vehicle-hours and vehicle-kilometres.
The Effect of Options

3.2.28 At this Stage, scheme options will not normally have been identified. However, it
may be possible to identify possible improvement strategies and to make broad estimates of
their anticipated traffic and accident improvements/benefits.
3.2.29 Where this is the case, these estimates should be presented and discussed,
emphasising the uncertainties associated with them.
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Economics
3.2.30 Results of detailed economic analyses may not be available at this stage.
However, it will usually be possible to identify potential sources of economic benefits,
especially where potential improvement strategies have been identified. Examples include:
(i) Congested junctions which would be relieved,
(ii) Accident black spots where conditions would be relieved,
(iii) Accident black-spots where conditions would be improved, and
(iv) Opportunities for reductions in journey times for certain through movements, etc.
3.2.31 There may also be dis-benefits, for example significant traffic delays due to
construction may be unavoidable. These sources of benefit (and dis-benefit) should be
identified in the report. Generally, they will be linked to features described in the traffic
appraisal, thus reference to the relevant material should be made. However, it will not
normally be possible to quantify the economic benefits reliably. Presentation of approximate
numerical estimates should be avoided, although broad indications (high/moderate/low) of
the scale of benefits relative to costs may be given.
3.2.32 It is necessary to establish a few prime benchmark criteria to evaluate alternative
corridors. The attributes examined in a route location study may take many forms, but
physical, economic, social and environmental factors are of prime importance. Therefore
the information should be incorporated after considering all the factors that influence the
final route selection. In general, selection of the 'best' corridor through evaluation of major
criteria depends on social and economic factors and land acquisition as well as the
resettlement of affected communities.
3.2.33 Physical control is another important factor particularly from the standpoint of
meeting the desired or minimum geometric design criteria. Indicative cost control depends
on physical and socio-economic factors.
3.2.34 The environmental impact is one of the most important issues which will show how
a new route will affect the local environment and also the measures to be taken to make a
route feasible.
3.2.35 After considering all these criteria, the alternative alignments should be evaluated
with respect to the following four major criteria:
(i) Engineering (physical),
(ii) Socio-Economic (in terms of acquisition and resettlement),
(iii) Indicative Cost (cost of design, construction and land), and
(iv) Environment.
3.2.36 For analysis and evaluation purposes the above four major criteria are e divided
into different sub-divisions, which will lead to more thorough and objective evaluation. Each
of the sub-divisions is assigned equal weight within the particular major criteria division and
the average percentage weight calculated and alignments ranked. The corridor locations
need to be evaluated with respect to the four major criteria assigning a relative weightage
between them. Evaluation of the criteria should be made on the basis of the defined
objectives with regards to economy, environment, accessibility, integration and safety (as
defined in paragraph 1.2.2 above). The route receiving the highest percentage score shall
be taken as the most beneficial and hence recommended. A recommended Decision Matrix
format is in Table 3.2.
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Table 3.2 Format for Decision Matrix
OPTION NAME/No.
Item
I II III
Transport Aspect (journey time savings,
accessibility improvement, increased capacity,
accident reduction, etc.)
Engineering Aspect
Socio-Economic Aspect
Indicative Cost including cost of mitigation of
environmental and social issues
Environmental Aspect
Final Percentage Weighting
Final Rank
3.2.37 A Pre-Feasibility Report shall be prepared along the above guidelines with the
necessary documentation to apply for budgetary approval of the scheme. The Pre-
Feasibility Report shall contain the following:
(i) Need for the project highlighting goals and objectives,
(ii) Data collection of secondary information pertaining to the project from various
agencies,
(iii) Reconnaissance / requisite field surveys and limited preliminary surveys,
(iv) Identification of alternative alignments, options or designs,
(v) Data analysis, review of existing situation and assessment of future demand,
(vi) Environmental and social assessment, including proposed mitigation measures,
(vii) Project costs,
(viii) Multi-criteria analysis for the alternative options and selection of best suitable
option, and
(ix) Preparation of concept for key project elements.
3.2.38 Depending on the nature of the project(s) under consideration, it may be useful at
this stage to conduct an initial economic assessment to determine the broad benefits such
as First Year Rate of Return (FYRR). The extent and need for such an assessment should
be discussed and agreed with MOWMAUP.
3.2.39 Based on the above appraisal process, projects will be shortlisted for further
feasibility study.
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3.3 Feasibility Stage Appraisal

3.3.1 Feasibility study is intended to establish whether the proposal is acceptable in
terms of soundness of engineering design and expected benefits from the project for the
investments involved. The Feasibility Report enables the funding agency to accord approval
to the project.
3.3.2 The feasibility study is aimed at evaluating the existing deficiencies of the project
road on which the proposed improvement is situated in respect of functional, structural,
efficiency and safety requirements for meeting the needs of projected traffic for at least 20
years based on:
(i) Findings from various surveys and investigations carried out,
(ii) Observations made and experiences gained for similar projects,
(iii) Identifying the improvements needs matching with requirements,
(iv) Determining the associated costs and benefits, and
(v) Assessing the economic viability of the improvement proposals.
3.3.3 Secondary data especially with regard to the socio-economic profile and past
traffic trends must be collected from various Government Departments and other bodies and
reviewed and used to the extent relevant and necessary.
3.3.4 Data on accidents, including accident black spots, if any, along the project road
shall be collected from the respective police stations and/or General Directorate of Traffic
(GDT) for the last 5 years. This data shall then be analysed to identify the black spots and
stretches prone to accidents and suggest mitigating measures. A suggested format for
Accident Data is shown as Format 3.1 in Appendix B.
3.3.5 It is a good practice to evaluate the severity of accidents along a project road in
order to identify accident black spots. This will identity the locations requiring interventions
and prioritises their implementation. A suggested format for calculating the Accident
Severity Index is shown as Format 3.2 in Appendix B.
Engineering Surveys and Investigations

Road Inventory Survey
3.3.6 Road inventory survey shall be carried out at every 50 m intervals along the
existing project road to cover following aspects:
(i) Pavement type and width,
(ii) Shoulder type and width,
(iii) Terrain,
(iv) Land use pattern,
(v) Embankment height / cutting depth,
(vi) ROW information,
(vii) Details and configuration of major junctions,
(viii) Details of cross roads,
(ix) Information about drains,
(x) Locations of sharp curves,
(xi) Locations of pipeline crossings,
(xii) List of permanent and important structures, and
(xiii) Adjacent land use, including accesses.
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3.3.7 This data shall form the basis of preliminary design, which will be augmented by
detailed topographic survey. A suggested format for Road Inventory Survey is shown as
Format 3.3 in Appendix B.
Topographical Survey
3.3.8 Detailed topographical surveys shall be carried out after a reconnaissance survey
and should pick up all features within the survey corridor required for each specific project.
The topographical survey shall be connected to the national grid of Bahrain and all levels
tied to Permanent Bench Marks. The methodology of such surveys for Road Affairs Projects
shall follow the survey protocols of the Survey & Land Registration Bureau (SLRB) in
accordance with RPDD document RPDD– RDS-PR-009: Road Survey.
3.3.9 Depending on the location and complexity of projects, topographic survey may be
waived, if the currently available National Survey Datum (NSD) maps of these areas have
sufficient topographical information to prepare concept designs for alternatives and reliable
cost estimates can be worked out.
Bathymetric Surveys
3.3.10 Bathymetry is the measurement of underwater depth of the seabed (or the bed of
inland lakes) and is the underwater equivalent of topography. Bathymetric (or hydrographic)
charts are typically produced to support safety of surface or sub-surface navigation, and
usually show sea floor relief or terrain as contour lines and selected depths (soundings), and
typically also provide surface navigational information.
3.3.11 If the project involves dredging and reclamation works, bathymetric surveys of the
sea bed levels of the reclamation area, as well as the borrow area based on National Datum
and Coordinates shall be carried out in order to estimate the availability and quality of
materials along with the cost of such works.
3.3.12 The bathymetric maps shall be used to estimate the quantity of reclamation
required for the road improvement scheme. An estimate of edge protection works should be
based on experience from previous projects in Bahrain.
3.3.13 The following documents shall be used as guidance for dredging and reclamation
works in Bahrain:
(i) Reclamation Levels: Guidelines for Coastal Development Lands and Artificial
Islands,
(ii) Dredging and Reclamation Technical Manual, and
(iii) Standard Specifications for Construction Works – Module 21: Dredging,
Reclamation and Shoreline Protection.
Pavement Condition Survey

3.3.14 Information regarding the condition of the road pavement and the shoulder shall be
collected by the methods described in Part 17 of this Manual.
3.3.15 A suggested format for a Pavement Condition Survey is shown as Format 3.4 in
Appendix B.
3.3.16 The details and use of data obtained from such investigations are covered in Part
8 (Pavement Design and Rehabilitation) and Part 17 (Road Maintenance) of this Manual.
Pavement Deflection Test

3.3.17 Depending on the outcome of the pavement condition survey, Falling Weight
Deflectometer (FWD) deflection tests shall be carried out at selected or specified intervals
along the project road. RPMD carries out pavement condition surveys at regular intervals
and maintains a database of such investigations. The designer should check with RPMD
regarding the availability of such data for the project road.
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3.3.18 There is further guidance on the collection and analysis of FWD data in Part 17 of
this Manual and further guidance on the use of such data in road reconstruction and
rehabilitation schemes in Part 8 (Pavement Design and Rehabilitation).
Bridge and Culvert Inventory and Condition Survey

3.3.19 Inventory and Condition Surveys of existing bridges and culverts along the project
road shall be carried out to identify their number, type, condition and hydrological aspects.
The exercise enables an assessment of the individual requirements of the existing
structures along the route, including widening and repair, as well as matching with any new
structures.
3.3.20 Information related to the submergence of the structure, if any, should also be
collected. This information shall be collected from past records of submergence of the
structure.
Axle Load Survey

3.3.21 If the project road is used by trucks and other heavy vehicles, an Axle Load Survey
should be conducted for at least 48 hours at one suitable location. Axle loads shall be
measured for all categories of commercial vehicles including empty vehicles. Electronic
weighing pads may be used for weighing the front axle and rear axle(s). The axle load
spectrum and Vehicle Damage Factor (VDF) can then be calculated for use in the pavement
design. A suggested format for the Axle Load Survey is shown as Format 3.5 in Appendix
B.
3.3.22 There is further guidance on the use of axle load data in road reconstruction and
rehabilitation schemes in Part 8 (Pavement Design and Rehabilitation) of this Manual.
Roughness Survey
3.3.23 The riding quality of the project road may be obtained from a suitable road
roughness measuring instrument. This instrument should be capable of providing
International Roughness Index (IRI) values, which can be used in Economic Analysis.
3.3.24 There is further guidance on the collection and analysis of ride quality data,
including IRI, in Part 17 (Road Maintenance) of this Manual.
Geotechnical Investigation for Pavement and Subgrade

3.3.25 In order to access the pavement composition and subgrade, boreholes or trial pits
shall be excavated at regular intervals along the alignment. The type, frequency and
spacing of such investigative boreholes and trial pits should be specified by a competent
and experienced Geotechnical Engineer or Engineering Geologist based on an initial
appraisal of the route (or road) and the likely ground conditions.
3.3.26 Detailed investigations shall be carried out to determine field density and moisture
content, in situ California Bearing Ratio (CBR), laboratory CBR under controlled conditions,
and subgrade soil properties, and any other specific measurements recommended by the
Geotechnical Engineer or Engineering Geologist. There is further guidance on the geological
conditions in Bahrain and the requirements for site investigation in Part 7 (Geotechnical Site
Investigation) of this Manual.
Geotechnical Investigation for Bridges

3.3.27 At the proposed locations of new bridges or other structures, more detailed soil
investigations shall be carried out through bore holes. The type, number and depth of such
investigative boreholes should be specified by a competent and experienced Geotechnical
Engineer or Engineering Geologist based on an initial appraisal of the proposed site and the
likely ground conditions.
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3.3.28 The testing regime should be specified for each individual site by the Geotechnical
Engineer or Engineering Geologist. However, as a general guide, some of the following
tests may be appropriate, depending on the ground conditions:
(i) Standard Penetration Tests (SPT) at different levels,
(ii) Cone penetrometer tests (e.g. Dynamic Cone Penetrometer, DCP) at different
levels,
(iii) Triaxial Tests on soil samples,
(iv) Consolidation Tests on soil samples,
(v) Specific gravity and density tests;
(vi) Particle Size Distribution,
(vii) Atterberg Limits,
(viii) Determination of ground water levels, and
(ix) Chemical Tests.
3.3.29 There is further guidance on the geological conditions in Bahrain and the
requirements for site investigation in Part 7 (Geotechnical Site Investigation) of this Manual.
Material Investigations
3.3.30 Material investigations shall be carried out to explore the availability of suitable
construction material and likely suitability for use in different pavement courses. The
samples should be collected as described below:
(i) From quarry sites, for aggregate characteristics including flakiness index, stripping
value etc.
(ii) From borrow pits outside the Right of Way, for availability of suitable embankment
and subgrade material, and identification of the borrow area.
3.3.31 Details shall be shown of areas from where samples have been taken for testing
and eventual design.
3.3.32 There is further guidance on the geological conditions in Bahrain and the
requirements for material testing in Part 7 (Geotechnical Site Investigation) of this Manual.
Traffic Surveys
3.3.33 It is recommended that, prior to commencement of traffic surveys, a Scoping
Statement for traffic analysis be prepared. This Scoping Statement should include the
following:
(i) Location of the project along with surrounding road network,
(ii) Review of existing traffic data available for its age, extent and adequacy,
(iii) Delineation of area of influence of the project, leading to the study area,
(iv) Assessment of traffic data required,
(v) Location and type of traffic survey required, and
(vi) Timing and extent of each traffic survey.
3.3.34 Following the review of existing available data and the adequacy of the modelling
system, the overall approach to additional data collection and associated modelling
approach and development should be determined.
3.3.35 Traffic assessment in Bahrain is carried out to inform the strategic BTM. However,
additional traffic surveys may be required for some projects or to validate the traffic model.
Traffic count data may also be required for projects where AADF figures and non-peak traffic
figures are required for analysis.
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3.3.36 Where traffic surveys are required, they should be carried out along the project
road and should include the following:
(i) Classified Traffic volume counts at mid-block and intersections,
(ii) Origin-Destination Survey (O-D),
(iii) Speed and Delay Surveys, and
(iv) Traffic Counts at Road Junctions.
Classified Traffic Volume Counts

3.3.37 A traffic count is the basic requirement in connection with many types of roads
projects. A system of Automatic Traffic Counter stations is currently being planned in
Bahrain through which traffic counts will be made regularly at specified locations. Where the
counter point falls within the proposed roads project the data from these can be used. If
new counts are proposed, the count stations should be selected so that the results represent
the traffic flow on homogeneous sections of the road. A seven day count will generally give
the Average Daily Traffic (ADT). This value may be converted to Annual Average Daily Flow
(AADF) by applying seasonal considerations and using conversion factors from other
continuous traffic counts in Bahrain.
3.3.38 When traffic census data from existing count stations are compiled, it may be
found useful to report past data so as to establish meaningful growth trends for each vehicle
class.
Origin – Destination (O-D) Surveys

3.3.39 When extensive improvements are to be carried out to an existing road, or a new
road or bypass is being planned, the amount of traffic likely to use it cannot be ascertained
from a simple traffic count. Therefore it may be necessary to collect information about the
origin and destination, trip purpose and vehicle occupancy of traffic passing through the area
in which the road is situated. The origin and destination data should be comprehensive
enough to cover all roads likely to be affected by the proposed scheme. The points at which
the data is collected should be carefully chosen on the road network so that it is possible to
determine the volume of traffic likely to use the proposed road.
3.3.40 The survey duration will depend upon the scheme, location, purpose, etc., and
sample basis. Where there is a variation in traffic from day to day the survey should be
carried out over several representative days, or even a full week. In exceptional cases, in
heavy density corridors and where the daily variation in the traffic is not significant, a
minimum of a one day survey may be conducted on a normal working day. Care shall be
taken during interpretation of the data keeping in mind the seasonal variation of traffic.
3.3.41 There are several methods available for conducting an O-D survey. The Roadside
Interview Method is well-suited for use on roads in rural areas. This consists of interviewing
the drivers of vehicles at points suitably located with reference to the proposed road
scheme. At these stations, the number as well as the type of all vehicles passing the station
is recorded. However, only a percentage of the drivers need to be stopped at random and
interviewed for origin, destination and other travel particulars, for example commodities
being carried. The sampling should be systematic. Generally, 15% to 20% of the vehicles
may be covered in the peak periods, and 25% to 30% in other periods, but this will depend
on location and traffic volume and mix. The sample size of Roadside Interview (O-D
Surveys) should be consistent with best practice to achieve the targeted accuracies for
Transport Model Validation.
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3.3.42 The sample should be up scaled to ADT and preferably hourly-based classified
vehicle type. The location of origin and destination zones will be determined in relation to
each individual station and the possibility of traffic diversion to the project road from other
road routes including bypasses. In principle, the zoning should bisect areas where
competing roads pass and the zonal configuration should be adequate on either side of the
O-D station. For coding purposes, code lists or code maps (to be shown to motorist) will be
prepared giving zone number and locations within that zone. The updated (ADT) numbers
shall then be presented by trip matrix. Information on size and weight of trucks, following up
scaling to ADT, should be summed by commodity type and the results tabulated, giving total
weight and average weight per truck for the various commodity types. Sample sizes for
each vehicle type should also be indicated.
3.3.43 Following the processing of the O-D results, traffic is assigned from the trip matrix
elements to the project road’s homogeneous sections, provided the route including the
project road in its improved condition is the most desirable of the alternative routes available
in terms of least vehicles operating costs.
3.3.44 Origin-Destination Surveys are also used to analyse the trip distribution pattern (by
mode, by origin and by destination and by purpose) in an urban road environment. O-D
survey data is a key input in the validation of household trip data and are also used to
update the Bahrain Transport Model.
Speed and Delay Surveys

3.3.45 Road improvements generally result in reduced congestion and increased traffic
speeds. Traffic speed and delay studies on the existing road provide the basis for
estimating the causes and identifying the benefits of the improved road or route.
3.3.46 Speed and delay studies are most conveniently conducted by the Moving
Observer method. In this method a test vehicle travels within the traffic stream matching the
average speed of the traffic. A separate run is need for each direction. The number of runs
depends on the variability in the results of the measured journey time. If this is highly
variable, a greater number of runs will be needed. By noting down the travel time, including
actual running time and stopped delays the vehicles counted in the opposite direction and
those overtaken, it is possible to calculate the volume, speed and delay.
3.3.47 However average traffic speed and delays are more often measured using an
automated system with number plate recognition cameras. A minimum of two cameras is
required with one at each end of the survey length. As vehicles enter the survey length the
number plates are recorded. As vehicles leave the survey length the numbers are
recognised and matched to those of vehicle entering the survey length. From this a full
distribution of the time difference between the two cameras and the average speed over the
survey length (and any delays) can be built up over a longer period – 24 hours, a full week,
or even longer. The same set of cameras (and recognition and analysis software) can be
used successively on a number of different survey lengths within the PIA to obtain a more
complete picture of traffic speeds and delays.
3.3.48 A suggested format for the Speed – Delay Survey is shown as Format 3.6 in
Appendix B.
Traffic Counts at Road Junctions

3.3.49 Road junction design requires information on directional movement of traffic in the
peak hour. For this purpose, it is sufficient to have counts for 2 hours each in the morning,
noon and evening peak periods unless there are extended peak hours.
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3.3.50 For simple “T” or 4-way junction, the survey could be conducted by stationing
enumerators on each arm of the junction to note the number of vehicles entering through the
arm and the direction of their exit. At multi-legged junction or roundabouts, a quick
judgement about the exit direction or vehicles may not be possible. In such cases, a licence
plate survey may have to be conducted. This consists of noting the registration numbers
(generally only the last three digits) of a sample of vehicles entering the intersection.
Simultaneously, on each exit, the registration numbers of vehicles leaving the junction are
noted. The two sets of numbers are then matched in the office to determine the directional
movements. It is also possible to carry out this type of survey using an automated system
based on cameras and number plate recognition.
3.3.51 It is not usually necessary to conduct detailed traffic surveys at junctions where
traffic on the minor road is less than about 100 vehicles per day, but a simple count may be
necessary to confirm the actual number of vehicles using the junction (as opposed to the
number of vehicles passing through on the main road).
3.3.52 A specific pedestrian survey should be conducted when the alignment passes near
locations such as schools, shopping malls, large offices, hospitals, etc., to decide on the
need for of appropriate crossing(s). Crossings might be at traffic signals, grade crossings or
subway/overpass. Further advice on pedestrian crossings is provided in Chapter 9 (Highway
Features) of Part 6 of this Manual.
Traffic Assessment
3.3.53 Traffic assessment should be carried out using the current version of the validated
BTM. The PIA from a traffic perspective should be finalised in discussion with TPS. On the
basis of the study of the traffic characteristics, the total project road length may be divided
into distinct sections with homogeneous traffic conditions.
3.3.54 Traffic forecasting is a fundamental component of road scheme appraisal. Traffic
forecasts are usually derived through the use of a traffic model. The traffic model should be
fully calibrated and validated to give confidence in forecast traffic flows. An updated version
of the BTM should be obtained from MOWMAUP. As the BTM is currently strategic in
nature the network should be updated within the PIA for the following:
(i) Road links (type including road parameters: number of lanes, permitted
transportation modes, capacity or public transport linkages),
(ii) Zoning system (including undefined zones, and splitting of existing zones for more
detailed assessment),
(iii) Connectors (connect added zones to the road network), and
(iv) Zoning parameters (which may include information concerning residential
population, working population, student population, car availability, gender,
nationality etc.).
3.3.55 The current version of the Traffic Impact Assessment (TIA) Guide for Developers
published by Roads Planning and Design Directorate (RPDD) should be used for the
assessment of traffic impacts on roads, with particular reference to the following sections:
(i) Section 7 – Future Background Traffic Volumes, and
(ii) Section 9 – Traffic Impact on External Road Network.
3.3.56 The current TIA guidelines are intended for analysing the impact of investment
projects (or) development projects. They do not provide sufficient guidance on the
assessment of road improvement projects and their impacts. Hence, the designer should
exercise caution when applying the TIA guidelines to the assessment of road improvement
projects.
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3.3.57 On updating of the VISUM traffic model, the model will forecast trip generation,
mode split and will provide forecast traffic flows on the road network for the future year. The
sub-area containing the PIA described above, together with appropriate trip matrices shall
be extracted from the BTM for more detailed micro-simulation analysis of the network if
necessary. Micro-simulation can analyse private and public transport operations under
constraints such as lane configuration, vehicle composition, traffic signals etc., and hence
help to evaluate the effectiveness of various alternatives on transportation and planning
measures such as: queue lengths, delays and level of service. Micro-simulation provides
information for the determination of improvement proposals at required locations.
3.3.58 Alternatively, depending on the extent of the project, traffic flows may be extracted
from VISUM and used for junction analysis using other standard junction modelling tools.
However, in all cases, the methodology for traffic modelling shall be finalized in discussion
with TPS before commencing design. A flow chart showing traffic analysis and its use in
economic analysis is shown in Figure 3.1. For economic analysis, any modelling work
should be able to provide vehicle-hours and vehicle-kilometres outputs for the ‘Do-minimum’
and ‘Do-something’ scenarios.
3.3.59 There is further guidance on traffic modelling at road junctions in Part 14 (Traffic
Signals and Control Equipment) of this Manual and its application to junction design in Part
6 Chapter 5.
Figure 3.1 Traffic and Economic Analysis
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Environmental studies
3.3.60 Further to the reconnaissance surveys carried out during the Pre-Feasibility Stage,
detailed environmental studies shall be conducted in order to identify major environmental
issues within the study corridor. The requirements with regard to the extent of these surveys
shall be obtained from the Supreme Council for Environment, Bahrain. Further guidance is
provided in Part 12 (Environmental Assessment and Design) of this Manual.
3.3.61 Depending upon the extent of the study, the costs for mitigation of environmental
impacts shall be estimated at this stage. Environmental monitoring requirement during the
construction and operation stages shall be included in the cost estimate.
Heritage Impact Assessment for Specific Sites

3.3.62 A Heritage Impact Assessment will be required for certain areas in Bahrain. These
areas include the heritage site in and around the Bahrain Fort, the Burial Mounds and similar
sites as recognised by the Ministry of Culture. The designer should consult representatives
of the Ministry of Culture to identify the extent of heritage sites within Bahrain and the
specific surveys required for these sites.
Land Estimates
3.3.63 The different building structures and settlements within the proposed road
improvement Right of Way shall be assessed either through interpretation of existing
cadastral maps and/or a reconnaissance survey along the alignment.
3.3.64 A land reference plan (showing all affected plots) and individual land interest plans
for all affected plots shall be presented in a specified format, to be agreed in consultation
with the Land Acquisition unit, to MOWMAUP.
3.3.65 The cost of land acquisition and relocation and/or compensation of the structures
shall be considered in the cost estimate.
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Cost Estimates
3.3.66 In general, the road works will be carried out in accordance with the technical
specifications contained in the MOWMAUP Standard Specifications for Construction Works,
2009 (Module 19 – Road Works) or future updates, with specific modifications depending on
the project requirements.
3.3.67 The quantities of major items of work should be estimated on the basis of typical
cross-sections. Earthwork quantities should be computed using reliable highway alignment
design software. The quantities of the following major items of works should be estimated
separately:
(i) Dredging and reclamation works, if any,
(ii) Site clearances & removal of utilities,
(iii) Earthworks, including construction of embankments and subgrade improvement,
(iv) Quantities of unsuitable materials and their replacement,
(v) Pavement, including bituminous and non-bituminous layers,
(vi) Bridges, culverts and protective works,
(vii) Drainage, including protection owing to high water table,
(viii) Junctions and interchanges,
(ix) Traffic signs/ signals & road furniture,
(x) Street lighting,
(xi) Safety barriers and pedestrian fences,
(xii) Landscaping and arboriculture,
(xiii) Utility relocation and new utilities,
(xiv) Environmental costs,
(xv) Land and structure acquisition, and
(xvi) Miscellaneous provisions.
Viability and Financing Options

3.3.68 The project road should be divided into the lengths with homogenous traffic based
on the findings of the traffic studies. These homogenous links should be further subdivided
into sections based on physical features of road and pavement subgrade and drainage
characteristics etc. The economic and commercial analysis shall be carried out separately
for each homogenous link as well as for the whole of the project road.
3.3.69 The values of input parameters and the rationale for their selection for the
economic and commercial analysis should be identified clearly.
3.3.70 In order for models to be used for the economic and the commercial analysis, the
calibration methodology and the basic parameters should be adapted to the local conditions.
3.3.71 The economic and commercial analysis should identify the relative priority of the
different homogenous links in terms of project implementation.
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Economic Analysis
3.3.72 Implementing a transport scheme usually results in a stream of costs followed by a
stream of benefits, some of which have monetary values applied to them. These monetised
costs and benefits occur over a number of years and cannot simply be added together as if
they all occurred simultaneously. In order to be able to add costs and benefits that occur
over a period of time, two distinct issues must be dealt with:
(i) General changes in price levels over time (inflation), and
(ii) Preferences for consumption now rather than later (time preferences).
3.3.73 The effects of inflation are resolved by means of converting all costs and benefits
to a common price base year (using a “price index”). To take into account time preferences,
a discount rate is applied, discounting future costs and benefits back to a given year – the
present value year. The present value year is usually the same as the price base year.
Costs and benefits arising in different years are expressed in terms of their value from the
standpoint of a given year. Summing the Present Values of Costs and subtracting these
from the Present Value of Benefits gives the ‘Net Present Value’ (NPV) of the scheme at the
present value year.
3.3.74 Costs and benefits arising in different years are transformed to their present values
by the process of discounting. Because discounting involves the notion of charging interest
against a project, rather than paying interest to an investor, r is known as the discount rate.
Any sum may be reduced to its Present Value (PV) by means of the following formula:
𝑺
𝑷𝑽 =
(𝟏 + 𝒓)𝒚−𝒑
Where:

PV is the present value;
S is the sum to be discounted;
 r is the discount rate, expressed as a decimal;
 y is the year in which the sum is received or incurred, and
 p is the present value year.
3.3.75 The NPV is the discounted sum of all future benefits less the discounted sum of all
future costs over the appraisal period.
3.3.76 The Present Value of a stream of Benefits (PVB) represents the value in the
present value year of all the benefits that will accrue over the appraisal period. It is
calculated according to the following formula:
𝒚= 𝒚𝒆𝒂𝒓𝒏 𝑩𝒚
𝑷𝑽𝑩 = ∑
𝒚= 𝒚𝒆𝒂𝒓𝟎 (𝟏 + 𝒓)𝒚−𝒑
Where:
 By is the benefit occurring in each year, discounted as appropriate
0
Year the first year in which benefits are accrued;
Yearn the limit of the appraisal period.
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3.3.77 The Present Value of the stream of Costs (PVC) represents the value in the
present value year of all the costs that will accrue over the appraisal period, comprising
mainly construction and maintenance costs. It is calculated in a similar way to the approach
for calculation of PVB. For some schemes, it is possible that construction costs may have
been incurred prior to the present value year. In such cases, this would require an inflation
of the scheme costs to the present value year using the discount rate. The approach to
calculating PVC is therefore:
𝒚= 𝒚𝒆𝒂𝒓𝒏 𝑪𝒚
𝑷𝑽𝑪 = ∑
𝒚= 𝒚𝒆𝒂𝒓𝟎 (𝟏 + 𝒓)𝒚−𝒑
Where:
Cy is the cost occurring in each year, discounted as appropriate
Year0 the first year in which costs are incurred;
n
Year the limit of the appraisal period.
3.3.78 The NPV of the scheme can then be calculated according to the following formula:
𝑵𝑷𝑽 = 𝑷𝑽𝑩 − 𝑷𝑽𝑪
3.3.79 A Cost Benefit Analysis (CBA) report should detail the methodology and
assumptions of the CBA process, with supporting Appendices. The report should provide
information on the following:
(i) Stage of the assessment that the CBA relates to,
(ii) Rationale for the modelled area,
(iii) Details on the extent of any data collection, for example traffic counts and journey
time surveys,
(iv) Any assumptions behind the input data, with particular reference given to the
treatment of CBA parameters,
(v) Validation of the cost benefit model, and
(vi) Results from the assessment, which must include the cash flow analysis.
3.3.80 The results of each sensitivity test / scenario analysis should be provided
separately.
3.3.81 Where all impacts of a scheme can be monetised and included in the CBA, the
overall economic worth of a scheme should be summarised using one or more of the
following measures:
(i) Net Present Value (NPV),
(ii) Benefit/Cost Ratio (BCR), and
(iii) Internal Rate of Return (IRR).
3.3.82 The BCR is given by the ratio of the discounted sum of all future benefits to the
discounted sum of all costs:
𝑷𝑽𝑩
𝑩𝑪𝑹 =
𝑷𝑽𝑪
2018 44 1st Edition

3.3.83 The IRR is the rate of discount that makes the present value of the benefits exactly
equal to the present value of the costs. Put another way, the IRR is the rate of discount that
makes the NPV of the entire stream of benefits and costs exactly equal to zero. The IRR ‘λ’
is the value for which the sum of the accrued benefits is zero:
𝒚= 𝒏 𝑩𝒚
∑ =𝟎
𝒚=𝟎 (𝟏 + 𝞴)𝒚−𝒑
Where:
By is the net benefit (undiscounted) in year y.
3.3.84 Where there are other significant costs and benefits that cannot be presented in
monetised form, although a value for the NPV and BCR can be calculated, the results may
be misleading and will not necessarily provide a reliable measure of overall value for money.
In such cases the cost benefit analysis should not be used as the sole basis for decisions.
3.3.85 Based on the data collected, economic analysis shall be carried out for the project.
The benefit and cost streams should be estimated for the project using an internationally
recognized life-cycle costing model.
3.3.86 The designer should estimate net changes in the key evaluation parameters (traffic
volumes by mode/cars and trucks, speeds, delays, volume to capacity ratio, level of service,
travel time savings and delay costs, vehicle-kilometres or passenger-kilometres of travel and
vehicle-hours or passenger-hours of travel etc.) as a result of proposed improvements for
the opening year, 2020 and 2030 scenarios compared with the base scenario (without the
proposed improvements).
3.3.87 Evaluation should include the direct user benefits for the freight and passenger
vehicles (in terms of vehicle operating costs, accident costs, travel time savings, delay costs,
congestion costs, road capacity increase, accessibility/connectivity benefits etc.) for a period
of 30 years after the implementation compared to without improvement, as follows, where
appropriate:
(i) Assess the capacity of roads and the effects of capacity constraints on Vehicle
Operating Costs (VOC),
(ii) Calculate VOCs for current road situation and those for the completed project,
(iii) Quantify all economic benefits, including those from reduced congestion, travel
distance, road maintenance cost savings and reduced incidence of road accidents,
(iv) Direct user benefits to be estimated for passenger vehicles (cars/taxis/buses) and
freight vehicles (trucks, LGV/HGVs), and
(v) Estimate the Economic Internal Rate of Return (EIRR) for the project over a 30-
year period. In calculating the EIRRs, identify the tradable and non-tradable
components of project costs and the border price value of the tradable
components.
Vehicle Operating Costs

3.3.88 The use of the road system by private cars and trucks gives rise to operating costs
for the user. These costs are split into two groups: fuel costs and non-fuel costs, the latter
comprising items related to licensing and vehicle operation and maintenance.
3.3.89 Road schemes can give rise to changes in operating costs. Differences in the
Vehicle Operating Costs are recorded among the benefits resulting from a road
improvement.
3.3.90 The change in total VOC over all links depends on changes in the distance
travelled by vehicles and on average link speeds. Whilst for most schemes the aggregate
time saving is positive the change in overall VOC can be either negative or positive
depending on the balance of changes in distance travelled and speeds.
1st Edition 45 2018

Saving in Time Value

3.3.91 Economic Internal Rate of Return and Net Present Value , both “with” and
“without” time and accident savings should be estimated based on this cost-benefit stream.
Furthermore, sensitivity of EIRR and NPV should be estimated for different scenarios such
as:
(i) Scenario-I Base Costs and Base Benefits,
(ii) Scenario-II Base Costs plus 15% and Base Benefits,
(iii) Scenario-III Base Costs and Base Benefits minus 15%,
(iv) Scenario-IV Base Costs plus 15% and Base Benefits minus 15%.
3.3.92 The sensitivity scenarios given above are only indicative. The sensitivity scenarios
should be selected taking into account possible construction delays, construction costs
overrun, traffic volume, revenue shortfalls, operating costs, exchange rate variations,
convertibility of foreign exchange, interest rate volatility, non-compliance or default by
contractors, political risks and force majeure.
3.3.93 The economic analysis should take into account all ongoing and future road and
transport infrastructure project and future development plans in the project area.
Financial Analysis
3.3.94 Where it is envisaged that the scheme should be implemented on a PPP funded
basis, the financial viability of the project should be investigated under different user fee
scenarios and funding options.
3.3.95 The financial analysis for the project should consider the proposed payment
mechanism and cover financial internal rate of return, projected income statements, balance
sheets and fund flow statements and should identify all relevant assumptions. The
sensitivity analysis should be carried out for a number of possible scenarios, using
probabilistic modelling techniques.
3.3.96 The financial analysis should cover identification, assessment, and mitigating
measures for all risks associated with the project. The analysis should cover, but not be
limited to: risks related to construction delays, construction costs overrun, traffic volume,
revenue shortfalls, operating costs, exchange rate variations, convertibility of foreign
exchange, interest rate volatility, non-compliance or default by contractors, political risks and
force majeure.
3.3.97 The study should suggest ways of enhancing the project viability and provide
different financial models for implementing as a PPP funded project.
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3.4 Post Project Review

3.4.1 All major projects in Bahrain should be subjected to post project evaluation. The
post project completion report verifies that all aspects of the project have been completed,
confirms project budget information and discusses the issues that arose in project
development, particularly those that have implications for future road planning and
implementation. This will provide a useful database for the assessment of future projects.
3.4.2 The aim of the review and evaluation is to determine whether:
(i) The basis on which a project was undertaken proved correct,
(ii) The expected benefits and outcomes materialised,
(iii) The planned outcomes were the appropriate responses to actual public needs,
(iv) The appraisal and management procedures adopted were satisfactory, and
(v) Conclusions can be drawn applicable to other projects, to the ongoing use of the
asset, or to associated policies.
3.4.3 Ideally, the person(s) undertaking this evaluation should not have been directly
involved in the oversight of the project planning or implementation, or in the appraisal of the
project.
3.4.4 The evaluation should be undertaken once sufficient time has elapsed to allow the
project to be properly evaluated with sufficient evidence of the flow of benefits and costs
from it. Except in special circumstances, the evaluation should be commenced one year
after project opening. This ensures that at least a full year’s experience of operation of the
road and of the traffic volumes arising is available to inform the analysis. At the same time,
it also enhances the likelihood that personnel engaged in the project planning and
implementationare still available to help address any data and information gaps.
3.4.5 The evaluation process should evaluate four phases of the project life cycle:
(i) Project conception,
(ii) Project planning,
(iii) Project implementation, and
(iv) Project operational performance.
Project conception
3.4.6 This part of the review should provide an account of the background to the project,
how the project arose and reference relevant road or transport programmes or policies. It
should consider the project objectives and review its comprehensiveness and relevance. In
particular, it should assess whether the need for the project was soundly established within
the brief and whether the objectives were clearly specified.
Project planning
3.4.7 The review should address the following aspects of project planning:
(i) Traffic analysis and forecasting,
(ii) Route selection process,
(iii) Preliminary design processes,
(iv) Project appraisal processes,
(v) Compliance with procurement and other statutory requirements, and
(vi) Consultation processes.
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Project implementation
3.4.8 With regard to project implementation, the evaluation should address the following:
(i) Project management structures,
(ii) Monitoring and evaluation,
(iii) Budget compliance,
(iv) Project schedule compliance,
(v) Project scope, value and risk management, and
(vi) Project operational performance.
3.4.9 This phase of the evaluation process should consider:
(i) Achievement of the project objectives,
(ii) Traffic volume outcomes,
(iii) Traffic operation and road safety outcomes, and
(iv) Implications of operational performance for the project’s potential economic return.
3.4.10 With regard to each of the project phases, the evaluation should concentrate on
whether or not:
Traffic analysis and forecasting

(i) Traffic modelling approach was appropriate to the nature of the project,
(ii) Projected traffic growth rates were benchmarked against recent trends,
(iii) Project traffic growth rates were compatible with planning documents, and
(iv) The sensitivity of traffic forecasts to relevant factors was considered.
Route selection
(i) The options considered were sufficiently different to offer real choices,
(ii) The project appraisal processes were fully complied with at route or option
selection stage, and
(iii) Appropriate weighting was given to the different impacts of the project in making
route choices.
Project appraisal
(i) Project appraisal was carried at all the relevant project phases,
(ii) Relevant appraisal techniques / software were used,
(iii) Appropriate application rules and parameter values as required by the Ministry of
Finance, and sensitivity testing was undertaken.
Project scope, value and risk management,

(i) Active management of scope changes was undertaken,
(ii) Risk management was actively pursued throughout the planning and
implementation phases, and
(iii) Opportunities for value management were identified and actively pursued.
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Preliminary design
(i) Road capacity decisions had a sound basis, either in the project brief or the
preliminary design analysis,
(ii) The preliminary design proved to be a sound basis for project implementation, and
(iii) Ad-hoc alterations to the design were necessary during the implementation phase
and whether these reflected on the quality of the preliminary design process.
Procurement
(i) Kingdom of Bahrain and Tender Board rules were adhered to, and
(ii) Procurement decision-making processes were sound.
Consultation
(i) Consultation processes were of good quality, and
(ii) Whether any stakeholders were left out.
Project management
(i) Project management was in line with existing PMS guidance,
(ii) Monitoring reports were timely and of good quality,
(iii) The project remained within budget,
(iv) The project met target costs,
(v) The project met the target schedule, and
(vi) The project design requirements were fully met.
Project operational performance

3.4.11 Finally, the evaluation process should determine whether:
(i) The project objectives were met,
(ii) Post opening traffic volumes are in line with those predicted and used in the
project appraisal,
(iii) Any departure of traffic volumes from those predicted have implications for the
predicted economic return to the project,
(iv) There are any problems with traffic operation on the road,
(v) There are any road safety problems emerging, and
(vi) There are any further actions necessary to secure the anticipated benefits of the
project.
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3.4.12 The findings of the evaluation shall be compiled in a report for future reference.
The suggested contents of the report should include at least the following:
(i) Executive summary,
(ii) Background to the project,
(iii) Traffic analysis and forecasting,
(iv) Project appraisal procedures,
(v) Route selection,
(vi) Preliminary design,
(vii) Procurement and statutory processes,
(viii) Project implementation,
(ix) Project operational performance,
(x) Overview of issues arising,
(xi) Lessons learnt, and
(xii) Conclusions and recommendations.
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4 Appraisal of Other Projects
4.1 Introduction
4.1.1 In the case of projects other than Strategic and Major Projects, a simpler method
of appraisal shall be followed. However, the principles of the appraisal framework described
in Chapter 1 of this Part still apply. The details of this simpler appraisal mechanism are
provided below.
4.2 Assessment of Project Needs

4.2.1 Transport planning interventions shall be focused on improving transport systems
based on five criteria:
(i) Economy,
(ii) Safety,
(iii) Environment,
(iv) Accessibility, and
(v) Integration.
4.2.2 In the context of minor road improvements, needs may arise under the first three of
these headings in the following manner:
Economy
4.2.3 The road may be inefficient or ineffective in terms of its use or maintenance costs.
4.2.4 The road may be deficient in terms of the:
(i) Number of road users it can accommodate,
(ii) Level of congestion and the reduced speed at which vehicles can travel,
(iii) The quality of travel experience it offers (rough or potholed surface, etc.), or
(iv) The road may be giving rise to excessive maintenance or restoration costs.
Safety
4.2.5 The road has features that are giving rise to safety concerns such as:
(i) High frequency of incidents or accidents,
(ii) Lack of consistency with adjoining route sections,
(iii) Poor sight distances, or
(iv) Hazardous junctions.
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Environment
4.2.6 The road has negative environmental impacts in one or more of the following
aspects:
(i) Air quality,
(ii) Noise,
(iii) Cultural heritage – archaeological remains, historic buildings and landscapes,
(iv) Water resources – impacts on the flows, levels and quality of ground, surface and
coastal waters, and/or
(v) Ecological issues.
4.3 Assessment of Existing Conditions

4.3.1 The existing conditions with regards to topography, as-built constraints and traffic
shall be assessed through various surveys and investigations. Since the requirement of
traffic and engineering surveys and investigations are likely to vary from project to project
under this category, the matrix in Table 4.1 provides guidance on possible survey
requirements. The exact nature and extent of such surveys and investigations will depend
on the requirements of the individual project.
Table 4.1 Typical Matrix showing requirement of surveys and investigations
Traffic Surveys/Counts Engineering Surveys
Project Type/
Inter-section
Acquisition
Speed and
Pedestrian
Surveys
Mid- Block
Pavement
Axle Load
Condition
Inventory
Accident
Parking
counts/
Survey
Recce
Count
Delay
count
Road
Land
Data
Road Improvement Projects CBR
Widening • • • • • • • • • •
Junction
improvement • • • • • •
Pedestrian
facilities • • • • •
Parking
facilities • • •
New Roads • • •
Opening of
Roads • • • •
Safety
Schemes • • • • • •
Village Roads • • • • • •
Maintenance
Schemes • • • • • • • • • •
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4.4 Analysis of Needs

4.4.1 The identification of the needs shall be followed by an analysis of these needs.
This should be done by incorporating three statements of need, as appropriate:
(i) The economic statement of need,
(ii) The safety statement of need, and
(iii) The environmental statement of need.
4.4.2 The statements should set out how the road is deficient under one or more of
these headings as appropriate. The data and information that is currently available should
be used made to prepare these statements. For example, the road may be deficient in
economic terms and the economy statement of need might refer to the fact that the road
currently suffers from poor overtaking sight distance, excessive bendiness and excessive
undulation, and that these give rise to low AADF volumes because potential road users are
deterred. Reference could be made to relevant IRI and AADF values in support of the
statement. For pavement overlay schemes the economic statement of need may refer to
the impact on the asset value of the section of road being replaced. There is further
guidance on pavement rating procedures in Part 17 (Road Maintenance) of this Manual.
4.4.3 Similarly, if there is a safety problem, the safety statement of need should describe
its nature. Reference should be made to relevant available data such as accident statistics.
4.4.4 With regard to the environmental statement of need, mention should be made of
environmental problems that the proposed works would solve. Problems to which the works
would give rise should be treated in the economic appraisal of the works, as described
below.
4.5 Objective Setting

4.5.1 Based on above analyses, a statement of objectives for the road scheme should
be presented. In the first instance, this statement should be qualitative in nature, recording
what the works are intended to achieve. The statement should be accompanied by relevant
performance targets as appropriate.
4.5.2 Performance targets should refer to relevant engineering, geometric, safety,
capacity and environmental indicators. The performance targets identify in quantitative
terms the improvements that the works are intended to achieve. For example, where
currently the road suffers ride quality deficiencies, a performance target could be set of
achieving acceptable IRI values.
4.5.3 The current version of the Traffic Impact Assessment (TIA) Guide for Developers
published by Roads Planning and Design Directorate (RPDD) should be used for
assessment of traffic impacts on roads with particular reference to the following
sections:
(i) Section 7 – Future Background Traffic Volumes, and
(ii) Section 9 – Traffic Impact on External Road Network.
4.5.4 The current TIA guidelines are intended for analysing the impact of investment
projects (or) development projects. They do not provide sufficient guidance on the
assessment of road improvement projects and their impacts. Hence, the designer should
exercise caution when applying the TIA guidelines to the assessment of road improvement
projects.
1st Edition 53 2018

4.6 Appraisal of Options

4.6.1 This stage should summarize the analyses of alternative design options which
were undertaken.
4.6.2 In order to comply with the guidelines, there is a requirement to:
(i) Formalize the consideration of options, and
(ii) Assess the options using the five criteria identified in paragraph 4.6.7 below.
Baseline Case
4.6.3 The objective of the appraisal of options is to identify the approach that would best
achieve the objectives of the scheme. The assessment of options requires the development
of a baseline case, against which the options will be appraised. For the purpose of the
assessment, the baseline case should be a consideration of what will occur if the scheme
does not go ahead (the ‘Do-nothing’ or the ‘Do minimum’ option, as appropriate).
Identification of Alternative Options

4.6.4 In identifying alternative ‘Do-something’ options, consideration should be given to
low cost measures, including road management measures such as speed restrictions. The
scale of investment required is an important consideration and both low-scale and
incremental solutions should be explicitly considered.
4.6.5 For projects requiring capacity improvements and/or alleviation of delays and
congestion, the guidance provided in paragraphs 3.3.33 to 3.3.38 shall be used for analysis.
Weaving analysis should be carried out following the guidance in Part 6 Chapter 6 of this
Manual. For smaller networks/junction modelling static methods of junction analysis such as
SIDRA may be used for assessment.
Elements of Assessment
4.6.6 The appraisal of options involves a comparison of the costs and benefits of each
option. Guidelines for developing the costs of each option are considered below.
4.6.7 Benefits should be assessed using the five criteria:
(i) Economy,
(ii) Safety,
(iii) Environment,
(iv) Accessibility, and
(v) Integration.
4.6.8 Accessibility refers to a situation where the current road systems may be providing
poor access to people in remote areas or to deprived communities, including shopping,
recreational, commercial and industrial, and the proposed scheme will help remedy this.
Integration may be needed to better integrate the road with the rest of the road network in
terms of consistent quality or layout. Similarly, there may be a need to integrate the road
network more fully with other transport modes such as public transport, or to create cycling
or walking facilities. Benefits may not arise under these two criteria as frequently as with
economy, safety and environment. Nevertheless, they should be considered in each case.
4.6.9 With regard to assessment of environmental impacts, consideration should be
given to both positive and negative impacts; these are respectively the impacts of the works
in addressing environmental problems and any problems which the works could cause.
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Assessment of Benefits of Each Option

4.6.10 The assessment of the benefits of each option should be undertaken within a
multi-criteria assessment framework. Each option should be assessed on a seven-point
scale in terms of each criterion.
4.6.11 Under the five criteria of: Economy; Safety; Environment; Accessibility and Social
Inclusion, and Integration, the assessment should score each option, distinguishing between
impacts that are:
(i) Highly positive (+++),
(ii) Moderately positive (++),
(iii) Slightly positive (+),
(iv) Neutral (0),
(v) Slightly negative (-),
(vi) Moderately negative (--), and
(vii) Highly negative (---).
4.6.12 As well as qualitatively assessing the impact of scheme options under each of
these headings, reference should also be made to any quantitative data. In particular,
consideration should be given to the extent to which each of the options attains the
performance targets identified and the scale of the improvement to which the works give
rise.
Comparison of Benefits and Cost

4.6.13 The benefits and costs of each option should be summarised in the manner of
Table 4.2.
Table 4.2 Comparison of Benefits and Costs
Cost
Criteria/Option Safety Environment Accessibility Integration (million
BHD)
Option 1 + - + 0 14.7
Option 2 ++ 0 0 + 12.0
Option 3 - -- - - 16.2
4.6.14 This Table should be accompanied by a discussion of why the options receive the
scores that they do. Where one option scores better on one criterion (say, economy) and
worse than another option on another criterion (say, safety) or on cost, the rationale for
choosing the preferred option should be clearly outlined. This is the case for the example
shown. Option 3 is inferior to Option 1 on all criteria and may be discarded. However,
Options 1 and 2 are each better on some criteria and so the importance of each criterion
needs to be taken into account. In such situations the objectives of the works should be
referred to. For example, if the need identified at the outset was to increase road capacity,
then Option 1 might be preferred as it contributes more to this objective, with a moderate
increase in costs over Option 2.
1st Edition 55 2018

Risk Analysis
4.6.15 Depending upon the nature of the project an assessment of risks should be
included. In the context of minor road improvements the most common risks that require
consideration are:
(i) Construction risk: The risk that the works will not be completed on time, to
budget and to specification,
(ii) Design risk: The risk that the design will not deliver the outputs desired or to the
quality demanded, and
(iii) Risk of obsolescence: The risk that changes in technology or provision of other
transport infrastructure or services will render the works redundant or of lower
value.
These risks, if significant, should be factored into the final selection of options.
Project Justification Report

4.6.16 Based on the findings above, a Project Justification Report shall be prepared to
cover the following:
(i) Existing situation,
(ii) Need for the project/objectives,
(iii) Analysis of the need,
(iv) Alternatives considered,
(v) Assessment of alternatives,
(vi) Risk Assessment, and
(vii) Conclusions and recommendations.
Post Project Report

4.6.17 After the project has been completed and been in service for a period of time
(usually one year in order to account for the seasonal variations), a post project review of
the project shall be carried out.
4.6.18 The purpose of the post project review is to review the completed project with
respect to the original objectives and identify what went well and what could be done better
(“lessons learned”).
4.6.19 This review is not a process or session to apportion blame for any issues affecting
the project. However it is intended to promote a collaborative approach and agreement on
the advantages and disadvantages of doing things a certain way.
4.6.20 The post project review and the items to be reviewed should follow the advice
contained in Section 3.4 above.
2018 56 1st Edition

References
Traffic Advisory Guidance (TAG) – TAG Unit 2.1 – The Overall Approach: The Steps in the
Process
Traffic Advisory Guidance (TAG) – TAG Unit 2.5 – The Appraisal Process
Traffic Advisory Guidance (TAG) – TAG Unit 3.2 - Appraisal
DMRB Volume 5 – Section 1, Part 1 (TA 44/92) – Capacity, Queues, Delays and Accidents
at Road Junctions
DMRB Volume 5 – Section 1, Part 3 (TA 46/97) – Traffic Flow Ranges for Use in
Assessment of new Rural Roads
DMRB Volume 5 – Section 1, Part 3 (TA 79/99) – Traffic capacity of Urban Roads
DMRB Volume 5 – Section 1, Part 4 (TA 22/81) – Vehicle Speed Measurement for All
Purpose Roads
National Roads Authority, Ireland – Project Appraisal Guidelines
Road Survey, MOWMAUP QMS process RPDD–RDS-PR-009 rev 0. March 2010
Reclamation Levels: Guidelines for Coastal Development Lands and Artificial Islands 2008,
MOWMAUP, Bahrain
Dredging and Reclamation Technical Manual 2008 MOWMAUP, Bahrain
Standard Specifications for Construction Works 2009 – Module 21: Dredging, Reclamation
and Shoreline Protection. MOWMAUP, Bahrain
Traffic Impact Assessment Guide for Developers, 2007, Roads Planning & Design
Directorate, MOWMAUP, Bahrain.
1st Edition 57 2018

Appendix A Appraisal Summary Table
Appraisal Summary Table Date produced: Contact:
Name of scheme: Name

Description of scheme: Organisation
Role Promoter/Official
Impacts Summary of key impacts Assessment
Quantitative Qualitative Monetary Distributional
BHD(NPV) 7-pt scale/
vulnerable grp
Business users & transport providers Value of journey time changes(BHD)
Net journey time changes (BHD)
0 to 2min 2 to 5min > 5min
Economy
Reliability impact on Business users
Regeneration
Wider Impacts
Noise
Air Quality
Environmental
Greenhouse gases Change in non-traded carbon over 60y (CO2e)

Change in traded carbon over 60y (CO2e)
Landscape
Townscape
Heritage of Historic resources
Biodiversity
Water Environment
Commuting and Other users Value of journey time changes(BHD)
Net journey time changes (BHD)
0 to 2min 2 to 5min > 5min
Reliability impact on Commuting and

Other users
Social
Physical activity
Journey quality
Accidents
Security
Access to services
Affordability
Severance
Option values
Cost to Broad Transport Budget
Accounts
Public
Indirect Tax Revenues
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Appendix B Formats for Surveys and Investigations
Format 3.1 Summary of Accident Data
Chainage Type of
Location of Accident Date Time Vehicles Involved Cause of Accident
(km) Accident
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Format 3.2 Accident Severity Index (ASI)
Non Injury (NI)

Sl Serious Minor Injury
Chainage (km) Fatal (F) / Property ASI Remarks
No. Injury (SI) (MI)
Damage (PD)
From To
Sum
Average (x)
Standard Deviation (s)
Thresh Hold Value (x+1.5s)
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Format 3.3 Road Inventory
Road Inventory (Part-I)
Road Name: Date :

Direction From: To: Weather : Hot Sunny/ Cloudy/Rainy
Unpaved Shoulder Unpaved Shoulder
Stretch (km) Land Use2 Carriageway Surface Type3 Carriageway Width (m)
1 Type4 Width (m)
Terrain
Paved Paved Paved Paved
From To Left Right Left Right Left Right Left Right Left Right
Shoulder Shoulder Shoulder Shoulder
1. Terrain: P-Plain (0-10%), R-Rolling (10-25%), M-Mountainous (25-60%), S-Steep (>60%)

2. Land use: A-Agriculture, B-Barren, F-Forest, SU-Semi Urban, R-Residential, C-Commercial, I-Industrial
3. Surface Type: B-Bitumen, C-Concrete, G-Gravel
4. Shoulder Type: G-Gravel, E-Earthen
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Road Inventory (Part-II)
Road Name: Date :

Direction From: To: Weather : Hot Sunny/
Median Split Service Road Service Road Earthwork Type Earthwork Type
Stretch (km) Road side Drain LHS Road side Drain RHS
Width Level surface Type3 Width (m) LHS RHS
From To (m) (m) Left Right Left Right Cut Fill cut Fill Type6 Width Depth Condt7 Type6 Width Depth Condt7
3. Surface Type: B-Bitumen, C-Concrete, G-Gravel

6. Road Side Drain: CD-Covered Drain, LD-Lined Drain, UD-Unlined Drain, NO- No Drain
7. Condition of Drain: FC- Fully Choked, FD-Damaged, G-Good Condition
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Road Inventory (Part-III)
Road Name: Date :

Direction From: To: Weather : Hot Sunny/
Stretch (km) Curvature Other Features
Road Junction Details Utility Crossings
/ Village name
Location/ Side Type Submergence Trees Remarks10

From To Place
Location Type Pavement Type Leading to with sketch CW Width Location HT/LT/TP Location Type
Name HT/LT/
/WP/Othe
TP/WP/
r
Other
9. For Road Junction: T- T-Intersection, Y-Y-Intersection, IV-- 4 Road Junction

10. Remarks: Inaddition to general remarks, Location of Retaining Structures, Water Bodies to be Specified
1st Edition 63 2018

Format 3.4 Pavement Condition Survey
FORMAT 3.4 (Part I of II)

PAVEMENT CONDITION - I
Ex. Chainage(km) Pavement Condition Embankment Condition 2 Drainage Condition

Cracking
Edge Pot
Ravelling Rut General Slope Connectivity Stagnation Culvert
From To 1 Narrow Wide fretting hole Failures
Type % Depth (mm) Condition Erosion E/D E/D E/D
(<3mm) % (>3mm) % (length in m) (%)
Legend:
Recording Interval : at every 200 meters
1. Crack Type: T - Transverse, L - Longitudinal, B - Block, A - Alligator
2. Embankment Condition: E - Eroded, F - Fair, G - Good condition
2018 64 1st Edition

FORMAT 3.4 (Part II of II)
PAVEMENT SHOULDER CONDITION
Ex. Chainage(km) Paved Shoulder Earthen Shoulder
Edge Drop Material Loss/

Cracking Rut Condition 3
Edge Break Pot (m) Corrugations (m)
From To Ravelling Depth
Narrow Wide (>3mm) (length in m) holes (%)
Type 1 (mm) LHS RHS LHS RHS LHS RHS
(<3mm) % %
Legend:
Recording Interval : at every 200 meters
1. Crack Type: T - Transverse, L - Longitudinal, B - Block, A - Alligator
3. Shoulder Condition : G - Good, F - Fair, P - Poor, VP - Very Poor
1st Edition 65 2018

Format 3.5 Axle Load Survey

FORMAT 3.5
AXLE LOAD SURVEY

Project:
LOCATION OF SURVEY STATION : DAY/DATE :

NAME OF ROAD : SURVEYOR :
FLOW DIRECTION / NO. :
Vehicle Vehicle Characteristics Type No. of Tyres Measured Wheel Load (Tonnes)** Measured Calibrated Wheel Load (Tonnes)** Calibrated Type Remarks
Type* Registered Registered of Axle Axle Total Axle Total of
Unladen Laden Commodity 1st 2nd 3rd 4th 5th 1st 2nd 3rd 4th 5th Weight 1st 2nd 3rd 4th 5th Weight Packaging
Weight Weight ***
* Vehicle Type ** One wheel for front *** Packaging Code Type of Commodity
Motorbike .. 01 axle 1. Bag 4. Palletised 1 Coal Ash
Car/Light Van .. 02 Two wheels for 2. Box 5. Container 2 Agricultural Products
3-Axle Rigid Truck .. 03 others axles 3. Loose 6. Others (Specify) 3 Manufactured Products
More than 3 Axle .. 04 4 Machinery Parts
Bus .. 05 5 Building Materials & Minerals
Mini/Midi Bus .. 06 6 Electric Goods, Iron & Other Metals
7 Petroleum Gas Cylinders
8 Chemical & Fertiliser
9 Miscellaneous & Raw Plastic Materials
10 Empty
Signature of Surveyor 11 Fish, Food Product/Poultry/Dairy Signature of Supervisor
12 Passengers
2018 66 1st Edition

Format 3.6 Speed Delay Survey
Speed & Delay Survey
General Information Site Information

Analyst Street
Agency or Company Jurisdiction
Date Performed Analysis Year
Analysis Time Period Direction of Travel
Field Data
Run Number: ___________________________ Run Number: ___________________
Delays due to Slow or Stop Delays due to Slow or Stop
Location (typically a
Cumulative Travel Delay Cumulative Travel Delay
boundary Cause* Cause*
Time at Location (s) Time (s) Time at Location (s) Time (s)
intersection)
1st Edition 67 2018

Kingdom of Bahrain Part 3 Scheme Appraisal
Format 3.7 Turning Movement Counts

Turning Movement Count
LOCATION ID: NS: EW:
COUNTRY: CITY:
DATE: TIME FROM: TO:
OBSERVER: WEATHER:
REMARKS:
PA TR PA TR N
PA TR
PA TR
PA TR
PA TR PA TR
PA TR PA TR
PA TR
PA TR PA TR
PA = Passenger Cars TR = Trucks
2018 68 1st Edition

Format 3.8 Manual Classified Counts
Location of survey: Time of count: From: To:

Day of week: Mon / Tues / Wed / Thurs / Fri / Sat / Sun Date of count (DD/MM/YY)
Enumerator Name: Weather: mainly heavy rain / light rain / dry
TRAFFIC DIRECTION To:

HOURS ENDING
Passenger car
(P)
Total
Single Unit
Truck Total
(SU)
Single Unit Bus Total

(BUS)
Total
Articulated Bus
(A-Bus)
Total
Total
Intermediate
Semi-trailer
(WB-12, WB-15)
Total
Inter-State semi-
trailer Total
(WB-19, WB-20)
Double Semi-
trailer Total
(WB-33D)
Triple Semi-
trailer Total
(WB-30T)
OTHER
M o to r H o m e
C ar & C am per T railer Total
C ar & B o at T railer
M o to r H o m e & B o at T railer
SUBTOTAL
1st Edition 69 2018

Kingdom of Bahrain Part 3 Scheme Appraisal
Format 3.9 Travel Survey

Road Name /Location
Interview Direction Yes 1 No 2 Travel Direction bound
Site No. Lane No. 1/2 Hr Starting Enumerator No.

0
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25
Passenger car 25
50
75
100
125
150
175
200
225
250
Single Unit Truck 25

50
Single Unit Bus 25

(BUS) 50
75
Articulated Bus 25
(A-Bus) 50
Intermediate Semi- 25
trailer (WB-12, WB-15) 50
Inter-State semi-trailer 25
(WB-19, WB-20) 50
Doubl e Semi -tra i l er 25

(WB-33D) 50
Tri pl e Semi -tra i l er 25

(WB-30T) 50
Motor Home 25
Ca r & Ca mper Tra i l er 25
Ca r & Boa t Tra i l er 25
Motor Home & Boa t 25

Tra i l er
2018 70 1st Edition

Format 3.9 Vehicle Parameters
Minimum Minimum
Height Design Inside
Description Code Width (m) Length
(m) Radius Radius
(m) (m)
Passenger car P 1.3 2.1 5.8 7.3 4.4
Single Unit Truck SU 3.4 - 4.1 2.4 9.2 12.8 8.6
Single Unit Bus BUS 3.2 2.6 12.2 12.8 8
Articulated Bus A - Bus 3.4 2.6 18.3 12.1 6.5
Intermediate Semi-trailer WB - 12 4.1 2.4 13.9 12.4 5.9
Intermediate Semi-trailer WB - 15 4.1 2.6 16.8 13.9 5.2
Inter-State semi-trailer WB - 19 4.1 2.6 20.9 14.1 2.4
Inter-State semi-trailer WB - 20 4.1 2.6 22.4 14.2 1.3
Triple Semi-trailer WB - 30T 4.1 2.6 32 13.9 3
WB -
Double Semi-trailer 4.1 2.6 34.8 18.4 4.5
33D
Motor Home MH 3.7 2.4 9.2 12.7 7.9
Car & Camper Trailer P/T 3.1 2.4 14.8 13.1 5.3
Car & Boat Trailer P/B - 2.4 12.8 8.9 2.8
Motor Home & Boat Trailer MH/B 3.7 2.4 16.2 15.7 10.7
1st Edition 71 2018

Format 3.10 Roadside Interview Survey Form
Road Side Interview

Site Number Lane Number Interview Number Time Period Serial Number
Logo and Company Name 0
1 Screen D E S T IN A T IO N : F U L L P O S T A L A D D R E S S
Dest O R IG IN : F U L L P O S T A L A D D R E S S
Origin Vehicle Vehicle type 1 -5 Vehicle Type:
1 "can you give me the address of your next stop" Purpose "can you give me the address of your last stop" Purpose Type 6 1. C ar
2. Lo ndo n T axi
Vehicle Yes 1 To Station: From Station: if purpose Home Purpose 3. o ther T axi/M inic ab
Type No 2 A re yo u go ing to tak e P ublic trans po rt Y N A re yo u go ing to tak e P ublic trans po rt Y N is not 3 Destination 1 Origin 2 4. M o to rc yle/Sc o o ter
5. P edal C yc le
OK 3 Property, street & number and locality as appropriate Property, street & number and locality as appropriate What is your home postcode? 6. Van (c ar bas ed)
7. Van (4 tyres )
Vehicle Screen 8. Light Go o ds Vehic le (6 tyres , no
Occupancy 2 if purpose Vehicle types 7 - 10 plate)
is 3 Can you tell me w hat you are carrying? 9. M edium Go o ds (2axles )
include Yes 1 10. H eav y Go o ds Vehic le (3+axles )
Driver No 2 Tow n Country Tow n Country Other 11. C o ac h o r P riv ate B us
12. M inibus
OK 3 Postcode Postcode
Dept O R IG IN : F U L L P O S T A L A D D R E S S
Origin Vehicle Vehicle type 1 -5
Vehicle 1 "can you give me the address of your next stop" Purpose "can you give me the address of your last stop" Purpose Type 6 P urpo s e :
if purpose Home Purpose 1. H o m e

Type Yes 1 To Station: From Station: 2. Us ual Wo rk plac e
No 2 A re yo u go ing to tak e P ublic trans po rt Y N A re yo u go ing to tak e P ublic trans po rt Y N is not 3 Destination 1 Origin 2 3. C o llec t/D eliv er Go o ds
4. o ther/Wo rk ing/Em p. B us
OK 3 Property, street & number and locality as appropriate Property, street & number and locality as appropriate What is your home postcode? 5. Sho pping/Us e Serv ic e
Vehicle Screen 6. Spo rt/Entertainm ent
7. Educ atio n
Occupancy 2 if purpose Vehicle types 7 - 10 8. H o tel/H o liday H o m e
9. Es c o rt - Wo rk
include Yes 1 is not 3 Can you tell me w hat you are carrying? 10. Es c o rt - Educ atio n
driver 11. Es c o rt - Other
No 2 Tow n / County Tow n / County Other
Dept O R IG IN : F U L L P O S T A L A D D R E S S
Origin Vehicle Vehicle type 1 -5 Lo a d:
1. A gric ulture, unpro c es s ing fo o d
Vehicle 1 "can you give me the address of your next stop" Purpose "can you give me the address of your last stop" Purpose Type 6
2. C hem ic als , rubber, plas tic
Type Yes 1 To Station: From Station: if purpose Home Purpose 3. C o al, o res , petro l
is not 3 Destination 1 Origin 2 4. P ro c es s ed fo o d, drink , to bac c o
No 2 A re yo u go ing to tak e P ublic trans po rt Y N A re yo u go ing to tak e P ublic trans po rt Y N
5. M etals , m etal pro duc ts
OK 3 Property, street & number and locality as appropriate Property, street & number and locality as appropriate What is your home postcode? 6. T rans po rtatio n
7. Other m ineral pro duc ts
Vehicle Screen 8. T extiles , papers , glas s
9. M ac hinery, elec tro nic
Occupancy 2 if purpose Vehicle types 7 - 10 10. M all, parc els
11. T o o ls etc (Serv ic e v ehic le)
include Yes 1 is not 3 Can you tell me w hat you are carrying? 12. Unk no wn
driver 13. Em pty
No 2 Tow n / County Tow n / County Other
2018 72 1st Edition

BRDM - 2018 - Vol1 - Part3 - Scheme Appraisal

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BRDM - 2018 - Vol1 - Part3 - Scheme Appraisal

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BAHRAIN ROADS DESIGN MANUAL

Part 3 Scheme Appraisal

Client The Government of the Kingdom of Bahrain, as represented by

This Part provides guidance on:

• Purpose of scheme appraisal including highway project types;

• Framework and steps for scheme appraisal;

• Appraisal procedures for major projects including reporting requirements; and

• Appraisal procedures for other projects including reporting requirements.

A two stage appraisal mechanism is recommended for major projects in Chapter 3,

A simpler method of appraisal is recommended in Chapter 4 for other (minor) projects.

1st Edition 1 2018

Figure 0.2 Block 304 Manama

Figure 0.3 Isa Al Khabeer Avenue, Manama

2018 2 1st Edition

The Bahrain Roads Design Manual

1st Edition 3 2018

Part 3 Scheme Appraisal

2018 4 1st Edition

1st Edition 5 2018

Definition of terms (particular to this Part)

2018 6 1st Edition

1st Edition 7 2018

Abbreviations (particular to this Part)

2018 8 1st Edition

1st Edition 9 2018

Figure 0.4 Avenue 1, Sitra

Figure 0.5 Um Ishoum Avenue, Um Al Hassam

Figure 0.6 Suqiyah Avenue, Manama

2018 10 1st Edition

1.1 The Purpose of Appraisal

1st Edition 11 2018

1.2 Overview of Appraisal Process Framework

2018 12 1st Edition

IDENTIFYING OBJECTIVES (1)

UNDERSTANDING THE UNDERSTANDING THE

GENERATING OPTIONS (5)

APPRAISAL FRAMEWORK APPRAISAL TOOLS &

COST ESTIMATES (8)

OUPUTS FROM THE STUDY (12)

IMPLEMENTATION PROGRAM (14)

MONITORING & EVALUATION (15)

Figure 1.1 Flow Chart Showing Appraisal Framework

1st Edition 13 2018

Step 1: Setting up Objectives

2018 14 1st Edition

Step 2: Understanding the Current Situation

1st Edition 15 2018

Step 3: Understanding the Future Situation

2018 16 1st Edition

1.2.24 The assessment of a transport intervention includes a comparison of the situation

Step 4: Consultation, Participation and Information

1st Edition 17 2018

Step 5: Generating Options for Solutions

2018 18 1st Edition

Step 6: Appraisal Framework

Step 7: Appraisal Tools and Procedures

1st Edition 19 2018