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KERALA PUBLIC WORKS DEPARTMENT Kerala State Transport Project

Terms of Reference

For Consultancy Service for Institutional Strategy and Action Plan for “Centre/s of excellence/s” for Kerala Road Sector across 5 Identified Thematic Areas

A. Introduction:

1. Road Transport is the dominant transport mode in the State of Kerala. Kerala has a road

density of 390 km per sq. km which is roughly three times the National average. Out of

151,642km of road network in Kerala, 1542 km is National Highways (NHs), 4341 km is State

Highways (SHs)and 27470 km is Major District Roads (MDRs). The remaining road length

comes under rural road category maintained by the Local Government and other agencies.

About 40% of the State Highways are of double lane carriage way standards and rest are of

intermediate lane standard, with paved surface.

2. Over the last decade, the State PWD had embarked on major projects of upgrading the State

Highways and MDRs through World Bank’s assistance. These include Kerala State Transport

Project-I (KSTP-I) for improvement of 1454 km of SHs and MDRs together with: a) Road

Safety Engineering to upgrade 36nos. of accident prone locations (Black Spots) and b)

Institutional Strengthening of PWD for enhancing the Financial, Technical and Managerial

Capabilities of the PWD. On satisfactory completion of the KSTP-I, the State has under taken

the KSTP-II from 2013 for upgrading of 363 km of SHs that includes a component of PPP,

Road Safety Management and Institutional Strengthening.

3. However, the Institutional Strengthening could not take-off in the desired manner owing to

a host of reasons. In the current scenario, the road sector at the State suffers a number of

issues, such as insufficient investments in road assets, lack of appetite for introduction of

road user charges and that also hinders PSP (Private sector Participation) for development

and long term maintenance of state road network; “rurban” road corridors in the state

adversely affecting traffic flow due to side frictions also triggering road safety issues owing

to limited possibility to segregate NMT and MT with required widening; inadequate

maintenance budgets; institutional constraints leading to lack of convergence of major

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institutional reforms interventions being tried. These issues are required to addressed in a

holistic manner to drive sustainable road asset development and management in the State.

4. In these given circumstance, it is being thought that PWD management needs a support of

an advisory body/ think tank for transforming the sector and undertaking reforms to put it in

the track of sustainability. Some of the thematic areas identified by PWD for the COE include

innovation in design/construction practices, road asset management, road safety, quality

assurance and contract management and promoting indigenous R&D, dissemination

through seminars and IT systems and preparation of state specific manuals/guidelines based

on research.

5. In this context, a study has been envisaged to Conceptualize and Implement COE for Road

Sector in the State. This study would be funded under World Bank funded The Kerala State

Transport Project–II (KSTP) under “Institutional Strengthening Component C”.

B. Setting the Context for COE and Sectoral Themes:

1. Kerala Highway Research Institute (KHRI), Thiruvananthapuram is a research and quality

control institute administratively under the Kerala Public Works Department. It is headed by

a Joint Director, an “Executive Engineer” officer from PWD. The total staff strength of KHRI is

approximately 70. Its primary function includes quality control for PWD’s road construction

work by carrying out laboratory and field tests of all types of building and pavement

materials, undertake applied research works (R&D works) and function as a regular training

institute. Recently, it has been decided to upgrade Kerala Highway Research Institute as an

NABL (National Accreditation Board for Testing and Calibration Laboratories) accredited lab

and as a 'Centre of Excellence' in the field of Research and Training.

2. National Transportation Planning and Research Centre (NATPAC), is State sponsored

research and advisory institute incorporated in 1976, as a unit of Kerala State Electronics

Development Corporation (KELTRON). It is based out of Trivandrum and have a regional

office in Kochi. It was brought under the umbrella of the Department of Science,

Technology and Environment, Government of Kerala in 1982. In November 2002, it was

brought under Kerala State Council for Science, Technology and Environment (KSCSTE). It is

an autonomous research and development institution the field of traffic and transportation

which works on multi – modal system of transportation covering road, rail, water, seaport

and airport. Organizationally, it is similar to Central Road Research Institute which is a

national road laboratory under Council of Scientific & Industrial Research (CSIR), funded

Ministry of Science and Technology, Government of India. NATPAC is managed by Research

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Committees with representation from IITs, CRRI, Principal Secretary Transport-Kerala and

also private members. NATPAC has around 87 permanent staffs and also various contractual

employees. NATPAC works on various research and consultancy mandates from Kerala State

PWD, Road Safety Authority, various other National and State Transport agencies and

Development Partners. NATPAC has designed training materials, publications for road safety

for different segments of road users and conducted training programs funded by Road

Safety Authority, Kerala. NATPAC was also involved in pilot study of GIS application for

Bridges Management for PWD, Kerala.

3. Design and Quality Control: Recently, some reorganization has taken place in PWD. The CE

(Design and Administration) has been renamed as CE (Design) and is in charge Design,

Research, Investigation and Quality Control Wing. The charge of Administration has been

accorded to CE (Roads and Bridges). Currently, this Wing is being strengthened to meet the

present and future demands/requirements in design, investigation and quality control of the

Department. The Government has already accorded sanction for additional posts required

for this wing. Under this new arrangement, post for Director (Highways) has been newly

created under the supervision of Chief Engineer (Design) to be posted at Central Design

Office-Trivandrum. The Central Design Office for Roads is to have Project Preparation Unit-

36 staffs, Bridge Design Unit- 32 staffs, Highway Design Unit-30 staffs, Geotechnical

Engineering Unit- 4, Environmental Unit – 4. There will be are 2 Regional Design Offices at

Ernakulam and Kozhikode with 29 staffs each. For the Quality Control, Director

(Investigation & Quality) shall report to Chief Engineer (Design). 3 Regional Investigation and

Quality Control labs (Trivandrum, Ernakulam and Kozhikode) under Deputy Directors

(Investigation & Quality) have been proposed. Under the Deputy Direction (an Executive

Engineer ranked officer), Regional Investigation and Quality Control Units to have 27 staff in

Quality lab and 27 staff in Investigation Unit. The14 District Quality Control labs shall have

around 22 staff. In this context it is to be noted that KHRI primary function as the regional

lab for PWD which is expected to change once the above arrangements are implemented on

ground. The Deputy Chief Engineer, (Vigilance), assist Chief Engineer (Administration) to

conduct enquiries regarding allegations raised against any departmental staff. It is thus

noted that several institutional reorganizations have already been attempted to streamline

design and quality assurance functions. However, the effectiveness of these institutional

changes can only be established with improving quality of resourcing, training and capacity

building of staffs with sector-wide advances in concepts, knowledge and applied science in

road infrastructure planning, design, management and governance, in accordance with

national and international practices.

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4. Road Asset Management: Under the KSTP-I, the PWD had developed the GIS based Road

Maintenance Management Systems. This is currently housed under IT Cell. The GIS platform

however is not fully integrated to capture pavement related data and establish linkages with

HDM 4 software which would analysis of Pavement Deterioration Modelling and Road

Maintenance Management planning under different Budget Scenarios and Economic

Analysis for the road network even if data is collected and populated in the system. A very

detailed Institutional arrangement for implementing the RMMS has been provided in the

PWD Manual. However, the challenge has been lack of structured data collection,

constrained budget for institutionalizing such data collection strategies and absence of a

workable Road/Pavement Management System in place. In 2011, efforts were made to

revive the system, however it was not successful and the system thereafter has fallen into

complete disuse.

i. Since a substantive portion of the network is improved through sustained road

investment by PWD, there is a need for PWD to focus on preserving its Core Road

Network (CRN) or Strategic Road Network (SRN), whatever may be the designated

name, by maximizing the efficiency in operation to deliver the maximum benefits to the

users. Although the CRN is not officially identified by PWD, references are being made

to around 16% of the total road network in the State that carry 80% of the traffic. This

core road network provides real and direct economic and social benefits to the State –

to the Government, businesses, workers and consumers. This network has come under

increasing pressure from growing population, rapid traffic growth at around 10% every

year and is struggling to keep pace with the economic aspirations of the State. However,

the challenge remains that 4,342 km of State highways, around 70 percent are still

single-lane with 54 percent being poor condition.

ii. Although, an operational Road Asset Management and Maintenance System is yet to be

activated, the PWD has formulated a Road Maintenance Policy in October 2016. The

policy envisioned formation of a separate Maintenance wing under PWD to be managed

by CE (RM). A 3 tier Organizational Setup has been proposed for this Wing which include

Central Maintenance Office (CMO) at Trivandrum, 3 Regional Maintenance Offices

(RMOs) at Trivandrum, Ernakulam and Kozhikode and 14 District Maintenance Offices

(DMOs). A proposal for 244 staff for this Wing has been submitted to the Government

for approval. It is understood CMO has also been operationalized under CE (RM) from

July 2017. This wing is expected to prepare Annual Roads Maintenance Operation Plan

covering all maintenance activities at the beginning of the Financial Year and obtain

necessary funds. The policy outlines the need to adopt different

maintenance/modalities like performance based maintenance contracts, PPPs etc. The

salient features of this policy are:

a) Maintain the road quality as per IRC standards

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b) Use of state-of-the-art equipment for road construction and new materials and

innovative mechanism for road building adopting best practices

c) Road Quality Audit and Road Safety Audit should be made mandatory in all roads

d) The services of Reputed Educational Institutions and other agencies shall be made

use for maintenance and up keep of roads

e) Seeking support of reputed agencies for Technical Assistance

f) Putting in place effective mechanism for grievance redressal and better services to

road users

The above is a good institutional development aimed at improving Road Maintenance

Strategy and Planning. And it is important that while the Maintenance Wing is established in

a full scale it also procures a GIS Road Asset Management system for carrying out a scientific

and accurate pavement maintenance planning and management. Similarly, a GIS based

Bridge Inspection and Maintenance System also needs to be developed for scientifically

determining maintenance/repair strategy for bridges and as well outline interventions for

old and weak structures.

5. Road Safety Management: Road Safety is a major challenge in many of the Kerala State

roads. While the number of road accidents in Kerala has been declining from a peak of

42,400 in 2005 to 35,000 in 2011 (a 17 percent reduction), the number of traffic fatalities

has increased during the same period from 3,200 to 4,100 (a 27 percent increase). As part

of KSTP-I a Road Safety Authority (RSA) – the first of its kind in India – headed by the

Transport Minister was established in 2007 and this was followed by the Road Safety Fund in

2009 which receives 10 percent of motor vehicles tax, 50 percent of fuel tax and a portion of

traffic violations income. This fund primarily is utilized for funding black spot improvement

programs implemented by the road safety cell of the PWD, and purchase of equipment for

the traffic police including speed radars and alcoholmeters. It also funds public awareness

education programs, coordination with other agencies and driver training. The KSTP-II Road

Safety Component focusses on Implementation of a Safety Corridor Demonstration Project

(SCDP) for 80 km state road network. Support is also being rendered on the activities of the

RSA particularly related to improved data collection, integration, and analysis to help

prioritize interventions and establishment of a monitoring and evaluation framework.

Further, it will focus on working with local authorities to adopt lessons learned from the

Road Safety Demonstration Corridor being developed under the project so as to develop and

evaluate “safe road corridors” in other locations across the State with a focus on improving

road safety with the help of an earmarked “Challenge Fund”. These activities are in progress

supported by an internationally experienced consultant.

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i. Government of Kerala recognizes that a ‘Safe System’ approach is necessary to reduce

the number of fatalities and road accidents in a sustainable manner. It is now realized

that systems, procedures and institutions need to be in place for:

a) Formulation of policies, regulations and guidelines for improved road safety

management adopting best practices from developed countries and other best

practice emerging countries

b) Developing evidence based interventions in engineering, enforcement,

campaigning, education and post-crash care

c) Scientific and technology based interventions in improved road asset management

contributing to develop a safe road network

d) Training engineers having knowledge in safety engineering best practices and

expertise in state of the art technologies for developing a safe and efficient road

network

e) Enhanced evidence based and technology oriented enforcement measures for

Police and Motor Vehicle Department

f) Use of state of the art IT enabled solutions for improved traffic management,

design of engineering, traffic calming interventions in strategic road network, cities

and other urban centres

6. Research and Standardization: KHRI and NATPAC are the primary state agencies involved in

conducting sectoral research. However, the level and quantum of research activities and its

funding by the State needs to improve substantially. R&D and its outputs are required to

deal with sectoral issues and address challenges in various project phases in an objective

manner. It may be appreciated that research areas can be wide and include technical as well

like non-technical areas covering surveys, innovative planning, designs, climate resilience

building, use of local /marginal/waste materials, use of new construction materials &

technology, tunnels, bioengineering solutions for slope stabilization and landslide

protections, performance based contracts, contract management, user behaviors, crash

analysis and driver behaviors, road economics, tolling, financing, PPPs, ITS applications for

Road management, Big Data all these areas are pertinent to Kerala road sector etc. There is

a need for vision and strategy for research, a well-articulated institutional mechanism to

identify research needs, have a mix of top and bottom up approach to drive research ideas

and improving capacity of the researchers in State. Dissemination of research findings from

national and state level research through annual conferences/seminars, state level training,

developing local guidelines and manuals also needs to be prioritized. To achieve the above,

the collaborations with national road research institutes like CRRI, academic institutions,

partnerships and exchange programs with international research doers becomes key.

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C. Study Objective

Although a large reforms process is underway within PWD covering the various thematic areas as

mentioned above, an impeding need is being felt to converge these reform initiatives with the

help of overarching body which shall function as the “Centre of Excellence” for the Road sector

the State. It is thus proposed to engage a Consulting firm of national/ international repute for

quick diagnostic study for identification, feasibility, design, operations and governance and road

map for Centre/s of Excellence for the roads sector in Kerala, which would individually and/or

jointly address sector ‘thematic areas’ mentioned above. The study is expected to broadly cover:

1. Review of the Kerala road sector covering policy, issues and challenges, legal framework and

institutional governance mechanisms within PWD across thematic areas like i.e. Planning &

Design, Quality Assurance and Contract Management, Road Asset Management and Road

Sector Research and Development

2. Study national and international models for “Centre of Excellence”

3. Carry out a due diligence of state institutions like KHRI and NATPAC to determine the

feasibility of establishing them as Centers of Excellence or partners for some thematic areas

with necessary Administrative and Technical support and capacity building road map.

4. Determine the feasibility for a Virtual “Centre of Excellence” as an advisory body with a

Technical Secretariat for the themes. Determine working arrangements of this Virtual COE

along with the support required from the GoK for it to function as the overarching advisory

body/think thank/ forward looking group to PWD on thematic areas and emerging matters

by establishing linkages with multiple institutes and bring convergence in all governance

functions.

5. Recommend an Optimal Model for COE/s covering to cover thematic areas mentioned

above along with a well-drawn Vision, Mission and Action Plan for next 5 Years. The initial 5

years of the COE can be designed to have phase-wise maturity.

6. Based on the study recommendations, prepare a cabinet note for approval by Government

of Kerala (GoK).

In the event of affirmative decision by GoK, Consultant appointed shall provide facilitation of

initial post-Study implementation action plan for 1st Year as approved Client.

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D. Scope of Services

The Consultancy services shall be provided in two phases: Phase I: Institutional Review and COE/s Conceptualization Phase 6 Months

Phase II: Implementation Support 12 Months

In between Phase I & II, a transition phase of 1-2 Months is expected for decision making/processing on COE by GoK. Phase 1: Institutional Review and COE/s Conceptualization Phase

Task 1: Diagnostic Review of Road Sector Policy, Institutional Structure for driving the broad

thematic areas as identified by PWD, GoK and mentioned above. This will include viewing of

various governing Acts, Rules, Regulations, PWD Manuals, Government Orders directives and/or

policies for driving Administration, Finance and Governance and summarizing the findings. A

complete institutional mapping for the road sector in the identified thematic areas and linkages,

key issues, challenges should be carried out for justifying the need of a COE in the State of

Kerala.

Task 2: Reviewing and summarizing (primarily based on desk research) the instances, concepts,

structuring, operations, governance and status of Centers of Excellence in place elsewhere in

India and abroad that are focussed on road infrastructure planning, engineering, construction,

financing or management. Some primarily level interactions with CRRI, IITs-Hyderabad, Chennai

and Regional Technical Institutes should also be conducted as part of this task.

Task 3: Institutional Assessment of Kerala Highway Research Institute(KHRI) and NATPAC to

determine their technical capacity and potential suitability for partnering with PWD as a Centre

of Excellence (COE) for few of the thematic areas. Report on the strengths and weaknesses of

the current system in these institutions for developing a centre of excellence/ research

institution focusing on any one or more the thematic areas identified including needs for

institutional strengthening and capacity building. Unlike KHRI, NATPAC is currently attached to

the Kerala State Council for Science, Technology and Environment (KSCSTE) and is independent

of PWD. The Consultant should study the pros and cons of such an administrative mechanism

and provide recommendations that while the institute enjoys independence how NATPAC’s

association with PWD can be improved in future and can cover one or more thematic areas.

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Task 4: Determine the feasibility and institutional structure for establishing a Virtual “Centre of

Excellence” for Kerala Road Sector where most of its activities and functions not necessarily

carried out in-house, which is the case in typical research/ training centers. To put it differently,

the such Virtual CoE shall carry out its activities and functions through other organizations and

itself perform the management and monitoring role and perform the role of an overarching

advisory unit. The key theme around which the Virtual CoE would need to function therefore

focuses on “convergence and dissemination”, in which the CoE would play the role of a facilitator

and integrator. The Consultant should critically examine this Institutional Option for COE in the

State, the themes that it can cover comprehensively and the action plan.

Task 5: A detailed stakeholder workshop shall be conducted at the end of Task 4 to discuss the

findings and proposed framework on COE. The Workshop should be held in Trivandrum for a day

with representation from key stakeholders from State Road and Road Research Agencies, IITs,

CRRI, NITs, Police, Transport Department.

Task 6: On completion of the above 5 tasks, determine an optimal and feasible structure of the

COEs for each of the thematic areas and with a clear Road Map and Institutional Governance

Plan for the same. The above 5 tasks should culminate into decision making on how best to use

KHRI and NATPAC for some of the thematic areas, pros and cons of Virtual Model of “COE” for

other themes and clear action plan. The following sub-tasks are envisaged under Task 6.

Task 6.1: Prepare a High-level action plan for each of the thematic areas and determine the

COE’s structure and role in the same

Task 6.2: Outline the concept and ‘business/governance model’ of proposed Center/s

against each of the themes, inter alia identifying the proposed ownership, vision, mission,

prime function(s), expected outcomes, ‘top-structure’ organization, sector linkages,

desirable ‘public information / communication / access’ measures and (in broad terms)

initial activity and program(s);

Task 6.3: Identify an appropriate methodology for targeting / selection of active partners

and stakeholders in proposed Center/s from concerned academic, research and industry

areas from India and abroad.

Task 6.4: Clearly establish role of KHRI and NATPAC and the required institutional

reorganization and strategy for the same

Task 6.5: Determine the appropriate organizational ‘anchor points’ in the PWD and/or the

GoK for proposed Center/s and any necessary measures to ensure adequate PWD Capacity

for its role(s) in the implementation and operation of the Center(s);

Task 6.6: The likely resources and funding requirements for establishment costs and for

initial 5-year operational support for the Center(s) and the most viable funding model(s) for

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Center/s, financing needs, both for the start-up period (1sy Year) and for medium-to-longer-

term operations (upto 5 Years);

Task 6.7: Determine a Detailed Action Plan for the next 1 year

Task 7: Organize a final stakeholder workshop and present the proposed institutional

mechanism and administrative plan for the proposed Centre of Excellence/s. The stakeholders

shall include representatives from State Road and Road Research Agencies, IITs, CRRI, NITs,

Police, Transport Department. The feedback feedback from the stakeholder workshop should be

incorporated in due consultation with KSTP/PWD for the Final Report.

Deliverables

The total duration of the Phase I COE Conceptualization Study is 6 months. The following deliverables are expected from this phase:

Sl

No.

Deliverables Phase I Time from

Commencement

of Services

Payments as % of

Financial Quote

for Phase I

1. Inception Report 2 Weeks 10%

2. Report on review of sector themes, current

Institutional arrangements to drive each of

themes and need for a COE

6 Weeks 10%

3. Draft Report on Institutional options for COE/s

with Recommendation

10 Weeks 15%

4. Institutional Review of KHRI and NATPAC and

identify need for reorganization and

strengthening for role play as COE

14 Weeks 20%

5. Report on 1st Stakeholder Workshop 16 Weeks 5%

6. Report with recommendations on the

respective ‘institutional structure, ownership,

operation, resourcing, governance and policy

aspects of the proposed Center/s of Excellence

for each thematic area as the basis for

PWD/GoK decision-making.

20 Weeks 20%

7. Report on 2nd Stakeholder Workshop 22 Weeks 5%

8. Final Report on Institutional Framework and

Action Plan for COE/s

24 Weeks 10%

9. Preparation of Cabinet Note and presentation 24 Weeks 5%

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to PWD/GoK including Roundtable discussions,

as may be required

Note:

1. After each deliverable, a period of two weeks is required for the Client (KSTP-PMU/PWD/GoK)

to review and comment. This has been included in the schedule above;

2. A review committee involving representative of KSTP-PMU/PWD/GoK be constituted to review

deliverables.

3. Consultants would be required to have interactions/meetings and deliver various presentations

to the World Bank/KSTP-PMT/PWD/GoK or any other department. Monthly review meetings are

expected during Phase I.

Phase II: Implementation Phase

This Task shall be activated in the event of affirmative decisions by PWD / GoK (as appropriate)

on relevant Study recommendations and submitted Cabinet Note from Phase1 on the proposed

COE/s, as above. Where positive / enabling decisions on (Phase I) Study recommendations have

been made, assist the PWD in finalization and activation of Implementation Plans for the

establishment and inaugural operations of the endorsed Center/s of Excellence, including for up

to twelve (12) months. This shall at least involve:

Deliverables (Phase II):

(a) Provide advice, guidance and clarifications to PWD on any study findings/actions plan

prepared by the Consultant to 1st Phase;

(b) Provide assistance in drafting of Terms of Reference for procurement of services under the

action plan for the COE/s under the different thematic areas;

(c) In some aspects of the abovementioned Tasks, the Consultant may also be required to

provide expert review and guidance to PWD for monitoring other Consultants work that may

be engaged by the Client for implementation of COEs;

(d) The monthly and/or quarterly progress reporting undertaken by the Consultant during these

services shall be submitted to the KSTP II/PWD in a determined format for inclusion by the

KSTP-PIU/PWD in overall monitoring and reporting on implementation progress.

Consultant’s Inputs

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The composition and input of the key professionals presented below is for indicative purposes.

Consultants, while submitting the proposal must undertake their own assessment of the same

including any international expert, support staff required to deliver the objective of the

assignment:

SL

NO. Positions Qualification

Indicative

Inputs

Phase I (6 months) (Person

Months

1. Institutional

Development

Specialist

Master’s Degree or above with related

experience organization transformation or

organization restructuring/ Capacity building with

minimum 15 years of experience. Experience in

Road Sector, Road Institutional Restructuring is

desirable

6

2. Task Manager Bachelors in Engineering (preferably in Civil) with

MBA having minimum 8 Years of Experience in

Institutional Governance, Organizational

Restructuring and Human Resource & Business

Plan. Experience in Road/Transport Sector shall

be given added preference.

6

3. Road Planning &

Design Expert

Post graduate in Civil Engineering with at least 15

years of experience in the road sector planning,

designs. International experience in road planning

and design is preferred.

2

4. Bridge Expert Post graduate in Structural Engineering with at

least 15 years of experience in the bridge designs.

Experience in innovative bridge designs, quality

control, bridge performance monitoring is

essential. Experience in value engineering and

construction methodology for saving time and

cost.

2

5. Road Asset

Management Expert

Post graduate in Civil Engineering/Economics with

at least 15 years of experience in the pavement

investigations, deterioration modelling, road

maintenance management strategy. Working

knowledge of latest available Road Asset

2

PAGE 13 OF 14

SL

NO. Positions Qualification

Indicative

Inputs

Management Software, HDM-IV is essential.

6. Contract and Quality

Assurance Expert

Post graduate in Civil Engineering with at least 15

years of experience in the road sector. Experience

in construction and maintenance contracts,

technical/quality audits, quality

control/assurance, highway materials and

construction technology.

2

7. Research and

Standardization

Expert

Post graduate in Civil Engineering with at least 15

years of experience in the research and standards

development in road sector. Should be

conversant process/ IRC codes for highway

construction/ development followed in India and

also use of International codes/standards in

Indian Scenario.

2

8. Road Safety Expert Post graduate in Civil Engineering with experience

in topics related to Road Safety, preparation/

implementation of large scale Road Safety

Strategies, road safety education, emergency

Response and engineering interventions etc.

2

Total for Phase I 24

Phase II (12 Months from approval received from PWD/GoK on COE/s)

1. Task Manager Bachelors in Engineering (preferably in Civil) with

MBA having minimum 8 Years of Experience in

Institutional Governance, Organizational

Restructuring and Human Resource & Business

Plan. Experience in Road/Transport Sector shall

be given added preference.

12

2. All key Experts Task Manager to coordinate with all key Experts

as may be required for any specific input.

3

Payment Mechanism for Phase II

The payments shall be made on a quarterly basis. The Task Manager would be full-time position

and would be available for both phase I & II. For estimation of fees, Task Manager rates quoted

in Phase I shall be used while for the key experts the blended rates of the key expert proposed

PAGE 14 OF 14

for Phase I shall be used. The invoice to be raised based on the actual time spend by the Key

Experts based on the weekly timesheet submitted by the Consultant to KSTP for their approval.