Performance Metrics for Public–Private Partnerships (2021) / Chapter Skim
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Pages 19-27
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19 This chapter includes the results of the highway agency questionnaire and the P3 concession agreement content analysis. The thrust of the questionnaire was threefold.
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20 Performance Metrics for Public–Private Partnerships the revenue risk only approach, with CDOT and LADOTD added to the group with hybrid projects that mix revenue risk and availability payments. Table 6 also shows DBF and DBFOM to be the most commonly used.
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State of the Practice 21 measurement of pavement skid resistance deterioration during the concession period with corrective maintenance trigger points, whereas the second criterion measures the Concessionaire's ability to provide the asset's expected level of service throughout the concession period. An example would be lane closures due to unplanned corrective maintenance.
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22 Performance Metrics for Public–Private Partnerships Figure 8. Project elements with performance metrics and number of projects.
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State of the Practice 23 existing bridges or the risk profile inherent to latent defects in existing bridges, which is absent in new bridge construction. Two respondents offered other project work elements as follows: • Performance metrics are used for "fence-to-fence" maintenance activities, excluding snow and ice removal (NCTA)
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24 Performance Metrics for Public–Private Partnerships Handback Criteria The end of the concession period generally results in the Concessionaire returning the asset to the agency. Concession agreements typically contain a set of handback criteria that describes the asset's required condition at handback.
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State of the Practice 25 6 2 Yes No Figure 9. Handback performance metrics versus O&M metrics (n = 8)
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26 Performance Metrics for Public–Private Partnerships has used Build-Operate-Transfer (BOT) delivery to build toll roads in developing countries for several decades (World Bank Group 2018)
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State of the Practice 27 (FHWA 2019b)
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