Upload
others
View
0
Download
0
Embed Size (px)
Citation preview
Technical Assistance Consultant’s Report
This consultant’s report does not necessarily reflect the views of ADB or the Government concerned, and ADB and the Government cannot be held liable for its contents. (For project preparatory technical assistance: All the views expressed herein may not be incorporated into the proposed project’s design.
Project Number: 41123-014 March 2017
Cambodia: Second Road Asset Management (Financed by the Technical Assistance Special Fund)
Main Report
Prepared by
SHELADIA Associates Inc., USA in Association with TANCONS (Cambodia) Co., Ltd Cambodia
For the Ministry of Public Works and Transport and the Asian Development Bank
ADB TA 8784-CAM
SECOND ROAD ASSET MANAGEMENT
PROJECT (RAMP-2)
ADDITIONAL FEASIBILITY STUDY, FS-2
Funded by:
The Asian Development Bank
Executing Agency:
Ministry of Public Works and Transport
FINAL REPORT VOLUME 1 - MAIN TEXT
March 2017
Final Report - March 2017 ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia) ii
ADB TA 8784 – CAMBODIA
SECOND ROAD ASSET MANAGEMENT PROJECT (RAMP-2)
ADDITIONAL FEASIBILITY STUDY, FS-2
FINAL REPORT
VOLUME 1 - MAIN TEXT
March 2017
SHELADIA Associates Inc. USA in association with
TANCONS (Cambodia) Co., Ltd, Cambodia
Final Report - March 2017 ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia) iii
TABLE OF CONTENTS
EXECUTIVE SUMMARY ............................................................................................................... i
1. Introduction ......................................................................................................................... 1
1.1 Background ....................................................................................................................... 1
1.2 Project Rationale and Study Objectives .......................................................................... 1
1.3 Project Services ................................................................................................................ 5
1.4 Consolidation of RAMP-2 Study Reports ........................................................................ 6
1.5 Timeline ............................................................................................................................. 6
2. Data Collection - Engineering ................................................................................................ 7
2.1 Reference Material ............................................................................................................ 7
2.2 Field Reconnaissance ...................................................................................................... 8
National Road NR-1 ............................................................................................................ 8
National Road NR-6 .......................................................................................................... 10
2.3 Supplementary Traffic Surveys...................................................................................... 11
2.3.1 Introduction ............................................................................................................... 11
2.3.2 Historical Data .......................................................................................................... 12
2.3.3 Traffic Composition ................................................................................................... 14
2.3.4 Traffic Growth Trends ............................................................................................... 15
2.3.5 Consultant’s Surveys ................................................................................................ 15
2.3.6 Traffic Composition. .................................................................................................. 17
2.3.7 Derived Base-Year Traffic Volumes (2016-17) ......................................................... 19
2.4 Road Safety Appraisals .................................................................................................. 21
2.5 Pavement Condition Evaluations ................................................................................... 21
2.5.1 Visual Surveys .......................................................................................................... 21
2.5.1 Falling Weight Deflectometer Surveys ...................................................................... 22
2.6 Sub-surface Materials Investigations ............................................................................ 22
2.6.1 Overall Program ....................................................................................................... 22
2.6.2 Other Observations .................................................................................................. 23
2.7 Bridge Inspections .......................................................................................................... 24
2.8 Hydrology ........................................................................................................................ 24
2.8.1 Overview .................................................................................................................. 24
2.8.2 National Road NR-1 Corridor .................................................................................... 26
2.8.3 National Road NR-6 Corridor .................................................................................... 26
2.9 Climate Change ............................................................................................................... 27
2.10 Unexploded Ordnance .................................................................................................. 27
3. Data Collection - Environmental & Social Safeguards ....................................................... 29
3.1 Field Reconnaissance .................................................................................................... 29
Final Report - March 2017 ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia) iv
3.2 Reference Material .......................................................................................................... 29
4. Preliminary Design ............................................................................................................... 30
4.1 Approach ......................................................................................................................... 30
4.2 Design Standards ........................................................................................................... 30
4.2.1 Route Classifications ................................................................................................ 31
4.2.2 Road Cross-section .................................................................................................. 31
4.2.3 Intervention Types .................................................................................................... 32
4.3 Design Development ....................................................................................................... 33
4.3.1 Alignments ................................................................................................................ 33
4.3.2 Traffic Projections ..................................................................................................... 34
4.3.3 ESAL Projections ...................................................................................................... 34
4.3.3 Subgrade Conditions ................................................................................................ 34
4.3.4 Pavement Design ..................................................................................................... 35
4.3.5 Drainage - Rural Areas ............................................................................................. 44
4.3.6 Drainage - Developed Areas..................................................................................... 45
4.3.7 Utilities ...................................................................................................................... 47
4.3.8 Bavet City Junction ................................................................................................... 47
4.4 Quantity Estimates.......................................................................................................... 53
4.4.1 Major Cost Items ...................................................................................................... 53
4.4.2 Minor Cost Items ...................................................................................................... 53
4.4.3 Bills of Quantity......................................................................................................... 53
4.5 Cost Estimates ................................................................................................................ 54
4.5.1 Unit Rates ................................................................................................................. 54
4.5.2 Rate Inflation ............................................................................................................ 54
4.5.3 Contingencies ........................................................................................................... 54
4.5.4 Other Costs .............................................................................................................. 54
4.5.5 Financial Cost Summary ........................................................................................... 55
4.6 Performance-based Maintenance [PBM] .................................................................. 55
4.6.1 Background .............................................................................................................. 55
4.6.2 Contractual Arrangements ........................................................................................ 56
4.6.3 Cost Allowance ......................................................................................................... 57
5. Climate Change .................................................................................................................... 58
5.1 General Approach ........................................................................................................... 58
5.2 Cambodian Approach ..................................................................................................... 58
5.3 Road Section Vulnerability ............................................................................................. 58
5.3.1 NR-1 Assessment. .................................................................................................... 59
5.3.2 NR-6 Assessment. .................................................................................................... 59
5.4 Mitigation and Adaptation Measures ............................................................................. 59
5.5 Cost Implications ............................................................................................................ 60
Final Report - March 2017 ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia) v
6. Economic Assessment ........................................................................................................ 61
6.1 Introduction ..................................................................................................................... 61
6.2 General Approach ........................................................................................................... 62
Demand Analysis .................................................................................................................. 63
6.4 Economic Costs .............................................................................................................. 66
6.5 Economic Benefits .......................................................................................................... 68
6.6 Results of Economic Analysis ....................................................................................... 69
7. Financial Considerations ..................................................................................................... 71
7.1 MPWT Financial Performance ........................................................................................ 71
7.2 Finance Plan .................................................................................................................... 72
8. Environmental Impact Assessment .................................................................................... 75
8.1 Scope ............................................................................................................................... 75
8.2 Public Meetings ............................................................................................................... 75
8.2.1 NR-1 - Prey Veng and Svay Rieng Provinces ........................................................... 75
8.2.2 NR-6 - Siem Reap Province ..................................................................................... 75
8.3 Environmental Study Findings....................................................................................... 76
8.3.1 Classification ............................................................................................................ 76
8.3.2 Impact Summary for NR-1 and NR-6 ........................................................................ 76
8.3.3 Contents of IEE Report ............................................................................................. 77
8.3.4 Contents of EMP ...................................................................................................... 77
9. Social Impact Assessment & Resettlement ........................................................................ 78
9.1. Data Collection ............................................................................................................... 78
9.2. Socio-economic Situation in the Project Areas ........................................................... 79
9.3. Stakeholders' Consultations, Analysis and Social Action Plan .................................. 80
9.4. Gender Analysis and Gender Action Plan .................................................................... 81
9.5. HIV/AIDS & Human Trafficking ...................................................................................... 82
9.6. Indigenous Peoples ....................................................................................................... 83
10. Quality Assurance Component - Laboratories ................................................................. 85
10.1 General Objective ....................................................................................................... 85
10.1.1 Present Arrangements ........................................................................................ 85
10.1.2 Future Concept ................................................................................................... 85
10.2 Implementation Plan ..................................................................................................... 86
10.2.3 Cost Estimates ....................................................................................................... 87
10.2.4 Procurement Methods ............................................................................................ 87
10.2.5 Delivery Schedule ................................................................................................... 87
11. Quality Assurance Component - Field Test Equipment ................................................... 88
11.1 General Objective ....................................................................................................... 88
11.2 Components .................................................................................................................. 88
11.2.1 Aggregate Crushing and Screening Plant ............................................................ 88
Final Report - March 2017 ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia) vi
11.2.2 Falling Weight Deflectometer .............................................................................. 90
11.2.3 Road Surface Roughness Profiler ....................................................................... 90
12. Road Safety Awareness Component ................................................................................ 92
12.1 Objective ..................................................................................................................... 92
12.2 Context ........................................................................................................................ 92
12.3 Desk Studies ................................................................................................................. 94
12.3.1 Data Sources ...................................................................................................... 94
12.3.2 Findings .............................................................................................................. 95
12.4 Primary Data Collection ................................................................................................ 96
12.4.1 Field Inspections ................................................................................................. 96
12.5 Program Development .................................................................................................. 97
12.5.1 Objectives ........................................................................................................... 97
12.5.2 General Approach ............................................................................................... 97
12.5.3 Consolidation of PPTA Work ............................................................................... 99
12.5.4 Time and Cost Estimates .................................................................................. 100
13. Project Implementation .................................................................................................... 101
13.1 Detailed Design Stage .............................................................................................. 101
13.1.1 List of Activities ................................................................................................. 101
13.1.2 Staffing Requirements. ...................................................................................... 102
13.1.3 Scope and Timeframe .......................................................................................... 103
13.2 Operations and Maintenance Stage ........................................................................ 104
13.3 Project Implementation Plan ................................................................................... 104
13.4 Contract Packaging .................................................................................................... 105
13.4.1 Overall Project Content ..................................................................................... 105
13.5 Procurement ................................................................................................................ 107
13.5.1 Methods and Thresholds ................................................................................... 107
13.5.2 Professional Services ........................................................................................ 107
13.5.3 Indicative List of Contract Packages .................................................................. 108
14. Administrative Arrangements .......................................................................................... 109
14.1 Design Monitoring Framework ................................................................................ 109
14.2 Performance Indicators ........................................................................................... 111
14.3 Draft Loan Covenants ................................................................................................. 112
Final Report - March 2017 ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia) vii
LIST OF FIGURES
Figure 1: RNIP Project Road Locations .................................................................................. 4
Figure 2: 2016 Traffic Survey Location, NR-1 ....................................................................... 16
Figure 3: 2016 Traffic Survey Location, NR-6 ....................................................................... 16
Figure 4: Extent of Flooding - 2011 & 2013 Events .............................................................. 26
Figure 5: Level 1 UXO Survey Data ....................................................................................... 28
Figure 6: Indicative Minefield Location Map ......................................................................... 28
Figure 7: Schematic Cross-sections ..................................................................................... 32
Figure 8: Typical Urban Drainage Problems / Solution........................................................ 46
Figure 9: Bavet Truck Route Alignment [2013 Planning Concept] ..................................... 48
Figure 10: Indicative Truck Route Junction Turning Volumes [2037 Horizon] .................. 49
Figure 11: Bavet Truck Route Junction - Option 1 ............................................................... 51
Figure 12: Bavet Truck Route Junction - Option 2 ............................................................... 52
Figure 13: National Road Crash ‘Blackspots’ ....................................................................... 95
Figure 14: CBRS Implementation Chart ................................................................................ 99
Figure 15: RNIP Project Implementation Plan .................................................................... 106
LIST OF TABLES
Table 1: Historical Traffic Data (2010-2015), NR-1 12
Table 2: Historical Traffic Data (2010-2015), NR-6 14
Table 3: Classified Volumes for NR-1 17
Table 4: Classified Volumes for NR-6 17
Table 5: Peak Hour Volumes for NR-1 18
Table 6: Peak Hour Volumes for NR-6 18
Table 7: 2016 Base-Year Volumes, NR-1 20
Table 8: 2016 Base-Year Volumes, NR-6 20
Table 9: Base Year Traffic Composition 20
Table 10: Potential Areas of Ongoing Consolidation 23
Table 11: Cambodian and Asian Highway Standards 31
Table 12: Pavement Rehabilitation Methods 33
Table 13: Adopted Traffic Growth Rates [5-year periods] 34
Table 14: Assigned Homogenous Sections & Subgrade CBR Values 34
Table 15: Preliminary Pavement Design, NR-1 [Part 1] 37
Table 16: Preliminary Pavement Design, NR-1 [Part 2] 38
Final Report - March 2017 ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia) viii
Table 17: Preliminary Pavement Design, NR-1 [Part 3] 39
Table 18: Preliminary Pavement Design, NR-6 [Part 1] 40
Table 19: Preliminary Pavement Design, NR-6 [Parts 2 & 3] 41
Table 20: Preliminary Pavement Design, NR-6 [Parts 4, 5 & 6] 42
Table 210 Contd: Preliminary Pavement Design, NR-6 [Parts 4, 5 & 6] 43
Table 22: Maintenance and Rehabilitation Proposals 44
Table 23: Additional Culvert Capacity, NR-1 45
Table 24: Additional Culvert Capacity, NR-6 45
Table 25: Potential Urban Drainage Upgrades, NR-1 46
Table 26: Urban Drainage Upgrades, NR-6 47
Table 27: Estimated Project Costs 55
Table 28: Differences in Traditional & PBM Approaches 56
Table 29: Base-Year Traffic Volume for Project Roads 64
Table 30: Traffic Growth Rates (%) using Different Approaches 65
Table 31: Adopted Traffic Growth Rates (%) for Analysis Period 66
Table 32: Construction Cost of Road per kilometre 67
Table 33: Maintenance Scenarios 67
Table 34: Gasoline Prices [2016] 68
Table 35: Adopted Values of Passenger Working and Non-Working Time 68
Table 36: Results of Economic Analyses 69
Table 37: Cash Flow Streams for NR-1 and NR-6 Corridors 69
Table 38: Sensitivity Analysis Results 70
Table 39: MPWT Budget Allocation for Maintenance & Upgrading (US$ million) 71
Table 40: ROMDAS Modules with Indicative Costs 91
Table 41: Road Crash Statistics - ASEAN, Others [WHO 2015] 93
Table 42: ToR - International Experts, Detailed Design 102
Table 43: ToR - National Experts, Detailed Design 103
Table 44: Original National Roads Studied [FS-1 and FS-2] 106
Table 45: Roads for Implementation under the RNIP Project 107
Table 46: ADB Procurement Thresholds [Goods & Works] 107
Table 47: ADB Procurement Methods [Consultant’s Services] 108
Table 48: RNIP Contract Packaging & Total Costs 108
Table 49: Included Costs [Climate Change & Road Safety Provisions] 108
Table 50: Design Monitoring Framework [1] 109
Table 51: Design Monitoring Framework [2] 111
Table 52: Performance Indicators 111
Final Report - March 2017 ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia) ix
ANNEXES - VOLUME 2
Annex A: Corridor Inventories (Bridges, Culverst, Schools, Villages,
Communes, Police Stations, Pagodas)
Annex B: Traffic Surveys
Annex C: Road Crash Records and Low Cost safety Treatments
Annex D: Pavement Condition Surveys [VCS]
Annex E: Pavement Deflection Test Results [FWD]
Annex F: Laboratory Test Results [MPWT]
Annex G: Bridge Inspections
Annex H: Quantity & Cost Estimates
Annex I: Climate Change Report
Annex J: Environmental Assessment Report
Annex K: Social & Resettlement Assessment Report
Annex L: Quality Assurance Report [Laboratories]
Annex M: Quality Assurance Report [Aggregate Crushing & Screening Plant]
Annex N: Quality Assurance Report [Field Test Equipment]
Annex O: Road Safety Condition Assessment and School Zone Safety
Treatment
Annex P: Implementation Stages
Final Report - March 2017 ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia) x
LIST OF ABBREVIATIONS
AASHTO American Association of State Highway and Transportation Officials
AC Asphalt Concrete
ADB
AH
ASEAN
Asian Development Bank
Asian Highway
Association of South East Asian Nations
ASTM American Standard Testing Methods
BOQ Bill of Quantities
BS British Standard
CBR California Bearing Ratio
CDO Central Design Office
DBST Double Bituminous Surface Treatment
DED Detailed Engineering Design
EA Executing Agency
EIRR Economic Internal Rate of Return
FS-1 and FS-2
FHWA
Feasibility Studies 1 and 2
Federal Highway Administration [USA]
GB
GSB
Granular Base
Granular Sub-base
IA Implementing Agency
IEE Initial Environmental Examination
LHS Left Hand Side
LTP Lead Technical Professional
MPWT Ministry of Public Works and Transport
NR National Road
NPV Net Present Value
PCU Passenger Car Unit
PPTA Project Preparatory Technical Assistance
QA Quality Assurance
RHS Right Hand Side
ROW Right of Way
RNIP Road Network Improvement Program
PBMC Performance-based Maintenance Contract
pcu Passenger car Unit
PRIP Provincial Road Improvement Program
SBST Single Bituminous Surface Treatment
SPS Safeguard Policy Statement (ADB, 2009)
SAI SHELADIA Associates Inc.
TOR Terms of Reference
VDF Vehicle Damage Factor
Final Report - March 2017 ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia) i
EXECUTIVE SUMMARY
1. Background
1. In 2008, the ADB approved a loan for the Royal Government of Cambodia [through its
Ministry of Economy and Finance] for the first ‘’Road Asset Management Project’’
(RAMP). This covered the financing of periodic maintenance interventions on roads
falling under the jurisdiction of the Ministry of Public Works and Transport (MPWT)
required to help preserve parts of the national (5,623 km) and provincial (6,641 km)
road networks that were considered to be maintainable. Also to address apparent
deficiencies in asset management capacity seen to be affecting the sustainability and
safety of the road networks. The Government again through its Ministry of Economy
and Finance, have since reached agreement with the ADB for a follow-up program - the
“Second Road Asset Management Project‘’ (RAMP-2).
2. The subject Road Network Improvement Program (RNIP) is another major component
of the Government’s overall infrastructure development strategy and is again, intended
to provide technical support in different areas of road asset management and in the
periodic maintenance of parts of the national and provincial road networks. About 6,000
km of the total road network are presently with only about 50% of the remaining length
is said to be “good” to “fair” condition - clearly major investments in both physical works
and managerial capacity is still required. To help address this situation, the present
initiative was included in the ADB's country operations business plan for 2014–2016, in
Cambodia.
2. NRIP Program Content
3. The latest program contains a series of PPTA Feasibility Study assignments again,
being administered by the RGC’s Ministry of Public Works and Transport (MPWT).
These fall under the heading TA-8784-CAM for which international Consultants have
been appointed through MPWT to undertake the following:
Feasibility Study [FS-1] - six sections of the National Road network [total 560 km] by
Pyunghwa Engineering Consultant Co. Ltd. (Korea);
Feasibility Study [FS-2] - two sections of the National Road network [total 147 km]
by Sheladia Associates Inc. {USA];
Feasibility Study [PRIP-2] - six sections of the Provincial Road network [total 145
km] by Korea Consultants International [KCI].
Final Report - March 2017 ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia) ii
4. These studies had a range of objectives including:
Identification of required periodic maintenance interventions in selected stretches of
the national and provincial road network falling under MPWT jurisdiction;
Scope definition for Civil Works contracts [to be prepared later] including extended
maintenance responsibility on a performance-based contract basis;
strengthening of management capacity within the MPWT;
enhancement of the process of privatization of MPWT's force account units;
contributions to axle load control operations;
advancement of a community-based road safety program;
completion of environmental and social studies [including impact assessments,
increased awareness of HIV/AIDS, human trafficking and gender issues].
3. RNIP Project Development
5. Based upon the findings of the different Consultants at the Draft Final Report stage and
confirmation of the available budget for road works, a group of roads emerged that are
to be carried forward to the detailed design part of the project’s implementation stages.
The ensuing project is known as the “Road Network Improvement Project” (RNIP). The
proposed RNIP is included in the latest ADB Country Operations Business Plan for
2017-2019, and the required funding will be provided under a loan arrangement for
processing in 2017 in the amount of US$95 million - under the terms of the ADB’s Asian
Development Fund.
6. The Executing Agency (EA) will be the Ministry of Public Works and Transport (MPWT)
while the Implementing Agency (IA) will be the Project Management Unit 3 (PMU3)
already established within the MPWT.
7. A “Memorandum of Understanding“ was co-signed by senior MWPT and ADB staff on
December 1, 2016 following the Bank’s Fact-finding Mission to Cambodia. The MoU
contained a final list of roads meeting overall requirements for project rationale,
implementation schedule, environmental / social / gender objectives etc. is as follows:
National Road NR-1 [97 km in Prey Veng and Svay Rieng Provinces];
National Road NR-6 [49 km Siem Reap Province];
Provincial Road PR-23 [19.9 km in Kandal Province];
Provincial Road PR-312 [28.5 km in Prey Veng Province].
Final Report - March 2017 ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia) iii
4. PPTA [FS-2] Report - Outline
8. This document reports the findings of the Consultants assigned to carry out the
feasibility studies for National Roads, NR-1 and NR-6 under the FS-2 part of the Project.
The work included a number of sub-components each of which are reported in different
Chapters of the report with associated topical annexures where required. This report
includes:
i. Introduction;
ii. Data Collection - Engineering;
iii. Data Collection - Environmental and Social Safeguards;
iv. Preliminary Design [including Quantity and Cost Estimates];
v. Climate Change;
vi. Economic Assessment;
vii. Financial Considerations;
viii. Environmental Impact Assessment;
ix. Social Impact Assessment and Resettlement;
x. Quality Assurance [MPWT Laboratories];
xi. Quality Assurance [Aggregate Crushing / Screening Plant & Field Test
Equipment];
xii. Road Safety Awareness;
xiii. Project Implementation details;
xiv. Project Administration details.
9. Information on each of the above topics is summarized below on a chapter-by-chapter
basis.
5. PPTA [FS-2] Report - Details
5.1 Introduction
10. As described above, the subject project was focused on two sections of National Road
studied as a supplement to the broader FS-1 assignment conducted by others. The
sections of road studied are shown in Figure 1 of the main report.
11. The FS-2 assignment ran from mid-July until late October with the draft final report
being submitted on October 29, 2016. Following the ADB’s fact-finding mission
conducted in late November and early December, the Consultant has updated the draft
Final Report - March 2017 ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia) iv
document to its present state. In accordance with the Terms of reference for the study,
work was undertaken by a multi-disciplinary team engaged to:
Review traffic, visual road surface and drainage conditions;
Arrange pavement deflection and sub-surface condition surveys - also retrieval of
representative materials samples and laboratory testing;
Conduct environmental and social condition surveys and impact assessments;
Determine roadway and bridge rehabilitation needs and develop preliminary design
details;
Identify possible of additional drainage capacity needs with allowance for climate
change;
Derive work item quantities and corresponding construction cost estimates;
Economic justification and sensitivity analyses for necessary interventions
Review financial management capacity within MPWT;
Prepare environmental and social/resettlement safeguard documents;
Investigate potential MPTW quality assurance improvements [i.e. new laboratories,
aggregate crushing facilities and field testing equipment];
Identify provisions for school safety zones and incident ‘blackspot’ locations;
Extend of community-based road safety awareness program;
Drafting of TOR’s for professional services needed in the implementation stages;
Prepare a Project Implementation Schedule;
Identify DMF performance indicators and draft loan agreement covenants.
5.2 Data Collection - Engineering
12. This work included the collection of background information on traffic and axle load
surveys, design details and construction and maintenance records for the project roads.
This was done initially at the central office level and later, through the DPWT offices in
the benefitting Provinces.
13. Following data review, corridor inventories and visual condition surveys of pavement
conditions were undertaken and programs drawn up for supplementary field testing by
MPWT departmental staff - these included FWD testing as well as sub-surface materials
sample collection and related laboratory work.
14. Other field data collection activities included 3-day, classified traffic surveys, assembly
of axle load reading from adjacent, permanent weigh-stations and preliminary
inspections of existing bridge structures in the two corridors. General observations on
hydrological conditions and drainage system improvement needs, were also recorded.
Final Report - March 2017 ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia) v
15. Data collection and field inspection of safety zone concerns at roadside school sites and
of causes / possible remedies at reported locations of serious traffic incidents [i.e.
blackspots] was also undertaken.
16. Details of work completed at this stage of the study are given in Chapter 2 of the report
with relevant data collected included in Annexes A to G and Annex O.
5.2 Data Collection - Environmental and Social Safeguards
17. Specialists in these disciplines were directly appointed by ADB for whom, the
Consultant provided local expertise in support. The team’s work included data collection
and initial field trips to review on-site conditions from which to develop the required
study action plans.
18. Data assembled during the preparatory stages with the help of provincial staff and local
commune representatives, included various environmental e.g. on climatic conditions,
flood events etc. as well statistics on community populations, education and
employment levels. The initial field work was later complemented by a series of socio-
economic baseline surveys conducted on a household ‘sampling’ basis in the major
communes.
19. Details of activities completed for these parts of the study are given in Chapter 3 of the
report with details of the data collected and the full reports written, included in Annexes
J and K respectively.
5.4 Preliminary Design
20. Without the benefit of topographical survey information at the study stage, assessments
were made of existing geometrical standards based on dimensions collected during the
initial corridor inventory work. A suitable cross-section based on appropriate MPWT
design standards, was then assigned to both corridors.
21. On the basis of traffic data compiled and the FWD and laboratory test results,
homogenous sections of roadway were identified. In each of these. Following further
field inspections, and according to observed conditions, previous intervention types and
assumed sub-grade support strengths available, the following interventions were
prescribed in different stretches, for the purposes of preliminary design:
Final Report - March 2017 ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia) vi
22. AC overlay after surface repairs - in areas reported* to be in ‘sound’ condition;
23. Rehabilitation with AC surface course - in areas where conditions reported* to be in
’warning’ or ‘severe’ condition but where consolidation is expected to be substantially
complete;
* NOTE: Conditions reported following a limited FWD and sub-surface investigation program at the feasibility stage. Allowances made in the DED stage for more extensive deflection testing and sub-surface investigations [including consolidation testing of embankments] from which to confirm / modify the types of intervention needed where consolidation is expected to continue.
24. Details of activities completed for preliminary design purposes are given in Chapter 4 of
this report. Further details of the data collected and calculations made, are included in
Annexes E and F.
25. From the assignments made of intervention needs in each corridor, estimates were
made of the quantities of each of the ‘major cost’ items required. These predominantly
included the asphalt concrete overlays required extensively as well as the surface /
base / sub-base layer materials need in the various areas of distress identified. To
these were added estimates for other work items [such as signs and road markings,
bridge maintenance etc] for which quantities could be reasonably assigned. Where
design details will only be known in the DED stages, preliminary allowances were made
[e.g. for possible drainage system improvements, UXO clearance etc.
26. Using unit rates derived from MPWT and other sources of recent bid prices, a
preliminary design level, cost estimate was produced for each section of road. The
resulting estimates for the civil works in the three contract packages anticipated, are
summarized below:
National Road NR-1 [East] US$ 10.1 million
National Road NR-1 [West] US$ 10.4 million
National Road NR-6 US$ 15.1 million
* NOTE: The above costs exclude the performance-based maintenance contract components.
27. The quantity and cost estimation activities are described in Chapter 4 of this report with
further details [including the preliminary design level BoQs and project cost estimate]
included as Annex H.
5.5 Climate Change
Final Report - March 2017 ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia) vii
28. The appointed specialist for this area of the study compiled relevant background
documentation and completed a review of world and regional models including
contemporary ‘downscaled’ versions for the Cambodia context. A “Representative
Concentrations Pathway (RCP)” of 8.5 - usually taken to be the ‘worst-case’ condition -
was adopted and with due regard for local climatic change scenarios [including
variations in rainfall and drought event frequency, changes in storm duration and rainfall
intensity] an assessment of ‘risk’ to the subject roadway infrastructure was made.
29. This was done using the MPWT’s non-mandatory knowledge management tool called
the “Flood Risk Management Interface” (FRMI).
30. From this it was concluded that the subject sections of national road fall onto the
following categories under RCP 8.5 criteria:
NR-1 - segment at “Low Risk” level of flooding moving to “Moderate” by 2055;
NR-6 - segment at “Moderate” level of flooding in 2055.
31. Using the FRMI approach, road resilience is assessed through three indicators -
pavement surface roughness, pavement type and the condition of the drainage
structures. Resilience to climate change can be introduced through increases in the
height of embankments and by making roadside ditches less susceptible to erosion.
Also by using less moisture susceptible materials in the road structure [so that structural
layers do not lose significant strength upon soaking] and using ‘’green engineering’’ to
improve the water conservation characteristics of the watershed and to divert run-off
water away from the road.
32. For the proposed level of intervention on the subject sections of road, it was concluded
that
33. The embankments cannot be raised [due to the resulting environmental and property
impacts] and existing pavement layers must be retained [due to the replacement cost
implications]. However, possibilities for improving drainage system capacity and
increasing erosion resistance do exist - subject to confirmation during the DED stages.
34. An outline of the process adopted for the climate change assessment is given in
Chapter 5 of this report while the full text of the report prepared on this topic, is included
in full in Annex I.
5.6 Economic Assessment
Final Report - March 2017 ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia)
vii
i
35. An economic evaluation of the proposed project components was undertaken. The
project road improvement consists of periodic maintenance of the existing national
roads including repair/rehabiltation of distressed pavement areas - there is to be no
additional lanes or road widening. However, the work will restore full road capacity for a
two lane carriageway with paved shoulders by reinstating the earthen shoulders and
repairing paved shoulders and overall improvement of road conditions. The
improvement of the road corridors will result in savings to road users and society as a
whole, in the form of reduced vehicle operating and time costs for passengers and
freight traffic. There will also be reduced costs in the form of reduced road maintenance
costs with the improved roads.
36. These reduced costs, calculated over the project life, are compared with construction
costs for the road improvement option. The Highway Design and Management (HDM-4)
model was used for estimating the costs and benefits associated with both “without” and
the “with” project scenarios in order to establish the economic viability of the proposed
project.
37. Annual cost and benefit streams were considered over a 12-year period from 2017 and
discounted to 2016 values using a discount rate of 12%. It has been assumed that
works would be implemented during 2017-18, giving a benefit period of 10 years.
38. Economic viability can be expressed with a number of indicators incorporating the
concept of discounting and two of these have been calculated from the annual cost and
benefit streams; the Net Present Value (NPV) and the Economic Internal Rate of Return
(EIRR). Normally the NPV and EIRR will give the same indications of viability.
39. An economic analysis was carried out using standard appraisal methodology for road
projects. The analysis compared the incremental benefits of reductions in VOCs and
travel times resulting from the project with the initial investment costs and changes in
operation and maintenance costs over a 12-year appraisal period including the
construction period. The results of the economic analysis are summarized below and
indicate that the projects have rates of return well above the opportunity cost of 12%.
Corridor EIRR (%) NPV (US$ million)
NR-1 24.9 9.60
NR-6 19.9 4.30
Both Corridors Combined 22.8 13.90
* Note: EIRR – Economic Internal Rate of Return; NPV – Net Present Value
Final Report - March 2017 ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia) ix
40. An outline of the methods used for the economic assessment is included in Chapter 6 of
this report.
5.7 Financial Considerations
41. The current project will finance 3 projects including performance-based maintenance
over a 3-year period after project completion thus covering the period until 2022. The
engineering study indicated that the selected road sections require periodic
maintenance and repair immediately and the project will extend the life of the road with
the intervention.
42. Upon completion of the maintenance period, the two roads NR-1 and NR-6 will require
about US$ 1.3 million per year for annual maintenance. The projected maintenance
allocation of at least US$ 88 million at current prices will be able to meet the
incremental maintenance costs for these critical national road corridors, though may not
fully meet the maintenance needs of all roads under MPWT - without further increase in
maintenance budget either by generating additional funds for maintenance and
increases in the budget allocation to about US$120 million per year by 2023 at current
prices. Further work on this topic is described Chapter 7 of this report.
5.8 Environmental Impact Assessment
43. In response to the ToR for this part of the RAMP-2 program, an Initial Environmental
Examination (IEE) was conducted pursuant to the requirements of the ADB Safeguard
Policy Statement (SPS 2009). The resulting IEE document includes an environmental
management plan (EMP) for the two subject sections of NR-1 and NR-6 that are
proposed for rehabilitation.
44. In accordance with normal study procedures, the intended scope of the road
rehabilitation work and related impacts and benefits were identified and presented to
local residents in a number of public consultation meetings. These were convened with
help commune leaders to discuss both environmental and social issues in mid-October,
2016.
For NR-1 in Prey Veng and Svay Rieng Provinces at Kampong Trabaek, Prey
Angkuogn and Svay Chrum Communes.
For NR-6 in Siem Reap Province at Lvea and Sranal Communes.
Final Report - March 2017 ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia) x
45. The subject sections of road to be included in RNIP project were confirmed to be in the
ADB’s environmental ‘Category B’. This is because the potential impacts are likely to
be only short-term and reversible given that the proposed roadwork will involve:
No changes in the horizontal alignments;
No changes in the vertical profiles - other than for the application of surface
overlays;
No widening of the present roadway widths [i.e. both traffic lanes and shoulder
dimensions are to be retained;
Routine maintenance only for existing bridges.
46. Further descriptions of the study process followed and the findings are given in Chapter
8. Details of the public meetings convened in November, 2016 - copies of the IEE and
EMP documents prepared are all included in Annex J.
5.9 Social Impact Assessment and Resettlement
47. Consultations were held with the relevant departments of the involved Provinces
(Department of Public Works and Transport; Department of Planning, Woman
Association), and communal and village leaders on the potential social impacts by the
proposed project and possible mitigation measures.
48. Statistical data (including socio-economic, gender issues, human trafficking, etc.) was
assembled from different Agencies in accordance with ADB standard procedures.
Socio-economic information on the households along with the project roads was
collected during baseline surveys (SES) in November, 2016. A total of 500 households
(299 males and 201 females) of 31 communes (11 districts, 03 provinces) located in the
project areas were interviewed. The SES covered six aspects, namely: (a) profile of the
respondents, (b) economic sufficiency data, (c) social adequacy data, (d) road safety
data, (e) project impacts and mitigation measures, and (f) other comments and
recommendations of the correspondents on the proposed project.
49. The total population in the project areas is 1,506,406 (342,403 households) as of
December 2015. Of this number, 51.17% (or 770,828) are females and 735,578 (or
48.83%) are males. The household size in the project areas is 4.4 people per
household. The majority (99.07%) of the population is Khmer by ethnicity and less than
0.03% is Cham (Khmer Islam). The SES data showed that 94% of the households in
the project areas are Buddhists.
Final Report - March 2017 ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia) xi
50. The primary sources of income in the project areas are agriculture (27.6%) and selling
fruits/vegetables and fish (39%). The agricultural yields after the harvest period
comprise the greater share of the household income, and which they use also for their
daily food consumption. For the additional sources of income, 43% of the households in
the project areas mentioned that livestock/poultry raising is their additional source of
income and another 40% are engaged in selling products (they have shops) as second
resource of household's income. On the issue of land/house ownership, it was found
that 94% of the households in the project areas own their house/land (where the house
is constructed), although more than half do not have proof of land ownership - less than
1% was renting accommodation.
51. Consultations were also conducted with local authorities, relevant agencies and the
public through the consultation meetings, key-informant interviews, focus-group
discussions and the questionnaire (a section has been designed in the household
survey questionnaire to consult with local people on their opinions, suggestions and
concerns on the impacts as well as the possible measures to mitigate of potentially
negative impacts and to enhance of potentially positive impacts of the proposed
project).
52. In preparation for further study required in the detailed design stages to follow, work in
this discipline produced:
A draft Resettlement Framework;
A Social and Poverty Assessment Report (including a Social Action Plan, a Gender
Action Plan and a Summary Poverty and Social Strategy).
53. Further details of the research conducted and its findings are included in Chapter 9 of
this Report with copies of the corresponding documents contained in Annex K.
5.10 Quality Assurance [MPWT Laboratories]
54. The terms of Reference for the study included a requirement for the Consultant to
analyze the MPWT’s capacity to undertake construction-stage quality assurance
services through its established central testing laboratory. This with a view to the
possible creation of a network of laboratories - to be set up in different Provinces -
under a new [or modified] central facility in Phnom Penh.
55. Accordingly the Consultant’s specialist carried out necessary research - including
interviewing MPWT officials at both the central and provincial levels, creating
Final Report - March 2017 ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia) xii
inventories of available test equipment and identifying future needs in terms of
programmed road works.
56. Of four new regional laboratories being proposed, one would take on the lead/central
role and function as the main laboratory pending the creation of a new central facility -
the other three would operate at a support level.
57. Based on discussions with the PMU3 and ADB, the agreed locations for the new
laboratories are; Siem Reap, Kampot, Pursat and Kratie provinces. The proposed
laboratory at Pursat province would function as the main laboratory, until the new
national laboratory under the University of Transport is established and becomes
functional.
58. Conclusions reached included that:
A network of 4 regional laboratories is required - situated in Siem Reap, Kampot,
Pursat and Kratie provinces;
Pending construction of a new central laboratory [possibly within a future University
of Transport complex], one of the regional facilities be set up as an interim
‘headquarters’. The Pursat facility was suggested;
In parallel with the above, a new ‘quality assurance wing’ be installed within MPWT
[with Central and Regional QA wings] to undertake quality assurance activities and
to coordinate and monitor testing procedures;
All facilities to be inter-linked with a suitable, modern data storage and retrieval
system;
Staff be recruited as necessary and empowered by initial and future ongoing training
regimens.
59. The process followed for the study and the conclusions reached [including proposed
equipment inventories, management structures and procurement and operating costs
are discussed in Chapter 10. The full text of the Consultant’s report is contained in
Annex L.
5.11 Quality Assurance [Aggregate Crushing and Screening Plant & Field Test Equipment]
60. As an adjunct to the proposed quality assurance system for the MPWT, the Consultant
also undertook a study of present capacity and future need for items of specialized
equipment. This included the possible provision under the Project of:
Final Report - March 2017 ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia)
xii
i
A state-owned aggregate crushing and screening plant [to be installed on a ‘pilot’
basis];
Additional equipment for conducting field tests of pavement surfaces.
61. Accordingly the Consultant’s specialists carried out research into the advantages and
disadvantages of shifting the responsibility for aggregate production [for road
construction purposes] to the public sector. Also investigations into the types of
equipment available, the cost implications and serviceability / maintenance issues for a
’falling weight deflectometer’ unit and a ROMDAS ‘road surface profiler’ system.
62. Following the investigation stages [involving consultations with both MPWT end-users,
equipment suppliers etc] the following conclusions were drawn:
63. Aggregate Crushing and Screening Plant
Aggregate quality has been and continues to be, a major concern to MPWT;
Given relative proximity to sources and future roadworks demand, Siem Reap has
been suggested as a ‘pilot’ location;
Plant and related equipment to be able to be transported to another location if/when
required;
Indicative capital cost of about US$ 2 million;
Procurement and installation/set-up period of about 12 months required.
64. Field Test Equipment - FWD
Acceptable past service provision and MPWT operator familiarity suggest ‘KUAB’
unit or equal be procured;
Unit needed as supplement to similar equipment to be provided under World Bank
project;
Indicative capital cost of about US$ 0.20 million;
Procurement and installation/set-up period of about 3 months needed.
65. Field Test Equipment - Profiler
Acceptable past service provision and MPWT operator familiarity suggest the
ROMDAS system already in use in the department. The latest version is the ‘Laser
Scanning Network Survey System’ as supplied by Data Collection Ltd. of New
Zealand;
Indicative capital cost of about US$ 0.18 million for the ‘low end’ system thought to
be adequate;
Procurement and operational set-up period of about 2-3 months needed.
Final Report - March 2017 ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia) xiv
66. The study details and the conclusions reached [including supply sources, management
structures and indicative procurement and operating costs] are discussed in Chapter
11. The full text of the Consultant’s reports on the QA equipment procurement
processes, are included in Annexes M and N.
5. 12 Road Safety Awareness
67. The Terms of Reference for this study require the Consultant through his national road
safety expert, to:
Collect existing (secondary) data and conduct field visits for necessary (primary)
data collection of the communes along the NR1 and NR6;
Design a community-based road safety [CBRS] awareness program for the subject
road sections;
Contribute the above to the TOR for consulting services to be rendered under the
ensuing project.
68. In addition, the Consultant has also committed to researching and providing site-specific
details [using templates provided] within each corridor, of:
Safety / student containment zones to be created at the entrances to roadside
schools;
Details and corrective measures required at any identifiable incident ‘blackspots’.
69. The study procedures followed and the findings [including various commune
demographics assembled] together with summaries of the containment zone / blackspot
details are described in Chapter 2 and 12 and included in Annex C and O.
70. The Terms of Reference prepared for the detailed design services [containing road
safety study requirements] and for the CBRS awareness program are included in
Annex P.
5.13 Project Implementation details
71. The implementation stages of the project will as usual, contain both detailed
engineering design [DED] and construction supervision [CS] services to be rendered by
appointed Consultants. At this the PTTA stage, the Consultant has completed the
following items:
Final Report - March 2017 ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia) xv
Draft Terms of Reference for the DED services;
Draft Terms of Reference for the subsequent construction supervision services;
Draft Terms of Reference for the community-based road safety awareness program
[CBRS].
72. Since the submission of the draft Final Report, the ADB’s fact-finding mission has
reviewed the contents of the proposed RNIP project. As confirmed in the MoU signed at
the end of the Mission, the Project content has been reduced to four sections of road -
although both sections included in this FS-2 assignment, were retained.
73. The scope changes however, have led to modification of the draft ToR’s previously
submitted. In summary, changes were required as a result of:
DED stage- services to extend for 6 months [in time for design approval by mid-Dec.
2017];
CS stage* - services to extend for 72 months [36 months during construction and 36
months intermittently, during the P-B maintenance stage].
CBRS stage- to cover only 4 corridors with services extending over a period of 60
months.
* NOTE: The signed MoU and PAM contains the ToR for the Construction Supervision stage
ser ice and is not reproduced herein. The Consultant has ho e er, re ised the ToR’s for both the DED and CBRS stages and the updated versions are included in Annex P hereto.
5.14 Project Administration details
74. Although to some extent superseded by the PAM recently published, the Consultant
has prepared some draft performance indicators for assessing economic/engineering
and environmental/social benefits respectively. These have been inserted into a draft
DMF* [pertinent to the FS-2 roads study only] together with tentative covenants for
consideration when finalizing the contents of the loan agreement.
75. The above items are outlined in Chapter 14 of this report including the draft DMF.
5.15 Study Conclusions and Caveats
76. At the end of the study the Consultant has established that, based upon the field
assembled during the feasibility study stage of the Project, the:
interventions needed to restore the surfaces of both roadways to the required
standard with appropriate durability, is reasonable;
Final Report - March 2017 ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia) xvi
investment required to achieve the rehabilitation is justifiable in economic terms;
physical work to be carried out is likely to lead only to transient and reversible
impacts in terms of both environmental and social conditions;
accruable benefits [e.g. savings in operating and travel time costs] can be expected
to outweigh costs;
a degree of climate change resilience is included [within limitations imposed by
budget availability and RoW boundaries];
significant increases in road users’ awareness of road safety issues are likely to be
achieved through the proposed CBRS program;
improved conditions for road users should be realized through the proposed
introduction of school safety zones and added signage at ‘blackspot’ locations;
major improvements in MPWT’s capacity for the regular monitoring of the condition
of the road network and the quality of construction operations, will be made through
the introduction of the proposed QA systems and laboratory network.
77. In terms of the next stage of the Project implementation, it will be important that the
design Consultant to be appointed, is able to confirm the:
extent of possible future consolidation of road embankments;
support strengths provided by the existing roadway sub-layers and sub-grade
materials;
axle loads application forecasts for the selected design horizon accurately reflect
possible future trends in axle configuration and gross vehicle weight limits for
international traffic;
suitability of the climate change resilience measures derived using the MPT’s FRMI
model and included in the preliminary design.
Final Report - March 2017 ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia) 1
1. Introduction
1.1 Background
1. The Government of Cambodia has requested the Asian Development Bank (ADB) for
support in the form of a Project Preparatory Technical Assistance (PPTA) for a proposed
Second Road Asset Management Project [RAMP-2]. This is a priority project in the
Government’s key infrastructure development agenda intended to provide a strong
foundation for the rehabilitation and future management of Cambodia’s national and
provincial road network assets.
2. To assist in the preparation of the main Project, Pyunghwa Engineering Consultants Co.
Ltd. (Korea) was engaged in 2015 to undertake the first part of the PPTA (TA 8784-CAM)
and has since substantially completed the feasibility study of 560 km roads (FS-1). The
draft Final Report was published in June of 2016 while the Final Report submission is due
imminently.
3. To supplement the above, the MPWT / ADB engaged SHELADIA Associates, Inc.
(SHELADIA) in association with TANCONS Co., Ltd. (Cambodia) to provide necessary
consulting services under a separate PPTA [Feasibility Study [FS-2]. This work was
focused on an additional 147 km of National roads located in provinces in the northwest
and the southeast of Cambodia. The Contract for FS-2 was signed on 30th June 2016
following contract negotiations during the period June 16-30, 2016. The ‘Notice to Proceed’
with this second part of the RAMP-2 Project was received via email on 30 June 2016.
4. The executing agency (EA) for the PPTA is the Ministry of Public Works and Transport
(MPWT) with the role of the implementing agency (IA) taken on by the Ministry’s PMU-3.
5. In addition to the SHELADIA team, ADB engaged two individual international consultants
with expertise in Environmental Impact Assessment and Social Development /
Resettlement issues. The two specialists undertook necessary field reconnaissance trips
and with support from national expert counterparts provided by SHELADIA. Reports and
related background documentation was produced in compliance with standard ADB and
MPWT practices.
1.2 Project Rationale and Study Objectives
Final Report - March 2017 ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia) 2
6. Roads are the principal mode of transport in Cambodia. The road network presently
managed by MPWT, consists of 2,243 km ‘primary national’ roads, 8,664 km of ‘secondary
national’ roads and 4,407 km of roads in the ‘provincial’ category. The MPWT Annual report
of 2015 indicated that in 2014, 83% of the primary national road inventory and 73% of the
secondary roads are in “good to fair” condition. Major length of national and provincial roads
have a double bituminous surfacing. With the rapidly increasing traffic (12% per annum
growth in registration of goods vehicles and goods traffic on national roads is observed to
grow at over 15% per annum in the last 5 years), there is a need for upgrading the main
road corridors with asphalt concrete surfacing to reduce the frequency of maintenance
interventions and give a better level of service. MPWT has realized this need for additional
spending on the road network and target to achieve maintainable asphalt concrete surfaces
on much of the ‘primary national’ road system by the year 2020.
7. The previous rehabilitation and upgrading programs have been largely achieved using
external funding sources while routine and periodic maintenance interventions have been
funded mainly by the government. However, with routine maintenance taking a major
portion of the annual maintenance budget allocation, there has usually been a lack of
adequate financing available for necessary periodic maintenance work. This lack of
dedicated funding has resulted in overall degradation of surface conditions in several
corridors.
8. Timely intervention in periodic maintenance and related climate change adaptation
measures are recognized by MPWT as being essential for the preservation of road assets
and the resulting increased demand for government maintenance fund allocations has been
identified. The ongoing rehabilitation and upgrading programs being implemented by the
government compound the problem by increasing the length of roads needed to be
maintained. Overall, the funding demand required for future network maintenance
interventions, can be expected to grow.
9. To address the problem, MPWT has traditionally sought the support of the ADB and other
multi-lateral funding agencies within the framework of the Infrastructure and Regional
Integration Technical Working Group (IRI-TWG). The proposed Second Road Asset
Management Project (RAMP-2) was formulated to help address the MPWT’s periodic
maintenance needs in both the national and provincial road networks. Under this project,
several corridors in each category have been studied with a view to identifying the level of
investment needed and the corresponding benefits to be gained in each - for the available
level of funding. The resulting Road Network Improvement Project (RNIP) is expected to
Final Report - March 2017 ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia) 3
address two sections of national and 3 sections of provincial network roads and rehabilitate
these roads to asphalt concrete surfacing and implement climate adaptation measures.
10. Sustainable maintenance. Road maintenance in Cambodia is traditionally carried out by
force account and past efforts to increase maintenance outsourcing has not been
successful. Currently only about 5% of the maintenance work is outsourced. In order to
improve the maintenance practices and to encourage the use of private sector in the road
maintenance, the project also includes the provision of performance-based maintenance
works within the two national road contracts This approach will ensure sustainable
maintenance of the road sections in the medium term as well as increasing the efficiency of
the work through the involvement of the private sector.
11. Quality Assurance. Following similar investments under earlier programs it was
recognized that there was a corresponding need to improve asset management capacity
within the MPWT, especially quality control and quality assurance. At present there is one
Central Laboratory which is an autonomous institution under MPWT based in Phnom Penh
and there is no other quality assurance set up to undertake quality audit of works within the
MPWT. The Central Laboratory is not in a position to carry out routine quality control testing
for road maintenance works due to its limited capacity and geographical location. In order to
strengthen the quality control of road maintenance works and smaller reconstruction works
where project level laboratories are not established, there is a need to develop a quality
assurance wing within MPWT and establish laboratory facilities in all regions/provinces.
With the establishment of quality assurance wing and laboratory facilities, MPWT will be
able to undertake all prescribed quality control testing regularly for all works being
undertaken and improve the quality of works and ensure sustainability of road investments.
The Government of Cambodia has requested ADB to include under the RAMP-2 project
concept means with which to enhance construction-stage, quality assurance functions
within MPWT.
12. The resulting RNIP project therefore includes proposal for strengthening of the quality
assurance within MPWT through the establishment of new / renovation of existing,
materials testing facilities. This is conceived as requiring the establishment of four facilities
initially located in the four major regional centers thus making testing facilities accessible to
most parts of the country. In subsequent phases, laboratories are proposed to be
established in more provinces. The project will also support establishment of a quality
assurance wing in MPWT, train the engineers and technicians in all quality control and
Final Report - March 2017 ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia) 4
quality assurance functions and help in running the system for one year thus ensuring the
long term sustainability of the quality assurance system within the MPWT.
13. The primary requirements of this second stage of the PPTA for RAMP-2 [i.e. FS-2] are to
carry out feasibility studies and related preliminary design work for two road sections of the
National Road network within the NR-1 and NR-6 corridors. The combined lengths of the
two sections is about 147 km. The location of the subject sections of the main corridors i.e.
NR-6 [49 km] in the northwest of Cambodia and NR-1 [97 km] in the southeast.
14. The PPTA was also required to review MPWT’s quality assurance system and formulate a
program including testing facilities for enhancing the quality assurance system. The two
sections of road featured in the study are indicated in Figure 1 below.
Figure 1: RNIP Project Road Locations
15. The scope of the work to be completed under the present PPTA [FS-2] for parts of national
road NR-1 and NR-6 features:
Final Report - March 2017 ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia) 5
(i) Undertaking of preliminary field work needed for feasibility study purposes [including
traffic and pavement condition surveys, environmental and social condition
assessments etc];
(ii) Determination of pavement rehabilitation needs and development of preliminary
design details;
(iii) Identification of required bridge maintenance interventions;
(iv) Review of additional drainage system capacity needs;
(v) Assessment of climate change risks identifying possible future impacts and
corresponding mitigation options;
(vi) Derivation of quantities of major work items and corresponding cost estimates;
(vii) Economic justification and sensitivity analyses for interventions on NR-1 and NR-6;
(viii) Review of financial management capacity within MPWT;
(ix) Preparation of relevant environmental and social/resettlement safeguard documents
for the two subject sections of national road;
(x) Investigations into ways to improve construction-stage, quality assurance within the
MPWT;
(xi) Design of a ‘pilot’ system for MPWT to provide aggregates of the required quality,
for road construction purposes;
(xii) Design of community-based road safety awareness program;
(xiii) Drafting of TOR documents for the procurement of professional services required for
the detailed design and construction supervision stages of Project implementation;
(xiv) Drafting of TOR documents for a community-based road safety [CBRS] awareness
program;
(xv) Preparation of a Project implementation schedule in bar chart format;
(xvi) Development of loan covenants and performance indicators for major disciplines, for
inclusion in the Project’s DMF.
16. The FS-2 study is to be conducted in a similar fashion to that previously undertaken for FS-
1 and the findings and recommendations of both studies, are to be combined into a single,
document to facilitate the MPWT and ADB approvals processes.
1.3 Project Services
17. The overall implementation period of the Study was agreed to be 3.5 calendar months with
a target completion date in November, 2016 and subsequently extended to January 2017.
18. Accordingly, the services of the Consultant began on 18 July, 2016, with the mobilization of
several senior members of the Consultant’s team including the International Materials
Final Report - March 2017 ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia) 6
Engineer the Deputy Team Leader and both the National Environmental and Materials
Specialists.
19. During that first week, the ADB-appointed International Environmental and
Social/Resettlement Specialists also mobilized to Cambodia.
20. Fully furnished office space was provided for the Consultants by the MPWT on the 4th floor
of their main office building in Phnom Penh. Office equipment provided by ADB under the
previous PPTA Contract for Consulting Services [FS-1], was taken over by the Consultant
for the duration of the present services.
1.4 Consolidation of RAMP-2 Study Reports
21. For ADB administrative and approval purposes, the results of the present study [FS-2] are
to be consolidated into the earlier report [FS-1] prepared by another consultant in 2015-16.
In particular, the subsequent effort included reviews and updating where deemed to be
necessary, of the environmental and social/resettlement documents produced for the NR-
67 corridor under the FS-1 study. With the inclusion of only FS-2 roads in the ensuing
RAMP-2 project for the National road component as confirmed during fact finding mission,
consolidation of FS-1 and FS-2 reports are no more considered required. Therefore, for the
submission of the Final Report for the FS-2 assignment however, the approach taken has
been to prepare a document covering only the project components included in the ensuing
project.
1.5 Timeline
22. Based upon a start date of mid-July, 2016 the target dates for the FS-2 assignment were
confirmed during the inception period, to be:
Inception Report [IR] - mid-August, 2016 [actual submission date Aug. 12];
Draft Final Report [DFR] - mid-October, 2016 [actual submission date Oct. 29];
Final Report [FR] - mid-November, 2016 [actual submission end of January
17 with two revisions incorporating the DFR review
comments].
Final Report - March 2017 ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia) 7
23. During the ADB fact finding mission carried out in November-December 2016, the following
additional milestones were stated in a ‘Memorandum of Understanding’ co-signed by ADB
and MPWT personnel dated December 01, 2016:
Management approval - March, 2017;
Overall Project approval - August, 2017.
2. Data Collection - Engineering
2.1 Reference Material
24. At the start of the assignment the Consultant made contact with relevant departments in the
MPWT to determine the availability and format of necessary background data. In the early
stages and through subsequent contact sessions, the team was able to acquire crucial
information from officers at the central and provincial office levels, including the following:
Traffic information including survey data from the Phnom Penh-Bavet Expressway
Study [Katahira, June 2015] and the Annual Traffic Volumes Report [MPWT, 2014];
Axle load records from the Ministry’s permanent weigh stations in Svay Rieng [Station
No. 1 on National Road NR-1] and in Siem Reap [Station No. 5 on National Road NR-
6];
Test Results of borrow and quarry materials 2004-2009 for NR6 [Siem Reap to
Kralanh];
Completion Report Dec.2010 of GMS: Cambodia Road Improvement Project [KCI];
Bridge inventory for NR-6— extracted from Completion report prepared by KCI for ADB
loan 1945 [PMU-3];
Road crash records [NRSC and RCVIS Reports 2014 and 2105];
Bridge condition surveys [MPWT 2014 JICA BMS];
Design drawings for NR-1 [Scott Wilson dated 1999];
Bridge inventory for NR1 per ‘good for construction’ [Scott Wilson dated 1999];
MPWT periodic maintenance programs for NR-6 [2014-16 completed and 2017
planned];
Unit prices for construction items [PPTA FS-1 dated June, 2016];
Final Report - March 2017 ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia) 8
RAMP-2 PPTA Draft Final Report [PPTA FS-1 dated August and September, 2016];
Bavet Dry Port Logistics Facility Pre-Feasibility Study Report [Norconsult, 2013].
25. In the area of Climate Change assessment, the Consultant was able to assemble date from
among the following publications:
Mekong River Commission, Roads and Floods, MRC Technical Paper No. 35, 2011;
Climate Change Impact and Hydrology, MRD June 2013;
Climate Change Adaptation Options, MRD May 2014 ;
Climate Change Adaptation Report August, MRD August 2014;
Reinforcing Community Flood Resilience, MPWT, August 2014;
Climate Change Resilient Roads, MRD October 2014;
Report on Knowledge Management, MPWT, June 2015;
Non-mandatory Guidelines for Flood Proofing Roads, MPWT September 2015;
Road Design Standard Changes Report, MPWT September 2015;
Flood Risk Management Interface [FRMI] Manual, MPWT September 2015;
Vulnerability Mapping Report, MPWT, January 2016;
Climate Modeling Report, MPWT, January 2016.
2.2 Field Reconnaissance
26. In the early stages of the study the Consultant made a series of general familiarization trips
to the NR-1 and NR-6 corridors. The main objectives were to confirm the start / end
locations of the subject sections of roadway, to become familiar with the existing conditions
and to meet with local representatives of the MPWT. Inventories compiled during initial
visits and subsequent trips are included in Annex A to this report.
National Road NR-1
27. The initial site visit was conducted on 25 July 2016 by the members of the team who were
joined by Mr. Nuon Lyhuon and Mr. Meas Keng, MPWT Vice-Directors of Svay Rieng and
Prey Veng Provinces respectively. The group carried out visual condition inspections of
several road and bridge features along the route. GPS readings were taken at the start and
end points of the road sections, at significant community boundaries and at major junctions.
Final Report - March 2017 ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia) 9
28. National Road NR-1 [also known as ASEAN Highway No.1 or AH1 begins at Phnom-Penh
(km 0+000) and ends at km 167+000* at Bavet City at the border with Vietnam. From
Bavet, the road continues as AH-1 towards Ho Chi Min City which is about 118 km from the
border crossing. The route crosses the Mekong River and its tributaries in several locations
and traverses the provinces of Kandal initially, then Prey Veng and Svay Rieng. The limits
of the present study are at km 62+150 [after the bridge across the Mekong River] and km
159+000 at the western edge* of Bavet [about 8km west of the international border]. The
scope of the study is therefore restricted to a length of about 97 km only.
* NOTE: A separate study is understood to be underway for Bavet City for the Urban
Development Authority. The development is expected to include proposals for the creation of a
separate truck border crossing to the north of the existing point which would probably require
the construction of a major road junction at the point where truck traffic would diverge from /
merge with the main traffic stream. MPWT have expressed a desire for the PPTA Consultant to
review and comment on possible junction layout options for that point.
29. During the site reconnaissance stage this section of the National road was found to have
the following features:
Terrain: flat.
Basic number of traffic lanes: 2.
Average carriageway width: 10.0 to 10.6 m overall;
Average hard shoulder width: 1.4 to 1.5 m;
Average embankment height: 1.0 to 2.0 m.
Type of asphalt surfacing: DBST.
Vegetation in parts of the route has reduced sight distances. Longitudinal drains in rural
areas: Intermittent.
Longitudinal drains in urban areas: concrete pipes / ‘U’ in parts.
Condition of riding surface: Fair with pot holes and cracks effectively sealed previously.
Rutting: Limited.
Drainage structures: 10 bridges plus boxes and numerous pipe culverts.
Urban areas: No bypasses exist at present - provision might be considered on
operational safety grounds [if loss-of-business concerns do not outweigh] at the
following locations:
Prey Veng Province: at Neak Loeng City, Kraol Kau, Svaychrum-Border;
Svay Rieng Province: Kampong Treabak; Svay Rieng City; Prasat Town; Prey
Chho.
Some sharper radius curves may need to be improved and/or warning signs installed.
Final Report - March 2017 ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia) 10
Sight distances and road geometrics for curves: Good*
* NOTE: A horizontal curve of about 600 m radius occurs in the vicinity of Bridge No. 5 [km
102] and represents the sharpest curve along the section of road in a non-urban area. However
it is above the MPWT design standard, of 240 m [for an 80 km/h design speed]. As the
alignment cannot be changed due to development and the bridge location, some warning
signage should be considered at the detailed design stage to improve operational safety.
National Road NR-6
30. This initial site visit was conducted on 27 and 28 July 2016 by senior team members
including the International Materials Engineer, the Deputy Team Leader and tow of the
National Specialists. The group was met by MWT’s Vice-Director, Mr. Kang Chantra and
other staff of Ministry’s Provincial Office in Siem Reap. The team was informed that the
subject section of road begins at km 317+000 in Siem Reap city and ends at km 367+000,
immediately before the bridge at Kralanh.
31. The Vice-Director also reported that the road surface was in ‘good’ condition from km 327
to km 333 but has been showing signs of distress from km 333 to km 367. As a result,
MPWT forces have been reconstructing from sub-grade level upwards, at a rate of about 5-
7 km/year depending upon Government budget allocations. Already 15 km had been
reconstructed and the riding quality at the reconstructed locations was now noted to be
‘good’. The remaining 34 km is planned for 2017.
32. National Road NR-6 originates at Phnom Penh but the length included in the present study
is limited to the portion between Siem Reap City (km 317) and Kralanh (km 367) just south
of the bridge crossing the Sreng River - the section al falls within Siem Reap Province.
From km 367onwards, the NR-6 continues through Banteay Meanchey Province to join with
NR-5 at Serei Saophoan in Banteay Meanchey Province. The study therefore covers a
length of almost 50 km.
33. The topography is relatively flat in nature but as the region is subject to periodic flooding
when the level in Tonle Sap rises, the road was constructed to be elevated above the
surrounding rice fields, up to heights of 5.0 to 6.0 metres. The route is predominantly on
tangent alignment with relatively gentle gradients.
34. This section of the National road was noted to have the following physical characteristics:
Terrain: flat.
Final Report - March 2017 ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia) 11
Basic number of lanes: 2.
Average carriageway width: 10.6 m overall;
Average hard shoulder width: 1.4 - 1.5 m.
Average embankment height: 3.0 m.
Type of surfacing: DBST in reconstructed sections, 50 mm AC in original sections;
Potholes and cracks: Most potholes and cracks already sealed and repaired;
Rutting: Moderate
Longitudinal drains in rural areas: Intermittent
Longitudinal drains in urban areas: undefined.
Drainage structures: Bridges 17 with some box culverts. Numerous pipe culverts.
Condition of riding surface: ‘Good’ from km 317 to km 33 and reconstructed sections.
Elsewhere ‘fair’ to ‘poor’.
Urban areas: No bypasses exist at present - provision might be considered on
operational safety grounds [if loss-of-business concerns do not outweigh] in Puok.
Rutting: Wheel path rutting around 10mm in 20% of the original road length.
Embankment slopes: The embankment is generally 3-4 m high and at approaches to
bridges, the height increases to 4-6 m. No major embankment slips were noticed.
Sight distances and road geometrics for curves: Good*
* NOTE: Reverse curves of about 350 m radii occur at approximately km 323 and km 333 but
they are all above the minimum radius per MPWT design standards, of 240 m [for an 80 km/h
design speed]. As the alignments cannot be changed due development and bridge location,
some warning signage should be considered at the detailed design stage again, to improve
operational safety.
2.3 Supplementary Traffic Surveys
2.3.1 Introduction
35. The Consultants collected and examined historical traffic survey information in order to
understand existing conditions along both of the project roads. First, the Consultant
collected and examined 2010 to 2015 historical traffic data from MPWT records.
36. Additional [secondary] sources of traffic volumes were also examined including past reports
relevant to the project roads and 2014 data from the Automatic Traffic Counting Systems
(ATCS) of MPWT. This data was then supplemented by classified volume counts
conducted during October, 2016 by the Consultant’s own trained teams.
Final Report - March 2017 ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia) 12
2.3.2 Historical Data
37. Historical traffic data from the year 2010 to 2015 was obtained from MPWT files and
reviewed by the Consultants. Data was found to be available several locations along NR-6
and NR-1 but only records from stations within the project limits were reviewed in detail.
The relevant information for NR-1 and NR-6 respectively, is included in Tables 1 and 2
below.
Table 1: Historical Traffic Data (2010-2015), NR-1
Kilometre Vehicle Type
Total M/C Car Minibus Bus LT T2ax T3ax T4ax+
2010
64+200 9580 2048 1341 142 415 361 338 312 14537
123+500 4966 1176 817 98 175 251 82 145 7710
128+850 5497 1069 494 143 141 160 57 107 7668
Average 6681 1431 884 128 244 257 159 188 9972
% of Total 67.0 14.4 8.9 1.3 2.4 2.6 1.6 1.9 100.0
2011
64+200 9924 2271 933 250 168 290 150 552 14538
123+500 7703 1185 461 135 83 202 49 189 10007
128+850 5909 902 278 104 108 152 45 208 7706
Average 7845 1453 557 163 120 215 81 316 10750
% of Total 73.0 13.5 5.2 1.5 1.1 2.0 0.8 2.9 100.0
2012
64+200 9961 2129 1400 148 432 384 356 346 15156
123+500 8109 880 537 126 167 181 58 259 10317
128+850 6103 720 526 138 178 118 28 198 8009
Average 8058 1243 821 137 259 228 147 268 11161
% of Total 72.2 11.1 7.4 1.2 2.3 2.0 1.3 2.4 100.0
2013
64+200 10572 2275 1540 163 476 422 392 383 16223
123+500 7911 1195 525 125 110 228 69 295 10458
128+850 5671 995 377 127 116 245 58 317 7906
Average 8051 1488 814 138 234 298 173 332 11529
% of Total 69.8 12.9 7.1 1.2 2.0 2.6 1.5 2.9 100.0
2014
64+200 11536 2430 1708 183 523 464 431 755 18030
123+500 8231 1278 573 140 147 253 107 362 11091
128+850 6005 1087 409 138 135 329 63 429 8595
Average 8591 1598 897 154 268 349 200 515 12572
Final Report - March 2017 ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia) 13
% of Total 68.3 12.7 7.1 1.2 2.1 2.8 1.6 4.1 100.0
2015
64+200 12946 2692 1980 212 614 538 501 848 20331
123+500 8622 1804 686 172 162 280 151 629 12506
128+850 6304 1567 697 141 290 601 118 556 10274
Average 9291 2021 1121 175 355 473 257 678 14370
% of Total 64.7 14.1 7.8 1.2 2.5 3.3 1.8 4.7 100.0
M/C = Motorcycle; LT = Light Truck; T2ax = 2-axle trucks; T3ax = 3-axle trucks; T4ax+ = trucks with 4 or more axles
Final Report - March 2017 ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia) 14
Table 2: Historical Traffic Data (2010-2015), NR-6
Kilometre Vehicle Type
Total M/C Car Minibus Bus LT T2ax T3ax T4ax+
2010
318+250 8734 4022 158 83 273 192 30 72 13564
366+500 1768 1623 8 25 81 72 95 104 3776
Average 5251 2823 83 54 177 132 62.5 88 8670
% of Total 60.6 32.6 1.0 0.6 2.0 1.5 0.7 1.0 100.0
2011
318+250 10348 2871 343 87 189 92 60 103 14093
366+500 2982 1911 181 45 90 125 66 156 5556
Average 6665 2391 262 66 140 109 63 130 9825
% of Total 67.8 24.3 2.7 0.7 1.4 1.1 0.6 1.3 100.0
2012
318+250 9659 3403 477 183 152 181 80 241 14376
366+500 3297 2093 164 67 117 116 127 266 6247
Average 6478 2748 321 125 135 149 104 254 10312
% of Total 62.8 26.6 3.1 1.2 1.3 1.4 1.0 2.5 100.0
2013
318+250 11875 3276 383 76 181 69 63 145 16068
366+500 3273 2229 300 78 272 63 57 156 6428
Average 7574 2753 342 77 227 66 60 151 11248
% of Total 67.3 24.5 3.0 0.7 2.0 0.6 0.5 1.3 100.0
2014
318+250 10285 3638 481 134 227 123 69 170 15127
366+500 3564 2582 332 83 283 141 104 173 7262
Average 6925 3110 407 109 255 132 87 172 11195
% of Total 61.9 27.8 3.6 1.0 2.3 1.2 0.8 1.5 100.0
2015
318+250 10615 4082 529 148 313 258 163 309 16417
366+500 3819 2824 407 103 317 290 250 776 8786
Average 7217 3453 468 126 315 274 207 543 12602
% of Total 57.3 27.4 3.7 1.0 2.5 2.2 1.6 4.3 100.0
M/C = Motorcycle; LT = Light Truck; T2ax = 2-axle trucks; T3ax = 3-axle trucks; T4ax+ = trucks with 4 or more axles
2.3.3 Traffic Composition
38. On both NR-1 and NR-6, motorcycles were found to be the dominating vehicle type. In the
time period of 2010 to 2015, motorcycles made up on average, 69% of traffic on NR-1 and
Final Report - March 2017 ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia) 15
63% of traffic on NR-6. Passenger vehicles, including cars, jeeps and vans, made up on
average, 13% of traffic on NR-1 and 27% of traffic on NR-61.
39. Buses, including mini, medium, and large buses, made up on average, 9% and 4% of traffic
on NR-1 and NR-6 and goods vehicles [including light trucks], 2-axle trucks and multi-axle
trucks, made up on average 9% and 6% of traffic respectively.
2.3.4 Traffic Growth Trends
40. Traffic volume has gradually increased between 2010 and 2015. Overall traffic volume has
experienced an overall growth of 7-8% per annum on both NR-1 and NR-6 increasing from
9,972 vehicles in 2010 to 14,370 vehicles in 2015 for NR-1 and from 8,760 vehicles in 2010
to 12,602 vehicles in 2015 for NR-6.
41. Motorcycles and passenger vehicles have experienced a growth rate of approximately 7%
per annum on both routes while buses have experienced a growth rate of approximately
10% and 5% on NR-1 and NR-6 respectively. Goods vehicles have experienced a high
growth rate of more than 10% in both corridors.
2.3.5 Consultant’s Surveys
42. To supplement the historical traffic data obtained from MPWT, the Consultants also
conducted project-specific, classified traffic volume counts. These counts were conducted
on October 5-7, 2016 simultaneously at approximately mid-point locations on each of the
project roads as indicated in Figures 2 and 3 below. The surveys were carried out for a
period of 24-hours on the first day and 16-hours for the remaining 2 days.
Final Report - March 2017 ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia) 16
Figure 2: 2016 Traffic Survey Location, NR-1
Figure 3: 2016 Traffic Survey Location, NR-6
43. The complete set of survey data collected is contained in Annex B to this report for
reference with the tables below indicating summaries of the findings.
Final Report - March 2017 ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia) 17
44. Using the standard MPWT groupings, vehicles were classified as motorcycles, tuk-tuks,
motoremok, sedan/wagon/van/taxi, mini-bus, light trucks, medium & large buses, medium
trucks (2 axles), heavy trucks (3 axles or more), dumps truck & tank lorry, semi-trailers and
full trailers (4 axles or more) - also non-motorized vehicles (koyun / etan). The 16-hour
counts were proportionally converted into their 24-hour equivalents for comparison. The
results of these surveys are summarized below in Tables 3 and 4.
Table 3: Classified Volumes for NR-1
Survey Date Vehicle Type
Total M/C Car
Mini Bus
Bus LT T2ax T3ax T4ax+
W, 5-Oct-16 13171 2505 940 244 682 198 155 691 18586
Th, 6-Oct-16 16476 2421 873 229 664 183 119 354 21319
F, 7-Oct-16 13895 2237 837 248 604 150 92 429 18493
Survey Avg. 14514 2388 883 240 650 177 122 491 19466
% of Total 74.6 12.3 4.5 1.2 3.3 0.9 0.6 2.5 100.0
M/C = Motorcycle; LT = Light Truck; T2ax = 2-axle trucks; T3ax = 3-axle trucks; T4ax+ = trucks with 4 or more axles
Table 4: Classified Volumes for NR-6
Survey Date Vehicle Type
Total M/C Car
Mini Bus
Bus LT T2ax T3ax T4ax+
W, 5-Oct-16 6820 3330 638 95 805 136 213 110 12147
Th, 6-Oct-16 6671 3210 642 110 665 175 154 178 11806
F, 7-Oct-16 7115 3078 572 88 782 95 196 122 12048
Survey Avg. 6869 3206 618 98 750 135 188 137 12000
% of Total 57.2 26.7 5.1 0.8 6.3 1.1 1.6 1.1 100.0
M/C = Motorcycle; LT = Light Truck; T2ax = 2-axle trucks; T3ax = 3-axle trucks; T4ax+ = trucks with 4 or more axles
2.3.6 Traffic Composition.
45. Overall, NR-1 has a higher traffic volume than NR-6 which can be attributed to its proximity
to Phnom Penh and its designation as ASEAN Highway No. 1 (AH1) connecting to
Vietnam. Motorcycles are found to be higher in NR-1 (75%) compared to NR-6 (57%), while
NR-6 has a higher percentage of passenger cars (27% compared to 12%). Buses generally
make up a similar percentage of traffic on both routes, while goods vehicles/ trucks make
up 7% of the traffic on NR-1 and about 10% of the traffic on NR-6.
Final Report - March 2017 ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia) 18
2.3.7 Hourly Variations
46. For both project roads, an analysis of the traffic data at 15-minute intervals indicated two
sets of peak hours, the first during the morning hours and second in the afternoons.
47. This likely indicates that the road usage is highly influenced by commuters. More than 80%
of daily traffic is observed during daylight hours on both NR-1 and NR-6. Hourly traffic data
indicate a fluctuating traffic flow pattern during daylight hours with hourly volumes ranging
from approximately 4-11% of the daily traffic for NR-1 and 5-20% of daily traffic for NR-6.
48. Tables 5 and 6 indicate the peak hour definitions, the volumes and the corresponding peak
hour factors (PHF) for both the morning and afternoon peak hours on the project roads. As
shown, most of the PHFs are around the 0.90 value indicating an even distribution of traffic
within each of the peak hours. Capacity analyses based on the procedures contained in the
Highway Capacity Manual 2000 (HCM 2000) indicate an existing level of service (LOS) of
‘D’ during the peak hours for both NR-1 and NR-6.
49. However after the year 2026, the LOS is likely to deteriorate to a level ‘E’ during the peak
hours on both routes and thus, it is possible that capacity augmentation might be required
in the future. This could be achieved by means of lane additions.
Table 5: Peak Hour Volumes for NR-1
Survey Date
AM Peak Hour PM Peak Hour
Peak Hour Peak Hour
Volume Peak Hour
Factor Peak Hour
Peak Hour Volume
Peak Hour
Factor
W, 5-Oct-16 8:00-9:00 2098 0.92 16:00-17:00 1694 0.89
Th, 6-Oct-16 6:45-7:45 2263 0.91 16:30-17:30 1717 0.98
F, 7-Oct-16 6:45-7:45 1922 0.90 14:00-15:00 1462 0.88
Table 6: Peak Hour Volumes for NR-6
Survey Date
AM Peak Hour PM Peak Hour
Peak Hour Peak Hour
Volume Peak Hour
Factor Peak Hour
Peak Hour Volume
Peak Hour
Factor
W, 5-Oct-16 6:15-7:15 1011 0.91 16:45-17:45 1044 0.93
Th, 6-Oct-16 6:15-7:15 1116 0.68 16:45-17:45 1009 0.94
F, 7-Oct-16 6:15-7:15 1087 0.86 16:30-17:30 1163 0.89
Final Report - March 2017 ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia) 19
2.3.7 Derived Base-Year Traffic Volumes (2016-17)
50. In order to derive traffic volumes for the ‘base’ year of 2016-17 to be used in this analysis,
the Consultants examined various sources of data, including the following primary and
secondary sources:
classified traffic volume counts conducted by the Consultants in 2016;
2014 data from the Automatic Traffic Counting Systems (ATCS) of MPWT;
2010 data from the NR-6 completion report and 2014 data from the monitoring and
evaluation report for NR-1;
4) 2010-2015 historical traffic data from MPWT.
51. Secondary data obtained from previous years, was projected based on regression analyses
and/or growth rates of economic parameters - including GDP, GDP per capita, population
and vehicle registration. Tables 7 and 8 present a comparison of the different traffic
volumes so derived for the base year of 2016.
52. Automatic Traffic Count Sensor data was available for the year of 2014 from MPWT
records. The location of the ATCS on NR-6 is fairly close to the location where the
Consultants conducted their classified traffic volume survey at Pouk (Siem Reap). However,
there are significant differences across the various vehicle types. In particular, the number
of motorcycles is significantly different from that found indicated by the classified counts.
This may be attributable to the fact that many motorcycles at survey stations travel on the
shoulders or motorcycle lanes and are therefore not detected by the ATCS. Other
discrepancies are thought likely to be due to inconsistencies in the categorizing of vehicle
types.
53. ATCS data was also available for NR-1 where a survey station is located near Bavet City
(PK 149+100). This location is different from the location of the classified volume counts
conducted by the Consultants (PK 124+250), and thus the data is not directly comparable.
Nonetheless, the Consultants have examined this data in relative comparison.
54. Historical traffic data for 2010-2015 from MPWT sources were also used to estimate 2016
volumes considering the wider coverage with multiple count locations and multi-year basis
of the data. The average of the 2 MPWT survey locations for NR-6 and 3 survey locations
for NR-1, were used in the regression analysis and growth rates for motorcycles, cars,
buses, and goods vehicles were determined and used to estimate 2016 average volumes.
Final Report - March 2017 ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia) 20
55. As shown in Tables 7 and 8, these projected volumes are comparable to the classified
volume counts collected by the Consultants. The total AADT (excluding motorcycles) are
approximately 5,000 vehicles on both NR-1 and NR-6. Since this historical data represents
MPWT’s method of vehicle classification (particularly with regards to goods vehicles), the
forecasted AADTs based on 2010-2015 historical traffic data from MPWT were adopted as
the base year traffic volumes for 2016 in this analysis. The detailed traffic composition for
base year derived from this data is given in Table 9.
Table 7: 2016 Base-Year Volumes, NR-1
Source
Vehicle Type Total / AADT
Total excl. MC M/C
Car/ Jeep/ Van
Bus Goods
Vehicles
Classified Traffic Volume Counts (2016) 14,514 2,388 1,124 1,440 19,466 4,952
Projected 2016 data based on 2014 ATCS data collected at Bavet PK 149+100
468 6,474 200 1,763 8,905 8,437
Projected 2016 data based on 2014 data from NR1 Monitoring & Evaluation Report
5,331 1,065 768 1,421 8,585 3,254
Projected 2016 volumes 9,614 1,902 1,239 1,753 14,508 4,894
Table 8: 2016 Base-Year Volumes, NR-6
Source
Vehicle Type Total / AADT
Total excl. M/C M/C
Car/ Jeep/ Van
Bus Goods
Vehicles
Classified Traffic Volume Counts (2016) 6,869 3,206 715 1,210 12,000 5,131
Projected 2016 data based on 2014 ATCS data collected at Pouk (Siem Reap) PK 331+840
514 6,253 108 975 7,850 7,336
Projected 2016 data based on 2010 data from NR6 Completion Report
5,817 2,390 551 541 9,299 3,482
Projected 2016 volumes 7,925 3,411 688 1,158 13,182 5,257
Table 9: Base Year Traffic Composition
Project Road
Vehicle Type (% of Traffic) Total
M/C Car Mini Bus
Bus LT T2ax T3ax T4ax+
NR-1 66.3 13.1 7.2 1.3 2.8 3.3 1.9 4.1 100.0
NR-6 60.1 26.0 3.9 1.3 2.9 1.9 1.2 2.7 100.0
Final Report - March 2017 ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia) 21
M/C = Motorcycle; LT = Light Truck; T2ax = 2-axle trucks; T3ax = 3-axle trucks; T4ax+ = trucks with 4 or more axles
2.4 Road Safety Appraisals
56. In order to help plan the required community road safety awareness strategy, the
Consultant carried out inspections in both sections of national road corridor. This work
involved interviews with local police and other authorities to collect names of communes,
resident populations and names / location of schools. Also the collection of data on present
road conditions including details of existing road signage and known crash ’blackspot’
locations. Recommendations for low cost safety treatments have been made for several
identified locations. The assembled data and road safety improvement measures are
contained in Annex C of this report.
57. The awareness campaign developed by the Consultant based on the above information, is
discussed in Chapter 12 of this report.
2.5 Pavement Condition Evaluations
58. The most critical aspect of the engineering part of the Study was identified as being
definition of the appropriate type of intervention needed for each section of road - and from
this, to estimate the costs and test the viability of, the required investment. This was
achieved using a two-stage process after the initial reconnaissance trips were completed in
both sections of roadway:
Stage 1 - Visual Condition Surveys;
Stage 2 - Surface Deflection Measurements.
2.5.1 Visual Surveys
59. During the first stage, experienced members of the Consultant’s team conducted detailed
inspections of both roadways in which observations on present conditions were recorded -
at regular intervals. The information gathered included:
General terrain and embankment height and drainage regimen data;
Roadway and shoulder surface types and conditions;
Cross-sectional dimensions,
Roughness indices and rut depths;
Overall condition rating in ‘good’, ‘fair’ and ‘poor’ classifications.
Final Report - March 2017 ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia) 22
60. The Stage 1 findings are presented in graphical form, in Visual Condition Survey Reports
included in Annex D of this report.
NOTE: In the case of NR-6, the Consultant was provided by MPWT’s Provincial office in Siem
Reap, with a strip map showing periodic maintenance interventions completed by direct labour
forces. These covered work completed in the years 2014 and 2015, work already committed
and underway in 2016 and further interventions planned for 2017. The locations of these works
were later added to the Consultant’s Visual Condition Survey Report for NR-6.
2.5.1 Falling Weight Deflectometer Surveys
61. In order to determine the strength of existing pavements in both sections of road, the
MPWT’s in-house FWD Unit was asked to quote then subsequently directed, to undertake
deflection surveys. In view of the constrained budget and timeframe available, the work
followed a modified approach* in which the spacing of load applications was set at 200
metres [rather than the usual 50 or 100 metre intervals normally used]. The tests were also
confined to the most heavily-trafficked lane only on each section.
NOTE: This was deemed to be adequate for the purposes of gathering indicative
information for preliminary design purposes on the basis that more extensive test programs
be undertaken during the future detailed design stages of project implementation.
62. The raw data provided by the MPWT’s Data Collection Unit is contained in Annex E of this
report while the interpretation of the results provided and the preliminary pavement designs
based upon them, are included in Chapter 4 below.
2.6 Sub-surface Materials Investigations
2.6.1 Overall Program
63. To complement the above field work and to provide initial details of in-situ, roadbed
materials properties and sub-grade support strength, a limited program of sub-surface
materials was undertaken. For this purpose, the MPWT’s Central Laboratory was asked to
quote prices then subsequently appointed, to complete a series of test pit excavations with
sample recovery and laboratory testing.
64. Again, as a result of the restricted budget and timeframe available, the program was only
able to provide ‘indicative’ details - again, this was considered to be sufficient for
preliminary design purposes. The work involved the following:
Final Report - March 2017 ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia) 23
National Road NR-1
Test Pit Locations: 5
Layers Sampled: 4
Field Tests Performed: 5 DCP & 20 Sand Replacement
Lab Tests Performed: Moisture Content, Plastic/Liquid Limits, Sieve Analysis,
Compaction & CBR, Soil Classification
National Road NR-6
Test Pit Locations: 5
Layers Sampled: 4
Field Tests Performed: 0
Lab Tests Performed: Plastic/Liquid Limits, Sieve Analysis, Abrasion, Extraction,
Soil Classification
65. The test results provided by the MPWT’s Laboratory are contained in Annex F of this report
while the interpretation of the information supplied and the preliminary pavement designs
based upon them, are again included in Chapter 4.
2.6.2 Other Observations
66. The reported use of sub-standard fill materials and/or limited compaction effort may have
led to ongoing settlement manifested by visible distress, in some stretches of both roads.
67. The PPTA stage work has identified the following potential problem areas and identified
some alternative approaches to the required road rehabilitation [including the use of a
DBST surface as an interim measure while further consolidation is allowed to take place].
These are also discussed in Chapter 4.
Table 10: Potential Areas of Ongoing Consolidation
Road No.
No. of Homogenous
Sections
Designated Sub-section
No.
Location [km to km]
Remarks
NR-1 [East]
3 2a
124+800 to 125+500
Causeway [Bridge No.7] Area in Svay Rieng - future settlement assumed [to be confirmed]
2b 125+500 to
128+500 Svay Rieng Bypass - 50% assumed to be prone to future settlement [to be confirmed]
NR-1 [West]
3 n/a - None assumed [to be confirmed]
NR-6 6
2 326+800 to
338+000 50% of all 3 sections assumed to be prone to future settlement [to be confirmed]. 2017 MPWT maintenance scheduled.
4 349+000 to
357+200
6 362+400 to
367+500
Final Report - March 2017 ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia) 24
2.7 Bridge Inspections
68. The list of bridges in each Section of road was confirmed using information provided by
MPWT from the respective Provincial inventory lists and details contained in the Bridge
Management System. The latter confirming that based upon regular inspections by staff,
that all bridges were presently [in 2015] considered to be in serviceable condition with no
need for major repairs etc.
69. The Consultant however, with a view to confirming the extent of any maintenance
interventions required that could be undertaken as part of the proposed road rehabilitation
work, carried out supplementary inspections during September and October, 2016.
70. Inspections were therefore completed for the following types and number of structures:
National Road NR-1 [Total = 17]
Single-span bridges: 6
Twin-span bridges: 11
Triple-span bridges: 1
National Road NR-6 [Total = 10]
Single-span bridges: 3
Twin-span bridges: 1
Multi-span bridges: 6
71. The findings of the inspections are reproduced in Annex G of this report using a standard
pro forma prepared in advance. The maintenance interventions recommended for each
structure are carried to the Bills of Quantities and included in the preliminary cost estimates
accordingly, see Chapter 4 below.
2.8 Hydrology
2.8.1 Overview
72. The Mekong River flows for almost 2,200 km from its source and decreases in altitude by
nearly 4,500 metres before it enters its lower basin where the borders of Thailand, Lao
PDR, China and Burma meet. Downstream of this point, the river flows for a further 2,600
km through Lao PDR, Thailand and Cambodia before entering the South China Sea
Final Report - March 2017 ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia) 25
through a complex river delta system in Vietnam. Cambodia lies within what is termed
Reaches 4, 5 and 6 of the river catchment with the boundary between Reaches 4 and 5 in
Kratie Province, being considered the point where the character of the flow changes from
being ‘channelized’ to ‘floodplain’. In the lower areas, the land is essentially flat and water
levels rather than flow volumes determine the movement of water across the region. As the
range in main channel water levels between the average wet and dry season conditions
can be as much as 12-14 metres, the effect in terms of flood impact on the flat terrain can
be extensive.
73. At Phnom Penh the main Mekong River is joined by the Tonle Sap River which drains
southwards from the Tonle Sap Lake in the northwest of Cambodia. The lake is the largest
body of freshwater in SE Asia and a key part of the Mekong hydrological system. Due to
fluctuations in the main system, the surface area of the lake changes from 3,500 km2 during
the dry months to a maximum of up to 14,500 km2 during the wet and depth variations
between a maximum of 6-9 metres and a minimum of 0.5 metres occur. This produces the
unique bi-annual flow reversal in the Tonle Sap River.
74. From data published on the extent of flooding in recent years - see Figure 4 below - it can
be seen that inundation in the Provinces of Prey Veng / Svay Rieng and Siem Reap did
affect the western and eastern ends of the section of NR-1 under study and more than 60%
of the length of the section of NR-6. Clearly there is some concern over the effects of
regular flood events and particularly any that may occur as a result of future changes in
climate.
Final Report - March 2017 ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia) 26
Source: WFO 2104
Figure 4: Extent of Flooding - 2011 & 2013 Events
75. During the Consultant’s field reconnaissance and subsequent inventory collection trips
some areas were noted to have inadequate longitudinal drainage provisions - either none
exists or is undersized and/or blocked. These result in stretches within some of the
developed areas that frequently have pools of water at the roadside with no apparent outlet
presenting both access difficulties and operational safety concerns.
2.8.2 National Road NR-1 Corridor
76. This part of the national road network lies within the flatlands characteristic of the lower
reaches of the Mekong River and as a result, is directly affected by the regular changes in
level. The section of the route under study is therefore similarly subject to regular flooding.
Under extreme weather events [such as the Ketsana event of September, 2009] flooding
becomes much more extensive and provision for protection against damage to the roadway
and other corridor assets in the preliminary design under the PPTA should be considered.
77. For preliminary design costing purposes, some allowance for increases in cross drainage
capacity by means of additional culvert units, has been made - see Chapter 4. Other
proposals to deal with the possible longer term effects of changes in climate have been
identified in Chapter 5. These represent options that could be adopted and for which
estimates of the incremental cost of providing such protection along with analyses of the
consequential risk of not incorporating them.
2.8.3 National Road NR-6 Corridor
78. This part of the national road network leis with gently sloping terrain close to the Tonle Sap
Lake - the shore of which is around 4 metres ASL in elevation. As a result of the major
fluctuations in lake size and flood depth brought about by the above variations in conditions
within the wider Mekong River system, the largely agricultural land surrounding the section
of the route presently under study, often becomes inundated for long periods - a condition
that is exacerbated by extreme events.
79. To allow for improvements to be introduced at the detailed design stage, allowance has
been made in the cost estimates for increasing cross culvert capacity - see Chapter 4.
Options for dealing with future changes in climatic conditions are again further discussed in
Chapter 5 with incremental cost estimates provided and analyses given of the risks
emanating for any decision made not to adopt them.
Final Report - March 2017 ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia) 27
2.9 Climate Change
80. The TOR for the FS-2 part of the RAMP-2 studies, require that the PPTA assesses climate
risk and vulnerability for the subject corridors. After identifying relevant contemporary
‘models’ and calibrating them a regional level, to define possible impacts on the roadways
concerned.
81. With the above objective in mind, the Consultant completed desk studies and investigations
from which the team was able to define the possible degree of impact and suggest a range
of features that could be introduced to the preliminary design in order to offset the effects of
future extreme weather events. The outcome of this effort is outlined in Chapter 5 of this
report with the complete technical report included in Annex I.
2.10 Unexploded Ordnance
82. While unexploded ordnance from the aerial bombing campaigns of the 1960s and 1970s
lies predominantly in the eastern and southern Provinces, north-western Cambodia has the
heaviest concentration of other ordnance, particularly minefields. The Cambodian Mine
Action Centre (CMAC) estimates that there may be as many as four to six million mines and
other pieces of unexploded ordnance still in place around Cambodia. Land mines or other
unexploded ordnance are widespread particularly in the rural areas of the eastern and
northern provinces where the two subject roads are located. While the two corridors are
national roads that have been long established and frequently maintained, the risk of
unexploded ordnance while low, still exists.
83. Maps giving indications of areas previously surveyed and cleared for the Cambodian
authorities by different specialist agencies exist - Figures 5 and 6 below show respectively,
areas where Level 1 Surveys were carried out in the years prior to 2008 and areas where
minefields have been recorded.
Final Report - March 2017 ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia) 28
Source: CMAA
Figure 5: Level 1 UXO Survey Data
Source: Halo Trust
Figure 6: Indicative Minefield Location Map
84. Both of the above indicate only limited evidence of deployment in the areas of the two roads
under study in Prey Veng/ Svay Rieng and in Siem Reap Provinces. However, it is
recommended that at the detailed design stage, desk studies be undertaken to confirm
previous research and any clearance operations completed. This should be followed by
field investigations by the appropriate authorities if found to be justified.
85. An awareness program to inform workers and local residents of potential dangers, should
also be considered for implementation during the construction work in consultation with the
relevant de-mining agencies [e.g. CMAC, Halo Trust].
Final Report - March 2017 ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia) 29
3. Data Collection - Environmental & Social Safeguards
3.1 Field Reconnaissance
86. A field trip was undertaken in mid to late July, 2016 by a team comprised of the two
specialists appointed by the ADB to undertake the environmental and social safeguard
studies and their respective national counterparts. This was done with the objective of
becoming familiar with conditions in the subject sections of the NR-1 and NR-6 corridors
and to make contact with member of the provincial management agencies to be involved.
Opportunity was also taken to hold some initial consultations with representatives of some
of the communes likely to be affected by the proposed road rehabilitation work.
3.2 Reference Material
87. During the initial data collection phase, information [in addition to the engineering material
described in Chapter 2.1] on the following subjects was assembled for team reference:
Environmental
Climatic - incuding temperature, rainfall and humidity statistics;
Topographic - including geological and geotechnical data;
Natural environment - including air / water quality and noise pollution;
Water resources and hydrology;
Biological resources - protected areas, landuse and ground cover details;
Wildlife.
Social
Demographic data [including age, gender, health;
Property ownership and land use;
Administrative arrangements;
Population statistics [including data on education, health, ethnicity, language, religion];
Schools;
Income and expenditure levels;
Levels of employment;
Vehicle ownership;
Project impact perception.
Final Report - March 2017 ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia) 30
4. Preliminary Design
4.1 Approach
88. For the purposes of establishing the economic feasibility of rehabilitating the two sections of
roadway, the Consultant conducted field and laboratory investigations to define the physical
properties and condition [in terms of support strength available] of the materials in the
present pavement surfaces and underlying layers. Using forecasts of the future traffic
loading for an assumed design horizon of 10-years, the appropriate maintenance
intervention in each identified ‘homogenous’ section was identified and the associated
intervention cost then calculated for each.
89. With a view to minimizing costs and both environmental and social impacts, the following
principles were adopted for the preliminary design* stage:
Retention of the existing lane widths;
Retention of the existing horizontal and vertical alignments;
Application of overlays in areas found to be in ‘sound’ condition after appropriate
surface repairs;
More intrusive rehabilitation in areas found to be in ‘warning’ and ‘severe’ categories
based on visual condition surveys and subsequent preliminary-stage, test results;
Adjustment of any areas found to have sub-standard crossfall;
Acceptance of existing shoulder widths except in cases where the standard minimum
dimension is not available;
Avoidance of tree removal other than in cases where unsafe sight distance restrictions
occur;
Containment of the rehabilitation work within the present RoW limits.
* At the future detailed design stage when topographical surveys and more extensive
geotechnical test data becomes available, the designer should re-check the above in view of
the adopted criteria for final design.
4.2 Design Standards
90. Reviews of existing conditions and the development of appropriate preliminary design
details was based on the following 2003 Cambodian Road Design Standards:
CAM PW.03.101.99 Part 1 - Geometry;
CAM PW.03.102.99 Part 2 - Pavement;
CAM PW.03.103.99 Part 3 - Drainage.
Final Report - March 2017 ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia) 31
4.2.1 Route Classifications
91. Based upon the above referenced standards manuals and with due regard to the inter-city
and international connector function of both roads, it was initially considered that they
should be classified as ‘strategic’ corridors. This would suggest that the appropriate
classification for each roadway would be ‘’R5 / U5’’ per Section 1.2.2.2 of the Cambodian
geometric standard referred to above. Within the context of the Asian Highway network,
minimum desirable standards have been proposed for international links. The
classifications and some of the associated geometric standards from both sources, are
reproduced below in Table 11.
Table 11: Cambodian and Asian Highway Standards
Standard Classification
[Rural / Urban]
Design Speed [Rural /
Urban] [km/h]
Min. Horizontal
Radius [m]
Min. Crossfall
[%]
Lane No. / Width [m]
Shoulder Width
[m] Remarks
Cambodia R5 / U5 100 / 80 255 2.5 to 3.0 2 / 3.50 3.00 Flat
terrain
Asian Highway
Class II 80 230 2.0 2 / 3.50 2.50 Level terrain
Sources: CAM PW.03.101.99 Part 1 and Asian Highway Classification & Design Standards, Annex II
4.2.2 Road Cross-section
92. Following field inspections carried out during the project inception period it was noted that
although existing lane widths generally comply with the above requirements, shoulder
widths - in rural areas in particular - are restricted to 1.5 m widths. However, in view of the
impacts [in terms of additional costs for incremental widening, land acquisition etc] it was
agreed with MPWT that a 1.5 m minimum dimension should be retained.
93. The preliminary design was therefore prepared using a basic carriageway sectional width of
10.0 metres* comprised of two, 3.50 metre wide traffic lanes with adjacent 1.5 metre paved
shoulders. The sections are shown in schematic form in Figure 7 below.
Final Report - March 2017 ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia) 32
Figure 7: Schematic Cross-sections
* In some of the major developed areas, the number of existing traffic lanes is 4 and shoulder
widths increase to up to 2.5 metres.
4.2.3 Intervention Types
94. As indicated in Section 2.5 above, the preliminary design was based upon 2016 pavement
conditions assessed by visual surveys and subsequent programs of both field and
laboratory testing.
95. The results of these programs are included in full in Annexes D and E but the general
approach to road rehabilitation adopted for the PPTA study, are summarized in Table 12
following:
Final Report - March 2017 ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia) 33
Table 12: Pavement Rehabilitation Methods
2016 FWD Condition
Assessment Proposed Intervention Remarks
“Sound Sections“
AC Overlay only Retain exising base and sub-base layers intact. Repair existing surface layer before applying tack coat and AC overlay.
“Warning“ Sections
AC surface over new granular base layer
Remove existing DBST surface materials. Retain exising sub-base layers intact but place additional granular materials to existing base. Place AC overlay.
“Severe” Sections and
Areas of Embankment Consolidation
New surface* over replaced sub-base and base course layers: In areas where consolidation
found to be complete - AC surfacing.
In areas where consolidation expected to continue - interim DBST surfacing.
Locations to be confirmed from more extensive geotechnical investigations and tests conducted at the detailed design. From these, estimate future settlement rates from geotechnical consolidation tests. Remove existing pavement layers and proof roall / re-compact existing sub-grade material. Place new sub-base and base course layers as well as surface materials.
4.3 Design Development
4.3.1 Alignments
96. Following the Cambodian geometric design standards for an assumed 100 km/h design
speed and maximum superelevation rate [emax] of 6-7%, the minimum horizontal curve
radius required would be of the order of 400 metres for sealed pavement surfaces in rural
areas.
97. The visual assessment process revealed that for the subject sections of NR-1 and NR-6
few if any, radii in the rural stretches fall below this value - though several superelevation
rates need to be checked during detailed design]. The shortest radii were observed to be
around 350 m and 600 m in km 103 [near Bridge No. 5] of NR-1 and in 333 and km353 of
km of NR-6, respectively. These values need to be confirmed during the required
topographical surveys and appropriate warning signage installed if deemed to be
necessary.
98. Being located in flat terrain, the longitudinal gradients of both section of road were noted to
be likely to not exceed the relevant maximum 3-5%. Again when topographical survey
becomes available during detailed design, all gradients and sight distances need to be re-
checked and appropriate warning signage installed if necessary.
Final Report - March 2017 ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia) 34
4.3.2 Traffic Projections
99. Based on historical records and reviews of vehicle ownership and general economic
condition trends, the traffic engineers prepared estimates of future growth rates for each of
the major vehicle classifications. Full details are reported in Chapter 6 of this report but are
also summarized below in Table 13.
Table 13: Adopted Traffic Growth Rates [5-year periods]
Vehicle Group 2016-20 2021-25 2026-30 2031-35
Motorcycles 7.7% 5.9% 4.6% 3.8%
Car/ Van/ Jeep 6.5% 5.3% 4.4% 3.9%
Bus 6.5% 5.1% 4.2% 3.8%
Goods Vehicles 8.3% 6.4% 4.9% 4.2%
4.3.3 ESAL Projections
100. Axle load data was retrieved for weigh stations in both the NR-1 and the NR-6 corridors
- i.e. for MPWT Station No. 5 at Bavet on NR-1 and for MPWT Station No. 1 at Pouk on
NR-6 respectively. Records were found to available for several years up to and including
the early months of the present year - for analysis purposes at the study stage, data for the
month of January, 2016 was used.
101. Standard axle loads per Cambodian pavement design guidelines were adopted for the
traffic loading forecasts. The, based on the base year traffic volumes given in Chapter 2
and applying the above growth rates calculations of standard axle load applications were
made. The estimated cumulative ESALs for the 10-year design period were as follows:
National Road, NR-1 16.5 x 106 ESAL or Traffic Class T7;
National Road, NR-6 8.5 x 106 ESAL or Traffic Class T6.
4.3.3 Subgrade Conditions
102. With reference to the restricted field [FWD and DCP] and laboratory test data available
at the study stage, a number of homogenous sections of road was identified in each
corridor. These are presented in Table 14 below together with the subgrade support
strengths assigned to each in the form of CBR values. By ORN 31 definition, the subgrade
classes are ‘S3’ and ‘S4’ for CBR ranges of 5-7 % and 8-14% respectively.
Table 14: Assigned Homogenous Sections & Subgrade CBR Values
Road No. Section 1 Section 2 Section 3 Section 4 Section 5 Section 6
NR-1 [East and
km 63.4 to 99.0
km 99.0 to 151.0
km 151.0 to 159.0
n/a
Final Report - March 2017 ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia) 35
West] 8-14% CBR 8-14% CBR 8-14% CBR
Class S4 Class S4 Class S4
NR-6
km 317.8 to 326.8
km 326.8 to 338.0
km 338.0 to 349.0
km 349.0 to 357.2
km 357.2 to 362.4
km 362.4 to 367.5
5-7% 8-14% 5-7% 8-14% 5-7% 8-14%
Class S3 Class S4 Class S3 Class S4 Class S3 Class S4
4.3.4 Pavement Design
103. A semi-structural approach* was adopted for preliminary design purposes based on
Cambodian design standards [published by the MPWT in 2003] and on Overseas Road
Note 31 - A Guide to the Structural Design of Bitumen-surfaced Roads in Tropical & Sub-
tropical Countries [published by the UK’s Transport Research laboratory in 1993]. This
replicated the procedure used in the corresponding FS-1 work completed in 2014 by PEC.
NOTE: Adopting a mechanistic/structural approach would require thicker pavement cross
sections and would lead to higher investment requirements. This evident from Charts 8 and
9 of the Cambodian Standards and ORN 31.
104. In accordance with definitions contained in the design guidelines, the following
pavement design parameters were adopted:
Design Period – 10 years.
Design MSA
o NR-1 [East and West] – 16.5 MSA
o NR-6 – 8.5 MSA
Design Traffic Class
o NR-1 [East and West] – T7 (i.e. the 10 to 17 MSA range)
o NR-6 – T6 (i.e. the 6 to 10 MSA range)
Design Subgrade Class
o NR-1 [East and West] – S4 (CBR 8 to 14%)
o NR-6 – S3 (CBR 5 to 7%) & S4 (CBR 8 to 14%)
105. Details of the design procedure followed for FS-2 and the results obtained, are
summarized below and included Tables 15 through 20 overleaf.
National Road NR-1.
Final Report - March 2017 ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia) 36
106. Given the importance of NR-1 as part of the Asian highway network, it is anticipated
that in future years there is likely to be a need for additional traffic handling capacity. This
might take the form of widening from the present 2-lane to 4-lane configuration. On this
basis, the Consultant has recommended a semi-structural design approach and a 10-year
design horizon in order to minimize immediate investment costs for what might turn out to
be only an interim stage intervention.
107. The PPTA Consultant has noted some stretches where pavement surface distress has
occurred and therefore recommends that some geotechnical investigations are conducted
during the DED stages. These would help define the cause of the apparent settlement of
the in-situ embankment materials and permit appropriate remedial action to be identified.
108. Regular maintenance [following on from the initial performance-based approach being
proposed] will be mandatory as will future reviews of road surface and traffic condition from
which to define the type and timeframe for the subsequent intervention.
National Road NR-6
109. Some sections of NR-6 also show considerable pavement distress and rutting, believed
to be due to secondary consolidation of subgrade and/or embankment fill materials*. Again
the Consultant recommends additional surface and sub-surface investigations during the
DED stage to determine materials properties and to estimate the degree of consolidation
achieved and importantly, the likelihood of ant future settlement.
* It is understood that during the original construction in the mid-2000s that some contractual
disputes arose due to the Contractor’s inability to meet the MPWT’s specifications for fills,
using the locally available fill materials. This is thought likely to have resulted in sub-standard
degrees of compaction being able to be reached in some stretches leading to recent and
possible future, subsidence. It is stressed that the location and extent of future consolidation
should be investigated during the detailed design stage so that appropriate allowance can be.
Final Report - March 2017
ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia) 37
Table 15: Preliminary Pavement Design, NR-1 [Part 1]
Final Report - March 2017
ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia) 38
Table 16: Preliminary Pavement Design, NR-1 [Part 2]
Final Report - March 2017
ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia) 39
Table 17: Preliminary Pavement Design, NR-1 [Part 3]
Final Report - March 2017
ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia) 40
Table 18: Preliminary Pavement Design, NR-6 [Part 1]
Table 4.2.2: PAVEMENT DESIGN RECOMMENDATIONS BASED ON ORN 31/CAMBODIAN STANDARD SPECIFICATIONS FOR
NR6
Design Traffic, MSA 8.5
Traffic Class T6 (6-10 MSA)
Sub Grade Strength Class S3 (CBR- 5 to 7%) & S4 (CBR- 8 to 14%)
Structural Catalogue (ORN 31) Chart 3 - Granular Road Base/Semi-Structural Surface
Pavement Composition
Status Surface Layer Type
and Thickness
Base Layer Type and
Thickness
Sub Base Type and
Thickness
Subgrade Type
and Thickness Remarks
NR6-Section I: 317.800 to 326.800 (Subgrade Class - S3)
Existing 70 mm Asphaltic
Concrete
200 mm thick Granular
Base Course
240 mm thick Sub Base
Course
SOUND' deflection values were
obseved during FWD testing for this
section(Please refer section
4.2).More over the existing AC
surface is found to be of good
quality. Considering these aspects a
minimal treatment is considered for
this section. A minimum AC overlay
of 50 mm thickness is
recommended.
Requirement for
semi-structural
surface as per
ORN 31
50 mm flexible
bituminous surfacing
200 mm Granular Road
Base, GB1 - GB3
350 mm thick granular
sub base
Final
Recommendation
Additional Overlay
of 50 mm thick
Asphaltic Concrete
after crack
sealing/repair of
existing AC surface
200 mm thick Granular
Base Course as
existing/Minor repair works
as required in areas of
prominent distress and
rutting
240 mm thick Sub Base
Course as existing/Minor
repair works as required
in areas of prominent
distress and rutting
Minor repair works
as required in
areas of
prominent distress
and rutting
Final Report - March 2017
ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia) 41
Table 19: Preliminary Pavement Design, NR-6 [Parts 2 & 3]
NR6-Section II: 326.800 to 338.000 (Subgrade Class - S4)
Existing 70 mm Asphaltic
Concrete
200 mm thick
Granular Base
Course
240 mm thick Sub
Base Course
This section shows considerable pavement distress and
rutting possibly due to secondary consolidation of subgrade
and/embankment fill. MPWT has designated this section to
be taken up for a complete reconstruction during the year
2017. Detailed investigations needs to be carried out during
the DPR stage to ascertain the consolidation characteristics
of the embankment fill and the founding soil. If investigation
reveals a possibility of further consolidation over the coming
years, pavement design has to be modified accordingly and
be redesigned for an effective subgrade CBR, by
considering the reduced strength of embankment
fill/founding soil. A complete reconstruction upto subgrade is
recommended for this section. A subgrade CBR of 8% or
more shall be ensured during reconstruction. The removed
asphalt planings, base and sub base materials can be
effectively used in the construction of improved subgrade (a
CBR value of greater than 8% can be expected while
adopting such a rehabilitation strategy).
Requirement
for semi-
structural
surface as
per ORN 31
50 mm flexible
bituminous
surfacing
200 mm Granular
Road Base, GB1 -
GB3
275 mm thick
granular sub base
Final
Recommend
ation
Asphaltic Concrete
surfacing of 50 mm
thickness after
removal of existing
distressed AC layer
200 mm thick
Granular Base
Course after
removal of existing
base layer
275 mm thick Sub
Base Course after
removal of existing
sub base layer
Sub Grade
CBR > 8% of
thickness
300 mm
NR6-Section III: 338.800 to 349.000 (Subgrade Class - S3)
Existing DBST Surface
200 mm thick
Granular Base
Course
240 mm thick Sub
Base Course
This section was completely reconstructed by MPWT during
2014-2016. By considering the fact that the section was
recently reconstructed by MPWT and by taking into
consideration the 'SOUND' deflection values observed during
FWD testing, a minimum AC overlay of 50 mm thickness is
recommended for this section.
Requirement
for semi-
structural
surface as
per ORN 31
50 mm flexible
bituminous
surfacing
200 mm Granular
Road Base, GB1 -
GB3
350 mm thick
granular sub base
Final
Recommend
ation
Additional Overlay
of 50 mm thick
Asphaltic Concrete
after crack
sealing/repair of
existing DBST
surface
Granular Base
Course as
existing/Minor repair
works as required if
areas of prominent
distress and rutting
are encountered
Sub Base Course as
existing/Minor repair
works as required if
areas of prominent
distress and rutting
are encountered
Final Report - March 2017
ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia) 42
Table 20: Preliminary Pavement Design, NR-6 [Parts 4, 5 & 6]
NR6-Section IV: 349.000 to 357.200 (Subgrade Class - S4)
Existing 70 mm Asphaltic
Concrete
200 mm thick
Granular Base
Course
240 mm thick Sub
Base Course
This section shows considerable pavement distress and
rutting possibly due to secondary consolidation of
subgrade and/embankment fill. MPWT has designated this
section to be taken up for a complete reconstruction
during the year 2017. Detailed investigations needs to be
carried out during the DPR stage to ascertain the
consolidation characteristics of the embankment fill and
the founding soil. If investigation reveals a possibility of
further consolidation over the coming years, pavement
design has to be modified accordingly and be redesigned
for an effective subgrade CBR, by considering the reduced
strength of embankment fill/founding soil. A complete
reconstruction upto subgrade is recommended for this
section. A subgrade CBR of 8% or more shall be ensured
during reconstruction. The removed asphalt planings, base
and sub base materials can be effectively used in the
construction of improved subgrade (a CBR value of greater
than 8% can be expected while adopting such a
rehabilitation strategy).
Requirement for
semi-structural
surface as per
ORN 31
50 mm flexible
bituminous
surfacing
200 mm
Granular Road
Base, GB1 - GB3
275 mm thick
granular sub base
Final
Recommendation
Asphaltic
Concrete surfacing
of 50 mm thickness
after removal of
existing distressed
AC layer
200 mm thick
Granular Base
Course after
removal of
existing base
layer
275 mm thick Sub
Base Course after
removal of existing
sub base layer
Sub Grade
CBR > 8% of
thickness 300
mm
NR6-Section V: 357.200 to 362.400 (Subgrade Class - S3)
Existing DBST Surface
200 mm thick
Granular Base
Course
240 mm thick Sub
Base Course
This section was completely reconstructed by MPWT during
2014-2016. By considering the fact that the section was
recently reconstructed by MPWT and by taking into
consideration the 'SOUND' deflection values observed
during FWD testing, a minimum AC overlay of 50 mm
thickness is recommended for this section.
Requirement for
semi-structural
surface as per
ORN 31
50 mm flexible
bituminous
surfacing
200 mm
Granular Road
Base, GB1 - GB3
350 mm thick
granular sub base
Final
Recommendation
Additional
Overlay of 50 mm
thick Asphaltic
Concrete after
crack
sealing/repair of
existing DBST
surface
Granular Base
Course as
existing/Minor
repair works as
required if areas
of prominent
distress and
rutting are
encountered
Sub Base Course as
existing/Minor repair
works as required if
areas of prominent
distress and rutting
are encountered
Final Report - March 2017
ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia) 43
Table 21 Contd: Preliminary Pavement Design, NR-6 [Parts 4, 5 & 6]
NR6-Section VI: 362.400 to 367.500 (Subgrade Class - S4)
Existing 70 mm Asphaltic
Concrete
200 mm thick Granular
Base Course
240 mm thick Sub
Base Course
This section shows considerable pavement
distress and rutting possibly due to
secondary consolidation of subgrade
and/embankment fill. MPWT has
designated this section to be taken up for
a complete reconstruction during the year
2017. Detailed investigations needs to be
carried out during the DPR stage to
ascertain the consolidation characteristics
of the embankment fill and the founding
soil. If investigation reveals a possibility of
further consolidation over the coming
years, pavement design has to be
modified accordingly and be redesigned
for an effective subgrade CBR, by
considering the reduced strength of
embankment fill/founding soil. A complete
reconstruction upto subgrade is
recommended for this section. A subgrade
CBR of 8% or more shall be ensured during
reconstruction. The removed asphalt
planings, base and sub base materials can
be effectively used in the construction of
improved subgrade (a CBR value of
greater than 8% can be expected while
adopting such a rehabilitation strategy).
Requirement for
semi-structural
surface as per
ORN 31
50 mm flexible
bituminous surfacing
200 mm Granular Road
Base, GB1 - GB3
275 mm thick
granular sub base
Final
Recommendation
Asphaltic Concrete
surfacing of 50 mm
thickness after
removal of existing
distressed AC layer
200 mm thick Granular
Base Course after
removal of existing
base layer
275 mm thick Sub
Base Course after
removal of existing
sub base layer
Sub Grade CBR >
8% of thickness 300
mm
Final Report - March 2017
ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia) 44
110. It should be noted that some stretches have been completely reconstructed by MPWT
during the period 2014-2016. These appear to correlate well with the 'SOUND'
categorization produced by the FWD test analysis, suggesting that the full depth
rehabilitation method is successful. However, in sections presently showing ‘WARNING’
and ‘SEVERE’ readings, different pavement rehabilitation strategies might be required as
follows:
1. AC overlay only [in areas found to stable];
2. Full depth rehabilitation with AC surface course [in areas where consolidation is
found to be substantially complete];
3. Full depth rehabilitation with* interim DBST surface [in areas where consolidation is
expected to continue].
111. For preliminary design, the Consultant has adopted AC surfacing for rehabilitation area.
It is recommended that during Detailed Engineering Design, the surfacing option to be
revisited [in areas where consolidation is expected to continue. The proposals are
summarized in Table 22 below:
Table 22: Maintenance and Rehabilitation Proposals
Corridor AC Overlay Areas Full-depth Rehabilitation with AC
Surface
NR-1
km 62.15 to 63.40
km 125.00 to 128.50
km 63.40 to 99.00
km 99.00 to 125.00
km 128.50 to 151.00
km 151.00 to 159.00
NR-6
km 317.80 to 326.80 Km 326.80 to 338.00
km 338.00 to 349.00 Km 349.00 to 357.20
km 357.20 to 362.40 Km 362.40 to 367.50
4.3.5 Drainage - Rural Areas
112. Subject to the confirmation of needs and the availability of appropriate system outlet
points to be determined at the detailed design stage, allowance has been made in the
preliminary cost estimates for improvements to the drainage system. These include the
installation of additional cross culverts in rural locations.
Final Report - March 2017
ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia) 45
113. The following Tables 23 and 24 indicate areas where such drainage improvements
might be installed - subject to confirmation after hydrological study.
Table 23: Additional Culvert Capacity, NR-1
Culvert Diameter [mm] Assumed No. of New / Upgraded
Crossings / Length [m]
1,000 12 No. x 12.5 m
1,200 30 No. x 14.0 m
Table 24: Additional Culvert Capacity, NR-6
Culvert Diameter [mm] Assumed No. of New / Upgraded
Crossings / Length [m]
1,000 12 No. x 12.5 m
1,200 23 No. x 14.0 m
4.3.6 Drainage - Developed Areas
114. Subject to the confirmation of needs and the availability of appropriate system outlet
points at the detailed design stage, allowance has been made in the preliminary cost
estimates for improvements in some of the urban drainage systems. These include the
installation of concrete ‘U’ drains with removable pre-cast concrete covers, and suitable
piped outlets to deal adequately with discharges. Figure 8 below shows some typical
problem areas where surface water is unable to drain adequately [NR-1 near Neak Leong]
and a potential solution using pre-cast concrete units [NR-1 inside Phnom Penh city limits].
Final Report - March 2017
ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia) 46
Figure 8:
Typical
Urban
Drainage
Problems / Soluti
on
115. T
he following Tables 25 and 26 indicate areas where such drainage improvements might be
introduced during detailed design - subject to agreement with the local authorities and
adjacent property owners.
Table 25: Potential Urban Drainage Upgrades, NR-1
District Approx.
Length [m] Left Approx.
Length [m] Right
Neak Loeang 200 400
Soeng Village 250 400
Yah Ry 300 200
Lvea 150 200
Kampong Trabaek [West] 150 100
Kampong Trabaek [East] 200 200
Kor An Doeuk [Prasak] 250 250
Kor An Doeuk [Kasabak] 300 350
Final Report - March 2017
ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia) 47
Kraol Kou [West] 350 350
Kraol Kou [East] 100 100
Svay Chrum 150 250
Krong Svay Rieng [E] 400 350
Prasaut 250 250
Chipu 250 300
Total = 7,000
Table 26: Urban Drainage Upgrades, NR-6
District Approx.
Length [m] Left Approx.
Length [m] Right
Puok [S] 350 450
Puok [N] 300 200
Kralanh 400 300
Total = 2,000
4.3.7 Utilities
116. Being strictly a road rehabilitation project with no cross sectional widening or revision of
horizontal and vertical alignments intended, no impact on exiting utilities within either
corridor, is expected.
117. However, during the detailed design stages [when topographical and more extensive
geotechnical survey work is to be undertaken], the design team should make contact with
the relevant owner-agencies. This is to ensure that all existing utility apparatus crossing or
adjacent to the work is recorded in the tender documentation and advance provision can be
made for any future system expansion that would require sub-surface crossings [i.e.
ducting] of the new road surface.
4.3.8 Bavet City Junction
118. During the PPTA kick-off meeting, the Consultant was asked by MPWT to provide some
assistance with the issue of intersection layouts at the eastern end of the NR-1 corridor in
Bavet.
119. Bavet is a community that falls under the GMS East-West Economic Corridor program
in which selected towns in Cambodia and neighboring countries may receive funds for
investment in urban infrastructure and municipal services, as part of an effort to stimulate
regional economic growth and poverty alleviation. Presently a study is underway, in which
Consultants [appointed by the MPWT and funded by the ADB] are identifying possible
Final Report - March 2017
ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia) 48
upgrades to municipal infrastructure in the Bavet area including increased road capacity
and new or upgraded water, wastewater and solid waste treatment facilities.
120. Being a Class 1, Cross-border Point [CBP] within the Greater Mekong Sub-region,
Bavet has also been a focus for studies of ways to improve international cross-border and
trans-shipment activities. A pre-feasibility study of a ‘dry port logistics facility’ [published by
Norconsult in January 2013] identified possible locations for a new site inside the Bavet city
limits. This was based on the concept that truck traffic required to travel through the
proposed facility should be segregated from other cross-border traffic flows.
Truck Route Alignment
121. While layout and site location options [two were identified] are still under study, a
common element seems to be a new truck route and crossing point some distance to the
north of the existing border zone. A possible route alignment is indicated in Figure 9 below
merging with / diverging from NR-1 near the municipal building complex site, at about km
159.
Source: CTDP Pre-feasibility Study, Bavet Dry Port Logistics Facility [Figure 2]
Figure 9: Bavet Truck Route Alignment [2013 Planning Concept]
Traffic Volume Projection
Final Report - March 2017
ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia) 49
122. The pre-feasibility study report estimated the cross-border truck volume in the last 10
years to have been 100 vehicles per day on average. It then projected increased rates of
120, 150 and 200 vehicles per day under three annual growth rate scenarios [see Pre-
feasibility Study, Tables 2 and 3]. The operational period assumed for the financial
assessment of the facility was 30 years.
123. The Consultant’s own 2016 traffic surveys indicated a total two-way figure of about
18,000 vehicles per day presently using this section of NR-1. This included about 5-6 %
trucks although the proportion of goods vehicles actually crossing the border was not
identified. For conceptual design purposes, this may be translated into 9,000 vehicles / day
in each direction [50% directional split assumed] in 2016-17 rising to about 20,000 vehicles
/ day at the end of a 20-year design horizon period [2037] - assuming a flat 4.5% annual
growth rate for all vehicle classes.
124. Based on assumed total traffic turning volumes and a 50% directional split of the
highest case [Scenario 3] truck volume through the dry port, an initial turning traffic diagram
was produced as shown in Figure 10 below.
Source: Consultant
Figure 10: Indicative Truck Route Junction Turning Volumes [2037 Horizon]
Junction Layout Options
Final Report - March 2017
ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia) 50
125. Based upon the above planning concepts, the Consultant has developed some
preliminary layouts for consideration during the future detailed design stages. Development
of these will require coordination with the local authorities and the planning consultant to
establish the following design criteria:
Western end of 4-lane cross section [at this stage the Consultant has assumed that the
truck route and the main junction on NR-1 will eventually form the boundary of the inner
city area and that the 4-lane road should extend that far];
The 2-lane to 4-lane transition should occur to the west of the truck route junction, for
operational safety reasons’;
Development of traffic volume forecasts to confirm that grade-separation is not
warranted;
Geometric details such as turning radii, lane taper rates and turning traffic storage lane
lengths;
Confirmation of function and lane configuration of truck route [i.e. 2 lanes only];
Confirmation of function and lane configuration of road to south of main junction [i.e. 2-
lanes or provision for future widening];
Requirements for property access [e.g. direct access or via future frontage roads etc];
RoW widths and overall junction footprint dimensions based on city planning documents
and topographical survey.
126. In the absence of the above details, the Consultant has prepared some preliminary
layout options* for a 4-leg at-grade intersection and a 4-leg rotary system as indicated in
Figures 11 and 12 below.
127. Although not expected to become part of the RAMP-2 project, the concepts may
contribute to the long term planning of overall transportation needs in the eastern end of the
NR-1 corridor.
* Design layouts subject to the confirmation of future flows for both truck and other traffic
classes as well as the design horizon.
Final Report – March 2017
ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia) 51
Source: Consultant
Figure 11: Bavet Truck Route Junction - Option 1
Final Report – March 2017
ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia) 52
Source: Consultant
Figure 12: Bavet Truck Route Junction - Option 2
Final Report – March 2017
ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia)
4.4 Quantity Estimates
4.4.1 Major Cost Items
128. In order to produce quantity estimates for preliminary design stage purposes, reference
was made to the standard MPWT Technical Specifications [Parts A and B]. In those
documents the following series of ‘Bills’ are listed each containing a number of Pay Items
with a corresponding method of measurement defined:
Bill No. 1 General
Bill No. 2 Earth Works
Bill No. 3 Sub-base and Base Course
Bill No. 4 Bituminous Work
Bill No. 5 Structures (Bridges)
Bill No. 6 Drainage and Protection Work
Bill No. 7 Ancillary Works
Bill No. 8 Unexploded Ordnance Clearance
Bill No. 9 Miscellaneous
Bill No. 10 Daywork
129. With a focus on items likely to require the most significant investment, calculations were
made of the quantities involved using actual dimensions. These items were assigned to the
major cost items list.
130. In cases where significant work could be expected but where detailed information was not
available at the PPTA stage [e.g. topographical, geotechnical and hydrological survey
information], quantity calculations were replaced by ‘allowances’ based on engineering
judgement.
4.4.2 Minor Cost Items
131. Similarly, for items of work expected to incur relatively low cost, dimensions were used
where they could be determined - otherwise an appropriate ‘allowance’ was assigned.
4.4.3 Bills of Quantity
132. The output from the quantity take-off exercise included a set of 10 BoQ sheets for each
section of national road. These take the form of 12 printed sheets for each, as included in
Annex H of this report.
Final Report – March 2017
ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia)
4.5 Cost Estimates
4.5.1 Unit Rates
133. In order to produce a quantity estimates for preliminary design stage purposes, reference
was made to bid prices received by MPWT for roadworks contract of a similar type and scale.
Also to prices for smaller force account work received from the Ministry’s Provincial offices.
134. Due note was also taken of the rates used in the other RAMP-2 / RNIP submissions
particularly those included in the September, 2016 cost estimate report prepared by PEC.
4.5.2 Rate Inflation
135. To bring older prices to a ‘base year’ of 2017 [assumed date of the bidding process for
RNIP], a small escalation factor was applied to some of the work items to allow for process
increases.
4.5.3 Contingencies
136. For the purposes of preliminary design [pending more accurate assessment following
detailed design, a physical contingency figure of 10% was applied to the civil works cost
estimate.
4.5.4 Other Costs
137. As with any major public sector project, a number of additional costs may be expected to
be incurred depending upon several factors including the terms of the final Loan Agreement.
138. Subject to confirmation during the detailed design stage of project implementation, for the
purposes of this study the following were assumed:
Physical Contingency Allowance (10%)
Price Contingency Allowance (approximately 9.25%)
Administration and Professional Services Costs [approximately 2.5%];
Land Acquisition & Resettlement (approximately 2.6%)
Recurrent Costs (approximately 5.0)
Financial Charges (approximately 3.5%)
Financial Charges during Implementation Stages [approximately 3.5%];
VAT and Duties assumed to be paid by RGC.
Final Report – March 2017
ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia)
4.5.5 Financial Cost Summary
139. Full details of the preliminary cost estimates [together with the individual Pay Items
involved, allowances made and relevant quantity and unit price information] is included in
Annex H of this report. A summary of the resulting overall cost estimates developed for the
two subject sections of national road is presented in Table 27 below:
Table 27: Estimated Project Costs
Item NR-1 [East] 48.00 km NR-1 [West] 48.00 km NR-6 [49.70 km]
Main Contract for Civil Works
USD 10.10 million USD 10.40 million USD 15.10 million
Performance-based Maintenance [36 Months]
USD 1.40 million USD 1.40 million USD 1.40 million
Physical & Price Contingencies
USD 2.10 million USD 2.10 million USD 3.00 million
Total for Civil Works USD 13.60 million USD 13.90 million USD 19.50 million
4.6 Performance-based Maintenance [PBM]
4.6.1 Background
140. Through the execution of a P-BM approach to road maintenance, risks are largely
transferred to the private sector where they often can be managed more effectively than by
Government. The end result from such an approach is that maintenance works of a higher
quality can be expected to be delivered resulting in a better level-of-service for road users.
Also that maintenance can be achieved at lower cost thereby enabling the release of
government funds for other purposes.
141. Several factors need to be considered when adopting PBM in order to achieve the
optimum return on investment. These include:
Management capability: the scope of the contract must be consistent with and
manageable by the relevant public authority.
Contract duration: the contract period should be long enough to transfer life-cycle risks to
private operators and yet be sufficiently attractive for private investors to secure return on
the required investment.
Innovation: the terms of the contract should encourage private operators to be efficient,
transparent and reliable;
Risk allocation: risks must be allocated to the contract parties in proportion to their ability
to bear them.
Final Report – March 2017
ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia)
142. Traditional contracts (i.e. in-put based contracts) for road maintenance have invariably
been based on a Bill of Quantity [BOQ]. In this approach, works are planned and designed by
the Client and the appointed Contractor is paid according to contractual unit prices agreed in
advance and on actual quantities of work carried out as controlled by an appointed
Supervisor.
143. This requires a substantial investment in personnel resources on the Client’s side and
constrains private sector efficiency in terms of planning, works design, innovation and
optimization of managerial skills. In addition, the Contractor’s interest is obviously to
maximize inputs generating the maximum profit often to the detriment of quality over the long
term.
144. Conversely, PBM places responsibility with the Contractor to visualize the amount of work
needed - both initially and over the full term of the contract - to achieve the required standard
of service and maintain it for the duration of his services. This encourages the Contractor to
plan ahead and to use the appropriate materials and construction techniques needed to
reduce ‘up-keep’ costs in subsequent years.
145. The differences between the two methods are outlined in Table 28 below.
Table 28: Differences in Traditional & PBM Approaches
Items In-put based (BOQ) PBC
Input & Output
Employer prepares BOQ for all maintenance works
Employer specifies performance standards. Contractor decides on method and estimates quantities / work needed to comply performance standards
Variation Employer bears all risk for variations in quantities
Contractor bears risk for variations in quantities unless otherwise specified in Contract
Supervision Employer or Supervision Engineer measures quantities of work completed by Contractor for payment
Supervision Engineer checks for compliance with standards and identifies defects affecting payment
Payment Payments based on quantities and may vary each period
Employer makes a lump sum payment each period less any penalties imposed for defects
Supervision Task
Employer retains Supervision Engineer for measurement and quality checks
Employer requires Supervision Engineer to do regular checks and inspections
Responsibilities Employer responsible for emergency work, public notifications etc.
Contractor responsible for all emergencies, road closures unless otherwise specified in Contract
4.6.2 Contractual Arrangements
146. Under the RAMP-2 project, it is MPWT’s intention to appoint a Contractor[s] to carry out the
required road rehabilitation work in the form of ‘backlog’ periodic maintenance interventions.
Subsequently, to be committed contractually to routine interventions for a fixed period [48-month
Final Report – March 2017
ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia)
durations are being considered] on an as and when required basis so as to keep the roadway and
other assets and a prescribed performance level.
147. The PBM Contract[s] will be awarded through a conventional open bidding (ICB/NCB)
process which is intended to encourage competitive prices resulting in lower costs to the
Government. The ADB MPWT Model Bidding Document will need to be been modified to include
additional contract provisions covering PBM work.
148. The Contractor[s] will be paid for the backlog rehabilitation based on measured quantities and
unit prices contained in the relevant BOQ. For the subsequent maintenance effort, the Contractor
will be responsible for identifying the need then designing and carrying out the work needed to
maintain the agreed service level defined by the performance standards in the contract. Definition
of the timing and nature of the maintenance interventions will be left to the Contractor as
temporary ‘owner’ of the roadways. The Employer will pay the Contractor a fixed monthly lump-
sum to defray the cost of the required maintenance works which will cover maintenance and
management costs as well as profit.
4.6.3 Cost Allowance
149. With reference to costs obtained from PBM work in similar locations and to estimates
contained in the other RAMP-2 study, the Consultant has estimated PBM maintenance activity
costs on a ‘’per km / per year’’ basis.
150. The resulting average figure of USD 9,100 / km /year has been included in the overall project
cost estimates for both NR-1 and NR- 6. Details of all of the quantity and cost estimates are
contained in Annex H to this report.
Final Report – March 2017
ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia)
5. Climate Change
5.1 General Approach
151. The forecasting of future changes in climate is not an exact science due to uncertainties over
interactions between the oceans, the atmosphere and the biosphere. However, the
Intergovernmental Panel on Climate Change (IPCC) is a U.N. sponsored body that has produced
a series of international assessment reports on the current state of climate change knowledge.
Through these efforts, IPCC has facilitated the development of Global Climate Models [GCM) that
can be used to establish possible future CO2 emission scenarios that might affect temperatures,
rainfall rates, wind speeds etc.
152. The latest IPCC report (No. 5) uses a “Representative Concentrations Pathway (RCP)” in
which different projections of changes in the balance of incoming and outgoing radiation to the
atmosphere are identified. A total of four scenarios were put forward known as “Representative
Concentrations Pathways” (RCP) and these include an optimistic version [RCP 3.0], a pessimistic
or worst-case version [RCP 8.5] and two intermediate versions [RCP 4.5 and RCP 6.0]. Usually,
one is selected as the base from which to downscale to a national level.
5.2 Cambodian Approach
153. While more than 20 different GCMs have been used to model possible climate change in
Cambodia, some were noted to have significant differences between predicted and actual
conditions. However, the most widely used model [i.e. that showed rainfall figures with errors of
less than 1.5 mm/day] was adopted by the MPWT for use in the development of the ‘’Flood Risk
Management Interface (FRMI) Version, 1.2’’. In the MPWT’s software the worst case or RCP 8.5
version is used.
154. The MPWT’s model was utilized for the present assessment of the vulnerability of the
sections of national road included in the RAMP-2 project for FS-2. By this means the magnitude
of flood risk and the order of magnitude of the investment needed to introduce suitable adaptation
measures, was developed for each corridor.
155. Full details of the analyses performed and the conclusions drawn from them are included in
Annex I to this report.
5.3 Road Section Vulnerability
156. Using the FRMI approach it was determined that for the predicted changes in temperature
Final Report – March 2017
ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia)
and rainfall patterns / intensity, the following levels of risks would arise.
5.3.1 NR-1 Assessment.
157. This segment was rated to be at “Low Risk” of flood impact initially moving to “Moderate” by
2055 under RCP 8.5 model conditions.
5.3.2 NR-6 Assessment.
158. This segment was found to be at “Moderate Risk” of flood impact until 2055, using the
MPWT’s FRMI package, again under RCP 8.5.
5.4 Mitigation and Adaptation Measures
159. A range of measures are available to mitigate against the impact of future changes in climatic
conditions. MPWT have produced a series of Design Guide Recommendations that address the
issue of the provision of climate proofing measures including:
Roadways
Increased height of embankment above predicted HW;
Relaxation of embankment side slope ratios;
All-weather wearing course surfaces e.g. AC, DBST, surface seals.
Drainage Systems
Additional waterway opening areas beneath bridges;
Additional cross-culvert capacity;
Debris deflectors and energy dissipaters;
Use of sub-drainage systems.
Surfacing on side slopes.
Erosion Controls
Anti-scour provisions at bridge sites;
Channel training / riprap bank protection;
Side ditch linings and ditch checks in areas of high flow velocity;
Retaining walls and gabions to stabilize slopes.
Operations and Maintenance
Increased routine maintenance intervention [e.g. cleaning of culverts and side ditches];
Prompt restoration of damaged assets following major rainfall and flood events.
Final Report – March 2017
ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia)
160. For the purposes of this feasibility study, the provision of some of the above items has been
assumed and corresponding cost allowances have been made to check the viability of the
required investment. During the subsequent detailed design stages when topographical and
hydrological information becomes available, these provisions and the costs associated with them,
will need to be confirmed.
5.5 Cost Implications
161. Initial identification of the cost of providing basis climate resilience measures has been carried
out see Table 48 and Annex H of this Report. A budgeting tool is also available for a preliminary
estimation of flood proofing initiatives using the MPWT’s FRMI package. In this, road segments
can be selected for rehabilitation and flood proofing measures such as road raising, replacement
of culverts, adding embankment protection and using A/C pavements. A number of combinations
can be compared. These will require further investigation during detail design.
Final Report – March 2017
ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia)
6. Economic Assessment
6.1 Introduction
162. The Second Road Asset Management Project (RAMP-2) proposes to undertake periodic
maintenance and rehabilitation needs of 560 km of roads in Cambodia. Pyunghwa Engineering
Consultant (PEC) Co. Ltd. (Korea) was engaged in 2015 and has completed the feasibility study
of the 560 km of roads for which the Draft Final Report (DFR) was completed in June 2016. To
supplement this, the MPWT/ ADB have sought additional consulting services to conduct
additional feasibility study of about 150 km of national roads, namely NR-1 and NR-6. The total
length of sections included under the additional feasibility study project is 147 km consisting of
approximately 97 km of NR-1 and 50 km of NR-6. The project will also include performance-
based maintenance for 3 years after completion of the maintenance and rehabilitation. The road
sections are selected as part of the development partner support for national roads (Infrastructure
and Regional Integration Technical Working Group (IRI-TWG) to achieve the national policy of
100 percent asphalt concrete surfacing of important national roads by 2020. The criteria for the
prioritization of specific road sections under this policy includes:
Annual Average Daily Traffic (AADT) higher than 3,000 vehicles per day;
High economic rate of return;
National roads that address poverty reduction, for example by facilitating agricultural
produce access to markets. The project road sections are due for periodic maintenance
and also repairs on select sections to maintain good level of service and to preserve the
road asset.
163. Both NR-1 and NR-6 are important links between the capital of Cambodia and the
neighboring countries of Vietnam and Thailand respectively. NR-1 is part of the Asian Highway
network {AH1] and is located in the southeastern part Cambodia. It passes through the provinces
of Kandal, Prey Veng and Svay Rieng beginning in Phnom Penh (km 0+000) and ends in the
Bavet City areas (about km 167+000) at the border with Vietnam. The project road section
however is limited to the portion between km 62+150, immediately after crossing a new bridge
across Mekong River and km 159+000. It is a 2-lane undivided roadway with an average
carriageway width of 10.6 m (including an average paved shoulder width of 1.4 m). The speed on
NR-1 is restricted to 40 km/hr along some horizontal curves whereas in straight stretches, the
maximum speed permitted is 80 km/hr. The presence of bushes along the ROW has reduced
sight distances in several areas.
164. NR-6, located in the Northwest region of Cambodia in the province of Siem Reap, also
Final Report – March 2017
ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia)
originates from Phnom Penh. The scope of the current study is limited to the portion between
Siem Reap City (km 317+000) and Kralanh (km 369+000), both within the province of Siem Reap,
immediately after crossing the bridge across Sreng River. NR-6 is also a 2-lane undivided
roadway. It has an average carriageway width of 10.6 m (including an average paved shoulder
width of 1.4 m), and its sight distances and road geometrics at curves are good.
6.2 General Approach
165. An economic evaluation of the proposed project components was undertaken. The project
road improvement consists mostly of periodic maintenance [i.e. surface strengthening] of two
sections of existing national roads with some intermittent stretches of rehabilitation in areas of
obvious distress. The rehabilitation work is expected to require removal of the existing pavement
structure with subsequent replacement of sub-base and base layer materials and surfacing.
166. The proposed project will not include addition of lanes or road widening but will restore full
road capacity for a two lane carriageway with paved shoulders by reinstating the earthen
shoulders and repairing paved shoulders and improvement of road condition. The improvement of
the road corridors will result in savings to road users and the society as a whole in the form of
reduced vehicle operating and time costs for passengers and freight traffic. There will also be
reduced costs in the form of reduced road maintenance costs with the improved roads. These
reduced costs, calculated over the project life, are compared with construction costs for the road
improvement option. The Highway Design and Management (HDM-4) model is used for
estimating the costs and benefits associated with both “without” and “with” project scenarios in
order to establish the economic viability of the proposed project.
167. Annual cost and benefit streams have been considered over a 12-year period from 2017 and
discounted to 2016 values using a discount rate of 12%. It has been assumed that works would
be implemented in the period of 2017-18, giving a benefit period of 10 years.
168. Economic viability can be expressed with a number of indicators incorporating the concept of
discounting and two of these have been calculated from the annual cost and benefit streams; the
Net Present Value (NPV) and the Economic Internal Rate of Return (EIRR). Normally the NPV
and EIRR will give the same indications of viability. The NPV is the difference between the
present value of costs and the present value of benefits. If the NPV is greater than zero the
project is considered to be viable. The EIRR is the discount rate at which the present value of
benefits equals the present value of costs, and thus provides a measure of the return on an
investment that illustrates the rate of return more readily than the NPV criterion. If it exceeds the
required discount rate then the project is considered viable.
Final Report – March 2017
ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia)
169. There are some theoretical limitations to the use of the EIRR, for example if net benefit
streams become negative in more than one period there will be more than one value for the
EIRR. However, this does not prevent viability being identified.
170. As is usual with internationally funded projects in Cambodia, the evaluation has been
conducted using the United States Dollar (USD) as the unit of currency. The prices for most
inputs used in the evaluation are quoted in USD, and so prices can be used directly used in the
analysis. Where prices quoted in Cambodian Riel (KHR) were used, they were converted to USD
assuming an exchange rate of 4,050 KHR to 1 USD. The analysis has used world prices and
local input costs are converted using a standard conversion factor of 0.981
171. The economic evaluation has been conducted on the conventional basis of constant prices
that is without taking the impact of inflation on prices into effect. In the case of fuel, the medium
term oil price of US $70 per barrel was considered to calculate the economic price of fuel.
Passenger time values are likely to increase in real terms that are faster than the general price
level, if economic growth rates above population growth are sustained. An allowance was made
for an increase in the real value of time savings.
Demand Analysis
172. Base year traffic demand was estimated from:
2010-2015 historical traffic data obtained from MPWT;
2014 traffic volume data from the monitoring and evaluation project of the Road
Asset Management Project-Phase 2.
173. Further traffic assessment was undertaken in mid-2016 by the Consultants. The base year
normal traffic derived (Chapter 2) is given in Table 29.
174. The traffic levels vary along the NR-1 corridor and the variation is more prominent in case of
motor cycles and therefore the average of traffic observed along the corridor is considered. In
case of NR-6 section, there is not much variation in traffic. NR-6 has the higher total traffic volume
compared to NR-1. NR-1 has a higher percentage of motorcycles (66.3% compared to 60.1%)
while NR-6 has a higher percentage of passenger cars (25.9% compared to 13.1%). The project
roads are well established road corridors and the maintenance and rehabilitation planned under
the project is not expected to result in generated traffic.
175. The project also includes for the provision of improved signage and road markings as well as
1 Using the ADB simplified method based on import and export trade data and taxes on import and export obtained
from the World Bank data series
Final Report – March 2017
ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia)
other traffic calming measures [e.g. at school zones] and community based road safety
awareness programs which will have a positive impact on reducing road crashes. However no
benefits / costs have been included in the analysis as the improvements are expected prevent
further increase in crashes with increase in traffic and reduced overtaking opportunities.
Table 29: Base-Year Traffic Volume for Project Roads
Project Road
Vehicle Type
Total M//C Car
Mini
Bus Bus LT T2ax T3ax T4ax+
NR-1 9,614 1,902 1,048 190 399 487 270 597 14,508
% of Total 66.3 13.1 7.2 1.3 2.8 3.3 1.9 4.1 100.0
NR-6 7,925 3,411 516 172 385 252 164 357 13,182
% of Total 60.1 26.0 3.9 1.3 2.9 1.9 1.2 2.7 100.0
M/C = Motorcycle; LT = Light Truck; T2ax = 2-axle trucks; T3ax = 3-axle trucks; T4ax+ = trucks with 4 or more axles
176. Traffic growth on a road facility is generally estimated on the basis of historical trends, both
the traffic on roads and vehicle growth, and growth forecast of both economy and population. The
available historical traffic data on the project roads, vehicle registration growth in the country and
economic parameters such as gross domestic product (GDP), GDP per capita and population
were analyzed to estimate vehicle growth elasticity in relation to these parameters and were
adopted for traffic projection.
177. Based on the analysis of historical traffic volume data (2010-2015), traffic growth on NR-1 by
category indicates annual growths of 6.8% for motorcycles, 6.1% for cars, 9.8% for buses, and
15.8% for goods vehicles in the past 5 years. NR-6 also experienced similar growth rates in 2010-
2015: 6.6% for motorcycles, 6.5% for cars, 5.4% for buses, and 23.8% for goods vehicles. In
comparison, Cambodia has observed a national growth in vehicle registration in the past 10 years
of approximately 14.3% (MPWT). The growth of registration by vehicle category indicate annual
growth of 14.8% for motorcycles, 11.1% for cars, 11.2% for buses, and 12.0% for goods vehicles.
178. Traffic growth projections were made based on 3 approaches, i.e., (1) time series projection
of vehicle registration growth, (2) time series projection of observed traffic on NR-1 and NR-6 and
(3) estimated transport elasticity from economic growth and vehicle registration growth. The first
and second approaches adopted fitting a straight line relationship to the observed data and
projected over the analysis period. For the third approach, a regression analysis was also
conducted to establish the relationship between vehicle growth and GDP growth in Cambodia.
Final Report – March 2017
ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia)
179. From 2010 to 2015, Cambodia’s gross domestic product (GDP) at constant 2010 US$ has
grown at an annual rate of 7.18% while the GDP per capita at constant 2010 US$ has grown at
annual rate of 5.46%. Elasticities of vehicle growth with respect to GDP growth were determined
for each vehicle type for the period of 2010-2015. These elasticities are 2.03 for motorcycles, 1.49
for cars, 1.52 for buses, and 1.68 for goods vehicles. Elasticity values reduce over time with
increased vehicle ownership and for future years elasticity values were reduced by 10% every 5
years.
180. GDP growth rates for the medium growth scenario for future time periods (i.e. 2014-17, 2017-
20, 2020-25, and 2025-35) were adopted from the Traffic Demand Forecast report of PEC, which
were based on the various economic projections by the Government of Cambodia and
international organizations/agencies. From these projected GDP growth rates and adopted
elasticity values, traffic growth rates were derived. The traffic growth rates estimated based on the
3 approaches are given in Table 30. Also given in the table are the growth rates estimated in the
PEC study for NR-8 and NR-67. NR-8 is located in the south-east of the country where NR-1 is
also located and NR-67 is in Siem Reap Province close to where NR-6 is located.
Table 30: Traffic Growth Rates (%) using Different Approaches
Vehicle Type 2016-20 2021-25 2026-30 2031-35
1. Time series projection of vehicle registration growth
Motorcycles 7.7% 5.5% 4.3% 3.6%
Car/ Van/ Jeep 5.9% 4.6% 3.7% 3.1%
Bus 6.1% 4.7% 3.8% 3.2%
Goods Vehicles 5.8% 4.5% 3.7% 3.1%
2. Time series projection of historical traffic volumes in NR-1 and NR-6
Motorcycles 4.4% 3.6% 3.0% 2.6%
Car/ Van/ Jeep 5.2% 4.1% 3.4% 2.9%
Bus 5.3% 4.2% 3.5% 3.0%
Goods Vehicles 9.8% 6.5% 4.9% 3.9%
3. Estimated transport elasticities from economic and vehicle registration growth
Motorcycles 10.9% 8.7% 6.5% 5.2%
Car/ Van/ Jeep 8.4% 7.3% 6.0% 5.7%
Bus 8.1% 6.4% 5.2% 5.2%
Goods Vehicles 9.3% 8.1% 6.2% 5.7%
4. Growth rates used for NR-67 (from PEC analysis)
Motorcycles 4.94% 4.56% 4.39% 4.15%
Car/ Van/ Jeep 7.36% 6.50% 5.72% 5.04%
Bus 7.36% 6.50% 5.72% 5.04%
Final Report – March 2017
ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia)
Goods Vehicles 7.13% 6.11% 5.65% 4.95%
5. Growth rates used for NR-8 (from PEC analysis)
Motorcycles 5.25% 4.97% 4.45% 4.05%
Car/ Van/ Jeep 5.42% 5.24% 5.05% 4.87%
Bus 5.42% 5.24% 5.05% 4.87%
Goods Vehicles 6.04% 5.65% 5.30% 5.13%
181. The traffic growth rates by time series data underestimates over a longer period in a growing
economy and the elasticity method may predict on the higher side. Therefore, average of growth
rates obtained from the three approaches have been adopted for the NR-1 and NR-6 corridors
and are given in Table 31.
Table 31: Adopted Traffic Growth Rates (%) for Analysis Period
Vehicle Type 2016-20 2021-25 2026-30 2031-35
Motorcycles 7.7% 5.9% 4.6% 3.8%
Car/ Van/ Jeep 6.5% 5.3% 4.4% 3.9%
Bus 6.5% 5.1% 4.2% 3.8%
Goods Vehicles 8.3% 6.4% 4.9% 4.2%
6.4 Economic Costs
182. The project design includes predominantly periodic maintenance interventions with
asphalt concrete surfacing but with some rehabilitation required in areas of obvious distress
where indicated by the preliminary FWD test and visual condition inspection programs
completed.
183. The economic costs of the project therefore comprise of (i) both periodic and
rehabilitation costs as well as (ii) incremental cost of road maintenance over the analysis
period. The economic evaluation of the proposed project components was undertaken on this
basis.
Maintenance and Restoration Costs
184. Based on the engineering analysis of pavement deflection data and pavement
investigations, maintenance overlay was designed along with areas that require
Final Report – March 2017
ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia)
repair/rehabilitation and specific cost estimates have been produced based on the design.
The costs estimated include in addition to the maintenance and repair/rehabilitation,
restoration of paved shoulder and earthen shoulder, repair of drainage and protection works,
provision of drainage, footpath and parking in identified built up sections, signs, markings
and road safety measures in built up areas and school zones. The project does not include
widening or new structures. It is assumed that civil works will be implemented starting 2017
and completed in 2018.
185. The cost estimates are based on 2016 costs and is given in Table 32. Financial costs
were converted to economic costs in line with ADB guidelines.2 All estimated project costs
and benefits are measured in 2016 economic prices expressed in US dollars. Being a
maintenance and restoration project, no salvage value is considered for the project
investment.
Table 32: Construction Cost of Road per kilometre
Code
Road Condition Approx. Cost of Restoration + 10% Contingency ($/km)
Start-End Approx. Length
(km)
Carriageway Width (m)
Surface Type
Financial Economic
NR-1 62+150 to 159+000 97 7.0 AC 220,846 206,635
NR-6 317+000 to 369+000 50 7.0 AC 352,113 326,649
Maintenance Costs
186. To calculate the incremental cost of maintenance, both the ‘with project’ and ‘without
project’ option maintenance regimes were assumed to include routine maintenance, and
patching of damaged areas. Purely routine maintenance procedures include drain clearance,
grass cutting and traffic sign repair, etc. Maintenance unit costs adopted are given in Table
33.
Table 33: Maintenance Scenarios
Case Type of
Maintenance Standard
Unit Cost
Economic Cost ($)
Criteria
‘Without project’
Routine Maintenance
Annual Routine (Miscellaneous)
km 2,000 Annually from
2017
‘With project’
Improvement Restoration Work km As shown in Project cost
Until 2018
Routine Maintenance
Maintenance km 2,000 Annually after
2018
2 ADB. 1997. Guidelines for the Economic Analysis of Projects. Manila, Philippines.
Final Report – March 2017
ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia)
6.5 Economic Benefits
187. The main quantifiable economic benefits are vehicle operating cost (VOC) savings and
savings in travel time. Other benefits include improved riding comfort and environmental
benefits which are not easily quantifiable and therefore not included in the analysis.
VOC Savings
188. To quantify VOC savings, technical and operational characteristics of the vehicle fleet
were assessed. This included the price of vehicles, tires, lubricants and fuel, as well as
maintenance and vehicle operation staff costs. These were adopted from the DFR completed
by PEC in 2015. The prices were updated to 2016 prices considering inflation. Fuel price was
adapted to reflect crude oil prices of US$ 70 per barrel expected in the medium term. In
calculating the economic price of fuel, import duty, special tax and value added tax (VAT)
have been subtracted from the retail price. This is shown in Table 34 below.
Table 34: Gasoline Prices [2016]
Type Financial Price
(US$ / litre)
Economic Price
(US$ / litre)
Gasoline Regular 0.83 0.64
Diesel 0.76 0.65
Travel Time Cost Savings
189. Travel time savings have been calculated based upon the vehicle speed relationships
included in the Highway Design and Management (HDM-4) model. These identify the number
of minutes saved for each vehicle trip. These benefits have been monetized by applying
values of time estimated for different categories of road users. The values of time were
adopted from the PEC study in 2015 where it was derived based on the average wage
method. The values of time were updated to 2016 levels by increasing them by 5% per
annum in line with the per capita income growth. Non-working time is valued at approximately
33% of working time. The values adopted are given in Table 35.
Table 35: Adopted Values of Passenger Working and Non-Working Time
Vehicle Type Value of Time (US$/hr)
Work Non-Work
Final Report – March 2017
ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia)
Motorcycle 0.74 0.25
Car 2.98 0.98
Bus 0.41 0.14
Source: Pyunghwa Engineering Consultants Co. Ltd. (Korea), Draft Final Report. ADB TA 8784-CAM: Second
Road Asset Management. June 2016.
190. For freight vehicles, the time value for cargo is the cost per vehicle-hour delayed of the
cargo carried. The value is considered low for agriculture products, construction materials,
chemical products, and other semi-manufactured products. No time value for cargo has been
adopted in this analysis as the quantum of savings will not have an impact on the end users
inventory cost.
6.6 Results of Economic Analysis
191. An economic analysis has been carried out using standard appraisal methodology for
road projects. The proposed project will be implemented as one contract package each for
NR 1 and NR 6 corridors. The analysis compared the incremental benefits of reductions in
VOCs and travel times resulting from the project with the initial investment costs and changes
in operation and maintenance costs over a 12 year appraisal period including the
construction period. The results of the economic analysis are summarized in Table 36,
expressed in terms of the key economic indicators, namely benefit-to-cost ratio, economic
internal rate of return (EIRR) and net present value (NPV) at a 12% discount rate. The results
indicate that the project has a rate of return well above the opportunity cost of 12%. The cost-
benefit streams are given in Table 37.
Table 36: Results of Economic Analyses
Corridor EIRR (%) NPV (US$ million)
NR-1 24.9 9.60
NR-6 19.9 4.30
Both Corridors 22.8 13.90
Note: EIRR – Economic Internal Rate of Return; NPV – Net Present Value
Table 37: Cash Flow Streams for NR-1 and NR-6 Corridors
Year Incremental Costs Incremental Benefits
Net Benefits Capital Works
Maintenance Works
VOC Time
2016 0.00 0.00 0.00 0.00 0.00
2017 0.00 0.00 0.00 0.00 0.00
Final Report – March 2017
ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia)
2018 36.25 -0.68 0.00 0.00 -35.56
2019 -1.74 -0.32 5.28 0.37 7.71
2020 0.00 0.00 5.87 0.34 6.21
2021 -3.39 -0.03 7.13 0.47 11.01
2022 0.00 0.00 7.14 0.50 7.63
2023 0.00 -0.42 8.28 0.65 9.35
2024 -1.74 -0.37 9.79 0.91 12.82
2025 0.00 -0.48 9.97 0.69 11.14
2026 -3.39 0.69 11.58 0.92 15.19
2027 0.00 0.48 9.93 0.92 10.37
2028 0.00 0.23 10.99 1.24 12.00
*All costs in million USD EIRR (%) 22.8%
EIRR = Economic Internal Rate of Return, NPV = Net Present Value NPV $13.90
192. Sensitivity analyses were carried out to investigate the robustness of the economic
viability of the project to cost over-runs and benefit reductions. The cases analysed are:
Case I Base Cost and Base Benefits
Case II Construction Costs increased by 15%
Case III Vehicle operating costs (VOC) reduced by 15%
Case IV Construction Costs increased by 15% and VOC reduced by 15%
Case V Base year traffic reduced by 20%
Case VI Value of time benefits excluded
193. The results of the sensitivity analyses for the road corridors are given in Table 38. As
shown, with an increase in capital costs by 15% and a reduction in benefits by 15%, both
project corridors still has an EIRR of above 12%. Based on the economic analysis of the
project options, as well as on the engineering and traffic assessment, the proposed project is
recommended for implementation.
Table 38: Sensitivity Analysis Results
Corridor Sensitivity Scenario - EIRR (%)
Case I Case II Case III Case IV Case V Case VI
NR-1 24.9 21.1 21.1` 17.5 18.5 24.0
NR-6 19.9 16.2 16.3 12.9 13.3 17.0
Both Corridors
22.8 19.0 19.1 15.5 16.3 21.1
Final Report – March 2017
ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia)
7. Financial Considerations
7.1 MPWT Financial Performance
194. The road network managed by MPWT consists of 2,243 km primary national roads, 8,664
km of secondary national roads and 4,407 km of provincial road. The MPWT Annual report
2015 indicates that in 2014, 83% of primary national and 73% of secondary roads are in good
to fair condition.
195. The rehabilitation and upgrading has been largely accomplished using external funding
while routine and periodic maintenance was funded mainly by the government. The
maintenance funding by the government has grown to about US$ 67.5 million in 2016
compared to US$70 million budgeted for rehabilitation and upgrading as shown in Table 39.
Over the last 5 years maintenance funding has been about 55% of the total MPWT budget
and this has yielded good results.
Table 39: MPWT Budget Allocation for Maintenance & Upgrading (US$ million)
Budget 2012 2013 2014 2015 2016 5-Year Total 5-Year
Average
Road Maintenance 20.3 79.8 56.4 66.0 67.5 290.0 58.0
Road Investment 37.4 30.9 40.4 61.3 70.0 240.0 48.0
Total 57.7 110.7 96.8 127.3 137.5 530.0 106.0
Source: MPWT, May 2016
196. Realizing the importance of sustainable maintenance, MPWT also has taken ADB and
WB funding for rehabilitation and periodic maintenance through the Road Asset Management
Project (RAMP). The continued rehabilitation and upgrading projects implemented by the
government with external support add on to the roads that need to be maintained and thus
increasing the maintenance funding needs. The Fund for Road Maintenance and Repairs
(FRMR) established in 2000 generate revenue with fuel levies of 2 US Cents and 4 US Cents
per litre on gasoline and diesel respectively, since 2002 and the total revenue was $40m in
2010, $48m in 2011, $53m in 2012, and $56m in 2014 as per the PEC report. The PEC study
suggest raising the rates of levy with oil prices likely to stay relatively low for a few years.
Final Report – March 2017
ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia)
197. An increase of 100% would result in revenue sufficient to cover maintenance and to
speed up the upgrading and rehabilitation by which vehicle operating costs and transport
user costs would be reduced. However, this has not been accepted by the government and
therefore chances of increased fuel levy is very low. The fund is managed by the Ministry of
Economy and Finance (MEF) and is not an earmarked fund for maintenance. The MEF is
committed to increase the maintenance funding and the past allocation indicate an annual
increase of over 8 percent compared to inflation in the 2-4 % range.
198. The fuel levy revenue has increased from US$40 million in 2010 to US$56 million
indicating a growth rate of about 9 percent. The traffic growth has been higher in recent years
and fuel cess revenue growth can be taken at 10% annum for the next 10 years, the fuel
revenue will increase to US$175 million (US$ 141 million with 8% annual growth). On the
maintenance cost side current requirement is estimated at US$120 million and if we assume
a 3% inflation, the maintenance cost requirement in 10 years will be US$161 million which
indicate if the growth trend in fuel levy and inflation as assumed continue, in 10 years the fuel
cess revenue will be sufficient to meet the maintenance needs. The network expansion will
add to the maintenance needs but the allocation required over the revenue will be much less
compared to today. The RAMP project will help the GOC Bridge the maintenance funding
gap in the short term and the medium and long term outlook for maintenance funding is
positive as shown above.
7.2 Finance Plan
199. The provision of maintenance funds for MPWT has increased annually and will continue
to improve, it seems unlikely at present that the gap between funding requirements and
available funds will be bridged in the near future. It is encouraging that MPWT is seeking
financial support from ADB and WB to meet the financing gap in periodic maintenance
through the RAMP project. The current project will finance 3 projects including performance
based maintenance for 3 year period after the project thus covering the period until 2022.
The engineering study indicated that the selected road sections require periodic maintenance
and repair immediately and the project will extend the life of the road with the intervention. On
completion of the maintenance period, the two roads NR-1 and NR-6 will require about
US$0.84 million per year for the annual maintenance and every 5 to 7 years periodic
maintenance.
200. The projected income and expenditure for the MPWT (including donor funding) shown
next page indicate that MPWT will be able to meet the incremental maintenance costs for
Final Report – March 2017
ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia)
these critical national road corridors. The dependence on donor funding can be reduced over
the years if fuel levy is increased and revenue from fuel levies is fully allocated for road
maintenance.
Final Report – March 2017
ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia) 74
Ministry of Public Works and Transport – Income and Expenditure, FY2013 – FY2030
Amounts in Millions
Description 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030
MEF budget 118.
2 163.
0 206.
4 220.
7 235.
9 252.
2 269.
6 288.
2 308.
1 329.
3 352.
1 376.
3 398.
9 422.
9 448.
2 475.
1 503.
6 533.
9
Other 9.2 12.4 14.8 15.8 16.9 18.1 19.3 20.7 22.1 23.6 25.3 27.0 28.6 30.3 32.2 34.1 36.1 38.3
Total Budget
127.4
175.4
221.3
236.5
252.8
270.3
288.9
308.9
330.2
353.0
377.3
403.4
427.6
453.2
480.4
509.2
539.8
572.2
Goods and Supplies 2.10 2.85 2.33 2.49 2.66 2.84 3.04 3.25 3.47 3.71 3.97 4.24 4.37 4.50 4.64 4.78 4.92 5.07
Routine Maintenance 17.1 64.1 66.3 70.9 75.8 81.0 85.6 92.5 98.9 105.
8 113.
1 120.
9 124.
5 128.
2 132.
1 136.
0 140.
1 144.
3
Other Services 1.33 1.27 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.0 0.0 0.0 0.0 0.0 0.0
Taxes and Excises
0.04 0.04 0.04 0.04 0.05 0.05 0.05 0.06 0.06 0.06 0.07 0.07 0.08 0.08 0.08 0.08 0.08 0.09
Personnel
7.9 10.0 14.3 15.3 16.3 17.4 18.7 19.9 20.3 22.8 24.4 26.0 27.3 28.7 30.1 31.7 33.2 34.9
Subsidies and Social Aids
0.0 0.9 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Periodic Maintenance
88.9 82.7 121.
2 129.
6 138.
6 148.
1 158.
3 169.
3 180.
9 193.
4 206.
8 221.
0 236.
5 253.
1 270.
8 289.
7 310.
0 331.
7 Main and regional Laboratory operation
0.37 0.52 0.55 0.58 1.39 0.64 0.79 0.83 0.87 3.19 0.96 1.01
Total Expenditure 117.
4 161.
9 204.
2 218.
3 233.
3 249.
4 266.
0 285.
6 304.
3 326.
3 349.
6 372.
9 393.
6 415.
4 438.
6 465.
5 489.
3 517.
1
Surplus
10.0 13.5 17.1 18.2 19.5 20.8 22.9 23.3 25.9 26.6 27.7 30.5 34.0 37.8 41.8 43.8 50.5 55.1
Maintenance for project roads
0 0 0 0 0 0 0 0 0 0 0 0 0.8 17.3 0.8 0.8 0.8 0.8
Maintenance for future roads project Under construction or commitment
0 0 0 0 3.1 12.9 14.8 14.8 15.7 15.7 15.7 15.7 17.3 19.0 20.9 23.0 25.3 27.8
Surplus/Deficit (-) After accounting for additional maintenance needs
10.0 13.5 17.1 18.2 16.4 7.9 8.1 8.5 10.2 11.0 12.0 14.8 15.9 1.5 20.1 20.0 24.3 26.4
Source: Draft Final Report, ADB TA 8784-CAM: Second Road Asset Management Project, June 2016, prepared by PYUNGHWA Engineering Consultant Co. Ltd (PEC) for Years 2013-2024 and Consultants projection beyond that
Final Report – March 2017
ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia)
8. Environmental Impact Assessment
8.1 Scope
201. In response to the ToR for this part of the RAMP-2 program, an Initial Environmental
Examination (IEE) was conducted pursuant to the requirements of the ADB Safeguard Policy
Statement (SPS 2009). The resulting IEE document includes an environmental management
plan (EMP) for the two subject sections of NR-1 and NR-6 to be rehabilitated. The full draft of
the IEE is included in Annex J to this report.
202. The same Annex also includes a sub-report on an environmental due diligence review
carried out for national road NR-67 by this Consultant. The result of this effort is an updated
version of the earlier IEE prepared in 2015-16, by another Consultant for that section of the
national road network.
8.2 Public Meetings
195. In accordance with normal study procedures, the intended scope of the road rehabilitation
work and related impacts and benefits were identified and presented to local residents in a
number of public consultation meetings. These were convened with help commune leaders to
discuss both environmental and social issues in mid-October, 2016.
8.2.1 NR-1 - Prey Veng and Svay Rieng Provinces
Kampong Trabaek District, Kampong Trabaek Commune;
Bavet Town - Prey Angkuogn Commune;
Svay Chrum District - Svay Chrum Commune.
8.2.2 NR-6 - Siem Reap Province
Puok District, Lvea Commune;
Kraluch District, Sranal Commune.
203. Details of the attendees at each session, the information exchanged and summaries of all
comments received, are included in Annex J of this report.
Final Report – March 2017
ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia)
8.3 Environmental Study Findings
8.3.1 Classification
204. The subject sections of road included in RAMP-2 are all confirmed to be in ADB
‘Category B’ for environmental considerations because the potential impacts are likely to be
only short-term and reversible. This is a direct result of the fact that the proposed road
rehabilitation will involve:
No changes in the horizontal alignment of any of the roadways;
No changes in the vertical profile of the road surfaces [other than the application of
surface overlays];
No widening of the roadway widths i.e. both traffic lanes and shoulder dimensions are to
be retained;
Routine maintenance of bridges only.
205. Thus the impact footprints of the three roads will remain as they presently exist following
previous major rehabilitation interventions carried out many years ago.
8.3.2 Impact Summary for NR-1 and NR-6
206. The potential environmental impacts of the rehabilitation of the three roads will be
primarily from construction phase disturbances as noted also by commune leaders and
officials at the provincial DOEs.
207. The transient effects of the intended rehabilitation work along the three roads may consist
of:
reduced access to properties - both private and institutional;
disruption of business and recreational activities;
increased noise and dust pollution due to increased truck traffic and heavy equipment
use;
soil and surface water pollution problems due to equipment use and maintenance
operations;
changes in personal injury rates involving both the general public and construction
workers;
increased congestion and road crash frequency;
erosion and sedimentation of adjacent lands and watercourses to be traversed by the
construction zones;
solid waste and other forms of pollution originating from temporary worker’s camps;
increases in infection rates of communicable diseases;
Final Report – March 2017
ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia)
increases in security issues due to the presence of migrant workers living among the
local communities.
8.3.3 Contents of IEE Report
208. The IEE concludes that the contents of the feasibility study completed under RAMP-2 for
NR-1 and NR-6 [under the present FS-2] is sufficient to confidently identify the extent of
potential environmental impacts. Provided that significant design changes do not occur in the
detailed stages, so that additional sensitive environmental or social receptors are involved,
the RAMP-2 will remain in Category ‘B’ and therefore should not need more detailed
environmental impact assessment (EIA).
8.3.4 Contents of EMP
209. The EMP developed for RAMP-2 provides impact mitigation and monitoring plans and
defines the institutional responsibilities and administrative capacity needed for the successful
environmental management of RAMP-2. However, the draft EMP will need to be reviewed
and updated during the detailed design phase to ensure that the end product fully addresses
all potential impacts of final road rehabilitation designs.
Final Report – March 2017
ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia)
9. Social Impact Assessment & Resettlement
9.1. Data Collection
210. Consultation was conducted with relevant provincial departments of the project provinces
(Department of Public Works and Transport; Department of Planning, Woman Association),
and communal and village leaders on the potential social impacts by the proposed project
and possible mitigation measures. Statistical data (socio-economic, gender issues, human
trafficking, etc.) has been prepared by the agencies following the form provided by and
discussions with the Social Safeguard Consultants of the PPTA Team.
211. Socio-economic information on the households along with the project roads has been
obtained through the socio-economic survey (SES) in November, 2016. A total of 500
households (299 males and 201 females) of 31 communes (11 districts, 03 provinces)
located at the project areas has been interviewed. The SES covered six aspects, namely: (a)
profile of the respondents, (b) economic sufficiency data, (c) social adequacy data, (d) road
safety data, (e) project impacts and mitigation measures, and (f) other comments and
recommendations of the correspondents on the proposed project. A Report on
Socioeconomic Baseline Survey has been prepared and attached in this Final Report.
212. Apart from questionnaire survey conducted with 500 households, key information
interviews and focus-group discussions have been carried-out with 132 persons. In addition,
consultation meetings with local authorities and people on the potential social impacts by the
proposed project and possible mitigation measures have been organized in Kampong
Trabaek Commune (Pouk District, Prey Veng Province) which included participants from
Prasat, Prey Chhor, KrangSvay, Lvea and Kampong Trabaek communes and at Svay Chrum
commune (Svay Rieng Province) with participation from Svay Chrum, Kraol Kou, Romeang
Thkoal, Kouk Pring and Prey Angkunh communes.
213. Secondary sources included Government Statistics Office (GSO) reports, government
departmental and agency reports as well as other relevant studies have been collected and
analyzed.
Final Report – March 2017
ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia)
9.2. Socio-economic Situation in the Project Areas
214. The total population in the project areas is 1,506,406 (342,403 households) as of
December 2015. Of this number, 51.17% (or 770,828) are females and 735,578 (or 48.83%)
are males. The household size in the project areas is 4.4 people per household. The majority
(99.07%) of the population is Khmer by ethnicity and less than 0.03% is Cham (Khmer
Islam). The SES data showed that 94% of the households in the project areas are Buddhist.
215. The primary sources of income in the project areas are agriculture (27.6%) and selling
fruits/vegetables and fish (39%). The agricultural yields after the harvest period comprise the
greater share of the household income, and which they use also for their daily food
consumption. For the additional sources of income, 43% of the households in the project
areas mentioned that livestock/poultry raising is their additional source of income and another
40% are engaged in selling products (they have shops) as second resource of household's
income.
216. For the household's income, none of surveyed household got a monthly household
income of $50.00 and below while only 1.8% has a monthly income from $51.00 to $100.00.
The remaining households (98.2%) have a monthly income of $151.00 and above. Of this
number, 87% have a monthly income of over $200.00; and only 2.6% have a monthly income
of over $150.00 to $200.00. The poverty rate in the project areas declined from an average of
41.9% in 2005 to 30.6% in 2012 or a reduction of 11.3 percentage points over a period of
eight years. According to the SES data, there are 14.7% female-headed households of the
total households in the project areas.
217. With the status of land/house ownership, 94% of the households in the project areas own
their house/land (where the house is constructed), although more than half do not have proof
of land ownership. Only less than 1% was renting and 5% were caretakers of the houses
owned by relatives. They were allowed to stay by their relatives for free.
218. Majority (55%) of the households in the project areas have water pumps as their main
source of water for drinking and domestic use (i.e., laundry, cooking, washing dishes, etc.),
followed by 21% who get water from ring/pump well or open well. Approximately 2% collect
water from the stream or lake. For the housing conditions, majority (33%) of the households
in the project areas have house with walling made of wood and 6% made of palm leaves and
bamboo, and 39% for the two previously mentioned types of walling materials. On the other
hand, 34% of the household’s houses are made of concrete materials, 24% use corrugated
metals, and less than 1% made of improvised makeshift.
Final Report – March 2017
ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia)
219. Detailed socioeconomic situation of the project areas has been presented in the Report
on Socioeconomic Baseline Survey that attached in this Final Report.
9.3. Stakeholders' Consultations, Analysis and Social Action Plan
220. Consultation has been conducted with local authorities, relevant agencies and people
through the consultation meetings, key-informant interviews, focus-group discussions and the
questionnaire (a section has been designed in the household survey questionnaire to consult
with local people on their opinions, suggestions and concerns on the impacts as well as the
possible measures to mitigate of potentially negative impacts and to enhance of potentially
positive impacts of the proposed project).
221. According to the consultation results with the stakeholders, the positive impacts of the
proposed project in overall include: (i) job opportunities for unskilled men and women within
the project areas, and this would mean increase in income; (ii) easy access for women in
going to markets and health centers; (iii) great help for children in going to school; (iv) easy to
transport agricultural products from farm to market; and (v) improved roads could facilitate
economic growth in the rural areas. During the consultations conducted in the project areas,
almost 100% of the local community residents and commune/village leaders are in favor of
the project. Unskilled women and men could work during the construction and road
maintenance. It will give them opportunity to earn income because they claimed that life in
rural areas is very hard and there are no jobs available.
222. Majority of the consulted people perceived that once the project is completed, travel time
will be faster and shorter, and more convenient. One hundred percent of the women
interviewed during the survey were very happy to learn about the project as health centers
and hospitals will be accessible already; the project will be beneficial to children as there will
be no more dust or mud and it will be favorable when going to school daily; 3rd in rank is the
reason that the project will generate employment for unskilled men and women during the
road construction and maintenance, and there will be more economic investors who will put
up business in the provinces/districts covered by the project. The consulted people also
mentioned that the prices of land will increase. However, this has both positive and negative
implications because farmers might sell their lands to rich businessmen, and their primary
source of livelihood might be affected. Consulted people also believed that road crashes will
be reduced as there will be no more dust (children, women and old people crossing the street
or the driving bicycles and/or motorcycles could not see approaching vehicles if there is
heavy dust). They also believed that women will have more jobs during the road construction
Final Report – March 2017
ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia)
and maintenance; transportation costs will be reduced. Some women/mothers also
mentioned that improved road will minimize frequent washing of school uniform (especially
during rainy days) which they claimed is costly for the laundry soap and time consuming.
Majority of the consulted people also believe that positive project impacts will be long-term.
223. Among the negative project impacts identified by consulted people include the following:
dust and noise during construction rated in the 1st rank – there will be dusty during the
construction stage. Some houses/properties will be affected by the project which it may
cause displacement or temporary disruption of economic activities - this is 2nd rank; and the
3rd rank – increase in number of road crash cases during the project implementation.
224. Overall, 89.2% of the surveyed households in the project areas are in favor of the
proposed project and 1.8% expressed that they are not in favor of the project as they are
afraid that part if their houses cum-shops will be affected during the road construction.
However, they agree that the road project is indeed very important and could help the
provinces/districts and local communities improve its level of economy, and the economic
condition of the households.
225. Measures to mitigate of potentially negative impacts and to enhance of potentially
positive impacts have been discussed during consultations and incorporated in the Social
Action Plan that attached in this Final Report.
9.4. Gender Analysis and Gender Action Plan
226. According to the SES data, 10% of the women respondents have never attended any
formal education. There were 3% women who attended secondary high school but only 1%
was able to graduate in high school.
227. Women’s level of participation in community activities or civil society (i.e., attending
meetings, membership in community based organizations or CBOs) was also noted to be
very low. Based on 2009 census, only 1% of the women from the total population per
district/province participated in community activities, and 1% of women have uncertain jobs
or irregular jobs, which implies that 99% of women have no involvement in community
activities. This was validated during the SES conducted in the project areas in November,
2016. The majority (59.2%) of women is not involved in any CBOs and only 0.6% is
members. The same trend for men was observed, where only (0.8%) claimed that they are
members of organizations and 39.4% are not members of CBOs.
Final Report – March 2017
ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia)
228. Women farmers in the project provinces spend most of their time in agriculture work -
they spend 6 to 7 hours working in the farm. This is in addition to performing other household
chores and taking care of other household members. Other economic activities of women
include construction workers. Chairwomen of Svay Rieng Provincial Women Union raised the
issue that more and more cases happened that women worked for the construction sub-
contractors in the local but no payment made as the sub-contractors gone-away after the
construction completed. Women also sell to the market - to assist their husbands in fishing
and sell the fish market. The SES data showed that, 7.6% of women in the project areas
works in garment factories, 8.8% are construction workers, and 6.8% are teachers.
229. Greater gender equality in labor-based road construction and maintenance will provide
significant social benefits to local communities and households. Women can participate in
jobs, i.e. repairing potholes, cleaning pavement, clearing ditches and culverts, and other jobs.
They could also work in maintaining embankments, plant and care for trees to protect
erosion. The project will also organize capacity building and awareness raising activities on
gender mainstreaming, LBAT, labor standards including the policy of equal pay for equal
work, and no child labor, HIV/AIDS and human trafficking awareness and prevention, and
road safety. Gender action plan has been prepared to ensure that women will be given
equal benefits and participation during project implementation. The project should help
support the Gender Mainstreaming Action Group (GMAG) to implement relevant sections of
the Gender Mainstreaming Action Plan (GMAP) 2016-2020.
230. A Gender Action Plan (GAP) has been developed to ensure that women will be given
equal benefits and opportunities for participation during project implementation by addressing
gender concerns and ensuring efficient gender mainstreaming in all project outputs. The GAP
is included in this Final Report.
9.5. HIV/AIDS & Human Trafficking
231. The statistical data of the Provincial Departments of the project provinces shows that
there are 261 reported HIV cases in the project areas as of December 2015. The female with
HIV accounts for 58% of the total HIV cases, and 42% men.
232. At the national level, according to the CMDG Survey 2014 Report (Cambodia Millennium
Development Goals - 2014 Annual Progress Report, Ministry of Planning) shows that 84% of
the women in the country are aware of the HIV, and about 90% of men were aware that using
condoms when having sex could prevent the spread of HIV. The report further stated that
77% of women (and 87% men) have knowledge of HIV prevention. Increasing the people’s
Final Report – March 2017
ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia)
level of awareness on HIV prevention has been proven as an effective strategy to prevent the
spread of HIV.
233. According to the provincial women unions of the project provinces, the percentages of
women’s knowledge of HIV prevention is lower compared to men, and the number of people
(both men and women) with knowledge on HIV prevention is lower in the rural areas
compared to urban areas. The woman unions are implementing awareness rising activities
for women in different levels - with three two focuses: (i) change behavior and prevent new
HIV/AIDS infection cases; and (ii) care and support for HIV/AIDS positive people.
234. There were no reported human trafficking cases in the project areas as mentioned by the
commune council officers. This is due to a variety of reasons. First, the focus on human
trafficking is as a cross border issue whereas it could be expected that most women and
children effectively suffering the same effects of trafficking are actually trafficked within the
country. Second, there is extreme difficulty in measuring those who are trafficked. Third,
there is no requirement/standard to record human trafficking cases for the provincial
departments of planning for recording the cases.
235. Actions required for HIV/AIDS and human trafficking prevention have been incorporated
in the Social Action Plan and Gender Action Plan.
9.6. Indigenous Peoples
236. In the project areas, the majority (99.07%) of the population is Khmer by ethnicity and
less than 0.03% is Cham (Khmer Islam). The Cham ethnic households are dispersed and are
fully integrated, socially and economically, with the mainstream population (the Khmer).
237. The term “Indigenous Peoples” in the ADB's Safeguard Policy Statement (SPS, 2009) is
used in a generic sense to refer to a distinct, vulnerable, social, and cultural group
possessing the following four characteristics in varying degrees:
Self-identification as members of a distinct indigenous cultural group and
recognition of this identity by others;
Collective attachment to geographically distinct habitats or ancestral territories in the
project area and to the natural resources in these habitats and territories;
Customary, cultural, economic, social, or political institutions that are separate from
those of the dominant society and culture; and
Final Report – March 2017
ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia)
A distinct language, often different from the official language of the country or
region.
238. With the analysis above, ADB’s Indigenous Peoples Policy will not be applicable for the
project as the ethnic (the Cham) in the project areas does not satisfy the above criteria.
239. In addition, the project's interventions do-not directly or indirectly affect the dignity, human
rights, livelihood systems, or culture of local ethnic groups, neither the territories nor natural
or cultural resources that the Cham own, uses, occupy, or claim as their ancestral domain.
The indigenous peoples plan, therefore, is not required to be prepared by the Project.
9.7. Resettlement
240. The Rights of Way (ROWs) of the Project roads (National Roads No.1 and No.6) were
marked by concrete makers in 2008-2009. During demarcation, the demarcation team of
MPWT organized meetings with local residents and local authorities to announce the ROW
as well as the ROW protection. Land and assets affected by establishing the ROWs were
fully compensated to the affected persons in 2008. Local communities are fully aware of the
ROWs.
241. According to the PPTA technical reports, the civil works will be confined to existing road
widths and will not entail road widening; and any auxiliary works such as road drainage
sluices or weigh stations to be included are to be situated on unoccupied state land within the
road right of way (ROW).
242. Under the PPTA, entire sections of the national roads that will be improved have been
identified by PPTA Consultants. However, as full topographic, hydrological and geotechnical
survey data is not yet available, the specific sub-sections that need to be improved and the
specific project's interventions have not yet been agreed by the EA. The resettlement plans,
therefore, can only be prepared at the detailed design stage (separate Resettlement Plans
have been developed to cover the Project activities that will assist MPWT to improve PR23
and PR312 as the impacts following the preliminary design of the project have been known).
243. The Resettlement Framework (RF) has been prepared to address any unanticipated
project impacts which may cause disruptions to income generation activities of affected
households or other involuntary resettlement impacts. It is based on the laws and decrees of
the Royal Government of Cambodia and the 2009 ADB's Safeguard Policy Statement (SPS,
2009). Provisions and principles adopted in this framework will supplement the provisions of
Final Report – March 2017
ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia)
relevant decrees currently in force in Cambodia wherever a gap exists. The Resettlement
Framework is attached in this Final Report.
10. Quality Assurance Component - Laboratories
10.1 General Objective
244. One of the major activities identified in the TOR was to conduct an assessment of
MPWT’s procedures in the area of quality management of its construction operations and to
identify a method whereby it could be improved. An analysis of the present constraints and
opportunities present within the current QA mechanism was conducted and a means by
which it could be improved using ADB funding, was developed for consideration by MPWT.
The full report prepared is included in Annex L to this report.
10.1.1 Present Arrangements
245. The Central Building and Public Works Laboratory (CBPWL), under the operational
control of MPWT, is presently functioning as a fully independent and autonomous body, both
in administrative and financial terms.
246. The main facility is located in a two-storey building with an approximate floor area of
around 1,600 m2. The total floor area of the dedicated laboratory space comes to around 350
m2 only, with the remaining floor area occupied by office and administrative spaces. CBPWL
is the only fully functional construction materials testing laboratory under MPWT at present,
and is likely to continue to function as such.
247. At present, some premises originally dedicated to house regional laboratory facilities, still
exist in some Provinces but they are either under-utilized or completely abandoned. For
quality checks therefore, staff has to rely on laboratories provided by contractors or other
limited capacity, operators in the private sector.
10.1.2 Future Concept
248. The MPWT’s preference is to restore some testing capacity in the Provinces under the
jurisdiction of a strengthened central facility - perhaps to be created as a new National
Laboratory to be located within a conceived University of Transport in Phnom Penh.
Final Report – March 2017
ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia)
249. The subordinate facilities probably 4 in number, would be located in areas conveniently
close to and accessible from several Provinces [e.g. in Siem Reap serving its surrounding
northwestern neighbors]. The regional hubs would be provided with modern test apparatus
suitable for performing basic and frequently needed tests on construction materials both in
the field and the laboratory while specialized tests as might be needed only on an occasional
basis would be carried out at central headquarters. Monitoring of results and staff
performance would be a headquarters responsibility.
250. Modern web-based, electronic data collection, storage and retrieval methods would be
installed in all locations as would suitable facilities for the storage of samples etc.
10.2 Implementation Plan
10.2.1 Responsibilities
251. Under this PPTA, the Consultant has developed a proposed QA process that would
consist of three basic levels as listed below:
TIER I: Quality Control carried out by the Works Contractor as at present;
TIER II: Inspection, sampling and testing by staff at the Regional level;
TIER III: Independent QA reviews and performance monitoring at the central level.
252. In the initial stages, the Consultant visited several existing testing facilities, interviewed
key MPWT staff and compiled inventories of types and condition of equipment on hand. Then
based on the above concepts, an appropriate organizational management structure was
developed along with suggested building locations / layouts, laboratory equipment needs and
proposed staff complements with job descriptions and qualification criteria.
10.2.2 Training
253. Clearly, newly recruited or re-deployed MPWT staff would need to be trained in the
operation of the new QA process and the Consultant has outlined a number of programs that
could be adopted together with a list of operating and procedural manuals.
254. These ideas must be further developed during the implementation stages of the Project,
once the principle has been accepted and refined and funding becomes available.
Final Report – March 2017
ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia)
10.2.3 Cost Estimates
255. For each location lists of equipment were prepared and details of the new facility required
to house them, identified. A summary of the cost estimated produced is presented below:
I. Estimated Cost of Laboratory Equipments – USD 5,289,355/-
II. Procurement of Vehicles (Main Laboratory – 2 nos for transport and 2 along with FWD
and laser profiler, Regional Laboratory – 1 no each) – USD 400,000/-
III. Estimated Cost of construction of Laboratory Buildings (4 nos) – USD 1,387,500/-
IV. Cost of office furniture, laboratory benches and platforms, computers, printers, photo
copiers, audio-visual equipment and other office supplies for Main and Regional
Laboratories – USD 85,000/-
V. Consultancy Costs (Material Engineer (international) - 12 months input over a period of
24 months @ USD 24000/month, Material Engineer (national) - 16 months input over a
period of 24 months @ USD 3000/month) and Architect (national) - 4 months input over a
period of 9 months @ USD 3000/month) – USD 348,000/-
VI. Operational Expenses for a year (for main and regional laboratories including salaries
and calibration and other contingency expenses of USD 50,000) – USD 210,000/-
VII. Customised Laboratory Managements Software (LIMS) – USD 35,000/-
VIII. Training and other contingencies – USD 40,000/-
GRAND TOTAL – USD 7,794,855
256. Total Funding Requirement = USD 8.2 million [including 5% contingency allowance].
This also includes operational expenses of the regional laboratories for one year. Beyond the
first year, the laboratory operation will be funded by the MPWT from the allocation for quality
control and quality assurance. A financial analysis of laboratory network is also included in
Annex L.
10.2.4 Procurement Methods
257. Procurement of buildings and associated administrative and testing equipment would be
carried out using a series standard ADB ‘Goods’ and ‘Shopping’ procedures. These are
discussed in more detail in Section 13.5, Chapter 13 of this report.
10.2.5 Delivery Schedule
258. If funding is made available and organizational proposals details approved expeditiously,
planning for the amended QA system could commence during the detailed design stages of
Project implementation in 2017.
Final Report – March 2017
ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia)
259. Preparatory work would include confirmation of sites and administrative details, staffing
arrangements followed by the commissioning of architectural services needed for the design
of buildings and infrastructure. It is envisaged that a total period of 2-3 years would be
required for the design, procurement and installation stages.
11. Quality Assurance Component - Field Test Equipment
11.1 General Objective
260. A major component of the proposed loan agreement is the possible provision of ADB
funding for the procurement of equipment needed to enhance MPWT’s quality assurance
process. This includes:
An aggregate crushing and screening facility;
A Falling Weight Deflectometer [FWD] unit;
A pavement surface roughness [IRI] profiler.
261. In these areas the Consultant has carried out preliminary investigations of existing
inventories within MPWT, identified necessary capacity increases and defined potential
equipment types and sources of supply. Where possible, indicative costs estimate have been
provided covering procurement, installation and maintenance phases as well as staffing and
training issues.
11.2 Components
11.2.1 Aggregate Crushing and Screening Plant
262. The quality of crushed aggregates needed for road and other construction works, has
been a cause for concern within MPWT due to inconsistencies in the products supplied by
private contractors. While the properties of aggregate materials cannot be improved through
changes in the crushing process itself, particle shape parameters can be improved. To
address the problem, MPWT is considering the establishment of an aggregate crushing and
screening plant under its own direct operational control.
263. The PPTA Consultant has therefore investigated the prospects of setting up such a plant
in a selected location as a ‘pilot’ project. The results of the research work conducted to date
are reported in Annex M. The general findings are also summarized below.
Final Report – March 2017
ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia)
Plant Location
264. At the pilot stage, the province of Siem Reap has been proposed on the basis that it is
located:
centrally within a group of northern provinces, each with good connectivity and access
to the capital area;
close to a region containing good aggregate supply due to the surrounding mountain
areas;
within a region expected to have a significant demand for products due to planned
road network rehabilitation and improvement programs.
265. Being portable in nature, the plant can relatively easily, be dismantled and transported by
road to another location if prevailing ‘supply and demand’ conditions change in future years.
Indicative Cost
266. Preliminary cost estimates suggest a budget requirement of the order of USD 1.9 to 2.0
million for procurement of the main plant - [a portable, 3-stage aggregate crushing and
screening plant is proposed] along with ancillaries e.g. vehicles, power generator, spare parts
etc. This figure was derived from information supplied by a prospective supply company*
based in Europe.
267. The cost estimate also includes items for design and engineering services, supervision of
installation and commissioning, staff training and indicative import duties and taxes. The
Consultant has also prepared a suggested staffing complement of around 16 members of
staff roster each with an outline job description and qualification threshold.
Procurement Schedule
268. Procurement of equipment, vehicles and related infrastructure would be achieved using
standard ADB ‘Goods’ and ‘Shopping’ procedures. These are discussed in more detail in
Section 13.5, Chapter 13 of this report.
Final Report – March 2017
ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia)
269. If funding can be committed and made available promptly the implementation process
could be expected to begin in the RAMP-2 detailed design stages scheduled for early 2017,
the plant might be operational within a 9 to 12 month period.
* The firm of Metso Asia-Pacific Pte. Ltd., Singapore has expressed a willingness to provide
further input during the DED stages, including the supply of refined cost and scheduling details.
11.2.2 Falling Weight Deflectometer
270. In discussions with MPWT technical staff it was learned that their experience with the
currently owned FWD unit is that it has performed well in the past. Research with other
owners and equipment suppliers also suggests that the unit produced by KUAB [Konsult &
Utveckling Ab] of Rättvik in Sweden can be supplied in its latest form expeditiously.
271. The PPTA Consultant has prepared some technical specifications and identified general
procurement details using the proposed ADB loan or an alternative source of funding. The
findings are reported in Annex N to this report and also summarized below.
Indicative Cost
272. Preliminary cost estimates suggest a budget requirement of the order of USD 0.20
million including taxes and duties, for the procurement of a suitable FWD unit is needed.
This figure was obtained from an initial cost estimate submitted by the supply company
KUAB and includes an item for the calibration of the unit prior to start-up.
Procurement Schedule
273. Procurement of the unit could be achieved using a standard ADB ‘Shopping’ procedure or
similar, as indicated in Section 13.5 of this report. If funding can be secured promptly the
implementation process could be expected to begin early in the RAMP-2 detailed design
stage scheduled for Q1 of 2017, the equipment could be operational within a 2-3 month
period.
11.2.3 Road Surface Roughness Profiler
274. Technical staff at the MPWT have expressed a preference for the ROMDAS system
already in use in the department. Consultation with the suppliers suggest that the latest
version is the Laser Scanning Network Survey System. This can be provided as either a ‘low
Final Report – March 2017
ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia)
cost’ system or in ‘high-end’ format with a number of additional modules included - not all of
which may be needed for MPWT operations.
275. Based on data made available by the supplier, the PPTA Consultant has again prepared
some technical specifications and identified general procurement details assuming a funding
can be made available under the proposed ADB loan or an alternative source of funding.
Further details of the system are also reported in Annex N to this report and also
summarized below.
Indicative Cost
276. Preliminary cost estimates suggest a total budgetary requirement of the order of USD
175,000 for the low-cost version excluding taxes and duties. The fully equipped ‘high-end’
system would be expected to need an investment of around US$ 560,000.
277. Both estimates were provided in a preliminary form and submitted by the firm of Data
Collection Ltd. of Auckland, New Zealand.
278. The cost estimate includes items for packaging and shipping as well as installation and
training of operators and the following Table 40 gives a comparison of the different
capabilities of the two version - in both cases, licenses, warranties, installation and operator
training is provided. Precise definition of MPWT requirements is needed before contents of
the final package of modules needed, can be confirmed.
Table 40: ROMDAS Modules with Indicative Costs
System Type
Feature / Module
Central Ssystem
Position Locator [GPS]
Road Geometry
Unit
Longitud.Profiler
[IRI]
Transv. Profiler [Ruts]
Video Logger
Crack Measurer
LCMS Tool
Computer
Low Cost
x x x x x x
High End
x x x x x x x x x
Procurement Schedule
279. Procurement of the unit could be achieved using a standard ADB ‘Shopping’ or similar procedure as indicated in Section 13.5 of this report. If funding can be secured promptly the
implementation process could be expected to begin early in the RAMP-2 detailed design
Final Report – March 2017
ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia)
stage scheduled for Q1 of 2017. The equipment might then become fully operational within a
2-3 month period.
12. Road Safety Awareness Component
12.1 Objective
280. The objective of this part of the Feasibility Study was to design a road safety awareness
program that can be instituted at the community level within the two subject road corridors.
This was thought to be best achieved by engaging members of the local community [drawn
perhaps from the administrative, educational, law enforcement and religious sectors] in a
structured process aimed at improving the consciousness of all road users.
281. The program was required to follow similar initiatives already successfully developed for
other sections of the National and Provincial road networks [e.g. FS-1 and PRIP-2], in order
to provide a consistent and sustainable approach at an acceptable cost. There is to be a
future implementation stage of the Project beginning in 2017, during which detailed designs
for several sections will be prepared following further field investigations and tender
packages for the civil works, assembled. For both of these exercises, international
Consultants will be appointed and it is anticipated that the Terms of Reference used to define
their scope of work, will contain an item covering the launch and monitoring of the adopted
community awareness program. It is also likely that this component will cover all the
programs devised under the separate FS-1, FS-2 and PRIP-2 group of feasibility studies.
12.2 Context
282. 278., As the nation’s transport infrastructure and economy has improved in recent years,
access to and use of road vehicles has also increased. In fact, from 2005 to 2014, the
number of road crashes and incidents with fatalities, has increased by almost 100%. In
comparison with the other nine countries in the ASEAN region, Cambodia ranks slightly
above the mean in terms of fatalities / 100,000 population and of fatalities / 100,000
registered vehicles. However, the rates are both higher than those recorded in Japan and in
Sweden -the latter typically boasting the best statistics in the world each year. The following
Table 41 contains road crash data compiled by the World Health Organization in 2015.
Final Report – March 2017
ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia)
Table 41: Road Crash Statistics - ASEAN, Others [WHO 2015]
Country
Population numbers
for 2013
GNI per capita for 2013 in
US$
Income level
Reported number of road traffic
deaths
Modelled number of road traffic deaths
Estimated road traffic death rate
per 100,000 population
Point
estimate
95% Confidence
Interval
ASEAN
Brunei n/a n/a
Cambodia 15,135,169 950 Low 1,950 2,635 2,150-3,120 17.4
Indonesia 249,865,631 3,580 Middle 26,416 38,279 32,079-44,479
15.3
Laos PDR 6,769,727 1,450 Middle 908 971 795-1,147 14.3
Malaysia 29,716,965 10,430 Middle 6,915 7,129 6,050-8,209 24.0
Myanmar 53,259,752 610 Low 3,612 10,809 8,790-12,829 20.3
Philippines 98,393,574 3,270 Middle 1,469 10,370 n/a 10.5
Singapore 5,411,737 54,040 High 159 197 n/a 3.6
Thailand 67,010,502 5,340 Middle 13 650 24,237 n/a 36.2
Viet Nam 91,679,733 1,740 Middle 9,845 22,419 n/a 24.5
OTHERS [for Comparison]
Japan 127,143,577 46,330 High 5,679 5,971 n/a 4.7
Sweden 9,571,105 61,760 High 260 272 n/a 2.8
283. As part of a strategy to reduce the number of road crashes and the costs associated with
them, the Government has initiated a number programs with aid from international funding
agencies including the ADB. Many have been introduced with the help of international
agencies and consultancies operating in that field. The programs have led to the
establishment of the following:
National Road Safety Committee (NRSC) in 2005;
National Road Safety Action Plan 2011-2020;
National Road Safety Policy in 2014;
Road Safety Initiatives under both MPWT and MRD;
The Road Crash and Victim Information System (RCVIS).
Final Report – March 2017
ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia)
284. Considerable support has also been provided by the following NGO’s and organizations:
Handicap International (HI) Road Safety Program In Cambodia, 2004;
Cambodian Red Cross [CRC) Program, 2005-2014;
Coalition for Road Safety (CRY) Program, 2005-2014;
Asia Injury Prevention Foundation, 2010-2016.
285. The Government has committed to a target decrease in the rate of road crash fatalities of
50% before the year 2020. The main focus is to be on reducing the incidences of driving
faster than posted speed limit, driving under the influence of alcohol and the non-use of
safety helmets for all motorcycle users. Within this context, the Project is intended to draw
the attention of local residents to the dangers and personal cost implications of disregarding
road traffic laws and user conventions by the raising of awareness among community
members in the immediate area of the roads to be rehabilitated under the NRIP program.
12.3 Desk Studies
12.3.1 Data Sources
286. The primary source of data on road crashes in Cambodia is the Road Crash and Victim
Information System [RCVIS]. This was initiated and developed by Handicap International, in
close collaboration with the Ministry of Health, the Ministry of the Interior and the Ministry of
Public Works and Transport. Input is collected regularly from traffic police and various health
centres nationwide. The RGC’s Ministries of Health and Interior are in charge of data
collection at the provincial level and provide information to the National Road Safety
Committee [NRSC].
287. The NRSC combines data received from the different sources through a data-linkage
system that was developed with support from the Institute for Road Safety Research [SWOV]
of the Netherlands - all within a framework established by International Road Traffic and
Accident Database [IRTAD].
288. Using this database as published for 2014, it was noted that on average, road crashes in
Cambodia result in > 5 fatalities and at least 15 serious injuries every day, nationwide. When
the statistics were broken down, it was noted that:
of all incidents reported, 66% occurred on national roads;
Final Report – March 2017
ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia)
among road-users, pedestrians, cyclist and motorcyclists accounted for 85% of all
fatalities;
of 12 age groups, the most affected [i.e. 20-24 years old] suffered almost 25% of
all fatalities;
of 11 types of employment, rural / farm workers accounted for more than 40% of
fatalities;
on a province-by-province basis in 2014, Prey Veng at 9% was the second
highest risk part of the country for pedestrians while Svay Rieng [4%] at Siem
Reap [5%] were ranked about mid-table among the 21 provinces listed.
289. RCVIS records for 2014 indicated the location of major road crash ‘blackspots’ within the
national road network - this is reproduced below as Figure 13. While the subject NR-6
corridor does not indicate any major problem areas, ‘blackspot’ areas exist along the subject
section of NR-1.
Source: RCVIS 2014
Figure 13: National Road Crash ‘Blackspots’
12.3.2 Findings
290. On the basis of fatal incidents at least, clearly the effort to improve education and thereby
reduce to frequencies, should be concentrated on the following:
National roads;
Vulnerable groups;
Younger road-users;
Residents of farming areas;
Final Report – March 2017
ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia)
Rural Provinces.
291. The program for raising public awareness in the communities that will otherwise benefit
from the proposed road rehabilitation under RAMP-2 and PRIP-2, offers a good opportunity
to address the problems in all five of the above categories.
12.4 Primary Data Collection
12.4.1 Field Inspections
292. As part of the reconnaissance trips conducted during the project inception period and for
each section of roadway and in subsequent visits, information relevant to present conditions
in terms of operational safety, were recorded. This included the following:
Spatial Information
General topographic data;
Road alignment and surface conditions;
General standard of existing horizontal and vertical signage;
Centre and lane edge demarcations;
Cross-sectional details including shoulder surface and dimensions ;
Vehicle types;
Sight distances and overall visibility constraints.
Developmental Information
District names and boundaries;
Commune names and boundaries;
Limits of developed [urbanized] areas;
Locations of institutional buildings;
Locations of major commercial centres;
Location, type and layout of each school;
Information regarding crash frequency / severity obtained from the police;
Anecdotal information regarding road safety offered by representatives of local
authorities and the general public;
Identification of any known ‘blackspot’ areas.
Final Report – March 2017
ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia)
Using the data collected for schools, developed school safety zone treatment for each scholl
along NR 1 and NR 67 in line with the concept developed for NR 67. These will be used as a tool
for indicating concerns and treatments available during community-based safety awareness
campaign and are to be developed further during detailed design. The data collected and the
school safety zone treatment are given in Annex O.
12.5 Program Development
12.5.1 Objectives
293. The overall objective of any road rehabilitation project is to improve connectivity, minimize
vehicle operating costs and reduce road maintenance burdens. Typically this is achieved by
the provision of improved riding quality [i.e. smooth road surfaces] and better lane and
shoulder segregation. These types of interventions usually result in higher traffic volumes and
invariably, higher operating speeds - danger to the more vulnerable categories of road user is
likely to increase proportionately. In the case of developing countries such as Cambodia,
where driver road-user ‘discipline’ is poor and enforcement sometimes lacking in consistency,
there is a need to improve road user behaviour.
294. One method proven to be successful, is the introduction of a road safety awareness
program particularly at the community level by which local residents are appraised in
advance, of impending changes in road conditions in both the construction and operational
stages. The RAMP-2 program therefore includes funding for the provision of such a program.
12.5.2 General Approach
295. The community-based road safety [CBRS] awareness program to be undertaken during
the implementation stages of the overall RAMP-2 project, must contain the following three
main elements:
Engineering - inclusion of appropriate of road safety features in the design of the road
rehabilitation work;
Education - improvement of knowledge of traffic regulations and the appreciation of
danger, among all classes of road user;
Enforcement - promotion of a sense of discipline and responsibility in road users
through the consistent application of fines and penalties for non-compliance with the
rules of the road.
Final Report – March 2017
ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia)
296. The first of the above items is the responsibility of the owners of the project through their
appointed design consultants. The other two elements with appropriate expert guidance at
the outset, can be carried out by the local community over the longer term.
297. Establishment of the program will involve the following stages:
1. Assembly and review of crash records with identification of high-risk areas, locations and
causes of previous incidents - at the corridor level;
2. Identification of target Districts, Communes and administrative areas;
3. Appointment of a panel of community representatives to act as trainers and role models
[e.g. local authority officials, teachers, students, parents etc];
4. Cooperative development of a Road Safety Action Plan;
5. Delivery of initial training to the appointed mentors;
6. Creation of the system for awareness building [including general methodology, topics,
timing, venues and media needed for formal presentations by experts in the field etc],
7. Creation of a system for community-based ‘enforcement’ as a supplement to normal policing activities.
298. The concept for the CBRS awareness raising program is summarized in the following
Figure 14:
Final Report – March 2017
ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia)
Source: PEC RAMP-2 Report, 2016
Figure 14: CBRS Implementation Chart
12.5.3 Consolidation of PPTA Work
299. Under Feasibility Study [FS-1] the initial phase of the RAMP-2 project, the appointed
Consultant prepared a comprehensive Community-Based Road Safety (CBRS) program for
their National Road 8 corridor. This was launched at the ROTA High School and Prey Lak
Machas Pagoda in September 2015. The aim of the pilot program was:
1. to provide initial training on road safety to students, teachers, parents, elders and
representatives of the local authorities,
2. to obtain feedback on training contents from the participants,
3. to discuss with participants, the establishment of a group to carry out a long term
CBRS program at school and commune level.
300. Subsequent discussions identified some possible modifications in the approach for future
programs but the overall consensus was that the initiative was highly beneficial to the
recipient community.
Final Report – March 2017
ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia)
301. On this basis, the MPWT instructed the FS-2 Consultant to proceed with the preparation
of Terms of Reference by which a suitably experienced firm of Consultants could be engaged
to prepare and deliver a road safety awareness program. The draft document prepared for
this purpose is reproduced in Annex P to this report. The program was to be targeted on
communities within the area of the originally RAMP-2 project which includes road
rehabilitation work on a total of 556 km of National and Provincial roads in different parts of
Cambodia.
302. The subject FS-2 assignment covering two additional sections of national Road in Prey
Veng/ Svay Rieng and Siem Reap Provinces respectively together covering a total of 147
km. Given the proven benefits of the CBRS approach, it is suggested that the ToR be
modified to include the additional length of road rather than appointing a second specialist
firm. This would involve some additional time and cost over the original estimates [as outlined
below] but would avoid duplication of effort and ensure a more consistent approach.
12.5.4 Time and Cost Estimates
303. The draft ToR prepared for the procurement of CBRS [see Annex P] contains an
estimated project duration of 60-months to cover the work required in the communities along
the 556 km of roads. This estimate assumes a small team comprised of the following
individual experts:
Team Leader/ Int. Road Safety Specialist [1] 40 months
National Road Safety Specialists [2] 60 months
Admin/Support Staff [1] 60 months
304. The cost of the services for the 5-year period envisaged was quoted as US$ 800,000
made up of the following items:
a) Preparation/printing of IEC materials and communication campaigns 155,000
b) Data collection, surveys, monitoring and other reporting 18,000
c) Capacity development, training, campaigns etc. 121,000
d) Remuneration for consulting services 380,000
e) Logistics, Per Diems and Office Expenses 126,000
Final Report – March 2017
ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia)
305. The overall estimates included a cost component of US$ 300,000 for work required along
the 133 km long, NR-67 corridor - a cost of about US$ 2,250 per km. On a proportional basis,
work for the NR-1 [97 km] and NR-6 [50 km] segments being considered for addition would
be of the order of $330,000. It is likely that with the addition of staff, the work could be
covered in the same 60-month period previously assumed.
13. Project Implementation
13.1 Detailed Design Stage
306. Under the ToR for this Study [FS-2], the Consultant was required to draft similar ToR
details for use in the procurement of professional services for the detailed design stage of
project implementation. These services are expected to comprise a full range activities to be
performed by a multi-disciplinary team of experts of both international and national origin.
13.1.1 List of Activities
307. During this PPTA, the following general tasks are expected to be needed:
Data collection including field surveys, investigations and tests including recovery of
materials and laboratory analyses;
Preparation of drafts then detailed engineering layouts and pavement designs;
Final Report – March 2017
ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia)
Updating of the poverty, social and indigenous peoples impact assessment reports as
well as the gender analysis / action plan if needed, to reflect any detailed design
stage modifications;
Review of PPTA-stage IEE documents and the development of an Environmental
Management Plan with related bid document Clauses;
Road safety design audits and development and implementation of community road
safety awareness programs;
Preparation of draft then final Bidding Documents for the required Works Contract[s]
including provision for subsequent maintenance works on a performance-based
contract basis;
Development and implementation of the Ministry’s construction quality assurance
programs for the establishment of a network of testing laboratories and the acquisition
of a crushing and screening plant and road testing equipment;
Assistance with the procurement of the necessary Works and Goods Contracts.
13.1.2 Staffing Requirements.
308. A preliminary list of international and national experts with their respective responsibilities
is contained in Tables 42 and 43 below - a full draft ToR and a corresponding indicative cost
estimate is contained in Annex P to this report.
Table 42: ToR - International Experts, Detailed Design
Key-Expert No.
Position Outline of Responsibilities
IK-1 Team Leader / Highway Engineer
Project management, Client liaison and reporting. Highway design background.
IK-2 Pavement / Materials Engineer
Asphalt pavement and surface treatment design. Materials prospecting, surface and sub-surface materials testing. Consolidation testing and settlement forecasting.
IK-3 Bridge Engineer Bridge inspections, structural design assessment and definition of maintenance needs and erosion control measures.
IK-4 Hydrologist / Drainage Engineer
Flood risk and climate change impact assessment. Urban drainage system design.
IK-5 Road Safety Specialist
Road Safety assessment and design audits. Community awareness program development and delivery
IK-6 Bid Document / Procurement Specialist
ICB Bid Document assembly and procurement assistance per ADB methods. Use of FIDIC GCC’s. Performance-based maintenance contracts
IK-7 Quantity / Cost Estimator
Quantity take-off for defined contract Pay Items, development of unit rates & Engineer’s estimates.
IK-8 Climate Change Specialist
Assembly of regional prediction models, assessment of impacts and development of potential mitigation measures.
Final Report – March 2017
ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia)
IK-9 QA System Development Specialist
Assessment of QA capacity, development of laboratories and systems using modern IT infrastructure for reporting / data storage
IK-10 Transport Economist / Financial Specialist
HDM-IV model use on ADB projects [or those of other partners]. Assessment of institutional capacity and identification of training programs needed for MPWT personnel in ADB administrative procedures.
Table 43: ToR - National Experts, Detailed Design
Key-Expert No.
Position Outline of Responsibilities
NK-1 Deputy Team Leader / Highway Engineer
Project management, Client liaison and reporting. Highway, pavement or geotechnical design background.
NK-2 Pavement / Materials Engineer
Asphalt pavement and surface treatment design. Materials testing including consolidation / settlement forecasting.
NK-3 Bridge Engineer Bridge inspections, structural design assessment and definition of maintenance needs and erosion control measures
NK-4 Hydrologist / Drainage Engineer
Flood risk and climate change impact assessment. Urban drainage system design.
NK-5 Road Safety Specialist Road Safety assessment and design audits. Community awareness program development and delivery
NK-6 Social Development / Resettlement Specialist
Social impact and poverty assessments. Land acquisition, resettlement and grievance redress mechanisms.
NK-7 Environmental Specialist
Development of EMP & related Works Contract content.
NK-8 Climate Change Specialist
Assembly of regional prediction models, assessment of impacts and development of potential mitigation measures
NK-9 QA System Development Specialist
Assessment of QA capacity, development of laboratories and systems using modern IT infrastructure for reporting / data storage
NK-10 Transport Economist / Financial Specialist
HDM-IV model use on ADB projects [or those of other partners]. Assessment of institutional capacity and identification of training programs needed for MPWT personnel in ADB administrative procedures.
309. Equipped office space will be made available for the appointed design Consultant
immediately adjacent to the PMU-3 premises, in Phnom Penh.
13.1.3 Scope and Timeframe
310. At this stage the design effort was assumed to take place over a 6-calendar month period
commencing in early 2017 and include the following contracts.
National Roads:
National Road NR-1 from km 62.1 [junction with NR-11 inside Neak Loeang] to km
159.00 [the western edge of Bavet city];
National Road NR-6 from km 317.1 [junction with airport road north edge of Siem Reap]
to km 367.0 [south end of river bridge];
Final Report – March 2017
ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia)
National Road NR-67 from km 0.0 [junction with NR-6 south of Siem Reap] to km 133.9
[at International border crossing in Otdar Meanchey Province].
Provincial Roads:
Provincial Road PR-23 and Provincial Road PR-312:
Provincial Road PR-1534.
311. The detailed design assignment was therefore expected to require work on a total length
of 96.9 + 49.9 + 133.9 = 280.7 km on national roads located in the Provinces of Siem Reap,
Prey Veng / Svay Rieng and Siem Reap / Otdar Meanchey respectively.
312. The assignment is also likely to include work on 47.0 + 85.0 = 132.0 km of Provincial
roads that lie within the provinces of Kandal, Prey Veng respectively.
13.2 Operations and Maintenance Stage
313. The concept for the RAMP-2 is to appoint a Contractor[s] to carry out the required
rehabilitation work in the form of ‘backlog’ periodic maintenance interventions and
subsequently, to be committed contractually to routine interventions for a fixed period. This
period has been taken to be 36-months during which time, the Contractor will be obligated to
keep the roadway related corridor assets to a prescribed performance level. Failure to do this
will incur penalties to be retained by MPWT from monthly payments otherwise due.
314. The backlog and subsequent performance-based maintenance will be awarded through a
conventional open bidding (ICB/ NCB) process for which suitable model Bidding Documents
will be needed - these to be based on standard documents but with amendment to cover the
PBM phase of the work.
13.3 Project Implementation Plan
315. The Executing Agency (EA) of the project will be the Ministry of Public Works and
Transport (MPWT) and the Implementing Agency (IA) will be the Ministry’s Project
Management Unit 3 (PMU-3). The PMU3 is headed by the Project Director, Under-secretary
of State who has an experienced team familiar with ADB processes and project
requirements.
Final Report – March 2017
ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia)
316. The overall implementation period following loan negotiation and signatures, is to be 72
months comprised of the following stages:
Recruitment* of Project Implementation Consultant;
Preparation of Design Details and Bidding Documents;
Procurement of Civil Works Contracts including PB Maintenance**;
Design and Procurement of Laboratories and Equipment;
Goods Procurement [e.g. Field Test Facilities, FWD, Surface Profiler]
Commissioning of QA Laboratories and Equipment;
Staff Recruitment and Training;
Recruitment of CBRS Consultant;
CBRS Program Implementation.
NOTES:
* Procurement of design services to take place during loan agreement processing. ** Defects Liability Period to be replaced by PBM part of Contract[s].
The overall Project implementation plan is in shown in Figure 15 following:
13.4 Contract Packaging
13.4.1 Overall Project Content
317. The PPTA stages of the RAMP-2 project originally contained a total of 8 sections of
national roadway for which preliminary designs and cost estimates have been prepared
under the original FS-1 and the subsequent FS-2 assignment, in 2016. The projects included
are as shown in Table 44 as follows:
Final Report – March 2017
ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia)
Figure 15: RNIP Project Implementation Plan
Table 44: Original National Roads Studied [FS-1 and FS-2]
ID No. Route No. PPTA Study Approx. Length
[km]
2016 Civil Works Cost Estimate [USD million]
1 NR-8
FS-1 [5% contingency
used]
98.00 22.5
2 NR-76 88.00 16.7
3 NR-78A 81.06 16.2
4 NR-78B 69.57 14.8
5 NR-64 92.26 16.1
6 NR-67 133.85 19.7
7 NR-1 FS-2 [10% contingency
used]
96.85 22.7
8 NR-6 49.70 16.7
Source: PEC DFR dated Sept. 2016 and Consultant
Final Report – March 2017
ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia)
318. During the ADB’s fact-finding Mission in November and December of 2016 however, a
modified list of roads [from the National and Provincial road networks] were confirmed to be
included in the implementation stages of the Project - under the RNIP heading.
319. The detailed design and construction stages will therefore address the following corridors
as shown in Table 45:
Table 45: Roads for Implementation under the RNIP Project
ID No. Route No. PPTA Study Approx. Length [km]
1a, 1b NR-1 [West & East sections
combined] FS-2 96.85
2 NR-6 FS-2 49.70
3 PR-23 PRIP-2 81.06
4 PR-312 PRIP-2 69.57
Source: MoU dated Dec. 1, 2016
13.5 Procurement
13.5.1 Methods and Thresholds
320. In accordance with standard ADB practice and the 2014 project administration
instructions, the following thresholds shown in Table 46 below, are relevant.
Table 46: ADB Procurement Thresholds [Goods & Works]
Procurement of Goods and Works
Method Threshold Comments
International Competitive Bidding (ICB) for Works US$3,000,0001
International Competitive Bidding for Goods US$1,000,0001
National Competitive Bidding (NCB) for Works2 Beneath that stated for ICB, Works
National Competitive Bidding for Goods2 Beneath that stated for ICB, Goods
Shopping for Works Below US$100,000
Shopping for Goods Below US$100,000
1 Refer to PAI 3.03 Appendix 2 for International Competitive Bidding
2 Refer to PAI 3.05 for National Competitive Bidding
13.5.2 Professional Services
321. Again in accordance with standard ADB practice, the required professional services may
be procured using one of the following procurement methods - see Table 47:
Final Report – March 2017
ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia)
Table 47: ADB Procurement Methods [Consultant’s Services]
Method
Quality and Cost Based Selection (QCBS)
Quality Based Selection
Consultants’ Qualifications Selection3
Least-Cost Selection4
Fixed Budget Selection
Single Source Selection (SSS) 3
Refer to Para. 29 of PAI 2.02 for Consultants’ Qualification Selection 4
Refer to Para. 26 of PAI 2.02 for Least-Cost Selection
13.5.3 Indicative List of Contract Packages
322. Subject to confirmation during the detailed design and loan processing stages, the
following Table 48 contains an indicative list of works, goods and consulting services
contracts likely to be required to deliver the project. At this time the works packages are
simply grouped on a geographical basis. Table 49 provides the cost included for climate
change mitigation and road safety improvement measures.
Table 48: RNIP Contract Packaging & Total Costs
Package Number
General Description
Section No. Estimated Civil
Works Cost* [USD x million]
Procurement Method
Comments
CW-1 Road Rehabilitation
NR-1 East 11.5 ICB Performance-based maintenance work included
CW-2 “ NR-1 West 11.8 ICB
CW-3 “ NR-6 16.5 ICB
CW-4 “ PR-23 TBD ICB
CW-5 “ PR-312 TBD ICB
CW-6 School Zones - 1.0 NCB
EQ-1 Laboratories and Equipment
- 7.9 ICB Shopping and NCB for building
D-1 Engineering Design
NR-1, NR-6, PR-23 and
1.10 QCBS Works Contract CW-1 to CW-6 and Goods Contract EQ-1
CS-1 Construction Supervision
NR-1, NR-6, PR-23 and
6.70 QCBS Works Contract CW-1 to CW-5
CBRS-1 Road Safety Awareness
RNIP Roads 1.60 QCBS
NOTES: * Estimates include – performance based maintenance cost
Table 49: Included Costs [Climate Change & Road Safety Provisions]
Road / Package Number
Climate Change
Provisions
Road Safety Provisions
Comments
NR-1 East / CW-1 $3.16 million
$0.97 million
Road Safety Provisions costs exclude on-site SSZ treatments
NR-1 West / CW-2 $0.70 million
NR-6 / CW-3 $1.06 million $0.80 million
Final Report – March 2017
ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia)
14. Administrative Arrangements
323. The overall intent of the project is to improve corridor connectivity and local access and
thereby to stimulate economic and social activities at the local, regional and international
levels. Changes in these areas need to be measured against baseline conditions so that the
achievement of the applied investment can be judged - a number of indicators can be used
for this purpose.
14.1 Design Monitoring Framework
324. Tables 50 and 51 following, contains a DMF prepared for the RNIP project covering
project components studied under FS-2 component:
Table 50: Design Monitoring Framework [1]
Design Summary Performance Targets and
Indicators Data Sources and
Reporting Mechanisms Assumptions
and Risks
Impact Long-term sustainability of national and provincial road network preserved
Outcome Transport efficiency maintained on the GMS Southern Economic Corridor and connecting project roads
By 2023: a. Travel time on the national road sections NR 1 and NR 6 maintained (Baseline: average travel time of 1.2 minutes per km by car in 2016). b. Average passenger and freight vehicle operating costs (economic) in constant prices maintained or decreased (passenger car operating cost at $0.26/km and two axle truck operating cost at $0.46/km in 2016) c. Damage to road from high intensity rainfall (or flashfloods) reduced (Baseline 2016: Not applicable) (This is related to climate change adaptation) d. Performance based road maintenance adopted for RGC funded road upgrading projects (Baseline 2016: Not adopted) e1. Road traffic crashes on the national road sections reduced by 10% (baseline: 3 year (2013-15) average of 151 on NR 1 and 230 on NR 6). e2. School zone safety improved
Field traffic surveys: MPWT
Vehicle operating cost assessment: MPWT
Routine road inspections: MPWT
Annual reports: MPWT Road crash statistics
Assumption: The RGC sustains its commitment to good road maintenance practices
Contractors with adequate technical skills are available for road maintenance works
Risk: Insufficient funding for road maintenance due to competing demands
Final Report – March 2017
ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia)
Source: Asian Development Bank draft PAM document, November 2016.
(Baseline 2016: Not applicable) f.. Average daily vehicle-kilometres in the 1
st. full year of operation to be
2.252 million for NR 1 0.995 million for NR 6.(Baseline: 1.422 million for NR 1 0.633 million for NR 6 in 2016) g. All prescribed quality control testing is performed for maintenance works by regional laboratories in at least 50% of provinces (Baseline 2016: 0)
h. Annual quality assurance
audit on construction sites
increased. Baseline 0
construction site; 10% in
2020 25% 2021 50% 2022"
Survey of students on safety perception at school zone MPWT traffic counts MPWT Reports MPWT Reports
Outputs 1. Safe and
climate resilient national and provincial roads completed.
By 2022 1a. 147 km of roads rehabilitated and climate change adaptation measures implemented (2016 baseline: 0) 1b. Average road roughness below an IRI of 2.5 achieved and maintained below 3.5 (Baseline: IRI of 4 or more)
Monthly and quarterly project progress reports: MPWT Annual reports: MPWT Project completion report: ADB
2. Quality assurance system in MPWT strengthened
2a. One main and three regional laboratories established (Baseline: 0 in 2016) 2b. Quality assurance wing in MPWT established and staff trained (Baseline: 0 in 2016)
Quarterly progress reports: MPWT
Project completion report: ADB
3. Road safety enforcement in project communes increased.
By: 2022 3a. Twenty safe school zones provided on the project roads (baseline 0 in 2016) 3b. At least 50% of community facilitators in the community-based road safety awareness campaign are women (baseline: 0 in 2016)
Quarterly progress reports: MPWT
Project completion report: ADB
4. Road maintenance practices improved
By 2022 4a. Performance based maintenance adopted on 147 km road sections;
Quarterly progress reports: MPWT
Project completion report: ADB
Final Report – March 2017
ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia)
Table 51: Design Monitoring Framework [2]
Activities with Milestones Inputs
1. Improved Road Maintenance 1.1 MPWT selects implementation supervision consultants by
the end of t he f i rs t quar ter o f 2018 1.2 MPWT awards civil works contracts by mid-2018 1.3 MPWT completes 147 km of national and km of Provincial
road rehabilitation by mid-2020 and mid-2021 respectively
2. Quality Assurance 2.1 MPWT selects a Quality assurance consultant by the end of 2017 2.2 MPWT establishes the laboratories and quality assurance
system by the end of Q3, 2019.
3. Road Safety Awareness 3.1 MPWT completes the implementation of Community Based
Road Safety awareness program by the end of 2022.
ADB: US$95.00 million Government: US$10.00 million
Total US$105.00 million
Amount
Item US$ million
Road Maintenance Project [RNIP}
14.2 Performance Indicators
325. Table 52 following, describes the indices proposed for the assessment of the outcome of
the RNIP project, in various engineering and non-engineering terms:
Table 52: Performance Indicators
Subject Index Data Collection Method
A. Economic & Engineering Benefits
Vehicle operating costs Reduced average roughness of project road sections (IRI)
Surveys using existing and/or newly acquired MPWT equipment
Road-user time savings Maintain travel speed on road sections, by vehicle type
Corridor drive-through surveys. Vehicle licence surveys at ends and mid-point of road sections
Generated traffic Increased growth in AADT volumes over expected national average
Classified traffic counts on project roads, at start and end of construction period and 2-3 years into operational phase. Counts on similar roads where no physical improvement has been made.
Vehicle ownership Bicycle ownership, motor vehicle registration
Repeat of design-stage socio-economic surveys and interviews with commune leaders
Overall economics NPV and EIRR after 2-3 years of operational phase.
HDM-IV model re-runs using final project costs and benefits - based on above other indices.
Maintenance cost Annual expenditure in Provinces Comparison of PBM cost with pre-project budget allocation
Aggregate quality Quality of crushed rock materials available for construction use.
Comparative testing of the properties of aggregates [to be used for AC, DBST,
Final Report – March 2017
ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia)
road base and sub-base layers] taken from MPWT-owned crushing and screening plant and privately-owned local sources.
B. Environmental and Social Benefits
Air and noise Dust and particulate content, ambient noise levels Comparative testing of properties in pre
and post-construction stages Ground water Quality and quantity, toxicity levels
Public opinion Local peoples’ views of project benefits
Repeat of design-stage socio-economic surveys and interviews with commune leaders within the catchment areas of the road sections
Poverty No. of households officially classified as ‘poor’ in catchment areas
Employment No. of jobs or amount of increased income attributable to the project
Productivity No. of jobs / amount of increased income attributable to the project
Accessibility
Additional trips / reduced journey times for local residents to regional centres, schools, clinics, institutional facilities etc.
HIV / AIDS Variation in known rates of infection Reviews of regional and local clinic medical records
Public transport Establishment of new / increased frequency of existing services
Survey of pre and post-project service levels [taxis, local and inter-city bus routes]
Road safety Improved awareness of regulations, reduced crash frequency
Monitoring through project-based RSA campaigns
326. When combined with the indicators proposed in the FS-1 part of the RAMP-2 project, the
above may be included in the DMF for the project to be prepared at the detailed design of the
implementation process.
14.3 Draft Loan Covenants
327. Depending upon the terms of the financing arrangement to be agreed between the ADB,
the Royal Government of Cambodia and the co-financiers [unless a no co-financier scenario
is adopted], the following covenants could be considered for inclusion in the formal
Agreement:
a) The Borrower is required to establish and maintain separate accounts for the Project;
b) Annual accounts and financial statements must be audited annually in accordance with
international auditing standards - and carried out by independent auditors whose
qualifications, experience and terms of reference are acceptable to ADB;
Final Report – March 2017
ADB TA 8784-CAM: Second Road Asset Management Project – Additional Feasibility Study (41123-014)
SHELADIA (USA)/ TANCONS (Cambodia)
c) The EA/IA is required to submit to the ADB [as soon as it becomes available but in any
event, not later than 6 months after the end of each related fiscal year] certified copies of
such audited accounts and financial statements together with the relevant report of
appointed auditors. The documentation should also include the auditors' opinions on the
use of the Loan proceeds and on compliance with the financial covenants contained in
the Loan Agreement as well as on the correct use of procedures relating to the ‘imprest’
account. All documents to be prepared in the English language.
d) Budget allocation for the QA system implementation to be ensured by allocating 0.75% of
annual road maintenance and rehabilitation works budget