Technical Assistance Consultant’s Report · 2017-10-10 · Technical Assistance Consultant’s Report This consultant’s report does not necessarily reflect the views of ADB or

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


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


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


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


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


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



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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


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


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


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].


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].


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


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.


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:


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


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


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


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.


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.


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


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:



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.


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:


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;


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.


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



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



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



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:



(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



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].



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];



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.



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.



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.



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.



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



% 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



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


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



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.



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.



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


Table 4: Classified Volumes for NR-6

Survey Date Vehicle Type

Total M/C Car

Mini Bus


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


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.



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



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.



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


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




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.



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:



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



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



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.



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.



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.



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].



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.



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.



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.



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:



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.



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



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.



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)


Table 15: Preliminary Pavement Design, NR-1 [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


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




Table 19: Preliminary Pavement Design, NR-6 [Parts 2 & 3]

NR6-Section II: 326.800 to 338.000 (Subgrade Class - S4)


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


are encountered

Sub Base Course as



areas of prominent


are encountered




Table 20: Preliminary Pavement Design, NR-6 [Parts 4, 5 & 6]

NR6-Section IV: 349.000 to 357.200 (Subgrade Class - S4)


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



areas of prominent


are encountered




Table 21 Contd: Preliminary Pavement Design, NR-6 [Parts 4, 5 & 6]

NR6-Section VI: 362.400 to 367.500 (Subgrade Class - S4)


Concrete


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


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




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.




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].




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




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




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




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




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



Source: Consultant

Figure 11: Bavet Truck Route Junction - Option 1




Source: Consultant

Figure 12: Bavet Truck Route Junction - Option 2




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.




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.




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]


Physical & Price Contingencies


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.




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




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.




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




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.




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.




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




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.




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




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


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.




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%




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




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.




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




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




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




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.




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




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.




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




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.




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;




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.




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.




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.




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




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.




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




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




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




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.




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.




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.




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.




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.




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.


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




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


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




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.




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).




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;




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;




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.




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.




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:




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.




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




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;




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.




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];




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.




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:




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




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:




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




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




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)



4. Road maintenance practices improved

By 2022 4a. Performance based maintenance adopted on 147 km road sections;






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,




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;




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