Maintenance of National Road No. 3 in Cambodia

Method Statement for Maintenance National Road of DBST Road in CAMBODIA
Revised 1
Method Statement
For the Overall Maintenance Works of
National Road No. 3
(From PK147+100 to PK 201+400)
AND
PERFORMANCE/OUTPUT BASED ROUTINE
MAINTENANCE
Date: 05/07/2012
(Revised 1)
1
| CAMRA TECHNICAL PAPER No. 2 All rights Reserved 2013
Contents
1.
General Information
2.
Quantities of Works
3.
Reference
4.
General Construction Layout
5.
Construction Method Statement

5.1 Earthwork
5.2 Sub-bases and Base Course
5.3 Bitumen Works
5.4 Drainage and Protection Works
Construction Process Chart
6.1 Repairs of Cracks
6.2 Repairs of Potholes
6.3 Repairs of Patches
6.4 Repairs of Edge Breaks
6.5 Spread of Seal Coat
Quality Control of Works
7.1 Quality of Works
7.2 Quality Control of Works
6.
7.
8.
Safety of Works
8.1 Establishment of Safety Organization
8.2 Safety Organization Requirements
8.3 Safety Management of Transportation, Mechanical Operation
9.
Protection of the Environment

10.1 Water Quality
10.2 Air Quality
10.3 Noise
10.4 Control of Wastes
10. Methodology of Performance/Output Based Routine Maintenance

10.1 Performance Monitoring and Procedures
10.2 Contract Staffing and Sub-Contractors
Revised 1
1.
Revised 1
General Information
The project the road maintenance cover part of National Road No 3 from KM0+000 (Existing PK 147+100) to KM
54+300 (Existing PK 201+400) of the length 54.3km in Kampot Province and on overall this project is scheduled to complete
in 24 months. The project road has been separated into 3 sections with two different ways of maintenance works as
follows:
Section 1
km 0+000 km 12+300
Section 2
km 12+300 km 32+850
Section 3
km 32+850 km 54+300
Maintain
under terms of performance/output based routine maintenance
Pavement restoration - repair under terms of quantity/unit-priced maintenance

works
Maintain
under terms of performance/output based routine maintenance
However, due to the current severe-damaged conditions of the road, the repair under terms of quantity/unit-priced
maintenance works will be implemented for the first 3 months on the Section 1 and 3 to restore the road to the
maintainable condition. In the meantime the performance base routine maintenance will also be implemented on these
sections where there are maintainable conditions.
Nevertheless, on overall the Work components include the following:
Repair of potholes, pavement failures, edge breaks and other pavement distress areas.
Repair of damaged embankment side slopes, including reinstatement of shoulders.
DBST/AC repair/overlay of the several lengths of road.
Maintenance of the road during defect liabilities and performance base routine maintenance.
2.
Quantities of Works
2.1
Earthwork: Embankment fill is 1400 m3, and sub-grade material is 980 m3. Of which roadway excavation is
10313 m3 and channel excavation is 4000 m3 while clearing and grubbing is 60000 m2.
2.2
Sub-base and Base Course: The sub-base is 2800 m3, aggregate base course is 6930 m3 and soil aggregate
shoulder is 1200 m3.
2.3
Bitumen Works: The bituminous seal coat (12 mm) is 43500 m2, while sealing aggregate (12 mm) is 43500m2,
bituminous seal coat (19.0 mm) is 32510 m2, while sealing aggregate (19.0 mm) is 33251m2. Others are the repair of
cracks (5500 m), repair of potholes is 2000 m2, repair of edge break is 1950m; leveling with Bitumen surface
treatment 3600 m2; repair of base course failure is 4330 m2
2.4
Drainage and protection works include Grouted Riprap (Class A) of 150 m3, Block Sodding slope protection
of 20000 m2, and Topsoil for embankment slopes of 20000 m2, and cleaning existing drainage systems for pipe less
than 1m dia 744m and for pipe greater than 1m dia 1014m and Cleaning existing channel through bridges 1164m.
3.
Reference
Contract Documents of Road Maintenance National Road No 3 (NR-3) of Cambodia and Clarification to Questions
American Association of State Highway and Transportation Official (AASHTO)
American Society for Testing and Material (ASTM)
Australian Standards (AS)
4.
General Construction Layout
4.1
Facility Layout
Revised 1
With the approval of the Engineer/Employer, the Engineers Facilities (Office, Material Testing Laboratory, and
Housing Accommodation) to be provided and located at khum Prek Tnot Srok Chhouk Kampot (at nearby Kdat Primary
school, about PK 20). As requested by the Employer, the Contractors Project Management Office is alos located next
to the Engineer Office. However, to be appropriate distance for road maintenance of NR3 the material stockpiling yard
will be established at PK 27+000.
4.2
Water Use
The water from pond and waterfall from Bokor Mountain along National Road is used for the curing of the sub-grade,
pavement, and other construction work. The water from the wells nearby is also used for the construction purpose.
4.3
Electricity Supply
Kampot electric network is connected to the Project Management Offices. In order to ensure sustainability of site
construction, the generator sets have been already put in place at the Project Management Offices.
4.4
Communication
Key personnel have been provided with cell phones and internet modem to facilitate the internal and external
communication.
5.
Construction Method Statement
The construction works are being carried out in compliance with the Technical Specification and Engineers instruction.
5.1
Earthwork
5.1.1 Description
The sub-grade material is 980 m3, while the embankment fill is 1400 m3. The quantity of the roadway excavation is
10313 m3 and the channel excavation is 4000 m3, while the quantity of clearing and grubbing is 60000 m2. The earthwork is
executed mechanically, which is assigned for construction team to complete.
5.1.2 Clearing and Grubbing

With the direction and instruction of the Engineer, at the designated areas, the motor graders and excavators are used to
clear, remove, and dispose all vegetation, silt and grubbing roots, down timber and other unacceptable materials.
Large trees and stumps within construction area is cut down by hand and then be transported and stockpiled at designated
place directed by the Engineer.
Small vegetation, timber piles, roots, and silt is curved by excavators and then is transported to the spoil area
directed by the Engineer.
The clearing and grubbing, unless otherwise instructed by the Engineer, include also the removal of all roots, stumps,
untidy vegetation, rubbish, garbage and to the extent that these materials are not, in the opinion of the Engineer, obstruct
the future maintenance. All unsuitable materials are wasted and re-spread at designated locations in a neat and orderly
way as agreed by the Engineer.
5.1.3 Roadway Excavation

The works shall be composed of common, unsuitable excavation, and the excavation of bituminous materials, which is
accounted for 10313 m3. Roadway excavation includes the removal, hauling and proper utilization, or disposal of all excavated
materials, the shaping of excavation and the preparation of exposed surfaces of excavation on the entire length of roadway. The
survey team marks all excavated locations, lines, level, grades, dimensions, and cross section, which is shown on the
Drawings and as directed by the Engineer.
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Revised 1
5.1.4 Channel Excavation

The work consists of excavation for channels of 4000 m3 both inside and outside the right of way, where shown on the
Drawings, or specified in the Special Provision, or directed by the Engineer. The work includes the proper utilization and
hauling or disposal of all excavated materials, constructing, shaping and finishing all earthworks involved in conformity
with the required alignment, levels, grades and cross sections.
Based on the Drawing, the Survey Engineer set out the level line and measure the original ground elevation, then figure out
the excavation depth according to the designed bottom elevation, and then mark it up with stakes. During the
construction, the channel is kept drained as far as practicable and the work is constructed in a neat and workmanlike
manner. The unsuitable materials are transported to the spoil area, while the materials that could be used for sub-grade
filling or slope block sodding and formation of embankments are stocked together nearby. The channel sidelines are
trimmed manually to ensure lines smooth and fluent.
5.1.5 Embankment
This work consists of the construction of embankment by furnishing, placing, compacting and shaping suitable material of
acceptable quality obtained from approved sources in according with the Specification, and to the lines, levels, grades,
dimensions, and cross section shown on the Drawings and as required by the Engineer.
The embankment filling materials are tested in accordance with the Specification to determine the appropriate materials
prior to execution. Not until approved by the Engineer, the filling shall not be started.
Natural ground situated less than 1.5 m below the design surface of the road or side slopes, after proper clearing and grubbing
or scarifying of existing road surface, are compacted to a depth of 150 mm, to not less than 90 % of the maximum dry
density of the material as determined by AASHTO test method T180. If unsuitable materials occur in some areas under
embankment or in existing embankment, such materials are removed to levels as directed by the Engineer, the bottom of
the excavation is compacted, and areas backfilled and compacted layer by layer with suitable material
5.2
Sub-base and Base Course
5.2.1
Description
The work consists of repairing sub-base and base course failure and spreading sub-base and base course in accordance
with the Specification and the Drawings.
5.2.2
Sub-base
This work consists of furnishing, placing and compacting sub-base material on a prepared and accepted sub-grade to the
lines, levels, grades, dimensions and cross sections shown on the Drawing and as required by the Engineer. Based on the
Drawing, the Engineer sets out the horizontal position of sub-base, determine the thickness of spreading, and then mark it up
with stakes. Prior to sub-base spreading, watering cart is used to wet the sub-grade to ensure the cohesiveness between
them.
The sub-base is shaped, compacted and completed for at least 150 m ahead of the placing of the sub-base course
material and subject to the requirements of the Contract for the Engineers approval of the sub-grade before it is covered
up. The sub-base is spread in even layers not exceeding 150 mm after compaction. Care is taken to prevent segregation,
and oversized particles are hand-picked from the deposited layer prior to compaction. Immediately after each layer has
been spread and shaped satisfactorily, each layer is thoroughly compacted with suitable and adequate compaction
equipment. Each layer is compacted to at least 95 % of the maximum dry density, as determined by AASHTO T180.
5.2.3
Base Course
The work shall be composed of aggregate base of 6930 m3 and soil aggregate shoulders of 1200 m3. This work is
determined to execute in accordance with the above method of sub-base.
5.3
Bitumen Works
5
5.3.1
Revised 1
Description
This work shall consist of repairing existing defective bitumen pavement, including bituminous surface treatment,
longitudinal cracking, block cracking, patches, and edge breaks, which is assigned for two construction teams to complete
for NR3.
5.3.2
Bituminous Prime Coat
This work consists of the preparation for and application of a bituminous prime and blotting material to a previously prepared
and untreated surface. via: earth sub-grade, crushed aggregate base course, cement or lime, stabilized base course, top of
roadway shoulders, concrete bridge deck, etc in accordance with the Specification and in close conformity with the lines
shown in the Drawing or established by the Engineer.
Slow setting cationic emulsified bitumen is chosen as the prime coat, whose quantity and quality are in conformity with the
Specification. Pre-distribution is done to check the consistency of bitumen:
The prime coat is sprayed after clearing the cutting left over of existing defective pavement. A slight application of water is
made if the surface is over dry.
It is determined to execute by a bitumen distributor, which is fitted with a handheld, manually operated bar fed by a
flexible line for use on areas too small to be satisfactory sprayed with the main bar.
Before any bitumen distributor is used on the works, the calibration of the nozzle shall be checked in a series of field tests
to maintain appropriate speeds for the proper application of the bitumen. During the progress of the work, it is
sprayed uniformly at one time in accordance with the designated bitumen capacity in case of bitumen's flowing to
penetrate into the base course. Oil slick formed on the surface is not permitted. Once any omission occurs, remedial
spraying is done manually. After the spraying, the traffic is strictly regulated in case of any vehicle or person passing
through.
No spraying is carried out on a wet pavement, while rain appears imminent or during high winds; the extra prime
coat bitumen, which has not penetrated into base course, is cleared immediately.
5.3.3
Bituminous Seal Coat
This work shall be applied to the execution of the prime coat. Reference shall be made to 5.3.2.
5.3.4
Sealing Aggregate
Aggregate spreader is used in the execution of construction:
The crushed stone aggregate is spread before emulsion breaking. To ensure a good cohesiveness between aggregate
and bitumen, crushed stone aggregate is spread once emulsion stops flowing.
The crushed stone aggregate is spread uniformly and not be overlapped, which cover the full pavement with no
exposing bitumen. Manually remedial work is done when any local omission occurs. The crushed stone aggregate
adheres to bitumen emulsion through rolling and integrates with it after its breaking. Where there is excess aggregate,
the unsuitable is removed immediately to make the surface level uniform.
Pneumatic-tired roller of 10 tons is used to compact, which is executed when the bitumen becomes fully black and
emulsion has been breaking. One to two-time light rolling is done firstly and re-rolling be started after it is dry.
5.3.5
Repair of Cracks
This work applies to the repair of linear cracking, or narrow-sections of block cracking in accordance with the
Specification or otherwise directed by the Engineer. The method of repair depends on the width of cracking and the area of
block cracking. Larger areas of block cracking are treated as patches. The operation of preparing and filling cracks is
completed in the same day to ensure open traffic on time.
For the linear cracking less than 2 mm:

All cracks are cleaned out with compressed air (and a wire brush, if necessary), to remove all dust and loose
particles.
Cracks are dried with a heat gun, or similar, if moisture is present.
6
Revised 1
After cleaning and drying, cracks are to be filled with a modified bituminous material or bitumen emulsion, having a
viscosity low enough to enable it to be penetrated into the crack.
For the linear cracking less than 6 mm:

All cracks are cleaned out with compressed air (and a wire brush, if necessary), to remove all dust and loose
particles.
Cracks are dried with a heat gun, or similar, if moisture is present.
After cleaning and drying, cracks are to be filled with a modified bituminous material or bitumen emulsion, having a
viscosity low enough to enable it to be penetrated into the crack.
A single bituminous treatment surface (SBST) sealing coat, with a width of 20 cm regarding the cracks as the
central line, is spread.
For the linear cracking more than 6 mm:

Regarding the cracks as the central line, the excavation and removal of bituminous pavement within 15 cm
from the line are completed. A cutting line, which has to be parallel or vertical with the central line of road
pavement, is drawn by chalk in the fields intended to excavate before executing. Then, the cutting with a depth
of 75 mm or otherwise directed by the Engineer is made along the drawn line in order to ensure longitudinal
and leveling sides of the cutting groove straight.
The materials of base course are loosened arid re-compacted and all unsuitable materials must be removed if
any.
A bitumen prime coat is spread manually.
A double bituminous treatment surface (DBST) is spread.
5.3.6
Filling Potholes and Patch Repairs:
This work includes repair of potholes, patching, and areas of block cracking in all types of bituminous pavement. It also
includes the removal of all failed material, in the pavement course and, if necessary, below the pavement, until the root cause
of the failure is removed. The replacement of material is as high a standard as that which was originally specified for the
pavement layer; the compaction, trimming and finishing of the surface of all patches shall be able to form a smooth
continuous surface, level with the surrounding road.
For pothole and patch repair:
A cutting line of a regular straight sided rectangular shape, which has to be parallel or vertical with the central line of road
pavement, is drawn by chalk in the fields intended to excavate before executing. Then, the cutting with a depth of 75
mm or otherwise directed by the Engineer is made along the drawn line in order to ensure longitudinal and leveling
sides of the cutting groove straight.
The repair area is thoroughly cleaned with compressed air or other method approved by the Engineer to remove all
dust or loose particles.
Damaged or disturbed layers below the level of the bituminous construction is excavated into the shapes of benches,
each of which is with a width of 20 cm, be repaired or replaced using material of the equivalent to original ones and be
compacted in accordance with the Specification.
A double bituminous treatment surface (DBST) is spread. The bituminous material chosen for the repair is to be
applied or laid, and compacted in accordance with the relevant clause of the Specification. While placing the final
layer, the mix is spread slightly proud of the surface so that after rolling, the surface is flush with the adjoining surface.
If the area is large, the spreading and leveling are done using hand shovels and wooden straight edges. During the
process of compaction, the surface is checked using 3 m straight edge and required camber or cross fall is
maintained.
5.3.7
Repair of Edge Break
Damaged sections of the edges of carriageways or pave shoulders are removed and renewed with fresh material, as
indicated on the Contract Drawings, using materials and a methodology as for the repair if potholes etc above. The
7
Revised 1
adjacent earth verge or soil-aggregate shoulder is subsequently brought up to the level of the bituminous pavement or
shoulder in order to protect future protection of the repair.
5.3.8
For Depressions in the Pavement
This work consists of depressions of bridge abutments and service pipes, wheel ruts and shoving. As for these defective
pavement, they are rectified by recourse to appropriate techniques as indicated on the Contract detailed Drawings, such as
the application of a leveling course or courses, scarifying to remove excess material (subsequent to an overlay), or
implementing a patch repair or full-depth reconstruction.
For depressions less than 6 cm:

A cutting line of a regular straight-sided rectangular shape is drawn by chalk in the fields intended to excavate
before executing. Then, the cutting with a depth of 25 mm is made along the drawn line. Finally, all bituminous
material is carved out of sides of the cutting groove.
A bituminous tack coat is spread along the sides of the cutting groove.
The bituminous concrete then is spread and compacted.
For depressions more than 6 cm:

A cutting line of a regular straight-sided rectangular shape is drawn by chalk in the fields intended to excavate
before executing. Then, the cutting is made along the drawn line.
The sub-base, base course and DBST or AC (asphalt concrete) pavement are excavated into benches with a width of
20 cm one by one. All loose material on the roadbed is also removed if any.
All materials, which is of the same as the original ones of existing layers are backfilled and compacted one by one in
accordance with the Specification.
For Shoving:
Shoving is a type of small-localized failure of bituminous pavement, due to pick up of heavy vehicle on the soft
bituminous surface treatment. The method to repair this type of failure is as below steps:
Cut the defect area in square

Remove the defected bituminous surface treatment and other disturb materials.
Clean the cut areas by air Compressor.
Apply CRS-2 as per calculation rate for first layer is 1.80 liter / sq-m.
Hand spreading of chip seal aggregate 19 mm as per calculation rate.
In order to press the stone on to the binder, remove the stone so that their least dimensions are vertical and to
achieve mechanical interlock between the stone, rolling should continue until the aggregate has been well
embedded in the binder and uniformly textured surface is obtained.
Apply CRS-2 as per calculation rate for second layer is 1.1 liter/ sq-m
Hand spreading of chip seal aggregate 12.5 mm as per calculation rate.
In order to press the stone on to the binder, remove the stone so that their least dimension are vertical and to
achieve mechanical interlock between the stone, rolling should continue until the aggregate has been well
embedded in the binder and uniformly textured surface is obtained.
In case, third layer is required to carry out a same procedure as per second layer.
In case of repaired surface is overlaid after repair works; only the fill with DBST on the lower part is needed and
cut back to design level on the rough and hump of surfaces.
For repair of base course failure
This work include repair of base course failure in all types of existing bituminous pavement. It also includes the removal
of all failed material, in the pavement course and, if necessary, below the pavement, until the root cause of the failure is
removed. The replacement of material is as high a standard as that which was originally specified for the pavement layer;
the compaction, trimming and finishing of the surfaces of all patches are able to form a smooth continuous surface, level
with the surrounding road.
Revised 1
A cutting line of a regular straight sided rectangular shape, which has to be parallel or vertical with the central line
of road pavement, is drawn by chalk in the fields intended to excavate before executing. Then, the cutting with a
depth of 75 mm or otherwise directed by the Engineer is made along the drawn line in order to ensure
longitudinal and leveling sides of the, cutting groove straight.
The repair area is thoroughly cleaned with air compressor or other method approved by the Engineer to remove
all dust or loose particles.
Damaged or disturbed layers below the level of the bituminous construction are excavated into the shapes of
benches, each of which is with a width of 20 cm, be backfilled using material of the equivalent to original ones with
the depth of 20 cm and be compacted in accordance with the Specification.
A double bituminous treatment surface (DBST) or AC is spread. The bituminous material chosen for the repair is
to be applied or laid, and compacted in accordance with the relevant clause of the Specification. While placing
the final layer, the mix is spread slightly proud of the surface so that after rolling, the surface is flush with the
adjoining surface. If the area is large, the spreading and leveling is done using hand shovels and wooden straight
edges. During the process of compaction, the surfaces level is checked using 3 m straight edge and required
camber or cross fall is maintained.
For full depth reconstruction of failure:
This work is referred to the Repair of base course failure, but the depth of repairs of which the sub-base and base
course. In the event that sub-grade has been already failed, this work is reconstructed together as directed by the
Engineer.
5.4
Drainage and Protection Works
5.4.1
Description
This work consists of cleaning existing drainage pipes along the road and existing channels through bridges, of which
drainage pipes, which is less than 1 m diameter, used for the drainage pipeline of local residents along the road, are of
difficulty to dredge because of their small aperture dimension and long pipeline that is out of reach, and channels
through bridges are almost free-flowing. As for protection works, it places slope protection block sodding against the road
sections where the embankments are washed out seriously.
5.4.2
for drainage pipe system
The blockage of debris and silts in existing drainage system and proposed solution method are submitted to the Engineer in
accordance with site condition. Not until the approval of the Engineer, the works of dredging are not executed. As for the
drainage pipes, it is suggested that they be jetted with high-pressure gun; channels are cleared up by hand while water
level is in depression in dry season.
5.4.3
for protection works
The washout of embankment and proposed protection method are submitted to the Engineer in accordance with site
condition. Not until the approval of the Engineer, the works of protection are not executed. Where there are no suitable
topsoil at the sections of washout embankment, the topsoil suitable for growing with a thickness of 10 cm is spread and
compacted by hand in approval of the Engineer, 4 cm thickness of which is wetted if moisture is not enough. Sods used
for planting are obtained from the nearby place the Engineer approved. The size and space between each other of sods are
in accordance with the Drawing, which are watering regularly to ensure the survival ratio.
6.
6.1
Revised 1
Construction Process Chart

Repairs of Longitudinal Cracks
Close Traffic
Measure the Width of cracks
More than 6mm
Less than 6mm
Less than 2mm
Cut and carve out of the

pavement
Clean out the cracks
Clean out the cracks
Distribute the prime

coat
Cast emulsified bitumen
Inject emulsified
bitumen
Spread and compact

DBST
Spread and compact

DBST
Check up the work
Clear up the site
Open Traffic
10
6.2
Revised 1
Repairs of roughened and Loose Pavement
Close Traffic
Collect the loose material
Clean out base course

Unacceptable
Approved by the
Engineer
Acceptable
Distribute the prime coat
Spread and compact

DBST
Clear up the site
Open Traffic
11
6.3
Revised 1
Repairs of Patches
Close Traffic
Determine defective
surface
Cut sides
Unacceptable
Approved by the
Engineer
Acceptable
Brush sides and

distribute bitumen
Spread asphalt concrete
Compact
Clear up the site
Open Traffic
12
6.4
Revised 1
Repairs of Edge Breaks

Close Traffic
Cut defective edges
Clean out loose

material
Unacceptabl
Approved by the
Engineer
Acceptable
Distribute the prime

coat
Spread asphalt
concrete
Compact
Clear up the site
Open Traffic
13
6.5
Revised 1
Spread of Seal Coat

Close Traffic
Clean out base surface

Unacceptable
Approved by the
Engineer
Acceptable
Distribute the prime coat
Distribute emulsified
bitumen
Distribute sealing
crushed stone
Compact
Clear up the site
Open Traffic
14
7.
7.1
Quality of Works
Revised 1
The works are executed in accordance with Conditions of the Contract, the Specification, the directions of the Engineer,
and various regulations of quality control management established on site to meet the requirements of the Specification.
7.2
7.2.1
Preparation of Quality Control of Works
a. All labor and staff are trained on the quality of works to improve their sense of quality on the basis of expectations
and characteristics of works.
b. The relevant personnel are organized to study the Specification comprehensively and carefully to make good
preparation for technical solutions.
c. The detailed mobilization plan for material and equipment is prepared, which is kept in good condition. In order to
ensure the accuracy of testing, special attention is paid to the purchase and identification of quality testing
instruments.
d. The general construction layout, including water, electricity and available acquirement method, and traffic
dispersion plan and civilized construction plan are prepared.
7.2.2
Implementation of Quality Control
Testing of arrived material

All procured material has to be with a certificate of QA (Quality Assurance), samples of which are tested by the lab
assistant. The material is not used until re-tested as acceptable. It is labeled unacceptable and stored separately; or
replaced with approval of the material manager as for the unacceptable material to ensure the quality of arrived
material.
Future testing
a. Each procedure is tested and experimented in accordance with the method of construction or the Specification of
the Contract by the quality control manager, lab assistant and surveyor of Project management office, records of
which are made accordingly.
b. The self-test of concealed works is organized to make by the quality control manager, which is accepted prior to
submitting to the Engineer or his representative for acceptance.
Monitoring of records
Surveying records are made and calculated carefully and correctly, the designated surveying location be protected,
and the surveying instruments be calibrated and maintained regularly.
The technical personnel are strengthened to operate in strict accordance with the methods specified in the
construction method statement.
Key technique and difficult parts, especially the common faults and easy-occurred faults in the project are precautioned, which are nipped in the bud under the guidance of Chief Engineer.
8.
Safety of Works
8.1
Establishment of Safety Organization
The Security Department has to be set up under Project management office, which is in charge of daily safety
specifically, the establishment of various safety regulations and rules and the implementation of each
safety measures. A full-time safety man is appointed for each construction team, who is in responsible for the safety of
the project and under the guidance of the ganger of each section and project manager. Safety education and safety publicity
on employees are carried out monthly as practically as possible.
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8.2
8.3
Revised 1
Safety Organization Requirements

The striking warning signs are erected on site, traffic divided blocks be placed in accordance with the Specification
and a full-time person be appointed to direct the traffic in case of accidents.
The detailed safety consequences are warned for labors and staffs prior to commencement, in the meanwhile safety
education and inspection are made to labors on site from time to time.
Construction personnel on site have to wear unified uniform, chest card and safety helmet in designated color. The
uniforms and the safety helmets are tied on the red reflecting membrane.
The installation of all kinds of electric facilities and use of electricity on site must meet the requirements of related
regulations and rules of power supply authorities. Any violation here is prohibited.
The travel route of various equipment and vehicle is arranged reasonably in case of accidents.
Safety check is carried out to the plant and the equipment; Driving in spite of illness is not permitted.
All personnel must abide by local laws and regulations, comply with the local government regulations and obey the
rules of the site to ensure the safety.
All construction vehicles are strictly forbidden to turn around and retrograde randomly in urban road; if needed, a
full-time safetyman is arranged to direct the traffic and safety signs are placed for exclusive use.
The operation is suspended in case of heavy rain, snow, strong storm and dense fog.
Safety Management of Transportation, Mechanical Operation
A. Safety Management of Transportation

The operator of all equipments and vehicles must have work license. No operation is permitted without licenses. No
person except the operator is allowed to stay in the dump truck.
B. Safety Management of Mechanical Operation
When operating in hazardous sections (including high-voltage section), striking warning signs must be placed, as well as
special person appointed to direct.
C. All the machinery and equipment used in construction are painted in orange or installed with red (yellow) warning lights,
and pasted with red reflective membrane. All transportation vehicles have to be in good condition and stable
performance, which are maintained and repaired periodically or occasionally.
9.
Protection of the Environment
9.1
Water Quality
The Contractor has to prevent any interference with the supply to or abstraction from or the pollution of water resources
(including underground percolating water) as a result of the execution of the Works.
Areas where water is regularly or repetitively used for dust suppression purposes (including, without limitation, stockpiles
for concrete-batching and asphalt plants) are laid to fall to specially-constructed settlement tanks to permit
sedimentation of particulate matter.
All water and other liquid waste products arising on the Site are collected and disposed of at a location on or off the Site
and in a manner that does not cause either nuisance or pollution.
The Contractor does not discharge or deposit any matter arising from the execution of the Works into any waters except with
the permission of the Engineer and the regulatory authorities concerned.
The Contractor has to protect all watercourses, waterways, ditches, canals, drains, lakes and the like from pollution, silting,
flooding or erosion as a result of the execution of the Works.
The Contractor has to submit details of his temporary drainage work system (including all surface channels, sediment
traps, washing basins and discharge pits) to the Engineer for approval prior to commencing work on its construction.
16
9.2
Revised 1
Air Quality
The Contractor has to devise and implement methods of working to minimize dust, gaseous or other air-borne emissions
and carry out the Works in such a manner as to minimize adverse impacts on air quality.
The Contractor has to utilize effective water sprays during delivery and handing of materials when dust is likely to be
created, and to dampen stored materials during dry and windy weather. Stockpiles of friable materials are covered with
clean tarpaulins, with application of sprayed water during dry and windy weather. Stockpiles of material or debris are
dampened prior their movement
Any vehicle with an open load-carrying area used for transporting potentially dust-producing material have to have
properly fitting side and tailboards. Materials having the potential to produce dust are not loaded to a level higher than the
side and tail boards, and are covered with a clean tarpaulin in good condition. The tarpaulin is properly secured and extend
at least 300 mm over the edges of the side and tailboards.
9.3
Noise
The Contractor has to consider noise as an environmental constraint in his planning and execution of the Works. The
Contractor has to take all necessary measure that the operation of all mechanical equipment and construction processes on and
off the Site does not cause any unnecessary or excessive noise, taking into account applicable environment requirements.
The Contractor has to use all necessary measures and maintain all plant and silencing equipment in good condition so as
to minimize the noise emission during construction works.
9.4
Control of Wastes
The Contractor has to control the disposal of all forms of waste generated by the construction operations and in all
associated activities. No uncontrolled deposition or dumping is permitted. Waste to be so controlled includes, but is not
limited to, sewerage, all forms of fuel and engine oils, bitumen, cement, surplus concrete, surplus aggregates, gravels etc.
The Contractor has to make specifies provision for the proper disposal of these and any other waste products, conforming
to local regulations and acceptable to the Engineer. In the event of any spoil or debris or silt from the Site being deposited
on any adjacent land, the Contractor immediately remove all such spoil debris or silt and restore the affected area to its
original state to the satisfaction of the Engineer.
17
Revised 1
10.
Methodology of Performance/Output Based Routine Maintenance
10.1
Performance Monitoring and Procedures
This Contract, we will responsible for managing and maintaining the following indicators:
Pavement and Road Side Assets
Vegetation & Trees
Litter within clearway (No foreign objects on the road clearway)
Drainage System
Bridges
Signs and Road safety
Table of Service Level Criteria that the Contractor will responsible for:
Item
Pavement, Roadside Slopes, and Clearway

Service Level Criteria
Service Quality
Measurement/Detection
Pavement
Visual inspection.
Potholes
No potholes allowed.
Patching
Patches shall be level

with and be made using
material similar to the
surrounding pavement
and shall not have
unfilled cracks wider than
3 mm.
Cracks in pavement
No unfilled cracks wider

than 3 mm.
Depressions and
settlement
There shall be no
depressions or settlement
greater than 50 mm.
Corrective measures shall
meet the patching service
quality above.
The edge of pavement
shall be even with or
have no more than a 50
mmm drop off to the
adjacent earth/gravel
shoulder extension.
The road surface must
always be clean and free
of soil, debris, trash and
other objects
Evenness of edge of
pavement
Cleanliness of the
pavement surface
and paved shoulders.
Roadside slopes
(both in cut and fill
areas)
18
Without deformation or
erosion.
Visual inspection for check of

material used and if >3 mm
cracks are filled. A ruler or
straightedge to check if level
with surrounding pavement,
and a small transparent ruler
with mm gradations to check
crack widths.
Crack widths will be measured
with a small transparent ruler
with mm gradations.
Visual inspection confirmed
by measuring under a 3 meter
straight edge with a ruler with
mm gradations.
Time allowed for repairs or

Tolerance permitted
Potholes must be repaired
within seven (7) days of
detection.
Non-complying patches must
be corrected within seven (7)
days of detection.
Cracks more than 3 mm wide

must be filled within seven
(7) days of detection
Depressions or settlement
greater than 50 mm must be
repaired within seven (7) days
after their detection.

by measuring with ruler with
mm gradations under a 3 mm
straight edge extended 1 meter
out from the pavement.
Repairs must be completed

within seven (7) days after the
detection of the defect.
Visual inspection.
Dirt, debris and obstacles

must be removed :
-within one (1) hour if they
pose a danger to traffic safety
-within three (3) days if they
do not pose any danger to
traffic safety
Roadside Slopes
by measurement with rulers.
Repairs must be completed

within seven (7) days after the
detection of the defect.
Tree branches
within clearway
Grass/vegetation
within clearway
(outside pavement or
shoulders)
Litter within
clearway
Item
Ditches
Culverts and similar
Item
Bridge deck
Expansion joints
19
Trees within clearway

must have branches cut
back to be no closer than
2 meters from the edge of
shoulder and 4 meters
from the pavement
surface.
Height of grass and
vegetation (except trees)
must be:
-less than 20 cm to toe of
slopes or outermost side
of lateral ditches.
-less than 2.0 m
otherwise.
-must not disturb
drainage.
The clearway outside the
edge of the pavement
must be clear of litter,
trash, debris, etc.
Revised 1
Clearway
Visual inspection.
Measurement with an
appropriate 4 meter pole or
staff marked at 2 meters.
Tree branches exceeding the

threshold clearance must be
cut back within seven (7) days
after detection.
Visual inspection.
Measurement with a ruler or
marked stick.
Vegetation exceeding the

threshold height must be cut
back within seven (7) days
after detection.
Visual inspection.
Litter, trash, debris and other

objects must be removed
within seven (7) days after
detection.
Drainage Systems
Service quality
Measurement/De
tection
Must be clean and without any Visual Inspection
significant damage of the
lining, if present.
Must be clean and free of Visual Inspection.
obstacles,
and
without
structural damage. Must be
firmly
contained
by
surrounding soil or material.
Structures (Bridges)
Service quality
Measurement/De
tection
The bridge deck shall be clean Visual inspection
and deck material shall be fully
intact (for concrete and asphalt
decking), and bolted down for
metal decking.
Drainage system/gullies/scuppers
shall be clean and fully
operational.
Clean and in good condition.
Visual inspection.

Tolerance permitted
Obstructions equivalent to greater
than 10% of the design or intended
cross-sectional
dimensions
or
capacity of an item that has not
been purposefully engineered into
the design, must be cleared within
seven (7) days of detection.

Tolerance permitted
Any loose or missing deck
materials shall be corrected within
three (3) days.
Decks and deck drainage systems
shall be cleaned within seven (7)
days determination of noncompliance.
Damages and defects must be
repaired within seven (7) days.
Item
Traffic signs
Pavement markings
Kilometer posts and

guide posts
Guardrails
Signs and Road Safety

Service quality
Measureme
nt/Detection
Signs have to be present, Visual
complete, clean, structurally inspection
sound,
and
meet
MPWT
standards.
Have to be present and firmly Visual
attached to pavement. Glass inspection
spheres/beads must be firm and
visible.
Have to be present, complete, Visual
structurally sound and surface inspection
painted
as
per
MPWT
specifications.
Have to be present, clean, without Visual
any significant damage or inspection
corrosion.
Revised 1
Time allowed for repairs or Tolerance

permitted
Absent, defective, or non-standard signs
must be replaced or repaired within
fourteen (14) days.
Absent or defective pavement markings
fourteen (14) days.
Absent or defective kilometer posts and
guide posts must be replaced or repaired
within fourteen (14) days.
Absent, defective or damaged guardrails
fourteen (14) days.
1 Routine Maintenance Unit will be set up by mid-July 2012 and will works for Section 1 & 3 of performance/output
based routine maintenance (Section 1: KM0+000 to KM12+300, at the beginning of road section and Section 3:
KM32+850 to KM 54+300). This unit will manage and control 2 pools of mobile pavement/shoulder repair. Each pool
will be equipped with mobile/patrol trucks, machineries, materials and tools for potholes/patching, cutting trees and
grassing, removing/collecting all foreign objects on the carried-way and shoulders. They also will regularly check
drainage/culvert/bridges to remove any blocking of water way.
The Routine Maintenance Unit will be responsible to maintain at all times a detailed and complete knowledge and
inventory of the condition of the road sections included in the contract, and to provide to the management of all the
information needed in order to efficiently manage and maintain the road sections. The Unit will be also obliged to carry
out, in close collaboration with the Engineer, the formal and scheduled inspections of service quality levels which will
take place regularly.
The compliance (or non-compliance) report will be prepared by the Routine Maintenance Unit and will be submitted to
the Engineer in the form of tables (a mandatory standard format table and report, with assistance of a Performance Base
Specialist of Engineer), will be prepared and adopted within the first month of the Contracts commencement date. One
table required for each road and one table required for each 1 km test section. The tables form part of the Contractors
monthly statement for IPC, and they may be complemented by comments for which a specific format is not required.
The monitoring of the performance will be done on a daily, monthly, and annual basis.
10.2
Contract Staffing and Sub-Contractors
In-house staff will be provided only approximately 15% of Contract services. The remaining services will be
subcontracted to the several local sub-contractors. In order to raise the quality of services of subcontractors and improve
competition among them, we will engage in an extensive training program for small contractors.
20

Maintenance of National Road No. 3 in Cambodia

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Maintenance of National Road No. 3 in Cambodia

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Method Statement for Maintenance National Road of DBST Road in CAMBODIA

| CAMRA TECHNICAL PAPER No. 2 All rights Reserved 2013

Method Statement for Maintenance National Road of DBST Road in CAMBODIA

General Construction Layout

Construction Method Statement

Protection of the Environment

10. Methodology of Performance/Output Based Routine Maintenance

| CAMRA TECHNICAL PAPER No. 2 All rights Reserved 2013

Method Statement for Maintenance National Road of DBST Road in CAMBODIA

Pavement restoration - repair under terms of quantity/unit-priced maintenance

| CAMRA TECHNICAL PAPER No. 2 All rights Reserved 2013

Method Statement for Maintenance National Road of DBST Road in CAMBODIA

General Construction Layout

Construction Method Statement

5.1.2 Clearing and Grubbing

5.1.3 Roadway Excavation

| CAMRA TECHNICAL PAPER No. 2 All rights Reserved 2013

Method Statement for Maintenance National Road of DBST Road in CAMBODIA

5.1.4 Channel Excavation

Sub-base and Base Course

| CAMRA TECHNICAL PAPER No. 2 All rights Reserved 2013

Method Statement for Maintenance National Road of DBST Road in CAMBODIA

Bituminous Prime Coat

Bituminous Seal Coat

Aggregate spreader is used in the execution of construction:

For the linear cracking less than 2 mm:

| CAMRA TECHNICAL PAPER No. 2 All rights Reserved 2013

Method Statement for Maintenance National Road of DBST Road in CAMBODIA

For the linear cracking less than 6 mm:

For the linear cracking more than 6 mm:

Filling Potholes and Patch Repairs:

Repair of Edge Break

| CAMRA TECHNICAL PAPER No. 2 All rights Reserved 2013

Method Statement for Maintenance National Road of DBST Road in CAMBODIA

For Depressions in the Pavement

For depressions less than 6 cm:

For depressions more than 6 cm:

Cut the defect area in square

For repair of base course failure

| CAMRA TECHNICAL PAPER No. 2 All rights Reserved 2013

Method Statement for Maintenance National Road of DBST Road in CAMBODIA

For full depth reconstruction of failure:

Drainage and Protection Works

for drainage pipe system

for protection works

| CAMRA TECHNICAL PAPER No. 2 All rights Reserved 2013

Method Statement for Maintenance National Road of DBST Road in CAMBODIA

Construction Process Chart

Measure the Width of cracks

More than 6mm

Less than 6mm

Less than 2mm

Cut and carve out of the

Clean out the cracks

Clean out the cracks

Distribute the prime

Cast emulsified bitumen

Spread and compact

Spread and compact

Check up the work

Clear up the site

| CAMRA TECHNICAL PAPER No. 2 All rights Reserved 2013