b7 – m&e / survey manual

Royal Government of Cambodia

Ministry of Public Works and Transport

Road Asset Management Project

Component B7 – Consulting Services for Monitoring and Evaluation for Road Asset Management Project

TRAFFIC SURVEY MANUAL AND USER GUIDE

July 2012

Contents 1- Introduction ......................................................................................................................... 1

1-1 Background .................................................................................................................. 1

1.2 - Purpose and Scope of the Guidelines ..................................................................... 1

1.3 - Structure of the Guidelines ....................................................................................... 2

2 TRAFFIC DATA COLLECTION ......................................................................................... 3

2.1 - Role and Function...................................................................................................... 3

2.2 Types of Traffic Counts ............................................................................................... 5

2.3 General Specifications ............................................................................................... 10

3 TRAFFIC DATA COLLECTION, PRACTISES IN CAMBODIA ...................................... 11

3.1 Background ................................................................................................................. 11

3.2 Data Collection ........................................................................................................... 12

3.3 Selection of Counting Sites ....................................................................................... 13

3.4 Vehicle Classification ................................................................................................. 13

4. COUNTING CHARACTERISTICS ................................................................................. 15

4.1 Traffic Flow ................................................................................................................. 15

4.2 Frequency of Traffic Counts ...................................................................................... 15

5 Traffic Survey for RAMP Project ...................................................................................... 16

5.1 Project Background.................................................................................................... 16

5.2 - The project has three main components as follows: ............................................ 16

5.3 – Diagram of BME ...................................................................................................... 18

5.4 - RAMP Road Network .............................................................................................. 19

5.5 – Road Selection ........................................................................................................ 19

5.6 – Planning of The Surveys ........................................................................................20

5.7 - Survey Methodology and Conduct of Surveys ...................................................... 24

6. RESOURCES REQUIRED FOR COLLECTION OF TRAFFIC DATA ........................26

6.1 General .......................................................................................................................26

6.2 Staff Composition and Qualification ......................................................................... 27

6.3 Equipment Requirement ............................................................................................ 27

7. TRAFFIC AND SITE SAFETY ........................................................................................28

7.1 General .......................................................................................................................28

7.2 Site Safety ..................................................................................................................28

7.3 Site Markings ..............................................................................................................29

JL Narayan, International M&E Consultant RAMP, [email protected] Page 1

TRAFFIC SURVEY MANUAL AND USER GUIDE

1- INTRODUCTIO

1-1 Background

The Royal Government of Cambodia (RGC) through the Ministry of Public Works and Transport (MPWT) has prepared a Road Asset Management Project (RAMP).The project is to be implemented over a five year period starting in October 2008, with the support of the International Development Association (IDA), Asian Development Bank (ADB), the Australian Agency for International Development (Aus AID) and OPEC Fund International Development (OFID). The objective of the project is to ensure continued effective use of the rehabilitated national and provincial road network in support of the economic development in Cambodia. It will do so by improving the institutional and technical capacity of the Ministry of Public Works and Transport for road maintenance planning, budgeting and operations, and by expanding and strengthening maintenance activities. The project seeks to contribute to cultivating a road asset management culture within the sector by: (i). Expanding maintenance of the national road infrastructure nationwide and facilitating interventions in priority areas, (ii). Allocating adequate maintenance funding during the budgeting process; (iii). Knowledge building in MPWT on road network management, maintenance technology and contract management; and

(iv). Increasing private sector involvement in competitive bidding and performance

Traffic Manual has been developed by the M&E Consultant as part of the institution development and capacity building measure.

1.2 - Purpose and Scope of the Guidelines

In order to facilitate the assessment of present and future traffic demands, for the development of need-based infrastructure accurate information and continuous monitoring of traffic by appropriate methods is necessary. Implementing authorities must

therefore ensure that sufficient and appropriate data is available to undertake necessary planning, design, construction and maintenance of the country’s road network, which is aimed at meeting the prevailing traffic flow, future traffic growth and loading without

B7 – M&E / Survey Manual


considerable deterioration in the quality of service. This guideline has therefore been prepared with the main aim being to provide basic information, concept and principles with respect to traffic data collection and analysis. There are various methods of data collection available and used by different organisations / institutions. This guideline, therefore, is only intended to provide guidance in respect of data

collection and analysis and allows for variation in the methodologies adopted by different users, planners, developers, funding authorities, etc. The beneficiaries of this guideline are Roads Department, other Ministries/Departments, local authorities, educational institutions, the private sector and individuals in Cambodia.

Traffic Analysis

1.3 - Structure of the Guidelines

The guideline comprises of nine Chapters and six Appendices. Chapter 1.0 This chapter gives a broad background on the concept of traffic data collection. The chapter also includes discussion of the purpose and scope of the guideline. Chapter 2.0 Provides the role and function of the guidelines with respect to traffic data collection and analysis, the types of traffic counts, general specifications and quality assurance of data being collected. Chapter 3.0 Discuss and give extensive guidance on traffic data collection in Cambodia. The chapter starts with an overview of the current practice in Cambodia and provides essential approaches required to conduct a proper traffic flow/ volume survey. This Chapter also discusses a process or methodology for selection of counting locations, vehicle classification and configuration, which may vary depending on the resulting use of data. Chapter 4.0 Provides scenarios for counting characteristics in respect of choice of counting system, traffic volume characteristics and frequency of traffic counts. It also provides guidance regarding data collection and storage.



Chapter 5.0 Considers resources required to undertake the exercise, with respect to staff composition, qualifications and equipment requirements. As the work is to be carried out along motorized national road network, traffic safety on site is key to the resources required. Chapter 6.0 This chapter deals with issues of safety being paramount to the whole exercise of traffic data collection with particular reference to sighting of counting sites, provision of road signs and markings, etc. Chapter 7.0 This is the core chapter in this guideline, as it provides guidance on vehicle counting, with particular reference to factors affecting vehicle counting, accuracy, duration of counts, counting procedures, typical counts conversions and reference curves. Chapter 8.0 This chapter presents typical counts conversions and reference curves. It also outlines layout of the analysis, data entry, analysis, and reporting. Chapter 9.0 This chapter outlines the recommended layout of traffic data analysis, data entry and its presentation; however, the recommended methods are not exhaustive.

2 TRAFFIC DATA COLLECTION

2.1 - Role and Function

Traffic Data Collection and projections thereof of traffic volumes are basic requirements for planning of road development and management schemes. Traffic Data forms an integral part in the science of descriptive national economics and such knowledge is essential in drawing up a rational transport policy for movement of passengers and goods by both government and the private sectors. This Guideline considers the fact that traffic flow data is important in planning of a particular section of the road network and for its subsequent maintenance. Traffic flow pattern appears to be random in distribution, as it reflects people’s motivation in terms of different composition of vehicles on different types of roads under varying environmental conditions. It follows then that data being collected is a methodological statistics, because traffic flow pattern follows a random distribution. Despite such complexities, it does follow fairly and clearly defined patterns that are possible to classify and analyse. Thus, traffic data collection and analysis follows varying trends and plays an important role in the evaluation and management of road network schemes. While taking cognisance of the above, traffic flow data is needed for different purposes by different Ministries and/or Organisations in Cambodia.



The major areas for which this data is required are: ● Planning prioritisation and project initiation ● Project design ● Planning maintenance ● National Transport Statistics ● Road Safety Measures ● Traffic Control. Some of the key areas in which traffic flow data is needed for development and management of the road network include: a) Determination of a programme of road widening needs and general improvement or strengthening of existing road through a programme of reconstruction and construction of a new roads; b) To check the efficiency of the road network by comparing current traffic volume with the level of service or the calculated capacity; c) To establish the relationship between traffic volume, number of accidents and causes thereof, as well as determination of the probable occurrences; d) To plan prioritization of roads improvement schemes; e) To assess economic benefits arising from roads improvements; f) Investigation of various capacity and design problems for both roads and bridges and parking facilities; g) Design and improvement of new/existing junctions; h) Assistance in planning new developments such as roads in a new town, subdivisions, land use, which generally includes shopping centres, hotels, commercial and industrial complexes, service stations and other traffic generators activities; i) Determination of warrants or the need for implementation of traffic improvement and traffic control measures, such as synchronised/coordinated traffic signals, stop signs, one way roads, no entry, etc; j) To study future traffic trends and assisting in predicting traffic flows in the future for a given period; k) To classify roads on their functional basis. In addition to the above the following are typical specific needs:

a) Assessment of pavement performance through traffic surveys and Period monitoring of selected sections; b) Ascertaining appropriate/optimal timings for maintenance interventions and rehabilitation needs of various roads countrywide;



c) Establish economic and social implications of design and feasibility studies of all development projects countrywide; d) Establish the use of the road network by vehicles of different categories, traffic distribution, etc.

2.2 Types of Traffic Counts

It is essential to know the magnitude of traffic data required or to be collected, which will then determine its quality and type of vehicle classification to be adopted. Traffic counting falls in two main categories, namely; manual counts and automatic counts. There is no distinct difference between the two methods however; the economic use or selection of an appropriate method of traffic counting is a function of the level of traffic flow and the required data quality. This difference can be deduced from the discussions of the respective methods below, and in the subsequent chapters.

2.2.1 Manual Counts

The most common method of collecting traffic flow data is the manual method, which consists of assigning a person to record traffic as it passes. This method of data collection can be expensive in terms of manpower, but it is nonetheless necessary in most cases where vehicles are to be classified with a number of movements recorded separately, such as at intersections. At intersection sites, the traffic on each arm should be counted and recorded separately for each movement. It is of paramount importance that traffic on roads with more than one lane are counted and classified by direction of traffic flow. Permanent traffic-counting teams

are normally set up to carry out the counting at the various locations throughout the road network at set interval. The duration of the count is determined prior to commencement of traffic counting and it is dictated by the end use of data. The teams are managed and supervised by the technical staff to ensure efficient and proper collection of data. (Survey Forms used for manual traffic-counting, is given as T1 for classified traffic count and T2a, T2b, T2c for Classified Traffic Counts on inter section (3 ways) , T3 for OD survey, and T4 for community Survey

Traffic count

Checking recorded traffic count



Recorded traffic count

OD survey activity

Community survey activity

2.2.2 Automatic Counts

The detection of vehicular presence and road occupancies has historically been performed primarily on or near the surface of the road. The exploitation of new electromagnetic spectra and wireless communication media in recent year, has allowed traffic detection to occur in a non-intrusive fashion, at locations above or to the side of the roadway. Pavement-

based traffic detection currently relatively inexpensive will be met with fierce competition in the coming years from detectors that are liberated from the road surface



Automatic counting machine

Survey levelling cross data

Car mounted laser device for road roughness measurement (IRI –m/km)

The most commonly used detector types are: i) Pneumatic tubes. These are tubes placed on the top of road surfaces at locations where traffic counting is required. As vehicles pass over the tube, the resulting compression sends a burst of air to an air switch, which can be installed in any type of traffic counting devices. Air switches can provide accurate axle counts even when compressions occur more than 30 m from the traffic counter. Although the life of the pneumatic tubes is traffic dependant as they directly drive over it, it is used worldwide for speed measurement and vehicle classification for any level of traffic. Care should be exercised in placing and operating the system, to ensure its efficient operation and minimise any potential error in the data.



ii) Inductive loops. Inductive loop detector consists of embedded turned wire from which it gets its name. It includes an oscillator, and a cable, which allows signals to pass from the loop to the traffic counting device. The counting device is activated by the change in the magnetic field when a vehicle passes over the loop. Inductive loops are cheap, almost maintenance-free and are currently the most widely used equipment for vehicle counting and detection. Single loops are incapable of measuring vehicular speed and the length of a vehicle. This requires the use of a pair of loops to estimate speed by analysing the time it takes a vehicle to pass through the loops installed in series. An inductive loop can also, to a certain degree, be used to detect the chassis heights and estimate the number of axles. By using the inductive loops, the length of the vehicle is therefore derived from the time taken by the vehicle to drive from the first to the second loop (driving time) and the time during which the vehicle was over the first and the second loop (cover time). The resulting length is called the electrical length, and is in general less than the actual length of the passing vehicle. This is caused by the built in detector threshold, the road surface material, the feeder length, the distance between the bottom of the vehicle and the loop, but also, to a large extent, the synthetic materials used in modern cars. The system could be used for any level of traffic. iii) Weigh-in-Motion Sensor types. A variety of traffic sensors and loops are used world-wide to count, weigh and classify vehicles while in motion, and these are collectively known as Weigh In Motion (WIM) sensor systems. Whereas sensor pads can be used on their own traffic speed and axle weighing equipment, they are trigged by “leading” inductive loops placed before them on the roadbed. These are:

WIM Station at Poi Pet NR5

● Bending Plates which contains strain gauges that weigh the axles of passing vehicles. Continuous electric signals are sent to the strain gauges, and these signals are altered as the plates are deflected by dynamic vehicular weight and measure the axle of the passing vehicles. ● Capacitive Strip is a thin and long extruded metal used to detect passing axles. The force of vertical pressure applied to this strip by a wheel alters its capacitance, which can be converted to a wheel-weight measure when related to the speed of the vehicle. Capacitive strips can be used for both statistical data and axle configuration. ● Capacitive Mat functions in a similar manner as the capacitive strip but it is designed to be mobile and used on a temporary basis only.



● Piezo-electric Cable is a sensing strip of a metallic cable that responds to vertical loading from vehicle wheels passing over it by producing a corresponding voltage. The cable is very good for speed measurement and axle-space registration, and is relatively cheap and maintenance free like a inductive loop if installed correctly. Data from the WIM can determine:

Traffic Patterns

Vehicle loading and

Seasonal variations - helps to calculate seasonal factors which can be applied on Annual Traffic Counts.

MPWT has eight such stations (only one functional, 7 are to be replaced by 2013). iv) Micro-millimetre wave Radar detectors. Radar detectors actively emits radioactive signals at frequencies ranging from the ultra-high frequencies (UHF) of 100 MHz, to 100 GHz, and can register vehicular presence and speed depending upon signals returned upon reflection from the vehicle. They are also used to determine vehicular volumes and classifications in both traffic directions. Radar detectors are very little susceptible to adverse weather conditions, and can operate day and night. However, they require comparatively high levels of computing power to analyse the quality of signals. v) Video Camera. Video image processing system utilise machine vision technology to detect vehicles and capture details about individual vehicles when necessary. A video processing system usually monitors multiple lanes simultaneously, and therefore it requires high level of computing power. Typically, the operator can interactively set the desired traffic detection points anywhere within the systems view area. Algorithms are used to extract data required for the detection of the raw data feeds. Due to the complexity of the images, it is not recommended that they should be processed outdoors as this can give poor results. The system is useful for traffic counting and give a +/- 3% tolerance, and is not appropriate for vehicular speed and their classification.

Special lap top mounting to capture Data from Video camera for road condition and road inventory survey

Video camera and IRI sensors



Equipment for load bearing capacity measurement

2.3 General Specifications

General specification provides guidance for the allocation and distribution of traffic counting points along the national road network. This is done in order to maintain consistency and attainment of appropriate comparisons of data between counting stations. From traffic counts observations at different locations in the country, it has been noticed that manual counts may be prone to increased human error when the number of enumerators are increased commensurate with increasing traffic flow. In the context of this guideline, temporary automatic counting can be to a minimum of seven-day continuous counts four times a year. At these stations both the loops and the roadside cabinet have to be installed. The equipment for automatic counting can therefore be moved around to the various temporary stations as required. Some of the temporary stations can later be converted to permanent stations, as required, when the traffic flow increases. The RDCMU of MPWT has fixed survey points and their identity recognised by the HDM4 (High way design management version4) and (High information System (HIMS).

Table 2.3-1: Traffic Level s for Automatic Counts

Number of Vehicles (paved)

Number of Vehicles (unpaved)

Automatic Counts Manual Counts

> 2000

Required at permanent stations continuously Throughout the year.

1000 - 2000

For specific period to be adopted (temporary Automatic counting).

Could be used when appropriate, that is depending on the level of traffic flow.

< 1000

Counted at intervals for seven consecutive days, 16 hours per day, Four times a year.



> 50

Counts for seven consecutive days for 16 hours once a year or as deemed appropriate for the end use of data.

20 - 50

Counts for seven consecutive days, 16 hours a day, once every year or as deemed appropriate.

< 20

No traffic counts should be carried out unless required for special reasons.

3 TRAFFIC DATA COLLECTION, PRACTISES IN CAMBODIA

3.1 Background

Ministry of Public Works and Transport (MPWT) has already developed Road Management and Decision Support (RMDS) System under Location Reference and Condition Survey (LRCS) project between 2003 and 2005 to assist road maintenance planning in Cambodia. RMDS System was developed using the desktop version of “HIMS Asset Management System (HIMS)” software platform.

RMDS system, although developed as one system, consists of the following two sub-systems of a typical road management system:

Periodic Maintenance System (PMS) – includes inventory and condition attributes for national roads (one digit), other national roads (two digit roads) and provincial roads of more than 11,000 centerline kms. To develop RMDS system, field data was collected based on World Bank’s Information Quality Level (IQL) -3 for sealed roads and IQL-4 for unsealed roads. The estimation of annual road maintenance funds and finalization of multi-year forward works programme included in the PMS. RMDS uses World Bank’s HDM-4 program as the analysis engine for estimating maintenance fund.

The analysis using HDM-4 is more sophisticated and requires a mix of road engineering and economic analysis knowledge. Based on the recommendations of the PRIP (Provincial and Rural Infrastructure Project) a simple but practical model was developed for periodic and rehabilitation programme.

Routine Maintenance System (RMS) - This sub-system was developed under PRIP project. This objective of this sub-system was to develop and finalize annual programme for the routine maintenance.

Periodic Maintenance System (PMS)

The primary functions of the Periodic Maintenance System (PMS) are to:

manage the road network location referencing data,

enter and store road inventory data,



enter and store pavement condition data,

enter and store traffic related data;

database management such as data security and flagging latest data,

view and query the stored data,

provide GIS platform for viewing road network and other attribute data,

provide summarized (and current) attribute data to other modules such as PMS,

prepare and edit/adjust dynamic homogeneous sections,

prepare summarized data onto the homogeneous sections using data aggregation rules,

prepare and export HDM4 input files, and,

Import HD4M4 analysis output to prepare final periodic maintenance programme.

This document details the functions available in the PMS module.

This document is primarily developed for Users, System Analysts and Administrators who have the basic knowledge of road referencing concepts and general road management and maintenance practices.

3.2 Data Collection

The primary source of traffic data collection in Cambodia is through establishment of regular manual traffic counting programmes and spontaneous automatic counters along the public highway network. Presently (March2012), 149 permanent manual traffic count stations are located countrywide managed by Roads Data Collection and Management Unit (RDCMU) in the MPWT. In addition, there are other stations established for special traffic counts such as ad-hoc (short-term) counts or special counts, which are mainly conducted on roads without permanent stations.

Use of motor cycle for road inventory survey

Origin – Destinations survey is a special way of carrying out traffic counts/survey, whereby the characteristics of the traffic and regional or zonal movements can be defined. At present OD survey is not carried out by the RDCMU.



RDCMU carries out survey of condition of the road through automatic measurement of IRI. IRI is defined as international roughness index which is measured in meters per kilometre. It is the cumulative movement of the vehicle (car) suspension over a kilometre. IRI relates to pavement quality, travel time, cost of travel and driving comfort. 3.3 Selection of Counting Sites

As stated earlier, the typical traffic counting system used by Roads Department

composed of 68 permanent manual traffic counting stations and additional

various special counting stations. A specific location for counting site

(permanent or temporary) must be determined on site. Where automatic

counting system is to be used, the exact locations of loops should be decided

while taking cognisance of the potential use of data collected.

Traffic survey stations for carrying out Traffic Volume Count and Origin-

Destination survey are to be selected considering the following parameters:

The station should represent homogeneous traffic section (The road section should have uniform geometric characteristics along)

the road length and be away from junctions

The station should be outside urban area and local traffic influence

The station should be located in a reasonably level section of the road with good visibility (preferably straight section).

Section of the road to have an uninterrupted traffic flow;

Sections where telephone lines or radio (mobile) are easily accessible or can be installed, if possible;

Section to have very little pedestrian or animal traffic;

Section to meet safety requirements.

The other considerations for selecting days and periods

Traffic period, Market days, Religious days National days Week ends Harvest season, Rains National Holidays 3.4 Vehicle Classification

Although there are various classification approaches available to various institutions/organisations or end users of this Guideline, the responsible organisation/institution may use whichever method is deemed appropriate and applicable for the purpose at hand, depending on the quality of data required. Manual Count Classification Manual traffic flow count is categorised by a visual assessment of the vehicle size and configuration of axles. The current manual traffic flow data collection system in Cambodia classifies vehicles into nine categories as follows:



Vehicle Type code No.

Cycle………………………………………………………………… 1

Cart…………………………………………………………………... 2

Motor cycle………………………………………………………….. 3

Motor cycle Trailer………………………………………………….. 4

Passenger Cars........................................................................... 5

Jeep/4WD……………………………………………………………. 6

Pick up or Van less than 1.5 tons.................................................. 7

Minibus.......................................................................................... 8

Bus large……………………………………………………………... 9

Koyan Small.................................................................................. 10

Koyan large………………………………………………………….. 11

Light Truck .................................................................................... 12

Medium truck………………………………………………………… 13

HT Rigid 3 Axles…………………………………………………….... 14

HT Rigid 4 Axles.............................................................................. 15

HT Semi Truck 4 Axles……………………………………………….. 16

HT Semi Truck 5 Axles.................................................................... 17

HT Semi Truck 6Axles.................................................................... 18

Table 6.2.3: Vehicle Classification System

Motorized Vehicles Non-motorized

Vehicles

2 wheelers Bicycle

3 wheelers (Tuk Tuk) Other NMV

Passenger Car Car & taxi

Jeep Utility Vehicle (Jeep

& Van)

Bus Mini Bus

Standard Bus

LGV

Light Goods

Vehicles

Truck 2 Axle Truck

3 Axle Truck




Vehicles

Truck 4 Axle Truck Trailer

Truck 5. Axle Truck

Trailer

Others Articulated

Unarticulated

4. COUNTING CHARACTERISTICS

4.1 Traffic Flow

The various types and methods used to collect traffic data not only provide a good and valuable coverage of the required traffic information for decision making and planning of both development and maintenance of the national road network. On this basis, all local authorities, institutions/ organisations, etc., are urged to use this Guideline as a tool in the implementation of a traffic counting system to enable creation of a national data base at their respective levels of operation for all classes of roads including tertiary roads, access roads, town/city roads, village roads, and many others not accounted for in this Guideline for proper management of the road infrastructure. 4.2 Frequency of Traffic Counts

In order to predict traffic flow volumes that can be expected on the road network during specific periods, cognisance should be taken of the fact that traffic volumes changes considerably at each point in time. There are three cyclical variations that are of particular interest: ● Hourly pattern: The way traffic flow characteristics vary throughout the day and night; ● Daily Pattern: The day-to-day variation throughout the week; and ● Monthly and Yearly Pattern: The season-to-season variation throughout the year. When analysing the traffic one must also be aware of the directional distribution of traffic and the manner in which its composition varies. Hourly patterns Typical hourly patterns of traffic flow, particularly in urban areas, generally show a number of distinguishable peaks. Peak in the morning followed by a lean flow until another peak in the middle of the afternoon, after which there may be a new peak in the late evening. The peak in the morning is often more sharp by reaching the peak over a short duration and immediately dropping to its lowest point. The afternoon peak on the other hand is characterised by a generally wider peak. The peak is reached and dispersed over a longer period than the



morning peak. However, in urban satellite towns, the morning peak may be too early and evening peak may be too late in comparison to the principal towns without significant midday peak. Experience from many countries shows that although traffic volumes may grow over time, the relative variations of traffic at the various hours of the day of a month are often quite consistent year after year.

5 Traffic Survey for RAMP Project

5.1 Project Background

The Royal Government of Cambodia (RGC) through the Ministry of Public Works and Transport (MPWT) is implementing Road Asset Management Project (RAMP). The project is to be implemented over a revised period of four years period with effect from September 2009, with the support of the Asian Development Bank (ADB), the Australian Agency for International Development (AusAID) and the International Development Association (IDA).

The objective of the project is to ensure continued effective use of the rehabilitated national and provincial road network in support of the economic development in Cambodia. It will do so by improving the institutional and technical capacity of the Ministry of Public Works and Transport for road maintenance planning, budgeting and operations, and by expanding and strengthening maintenance activities.

The project seeks to contribute to cultivating a road asset management culture within the sector by: (i) expanding maintenance of the national road infrastructure nationwide and facilitating interventions in priority areas, (ii) allocating adequate maintenance funding during the budgeting process; (iii) knowledge building in MPWT on road network management, maintenance technology and contract management; and (iv) private sector involvement in competitive bidding and performance quality.

5.2 - The project has three main components as follows:

Component A - Road Asset Management. The component includes the preservation of MPWT’s road network through annual programs for periodic maintenance works and provides necessary implementation support.

Component B - Capacity Development. This component will support the capacity development at the institutional, organizational and individual level for MPWT to perform its road asset management functions effectively and efficiently.

The component includes seven subcomponents:

• B1 Organizational Capacity Development - to strengthen MPWT's organization

and management,

• B2 Capacity Development of Road Asset Management System - to strengthen

MPWT’s technical capacity for road management,



• B3 Private Sector Capacity Building - to enhance the private sector’s capacity

to undertake road maintenance works and ensure adequate quality of such

works, and to help MPWT start privatizing force account units.

• B4 Road Safety Campaign - to implement parts of the Government’s national

road safety action plan

• B5 Resettlement Training for implementation of the draft resettlement decree

(the decree is currently being developed with support from ADB which is

funding training of officials in the line ministries and provinces)

• B6 HIV/AIDS Awareness Program of Implementation, Education, and

Communication (IEC)

• B7 Independent Monitoring and Evaluation (M & E) of project benefits and

outcomes

Component C – Merit Based Performance Incentive (MBPI). This

component will provide funding for initiating the MBPI program in MPWT.

Summary of Loans, Project Component Costs

by Financiers (US$ million)

Component IDA RGC ADB/

Aus AID

OPEC Total

A. Road Asset Management 27.28 14.93 10.14 7.00 59.35

B. Capacity Development 1.84 0.10 0.68 - 2.62

C. Priority Operating Cost (POC – ex MBPI) 0.88 0.22 - - 1.10

TOTAL 30.00 15.25 10.82 7.00 63.07

Loans / Grant/ Own Budget Signed Date Effectiveness

ADB Loan 2406-CAM (SF) 18 Feb 2008 18 Dec 2008

AuSAID Grant GO104 24 April 2008 18 Dec 2008

IDA Cr. 04442 KH 13 June 2008 19 Dec 2008

OFID 1278P 29 June 2009 -

KTF (Grant) 28 Aug 2009 27 Sept 2009

Royal Government of Cambodia - -



7

Summary of the Project cost by component and by activity

Project Cost By Component and/or Activity.Total

(US$ m)Revised Total Cost Include OFID (US$ m)

Component A – Road Asset Management

A1 – Annual Work Plans (AWP) 43.05 50.05

A2 – Implementation Support: ( the Implementation Advisor and The

Construction Maintenance Supervision)

3.56

Component B - Capacity Development

B1 – Institutional and Road Management Strengthening & B3 - Private Sector

Development

1.24 + 0 .20

B2 – Road Asset Management Capacity 0.40

B4 - Road Safety 0.23

B5 – Sub-Decree on Resettlement Training (deleted) 0.30

B6 - HIV/AIDS Awareness 0.10

B7 – Monitoring and Evaluation 0.15

Component C – Priority Operating Costs ( ex MBPI)

POC Payments 1.10

Total Baseline Cost 50.33

Physical Contingencies 3.56

Price Contingencies 2.18

Total Project Costs1 56.07

Interest during construction

Front-end Fee

Total Financing Required 56.07 63.07

5.3 – Diagram of BME

The purpose of the M &E technical assistance (TA) funded by Aus AID is to assist MPWT in the monitoring and evaluation (M & E) of the impacts, outcomes and outputs of the project and develop permanent capacity within MPWT to undertake M&E. The Structure Flow Diagram of Benefit Monitoring and Evaluation is given in the Figure Below:

ADB / AuSAID provides no objection to proposed

draft ToR for the BME and contract signing and

the consultants' reports

RAMP reviews report

and submits to ADB /

AuSAID

RAMP prepares draft ToR

and recommends for ADB’s

no-objection

RAMP recommends

selected consultant for

ADB no-objection

The Consultant B7 and DoP carry

out BME study and produce report

BENEFIT –MONITORING EVALUATION (BME)SUB-COMPONENT B7



5.4 - RAMP Road Network

5.5 – Road Selection

In accordance with the scope of work enumerated in the TOR the following road sections are to be covered for Traffic Survey

Road Number Type of Survey Location Reference

No of Location

NR 1 TC Lot1 (PK 89.35Km, Kampong Trabek

market, Prey Veng) Two

NR 1 TC Lot2 (PK 136.570Km, Prosot High School, Svay Teap, Svay Rieng) Two

NR 5 TC Lot 1 (PK 52, Kampong Tralach Market,

Kampong Chhnang) Two

NR 5 TC Lot2 (PK 125.100, Lunlai Market, Boribou,

Kampong Chhnang) Two

NR 7 TC Lot 1 (PK 145.00, Chrork Chambak,

Tboung Kmum, Kampong Cham) Two

NR 7 TC Lot2 (PK 159.83Km, Pratheat, Tboung

Khmum Kampong Cham) Two

NR 71 TC PK 118.500Km (Bosknor, Ta Ong, Chamkar Leu, Kampong Cham) Two

NR 72 TC

PK 192.700Km (Grand Golden Hotel & Casino, Trapang Phlong, Kampong

Cham) Two

NR 73 TC PK 185.500 (1km south of Dombae

Roundabout, Dombae, Kampong Cham) Two

NR 2714 TC Phum Speu, Speu Commune (Chamkar

Leu, Kampong Cham) Two



5.6 – Planning of Surveys

To capture traffic flow characteristics and travel pattern of users passing

through the project road and other characteristics related to the requirements as

per the TOR, the following primary traffic surveys are to be conducted:

Manual Classified Traffic Volume Count (MCC)

Origin-Destination and Commodity Movement Survey (OD)

Origin –Destination for Road Neighbours (qualitative)

Original –Destination for house hold (qualitative)

Axle Load Survey

5.6.1 - Selection of Counting Sites

As stated earlier, the typical traffic counting system used by Roads Department

composed of 68 permanent manual traffic counting stations and additional

various special counting stations. A specific location for counting site

(permanent or temporary) must be determined on site. Where automatic

counting system is to be used, the exact locations of loops should be decided

while taking cognisance of the potential use of data collected.

5.6.2 - Traffic survey stations

The traffic survey station for carrying out Traffic Volume Count and Origin-

Destination survey are to be selected considering the following parameters:

The station should represent homogeneous traffic section (The road section should have uniform geometric characteristics along)

the road length and be away from junctions

The station should be outside urban area and local traffic influence

The station should be located in a reasonably level section of the road with good visibility (preferably straight section).

Section of the road to have an uninterrupted traffic flow;

Sections where telephone lines or radio (mobile) are easily accessible or can be installed, if possible;

Section to have very little pedestrian or animal traffic;

Section to meet safety requirements.

The other considerations for selecting days and periods Traffic period, Market days, Religious days National days Week ends Harvest season, Rains National Holidays



5.6.3 - Routine Counts

These are normal or scheduled counts conducted at regular intervals for a set

purpose, such as monitoring of traffic flow patterns for determination of

historical trend or determination of applicable factors (e.g. growth or conversion

factors).

5.6.4 - Ad-Hoc or Unscheduled Counts

Ad-hoc counts may be conducted along some roads, which carry low traffic

intensities. However, over the years as it becomes evident that traffic on these

roads has increased, scheduled traffic counting stations may be established.

5.6.5 – Ad-hoc traffic count,

OD Survey and Community Survey arrangements have been provided in the

RAMP to evaluate the impact of the project. However the evaluation has many

dimensions and is not to limited traffic data analysis.

5.6.6 - Origin – Destination Surveys

In an Origin and Destination (O-D) survey, interviews of vehicle users by enumerators are conducted. The approach to such O-D survey depends on the scope and quality of information’s required. Some of the methods available include roadside interviews, postcard, tag and disc, vehicle registration number etc. Prior to commencement of O-D survey, the enumerators shall be briefed about the task and if necessary, a familiarisation course should be undertaken before commencement of such surveys. The survey shall be carried out at ideal locations having good visibility without having prominent horizontal and vertical curves. Further, selected spots shall preferably have adequate safety strip to park the vehicles away from the traffic lane. Depending on the requirement the enumerators shall be instructed to collect information on the following: ● Time of Interview ● Type and weight of commodity being carried ● Type of vehicle ● Number of passengers in the vehicle ● Origin of the journey ● Immediate destination ● Final destination ● Start time of journey ● Expected end time of journey. ● Frequency of trip ● Other relevant information’s The origin and destination points are the starting and final destination zones of a trip, which may be in different zones Province) as well as in the same zone (province). The O-D survey stations should preferably be located near police stations on

the road, if any, in addition to other criteria listed above for the convenience and

safety of stopping vehicles for roadside interview survey. The opportunity of



vehicle stopping for fuel, passenger going for food or tea or coffee can also be

utilised for OD survey.

The finalized project and road specific survey locations are schematically shown

in a line diagram of the project road shown in Fig. 1, giving the chainage (PK

KM or Pole No.) of the locations for each type of survey. Locations have also

been shown with the help of site pictures for correct identification.

Table 5-1: Road Number of Survey Locations

SL. No. Type of

Survey Location/ Reference No of locations

NR 1 OD

Lot1 (PK 88.35Km, Kampong

Trabek Market, Kampong

Trabek, Prey Veng) One

NR 1 OD

Lot2 (PK 135.65Km, Prosot

Market, Svay Teap, Svay

Rieng)

One

NR 5 OD

Lot1 (PK 52.878Km, Pumping

Station in Kampong Tralach

Market, Kampong Tralach,

Kampong Chhnang)

One

NR 5 OD

Lot2 (PK 124.100Km, Punlai

Market, Boribou, Kampong

Chhnnang)

One

NR 7 OD

Lot1 (PK 137.27Km, Tapav

Tboung Khmum, Kampong

Cham)

One

NR 7 OD

Lot2 (PK 158.26Km, Pratheat,

Tboung Khmum, Kampong

Cham)

One

NR 71 OD

PK 119.500Km (Bosknor

Market, Ta Ong, Chamkar Leu,

Kampong Cham)

One

NR 72 OD

PK 192.700Km (Police Check

Point, Trapang Phlong Border,

Ponheakraek, Kampong

Cham)

One

NR 73 OD

PK 184.500Km (Dombae

Roundabout, Dombae,

Kampong Cham)

One

NR 2714 OD Speu Market, Speu Commune,

Chamkar Leu, Kampong Cham One



Once the logistics at the survey locations are sorted out, the most important requirement is to find and impart training to enumerators. Traffic surveys enumerators with reasonable intelligence and alertness are to be chosen from the residents of Cambodia, which are then trained for the surveys by mock (pilot) survey work at selected locations.

As the survey is to be conducted simultaneously in more than one location, and

more than one type of surveys are to be conducted simultaneously in certain

locations, there is strict need for supervision, for which necessary supervisory

staff are to be deployed by the Survey specialist from Cambodia.

5.6.7 - Schedule of Surveys

A schedule of the surveys is to be prepared so as to cover all types of surveys

(some of them simultaneously) for collecting data. The traffic survey schedule is

presented in Table 5-2.

Table 5-2: Schedule of Traffic Surveys

Estimated Schedule to be Conducted Traffic Count

No. Date Activities Place to Conducted

Survey Road

Section

Team I 1 19 -04 -2012 Training MPWT

3 23- 04- 2012 Pilot Survey Kampong Tralach Market NR-5

4 24- 04 -2012 Traveling to Phnom Penh

5 25- 04 -2012 Traveling to Pralaiy

6 26- 04 -2012 Conduct Survey Pralaiy Market NR_5

7 27- 04 -2012 Traveling

8 28- 04 -2012 Conduct Survey Prasot Market NR_1

9 29- 04 -2012 Traveling

10 30- 04 -2012 Conduct Survey Kampong Trabaek Town NR_1

11 31- 04 -2012 Traveling

12 01-05-2012 Conduct Survey Bos Khnor Market NR-71

13 02-05-2012 Traveling to Phnom Penh

14 03-05-2012 Data Entry Phnom Penh

Team II

No. Date Activities Place to Conducted

Survey Road

Section

1 19 -04-2012 Training MPWT

2 23- 04- 2012 Pilot Survey Kampong Tralach NR-5

3 24- 04 -2012 Traveling to Phnom Penh

4 25- 04 -2012

Traveling to Trapeang Phlong

5 26- 04 -2012 Conducted Survey Trapeang Phlong NR-72

6 27- 04 -2012 Traveling

7 28- 04 -2012 Conducted Survey Prah Theat NR-7



8 29- 04 -2012 Traveling

9 30- 04 -2012 Conducted Survey Dam Bae NR-73

10 31- 04 -2012 Traveling

11 01-05-2012 Conducted Survey

Tbong Khmum (Intersection) NR-7

12 02-05-2012 Traveling

13 03-05-2012 Conducted Survey Speu Market PR-2714

14 04-05-2012 Traveling to Phnom Penh

5.7 - Survey Methodology and Conduct of Surveys

5.7.1 - Classified Traffic Volume Counts

Classified Traffic Volume Count Survey is to be conducted at 7 locations on the

RAMP project roads and each location representing mid-block count station for

different homogeneous sections of the project roads. The count is to be

conducted in both directions for successive 1hour periods, between 7am to 11

midnight on approved dates. For carrying out the counts, the vehicles were

grouped under the following categories as shown in Table 5-3

Table 5.3: Vehicle Classification System


Vehicles

2 wheelers Bicycle

3 wheelers (Tuk Tuk) Other NMV

Passenger Car Car & taxi

Jeep Utility Vehicle (Jeep

& Van)

Bus Mini Bus

Standard Bus

LGV Light Goods

Vehicles

Truck 2 Axle Truck

3 Axle Truck

4 Axle Truck Trailer

5. Axle Truck

Trailer

Others Articulated

Unarticulated



For the purpose of counts, a day was divided into three shifts including two

shifts of 5 hours each between 7AM to 6 Pm and third shift of 3 hours between

9PM to 12 Midnight by different groups of enumerators with a supervisor to be

assigned for each shift. Trained enumerators are to be deployed for counting

and recording the data using tally-marking system. Traffic Survey Form T for

recording the data is presented in Appendix 1.

5.7.2 - Traffic Counts on Cross Sections

The methodology of traffic count at the cross section is the same and Traffic

Count Form T2A, 2B, 2C will be used. Only difference is that traffic counts will

take Place on each section of the road in both the directions which means 4

teams each consisting of at least 4 enumerators.

Traffic counting at intersections is dependent on varying geometric conditions, for example; T-junctions cross roads, roundabouts and signalised intersections and assumes the following operating conditions:

The major road traffic flow may be either in a single or in multiple streams in one direction and may vary from low non-congested flow to high congested flow conditions;

The minor road flow is generally in a single stream, with the flow varying from low non-congested flow to high congested flow conditions;

The gap acceptance of minor road approaching traffic may be presented with a uniform distribution and close to zero opportunities to join the main traffic stream;

The minor road traffic flow rises instantaneously from very low flow to a maximum peak value, which is maintained until the end of the peak period after which it falls instantaneously to very low flow and to zero.

5-7-3 Origin-Destination Survey

The origin-destination survey is to be carried out with the primary objective of

studying the travel pattern of goods and passenger traffic along the study

corridor. The results would be useful for identifying the influence area of the

project road, estimating the growth rates of traffic and planning the other

facilities on the most viable section of the project road.

The O-D survey is to be carried out by different teams on either side of the road

for (13 hours) at two locations (shown in Table4) simultaneously along with the

classified traffic volume counts. Roadside interview method is to be was

adopted for the survey. The vehicles are to be stopped for random sample basis

with the help of police, and trained enumerators interview the drivers to obtain

the required data. Origin destination survey is to be carried out for passenger

and goods vehicles separately. Information pertaining to origin, destination, trip

length, trip purpose and time is to be collected from passenger vehicles.

Similarly information pertaining to origin, destination, trip length, trip time,



commodity type, and load carried is to be collected from goods vehicles. The

OD Form T3 will be used for recording the information is shown in Appendix 2.

5.7.4 - Axle Load Survey

During the survey, Axle load of commercial vehicles, i.e. LGVs, 2-Axle, 3-Axle,

Multi Axle Trucks and Buses, are to be examined on random sampling basis.

The opportunity of vehicles stopping at weighing stations is to be utilized for the

purpose. We can also collect data from weighing stations for analysing axle

loading pattern. Heavy vehicles stopping at fuel stations and road side

restaurants provide good opportunity for axle load survey. The readings are to

be recorded by trained enumerators for each axle separately and the surveys

are to be carried out for 13 Hours.

5.7.5 - Community Survey

In order to have good idea of the impact of the project on personal lives,

business, and transporters and transport user community, a community survey

is to be organised. The sample size for four categories is proposed to be 10

each that is a total of 40. This can be carried out during the day time by random

selection, preferably those who have good educational background and can

understand questions in the T4 Form. Although the Form T4 has been designed

for the purpose is of multiple choices, however, enumerators should explain the

meaning of each question in understandable language.

The Community Survey Form T4A will capture information from the three

categories that is from households in agriculture, service and business

community in the vicinity using the road infrastructure. A separate form T4 B is

to be used for gathering information from the transporters (Buses, Taxis,

Trucks, Lorries, Tuktuk)

The T4 Community Survey Forms are given in the Appendix 3

6. RESOURCES REQUIRED FOR COLLECTION OF TRAFFIC

DATA

6.1 General

Assessment of available resources prior to commencement of any activity is critical to any assignment at hand. For traffic data collection, it is important that proper assessment of the extent or scope of the envisaged counting (quality level of data required) is undertaken. This is aimed at ensuring that the planned and organised exercise is achieved at optimal cost and with the expected accuracy. The exact number of persons and equipment to undertake a specific traffic counting assignment is dependent, among others, on: ● The location of the station. ● The quality of data to be collected. ● The level of traffic flow.



● The nature of the road section and traffic flow characteristics within which the station falls. ● Traffic composition. 6.2 Staff Composition and Qualification

More often staffing for conducting traffic counts is not deemed to be critical to the quality of data being collected, as the exercise is regarded just as counting of vehicular traffic and groups as they pass a specific point on the road. While taking cognisance of this concept, the selection criteria contained herein is not prescriptive as it only recommended that in the case of Case Cambodia, field enumerators appointed for traffic surveys should have at least a minimum of Certificate of Secondary Education (CSE) to enable them to be continuously trained in this field. For this project specific, enumerators are being selected from Cambodian Universities and colleges and other institutions. They are to be trained on the use of the forms and manual traffic count methodologies described in the Chapter 4. All enumerators upon employment will undergo a day long training programme before being assigned to work alone in the field. This training is aimed at familiarising new employees with vehicle classification/configuration processes, referred in the Chapter 4. Axle Load Surveys any other activity associated with traffic data collection and analysis. After the completion of the Traffic Counts, OD and Community Surveys, the enumerators (selected ones or as the survey team leader decides) will collate field raw data, to transform the raw data into analysis forms, either for subsequent storage or transfer into the computer system to further analysis. The some team members of the survey team should have a working experience as field enumerators to ensure full understanding of the raw data they are expected to transform into the analysis forms. They should as well have at least a CSE Certificate. The Office Enumerators should undergo a thorough Computer software training programme, such as data processing, spread sheets, appropriate traffic data analysis system(s) available and any other related systems for the exigency of the service. Due to the changes in the types of the vehicle fleet using the road network and the varying quality and use of traffic data, traffic enumerators should have specialised courses arranged at set periods or intervals. The courses should include, among others, the importance of traffic data collection and its use, employment regulations, first aid programmes, and any other programme deemed to be relevant for the achievement of the service or assignment. However, specialised courses should be tailor made for office enumerators in computing and the management of stored data. 6.3 Equipment Requirement

For the purpose of the RAMP Project, only GPS, Camera, Road Maps were utilised for identification of Traffic Count, OD and Community Survey locations were utilised. The decision to adopt manual count is based on economic



considerations, envisaged computing capabilities and system availability in given budget and time frame. Prepare a Checklist for Traffic Counts, OD and community Survey As an example check list for RAMP Project is as follows: -GPS -TORCH Lights - Mobile Telephone details of all enumerators, Supervisor and, Team leader - Ambulance No. - Nearest Hospital No. - Clip Card Board Pad - Pen /Pencil Sharpener - Form T1, T2, T3A, T3B, T3C, T4A, T4B (adequate no of Copies) - File Folder for each location - Emergency Kit -Some essential Medicines (loose motion, Bandaid, Head ache, cotton, cotton band, paracetamol, tincher) This section of the manual is relevant for the routine survey conducted by the Ministry of Public Works and Transport, Government of Cambodia

6.3.1 Automatic Traffic Counting Equipment

Although a detailed discussion of the various types of automatic traffic counter equipment and systems was dealt with in Chapter 2.0 the main aim of this part is to sight typical equipment required for traffic data collection. In essence, typical automatic traffic data collection equipment consists of a detector to detect vehicles and a counter to record the information, some of which are shown below:

7. TRAFFIC AND SITE SAFETY

7.1 General

Traffic safety during the conduct of traffic surveys is mandatory and is the responsibility of the institution or body undertaking the surveys. The Road Traffic Act Cambodia places a statutory responsibility in ensuring that appropriate safety measures are in place before a survey can be conducted on a road. Team should have a general letter of authority to conduct survey. I addition letter must be addressed to concerned police units, weighing units and provincial offices of MPWT and district/ municipal authorities. 7.2 Site Safety

The location of the counting sites should be chosen with full consideration to traffic safety both for installation, maintenance and use of the site. Whenever manual traffic surveys are in progress, proper signals should be in place for safety of enumerators. The site should be inspected for safe use by supervisor



who should also ensure that no sign is removed from site until the survey is completed. 7.3 Site Markings

Both the automatic and manual counting sites should have an unambiguously identification number. This has been illustrated in the Chapter 4 of the manual.. The counting site number is linked to the existing Road Reference System. It is recommended that the counter storage boxes be marked with an identity number plate.

Note: The Traffic Survey Report 2012 Submitted by the M&E consultant for roads covered under RAMP gives the complete process of data acquisition, application of conversion factors, data analysis and presentation of report for each road.

Appendix 1ADB Loan No. 2406-CAM(SF) AusAID GRANT No.0104 RAMP-M&E Project

Traffic Count Form

Province:

Road Number or Name:

Location: km from Day:

Surveyor Name: Date:

Motorised

Truck*

Small Large Light Med Heavy Heavy Heavy Heavy

Incl. 3-wheel

motorised

Max 7

Seats

Max 7

Seats Freight Use 8 - 16 Seats 16+ Seats 2-4 tonne >4 tonne

Rigid 3

Axle

Rigid 4

Axle

S Trailer 5

Axle

S Trailer 6

Axle

FROM TO

7h - 00 8h - 00

8h - 00 9h - 00

9h - 00 10h - 00

10h - 00 11h - 00

11h - 00 12h - 00

12h - 00 132h - 00

13h - 00 14h - 00

14h - 00 15h - 00

15h - 00 16h - 00

16h - 00 17h - 00

17h - 00 18h - 00

* All Trucks have double wheels on rear axles. Light and Medium Trucks have two axles, Heavy Trucks have more than two axles.

Start TimeJeep/ 4WD Pick-up Minibus Bus

Koyun/EtanMotorcycle

Motorcycle

TrailerCar

T1

Appendix 1 ADB Loan No. 2406-CAM(SF) AusAID GRANT No.0104 RAMP-M&E Project

Traffic Count Form

Province:




Motorised

Truck*


Incl. 3-wheel

motorised

Max 7

Seats

Max 7

Seats

Freight

Use

8 - 16

Seats 16+ Seats 2-4 tonne >4 tonne

Rigid 3

Axle

Rigid 4

Axle

S Trailer 5

Axle

S Trailer 6

Axle

FROM TO Turn Left Turn Left Turn Left Turn Left Turn Left Turn Left Turn Left Turn Left Turn Left Turn Left Turn Left Turn Left Turn Left Turn Left Turn Left

7h - 00 8h - 00

8h - 00 9h - 00

9h - 00 10h - 00

10h - 00 11h - 00

11h - 00 12h - 00

12h - 00 132h - 00

13h - 00 14h - 00

14h - 00 15h - 00

15h - 00 16h - 00

16h - 00 17h - 00

17h - 00 18h - 00


Jeep/

4WDPick-up

Start Time

Motorcycle

TrailerMinibus Bus

Koyun/EtanMotorcycle Car

T2a


Traffic Count Form

Province:




Motorised

Truck*


Incl. 3-wheel

motorised

Max 7

Seats

Max 7


Rigid 3

Axle

Rigid 4

Axle

S Trailer 5

Axle

S Trailer 6

Axle

FROM TO Turn Right Turn Right Turn Right Turn Right Turn Right Turn Right Turn Right Turn Right Turn Right Turn Right Turn Right Turn Right Turn Right Turn Right Turn Right

7h - 00 8h - 00

8h - 00 9h - 00

9h - 00 10h - 00

10h - 00 11h - 00

11h - 00 12h - 00

12h - 00 132h - 00

13h - 00 14h - 00

14h - 00 15h - 00

15h - 00 16h - 00

16h - 00 17h - 00

17h - 00 18h - 00


Start Time

MotorcycleMotorcycle

TrailerCar Jeep/ 4WD Pick-up Minibus Bus

Koyun/Etan

T2b


Traffic Count Form

Province:




Motorised

Truck*


Incl. 3-wheel

motorised

Max 7

Seats

Max 7


Rigid 3

Axle

Rigid 4

Axle

S Trailer 5

Axle

S Trailer 6

Axle

FROM TO Go Straight Go Straight Go Straight Go Straight Go Straight Go Straight Go Straight Go Straight Go Straight Go Straight Go Straight Go Straight Go Straight Go Straight Go Straight

7h - 00 8h - 00

8h - 00 9h - 00

9h - 00 10h - 00

10h - 00 11h - 00

11h - 00 12h - 00

12h - 00 132h - 00

13h - 00 14h - 00

14h - 00 15h - 00

15h - 00 16h - 00

16h - 00 17h - 00

17h - 00 18h - 00


Start Time

MotorcycleMotorcycle

TrailerCar Jeep/ 4WD Pick-up Minibus Bus

Koyun/Etan

T2c

Appendix 2ADB Loan No. 2406-CAM(SF) AusAID GRANT No.0104 RAMP-M&E Project

Origin and Destination Survey

Province:

Road Name or Number: Name of Interviewer:

Station (km): Direction: Date:

Passenger Vehicles Freight Vehicles Origin Destination Passenger Trip Purpose

Vehicle Types Type of Freight Load Trip Purpose

Koyan Small 10 Agricultural/Food 1 Full F Work/business 1

Koyan Large 11 Timber 2 Half Load H To/from work 2

Motorcycle 3 Light Truck 12 Building Materials 3 Empty E Social/private 3

Mc + Trailer 4 Med Truck 13 Raw Materials 4 Over Load O School 4

Car 5 HT Rigid 3 ax 14 Industrial Products 5 Holiday/Tourism 5

Jeep/4WD 6 HT Rigid 4/5 ax 15 Fuel/Chemicals 6

Pick-up 7 HT Semi T 4/5 ax 16 Fertiizer 7 Other 0

Minibus 8 HT Semi T 6 ax 17

Bus 9 Other 0

Pass.

3

Pass.

4Place

Province

(Code)

Pass.

1

Pass.

2Driver

Time

Vehicle

Type

(Code)Place

Province

(Code)

Seating

Capacity

No. of

Pass

Freight

Type

(Code)

Load

(F, H, E,

O)

T3

Appendix 3

Road No: Location: Date:

1 Name:

2 Village/Town: Province:

M F M F

3 Family-No of Adults: No of Children:

4 Vehicle ownnership Number Average Monthly Travel (Km)

1 Motorbike

2 Car

3 Scooter

4 Lorry

5 Others

5 Use of Public/Private Transport

Bus

Car

Others

6 Main Occupation of family

Agriculture

Service

Business

7 Family income (Monthly)

USD/Riels

8 Benefit of the road project Excellent very Good Good Poor

a Quality Travel (comfor level)

Lower Somewhat lower No Change

b Saving in transportation cost compared to 2008

Better Somewhat better No Change

c Excess to to public transport compared to 2008

9 Travel of school children Distance (Km)

Yes No

a By walk

b Personal vehicle including bicycle

c Bus

d Others

10 How road project benifited your family/business?

Better Somewhat better

a Availability of goods in the market

b Easy to carry goods for sale in the market

c Easy excess to market

Note: As far as possible select person who have good qualification background and can understand

in proper road impact assessment perspective.

The sample size for four categories is 40 i.e 10 each in a categories.

1. 10 Village Community

2. 10 Service Community

3. 10 Busniness Community

4. 10 Transportor Community

T4

ADB Loan No. 2406-CAM(SF) AusAID GRANT No.0104 RAMP-M&E Project

COMMUNITY SURVEY FORM

b7 – m&e / survey manual

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