Presentation on NR3 Road
Maintenance Contract
23 April 2012
GMS-SCCP
ADB Loan No. 2373-CAM(SF) / AusAID Grant No.0096-CAM
MPWT/PMU3
Egis International
CS Consultant
Mr. Chhin Kong Hean
Project Coordinator
Mr. Andre Drockur
Project Manager
Mr. Pheng Sovicheano
Project Director
Mr. Khagnh Sitnarit
Highway Engineer/NTL
Mr. Sar Vutha
Project Manger
Table of Content
1.
2.
3.
4.
5.
6.
7.
Project Location Map
General Data of NR3
NR3 Road Inventory
Road Condition Survey
Policies for the Maintenance of NR 3
Important technical requirements to be met
General Concept of Performance Based Routine
Maintenance (PBM)
8. Service Quality Levels and General Aspects of the Road
Covered in PBM Contract
9. Specs for Performance Based Routine Maintenance (PBM)
10. Involvement of Private Sector for PBM
1. Project Location Map
2. General Data of NR3
Contract No.
Contract Name

Type of works, Section and
Length
CSC Consultant
Draft Bidding Documents
submitted to MPWT
ADB comments on the Draft
Bidding Documents
Response to ADB regarding
their comments
ADB approval on the response
Bidding procedure
Invitation for Bids advertised
Deadline for Bids submission
Pre-bid meeting
Bid evaluation to PMU3
Expected Award/sign Contract

SCCP – CW3
Maintenance of NR3, Kampot to Veal Rinh
Quantity and unit-priced maintenance works on road
section Km 12+300 to Km 32+850 (22.55km).
Performance/output based routine maintenance for two
years on two sections: Km 0+000 to Km 12+300
(12.3km) and Km 32+850 to Km 54+300 (21.45km).
Egis International in association with KACE, KCC,
KCEC, SBK and VIDO.
04 November 2011
06 January 2012
17 January 2012
20 January 2012
National Competitive Bidding
25 January 2012
16 March 2012
08 February 2012
20 April 2012
15 June 2012
3. NR3 Road Inventory
• Standard:
National Road
• Age:
+/- 5 years
• Construction value:
335,000 $/km (reference: year 2006)
• Width:
7 m carriageway + 2 x 1.5 m shoulder
• Pavement:
0.20 m sub-base
0.20 m granular base
0.03 m DBST
• Structures:
concrete, non-critical
• Traffic control devices:
in need of improvement
• Geological conditions:
agricultural terrain
• Land use:
villages, farmland
4. Road Condition Survey
The inspection of NR3 was undertaken from 11 August 2011 to
16 August 2011 and from 26 September 2011 to 28 September
2011 by a team, composed of MPWT and EGIS Engineers and
aimed at:
 the actual condition of the road, i.e.
• defects,
• location of defects,
• causes of defects,
• priorities of remedial work;
 maintenance of the road, i.e.
• actually undertaken works,
• work methods, preventive/remedial,
• availability of resources;
4. Road Condition Survey (continue)
 general difficulties, such as:
• climatically impact,
• drainage facilities,
• materials, equipment, staff skills.
On the grounds of type, location, number and severity of the
identified defects it appears appropriate to consider 3 different
sections of the road, i.e.
 Section 1
km 0+000 – km 12+300
in good condition
maintainable
under terms of routine maintenance
 Section 2
km 12+300 – km 32+850
84 severe defects
that require pavement restoration
repair required
to achieve “maintainable” condition
 Section 3
km 32+850 – km 54+300
15 less critical defects
that require patching/sealing
repair recommended
prior to tendering maintenance.
5. Policies for the Maintenance of NR 3
In order to realize in the future “maintenance” for NR3, it is
utmost important to plan appropriate repair measures for each of
the 3 above mentioned sections, to coordinate them time-shared
and implement them accordingly.
 Section 1, km 0+000 – km 12+300, is maintainable, apply the
performance based routine maintenance from the first year.
 Section 2, km 12+300 – km 32+850, is not maintainable, apply
the repairs at the first year and one year defect liabilities period
(plus preserve some money for the repair works of newly defects
during DLP).
 Section 3, km 32+8500 – km 54+300, is maintainable after
repaired minor major defects, apply the performance based
routine maintenance from the first year even the Contractor has
to bear a bit higher maintenance for the first year.
5. Policies for the Maintenance of NR 3 (cont.)
Based on the detailed cost estimate, the cost for the
maintenance of the 3 sub-sections of NR3 maintenance is
relatively small (less than 2 M$), it was decided that the
maintenance of the entire NR3 should be tendered out as one
NCB package only with the following maintenance scope:
 Quantity and unit-priced maintenance works on road section
(S2) Km 12+300 to Km 32+850 (22.55km), covering the
indicative quantities of (i) Roadway Excavation, Common – 9,730
m3, (ii) Embankment – 1,400 m3, (iii) Selected sub-grade – 980
m3, (iv) Sub-base – 2,800 m3, (v) Reconstructed Sub-base –
17,000 m3, (vi) Aggregate base course – 6,930 m3, and (vii)
Bituminous Seal Coat 12 mm – 43,500 m2 . The maintenance
period is for 1 year + 1 year DLP.
 Performance/output based routine maintenance on two
sections (S1&S3): Km 0+000 to Km 12+300 (12.3km) and Km
32+850 to Km 54+300 (21.45km). The routine maintenance
period is for 2 years for both sections.
6. Important technical requirements to be met
- The restoration of NR3 shall meet the Specifications used for
construction,
- Assure proper cutting/jointing/sealing of the repair spots in the
course of repair works and maintenance to avoid pavement
defects through penetrating water,
- Control surface water as efficiently as possible,
- Plan, organize condition surveys and maintenance work so
that by application of preventive work methods remedial works,
that are inconvenient for the road user and expensive for the
owner, can be avoided as far as possible.
- For NR3-Section 1&3, the works shall be carried out in
conformity with Part C of this document the “Performance Based
Routine Maintenance Specification”.
- For NR3-Section 2, the works shall be carried out in
conformity with Part A the "General Specifications" and Part B of
this document the "Special Technical Specifications“.
7. General Concept of Performance Based Routine
Maintenance (PBM)
The PBM contract is different from a traditional quantity and unitpriced-based, short-term maintenance contract.
The PBM contract is also different from an operation and
maintenance (O&M) concession. Under the PBM contract,
performance risks are allocated between the government/client
and the contractor.
A PBM contract is an agreement between a government
department or state enterprise and a private contractor whereby
the private contractor maintains the road to achieve specified
condition standards for a certain period of time (usually longterm), 2 years in the case of the routine maintenance component
of NR3 Kampot to Veal Rinh),in return for a fixed payment
stream.
7. General Concept of Performance Based Routine
Maintenance (continue)
The concept of PBM contracts originated from a consideration of
(i) the increasing lack of personnel within the government road
departments available to measure the vast quantities of activities
involved in the more traditional maintenance contracts, and to
monitor performance standards using inputs indicators; (ii) the
frequency of claims resulting from the necessity to increase the
quantities of activities of the original contracts; (iii) the need to
focus more on customer satisfaction; and (iv) the need to shift
greater responsibility to contractors throughout the entire
contract period, as well as to stimulate and profit from their
innovative capabilities.
The PBM is especially suitable for low-volume roads with gravel
surface or thin bituminous surface treatments as the continued
serviceability of such roads depends entirely on the quality and
reliability of future maintenance.
8. Service Quality Levels and General Aspects of
the Road Covered in PBM Contract
Road conditions can be expressed through indicators for service
quality levels, and these are used under the performance-based
contract to define and measure the desired performance of the
Contractor. In the Performance-Based Management and
Management Contracts, the service level indicators are thus the
accepted minimum thresholds for the quality levels of the roads
for which the Contractor is responsible.
General Aspects of the Road:
Aspect
Weight Factor
Pavement (potholes, depression, evenness, cleanliness)
5
Roadside slopes (erosion)
3
Clearway (grass, , bushes, branches, litter)
2
Structures (bridge deck, expansion joint, gullies/scuppers)
3
Drainage System (ditches, culverts)
3
2
Signs and Road Safety (pavement marking, km and
guideposts etc, )
9. Specs for Performance Based Routine
Maintenance (PBM)
 Contractors task: Preservation/repair of the contract road to
the condition when taken over from owner.
 The contractor is advised to: Apply preventive work methods
to the utmost possible extent to avoid expensive repair work.
 Undertake pavement condition survey (i.e – Monthly).
 Undertake road condition survey (i.e – Quarterly).
 Execute maintenance/repair as per the maintenance manual
attached to the contract.
 Contractors work will be supervised at random and certified by
owners inspectors monthly for due payment.
 Apply Payment Reductions for non-compliance with service
quality level .
 Payment for routine maintenance services shall be “Km-year”.
10. Involvement of Private Sector for PBM
 Currently in Cambodia, the routine maintenance is performed
by force account (In-house). It is hampered by frequent delay
of insufficient fund allocation and considered unsatisfactory by
MPWT. MPWT through SCCP is currently implementing
Performance Based Routine Maintenance (PBM) through the
Involvement of Private Sector after road rehabilitation.
 By contracting PBM to Private Sector, performance risks are
allocated between the government/client and the contractor.
 Proper distribution of maintenance workload among Force
Account and Private Sector is required.
 Type, amount and cost of work as considerable criteria for
the selection of the 2 parties.
 Pro’s and Con’s considering the 2 parties. (In line with the
international experience of PBM, especially the high risk of
disputes, Private Sector/Contractor with good capacity and
experience to manage roads is required).
THANK YOU