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
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).
(iv). Increasing private sector
involvement in competitive bidding
and performance
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
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
therefore ensure that sufficient and
present and future traffic demands, for
appropriate data is available to
the development of need-based
undertake necessary planning, design,
infrastructure accurate information and
construction and maintenance of the
continuous monitoring of traffic by
country’s road network, which is aimed
appropriate methods is necessary.
at meeting the prevailing traffic flow,
Implementing
authorities
must
future traffic growth and loading without
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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.
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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.
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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;
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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 trafficcounting, 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
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OD survey activity
Recorded traffic count
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
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Automatic counting machine
Car mounted laser device for road
roughness measurement (IRI –
m/km)
Survey levelling cross data
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.
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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.
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● 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
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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
> 2000
Required at permanent
stations continuously
Throughout the year.
1000 - 2000
For specific period to
be adopted (temporary
Automatic counting).
< 1000
Manual Counts
Could be used when
appropriate, that is depending
on the level of traffic flow.
Counted at intervals
for seven consecutive
days, 16 hours per day,
Four times a year.
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> 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,
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
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 (shortterm) counts or special counts,
which are mainly conducted on
roads without permanent stations.
Use of motor
inventory survey
cycle
for
road
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.
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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 OriginDestination 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:
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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
Jeep
Car & taxi
Utility Vehicle (Jeep
& Van)
Mini Bus
Bus
Standard Bus
LGV
Light Goods
Vehicles
2 Axle Truck
Truck
3 Axle Truck
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Motorized Vehicles
Truck
4 Axle Truck Trailer
Truck
5. Axle Truck
Trailer
Non-motorized
Vehicles
Articulated
Others
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
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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,
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• 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)
Loans / Grant/ Own Budget
Signed Date
Effectiveness
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
-
-
ADB Loan 2406-CAM (SF)
Royal Government of Cambodia
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
30.00
15.25
10.82
7.00
63.07
TOTAL
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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)
43.05
50.05
Component A – Road Asset Management
A1 – Annual Work Plans (AWP)
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
7
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:
BENEFIT –MONITORING EVALUATION (BME)
SUB-COMPONENT B7
ADB / AuSAID provides no objection to proposed
draft ToR for the BME and contract signing and
the consultants' reports
RAMP prepares draft ToR
and recommends for ADB’s
no-objection
RAMP recommends
selected consultant for
ADB no-objection
RAMP reviews report
and submits to ADB /
AuSAID
The Consultant B7 and DoP carry
out BME study and produce report
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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
NR 1
TC
NR 1
TC
NR 5
TC
NR 5
TC
NR 7
TC
NR 7
TC
NR 71
TC
NR 72
TC
NR 73
TC
NR 2714
TC
Location Reference
Lot1 (PK 89.35Km, Kampong Trabek
market, Prey Veng)
Lot2 (PK 136.570Km, Prosot High
School, Svay Teap, Svay Rieng)
Lot 1 (PK 52, Kampong Tralach Market,
Kampong Chhnang)
Lot2 (PK 125.100, Lunlai Market, Boribou,
Kampong Chhnang)
Lot 1 (PK 145.00, Chrork Chambak,
Tboung Kmum, Kampong Cham)
Lot2 (PK 159.83Km, Pratheat, Tboung
Khmum Kampong Cham)
PK 118.500Km (Bosknor, Ta Ong,
Chamkar Leu, Kampong Cham)
PK 192.700Km (Grand Golden Hotel &
Casino, Trapang Phlong, Kampong
Cham)
PK 185.500 (1km south of Dombae
Roundabout, Dombae, Kampong Cham)
Phum Speu, Speu Commune (Chamkar
Leu, Kampong Cham)
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No of
Location
Two
Two
Two
Two
Two
Two
Two
Two
Two
Two
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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 OriginDestination 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
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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
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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
OD
Lot1 (PK 88.35Km, Kampong
Trabek Market, Kampong
Trabek, Prey Veng)
One
OD
Lot2 (PK 135.65Km, Prosot
Market, Svay Teap, Svay
Rieng)
One
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
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
NR 1
NR 1
NR 5
NR 72
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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
3
4
5
6
7
8
9
10
11
12
13
14
19 -04 -2012
23- 04- 2012
24- 04 -2012
25- 04 -2012
26- 04 -2012
27- 04 -2012
28- 04 -2012
29- 04 -2012
30- 04 -2012
31- 04 -2012
01-05-2012
02-05-2012
03-05-2012
Training
Pilot Survey
Traveling to Phnom Penh
Traveling to Pralaiy
Conduct Survey
Traveling
Conduct Survey
Traveling
Conduct Survey
Traveling
Conduct Survey
Traveling to Phnom Penh
Data Entry
MPWT
Kampong Tralach Market
NR-5
Pralaiy Market
NR_5
Prasot Market
NR_1
Kampong Trabaek Town
NR_1
Bos Khnor Market
NR-71
Phnom Penh
Team II
No.
1
2
3
4
5
6
7
Date
19 -04-2012
23- 04- 2012
24- 04 -2012
25- 04 -2012
26- 04 -2012
27- 04 -2012
28- 04 -2012
Activities
Training
Pilot Survey
Traveling to Phnom Penh
Traveling to Trapeang
Phlong
Conducted Survey
Traveling
Conducted Survey
Place to Conducted
Survey
Road
Section
MPWT
Kampong Tralach
NR-5
Trapeang Phlong
NR-72
Prah Theat
NR-7
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8
9
10
11
12
13
14
29- 04 -2012
30- 04 -2012
31- 04 -2012
Traveling
Conducted Survey
Traveling
01-05-2012
02-05-2012
03-05-2012
04-05-2012
Conducted Survey
Traveling
Conducted Survey
Traveling to Phnom Penh
Dam Bae
NR-73
Tbong Khmum
(Intersection)
NR-7
Speu Market
PR-2714
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
Motorized Vehicles
Non-motorized
Vehicles
2 wheelers
Bicycle
3 wheelers (Tuk Tuk)
Other NMV
Passenger Car
Jeep
Car & taxi
Utility Vehicle (Jeep
& Van)
Mini Bus
Bus
Standard Bus
LGV
Light Goods
Vehicles
2 Axle Truck
Truck
3 Axle Truck
4 Axle Truck Trailer
5. Axle Truck
Trailer
Articulated
Others
Unarticulated
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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,
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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.
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● 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
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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
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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.
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Appendix 1
ADB Loan No. 2406-CAM(SF) AusAID GRANT No.0104 RAMP-M&E Project
T1
Traffic Count Form
Province:
Road Number or Name:
Location:
Surveyor Name:
Start Time
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
km from
Motorcycle
Day:
Date:
Motorcycle
Trailer
Car
Jeep/ 4WD
Incl. 3-wheel
motorised
Max 7
Seats
Max 7
Seats
Pick-up
Minibus
Bus
Motorised
Koyun/Etan
Large
Small
Freight Use 8 - 16 Seats 16+ Seats
* All Trucks have double wheels on rear axles. Light and Medium Trucks have two axles, Heavy Trucks have more than two axles.
Light
Med
2-4 tonne
>4 tonne
Heavy
Rigid
3
Axle
Truck*
Heavy
Rigid 4
Axle
Heavy
S Trailer 5
Axle
Heavy
S Trailer 6
Axle
Appendix 1
ADB Loan No. 2406-CAM(SF) AusAID GRANT No.0104 RAMP-M&E Project
T2a
Traffic Count Form
Province:
Road Number or Name:
Location:
Surveyor Name:
km from
Day:
Date:
Motorised
Motorcycle
Start Time
FROM
TO
7h - 00
8h - 00
8h - 00
9h - 00
9h - 00
10h - 00
10h - 00
11h - 00
11h - 00
12h - 00
Turn Left
Motorcycle
Trailer
Car
Jeep/
4WD
Pick-up
Minibus
Incl. 3-wheel
motorised
Max 7
Seats
Max 7
Seats
Freight
Use
8 - 16
Seats
16+ Seats
Turn Left
Turn Left
Turn Left
Turn Left
Turn Left
Turn Left
Bus
Koyun/Etan
Small
Large
Turn Left
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.
Turn Left
Truck*
Heavy
Heavy
Heavy
2-4 tonne
Rigid
3
>4 tonne
Axle
Rigid 4
Axle
S Trailer 5
Axle
S Trailer 6
Axle
Turn Left
Turn Left
Turn Left
Turn Left
Turn Left
Light
Med
Heavy
Turn Left
Appendix 1
ADB Loan No. 2406-CAM(SF) AusAID GRANT No.0104 RAMP-M&E Project
T2b
Traffic Count Form
Province:
Road Number or Name:
Location:
Surveyor Name:
km from
Day:
Date:
Motorised
Motorcycle
Start Time
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
Turn Right
Motorcycle
Trailer
Car
Jeep/ 4WD
Incl. 3-wheel
motorised
Max 7
Seats
Max 7
Seats
Turn Right
Turn Right
Turn Right
Pick-up
Minibus
Bus
Koyun/Etan
Small
Large
Freight Use 8 - 16 Seats 16+ Seats
Turn Right
Turn Right
Turn Right
Turn Right
* All Trucks have double wheels on rear axles. Light and Medium Trucks have two axles, Heavy Trucks have more than two axles.
Turn Right
Light
Truck*
Heavy
Med
Heavy
Heavy
Heavy
2-4 tonne
>4 tonne
Rigid
3
Axle
Rigid 4
Axle
S Trailer 5
Axle
S Trailer 6
Axle
Turn Right
Turn Right
Turn Right
Turn Right
Turn Right
Turn Right
Appendix 1
ADB Loan No. 2406-CAM(SF) AusAID GRANT No.0104 RAMP-M&E Project
T2c
Traffic Count Form
Province:
Road Number or Name:
Location:
Surveyor Name:
km from
Day:
Date:
Motorised
Motorcycle
Start Time
FROM
TO
7h - 00
8h - 00
8h - 00
9h - 00
9h - 00
10h - 00
10h - 00
11h - 00
11h - 00
12h - 00
Go Straight
Motorcycle
Trailer
Car
Jeep/ 4WD
Incl. 3-wheel
motorised
Max 7
Seats
Max 7
Seats
Go Straight
Go Straight
Go Straight
Pick-up
Minibus
Bus
Koyun/Etan
Small
Large
Freight Use 8 - 16 Seats 16+ Seats
Go Straight
Go Straight
Go Straight
Go Straight
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.
Go Straight
Light
Truck*
Heavy
Med
Heavy
Heavy
Heavy
2-4 tonne
>4 tonne
Rigid
3
Axle
Rigid 4
Axle
S Trailer 5
Axle
S Trailer 6
Axle
Go Straight
Go Straight
Go Straight
Go Straight
Go Straight
Go Straight
Appendix 2
ADB Loan No. 2406-CAM(SF) AusAID GRANT No.0104 RAMP-M&E Project
T3
Origin and Destination Survey
Province:
Road Name or Number:
Station (km):
Time
Motorcycle
Mc + Trailer
Car
Jeep/4WD
Pick-up
Minibus
Bus
Vehicle
Type
(Code)
3
4
5
6
7
8
9
Direction:
Passenger Vehicles
Seating
Capacity
Vehicle Types
Koyan Small
Koyan Large
Light Truck
Med Truck
HT Rigid 3 ax
HT Rigid 4/5 ax
HT Semi T 4/5 ax
HT Semi T 6 ax
Name of Interviewer:
Date:
No. of
Pass
10
11
12
13
14
15
16
17
Freight Vehicles
Freight
Load
Type
(F, H, E,
(Code)
O)
Origin
Place
Destination
Province
(Code)
Type of Freight
Agricultural/Food
Timber
Building Materials
Raw Materials
Industrial Products
Fuel/Chemicals
Fertiizer
1
2
3
4
5
6
7
Other
0
Province
(Code)
Place
Load
Full
Half Load
Empty
Over Load
F
H
E
O
Passenger Trip Purpose
Driver
Pass. Pass. Pass. Pass.
1
2
3
4
Trip Purpose
Work/business
To/from work
Social/private
School
Holiday/Tourism
1
2
3
4
5
Other
0
Appendix 3
ADB Loan No. 2406-CAM(SF) AusAID GRANT No.0104 RAMP-M&E Project
COMMUNITY SURVEY FORM
1
2
Road No:
Name:
Village/Town:
Location:
M
3
4
5
6
7
8
Family-No of Adults:
Vehicle ownnership
1
2
3
4
5
c
9
Date:
Province:
M
F
No of Children:
Number
F
Average Monthly Travel (Km)
Motorbike
Car
Scooter
Lorry
Others
Use of Public/Private Transport
Bus
Car
Others
Main Occupation of family
Agriculture
Service
Business
Family income (Monthly)
USD/Riels
Benefit of the road project
a
Quality Travel (comfor level)
b
T4
Excellent very Good Good
Poor
Lower
Somewhat lower
No Change
Better
Somewhat better
No Change
Better
Somewhat better
Saving in transportation cost compared to 2008
Excess to to public transport compared to 2008
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?
a
b
c
Availability of goods in the market
Easy to carry goods for sale in the market
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
3. 10 Busniness Community
2. 10 Service Community
4. 10 Transportor Community