Day Work

RBHraCaNacRkkm<úCa
Cati sasna RBHmhakSRt

ááááááááááá
]bsm<½n§
sþIBI
sBaØacracrpøÚveKak
RksYgsaFarNkar nig dwkCBa¢Ún

MINISTRY OF PUBLIC WORKS
AND TRANSPORT
]bsm<½n§
sþIBI
sBaØacracrpøÚveKakman³
k- pøaksBaØacracr
x- ePøIgsBaØacracr
K- KMnUssBaØacracr
X- sBaØabBa¢arbs;Pñak;garnKr)alcracr
k- pøaksBaØacracr (ROAD SIGNS)
I. pøaksBaØaniy½t (REGULATORY SIGNS)
I(i)- pøaksBaØabMram (Prohibitory Signs)
R1-01 R1-02 R1-03 R1-04 R1-05
R1-06 R1-07 R1-08 R1-09 R1-10
R1-11 R1-12 R1-13 R1-14 R1-15
R1-16 R1-17 R1-18 R1-19 R1-20
1 - 15
16 - 31
R1-21 R1-22 R1-23 R1-24 R1-25
R1-26 R1-27 R1-28 R1-29 R1-30
Regulatory Signs I Public Works Research Center

R1-31 R1-32 R1-33 R1-34 R1-35
100m
R1-36 R1-37 R1-38 R1-39 R1-40
R1-41 R1-42 R1-43 R1-44 R1-45
I(ii)- pøaksBaØabBa¢a (Mandatory Signs)
R2-01 R2-02 R2-03 R2-04 R2-05
R2-06 R2-07 R2-08 R2-09 R2-10
R2-11 R2-12 R2-13 R2-14 R2-15
Regulatory Signs II Public Works Research Center

R2-16 R2-17 R2-18 R2-19 R2-20
R2-21 R2-22 R2-23 R2-24
I(iii)- pøaksBaØabgðajBIsiT§GaTiPaB (Priority Signs)
R3-01 R3-02 R3-03 R3-04 R3-05
R3-06 R3-07 R3-08 R3-09 R3-10
II. pøaksBaØaeRKaHfñak; (WARNING SIGNS)

II(i)- pøaksBaØaeRKaHfñak; (Warning Signs)
W1-01 W1-02 W1-03 W1-04 W1-05
W1-06 W1-07 W1-08 W1-09 W1-10
Warning Signs III Public Works Research Center

W1-11 W1-12 W1-13 W1-14 W1-15
W1-16 W1-17 W1-18 W1-19 W1-20
W1-21 W1-22 W1-23 W1-24 W1-25
W1-26 W1-27 W1-28 W1-29 W1-30
W1-31 W1-32 W1-33 W1-34 W1-35
W1-36 W1-37 W1-38 W1-39 W1-40
Warning Signs IV Public Works Research Center

W1-41 W1-42 W1-43 W1-44 W1-45
W1-46 W1-47 W1-48 W1-49
II(ii)- pøaksBaØaeRbIbeNþaHGasnñ (Temporary Signs)
W2-01 W2-02 W2-03 W2-04
W2-05 W2-06 W2-07 W2-08
W2-09 W2-10 W2-11
Warning Signs V Public Works Research Center

III. pøaksBaØaR)ab;dMNwg (GUIDE SIGNS)
III(i)- pøaksBaØabgðajTisedA (Direction Signs)
ERBkfµI
PREK TMEI
4
kMBg;knÞtÜ
48
G1-01 G1-02 G1-03
k®Ba¢ac
t,ÚgXµúM KANH
TBONG CHREACH
KHMUM
1 2
G1-04 G1-05 G1-06
III(ii)- pøaksBaØaR)ab;TIRbCMuCn nigRBMRbTl;tMbn; (Buildup Area and Boundary Signs)
PHNOM PENH
ERBkÉg
PREK ENG
G2-01 G2-02 G2-03 G2-04
III(iii)- pøaksBaØaR)ab;eQµaHpøÚv (Street Name Signs)
G3-01 G3-02 G3-03 G3-04
Guide Signs VI Public Works Research Center

III(iv)- pøaksBaØapþl;dMNwg (Services Signs)
G4-01 G4-02 G4-03 G4-04 G4-05
G4-06 G4-07 G4-08 G4-09 G4-10
G4-11 G4-12 G4-13 G4-14 G4-15
G4-16 G4-17 G4-18 G4-19 G4-20
G4-21 G4-22 G4-23 G4-24 G4-25
G4-26 G4-27 G4-28 G4-29 G4-30
Guide Signs VII Public Works Research Center

G4-31 G4-32 G4-33 G4-34 G4-35
G4-36 G4-37 G4-38 G4-39
G4-40
IV. pøaksBaØabEnßm (SUPPLEMENTARY SIGNS)
S1-01 S1-02 S1-03 S1-04 S1-05 S1-06
S1-07 S1-08 S1-09 S1-10 S1-11 S1-12
Rbytñ½
rfePøIgqøgkat;
S1-13 S1-14 S1-15 S1-16 S1-17 S1-18 S1-19
RckecjcUl
eragcRk
S1-20 S1-21 S1-22 S1-23 S1-24 S1-25
Supplementary Signs VIII Public Works Research Center

V. begÁalsBaØa (SIGN POSTS)
P1-01 P1-02 P1-03 P1-04
1 2 3
P1-05 P1-06 P1-07 P1-08
P1-09 P1-10
Sign Posts IX Public Works Research Center

x- ePøIgsBaØacracr (TRAFFIC LIGHTS)
RbePTTI1- ePøIgsBaØacracrbIBN’ (THREE COLORED TRAFFIC LIGHTS)
L1-01 L1-02 L1-03
L1-04 L1-05 L1-06 L1-07
L1-08
RbePTTI2- ePøIgsBaØacracrBIrBN’ (TWO COLORED TRAFFIC LIGHTS)
L2-01
RbePTTI3- ePøIgsBaØacracrmYyBN’ (ONE COLORED FLASHING TRAFFIC LIGHTS)
L3-01 L3-02
Traffic Lights X Public Works Research Center

K- KMnUssBaØacracr (ROAD MARKINGS)
I- KMnUssBaØaBN’skat;TTwgpøÚv (TRANSVERSE MARKINGS)
M1-01 M1-02 M1-03 M1-04
II- KMnUssBaØatambeNþayRTUgpøÚv (LONGITUDINAL MARKINGS)
M2-01 M2-02 M2-03 M2-04 M2-05 M2-06 M2-07
M2-08 M2-09 M2-10 M2-11
III- KMnUssBaØaRBÜjelIRTUgpøÚv (ARROW MARKINGS)
M3-01 M3-02 M3-03 M3-04 M3-05 M3-06 M3-07 M3-08
Road Markings XI Public Works Research Center

IV- KMnUssBaØaepSg²elIRTUgpøÚv (OTHER ROAD MARKINGS)
M4-01 M4-02 M4-03 M4-04 M4-05
M4-06 M4-07 M4-08 M4-09
X- sBaØabBa¢arbs;Pñak;garnK)alcracr (TRAFFIC POLICE SIGNALS)
O1-01 O1-02 O1-03
O1-04 O1-05
Road Markings XII Public Works Research Center

sBaØacracr
sBaØacracreRbI edIm,ICYyFanasuvtþiPaBcracr edayeFVIeGayclnacracr
TaMgGs; mansNþab;Fñab; nig pþl;nUvkarnaMpøÚv R)ab;dMNwgeRKaHfñak; b¤ dMNwg
epSg² EdlBak;B½n§nwgkareFVIcracr . dUecñHGñkeRbIR)as;pøÚvRtUvEteKarBsBaØacracr
eGay)anmWugm:at;bMput eTIbGaeCosvageRKaHfñak;Cayfaehtu)an .
bøg;lMGitGMBI rUbPaB TMhM sUmemIl]bsm<½n§sþIGMBI sBaØacracrpøÚveKak
PaK 2 ³ lMGitsMrab;karsagsg; .
sBaØacracrman 4 RbePT³
k – pøaksBaØacracr
x – ePøIgsBaØacracr
K – KMnUssBaØacracr
X – sBaØabBa¢arbs;Pñak;garnKr)alcracr
Public Works Research Centre Page 1

k – pøaksBaØacracr
ROAD SIGNS
I. mUldæanRKwHénpøaksBaØacracr
I .1 lkçN³TUeTA
pøaksBaØacracrRtUv)anbegáIteLIgkñúgeKalbMNg eFVIeGaycracrelIpøÜvsaFarN³ manrebob

erobry gayRsYlkñúgkarebIkbr nigFanasuvtþiPaB . pøaksBaØacracrTaMgenH RtUv)anEbgEckCa
RbePTepSg² BIKñac,as;las; . RbePTxøHeRbIR)as;kñúg karENnaM dl;GñkeFVIcracrelIpøÜvsaFarN³
eGayeKarBRbtibtþitam xøHCaRbePTsBaØaR)ab;eGaydwgmun nUveRKaHfñak;Cayfaehtunana enAelIdgpøÜv
nig RbePTxøHeTot sMrab;pþl;Bt’manBITIkEnøgepSg² b¤bgðajTisedA nigTIkEnøgRsuk PUmisMxan;² .l.
pøaksBaØanimYy²RtUv)ankMNt;eLIgeday RTg;RTay sBaØasMKal; nig BN’ epSg² BIKña.
sBaØasMKal;GacCa elx b¤Ca nimitþrUb b¤GacTaMgBIrRBmKña .
BitEmnEtpøaksBaØaKWCaEpñk d¾sMxan;caM)ac;énRbB½næcracr Etkardak;eRbIR)as;sBaØa nimYy²
k¾RtUvsikSaBITItaMg PUmisaRsþpøÜv eGay)anl¥itl¥n; . rIÉbTdæankmµén RTg;RTay sBaØasMKal; nig BN’
rbs;sBaØanimYy²RtUv)ankMNt;eLIgeGaymanlkçN³gayyl; gaycaM .

I .2 RTg;RTay
ragCaGdæekaNniy½t ( RCug*esµIKña eRbIsMrab;sBaØa ³
pþl;siTæiGaTiPaBeGayeK ( STOP AND GIVE WAY SIGN )
ragCaRtIekaNsm½gSEdlmankMBUlmYycuHeRkameRbIsMrab;sBaØa ³
pþl;siTæiGaTiPaBeGayeK ( GIVE WAY SIGN )
ragCakaerEdlmanRCugBIrCabnÞat;Qr nigRCugBIreTotCabnÞat;edk
eRbIsMrab;sBaØa ³ R)ab;dMNwg ( GUIDE SIGNS )
ragCargVg;eRbIsMrab;sBaØa ³ niy½t ( REGULATORY SIGNS ) :

- BN’RkhmCasBaØabMram ( Prohibitory Signs )
- BN’exovCasBaØabBa¢a ( Mandatory Signs )
ragCakaerEdlmanGgát;RTUgmYyCabnÞat;Qr nigGgát;RTUgmYyeTot
CabnÞat;edkeRbIsMrab;sBaØa ³ eRKaHfñak; ( WARNING SIGNS )
ragCabnÞat;ExVgeRbIsMrab;sBaØa ³ manpøÜvrfePøIgkat;
( RAILWAY LEVEL CROSSING)
ragCactuekaNEkgEdlmanRCugedkEvgCagRCugQreRbIsMrab;sBaØa ³
beNþaHGasnñ ( Temporary Signs ) dUcCamankardæan
bgðajTisedA b¤ R)ab;eQµaHtMbn; ( Guide Signs, Place name Signs etc.)
b¤sBaØabBa¢ak;bEnßmBIeRkamsBaØadéTeTot ( Supplementary Signs )
ragdUcenHeRbIsMrab; kMNt;RbePTpøÜv dUcCa ³
TI! CapøÜvCati (National Road)
TI@ CapøÜvtMbn (Highway)
TI# CapøÜvynþbf (Motor way)
II . karEbgEckRbePTsBaØa
pøaksBaØaTaMgGs;RtUv)anEbgEckCa R)aMEpñk FM²dUcxageRkam ³
EpñkTI I ³ sBaØaniy½t ( Regulatory Signs )

kñúgEpñkTI I enHRtUv)anEbgEckCaEpñkrg bYn KW ³
• I(i) sBaØabMram ( Prohibitory Signs )
elxsMKal; ³ PW03-R1-00
• I ( ii ) sBaØabBa¢a ( Mandatory Signs )
• I ( iii ) sBaØabgðajBIsiTæGaTiPaB ( Priority Signs )
EpñkTI II ³ sBaØaeRKaHfñak; ( Warning Signs )

kñúgEpñkTI II enHRtUv)anEbgEckCaEpñkrg BIr KW ³
• II ( i ) sBaØaeRKaHfñak; ( Warning Signs )
elxsMKal; ³ PW03-W1-00
eRbIry³eBlEvgR)ab;BIeRKaHfñak;epSg²EdlGacekItmanCayfaehtu
• II ( ii ) sBaØaeRbIbeNþaHGasnñ ( Temporary Signs )
elxsMKal; ³ PW03-W2-00
eRbIkñúgry³eBlmankardæanCYsCul b¤ sagsg;pøÜvfñl; .l.

EpñkTI III ³ sBaØaR)ab;dMNwg ( Guide Signs )
kñúgEpñkTI III enHRtUv)anEbgEckCaEpñkrg bYn KW ³
• III ( i ) sBaØabgðajTisedA ( Direction Signs )
elxsMKal; ³ PW03-G1-00
• III ( ii ) sBaØaR)ab;TIRbCMuCn nigRBMRbTl;tMbn; ( Buildup Area and Boundary
Signs )
• III ( iii ) sBaØaR)ab;eQµaHpøÜv ( Street name Signs )
• III ( iv ) sBaØapþl;dMNwg ( Services Signs )
EpñkTI IV ³ sBaØabEnßm ( Supplementary Signs )

sBaØaenHsMrab;dak;bEnßmBIeRkamsBaØadéTeTot ³
• IV ( i ) sBaØadak;bEnßmBIeRkam ( Supplementary Signs )
elxsMKal; ³ PW03-S1-00
EpñkTI V ³ begÁalsBaØa ( Sign Posts )

sBaØaenHsMrab;tMrg;pøÚv b¤ bgðaj]bsKÁ ³
• V(i) begÁalsBaØa ( Sign Posts )
elxsMKal; ³ PW03-P1-00
III . TItaMgpøaksBaØa
kardak;taMgpøaksBaØanimYy²RtUveRCIserIsTItaMg PUmisaRsþpøÜv eGay)anl¥itl¥n; edIm,I rkSasuvtþiPaBcracr
nig gaycab;GarmµN¾dl;GñkebIkbryanCMniHRKb;RbePT . TItaMgTaMgenaH RtUv)ankMNt;dUckñúgrUbPaBxageRkam
enH ³

III.1 pøÚvkñúgRkug
kardak;pøaksBaØaenAelIcieBa©ImpøÚvkñúgTIRkug RtUvrkSacenøaHminticCag 0>60Em:Rt BI EKmpøÚv
mkTl;nwgpøaksBaØa nigrkSakMBs;minTabCag 2>10 Em:Rt BIpøaksBaØamkdl;karULa .
III.2 pøÚvCati
kardak;pøaksBaØaenAelIcieBa©ImpøÚvCati RtUvrkSacMgaykñúgcenøaHBI 0>60…1>80Em:Rt BI EKmpøÚv
mkTl;nwgpøaksBaØa nigrkSakMBs;kñúgcenøaHBI 1>20…1>50 Em:Rt BIpøaksBaØa mkTl;nwgkMritkMBs;rbs;pøÚv .
Width of shared-use path

III.3 dak;BüÜrBIelI
karBüÜrpøaksBaØaelIr)a RtUvmankMBs;minTabCag 5>00 Em:Rt BIpøaksBaØa mkdl;RTUgpøÚv
ehIyRtUvdak;eGaycMKnøgpøÚvnimYy² edIm,IeGayGñkebIkbr gaycab; GarmµN_ .

EpñkTI I ( i )
pøaksBaØabMram
Prohibitory signs
pøaksBaØabMrammanragmUl manCayBT½§CMuvijBIrCan; CaykñúgRkas;manBN’RkhmRkas;

CayeRkA esþIgmanBN’s ÉsBaØasMKal;xagkñúgCaTUeTAmanBN’exµA . kñúgkrNIxøHRtUveRbIsBaØa
cb;karham Xat; EdlmanragmUldUcKña EtmanBN’exµATaMgGs; .
pøaksBaØaRbePTenH dak;bMramdl;GñkebIkbrmineGayRbRBwtþinUvGVI EdlmanbBa¢ak;enAkñúg sBaØa
dUcCa hambt;eqVg hambt;sþaM hamct .l. dUcenHebIGñkebIkbr eXIjpøaksBaØaRbePTenH RtUv
Gnuvtþ tamCadac;xat .

EpñkTI I ( i ) : pøaksBaØabMram ( Prohibitory Signs )
hambt;eqVg
NO TURN LEFT
elxkUd ³ PW03-R1-01
xøwmsar ³ sBaØaenH hamyanCMniHRKb;RbePT bt;eqVg .
hambt;sþaM
NO TURN RIGHT
xøwmsar ³ sBaØaenH hamyanCMniHRKb;RbePT bt;sþaM .
hambt;RtLb;eRkay
NO U TURN
xøwmsar ³ sBaØaenH hamyanCMniHRKb;RbePT bt;RtLb;
eRkay .
hamcUl
NO ENTRY
xøwmsar ³ sBaØaenH hamcUlcMeBaHyanCMniHRKb;RbePT .

pøÚvbiTcMeBaHyanCMniHRKb;RbePT
CLOSED FOR ALL VEHICLES
xøwmsar ³ pøÚvbiT cMeBaHyanCMniHRKb;RbePT .
pøÚvbiT cMeBaHGñkeRbIR)as;pøÚv
CLOSED FOR ALL ROAD USERS
xøwmsar ³ pøÚvbiTcMeBaHGñkeRbIR)as;pøÚv
¬hamyanCMniHRKb;RbePT nig efµIreCIgeFVIcracr¦ .
kMNt;TMgn;srub
TOTAL WEIGHT LIMIT
xøwmsar ³ sBaØaenH hamcUlcMeBaHyanCMniHEdlmanTMgn;
srubKitTaMgbnÞúk elIsTMgn;kMNt;kñúg pøaksBaØa.
kMNt;TMgn;pÞúkelIePøAnimYy²
WEIGHT LIMIT ON ONE AXLE
xøwmsar ³ sBaØaenH hamcUlcMeBaHyanCMniHEdlmanTMgn;
pÞúkelIePøA ¬ b:ug ¦ nimYy² elIsBIkarkMNt;kñúg
pøak sBaØa .

kMNt;kMBs;
HEIGHT LIMIT
xøwmsar ³ sBaØaenHhamcUlcMeBaHyanCMniHEdlman kMBs;
srub KitTaMgbnÞúk elIskMBs;kMNt; kñúgpøak
sBaØa .
kMNt;TTwg
WIDTH LIMIT
xøwmsar ³ sBaØaenH hamcUlcMeBaHyanCMniH Edlman
TTwg srub KitTaMgbnÞúk elIsRbEvgkMNt;
kñúgpøak sBaØa .
kMNt;beNþay
LENGHT LIMIT
xøwmsar ³ sBaØaenH hamcUlcMeBaHyanCMniH Edlman
beNþay srub KitTaMgbnÞúk elIsRbEvgkMNt;
kñúgpøaksBaØa .
hamcUlcMeBaHeTacRkyan
eTacRkyanynþ nig RtIcRkyan
NO ENTRY FOR BICYCLE , MOTORCYCLE
AND TRICYCLE
xøwmsar ³ sBaØaenH hamcUlcMeBaH eTacRkyan/
eTacRkyanynþ nig RtIcRkyan .

hamcUlcMeBaH eTacRkyanynþ
NO ENTRY FOR MOTORCYCLE
xøwmsar ³ sBaØaenH hamcUlcMeBaHeTacRkyanynþ.
hamcUlcMeBaHyanynþRKb;RbePT
elIkElgEteTacRkyanynþ
NO ENTRY FOR MOTOR VEHICLES EXCEPT
MOTORCYCLES WITHOUT SIDE CARTS
xøwmsar ³ sBaØaenH hamcUlcMeBaH yanynþRKb;RbePT
elIkElgEt eTacRkyanynþ EdlKµanP¢ab;ruWm:k
seNþag b¤ ruWm:kcMehog.
hamcUlcMeBaHrfynþdåkTMnijFunFM
NO ENTRY FOR LARGED-SIZED TRUCK
xøwmsar ³ sBaØaenH hamcUlcMeBaH rfynþdwkTMnijFunFMEdl
CaRbePTrfynþ manTMgn;srubelIs 3>50etan .
hamcUlcMeBaHrfynþdåkGñkd¿eNIrFunFM
NO ENTRY FOR LARGED-SIZED BUS
xøwmsar ³ sBaØaenH hamcUlcMeBaH rfynþdwkGñkdMeNIr
FunFM EdlCa RbePTrfynþ pÞúkGñkdMeNIrelIsBI
20 nak; KitTaMgGñkebIkbr .

hamcUlcMeBaHyanynþRKb;RbePT
NO ENTRY FOR MOTOR VEHICLES
xøwmsar ³ sBaØaenH hamcUlcMeBaHyanynþRKb;RbePT .
hamcUlcMeBaH eTacRkyan
NO ENTRY FOR BICYCLE
xøwmsar ³ sBaØaenH hamcUlcMeBaHeTacRkyan .
hamct
NO PARKING
xøwmsar ³ sBaØaenH hamct cMeBaHyanCMniHRKb;RbePT/
buEnþGñkebIkbrGacQb;dak;mnusS b¤ TMnij eLIgcuH
kñúgry³eBlcaM)ac; .
hamQb;
NO STOPPING
xøwmsar ³ sBaØaenH hamQb; cMeBaHyanCMniHRKb;RbePT .

hamctcab;BIéf¶TI 1 dl;éf¶TI 15
NO PARKING FROM 1st TO 15th OF MONTH
1 - 15 elxkUd ³ PW03-R1-21
xøwmsar ³ sBaØaenH hamct cMeBaHyanCMniHRKb;RbePT
cab;BIéf¶TI1 dl; éf¶TI15 énExnimYy² bu:EnþGñk
ebIkbrGacQb;dak;mnusS b¤ TMnijeLIgcuH kñúgry³
eBlcaM)ac; . karpøas;bþÚrrvag éf¶TI15 eTA éf¶TI16
RbRBwtþeTAenAcenøaHema:g 21³00 eTA 21³30 .
hamctcab;BIéf¶TI 16 dl;éf¶TI 31
NO PARKING FROM 16th TO 31st OF MONTH
16 - 31
cab;BIéf¶TI16 dl; éf¶dac;Ex énExnimYy² bu:EnþGñk
ebIkbrGacQb;dak;mnusS b¤ TMnijeLIgcuH kñúgry³
eBlcaM)ac; . karpøas;bþÚrrvag éf¶dac;Ex eTA éf¶TI1
énExbnÞab; RbRBwtþeTAenAcenøaHema:g 21³00 eTA
21³30 .
hamctéf¶ess
NO PARKING ON ODD DAYS
enAéf¶ess énExnimYy² bu:EnþGñkebIkbrGac Qb;
dak;mnusS b¤ TMnijeLIgcuHkñúgry³eBlcaM)ac; .
karpøas;bþÚrrvag éf¶ess eTAéf¶Kt;KUr RbRBwtþeTA
enAcenøaHema:g 21³00 eTA 21³30 .
hamctéf¶Kt;KUr
NO PARKING ON EVEN DAYS
enAéf¶Kt;KUr énExnimYy² bu:EnþGñkebIkbrGac Qb;
dak;mnusS b¤ TMnijeLIgcuHkñúgry³eBlcaM)ac; .
karpøas;bþÚrrvag éf¶Kt;KUr eTAéf¶ess RbRBwtþeTA
enAcenøaHema:g 21³00 eTA 21³30 .
hamECg
NO OVERTAKING
xøwmsar ³ sBaØaenH hamECg cMeBaHyanynþRKb;RbePT
elIkElgEteTacRkyanynþ .
cb;karhamECg
END OF NO OVERTAKING
xøwmsar ³ sBaØaenH cb;karhamECgcMeBaHyanynþ
RKb;RbePT .
hamECg cMeBaHrfynþdwkTMnijFunFM
NO OVERTAKING FOR LARGE-SIZE TRUCK
xøwmsar ³ sBaØaenH hamrfynþdwkTMnijFn;FM ¬EdlmanTMgn;
srub elIs 3/50etan ¦ ECg yanynþepSgeTot
elIkElgEteTacRkyanynþ .
cb;karhamECg cMeBaHrfynþdwkTMnijFunFM
END OF NO OVERTAKING FOR LARGE-SIZE TRUCK
xøwmsar ³ sBaØaenH cb;karhamrfynþdwkTMnijFn;FM ¬Edl
manTMgn;srub elIs 3/50etan ¦ ECg yanynþ
epSgeTot .

hamECg cMeBaHrfynþdwkTMnijFunFMdUcKña
NO OVERTAKING FOR SAMILAIR LARGE-SIZE
TRUCK
xøwmsar ³ sBaØaenH hamcMeBaHECgrvagrfynþdwkTMnijFn;FM
dUcKña .
cb;karhamECg cMeBaHrfynþdwkTMnijFunFMdUcKña
END OF NO OVERTAKING FOR SAMILAIR LARGE-
SIZE TRUCK
xøwmsar ³ sBaØaenH cb;karhamcMeBaHECg rvagrfynþdwk
TMnijFn;FMdUcKña .
hamsuIepø
NO HORN
xøwmsar ³ sBaØaenH hamsuIepø cMeBaHyanCMniHRKb;RbePT
elIkElgEtkrNIGacmaneRKaHfñak;bnÞan; .
cb;karhamsuIepø
END OF NO HORN
xøwmsar ³ sBaØaenH cb;karhamsuIepø cMeBaHyanCMniHRKb;
RbePT .

hamcUlcMeBaHeTacRkyanynþmanseNþag
NO ENTRY FOR MOTORCYCLE DRAWN VEHICLES
xøwmsar ³ sBaØaenH hamcUlcMeBaHeTacRkyanynþ Edl
manseNþagruWm:k b¤ reTH .
hamcUlcMeBaHreTHGUsTajedaystV
NO ENTRY FOR ANIMAL DRAWN VEHICLES
xøwmsar ³ sBaØaenH hamcUlcMeBaHreTH EdlGUsTaj
edaystV .
hamGUs b¤ rujreTHcUl
NO ENTRY FOR HAND-CARTS
xøwmsar ³ sBaØaenH hamGUs b¤ rujreTHcUl .
hamcUlcMeBaH yanynþksikmµ
NO ENTRY FOR AGRICULTURAL
MOTOR VEHICLES
xøwmsar ³ sBaØaenH hamcUlcMeBaHyanynþksikmµ
RKb;RbePT .

hamcUlcMeBaHrfynþdåkTMnijFunFMmanseNþag
NO ENTRY FOR COMBINATION VEHICLES
xøwmsar ³ sBaØaenH hamcUl cMeBaHrfynþdwkTMnijFunFM
manseNþag ¬ruWm:k ¦ .
cenøaHsuvtßiPaB rvagrfynþFuntUc
SAFETY DISTANCE BETWEEN PASSENGER CARS
xøwmsar ³ sBaØaenH hamGñkebIkbrrfynþFuntUcdUcKña Tuk
cenøaHsuvtßiPaB ticCagcMgay dUcmankMNt;kñúg
pøaksBaØa .
cenøaHsuvtßiPaB rvagrfynþFunFM
SAFETY DISTANCE BETWEEN TRUCKS.
100m elxkUd ³ PW03-R1-39

xøwmsar ³ sBaØaenH hamGñkebIkbrrfynþFunFMdUcKña Tuk
cenøaHsuvtßiPaB ticCagcMgay dUcmankMNt;kñúg
pøaksBaØa .
hamcUl cMeBaHyanynþdwkplitplgaypÞúH b¤eqH

NO ENTRY FOR VEHICLE LOADING INFLAMMABLE
OR EXPLOSABLE GOODS
xøwmsar ³ sBaØaenHhamcUlcMeBaHyanynþEdldwkplitpl
gaypÞúH b¤eqH dUcCa rMesv ]sµ½n b¤eRbg\n§n³
.l.

kMNt;el,ÓnGtibrima
MAXIMUM SPEED LIMIT
xøwmsar ³ sBaØaenH hamyanynþRKb;RbePT ebIkbrelIs
el,Ón ¬KitCaKILÚEm:Rtkñúg1ema:g ¦ dUcmankMNt;
kñúgpøaksBaØa .
cb;kar kMNt;el,ÓnGtibrima
END OF MAXIMUM SPEED LIMIT
xøwmsar ³ sBaØaenH cb;karhamcMeBaHyanynþRKb;RbePT
ebIkbrelIsel,Ón dUcmankMNt;kñúgpøaksBaØa .
Qb;enATIsñak;karKy
STOP AT THE CUSTOMS STATION
xøwmsar ³ sBaØaenH tMrUveGayyanCMniHRKb;RbePT Qb;enA
TIsñak;karKy edIm,IeFVIkarRtYtBinitü nig bMeBj
EbbbT .
Qb;enATIsñak;karb:UlIs
STOP AT THE POLICE STATION
xøwmsar ³ sBaØaenH tMrUveGayyanCMniHsuIvÍl RKb;RbePT Qb;
enA TIsñak;karnKr)aledIm,IeFVIkarRtYtBinitü .

Qb;enATIsñak;karGavuFhtß
STOP AT THE MILITARY POLICE STATION
xøwmsar ³ sBaØaenH tMrUveGayyanCMniH RKb;RbePT rbs;
kgkMlaMgRbdab;GavuF Qb;enATIsñak;kar GavuFhtß
edIm,IeFVIkarRtYtBinitü .

EpñkTI I ( ii )
pøaksBaØabBa¢a
Mandatory signs
pøaksBaØabBa¢amanragmUlmanCayBN’sBT½§CMuvij manépÞBN’exov rUbb¤sBaØasMKal;

xagkñúgBN’s . pøaksBaØaRbePTenHmann½y tMrUveGayGñkebIkbreFVIclnaeTAtamGtßny½
bBa¢arbs; sBaØanimYy² dUcCa tMrUvbt;sþaM tMrUvbt;eqVg>>>> .l. kñúgeKalbMNgeCosvag
eRKaHfñak; b¤kksÞHcracrenAtampøÜv .
kñúgkrNIxøHRtUveRbIpøaksBaØa { cb;bBa¢a } EdlmanRTg;RTaydUcKña EtmanqñÚt
BN’Rkhmkat;bBaäitBIeqVgeLIgeTAsþaM .

EpñkTI I ( ii ) : pøaksBaØabBa¢a ( Mandatory Signs )
tMrUvgaksþaM
KEEP RIGHT
xøwmsar ³ sBaØaenH tMrUveGayyanCMniHRKb;RbePT
ebIkbrgak b¤ vageTAsþaM .
tMrUvgakeqVg
KEEP LEFT
xøwmsar ³ sBaØaenH tMrUveGayyanCMniHRKb;RbePT ebIkbr
gak b¤ vageTAeqVg .
tMrUvbt;sþaM enAxagmux
TURN RIGHT AHEAD
xøwmsar ³ sBaØaenH tMrUveGayyanCMniHRKb;RbePT bt;sþaM
enARtg;pøÚvRbsBVxagmux BIeRkaypøaksBaØa .
tMrUvbt;eqVg enAxagmux
TURN LEFT AHEAD
xøwmsar ³ sBaØaenH tMrUveGayyanCMniHRKb;RbePT bt;eqVg
enARtg;pøÚvRbsBVxagmux BIeRkaypøaksBaØa .

tMrUveTAmuxRtg; b¤ bt;sþaM
GO STRAIGHT THROUGH OR TURN RIGHT
xøwmsar ³ sBaØaenH tMrUveGayyanCMniHRKb;RbePTeFVIcracr
eTAmuxRtg; b¤ bt;sþaM enARtg;pøÚvRbsBVxagmux .
tMrUveTAmuxRtg; b¤ bt;eqVg
GO STRAIGHT THROUGH OR TURN LEFT
xøwmsar ³ sBaØaenH tMrUveGayyanCMniHRKb;RbePTeFVIcracr
eTAmuxRtg; b¤ bt;eqVg enARtg;pøÚvRbsBVxagmux .
tMrUvbt;sþaM
TURN RIGHT
xøwmsar ³ sBaØaenH tMrUveGayyanCMniHRKb;RbePT bt;sþaM
enAxagmuxpøaksBaØa .
tMrUvbt;eqVg
TURN LEFT
xøwmsar ³ sBaØaenH tMrUveGayyanCMniHRKb;RbePT bt;eqVg
enAxagmuxpøaksBaØa .

tMrUvbt;sþaM b¤ bt;eqVg
TURN RIGHT OR LEFT
xøwmsar ³ sBaØaenH tMrUveGayyanCMniHRKb;RbePT bt;sþaM b¤
bt;eqVg enARtg;pøÚvRbsBVxagmux .
tMrUveTAmuxRtg;
STRAIGHT THROUGH ONLY
xøwmsar ³ sBaØaenH tMrUveGayyanCMniHRKb;RbePT eFVIcracr
eTAmuxRtg; enARtg;pøÚvRbsBVxagmux .
pøÚvsMrab;rfynþdåkGñkdMeNIr nig rfynþFuntUc

COMPULSORY BUSES AND PASSENGER CARS
xøwmsar ³ sBaØaenH tMrUveGayrfynþdwkGñkdMeNIr nigrfynþ
FuntUceFVIcracr elIkElgEtrfynþeFVIGaCIvkmµdwk
TMnij FuntUc nig FunFM .
pøÚvsMrab;reTHGUsTajedaystV
ANIMAL DRAWN VEHICLE CARTS OF ALL FORM
xøwmsar ³ sBaØaenH tMrUvsMrab;Et reTHGUsTajedaystV eFVI
cracr dUcCa reTHeKa reTHRkbI reTHesH .

pøÚvsMrab;efµIreCIg
COMPULSORY FOOT- PATH
xøwmsar ³ sBaØaenH tMrUvsMrab;Et efµIreCIg eFVIcracr .
cb; pøÚvsMrab;efµIreCIg
END OF COMPULSORY FOOT- PATH
xøwmsar ³ sBaØaenH sMrab;bBa©b;pøÚv efµIreCIg .
pøÚvsMrab;efµIreCIg nig eTacRkyan

COMPULSORY FOOT- PATH AND BICYCLE TRACK
xøwmsar ³ sBaØaenH tMrUvsMrab;Et efµIreCIg nig eTacRkyan
eFVIcracr .
cb; pøÚvsMrab;efµIreCIg nig eTacRkyan

END OF COMPULSORY FOOT- PATH
AND BICYCLE TRACK
xøwmsar ³ sBaØaenH sMrab;bBa©b;pøÚvefµIreCIg nig eTacRkyan
eFVIcracr .

kMNt;el,ÓnGb,brma
MINIMUM SPEED LIMIT
xøwmsar ³ sBaØaenH tMrUveGayyanCMniHRKb;RbePT ebIkbr
kñúgel,Ón ¬KILÚEmRtkñúg1ema:g ¦ticCag dUcman
kMNt;kñúgpøaksBaØa .
cb; karkMNt;el,ÓnGb,brma
END OF MINIMUM SPEED LIMIT
xøwmsar ³ sBaØaenH sMrab;bBa©b; karkMNt;el,ÓnGb,brma
dUcmankMNt;kñúgpøaksBaØa.
pøÚvsMrab;rfynþdwkGñkdMeNIr
COMPULSORY LARGE-SIZE BUS
xøwmsar ³ sBaØaenH tMrUvsMrab;Et rfynþdwkGñkdMeNIr
eFVIcracr .
cb; pøÚvsMrab;rfynþdwkGñkdMeNIr
END OF COMPULSORY LARGE-SIZE BUS
xøwmsar ³ sBaØaenHsMrab;bBa©b; pøÚvsMrab;rfynþdwk
GñkdMeNIr eFVIcracr.

pøÚvsMrab;eTacRkyan
COMPULSORY BICYCLE TRACK
xøwmsar ³ sBaØaenH tMrUvsMrab;Et eTacRkyaneFVIcracr .
cb; pøÚvsMrab;eTacRkyan
END OF COMPULSORY BICYCLE TRACK
xøwmsar ³ sBaØaenH sMrab;bBa©b;pøÚv eTacRkyan eFVIcracr .
Rbkan;sþaM
KEEP RIGHT
xøwmsar ³ sBaØaenH tMrUvsMrab;eGayGñkebIkbr yanCMniH
RKb;RbePT eFVIcracr Rbkan;xagsþaM .
bnßyel,Ón
SLOW DOWN
xøwmsar ³ sBaØaenH tMrUvsMrab;eGayGñkebIkbr yanCMniH
RKb;RbePT bnßyel,Ón .

EpñkTI I ( iii )
pøaksBaØabgðajsiT§iGaTiPaB
Priority Signs
pøaksBaØabgðajBIsiTæiGaTiPaB manRTg;RTayepSg²Kña eTAtamRbePTsBaØanimYy² dUcCasBaØa

{ Qb; } (STOP) manragCaGdæekaNniyt½ EdlmanCayBN’sBT½§CMuvij épÞBN’Rkhm GkSrBN’s .
sBaØa { pþl;siTæiGaTiPaBeGayeK } (GIVE WAY) manragCaRtIekaNsmgS½ EdlmankMBUl
mYycuHeRkam mans‘uMBIrCan; s‘uMxageRkABN’sehIyesþIg És‘uMxagkñúgBN’RkhmehIyRkas; nig
épÞxagkñúgBN’s>>> .l.
pøaksBaØaRbePTenHsMrab;R)ab;GñkebIkbreGay)andwgBI siTæiGaTiPaBrbs;xøÜn enAeBlman
pøÚvtUcceg¥ót pøÚvRbsBV b¤ pøÜvrfePøIgqøgkat; .

EpñkTI I ( iii ) : pøaksBaØabgðajsiTæiGaTiPaB ( Priority Signs )
Qb; ¬enARtg;pøÚvRbsBV¦
STOP ( at Intersection )
xøwmsar ³ sBaØaenH sMrab;sMKal;pøÚv)at;siT§i . GñkebIkbr
RtUvQb;eTaHbIman b¤ KµanyanCMniHepSgeTot qøg
kat;enAxagmuxk¾eday. GñkebIkbrGacbnþdMeNIr
eTAmux)anluHRtaEtpøÚvEdlRtUvqøgkat;enaHTMenr.
pþl;siTæiGaTiPaBeGayeK ¬enARtg;pøÚvRbsBV¦
GIVE WAY ( at Intersection )
RtUvEtbnßyel,Ón ebIsinpøÚvTMenr Gacqøgkat;
)an . ebIpøÚvminTMenr GñkebIkbrRtUvQb;rg;caM
rhUt dl;pøÚvTMenr eTIbGacbnþdMeNIr)an .
pþl;siTæiGaTiPaBeGayeK ¬ enArgVg;mUl ¦
GIVE WAY ( at Roundabout )
RtUvEtbnßyel,Ón b¤ Qb; edIm,Ipþl;siT§ieGay
yanenAkñúgpøÚvrgVg;mUleTAmun .
pøÚvFMmansiTæi
PRIORITY ROAD ( PRIORITY AT THE FIRST JUNCTION )
xøwmsar ³ sBaØaenH sMrab;sMKal;pøÚvFM manpøÚvtUcqøgkat;enA
xagmux .

pøÚvsMxan;mansiTæi
MAIN ROAD
xøwmsar ³ sBaØaenH sMrab;sMKal;pøÚvsMxan; mansiT§iGaTiPaB
elIpøÚveRcInEdlRtUvqøgkat;enAxagmux .
cb; pøÚvsMxan;mansiTæi
END OF MAIN ROAD
xøwmsar ³ sBaØaenH sMrab; bBa©b;pøÚvsMxan;mansiT§i .
pþl;siTæiGaTiPaBeGayyanmkBITispÞúy
GIVE WAY TO ALL TRAFFIC FROM
THE OPPOSITE DIRECTION
xøwmsar ³ sBaØaenH sMrab;sMKal;pøÚvFM rYmtUc enAxagmuxGac
eFVIcracr)anEtmYyCYr . GñkebIkbrelIkMNat;
pøÚvEdlmansBaØaenH RtUvpþl;siTi§GaTiPaB eGay
yan mkBITispÞúyeTAmun .
mansiTæiGaTiPaBelIyanmkBITispÞúy
PRIORITY OVER ALL TRAFFIC FROM
xøwmsar ³ sBaØaenH sMrab;sMKal;pøÚvFM rYmtUc enAxagmuxGac
eFVIcracr)anEtmYyCYr . GñkebIkbrelIkMNat;pøÚv
EdlmansBaØaenH mansiTi§GaTiPaB elIyanmk
BITispÞúy .

manpøÚvrfePøIgqøgkat; ¬ mYyExS ¦
RAILWAY CROSSING ( ONE TRACK )
xøwmsar ³ sBaØaenH sMrab;sMKal; manpøÚvrfePøIgcMnYnmYy
ExSqøgkat;enAxagmux . GñkebIkbrRtUvTuksiTi§
GaTiPaB eGayrfePøIgqøgkat;mun .
manpøÚvrfePøIgqøgkat; ¬ BIrb¤eRcInExS ¦
RAILWAY CROSSING ( TWO OR MORE TRACKS )
xøwmsar ³ sBaØaenH sMrab;sMKal; manpøÚvrfePøIgcMnYn
BIr b¤ eRcInExS qøgkat;enAxagmux. GñkebIkbr
RtUvTuksiTi§GaTiPaB eGayrfePøIgqøgkat;mun.

EpñkTI II ( i )
pøaksBaØaeRKaHfñak;
Warning Signs
pøaksBaØaeRKaHfñak;manragCakaer EdlmanGgát;RTUgmYyCaExSQr nigGgát;RTUgmYyeTotCa

ExSedk manCaykñúgBN’exµA nig CayeRkABN’s épÞBN’elOg rUb b¤ sBaØasMKal; xagkñúgBN’exµA .
KWCaRbePTsBaØa sMrab;BBaaØk;GarmµN_GñkebIkbr eGaybegáInkarRbugRbyt½ñBiess EfmeTot
edIm,I eCosvageRKaHfñak; EdlGacekItmaneLIgCayfaehtu . ebIeXIjpøaksBaØaenH GñkebIkbr RtUv
bnßyel,Ón nig Gnuvtþtamxøwmsar énsBaØaenHCadac;xat .

EpñkTI II ( i ) : pøaksBaØaeRKaHfñak; ( Warning Signs )
eRKaHfñak;epSg²
DENGERS
elxkUd ³ PW03-W1-01
xøwmsar ³ sBaØaenH eRbIsMrab;bBa¢ak;GMBI eRKaHfñak;epSg²
EdlKµanEcgenAkñúgRbePTsBaØaeRKaHfñak; . enA
eRkamsBaØaenHRtUvsresrbBa©ak;RbePTeRKaHfñak;
dUcCaRckecjcUleragcRk b¤edImeQIeRTt .l.
pøÚvekageTAsþaM
RIGHT BEND
xøwmsar ³ sBaØaenH eRbIsMrab;eGayGñkebIkbr RbugRbytñ½
manpøÚvekag eTAsþaM enAxagmux .
pøÚvekageTAeqVg
LEFT BEND
manpøÚvekag eTAeqVg enAxagmux .
pøÚvekageRKaHfñak; ¬ ekageTAsþaM ehIyeTAeqVg ¦

DOUBLE BEND TO RIGHT AND TO LEFT
xøwmsar ³ sBaØaenH eRbIsMrab;eGayGñkebIkbrRbugRbytñ½man
pøÚvekageTAsþaM ehIyekageTAeqVg enAxagmux .

II . 24 pøÚvekageRKaHfñak; ¬ ekageTAeqVg ehIyeTAsþaM ¦
DOUBLE BEND TO LEFT AND TO RIGHT
xøwmsar ³ sBaØaenH eRbIsMrab;eGayGñkebIkbrRbugRbytñ½man
pøÚvekageTAeqVg ehIyekageTAsþaM enAxagmux .
pøÚvekagbt;Ebn
WINDING ROAD
manpøÚvekagbt;EbneRcInsar enAxagmux .
manpøÚvbMEbkeTAxagsþaM
ROAD JUNCTION ON THE RIGHT
manpøÚvbMEbkeTAxagsþaM enAxagmux .
manpøÚvbMEbkeTAxageqVg
ROAD JUNCTION ON THE LEFT
manpøÚvbMEbkeTAxageqVg enAxagmux .

pøÚvbMEbkrag Y
Y- INTERSECTION AHEAD
manpøÚvbMEbkrag Y enAxagmux .
pøÚvbMEbkrag T
T- INTERSECTION AHEAD
manpøÚvbMEbkrag T enAxagmux .
pøÚvbMEbkEkgeTAxageqVg
xagmuxmanpøÚvbMEbkEkg eTAxageqVg .
pøÚvbMEbkEkgenAxagsþaM
xagmuxmanpøÚvbMEbkEkg eTAxagsþaM .

pøÚvbMEbkEkgeTAxagsþaM rYcbMEbkEkgeTAxageqVg
STAGGERED JUNCTION,
RIGHT TURN FIRST
xagmuxmanpøÚvbMEbk EkgeTAxagsþaM rYcbMEbk
EkgeTAxageqVg .
pøÚvbMEbkEkgeTAxageqVg rYcbMEbkEkgeTAxagsþaM
STAGGERED JUNCTION,
LEFT TURN FIRST
xagmuxmanpøÚvbMEbk EkgeTAxageqVg rYcbMEbk
EkgeTAxagsþaM .
pøÚvExVg
CROSS ROAD
xagmuxmanpøÚvExVg .
rgVg;mUl
ROUND ABOUT
xagmuxman rgVg;mUl .

pøÚvmancracrBIrTis
TWO-WAY TRAFFIC ZONE
xagmuxman pøÚvEdleFVIcracrBIrTis .
pøÚvrYmtUc
CARRIAGE WAY NARROWS
xagmuxman pøÚvrYmtUc .
pøÚvrYmtUcenAxagsþaM
CARRIAGE WAY NARROWS ON RHS
xagmuxman pøÚvrYmtUcenAxagsþaM .
pøÚvrYmtUcenAxageqVg
CARRIAGE WAY NARROWS ON LHS
xagmuxman pøÚvrYmtUcenAxageqVg .

pøÚvEkgbt;sþaM
SHARP RIGHT TURN
xagmuxman pøÚvEkgbt;eTAsþaM .
pøÚvEkgbt;eqVg
SHARP LEFT TURN
xagmuxman pøÚvEkgbt;eTAeqVg .
pøÜÚvEkgbt;sþaM rYcEkgbt;eqVg
SHARP RIGHT TURN AND LEFT TURN
xagmuxmanpøÚvEkgbt;sþaM rYcEkgbt;eqVg .
pøÜÚvEkgbt;eqVg rYcEkgbt;sþaM
SHARP LEFT TURN AND RIGHT TURN
xagmuxmanpøÚvEkgbt;eqVg rYcEkgbt;sþaM .

pøÚvbt;sþaMmanpøÚvrfePøIgqøgkat;
RAILWAY CROSSING ON RIGHT ROAD
pøÚvbt;sþaMxagmuxman pøÚvrfePøIgqøgkat; .
pøÚvbt;eqVgmanpøÚvrfePøIgqøgkat;
RAILWAY CROSSING ON LEFT ROAD
pøÚvbt;eqVgxagmuxman pøÚvrfePøIgqøgkat; .
manpøÚvrfePøIgqøgkat; ¬manr)aMg¦
RAILWAY CROSSING WITH GATES
xagmuxman pøÚvrfePøIgqøgkat; edaymanr)aMg
karBar .
manpøÚvrfePøIgqøgkat; ¬Kµanr)aMg¦
RAILWAY CROSSING WITHOUT GATES
xagmuxman pøÚvrfePøIgqøgkat; edayKµanr)aMg
karBar .

pøÚveLIgcMeNat
STEEP ASCENT
xagmuxman pøÚveLIgcMeNat .
pøÚvcuHcMeNat
STEEP DESCENT
xagmuxman pøÚvcuHcMeNat .
pøÚvmanTYl
ROAD HUMP
pøÚvmanTYl enAxagmux .
pøÚvTwkrlk
BUMPY ROAD
xagmuxman pøÚvTwkrlk .

mankumarqøgkat;
CHILDREN CROSSING
xagmuxGacman kumarqøgkat; .
manefµIreCIgqøgkat;
PEDESTRIAN CROSSING
xagmuxGacman efµIreCIgqøgkat; .
manmnusSBikarqøgkat;
DISABLED PEOPLE CROSSING AHEAD
xagmuxGacman mnusSBikarqøgkat; .
manstVBahn³qøgkat;
ANIMALS CROSSING
xagmuxGacman stVBahn³qøgkat; .

manstVéRBqøgkat;
WILD ANIMALS CROSSING
xagmuxGacman stVéRBqøgkat;jwkjab; .
pøÚvrGil
SPIPPERY ROAD
xagmuxGacrGil BiessenAeBlePøóg .
manfµFøak;
FALLING ROCKS
xagmuxman fµFøak; b¤ manduMfµelIRTUgpøÚv .
manfµxÞat
LOOSE STONES
xagmuxman dMufµRkalelIRTUgpøÚv .

manxül;bk;xøaMg
CROSS WIND CAUTION
xagmuxGacman xül;bk;xøaMg .
manePøIgsBaØacracr
TRAFFIC LIGHTS
enAxagmuxmanePøIgsBaØcracr ¬ePøIgsþúb ¦. sBaØa
enHeRbIEtkñúgkrNIEdlTItaMgPUmisa®sþ BuMGnueRKaH
eGayGñkebIkbr emIleXIjc,as; nUvePøIgsBaØa
cracr xagmux .
manpøaksBaØa :Qb; :
STOP SIGN AHEAD
enApøÚvRbsBVxagmux manpøaksBaØa Qb; .
sBaØaenHeRbIEtkñúgkrNI Edl TItaMgPUmisa®sþ
BuMGnueRKaHeGayGñk ebIkbr emIleXIjc,as; nUv
pøaksBaØa Qb; xagmux .
manpøaksBaØa :pþl;siT§iGaTiPaBeGayeK :
GIVE WAY SIGN AHEAD
enApøÚvRbsBVxagmux manpøaksBaØa pþl;siTi§
GaTiPaBeGayeK . sBaØaenHeRbIEtkñúgkrNI Edl
TItaMgPUmisa®sþ BuMGnueRKaHeGayGñkebIkbr emIl
eXIjc,as; nUvpøaksBaØa pþl;siT§iGaTiPaB
eGayeK xagmux.

RTÚgpøÚvEbkCaBIr
DEVIDED ROAD
xagmuxman RTUgpøÚvEbkCaBIr .
cb; RTÚgpøÚvEbkCaBIr
DEVIDED ROAD END
xagmux cb; RTUgpøÚvEbkCaBIr .
pøÚvmanynþehaH ehaHTabBIelI
LOW FLYING AIR CRAFT
xagmux GacmanynþehaH ehaHkat;jwkjab;
ya:gTabBIelI .
eTacRkyanqøgkat;
BICYCLE CROSSING
xagmux GacmaneTaRkyanqøgkat; .

cugpøÚvmat;Twk
ROAD END OF QUAY SIDE OR RIVER BANK
xagmux CacugpøÚvCab; mat;Twk dUcCa kMBg;Ep kMBg;
cMlg .l.

EpñkTI II ( ii )
pøaksBaØabeNþaHGasnñ
Temporary Signs
pøaksBaØabeNþaHGasnñ manRTg;RTaynigBN’xus²Kña . xøHragCakaerEdlman Ggát;RTUg

mYyCaExSQr xøHragCactuekaNEkg xøHragCasaCI xøHeTotCaTg;RkNat; .l.
pøaksBaØaRbePTenHCaTUeTAeRcIneRbI enAeBlmankardæantampøÚvfñl; sMrab;karBareRKaHfñak;dl;
kmµkrEdlkMBugbMeBjParkic©enAkardæan k¾dUcCaGñkeFVIcracrtampøÚvEdr . GñkebIkbr RtUvEtbegáInkar
RbugRbytñ½ GnuvtþtamGtßn½yrbs;pøaksBaØa b¤ tambBa¢aénGñkTTYlxusRtUvenAkEnøgenaH .

EpñkTI II ( ii ) : pøaksBaØabeNþaHGasnñ ( Temporary Signs )
mankardæan
ROAD WORKS AHEAD
mankardæan enAxagmux .
kardæan
ROAD WORKS
mankardæan cab;epþImBIpøaksBaØaenHeTA .
pøÚvmanfµxÞat
LOOSE STONES
manduMfµRkalelIRTÚgpøÚv cab;BIpøaksBaØaenHeTA .
cb; kardæan
END ROAD WORKS
xøwmsar ³ sBaØaenHeRbIsMrab;eGaydMNwgdl;GñkebIkbr
BIcugbBa©b; énkardæan .

pøÚvvageTAxagsþaM
DETOUR TO THE RIGHT
xøwmsar ³ sBaØaenH eRbIsMrab;bgðajGñkebIkbr eGayvag
tamsBaØaRBYj eTAsþaM .
pøÚvvageTAxageqVg
DETOUR TO THE LEFT
xøwmsar ³ sBaØaenH eRbIsMrab;bgðajGñkebIkbr eGayvag
tamsBaØaRBYj eTAeqVg .
begÁalragsaCI
TRAFFIC CONE
xøwmsar ³ begÁalsaCI eRbIsMrab; eFVICarnaMgkarBar brievN
kardæan b¤ kEnøgepSg² EdlcaM)ac; .
sBaØaRBYjbEgVrTis
DIRECTION TO BE FOLLOWED
xøwmsar ³ sBaØaenH eRbIsMrab;eGayGñkebIkbr bþÚrTis
eTAtam muxRBYj énpøaksBaØa .

sBaØaQb;
STOP SIGN
xøwmsar ³ sBaØaenH eRbIsMrab;eGayGñkebIkbr Qb;enABI
mux pøaksBaØa Edlkan;eday Pñak;garkardæan .
sBaØaebIkpøÚv
GO SIGN
xøwmsar ³ sBaØaenH eRbIsMrab;eGayGñkebIkbr bnþdMeNIr .
rUb k rUb x
Tg;Rkhm
RED FLAG
xøwmsar ³ sBaØaenH eRbIsMrab;eGayGñkebIkbr Qb;enAmux Pñak;gar
kardæan Edlkan;Tg;Rkhmsn§wgkat;TTwgfñl; ¬ rUb k ¦ .
GñkebIkbr GacbnþdMeNIr)an luHRtaPñak;garkardæan dak;
Tg;RkhmcuH ehIyédeqVgeFVIsBaØabBa¢aeGayeTA ¬ rUb x ¦ .

EpñkTI III ( i )
pøaksBaØabgðajTisedA
Direction Signs
pøaksBaØabgðajTisedAmanragCactuekaNEkg nigmanBN’xusKña EdlmanGtßn½ydUcteTA H

-épÞBN’ébtg GkSrnigRBYjBN’s sMrab;R)ab;TisedAeq<aHeTATIRkug b¤TIrYmextþsMxan;² .
-épÞBN’ébtgs‘uMBN’elOg GkSrBN’s nigRBYjBN’elOg sMrab;R)ab;TisedA eq<aHeTAkEnøg
eTscrN¾ b¤tMbn;sMxan;² .
-épÞBN’s GkSrnigRBYjBN’exµA sMrab;R)ab;TisedAeq<aHeTAtMbn;epSg² dUcCaTIrYmRsuk b¤ XuM .

EpñkTI III ( i ) : pøaksBaØabgðajTisedA ( Direction Signs )
sBaØabgðajTisedAeTAextþ Rkug ¬manrgVg;mUl¦

DIRECTION SIGN TO CITIES OR PROVINCES
(AT ROUNDABOUT)
elxkUd ³ PW03-G1-01
xøwmsar ³ sBaØaenH eRbIsMrab;bgðajTisedAdl; Gñk
ebIkbr eGay)andwg BITisedAeq<aHeTAextþ
RkugenApøÚvbMEbk EdlmanrgVg;mUl xagmux .
sBaØabgðajTisedAeTAextþ Rkug ¬KµanrgVg;mUl¦

DIRECTION SIGN TO CITIES OR PROVINCES
(AT JUNCTION)
4 elxkUd ³ PW03-G1-02
xøwmsar ³ sBaØaenH eRbIsMrab;bgðajTisedAdl; Gñk
48
ebIkbr eGay)andwg BITisedAeq<aHeTAextþ
Rkug enApøÚvbMEbk xagmux .
sBaØabgðajTisedAeTAtMbn;epSg² ¬manrgVg;mUl¦
ERBkfµI DIRECTION SIGN TO OTHER AREAS
PREK TMEI (AT ROUNDABOUT)
kMBg;knÞÜt elxkUd ³ PW03-G1-03

xøwmsar ³ sBaØaenH eRbIsMrab; bgðajTisedAdl; Gñk
ebIkbr eGay)andwgBITisedAeq<aHeTAtMbn;
epSg² dUcCa TIrYmRsuk b¤ XuM enApøÚvbMEbk
xagmux .

sBaØabgðajTisedAeTAtMbn;epSg² ¬KµanrgVg;mUl¦
DIRECTION SIGN TO OTHER AREAS
k®Ba¢ac (AT JUNCTION)
t,ÚgXµúM KANH elxkUd ³ PW03-G1-04
TBONG CHREACH
KHMUM xøwmsar ³ sBaØaenH eRbIsMrab; bgðajTisedAdl; Gñk
ebIkbr eGay)andwgBITisedAeq<aHeTAtMbn;
epSg² dUcCa TIrYmRsuk b¤ XuM enApøÚvbMEbk
xagmux .
sBaØabgðajTisedAtamKnøgpøÚv ¬dak;elIr)arBIelIpøÚv¦
LANE DIRECTIONS SIGN TO CITIES, PROVINCES
AND OTHER AREAS (ON A GANTRY)
xøwmsar ³ sBaØaenH eRbIsMrab; bgðajTisedAtamKnøgpøÚv
eq<aHeTA extþRkug b¤ TIkEnøgsMxan;² .
sBaØabgðajTisedAepSg²
OTHER DIRECTIONS SIGN
xøwmsar ³ sBaØaenH eRbIsMrab; bgðajTisedA eq<aHeTA
rkpøÚv b¤ TIkEnøgsMxan;² .
1 2

EpñkTI III ( ii )
pøaksBaØaR)ab; TIRbCuMCn nig RBMRbTl;tMbn;
( Buildup Area and Boundary Signs )
pøaksBaØaR)ab; TIRbCuMCn manragCactuekaNEkg EdlmanRCugedkEvgCagRCugQr mans‘¿ueRkA

BN’s s‘¿ukñúgBN’Rkhm épÞBN’s nig GkSrxagkñúgEdlCaeQµaHrbs;TIRbCuMCn BN’exµA . pøaksBaØa
RbePTenHsMrab; R)ab;GñkebIkbr eGay)andwg BIcMNuccab;epþIm énTIRbCuMCn . kñúgkrNI
s‘¿uxagkñúgbþÚrBIBN’RkhmeTACaBN’exµA nig manqñÜtRkhmkat; BIkMBUleRkamxageqVg eTAkMBUl
elIxagsþaM R)ab;BIcMNuc bBa©b; TIRbCuMCn .
sBaØaR)ab; RBMRbTl;tMbn; manragCactuekaNEkg EdlmanRCugedkEvgCagRCugQr dUcKñaEdr
Etmans‘¿ueRkA BN’s épÞBN’exov nig GkSrxagkñúgEdlCaeQµaHRBMRbTl; PUmi XuM-sgáat; Rsuk-x½NÐ
b¤extþ-Rkug BN’s . pøaksBaØaRbePTenHsMrab; R)ab;GñkebIkbreGay)andwg BITIkEnøgEdleK)an
mkdl; b¤ cakecj kñúgkrNIEdleXIjman qñÜtRkhmkat; BIkMBUleRkamxageqVgeTAkMBUlelIxagsþaM .

EpñkTI III ( ii ) : pøaksBaØaR)ab; TIRbCuMCn nig RBMRbTl;tMbn;
( Buildup Area and Boundary Signs )
TIRbCuMCn
BUILD UP AREA
PHNOM PENH elxkUd ³ PW03-G2-01
xøwmsar ³ sBaØaenH eRbIsMrab;R)ab; eGayGñkebIkbr
dwg GMBIkarcUlmkdl; TIRbCuMCn .
ERBkÉg
PREK ENG
cb; TIRbCuMCn
END BUILD UP AREA
dwg GMBIkar cb; TIRbCuMCn .

RBMRbTl; extþ Rsuk b¤ XuM
PROVINCIAL, DISTRICT OR COMMUNE
BOUNDARY
dwg GMBIkar cUlmkdl; RBMRbTl; extþ-Rkug
Rsuk-x½NÐ b¤ XuM-sgáat;.
cb; RBMRbTl; extþ Rsuk b¤ XuM

END PROVINCIAL, DISTRICT OR COMMUNE
BOUNDARY
dwg GMBIkar cb; RBMRbTl; extþ-Rkug Rsuk-
x½NÐ b¤ XuM-sgáat; .

EpñkTI III ( iii )
pøaksBaØaR)ab;eQµaHpøÚv
Street name signs
pøaksBaØaR)ab;eQµaHpøÚvmanragCactuekaNEkg EdlmanRCugedkEvgCagRCugQr manGkSr

BN’s nig épÞBN’exovcas; .
pøaksBaØaRbePTenHdak;sMrab; R)ab;eQµaHpøÚvepSg² dl;GñkebIkbr b¤ GñkeFVIdMeNIreGay)andwg
edIm,IgayRsYlkñúgkarEsVgrkTItaMgNamYy .

EpñkTI III ( iii ) : pøaksBaØaR)ab;eQµaHpøÚv
( Street Name Signs )
mhavifI RBHneratþm
PREAH NORODOM BOULEVARD
xøwmsar ³ sBaØaenH eRbIsMrab;R)ab; eQµaHmhavifI
nana eGayGñkeRbIR)as;pøÚv)andwg .
vifI RBHRtsk;Ep¥m
PREAH TRASAK PAEM STREET
xøwmsar ³ sBaØaenH eRbIsMrab;R)ab; eQµaHvifInana
eGayGñkeRbIR)as;pøÚv)andwg .
rukçvifI RkmYnsr
KRAMUON SAR AVENUE
xøwmsar ³ sBaØaenH eRbIsMrab;R)ab; eQµaHrukçvifInana
pøÚvelx 113
STREET No. 113
xøwmsar ³ sBaØaenH eRbIsMrab;R)ab; elxpøÚvnana

EpñkTI III ( iv )
pøaksBaØapþl;dMNwg
Informative Signs
pøaksBaØapþl;dMNwgmanragCakaer EdlmanRCugBIrCaExSQr nigRCugBIreTotCaExSedk

manCay BN’s BT½§CMuvijépÞBN’exov b¤ s rUb b¤ sBaØasMKal; xagkñúgBN’s ¬elIkElg pøaksBaØa
se®gÁaHbnÞan; EdlmansBaØasMKal;xagkñúgBN’Rkhm épÞBN’s nigsBaØa Rbytñ½ePøIgeqHéRB
Edlmans‘uMBN’Rkhm épÞkñúgBN’s rUbsBaØaBN’exov-Rkhm-elOg ¦ .
pøaksBaØaRbePTenH CaTUeTAeRbIsMrab;R)ab;Bt;’man b¤ TIkEnøgepSg²dl;GñkebIkbr b¤ Gñk
eFVIdMeNIr)andwg .

EpñkTI III ( iv ) : pøaksBaØapþl;dMNwg ( Informative Signs )
kEnøgctyanCMniH
PARKING AREA
xøwmsar ³ sBaØaenH eRbIsMrab;pþl;dMNwg dl;GñkebIkbrGMBI
TIkEnøgGnuBaØateGayct yanCMniH . ebIcg;kMNt;
cMNtsMrab;yanCMniHRbePTNamYy RtUvdak;sBaØa
bEnßm BIeRkam sMrab;yanRbePTenaH .
kEnøgctyanCMniH bg;R)ak;
PAY PARKING AREA
xøwmsar ³ sBaØaenH eRbIsMrab;pþl;dMNwg dl;GñkebIkbrGMBI
TIkEnøgGnuBaØateGayct yanCMniH EtRtUvbg;R)ak;.
ebIcg;kMNt;cMNt sMrab;yanCMniHRbePTNa mYy
RtUvdak;sBaØabEnßmBIeRkamsMrab;yanRbePTenaH .
kEnøgefµIreCIgqøgkat;
PEDESTRIAN CROSSING AREA
xøwmsar ³ sBaØaenH eRbIsMrab;pþl;dMNwg dl;GñkeRbIR)as;pøÚv
GMBI TIkEnøgsMrab; efµIreCIgEdlRtUvqøgkat; .
kEnøgTYl
HUMP AREA
xøwmsar ³ sBaØaenH eRbIsMrab;pþl;dMNwg dl;GñkebIkbr GMBI
kEnøgmanTYl kat;TTwgpøÚv .

kMBg;cMlg ¬ saLag ¦
FERRY
GMBI kEnøgmankMBg;cMlg edaysaLag .
kEnøgse®gÁaHbnÞan;
FIRST AID
GMBI kEnøgse®gÁaHbnÞan; .
mnÞIreBTü
HOSPITAL
GMBI kEnøgmanmnÞIreBTü .
kEnøgTUrsBÞ½
TELEPHONE
GMBI kEnøgpþl;esvaTUrsBÞ½ saFarN³ .

kEnøgpþl;Bt’man
OFFICIAL TOURIST INFORMATION
BiessGñkeTscrN_ GMBIkEnøgpþl;Bt’man.
sßanIy_cak;eRbg\n§n³
FILLING STATION
GMBIkEnøgman sßanIy_eRbg\n§n³ .
sßanIy_cak;eRbg\n§n³ nig CYsCul

FILLING STATION AND REPAIR
GMBIkEnøgman sßanIy_eRbg\n§n³ nig CYsCul
yanynþ .
yandæan CYsCul
GARAGE STATION
GMBIkEnøgman yandæanCYsCulrfynþ.

ePaCnIydæan
RESTAURANT
GMBIkEnøgman ePaCnIy_dæan .
ePsC¢³dæan
CAFFETERIA
GMBIkEnøgman ePsC³dæan .
sNæaKar b¤ pÞHsMNak;
HOTEL or GUEST HOUSE
GMBIkEnøgman sNæaKar b¤ pÞHsMNak;.
kEnøgsMrakkMsanþ
REST AREA
GMBIkEnøgsMrakkMsanþ .

RBlanynþehaH
AIRPORT
GMBITIkEnøgman RBlanynþehaH .
kEnøgrMkilTUkcuHTwk
BOAD RAMP
GMBITIkEnøgrMkilTukcuHTwk .
kEnøge)aHtg;kMsanþ
CAMPING AREA
GMBITIkEnøge)aHtg;kMsanþ .
kEnøgctrWum:krfynþkMsanþ
MARAVEN PARK OR SITE
GMBITIkEnøgctrWum:krfynþkMsanþ .

kEnøge)aHtg; nig ctrWum:krfynþkMsanþ
CARAVAN PARK AND CAMPING AREA
GMBITIkEnøge)aHtg; nig ctrWum:krfynþkMsanþ.
cMNtrfynþtak;sIu
TAXI STATION
GMBITIkEnøg mancMNtrfynþtak;suI.
bgÁn;Gnam½y
TOILETES
GMBITIkEnøg manbgÁn;Gnam½y .
TwkbriePaK
DRINKING WATER
GMBITIkEnøg manTwkbriePaK .

kEnøgmanFugsMram
LITTER BIN
GMBITIkEnøg manFugdak;sMram .
GnuBaØateGayCiHeTacRkyanTnÞwmKña
ABREAST TRAVELING PERMITED FOR BYCICLE
GMBITIkEnøg GnuBaØatieGay CiHeTacRkyan TnÞwmKña
)an .
pøÚvTal;xagmux
NO THROUGH ROAD
eGaydwgfa pøÚvxagmuxRtg; CapøÚvTal; .
pøÚvbt;eTAsþaMCapøÚvTal;
NO THROUGH ROAD ON RIGHT ROAD
eGaydwgfa pøÚvbt;sþaM CapøÚvTal; .

pøÚvbt;eTAeqVgCapøÚvTal;
NO THROUGH ROAD ON LEFT ROAD
eGaydwgfa pøÚvbt;eqVg CapøÚvTal; .
ynþbf
MOTOR WAY
kEnøgcab;epþIm cUlpøÚvynþbf .
cb; ynþbf
END OF MOTOR WAY
kEnøg bBa©b; pøÚvynþbf .
cMENkpøÚveFVIcracr
¬ cMENkxageqVgsMrab;rfynþ cMENkkNþalsMrab;
eTacRkyanynþ cMENkxagsþaMsMrab;efµIreCIg ¦
COMPULSORY LANES
GMBI cMENkpøÚveFVIcracr tamRbePT GñkeRbIR)as;pøÚv
dUcmanbgðaj kñúgpøaksBaØa .

KnøgpøÚv bI rYmCa BIr ¬eTAxagsþaM ¦
3 LANES REDUCE IN 2 LANES
KnøgpøÚvxageqVg rYmcUlKnøgpøÚvkNþal CaKnøg
EtmYy .
KnøgpøÚv bI rYmCa BIr ¬eTAxageqVg ¦

KnøgpøÚvxagsþaM rYmcUlKnøgpøÚvkNþal CaKnøg
EtmYy .
pøÚvvagbt;eqVg
DETOUR FOR TURNING LEFT
pøÚvEdlRtUvvag edIm,Ibt;eqVg eRBaHmansBaØa
hambt;eqVg enApøÚvRbsBVxagmux .
pøÚvvagcMeBaHyanEdlmankMBs;srubelIs #>#m
DETOUR FOR VEHICLE HAVING OVERALL HEIGHT
EXCEEDING THE SPECIFIED HEIGHT
xøwmsar ³ sBaØaenH eRbIsMrab;pþl;dMNwg dl;GñkebIkbryan
EdlmankMBs;srubelIs karkMNt;kñúgpøaksBaØa
eGayebIkbrvageTAtamTisénpøaksBaØa eRBaHman
sBaØa kMNt;tMBs; enAxagmux .
KnøgpøÚvRtUveFVIcracr
¬cMENkxagsþaMsMrab;Gñkbt;sþaM cMENkkNþalsMrab;GñkeTAmuxRtg;
nig cMENkxageqVgsMrab;GñkeTAmuxRtg; b¤ bt;eqVg ¦
ARROW DIRECTION EXCLUSIVE LANE
TisedAebIkbr EdlRtUvRbkan;yk eTAtamsBaØa
RBYj enAeBlxitCitdl; pøÚvRbsBVxagmux .
KnøgpøÚvRtUveFVIcracr
¬cMENkpøÜvenHsMrab;GñkeTAmuxRtg; b¤ bt;eqVg ¦
TisedAebIkbr EdlRtUvRbkan;yk eTAtamsBaØa
RBYj enAeBlxitCitdl; pøÚvRbsBVxagmux .
pøÚvÉkTis
ONE WAY TRAFFIC
pøÚvÉkTis EdlGnuBaØateGayeFVI cracr)anEtmYy
Tis tamsBaØaRBYj .
Rbytñ½ePøIgeqHéRB
FOREST FIRE WARNING SIGN
eGaydwgfa manéRBEdls¶ÜtgayeqH sUmeFVIkar
RbugRbytñ½ ePøIg .

EpñkTI IV ( i )
pøaksBaØadak;bEnßmBIeRkam
Supplementary signs
pøaksBaØasMrab;bEnßmBIeRkammanragCa ctuekaNEkg Edlmans‘u¿BN’exµA épÞxageRkayBN’s

rUb b¤ sBaØasMKal;xagkñúg BN’exµA ¬ layBN’Rkhm-elOg EtcMeBaH pøaksBaØa sMKal;
yanpÞúkplitplgayeqH EdlmanelxkUd PW03-S1-25 ¦ .
pøaksBaØaRbePTenH eRbICaCMnYysMrab;dak;bEnßmBIeRkampøaksBaØa dUcmanxagedIm edIm,IbBa¢ak;
Gtßn½y eGay)anc,as;las;EfmeTot dUcCa RbePTyanCMniH cm¶ay TisedA eBlevla rUbsBaØa b¤ Bakü
EdlcaM)ac; .

EpñkTI IV ( i ) : pøaksBaØabEnßmBIeRkam ( Supplementary Signs )
eTacRkyan
BICYCLE
elxkUd ³ PW03-S1-01
xøwmsar ³ sBaØaenH eRbIsMrab;sMKal; eTacRkyan .
eTacRkyanynþ
MOTORCYCLE
xøwmsar ³ sBaØaenH eRbIsMrab;sMKal; eTacRkyanynþ .
eTacRkyanmanrWum:kseNþag
MOTORCYCLE DRAWN VEHICLES
xøwmsar ³ sBaØaenH eRbIsMrab;sMKal; RbePTeTacRkyan
man rWum:kseNþag .
rfynþFuntUc
MOTOR VEHICLES
xøwmsar ³ sBaØaenH eRbIsMrab;sMKal; RbePTrfynþFuntUc
EdlGacpÞúkmnusS minelIs 9 nak; KitTaMgGñk
ebIkbr b¤ pÞúkTMnij minelIs 3>50etan .
rfynþdwkGñkdMeNIrFunFM
LARGE SIZED BUS
xøwmsar ³ sBaØaenH eRbIsMrab;sMKal; RbePTrfynþdwkGñk
dMeNIrFunFM EdlGacpÞúkGñkdMeNIrya:gtic 20nak;
KitTaMgGñkebIkbr .
rfynþdwkTMnijFunFM
LARGE SIZED TRUCK
xøwmsar ³ sBaØaenH eRbIsMrab;sMKal; rfynþdwkTMnij FunFM
EdlCa RbePTrfynþGacmanTMgn;srub elIs
3>50 etan .
yanynþksikmµ
AGRICULTURAL MOTOR VEHICLES
xøwmsar ³ sBaØaenHeRbIsMrab;sMKal; RbePTyanynþksikmµ
.
reTHGUsTajedaystV
ANIMAL DRAWN VEHICLES
xøwmsar ³ sBaØaenH eRbIsMrab;sMKal; RbePTreTHGUsTaj
edaystV .
yanmanTMgn;pÞúkelIwePøAnimYy² elIs 2 etan

VEHICLES HAVING OVER ALL WEIGHT ON
AXLE EXCEEDING THE SPECIFIED WEIGHT
xøwmsar ³ sBaØaenH eRbIsMrab;sMKal; RbePTyanEdlman
TMgn;pÞúkelIePøANamYyelIsTMng;kMNt;kñúgsBaØa .
rfynþdwkTMnijFunFM EdlmanbeNþayelIs 10m

LARGE SIZE TRUCK HAVING OVER ALL
LENGHT EXCEEDING THE SPECIFIED LENGHT
xøwmsar ³ sBaØaenH eRbIsMrab;sMKal;cMeBaH RbePTrfynþdwk
TMnijFunFM EdlmanbeNþaysrub KitTaMgbnÞúk
elIs RbEvgkMNt;kñúgsBaØa .
yanEdlmanTTwgelIs 2m
VEHICLES HAVING OVER ALL WIDTH
EXCEEDING THE SPECIFIED WIDTH
xøwmsar ³ sBaØaenH eRbIsMrab; sMKal;cMeBaH RbePTyanEdl
manTTwgsrub elIs RbEvgkMNt;kñúgsBaØa .
yanEdlmankMBs;elIs 3>50m
VEHICLES HAVING OVER ALL HEIGHT
EXCEEDING THE SPECIFIED HEIGHT
xøwmsar ³ sBaØaenH eRbIsMrab;sMKal; RbePTyanEdlman
kMBs;srub KitTaMgbnÞúk elIskMBs;kMNt; kñúg
sBaØa .
eTAxagsþaMéd
TO THE RIGHT HAND SIDE
xøwmsar ³ sBaØaenH eRcIneRbIBIeRkamsBaØa hamct b¤ Qb;
edIm,I sMKal;TItaMghamct BIpøaksBaØaeTAxagsþaM
éd .
eTAxagsþaM nig xageqVgéd
TO THE RIGHT AND LEFT HAND SIDE
edIm,IsMKal; TItaMghamct BIpøaksBaØa eTAxagsþaM
nig eTAxageqVgéd .
eTAxageqVgéd
TO THE LEFT HAND SIDE
edIm,I sMKal;TItaMghamct BIpøaksBaØa eTAxag
eqVgéd .
eTAxagmux
FORWARD
edIm,IsMKal;TItaMghamctcab;BIpøaksBaØaeTAmux .
eTAxagmux nig mkxageRkay

FORWARD AND BACKWARD
edIm,I sMKal;TItaMghamct cab;BIpøaksBaØaeTAmux
nig mkxageRkay .
mkxageRkay
BACKWARD
edIm,I sMKal;TItaMghamct cab;BIpøaksBaØa
mkxag eRkay .
Rby½tñ ¡ rfePøIgqøgkat;
Rbytñ½ BEWARE OF TRAIN
(When approaching the railway line)
rfePøIgqøgkat; elxkUd ³ PW03-S1-19

xøwmsar ³ sBaØaenH eRbIsMrab; bBa¢ak;bEnßm BIRbePTeRKaH
fñak; Biess KW manrfePøIgqøgkat;.

RckecjcUleragcRk
RckecjcUl FACTORY’S GATE
eragcRk elxkUd ³ PW03-S1-20

xøwmsar ³ sBaØaenH eRbIsMrab;bBa¢ak;bEnßm BIRbePTeRKaHfñak;
Biess KW manRckecjcUleragcRk.
BaküenAkñúgpøaksBaØa Gacpøas;pþÚreTAtam RbePT
tMbn;eRKaHfñak; dUcCa : RckecjcUlkMBg;Ep :
: RckecjcUlsYnkMsanþ :.l. EtTMhMGkSrRtUv
EtGacGan)anc,as; kñúgcMgayy:agtic 20m .
bgðajTisedA pøÚvFMmansiT§i
DIRECTION OF PRIORITY ROAD
xøwmsar ³ KMnUsRkas; sMrab;sMKal;pøÚvFMmansiT§i . KMnUsesþIg
sMrab;sMKal;pøÚvtUc)at;siT§I . GñkebIkbr kMBugsßit
enAelIpøÚvFMmansiT§i .
bgðajTisedA pøÚvFMmansiT§i
DIRECTION OF PRIORITY ROAD
xøwmsar ³ KMnUsesþIg sMrab;sMKal;pøÚvtUc)at;siT§I . KMnUs
Rkas; sMrab;sMKal;pøÚvFMmansiT§i . GñkebIkbr
kMBugsßitelI pøÚvtUc)at;siT§i .
bgðajcMgay
DISTANCE IDENTIFICATION
xøwmsar ³ sBaØaenH eRbIsMrab; bBa¢ak;bEnßm nUvcMgay .
elxenAkñúgpøaksBaØa Gacpøas;pþÚreTAtam cMgay
Cak;EsþgEtTMhMGkSr RtUvEtGacGan)anc,as; kñúg
cMgayy:agtic 20m .
bgðajeBlevla
TIME IDENTIFICATION
xøwmsar ³ sBaØaenH eRbIsMrab; bBa¢ak;bEnßm nUveBlevla .
elxenAkñúgpøaksBaØa Gacpøas;pþÚreTAtam eBl
evlaCak;Esþg EtTMhMGkSrRtUvEtGacGan)anc,as;
kñúgcMgayy:agtic 20m .
yanpÞúkplitplgayeqH
VEHICLES LOADING INFLAMMABLE GOODS
xøwmsar ³ sBaØaenH eRbIsMrab;sMKal; yanRKb;RbePTEdl
man pÞúkplitplgayeqH .

EpñkTI V(i)
begÁalsBaØa
Sign Posts
begÁalsBaØa maneRcInRbePT EdlmanRTg;RTayepSg²BIKña dUcCaxøHman ragmYl xøHragRCug

xøHragctuekaNBñay xøHragCabnÞH .l.
begÁalsBaØa eRbIkñúgeKalbMNgepSg²Kña dUcCabegÁalsMrab;tMrg;pøÚv sMrab;CYysMrYlGñkebIkbr
BiessenAeBlyb; eGaygaydwgBIkarbt;Ebnrbs;pøÚv . begÁaldak;enAtampøÚvekageRKaHfñak; sMrab;
eGayGñkebIkbr gaydwg nigRbugRby½tñ enAkEnøgpøÚvekageRKaHfñak;edaymancMeNateLIg cuH b¤
maneRCaH . begÁaldak;enAelI kEnøgman]bsKÁ dUcCa k,als<an exOn b¤ sYnc,ar sMrab;eGay
GñkebIkbr RbugRby½tñ . begÁalKILÚEmRt sMrab;bgðajcMgay eTAtMbn;epSg² .

EpñkTI V ( i ) : begÁalsBaØa ( Sign Posts )
begÁalsBaØapøÚvekag b¤ tMrg;pøÚv
DELINEATOR POST
elxkUd ³ PW03-P1-01
xøwmsar ³ begÁalsBaØaenH eRbIsMrab;bgðaj GñkebIkbr eGay
dwg BIpøÚvekagelIépÞrabesµI b¤eRbIsMrab;tMrg;pøÚvebIkbr
mineGaygakecjBIRTUgpøÚv BiessenAeBlyb;
eRBaH manbMBak;bnÞHcMNaMgpøat enAcenøaH épÞexµA.
begÁalsBaØapøÚvekag ¬ekageRKaHfñak;¦
GUIDE POST ( AT DENGEROUS CURVE )
xøwmsar ³ begÁalsBaØaenH eRbIsMrab;bgðaj GñkebIkbr eGay
dwg BIpøÚvekageRKaHfñak; edaycuHeLIgcMeNat b¤
mat;eRCaH .
sBaØaelIr)arpøÚvekageTAsþaM
LATERAL SHIFT MARKER (TO RIGHT)
xøwmsar ³ sBaØaenH eRbIsMrab;bgðaj GñkebIkbreGayRbug
Rby½tñ pøÚvekageTAsþaM .
sBaØaelIr)arpøÚvekageTAeqVg
LATERAL SHIFT MARKER (TO LEFT)
xøwmsar ³ sBaØaenH eRbIsMrab;bgðaj GñkebIkbreGayRbug
Rby½tñ pøÚvekageTAeqVg .

sBaØabgðaj]bsKÁ enAxagsþaM
OBJECT MARKER (ON THE RIGHT)
xøwmsar ³ sBaØaenH eRbIsMrab;bgðaj GñkebIkbr RbugRby½tñ
man]bsKÁenAxagsþaM dUcCa begÁalk,als<an b¤
exOnelIRTÚgpøÚv .l.
sBaØabgðaj]bsKÁ enAelIRTUgpøÚv
OBJECT MARKER (AT CENTER)
man]bsKÁenAelIRTUgpøÚvÉkTis dUcCa exOn b¤
sYnc,ar .
sBaØabgðaj]bsKÁ enAxageqVg
OBJECT MARKER (ON THE LEFT)
man]bsKÁenAxageqVg dUcCa begÁalk,als<an b¤
exOnelIRTÚgpøÚv .l.
begÁalsBaØapøÚvrfePøIgqøgkat;
RAILWAY CROSSING POST
xøwmsar ³ begÁalsBaØaenH eRbIsMrab; pþl;dMNwgeGayGñk
ebIkbrRbugRbyt½ñ manpøÚvrfePøIgqøgkat; 150EmRt
xagmux ¬rUbTI ! ¦/ 100EmRt xagmux ¬rUbTI @ ¦ nig
50EmRt xagmux ¬rUbTI # ¦ .
1 2 3

begÁalKILÚEm:Rt ¬sMrab;cenøaH 10K>m¦
KILOMETER POST ( FOR 10Km INTERVAL )
xøwmsar ³ begÁalsBaØaenH eRbIsMrab; pþl;dMNwgdl;GñkeRbI
R)as;pøÚv GMBIcMgaypøÚv eTAtMbn;sMxan;² xagmux .
begÁalsBaØaRbePTenH mankñúgcenøaH 10 K>m
mYy .
begÁalKILÚEm:Rt ¬sMrab;cenøaH 1K>m¦

KILOMETER POST ( FOR 1 Km INTERVAL )
xøwmsar ³ begÁalsBaØaenH eRbIsMrab; pþl;dMNwgdl;GñkeRbI
R)as;pøÚv GMBIcMgaypøÚv eTAtMbn;sMxan;² xagmux .
begÁalsBaØaRbePTenH mankñúgcenøaH mYy K>m
mYy .

x – ePøIgsBaØacracr
TRAFFIC LIGHTS
ePøIgsBaØacracr eRbIsMrab; bBa¢a nig sMrYlcracr edayEbgEckeBlevlaRtwmRtUv sMrab;TisedA

cracrnimYy²/ edIm,Ikat;bnßy PaBkksÞH kñúgkarRbECg deNþImKñaeTAmun nig kat;bnßyeRKaHfñak;cracr
TaMgGñkebIkbr TaMgefµIreCIg . ePøIgsBaØacracr PaKeRcIneRbIenARtg;pøÚvRbsBV b¤ Rtg;pøÚvmanKMnUs
sBaØasMrab;efµIreCIgqøgkat; .
ePøIgsBaØacracr man bI RbePT ³

elxsMKal; ³ PW03-L1-00
RbePT TI1 ³ ePøIgsBaØacracr bIBN’ sMrab;bBa¢a nig sMrYlcracrTUeTAdl; GñkebIkbryan
CMniHRKb;RbePT elIpøÚvsaFarN³ . kñúgRbePT TI1 enH manP¢ab;CamYynUv ePøIg
sBaØa BIrBN’ sMrab;bBa¢acracrefµIreCIgqøgkat; .
RbePT TI2 ³ ePøIgsBaØacracr BIrBN’ sMrab;bBa¢aGñkebIkbryanCMniH enARtg;bBa¢rbg;R)ak;
éføeRbIR)as;pøÚv b¤ RckecjcUlEdlcaM)ac; .
RbePT TI3 ³ ePøIgsBaØacracr mYyBN’ PøwbEPøt² sMrab;bBa¢aGñkebIkbryanCMniH eGay
RbugRbyt½ñ/ bnßyel,Ón b¤ Qb; .

RbePT TI1 ³ ePøIgsBaØacracr bIBN’ ( Three Colored Traffic Lights )
ePøIgsBaØacracrbIBN’ CargVg;
THREE COLORED CIRCULAR LIGHTS
elxkUd ³ PW03-L1-01
xøwmsar ³ ePøIgsBaØaenH eRbIsMrab;bBa¢anigsMrYlcracr mYy b¤
eRcInKnøg rYmKña enARtg;pøÚvRbsBV b¤ Rtg;pøÚvman
KMnUssBaØasMrab;efµIreCIgqøgkat; .
01a. 01b. 01c.
BN’nimYy²énePøIgsBaØa manGtßn½ydUcxageRkam³
-BN’Rkhm ¬ rUb 01a. ¦³
RtUvQb;enAmux KMnUssBaØaQb; .
-BN’elOg ¬ rUb 01b. ¦³
RtUvRbugRbyt½ñ eRtomQb;; b:uEnþebIGñkebIkbr cUl
ekokpøÚvRbsBV b¤KMnUssBaØaefµIreCIgqøgkat; EdlBuM
GacbBaÄb;yanrbs;xøÜn)an edaysuvtßiPaB eKGac
bnþdMeNIr)an edayRbugRbytñ½ .
-BN’ébtg ¬ rUb 01c. ¦³
01d. GnuBaaØtbnþdMeNIr)an ebIpøÚvTMenr nig eCOCak;fa
Gac qøgputpøÚvRbsBV edayminbgáPaBkksÞH .
kñúgkrNI manP¢ab;bEnßm sBaØaRBYj BN’ébtg
cg¥uleTAxagsþaM dUckñúg rUb 01d. ¬ GacCaePøIg
GKÁIsnI b¤ CapøakKMnUr ¦ enAeBlmanePøIgRkhm
GacGnuBaØatbt;sþaM)anedayRbugRbytñ½ RbsinebI
pøÚvTMenr .
ePøIgsBaØacracr sMrab;efµIreCIgqøgkat;
¬eRbICamYy ePøIgsBaØacracrbIBN’ CargVg; ¦
PEDESTRIAN CROSSING LIGHTS
( USED WITH THREE COLORED CIRCULAR LIGHTS )
xøwmsar ³ ePøIgsBaØaRbePTenH eRbICamYy ePøIgsBaØacracr
02a. 02b. bIBN’CargVg; sMrab;bBa¢a nig sMrYl cracrdl;efµIr
eCIg kñúgkaredIrqøgkat;pøÚv .
-BN’Rkhm EdlmanrUbmnusSBN’s Qrxagkñúg ¬rUb 02a.¦³
RtUvQb;/ hamqøgkat; .
-BN’ébtg EdlmanrUbmnusSBN’s edIrxagkñúg ¬rUb 02b.¦³
GnuBaØateGayedIrqøgkat;)an .
ePøIgsBaØacracrbIBN’ CaRBYj ¬eTAmuxRtg;¦
THREE COLORED ARROW LIGHTS (STRAIGHT THROUGHT)
xøwmsar ³ ePøIgsBaØaenH eRbIenARtg;pøÚvRbsBV sMrab;bBa¢a nig
sMrYlcracr dl;KnøgpøÚvnimYy² EdlGnuBaØateGay
eFVIcracr EteTAmuxRtg; .
03a. 03b. 03c.
BN’nimYy²énePøIgsBaØacracrenH ¬ rUb 03a. 03b.
03c.¦ manGtßn½ydUcePøIgsBaØa bIBN’CargVg;Edr .
ePøIgsBaØacracrbIBN’ CaRBYj ¬bt;sþaM¦

THREE COLORED ARROW LIGHTS (RIGHT TURN )
sMrYlcracr dl;KnøgpøÚvenAxagsþaM EdlGnuBaØat
eGayeFVIcracr )anEtbt;sþaM .
04a. 04b. 04c.
ePøIgsBaØacracrbIBN’ CaRBYj ¬bt;eqVg¦

THREE COLORED ARROW LIGHTS (LEFT TURN )
xøwmsar ³ ePøIgsBaØaenH eRbIenARtg;pøÚvRbsBV sMrab;bBa¢a
nigsMrYlcracr dl;KnøgpøÚvenAxageqVg Edl
GnuBaØateGayeFVIcracr )anEtbt;eqVg .
05a. 05b. 05c.

ePøIgsBaØacracrbIBN’ CaRBYj ¬eTAmuxRtg; nig bt;sþaM¦
THREE COLORED ARROW LIGHTS
(STRAIGHT THROUGHT AND RIGHT TURN )
sMrYlcracr dl;KnøgpøÚvnimYy² EdlGnuBaØat eGay
06a. 06b. 06c.
eFVIcracr EteTAmuxRtg; b¤ bt;sþaM .
ePøIgsBaØacracrbIBN’ CaRBYj ¬eTAmuxRtg; nig bt;eqVg¦

THREE COLORED ARROW LIGHTS
(STRAIGHT THROUGHT AND LEFT TURN )
sMrYlcracr dl;KnøgpøÚvnimYy² EdlGnuBaØat eGay
07a. 07b. 07c. eFVIcracr EteTAmuxRtg; b¤ bt;eqVg .
ePøIgsBaØacracr sMrab;efµIreCIgqøgkat;
¬eRbICamYy ePøIgsBaØacracrbIBN’ CaRBYj ¦
PEDESTRIAN CROSSING LIGHTS
( USED WITH THREE COLORED ARROW LIGHTS )
08a. 08b.
xøwmsar ³ ePøIgsBaØaRbePTenH eRbICamYy ePøIgsBaØacracr
bIBN’CaRBYj sMrab;bBa¢a nig sMrYlcracrdl; efµIr
eCIg kñúgkaredIrqøgkat;pøÚv .
- elx nig rUbmnusSQr BN’Rkhm elIépÞBN’exµA ¬rUb 08a.¦³
RtUvQb; b¤ hamqøgkat; . elxBN’Rkhm
R)ab;ry³eBlKitCavinaTI EdlnwgbþÚrmk CaBN’
ébtgvij .
- elx nig rUbmnusSeFVIclnaedIr BN’exov elIépÞBN’exµA ¬rUb
08b.¦³ GnuBaØateGayedIrqøgkat;)an . elxBN’
ébtg R)ab;ry³eBlKitCavinaTI EdlnwgbþÚrmkCa
BN’Rkhmvij .
RbePT TI2 ³ ePøIgsBaØacracr BIrBN’ ( Two Colored Traffic Lights )
ePøIgsBaØacracrBIrBN’ CargVg;
TWO COLORED CIRCULAR LIGHTS
xøwmsar ³ ePøIgsBaØaRbePTenH eRbIsMrab; bBa¢aGñkebIkbryan
09a. 09b.
CMniH enARtg;bBa¢rbg;R)ak; éføeRbIR)as;pøÚv b¤ Rck
ecj-cUl EdlcaM)ac; .
-Rkhm ¬rUb 09a. ¦ RtUvQb; .
-ébtg ¬rUb 09b. ¦ bnþdMeNIr .

RbePT TI3 ³ ePøIgsBaØacracr mYyBN’ PøwbEPøt²
( One Colored Flashing Traffic Lights )
ePøIgsBaØaBN’Rkhm PøwbEPøt²
RED FLASHING LIGHT
xøwmsar ³ ePøIgsBaØa BN’Rkhm PøwbEPøt² sMrab;bBa¢aeGay
GñkebIkbr yanCMniH RKb;RbePT Qb; .
ePøIgsBaØaRbePTenH eRbIenARtg;kMNat;pøÚvEdlman
pøÚvrfePøIgqøgkat; b¤ enAelIpøÚvEdlCakEnøgbBaÄb;
yanCMniH edIm,IeFVIkarRtYtBinitü .
ePøIgsBaØaBN’elOg PøwbEPøt²
YELLOW FLASHING LIGHT
xøwmsar ³ ePøIgsBaØa BN’elOg PøwbEPøt² sMrab;bBa¢aeGay
GñkebIkbr yanCMniH RKb;RbePT bnßyel,Ón ehIy
RbugRbytñ½ .
ePøIgsBaØa RbePTenHeRcIneRbI enAkEnøgmankardæan
kEnøgkMBugman]bsKÁ enAelIRTUgpøÚv b¤ Rtg;pøÚv
RbsBV .

K – KMnUssBaØacracr
ROAD MARKINGS
KMnUssBaØacracrRtUv)anbegáIteLIgkñúgeKalbMNg eFVIeGaycracrelIpøÜvsaFarN³ manreboberobry

gayRsYlkñúgkarebIkbr nigFanasuvtþiPaB . KMnUssBaØacracrTaMgenHGacRtUv)aneKeRbIEtÉg b¤ rYmCamYy
pøaksBaØaepSg²eTot edIm,Ibgðaj b¤ bBa©ak;Gtßn½yeGaykan;Etc,as; dUcCa karEbgEckTiscracr
karEbgEckRTUgpøÚv karkMNt;CaypøÚv R)ab;GñkebIkbreGayeFVIdMeNIreTAtamTisEdlRtUveFVIcracr sMrab;tMrimKnøg
pøÚv sMrab;efµIreCIgqøgkat; sMrab;rfynþct CaedIm . KMnUssBaØacracrRtUv)anEbgEckCa RbePTepSg²
BIKñac,as;las; .
KMnUssBaØacracrEckCa bYnEpñk KW ³
EpñkTI I KMnUssBaØaBN’skat;TTwgpøÚv ( Transverse Markings )
elxsMKal; ³ PW03-M1-00
EpñkTI II KMnUssBaØatambeNþayRTUgpøÚv ( Longitudinal Markings )
EpñkTI III KMnUssBaØaRBYjelIRTUgpøÚv ( Arrows Markings )
EpñkTI IV KMnUssBaØaepSg²elIRTUgpøÚv ( Others Road Markings )

EpñkTI I
KMnUssBaØaBN’skat;TTwgpøÚv
Transverse Markings
KMnUssBaØaBN’s kat;TTwgpøÚv CaExSKMnUs EdlCab; b¤ dac;² eTal b¤ ePøaH eTAtamRbePT

KMnUssBaØanimYy² .
KMnUssBaØaRbePTenH manenAkEnøgCitcUlpøÚvRbsBV b¤ rgVg;mUl EdlmanpøaksBaØa )at;siT§i
dUcCasBaØa Qb; b¤sBaØa pþl;siT§iGaTiPaBeGayeK sMrab;kMNt;TItaMg eGayGñkebIkbrQb;enARtwm
muxKMnUsenH munnwgbnþdMeNIr cUlkñúgpøÚvFMmansiT§iGaTiPaB b¤ rgVg;mUl .

EpñkTI I : KMnUssBaØaBN’s kat;TTwgRTUgpøÚv ( Transverse Markings )
KMnUssBaØaQb; ¬eTal¦
STOP LINE (SINGLE SOLID)
elxkUd ³ PW03-M1-01
xøwmsar ³ KMnUssBaØaeTal Cab; BN’s kat;TTwgRTUgpøÚv
eRbIsMrab; kMNt;TItaMgeGayGñkebIkbrQb; enARtwm
muxKMnUsenH enARtg;pøÚvRbsBV EdlbBa¢aeday
ePøIgsBaØa cracr .
KMnUssBaØaQb; ¬ePøaH¦
STOP LINE (DOUBLE SOLID)
xøwmsar ³ KMnUssBaØaePøaH Cab;BN’s kat;TTwgRTUgpøÚv eRbI
sMrab; kMNt;TItaMgeGayGñkebIkbrQb; enARtwmmux
KMnUsenH enARtg;pøÚvRbsBV EdlmanpøaksBaØa
Qb;edIm,I pþl;siT§iGaTiPaBeGayeK nig Kµan
ePøIgsBaØacracr .
KMnUssBaØapþl;siT§iGaTiPaB ¬ePøaH¦
GIVE WAY LINE (DOUBLE BROKEN)
xøwmsar ³ KMnUssBaØaePøaH dac;²BN’s kat;TTwgRTUgpøÚv eRbI
sMrab; kMNt;TItaMgeGayGñkebIkbrQb; enARtwm
muxKMnUsenH enARtg;pøÚvRbsBV EdlmanpøaksBaØa
pþl;siT§i GaTiPaBeGayeK nig KµanePøIgsBaØa
cracr .
KMnUssBaØapþl;siT§iGaTiPaB ¬eTal¦
GIVE WAY LINE (SINGLE BROKEN)
xøwmsar ³ KMnUssBaØaeTal dac;²BN’s kat;TTwgRTUgpøÚv eRbI
sMrab; kMNt;TItaMgeGayGñkebIkbrQb; enARtwm
muxKMnUsenH enARtg;pøÚvcUlrgVg;mUl Edlmanpøak
sBaØa pþl;siT§iGaTiPaBeGayeKenArgVg;mUl .

EpñkTI II
KMnUssBaØatambeNþayRTUgpøÚv
( Longitudinal Markings )
KMnUssBaØa tambeNþayRTUgpøÚv CaExSKMnUsCab; b¤ dac;² eTal b¤ ePøaH BN’elOg s b¤

Rkhm eTAtamRbePT KMnUssBaØanimYy² . karebIkbrCan;BIelI tambeNþayKMnUssBaØaRbePTenH
RtUvhamXat; .

EpñkTI II : KMnUssBaØatambeNþayRTUgpøÚv ( Longitudinal Markings )
KMnUssBaØaeTaldac;² EbgEckTiscracr
SINGLE YELLOW BROKEN LINE
xøwmsar ³ KMnUssBaØaeTaldac;² BN’elOg tambeNþayRTUg
pøÚv eRbIsMrab;EbgEckRTUgpøÚv CaBIr TiscracrpÞúyKña
GñkebIkbrGacqøgkat; b¤ ECg)an .
KMnUssBaØaeTalCab; EbgEckTiscracr
SINGLE YELLOW SOLID LINE
xøwmsar ³ KMnUssBaØaeTalCab; BN’elOg tambeNþay RTUg
pøÚv eRbIsMrab;EbgEckRTUgpøÚv CaBIr TiscracrpÞúyKña
nig hamebIkbrCan; b¤qøgkat; . KMnUssBaØaenH
eRbIelIpøÚvEdlmancracrFmµta .
KMnUssBaØaePøaHCab; EbgEckTiscracr
DOUBLE YELLOW SOLID LINE
xøwmsar ³ KMnUssBaØaePøaHCab; BN’elOg tambeNþayRTUgpøÚv
eRbIsMrab;EbgEckRTUgpøÚv CaBIr TiscracrpÞúyKña nig
hamebIkbrCan; b¤qøgkat; . KMnUssBaØaenH eRbIelI
pøÚvEdlmancracreRcIn b¤enARtg;pøÚvekageRKaHfñak;
b¤Rtg;s<an.
KMnUssBaØaePøaH EbgEckTiscracr
¬manKMnUsdac;²enAxageqVg¦
DOUBLE YELLOW COMBINATION LINE
xøwmsar ³ KMnUssBaØaePøaH BN’elOg EdlmanKMnUsdac;² enA
xageqVg nig KMnUsCab;enAxagsþaM tambeNþay
RTUgpøÚv eRbIsMrab;EbgEckRTUgpøÚv CaBIrTiscracr
pÞúyKña . GñkebIkbr enAekokKMnUsdac;² Gacqøg
kat; b¤ ECg)an b:uEnþGñkebIkbrenAekokKMnUsCab;
minGacqøgkat; b¤ Can;)aneLIy .
KMnUssBaØaePøaH EbgEckTiscracr
¬manKMnUsdac;²enAxagsþaM¦
xøwmsar ³ KMnUssBaØaePøaH BN’elOg EdlmanKMnUsdac;² enA
xagsþaM nig KMnUsCab;enAxageqVg tambeNþay
RTUgpøÚv eRbIsMrab;EbgEckRTUgpøÚv CaBIrTiscracr
pÞúyKña . GñkebIkbr enAekokKMnUsdac;² Gacqøg
kat; b¤ ECg)an b:uEnþGñkebIkbrenAekok KMnUsCab;
minGacqøgkat; b¤ Can; )aneLIy .
KMnUssBaØadac;² EbgEckKnøgpøÚv
SINGLE WHITE BROKEN LINE
xøwmsar ³ KMnUssBaØadac;² eTalBN’s tambeNþay RTUgpøÚv
eRbIsMrab;EbgEckKnøgpøÚvcracr . GñkebIkbr Gac
qøgkat; bþÚrKnøgpøÚv)an .
KMnUssBaØaCab; EbgEckKnøgpøÚv
WHITE SINGLE SOLID LINE
xøwmsar ³ KMnUssBaØaCab;eTal BN’s tambeNþayRTUgpøÚv
eRbIsMrab;EbgEckKnøgpøÚvcracr enACitpøÚvRbsBV .
GñkebIkbrminRtUv qøgkat;KMnUsenH edIm,IbþÚrKnøg
pøÚveLIy .
KMnUssBaØa kMNt;CaypøÚv
EDGE LINE
xøwmsar ³ KMnUssBaØaCab;eTalBN’s tambeNþayCaypøÚv
eRbIsMrab;kMNt;CaypøÚveGayyanCMniHeFVIcracr .

KMnUssBaØaeTal elOg-s elIEKmcieBa©ImpøÚv
YELLOW-WHITE CURB MARKINGS
xøwmsar ³ KMnUssBaØa eTalBN’elOg-s tambeNþayEKm
cieBa©ImpøÚv eRbIsMrab; karhamct .
KMnUssBaØaeTal Rkhm-s elIEKmcieBa©ImpøÚv

RED-WHITE CURB MARKINGS
xøwmsar ³ KMnUssBaØa eTalBN’Rkhm-s tambeNþayEKm
cieBa©ImpøÚv eRbIsMrab; karhamQb; .
KMnUssBaØaexµAelOg elIexOnRTÚgpøÚv
BLACK-YELLOW ROAD ISLAND
xøwmsar ³ KMnUssBaØaexµAelOg elIexOnRTÚgpøÚv eRbIsMrab;
eGayGñkebIkbrRbugRby½tñ manexOnelIRTÚgpøÚv .

EpñkTI III
KMnUssBaØaRBYjelIRTUgpøÚv
( Arrows Markings )
KMnUssBaØa RBYjelIRTUgpøÚv ¬ CaTUeTAelIKnøgpøÚv ¦manBN’s sMrab;eGayGñkebIkbr eFVIcracr

eTAtamTisedA Edlcg¥úlR)ab;rbs;RBYj . KMnUssBaØaenH eRbIenAeBlxitCitdl;pøÚvRbsBV b¤ enAeBl
xitCitdl;KnøgpøÚvEdl rYmcUleTAKnøgepSg edIm,IeGayGñkebIkbr dwgCamun gayRsYlbþÚrKnøgpøÚv eTA
tamTisEdlxøÜncg;eTA .

EpñkTI III : KMnUssBaØaRBYjelIRTUgpøÚv ( Arrows Markings )
KMnUssBaØaRBYjeTAmuxRtg;
STRAIGTH ARROW
xøwmsar ³ KMnUssBaØaRBYjBN’s eTAmuxRtg; eRbIsMrab;eGay
GñkebIkbrdwgfa enARtg;pøÚvRbsBVxagmux KnøgpøÚv
enH sMrab;eFVI cracreTAmuxRtg; Etb:ueNaÑH .
KMnUssBaØaRBYjeTAmuxRtg; nig bt;sþaM

TURN RIGHT AND STRAIGTH ARROW
xøwmsar ³ KMnUssBaØaRBYjBN’s eTAmuxRtg; nig bt;sþaM eRbI
sMrab;eGayGñkebIkbrdwgfa enARtg;pøÚvRbsBVxag
mux KnøgpøÚvenHsMrab;eFVIcracreTAmuxRtg; nig bt;eTA
sþaM Etb:ueNaÑH .
KMnUssBaØaRBYjeTAmuxRtg; nig bt;eqVg

TURN LEFT AND STRAIGTH ARROW
xøwmsar ³ KMnUssBaØaRBYjBN’s eTAmuxRtg; nig bt;eqVg eRbI
sMrab;eGayGñkebIkbrdwgfa
enARtg;pøÚvRbsBVxagmux KnøgpøÚvenHsMrab;eFVIcracr
eTAmuxRtg; nig bt;eTA eqVg Etb:ueNaÑH .
KMnUssBaØaRBYj bt;sþaM
TURN RIGHT ARROW
xøwmsar ³ KMnUssBaØaRBYjBN’s bt;eTAxagsþaM eRbIsMrab;
eGayGñkebIkbrdwgfa enARtg;pøÚvRbsBVxagmux Knøg
pøÚvenHsMrab;eFVIcracr bt;eTAsþaM Etb:ueNaÑH .

KMnUssBaØaRBYj bt;eqVg
TURN LEFT ARROW
xøwmsar ³ KMnUssBaØaRBYjBN’s bt;eTAxageqVg eRbIsMrab;
eGayGñkebIkbrdwgfa enARtg;pøÚvRbsBVxagmux Knøg
pøÚvenHsMrab;eFVIcracr bt;eTAeqVg Etb:ueNaÑH .
KMnUssBaØaRBYj gaksþaM
¬enAcenøaHKMnUseTal dac;² EbgEckTiscracr¦
KEEP RIGHT ARROW
xøwmsar ³ KMnUssBaØa RBYjBN’sgaksþaM EdlenAcenøaH
KMnUseTaldac;² BN’elOg eRbIsMrab;eGaydMNwg
fa enAxagmuxmanKMnUsCab; ¬eTal b¤ ePøaH ¦ BN’
elOg . GñkebIkbr ebIeXIjKMnUssBaØaenH RtUvgak
mkKnøgxagsþaMtamKMnUssBaØaRBYjenH .
KMnUssBaØaRBYj gaksþaM ¬elIKnøgpøÚv ¦

KEEP RIGHT ARROW
xøwmsar ³ KMnUssBaØa RBYjBN’sgaksþaM enAelIKnøgpøÚv
eRbIsMrab;eGaydMNwgfa enAxagmux KnøgpøÚvenH nwg
rYmcUleTA KnøgpøÚvxagsþaMEtmYy .
KMnUssBaØaRBYj gakeqVg ¬elIKnøgpøÚv ¦

KEEP LEFT ARROW
xøwmsar ³ KMnUssBaØa RBYjBN’sgakeqVg enAelIKnøgpøÚv
eRbIsMrab;eGaydMNwgfa enAxagmux KnøgpøÚvenH nwg
rYmcUleTA KnøgpøÚvxageqVgEtmYy .

EpñkTI IV
KMnUssBaØaepSg² elIRTUgpøÚv
( Other Road Markings )
KMnUssBaØaenHmanragxus²Kña manBN’s b¤BN’elOg eTAtamRbePTKMnUssBaØanimYy² .

KMnUssBaØaRbePTenHRtUv)aneKeRbI sMrab;KUstMrwmKnøgpøÚv sMrab;efµIreCIgqøgkat; sMrab;rfynþct
sMrab;rfynþRkugQb; CaedIm .l.

EpñkTI IV. : KMnUssBaØaepSg² elIRTUgpøÚv ( Other Road Markings )
KMnUssBaØatMrwmKnøgpøÚv ¬pøÚvmancracrBIrTis ¦
DIAGONAL HATCHED MARKINGS (TWO-WAY ROAD)
xøwmsar ³ KMnUssBaØaBN’elOg qñÚtbBaäitRTUgpøÚv eRbIsMrab;
tMrwmKnøgpøÚv Edlmancracr BIrTispÞúyKña .
hamebIkbrCan; qøgkat; Qb; b¤ ctelIKMnUssBaØa
enH .
KMnUssBaØatMrwmKnøgpøÚv ¬pøÚvÉkTis ¦
CHEVRON MARKINGS (ONE-WAY ROAD)
xøwmsar ³ KMnUssBaØaBN’elOg ragmuxRBYj elIRTUgpøÚv
eRbIsMrab; tMrwmKnøgpøÚv Edlmancracr EtmYyTis .
hamebIkbrCan; qøgkat; Qb; b¤ ctelIKMnUssBaØa
enH .
KMnUssBaØatMrwmRTUgpøÚv ¬Cab;EKmcieBa©ImpøÚv ¦
DIAGONAL HATCHED MARKINGS (ON ROAD EDGE)
xøwmsar ³ KMnUssBaØaBN’s qñÚtbBaäitEKmcieBa©ImpøÚv eRbI
sMrab; tMrwmRTUgpøÚvcracr dUcCaenAcugsgxag
kEnøgct rfynþ b¤ kEnøgcaM)ac;epSgeTot .
hamebIkbrCan; qøgkat; Qb; b¤
ctelIKMnUssBaØaenH .
KMnUssBaØa sMrab;efµIreCIgqøgkat;
CROSSWALK MARKINGS
xøwmsar ³ KMnUssBaØaBN’s kat;TTwgRTUgpøÚv Cakg;² eRbI
sMrab; efµIreCIgqøgkat; . hamyanCMniHRKb;RbePT
Qb; b¤ ct BIelIKMnUssBaØaenH .

KMnUssBaØa elITYl
ROAD HUMP MARKINGS
xøwmsar ³ KMnUssBaØaBN’elOgqñÚtexµA bBaäitkat;TTwgRTUgpøÚv
eRbIsMrab;eGayGñkebIkbrRbugRbyt½ñ
manTYlenARtg; KMnUsenH .
KMnUssBaØa sMrab;rfynþRkugQb;
BUS STOP MARKINGS
xøwmsar ³ KMnUssBaØaBN’elOg rageFµjrNa eRbIedIm,IkMNt;
TIkEnøg sMrab;EtrfynþRkug Qb; .
KMnUssBaØa sMrab;rfynþct ¬RsbEKmcieBa©ImpøÚv¦

PARKING BAY MARKINGS (PARALLEL PARKINGS)
xøwmsar ³ KMnUssBaØadac;²BN’s ragctuekaNEkg Edlman
RCugEvg RsbeTAnwgEKmcieBa©ImpøÚv eRbIedIm,IkMNt;
TIkEnøg eGayrfynþct kñúgcenøaHsBaØaenH .
KMnUssBaØa sMrab;rfynþct ¬EkgEKmcieBa©ImpøÚv¦

PARKING BAY MARKINGS (VERTICAL PARKINGS)
xøwmsar ³ KMnUssBaØa BN’s ragctuekaNEkg Edlman
RCugEvgCaKMnUsCab; ehIyEkgeTAnwgEKmcieBa©ImpøÚv
eRbIedIm,IkMNt;TIkEnøg eGayrfynþct kñúgcenøaH
sBaØaenH .

KMnUssBaØa sMrab;rfynþct ¬bBaäitEKmcieBa©ImpøÚv¦
PARKING BAY MARKINGS (ANGLED PARKINGS)
xøwmsar ³ KMnUssBaØa BN’s ragctuekaN Edlman RCugEvg
CaKMnUsCab; ehIybBaäiteTAnwgEKmcieBa©ImpøÚv eRbI
edIm,IkMNt;TIkEnøg eGayrfynþct kñúgcenøaHsBaØa
enH .

X – sBaØabBa¢arbs;Pñak;garnKr)alcracr
TRAFFIC POLICE SIGNALS
sBaØabB¢aacracrrbs;Pñak;garnKr)alcracr RtUv)anbegáIteLIgkñúgeKalbMNg edIm,IbegáInkar

sMrYlcracrdUcCa enAeBlcracrxøaMg EdlGaceFVIeGaykksÞH enAeBlePøIgsBaØacracrmindMeNIrkar
enAeBlbBa¢aBIelIeTacRkyanynþ eGayyanbnßyel,Ón b¤Qb; b¤enAeBlbBa¢anaMmuxk,ÜndEgðepSg² .

rUbPaBsþIGMBI sBaØabBa¢arbs;Pñak;garnKr)alcracr
rUbPaBbBa¢acracremIlBIcMehog
mann½ydUcePøIgsBaØacracrBN’ébtg
elxkUd ³ PW03-O1-01
xøwmsar ³ GñkebIkbr emIleXIjcMehogxøÚnPñak;
garnKr)alcracr édmçag b¤ édTaMgBIr
latsn§wg tambeNþaysµa eyaleTA
tambnÞat;epþk
CasBaØapøÚvTMenrGnuBaØat
rUbPaBbBa¢acracremIlBImux b¤ BIeRkay
mann½ydUcePøIgsBaØacracrBN’Rkhm
xøwmsar ³ GñkebIkbr emIleXIjPñak;garnKr)alcracrBImux b¤
BIeRkay latédmçag b¤ édTaMgBIrsn§wgtambeNþay
sµa eyaleTAtambnÞat;epþk CasBaØaRtYvQb;dac;
xat .
rUbPaBbBa¢acracremIlBImux b¤ BIeRkay
mann½ydUcePøIgsBaØacracrBN’elOg
xøwmsar ³ GñkebIkbr emIleXIjPñak;garnKr)alcracrBImux b¤
BIeRkay elIkédeLIgelI )atédlaeTAmuxEbreTArk
yanCMniH CasBaØaeGayebIkbr edayRbugRby½tñ .

rUbPaBbBa¢acracrepSg²
xøwmsar ³ 1- bEnßmel,ÓneTAmux
2- eFVIdMeNIreTAmux
3- yanCMniHEdlnKr)alcg¥úlenHRtYv
1 2 3 Qb; ¬cUlct ¦
rUbPaBbBa¢acracrenAeBl
ebIkbreTacRkyanynþ
xøwmsar ³ 1- EGbsþaM
1 2 3 2- bnßyel,Ón
3- Qb;

Editorial Responsibility : MINISTRY OF PUBLIC WORKS AND TRANSPORT
• Public Works Research Centre (PWRC)
• General Direction of Transport
Consultations : H.E Ing Kieth Vice Prime Minister and Minister

of Public Works and Transport
Mr.Tan Hay Sien Senior Civil Engineer and Head of
Department of Road Infrastructure
Mr.Leigh Shalless Senior Civil Engineer, SMEC Team
Leader, ADB Consultant (Australian)
Mr.Ung Chun Huor Chief of Motor Vehicles Inspection Office,
General Direction of Transport
Mr.Preap Chanvibol Deputy Chief of Motor Vehicles Inspection Office,
Prepared & Computerized : Dr.Yit Bunna Director of PWRC (Team Leader)

Mr.Kong Sophal Mechanical Engineer of PWRC
Mr.Trang Sunthara Civil Engineer of PWRC
Mr.Samrangdy Namo Computer Engineer of PWRC
Mr.Thann Vuthira Mechanical Engineer of PWRC
Programming in : AutoCAD and Microsoft Word for Windows
Bibliographies : { Australian Road Signs Specifications

| French Road Signs Specifications
} Malaysian Road Signs Specifications
~ Japan Road Signs Specifications
Highways in Thailand 1992
Final Act and Related Documents
of UN Conference on Road Traffic
Finished Date : 10 - November - 1995
Registration Number : 023 - 96 PWRC
Organization works under control by Public Works

Research Centre and General Direction of Transport
(MINISTRY OF PUBLIC WORKS AND TRANSPORT )

• General Department of Transport
• Planning Department
• Roads Infrastructure Department
Consultations : H.E Khy Tain Llim Minister of Public Works and Transport
H.E Sam Sok Under-Secretary of State of MPWT
H.E Tan Cin To Under-Secretary of State of MPWT
H.E. Slot Sambo Director General of General Department
Administration Service
H.E. Leng Thun Yuthea Director General of General Department of
Transport
Mr. Ung Chun Huor Deputy Director General of General Department
of Transport
Mr. Pou Maly Deputy Director General of General Department
of Transport
Dr. Yit Bunna Director of PWRC
Working Group : Mr. Keo Savin Deputy Director of Land Transport Department
Mr. Phy Sophorth Deputy Director of PWRC
Mr. Preap Chanvibol Technical Staff of General Department of
Transport
Mr. Chann Sophal Technical Staff of Planning Department
Mr. Kong Sophal Technical Staff of PWRC
Mr. Thann Vuthira Technical Staff of PWRC
Mr. By Banvilla Technical Staff of Roads Infrastructure
Department
Mr. Moeng Sith Technical Staff of Roads Infrastructure
Department
Prepared & Computerized : Mr. Kong Sophal Technical Staff of PWRC

Mr. Thann Vuthira Technical Staff of PWRC
Programming in : AutoCAD, Adobe Illustrator, Microsoft Word and Adobe Acrobat
Bibliographies : < Australian Road Signs Specifications

< French Road Signs Specifications
< Malaysian Road Signs Specifications
< Japan Road Signs Specifications
< Highways in Thailand 1992
< Final Act and Related Documents of UN Conference on Road
Traffic
< Manual on Uniform Traffic Control Devices (USA)
< Sign Fabrication Manual Feb. 1996 (Washington)
< Manual on Traffic Control Devices (Sri Lanka)
< The Road Traffic Act (Singapore)
< Standard Detail of Road Element (Singapore)
Finished Date : March - 2003

Research Centre and General Department of Transport
(MINISTRY OF PUBLIC WORKS AND TRANSPORT)

KINGDOM OF CAMBODIA
Nation Religion King

AND TRANSPORT
February 2000
Standard Specifications
for
Road and Bridge Construction
KINGDOM OF CAMBODIA

AND TRANSPORT
Section 1
General Specification
KINGDOM OF CAMBODIA
MINISTRY OF PUBLIC WORKS AND TRANSPORT Project Reference
PROJECT NAME Project Date
CONTENTS
1 GENERAL ............................................................................................................. 5
1.1 INTRODUCTION AND SCOPE........................................................................... 5

1.1.1 Preamble................................ ................................ ................................ .................... 5
1.1.2 Standards................................ ................................ ................................ ................... 5
1.1.3 Scope ................................ ................................ ................................ ........................ 5
1.1.3.1 Contract Works................................ ................................ ................................ ...... 5
1.1.3.2 Force Account Works................................ ................................ ............................. 6
1.1.3.3 Silence of Specifications ................................ ................................ ......................... 6
1.2 ABBREVIATIONS AND DEFINITIONS ............................................................... 7

1.2.1 Abbreviations ................................ ................................ ................................ .............. 7
1.2.2 Definitions ................................ ................................ ................................ .................. 7
1.3 WORKFORCE .................................................................................................... 11

1.3.1 General Requirements ................................ ................................ ................................ 11
1.3.2 Measurement and Payment ................................ ................................ ........................ 11
1.4 MATERIALS ........................................................................................................ 12

1.4.1 Supply, Samples and Quality Requirements ................................ ................................ .12
1.4.2 Local Material Sources ................................ ................................ ...............................12
1.4.3 Quarry Materials ................................ ................................ ................................ ........ 13
1.4.4 Storage of Materials ................................ ................................ ................................ ...13
1.4.5 Defective Materials ................................ ................................ ................................ .....13
1.4.6 Trade Names and Alternatives ................................ ................................ .....................14
1.4.7 Load Restrictions ................................ ................................ ................................ .......14
1.5 EQUIPMENT....................................................................................................... 16
1.5.2 Alternative Equipment ................................ ................................ ................................ .16
1.5.3 Removal of Unsuitable Equipment ................................ ................................ ................ 17
1.5.4 Load restrictions ................................ ................................ ................................ ........ 17
1.6 ALTERNATIVE METHODS OF CONSTRUCTION ......................................... 18

1.6.1 Responsibilities................................ ................................ ................................ ..........18
1.6.2 Alternative Methods ................................ ................................ ................................ ....18
S ECTION 1- GENERAL SPECIFICATION Contents Page 2 - 37

KINGDOM OF CAMBODIA
1.7 LAND REQUIREMENTS.................................................................................... 19

1.7.1 Description ................................ ................................ ................................ ................ 19
1.8 SERVICES AND UTILITIES............................................................................... 20

1.8.1 Diversion of Public Services................................ ................................ .........................20
1.8.2 Notification of Damage ................................ ................................ ................................ 20
1.9 USE OF EXPLOSIVES....................................................................................... 21

1.9.1 Description ................................ ................................ ................................ ................ 21
1.9.2.1 Control ................................ ................................ ................................ .................21
1.9.2.2 Storage ................................ ................................ ................................ ................ 21
1.9.2.3 Transport ................................ ................................ ................................ ..............21
1.9.2.4 Personnel................................ ................................ ................................ .............21
1.9.2.5 Safety Procedures................................ ................................ ................................ .21
1.10 PROTECTION OF THE ENVIRONMENT ........................................................ 23

1.10.1 Description ................................ ................................ ................................ ................ 23
1.10.2.1 General ................................ ................................ ................................ ................ 23
1.10.2.2 Water Quality................................ ................................ ................................ ........ 23
1.10.2.3 Air Quality ................................ ................................ ................................ ............ 24
1.10.2.4 Noise ................................ ................................ ................................ ...................24
1.10.2.5 Control of Wastes................................ ................................ ................................ ..24
1.10.2.6 Emergency Response................................ ................................ ............................ 25
1.11 CONTROL AND QUALITY OF WORKS........................................................... 26

1.11.1 Frequency of tests and test designations ................................ ................................ .....26
1.11.2 Testing Standards ................................ ................................ ................................ ......26
1.11.3 Lines and Grades ................................ ................................ ................................ .......26
1.11.4 Inspection................................ ................................ ................................ ..................27
1.11.5 Conformity with contract documents and allowable deviations................................ .........27
1.11.6 Removal of Rejected Unauthorised Work ................................ ................................ ......27
1.11.7 Sampling and Testing Frequency................................ ................................ .................28
1.11.8 Allowable Tolerances................................ ................................ ................................ ..33
1.11.8.1 Roadworks................................ ................................ ................................ ............ 33
1.11.8.2 Structures................................ ................................ ................................ .............34
1.11.9 Rectification of Earthworks and Pavement courses outside of Allowable Tolerances .........35
1.11.9.1 Earthworks ................................ ................................ ................................ ...........35
1.11.9.2 Subgrade................................ ................................ ................................ ..............36
1.11.9.3 Base and Subbase................................ ................................ ................................ 36

KINGDOM OF CAMBODIA
1.11.9.4 Wearing Course................................ ................................ ................................ ....36


KINGDOM OF CAMBODIA
1 GENERAL
1.1 INTRODUCTION AND SCOPE

1.1.1 PREAMBLE
The General Specifications have been developed by the Ministry of Public Works and
Transport, to provide for the following types of activities:
i) Rehabilitation of existing road network.
ii) Construction of new highways and bridges.
iii) Maintenance of existing roads and structures.
1.1.2 STANDARDS
The General Specifications describe the requirements and procedures for execution of the
various work items to achieve the required workmanship and quality. The materials to be used
shall conform to specifications and testing procedures as per the American Association of
State Highway and Transportation Official (AASHTO), the American Society for Testing and
Material (ASTM) or Australian Standards (AS) as indicated in their latest editions. Sampling of
materials for laboratory tests and their subsequent approval shall be executed according to
these references unless otherwise directed by the Engineer.
1.1.3 SCOPE
1.1.3.1 Contract Works

Where Works are to be executed by contract the General Specifications is a contract
document which shall be read in conjunction with the following contract documents in the order
of precedence as defined in Sub-Clause 5.2 of the Conditions of Particular Application.
(1) the Contract Agreement;
(2) the Letter of Acceptance;
(3) the Bid and the Appendix to Bid;
(4) Part II – The Conditions of Particular Application;
(5) Part I – The General Conditions;
(6) the Special Provisions
(7) the General Specifications;
(8) the Drawings; and
(9) the priced Bill of Quantities
In the event that situations exist which are not satisfactorily covered by the General
Specifications or where particular conditions pertaining to a specific contract occur, the
relevant clauses of the General Conditions will be modified by the terms of the Special
Provisions which will be prepared for each individual contract.
S ECTION 1- GENERAL SPECIFICATION 1.1 Introduction and Scope Page 5 - 37

KINGDOM OF CAMBODIA
1.1.3.2 Force Account Works

Where Works are to be implemented by the Ministry’s own force account workforce (day -
labour) the General Specifications are the document which shall form the basis of the
agreement between the Ministry’s designated supervision organisation (PIU) and the selected
implementing agency (e.g. Provincial Works Department) for the execution of the Works.
1.1.3.3 Silence of Specifications

The apparent silence of the Specifications, Drawings or other Contract Documents as to any
detail or the apparent omission from them of a detailed description concerning any point, shall
be regarded as meaning that only the best general practice is to be used. All interpretations of
the specifications will be made by the Engineer on this basis
S ECTION 1- GENERAL SPECIFICATION 1.1 Introduction and Scope Page 6 - 37

KINGDOM OF CAMBODIA
1.2 ABBREVIATIONS AND DEFINITIONS

1.2.1 ABBREVIATIONS
Wherever in these specifications or in other contract documents the following abbreviations and
terms or pronouns in place of them are used, the intent and meaning shall be interpreted as
follows:
AASHTO American Association of State Highway and Transportation Officials.

AS Australian Standards
ASTM American Society for Testing and Material
AWG American Wire Gauge
AWPA American Wood Preservers Association
BS British Standard Code of Practice
ACI American Concrete Institute
FHWA U.S. Federal Highway Administration
PCA Portland Cement Association
Wt. Weight
Lb. Pound
AW S American Welding Society
Gallon U.S. Gallon
in. Inch
ft. Foot
yd. Yard
Ltr. Litre
mm Millimetre
cm. Centimetre
m Metre
Km Kilometre
sq-m Square Metre
ºC Degree Centigrade
ºF Degree Fahrenheit
sq-cm Square Centimetre
cu-m Cubic Metre
Ha Hectare
Kg Kilogram
tonne Metric Ton (1000 Kg)
1.2.2 DEFINITIONS
Wherever in these specifications or in other contract documents the following terms or
pronouns in place of them are used, the intent and meaning shall be interpreted as follows:
Acceptable In compliance with any conditions that the Engineer may set
for acceptance of the work item, material or process.
Accepted Completion of the work item to the Engineer’s satisfaction.
Addendum A written amendment or revision to the Contract documents
or plans issued to bidders prior to the final date and time for
submission of Tenders in the “Instruction to Tenderer.”
Aggregates Crushed stone or processed gravel
Amenities Recreational facilities and similar items provided to improve
living conditions at site with characteristics conducive to
pleasantness.
Apron A concrete, rock or masonry slab forming a part, or for the
S ECTION 1- GENERAL SPECIFICATION 1.2 Abbreviations and Definitions Page 7 - 37

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protection of a structure.
Asphalt Concrete High quality, thoroughly controlled hot mixture of bitumen and
well-graded, high quality aggregate, thoroughly compacted
into a uniform, dense mass
Asphalt Concrete Pavement All courses of asphalt concrete mixtures placed above the
layer of base course, subbase or improved subgrade. When
placed directly on the subgrade, it is called full-depth asphalt
pavement
Asphalt Surface Course The uppermost layer of specified thickness of an asphalt
concrete pavement; also called “Wearing course”.
Asphalt Base Course The lowermost layer of specified thickness of an asphalt
concrete pavement which may include an asphalt concrete
levelling course.
Asphalt Concrete Levelling The layer of specified material of variable thickness placed
Course generally on an existing road surface to compensate for
depressions and undulations in order to correct grades and
cross fails according to design.
Auxiliary lane That portion of the roadway adjoining the travelled way for
speed change or other purposes supplementary to through
traffic movements.
Barrage A low dam or weir across a river equipped with a series of
gates to regulate the water surface level above the weir.
Basecourse The layer of specified material and thickness placed
immediately below the surface course
Batten Beam, a structural member
Bid / Tender Pric e The sum of the products of the quantities of work with the
quoted unit prices in the Tender by the Contractor.
Bill of Quantities A list showing work quantities and specifying unit price
and/or lump sum for specific items of work.
Blinding layer A layer of concrete or other material (Generally thin) covering
the surface of excavated ground or fill, forming a stable
surface on which further work may be constructed.
Boulder A rock fragment, usually rounded by weathering or abrasion,
with an average dimension of 10 centimetres or more.
Boundary Limit of right-of-way or other zones
Bridge Any structure other than a culvert, which carries a utility,
facility, or railroad highway, pedestrian, or other traffic over a
water course, or over or under or around any obstruction and
with 2 independent abutments (with or without intermediate
piers) connected at the top with girders and a deck
Bund A continuous embankment, dike or levee (generally
associated with training or containing the flow of rivers).
Catchment The watershed or area which contributes runoff to a drain or
other channel.
Culvert Any structure, other than a bridge which provides an opening
under a roadway for drainage, irrigation, or other purposes
comprising a monolithic cell (circular or rectangular) or
multiple of cells, without abutments.
cumec A rate of flow of one cubic metre per second
cusec A rate of flow of one cubic foot per second
Daywork Work to be paid for on the basis of actual labour, material,
and plant used against agreed rates provided in the Bill of
Quantities.
Detour (Diversion) A temporary roadway which leaves the main route and rejoins
it later, generally to provide for the uninterrupted flow of traffic
around an obstruction or works in progress.

KINGDOM OF CAMBODIA
Earth Sedim ents or other unconsolidated accumulations of solid

particles, produced by the physical and chemical
disintegration of rock, and which may or may not contain
organic matter.
Flexible Pavement A combination of pavement layers which allows reasonable
deflection under traffic loading without cracking
Forms / Formwork Shuttering comprising removable sections of timber or steel
or other rigid material into which wet concrete is placed to
provide its final shape including its supports and falsework
Frustrated Contract Contract rendered impossible for performance by either or
both parties from an external unforeseen cause
Gasoline Motor spirit, petrol
Godown Warehouse, store room or storage shed
Gravel Naturally occurring mixture composed primarily of rock
fragments between 2mm and 75mm in diameter, generally
containing much sand.
Guide Bank A protective and training embankment or levee for directing
river flow
Highway A general term denoting a major public way for purposes of
vehicular travel, including the entire area within the right-of-
way. (Recommended Usage: in urban areas-highway or
street; in rural areas -highway or road).
Laboratory A facility within which the testing of materials in accordance
with specified test methods and procedures can be carried
out
Laterite Decomposed rock, generally reddish in colour with a high
content of iron oxide and aluminium hydroxide
Leading Hand Experienced workman or labourer in charge of a small group
of workmen or labourers.
Monsoon The rainy season associated with south-west monsoon
generally between June and October
Plans The approved plans (drawings), profiles, typical cross-
sections, working drawings and supplementary drawings or
exact reproduction thereof, which show the location,
character, dimensions and details of the work.
Regulator A canal structure, usually equipped with gates for control, or
checking of flow in the canal or a take-off channel.
Return Report
Revetment Rock
Right-of-Way A general term denoting land, property, or interest therein,
usually in a strip, acquired for or devoted to the provision of
corridors for transportation, and other services.
Roadside A general term denoting the area adjoining the outer edge of
the roadway. Extensive areas between the roadways of a
divided highway may also be considered roadside
Roadbed The graded portion of a road or highway, usually considered
as the area between the intersection of top and side slopes,
upon which the subbase, basecourse, surface course,
shoulders and median are constructed. Also commonly
called the formation
Setting Out Laying out or (staking out) and establishing on the site the
lines, levels and grades to which the works are to be
constructed.
Shoulders The portion of the roadway contiguous with the travelled way
for accommodation of stopped vehicles, for emergency use,
and for lateral support of base and surface courses.

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Sidewalk That portion of the roadway primarily constructed for the use
of pedestrians.
Sleepers Railroad ties, cross ties
Stake, staked Mark, or be marked, by means of poles or pegs set by a
surveyor.
Stone Pitching (Rip-Rap) Broken stone, brickwork or other similar materials placed
usually on the side slopes of embankments for protection of
the earth surface, particularly adjacent to structures
Structures Bridges, culverts, catch basins, drop Inlets. Retaining walls,
manholes, headwalls, service pipes and other features which
may be encountered in the work and are not otherwise
classed herein.
Spoil Area Disposal area for excess excavation.
Surfacing (Surface Course) The uppermost layer of specified material placed on the
travelled way or shoulder. Types of surfacing may consist of
bituminous sprayed surface treatment (hot surface dressing),
asphalt concrete surface course, or concrete pavement.
Subbase The layer of specified material and thickness placed between
the base course and subgrade.
Subgrade The top surface of a roadbed upon which the pavement
structures and shoulders including curbs are constructed.
Subgrade level That level of the roadbed (or, embankment) on which other
road materials have to be placed.
Subgrade treatment Modification of roadbed material by various treatment such as
compaction, stabilisation, etc
Substructure All of that part of a structure below the bearings of simple and
continuous spans, or rigid frames, including back walls, and
wing walls.
Superstructure All of that part of a structure above and including the bearings
of simple and continuous spans, or rigid frames, including
beams, diaphragms, deck and protection railings
Traffic Lane That portion of a travelled way for the movement of a single
line of vehicles.

KINGDOM OF CAMBODIA
1.3 WORKFORCE
1.3.1 GENERAL REQUIREMENTS
The Contractor shall provide suitably skilled labour in adequate numbers, who can adequately
carry out the works to the quality and with the standard of workmanship in accordance with the
requirements of each individual work item and with Sub-Clause 16.1 of the General Conditions.
The Contractor shall make all necessary arrangement for employing and maintaining the
workforce required for the execution of the Works in accordance with Sub-Clause 34.1 of the
General Conditions and Sub-Clauses 34.2 to 34.16 and 35.3 of the Conditions of Particular
Application
Any person employed by the Contractor who is not capable of performing the required works in
a proper and skilful manner or who behaves in an improper manner may be removed from the
site in accordance with the requirements of Sub-Clause 16.2 of the General Conditions.
1.3.2 MEASUREMENT AND P AYMENT

Unless specifically instructed in accordance with Sub-Clause 52.4 of the General Conditions
no separate measurement for payment will be made for the provision of the labour for the
execution of the Works.
Full compensation for furnishing all labour shall be considered as included in the price paid for
the contract item of work involving such labour and no additional compensation will be allowed
therefor.
Where Daywork is instructed in accordance with the requirements of Sub-Clause 52.4 of the
General Conditions, the provisions of Section 10 Daywork of these Specifications will apply for
measurement and payment thereof.
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1.4 MATERIALS
1.4.1 SUPPLY, SAMPLES AND QUALITY REQUIREMENTS
All materials, manufactured articles and machinery to be incorporated in the Works shall meet
all quality requirements of the relevant provisions of the Contract. They must in all cases be
approved by the Engineer prior to their inclusion into the Work.
In order to expedite the Work, the Contractor shall, before placing any purchase order for
materials, manufactured articles and machinery to be incorporated in the Works, submit for the
approval of the Engineer, a complete description of such items, the names of the firms from
which it is proposed to obtain such items, together with a list of the items it is proposed for
each firm to supply. No such materials, manufactured articles or machinery shall be ordered
from any firm without the written approval of the Engineer.
When directed by the Engineer or otherwise specified in the Contract the Contractor shall
submit samples for approval.
If it is found after trials that sources of supply for previously approved materials, manufactured
articles or machinery do not produce items in accordance with the Specifications, the
Contractor shall furnish such items from other sources approved by the Engineer.
1.4.2 LOCAL MATERIAL S OURCES

When material deposits are not designated on the Drawings or described in the Special
Provisions, the Contractor shall locate and provide materials acceptable to the Engineer.
When sources of local materials are designated on the Drawings and/or described in the
Special Provisions, the quality of materials in such deposits is considered to be acceptable in
general, but the Contractor shall determine for itself the quality and the amount of equipment
and work required to produce a material meeting the requirements of he Specifications. The
designation of a source of material in no way relieves the Contractor of his responsibility to
produce materials meeting the requirements of the Specifications.
It shall be understood that it is not feasible to ascertain from the samples the limits for an
entire deposit, and that variations shall be considered as usual and are to be expected. The
Engineer may order procurement of material from any portion of a deposit and may reject
portions of the deposit as unacceptable.
When sources of local materials are not designated on the Drawings and / or described in the
Special Provisions, the Contractor shall be totally responsible for locating and producing
materials that conform to the requirements of the Specifications. The exploring, testing of
samples and developing of such material sources and the costs thereof are the responsibility of
the Contractor.
No material, regardless of its source, shall be incorporated in the Work until representative
samples taken by the Contractor in the presence of the Engineer or tested by the Contractor in
the presence of the Engineer have been approved and written authority is issued by the
Engineer for the use thereof.
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1.4.3 QUARRY MATERIALS

Quarry material is rock, sand, gravel, earth or other mineral material, other than local borrow or
selected material, obtained on the project. Quarry material does not include materials such as
cement, lime, marble powder etc. obtained from established commercial sources.
Quarry Materials shall be furnished by the Contractor from any source he may select, except
that when mandatory local sources of certain materials are designated on the Drawings or in
the Special Provisions, the Contractor shall furnish material from such designated mandatory
sources.
The furnishing of quarry materials from any source is subject to the provisions of Sub-Clauses
37.1 Inspection of Operations and 37.2 Inspection and Testing of the General Conditions.
Unless approved in writing by the Engineer, material sources shall not be excavated allocations
where the resulting scars will present an unsightly appearance from any highway. No payment
will be made for material obtained in violation of this provision.
The Contractor shall, at his expense, make any arrangements necessary for hauling over local
public and private roads from any source and shall comply in all respects with the relevant
provisions of the General Conditions.
1.4.4 STORAGE OF MATERIALS

Articles or materials to be incorporated in the work shall be stored in such a manner as to
ensure the preservation of their quality and fitness for the work and to facilitate their prompt
inspection.
Stored materials, even though approved before storage, may again be inspected prior to their
incorporation in the Works.
Materials and articles shall not be stored on the right-of-way except where and as permitted by
the Engineer. Stockpiling of aggregate material within the right-of-way shall be confined to
such authorised areas as may be approved by the Engineer. Where stockpiling is done
outside the roadway on Government or private property, the site shall be abandoned
immediately upon completion of the utilisation of he stockpile material and the natural surface
shall be restored as nearly as possible to the original condition by the Contractor at its
expense and to the satisfaction of the Engineer.
Any costs for the use of privately owned land for storage and/or for the placing of the
Contractor's plant and equipment shall be borne by the Contractor. Private property shall not
be used for storage purposes without written permission and release of the owner or lessee,
and a copy of such written permission and release shall be furnished to the Engineer prior to
any use of the land by the Contractor.
1.4.5 DEFECTIVE MATERIALS

All materials which the Engineer has determined do not conform to the requirements of the
drawings and specifications will be rejected whether in place or not. In accordance with the
provisions of Sub-Clause 39.1 of the General Conditions they shall be removed immediately
from the site of the work, unless otherwise permitted by the Engineer. No rejected material,
the defects of which have been subsequently corrected, shall be used in the work, unless
approval in writing has been given by the Engineer.

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Upon failure of the Contractor to comply promptly with any order of the Engineer made under
the provisions in this clause, the Engineer shall have authority to cause the removal of rejected
material and to deduct the cost thereof from any monies due or to become due to the
Contractor in accordance with the provisions of Sub-Clause 39.2 of the General Conditions.
1.4.6 TRADE NAMES AND ALTERNATIVES

For convenience in designation on the plans or in the specifications, certain articles or
materials to be incorporated in the work may be designated under a trade name or the name of
a manufacturer and his catalogue information. The use of an alternative article or material
which is of equal quality and of the required characteristics for the purpose intended will be
permitted, subject to the following requirements:
(i) The burden of proof as to quality and suitability of alternatives shall be upon the
Contractor and he shall furnish all information necessary as required by the Engineer.
(ii) The Engineer shall be the sole judge as to the quality and suitability of alternative
articles or materials and his decision shall be final.
Whenever the specifications permit the substitution of a similar or equivalent material or article,
no tests or action relating to the approval of such substitute material will be made until the
request for the substitution is made in writing by the Contractor accompanied by complete data
as to the equality of the material or article proposed. Such request shall be made in ample
time to permit approval without delaying the work.
1.4.7 LOAD R ESTRICTIONS

The Contractor shall comply with all legal load restrictions in the hauling of materials on public
roads beyond the limits of the Works in accordance with Sub-Clause 26.1 of the General
Conditions.
The Contractor shall use every reasonable means to prevent any of the roads or bridges
communicating with or on the routes to the Site from being damaged or injured by any traffic of
the Contractor or any of its Subcontractors and in particular shall select routes, choose and
use vehicles and restrict and distribute loads so that any such extraordinary traffic as will
inevitably arise from the moving of plant and materials from and to the Site shall be limited as
far as reasonably possible and so that no unnecessary damage or injury may be caused to
such roads and bridges.
Should it be found necessary for the Contractor to move one or more loads of constructional
plant, machinery of preconstructed units, or parts of units of Work, over part of a road or bridge,
the moving whereof is likely to damage any road or bridge unless special protection or
strengthening is carried out, then the Contractor shall, before moving the load on to such road
or bridge, give notice to the Engineer of the weight and other particulars of the load to be moved
and its proposals for protecting or strengthening the said road or bridge. Unless within fourteen
days of the receipt of such notice the Engineer shall by counter-notice direct that such
protection or strengthening is unnecessary, then the Contractor will carry out at its own
expense such proposals or any modification thereof that the Engineer shall require.
The Contractor shall bear all responsibility and liability for damages or injury resulting from its
failure to abide by these provisions, in accordance with Sub-Clause 22.1 of the General
Conditions except when such transport or passage is done by special written permission of the
Employer. The Contractor shall be responsible for all damage caused by his hauling within the
limits of the Works.

KINGDOM OF CAMBODIA

no separate measurement for payment will be made for the provision of the materials for the
Full compensation for furnishing all materials and for doing all the work involved in conforming
to the provisions in this Section of these Specifications, for furnishing and producing materials
from any source shall be considered as included in the price paid for the contract item of work
involving such Material and no additional compensation will be allowed therefor.

KINGDOM OF CAMBODIA
1.5 EQUIPMENT
All equipment which is proposed to be used on the Work shall be of sufficient size and in such
mechanical condition as to met the requirements of the Work and to produce a satisfactory
quality of the Work in accordance with Sub-Clause 36.1 of the General Conditions.
Equipment used on any portion of the Works shall be such that no injury to the roadway,
adjacent property, or other highways or works will result from its use.
The number and types of equipment required for different items of work shall be planned by the
contractor keeping in view the workmanship required by a particular item and the quantity of
the finished item required to be carried out in an eight hour shift. Any such planning shall be
approved by the Engineer and changes may be proposed for the guidance of the Contractor.
However this procedure shall not relieve the Contractor of his contractual obligations.
1.5.2 ALTERNATIVE EQUIPMENT

While certain of these specifications may provide that equipment of a particular size and type
is to be used to perform portions of the work, it is to be understood that the development and
use of new or improved equipment is to be encouraged.
The Contractor may request, in writing, permission from the Engineer to use equipment of a
different size or type in place of the equipment specified.
The Engineer, before considering or granting such a request, may require the Contractor to
furnish, at his expense, evidence satisfactory to the Engineer that the equipment proposed for
use by the Contractor is capable of producing work equal to, or better than, that which can be
produced by the equipment specified.
If such permission is granted by the Engineer, it shall be understood that such permission is
granted for the purpose of testing the quality of work actually produced by such equipment and
is subject to continuous alignment of results which, in the opinion of the Engineer, are equal to,
or better than, that which can be obtained with the equipment specified. The Engineer shall
have the right to withdraw such permission at any time that he determines that the alternative
equipment is not producing work that is equal, in all respects, to that which can be produced
by the equipment specified. Upon withdrawal of such permission by the Engineer, the
Contractor will be required to use the equipment originally specified and shall, in accordance
with the directions of the Engineer, remove and dispose of or otherwise remedy, at his
expense, any defective or unsatisfactory work produced with the alternative equipment.
Neither the Employer nor the Contractor shall have any claim against the other for either the
withholding or the granting of permission to use alternative equipment, or for the withdrawal of
such permission.
Permission to use alternative equipment in place of equipment specified will only be granted
where such equipment is new or improved and its use is deemed by the Engineer to be in
furtherance of the purposes of this clause. The approval for use of particular equipment on any
activity or project shall in no way be considered as an approval of the use of such equipment
on any other activity or project.
Nothing in this clause shall relieve the Contractor of his responsibility for providing appropriate
equipment or producing finished work of the quality specified in these specifications.
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KINGDOM OF CAMBODIA
1.5.3 REMOVAL OF UNSUITABLE EQUIPMENT

The Contractor is required, upon signing of the contract and prior to payment of the balance of
the Advance Payment as stipulated in Sub-Clause 60.7 of the Conditions of Particular
Application to provide sufficient, suitable equipment to implement the programme for the
In the event that the equipment specified by the Contractor in Schedule VI, Section 9,
Schedules of Supplementary Information in its Bid is not provided on site, or is considered
unsuitable for the proper execution of the Works, payment of the balance of the Advance
Payment will be withheld and any equipment considered unsuitable shall be removed from the
site in accordance with the provisions of Sub-Clause 39.1 of he General Conditions
1.5.4 LOAD RESTRICTIONS

The provisions of Clause 1.4.7 will apply for the transport of equipment on public roads beyond
the limits of the Works.
Any type of equipment of such weight or so loaded as to cause damage to drainage structures
of any kind, or to any other type of construction, either being constructed or previously
constructed will not be permitted to operate in any location where damage would be caused.

no separate measurement for payment will be made for the provision of the equipment for the
Full compensation for furnishing all tools, equipment, and incidentals shall be considered as
included in the price paid for the contract item of work involving such tools, equipment and
incidentals and no additional compensation will be allowed.
S ECTION 1- GENERAL SPECIFICATION 1.5 Equipment Page 17 - 37

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1.6 ALTERNATIVE METHODS OF CONSTRUCTION

1.6.1 RESPONSIBILITIES
The Contractor shall submit to the Engineer, in accordance with the requirements of
Clause 14.1 of the General Conditions, a general description of his proposed arrangements and
methods for the execution of the Works, including inter-alia, temporary offices, buildings,
access roads, detours, Constructional Plant and its intended production output, working shift
arrangements, labour strength, skilled and unskilled labour and supervision arrangements,
power arrangements, supply of materials, stone crushing, aggregate production and storage,
cement handling, concrete mixing and handling, methods of excavation, dealing with water,
testing methods and facilities.
During the execution of the Works, the Contractor shall also submit to the Engineer full and
detailed particulars of any proposed amendments to the arrangements and methods submitted
in accordance with the above requirements.
Whenever the plans or specifications provide that more than one specified method of
construction or more than one specified type of constructional equipment may be used to
perform portions of the Work and leave the selection of the method of construction or the type
of equipment to be used to the discretion of the Contractor, it is understood that the Employer
does not guarantee that every such method of construction or type of equipment can be used
successfully throughout all or any of the Works.
It shall be the Contractor's responsibility to select and use the alternative or alternatives which
will satisfactorily perform the work under the conditions encountered. In the event some of the
alternatives are not feasible or it is necessary to use more than one of the alternatives on any
project, full compensation for any additional cost involved shall be considered as included in
the contract price paid for, the item of work involved and no additional compensation will be
allowed thereof.
1.6.2 ALTERNATIVE METHODS

When the Contract specifies that the construction be performed by the use of certain methods,
such methods shall be used unless others are authorised by the Engineer.
If the Contractor desires to use a method other than that specified in the Contract, it may
request authority from the Engineer to do so. The request shall be in writing and shall include
a full description of the methods and equipment proposed and an explanation of the reasons for
desiring to make the change. If approval is given, it will be on the condition that the Contractor
will be fully responsible for producing Work that conforms to the requirements of the
Specifications.
If after trial use of the alternative methods, the Engineer determines that the Work produced
does not conform to the Contract requirements, the Contractor shall discontinue the use of the
alternative method and shall complete the remaining construction with the specified methods.
The Contractor shall remove the deficient Work and replace it with Work of he specified quality
in accordance with the provisions of Clause 39.1 of the General Conditions, or take such other
corrective action as the Engineer may direct.
No change will be made in the basis of payment for the construction items involved or in the
Contract Time for Completion as a result of approving a change in the method of construction.
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KINGDOM OF CAMBODIA
1.7 LAND REQUIREMENTS

1.7.1 DESCRIPTION
The land available to the Contractor free of charge shall be that to be occupied by the
Permanent Works plus a working area of 5 metres on either side of that area occupied by the
Permanent Works. It is the responsibility of the Employer to ensure that this land is made
available and, in the event of objections being raised by the local population, the Contractor
shall immediately report the circumstances to the Engineer.
All necessary negotiations, agreements and payments for additional land for whatever purpose,
including that required for the Engineer’s facilities, shall be the responsibility of the Contractor.
The Contractor shall indemnify the Employer and the Engineer against any claims or
proceedings resulting from the occupancy and use of such areas of additional land in
accordance with the requirements of Sub-clause 22.1 of the General Conditions.

No measurement or payment shall be made in respect of the provision of land, and no payment
shall be made to the Contractor for any additional land, as defined in Sub-clause 1.7.1 above,
provided by the Contractor.
S ECTION 1- GENERAL SPECIFICATION 1.7 Land Requirements Page 19 - 37

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1.8 SERVICES AND UTILITIES

1.8.1 DIVERSION OF PUBLIC S ERVICES
The diversion of public services is the responsibility of the Employer and it is the intention that
all public services shall have been diverted from the site or to locations where they will not
interfere unduly with the Works, prior to commencement.
Nevertheless it will be the responsibility of the Contractor to take all reasonable measures to
avoid causing damage to public services whether outside the confines of the Site, or buried
under the Site or overhead. It will be the responsibility of the Contractor to familiarise himself
and his staff with the known locations of all services passing through or over the Site.
In the event that the Contractor discovers a previously undisclosed service during the course of
construction operations he shall take immediate steps to protect the installation and shall
inform the Engineer of the discovery. The Engineer shall either arrange for the appropriate
authorities to relocate or otherwise reinstate the service or shall instruct the Contractor to carry
out the work.
1.8.2 NOTIFICATION OF D AMAGE
In the event of interruption to any service or utility as a result of accidental breakage, or as a

result of being exposed or unsupported, the Contractor shall promptly notify the proper
authority and shall cooperate with the said authority in the restoration of the service or utility.
If an essential public utility service is interrupted, repair work shall be continuous until the
service is restored.

No measurement or payment to the Contractor shall be made in respect of public services and
their relocation.
In the event that the Engineer requires the Contractor to carry out work as may be required to
protect or relocate services then such works shall be measured and paid for as Daywork in
accordance with the provisions of Section 10 of these Specifications.
S ECTION 1- GENERAL SPECIFICATION 1.8 Services and Utilities Page 20 - 37

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1.9 USE OF EXPLOSIVES

1.9.1 DESCRIPTION
This work consists of the provision and utilisation of explosives required to carry out specific
activities as required by the Contract in accordance with the provisions of the General
Conditions and the following requirements of the General Specifications.
1.9.2.1 Control
The Contractor shall not utilise explosives without the prior written approval of the Engineer.
Such approval shall not relieve the Contractor from any of his liabilities or responsibilities to
ensure that blasting operations are carried out in safe manner and in full compliance with all
relevant statutory obligations.
The Contractor shall obtain all necessary permits and pay all necessary fees for the
acquisition, storage and use of explosives and explosive devices. He shall submit full details
to the Engineer and obtain approval in writing for each occasion when he intends to use
explosives, such details to include without limitation the date and time of the blast, the size of
charge, method of firing, and protective measures to be adopted.
1.9.2.2 Storage
The Contractor shall store all explosives and explosive devices in a secure location and in
accordance with statutory requirements and to the approval of the Engineer.
The Contractor shall keep a current inventory of all explosives and explosive devices obtained
and used and submit a monthly report to the Engineer, detailing the usage of all explosives and
explosive devices by date and location.
1.9.2.3 Transport
The Contractor shall provide a properly equipped secure vehicle, which shall be maintained in
good condition, for the transportation of explosives.
1.9.2.4 Personnel
The Contractor shall appoint a responsible person or persons to order and receive explosives
and to be responsible for all blasting activities. The name(s) and details of experience of such
person or persons shall be submitted to the Engineer for approval.
The Contractor shall only employ properly qualified workmen approved by the Engineer in the
handling and firing of all charges.
1.9.2.5 Safety Procedures

The Contractor shall provide an approved system of warning the public (including road traffic)
and all site personnel of an impending blast by both audible and visible means and shall ensure
that the blasting area at risk to personnel is cleared of all personnel immediately prior to
blasting.
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KINGDOM OF CAMBODIA
The Contractor shall take all necessary measures to protect personnel and property and to
prevent any fragments due to blasts from being projected in a dangerous manner.
If blasting is to be carried out in the vicinity of overhead electrical power cables the contractor
shall check for stay electric currents at the blasting site prior to commencing charging. If
blasting is to be carried out at locations where it is likely to cause damage to
structures/properties in the vicinity, controlled blasting measures as approved by Engineer
should be adopted.

No separate measurement or payment shall be made in respect of compliance with the
provisions of this Section of the specification. The Contractor shall be deemed to have made
allowance for such compliance with there provisions in the preparation of his prices for items of
work included in the Bills of Quantities and full compensation for such compliance will be
deemed to be covered by them.
S ECTION 1- GENERAL SPECIFICATION 1.9 Use of Explosives Page 22 - 37

KINGDOM OF CAMBODIA
1.10 PROTECTION OF THE ENVIRONMENT

1.10.1 DESCRIPTION
This work consists of the implementation of the necessary procedures required for the
protection of the Environment during the execution of specific work activities as required by the
Contract in accordance with the provisions of the General Conditions and the following
requirements of the General Specifications.
1.10.2.1 General
This Section of the Specification sets out limitations on the Contractor’s activities specifically
intended to protect the environment. The Contractor’s attention is however drawn to the fact
that other provisions, equally important to the protection of the environment, are included
throughout these Specifications. These include, but are not limited to:
Section 1.9 Use of explosives

Sub-clause 4.1.3.9 Control of bitumen spillages;
Sub-clause 4.4.4.3 k) Dust collection for asphalt mixing process
Section 2.3 Control and reinstatement of borrow areas and quarries.
Section 6.6 Grassing of Slopes
Section 6.7 Topsoil
Section 8 UXO Clearance
Section 9.8 Site Clean-Up
The Contractor shall take all necessary measures and precautions and otherwise ensure that
the execution of the works and all associated operations on site or off-site are carried out in
conformity with statutory and regulatory environmental requirements including those prescribed
elsewhere in this document.
The Contractor shall take all measures and precautions to avoid any nuisance or disturbance
arising from the execution of the Works. This shall wherever possible be achieved by
suppression of the nuisance at source rather than abatement of the nuisance once generated.
The provisions of these clauses are to be treated as relaxeable, if so required, for emergency
work necessary for the saving of life or property or the safety of the Works.
1.10.2.2 Water Quality

The Contractor shall prevent any interference with the supply to or abstraction from or the
pollution of water resources (including underground percolating water) as a result of the
Areas where water is regularly or repetitively used for dust suppression purposes (including,
without limitation, stockpiles for concrete-batching and asphalt plants) shall be laid to fall to
specially-constructed settlement tanks to permit sedimentation of particulate matter. After
settlement, the water may be re-used for dust suppression and rinsing.
All water and other liquid waste products arising on the Site shall be collected and disposed of
at a location on or off the Site and in a manner that shall not cause either nuisance or pollution.
S ECTION 1- GENERAL SPECIFICATION 1.10 Protection of the Environment Page 23 - 37

KINGDOM OF CAMBODIA
The Contractor shall not discharge or deposit any matter arising from the execution of the
Works into any waters except with the permission of the Engineer and the regulatory
authorities concerned.
The Contractor shall at all times ensure that all existing stream courses and drains within and
adjacent to the Site are kept safe and free from any debris and any materials arising from the
Works.
The Contractor shall protect all watercourses, waterways, ditches, canals, drains, lakes and
the like from pollution, silting, flooding or erosion as a result of the execution of the Works.
The Contractor shall submit details of his temporary drainage work system (including all
surface channels, sediment traps, washing basins and discharge pits) to the Engineer for
approval prior to commencing work on its construction.
1.10.2.3 Air Quality

The Contractor shall devise and implement methods of working to minimise dust, gaseous or
other air-borne emissions and carry out the Works in such a manner as to minimise adverse
impacts on air quality.
The Contractor shall utilise effective water sprays during delivery and handing of materials when
dust is likely to be created, and to dampen stored materials during dry and windy weather.
Stockpiles of friable materials shall be covered with clean tarpaulins, with application of
sprayed water during dry and windy weather. Stockpiles of material or debris shall be
dampened prior their movement, except where this is contrary to the Specification.
Any vehicle with an open load-carrying area used for transporting potentially dust-producing
material shall have properly fitting side and tailboards. Materials having the potential to
produce dust shall not be loaded to a level higher than the side and tail boards, and shall be
covered with a clean tarpaulin in good condition. The tarpaulin shall be properly secured and
extend at least 300 mm over the edges of the side and tailboards.
In the event that the Contractor is permitted to provide temporary non-bituminous surfaced
roads for the use of the travelling public or uses gravel or earth roads for haulage, he shall
provide suitable measures for dust palliation, if these are, in the opinion of the Engineer,
necessary. Such measures may include spraying the road surface with water at regular
intervals.
1.10.2.4 Noise
The Contractor shall consider noise as an environmental constraint in his planning and
The Contractor shall take all necessary measure that the operation of all mechanical
equipment and construction processes on and off the Site shall not cause any unnecessary or
excessive noise, taking into account applicable environment requirements. The Contractor
shall use all necessary measures and shall maintain all plant and silencing equipment in good
condition so as to minimise the noise emission during construction works.
1.10.2.5 Control of Wastes

The Contractor shall control the disposal of all forms of waste generated by the construction
operations and in all associated activities. No uncontrolled deposition or dumping shall be
permitted. Wastes to be so controlled shall include, but shall not be limited to, sewerage, all
forms of fuel and engine oils, bitumen, cement, surplus concrete, surplus aggregates, gravels

KINGDOM OF CAMBODIA
etc. The Contractor shall make specifies provision for the proper disposal of these and any
other waste products, conforming to local regulations and acceptable to the Engineer.
In the event of any spoil or debris or silt from the Site being deposited on any adjacent land,
the Contractor shall immediately remove all such spoil debris or silt and restore the effected
area to its original state to the satisfaction of the Engineer.
1.10.2.6 Emergency Response

The Contractor shall plan and provide for remedial measures to be implemented in the event of
an occurrence of emergencies such as spillages of oil or bitumen or chemicals.
The Contractor shall provide the Engineer with a statement of the measures he intends to
implement in the event of such an emergency which shall include a statement of how he
intends to provide personnel adequately trained to implement such measures. This statement
shall accompany the programme to be submitted by the Contractor in accordance with the
provisions of Clause 14 of the General Conditions.

No separate measurement shall be made in respect of compliance by the Contractor with the
provisions of this Section of the Specification. The Contractor shall be deemed to have made
allowance for such compliance with there provisions in the preparation of his prices for items of
work included in the Bills of Quantities and full compensation for such compliance will be
deemed to be covered by them.

KINGDOM OF CAMBODIA
1.11 CONTROL AND QUALITY OF WORKS

1.11.1 FREQUENCY OF TESTS AND TEST DESIGNATIONS
Frequency of tests for major items of construction will be defined in these specifications or in
the Special Provisions, however for certain items frequency of tests has been left to the
discretion of the Engineer.
While deciding the frequency of tests for major items, each aspect of new construction,
rehabilitation and maintenance of roads may be dealt differently, keeping in view the quantum
of work.
For convenience the Frequency of tests required under these Specifications have been
summarised in tabular form and are included in Clause 1.11.7 of these Specifications
1.11.2 TESTING STANDARDS

Unless otherwise specifi ed, all tests shall be performed in accordance with the methods used
by AASHTO/ASTM and shall be made by the Engineer or his designated representative.
Whenever the specifications provide an option between two or more tests, the Engineer will
determine the test to be used.
Whenever a reference is made in the specifications to a specification manual, or a test

designation either of the American Society For Testing and Materials, the American
Association of State Highway and Transportation Officials, Federal Highway Specification, or
any other recognised national organisation, and the number or other identification representing
the year of adoption or latest revision is omitted, it shall mean the specification, manual or test
designation in effect on the day 28 days prior to the date for submission of bids.
Whenever said specification manual or test designation provides for test reports (such as
certified mill test reports) from the manufacturer, copies of such reports, identified as to the lot
of material, shall be furnished to the Engineer. When material which cannot be identified with
specific test reports is proposed for use, the Engineer may, at his discretion, select random
samples from the lot for testing. Test specimens from the random samples, including those
required for retest, shall be prepared in accordance with the referenced specification and
furnished by the Contractor at his expense. The number of such samples and test specimens
shall be entirely at the discretion of the Engineer. Unidentified metal products such as sheet
plate, hardware, etc., shall be subject to the test requirements prescribed by the Engineer.
When desired by the Engineer and in accordance with the requirements of Clause 1.4.1 of
these Specifications, the Contractor shall furnish, without charge, samples of all materials
entering into the work and no material shall be used prior to approval by the Engineer.
Samples of material from local sources shall be taken by or in the presence of the Engineer,
otherwise the samples will not be considered for testing.
1.11.3 LINES AND GRADES

Such stakes or marks will be set by the Engineer as he determines to be necessary to
establish the lines and grades required for the completion of the work specified in these
specifications, on the plans and in the Special Provisions.
When the Contractor requires such stakes or marks, he shall notify the Engineer of his
requirements in writing a reasonable length of time in advance of starting operations that he
S ECTION 1- GENERAL SPECIFICATION 1.11 Control and Quality of Works Page 26 - 37

KINGDOM OF CAMBODIA
requires such stakes or marks. In no event shall a notice of less than 2 working days be
considered a reasonable length of time.
The Engineer shall, where necessary, provide in writing the reference lines and levels and the
Contractor will use these reference lines and levels for setting out.
Stakes and marks set by the Engineer on ground shall be carefully preserved by the
Contractor. In case such stakes and marks are destroyed or damaged they will be replaced at
the Engineer's earliest convenience. The Contractor will be charged for the cost of necessary
replacement or restoration of stakes and marks which in the judgement of the Engineer were
carelessly or wilfully destroyed or damaged by the Contractor’s operations. This charge will be
deducted from any monies due or to become due to the Contractor.
1.11.4 INSPECTION
The Engineer shall, at all times, have safe access to the work during its construction, and shall
be furnished with every reasonable facility for ascertaining that the materials and the
workmanship are in accordance with the requirements and intentions of these specifications,
the Special Provisions, and the plans. All work done and all materials furnished shall be
subject to his inspection.
The inspection of the work or materials shall not relieve the Contractor of any of his obligations
to fulfil his contract as prescribed. Work and materials not meeting such requirements shall be
made good and unsuitable work or materials may be rejected, not with standing that such work
or materials have been previously Inspected by the Engineer or that payment therefor has been
included in a progress estimate.
1.11.5 CONFORMITY WITH CONTRACT DOCUMENTS AND ALLOWABLE DEVIATIONS

Work and materials shall conform to the lines, grades, cross sections, dimensions and
material requirements, including tolerances, shown on the plans or indicated in the
specifications. Although measurement, sampling and testing may be considered evidence as
to such conformity, the Engineer shall be the sole judge as to whether the work or materials
deviate from the plans and specifications, and his decision relating to any allowable deviations
therefrom shall be final.
1.11.6 REMOVAL OF REJECTED UNAUTHORISED WORK

All work that has been rejected shall be remedied, or removed and replaced by the Contractor
in an acceptable manner and no compensation will be allowed to him for such removal,
replacement, or remedial work.
Any work done beyond the lines and grades shown on the plans or established by the
Engineer, or any extra work done without written authority will be considered as unauthorised
work and will not be paid for.
Upon order of the Engineer unauthorised work shall be remedied, removed or replaced at the
Contractor’s expenses.
Upon failure of the Contractor to comply promptly with any order of the Engineer made under
this Item the Employer may cause rejected or unauthorised work to be remedied, removed, or
replaced, and to deduct the costs from any monies due or to become due to the Contractor in
accordance with Sub-Clause 39.2 of the General Conditions.

KINGDOM OF CAMBODIA
1.11.7 SAMPLING AND T ESTING F REQUENCY
Table 1.1 Embankment and Subgrades : (Item No. 2.6)
Material Test Designation Sampling and Testing Reference (Item

Frequency No.)
Soil Classification AASHTO M-145 1 per 2,000 cu-m. 2.6.2
CBR AASHTO T-193 1 per 2,000 m. 2.6.2
Swelling AASHTO T-193 1 per 200 cu-m 2.6.2
Moisture Density AASHTO T-99 1 per 2,000 m 2.6.2
(Lab) or
Relative Density D-7049 (ASTM) 1 per 1,000 m
Field Density AASHTO T-191 5 per 2,000 cu-m 2.6.3.3
Table 1.2 Subbase : (Item No. 3.1)
Material Test Designation Sampling and Testing Reference (Item

No.)
Aggregate Gradation AASHTO T-27 3 per Source plus 1 per 3.1.2.2
1000 cu-m
Plasticity Index AASHTO T-89 and 3 per Source plus as 3.1.2.2
T-90 required based on visual
observation.
CBR AASHTO T-193 3 per Source plus as 3.1.2.2
required based on variation
in gradation.
Abrasion AASHTO T-96 3 per Source plus 1 per 3.1.2.2
500 cu-m
Moisture Density AASHTO T-180 1 per 1,000 M 3.1.2.2
Field Density AASHTO T-191 5 per layer per 2,000 sq-m 3.1.3.4
laid. 3 min per layer if less
than 2,000 sq-m laid.

KINGDOM OF CAMBODIA
Table 1.3 Aggregate Base Course : (Item No.3.3)
Material Test Designation Sampling and Testing Reference

Frequency
Aggregate Gradation AASHTO T-27 3 per Source plus 1 per 3.3.2.1
1,000 cu-m
Plasticity Index AASHTO T-90 3 per Source plus as 3.3.2.1
required based on visual
observation.
CBR AASHTO T-180 3 per Source plus as 3.3.2.1
and T-193 required based on variation
in gradation.
Abrasion AASHTO T-96 3 per Source plus 1 per 3.3.2.1
500 cu-m
Sodium Sulphate AASHTO T-104 3 per Source plus 1 per
Soundness 500 cu-m
Fractured faces Visual 3 per Source plus as 3.3.2.1
required based on visual
observation.
Moisture Density AASHTO T-180 1 per 1,000 m 3.3.2.1
Field Density AASHTO T-191 5 per layer per 2,000 sq-m 3.3.3.3
laid. 3 min per layer if less
than 2,000 sq-m laid.
Table 1.4 Cement Stabilised Base Course and Sub Base : (Item No. 3.4)

Frequency
Soil Classification AASHTO T-27 and T- 1 per Borrow Source 3.4.2.1
89 plus 1 per 1,000 cu-m
Mixture Moisture Density AASHTO T-134 1 per Soil Class. 3.4.3.3
Pulverisation Note (a) 1 per 300 m strip -
Field Density AASHTO T-191 5 per layer per 2,000 3.4.3.6
sq-m laid. 3 min per
layer if less than
2,000 sq-m laid.
Compressive ASTM D-1633 1 per Soil Class 3.4.3.3
strength
Wetting and AASHTO T-135 1 per Soil Class For mix design.
Drying
Note :
a) Screening of Soil through one inch and No 4 sieves prior to mixing with cement.

KINGDOM OF CAMBODIA
Table 1.5 Lime Stabilised Base Course : (Item No. 3.5)

Frequency
Soil Classification AASHTO T-27 and T- 1 per Borrow Source 3.5.2.1
89 plus 1 per 1,000 cu-m
Mixture Moisture Density AASHTO T-134 1 per Soil Class. 3.5.3.1
Pulverisation Note (a) 1 per 300 m strip -
Field Density AASHTO T-191 5 per layer per 2,000 3.5.3.4
sq-m laid. 3 min per
layer if less than
2,000 sq-m laid.
Compressive ASTM D-1633 1 per Soil Class 3.5.3.1
strength
Wetting and AASHTO T-135 1 per Soil Class For mix design.
Drying

KINGDOM OF CAMBODIA
Table 1.6 Asphaltic Road Base and Surface Course Plant Mix : (Item No. 4.4, 4.5)

Frequency
Coarse Abrasion AASHTO T-96 3 per Source plus 4.4.3.1
Aggregate 1 per 5,000 cu-m
Sodium Sulphate AASHTO T-104 3 per Source plus
Soundness 1 per 5,000 cu-m
Stripping AASHTO T-182 3 per Source 4.5.3.3
Fractured faces Visual 3 per Source plus as 4.4.3.1
required based on
visual observation.
Flat and BS 812 3 per Source plus as 4.5.3.3
Elongated Particle required based on
visual observation.
Specific Gravity AASHTO -85 2 per Source for each For use in
size in Hot bins of preparation of
Asphalt Plant JMF
Fine Sand Equivalent AASHTO T-176 3 per Source plus as 4.4.3.2
Aggregate Or required based on
visual observation.
Plasticity Index AASHTO T-89 and T- 4.4.3.2
90
Specific Gravity AASHTO -84 2 per Source For use in
preparation of
JMF
Bitumen Specific Gravity AASHTO -228 2 per Shipment For use in
preparation of
JMF
Penetration AASHTO T-49 3 per week of plant 4.5.3.5
operation. Samples
taken from heating
tank at staggered
intervals.
Mixture Extraction AASHTO T-164 }
Gradation 130 }
Bulk Sp.Gr. AASHTO T-166 Method }
. B } 1 day’s production 4.5.4.2
Maximum Sp. Gr. AASHTO T-209 }
Air Voids AASHTO T-269 }
Voids Filled Computed Asphalt. }
W/Bitumen Inst.Procedure.
Mixture Thickness AASHTO T-230 1 per layer @100 m Note: (a, b, & c)
compacted average interval and as per Item
in place 4.5.4.1
Compaction AASHTO T-230 ASTM Minimum 5 cores per 4.5.4.1 (d)
D2950 day nor less than 1
core per 100t used
Notes:
a) Test locations selected at random.
b) Test locations shall be within the same area where truck load from which T-166/T-209
samples were taken, were deposited.

KINGDOM OF CAMBODIA
c) Average of 3 or more samples shall be equal to or greater than 98 percent with not one
value less than 95 percent based on laboratory compacted specimen (T-209).
Table 1.7 Concrete : (Item No. 5.1)

Frequency
Course Gradation AASHTO T-27 2 per Stockpile plus 5.1.3.4
Aggregate 1 per 1,000 cu-m
Unit Wt. AASHTO T-19 1 per Source plus For use in
1 per 1,000 cu-m preparation of
mix design
Specific Gravity AASHTO T-85 2 per Source plus For use in
1 per 500 cu-m preparation of
mix design
Absorption AASHTO T-85 1 per Source plus For use in
mix design
Abrasion AASHTO T-96 1 per Source plus 5.1.3.4
1 per 500 cu-m
Soundness AASHTO -104 1 per Source plus 5.1.3.4
1 per 500 cu-m
Deleterious AASHTO M-80 1 per Source plus 5.1.3.4
Substance 1 per 500 cu-m
Fine Gradation AASHTO M-6 2 per Stockpile plus 5.1.3.5
Aggregate 1 per 800 cu-m
Unit Wt. AASHTO T-19 1 per Source plus For use in
mix design
Specific Gravity AASHTO T-84 2 per Source plus For use in
mix design
Absorption AASHTO T-84 1 per Source plus For use in
mix design
Organic Impurities AASHTO T-21 1 per Source plus 5.1.3.5
1 per 800 cu-m
Soundness AASHTO -104 1 per Source plus 5.1.3.5
1 per 800 cu-m
Fineness AASHTO M-6 5.1.3.5
Deleterious AASHTO M-6 1 per Source plus 1 5.1.3.5
Substance per 800 cu-m
Petrographic - 1 per Source plus
1 per 800 cu-m
Cement Setting Time AASHTO T-131 1 per Lot or 1000 5.1.3.1
bags
Mortar Strength AASHTO T-132 1 per Lot or 1000 5.1.3.1
bags
Yield Test for AASHTO T-121 1 per Lot or 1000 5.1.3.1
Cement Content bags
Water Chemical Test AASHTO T-26 1 per source 5.1.3.2

KINGDOM OF CAMBODIA

Frequency
Fresh Compressive AASHTO T-22 1-3 batches: every 5.1.2.4 (d)
Concrete Strength batch
Other than 4-10 batches:
Class A 3 samples
11-20 batches:
4 samples
>20 batches:
No. batches/5
Slump AASHTO T-119 Every batch 5.1.2.4 (c )
Fresh Compressive AASHTO T-22 4 cylinders per 5.1.2.4 (d)

Concrete Strength 5 cu-m or part thereof
Class A (minimum)
Slump AASHTO T-119 Every batch 5.1.2.4 (c )
Table 1.8 Reinforcement : (Item No. 5.2)

Frequency
Reinforcing Tensile Strength AASHTO M 31M 1 Sample per 5.2.2.8
Bar 10 tonnes
Table 1.9 Prestressing Steel : (Item No. 5.4)

Frequency
Stressing Tensile Strength AASHTO M 204-82 1 Sample per 10 coils 5.4.2.10
Wire or less
Stressing Tensile Strength AASHTO M 275-79 1 Sample per 5.4.2.10
Bar 20 tonnes production
Stressing Tensile Strength AASHTO M203-83 1 sample per 5.4.2.10
Strand 20 tonnes production
1.11.8 ALLOWABLE T OLERANCES
1.11.8.1 Roadworks
a) Thickness of Pavement Layers - The average of thickness of any pavement layer measured at
five points in any length of 100 m shall not be less than 100 % nor more than 120 % of the
thickness specified or ordered by the Engineer. In addition the thickness of any pavement
layer measured at any point shall not be less than 98 % nor more than 125 % of the thickness
specified or ordered by the Engineer.
b) Surface Regularity - The surface regularity of pavement layers and the formation shall be tested
at points decided by the Engineer with a rigid, steel straightedge 3 m long placed parallel to or
at right angles to the centreline of the road. The maximum allowable deviation of the surface
below the straightedge shall be as given in Table 1.8.1.

KINGDOM OF CAMBODIA
In addition the longitudinal slope or transverse crossfall shall not deviate from that shown on the
Drawings by more than the tolerances shown in Table 1.8.1.
c) Shoulders - Shoulders shall be constructed to the same thickness, level and surface regularity
requirements as for the adjacent pavement layers.
The above tolerance are summarised in the Table 1.10 following:
Table 1.10: Tolerances on Earthworks, Pavement and Bituminous Courses
Description 3m Straight- Cross-fall (%) Longitudinal Grade

edge(mm) in 30m (%)
Sub-grade 20 + 0.5 + 0.1
(Granular or
Stabilised)
Subbase 10 + 0.5 + 0.1
(Granular or
Stabilised)
Basecourse 6 + 0.25 + 0.1
(Granular or
Stabilised)
Asphaltic Base 6 + 0.25 + 0.1
Course
Asphaltic Wearing 6 + 0.25 + 0.1
Course
f) Cutting and Embankment Slopes - In the final trimmed slope of cuttings a tolerance of + 0.25
will be permitted, i.e. if a slope of 1 in 2 is specified, the acceptable slope shall not be greater
than 1 in 2 nor less than 1 in 2.25.
In the final trimmed slopes of embankments, a tolerance of +0.25 will be permitted, i.e. if the
specified slope is 1 in 2, the acceptable slope shall not be greater than 1 in 2 nor less than
1 in 2.25.
g) Width of Cuttings and Embankments - The tolerance permitted in the width of the bottom of
cuttings shall be 200 mm between the centreline of the road and the toe of the cutting slope.
The width of embankments measured as the horizontal distance from the centreline of the road
to the top of the embankment shall not be less than that shown on the Drawings or more than
that shown on the Drawings plus 0.25 m.
h) Depth of Side Drains - The depth of side drains measured as the vertical height difference from
the centreline of the finished pavement and the invert of the side drain shall not be less than
that shown on the Drawings nor more than that shown on the Drawings plus 0.15 m.
1.11.8.2 Structures
a) Concrete Works - The construction tolerances for concrete works are as specified in sub-
clause 5.1.5.16 of these Specifications
b) Reinforcement - The tolerances on the manufacture and supply of reinforcing steel are
determined against theoretical weights and are as indicated in Table 1.11 below.

KINGDOM OF CAMBODIA
Reinforcing bars are evaluated on the basis of nominal weights. In no case shall the over-
weight of any bar or lot of bars be the cause of rejection
The term “Lot” means all bars of the same nominal weight per linear meter contained in an
individual shipping release or shipping order
Table 1.11 Reinforcement : (As Per AASHTO M-31)
Diameter of Bars Lot under Individual Bar under

All 3.5 % 6%
c) Reinforced Concrete Pipes - The tolerances on the manufacture and supply of reinforced
concrete pipe culverts are as specified in sub-clause 5.1.2.3.
Pipe having localised variations in wall thickness exceeding those specified shall be accepted
if the three-edge bearing strength and minimum steel cover requirements are met.
Pipes having variations in the position of the reinforcement exceeding those specified above
shall be accepted if the three-edge bearing strength requirements on a representative sample
are met and minimum steel cover requirements are met.
1.11.9 RECTIFICATION OF EARTHWORKS AND PAVEMENT COURSES OUTSIDE OF

ALLOWABLE T OLERANCES
Where any tolerances in Sub-clause 1.11.8 are exceeded, the Contractor shall determine the
full extent of the area which is out of tolerance and shall make good the surface of the
pavement course, earthworks or formation in the manner described below.
1.11.9.1 Earthworks
Where a cutting slope is steeper, and an embankment slope is slacker, than the specified
slope then the slope shall be trimmed to the specified slope. Where a cutting slope is slacker
and an embankment slope is steeper, than the specified slope then the slope shall be benched
and fill material placed and compacted and the slope shall be trimmed all in accordance with
the requirements of Section 2.6 of these Specifications.
Where the width of a cutting is less than, and the width of an embankment more than, the
specified width then the cutting or embankment shall be trimmed to the specified width.
Where the width of a cutting is more than, and the width of an embankment is less than, the
specified width then the embankment or cutting shall be benched and fill material placed and
compacted and the slopes shall be trimmed all in accordance with the requirements of Section
2.6 of these Specifications.
Where the depth of a side drain is less than that specified the side drain shall be trimmed to
the specified depth. Where the depth of a side drain is more than specified the side drain shall
be backfilled with fill material compacted to a dry density of at least 95 % MDD (AASHTO T
180) up to the specified depth.
Where the results of the construction control tests are less than that specified the full depth of
the layer shall be reworked to specification. The area treated shall be the whole section
submitted for approval or, following a retest, a length of at least 50 m both sides of each test
and retest failure or such area to be determined by the Engineer as necessary to obtain
compliance with these Specifications.

KINGDOM OF CAMBODIA
1.11.9.2 Subgrade
Where the levels or widths are out of tolerance then the full depth of the layer shall be reworked
to specification. The area treated shall be at least 12.5 m long and 3 m wide or such area to
be determined by the Engineer as necessary to obtain compliance with these Specifications.
Where the results of the construction control tests are less than that specified the full depth of
the layer shall be reworked to specification. The area rteated shall be the whole section
submitted for approval or following a retest a length of at least 50 m both sides of each test and
retest, failure.
1.11.9.3 Base and Subbase

Where these consist of unbound (i.e. natural or graded stone) material the full depth of the
material shall be removed from the pavement and replaced to specification. The area treated
shall be at least 30 m long and 3 m wide or such area to the determined by the Engineer as
necessary to obtain compliance with these Specifications.
Where the courses consist of cement or lime treated material or lean concrete the full depth of
the layer shall be removed from the pavement and replaced to specification. The area treated
shall be at least 5 m long and the full width of the paving laid in one operation. If areas are
corrected within 7 days of laying, no construction traffic or compaction plant shall use the
surrounding satisfactory areas.
For bituminous bases the full depth of layer shall be removed and replaced with fresh material
laid and compacted to specification. Any area so treated shall be at least 5 m long and the full
width of the paving laid in one operation.
Where the results of the construction control tests for any of the base or subbase materials are
less than that specified the full depth of the layer shall be removed and replaced to
specification. The area treated shall be the whole section submitted for approval or, following a
retest, a length of at least 50 m both sides of each test and retest failure or such area to be
determined by the Engineer as necessary to obtain compliance with these Specifications.
1.11.9.4 Wearing Course

These shall have the full depth of the layer removed and replaced with fresh material laid and
compacted to specification. The area rectified shall be the full width of the paving laid in one
operation and at least 15 m long.
Where the results of the construction control tests for the wearing course are less than that
specified the full depth of the layer shall be removed and replaced to specification. The area
treated shall be the whole section submitted for approval or, following a retest, a length of at
least 50 m both sides of each test and retest failure or such area to be determined by the
Engineer as necessary to obtain compliance with these Specifications.

No additional measurement of payment will be made for the rework or replacement of any
section of the Works that has been determined not to conform to the applicable tolerances for
quality or quality as detailed in these Specifications.
The Contractor shall be deemed to have allowed in his general rates and prices for the cost of
complying with the requirements of Section 1.11 of these Specifications.

KINGDOM OF CAMBODIA
Notwithstanding the provisions of Clauses 1.11.8 and 1.11.9 of these Specifications,

measurement and payment for earthworks and pavement works shall be made on the basis of
the net cross-section ordered by the Engineer and no additional payment shall be made in
respect of variation within or without the specified tolerances.

KINGDOM OF CAMBODIA

AND TRANSPORT
Section 2
Earthworks and Allied Activities
KINGDOM OF CAMBODIA
CONTENTS
2 EARTHWORKS AND ALLIED ACTIVITIES 4
2.1 CLEARING AND GRUBBING ................................................................................ 4

2.1.1 Description .......................................................................................................................................................4
2.1.2 General Requirements.................................................................................................................................4
2.1.2.1 Preservation of Property .......................................................................................................................4
2.1.3 Construction Requirements ........................................................................................................................5
2.1.3.1 General ........................................................................................................................................................5
2.1.3.2 Clearing.......................................................................................................................................................5
2.1.3.3 Grubbing .....................................................................................................................................................5
2.1.3.4 Ownership of Timber..............................................................................................................................6
2.1.3.5 Disposal of Cleared Material ...............................................................................................................6
2.1.4 Measurement ..................................................................................................................................................6
2.1.5 Payment............................................................................................................................................................7
2.2 ROADWAY EXCAVATION.....................................................................................8

2.2.1 Description .......................................................................................................................................................8
2.2.2 Materials Requirements ...............................................................................................................................8
2.2.2.1 Classification and Selection .................................................................................................................8
2.2.2.2 Rock Excavation ......................................................................................................................................9
2.2.2.3 Common Excavation ..............................................................................................................................9
2.2.2.4 Unsuitable Materials ...............................................................................................................................9
2.2.2.5 Suitable Materials ................................................................................................................................. 10
2.2.2.6 Structural Excavation .......................................................................................................................... 10
2.2.3 Construction Requirements ..................................................................................................................... 10
2.2.4 Measurement............................................................................................................................................... 11
2.2.5 Payment......................................................................................................................................................... 12
2.3 BORROW .............................................................................................................. 13

2.3.1 Description .................................................................................................................................................... 13
2.3.2 General Requirements.............................................................................................................................. 13
2.3.2.1 Borrow Pits outside the Right of Way, indicated in the Contract Documents.................. 13
2.3.2.2 Borrow Pits outside the Right of Way not indicated in the Contract Documents. .......... 13
2.3.2.3 Safety and Public Health Requirements ....................................................................................... 13
2.3.2.4 Siting of Borrow Pits ............................................................................................................................ 14
2.3.3.1 Site Clearance and Removal of Topsoil and Overburden ...................................................... 14
2.3.3.2 Mixing, Selecting and Stockpiling of Materials ........................................................................... 14
2.3.3.3 Reinstatement of Borrow Pits ........................................................................................................... 14
2.3.4 Measurement ............................................................................................................................................... 15
2.3.5 Payment......................................................................................................................................................... 15
2.4 CHANNEL EXCAVATION .................................................................................... 16
S ECTION 2 - EARTHWORKS AND Allied Activities Contents Page 2 - 32

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2.4.1 Description .................................................................................................................................................... 16

2.4.2 Materials Requirements ............................................................................................................................ 16
2.4.4 Measurement ............................................................................................................................................... 16
2.4.5 Payment......................................................................................................................................................... 16
2.5 STRUCTURAL EXCAVATION AND BACKFILL................................................. 18

2.5.1 Description .................................................................................................................................................... 18
2.5.2.1 Foundation Fill Material ...................................................................................................................... 18
2.5.2.2 Concrete for Foundation Fill ............................................................................................................. 18
2.5.2.3 Backfill Material ..................................................................................................................................... 18
2.5.2.4 Classification of Excavation .............................................................................................................. 18
2.5.3.1 Clearing.................................................................................................................................................... 18
2.5.3.2 Excavation............................................................................................................................................... 19
2.5.3.3 Disposal of Excavated material ....................................................................................................... 19
2.5.3.4 Cofferdams and Caissons ................................................................................................................. 20
2.5.3.5 Pumping and Bailing............................................................................................................................ 21
2.5.3.6 Backfilling ................................................................................................................................................ 21
2.5.4 Measurement ............................................................................................................................................... 22
2.5.4.1 General ..................................................................................................................................................... 22
2.5.4.2 Structural Excavation .......................................................................................................................... 22
2.5.4.3 Structural Backfill.................................................................................................................................. 23
2.5.5 Payment......................................................................................................................................................... 23
2.6 EMBANKMENT ..................................................................................................... 25

2.6.1 Description .................................................................................................................................................... 25
2.6.2 Materials......................................................................................................................................................... 25
2.6.3.1 Preparation of Foundation for Embankment............................................................................... 26
2.6.3.2 Placing Embankment .......................................................................................................................... 26
2.6.3.3 Compaction of Embankments Other Than Rock Embankments ......................................... 28
2.6.3.4 Compaction of Rock Embankment................................................................................................. 29
2.6.3.5 Preparation of Subgrade Surface ................................................................................................... 29
2.6.3.6 Compaction and Trimming of Slopes ............................................................................................ 29
2.6.3.7 Proof rolling............................................................................................................................................. 30
2.6.4 Measurement ............................................................................................................................................... 30
2.6.4.1 Measurement of Embankment......................................................................................................... 30
2.6.4.2 Measurement of Fill Outside Limits of Earthworks ................................................................... 31
2.6.5 Payment......................................................................................................................................................... 31
2.7 REMOVAL OF EXISTING STRUCTURES........................................................... 32

2.7.1 Description .................................................................................................................................................... 32
2.7.3 Measurement and Payment.................................................................................................................... 32
S ECTION 2 - EARTHWORKS AND Allied Activities Contents Page 3 - 32

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2 EARTHWORKS AND ALLIED ACTIVITIES
2.1 CLEARING AND GRUBBING

2.1.1 DESCRIPTION
This work shall consist of all clearing and grubbing necessary for the performance of the
work covered by the Contract in accordance with these Specifications.
The clearing and grubbing shall consist of clearing the designated areas of all trees, down
timber, snags, vegetation, rubbish and objectionable material and shall include grubbing
stumps and roots and reusing or disposing of all material resulting from the clearing or
grubbing. It shall also include the demolition removal and disposal of structures that obtrude
into or encroach upon or obstruct the work, except where provided for otherwise.
Disposal of debris and foundations remaining after removal of houses or other structures is
also considered to be included in the unit rates for clearing and grubbing and no further
payment will be made under this section.
Also included in this work shall be the removal of loose pavement material, road signs, right-
of-way markers, kilometre stones, guide posts and all other incidentals within the limits of
construction. These items shall be removed, if so instructed by the Engineer, outside of the
construction limits but within the proposed right-of-way. The Contractor shall exercise care
so as not to damage these incidental items during the removal operation. All signs, markers
and incidentals removed from the project shall be stacked in neat piles so they may be
collected by the Employer and will become the property of the Employer.
2.1.2 G ENERAL REQUIREMENTS
2.1.2.1 Preservation of Property

Attention is directed to the Contractor’s obligations under law and under this Contract with
regard to damage, particularly with regard to protection of property, forest, and landscape
and to responsibility for damage claims.
Existing highways, improvements, facilities, adjacent property, utilities, services, and trees
and plants designated for preservation shall be protected from injury or damage which could
result from the Contractor’s operations.
In order to reduce the risk of erosion no topsoil shall be removed from the areas outside the
limits of earthworks. Any topsoil outside these limits, which is inadvertently removed during
clearing and grubbing operations or otherwise, shall immediately be replaced by the
Contractor at his own expense.
Trees outside the construction width but within the proposed right-of-way having a trunk girth
of more than 450 mm at a point 600 mm above the ground shall not be cut down without the
prior approval of the Engineer. Those trees that are not to be removed shall be protected
from injury or damage resulting from Contractor’s operations.
S ECTION 2 - EARTHWORKS AND Allied Activities 2.1 Clearing and Grub bing Page 4 - 32
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2.1.3 CONSTRUCTION REQUIREMENTS
2.1.3.1 General
Clearing and grubbing shall be performed on the areas designated by staking or on the
Drawings or in the Special Provisions. If no areas are designated on the Drawings or in the
Special Provisions, the areas to be cleared and grubbed will be as directed by the Engineer.
Areas to be cleared and grubbed shall not normally include areas occupied by existing
roadworks, but may, at the specific instruction of the Engineer, include areas occupied by cut
slopes, embankment slopes and existing drainage features.
2.1.3.2 Clearing
Clearing shall consist of the removal and disposal of everything above ground level including
overhanging branches except those things the Engineer directs are to be left undisturbed.
The material to be cleared shall include but not necessarily be limited to trees, stumps, logs,
brush, undergrowth, grass, crops, loose vegetable matter, structures (other than those
structures where removal or clearance is separately specified and measured).
Outside the limits of the earthworks, and under embankments trees and stumps more than
1.5 metres in height shall be cut to a level not more than 300 mm above ground level and not
less than 450 mm below the embankment slopes and everything else to ground level.
In cut areas clearing shall include the removal of stumps and roots exceeding 80 mm in
diameter, to a depth of 450 mm below the finished surface except that in rounding areas at
the tops of cut slopes they may be cut flush.
2.1.3.3 Grubbing
Grubbing shall be carried out on the area of embankment foundations where the
embankment height is less than 1.5 metres. Grubbing shall consist of the removal and
disposal of topsoil, stumps, roots, etc., to a depth of at least 150 mm below ground level and
at least 450 mm below the bottom of the lowest subbase or base course of the road
pavement.
Materials thus removed may be used as topsoil for slope protection if they, in the opinion of
the Engineer, are suitable for this. If so, they will be measured and paid for in accordance
with Section 6.7 of these Specifications, but removal and replacement of such material shall
be considered incidental to clearing and grubbing and will not be measured for payment.
Materials not used as topsoil shall be disposed of at locations as directed by the Engineer.
Materials under original ground level within embankment areas which are removed during
the operation of the clearing and grubbing, shall be replaced by acceptable fill materials
which shall be compacted to the dens ity prescribed for layers at the depths concerned below
subgrade. Such removal and replacement of materials is considered incidental to the Works
of clearing and grubbing and will not be measured for payment, except in cases where the
Engineer has issued a written instruction to the effect that materials deemed unsuitable by
him shall be removed to depths greater than 150 mm from the original ground level, as
shown on the checked cross-section sheets. All unsuitable materials shall be wasted and
respread at locations specified and in a neat and orderly way as agreed by the Engineer.
Where existing embankment is to be raised or widened, all vegetation and topsoil shall
similarly be completely removed from shoulders, slopes and ground under the widening
before the operations of actual widening can be commenced.
Where roadway excavations are to be made, and where ditches, streams and rivers, are to
be diverted, all vegetation, roots stumps and the like shall be completely removed and
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placed outside the excavation area concerned before the excavation works can be
commenced.
At all remaining areas inside the right-of-way, the works of clearing and grubbing shall,
unless otherwise instructed by the Engineer, include the levelling of obsolete dykes, terraces
and ditches, the neat and complete removal of all remnants from structures and buildings,
roots, stumps, untidy vegetation, rubbish, garbage and the like, to such an extent that these
matters will not, in the opinion of the Engineer, obstruct future maintenance.
2.1.3.4 Ownership of Timber

The Contractor shall have the right to use unsaleable timber (or saleable timber when
permission is granted in writing by the appropriate Government agency or authority) for his
own purposes in connection with the Contract always provided that he has ascertained and
complied with the requirements of the appropriate Government agencies or authority.
2.1.3.5 Disposal of Cleared Material

Saleable timber shall be neatly stored in an approved accessible place within or near the
right of way as directed and shall be trimmed and stacked in accordance with the
requirements of the appropriate Government agency.
All other timber except timber to be used and all brush, stumps, roots, logs, and other
vegetation from the clearing and from the grubbing operations shall be granulated and
composted for reuse on the embankment slopes, provided that, when permitted in writing by
the authority having jurisdiction over the area through which the highway is being
constructed, large stumps may be disposed of without granulating or composting at locations
out of sight of the roadway.
Likewise, large stumps may, with the Engineer’s approval, be disposed of without
granulating and composting out of sight of the roadway on private land. In such cases the
Contractor will be solely responsible for making the necessary agreements and paying
expenses and claims arising from the use of private land.
The Contractor shall pile all material which is to be granulated and composted outside the
slope lines and shall process and stockpile such material for subsequent reuse on the slopes
at a time when appropriate.
All fences, buildings, structures, and encumbrances of any character, except those to be
removed by others, upon or within the limits of the right of way, shall be removed by the
Contractor and carefully placed on the abutting property or otherwise disposed of as
indicated on the drawings or as directed by the Engineer. Materials so removed, including
any existing drain or culvert pipes which the Engineer may order salvaged, shall be carefully
removed and shall be the property of the Government.
The roadway and adjacent areas shall be left with a neat and finished appearance. No
accumulation of inflammable material shall remain on or adjacent to the right of way.
2.1.4 M EASUREMENT
Clearing and grubbing will be paid for together as one item measured in plan (ie horizontally)
on a per square metre basis. Neither the work of clearing nor grubbing disposal sites,
material sites, nor imported borrow pit sites shall be paid for when such sites are outside the
areas designated for clearing and grubbing and the Contractor is permitted to exercise his
own option as to whether he elects to use such disposal sites or borrow pit sites. All areas to
be measured for payment shall have been approved by the Engineer prior to Clearing and
Grubbing operations.
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Ditches, streams, ponds and depressions in the embankment areas shall be properly cleared
prior to being measured for payment of embankment quantities to be filled in. Material for
such fill shall be placed and compacted to the requirements as specified in Section 2.6 of
these Specifications and payment will be made as embankment fill.
2.1.5 Payment
This work, measured as provided above, shall be paid for at the Contract unit price per
square metre for Clearing and Grubbing, which price shall be full compensation for furnishing
all labour, materials, tools, equipment and incidentals necessary to do the work as well as
the processing, removal, transport and satisfactory reuse or disposal of all resulting materials
in accordance with these Specifications or at the direction of the Engineer.
Payment will be as follows:
Item Ref Description Unit of Measurement
2.1(1) Clearing and Grubbing Square metre
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2.2 ROADWAY EXCAVATION

2.2.1 DESCRIPTION
The work shall consist of all the required excavation within the limits of the right of way
except excavation otherwise defined; the removal, hauling and proper utilisation or disposal
of all excavated materials and shaping of excavation and preparation of exposed surfaces of
excavation on the entire length of the roadway and approaches, in accordance with these
Specifications and the lines, levels, grades, dimensions and cross sections shown on the
Drawings and as required by the Engineer.
Roadway excavation shall include the following:-

a. All excavated material indicated on the Drawings within the faces of the cross
sections, excavation of all materials for approach roads, streets, intersections, gutters,
ditches, berm ditches, drains and flumes.
b. All topsoil required to be salvaged within the limits of the highway in accordance with
Section 6.7 Topsoil, except under embankment, which is included under Section 2.1
Clearing and Grubbing.
c. The removal and disposal of existing surfacing, side walks, curb or curb and gutter
within the limits of construction.
d. The demolition removal and disposal of all foundations, foundation walls, basement or
ground level floors, timber, rubble, masonry pipe, pipe structures and pipe culverts
and box culverts within the limits of construction and not included within the limits
defined for clearing and grubbing under Section 2.1, and not otherwise provided for in
the Contract.
e. Excavation for removal of slides, breakages and cave-ins.
f. Excavation for stream and channel changes except where covered under Section 2.4
Channel Excavation.
g. Excavation required in cuts or under embankments below the lowest normal limit of
excavation indicated on the Drawings or below ground line, for the removal of
unsuitable material, and below the ground line under embankments where benching is
required, or as otherwise directed.
Roadway excavation shall include the removal, hauling and proper utilisation or disposal of
all excavated materials, the shaping of excavation and the preparation of exposed surfaces
of excavation on the entire length of roadway and approaches, in accordance with these
Specifications and the lines, levels, grades, dimensions and cross sections shown on the
Drawings and as directed by the Engineer.
In addition to the requirements of this clause, roadway excavation shall also include all ditch
and temporary channel excavation, unless specifically stated elsewhere in the Contract.
2.2.2 M ATERIALS REQUIREMENTS
2.2.2.1 Classification and Selection

Excavation shall be classified according to the definitions given below for common or rock.
Rock excavation shall consist of igneous, metamorphic and sedimentary rock which cannot
be excavated without blasting or the use of rippers, and all boulders or other detached
stones each having a volume of 0.75 cubic metres or more as determined by the physical
measurements or visually by the Engineer.
S ECTION 2 - EARTHWORKS AND Allied Activities 2.2 Roadway Excavation Page 8 - 32

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2.2.2.2 Rock Excavation

Roadway Excavation classified as Rock Excavation shall include all materials to be
excavated which conform to the following definition:
Rock material shall be material which cannot be ripped to an average depth of rip
greater than 300 mm by a track type crawler tractor complying with the following:
(i) in good order complete with all equipment and accessories as supplied;
(ii) rated 300 BHP flywheel power or over at 2,000 rpm;
(iii) with an operating weight of not less than 37.2 tonnes;
(iv) equipped with a hydraulically operated single tine ripper compatible with the
tractor used; and
(v) operated by a qualified operator in accordance with the manufacturer’s
recommendations and to the satisfaction of the Engineer.
In cases where it is impractical to prove rock material by the above method then rock
material shall be defined as material which can be excavated only after blasting with
explosives or barring and wedging or the use of a mechanical breaker fitted with a
rock point in good condition and operated correctly.
If all of these methods of defining rock material prove to be impractical then the quantity of
rock material, if any, shall be determined by the Engineer.
Where excavation contains individual boulders of rock material greater then 0.3 cu-m each in
volume then such boulders shall be classified as rock material.
2.2.2.3 Common Excavation

Roadway excavation classified as common shall include all roadway excavation except that
classified as rock.
2.2.2.4 Unsuitable Materials

Material encountered in cut areas and in the foundation of the embankment that is unsuitable
for the planned use shall be excavated and disposed of as directed by the Engineer. Backfill
as necessary shall be with approved material.
Normally, highly organic clays and silts, peat, soils containing large amounts of roots, grass
and other vegetable matter are considered to be unsuitable.
Materials that are soft or unstable merely because they are too wet or dry are not to be
classified as unsuitable unless otherwise directed by the Engineer.
Materials below the natural ground surface in embankment areas, basement material below
the grading plane in excavation areas, material obtained from excavation of ditches and
temporary channel excavation, and material from any other excavations within the limits of
earthworks that is unsuitable for the planned use, shall be excavated and disposed of as
directed by the Engineer.
The disposal of unsuitable material may include, but not necessarily be limited to, the
following:
a) Use for filling-in ditches and channels not required in the Works outside of the
earthwork limits.
b) Filling-in holes, depressions, ponds, etc. outside of the earthwork limits.

KINGDOM OF CAMBODIA
c) Spread evenly in layers which shall not exceed 300 mm at locations where so directed
by the Engineer
d) Removal and haulage to disposal sites outside of the right-of-way.
The Contractor shall take all necessary precautions to prevent any interference with natural
drainage or irrigation flow during the operation of disposing of unsuitable material.
In sections of roads requiring pavement overlay or rehabilitation, soft spots or failed areas
may be encountered which will require localised excavation down to firm material below
original subgrade level. The excavation shall be squared off with neat, straight sides in order
to facilitate compaction of replacement materials. Replacement material shall be either
Selected Subgrade Material, or Subbase Material up to original subgrade level, which
material shall be included in and paid for under Item No. 2.6. Embankment. The replacement
materials above original subgrade will be determined by the Engineer and will be paid for
under other applicable subbase and base course and/or pavement items as specified
elsewhere in these Specifications.
All unsuitable material removed from below the natural ground surface and under or in an
existing road shall be measured and paid for, except where grubbing is performed under
Sub-Clause 2.1.3.3, in which case the top 150 mm of unsuitable materials removed from
below the natural ground surface shall be considered incidental to clearing and grubbing and
will not be measured for payment. The Engineer shall specify the levels to which unsuitable
materials are to be excavated.
2.2.2.5 Suitable Materials

All materials from roadway excavation shall be used in embankment if the materials can
meet the requirements as specified in these Specifications.
If the materials derived from authorised roadway excavation contain good quality material
which meets requirements for selected materials or subbase, the Contractor may, if he
chooses to do so, remove and stockpile this material during excavation operations for use
later in the Contract. Material used in this manner and with the approval of the Engineer will
be paid for under the respective items for selected materials and/or subbase material as
provided for in these Specifications. Care must be taken by the Contractor not to
contaminate reusable materials which may disqualify them for the intended purpose.
2.2.2.6 Structural Excavation

The description, method of measurement and payment for this item shall conform to the
requirements of Item 2.5.

All roadway excavation and embankment construction shall be performed as specified herein
and in Section 2.6 Embankment, and the completed roadway shall conform to the required
alignment, levels, grades, cross sections and to the tolerances specified in Clause 1.11.8 of
these Specifications.
Unless otherwise indicated on plans, excavation in solid rock shall extend 200 mm below the
required subgrade elevation for the entire roadway width and shall be backfilled with suitable
materials as indicated on the Drawings or as directed by the Engineer.
Where provided for on the Drawings, topsoil encountered in excavation shall be removed to
such a depth as the Engineer may direct. The topsoil shall be removed and stored in piles at
locations designated by the Engineer in accordance with the requirement of Section 6.7
Topsoil.

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All suitable excavated materials shall be used in so far as practicable in constructing the
roadway. Unsuitable material and required roadway excavation in excess of that needed for
construction shall be known as waste. The engineer will designate certain areas within the
right-of-way at which locations material may be disposed. Disposal of waste outside areas
designated by the Engineer shall be the sole financial and legal responsibility of the
Contractor.
The waste shall be disposed of in such manner as to present a neat appearance and not to
obstruct drainage from any highway nor to cause injury to highway Works or property.
Unsuitable material shall be excavated below subgrade level in cut and below embankment
foundation level to the depth shown on the Drawings or directed by the Engineer. Where
unsuitable material is excavated below the normal subgrade level or below embankment
foundations or for benching under embankments the excavation shall be backfilled with
suitable material and in a manner that conforms with the Section 2.6 Embankment.
All slopes shall be finished in a neat and workmanlike manner and in accordance with the
tolerances specified in Clause 1.11.8 of these Specifications. Care shall be taken that no
material is loosened below the required slopes. Breakages and slides shall be removed and
disposed of as directed.
In cut areas, the top of the subgrade on which selected material or subbase or shoulder is to
be placed shall be processed as necessary and compacted to a minimum depth of 150 mm
or to such greater depth as may be instructed by the Engineer, to not less than 95% of the
maximum dry density of the material as determined by AASHTO Test Method T 180. This
work shall not be measured for payment but will be considered to be included in the unit
price for roadway excavation.
The surface of the finished subgrade shall be neat and workmanlike and constructed to the
tolerances specified in Clause 1.11.8 of these Specifications.
If the Contractor elects to obtain material by widening cuts he shall first request permission in
writing from the Engineer and if written permission is granted widening of cuts will be
permitted within the limits indicated, but not beyond the limits of the right of way. Such
material shall be classified as borrow and will not be paid for. If widening of cuts is carried
out on a written order of the Engineer the cut shall be measured and paid for as Roadway
Excavation.
2.2.4 M EASUREMENT
All required, completed and accepted roadway excavation shall be measured in its original
position and the volume determined in cubic metres by the average end area method as
computed from the original and final cross sections to the dimensions instructed taken at
20 metre intervals or closer if so directed by the Engineer.
Measurement of rock excavated below subgrade level as required in Clause 2.2.3 of these
Specifications shall be computed on the basis of excavation to the specified minimum depth
below subgrade level only and no overbreak shall be included. Interim payment may be
made on measured volumes of required excavation actually executed, before final shaping,
provided the Contractor’s intention to complete the work is clear.
Measured Roadway Excavation shall include excavation for removal of slides, breakages
and cave -ins except where caused by carelessness or improper methods by the Contractor.
The Contractor shall schedule his work so that the Engineer may make adequate field
surveys to determine the classification of roadway excavation being removed. The

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Contractor shall notify the Engineer at least 24 hours in advance of the need for survey
measurement.
Excavation of temporary channel relocations at drainage structures, shall not be measured

for payment. All temporary channel excavation shall be backfilled to the satisfaction of the
Engineer upon completion of the drainage structure.
Measurement for relatively small volumes of Soft Spot Excavation and Replacement may be
measured by the three dimensional method in the presence of an authorised representative
of the Engineer.
All unsuitable material removed from below the natural ground surface and under or in an
existing road shall be measured and paid for, except where Grubbing is performed under
sub-clause 2.1.3.3 of these Specifications, in which case the top 150 mm. of unsuitable
material from below the natural ground surface shall be considered incidental to clearing and
grubbing and will not be measured for payment. The Engineer shall specify the levels to
which unsuitable materials are to be excavated.
2.2.5 Payment
The quantities of roadway excavation measured as specified above will be paid for at the
contract unit prices per cubic metre for the various types as detailed below. Such prices shall
include excavating, removal, haulage and satisfactory disposal of all roadway excavation, for
shaping, dressing and completion of all surfaces and for furnishing all labour, materials,
tools, equipment and incidentals to complete the work.
The above prices and payment shall be full compensation for all work involved in performing
the roadway excavation completely as shown on the plans and specified in these
Specifications and as directed by the Engineer.
Payment will be as follows:
2.2(1) Roadway Excavation, Common Cubic metre

2.2(2) Roadway Excavation, Unsuitable Cubic metre
2.2(3) Roadway Excavation, Rock Cubic metre

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2.3 BORROW
2.3.1 DESCRIPTION
This work shall consist of the clearing and stripping of borrow pits, the excavating and
hauling of materials obtained from approved sources using the material from borrow pits for
constructing embankment, back fill, subgrade, shoulders and other parts of the work as
required by the Contract or as directed by the Engineer.
This section applies to borrow pits outside the right of way. Borrow may also be obtained by
widening cuts, widening ditches or by excavating from other sources outside the planned or
authorised cross section within the right-of-way or slope easements and within the limits of
the project, at locations designated and approved by the Engineer in writing.
2.3.2.1 Borrow Pits outside the Right of Way, indicated in the Contract Documents.
If the Employer acquires or intends to acquire borrow pits outside the right of way for the
purposes of the Contract such intention will be clearly stated in the Special Provisions and
their locations will be indicated in the Contract Documents. Unless otherwise provided, the
Contractor will not be required to pay royalties on material removed from these borrow pits
for the purposes of the Contract, nor acquisition costs.
2.3.2.2 Borrow Pits outside the Right of Way not indicated in the Contract Documents.
The Contractor may open borrow pits outside the right of way other than those specifically
provided by the Employer under Sub-clause 2.3.2.1, and in such cases the Contractor shall
be fully and solely responsible for all expenses incurred and any legal consequences.
2.3.2.3 Safety and Public Health Requirements

The Contractor shall comply with local laws and regulations regarding public health and
safety in respect for the operation of borrow pits and quarries, and in the absence of, or in
addition to such laws and regulations, shall comply with the following conditions :
a) All areas being worked shall be drained and kept drained. Where a quarry or borrow
pit has been excavated so that it will not drain naturally, it shall be kept pumped dry
while being used.
b) The Contractor shall confine his operations solely to the areas provided or acquired by
the Contractor and shall demarcate the boundary of the area and erect temporary or
permanent fencing as instructed by the Engineer.
c) Where the height of any face exceeds 1 metre, the Contractor shall provide, erect and
maintain at is own expense stock-proof fencing and gates to prevent unauthorised
access to the top of the working face.
d) On completion of work all faces shall be neatly trimmed to a slope flatter then 1 in 4.
Where this is impracticable or where he
t working face is to be left exposed, the edge
shall be permanently fenced, as instructed by the Engineer, and measurement and
payment for such fencing shall be in accordance with the requirements of Section 7.3
of these Specifications.
e) On completion of work temporary fences and all temporary structures shall be
demolished and removed, and the site topsoiled and left neat and tidy.
S ECTION 2 - EARTHWORKS AND Allied Activities 2.3 Borrow Page 13 - 32

KINGDOM OF CAMBODIA
2.3.2.4 Siting of Borrow Pits

Where borrow pits are to be opened in an area to provide a dam, fish pond or for any other
use for the local residents of the area and after removal of the agreed quantities of materials,
the size and location of the borrow pits should be such that they suit the local requirements
and are to be approved by the Engineer.
2.3.3.1 Site Clearance and Removal of Topsoil and Overburden

Unless otherwise instructed by the Engineer, the Contractor shall clear the sites of all borrow
pits and quarries in accordance with the requirements of Section 2.1, Clearing & Grubbing,
of these Specifications, but measurement shall be in accordance with this section of these
Specifications.
All existing fences, trees, hedges and other features which the Engineer instructs shall not
be removed or otherwise dealt with shall be protected in accordance with ht e requirements
of Section 2.1, Clearing & Grubbing, of these Specifications.
Unless otherwise directed by the Engineer, the Contractor shall remove topsoil and/or
overburden from borrow pits and quarries. The Engineer shall direct whether topsoil shall be
stripped and stockpiled separately or shall be excavated and spoiled together with the
overburden. If suitable the Engineer may direct that overburden be used in the Works.
2.3.3.2 Mixing, Selecting and Stockpiling of Materials

The Contractor may be required to mix the materials selected from borrow pits by bulldozing
into stockpiles and/or by face loading by shovel. The stockpiles shall be formed at least six
weeks before intended use for materials which are to be treated and at least three weeks
before intended use for materials which are not to be treated.
The Contract shall stockpile all materials on a horizontal layer basis using a blade machine
and all materials excavated shall be thoroughly mixed before loading into trucks. The direct
winning and loading of materials by selective backhoe excavation is not permitted unless the
material is to be mixed prior to its use in the Works.
The Contractor shall ensure that oversize material, clay, humus or other inferior material
encountered in the workings is separated from the materials proposed for use in the Works
and such inferior material shall be removed to spoil.
A separate stockpile shall be used for each type and grading of material.
When removing material from stockpiles, none of the underlying material shall be mixed with
it, and generally at least the bottom 100 mm shall be left behind.
Should any stockpiles prove surplus to requirements the Contractor shall spread the material
over the area of the borrow pit or quarry unless directed otherwise by the Engineer.
2.3.3.3 Reinstatement of Borrow Pits

On completion of work in any borrow pit or quarry the overburden and/or topsoil which has
not been used in the Works shall be pushed back, spread and landscaped over the area of
the borrow pit or quarry. Where topsoil has been stockpiled separately it shall be pushed
back and spread over the borrow pit or quarry after landscaping, unless the Engineer has
instructed that it shall be used for topsoiling in accordance with Section 6.7, Topsoil, of these
Specifications.

KINGDOM OF CAMBODIA
2.3.4 M EASUREMENT
Borrow shall not be measured.
2.3.5 Payment
No payment will be made to the Contractor for borrow.
Payment under the items of the work in which the borrow material is placed shall be full
compensation for complying with all the requirements of Section 2.3 including the cost of
searching for and finding borrow pits, for acquiring the right to occupy the sites and extract
material, for the cost of any negotiation in connection with borrow pits, for the cost of
obtaining right of access, for the cost of establishing and maintaining access, for any fees,
licences, or royalties in connection with borrow pits, for clearing, grubbing, sloping, draining
and cleaning up of pits, for hauling and excavating material from borrow pits and for all
labour, materials, tools, equipment and incidentals necessary to complete the work.

KINGDOM OF CAMBODIA
2.4 CHANNEL EXCAVATION

2.4.1 DESCRIPTION
This work shall consist of excavation for channels both inside and outside the right of way, where
shown on the Drawings or specified in the Special Provisions or directed by the Engineer,
and shall include the re-channelling of the riverbed under or around structures, as shown on
the Drawings or as directed by the Engineer. The work shall include the proper utilisation
and hauling or disposal of all excavated materials, constructing, shaping and finishing all
earthworks involved in conformity with the required alignment, levels, grades and cross
sections.

Excavated materials shall be classified as laid down in Section 2.2, Roadway Excavation.

All suitable materials removed from the excavation shall be used as far as practicable in the
formation of embankments as specified under the items for embankment or shall be
otherwise properly utilised or disposed of as required on the Drawings, or in these
Specifications, or by the Engineer.
During construction the channel shall be kept drained as far as practicable and the work
shall be constructed in a neat and workmanlike manner.
The channel shall be excavated to the alignment, levels, grades and cross sections required
on the Drawings, in the Special Provisions, or by the Engineer. Excavation beyond the limits
required shall not be paid for.
2.4.4 M EASUREMENT
When not otherwise specified in the Special Provisions or on the Drawings, channel
excavation shall be classified and measured as roadway excavation.
Quantities of channel excavation shall be measured in cubic metres determined by average

end area method computed from the original and final cross sections of the authorised and
completed excavation. Interim payments may be made on measured volumes of required
excavation actually executed, before final completion of shaping, provided the Contractor's
intention to complete the work is clear.
When structural work is measured and paid for in accordance with Method B, as defined in
Clauses 5.1.6(b) and 5.1.7(b) of these Specifications, no separate measurement or payment
shall be made for channel excavation.
2.4.5 Payment
Where specifically so stated in the Contract, this work, measured as provided above, shall
be paid for at the Contract unit prices per cubic metre as detailed below. The payment shall
be full compensation for all excavation hauling, backfilling old channels or otherwise properly
using or disposing of material, for establishing and maintaining access to the channel and for
all labour, materials, tools, equipment and incidentals necessary to complete the work.
When specifically required in the Special Provisions or on the Drawings, pay items shall be
as follows:
S ECTION 2 - EARTHWORKS AND Allied Activities 2.4 Channel Excavation Page 16 - 32

KINGDOM OF CAMBODIA
2.4(1) Channel Excavation, Common Cubic metre

2.4(2) Channel Excavation, Rock Cubic metre
S ECTION 2 - EARTHWORKS AND Allied Activities 2.4 Channel Excavation Page 17 - 32

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2.5 STRUCTURAL EXCAVATION AND BACKFILL

2.5.1 DESCRIPTION
This work shall consist of the excavation for structures, including bridge abutments, piers,
footings, wingwalls, concrete box culverts; constructing and removing cofferdams and
sheeting; pumping, dewatering and bailing, backfilling of completed structures and disposal
of excavated material. Backfill shall include the placement of backfill material in embankment
in the immediate vicinity of the completed structures above the level of the original ground.
The work done shall meet the requirements as specified on the Drawings.
Storm sewers and pipes shall be excavated and backfilled in accordance with Section 6.1 of
these Specifications, and measurement and payment for the work will be in accordance with
that section.
2.5.2.1 Foundation Fill Material

Material for foundation fill shall consist of suitably graded sand, gravel, or stone as shown on
the Drawings or required by the Engineer, or concrete as described below.
2.5.2.2 Concrete for Foundation Fill

Concrete for foundation fill shall conform to the general requirements of Section 5.1.
Concrete to be placed under water shall conform to the requirements of Section 5.1.
Concrete to be used as foundation fill in dry excavation shall be made with an aggregate and
cement conforming to the requirements of Section 5.1 and shall be mixed and placed in
accordance with Section 5.1 except that minimum cement content shall be 250 kilograms per
cubic metre.
2.5.2.3 Backfill Material

Backfill shall be approved compactable granular material and shall be free from large lumps,
wood and other deleterious materials. It shall be obtained from the structural excavation if
such material is approved by the Engineer as suitable. Any additional material needed shall
be obtained from roadway or borrow excavation unless otherwise directed by the Engineer.
Where required on the Drawings, or instructed by the Engineer, selected porous material
may be used in backfill to structures as specified in Section 5.8 of these Specifications.
2.5.2.4 Classification of Excavation

Excavated materials shall be classified as laid down in Section 2.2, Roadway Excavation, of
2.5.3.1 Clearing
Prior to starting excavation operations in any area, all necessary clearing and grubbing shall
have been performed.
S ECTION 2 - EARTHWORKS AND Allied Activities 2.5 Structural Excavation and Backfill Page 18 - 32
KINGDOM OF CAMBODIA
2.5.3.2 Excavation
The Contractor shall notify the Engineer sufficiently in advance of the beginning of any
excavation so that cross section elevations and measurement may be taken of the
undisturbed ground. The natural ground adjacent to the structure shall not be disturbed
without the permission of the Engineer.
Trenches and foundation pits for structures and structure footings and drains shall be
excavated to the lines, grades and elevations shown on the Drawings or as staked by the
Engineer. The elevations of the bottoms of footings shown on the Drawings are approximate
only and the Engineer may order in writing such changes in the dimension or elevations of
footings as may be deemed necessary to secure a satisfactory foundation.
Boulders, logs and other objectionable material encountered in excavation shall be removed.
After each excavation is completed the Contractor shall notify the Engineer to that effect and
no footing, bedding material or structure shall be placed until the Engineer has approved the
depth of excavation and the character of the foundation material.
Rock and other hard foundation material shall be cleared of all loose material and cut to a
firm surface, either level or stepped or serrated, as specified or shown on the Drawings or
directed by the Engineer. All seams and crevices shall be cleared out and grouted with
Portland cement grout at the time the footing is placed. Excavated surfaces in hard material
shall be excavated to achieve a minimum thickness of 100 mm of blinding concrete.
All loose and disintegrated rock and thin strata shall be removed. When the footing is to rest
on material other than rock, special care shall be taken not to disturb the bottom of the
excavation, and excavation to final grade shall be deferred until just before the footing is to
be placed. When, in the opinion of the Engineer, the foundation material is soft or otherwise
unsuitable, the Contractor shall remove the unsuitable material and insert foundation fill
material or concrete as specified or shown on the Drawings or directed by the Engineer. If
foundation fill material is required it shall be placed and compacted in layers not more that
150 mm thick or as directed by the Engineer. The degree of compaction shall be at least
equivalent to that of the surrounding foundations, but shall not be less than 95 % of the
maximum dry density of the material determined by AASHTO T180.
All excavation surfaces and surfaces of backfill material against which concrete is to be
placed shall be smooth and firm and true to line and level.
2.5.3.3 Disposal of Excavated material

All excavated material so far as suitable, shall be utilised as backfill or embankment. The
surplus material, whether or not temporarily allowed to be placed within a stream area, shall
be finally disposed of in such a manner as not to obstruct the stream nor otherwise impair
the efficiency or appearance of the works nor is it to endanger the partly finished structure.
Excavated material suitable for use as backfill may be deposited by the Contractor in storage
piles at points convenient for rehandling of the material during the backfilling operation.
Excavated material shall be deposited in such places and in such a manner as not to cause
damage to highway, services or property either within or outside the right of way and so as to
cause no impediment to the drainage of the site or surrounding area. The location of storage
piles shall be subject to the approval of the Engineer who may require that the survey centre
line and the transverse or hub line of any part of the structure be kept free of obstruction.
KINGDOM OF CAMBODIA
2.5.3.4 Cofferdams and Caissons

The term “cofferdam” denotes any temporary or removable structure, constructed to hold the
surrounding earth, water, or both, out of the excavation, whether such structure is
constructed of earth, timber, steel, concrete or any combination of these. The term includes
earth dykes, timber cribs, sheet piling, removable steel shells and all bracing; and it shall be
understood to include excavation enclosed by pumping wells and well points.
The cost of cofferdams is always to be included as part of the bid price for the structure.
The term “caisson”' denotes a permanent part of the substructure so constructed as to sink
gradually into place as material is excavated within the area protected by its side walls.
When no provision for Caissons is shown in the Drawings it shall be the intent of the
Contract that suitable cofferdams shall be provided for all excavations where cofferdams
may be necessary in order to control water or to preclude sliding and caving of the walls of
the excavation.
The Contractor shall submit upon request Drawings showing his proposed method of
cofferdam and caisson construction. Approval of the Drawings by the Engineer will not in
any way relieve the Contractor of the responsibility for the adequacy of the design for
strength and stability or for the safety of the people working therein.
The interior dimensions of cofferdams shall be such as to give sufficient clearance for the
construction and removal of any required forms and the inspection of the interior and to
permit pumping outside the forms.
If practicable cofferdams shall be so designed that no cross bracing shall be left in place. If
this is not practicable bracing left in place shall be of structural steel. The end of such
structural members that would be exposed when the structure is completed shall be boxed
back at least 150 mm behind the concrete face. The resulting holes shall be completely
filled with concrete.
In general, sheet piling cofferdams shall extend well below the bottom of the footing and
shall be well braced and as watertight as practicable.
When foundation piles are to be driven inside a cofferdam and it is judged impracticable to
dewater the cofferdam before placing a concrete seal, the excavation may be extended
below the designed level to a depth sufficient to allow for swell of the material during pile
driving operations. Any material that rises to a level above the design level shall be
removed.
Where it is possible to dewater the cofferdam the foundation material shall be removed to
exact grade after the foundation piles are driven.
Backfilling in a foundation to compensate for excavation which has been extended below the
required grade shall be at the expense of the Contractor. Backfilling shall be with concrete or
foundation fill material as indicated on the Drawings, or in the Specification or as directed by
the Engineer.
If no material is indicated, backfilling shall be concrete of the same kind as required for the
structure to be constructed in the excavation.
Unless otherwise permitted no excavation shall be made outside of caissons or cribs or

cofferdams or sheet piling and the natural stream bed adjacent to the structure shall not be
disturbed without permission from the Engineer. If any excavation or dredging is made at
the site of the structure before caissons, cribs, or cofferdams are in place the Contractor
KINGDOM OF CAMBODIA
shall, after the foundation is in place, backfill all such excavation to the original ground
surface or stream bed with material satisfactory to the Engineer.
Material deposited within the stream area from foundations or other excavations or from the
filling or cofferdams shall be removed and the stream area freed from obstruction.
Caissons and cofferdams which tilt or move laterally during construction shall be corrected
as necessary at the expense of the Contractor.
Unless otherwise provided cofferdams shall be removed after the completion of the sub-
structure. The removal shall be effected in such a manner as not to disturb or mar the
finished work. The Engineer may order the Contractor to leave any part or the whole of the
cofferdam in place.
When conditions are encountered which, in the opinion of the Engineer, render it
impracticable to dewater the foundation before placing the footing, the Engineer may require
the construction of a concrete foundation or seal of such dimensions as he may consider
necessary, and of such thickness as to resist any possible uplift. The concrete for such seal
shall be placed as shown in the Drawings or required by the Engineer. The foundation shall
then be dewatered and the footing placed. When weighted cribs are used and the weight is
used to overcome partially the hydrostatic pressure acting against the bottom of the
foundation seal. Special anchorages such as dowels or keys shall be provided to transfer
the entire weight of the crib to the foundation seal. When a foundation seal is placed under
water the cofferdam shall be vented at low water as directed.
Cofferdams shall be constructed so as to protect newly cast concrete from sudden rising of
the water and to prevent damage to the foundation by erosion.
Caissons shall be constructed as provided in these Specifications and on the Drawings.

Caissons shall be included in the lump sum payment for the structure if a lump sum appears
in the bid items, or as otherwise provided in the Special Provisions.
2.5.3.5 Pumping and Bailing

Pumping and bailing from the interior of any foundation enclosure shall be done in such a
manner as to preclude the possibility of the movement of water through or alongside any
concrete being placed. No pumping or bailing will be permitted during the placing of concrete
nor for a period of at least 24 hours thereafter unless it is done from a suitable sump
separated from the concrete work by a water-tight wall.
Pumping or bailing to dewater a sealed cofferdam shall not be started until at least 36 hours
after final set of concrete.
Excavations shall be as dry as possible prior to and during placing concrete. Placing
concrete under water will only be permitted if indicated on the Drawings or permitted by the
Engineer.
2.5.3.6 Backfilling
All spaces excavated under these Specifications and not occupied by the permanent works
shall be backfilled unless otherwise directed by the Engineer.
Backfill not within the embankment area shall be placed in layers not more than 150 mm in
depth (loose measurement) and shall be compacted to a density of not less than 90 % of the
AASHTO T180 maximum dry density.
Backfill within the embankment areas, which shall include areas on which embankments are
to be constructed, shall be made with approved material placed in uniform layers not to
KINGDOM OF CAMBODIA
exceed 150 mm in depth (loose measurement) and each layer shall be cons tructed in
accordance with Section 2.6 Embankment except that mechanical tampers may be used for
compaction. Each layer of backfill shall be wetted uniformly as necessary to obtain the
specified dry density. Unless otherwise specified hand tamping will not be accepted.
The Contractor may not use any major earthmoving or compaction equipment, within
2 metres measured horizontally, or within 0.5 metres measured vertically of any form of
structure covered by the this Section of these Specifications, which risks, in the opinion of
the Engineer, damage to the structure. In such cases the Contractor shall employ
equipment, to the approval of the Engineer, suitable for use in confined spaces. This
clearance distance may be increased for individual structures, as indicated on the Drawings,
or at the direction of the Engineer. Embankment material to be placed above natural ground
level and within 2 metres measured horizontally, or 0.5 metres measured vertically of the
structure, or such other clearance as shall be directed by the Engineer, shall conform to the
requirements of this section of the Specifications for backfill.
In placing backfill and embankment, material shall be placed, insofar as is possible, to

approximately the same height on both sides of any structure.
Backfill shall not be placed against the walls of box culverts until the top slab is placed for the
required time and not less than three days whichever is greater.
No backfilling shall be placed against any structure until permission shall have been given by
the Engineer. Jetting of fill or other hydraulic methods involving, or likely to involve, liquid or
semi liquid pressure are prohibited.
Special care shall be taken to prevent any unduly high pressures against the structures.
The placing of embankment and the benching of slopes shall continue in such a manner that
at all times there will be a horizontal berm of thoroughly compacted material for a distance at
least equal to the height of the abutment or wall to be backfilled.
Adequate provision shall be made for drainage and to allow for porous backfill material to be
placed in accordance with Section 5.8.
Porous backfill material shall be placed where instructed, or shown on the Drawings. A
sliding form or other approved means shall be used during backfilling such that the porous
backfill is brought up and compacted at least 150 mm ahead of the backfill material and the
backfill material is brought up and compacted at least 150 mm ahead of the adjacent
earthworks fill.
2.5.4 M EASUREMENT
2.5.4.1 General
Structural excavation and backfill shall be measured in cubic metres placed, completed and
approved.
2.5.4.2 Structural Excavation

Excavation for structures in common material shall be measured by the cubic metre,
calculated as the product of the net plan area of the foundation to be excavated and the
average depth of the excavation. No allowance will be made for working space. The
average depth shall be calculated as the difference between the original ground level, as
agreed between the Engineer and the Contractor, or the formation level, whichever is the
lower, and the instructed level of the underside of the blinding concrete.
KINGDOM OF CAMBODIA
Excavation in rock shall be measured by the cubic metre, calculated as the product of the
average end areas measured at n i tervals agreed with the Engineer along the centreline of
the length of the excavation and the length over which the rock is encountered. The end
areas shall be calculated from levels taken on top on the rock prior to excavation and levels
taken after excavation of the rock or to the levels instructed whichever is higher.
2.5.4.3 Structural Backfill

Backfill shall be measured by the cubic metre and shall include for the cost of, backfilling at
any depth and complying with all the requirements of Section 2.5 of ht ese Specifications
including the cost of providing the material.
Below the level of the existing ground or road formation level, whichever is lower, backfill
shall be measured as the net volume of excavation as defined in this Clause minus the
volume occupied by the structure.
Between the level of the existing ground or road formation level, whichever is lower, and the
level of the top of the structural faced against which backfill is to be placed, backfill shall be
measured as the product of the difference between these two levels, the length of the
structural face being backfilled, and the width of the backfill layer instructed to be placed (2.0
m, or such other dimension as shall have been instructed) less the instructed thickness of
porous backfill layer.
Above the level of the top of the concrete face against which backfill has been placed, the
cost of placing any additional backfill shall be deemed to be included in the rates included in
the Bills of Quantities for the elements of construction concerned (embankment, subbase
etc).
Clearing and grubbing will be measured in accordance with the requirements of Section 2.1
Replacement of unsuitable materials, where instructed by the Engineer, will conform to the
requirements as specified in Section 2.6 of these Specifications, and shall be measured
accordingly
For structural work measured in accordance with Method B as defined in sub-clause 5.1.6(b)
of these Specifications, on a lump sum basis, no separate measurement for payment shall
be made for structural excavation and backfill."
2.5.5 PAYMENT
Structural excavation and backfill shall be paid for at the Contract unit price per cubic metre
as measured above.
The rate for excavation for structures in common material shall include for the cost of
excavation to any depth, compaction at the foundation level of the excavation and complying
with all the requirements of Section 2.5 of these Specifications.
The unit prices shall be full compensation for labour, tools, equipment, materials, haulage
and incidentals necessary for the satisfactory completion of the work, including construction
and removal of cofferdams and sheeting, pumping, dewatering and bailing, excavating,
disposal of excavated material, removal of slides, cave -ins or silting, backfilling, all as shown
on the Drawings and as directed by the Engineer.
The rate for extra over for excavation in rock material shall include for the cost of excavation
to any depth and complying with all the requirements of Section 2.5 of these Specifications.
KINGDOM OF CAMBODIA
Pay items will be as follows
Item Ref. Description Unit

2.5(1) Structural Excavation , Common Cubic Metres
2.5(2) Structural Excavation, Rock Cubic Metres
2.5(3) Structural Backfill Cubic Metres
Clearing and grubbing will be paid for in accordance with the requirements of Section 2.1 of
Replacement of unsuitable materials, where instructed by the Engineer, will conform to the
requirements as specified in Section 2.6 of these Specifications, and shall be paid for under
the provisions of that Section.
KINGDOM OF CAMBODIA
2.6 EMBANKMENT
2.6.1 DESCRIPTION
This work shall consist of the construction of embankment and backfill not specified
elsewhere by furnishing, placing, compacting and shaping suitable material of acceptable
quality obtained from approved sources in accordance with these Specifications, and to the
lines, levels, grades, dimensions, and cross sections shown on the Drawings and as
required by the Engineer. Selected material shall be considered as select embankment and
part of the embankment section.
2.6.2 M ATERIALS
Materials for embankment shall consist of suitable materials excavated from roadway
excavation, channel excavation or structural excavation and from borrow. Material from
borrow pits shall only be used where the Contractor has demonstrated and the Engineer
agreed that there is an inadequate quantity of suitable material from excavation.
Embankment shall be constructed of materials with a CBR value not lower than the design
values stated in these Specifications or on the Drawings.
These CBR values shall be for samples compacted to 90% of the maximum dry density
determined by AASHTO T180, or, in the case of subgrade in selected materials, 95%. All
test samples shall be soaked, in accordance with the requirements of AASHTO T193.
Materials with a CBR value less than 2 shall not be considered suitable.
The term “subgrade” shall refer to the top layer of the earthworks immediately underlying the
pavement structure, 150mm thick or such greater thickness as may be defined. The
provisions of these Specifications applicable to “embankment” shall generally apply to
subgrade in addition to those provisions specially applicable to subgrade.
Embankment materials for subgrade classified as selected materials shall be constructed to

the thickness’ shown on the Drawings and shall consist of naturally occurring soil aggregate
free of topsoil and all other organic matter. The soil aggregate shall consist of sound durable
particles which do not breakdown under compaction or repeated wetting/drying cycles. All
particles greater then 50 mm shall be hand-picked and removed from the working layer.
The subgrade material shall have a Liquid Limit, as determined by AASHTO T 89, of not
greater than 40 percent and a plasticity index, as determined by AASHTO T 90, of not
greater than 20 percent. The fraction passing the 0.075 mm sieve shall be more than 10
percent but not greater than 30 percent. In addition the material shall have a CBR of not
less than 15 percent measured after a 4-day soak on a laboratory mix compacted to
95 percent of the maximum dry density in a moisture range of 3percent as determined in
AASHTO T-180.
Where sand embankment is specified on the Drawings, such materials shall consist of river
or pit-run sand whose properties shall be in general agreement with the following
requirements:
• Gradation Maximum particle size : 10 mm
Material finer than 0.075 mm sieve : 25% maximum
• Plasticity Material shall be generally non-plastic and free from clay lumps
• CBR Strength When compacted to 95% of AASHTO T-180 density, the material shall
have minimum soaked CBR of 10
S ECTION 2 - EARTHWORKS AND Allied Activities 2.6 Embankment Page 25 - 32

KINGDOM OF CAMBODIA
2.6.3.1 Preparation of Foundation for Embankment

Natural ground (including slopes of existing road) situated less than 1.5 metres below the
design surface of the road or side slopes shall, after proper clearing and grubbing or
scarifying of existing road surface, be compacted to a depth of 150 mm, measured from
original ground as shown on the cross-section sheet, to not less than 90% of the maximum
dry density of the material as determined by AASHTO test method T180. Compression of
existing soil which may result from this compaction will not be measured and backfilling of
the corresponding volume of earth fill is considered incidental to other items of work and will
not be separately paid for.
If unsuitable materials occur in some areas under the embankment or in existing

embankments, such materials shall be removed to levels as directed in writing by the
Engineer, the bottom of the excavation shall be compacted, as described above, and the
areas backfilled and compacted layer by layer with suitable material. Fill material replacing
unsuitable materials being excavated on the written instruction of the Engineer will be
measured and paid for under Item No. 2.6(1), Embankment.
All compaction shall conform to the requirements in sub-clause 2.6.3.3 of these

Specifications. Where an existing surface of a road is situated at subgrade level or lower, the
surface shall be scarified, except where otherwise shown on the Drawings, to a depth of
150 mm, graded, spread and compacted, to the density prescribed for layers at the depth
concerned below subgrade, in the full width of the new embankment. No materials shall be
removed from these areas unless ordered in writing by the Engineer.
Works of compaction for preparation of foundation for embankment and preparation of

subgrade in cut areas will not be measured or paid for but will be considered incidental to the
works of constructing embankment. Widening of existing embankments shall be
accomplished as shown on the Drawings.
2.6.3.2 Placing Embankment

Embankment shall be placed in accordance with the following requirements:
(a) General: Except as otherwise required all embankments shall be constructed in
layers approximately parallel to the finished grade of the road bed. During construction
of embankment, a smooth grade having an adequate crown or superelevation shall be
maintained to provide drainage. Embankments shall be constructed to the required
grade, and completed embankment shall correspond to the shape of the typical
sections shown on the Drawings and to the tolerances specified in Clause 1.11.8 of
(b) Common Embankment: Common embankments shall be defined as those principally
of material other than rock, and shall be constructed of approved material from
designated or other approved sources.
Except as specified for embankment in swamps, common embankments shall be
constructed in successive layers, for the full width of the cross section and in such
lengths as are suited to the compaction and watering methods used. Prior to
compaction the layers shall not exceed 200 mm in depth unless permission is granted
by the Engineer.
(c) Placing over swamp ground: Embankment in or over swamps or in water shall be
placed as indicated on the Drawings and as specified in the Special Provisions, and
as required by the Engineer.

KINGDOM OF CAMBODIA
(d) Rock Embankment: Rock embankments shall be defined as those principally of rock,
and shall be constructed of approved material from designated or other approved
sources.
Except as otherwise specified rock embankment shall be constructed in successive
layers for the full width of the cross section and of 0.75 metres or less in depth. When
in the opinion of the Engineer, the rock sizes necessitate a greater depth of layer and
the height of fill will permit, the layer depth may be increased as necessary, but in no
case shall the depth of layer exceed one metre. Each layer shall be constructed by
starting at one end of the section of embankment under construction and dumping the
rock on top of the layer being constructed, then pushing ahead with an approved
bulldozer in such a manner that the larger rock will be placed on the ground or
preceding layer and the interstices between the larger stones will be filled with small
stones and spalls by this operation and by the placing of succeeding layers of
embankment.
The maximum dimension of any rock shall be less then the depth of the embankment
layer. All oversized rock which is otherwise suitable for construction shall be broken to
the required dimension and used in embankment construction or placed at the points
in the embankment where the layer is of greater depth. Compensation for additional
haul involved in such alternate manipulation will not be allowed. Where excavated
rock is wasted the Contractor shall, at his own expense, replace the rock wasted with
other suitable materials.
Except as otherwise specified, all rock fills will be covered with one or more 200 mm
layers of well graded material containing no stones larger than 100 mm and the
material shall be sufficient to fill all the interstices in the top of the rock fill. These
layers will be constructed to the requirements for earth embankment.
Each layer of embankment shall be compacted as herein-after specified.
(e) Adjacent to culverts and bridges: Embankment within 2metres measured horizontally,
or 0.5 metres measured vertically of a structure, bridge or culvert shall be compacted
in the manner prescribed for backfill in Section 2.5 Structural Excavation and Backfill.
This clearance distance may be varied for individual structures, as indicated on the
drawings or at the discretion of the Engineer.
Embankments placed around spill-through type abutments shall be compacted in
150 mm layers (measured before compaction) of uniform suitable material placed in
such a manner as to maintain approximately the same elevation on each side of the
abutment and each layer of material shall be mixed, wetted and compacted as
specified herein.
Material placed adjacent to any portion of any structure shall be material free of any
appreciable amount of gravel or stone particles more than 100 mm in greatest
dimension and of such gradation as to permit thorough compaction.
(f) Preparation of subgrade: The surface of the finished subgrade shall be neat and
workmanlike and shall have the required form, superelevation, levels, grades, and
cross section. The surface shall be constructed to sufficient accuracy to permit the
construction of subsequent layers of material to the thickness, surface tolerance, and
compaction specified.
(g) As far as is practicable and when directed by the Engineer, the Contractor shall
construct bridge approach fills as early in the contract period as possible to allow for
consolidation of the embankment during the remainder of the Contract period.
(h) Where new embankment is to be compacted against existing embankments or in
natural ground having a side slope of greater than 1 on 5 or where embankment is
built in half-widths, the slopes of the existing ground and old and new embankment
shall, after removal of topsoil, be benched in accordance with the Drawings or as
instructed by the Engineer. The material which is excavated to form benches shall
either be taken to waste or if suitable used as fill.

KINGDOM OF CAMBODIA
(i) Clods or hard lumps of earth over 150 mm in greatest dimension shall be broken up
before compacting the material in embankment.
(j) Where streams or ditches are to be diverted, or abandoned, their beds should be filled
up to a level as directed by the Engineer. Within the limits of earthworks, such fill shall
be placed and compacted to the requirements as specified in Section 2.6 of these
specifications and payment will be made as embankment fill. Where this work is
performed outside the limits of earthworks and unsuitable material is used, no
payment will be made to the Contractor. In the case where only suitable material is
available and this work is carried out outside the limits of earthworks, payment will be
made as embankment fill as described above. Filling shall be performed well ahead of
the construction of roadway embankments, and all other works involved such as
pumping, damming etc. will be considered incidental to the works and not separately
paid for. Embankment fill placed against the sides of pipe culverts shall be placed in
such manner as to maintain the same elevation on both sides of the culvert.
(k) The Engineer may request the installation of settlement plates, piezometers, lateral
movement stakes, inclinometers or other settlement control devices, installation of
which shall be as described on the Drawings and in the Special Specification.
(l) All settlement occurring in embankment construction shall be corrected by the
contractor by providing additional layers of embankment or selected material at no
additional cost to the Employer except where preloading and/or waiting period are
designated on the Drawings, in which case measurement and payment will be
performed as described on the Drawings and in the Special Specification. The
Contractor shall be fully responsible for the stability and integrity of the embankment
during the Contract and Defects Liability periods.
(m) If a soil failure either occurs or becomes imminent during the construction of the
embankment, the Engineer shall have the authority to suspend all embankment
construction in the affected area until corrective measures can be determined and
implemented. Any delay in the embankment construction schedule and any other
effects caused by implementation of the above clause shall not constitute grounds on
the part of the Contractor for a claim for extension of the Contract and/or financial
compensation.
2.6.3.3 Compaction of Embankments Other Than Rock Embankments

Embankment (other than rock) shall be compacted in accordance with the following
requirements:
(a) Before compaction, each layer shall be processed as required to bring the moisture
content uniformly throughout the layer to within plus 1 and minus 2 percent of optimum
moisture content as determined in AASHTO T180 or such other moisture content as
shall be agreed with the Engineer as a result of compaction trials. The material shall
be so worked as to have a uniform moisture content throughout the layer. Full
compensation for any additional work involved in wetting or drying embankment
material to the required moisture content shall be considered as included in the
contract price paid for embankment and no additional compensation will be allowed.
(b) Each layer of material shall be compacted uniformly by use of adequate and
appropriate compaction equipment. The compaction shall be done in a longitudinal
direction along the embankment and shall generally begin at the outer edges and
progress toward the centre in such a manner that each section receives equal effort.
Hauling equipment shall be operated over the full width of each layer in so far as
practicable
(c) Embankment compaction shall be carried out as follows: Embankments shall be
constructed in layers of uniform thickness not to exceed 150 mm in thickness after
compaction and compacted to the requirements of this section. Each layer of the
embankment shall be compacted to a dry density equal to at least 90% of the

KINGDOM OF CAMBODIA
maximum dry density of the material as determined by AASHTO test method T180.
Density determinations shall be carried out for embankments in accordance with the
requirements of AASHTO test T191 at a rate of 5 tests for every 2000 cubic metres of
completed embankment or part thereof.
(d) For density results to be acceptable, four of the five densities shall be equal to or
greater than the required level of compaction and all five shall be greater than the
required density minus 3%, and the average of all five shall be not less than the
required value.
(e) Embankments shall be maintained to the grade and cross section shown on the
Drawings throughout the contract period.
(f) The Contractor shall protect the prepared subgrade from both his own and public
traffic. The Contractor shall maintain the subgrade by blading, watering and rolling as
frequently as necessary to preserve the subgrade in a completely satisfactory
condition as specified above.
(g) The compaction of the subgrade including areas of existing road where surface layers
have been removed, shall extend to a minimum depth of 150 mm or such greater
depth as shall be instructed on the Drawings or by the Engineer. The compaction of
subgrade shall attain not less than 95% of the maximum dry density determined by
AASHTO test method T180. Density determinations shall be carried out for subgrade
in accordance with the requirements of AASHTO test T191 at a rate of 5 tests per
2000 square metres of completed subgrade or part thereof, for each 150mm layer of
subgrade. Acceptance criteria for subgrade densities shall be as above.
2.6.3.4 Compaction of Rock Embankment

Rock embankment shall be compacted by the passage of approved heavy equipment,
including heavy vibrating rollers, until there is no visible movement of the rockfill under
equipment. Compaction shall be done in a longitudinal direction along the embankment and
shall begin at the outer edge and progress towards the centre.
2.6.3.5 Preparation of Subgrade Surface

The subgrade shall be shaped to correct line and level and the Contractor shall at all times
ensure that the subgrade is well drained and protected against damage from public as well
as construction traffic. The subgrade shall be constructed to the tolerances specified in
Clause 1.11.8 of these Specifications. The surface shall be maintained in this state, with a
regular light sprinkling of water to prevent a dusty condition until the pavement layers are
spread.
2.6.3.6 Compaction and Trimming of Slopes

Attention is drawn to the fact that the general compaction requirements shall at any level
apply to the full width of the embankment. Slopes to be covered with topsoil and grassing
shall have a firm surface before topsoil is placed.
In practice it is assumed that the embankment will be constructed slightly wider that the
design cross section to enable the slopes to be trimmed on completion to conform with the
design cross section, thus ensuring adequate compaction of the slope faces. Where
embankments are not constructed to the full width required these shall be benched and
reconstructed in accordance with the provisions of sub-clause 2.3.3.3 of these
Specifications.
Under no circumstances shall additional embankment material be tipped over the slopes and
spread to make up a shortfall in width of embankment.

KINGDOM OF CAMBODIA
If in the opinion of the Engineer the embankment slopes do not appear to be suitably
compacted, additional compaction shall be provided to the slopes as directed by the
Engineer at no additional cost to the Employer.
The slopes of cuttings and embankments shall be trimmed by hand or by approved

mechanical means to uniform batters as shown on the Drawings or as instructed by the
Engineer prior to topsoiling and grassing where specified or instructed.
2.6.3.7 Proof rolling

All subgrade and embankment layers, cuttings, benches and original ground shall be proof
rolled with a loaded scraper or truck with a minimum axle load of 8 tonnes. Proof rolling shall
be satisfactorily completed before the layer is submitted to the Engineer for approval and
shall be carried out in the presence of the Engineer. All such proof rolling shall be at the
Contractor’s expense.
2.6.4 M EASUREMENT
2.6.4.1 Measurement of Embankment

Embankment fill, whether obtained from borrow, roadway excavation or other sources, will
be measured by the cubic metre of material compacted in-place and accepted by the
Engineer.
The final volume of embankment will be calculated on the basis of agreed ground cross-
sections taken at 20 metres intervals or closer if so directed by the Engineer, after the
completion of any advance compaction of the existing ground, and the net instructed
embankment dimensions up to the final surface of the subgrade and shall be calculated by
the method of average end areas. No additional measurement shall be made in respect of
benching.
Volumes of topsoil on side slopes measured in accordance with clause 6.7.4 of these
Specifications shall not be included in the volume of embankment fill.
Where the Engineer has issued a written instruction to the effect that unsuitable materials
shall be excavated, original ground shall mean the ground at the level to which the Engineer
has ordered excavations to be made, otherwise original ground shall mean the ground level
as shown on the checked cross-section sheets.
The final volume of embankment fill shall not include the voids for bridges, box culverts, and
pipe culverts nor the volume of any backfill to those structures placed above existing ground
level. The volume of the voids for box culverts and pipe culverts shall be reckoned as the
product of the cross-sectional area of the void and the overall length of the box or circular
pipes. No deductions shall be made for deviations from the regular shape of the
embankment due to inlets or outlets for box or pipe culverts or rip-rap slope protection.
The volume of embankment adjacent to cuts, ditches, channels, diversions, foundations,

etc., which can be constructed with the materials from these excavations will not be
measured or paid for until these excavations are completed and the materials brought into
the embankment or satisfactorily disposed of and the adjacent embankment has been
completed with materials procured by the Contractor from other acceptable sources and at
his own expense.
No separate measurement or payment shall be made for benching. All costs involved in
benching into an existing slope including the cutting of benches and any recompaction of
material into the additional voids thus formed shall be deemed to be included in the rates
included in the Bills of Quantities for Embankment measured net as defined above.

KINGDOM OF CAMBODIA
No measurement or payment will be made where materials are removed or backfilled for
reasons not instructed in writing by the Engineer.
2.6.4.2 Measurement of Fill Outside Limits of Earthworks

Volumes of suitable materials used for filling-in diverted channels, ditches, ponds, streams or
old borrow pits shall be measured by the cubic metre between original ground and the level
to which filling has been ordered in writing by the Engineer.
Should the Contractor choose to dispose of unsuitable materials by backfilling diverted

channels, ditches, ponds, etc., no measurement or payment will be made.
2.6.5 Payment
Embankment, Sand Embankment and Selected Material will be paid for at the respective
Contract unit prices per cubic metre, complete, compacted and accepted in place, which
prices shall include all equipment, excavation and hauling of materials, tools, labour, staking
and all incidentals necessary for proper execution of the work.
Payment for earth, rock embankment and selected material will be at the Contract unit price
regardless of the source of material and regardless of whether the excavation of the material
has been paid for under another item or not.
Where unsuitable material has been removed and paid for under item 2.2(5) Roadway
Excavation, Unsuitable Material, backfill shall be placed and paid for under item 2.6(1)
Embankment or 2.6(3) Selected Subgrade Material as directed by the Engineer.
Pay items will be as follows:
2.6(1) Embankment Cubic metre

2.6(2) Sand Embankment Cubic metre
2.6(3) Selected Subgrade Material Cubic metre
In the monthly estimates, partial payments may be made for embankment fill which is
placed, compacted and shaped in accordance with the Drawings and these Specifications.
The quantity may be estimated provisionally on the basis of the cross-sections.

KINGDOM OF CAMBODIA
2.7 REMOVAL OF EXISTING STRUCTURES

2.7.1 DESCRIPTION
This item shall consist of the satisfactory removal and disposal or salvage, wholly or in part,
of all the existing structures, substructures, buildings, culverts, etc., as required.

Existing structures upon or adjacent to the proposed road shall be removed by the
Contractor, as indicated on the Drawings or as required. Where existing bridge structures
may be used as a temporary crossing or detour, no part of the removal shall be performed
unless otherwise indicated on the Drawings or in the Special Provisions, nor shall the
structure be closed or obstructed until the new work is opened to traffic by the Engineer.
If the superstructure or any portion of the structure is deemed fit for use elsewhere, the
useable portions shall be marked and removed without damage. They shall be piled neatly
at an accessible point above high water level and shall become the property of the
Employer.
When the Drawings provide for using the existing substructures, or part of same, as
permanent parts of the new structure, only those portions indicated on the Drawings to be
removed shall be removed. When no such use is contemplated, all exposed portions of the
existing structures above the stream bed shall be completely removed. When the proposed
structure is a bridge, and it becomes necessary to remove the portions of the existing
structure below ground in order to construct the new work, such removal will be classed as
excavation as provided for in Section 2.5 Excavation and Backfill for Structures.
When pipe culverts, wooden boxes or other structures with a salvage value are removed,
extreme care shall be exercised in their removal and the material involved kept intact without
damage. The contractor shall be held responsible for the satisfactory removal of such
structures in useable condition.
Salvaged pipe culverts, wooden boxes or other structures shall be stored at approved
accessible points along the project and shall become the property of the Employer.
All material which is not considered of value by the Engineer shall be removed from the right-
of-way, or so disposed of upon the right-of-way as not to constitute an obstruction or a
nuisance.
2.7.3 M EASUREMENT AND PAYMENT

There are no separate items in the Contract for the removal of existing drainage structures.
If structures are to be removed to facilitate construction, this work shall be done and shall not
be paid for directly, but shall be considered as incidental to the Contract.
The removal of the existing structures shall be done as specified on the Drawings or in these
Special Provisions and shall not be paid directly, but shall be considered in the lump sum
paid for the structural work.
S ECTION 2 - EARTHWORKS AND Allied Activities 2.7 Removal of Existing Structures Page 32 - 32
KINGDOM OF CAMBODIA

AND TRANSPORT
Section 3
Subbase and Basecourse
KINGDOM OF CAMBODIA
CONTENTS
3 SUBBASE AND BASECOURSE 5
3.1 SUB-BASE..............................................................................................................5
3.1.1 Description .......................................................................................................................................................5
3.1.2.1 General ........................................................................................................................................................5
3.1.2.2 Soil Aggregate Mixture ..........................................................................................................................5
3.1.2.3 Sand Cushion ...........................................................................................................................................5
3.1.3.1 Preparation of Sub-grade .....................................................................................................................6
3.1.3.2 Stabilised Sub-base................................................................................................................................6
3.1.3.3 Spreading Sub -base...............................................................................................................................6
3.1.3.4 Watering, Rolling and Compacting ....................................................................................................6
3.1.3.5 Proof-Rolling..............................................................................................................................................7
3.1.3.6 Sampling.....................................................................................................................................................7
3.1.3.7 Maintenance ..............................................................................................................................................7
3.1.4 Measurement ..................................................................................................................................................7
3.1.5 Payment............................................................................................................................................................7
3.2 RECONSTRUCTED SUB-BASE............................................................................ 9

3.2.1 Description .......................................................................................................................................................9
3.2.3.1 Scarifying and Preparation...................................................................................................................9
3.2.3.2 Compaction................................................................................................................................................9
3.2.3.3 Surface Requirements ...........................................................................................................................9
3.2.4 Measurement ..................................................................................................................................................9
3.2.5 Payment......................................................................................................................................................... 10
3.3 AGGREGATE BASE............................................................................................. 11

3.3.1 Description .................................................................................................................................................... 11
3.3.2.1 Base Course Materials ....................................................................................................................... 11
3.3.2.2 Mixing ....................................................................................................................................................... 11
3.3.3.1 Preparation of Sub-grade or Sub-base......................................................................................... 11
3.3.3.2 Spreading Base..................................................................................................................................... 12
3.3.3.3 Watering, Rolling and Compaction ................................................................................................. 12
3.3.3.4 Surface Tolerance ................................................................................................................................ 13
3.3.3.5 Additional Base Course Material ..................................................................................................... 13
3.3.3.6 Sampling.................................................................................................................................................. 13
3.3.3.7 Proof-Rolling........................................................................................................................................... 13
3.3.3.8 Maintenance ........................................................................................................................................... 13
3.3.4 Measurement ............................................................................................................................................... 14
S ECTION 3 - SUBBASE AND Basecourse Contents Page 2 - 26

KINGDOM OF CAMBODIA
3.3.5 Payment......................................................................................................................................................... 14
3.4 CEMENT STABILISED BASE AND SUB-BASE................................................. 15

3.4.1 Description .................................................................................................................................................... 15
3.4.2 Material Requirements.............................................................................................................................. 15
3.4.2.1 Material ..................................................................................................................................................... 15
3.4.2.2 Cement..................................................................................................................................................... 15
3.4.2.3 Water ........................................................................................................................................................ 15
3.4.3 Construction Requirements.................................................................................................................... 15
3.4.3.1 Mix Design .............................................................................................................................................. 15
3.4.3.2 Equipment............................................................................................................................................... 16
3.4.3.3 Initial Testing.......................................................................................................................................... 16
3.4.3.4 Mix Control .............................................................................................................................................. 16
3.4.3.5 Mixing ....................................................................................................................................................... 16
3.4.3.6 Spreading and Compacting .............................................................................................................. 16
3.4.3.7 Construction Joints............................................................................................................................... 17
3.4.3.8 Curing ....................................................................................................................................................... 17
3.4.3.9 Traffic........................................................................................................................................................ 17
3.4.3.10 Protection ................................................................................................................................................ 17
3.4.3.11 Determination of Thickness .............................................................................................................. 17
3.4.3.12 Surface Requirements ........................................................................................................................ 17
3.4.3.13 Acceptance ............................................................................................................................................. 18
3.4.4 Measurement ............................................................................................................................................... 18
3.4.5 Payment......................................................................................................................................................... 18
3.5 LIME STABILISED BASE..................................................................................... 19

3.5.1 Description .................................................................................................................................................... 19
3.5.2.1 Natural Materials................................................................................................................................... 19
3.5.2.2 Lime........................................................................................................................................................... 19
3.5.2.3 Water ........................................................................................................................................................ 19
3.5.3.1 Mix Design .............................................................................................................................................. 20
3.5.3.2 Mix-i n-Place Method of Construction............................................................................................. 20
3.5.3.3 Stationary Plant Method of Construction ...................................................................................... 21
3.5.3.4 Compaction and Finishing ................................................................................................................. 22
3.5.3.5 Joints Between New and Existing Work....................................................................................... 22
3.5.3.6 Protection and Curing ......................................................................................................................... 22
3.5.3.7 Traffic........................................................................................................................................................ 23
3.5.3.8 Tolerances .............................................................................................................................................. 23
3.5.4 Measurement ............................................................................................................................................... 24
3.5.5 Payment......................................................................................................................................................... 24
3.6 SHOULDERS ........................................................................................................ 25

3.6.1 Description .................................................................................................................................................... 25
3.6.3.1 General ..................................................................................................................................................... 25
3.6.3.2 Compaction............................................................................................................................................. 25
3.6.3.3 Surface and Thickness Tolerance .................................................................................................. 25

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3.6.4 Measurement ............................................................................................................................................... 26

3.6.5 Payment......................................................................................................................................................... 26

KINGDOM OF CAMBODIA
3 SUBBASE AND BASECOURSE
3.1 SUB-BASE
3.1.1 DESCRIPTION
This work shall consist of furnishing, placing and compacting sub-base material on a
prepared and accepted sub-grade in accordance with these Specifications, to the lines,
levels, grades, dimensions and cross sections shown on the Drawings and as required by
the Engineer.
3.1.2.1 General
The sub-base materials shall be selected from borrow areas at locations suggested on the
Drawings or those selected by the Contractor. The materials shall consist of naturally
occurring sand or gravels that comply with the requirements given below. All materials shall
be free of topsoil and all other organic matter. The materials shall consist of sound durable
particles which do not break down under compaction or repeated wetting/drying cycles. All
sizes greater than 80 mm shall be hand-picked and removed from the working surface.
3.1.2.2 Soil Aggregate Mixture

The grading shall conform to grading envelopes A, B, C, D or E as determined by AASHTO
test method T 27 and given in Table 3.1-1 of these Specifications. The fraction of material
passing the 0.425 mm sieve shall have a liquid limit, as determined by AASHTO T 89, of not
greater than 35 percent and a plasticity index, as determined by AASHTO T 90, of not
greater than 20. The fraction passing the 0.075 mm sieve shall be not greater than two-
thirds of the fraction passing the 0.425 mm sieve. Abrasion of the coarse part of the material
shall be tested in accordance with AASHTO T 96 and shall show a percentage of wear no
greater than 50 percent. Shale material shall not be used for sub-base. The minimum
required CBR shall be 30 percent, after 4 days soaking in accordance with AASHTO T 193,
on samples compacted to 95% of the dry density determined by AASTHO T 180.
Table 3.1.2 Grading Requirements For Soil Aggregate Material
Sieve Grading Grading Grading Grading Grading Grading

Designation A B C D E F
Percentage by weight passing square mesh sieves

50 mm... 100 100 - - - -
25 mm.... - 75 – 95 100 100 100 100
10 mm.... 30 – 65 40 – 75 50 – 85 60 - 00 - -
2.00 mm..... 15 – 40 20 – 45 25 – 50 40 - 70 40 –100 55 - 100
0.425 mm.... 8 – 20 15 – 30 25 – 45 20 - 50 30 - 70 40 -100
0.075 mm.... 2-8 5 - 20 5 - 15 5 - 20 6 - 20 8 - 25
3.1.2.3 Sand Cushion

The material used for a sand cushion underneath a concrete pavement shall be coarse sand
having hard and durable particles without any clay lumps or deleterious material. The
S ECTION 3 - SUBBASE AND Basecourse 3.1 Subbase Page 5 - 26

KINGDOM OF CAMBODIA
percentage by weight passing the 9.5 mm sieve shall be 100% and that the passing the
0.075 mm sieve shall not exceed 10%.
3.1.3.1 Preparation of Sub-grade

The sub-grade shall be shaped and compacted in conformity with the provisions of Section
2.2 and Section 2.6 and completed for at least 150 metres ahead of the placing of the sub-
base course material and subject to the requirements of the Contract for the Engineer’s
approval of the sub-grade before it is covered up. Notwithstanding any earlier approval of
sub-grade, any damage to or deterioration of sub-grade shall be made good before sub-base
is laid.
3.1.3.2 Stabilised Sub-base

Sub-base stabilised with lime or cement shall be constructed in accordance with the
requirements of Section 3.4, Cement Stabilised Base and Sub-base, and Section 3.5, Lime
Stabilised Sub-base, of these Specifications
3.1.3.3 Spreading Sub-base

Sub-base shall be spread in even layers not exceeding 150 mm after compaction. Care
shall be taken to prevent segregation, and oversized particles shall be hand picked from the
deposited layer prior to compaction. Patches or pockets of segregated fine material shall be
removed and the layer made good at the Contractor’s own expense.
3.1.3.4 Watering, Rolling and Compacting

Immediately after each layer has been spread and shaped satisfactorily, each layer shall be
thoroughly compacted with suita ble and adequate compaction equipment. Rolling
operations shall begin from the outer edge of the roadbed and progress towards the centre,
gradually in a longitudinal direction, except on super-elevated curves where rolling shall
begin at the low side and progress toward the high side. Sub-base composed of sandy
material shall be compacted by use of vibrating equipment.
Each layer shall be compacted to at least 95 percent of the maximum dry density, as
determined by AASHTO T 180. During compaction, the moisture content shall be so
controlled that the moisture content uniformly throughout the finished layer shall be within the
limits of +2 percent of the optimum moisture content as determined in AASHTO T 180 or
such other moisture content as shall be agreed with the Engineer as a result of compaction
trials. Materials which do not contain sufficient moisture shall be watered prior to and during
compaction to the satisfaction of the Engineer. Materials containing excess moisture shall
be allowed to dry to the required moisture content prior to compaction. All costs involved in
regulating the moisture content, both wetting and drying, shall be deemed to be covered by
the unit price for sub-base.
Density determinations shall be carried out for each layer of sub-base constructed, in
accordance with the requirements of AASHTO test T191, at a rate of 5 tests for every 2000
square metres of completed sub-base layer or part thereof. For density results to be
acceptable, four of the five densities measured shall be equal to or greater than the required
level of compaction, and all five shall be greater than the required relative density minus 3%,
and the average of all five shall be not less than the required value.
The construction tolerances for Subbase shall be as defined in Clause 1.11.8 of these
Specifications. Rectification of work outside the permitted tolerances shall be carried out in
accordance with Clause 1.11.9 of these Specifications

KINGDOM OF CAMBODIA
3.1.3.5 Proof-Rolling
Where shown on the plans or indicated by the Engineer, the Contractor will proof-roll the
compacted sub-base surface. The proof-rolling will be performed on newly completed sub-
base using either a smooth wheel steel roller with a load intensity on the rear wheels of not
less than 52.5 kN per linear metre width of roll, or a pneumatic-tyred roller loaded to 2.5 kN
per tyre and each tyre inflated to 7 bar. Any areas which show visible movement shall be
scarified and re-compacted at the contractor’s expense. Any areas which have been
allowed to stand for more than 24 hours prior to proof-rolling and which have not been
maintained at approximately the optimum moisture content shall be watered and given at
least 8 passes of the test roller before proof-rolling is carried out. The cost of this additional
work in preparation for proof-rolling shall be at the contractor’s expense.
3.1.3.6 Sampling
Suitable samples of the sources of sub-base materials shall be submitted to the Engineer not
less than 30 days before commencing the construction and additional samples shall be
furnished during construction, as required, upon request. Methods for the obtaining the
materials samples for testing purposes shall conform to the requirements detailed in
AASHTO T2-78 or as directed by the Engineer. The Engineer reserves the right to test the
material after compaction to ensure compliance with all specified standards. Materials
rejected on this basis shall be removed and replaced at the expense of the Contractor.
3.1.3.7 Maintenance
After construction is completed the sub-base shall be maintained throughout except where
portions of the succeeding course are under construction thereon. Maintenance shall
include drainage, rolling, shaping, and watering as necessary to maintain the finished sub-
base layer in proper condition. Deficiencies in thickness, composition, construction,
smoothness or density which develop during the maintenance shall be corrected to conform
to the requirements specified above. Sufficient moisture shall be maintained at the surface
of the sub-base layer to prevent the development of a dusty condition. This moisture level
shall be achieved by a light spraying of water at appropriate time intervals.
3.1.4 M EASUREMENT
Sub-base as described in this section will be measured by the cubic metre of material
compacted in place and approved. Measurements shall be based on the cross section of
the sub-base shown on the Drawings and actual length measured horizontally along the
centreline of the surface of the road. Sub-base stabilised with lime or cement shall be
measured in accordance with the provisions of Section 3.4, Cement Stabilised Base and
Sub-base, and Section 3.5, Lime Stabilised Base, of these Specifications.
3.1.5 PAYMENT
The completed work, measured as provided in the Specifications, shall be paid for at the
Contract unit prices per cubic metre for sub-base or sand cushion as detailed below.
Payment shall be deemed as full compensation for furnishing all materials, equipment,
hauling, placing, compacting, watering, finishing and shaping and for all labour, tools and
other incidentals necessary to complete the work specified.
Sub-base will not be paid for complete in place until the subsequent layer of pavement is
constructed thereon. However, the Engineer may authorise payment of 75% of the quantity
of sub-base on current estimates in advance of the succeeding operations, provided it has
been competed in accordance with these Specifications and is satisfactorily maintained
pending the placement of subsequent pavement layers.

KINGDOM OF CAMBODIA
Payment will be made under the following items:
3.1(1) Sub-base Cubic metre

3.1(2) Sand cushion Cubic metre

KINGDOM OF CAMBODIA
3.2 RECONSTRUCTED SUB-BASE

3.2.1 DESCRIPTION
This work shall consist of scarifying, reshaping and re-compacting the existing pavement and
shoulders and reconditioning the whole width of the cross-section by the addition of
approved materials to form a reconstructed layer in accordance with these Specifications
and to the lines, levels, grades, dimensions and cross-sections shown on the Drawings and
as directed by the Engineer.
The provision of additional soil aggregate material will be carried out in accordance with the
requirements of Section 3.1 of these Specifications.

Additional materials required to carry out the works shall conform to the requirements
detailed in Clause 3.1.2 of these Specifications, in accordance with sound engineering
practice or as instructed by the Engineer.
3.2.3.1 Scarifying and Preparation

The existing road pavement and shoulders shall be scarified to the depth shown on the
Drawings or as directed by the Engineer. Care shall be exercised to prevent sub-grade soil
or other materials from below the layer being scarified from being brought up and mixed with
the loosened material.
The loosened materials shall then be thoroughly broken up by use of suitable approved
equipment blended and mixed together with additional soil aggregate material, and shall be
reshaped by motor grader to the proper cross-slope and grade. Unbroken particles too large
to be properly compacted into the reconstructed layer thickness shall be either broken down
further or removed from the site.
3.2.3.2 Compaction
The reconstructed layer shall be rolled and compacted in accordance with sub-clause 3.1.3.4
3.2.3.3 Surface Requirements

The reconstructed layer when finally compacted, shall present a uniform surface true to line
and grade and conforming to the cross-section shown on the Drawings. The finished
surface shall conform to the requirements of sub-clause 3.1.3.4 of these Specifications.
When a reconstructed layer is to carry traffic before receiving a surfacing or further

pavement layer, the Contractor shall maintain the surface at his own expense and prevent
ravelling by the application of additional filler and/or watering, as may be required to keep the
base tightly bound and leave an excess of not more than 6mm in thickness over the entire
surface.
3.2.4 M EASUREMENT
Reconstructed Sub-base will be measured on a two dimensional square metre basis and
computed as the horizontal width across the top of the reconstructed layer multiplied by the
length measured horizontally along the centreline of the surface of the road.
S ECTION 3 - SUBBASE AND Basecourse 3.2 Reconstructed Subbase Page 9 - 26

KINGDOM OF CAMBODIA
Additional Sub-base Material required will be measured by the cubic metre of additional
material compacted in place and approved. Measurements shall be based on the cross
section of the sub-base shown on the Drawings, less the cross section of existing pavement
materials established from site measurements giving average width and depth prior to
scarifying the layer, multiplied by the actual length measured horizontally along the
centreline of the surface of the road.
3.2.5 PAYMENT
Reconstructed Sub-base, measured as provided in the Specifications shall be paid for at the
Contract unit price per square metre, completed and approved, regardless of the nature of
materials encountered. Payment shall be full compensation for scarifying the existing
pavement, mixing additional sub-base material, compacting, watering, finishing and shaping
and for all labour, tools and other incidentals necessary to complete the work specified.
Additional Sub-base Material, measured as provided in the Specifications shall be paid for at
the Contract unit price per cubic metre, on completion and approval of the Reconstructed
Sub-base in which it has been incorporated. Payment shall be full compensation for
furnishing all materials, equipment, hauling and placing additional sub-base material, and for
all labour, tools and other incidentals necessary to complete the work specified.
Reconstructed Sub-base will not be paid for complete in place until the subsequent layer of
pavement is constructed thereon. However, the Engineer may authorise payment of 75% of
the quantity of reconstructed sub-base and additional sub-base materials on current
estimates in advance of the succeeding operations, provided it has been completed in
accordance with these Specifications and is satisfactorily maintained pending the placement
of subsequent pavement layers.
Payment shall be as follows:
3.2(1) Reconstructed Sub-base Square metre

3.2(2) Additional Sub-base Material Cubic metre
S ECTION 3 - SUBBASE AND Basecourse 3.2 Reconstructed Subbase Page 10 - 26

KINGDOM OF CAMBODIA
3.3 AGGREGATE BASE

3.3.1 DESCRIPTION
This work shall consist of providing a base course layer composed of crushed aggregate
material or other approved base course material placed and compacted on a prepared and
approved sub-base in accordance with these Specifications and to the lines, levels, grades,
dimensions and cross sections shown on the Drawings and as required by the Engineer.
3.3.2.1 Base Course Materials

Base course aggregate shall consist of a mixture of hard durable crushed rock particles and
mineral filler which satisfies the grading limits A, B or C in Table 3.1-1 as determined by
AASHTO test method T 27. The portion that passes the 0.075 mm sieve shall not be more
than 2/3 of that portion passing the 0.425 mm. The coarse aggregate, defined as that
material retained on the 4.75mm sieve, shall have a percentage of wear not greater than 40
percent for 500 revolutions, when tested according to AASHTO T 96. Where the coarse
aggregate is produced from crushing a river source gravel, at least 90 percent of the
particles shall have at least 2 crushed faces. When produced from a rock quarry, the source
material shall be approved by the Engineer prior to use.
The portion passing the 0.425 mm sieve of the total mixture shall have a liquid limit of not
more than 25 and a plasticity index of not more than 6 percent, as determined in AASHTO T
90. The CBR strength of the whole mixture, as determined in AASHTO T 193, shall be no
less than 80 percent after 4 days soaking, on samples compacted to 95 percent of the
maximum dry density as determined in AASHTO T 180 and over a moisture range of 4
percent. Shale material shall NOT be used as base course.
If the stone used to prepare the fine material has unsatisfactory cementing qualities, it may
be used provided limestone fines in an amount of 20% by mass of that proportion passing
the 4.75mm sieve, are blended therewith at no additional cost to the Employer.
3.3.2.2 Mixing
Mixing of the aggregate base course material with additive to obtain the required grading
shall be permitted only at the crusher site or stockpiling area but in no case shall material for
base course arrive at the site not in compliance with the requirements specified in sub-
clause 3.3.2.1 of these Specifications. Road mixing of additive for base course material will
not be permitted under any circumstances and material arriving at the site not in accordance
with the requirements of the specifications will be rejected.
Mixing of materials by the stationary plant method shall be performed in a central mixing
plant. The plant shall be equipped with feeding and metering devices th at will introduce the
aggregate, and water into the mixer in the quantities specified. Mixing shall continue until a
uniform and homogeneous mixture of aggregate and water has been obtained. After mixing,
the material shall be transported to the job-site while it contains the proper moisture content
and shall be placed on the roadbed by means of an approved aggregate spreader.
3.3.3.1 Preparation of Sub-grade or Sub-base

The sub-grade or sub-base on which the base layer is to be constructed shall be shaped and
compacted in conformity with the provisions of Section 2.2, Section 2.6, Section 3.1 and
S ECTION 3 - SUBBASE AND Basecourse 3.3 Aggregate Base Page 11 - 26

KINGDOM OF CAMBODIA
Section 3.2 of these Specifications and completed, and approved by the Engineer, for at
least 150 metres ahead of the placing of the base course material.
3.3.3.2 Spreading Base

Base material shall be placed on the prepared sub-base and compacted to the thickness
shown on the Drawings.
When hauling is done over previously placed material, hauling equipment shall be dispersed
uniformly over the entire surface of the previously constructed layer, to minimise rutting or
uneven compaction.
Base layers up to 150 mm of compacted thickness may be placed in one layer. Specified
compacted thicknesses greater than 150 mm shall be constructed in two (or more, as
required) layers of approximately equal thickness.
When base course is spread contiguous to curbs or gutters, extreme care shall be exercised
not to damage the curbs or gutters. Any damage due to the construction methods or
negligence on the part of the Contractor shall be rectified to the satisfaction of the Engineer
at the expense of the Contractor.
In order to control base course elevations, road profile posts or some other method as
approved by the Engineer shall be employed at station intervals no greater than 10.0 metres.
3.3.3.3 Watering, Rolling and Compaction

Immediately after each layer has been spread and shaped satisfactorily, each layer shall be
thoroughly compacted with suitable and adequate compaction equipment approved by the
Engineer.
Rolling operations shall begin along the edges and overlap the shoulder at least 0.75 metre,
or as close to the outer edge of the shoulder as practicable where a full width roadbed base
course is specified on the Drawings, and progress toward the centre, gradually in a
longitudinal direction. On super-elevated curves, rolling shall begin at the low side and
progress toward the high side. The rolling operation shall continue until all roller marks are
eliminated, and the whole layer is thoroughly compacted.
Each layer shall be compacted to at least 98 percent of the maximum dry density as
determined by AASHTO T 180. During compaction the moisture content shall be so
controlled that moisture content uniformly throughout the finished layer shall be within the
limits of + 2% of the optimum moisture content as determined in AASHTO test T180, or such
other moisture content as shall be agreed with the Engineer as a result of compaction trials.
Density determinations shall be carried out for each layer of base constructed, in accordance
with the requirements of AASHTO test T191, at a rate of 5 tests for every 2,000 square
metres of completed layer or part thereof. For density results to be acceptable, four of the
five densities measured shall be equal to or greater than the required level of compaction,
and the fifth shall be not less than the required relative density minus 3 percent.
Base course material containing excess moisture shall be dried prior to or during
compaction. Drying of wet material shall be performed by methods approved by the
Engineer, at the expense of the Contractor.
Any irregularities that may develop in the surface during or after construction shall be
corrected by removing or loosening the surface, adding further material as required and re-
compacting.
The final shaping and rolling of the shoulders to the full width shall be carried out after the
base course is completed.

KINGDOM OF CAMBODIA
At the end of each day's work a construction joint shall be made in thoroughly compacted
material. This joint shall be constructed normal to the centreline of the road alignment and
with a vertical face. Additional mixture shall not be placed until the construction joint has
been approved by the Engineer.
3.3.3.4 Surface Tolerance

The construction tolerances for Aggregate Base course shall be as defined in Clause 1.11.8
of these Specifications. Rectification of work outside the permitted tolerances shall be
carried out in accordance with Clause 1.11.9.
3.3.3.5 Additional Base Course Material

If, after reconstructing an existing base course layer or excavating a soft spot or localised
failure in an existing base course layer, additional base course material is required, it shall
be constructed and paid for under the item of Aggregate Base Course in accordance with
these Specifications, unless otherwise directed by the Engineer. Any associated works such
as minor excavation of the existing pavement structure squaring off of the adjoining
pavement or other miscellaneous tasks shall be considered incidental to this and other items
of the Contract.
3.3.3.6 Sampling
When the Contractor has set up his production of base course aggregate so as to obtain a
uniform, consistent material, he shall submit suitable samples to the Engineer for approval
not less than 30 days before commencing construction. Methods of sampling of materials
for testing shall be carried out in accordance with the requirements of AASHTO T-2 or as
3.3.3.7 Proof-Rolling
Where shown on the plans or indicated by the Engineer, the Contractor will proof-roll the
compacted base surface. The proof-rolling will be performed on newly completed base
course using either a smooth wheel steel roller with a load intensity on the rear wheels of not
less than 52.5 kN per linear metre width of roll, or a pneumatic-tyred roller loaded to 2.5 kN
per tyre and each tyre inflated to 7 bar. Any areas which show visible movement shall be
scarified and re-compacted at the contractor’s expense. Any areas which have been
allowed to stand for more than 24 hours prior to proof-rolling and which have not been
maintained at approximately the optimum moisture content shall be watered and given at
least 8 passes of the test roller before proof-rolling is carried out. The cost of this additional
work in preparation for proof-rolling shall be at the contractor’s expense.
3.3.3.8 Maintenance
After construction is completed the whole of the fully prepared base shall be maintained in
good order and condition. Maintenance shall include drainage, rolling, shaping, and
watering as necessary to maintain the course in proper condition. Deficiencies in thickness,
composition, construction, smoothness or density that develop during the maintenance
operations shall be corrected to ensure the base layer conforms to the requirements of these
Specifications. Sufficient moisture shall be maintained at the surface to prevent a dusty
condition developing. This will be achieved by the application of a regular light spraying with
water.

KINGDOM OF CAMBODIA
3.3.4 M EASUREMENT
Base course will be measured as the number of cubic metres of material complete in place
and approved. Volume measurements shall be based on the cross sectional area shown on
the typical roadway sections and the actual length measured horizontally along the
centreline of the road.
3.3.5 PAYMENT
This work as measured above will be paid for at the Contract unit price per cubic metre,
complete in place, which price shall include furnishing all materials, equipment, hauling,
placing, compacting, watering, finishing, shaping, labour, tools and other incidentals
necessary for the satisfactory completion of the work.
Base Course will not be paid for complete in place until the subsequent surfacing is
constructed thereon. However, the Engineer may authorise payment of 75% of the quantity
of base course on current es timates in advance of the succeeding operations, provide it has
been completed in accordance with these Specifications and is satisfactorily maintained
pending the placement of the surfacing.
Payment will be under the following item:
3.3(1) Aggregate Base Course Cubic metre

KINGDOM OF CAMBODIA
3.4 CEMENT STABILISED BASE AND SUB-BASE

3.4.1 DESCRIPTION
This work shall consist of furnishing and mixing aggregate, cement and water and spreading
and compacting the mixture, all as specified in these Specifications and to the lines, levels,
grades, dimensions and cross sections shown on the Drawings and as required by the
Engineer.
3.4.2 M ATERIAL REQUIREMENTS
3.4.2.1 Material
The material to be used for cement stabilised base shall be a well graded soil aggregate with
not less than 30 percent retained on the 4.75 mm sieve. The fraction passing the 0.425 mm
sieve shall have a plasticity index of not greater than 15 percent and a liquid limit of not
greater than 40. The target UCS shall be 0.7 MPa and the minimum soaked CBR value after
stabilisation shall be 80% as determined by AASHTO T193.
The material to be used for cement stabilised sub-base shall be a well graded soil aggregate
with not more than 40 percent passing the 0.075 mm sieve. The fraction of material passing
the 0.425 mm sieve shall have a liquid limit not greater than 40 percent and a plasticity index
of not greater than 20. The minimum soaked CBR value after stabilisation shall be 30% as
determined by AASHTO T193.
3.4.2.2 Cement
Cement shall conform to the requirements of Portland cement in Section 5.1 of these
Specifications.
3.4.2.3 Water
Water shall be clean and free from harmful matter and may be tested in accordance with
AASHTO T26 at the Engineer’s discretion. Water thus tested and found to have a pH value
less than 5.0 or more than 8.5 shall not be used.
Furthermore water shall not contain more than 400 parts per million by weight of sulphate.
3.4.3 CONSTRUCTION Requirements
3.4.3.1 Mix Design

The cement content of the mix shall be determined as a percentage by dry weight of soil.
The actual cement content shall be determined by the Engineer on site and may be varied
by him from time to time.
The strength of the cement stabilised base shall be as specified in the Special Provisions or
as indicated on the drawings.
The strength of the cement stabilised sub-base shall be as specified in the Special
Provisions or as indicated on the drawings.
S ECTION 3 - SUBBASE AND Basecourse 3.4 Cement Stabilised Base and Subbase Page 15 - 26
KINGDOM OF CAMBODIA
3.4.3.2 Equipment
The equipment used for mixing the soil and cement shall be as approved by the Engineer
and shall be capable of constructing the soil-cement mixture to meet the requirements
specified.
3.4.3.3 Initial Testing

The Engineer will make and test trial mixes using different proportions of cement and will
select mix proportions that give strengths of test cylinders, made and cured in the laboratory
of not less than 110 percent of the required strength indicated in sub-clause 3.4.3.1 of these
Specifications.
3.4.3.4 Mix Control

The entire operation of mixing and compacting the cement stabilised base and sub-base
shall be subject to close control and frequent testing will be required as the work proceeds to
ensure that the strength and density requirements are being maintained.
The mix proportions and uniformity of mixing of the soil-cement shall be such that of any 20
consecutive samples of the mixed material taken before compaction on any one day and
compacted in the laboratory, the average strength shall be not less than the required
strength. Not more than two of these samples shall have less than 90% of the required
strength. If because of low production on any particular day less than 20 samples are taken
then all samples must be up to the minimum specified standard. In particular, extra material
needed to make up losses in handing and from attrition and to allow for non-uniformity of
mixing shall be supplied by the Contractor at its own expense.
The Contractor shall assist the Engineer in all ways to sample soil for stabilising at least 30
days in advance of its use so that necessary adjustment to the mix design may be made. To
ensure good sampling it will normally be necessary to remove overburden and stockpile
sufficient soil for construction 30 days ahead at all times.
3.4.3.5 Mixing
Mixing of the soil aggregate with cement shall be accomplished by the central plant method
only. The mix-in-place travelling plant method shall not be employed nor will it be permissible
to blend the materials by the motor grader/windrow method.
The aggregate shall be proportioned and mixed with cement and water in a central mixing
plant. The plant shall be equipped with feeding and metering devices that will introduce the
cement, aggregate and water into the mixer in the quantities specified. Mixing shall continue
until a uniform and homogeneous mixture of aggregate, cement and water has been
obtained.
Mixed material shall be transported to the roadway in suitable vehicles and spread on a
moistened sub-grade or sub-base in a uniform layer by a self-propelled or other approved
spreader or where necessary, by the use of a motor grader. Not more than 60 minutes shall
elapse between the start of mixing and the time of starting compaction of the cement treated
mixture on the prepared sub-grade or sub-base.
3.4.3.6 Spreading and Compacting

After the cement treated mixture has been spread, the mixture shall be compacted to at least
95% in the case of sub-base, and 98% in the case of base, of the maximum density
determined in accordance with AASHTO T180. Any mixture of aggregate, cement and water
that has not been compacted shall not be left undisturbed for more than 30 minutes. The
percentage of moisture in the completed mixture shall not vary from the optimum by more
KINGDOM OF CAMBODIA
than 2 percentage points, as determined by AASHTO T180. Compaction shall be

completed, the compacted surface shall be brought to the required cross section, and all
irregularities shall be removed and the surface re-compacted, all within two hours of the time
water is added to the mixture.
Density determinations shall be carried out for each layer constructed in accordance with the
requirements of AASHTO test T191, at a rate of 5 tests for every 2,000 square metres of
completed layer or part thereof. For density results to be acceptable, four of the five
densities measured shall be equal to or greater than the required level of compaction and
the fifth shall be not less than the required relative density minus 3%.
3.4.3.7 Construction Joints

At the end of each day's work and when cement stabilised base and sub-base operations
are delayed or stopped for more than 2 hours, a construction joint shall be made in
thoroughly compacted material, normal to the centreline of the road alignment, with a vertical
face. Additional mixture shall not be placed until the construction joint has been approved by
the Engineer.
Where cement stabilised base and sub-base has been finally compacted more than one
hour, longitudinal joints shall be constructed by cutting vertically into the existing edge for
approximately 80 mm. The face of the cut joints shall be moistened in advance of placing
the adjacent base.
3.4.3.8 Curing
The completed cement stabilised base and sub-base shall be covered with an asphaltic
curing seal on the same day as final compaction is performed and as soon after said
compaction as practicable. The surface shall be kept moist until the seal is applied. The
asphaltic curing seal shall be furnished and applied in accordance with the provisions in
Section 4.1 of these Specifications. Damage to the curing seal or cement stabilised base
and sub-base shall be promptly repaired by the Contractor at his own expense as directed
by the Engineer
3.4.3.9 Traffic
Heavy equipment except for equipment required for constructing adjoining sections will not
be permitted to drive over completed portions until curing is completed. Traffic control shall
be as required by the Engineer.
3.4.3.10 Protection
The base and sub-base shall be protected as necessary to maintain the surface within the
tolerances specified and to prevent failure from traffic or other causes.
3.4.3.11 Determination of Thickness

After final compaction, test holes shall be dug in the mixture to determine the thickness at
intervals not greater than 100 metres. Any part of the base or sub-base which fails to meet
the requirements of the Specifications or which originally having met the requirements of the
Specifications subsequently suffers damage or deformation shall be rebuilt to these
requirements to the full depth of the layer at the Contractor's expense. The addition of thin
layers to raise the level of low areas will not be permitted.
3.4.3.12 Surface Requirements

Surface deviation in excess of 10 mm from a straight edge 3 metres long applied to the
surface parallel to the centre line of the road and 12.5 mm from a template laid transversely,
KINGDOM OF CAMBODIA
shall be corrected by loosening, adding or removing material, reshaping and recompacting,

provided this is done within the time allowed for compaction. The level of the finished base
shall not, at any point, be lower than the designed level.
The base or sub-base completed in each day's work shall be not less than the required
thickness.
3.4.3.13 Acceptance
The engineer may test by generally recognised methods not mentioned herein and any test
result which shows that the work does not comply with this Specification may be grounds for
rejection of the work.
3.4.4 M EASUREMENT
This item will be measured as the number of cubic metres of material complete in place, and
approved (no deduction will be made for the quantity of cement used). Measurement will be
based on the cross section area of the base or sub-base shown in the Drawings and the
actual length measured horizontally along the centre line of the surface of the road. Any
cement used in excess of the specified mix proportions, whether used in order to obtain the
specified strength or for any other reason will be provided by the Contractor at his own
expense. Test sections shall be regarded as incidental to the work and shall not be paid for.
Cement will be measured separately as the number of tonnes of material either as the actual
quantities used or as the quantity calculated from the approved mix proportions expressed
as tonnes per cubic metre of compacted finished layer, whichever is the lesser.
3.4.5 PAYMENT
This work measured as provided above shall be paid for at the Contract unit price, complete
in place for Cement Stabilised Base and Sub-base, which price shall not include the price of
cement, but shall include all other materials; all equipment, handling, placing, mixing,
compacting, all labour, tools and incidentals necessary to proper completion of the work.
The cement measured as provided above shall be paid for at the Contract Unit Price per
tonne, which price shall include all purchase costs, delivery to site, storage and wastage.
Pay items shall be as follows:
3.4(1) Cement Stabilised Base Cubic metre

3.4(2) Cement Stabilised Sub-base Cubic metre
3.4(3) Cement for stabilising Base or Sub- Tonnes
base
KINGDOM OF CAMBODIA
3.5 LIME STABILISED BASE

3.5.1 DESCRIPTION
This work shall consist of the addition and mixing of lime with natural materials as described
in Section 3.1 of these Specifications, the spreading and compacting of the treated material
all as specified in these Specifications and to the lines, levels, grades, dimensions and cross
sections shown on the Drawings and as required by the Engineer.
Following the addition and mixing in of the stabiliser the material is referred to as “treated
material”.
3.5.2.1 Natural Materials

The material to be used for stabilised base shall be a well graded soil aggregate with not
more than 40 percent passing the 0.075 mm sieve. The fraction of material passing the
0.425 mm sieve shall have a liquid limit not greater than 40 percent and a plasticity index of
not greater than 20 nor less than 6.
3.5.2.2 Lime
Lime for treatment of road materials shall be Hydrated Calcium Lime and, unless otherwise
instructed by the Engineer, shall comply with the following requirements:
Fineness Hydrated lime
Residue on 0.2 mm sieve – Maximum 1%

Residue on 0.075 mm sieve – Maximum 10%
Chemical requirements
Free lime content – Minimum 50%

Hydrated lime content – Maximum -
Storage and Handling - All lime shall be kept under cover and protected from moisture.
Consignments shall be used in the same sequence as they are delivered. Stocks which
become damaged or which are stored on the Site for more than 3 months shall not be used,
and shall be replaced at the Contractor’s expense.
Operators and labour shall be provided with protective clothing, masks and goggles.
3.5.2.3 Water
Water shall be clean and free from harmful matter and shall be tested in accordance with
AASHTO T-26 at the Engineer’s discretion. Water thus tested and found to have a pH value
less than 5.0 or more than 8.5 shall not be used.
Furthermore water shall not contain more than 400 parts per million by weight of sulphate.
S ECTION 3 - SUBBASE AND Basecourse 3.5 Lime Stabilised Base Page 19 - 26

KINGDOM OF CAMBODIA
3.5.3.1 Mix Design

The amount of lime to be added shall be determined, as a dry weight of soil, by the Engineer
following laboratory trials and site trials carried out by the Contractor.
After treatment the material shall have a CBR of at least 60 percent measured after 7 day
cure and 7 day soak on the site mix compacted to 95 percent of the maximum dry density in
a moisture range of 2.0 percent as determined by AASHTO T-180.
3.5.3.2 Mix-in-Place Method of Construction

The mix-in-place method may be used for the addition and mixing in of lime.
(a) Mixing equipment
The equipment for pulverising the material and mixing in the lime shall be purpose-
built equipment, capable of pulverising the materials and mixi ng in the lime to the full
depth of the loose layer necessary to give the specified thickness of compacted
material mixed and compacted in accordance with Section 3.5 of these Specifications.
The equipment may be either single or multi-pass machines and shall only be
acceptable if, during the site trials, it can produce material that is a uniform and
intimate mixture of aggregate, lime and water that meets all the specified
requirements.
The mixers shall be equipped with a device for controlling the depth of processing and
mixing blades shall be maintained or reset periodically so that the correct depth of
mixing is obtained at all times.
Mixing by grader will not be permitted.
(b) Preparation of the layer
Before the lime is applied, the material to be rteated shall be spread and broken down
and oversize material removed so that the maximum size of the particles is not greater
than specified. The material shall first be pulverised to the required consistency by
successive passes. The material shall then be shaped true to line, grade and cross-
section and, if required, lightly compacted. The loose thickness shall be such as to
give the specified thickness after full compaction has been carried out.
The moisture content of the layer before the addition of the lime shall be adjusted to
within the range of 70% to 85% of the Optimum Moisture Content (AASHTO T-180).
(c) Spreading the lime
After the layer to be treated has been prepared to the satisfaction of the Engineer, the
lime shall be uniformly spread at the specified rate over the width to be worked. If a
spreader is used to spread the lime ahead of the mixer, it shall be fitted with a device
to ensure a uniform and controllable rate of spread both transversely and
longitudinally.
Only sufficient lime for immediate use shall be spread ahead of the mixing operation
and any which, in the opinion of the Engineer, becomes defective, shall be replaced at
the Contractor’s expense.
Only equipment actually used in the spreading or mixing operation shall be allowed to
pass over the lime, when so spread, before it has been thoroughly mixed into the
material to be treated.

KINGDOM OF CAMBODIA
(d) Mixing and watering

Immediately after the lime has been spread, it shall be thoroughly and homogeneously
mixed into the material for the full depth of the layer. Mixing shall continue until the
resulting mixture forms a homogenous layer. The mixing machine shall be set so that
it cuts at least 100 mm into the edge of any adjoining lane processed previously so as
to ensure that all the material forming the layer has been properly processed.
Care shall be taken both during this and subsequent watering operations that the
underlying layer is not disturbed and that no material from the underlying layer or
shoulders is mixed with that being processed.
If watering is necessary to bring the mixture to the required moisture content, then this
shall be done after spreading and mixing in the stabiliser. Water shall be added in a
uniform and controllable manner and, where necessary, in successive increments.
Each increment shall be mixed in as a separate mixing operation. Care shall be taken
to avoid a concentration of water at any point or a flow of water over the surface.
Any part of the mixture which becomes too wet after the stabiliser has been added
and before the mixture is compacted will be rejected and any such part shall be
allowed to dry out until its moisture content is satisfactory and shall be retreated with
fresh stabiliser and finished off in accordance with the requirements of this sub-clause.
Throughout the process of mixing in the stabiliser and water, a uniform thickness of
the mixture shall be maintained and, if necessary, the mixture shall be graded to
maintain the correct uncompacted thickness and shape. Any part of the mixture that
becomes segregated shall be removed and replaced.
3.5.3.3 Stationary Plant Method of Construction

(a) Mixing Equipment
Stationary mixing plant shall be of the power driven paddle or pan type and may be of the
batch or continuous type.
If batch mixers are used, the appropriate measured amounts of material and lime shall first
be placed in the mixer, water being then added as necessary to bring the moisture content of
the resulting mixture within the range determined in the laboratory and site trials. Special
care shall be taken with batch type paddle mixers to ensure that the lime is spread uniformly
in the loading skip so that it is fed evenly along the mixing trough. With both paddle and pan
mixers the lime shall be proportioned accurately by a separate weighing or proportioning
device from that used for the material being stabilised. Mixing shall be continued until the
mixture has the required uniformity and for not less than 1 minute unless a shorter minimum
period is permitted by the Engineer after satisfactory trials.
If continuous mixing is used, the paddles, baffles and rate of feed of materials shall be
adjusted to give uniformly mixed material.
If a spray is used for distributing water into the mixer, it shall be adjusted to give uniformity in
moisture content throughout the mix.
(b) Transporting
Mixed material shall be transported to the road in suitable vehicles. Material that becomes
segregated or is affected by weather shall be removed and replaced at the Contractor’s
expense.
(c) Laying
The mixed material shall be spread to the required width and thickness by means of a
mechanical paver such that the tolerance requirements as specified in Section 3.3 of these
Specifications are achieved after final compaction. Segregation shall be avoided and the
layer shall be free from pockets of coarse or fine material.

KINGDOM OF CAMBODIA
3.5.3.4 Compaction and Finishing

For lime treated materials, final compaction and finishing shall be completed within 12 hours
after the lime comes into contact with the material to be treated.
(a) Thickness limitations
The compacted thickness of any treated layer laid, processed and compacted at one
time shall not exceed 180 mm. Where a greater thickness is required, the material
shall be laid in two or more layers.
The compacted thickness of any base layer shall not be less than twice the maximum
particle size of the material.
(b) Compaction requirements
The minimum density for all lime treated materials shall be 95% MDD (AASHTO T
180). The moisture content at the time of compaction shall be between 95% and
105% of Optimum Moisture Content (AASHTO T180).
Density acceptance criteria shall be as the second paragraph of sub-clause 3.3.3.6 of
(c) Finishing
The surface finish after compaction of any treated layer shall be free from ridges,
compaction planes, laminations, loose and segregated material; and other surface
irregularities and shall be to line and level and within the tolerances specified in
Section 1.11.8 of these Specifications. If the surface fails to meet the requirements of
these Specifications the Contractor shall take the action set out in Section 1.11.9 of
these Specifications or such other action as the Engineer may instruct or agree.
3.5.3.5 Joints Between New and Existing Work

The forming of construction joints and the protection of previously treated or other work shall
be carried out so as to produce a uniformly compacted and homogeneous layer free from
ridges or other irregularities.
Full width working, without longitudinal joints, will generally be required. Half-width working
may be instructed by the Engineer to pass traffic. When forming longitudinal joints, with the
mix-in-place method at least 100 mm of the first laid half-width layer shall be retreated and
mixed in with the second half-width layer.
When forming transverse joints, with the mix-in-place method, at least 1.0 m length of the
previously laid treated work shall be incorporated into the new treated layer and the Engineer
may instruct that the percentage of lime be increased at these places.
When forming longitudinal or transverse joints with the stationary plant method of
construction, previous work shall be cut back to expose fully treated and compacted
material.
3.5.3.6 Protection and Curing
Treated layers shall be kept continuous ly damp by lightly spraying with water, from
completion of compaction until one of the curing systems specified below is placed.
Treated layers shall be protected within 8 hours by one of the following methods:-
(i) Completely covering the layer with clear or light coloured approved polythene sheeting
of minimum thickness 0.1 mm. The sheeting shall be laid to cover the whole of the
surface of the layer. At joints the sheeting shall be lapped by at least 500 mm and any
damaged sheeting shall be replaced at the Contractor’s expense.

KINGDOM OF CAMBODIA
The sheeting shall be securely held in contact with the layer by an approved method.
(ii) Completely covering the treated material with a layer of damp uncompacted gravel or
soil material of minimum thickness 100 mm. This material, which may be that forming
the next layer, shall be kept continuously damp.
(iii) Spraying the layer with a curing seal at a rate of 1.5 l/sq-m, or such other rate as shall
be instructed by the Engineer, to be applied in accordance with Section 4.1 of these
Specifications.
Unless otherwise instructed by the Engineer, no prime coat will be required where method
(iii) is adopted and the Contractor shall comply with the requirements of Section 4.1 and 4.2
Plant used for dumping and spreading material, and the application of water or curing seal
shall be approved by the Engineer and shall have individual axle loads not exceeding 6
tonnes.
Immediately prior to placing protection methods (i) or (iii) the surface of the treated layer
shall be made thoroughly damp by lightly spraying with water.
The curing system shall be kept in place and intact for a minimum of 7 days after completion
of compaction although small areas may be temporarily removed for the purposes of
carrying out control testing but only for the minimum amount of time required for the testing.
3.5.3.7 Traffic
Traffic or equipment, other than that actually engaged in the various treatment or protection
processes, shall not run over the layer being processed or compacted.
On completion of curing no traffic or equipment shall be allowed on the treated layer with the
exception of that required for proof-rolling, priming or construction of the subsequent layer.
3.5.3.8 Tolerances
(a) Geometric tolerances
The treated base shall be constructed within the tolerances specified in Section 3.3 of these
Specifications.
(b) Amount of lime

(i) Mix-in-place method of construction.
The average amount of lime, measured before mixing, over a length of 100 m, shall
not be less than the amount ordered.
The average amount of lime in the treated material, measured at five points over a
length of 100 m, shall not be less than the amount ordered.
The amount of lime, measured after mixing, shall at no point be less than 70% or more
than 130% of the amount ordered.
(ii) Stationary plant method of construction
The average amount of lime in the treated material measured at five points over a
length of 100 m, shall not be less than the amount ordered.
The amount of lime measured after mixing shall at no point be less than 90% or more
than 110% of the amount ordered.
(iii) Determination of lime content

KINGDOM OF CAMBODIA
The lime content in mixed materials shall be determined according to Test 15 of BS

1924.
3.5.4 M EASUREMENT
For the purpose of measurement and payment no distinction shall be made between the
mix-in-place and stationary plant methods of construction.
The work of providing, hauling, placing, spreading, mixing, watering, compacting and
shaping the materials to be stabilised will be measured in Section 3.3 of these
Specifications.
Mixing lime into the materials to be stabilised shall be measured by the cubic metre of
treated material calculated as the product of the compacted sectional area specified to be
treated and the length instructed.
The provision of the stabiliser shall be measured by the tonne calculated as the specified
weight of stabiliser added to the material.
3.5.5 PAYMENT
The work of providing, hauling, placing, spreading, mixing, watering, compacting and
shaping the materials to be stabilised will be paid in Section 3.3 of these Specifications.
For the additional work of providing and mixing-in the lime and curing the treated materials
the Contractor will be paid as follows:-
3.5(1) Mix in Lime Cubic metre

3.5(2) Lime Tonne
The rate for lime shall include for the cost of provision, storage, handling, transport and
spreading of the lime at any point on the Works and complying with the requirements of
Section 3.5 of these Specifications.
The rate for mixing shall include for the cost of complying with the requirements of Section
3.5 of these Specifications including the cost of watering, provision, placing and maintenance
of the curing system.

KINGDOM OF CAMBODIA
3.6 SHOULDERS
3.6.1 DESCRIPTION
This work shall consist of constructing or reconstructing supporting shoulders on both sides
of the roadway in accordance with these Specifications to the lines, grades, elevations,
dimensions and cross-sections shown on the Drawings and as required by the Engineer.
This work shall not be construed to include bituminous surface treatment of shoulders or
grassing of soil aggregate shoulders.

The type of shoulder material to be used is shown on the typical roadway cross sections on
the Drawings.
In the case of a shoulder consisting of crushed stone base course with a single bituminous
surface treatment, materials shall meet the respective requirements of Sections 3.3 and 4.4
In the case of a soil aggregate shoulder, the upper layer of material shall consist of natural
soil aggregate conforming to one of the grading envelopes A, B, C, or D of Table 3.1-1 of
these Specifications. The portion of the material passing the 0.425 mm sieve shall have a
liquid limit of not greater than 35 and a plasticity index of 4 to 20. The material shall have a
soaked CBR value of 30% when compacted to 95% of maximum dry density as determined
by AASHTO Test T 180. The lower layer of a two-layer shoulder shall consist of aggregate
base material in accordance with Section 3.3 of these Specifications.
3.6.3.1 General
The shoulder shall be constructed to the lines and levels shown on the Drawings and
finished as required in the appropriate Sections of these Specifications. The work shall be
carried out in conformity with the requirements for simultaneous construction of sub-base or
base if such requirements are applicable. The construction shall be done in such a way that
courses of material of different types are not mixed together.
3.6.3.2 Compaction
Shoulders composed of base course material shall be compacted to at least 95 percent of
the maximum dry density as determined by AASHTO T 180. Soil Aggregate Shoulders shall
also be compacted to 95 percent of the maximum dry density as determined by AASHTO T
180.
All shoulders shall be processed and compacted in layers not exceeding 200 mm thickness
before compaction.
3.6.3.3 Surface and Thickness Tolerance

The construction tolerances for Shoulders shall be as defined in Clause 1.11.8 of these
Specifications. Rectification of work outside the permitted tolerances shall be carried out in
accordance with Clause 1.11.9. of these Specifications.
S ECTION 3 - SUBBASE AND Basecourse 3.6 Shoulders Page 25 - 26

KINGDOM OF CAMBODIA
3.6.4 M EASUREMENT
The shoulder shall be measured as the number of cubic metres of each course separately (if
courses of different kinds are required) of material complete in place, compacted and
accepted. The volume shall be calculated from the required cross section as shown on the
Drawings and the horizontal length of shoulder.
3.6.5 PAYMENT
If required by the typical cross section, a surface treated shoulder shall be paid for in
accordance with Section 4.4 Bituminous Surface Treatment for the item of Single
Bituminous Surface Treatment of these Specifications.
Soil Aggregate shoulders shall be paid for at the Contract unit price per cubic metre,
complete in place, which price shall include all materials, hauling, equipment, tools, labour
and incidentals necessary for satisfactory completion of the work.
If required by the typical cross section, a drain of the same material as the crushed
aggregate base shall be constructed beneath the shoulder. Payment for this crushed
aggregate drain shall be made in accordance with Section 3.3, Aggregate Base, pay item for
Aggregate Base Course of these Specifications. No additional payment shall be made for
forming this drain under Section 3.3 or Section 3.5 of these Specifications.
Payment will be under the following item:
3.6(1) Soil Aggregate Shoulder Cubic metre
S ECTION 3 - SUBBASE AND Basecourse 3.6 Shoulders Page 26 - 26

KINGDOM OF CAMBODIA

AND TRANSPORT
Section 4
Bituminous Works
KINGDOM OF CAMBODIA
MINISTRY OF PU BLIC WORKS AND TRANSPORT Project Reference
CONTENTS
4 BITUMINOUS WORKS 5
4.1 BITUMINOUS PRIME COAT ..................................................................................5

4.1.1 Description .......................................................................................................................................................5
4.1.2.1 Bituminous Materials ..............................................................................................................................5
4.1.2.2 Sources of Supply...................................................................................................................................5
4.1.2.3 Bituminous Materials - Storage and Handling ...............................................................................7
4.1.2.4 Blotting Material .......................................................................................................................................7
4.1.3.1 Preparation of Bituminous Materials .................................................................................................7
4.1.3.2 Weather Limitations ................................................................................................................................8
4.1.3.3 Equipment..................................................................................................................................................8
4.1.3.4 Preparation of Surface ...........................................................................................................................9
4.1.3.5 Application of Bituminous Material ....................................................................................................9
4.1.3.6 Application of Blotting Material......................................................................................................... 10
4.1.3.7 General Precautions for Handling Bituminous Materials ........................................................ 10
4.1.3.8 Tolerances .............................................................................................................................................. 10
4.1.3.9 Control of Bitumen Spillages ............................................................................................................ 11
4.1.4 Measurement ............................................................................................................................................... 11
4.1.5 Payment......................................................................................................................................................... 11
4.2 BITUMINOUS SURFACE TREATMENT .............................................................. 12

4.2.1 Description .................................................................................................................................................... 12
4.2.2.1 Bituminous Materials ........................................................................................................................... 12
4.2.2.2 Additives .................................................................................................................................................. 12
4.2.2.3 Rubberised Bituminous Material ..................................................................................................... 12
4.2.2.4 Aggregates.............................................................................................................................................. 12
4.2.2.5 Pre-Coated Aggregates ...................................................................................................................... 13
4.2.2.6 Stockpiling of Aggregates.................................................................................................................. 14
4.2.2.7 Material Application Rates................................................................................................................. 14
4.2.3.1 Equipment............................................................................................................................................... 15
4.2.3.2 Weather Limitations ............................................................................................................................. 16
4.2.3.3 Application of Bitumen ........................................................................................................................ 16
4.2.3.4 Application of Cover Aggregate ....................................................................................................... 17
4.2.3.5 Rolling and Brooming.......................................................................................................................... 17
4.2.3.6 Control of Traffic ................................................................................................................................... 18
4.2.3.7 Single Bituminous Surface Treatment Margins (SBST) .......................................................... 18
4.2.3.8 Tolerances .............................................................................................................................................. 18
4.2.3.9 Control of Bitumen Spillages ............................................................................................................ 18
4.2.4 Measurement ............................................................................................................................................... 18
4.2.5 Payment......................................................................................................................................................... 19
4.3 BITUMINOUS TACK COAT .................................................................................. 20
SECTION 4 - BITUMINOUS WORKS Contents Page 2 - 50

KINGDOM OF CAMBODIA
4.3.1 Description .................................................................................................................................................... 20

4.3.3.1 Equipment............................................................................................................................................... 20
4.3.3.2 Cleaning Surface .................................................................................................................................. 20
4.3.3.3 Application of Bituminous Material ................................................................................................. 20
4.3.4 Measurement ............................................................................................................................................... 21
4.3.5 Payment......................................................................................................................................................... 21
4.4 GENERAL REQUIREMENTS FOR ASPHALTIC ROADBASE AND SURFACE

COURSES ............................................................................................................. 22
4.4.1 Description .................................................................................................................................................... 22
4.4.1.1 General ..................................................................................................................................................... 22
4.4.2.1 General Composition of Mixtures.................................................................................................... 22
4.4.2.2 Formula for Job Mix............................................................................................................................. 22
4.4.2.3 Applications of Job-Mix Formula and Allowable Tolerances ................................................. 22
4.4.3.1 Coarse Mineral Aggregate ................................................................................................................ 23
4.4.3.2 Fine Mineral Aggregate...................................................................................................................... 24
4.4.3.3 Mineral Filler........................................................................................................................................... 24
4.4.4.1 Weather Limitation............................................................................................................................... 24
4.4.4.2 Progress of work................................................................................................................................... 24
4.4.4.3 Plant and Equipment- Requirements for all mixing plants ....................................................... 25
4.4.4.4 Plant and Equipment - Special requirements for Batching Plants ....................................... 27
4.4.4.5 Plant and Equipment - Special requirements for Continuous Mixing Plants ................... 27
4.4.4.6 Plant and Equipment........................................................................................................................... 28
4.4.4.7 Preparation of Existing Surface....................................................................................................... 29
4.4.4.8 Preparation of Bituminous Materials for use in Asphaltic Mixes .......................................... 30
4.4.4.9 Preparation of Mineral Aggregate................................................................................................... 30
4.4.4.10 Preparation of Mixture......................................................................................................................... 30
4.4.4.11 Transportation and Delivery of Asphaltic Material .................................................................... 31
4.4.4.12 Spreading and Finishing.................................................................................................................... 31
4.4.4.13 Compaction of Asphalt Material....................................................................................................... 31
4.4.4.14 Joints ......................................................................................................................................................... 33
4.4.4.15 Surface Test of the Pavement.......................................................................................................... 33
4.4.5 Measurement and Payment.................................................................................................................... 34
4.5 ASPHALTIC CONCRETE SURFACING .............................................................. 35

4.5.1 Description .................................................................................................................................................... 35
4.5.2.1 General Composition of the Mixture .............................................................................................. 35
4.5.3.2 Bitumen Additive ................................................................................................................................... 36
4.5.3.3 Coarse Mineral Aggregates .............................................................................................................. 36
4.5.3.4 Combined Mineral Aggregates ........................................................................................................ 37
4.5.3.5 Mixture...................................................................................................................................................... 37

KINGDOM OF CAMBODIA
4.5.4.1 Tolerances .............................................................................................................................................. 37

4.5.4.2 Control and Testing.............................................................................................................................. 38
4.5.4.3 Protection of the Pavement............................................................................................................... 38
4.5.5 Measurement ............................................................................................................................................... 38
4.5.6 Payment......................................................................................................................................................... 39
4.6 COLD ASPHALT ................................................................................................... 41

4.6.1 Description .................................................................................................................................................... 41
4.6.2.1 General Composition of the Mixture .............................................................................................. 41
4.6.2.2 Manufacture............................................................................................................................................ 41
4.6.3.1 General ..................................................................................................................................................... 41
4.6.3.3 Bitumen Additive ................................................................................................................................... 42
4.6.3.4 Coarse Mineral Aggregates .............................................................................................................. 42
4.6.3.5 Fine Mineral Aggregates .................................................................................................................... 42
4.6.3.6 Mineral Filler........................................................................................................................................... 42
4.6.4.1 Mix Proportions ..................................................................................................................................... 42
4.6.4.2 Mixing Procedure.................................................................................................................................. 43
4.6.4.3 Preparation of the Pavement............................................................................................................ 44
4.6.4.4 Tack Coat ................................................................................................................................................ 44
4.6.4.5 Spreading, Compaction and Finishing.......................................................................................... 44
4.6.4.6 Tolerances .............................................................................................................................................. 45
4.6.4.7 Storage of Cold Asphalt ..................................................................................................................... 45
4.6.5 Measurement ............................................................................................................................................... 45
4.6.6 Payment......................................................................................................................................................... 45
4.7 REPAIR OF BITUMINOUS WORKS .................................................................... 47

4.7.1 Description .................................................................................................................................................... 47
4.7.2.1 Types of Surface to be Repaired.................................................................................................... 47
4.7.2.2 Types of Defect ..................................................................................................................................... 47
4.7.4.1 Basic Patching Procedures ............................................................................................................... 48
4.7.4.2 Seal Patching ......................................................................................................................................... 48
4.7.4.3 Asphalt Patching ................................................................................................................................... 48
4.7.4.4 Repair of Specific Defects ................................................................................................................. 49
4.7.5 Measurement ............................................................................................................................................... 49
4.7.6 Payment......................................................................................................................................................... 50

KINGDOM OF CAMBODIA
4 BITUMINOUS WORKS
4.1 BITUMINOUS PRIME COAT

4.1.1 DESCRIPTION
This work shall consist of the preparation for and application of a bituminous prime and
blotting material to a previously prepared and untreated surface viz:; earth sub-grade,
waterbound basecourse, crushed aggregate basecourse, cement or lime stabilised
basecourse, top of roadway shoulders, concrete bridge deck, etc. in accordance with these
Specifications and in close conformity with the lines shown on the Drawings or established
by the Engineer.
4.1.2.1 Bituminous Materials

Bitumen shall conform to the requirements given in AASHTO M20-70 for the particular
grades stipulated in these Specifications. Bitumen shall be designated by its penetration
value (e.g. 60-70 pen).
Cut back bitumens shall be of the rapid curing type or the medium curing type and shall
conform to AASHTO designations M81-75 and M82-75 respectively. Cut back bitumen shall
0
be described by its kinematic viscosity value at 60 C. (e.g. RC 250, MC 70).
The prime coat shall be a medium or slow curing cutback bitumen conforming to the
requirements of AASHTO M82 or a slow setting cationic emulsified bitumen conforming to
the requirements of AASHTO M208. Application temperatures shall be as follows:
Type and Gr ade Application Temperature

MC - 30 30 - 90°C
MC - 70 50 - 100°C
SC - 70 50 - 100°C
CSS – 1 25 - 55°C
The prime coat or bituminous curing seal for a cement stabilised base shall be either
medium curing cutback grade MC 70 or MC 30 conforming to the requirements of AASHTO
M 82. The medium curing cutback grade MC 30 will be recommended if it is found that
medium curing cutback grade MC 70 cannot penetrate the base. However, if medium curing
cutback grade MC 30 is not available on the market, grade MC 70 may be blended with
kerosene in proportions approved by the Engineer.
4.1.2.2 Sources of Supply

a) General - Bituminous materials will be accepted at the source of shipment subject to the
following conditions.
• The Supplier shall conduct laboratory tests of all materials intended for shipment to the
Contractor and certify that the material meets the contract specifications.
• Before loading, the Producer shall examine the shipping container, remove all remnants
of previous cargoes which might contaminate the material to be loaded and certify that it
was clean and free of contaminating material when loaded.
SECTION 4 - BITUMINOUS WORKS 4.1 Bituminous Prime Coat Page 5 - 50

KINGDOM OF CAMBODIA
• The Contractor shall furnish with each shipment two copies of the delivery ticket. The
delivery ticket shall contain the following:
Consignee _______________ Designation _____________________

Project Number ___________ Date __________________________
Grade ___________________ Loading Temp. _________________
Net Litres _________________________________________________
0
Specific Gravity at 15 C ______________________________________
Net weight ________________________________________________
Identification No.
(Truck, Car, Tank, etc,) ______________________________________
• The Contractor, or the Supplier as his agent, shall deliver to the Resident Engineer a
certification signed by an authorised representative of the supplier to cover the quality
and quantity of the material and the condition of container for each shipment. The
certification shall be essentially in the following form and may be stamped written or
printed on the delivery ticket.
“This is to certify that this shipment

of ______ Tonnes/ litres
of_______________
bitumen meets all contract specification
requirements of the project, and the
shipping container was clean and free
from contaminating material when loaded:
Producer ________________
Signed __________________”
• Failure to sign the certification will be cause to withhold use of the material until it can be
sampled, tested and approved.
b) Acceptance procedures for bituminous materials: The following acceptance procedure for
bituminous material will apply. The Contractor shall provide delivery tickets and certifications
as set out in a) above. Acceptance samples of bituminous materials shall be obtained in
accordance with AASHTO T40, at the applicable point of acceptance as defined herein:
• Bituminous materials used in direct application on the road: Acceptance samples shall
be obtained under the supervision of the Engineer from the conveyances containing the
bituminous material at the point of delivery. Single samples shall be taken of each
separate tank load of bituminous material delivered, at the time of discharge, into
distributors or other conveyances on the project.
• Bituminous materials initially discharged into storage tanks on the project: Acceptance
samples shall be obtained from the line between the storage tank and the distributor on
the asphalt mixing plant after each delivery. A single acceptance sample shall be taken
after a sufficient period of circulation of such bituminous material has taken place to
ensure samples representative of the total material then in the storage tank.
As soon after sampling as practicable, the acceptance sample shall be delivered by the
Engineer to the nearest authorised laboratory for tests to determine compliance. Final
acceptance of bituminous materials shall be determined on the basis of the acceptance
sample test results compliance with the applicable specification requirements.

KINGDOM OF CAMBODIA
Bituminous material which deviates from the specification requirements shall be removed
and replaced or otherwise corrected by and at the expense of the contractor.
4.1.2.3 Bituminous Materials - Storage and Handling

The bituminous materials storage area and heating station shall be kept neat and itdy. The
storage area shall be cleared of vegetation and where bituminous material is stored in drums
these shall be stacked on their sides and only in small quantities with gaps between each
stack to reduce fire risk.
Bitumen distributors and boilers shall be kept clean at all times. When changing the grade of
bituminous material and at the end of each day’s work, all boilers and distributors shall be
thoroughly cleaned out with a solvent. The flushings from boilers and distributors shall not be
poured over the area indiscriminately, but shall be led by drainage channels to disposal pits,
care being taken that flushings do not find their way into stormwater ditches or streams.
All boilers, pre-heating pits, tools, and plant shall be kept scrupulously clean.
When filling the bitumen distributor from the boilers or bulk containers, the bituminous
material shall be passed through a filter of fine wire gauze.
On completion of the Works the disposal pits and drainage channels shall be filled in,
topsoiled and the site left clean and tidy in accordance with the requirements of Section
9.9.of these Specifications.
4.1.2.4 Blotting Material

Blotting material shall be approved clean dry sand or stone screenings free from any
cohesive material. It shall contain not more than 15 percent retained on a 6.3 mm sieve and
shall contain no organic matter.
4.1.3.1 Preparation of Bituminous Materials

The bitumen shall be heated to the specified temperature in tanks so designed as to avoid
local overheating.
When carried in bulk containers, records of bitumen temperature and time, in a manner
acceptable to the Engineer, shall be kept. Any bitumen not conforming to the requirements
of this sub-clause may be rejected by the Engineer as unsuitable for use in the Works. The
minimum pumping temperatures, the range of spraying temperatures and the maximum
heating temperatures of cut-backs, penetration grade bitumens and emulsions are given in
Table 4.1.1

KINGDOM OF CAMBODIA
Table 4.1.1 Temperature Ranges for Handling Bituminous Materials
o
Temperatures ( C) *
Bituminous Minimum Spraying Maximum
Material Pumping Slot-jets Atomising Heating
jets
Cut-back RC 30 10 35 - 45 - 50
Cut-back RC 70 25 55 - 65 - 70
Cut-back RC 250 45 80 - 90 - 90
Cut-back RC 800 60 100 -115 - 120
Cut-back RC 3000 80 125 -135 - 135
Cut-back MC 30 10 35 - 45 50 – 60 65
Cut-back MC 70 25 55 - 65 70 – 85 85
Cut-back MC 250 45 80 - 90 90 – 110 110
Cut-back MC 800 60 100 - 115 120 – 135 135
Cut-back MC 3000 80 125 - 135 135 –150 150
Bitumen 400/500 95 140 - 150 160 – 170 170

Bitumen 280/320 100 150 -160 160 – 170 170
Bitumen 180/200 105 155 - 165 160 – 170 170
Bitumen 80/100 115 160 - 170 160 – 170 170
Bitumen 60/70 115 160 - 170 160 – 170 170
Emulsion K1-70 15 75 - 85 75 - 85 95
Emulsion K1-60 ** - - - 95
* These spraying temperatures are for guidance only since the optimum spraying
temperature depends on the temperature/viscosity relationship of the bituminous
material.
** The minimum pumping and spraying temperatures for K1-60 shall be in accordance
with the manufacturer’s recommendations.
For slot-jets the viscosity for spraying shall be 70 to 100 centistokes and for atomising jets 35
to 60 centistokes.
No bituminous material shall be heated above the maximum temperature given in Table
4.1.1 and any that is overheated shall be removed from the Site and disposed of by the
Contractor.
The rates of application of bituminous material specified or instructed by the Engineer refer
o
to volumes of bitumen corrected to 15.6 C using the Standard Petroleum Measurement
Table (ASTM D 1250).
4.1.3.2 Weather Limitations

Prime coat shall be applied only when the surface to be treated is dry or slightly damp when
0 0
the surface temperature in the shade is above 13 C and rising, or above 15 C if falling and
when the weather is not foggy or rainy.
4.1.3.3 Equipment
a) Bitumen Distributor - The bitumen distributor tank shall be calibrated and the pump
pressure/application rate determined before spraying so that the correct distributor travel
speed can be calculated once the application rate is decided upon. The transverse

KINGDOM OF CAMBODIA
distribution and the actual application rate shall be checked by placing 200 mm x 100 mm
cotton pads at 250 mm spacings across the sprayed width and ensuring that the trans verse
variation is less than 10%.
Before any bitumen distributor is approved for use on the Works, the calibration of the
instruments and measuring equipment shall be checked in a series of field tests at locations
directed by the Engineer. Up to five (5) separate field test runs may be directed at various
nominal application rates chosen to each pass at least 200 litres of bitumen material through
the spray bar.
The bitumen distributor shall be truck mounted and shall have sufficient power to maintain
uniform speeds for the proper application of the bitumen. The truck shall be equipped with
an accurate tachometer showing the driver the speed of the truck in metres per minute.
The bitumen distributor will have a useable tank capacity of at least five thousand (5,000)
litres and will be equipped with gas or oil fired burners or other satisfactory means for
reheating the full contents of the tank. The bitumen distributor shall be capable of spraying
material at uniform, controlled rates both transversely and longitudinally, from 0.2 litre per
square metre with a tolerance of five (5) percent, over spray or under spray, in widths from
0.6m to 7.5m in increments of approximately 0.1m. All spray nozzles on the bitumen
o o
distributor shall be at an angle of 15 to 30 to eliminate any interference from adjacent
sprays. The spray bar height shall be adjusted to give an exact double lap spread, i.e. one
nozzle should spray to the centre of the adjacent nozzle. This must be checked in detail, by
shutting every second nozzle and seeing that the sprays just meet with no overlap. The
bitumen distributor shall be maintained in sound mechanical condition. The Engineer may
direct further field tests at any time during the progress of the work and if such tests reveal
unsatisfactory spraying accuracy, the distributor may be rejected for further use on the road.
The bitumen distributor shall be fitted with a hand-held, manually operated bar fed by a
flexible line for use on areas too small to be satisfactorily sprayed with the main bar.
b) Road Broom - Rotary road brooms shall be drawn, tractor mounted or self propelled and
shall have a broom core width of not less than 1.8 m
4.1.3.4 Preparation of Surface

Immediately prior to applying bituminous material all loose dirt and other objectionable
material shall be removed from the surface with a power broom and/or blower as required. If
the Engineer so orders, the surface shall be lightly bladed and re-compacted immediately
prior to the application of bituminous material, in which case brooming or blowing will not be
required. When so ordered by the Engineer a light application of water shall be made just
before the application of bituminous material.
4.1.3.5 Application of Bituminous Material

As soon as possible after the surface to be sprayed has been prepared as specified in sub-
clause 4.1.3.4 of these Specifications and approved by the Engineer, the prime coat shall be
sprayed on to it at the specified rate. Spraying shall be carried out not later than 12 hours
after the surface has been prepared unless otherwise approved by the Engineer. The
quantity of bituminous material used shall give complete and uniform coverage of the surface
with a minimum of run-off. Should the specified rate of spray appear to be incorrect, the
Contractor shall immediately stop spraying, inform the Engineer and amend the spray rate
as instructed.
The edge of the area shall be marked out with a line or string or wire pegged down at
intervals not exceeding 15 m on straights or 7.5 m on curves.

KINGDOM OF CAMBODIA
Bituminous material shall be sprayed from a pressure distributor and no hand spraying shall
be permitted except in small areas, or to make good a defective area caused by a blocked
nozzle.
The nozzles shall be arranged to give a uniform spray and shall be tested prior to spraying
by discharging on to suitable material (such as building paper, metal sheets, etc.) or into
purpose made troughs. Testing shall not take place on the road, and any bitumen spilt onto
the ground shall be cleaned off.
If during spraying, a nozzle becomes blocked or develops a defect, the spraying shall be
immediately stopped, and any area incompletely sprayed shall be made good with a hand
spray, and the machine repaired before further spraying is commenced.
When commencing and stopping spraying, sheets of building paper or metal at least 1 m
wide shall be spread across the full width of the road to be sprayed to give a clean sharp
edge.
The metal sheet used for stopping and starting work shall be cleaned after each run and the
troughs used for testing shall be cleaned at the end of each day’s work.
During spraying all curbs, road furniture, culvert headwalls, trees and the like which are liable
to be disfigured by splashing of bituminous material shall be protected, and any such feature
which is accidentally marred by bituminous material shall be cleaned off with a suitable
solvent or made good.
4.1.3.6 Application of Blotting Material

Blotting material shall be used unless otherwise directed by the Engineer. If, after the
application of the prime coat, the bituminous material fails to penetrate within the time
specified or if the road must be used by traffic, blotting material shall be spread in the
amount required to absorb any excess bituminous material and to protect the primed
surface.
Blotting material shall be spread so that no wheels or tracks are able to travel in uncovered
wet bituminous material.
4.1.3.7 General Precautions for Handling Bituminous Materials

Since cutback bitumen is flammable, extreme care must be exercised during the heating
process.
Care shall be taken in transporting emulsified bitumen to avoid separation of the mixture.
Drums or small containers of emulsified bitumen shall be rolled five times to each side every
week and before pouring into the bitumen distributor. Emulsified bitumens shall not remain
in the bitumen distributor holding tank overnight. Generally, it is desirable that an opened
container of emulsified bitumen be completely used; if not used completely, the container
shall by tightly sealed in order to prevent separation of the mixture.
4.1.3.8 Tolerances
The rate of application of bituminous material across the full width of each spray run shall not
vary by more than ± 10% of the rate ordered and the average rate of bituminous material for
each single run of the spray truck shall be at least equal to the rate ordered. Tray tests shall
be taken at the commencement of priming operations. Calculations based on dipping of
spray trucks shall be made before and after every run to check application rates.

KINGDOM OF CAMBODIA
When the actual rate of application of bituminous material exceeds or is less than the rate
ordered, the Engineer will direct that the work will be made good or will be allowed to remain,
subject to such conditions as may be further directed by the Engineer.
4.1.3.9 Control of Bitumen Spillages

The Contractor shall take all measures necessary to prevent the spillage of extraneous
bitumen on or adjacent to the Site. In particular, deposits of bitumen resulting from the
clearing of bitumen spray bars shall not be permitted. Any bitumen spillages on the site shall
be removed and disposed of by means approved by the Engineer.
4.1.4 M EASUREMENT
Bituminous prime coat shall be applied to the full width of the top of the completed and
approved base course layer, including shoulders where shoulders are constructed of base
course material, and on all other areas receiving surface treatment or asphalt pavement in
accordance with the Drawings or as otherwise directed by the Engineer.
Bituminous prime coat shall be measured by the area in square metres sprayed in
accordance with the Drawings at the instructed rate of application in litres/sq-m, corrected to
o
15.6 C .
Blotting material shall not be measured for payment but will be considered to be included in
the unit price for bituminous prime coat.
o
The actual litres of bituminous prime coat sprayed shall be recorded and corrected to 15.6 C
to determine the actual rate of application. When the actual application rate, corrected to
o
15.6 C is less than 90% of the specified application rate the actual shortfall in litres shall be
measured and an adjustment to the payments will be applied.
4.1.5 Payment
Bituminous prime coat will be paid for at the Contract unit price per square metre of area
measured as provided for in Clause 4.1.4 of these Specifications for each type of bituminous
material, complete and approved in place, and shall include for the cost of providing, hauling
and spraying the prime coat at the instructed application rate, blotting material, and
complying with the requirements of Section 4.1 of these Specifications.
When the actual application rate, corrected to 15.6 oC is less than 90% of the specified
application rate a deduction of the actual shortfall in litres at the Contract unit price per litre of
the corresponding type of bituminous prime material will be applied.
Payment shall be made under the following item :
4.1(1) Bituminous Prime Coat Square metre

4.1(2) Cost of Bituminous Prime Material Litre
Type …………………….
(Deduction for reduced application
rate - provisional)
Etc

KINGDOM OF CAMBODIA
4.2 BITUMINOUS SURFACE TREATMENT

4.2.1 DESCRIPTION
This work shall consist of a single (SBST) or double (DBST) bituminous surface treatment
layer involving the application of a bituminous material followed by an aggregate cover
specified, on the completed and approved pavement in accordance with these Specifications
and in close conformity with the lines shown on the Drawings or established by the Engineer.

Bituminous materials used in surface treatments shall be one of the types and grades listed
in the following table and approved by the Engineer.
Designation Type of Material

60 - 70 Bitumen
80 - 100 Bitumen
RC - 250 Cutback Bitumen, Rapid Curing
RS - 2 Emulsified Bitumen
CRS - 2 Cationic Emulsified Bitumen
CRS - 3 Cationic Emulsified Bitumen
The materials shown above shall be in compliance with AASHTO designations M20-70,
M81-75, M140-82 and M208-81, as applicable, and shall be supplied in accordance with the
requirements specified in sub-clause 4.1.2.2 of these Specifications. The general
precautions outl ined in sub-clause 4.1.3.7 of these Specifications shall be applicable. The
minimum pumping and spraying temperatures and the maximum heating temperatures for
the various types and grades of bitumen shall be in accordance with Table 4.1.1 of these
Specifications or as otherwise instructed by the Engineer. Bitumen shall only be cut back on
site if so instructed and approved by the Engineer.
4.2.2.2 Additives
Bitumen additives shall be used if and when directed by the Engineer. Prior approval must
be obtained from the Engineer regarding the type of additive to be used.
4.2.2.3 Rubberised Bituminous Material

Rubberised bituminous material shall not be used, unless required under the Special
Provisions.
4.2.2.4 Aggregates
Aggregates for bituminous surface treatments shall consist of clean, dry, hard durable
crushed stone or crushed gravel free from dust, clay, dirt and other deleterious matter.
Aggregates shall meet the quality requirements of AASHTO M80 except as altered herein.
All aggregates shall be mechanically screened to remove dust and small particles. Where
bitumen or cutback bitumen is used, aggregates shall be precoated. Where emulsified
asphalt is used, only washed aggregates will be allowed.
SECTION 4 - BITUMINOUS WORKS 4.2 Bituminous Surface Treatment Page 12 - 50

KINGDOM OF CAMBODIA
When subjected to the coating and stripping test, AASHTO test method T182, the
aggregates shall have a coated area of not less than 95%. Aggregates which do not meet
this requirement may be used for bituminous surface treatments provided an approved
chemical additive or wetting agent is used to create a water resistant fi lm.
When crushed gravel is used to produce sealing aggregate, not less than 75 percent by
weight of the particles shall have at least two fractured faces. The minimum size of stone to
be crushed to produce sealing aggregate shall be at least four times the maximum size of
the sealing aggregate.
The aggregates shall have a percentage of wear not exceeding 35 when tested for abrasion
resistance by AASHTO Method T96 and, when subjected to five alternations of the sodium
sulphate test for soundness (AASHTO Test Method T104) shall have a weighted loss not
greater than 12%. The flakiness index, as determined by British Standard 812, shall not
exceed 33%.
Aggregate sizes to be used in the various applications of surface treatment shall be as

follows:
(a) Single Bituminous Surface treatment (SBST)
Average Least Dimension 12.5 mm
(b) Double Bituminous Surface Treatment (DBST)
First layer, 19.0 mm
Second layer , 12.0 mm
(c) Shoulders
Shoulders shall be surface treated when indicated on the Drawings or directed by the
Engineer. The two types of surface treated shoulders are as follows:
SBST shoulder, 19.0 mm or 12.5 mm.
DBST shoulder, 19.0 mm for first layer, 9.5. mm for second layer.
The above-mentioned '“nominal sized' aggregates shall comply with the following
gradation requirements using AASHTO Test Method T27:
Percent by Weight Passing AASHT0 sieve Sizes

Nominal Size
Of Material 37.5m 25.0mm 19.0m 12.5m 9.5mm 4.75m 2.36m 1.l8mm
25.0mm 100 90-100 0-45 0-10 0-5 - 0-2 0-0.5
19.0mm 100 90-100 0-30 0-8 - 0-2 0-0.5
12.5mm 100 90-100 0-40 0-8 0-2 0-0.5
9.5mm 100 90-100 0-30 0-8 0-2
In all cases the percentage passing the 0.075 mm sieve shall not exceed 0.5% by
weight.
4.2.2.5 Pre-Coated Aggregates

Aggregates shall be pre-coated to improve adhesion to the bitumen. The precoating
material may be diesel, kerosene, cut back bitumen, fuel oil, tar, or other materials approved
by the Engineer. Pre-coating material shall be thinly and evenly applied to all aggregate

KINGDOM OF CAMBODIA
particles, such that they are fully coated, but do not contain excess material. A fine pressure
spray may be used against a regulated stream of aggregates falling from a conveyor belt or
from a bin, or mixing can be carried out in the pugmill of an asphalt mixing plant. The aim of
the operation is to obtain an aggregate that is free from dust, and yet remains a free flowing
material that can be applied with aggregate spreaders. The coating shall be such that no
material will drip from a freshly coated particle of aggregate held between the fingers.
Aggregates that are excessively pre-coated and are wet on the surface shall be left to dry
out. The pre-coating material, the rate of application, the method of mixing and the mixing
plant shall be subject to the approval of the Engineer.
Aggregate shall not contain excessive moisture to cause uneven distribution of the pre-
coating material and shall not be used in the work until the moisture has evaporated and the
pre-coating material has adhered effectively to the aggregate.
Pre-coated aggregate shall not be stock-piled for any period longer than is necessary for
moisture to dry out. When there is a visible coating of dust on the particles the Engineer
may direct that portions of the stock-pile be pre-coated again.
The Contractor may run the aggregate through a drier beforehand, so that no moisture is
retained on the aggregate particles upon pre-coating, and arrange for the pre-coated
material to be immediately loaded into trucks to be carried to the spreaders without the need
of stock-piling.
4.2.2.6 Stockpiling of Aggregates

Stockpiling of aggregate will be permitted only where agreed by the Engineer. A separate
stockpile shall be made for each nominal size of aggregate at each location.
The site of the sto ckpile shall be cleared of all vegetation and debris, graded and drained,
and where the Engineer deems it necessary, the area shall be surfaced with a 100 mm layer
of approved stone or rock.
Unless otherwise approved by the Engineer each stockpile shall be built at least 2 metres
high by tipping in layers not more than one metre deep over the whole area of the stockpile.
The Contractor shall supply any planking or other material required in connection with
movement of vehicles over and about the stockpiles.
The bottom 50 mm layer of the aggregate stockpile or any contaminated aggregate shall not
be used in the work.
4.2.2.7 Material Application Rates

The application rates for both aggregate and bitumen to be used for the initial field trials shall
be determined as follows:
(a) Aggregate
A preliminary value of the aggregate quantity to provide for a thickness equal to the
average least size dimension with 20% voids is as follows:
A (kg/sq-m) = 0.8 F x G x H where
F is the Wastage Factor 1.07 for 9.5mm and 12.5mm aggregate
1.02 for 19.0mm and 25.0mm aggregate
G is the Bulk specific gravity (AASHTO test Method T85) and
H is the Average Least Dimension (mm)

KINGDOM OF CAMBODIA
The above equation assumes voids in the loose aggregate to be 50%. Control tests
shall be carried out to determine the loose density according to AASHTO T19 and the
loose voids content determined as follows:
V = 1 – J / G where
V is the loose voids content
J is the loose unit weight (t/cu-m.)
G is the Bulk specific gravity
The final design aggregate quantity shall then be calculated as:
A (kg/sq-m) = (1 - 0.4 V) F x G x H
The design quantity shall be checked by packing the aggregate one stone thick on a
sample tray and by field trials.
(b) Bitumen
The theoretical bitumen application rates for each layer to embed the aggregate to
about 70% of its average least size dimension can be determined from the following
formula:
B (litres/sq-m) = (0.4 x H x V x T) + S where
B is the theoretical “cold" bitumen application rate for each layer.
T is the Traffic factor (0.70 - 0.75)
R is the Residual bitumen factor
S is the Surface texture correction for first layer only.
= -0.1 to -0.3 litre/sq.m., for black flushing surface;
= nil for smooth surface, good priming;
= +0.1 to +0.3 litre/sq.m., for absorbent and rough surfaces.
For double surface treatment, the theoretical bitumen quantities for each layer shall be
added together and converted to “hot”' rates at the spraying temperature (ASTM
D1250-56). For warm season construction, 60% of this combined rate shall be
applied for the first layer and 40% for the second. For cool season construction, 50%
of the combined rate shall be applied for the first layer and 50% for the second layer.
The design application rates for double surface treatment may be checked by method
C.14 given in the Asphalt Institute Manual Series MS-13 “Asphalt Surface
Treatments”.
The final design quantity shall be determined by field trials. The actual quantity to be
used in the work shall be as directed by the Engineer.
4.2.3.1 Equipment
a) Bitumen Distributor
The bitumen distributor shall be as specified in sub-clause 4.1.3.3 (a) Bituminous Prime Coat
of these Specifications
b) Aggregate Precoating and Loading Unit
Pre-coating and loading equipment, producing dust free aggregates, may be of the type and
operations as described in the following:

KINGDOM OF CAMBODIA
The equipment is mounted on a truck, consisting of an aggregate scraper, spiral wheel

elevator, tilting ram, rotating drum with ruff wheel and screen, belt conveyor, suction type
pre-coating material feed and pre-coating jets.
The aggregate is fed into a rotating drum where the aggregate is cleaned of dust particles by
the help of a drum-mounted screen. A fine pressure spray of pre-coating material is then
applied against a regulated stream of clean aggregates falling from the conveyor belt. The
pre-coated material is loaded into trucks and transported to the spreaders.
c) Aggregate Spreaders
Aggregate shall be spread by self-propelled mechanical spreaders, or other approved

systems.
Mechanical aggregate spreaders or box type spreaders mounted at the rear of spreader
trucks shall be capable of spreading the aggregate uniformly over variable widths from 0.5m
to 3.5m at the rates specified.
d) Road Brooms
The road brooms shall be as specified in sub-clause 4.1.3.3 (b) Bituminous Prime Coat of
these Specifications
e) Rollers
Rollers shall be self-propelled, pneumatic tyred, multi -wheeled rollers having an unballasted
mass not less than 8 tonnes and tyres of equal size. Rear wheels shall be offset relative to
the front wheels to give overlapping tyre paths and complete coverage for the effective width
of the roller. Rollers will be capable of providing a wheel load from 1,000kg to 1,500kg per
wheel with a maximum tyre pressure of 6 Bar.
4.2.3.2 Weather Limitations

No spraying shall be carried out on a wet pavement, while rain appears imminent or during
high winds.
The Engineer may order work to cease temporarily on account of adverse weather,
unsatisfactory condition of materials, equipment or pavement or any conditions which he
considers may affect the work adversely.
4.2.3.3 Application of Bitumen

Bitumen shall be sprayed from a pressure distributor in accordance with the requirements of
sub-clause 4.1.3.5 of these Specifications. No hand-spraying will be permitted other than for
those areas too small to be sprayed by the main bar.
The spraying temperature of the bitumen material shall be as stipulated in Section 4.1 of
these Specifications. Application rates shall be as determined in sub-clause 4.2.2.7 of these
Specifications and as approved or as directed by the Engineer.
The distributor shall be dipped and the temperature taken before and after every run and the
actual '“hot”' application rate determined and checked against the specified rate. The actual
rate shall not vary more than + 5% from the specified rate. Bitumen shall not be held at
temperatures within the spraying range for periods exceeding eight hours. Any bitumen
which has been heated for an excessive period of time or which has been overheated shall
be rejected. Spray rates shall be checked by dipping the distributor tank immediately before
and after each spray run and the application rate checked.

KINGDOM OF CAMBODIA
All surplus aggregate from the first layer shall be removed before spraying for the second
layer.
Bitumen shall be applied over the full width of the carriageway, that is, the total width of both
traffic lanes. Spraying half width or partial width will only be carried out with the approval of
the Engineer.
When half width spraying is permitted, the bitumen distributor shall be operated in the
opposite direction to the first layer when spraying for the second layer and the centre joint
shall be offset 300 mm. Spraying shall cease immediately if any defect develops in the
spraying equipment and it shall not recommence until the fault has been rectified.
4.2.3.4 Application of Cover Aggregate

Sufficient aggregate to cover the proposed area to be sprayed shall be in trucks at the site of
the work before any spraying is allowed to commence.
All trucks shall be weighed on portable scales prior to spreading to enable aggregate
quantities and application rates to be checked. Alternatively the contents of each truck shall
be water-levelled before spreading commences and the remaining contents, if any, after
spreading is completed shall be measured to determine the exact volume used from which
the aggregate application rate can be determined.
As the binder soon cools to road temperature and loses its viscosity to adhere to the
aggregate, it is desirable to spread the aggregate within one minute of spraying. A
maximum of 3 minutes will, however be allowed. Before commencing, sufficient aggregate
shall be loaded ni to spreader trucks, or to replenish the mechanical spreader, to cover the
full spray run.
The transverse distribution of aggregate and application rate shall be checked before laying
by determining the aggregate amount on 0.5 m square papers across the spreading width
and checking it against the design value. The rate shall not vary by more than + 10%. Hand
brooming and hand spotting of areas deficient in aggregate shall be carried out immediately
after spreading and excess heaps or rills removed before rolling. A light spread to give a
complete cover of one stone thickness with some hand spotting is preferable to a heavy
spread. Tray tests shall be taken, at least once per spray run, to check rate of spread of
aggregate.
The average least size dimension of the cover aggregate shall be determined regularly and
the aggregate application rate changed accordingly (see sub-clause 4.2.2.7).
4.2.3.5 Rolling and Brooming

The pneumatic tyred rollers complying with the requirements of sub-clause 4.2.3.1 of these
specifications shall be used to roll the aggregate into the binder. Rolling shall commence
immediately after spreading and continue, in conjunction with drag brooming, until the
aggregate is well embedded in the binder and a uniform surface is obtained. At least 4
passes of the roller over all parts of the surface shall take place and in the first layer may be
followed by 2 passes of a steel wheeled roller not exceeding 8,000 kg to make a smooth
surface without any crushing of the aggregate for the second layer.
Rolling shall continue until the aggregate is bound properly to the binder. If satisfactory
embedment does not occur, then further rolling shall be carried out the following day. When
the binder has hardened to the stage that not more aggregate can be pressed into it by
rolling, all loose aggregate shall be removed by sweeping.

KINGDOM OF CAMBODIA
If the Engineer considers that the adhesion of the binder to the aggregate is unsatisfactory,
he shall reject the work and direct that no further work be carried out until the conditions
improve.
4.2.3.6 Control of Traffic

The Contractor shall strictly regulate the traffic over the finished work to protect the freshly
laid aggregate from disturbance from its embedded position. The Contractor shall be fully
responsible for any damage arising therefrom.
4.2.3.7 Single Bituminous Surface Treatment Margins (SBST)

When shown on the drawings or directed by the Engineer a margin of single bituminous
surface treatment will be required at the edge of the carriageway.
Single bituminous surface treatment will be constructed on the shoulders of an asphalt

paved road or of a double bituminous surface treatment (DBST) pavement or as directed by
the Engineer. Aggregate sizes for the aforementioned SBST applications shall be as
specified in sub-clause 4.2.2.4, aggregates, of these Specifications.
The shoulder treatment will be constructed at the same time as and as part of the first layer
of the DBST and all requirements of the clauses controlling construction of DBST shall apply
equally to construction of SBST.
4.2.3.8 Tolerances
The final average overall width of the surface dressing measured at six equidistant points
over a length of 100m shall be at least equal to the width specified or instructed. At no point
shall the distance between the centre ine l of the road and the edge of the surface dressing
be narrower than that instructed by more than 15 mm.
The rate of application of bitumen across the width of each spray run shall not vary by more
than ± 5% of the rate ordered and the average rate of bitumen for each single run of the
spray truck shall be at least equal to the rate ordered. Calculations based on dipping of
spray trucks shall be made before and after every run to check application rates.
When the actual rate of application of bitumen exceeds or is less than the rate ordered, the
Engineer will direct that the work will be made good or will be allowed to remain, subject to
such conditions as may be further directed by the Engineer.
4.2.3.9 Control of Bitumen Spillages

The Contractor shall take all measures necessary to prevent the spillage of extraneous
bitumen on or adjacent to the Site. In particular, deposits of bitumen resulting from the
clearing of bitumen spray bars shall not be permitted. Any bitumen spillages on the site shall
be removed and disposed of by means approved by the Engineer.
4.2.4 M EASUREMENT
Bituminous surface treatments shall be measured by the area in square metres of each seal
coat placed as specified on the Drawings at the instructed rate of application in litres/square
o
metre, corrected to 15.6 C.
o
The actual litres of bitumen sprayed for each coat shall be recorded and corrected to 15.6 C
o

KINGDOM OF CAMBODIA
Sealing Aggregate shall be measured by the cubic metre of each nominal size for each class
calculated as the product of the area in square metres covered as specified on the Drawings
and the reciprocal of the instructed rate of application in square metres/cubic metre or the
actual rate of application in square metres/cubic metre whichever calculation gives the lower
volume.
Additives used in accordance with sub-clause 4.2.2.2 of these Specifications shall be
measured by the number of litres of each type used at the rate instructed or the actual litres
used whichever is the lesser.
4.2.5 Payment
Bituminous Surface Treatment shall be paid of r at the Contract unit price per square metre of
area for each seal coat measured in accordance with Clause 4.2.4 of these Specifications
and shall include for the cost of preparation of the surface to receive bitumen, providing,
hauling and spraying the bitumen at the instructed application rate and complying with the
requirements of Sections 4.1 and 4.2 of these Specifications.
o
When the actual application rate of bitumen, corrected to 15.6 C is less than 95% of the
specified application rate a deduction of the actual shortfall in litres at the Contract unit price
per litre of bitumen will be applied.
Sealing Aggregate will be paid for at the Contract unit price per cubic metre of each type of
aggregate measured in accordance with Clause 4.2.4 of these Specifications and shall
include for the cost of providing, hauling, spreading and rolling the aggregate at any
instructed application rate, all haulage as necessary and in compliance with the
requirements of Sections 4.1 and 4.4 of these Specifications.
No additional payment will be made for precoating of aggregate, if directed by the Engineer,
but will be considered as incidental to the surface treatment work.
Payment will be made for the use of bitumen additive, if directed by the Engineer, at the
Contract unit price for each type of additive measured in accordance with Clause 4.2.4 of
Payment shall be made under the following items :
4.2(1) Bituminous Seal Coat, 19mm Square metre

4.2(2) Bituminous Seal Coat, 12mm Square metre
4.2(3) Sealing Aggregate, 19mm Cubic metre
4.2(4) Sealing Aggregate, 12mm Cubic metre
4.2(5) Cost of Bitumen, Grade………. Litre
rate – provisional)
4.2(6) Bitumen Additive Litre
Specify Type
(provisional)

KINGDOM OF CAMBODIA
4.3 BITUMINOUS TACK COAT

4.3.1 DESCRIPTION
This work shall consist of furnishing and applying bituminous material to a previously
prepared and approved surface, prior to the application of an asphaltic base or surface
course, in accordance with these Specifications and to the width and area required by the
Engineer.

The tack coat shall be one of the following bituminous materials:
Designation Type of Material Application Residual Bitumen

Temperature (° C) Application (litres/sq-m)
RC-70 Rapid Curing Cutback 50 – 100 0.1 - 0.3

Bitumen
RC-250 Rapid Curing Cutback 80 – 100 0.1 - 0.3
Bitumen
CRS-2 Rapid Setting Cationic 20 – 70 0.1 - 0.3
Emulsified Bitumen
The materials shown above shall be in compliance with AASHTO M71 and M208-81, as
applicable, and shall be supplied in accordance with the requirements specified in sub-
clause 4.1.2.2 of these Specifications. The general precautions outlined in sub-clause
4.1.3.7 of these Specifications shall be applicable.
4.3.3.1 Equipment
The equipment shall be as specified in Section 4.1 Bituminous Prime Coat of these
Specifications.
4.3.3.2 Cleaning Surface

When, in the opinion of the Engineer it is necessary, th e full width of surface to be treated
shall be cleaned with a power broom or power blower to remove loose dirt and other
objectionable material. The surface to be treated shall be dry.
4.3.3.3 Application of Bituminous Material

Immediately after cleaning the surface, bituminous material shall be applied by means of a
distributor, in accordance with the provisions of sub-clause 4.1.3.5 of these Specifications at
the rates and temperatures shown in Clause 4.3.2 of these Specifications and directed by
the Engineer. The tack coat shall be applied only when the surface is dry unless otherwise
The surface of structures and trees adjacent to the areas being treated shall be protected in
such manner as to prevent their being spattered or marred with bitumen. No bituminous
material shall be discharged into a borrow pit or gutter. The Engineer may direct that
emulsions shall be diluted with clean water in order to control the rate of spread. This shall
be done at the Contractor's expense.
SECTION 4 - BITUMINOUS WORKS 4.3 Bituminous Tack Coat Page 20 - 50

KINGDOM OF CAMBODIA
The surface course shall not be placed over the tack coat until it is in a proper condition of
tackiness to receive it. Tack coat shall be applied only so far in advance of surface course
placement as is necessary to obtain this proper condition of tackiness. Until the surface
course is placed, the Contractor shall protect the tack coat from damage.
4.3.4 M EASUREMENT
Bituminous tack coat shall be measured by the area in square metres instructed to be
sprayed at the instructed rate of application in litres/m2, corrected to 15.6 oC
o
The actual litres of bituminous tack coat sprayed shall be recorded and corrected to 15.6 C
o
4.3.5 Payment
Bituminous tack coat will be paid for at the Contract unit price per square metre of area
instructed to be sprayed for of each type of bituminous material, complete and approved in
place, and shall include for the cost of providing, hauling and spraying the tack coat at the
instructed application rate, and complying with the requirements of Section 4.3 of these
Specifications.
o
When the actual application rate, corrected to 15.6 C is less than 90% of the specified
application rate a deduction of the actual shortfall in litres at the Contract unit price per litre of
the corresponding type of bituminous tack coat will be applied.
4.3(1) Bituminous Tack Coat Square metre

4.3(2) Cost of Bituminous Tack Coat Litre
Type …………………….
rate - provisional)
Etc.
SECTION 4 - BITUMINOUS WORKS 4.3 Bituminous Tack Coat Page 21 - 50

KINGDOM OF CAMBODIA
4.4 GENERAL REQUIREMENTS FOR ASPHALTIC ROADBASE AND

SURFACE COURSES
4.4.1 DESCRIPTION
4.4.1.1 General
This work shall cover the general requirements that are applicable to all types of asphaltic
bases and surfacing irrespective of gradation of mineral aggregate, kind and amount of
bituminous material, or use. Deviations from these general requirements are indicated in the
specific requirements as set forth in the respective sections for each type.
The work shall consist of one or more courses of plant-mixed asphaltic material constructed
on a prepared and accepted sub-grade, sub-base, base course or other roadbed in
accordance with these Specifications and the specific requirements of the type under
Contract, and in conformity with the required lines, levels, grades, dimensions and typical
cross section.
4.4.2.1 General Composition of Mixtures

The asphaltic material shall be composed basically of coarse mineral aggregate, fine mineral
aggregate, filler, and bituminous material. The several mineral constituents shall be sized,
uniformly graded, and combined in such proportions that the resulting blend meets the
grading requirements for the specific type under the contract. To such composite blended
aggregate shall be added bitumen within the percentage limits set in the specifications for
the specific type.
4.4.2.2 Formula for Job Mix

Before starting work, the Contractor shall submit to the Engineer a proposed job-mix formula,
in writing, for the mix proposed to be supplied for the project. The formula so submitted shall
stipulate for the mixture a single definite temperature at which the mixture is to be emptied
from the mixer, and for mixtures to be laid hot, a single definite temperature at which the
mixture is to be delivered on the road, all of which shall fall within the ranges of the general
composition and temperature limits. The Engineer shall then set the job mix. In setting the
job mix, the Engineer, at his discretion, may use the submitted formula, in whole or in part.
In any event, the job mix formula for the mixture shall fix a single percentage of aggregate
passing each required sieve size, a single percentage of bitumen to be added to the
aggregate, a single temperature at which the mixture is to be emptied from the mixer, and a
single temperature at which the mixture is to be delivered on the road, unless the mixture is
to be laid cold.
4.4.2.3 Applications of Job-Mix Formula and Allowable Tolerances

All mixes furnished shall conform to the Job-mix formula set by the Engineer and be within
the ranges of tolerance given below.
(a) Asphaltic Base Course.

For Aggregates:
Passing sieves 10 mm and larger + 7%
Passing sieves between 10 mm and 0.075 mm + 4%
Passing 0.075 mm sieve + 1%
SECTION 4 - BITUMINOUS WORKS 4.4 General Requirements … Page 22 - 50

KINGDOM OF CAMBODIA
For Bitumen + 0.30%

For Resulting Mix
Temperature of mixture when emptied from mixer + 11o C
o
Temperature of mixture at delivery on road + 11 C
(b) Asphaltic Surface Course

For aggregates:
Passing 4.75 mm Sieve and Larger + 5%
Passing 2.36 mm and 1.18 mm Sieves + 4%
Passing 0.600 mm to 0.150 mm Sieves + 3%
Passing 0.075 mm Sieve + 1%
For Bitumen + 0.3%
For Resulting Mix
Temperature of mixture when emptied from mixer + 11o C
o
Temperature of mixture at delivery on road + 11 C
Each day as many samples of the materials and mixture shall be taken and tested as the
Engineer considers necessary for checking the required uniformity of the mixture. When
unsatisfactory results or changed conditions make it necessary, the Engineer may establish
a new job mix.
Should a change in a material be encountered or should a change in a source of material be

made, a new job-mix formula shall be submitted to the Engineer and approved before the
mix containing the new material is delivered to the construction site.
Job mixes will be rejected if they are found to have voids or other characteristics that would
require a bitumen content greater or less than the specified range to obtain the specified mix.
4.4.3.1 Coarse Mineral Aggregate

Coarse aggregate (retained on the 4.75 mm sieve) shall be crushed stone, or crushed
gravel, and unless otherwise stipulated, shall conform to the quality requirements of
AASHTO M80. Only one source of coarse aggregate shall be used except by written
permission from the Engineer.
The crushed aggregate shall also meet the pertinent requirements of Section 2.1 of
AASHTO M147-6S and not less than 75 percent by weight of the particles retained on the
4.75 mm sieve shall have at least two fractured faces and 90 percent one or more fractured
faces.
The abrasion loss (AASHTO T96) shall not exceed 40 percent. Any aggregates liable to
polish shall not be used for the coarse aggregate fraction. The coarse aggregate shall be of
such gradation that when combined with other required aggregate fractions in proper
proportion the resultant mixture will meet the gradation required for the composition of the
mix.

KINGDOM OF CAMBODIA
4.4.3.2 Fine Mineral Aggregate

Fine aggregate (passing the 4.75 mm sieve) shall consist of natural sand, stone, screenings,
or a combination thereof, and unless otherwise stipulated shall conform to the quality
requirements of AASHTO M29 (ASTM D1073). Fine aggregate shall be of such gradation
that when combined with other required aggregate fractions in proper proportion, the
resultant mixture will meet the gradation required for the composition of the mixture. The
sand equivalent, tested in accordance with AASHTO T176, shall be greater than 50.
4.4.3.3 Mineral Filler

Filler material for asphaltic materials shall conform to the requirements in AASHTO Ml7.
When the Strength Index as determined according to the Ontario Vacuum Immersion
Marshall Test or the U.S. Army Corps of Engineers - Asphalt Institute Immersion Marshall
Test is less than 75%. Either 1 to 2 per cent of hydrated lime or 2 to 4 per cent of Portland
cement by weight may be added to the mix.
Where mineral filler is added to the asphaltic mix it shall not be measured and paid for, but
will be considered incidental to the Asphaltic Pavement item.
Hydrated lime and Portland cement shall be properly stored to prevent the lime and cement
becoming moist. Lime or cement that is partially hard and contains lumps shall not be used
and must be removed from the site.

Bituminous material used in asphaltic courses shall be bitumen with penetration grades of
60-70 of 80-100 only and shall conform to the requirements given in AASHTO M20-70 for
the particular grades stipulated in these Specifications. Bitumen shall be designated by its
penetration value (e.g. 60-70 pen).
The bituminous materials shall be supplied in accordance with the requirements specified in
sub-clause 4.l.2.2 of these Specifications. The general precautions outlined in sub-clause
4.1.3.7 of these Specifications shall be applicable. The minimum pumping and spraying
temperatures and the maximum heating temperatures for the various types and grades of
bitumen shall be in accordance with Table 4.1.1 of these Specifications or as otherwise
instructed by the Engineer. Bitumen shall only be cut back on site if so instructed and
approved by the Engineer.
4.4.4.1 Weather Limitation

Asphaltic materials shall be placed only when the surface is dry, when the weather is not
rainy and when the prepared roadbed is in a satisfactory condition; provided, however that
the Engineer may permit, in case of sudden rain, the placing of asphaltic materials then in
transit from the mixing plant, if they are laid within the correct temperature range and the
surface on to which they are to be placed is free from pools of water. Such permission shall
in no way relax the requirements for quality and smoothness of surface, nor relieve the
contractor of its responsibilities for the subsequent performance of the constructed asphaltic
layer.
4.4.4.2 Progress of work

No work shall be performed when there is insufficient hauling, spreading or finishing
equipment, or labour, to ensure progress at a rate greater than or equal to 60% of the
capacity of the mixing plant.

KINGDOM OF CAMBODIA
4.4.4.3 Plant and Equipment-Requirements for all mixing plants

The mixing plant, which may be either a batching plant or a continuous mixing plant shall
have a capacity sufficient to provide a continuous supply of asphaltic mixed materials to the
on-site paving construction works when such construction works are being performed at
normal operating speeds and to the specified thicknesses. All plant used by the Contractor
for the preparation of asphaltic mixes shall conform to all of the requirements below, except
that the requirement to provide weighing scales shall apply only where weigh-batching is
used; and in addition any batch mixing plants shall conform to the special requirements
under sub-clause 4.4.4.4, and any continuous mixing plants shall conform to the special
requirements under sub-clause 4.4.4.5 of these Specifications. When the Contractor has
completed the installation of the mixing plant, he shall inform the Engineer who shall check
the completeness and verify the calibration of the mixing plant before permitting the asphaltic
pavement work to commence. The Contractor shall submit his work and equipment
schedule to the Engineer for approval.
a) Uniformity - The asphalt mixing plants shall be so designed, coordinated and operated as to
produce a mixture within job-mix tolerances.
b) Plant scales and weighhouse - scales for any weighbox or hopper may be either of the beam
or springless dial type and shall be of a standard make and design accurate to within one-
half of 1% of the maximum load required. A weigh house shall be provided.
When scales are of the beam type, there shall be a separate beam for each size of
aggregate. There shall be a “tell-tale” dial attached that shall start to function when the load
being applied is within 50 kilograms of that desired. Sufficient vertical movement shall be
provided for the beams to permit the "tell-tale” dial to function properly. Each beam shall
have a locking device designed and so located that the operation of the beam can easily be
suspended or re-activated. The weighing mechanism shall be balanced on knife-edges and
fulcrums and shall be so constructed that it can not easily be thrown out of alignment or
adjustment.
When springless dial scales are used, the end of the pin pointer shall be set close to the face
of the dial and be of a type that is free from errors due to excessive parallax. The scale shall
be provided with adjustable pointers for marking the weights of each material weighed into
the batch. The scales shall be substantially constructed, and any unit that loses its
adjustment easily shall be replaced. All dials shall be located so that they are in full view of
the operator at all times.
Scales for the weighing of asphaltic material shall conform to the specifications for scales for
aggregate except that each beam scale shall be equipped with a tare beam and a full
capacity beam. The value of the minimum graduation in any case shall not be greater than 1
kilogram. Dial scales for weighing the asphaltic material shall not have a capacity of more
than twice the weight of the material to be weighed and shall read to the nearest pound or
half kilogram. Beam scales shall be equipped with a "tell-tale" device that will start to
function in this case when the load being applied is within 5 kilograms of that required.
Scales shall have been approved by the Engineer prior ot use and shall be checked as often
as the Engineer may deem necessary to ensure their continued accuracy.
The Contractor shall provide and have on site at all times not less than ten 25 kilogram
weights to allow regular testing of all scales.
c) Equipment for the preparation of bitumen - Tanks for storage of bitumen shall be capable of
heating the material under effective and positive control at all times, to a temperature within
the range specified. The heating shall be accomplished by steam coils, electricity, or other
means such that no flame shall come in contact with the heating tank. The circulating

KINGDOM OF CAMBODIA
system for the bitumen shall be of adequate size to ensure proper and continuous circulation
during the entire operating period. Suitable means shall be provided either by steam jackets
or other insulation, for maintaining the specified temperature of the bitumen in the pipe lines,
meters, weigh buckets, spray bars, and other containers or flow lines. The storage tank
capacity shall be sufficient for at least 1 day's operation. Bitumen may be partially heated in
the tanks and brought to the specified temperature by means of booster heating equipment
between the tanks and the mixer.
d) Feeder for drier - The plant shall be provided with an accurate mechanical means for
uniformly feeding the mineral aggregate into the drier so that uniform production and uniform
temperatures are obtainable.
e) Drier - A rotary drier of approved design for drying and heating the mineral aggregate shall
be provided. Th e drier shall be capable of drying and heating the mineral aggregate to the
specified temperature and at the required rate.
f) Screens – Mixing plant screens capable of screening all aggregate to the specified sizes and
proportions and having normal capacities slightly in excess of the full capacity of the mixer,
shall be provided. The screens shall be readily exposable for inspection by the Engineer.
g) Bins - The plant shall include storage bins adequately protected from the weather of
sufficient capacity to supply the mixer when it is operating at full capacity. Bins shall be
divided into at least three compartments and shall be arranged to ensure separate and
adequate storage of appropriate fractions of the aggregate, not including mineral filler. Each
compartment shall be provided with an overflow pipe that shall be of such size and at such
location as to prevent any backing up of material into other bins. Bins shall be so
constructed that representative samples can readily be obtained, and the aggregate level
observed.
h) Bitumen control unit - Satisfactory means either by weighing or metering, shall be provided
to obtain the proper amount of bitumen in the mix within the tolerance specified for the job-
mix.
The metering device for use with mixing plants for the addition of bitumen shall be a rotating,
positive displacement, bitumen metering pump, with a satisfactory spray nozzle arrangement
located at the mixer. The metering device shall provide the designated quantity of bitumen
for each batch. For continuous mixing plants, the operating speed of the pump shall be
synchronised with the flow of aggregate in the mixer by an automatic locking control, and the
device shall be easily and accurately adjustable. Means shall be provided for checking the
quantity or rate of flow of bitumen into the mixer. An accuracy within + 1% of the specified
amount is required.
0 0
j) Thermometric equipment - An armoured thermometer reading from 35 C to 205 C shall be
fixed in the bitumen feed line of the mixing plant at a suitable location near the discharge
valve at the mixer unit.
The plant shall be further equipped with an approved dial scale mercury activated
thermometer, an electric pyrometer, or other approved thermometric instrument so placed at
the discharge chute of the drier as to register automatically or indicate the temperature of the
heated aggregate.
For better regulation of the temperature of the aggregate, replacement of any thermometer
by an approved temperature - recording apparatus may be required by the Engineer, and he
will further require that daily temperature charts be maintained and handed over to him.
k) Dust collector - The plant shall, be equipped with a dust collector so constructed as to waste
or return uniformly to the elevator all or any part of the material collected.

KINGDOM OF CAMBODIA
The dust collector shall also ensure that the any resulting emission from the mixing plant
conforms to the requirements of Section 1.10, Protection of the Environment of these
Specifications.
l) Control of mixing time - The plant shall be equipped with accurate positive means to govern
the time of mixing and to maintain it at a constant time interval unless changed at the
direction of the Engineer. The time of mixing shall be considered as the interval between the
time the bitumen is spread on the aggregate and the time the same aggregate leaves the
mixing unit.
When bitumen is applied by a spray system, the mixing time shall begin with the start of the
bitumen spray. When the bitumen is not applied by a spray system, a minimum dry mixing
period of five seconds shall precede the addition of the bitumen to the mix.
m) Field laboratory - The Contractor shall provide a field laboratory in accordance with the
requirements of the Section 9.1 of these Specifications.
n) Safety requirement - Adequate and safe stairways to the mixer platform and guarded ladders
to other plant units shall be placed at all points required for accessibility to all mixing plant
operations. All gears, pulleys, chains, sprockets, and other dangerous moving parts shall be
thoroughly guarded and protected. Ample and unobstructed space shall be provided on the
mixing platform. A clear and unobstructed passage shall be maintained at all times in and
round the truck loading space. This space shall be kept free from drippings from the mixing
platform. Flexible pipe connections carrying hot bitumen shall be shielded.
4.4.4.4 Plant and Equipment - Special requirements for Batching Plants

a) Weigh box or hopper - The equipment shall include a means for accurately weighing each
bin size of aggregate in a weigh box or hopper, suspended on scales, ample in size to hold a
full hatch without hand raking or running over. The weigh box or hopper shall be supported
on fulcrums and knife-edges so constructed that they will not easily he thrown out of
alignment or adjustment. All edges, ends and sides of weighing hoppers shall be free from
contact with any supporting rods, columns or other equipment that will in any way affect the
proper functioning of the hopper. There shall also be sufficient clearance between hoppers
and supporting devices to prevent accumulations of foreign materials. The discharge gate of
the weigh box shall be so hung that the aggregates will not be segregated when dumped into
the mixer and shall close tightly when the hopper is empty so that no material is allowed to
leak into the batch in the mixer during the process of weighing the next batch.
b) Mixer - The batch mixer shall be an approved twin pugmill type, adequately heated, and
capable of producing a continuous uniform mixture within the job-mix tolerances. It shall be
of such design as to permit visual inspection of the mix. The mixer capacity shall not be less
than 1,000 kilogram per batch. The discharge gate of the mixer shall be controlled by an
approved time-lock that can be set and adjusted to measure individually the mixing time for
the several materials entering the mix, and will not release the gates until the total specified
time has elapsed.
The mixer shall be equipped with a sufficient number of paddles or blades with proper
arrangement to produce a properly and uniformly mixed batch. The clearance of blades
from all fixed and moving parts shall not exceed the maximum allowable particle size in the
mix plus 2mm unles s otherwise approved by he Engineer.
4.4.4.5 Plant and Equipment - Special requirements for Continuous Mixing Plants
a) Gradation control unit - The plant shall include a means for proportioning accurately each bin
size of aggregate either by weighing or by volum etric measurement.

KINGDOM OF CAMBODIA
When gradation control is by volume, the unit shall include a feeder mounted under the
compartment bins. Each bin shall have an accurately controlled individual gate to form an
orifice for volumetrically measuring the materials drawn from each respective bin
compartment. The orifice shall be rectangular, of dimensions about 200 mm by 225 mm with
one dimension adjustable by positive mechanical means provided with a lock. Indicators
shall be provided for each gate to show the respective gate opening in centimetres.
b) Weight calibration of aggregate feed - The plant shall include provision for a calibration of the
gate openings by means of weight test samples so that each of the materials fed out of the
bins through individual orifices may be bypassed satisfactorily to suitable test boxes, each
bin material being confined separately. The plant shall be equipped to handle conveniently
such test samples weighing not less than 150 kilograms combined weight of samples from
all bins, and not less than 50 kilograms for any one bin sample.
c) Synchronisation of aggregate and bitumen feed - Satisfactory means shall be provided to

afford positive interlocking control between the flow of aggregate from the bins and the flow
of bitumen from the meter or other proportioning source. This control shall be accomplished
by interlocking mechanical means or by a positive method satisfactory to the Engineer. The
bitumen storage and the aggregate bins shall be provided with signal devices and controls
that will warn of low levels.
d) Mixer - The plant shall include a continuous mixer of an approved twin pugmill type,
adequately heated, capable of producing a continuous uniform mixture within the job-mix
tolerances. The paddles shall be of a type adjustable for angular position on the shafts and
reversible to retard the flow of the mix. The clearance of the paddles from all fixed and
moving parts shall not exceed the maximum allowable particle size in the mix plus 2mm
unless otherwise approved by the Engineer. The mixer shall carry a manufacturer's plate
giving the net volumetric contents of the mixer at the several heights inscribed on a
permanent gauge and charts shall be provided by the manufacturer giving the rate of feed of
aggregate per minute, at plant operating speed.
Determination of the mixing time shall be by a weight method using the following formula
(the relative weights shall be determined for the particular job mix by tests made by the
Engineer):-
Mixing time seconds = Pugmill dead capacity in kilograms___

Pugmill output in kilograms per second
e) Hopper - The mixer shall be equipped with a hopper at the discharge end, of such size and
design that no segregation of mix occurs. Any elevator used for loading mixture into vehicles
shall have an equally satisfactory hopper.
4.4.4.6 Plant and Equipment

Equipment for Hauling and Placing
a) Trucks - Trucks for hauling asphaltic material shall have tight, clean, and smooth metal trays
that have been sprayed with soapy water, fuel oil, paraffin oil, or lime solution to prevent the
mixture from adhering to the trays. The amount of sprayed fluid shall however be kept to the
practical minimum. Each load shall be covered with a canvas or other suitable material of
such size as to protect the mixture from the weather and all covers shall be securely
fastened. Any truck causing excessive segregation of material by its spring suspension or
other contributing factors, or that shows oil leaks in detrimental amounts, or that causes
undue delays, shall upon direction of the Engineer be removed from the work until such
conditions are corrected. When necessary, in order that the asphaltic material shall be
delivered on the road at the specified temperature, truck trays shall be insulated to maintain
workable temperature of the mixed materials.

KINGDOM OF CAMBODIA
The number of trucks available for hauling asphaltic materials shall be sufficient to supply the
paving machine on the road continuously without any interruptions to the laying procedure
when spreading the asphaltic materials at normal speed and the required thickness.
b) Spreading and finishing equipment - The equipment for spreading and finishing shall be
approved mechanical, self powered paving machines, capable of spreading and finishing the
asphaltic material true to the lines, grades, levels, dimensions and cross sections.
The pavers shall be equipped with hoppers and distributing screws of the reversing type to
place the asphaltic material evenly in front of adjustable steering devices and shall have
reverse as well as forward travelling speeds.
The pavers shall maintain trueness of grade and confine the edges of the pavement to true
lines without the use of stationary side forms. The equipment shall include blending or joint
levelling devices for smoothing and adjusting longitudinal joints between lanes. The
assembly shall be adjustable to give the cross-section shape prescribed and shall be so
designed and operated as to place the thickness or weight per square metre of asphaltic
material required.
Pavers shall be equipped with activated screeds and devices for heating the screeds to the
temperature required for the laying of the asphaltic materials without dragging or marring.
The term “screed" includes any cutting, crowding, tamping, compaction or other practical
action that is effective in producing a finished surface of the evenness and texture specified,
without tearing, shoving, dragging or gouging.
If, during construction, it is found that the spreading and finishing equipment in operation
leaves in the pavement surface tracks or indented areas or other objectionable irregularities
that are not satisfactorily corrected by scheduled operations, the use of such equipment shall
be discontinued and other satisfactory spreading and finishing equipment shall be provided
by the Contractor forthwith.
c) Small tools - The Contractor shall provide suitable means for keeping all small tools clean
and free from accumulations of asphaltic material. He shall provide and have ready for use
at all times enough tarpaulins or covers, as may be directed by the Engineer, for use in any
emergency such as rain, chilling wind, or unavoidable delay, for the purpose of covering or
protecting any asphaltic material that may have been dumped and not spread.
4.4.4.7 Preparation of Existing Surface

Where local irregularities in the existing surface would otherwise result in an asphaltic layer
more than 75 mm thick after compaction, the surface shall be brought to uniform contour by
patching with an asphaltic material to be approved by the Engineer and thoroughly tamping
or rolling it until it conforms with the surrounding surface. The mixture used shall be the
same as that specified for the next layer, unless the size of the largest aggregate in the
mixture precludes this, in which case the Engineer will decide the mixture to be used.
Where the existing pavement is broken or shows instability, the unsuitable material shall be
removed and disposed of as directed by the Engineer and replaced with the same asphaltic
material as specified for the succeeding pavement layer, compacted to the specified
standard and to the elevation of the adjacent surface.
Where the existing surface course is stabilised or constructed of asphaltic materials or
Portland cement concrete, and if the edge of the course has become eroded, disintegrated,
or broken, the edges shall be trimmed back, the debris removed and disposed of, and the
space backfilled with an asphaltic material or with gravel or similar approved material, and
then compacted, as directed by the Engineer.

KINGDOM OF CAMBODIA
The surface upon which the asphaltic material is to be placed shall be swept thoroughly and
cleaned of all loose dirt and other objectionable material immediately before spreading the
asphaltic materials.
Before spreading the asphaltic material upon a Portland cement concrete surface all
longitudinal and transverse joints shall be cleaned out and filled with an approved sand
asphalt mix. Cracks shall be similarly treated as directed by the Engineer. Wherever
possible the cleaning out shall be to a depth of 40 mm or more and the sand asphalt shall be
thoroughly compacted in joints and cracks to a level which will not be more than 5mm below
the surface.
If instructed by the Engineer a tack coat shall be applied in accordance with Section 4.3 of
these Specifications. If the Engineer considers an additional tack coat is required prior to
laying the asphaltic material or between successive layers of the asphaltic material, due to
solely to the Contractor’s method of working, then such tack coat shall be at the Contractor’s
expense.
4.4.4.8 Preparation of Bituminous Materials for use in Asphaltic Mixes

The bituminous materials shall be prepared in accordance with the requirements of sub-
clause 4.1.3.1 of these Specifications.
The bitumen shall be heated to the specified temperature in tanks so designed as to avoid
local overheating and provide a continuous supply of bitumen to the mixer at a uniform
temperature at all times.
4.4.4.9 Preparation of Mineral Aggregate

The mineral aggregates for the mixture shall be dried and heated before being placed in the
mixer. Flames used for drying and heating shall be adjusted properly to avoid injury to the
aggregate and to avoid forming a coating of soot on the aggregate. The aggregates shall be
dried and heated so that they are mixed at the following temperatures:
125 °C - 165°C when using 80/100 bitumen

130 °C - 170°C When using 60/70 bitumen.
When using other bituminous materials the aggregate temperature shall be determined by
the Engineer.
The aggregate, immediately after heating, shall be screened into three or more fractions and
conveyed into separate bins ready for combining and mixing with bitumen. The fraction of
aggregate deposited in any bin shall not contain more than 10% of material outside the
specified size limits for that bin.
4.4.4.10 Preparation of Mixture

The dried mineral aggregates prepared as prescribed above, shall be combined in the plant
in the amount of each fraction of aggregate required to meet the job-mix formula for the
particular mixture. The bitumen shall be measured or gauged and introduced into the mixer
in the amount determined by the Engineer. The proper amount of bitumen shall be
distributed over the mineral aggregate and the whole thoroughly mixed for a period of at
least 30 seconds, or longer if necessary to produce a homogeneous mixture in which all
particles of the mineral aggregate are coated uniformly. The total mixing time shall be set by
the Engineer and regulated by a suitable locking means. For a continuous mixing plant, the
mixing time shall be determined from the formula in sub-clause 4.4.4.5, item d), of these
Specifications and may be regulated by fixing a minimum-time gauge in the mixer unit and/or
by other mixing unit adjustment.

KINGDOM OF CAMBODIA
4.4.4.11 Transportation and Delivery of Asphaltic Material

The asphaltic material shall be transported from the mixing plant to the point of use in
vehicles conforming to the requirements of sub-clause 4.4.4.6, item a) of these
Specifications. Loading and transporting shall be such that spreading, compaction and
finishing shall all be carried out during daylight hours unless satisfactory illumination is
provided by the Contractor.
Each vehicle shall be weighed after loading at the mixer and a record shall be kept of the
gross weight, tare and net weight of each load.
4.4.4.12 Spreading and Finishing

Upon arrival at the point of use, the asphaltic shall be spread and struck off to the grade,
elevation, and cross-section shape intended, either over the entire width or over such partial
width as may be practicable. Asphalt pavers conforming to the requirements of sub-clause
4.4.4.6, item b) of these Specifications shall be used for this purpose. The asphalt material
shall be laid upon an approved surface and only when weather conditions are considered
suitable by the Engineer.
Any deposited asphalt material in which the temperature drops below the final allowable
temperature for the completion of compaction before compaction is carried out shall be
rejected.
In narrow strips, areas of widening, deep or irregular sections, turnouts or driveways where it
is impractical to spread and finish the asphalt material by use of a paver, the Contractor shall
use approved spreading equipment or acceptable hand methods as directed by the
Engineer.
On areas where, in the opinion of the Engineer, the use of spreading equipment is
considered impractical the asphalt material shall be dumped on steel boards then spread,
raked and levelled by hand to provide the correct weight or uniform thickness of material
without segregation. Asphalt materials shall not be applied faster than they can be properly
handled, spread and compacted with the equipment available on site.
4.4.4.13 Compaction of Asphalt Material

a) General - Immediately after the asphalt material has been spread and struck off, the surface
shall be checked and any inequalities adjusted. The asphalt material shall then be
thoroughly and uniformly compacted by rolling. Each layer shall be rolled as soon after
being placed as the material will support the roller without undue displacement or cracking.
b) Minimum Compaction Equipment Requirements - Generally, with each paver, two steel
wheeled tandem rollers and one pneumatic tyred roller will be required.
All rollers shall be self propelled, capable of being reversed without creating faults in he
newly laid asphalt layer and equipped with power steering, dual controls allowing operation
from either the right or left side, water tanks, sprinkler systems and coco-mats to ensure
even wetting of rolls or tyres. The Contractor shall supply to the Engineer for each type of
roller a calibration chart showing the relationship between depth of ballast and weight and
giving the tare weight of the roller. Each roller shall be in good condition and worked by a
competent and experienced operator.
Steel wheeled tandem rollers shall weigh not less than 8 tonnes and each tandem roller
used for final compaction (finish rolling) shall have at least one roll capable of applying a
minimum rolling pressure of 3.5 kilograms per mm of roll width.

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Pneumatic tyred rollers shall be of an approved type having not less than seven wheels fitted
with smooth tread compactor tyres of equal size and construction capable of operating at
inflation pressures up to 9 Bar. Wheels shall be equally spaced along both axle lines and
arranged so that tyres on one axle line track midway between those on the other with an
overlap. Each tyre shall be kept inflated to the specified operating pressure such that the
pressure difference between any two tyres shall not exceed 0.3 Bar. Means shall be
provided for checking and adjusting the tyre pressures on the job at all times. For each size
and type of tyre used the Contractor shall supply to the Engineer charts or tabulations
showing the relationship between wheel load, inflation pressure and tyre contact pressure,
width and area. Each roller shall be equipped with a means of adjusting its total weight by
ballasting so that the load per wheel can be varied from 1,500 to 2,500 kilograms. In
operation the tyre inflation pressure and the wheel load shall be adjusted, as required by the
Engineer, to meet the requirements of each particular application. In general the compaction
of any asphaltic layer with a pneumatic tyred roller shall be accomplished with contact
pressures as high as the material will support.
c) Procedure - Rolling of the asphalt material shall consist of six separate operations as follows:
(1) transverse joints (4) initial or breakdown rolling

(2) longitudinal joints (5) second or intermediate rolling
(3) edges (6) finish rolling
The first rolling of all joints and edges, the initial or breakdown rolling and the final or finish
rolling shall all be done with the steel wheeled tandem rollers. The second or intermediate
rolling shall be done with the pneumatic tyred roller except on small operations as noted
above.
Rolling shall start longitudinally at the sides and proceed toward the centre of the pavement
except that on superelevated curves rolling shall begin at the low side and progress toward
the high side. Successive passes of the roller shall overlap by at least one-half of the width
of the roller and alternate passes shall not terminate at the same point. For initial rolling the
drive roll should be nearest the paver.
The speed of the rollers shall not exceed 4 kilometres per hour for steel wheeled rollers and
6 kilometres per hour for pneumatic tyred rollers and shall be at all times slow enough to
avoid displacement of the hot mix. Any displacements occurring as a result of reversing the
direction of the roller or from any other cause shall at once be corrected with rakes and fresh
asphalt material applied where required. Care shall be exercised in rolling operations not to
displace the line and grade of the edges.
Rolling shall progress continuously as may be necessary to obtain uniform compaction while
the asphalt material is still in a workable condition and until all roller marks are eliminated.
Initial compaction shall be completed before the temperature of the asphalt material drops
below 110°C.
To prevent adhesion of the asphalt material to the roller, the wheels shall be kept properly
moistened, but excess water will not be permitted.
Heavy equipment or rollers shall not be permitted to stand on the finished surface until
compaction has been completed and the asphalt material has cooled to ambient
temperature.
Any petroleum products dropped or spilled from the vehicles or equipment employed by the
Contractor upon any portion of the pavement under construction is cause for the removal
and replacement of the contaminated pavement by the Contractor.
Along curbs, headers, manholes, and similar structures and at all places not accessible to
the roller, thorough compaction shall be secured by means of hot hand tampers or with

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mechanical tampers giving equivalent compaction. Each hand tamper shall weigh not less
than 10 kilograms and shall have a tamping face area of not more than 25,000 square mm.
The surface of the asphalt material after compaction shall be smooth and true to the detailed
cross section, shape and grade and within the tolerances specified. Any asphalt material
that become loose and broken, mixed with dirt, or which are defective in any way, shall be
removed and replaced with fresh hot asphalt material, which shall be compacted
2
immediately to conform with the surrounding area. Any area of 0.1 m or more showing an
excess or deficiency of bitumen shall be removed and replaced. All high spots, high joints,
depressions, and honeycombs shall be adjusted as directed by the Engineer.
4.4.4.14 Joints
Both longitudinal and lateral joints in successive pavement layers shall be staggered so as
not to be one above the other. Longitudinal joints shall be arranged so that the longitudinal
joint in the top layer shall be at the location of the line dividing the traffic lanes. Lateral joints
shall be staggered a minimum of 250 mm and shall be straight.
Longitudinal and transverse joints shall be made in a careful manner so that well bonded and
sealed joints are provided for the full depth of the layer. No asphalt material shall be placed
against previously rolled material unless the edge is vertical or has been cut back to a
vertical face. A brush coat of hot bitumen shall be applied just before additional asphaltic
material is placed against the previously rolled material.
Spreading shall be as nearly continuous as possible and rollers shall pass over the
unprotected end of freshly laid asphalt material only when authorised by the Engineer. In all
such cases provision shall be made for a properly bonded and sealed joint with the new
surface for the full depth of the layer as specified above.
Before placing asphalt materials against them, all contact surfaces of curbs, gutters,
headers, manholes etc. shall be given a thin uniform coating of hot bitumen and the joints
between these structures and the surface asphalt material shall be effectively sealed by the
subsequent spreading, finishing and compaction operations.
When the wearing course is placed adjacent to curbs to form an asphalt gutter it shall be
sealed with bitumen for a distance of 300 mm from the curb. The seal shall be evenly
applied to the surface by means of hot irons or squeegees so that the surface voids are
completely filled and no excess bitumen remains on the surface. The required drainage
pattern shall be maintained.
4.4.4.15 Surface Test of the Pavement

The surface shall be tested by a crown template and 3 metre straight edge, furnished by the
Contractor, applied respectively at right angles and parallel, to the centreline of the road.
The Contractor shall designate one of its employees to use the template and straight edge
under the direction of the Engineer in checking all surfaces. The crown template shall
conform to the typical cross section shown or the Drawings.
The variation of the surface from the testing edge of the crown template and the straight
edge between any two contacts points with the surface shall be within the tolerances as
defined in Clause 1.11.8 of these Specifications.
Tests for conformity with the specified crown and grade shall be made immediately after
initial compaction, and variations shall be corrected by removing or adding asphalt material
as may be necessary. Rolling shall then be continued as specified. After final rolling, the
smoothness of the compacted layer shall be checked again and any irregularity of the
surface exceeding the above limits and any areas defective in texture or composition shall

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be corrected as directed by the Engineer. All such remedial work including the removal and
replacement of materials if so directed by the Engineer shall be at the Contractor's expense.
The edges of the pavement shall be straight and true to the required lines. Any excess
material shall be cut off square after final rolling, and disposed of by the Contractor in a
manner acceptable to the Engineer.
4.4.5 M EASUREMENT AND PAYMENT

All work prescribed above shall be measured and paid for as provided in the respective
sections of these Specifications for each type of pavement. The quantity measured and paid
for shall be the quantity scheduled, plus any approved additional work or the actual quantity
used and certified whichever is the lesser.

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4.5 ASPHALTIC CONCRETE SURFACING

4.5.1 DESCRIPTION
This work shall consist of a surfacing of dense graded asphaltic concrete, constructed on a
prepared base in accordance with these Specifications and the lines, levels grades,
dimensions and cross sections shown on the Drawings and as required by the Engineer.
All the provisions of Section 4.4, “General Requirements for Asphaltic Road Base and
Surface Courses” shall form a part of these Specifications unless otherwise stipulated
herein.
The surfacing shall consist of one or two layers of the thickness shown on the Drawings. The
top layer shall be denoted as the wearing course and the lower layer as the binder course.
This work shall also consist of constructing asphaltic concrete overlays of one or multiple
layers on a previously tack-coated existing bituminous surface as well as providing a
bituminous levelling course where necessary as directed by the Engineer.
4.5.2.1 General Composition of the Mixture

The design of asphalt concrete mixtures shall be undertaken by the Contractor in
accordance with sub-clause 4.4.2.3 of these Specifications. The design of mixtures shall be
carried out in a materials testing laboratory approved by and under the supervision of the
Engineer.
The mixture shall consist of mineral aggregate, filler (1-2% of lime or 2-4% of cement if
necessary according to the Engineer) and the bitumen. The total mineral aggregate shall
have a job mix grading within the limits shown in Table 4.5-1. Gradations outside the limits
specified must have the approval of the Engineer.
In addition to meeting the job mix formula in section 4.4, laboratory samples shall be
prepared according to the Marshall method (AASHTO T245) using 75 blows to compact the
sample. The samples shall be of approved material to the gradation and bitumen content
stated and shall have the following characteristics. The strength Index shall be determined
according to the Ontario Vacuum Immersion Marshall Test or the U.S. Army Corps of
Engineers - Asphalt Institute Immersion Marshall Test.
• Marshall Stability (kN) not less than 7.0 kN.
• Marshall Flow not less than 2 mm nor greater than 4.
• Air Voids in Mix: Wearing 3-5%; Binder 4-7%.
• Voids in mineral aggregate: 14-10%.
• Voids filled with bitumen: Wearing 65-80%; Binder 55-75%.
• Strength Index: minimum 75%.
The selected job mix shall conform to the guidelines outlined in Table 4.5.1 below. Asphaltic
concrete for levelling courses shall follow the same mix requirements of the lowest layer of
asphaltic concrete pavement or overlay (usually binder course) as shown on the plans or
SECTION 4 - BITUMINOUS WORKS 4.5 Asphaltic Concrete Surfacing Page 35 - 50

KINGDOM OF CAMBODIA
During the preparation of the job mix design, the Engineer may instruct the Contractor to
adjust the cold bin openings or revise the proportions of the aggregates or add filler or
additive or change the source of materials in order to obtain the most suitable formula, if the
Engineer considers that such revision is necessary.
Table 4.5.1 Job Mix Requirements
Mix Classification 1 2 3 4
Course Binder Wearing Wearing Wearing
Thickness (mm) Max. 75 60 45 60
35 30 25 30
Min.
100 - - -
25mm
90-100 100 100 100
19mm
- - - -
12.5mm
55-82 60-83 75-95 70-90
10.0mm
Total % by weight 4.75mm 35-57 40-65 53-72 50-70
Passing (including 2.36mm 23-40 30-50 35-53 35-50
Filler) Sieve Size 1.18mm 15-33 20-40 24-43 -
10-26 15-35 19-35 18-29
0.600mm
6-20 10-25 14-27 13-23
0.300mm
3-13 7-17 9-18 8-16
0.150mm
1-7 4-9 5-10 4-10
0.075mm
Bitumen content by total

weight of mixture. Percentage by 3.5 -5.5 4.0-6.6 4.0-7.0 3.5-7.0
weight found by analysis.

The materials shall conform to the requirements of Clause 4.4.3 of these Specifications with
the additional requirements noted below.

Bituminous materials for asphalt concrete shall be bitumen with penetration grades 60/70 or
80/100 only.
4.5.3.2 Bitumen Additive

The provisions of sub-clause 4.2.2.2 of these Specifications shall apply.
4.5.3.3 Coarse Mineral Aggregates

Coarse aggregates shall consist of crushed stone produced from rock or boulders, the
minimum size of which shall be at least four times the maximum size of the final crushed
stone. The coarse aggregate shall be free from clay, silt, organic matter, or other deleterious
substance.

KINGDOM OF CAMBODIA
The coarse aggregates shall be tested in accordance with British Standard 812 to determine
the Flakiness Index and the Elongation Index. When so tested the Flakiness Index and the
Elongation index shall not exceed 35 percent.
When subjected ot Coating and Stripping Tests, AASHT0, Test Method T182 the aggregates
shall have a coated area of not less than 95 percent.
4.5.3.4 Combined Mineral Aggregates

The mineral aggregates when-combined in the proportions required by the job-mix formula
shall have a Sand Equivalent of not less than 50 as determined by AASHT0 Test Method T
176.
4.5.3.5 Mixture
The Bitumen shall be extracted from samples in accordance with AASHT0 Test Method T
164. After concentration of the extracted bitumen solvent solution to approximately 200
millilitres the contained mineral particles shall be removed in a centrifuge. This removal shall
be considered satisfactory when the ash content (by ignition) of the recovered bitumen is not
greater than 1% by weight. The bitumen shall be recovered from the solution in accordance
with AASHT0 Test Method T 170.
Bitumen recovered from samples shall have a penetration of at least 70% of the penetration
of the bitumen before mixing and ductility of at least 400 mm, when tested in accordance
with AASHT0 Test Methods T 49 and T 51 respectively.
4.5.4.1 Tolerances
a) The temperature of the aggregates shall be so controlled that the temperature of the mixture
0
on being discharged from the mixing plant is between 135 and 160 C. The Contractor shall
select the minimum temperature which will ensure the aggregates are properly dried, and
which enables him to deliver the mixture to the paver at or slightly above the required
temperature.
o
b) The temperature at which bitumen is fed into the mixer shall be between 0 and 15 C lower
than the temperature of the heated aggregates.
o
c) The temperature at which the asphalt material is spread on site shall not be less than 145 C,
or such temperature as directed by the Engineer so that adequate compaction is obtained.
d) The asphalt material shall be compacted as soon as it will bear the weight of a roller without
causing undue lateral displacement or “picking up” of the material. The density of the
asphalt material after compaction shall be not less than 98 percent of the Marshall Density
as determined from daily compacted samples. The density shall be checked by 100 mm.
diameter cores made with an approved core drill, at a rate to be determined by the Engineer,
but not less frequently than five cores per day whenever asphaltic material is constructed,
nor less than one core per one hundred tonnes of asphalt material used on site.
e) The average thickness of the compacted asphalt pavement laid in any one day shall not be
less than the thickness shown on the Drawings. The minimum thickness at any one point
shall not vary by more than 5 mm below the specified thickness.
f) Pavement Samples - The Contractor shall, after final rolling and before opening the surface
to traffic, cut samples from the finished work for testing. Samples shall be not less than
250 mm x 250 mm, except that, for measurement of the field density only, cores with a

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minimum diameters of 100 mm cut by an approved coring machine will be acceptable.

Samples shall be taken of the asphalt material for the full depth of the pavement layer from
the locations directed by the Engineer.
Samples for analysis and other tests shall be taken from the surface layer when the
Engineer so directs and shall in any case be taken whenever a substantial change is made
in the job mix formula.
Where samples have been taken from the surface layer, fresh asphaltic material shall be
placed, thoroughly compacted and finished to the satisfaction of the Engineer.
g) The surface of the finished pavement shall be tested for evenness by the Engineer using a
3.5 metre straight edge. The surface will be considered acceptable providing the deviation
from the straight edge, placed either longitudinally or transversely, does not exceed 3 mm
between two contact points.
Pavement surfaces not conforming to this tolerance may be rejected by the Engineer.
Rejected areas shall be removed and repaved at the Contractor's own expense.
h) The joints of an asphaltic concrete wearing course shall be sawn joints.
4.5.4.2 Control and Testing

The Contractor shall provide a fully equipped laboratory in accordance with the requirements
of Section 9.1 of these Specification.
The Engineer shall be responsible for directing all sampling and testing and will be provided,
by the Contractor, with an adequate number of skilled technicians to do this work.
The following test results and records of tests carried out on each day’s production together
with the exact location of each day’s production in the finished work are required :
1) Temperature of asphalt materials when sampled at the plant and on the road.
2) Density of laboratory mix ( Marshall Density).
3) Compacted density and percentage compaction of surface course.
4) Marshall Stability and Flow, and Strength Index.
5) Asphalt content and aggregate grading of mix.
6) Air voids in mix.
4.5.4.3 Protection of the Pavement

Sections of the newly finished work shall be protected from traffic of any kind until the
asphalt material has cooled to approximately ambient air temperature. Traffic shall not
normally be permitted on the newly laid surface less than 6 hours after completion of
pavement, except with the approval of the Engineer.
4.5.5 M EASUREMENT
Asphaltic concrete to be used as a binder course or wearing course, of thicknesses specified
in the Contract Drawings, shall be measured on a cubic metre basis, the dimensions of
which shall comprise the thickness and width specified on the typical cross section and the
length of completed and accepted construction, measured horizontally, and, where
appropriate, along the centre-line of the road. Side road intersections, curve widenings,
fillets and other smaller areas required to be paved shall also be measured on a cubic metre
basis. Pavement thickness must be within the limit specified in sub-clause 4.5.4.1 e).

KINGDOM OF CAMBODIA
Additional measurements for payment will not be considered for thickness greater than those
specified.
Asphaltic concrete to be used in levelling courses, patching, pothole repair or other remedial
works not easily measured on a dimensional basis shall be measured by the number of
metric tonnes used in the works as ordered by the Engineer. The material shall be weighed
after mixing at the batch plant and the weight of mixture shall be controlled by triplicate load
delivery tickets from the truck scales at the batch plant.
Measurement of variation of bitumen content shall be by the litre calculated as the product of
o
the difference, corrected to 15.6 C, between the nominal bitumen content and the bitumen
content instructed by the Engineer, and the weight of compacted mix to which the variation
applies, calculated from the volume determined in accordance with Clause 4.5.5 of these
Specifications.

measured by the number of litres of each type used at the rate instructed or the actual litres
4.5.6 Payment
Asphaltic Concrete for levelling, measured as provided for in clause 4.5.5 of these
Specifications, shall be paid for at the Contract unit price per tonne, complete in place, which
price shall include all material, labour, equipment, tools, cleaning and preparation of the area
to be levelled or patched, removal of deleterious material or loose existing asphalt and all
incidentals necessary for the satisfactory completion of the work.
Asphaltic Concrete for Wearing Course or Binder Course shall be paid for at the respective
Contract unit prices per cubic metre, complete in place, which prices shall be complete
compensation orf all aggregates, mineral fillers, bitumen, crushing, heating and mixing plant,
all equipment necessary for placement, tools, labour and incidentals necessary to complete
the work.
With the approval of the Engineer, payment will be made at the Contract unit price bid,
regardless of the design mix bitumen content finally determined and agreed on the site,
provided said bitumen content is within the range specified in sub-clause 4.5.2.1 of these
Specifications.
When the actual bitumen content is less than the specified application rate, and outside the
range as per Table 4.5.1, a deduction of the actual shortfall in litres at the Contract unit price
per litre of bitumen will be applied for works accepted for payment by the Engineer.

KINGDOM OF CAMBODIA
4.5(1) Asphaltic Concrete Levelling Tonne

Course
4.5(2) Asphaltic Concrete Wearing Course Cubic metre
4.5(3) Asphaltic Concrete Binder Course Cubic metre
4.5(4) Cost of Bitumen, Grade………. Litre
rate – provisional)
4.5(5) Bitumen Additive Litre
Specify Type
(provisional)

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4.6 COLD ASPHALT

4.6.1 DESCRIPTION
This work shall consist of the general requirements for the manufacture and placement of a
cold, plant mixed asphaltic material suitable for cold placement and /or for stockpiling for
subsequent use.
The cold asphalt shall be suitable for use as asphaltic road base and surface courses, for
levelling course and for patching in accordance with the specific requirements for each type
under the contract and in conformity with the required lines, levels, grades and dimensions
and typical cross sections and as required by the Engineer.
The relevant provisions of Section 4., Bituminous Works as they relate to the individual
components and methods of placement shall form a part of these Specifications unless
otherwise stipulated herein.
4.6.2.1 General Composition of the Mixture

The cold asphalt, often referred to as “premix” or “coldmix”, shall be produced from a mixture
of mineral aggregates (including mineral filler) which is mixed cold to a workable condition
suitable for stockpiling and/or immediate spreading and compaction.
4.6.2.2 Manufacture
Cold asphalt shall be manufactured in an approved stationary mixing plant or approved
mobile mixing plant, or by mixing in place, if approved in accordance with the requirements
of sub-clause 4.6.4.2 of these Specification
4.6.3.1 General
The materials shall conform to the requirements of Section 4, Bituminous Works, of these
Specifications with the additional requirements noted below.

Bituminous materials for cold asphalt shall be a fluxed bitumen or a cutback bitumen or a
bitumen emulsion as follows:
a) Fluxed Bitumen
Fluxed bitumen shall be a residual bitumen, 80/100 pen, the dynamic viscosity of
which has been reduced by the addition of a bitumen fluxing agent (e.g. diesel fuel oil)
b) Cutback bitumen
Cutback bitumen shall be a residual bitumen, 80/100 pen, the dynamic viscosity of
which has been reduced by the addition of bitumen cutter of an approved type (eg,
kerosene, avtur)
c) Bitumen emulsion
Bitumen emulsion shall be a slow setting, cationic emulsion (CSS) of a type which
complies with the specified requirements of AASHTO M208.
SECTION 4 - BITUMINOUS WORKS 4.6 Cold Asphalt Page 41 - 50

KINGDOM OF CAMBODIA
4.6.3.3 Bitumen Additive

4.6.3.4 Coarse Mineral Aggregates

Coarse aggregates shall consist of crushed stone produced from rock or boulders or crushed
gravel particles larger than 2.36 mm in size. The aggregate shall be clean, hard, angular,
durable and free from clay or other aggregations of fine material, silt, soil, organic matter, or
other deleterious substance.
The requirements for coarse aggregates of sub-clauses 4.4.3.1 and 4.5.3 .3 of these
Specifications shall apply
4.6.3.5 Fine Mineral Aggregates

Fine aggregate (passing the 4.75 mm sieve) shall consist of natural sand, stone, screenings,
or a combination thereof, and unless otherwise stipulated shall conform to the quality
requirements of AASHTO M29 (ASTM D1073). Fine aggregate shall be of such gradation
that when combined with other required aggregate fractions in proper proportion, the
resultant mixture will meet the gradation required for the composition of the mixture. The
sand equivalent, tested in accordance with AASHTO T176, shall be greater than 50.
4.6.3.6 Mineral Filler

Filler material for asphaltic materials shall conform to the requirements in AASHTO Ml7 and
shall generally consist of finely ground particles of limestone, hydrated lime, Portland
cement, fly-ash or other approved non-plastic material.
When the Strength Index as determined according to the Ontario Vacuum Immersion
Marshall Test or the U.S. Army Corps of Engineers - Asphalt Institute Immersion Marshall
Test is les s than 75%. Either 1 to 2 per cent of hydrated lime or 2 to 4 per cent of Portland
cement by weight may be added to the mix.
Hydrated lime and Portland cement shall be properly stored to prevent the lime and cement
becoming moist. Lime or cement that is partially hard and contains lumps shall not be used
and must be removed from the site.
4.6.4.1 Mix Proportions

The grading of the combined mineral aggregates shall be such as to comply with the
requirements of Table 4.6.1 of these Specifications
The aggregate grading curve shall not exhibit any sharp irregularities and shall lie smoothly
within the grading limits shown in Table 4.6.1
In addition to meeting the above requirements the shape of the lower portion of the grading
curve (material smaller than 2.36 mm) shall be such that nowhere shall the percentage
passing consecutive sieve sizes vary from at or near one limit to at or near the opposite limit.

KINGDOM OF CAMBODIA
Table 4.6.1 Combined Mineral Aggregate Grading Limits
Sieve Size (mm) Percent passing by mass (%)

26.50 100
19.00 76 - 100
13.20 60 – 85
9.50 45 – 70
4.75 30 – 50
2.36 19 – 35
600 : 7 – 18
300 : 4 – 12
150 : 1– 7
75 : 0– 6
The residual binder content in the mix shall be between 5 percent and 7 percent by mass of
the mix. The actual binder content employed in the mix shall be approved before
manufacture of the mix commences.
During manufacture and placement the Engineer shall obtain samples of any carry out tests
on the mix produced in accordance with the general requirements for sub-clause 4.5.4.2 of
4.6.4.2 Mixing Procedure

Cold asphalt shall be manufactured as follows:
(a) in a rotary drum mixer (e.g. concrete mixer), or
(b) in a single or twin shaft pugmill mixer, or
(c) mixed in place (subject to Engineer’s approval)
Mixers shall be of an approved type and shall be capable of providing a consistently uniform
mixing of the aggregates, the filler and the binder.
Aggregates shall be handled and stored in a manner that prevents contamination and
effectively minimises segregation.
Filler shall be handled and stored in a manner that ensures it remains dry and in a free
flowing state at all times.
Bituminous materials shall be stored in containers that effectively prevent contamination.
Except for mixes employing a bitumen emulsion binder, the aggregates shall be preheated to
remove any surface moisture.
Materials shall be batched by weight, unless otherwise approved in which case volume
batching will be carried out only using approved gauging boxes.
When rotary drum mixers or pugmill mixers are employed the aggregates and filler shall be
deposited in the mixer and given a “dry” mixing run prior to the addition of the bitumen
binder.

KINGDOM OF CAMBODIA
The mixing time shall be such as to ensure that the aggregates and the filler are uniformly
coated with the bitumen binder. Over mixing, resulting in stripping of the binder coating shall
not be allowed to occur.
When the mix-in-place process is approved, the bitumen binder shall be sprayed on to the
surface of the combined aggregates. The constructional plant employed for this operation
and the mixing procedure adopted shall be such as to provide a uniform distribution of he
bitumen binder throughout the aggregate and ensure even coating of the individual
aggregate particles.
If the bitumen binder is a bitumen emulsion care shall be taken to ensure that the above
requirements are met whilst still retaining the property of rapid breaking of the emulsion.
4.6.4.3 Preparation of the Pavement

Prior to the placement of the cold asphalt the surface of the existing pavement shall be dried
and thoroughly broomed and/or otherwise treated to remove all loose material and any
adhering foreign matter.
Any depressions or uneven areas on the surface shall be tack coated in accordance with
Section 4.3 of these Specifications and brought to the general level of the surface by means
of a corrective layer of the cold asphalt. The corrective layer shall be compacted to the
requirements of sub-clause 4.6.4.5 of these Specifications.
4.6.4.4 Tack Coat

The whole area upon which the cold asphalt is to be spread shall be given a light, even tack
coat of rapid setting bitumen emulsion of a type which complies with the requirements of
The emulsion coat shall be finely applied using a spray bar. The rate of application shall be
between 0.3 and 0.6 litres per square metre or as otherwise directed by the Engineer.
Warming of the bitumen emulsion or dilution with water prior to application (in order to
facilitate spraying) shall be undertaken with extreme care at the Contractor’s risk.
The tack coat shall be allowed to “break” prior to spreading the mix.
4.6.4.5 Spreading, Compaction and Finishing.

Cold asphalt shall be spread in uniform layers not exceeding 65 mm compacted, unless
specifically directed otherwise. The layers shall be spread by means of hand spreaders or
approved mechanical spreaders for larger areas.
Spreading of cold asphalt will not be permitted if the pavement is wet.
Initial compaction of h t e cold asphalt shall be undertaken using an approved steel wheel
roller having a mass of not less than 8 tonnes, or an approved vibratory roller. Subsequent
compaction shall be undertaken using an approved self-propelled pneumatic tyred roller
having a mass of not less than 10 tonnes.
The finished surface of the cold asphalt shall be given a light sprinkling of an approved
mineral filler. The quantity of filler provided shall be just sufficient to ensure that the finished
surface will not be tacky and pick up under traffic.

KINGDOM OF CAMBODIA
4.6.4.6 Tolerances
The surface of the finished cold asphalt shall be tested for evenness by the Engineer using a
3.5 metre straight edge. The surface will be considered acceptable providing the deviation
from the straight edge, placed either longitudinally or transversely, does not exceed 3 mm
between two contact points.
Cold asphalt surfaces not conforming to this tolerance may be rejected by the Engineer.
Rejected areas shall be removed and replaced at the Contractor's own expense.
Where the cold asphalt is required to be placed within a defined alignment and dimensional
tolerances these shall be as specified on the drawings or in the relevant sections of the
Specifications
4.6.4.7 Storage of Cold Asphalt

Cold asphalt which has been manufa ctured using a fluxed bitumen binder may be stored for
future use. The mix shall be stored on clean, hard-surfaced areas and sheltered from sun
and wind, preferably covered with a suitable tarpaulin. The stored cold asphalt shall be
heaped so as to minimise the exposed surface area. The exposed surfaces shall be lightly
compacted (smoothed) to further minimise the loss of volatiles.
Prior to use, the outer “crust” of the stockpiled material shall be removed and discarded or
otherwise softened by the application of bitumen fluxing agent or bitumen cutter.
4.6.5 M EASUREMENT
Cold asphalt shall be measured on a cubic metre basis, the dimensions of which shall
comprise the thickness and width specified on the typical cross section and the length of
completed and accepted construction, measured horizontally, and, where appropriate, along
the centre-line of the road.

measured by the number of litres of each type used at the a
r te instructed or the actual litres
4.6.6 Payment
Cold asphalt, measured as provided for in clause 4.6.5 of these Specifications, shall be paid
for at the Contract unit price per tonne, complete in place, which price shall be complete
compensation for all aggregates, mineral fillers, bitumen, crushing, heating and mixing plant,
and shall include all material, labour, equipment, tools, cleaning and preparation of the area
to be levelled or patched, removal of deleterious material or loose existing asphalt and all
incidentals necessary for the satisfactory completion of the work.
With the approval of the Engineer, payment will be made at the Contract unit price bid,
regardless of the mix bitumen content finally determined and agreed on the site, provided
said bitumen content is within the range specified in sub-clause 4.6.4.1 of these
Specifications.

KINGDOM OF CAMBODIA
4.6(1) Cold Asphalt (fluxed) Cubic metre

4.6(2) Cold Asphalt (cutback) Cubic metre
4.6(3) Cold Asphalt (emulsion) Cubic metre
4.6(4) Bitumen Additive: Specify Type Litre
(provisional)

KINGDOM OF CAMBODIA
4.7 REPAIR OF BITUMINOUS WORKS

4.7.1 DESCRIPTION
This work shall consist of the repair to bituminous pavements that can be performed
economically and is not sufficiently extensive to require resurfacing, rehabilitation or
reconstruction. Repairs such as patching and crack sealing may be carried out prior to
subsequent resealing or reconstruction.
Repair work will be carried out in accordance with these Specifications and in close
conformity with the lines shown on the Drawings or established by the Engineer.
4.7.2.1 Types of Surface to be Repaired.

The bituminous pavement to be repaired may be a sprayed seal, slurry seal, asphalt road
base or wearing course or bitumen macadam and the repairs necessary may involve the
repair of defects in the surfacing, the pavement or in the sub-grade layers.
4.7.2.2 Types of Defect

The types of defects to be repaired in accordance with the requirements of this particular
Section of these Specifications include pavement cracking, pot holes, edge breaks, large
depressions and pavement failures. These types of defects are described as follows:
a) Cracks
A bituminous surface may exhibit a number of types of cracking, resulting from various
causes. Cracking may range from that which is not visible from a moving vehicle, to
wide, clearly visible cracking and may be of a number of types which are described in
the AUSTROADS Publication “A Guide to the Visual Assessment of Pavement
Condition”.
b) Pot Holes
Pot Holes are localised areas where the wearing surface has cracked and has been
removed and the underlying pavement has continued to be lifted out under traffic
action. The pot hole may or may not be accompanied by distortion of the adjacent
surface.
c) Edge Breaks
Edge Breaks are those areas of the edge of a bituminous surface which have fretted
or broken away from the main pavement layer along the shoulder.
d) Large Depressions
Large depressions are locally depressed areas in the pavement surface which result
from the poor compaction at sites such as bridge abutments and service trenches.
e) Pavement Failures
These are areas where the pavement layer has cracked and there is substantial
deformation of the area resulting from poor compaction, defective or inadequate depth
of pavement material, poor sub-grades and/or the ingress of moisture.
SECTION 4 - BITUMINOUS WORKS 4.7 Repair of Bituminous Works Page 47 - 50

KINGDOM OF CAMBODIA

Materials used for patching shall generally be the corresponding materials from which the
original layer has been constructed and shall conform to the requirements of the appropriate
Sections on Sub-base and Base Courses and Bituminous Works of these Specifications
4.7.4.1 Basic Patching Procedures

Where excavation of the pavem ent is necessary the sides of the area to be patched must be
trimmed vertical, the depth of the hole just being sufficient to remove the unsuitable material.
To ensure the hole does not trap moisture it may be necessary to slop the bottom of the
excavation towards one corner and dig a mitre drain to the outer pavement edge.
Selected materials or crushed rock used for backfill must be at optimum moisture content to
facilitate compaction and all such materials shall be compacted in layers not exceeding
100 mm thick. Compaction shall be carried out by means of appropriate mechanical
compactors.
The amount of material used must be such that the patch, when compacted is flush with the
surrounding pavement surface. If the patch is to be left unsealed for some time, the final
surface should be left slightly above the surrounding surface to enable a final trim to be
carried out prior to sealing.
Prior to application of any bituminous surfacing the patched area must be swept clean of
dust and loose stones. The surfacing shall then be applied using materials as far as
practicable, similar to those in the original surface in accordance with the requirements of
Clause 4.7.3 of these Specifications and in such a manner that it will have similar texture and
colour as the surrounding area.
4.7.4.2 Seal Patching

If a patch involving excavation beyond the existing seal is to be made the existing seal shall
be stripped for at least 75mm beyond the perimeter of the excavated area.
Priming, Primersealing and Sealing of the patched area shall be carried out in accordance
with the requirements of the corresponding Sections of these Specifications.
Equipment to be used shall be of such a size as is appropriate for the size of patches to be
repaired and the hand operated spray equipment, brooms, compaction equipment and other
tools and equipment shall be approved for use by the Engineer.
4.7.4.3 Asphalt Patching

Patching of asphalt courses shall be carried out using cold asphalt materials incorporating
cutback bitumen or bitumen emulsion in accordance with the requirements of Section 4.6
Cold Asphalt of these Specifications.
The general procedures described in sub-clause 4.7.3.1 for basic patching shall be applied
for the use of cold asphalt in place of the selected materials of crushed rock.
Prior to the placement of cold asphalt material the squared and trimmed sides and base of
the hole shall be lightly primed or tack coated

KINGDOM OF CAMBODIA
4.7.4.4 Repair of Specific Defects

a) Cracks
Cracks wide enough to be treated shall be cleaned out with compressed air and then filled
with an unmodified bituminous material such as cutback bitumen or bitumen emulsion having
a viscosity low enough to enable it to be poured or worked into the cracks. Care shall be
taken to ensure that the cutback bitumen or bitumen emulsion does not bridge across the
crack at the surface. A squeegee or rubber wiper should be used to enable the binder to
penetrate the cracks.
Light sanding or gritting as directed by the Engineer shall be carried out on the treated area
to prevent traffic picking surplus bitumen.
b) Pot Holes
Pot holes to be repaired shall be squared, with the edges trimmed vertical and all loose
material removed before reinstatement. Shallow holes shall be reinstated with cold asphalt
materials whilst deeper holes shall be repaired using selected materials or crushed rock with
the lop layer only of cold asphalt materials.
c) Edge breaks
Loose material shall be removed from the shoulder in the area of the edge break prior to the
application of any bituminous material. The edge of the area to be repaired shall be marked
with a string line and a straight edge shall be used to form a vertical edge for the patch.
Edge breaks shall be patched using cold asphalt which shall be compacted to conform with
the level of the adjacent bituminous surface and sanded or gritted to prevent picking up
under traffic.
d) Large Depressions
The area to be treated shall first be cleaned by brooming or blowing clean with compressed
air prior to the application of a light tack coat. The depression shall then be filled with cold
asphalt material, compacted and sanded or gritted to prevent picking up under traffic.
d) Pavement Failures
The defective pavement and /or subgrade material shall be removed until sound material is
reached. The hole then shall be refilled and compacted in accordance with the requirements
of sub-clause 4.7.3.1 using the materials appropriate to the layers being repaired.
4.7.5 M EASUREMENT
Repairs to bituminous surfaces shall be measured by the area in square metres of each type
of repair carried out in accordance with the Drawings or as directed by the Engineer.
Blotting material and other material used for patching shall not be measured for payment but
will be considered to be included in the unit price for each type of patching.
Repairs to bituminous surfaces will be paid for at the Contract unit price per square metre of
area measured as provided for in Clause 4.7.4 of these Specifications for each type of
repair, complete and approved in place, and shall include for the cost of providing and
placing all materials required and complying with the requirements of Section 4.7 of these
Specifications.

KINGDOM OF CAMBODIA
4.7.6 PAYMENT
4.7(1) Repair of Cracking Square metre

4.7(2) Repair of Pot Holes Square metre
4.7(3) Repair of Edge Breaks Square metre
4.7(4) Repair of Depressions Square metre
4.7(5) Repair of Pavement Failure Square metre
Etc

KINGDOM OF CAMBODIA

AND TRANSPORT
Section 5
Structures
KINGDOM OF CAMBODIA
CONTENTS
5 STRUCTURES 8
5.1 CONCRETE.............................................................................................................8
5.1.1 Description .......................................................................................................................................................8
5.1.2 General Requirements.................................................................................................................................8
5.1.2.1 Definitions...................................................................................................................................................8
5.1.2.2 Quality of Concrete .................................................................................................................................8
5.1.2.3 Trial Mixes ............................................................................................................................................... 10
5.1.2.4 Quality Control Testing ....................................................................................................................... 11
5.1.2.5 Acceptance or Rejection of Concrete ............................................................................................ 14
5.1.3.1 Portland Cement................................................................................................................................... 15
5.1.3.2 Water ........................................................................................................................................................ 16
5.1.3.3 Admixtures .............................................................................................................................................. 17
5.1.3.4 Coarse Aggregate ................................................................................................................................ 17
5.1.3.5 Fine Aggregate ...................................................................................................................................... 18
5.1.3.6 Reinforcement....................................................................................................................................... 18
5.1.3.7 Jointing Materials.................................................................................................................................. 18
5.1.3.8 Curing materials .................................................................................................................................... 18
5.1.3.9 Mould Oil.................................................................................................................................................. 19
5.1.3.10 Mortar ....................................................................................................................................................... 19
5.1.4 Equipment Requirements ........................................................................................................................ 19
5.1.4.1 General ..................................................................................................................................................... 19
5.1.4.2 Batching plant and equipment ......................................................................................................... 19
5.1.4.3 Mixers ....................................................................................................................................................... 20
5.1.4.4 Transport of Batched Materials ........................................................................................................ 21
5.1.4.5 Formwork................................................................................................................................................. 21
5.1.4.6 Falsework and Centering ................................................................................................................... 22
5.1.4.7 Compacting Equipment...................................................................................................................... 22
5.1.5.1 General ..................................................................................................................................................... 22
5.1.5.2 Limitations on Mixing and Placing Concrete............................................................................... 22
5.1.5.3 Foundations............................................................................................................................................ 23
5.1.5.4 Formwork, Falsework and Centring............................................................................................... 23
5.1.5.5 Reinforcement....................................................................................................................................... 24
5.1.5.6 Mixing Concrete .................................................................................................................................... 24
5.1.5.7 Placing Concrete .................................................................................................................................. 25
5.1.5.8 Curing ....................................................................................................................................................... 28
5.1.5.9 Removal of Formwork and Falsework........................................................................................... 29
5.1.5.10 Finishing Concrete ............................................................................................................................... 29
5.1.5.11 Loading..................................................................................................................................................... 30
5.1.5.12 Backfill to Structures............................................................................................................................ 30
5.1.5.13 Cleaning up............................................................................................................................................. 31
5.1.5.14 Approach Slab ....................................................................................................................................... 31
5.1.5.15 Repair of Existing Reinforced Concrete Bridge ......................................................................... 31
5.1.5.16 Construction Tolerances .................................................................................................................... 32
5.1.6 Measurement ............................................................................................................................................... 33
5.1.7 Payment......................................................................................................................................................... 33
SECTION 5 - STRUCTURES Contents Page 2 - 95

KINGDOM OF CAMBODIA
5.2 REINFORCEMENT ............................................................................................... 35

5.2.1 Description .................................................................................................................................................... 35
5.2.2.1 Bar Reinforcement ............................................................................................................................... 35
5.2.2.2 Wire and Wire Mesh............................................................................................................................ 35
5.2.2.3 Bar Mat Reinforcement....................................................................................................................... 35
5.2.2.4 Binding Wire........................................................................................................................................... 35
5.2.2.5 Standards ................................................................................................................................................ 35
5.2.2.6 Bar Lists ................................................................................................................................................... 35
5.2.2.7 Ordering Material.................................................................................................................................. 36
5.2.2.8 Tests ......................................................................................................................................................... 36
5.2.3.1 Inspection, Protection and Storage................................................................................................ 36
5.2.3.2 Cutting and Bending............................................................................................................................ 37
5.2.3.3 Placing, Supporting, and Fastening............................................................................................... 37
5.2.3.4 Splicing..................................................................................................................................................... 37
5.2.3.5 Substitutions........................................................................................................................................... 38
5.2.3.6 Working Drawings ................................................................................................................................ 38
5.2.4 Measurement ............................................................................................................................................... 38
5.2.5 Payment......................................................................................................................................................... 38
5.3 DRIVEN PILES ...................................................................................................... 40

5.3.1 Description .................................................................................................................................................... 40
5.3.2 5.3.2 Materials Requirements................................................................................................................. 40
5.3.2.1 Precast Reinforced Concrete Piles ................................................................................................ 40
5.3.2.2 Precast Prestressed Concrete Piles .............................................................................................. 41
5.3.2.3 Timber Piles............................................................................................................................................ 43
5.3.2.4 Auger Press Piles ................................................................................................................................. 43
5.3.3.1 Preparation for Driving ........................................................................................................................ 43
5.3.3.2 Methods of Driving ............................................................................................................................... 44
5.3.3.3 Determination of Bearing Capacity of Pile................................................................................... 45
5.3.4 Measurement ............................................................................................................................................... 47
5.3.5 Payment......................................................................................................................................................... 48
5.4 PRESTRESSED CONCRETE .............................................................................. 49

5.4.1 Description .................................................................................................................................................... 49
5.4.1.1 Definitions................................................................................................................................................ 49
5.4.2.1 Cement..................................................................................................................................................... 49
5.4.2.2 Water ........................................................................................................................................................ 49
5.4.2.3 Admixtures .............................................................................................................................................. 49
5.4.2.4 Coarse Aggregate ................................................................................................................................ 49
5.4.2.5 Fine Aggregate ...................................................................................................................................... 49
5.4.2.6 Reinforcement- General ...................................................................................................................... 50
5.4.2.7 Prestressing Reinforcement............................................................................................................. 50
5.4.2.8 Voids ......................................................................................................................................................... 50
5.4.2.9 Testing of Prestressing Reinforcement......................................................................................... 50
5.4.2.10 Anchorage Assemblies ....................................................................................................................... 50
5.4.2.11 Mortar for Keyways .............................................................................................................................. 51
5.4.2.12 Grout for Anchor Bolt Holes .............................................................................................................. 51

KINGDOM OF CAMBODIA
5.4.2.13 Grout for Duct and Bonding Steel................................................................................................... 51

5.4.2.14 Concrete .................................................................................................................................................. 51
5.4.2.15 Enclosures .............................................................................................................................................. 52
5.4.2.16 Moulds for Prestressed Concrete Work........................................................................................ 52
5.4.3.1 General ..................................................................................................................................................... 52
5.4.3.2 Plan of Operation.................................................................................................................................. 53
5.4.3.3 Enclosures .............................................................................................................................................. 53
5.4.3.4 Placing Steel .......................................................................................................................................... 53
5.4.3.5 Pretensioning Method......................................................................................................................... 53
5.4.3.6 Post- Tensioning Method .................................................................................................................... 54
5.4.3.7 Curing ....................................................................................................................................................... 54
5.4.3.8 Grouting ................................................................................................................................................... 54
5.4.3.9 Unbonded Tendons ............................................................................................................................. 55
5.4.3.10 Acceptance of Precast Units ............................................................................................................ 55
5.4.3.11 Void Formers.......................................................................................................................................... 56
5.4.3.12 Handling, Transport and Storage.................................................................................................... 56
5.4.3.13 Marking of Prestressed Members................................................................................................... 56
5.4.3.14 Testi ng of Prestressed Beams......................................................................................................... 56
5.4.3.15 Erection of Deck Units ........................................................................................................................ 57
5.4.3.16 Measurement......................................................................................................................................... 58
5.4.4 Payment......................................................................................................................................................... 58
5.5 STEEL STRUCTURES ......................................................................................... 60

5.5.1 Description .................................................................................................................................................... 60
5.5.3.1 General ..................................................................................................................................................... 60
5.5.3.2 Acceptance Tests ................................................................................................................................. 61
5.5.3.3 Structural Steel...................................................................................................................................... 61
5.5.3.4 Bolts, Nuts and Anchor Bars ............................................................................................................ 61
5.5.3.5 Electrodes for Welding........................................................................................................................ 62
5.5.4.1 General ..................................................................................................................................................... 62
5.5.4.2 Fabrication .............................................................................................................................................. 62
5.5.4.3 Manufacturing Tolerances ................................................................................................................. 62
5.5.4.4 Welding .................................................................................................................................................... 63
5.5.4.5 Transport, Handling and Storage.................................................................................................... 64
5.5.4.6 Site Assembly and Erection .............................................................................................................. 64
5.5.4.7 Quality Control....................................................................................................................................... 65
5.5.5 Measurement ............................................................................................................................................... 65
5.5.6 Payment......................................................................................................................................................... 65
5.6 RAILING ................................................................................................................ 67

5.6.1 Description .................................................................................................................................................... 67
5.6.2.1 Steel Pipe Railings............................................................................................................................... 67
5.6.2.2 Aluminium Railing................................................................................................................................. 67
5.6.2.3 Concrete Railing ................................................................................................................................... 67
5.6.3.1 Storage and Handling of Materials ................................................................................................. 68
5.6.3.2 Connections............................................................................................................................................ 68

KINGDOM OF CAMBODIA
5.6.3.3 Erection .................................................................................................................................................... 68

5.6.3.4 Working Drawings ................................................................................................................................ 69
5.6.4 Measurement ............................................................................................................................................... 69
5.6.5 Payment......................................................................................................................................................... 69
5.7 DAMP PROOFING AND WATERPROOFING..................................................... 70

5.7.1 Description .................................................................................................................................................... 70
5.7.3.1 General ..................................................................................................................................................... 71
5.7.3.2 Damp proofing ....................................................................................................................................... 71
5.7.3.3 Membrane Waterproofing .................................................................................................................. 72
5.7.3.4 Thin Membrane Waterproofing........................................................................................................ 73
5.7.4 Measuremen t ............................................................................................................................................... 74
5.7.5 Payment......................................................................................................................................................... 74
5.8 POROUS BACKFILL MATERIAL ........................................................................ 75

5.8.1 Description .................................................................................................................................................... 75
5.8.3.1 Underdrains to Structures .................................................................................................................. 75
5.8.3.2 Behind Structures ................................................................................................................................. 76
5.8.4 Measurement ............................................................................................................................................... 76
5.8.5 Paymen t......................................................................................................................................................... 76
5.9 EXPANSION MATERIALS IN BRIDGES ............................................................. 77

5.9.1 Description .................................................................................................................................................... 77
5.9.2.1 Premoulded Expansion Joint Filler ................................................................................................. 77
5.9.2.2 Joint Sealing Materials........................................................................................................................ 77
5.9.2.3 Tarpaper or Bitumen Paper Filler .................................................................................................... 77
5.9.2.4 Elastomeric Bearing Pads ................................................................................................................. 77
5.9.2.5 Epoxy Resin ........................................................................................................................................... 78
5.9.2.6 Water Stop.............................................................................................................................................. 78
5.9.2.7 Pot Bearing............................................................................................................................................. 78
5.9.2.8 Reinforced Elastomeric Expansion Joint...................................................................................... 78
5.9.3.1 Storage and Preparation .................................................................................................................... 79
5.9.3.2 Expansion Joints................................................................................................................................... 79
5.9.3.3 Epoxy Mortar Nosings......................................................................................................................... 80
5.9.3.4 Bearing Pads.......................................................................................................................................... 80
5.9.3.5 Water Stops............................................................................................................................................ 81
5.9.4 Measurement ............................................................................................................................................... 81
5.9.5 Payment......................................................................................................................................................... 81
5.10 CONDUITS, FITTINGS AND BOXES................................................................... 83

5.10.1 Description .................................................................................................................................................... 83

KINGDOM OF CAMBODIA

5.10.2.1 Metallic Conduit, Fittings and Boxes .............................................................................................. 83
5.10.2.2 Asbestos Cement Conduit, Fittings and Boxes .......................................................................... 83
5.10.3.1 General ..................................................................................................................................................... 84
5.10.3.2 Metallic Conduits, Fittings and Boxes ........................................................................................... 85
5.10.3.3 Asbestos-Cement Conduits, Fittings and Boxes ....................................................................... 86
5.10.4 Measurement ............................................................................................................................................... 86
5.10.5 Payment......................................................................................................................................................... 86
5.11 PAINTING METAL STRUCTURES ...................................................................... 87

5.11.1 Description .................................................................................................................................................... 87
5.11.2.1 General ..................................................................................................................................................... 87
5.11.2.2 Prime Coat (Shop or Field Coat) ..................................................................................................... 87
5.11.2.3 Finish Coat (Field Coat) ..................................................................................................................... 87
5.11.3.1 Cleaning of Surfaces ........................................................................................................................... 88
5.11.3.2 Hand Cleaning ....................................................................................................................................... 88
5.11.3.3 Sandblasting........................................................................................................................................... 88
5.11.3.4 Flame Cleaning ..................................................................................................................................... 88
5.11.3.5 Number of Coats and Colour............................................................................................................ 89
5.11.3.6 Weather Conditions ............................................................................................................................. 89
5.11.3.7 Areas in Contact with Concrete ....................................................................................................... 89
5.11.3.8 Shear Studs............................................................................................................................................ 89
5.11.3.9 Surfaces to be bolted .......................................................................................................................... 89
5.11.3.10 Application............................................................................................................................................... 90
5.11.4 Measurement ............................................................................................................................................... 91
5.11.5 Payment......................................................................................................................................................... 91
5.12 FOUNDATION INVESTIGATION ......................................................................... 92

5.12.1 Description .................................................................................................................................................... 92
5.12.2.1 Site Operations...................................................................................................................................... 92
5.12.2.2 Programme and Scope....................................................................................................................... 92
5.12.3 Measurement ............................................................................................................................................... 93
5.12.4 Payment......................................................................................................................................................... 93
5.13 SURVEY ................................................................................................................ 94

5.13.1 Description .................................................................................................................................................... 94
5.13.2.1 Scope of Work ....................................................................................................................................... 94
5.13.3 Survey Requirements ................................................................................................................................ 94
5.13.3.1 Box Culverts ........................................................................................................................................... 94
5.13.3.2 Bridges ..................................................................................................................................................... 94
5.13.4 Design Requirements ................................................................................................................................ 94
5.13.4.1 Box Culverts ........................................................................................................................................... 94
5.13.5 Measurement ............................................................................................................................................... 95

KINGDOM OF CAMBODIA
5.13.6 Payment......................................................................................................................................................... 95

KINGDOM OF CAMBODIA
5 STRUCTURES
5.1 CONCRETE
5.1.1 DESCRIPTION
This work shall consist of the construction of all or portions of structures of Portland cement
concrete, of the required class or classes, with or without reinforcement, and with or without
admixture, constructed in accordance with these Specifications and the lines, levels, grades,
and dimensions shown on the Drawings, and as required by the Engineer.
Concrete shall consist of a mixture of Portland cement, water, and coarse and fine aggregate
with or without admixture.
5.1.2.1 Definitions
Batch One load or charge of a mixing plant or transit mixer
Characteristic The Compressive strength of the concrete at age 28 days as
Strength (f'c) specified in the documents. This characteristic strength shall be
exceeded by at least 95% of the concrete as assessed by standard
tests.
Cover The distance between the outside of the reinforcement and the
nearest permanent surface of the member excluding any surface
finishing material
Lot An identifiable quantity of concrete from which samples are taken,
and about which decisions are made on the basis of tests carried out
on specimen cylinders made from the samples. A lot shall consist of
batches of concrete of the same Class, produced and placed in an
essentially uniform and continuous manner. Any separately
identifiable portion of a structure placed in one operation shall be
considered a lot
Mean Strength The arithmetic average of the compressive strengths achieved by
two or more specimen cylinders
Sample A portion of fresh concrete drawn from a batch and from which
specimen cylinders are made. All sampling shall be carried out in
accordance with AASHTO T-141
Specimen Cylinder A single concrete cylinder, 100 mm in diameter x 200 mm in length
or 150 mm in diameter x 300 mm in length in accordance with
AASHTO T-23 made from a sample for the purpose of testing
Standard Deviation A statistical measure of the variation from the mean strength of the
specimen cylinders
Target Strength (f't) The compressive strength of the concrete at age 28 days selected
for design of the mix as provided for in sub-clause 5.1.2.3
5.1.2.2 Quality of Concrete

(a) Classes of Concrete - The classes to be used for the various structures and structure
components shall be as designated in Table 5.1.1:
SECTION 5 - STRUCTURES 5.1 - Concrete Page 8 - 95

KINGDOM OF CAMBODIA
Table 5.1.1 Classes of Concrete
Class of Concrete Ultimate Compressive Strength at Structures and Components

28 days on cyl. 150 x
300 mm
A1 45 MPa Prestressed concrete for precast concrete
beams and piles, or any other precast
components. Prestressed concrete for cast-
in-situ prestressed structures.
A2 40 MPa Reinforced concrete for deck slabs.
B1 32 MPa Reinforced concrete for beams, piers,

abutments and run-on slabs (approach
slabs), bridge curbs and pedestrian
sidewalks, wingwalls and counterfort walls,
road sign posts, pedestrian bridges, precast
square or tubular piles.
Reinforced concrete for standard box
culverts, headwalls for pipe and box
culverts and small irrigation structures.
Reinforced concrete for road curbs, gutters
and barriers.
B2 32 MPa Reinforced concrete for massive
components such as gravity walls and
barriers and pile caps.
B3 32 MPa Reinforced concrete for standard pipe
culverts. Reinforced concrete for fence
posts.
D 20 MPa Reinforced concrete for various drainage
and road furniture components: lined
ditches, manholes, post foundations, guide
posts, kilometre stones, etc.. Concrete
slope protection, and all unreinforced
concrete components.
E not specified Blinding concrete (lean concrete) for
blinding beds under foundations and run-on
slabs.
(b) Constituents of the concrete mix - The concrete shall conform to the requirements for the
particular class as set out in Table 5.1.2. The proportion by dry weight of coarse to fine
aggregate, which will normally be approximately 2 to 1 may be varied between 1.5 to 1 and 3
to 1, with the agreement of the Engineer provided the quality of the concrete is thereby
improved.
The minimum quantity of cement permitted will be as set out in Table 5.1.2 even though the
strength of mixes containing these quantities may exceed the minimum required for the
particular classes. The Contractor will design the concrete mixes and submit his proposals
for the approval of the Engineer.

KINGDOM OF CAMBODIA
Table 5.1.2 Composition of Concrete

Class of Minimum Maximum Slump (mm) Coarse Aggregate AASHTO M 43
Concrete Cement W/C Ratio
Content
(kg/m3)
A1 390 0.44 0 - 100 No. 67 (19.0 mm - 4.75 mm)
A2 380 0.46 50 - 100 No. 67 (19.0 mm - 4.75 mm)
B1 362 0.49 50 - 100 No. 67 (19.0 mm - 4.75 mm)
B2 362 0.49 50 - 100 No. 467 (37.5 mm - 4.75 mm)
B3 362 0.49 50 - 100 No. 7 (12.5 mm – 4.75 mm)
D 350 0.49 50 - 100 No. 67 (19.0 mm - 4.75 mm)
E 307 0.58 50 - 100 No. 357 (50.0 mm - 4.75 mm)
The air content for concrete Class A1, A2, B1, B2 and B3 shall not be more than 4, +/- 1
percent.
(c) Grading of aggregates - The grading of the aggregates shall be within the limits as specified
in sub-clauses 5.1.3.4 and 5.1.3.5. Once the appropriate gradings have been determined
and approved they shall not be varied without the permission of the Engineer.
(d) Water cement ratio - The ratio of free water to cement for saturated surface dry aggregate
shall be in accordance with the table above.
(e) Workability - The concrete shall be of suitable workability for full compaction to be obtained.
The slump as measured by AASHTO test method T 119 shall be not greater than 100 mm
for a non-vibrated concrete sample.
5.1.2.3 Trial Mixes

The Contractor shall prepare trial mixes having workability, strength, and surface finish as
criteria, to satisfy the Engineer regarding these qualities. The trial mixes shall be made and
compacted in the presence of the Engineer, using the same type of plant and equipment as
will be used for the works.
The trial mixes shall be made for each class of structural concrete A1, A2, B1, B2, B3 and D.
For each class of structural concrete the design tests shall consist of:
Type of tests Age Number of specimens tested
3 days 9
Compressive strength 7 days 9
28 days 9
3 days 9
Flexural strength 7 days 9
28 days 9
and workability control tests by measurement of the slump.
All these tests shall be carried out in accordance with the requirements of AASHTO test
specifications T 22, T 23, T 97, T 119, T 126 and T 141. The compressive strength shall be
measured on diameter 150 mm x height 300 mm cylinder specimens and the flexural
strength on 150 mm x 150 mm x 500 mm prismatic specimens.

KINGDOM OF CAMBODIA
From the same mix as that from which the test specimens are made, the workability of the
concrete shall be determined by the slump test in accordance with AASHTO test
specification T 119 or other method approved by the Engineer. The remainder of the mix
shall be cast in a wooden mould and compacted. After 24 hours the sides of the mould shall
be struck and the surface examined in order to satisfy the Engineer that an acceptable
surface can be obtained with this mix.
A trial mix for a particular class shall be acceptable when the strengths of each specimen
from three sets of three specimens made from different batches, cured and tested after the
age specified, in a laboratory approved by the Engineer, and when the slump tested on the
concrete from the same batches, are not below the particular requirements specified in
Table 5.1.3.
Table 5.1.3 Trial Mix Characteristic Properties
Concrete Minimum compressive strength Minimum flexural strength Slump

( MPa) (MPa) (mm)
3-day 7-day 28-day 3-day 7-day 28-day non
vibrated
A1 16.8 27.3 42 2.7 3.4 4.3 0 – 100
A2 16.8 27.3 42 2.7 3.4 4.3 50 – 100
B1 12 19.5 30 2.3 3.0 3.7 50 – 100
B2 12 19.5 30 2.3 3.0 3.7 50 – 100
B3 12 19.5 30 2.3 3.0 3.7 50 – 100
D 8 13 20 1.9 2.4 3.0 50 – 100
The flexural strength is expressed as the modulus of rupture MR = K √f’c , with K=0.7 to 0.8,
and f’ c in MPa.
When a proposed mix has been approved, no variations shall be made in the mix
proportions, or in the type, size, grading zone or source of any of the constituents without the
consent of the Engineer, who may require further trial mixes to be made before any such
variation is approved.
Until the results of trial mixes for a particular class have been approved by the Engineer, no
concrete of the relevant class shall be placed in the works.
When the Contractor intends to purchase factory-made precast concrete units, trial mixes
may be dispensed with provided that evidence is given to satisfy the Engineer that the
factory regularly produces concrete that complies with these Specifications. The evidence
shall include details of mix proportions, water-cement ratios, slump and strengths obtained at
3, 7 and 28 days.
5.1.2.4 Quality Control Testing

a) General - All concrete used in the Works shall be subject to sampling and testing strictly in
the manner prescribed in AASHTO Testing Specifications T-22, T-23, T-97, T-126, T-119
and T-141 and in accordance with the requirements as detailed in these Specifications.
b) Equipment - The Contractor shall furnish at his own expense an adequate supply of steel
moulds conforming to AASHTO T-23 for test specimens on any site where concrete is being
placed and a curing tank of adequate size for storing and curing specimens prior to testing.

KINGDOM OF CAMBODIA
The Contractor shall also provide at each site where concrete is being placed an Abrams
cone conforming to AASHTO T-119 for the measurement of slump of fresh concrete.
c) Rejection of Wet Concrete - Workability control te sts, by measurement of the slump of the
fresh concrete, shall be carried out using the Abrams cone according to AASHTO T 119.
One slump test, or more as directed by the Engineer, shall be carried out on every batch of
concrete produced, and the test shall not be deemed to have been carried out unless
witnessed by the Engineer or his representative.
Before any concrete is placed in the Works it shall be visually checked by the Engineer as
specified above and shall be liable for rejection if it is defective in any of the following ways:
The slump is outside of the range specified in Table 5.1.3. If placement is delayed for
a significant period, the slump shall be rechecked prior to placement.
The appearance, colour or cohesiveness of the batch is significantly different from
other batches of the same mix
d) Sampling - Samples shall be taken from separate batches of concrete selected at random
during the placing operation. Two cylinders (minimum) shall be cast from each sample in
purpose-made steel moulds conforming to AASHTO T-23 and identified as a matched set.
Each cylinder shall be identified with the batch and/or lot as directed by the Engineer and a
written record made of the location of each batch within the structure. In addition, for precast
concrete, the cylinders shall be so marked that they can be readily identified with the
corresponding structural unit at all times.
i) Concrete other than Class A
The minimum rate of sampling is defined in Table 5.1.4
Table 5.1.4 Sampling Frequency for 28 Day Strength Tests
No of Batches No. of Samples
1 -3 Every Batch
4 - 10 3
11 - 20 4
More than 20 (Number of batches) / 5
ii) Class A1 and A2 Concrete

For each element cast in one continuous operation the minimum rate of sampling shall
be:
4 cylinders per 5 Cu-m or part thereof
Additional cylinders as directed by the Engineer at the Contractor's expense if post-
tensioning of the element is to be combined with pre-tensioning
e) Additional Sampling
i) Initial Testing
Where the information supplied in sub-clause 5.1.2.3 of these Specifications does not
permit determination of standard deviation based on previous field testing for each
Class of concrete, the frequency of initial sampling shall be increased above that
shown in Table 5.1.4 at the Contractor's expense. The actual increase in initial
sampling shall be at the Engineer's discretion.

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ii) Early Stripping and/or Loading

Any request by the Contractor for early removal of forms (Refer to sub-clause 5.1.5.9
of these Specifications) or for early application of significant loads to the structure shall
be given in writing to the Engineer prior to placing concrete. The Engineer shall
determine the number of additional cylinders required for early testing at the
Contractor's expense.
iii) Further Construction prior to 28 day testing.
If concrete is to be placed over or adjacent to and connected with a previous section
prior to 28 day testing and acceptance, the Engineer may order additional sampling
and early age testing at the Contractor's expense. Any approval by the Engineer to
proceed with construction shall not remove the Contractor's responsibility to satisfy
acceptance criteria specified in sub-clause 5.1.2.5 of these Specifications.
f) Handling and Curing of Specimen Cylinders

i) Concrete Other than Class A
The specimens intended for the 28-day tests shall be kept in their moulds at a
temperature as close as possible to 20oC during the first 24 hours after casting.
Cylinders shall not be moved for a period of 24 hours after casting unless absolutely
necessary and with the approval of the Engineer. They shall be removed from the
moulds after 24 hours, placed into sealed casings and transported to the laboratory as
quickly as possible. Cylinders shall be handled with care, transported without
bumping or vibrating, and placed in standard curing conditions within 36 hours, in
accordance with AASHTO T-126.
Cylinders shall be kept under water until they are tested. They shall be wiped, but not
dried, just before testing.
Where cylinders are temporarily stored at the site of the Works they shall be stored in
lime saturated water at a temperature as close as practical to 27oC
The specimens for the 3-day and 7-day tests shall always be stored near the
structure, adequately protected and maintained by the Contractor, so that their thermal
and hygrometric history is comparable to that of the structure.
ii) Class A1 and A2 Concrete
Specimen cylinders shall be cured under conditions identical with those of the
concrete they represent (refer also to sub-clause 5.4.3.7 of these Specifications) for
the initial curing period.
After this initial curing the cylinders shall be stored and cured under standard
conditions as for other than Class A1 and A2 concrete in accordance with the above
requirements.
g) Testing of Specimen Cylinders - Concrete cylinders shall be tested at an approved testing

laboratory on the designated dates in accordance with the requirements of AASHTO T-22.
A minimum of two matched cylinders shall be tested at 28 days. The test result of a sample
shall be the average of all cylinder tests from the sample, except where abnormal test results
are identified as set out below.
Where the range of test results exceeds the limits given in Table 5.1.5, the history of the
cylinders shall be examined and their condition reported to the Engineer by the testing
laboratory. The cylinders shall be retained in the laboratory for at least 14 days to permit
further examination.

KINGDOM OF CAMBODIA
Table 5.1.5 Maximum Difference in Compressive Strengths for a Matched Set
No of Matched Cylinders from a Sample Difference in Strength Maximum -

Minimum (MPa)
2 2.0
3 3.0
Test Results of individual cylinders shall be excluded from the assessment of strength for the
purposes of acceptance or rejection under the following conditions:
• Where, in the opinion of the Engineer, a low test result can be attributed to an obvious
defect in the cylinder or test procedure.
• Where test results from a matched set exceed the range set out in Table 5.1.5, the low
test result shall be excluded even when no defect in the cylinder or procedure is obvious.
When any test result is excluded by the above criteria, the Engineer and the Contractor shall
check that the manufacture, storage and testing of cylinders is being correctly carried out.
5.1.2.5 Acceptance or Rejection of Concrete

a) General - The results of the quality control tests shall be in accordance with the mix property
requirements, as specified in Table 5.1.4 of these Specifications. The results shall be
submitted to the Engineer as soon as they are available.
b) Plasticity - Concrete not meeting the slump requirements shall not be placed in the work.
The workability and texture of the mix shall be such that it can be placed in the works without
the formation of hollow spaces or gaps or retention of air or water bubbles, and such that on
removal of the formwork a smooth, uniform, dense surface is presented. If it appears
impossible to get the specified workability with the original mix design approved by the
Engineer, the Contractor shall submit to the Engineer’s approval mix adjustments.
Admixtures for increasing the workability will be permitted only when specifically approved by
the Engineer.
c) Monitoring of Target Strength - If the average strength of three consecutive samples is less
than 0.5(f'c + f't) the Contractor shall submit to the Engineer as a matter of urgency proposals
to upgrade the mix and/or procedures to achieve the approved target strength.
Where a significant amount of concrete is to be placed in a four week period, monitoring

shall include early age testing (typically 7 days) and a comparison of cylinder strengths with
previously measured strength gain results.
d) Acceptance or Rejection of Hardened Concrete on the Basis of Strength - Subject to the

concrete meeting all the requirements of these sub-clauses of the Specifications it will be
accepted or rejected on a statistical basis using the results of 28 day tests as set out as
follows:
Concrete in a lot shall be rejected if any of the following apply:
• Any sample strength (average of two or more matched cylinders) is less than 0.9 times
the specified characteristic strength
• The average strength of three consecutive samples from the lot is less than the specified
characteristic strength
In addition, where 10 or more samples of a particular Class of concrete are tested in four
consecutive weeks or less, all the concrete represented by these samples shall be rejected if

KINGDOM OF CAMBODIA
the average strength of all the tests for that Class of concrete over that period is less than
0.5(f'c + f't)
The standard deviation shall be calculated from the tests from that period and compared with
the value used to calculate the target strength. If the standard deviation from the test results
is significantly greater than that used in calculating the target strength, the Engineer may
withdraw approval for the mix (refer sub-clause 5.1.2.3).
e) Consequences of Unsatisfactory Strength Results - When the results of 7-day tests give
strengths below those specified, the Contractor shall not place any further concrete until the
cause of the low results has been ascertained and until he has taken such steps to ensure
that the production of concrete complies with the Specifications.
The Engineer may also suspend the work and / or direct the Contractor to take corrective
action to improve the mix quality on the basis of the 3-day compressive strength test results.
In such a case the Contractor shall immediately cease placing the concrete in question but
may elect to wait until the results of the 7-day test are available before implementing
corrective measures, at which time the Engineer will review both the 3-day and 7-day test
results, and may direct immediate implementation of whatever corrective measures he
judges are necessary. Rectification of unsatisfactory concrete work involving the complete
removal and replacement of the concrete shall not be based on the results of 3-day
compressive strength tests alone unless the Contractor and Engineer mutually agree on the
rectification.
If the 28 day results are not satisfactory, the structure or part of the structure shall be subject
to additional quality control testing including dynamic non-destructive testing, such as
loading tests or concrete hammer testing, and compressive strength testing on core drilled
samples, according to a schedule approved by the Engineer. The cost of the 28-day strength
tests, core drilling and testing, dynamic non-destructive testing and load test, including all
supplies and use of specialised staff, shall be carried by the Contractor.
The final decision on acceptance, rectification or rejection of the structure or part of the
structure shall be the Engineer’s responsibility if the results of the additional testing are not
satisfactory.
Where hardened concrete has been rejected, the Engineer may order any of the following
alternatives, at the Contractor's expense
i) The rejected concrete, and any portion of the structure built on the rejected concrete,
shall be removed and replaced to satisfy the requirements of these Specifications.
ii) The rejected concrete may remain in place and additional works, approved by the
Engineer, shall be undertaken to achieve adequate strength and / or durability.
The rejected concrete may remain in place and the Contractor shall agree to a reduction in
the scheduled payment rate for the quantity of concrete rejected equal to the supply cost of
the concrete on site per Cu-m as determined by the Engineer.
5.1.3.1 Portland Cement

Cement shall conform to the requirem ents of AASHTO Standard Specification M85. The use
of high alumina cement is not allowed. Cement shall conform to Type I unless specifically
otherwise stated in the Special Provisions, or on the Drawings.
Supply of cement shall be submitted for approva l before use, with respect to origin and
quality. Subsequent deliveries shall be also subject to quality control testing as work
proceeds.

KINGDOM OF CAMBODIA
Approval of origin and quality shall be given only on presentation of test results showing that
the cement factory proposed is able to supply a product which will consistently meet the
physical and chemical qualities specified. Quality control tests shall be made on each
cement delivery, in order to determine the following characteristics :
a) specific gravity,
b) specific surface by means of air permeability,
c) heat loss,
d) hot and cold expansion properties,
e) compressive strength at 3, 7 and 28 days,
f) setting time,
and periodically determination of carbonate, alkali and chloride contents.
All these tests shall be carried out in accordance with a procedure agreed by the Engineer.
When cement is stored for long periods, the Engineer shall be entitled to ask for a renewal of
quality control tests, restricted to heat loss, setting time and mechanical resistance.
Manufacturer’s test certificates shall be submitted to the Engineer on request.
Unless otherwise permitted by the Engineer, the product of only one mill and one brand shall
be used on the project for each type of Portland cement used in the project.
The Contractor shall provide suitable means of storing and protecting the cement against
dampness that shall be subject to the approval of the Engineer. The Contractor shall store
consecutive deliveries of cement separately and shall ensure that cem ent is used in
chronological order of delivery. The Engineer may reject cement which is more than eight
weeks old or which has become partially set or which contains lumps of caked cement. The
use of cement reclaimed from discarded or used bags will not be permitted.
5.1.3.2 Water
Water used in mixing and curing concrete shall be subjected to approval of the Engineer and
shall be clean and free from oil, salt, acid, alkali, sugar, vegetable, or other substances
injurious to concrete or steel. Generally, water that is suitable for drinking is satisfactory for
use in concrete.
Whenever there is a reason to suspect that water proposed for use in concrete is not
suitable, it shall be tested and approved before it may be used.
Water shall be tested by methods described in AASHTO T26, and shall not contain
concentrations of dissolved solids, chlorides expressed as Cl, and sulphates expressed as
S04 in excess of the following limits:
Concentrations in ppm
Application
Dissolved Cl SO4
Solids
Non-reinforced concrete 2,000 2,000 1,500
Reinforced Concrete 2,000 1,000 1,000
Prestressed Concrete 2,000 500 1,000

KINGDOM OF CAMBODIA
Water which contains a high content of suspended solids shall be allowed to stand in a
settling basin before use. The turgidity of water shall not exceed 2,000 ppm.
In case of doubt concerning the quality of the water, verification can be made by comparing
the influence of the water on the setting time of the cement, and the qualities of resistance of
the concrete mix, one made with the water submitted for approval and the other with distilled
water. Resistance to compression after 28 days using the water proposed shall not be less
than 90 % of the resistance of the sample mixed with distilled water.
5.1.3.3 Admixtures
Admixtures or any other additions shall not be used without the written approval of the
Engineer.
Admixtures, if specified or permitted, shall conform to the requirements of AASHTO

Standard Specification M 194. Any delivery of admixtures shall be accompanied with a
certificate of origin stating the date of manufacturing and the limit date of use. The admixture
formulation shall contain no chemicals in quantities that may have harmful effect on the
prestressing steel or cement. Admixtures containing calcium chloride, fluorides, sulphites
and nitrates and/or other chlorides in excess of 0.5 percent by weight of admixture shall not
be used.
All admixtures shall be used in accordance with the instructions of the manufacturer.
Permission to use the admixture may be withdrawn at any time fi unsatisfactory results are
obtained.
The Contractor shall submit samples and technical details of any admixtures he proposes to
use to the Engineer, at least 35 days prior to the date of commencement of construction of
the particular structure, or portion of structure, on which he intends to use such admixtures.
Trial mixes incorporating the proposed admixture shall be made by the Contractor and shall
be approved by the Engineer before use in the Works. Any approval or otherwise given
under this Clause shall in no way relieve the Contractor of his obligations to produce
concrete with the specified strength and workability, as required under this Contract.
5.1.3.4 Coarse Aggregate

a) General - Coarse aggregate shall consist of clean, hard, durable rounded natur al aggregates
or crushed rock. It shall comply with the requirements of AASHTO M80, Coarse Aggregate
for Portland Cement Concrete, in respect of bulk density, unit mass, water absorption,
stability, soundness, material finer than 75 microns, deleterious materials, sulphur content,
physical properties and particle shape. If required, aggregate shall be washed to satisfy
these requirements.
The coarse aggregate shall have a Los Angeles abrasion coefficient, after 500 revolutions,
below 35 % (AASHTO T-96) and a water absorption capacity < 5 % (AASHTO T-85).
The aggregates shall include as few as possible of flat and elongated particles. The testing
for checking the amount of particles with an incorrect shape shall be carried out either by
determining the average volumetric coefficient of the aggregate, or by any other equivalent
method approved by the Engineer.
The coarse aggregate for use in concrete structures shall not contain any materials that are
deleteriously reactive with the alkalies in the cement in an amount sufficient to cause
excessive expansion of mortar or concrete, except that, if such materials are present in
injurious amounts, the coarse aggregate may be used with a cement containing less than 0.6
percent alkalies calculated as sodium oxide or with the addition of the material that has been
shown to prevent harmful expansion due to alkali-aggregate reaction.

KINGDOM OF CAMBODIA
b) Grading - Coarse aggregate shall conform to the requirements prescribed in AASHTO M43
for the grading specified.
The Contractor shall provide the Engineer with grading figures to indicate the average
grading of the aggregate proposed, which shall be the basis for acceptance. These grading
figures shall be known as the “Submitted Grading”. Alternatively, the Contractor may submit
a sample, the grading of which shall be the basis for acceptance. This sample shall be
known as the “Submitted Sample”.
If the Contractor chooses to blend two or more aggregates to provide the submitted grading,
or the submitted sample, the proportions shall be nominated.
The coarse aggregate shall be selected so that the maximum particle size is no more than
75% of the minimum clear space :
(a) between reinforcing bars,
(b) or between reinforcing bars and formwork,
(c) or between any other restrictions in the space that the concrete must occupy in the
work.
5.1.3.5 Fine Aggregate

Fine aggregate shall consist of either a sand resulting from the crushing of the rock used for
the fabrication of coarse aggregates with a Los Angeles abrasion coefficient lower than 35 %
at 500 revolutions (AASHTO T 96) and a water absorption capacity lower than 5 %
(AASHTO T 84), or a natural river sand. The use of marine sand is not allowed.
Fine aggregate shall conform to all the requirements of AASHTO Standard Specification M6.
5.1.3.6 Reinforcement
All reinforcement shall comply with the requirements of Section 5.2 of these Specifications.
5.1.3.7 Jointing Materials

a) Joint Fillers - Non-extruding and resilient types shall conform to the requirements of
AASHTO Standard Specification M 153 or M 213
Bituminous type filler shall conform to the requirements of AASHTO Standard Specification
M 33.
b) Joint Primer - Joint priming compound shall be Expandite No. 3 or other approved primer.
c) Joint Sealing Compound - Horizontal joint sealing material shall be Expandite Pli-astic hot
poured rubber-bitumen sealing compound Grade 99 or other approved compound. Vertical
or inclined joint sealing material shall be Expandite Plastijoint bituminous putty or other
approved compound.
5.1.3.8 Curing materials

a) Burlap - The burlap used for curing shall be made from jute or hemp and at the time of using
shall be in good condition, free from dirt, clay or any other substances that interfere with its
adsorptive quality. It shall not contain any substance hat t would have a deleterious effect of
the concrete. Burlap shall be of such quality that it will absorb water readily when dipped or
sprayed and shall weigh not less than 240 grams per square metre when completely dry.

KINGDOM OF CAMBODIA
b) Sand - Sand shall be clean, sharp and free from any clay balls or any other deleterious
matter.
c) Liquid membrane forming compounds - Liquid membrane forming compounds shall conform
with the requirements of AASHTO Standard Specification M 148. Any liquid membrane
forming compound is subject to the Engineer’s approval. All requests for approval must be
accompanied by a test report, the test having been carried out by a specialised laboratory
establishing the efficiency of the product under hazardous conditions: at 40°C and with a
humidity of 55 %, the coefficient of efficiency of the product shall not be less 85 % after 6
hours and 80 % after 24 hours. Furthermore the product shall not adversely affect the bond
of coatings nor insulation, or the bond of waterproofing systems to be applied to the
concrete. A certificate of origin and directions for use shall be submitted with every delivery.
5.1.3.9 Mould Oil

Mould oil shall be a petroleum distillate free from water, bituminous and other insoluble
residues. It shall be a non-staining paraffin oil.
5.1.3.10 Mortar
Any mortar used in conjunction with concrete work shall be a 1 : 3 : 5 mix mortar, conforming
to Sub-Clause 5.4.2.12, unless otherwise indicated.
5.1.4 EQUIPMENT REQUIREMENTS
5.1.4.1 General
Equipment and tools necessary for handling materials and performing the work, and
satisfactory to the Engineer as to design, capacity, and mechanical condition, shall be at the
site of the work before work is started.
If any equipment is not maintained in full working order or if the equipment as used by the
Contractor proves inadequate to obtain the results prescribed, such equipment shall be
improved or other satisfactory equipment substituted or added at the discretion of the
Engineer.
5.1.4.2 Batching plant and equipment

a) General - All material in the mix shall be proportioned wholly by weight. Batching plants
shall include bins, weighing hoppers, and scales for the fine aggregate and for each
separated size of coarse aggregate. If cement is used in bulk, a bin, hopper and scales for
the cement shall be included. Batch containers shall be watertight.
Provision satisfactory to the Engineer shall be made for batching other components of the
mix, at the batching plant or at the mixer as may be necessary. The batching plant may be
either of stationary or of mobile type. It shall be always properly levelled within the accuracy
required for the proper operation of the weighing mechanisms.
b) Bins and hoppers - Bins with adequate separate compartments for fine aggregate and for
each required size of coarse aggregate shall be provided in the batching plant. Each
compartment shall discharge efficiently and freely into the weighing hopper. Means or control
shall be provided so that as the quantity desired in the weighing hopper is being approached,
the material may be added slowly and shut off with precision. A port or other opening for
removing an overload of the several materials from the hopper shall be provided.
Weighing hoppers shall be constructed so as to discharge fully.

KINGDOM OF CAMBODIA
c) Scales - The scales for weighing aggregates and cement shall be of either the beam type or
the springless-dial type. They shall be accurate within one-half of 1% under operating
conditions throughout the range of use. Ten 25 kilogram weights shall be available for
checking accuracy. All exposed fulcrums, crevices, and similar working parts of scales shall
be kept clean. When beam-type scales are used, provision shall be made for indicating to
the operator that the required load in the weighing hopper is being approached. The device
shall indicate at least the last 100 kilograms of load and up to 25 kilograms overload. All
weighing and indicating devices shall be in full view of the operator while charging the
hopper and he shall have convenient access to all controls.
Cement may be measured by weight, or in standard sacks considered to weigh 50 kilograms

net. When measured by weight a separate, satisfactory scale and hopper shall be provided
together with a boot or other approved device to transfer the cement from the weighing
hopper. Satisfactory methods of handling shall be employed.
Batching shall be so conducted as to result in the weights of material required, within

tolerances of 1% for cement and 2% for aggregates.
5.1.4.3 Mixers
a) General - All concrete shall be mixed in batch mixers. It may be mixed at the site of
construction, at a central plant, or in transit. Each mixer shall have attached to it in a
prominent place a manufacturer's plate showing the capacity of the drum in terms of volume
of mixed concrete and the speed of rotation of the mixing drum.
b) Mixers at site of construction - Mixers at the site shall be approved drum-type capable of
combining the aggregate, cement, and water into a thoroughly mixed and uniform mass
within the specified mixing period and of discharging the mixture without segregation. The
mixer shall be equipped with a suitable charging hopper, water storage, and a water
measuring device, accurate within 1%. Controls shall be so arranged that the water can be
applied only while the mixer is being charged. The discharge lever shall lock automatically
until the batch has been mixed the required time after all materials are in the mixer. Suitable
equipment for discharging the concrete into hoppers or buckets shall be provided. The mixer
shall be cleaned at suitable intervals. The pickup and throw-over blades in the drum shall be
replaced when they have lost 10% of their depth.
c) Central Plant Mixers - These mixers shall be of approved drum type capable of combining
the aggregate, cement, and water into a thoroughly mixed and uniform mass within the
specified mixing period and of discharging the mixture without segregation. Central plant
mixers shall be equipped with an acceptable timing device that will not permit the batch to be
discharged until the specified mixing time has elapsed. The water system for a central mixer
shall be either a calibrated measuring tank or a meter and shall not necessarily be an
integral part of the mixer.
The mixers shall be cleaned at suitable intervals. They shall be examined daily for changes
in interior condition. The pick up and throw-over blades in the drum shall be replaced when
they have lost 10% of their depth.
d) Truck or transit mixers - These shall be equipped with electrically actuated counters by which
the number of revolutions of the drum or blades may readily be verified and the counters
shall be actuated at the commencement of mixing operations at designated mixing speeds.
The transit mixer shall have a watertight revolving drum suitably mounted and shall be
capable of combining the ingredients of the concrete into a thoroughly mixed and uniform
mass and of discharging the concrete with a satisfactory degree of uniformity and without
segregation.
The volume of mixed concrete permitted in the drum shall not exceed the manufacturer’s
rating nor exceed 80% the gross volume of the drum.

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The agitating speed of the drum shall not be less than two or more than six revolutions per
minute.
The gross volume of agitator bodies expressed in cubic metres shall be supplied by the
mixer manufacturer.
Upon approval by the Engineer, open-top, revolving-blade truck mixers may be used in lieu
of agitating trucks for transportation of central plant mixed concrete.
Except when intended for use exclusively as agitators truck mixers shall be provided with a
water measuring device to measure accurately the quantity of water for each batch. The
delivered amount of water shall be within plus or minus 1% of the indicated amount.
5.1.4.4 Transport of Batched Materials

a) Non-agitator Trucks - Bodies of non-agitating equipment shall be smooth, watertight, metal
containers equipped with gates that will permit control of the discharge of the concrete.
Covers shall be provided when needed for protection against the weather.
The non-agitating equipment shall permit delivery of the concrete to the site of the work in a
thoroughly mixed and uniform mass with a satisfactory degree of discharge.
b) Dry batching - For mixing at the site of construction, aggregates shall be transported from
the batching plant to the mixer in batch boxes, vehicle bodies, or other containers adequate
in design and construction to carry properly the batch required. Partition separating batches
shall be adequate and effective to prevent spilling from one compartment to another while in
transit or while being dumped.
Cement in original shipping containers may be transported on top of the aggregates. The
number of sacks of cement required for each batch shall be placed on the aggregates for
that batch. Sacked cement shall be emptied into the aggregates prior to dumping into the
mixer.
Batches shall be delivered to the mixer separately and intact. Each batch container shall be
dumped cleanly into the mixer without loss of cement or mixing or spilling of material form
one batch compartment into another.
5.1.4.5 Formwork
Formwork shall include all temporary or permanent moulds for forming the concrete. All
formwork shall be of wood or metal and shall be built mortar-tight and rigid enough to
maintain the concrete position during placing, compaction, setting, and hardening.
Formwork for exposed surfaces shall be made of dressed lumber of uniform thickness with
or without a form liner of an approved type or shall be of metal sufficiently rigid in itself with
no surface blemishes that will impair the quality of the concrete surface finish. No rusty or
bent metal forms shall be used. Formwork shall be chamfered on all sharp edges and shall
be given a bevel in the case of all projections.
Rough lumber may be used for surfaces that will not be exposed in the finished structure.
All lumber shall be sound, free from warps and twists, sap, shakes, large or loose knots,
wavy edges or other defects affecting the strength or appearance of the finished structure.
The shape, strength, rigidity, watertightness and surface smoothness of reused formwork
shall be maintained at all times. Any warped or bulged lumber must be resized before being
reused. Formwork which is unsatisfactory in any respect shall not be reused.

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Internal ties shall be so arranged as to permit their removal to a depth of at least 25 mm from
the concrete face without injury to the concrete. No permanently embedded metal shall have
less than 25 mm cover to the finished concrete surface.
Formwork shall be so constructed that easy cleaning out of any extraneous material inside
the formwork can be achieved without disturbing formwork already checked and approved by
the Engineer.
Formwork shall be treated with approved non-staining oil or saturated with water at the
discretion of the Engineer before placing concrete. Form oil will only be used after the
approval of the Engineer has been given. The Engineer may require trials to be carried out
before approval is given for the use of a particular form oil, to ascertain that the form oil
proposed by the Contractor will not discolour or injure the finished concrete face in any way.
5.1.4.6 Falsework and Centering

All falsework shall be designed and constructed to provide the necessary rigidity and to
support the loads coming upon it without significant settlement or deformation. The
Contractor shall submit to the Engineer calculations and drawings related to the falsework,
and shall not commence construction without the Engineer’s prior approval.
Falsework that cannot be founded on solid footings must be supported by ample falsework
piling which shall be spaced, driven, and removed in a manner approved by the Engineer.
Arch centering shall be so constructed as to permit its being lowered gradually and
uniformly.
5.1.4.7 Compacting Equipment

High frequency internal vibrators of either the pneumatic, electric or hydraulic type shall be
used for compacting concrete in all structures and where practicable in precast units. The
vibrators shall be of a type approved by the Engineer, with a minimum frequency of 8000
impulses per minute and shall be capable of visibly affecting a properly designed concrete
with a 20 mm slump over a circular area of 450 mm radius.
5.1.5.1 General
The Contractor shall maintain an adequate number of trained and experienced supervisors
and foremen at the site to supervise and control the work. All construction, other than
concrete, shall conform to the requirements prescribed in other sections for the several items
of work entering into the complete structure.
5.1.5.2 Limitations on Mixing and Placing Concrete

a) General - Concrete shall be mixed only in amounts required for current use.
The Contractor shall be responsible for producing a concrete of the required consistency.
Should it prove impracticable to finish centrally mixed concrete properly before it has
become too stiff, the Engineer may require that the concrete be mixed at the site of the work.
b) Visibility - No concrete shall be mixed, placed, or finished when the natural light is
insufficient, unless an adequate and approved artificial lighting system is operated.

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c) Temperature and Evaporation - No concrete shall be placed in the Works under the
following conditions:
o o
• The temperature of the concrete is less t han 10 C or exceeds 35 C
• In the Engineer's opinion, the ambient air temperature is likely to be greater than 45oC
during placement or within 2 hours subsequent to placement.
If the ambient air temperature measured at the point of placement is likely to exceed 35oC
during placing and finishing operations, the Contractor shall take practical precautions,
approved by the Engineer, to ensure that the temperature of the concrete does not exceed
the permitted maximum so that concrete can be placed and finished without defects,
otherwise it shall be rejected.
Typical precautions include the following:
• Placing the concrete at a time of day when the ambient temperature is lower than the
maximum.
• Providing early curing for freshly finished concrete
Other precautions which should be considered are shown in Table 5.1.6
When the evaporation rate during the intended casting period is expected to be high as a
result of the combination of high temperature, high humidity and high winds suitable
measures shall be taken to minimise evaporation losses from the freshly placed concrete as
described in Table 5.1.6.
Table 5.1.6 Precautions for Hot Weather Concreting

At the Mixer At the Site
Shading aggregate stockpiles Shading the work area
Painting water tanks white Erecting wind breaks
Insulating or burying delivery lines Minimising the time for placing and finishing
Insulating drums of transit mixers Use of evaporation retarding curing oil
Adding crushed ice to replace mixing water Cooling the formwork by dampening with
(in part) or chilling water water sprays
Injecting liquid nitrogen into the mixer
5.1.5.3 Foundations
Preparation of foundations shall conform to the details as shown on the Drawings in
accordance with the requirements of Section 2.5 Structural Excavation and Backfill of these
Specifications. The elevations of the bottoms of footings as shown on the Drawings are
approximately only and the Engineer may order further excavation as necessary to obtain
satisfactory foundations.
Pile foundations shall be constructed in accordance with the provisions set out in Section 5.3
of these Specifications and as shown on the Drawings.
5.1.5.4 Formwork, Falsework and Centring

Before concrete is placed the Engineer shall inspect all formwork, falsework and centring
and no concrete shall be placed until the Engineer has inspected and approved such
formwork, falsework and centring. Such approval shall not relieve the Contractor of any of
his responsibility under the Contract for the successful completion of the structure.

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The Engineer shall inspect and approve all reinforcement in place in accordance with the
requirements of Section 5.2 Reinforcement of these Specifications, before concrete is
placed. An experienced steel fixer shall be present while all concrete is placed to ensure
that no reinforcement becomes displaced during placing and if it does to reposition such
reinforcement before placing continues.
5.1.5.6 Mixing Concrete

a) Plant mixing at the site of construction - Job-site mixers shall be operated at a drum speed of
not less than 15 nor more than 20 revolutions per minute. The batched materials shall be so
charged into the drum that a portion of the water shall enter in advance of the cement and
aggregates and the water shall continue to flow into the drum for a minimum time of 5
seconds after all the cement and aggregates are in the drum. Mixing time shall be measured
from the time all materials except water are in the drum and shall in the case of mixers
having a capacity of 1 cubic metre or less not be less than 50 seconds nor more than 70
seconds.
In the case of dual drum mixers, the mixing time shall not include transfer time. The
contents of an individual mixer drum shall be removed before a succeeding batch is emptied
therein. Any concrete mixe d less than the specified minimum time shall be discarded and
disposed of by the Contractor at his own expense.
The volume of concrete mixed per batch shall not exceed the mixer's nominal capacity in
cubic metres as shown on the manufacturer 's guaranteed capacity standard rating plate on
the mixer.
Retempering concrete by adding water or by other means will not be permitted. Concrete
which is not of the required consistency at the time of placement shall not be used.
The amount of admixture to be added, if any, shall be approved by the Engineer.
b) Central plant mixing - In addition to the requirements of Sub-Clause 5.1.4.3, central plant
mixers which have a capacity of not less than 2 cubic metres nor more than 5 cubic metres
and mixers having a capacity greater than 5 cubic metres, shall permit a minimum mixing
time of 90 seconds and 120 seconds respectively; provided a mixing analysis and tests of
the job materials indicates such produced concrete is equivalent in strength and uniformity to
that attained in a) above.
Mixed concrete shall be transported from the central mixing plant to the site of work in
agitator trucks or, upon written permission of the Engineer, in non-agitator trucks. Delivery of
concrete shall be so regulated that placing si at a continuous rate unless delayed by the
placing operations. The intervals between delivery of batches shall not be so great as to
allow the concrete in place to harden partially, and in no case shall such an interval exceed
30 minutes.
The interval between introduction of water into the mixer drum and final discharge of the
concrete from the agitator shall not exceed 45 minutes. During this interval the mixture shall
be agitated continuously.
Uniformity shall be satisfactory if samples from the one-quarter and three-quarter points of
the load do not differ by more than 30 mm in slump.
c) Truck mixing - Truck mixers may be used for complete mixing at the batch plant and as truck
agitators for delivery of concrete to job sites or they may be used for complete mixing of the
concrete at the job site. They shall either be a closed watertight revolving drum or an open
top revolving blade or paddle type.

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The amount of mixing shall be designated in number of revolutions of the mixer drum. When
a truck mixer is used for complete mixing, each batch of concrete shall be mixed for not less
than 70 nor more than 100 revolution of the drum or blades at the rate of rotation designated
by the manufacturer of the equipment as the "mixing speed". Such designation shall appear
on a metal plate attached to the mixer. If the batch is at least one cubic metre less than
guaranteed capacity, the number of revolutions at mixing speed may be reduced to not less
than 50. Mixing in excess of 100 revolutions shall be at the agitating speed. All materials,
including the mixing water, shall be in the mixer drum before actuation the revolution counter
which will indicate the number of revolutions of the drum or blades.
When wash water (flush water) is used as a portion of the mixing water for the succeeding
batch, it shall be accurately measured and taken into account in determining the amount of
additional mixing water required. When wash water is carried on the truck mixer, it shall be
carried in a compartment separate from the one used for carrying or measuring the mixing
water. The Engineer will specify the amount of wash or flush water, when permitted, and
may specify a “dry" drum if wash water is used without measurement or without supervision.
When a truck mixer is used for complete mixing at the batch plant, mixing operation shall
begin within 30 minutes after the cement has been added to the aggregate. After mixing, the
truck mixer shall be used as an agitator for transporting concrete at the speed designated by
the manufacturer of the equipment as agitating speed. Concrete discharge shall be
completed within 45 minutes after the addition of the cement to the aggregates. Each batch
of concrete delivered at the job site shall be accompanied by a time slip issued at the
batching plant, bearing the time of departure therefrom. When the truck mixer is used for the
complete mixing of the concrete at the job site, the mixing operation shall begin within 30
minutes after the cement has been added to the aggregates.
The rate of discharge of the plastic concrete from the mixer drum shall be controlled by the
speed of rotation of the drum in the discharge direction with the discharge gate fully open.
5.1.5.7 Placing Concrete

a) General - All concrete shall be placed within the times specified in sub-clause 5.1.5.6.
Concrete shall be placed in such a manner as to avoid segregation and the displacement of
reinforcing bars and shall be spread in horizontal layers when practicable. Concrete shall be
placed where necessary inside forms by hand shovels and in no instance shall vibrators be
so manipulated to transport concrete inside formwork.
Care shall be taken to prevent mortar from spattering on forms and reinforcing steel and
from drying ahead of the final covering with concrete. Where spattering has occurred, the
forms and steel shall be cleaned with wire brushes or scrapers before concrete is placed
around steel, or in forms, which have been spattered.
Surfaces on which concrete is to be placed shall be thoroughly moistened with water

immediately before placing concrete.
Troughs, pipes, or short chutes used as aids in placing concrete shall be positioned in such
a manner that segregation of the concrete will not occur. All chutes, troughs, and pipes shall
be kept clean and free from coating of hardened concrete of mortar.
Concrete shall not be dropped freely over a vertical distance of more than 1.5 metres.
Concrete shall be placed continuously throughout each section of the structure or between
indicated joints if shown on the Drawings or as directed by the Engineer. If, in an
emergency, it is necessary to stop placing concrete before a section is completed, bulkheads
shall be placed as the Engineer may direct and the resulting joint shall be deemed a
construction joint, the treatment for which is given in sub-clause 5.1.5.7, item g, below.

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No concrete shall be placed or considered for payment without the prior written authorisation
by the Engineer to proceed with the pouring of concrete. Such authorisation shall be
obtained in triplicate form at least 24 hours prior to the scheduled work.
b) Concrete Columns - Concrete in columns or bents shall be placed in one continuous

operation unless otherwise permitted by the Engineer.
c) Concrete slab and girder spans - Concrete in T-Beam or deck girder spans having spans of
12 metres or less shall be placed in one continuous operation unless otherwise stated on the
Drawings. Concrete preferably shall be deposited by beginning at the centre of the span and
working from the centre toward the ends.
Concrete in slab spans shall be placed in one continuous operation and in one layer for each
span, unless otherwise stated on the Drawings.
Concrete in girders spanning more than 12 metres may be placed in two operations, the first
operation being the placing of concrete in the girder stems to the bottom of the slab
haunches or the bottom of the slab whichever is applicable. Shear keys shall be provided for
by inserting oiled timber blocks to a depth of about 40 mm in the fresh concrete at the top of
each girder stem. A sufficient number of blocks shall be removed as soon as the concrete
has set sufficiently to retain its shape. A period of at least 24 hours shall elapse between the
completion of placing concrete in the girder and the commencement of placing concrete in
the slab. Immediately before placing concrete in the slab, the top surface of the previously
placed concrete shall be hammered with a sharp hand tool until the aggregate is exposed,
cleaned and a small quantity of neat cement slurry added. The Contractor shall check all
falsework for shrinkage and settlement and shall tighten all wedges to ensure minimum
deflection of all formwork.
d) Walls, piers etc. - Where walls, piers, columns, struts, posts and other such structural
members allow horizontal construction joints, concrete shall not be placed on top of other
concrete which has not been allowed to set for 12 hours or more.
Work shall not be discontinued within 450 mm of the top of any face, unless provision has
been made for a coping less than 450 mm thick, in which case, if permitted by the Engineer,
the construction joint may be made at the underside of the coping.
e) Culverts - The slabs of box culverts shall be placed for their full depth in one mass or layer
and allowed to set not less than 12 hours before any additional work is done on them. For
culverts of exceptional length under high embankment details of construction joints are
shown on the Drawings. The entire length of slabs between indicated construction joints
shall be placed for their full depth or layer and allowed to set for not less than 12 hours
before any additional work is done on these lengths.
Before concrete is placed in sidewalls, bottom slabs shall be cleaned of all shavings, sticks,
sawdust and other extraneous material.
The Contractor shall submit to the Engineer for approval his proposals for pouring culvert
walls before commencing culvert construction. Concrete shall not be placed in layers more
than one metre high relative to the concrete already placed. Placing concrete shall proceed
in a systematic manner.
f) Placing concrete under water - Concrete shall not be placed in water except with the
approval of the Engineer and with his immediate supervision; and in this case the method of
placing shall be as defined in this section.
Concrete placed in water shall be Class B2 with 10 percent by weight extra to the amount of
cement approved by the Engineer for normal Class B2 concrete. To prevent segregation, it

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shall be carefully placed in a compact mass, in its final position, by means of a tremie tube or
pipe, or a bottom-dump bucket and shall not be disturbed after being placed. Special care
must be exercised to maintain still water at the point of placement. Concrete shall not be
placed in running water. The method of placing concrete shall be so regulated as to produce
approximately horizontal surfaces.
Concrete seals shall be placed in one continuous operation. When a tremie tube or pipe is
used, it shall consist of a tube or pipe not less than 250 mm in diameter. All joints in the tube
shall be watertight. The means of supporting the tremie tube shall be such as to permit free
movement of the discharge end over the entire tip of the concrete and to permit its being
lowered rapidly when necessary to choke off or retard the flow. The tremie tube shall be
filled by a method that will prevent washing of the concrete. The discharge end shall be
completely submerged in concrete at all times and the tremie tube shall be kept full.
When concrete is placed with a bottom-dump bucket, the bucket shall have a capacity of not
less than one-half cubic metre and the top of the bucket shall be open. The bottom door
shall open freely downward and outward when tripped. The bucket shall be completely filled
and slowly lowered to avoid backwash. It shall not be dumped until it rests on the surface
upon which the concrete is to be deposited and when empty be withdrawn slowly until well
above the concrete. The slump of the concrete used shall be maintained between 100 and
200 mm.
Dewatering shall proceed only when the concrete seal is considered strong enough to
withstand any pressures to be exerted upon it. This time will be decided by the Engineer.
All laitance or other unsatisfactory material shall be removed from the exposed surface by
scraping, jetting, chipping or other means that will not injure the seal unduly.
g) Construction joints - A concreting schedule shall be prepared for each completed structure
and the Engineer shall approve the locations of construction joint on this concreting
schedule. These locations shall not be altered, unless in case of emergency, when
construction joints shall be positioned as directed by the Engineer.
At horizontal construction joints, gauge strips 20 to 30 mm square shall be placed inside the
forms along all exposed surfaces to give the joints straight lines. Before placing fresh
concrete, the surfaces of all construction joints shall be hammered with a sharp hand tool
until the aggregate is exposed, cleaned and a small quantity of neat cement slurry added. At
the same time forms shall be checked to see that they are tight against the concrete already
in place. Concrete in substructures shall be placed in such manner that all horizontal
construction joints will be truly horizontal.
Where vertical construction joints are necessary, reinforcing bars shall extend across the
joint in such a manner as to make the structure monolithic. Special care shall be taken to
avoid construction joints through wing walls.
h) Compaction of Concrete - Concrete shall be placed and consolidated by methods that will
not cause segregation of the aggregates and will result in a dense homogeneous concrete
which is free of voids and rock pockets. All concrete shall be placed while fresh and before it
has taken initial set. Re-tempering any partially hardened concrete with additional water will
not be permitted.
Mixed concrete, after being deposited, shall be consolidated until all voids are filled and free
mortar appears on the surface. The concrete shall be placed as nearly as possible in its final
position, generally in horizontal layers not more than 400 mm thick, except in the
manufacture of prestressed concrete elements. The use of vibrators for extensive shifting of
the mass of fresh concrete will not be permitted.

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For prestressed concrete elements the concrete shall be built up to the full depth of the
section and the concrete face moved forward progressively.
With the exception of concrete placed as pipe culvert headwalls and endwalls, slope paving
and aprons, and concrete placed under water, all concrete shall be consolidated by means
of high frequency internal vibrators within 15 minutes or appropriate period of time approved
by the Engineer after it is deposited in the forms.
The vibrators shall not be attached to or held against the forms or the reinforcing steel. The
vibrating shall be done with care and in such manner that displacement of reinforcement
steel is avoided. Wh en concrete is inaccessible for adequate consolidation by other means,
external vibrators shall be used and the forms shall be sufficiently rigid to resist displacement
or damage.
The following conditions will apply when using internal vibrators:
• The number of vibrators to be used by the Contractor shall be not less than one for each
4 Cu-m of concrete placed per hour, with a minimum of 2 vibrators to be provided at any
time.
• Vibrators shall be inserted vertically at successive positions not more than 450 mm apart
and in a manner which ensures compaction of the concrete around the reinforcing steel
and any other embedded fixtures, and into all parts of the forms.
• Vibration shall continue at each position until air bubbles cease to emerge from the
concrete. The vibrators shall then be withdrawn slowly so as to avoid leaving a "pocket"
or void in the concrete.
• Care shall be taken to ensure that newly placed concrete is vibrated into any fresh
concrete adjacent to it to provide a homogeneous concrete mass.
• Vibration shall not be applied either directly or through reinforcement to any concrete
which has taken its initial set.
Where external form vibrators are used for the manufacture of precast items, the number,
type, spacing and method of support of the vibrators shall be approved by the Engineer.
Internal vibration shall always be used in conjunction with external form vibration.
i) Marine and other Aggressive Environments - Concrete deposited against sea water or
ground water containing sulphate concentrations shall be with 10 percent by weight extra to
the amount of cement for the normal practice approved mixed design, mixed for a period of
not less than 2 minutes. The water content of the mixture shall be controlled control and
regulated so as to produce concrete of maximum impermeability.
No construction joints shall be formed between levels of extreme low water and extreme high
water as determined by the Engineer. Between these levels sea water shall not come in
direct contact with the concrete for a period of not less than 30 days. The original surface,
as the concrete comes from the forms, shall be left undisturbed. The clear distance from the
face of in-situ concrete to the nearest face of reinforcement steel shall not be less than
100 mm.
5.1.5.8 Curing
All concrete surfaces shall be kept wet for at least 7 days after placing. Bridge deck and
sidewalk slabs shall be covered with wet burlap immediately after final finishing of the

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surface. This material shall remain in place for the full curing period or may be removed and
replaced with sand when the concrete has hardened sufficiently to prevent marring. In both
cases the materials shall be kept thoroughly wet for the entire curing period. All other
surfaces if not protected by forms, shall be kept thoroughly wet, either by spraying water or
by the use of wet burlap until the end of the curing period. If wood forms are allowed to
remain in place during the curing period, they shall be kept moist at all times to prevent
openings at joints.
The Contractor’s proposals for the use of liquid membrane curing compound shall be subject
to the approval of the Engineer, according to the requirements of sub-clause 5.1.3.8 Curing
materials, item c). White pigmented liquid membrane, shall be used only on the top surfaces
of bridge decks or on surfaces not exposed to view in the completed work. Clear curing
compounds shall be used on other surfaces.
5.1.5.9 Removal of Formwork and Falsework

a) General - Formwork shall be constructed such that the side forms of members can be
removed without disturbing the soffit forms and, if props are to be left in place when the soffit
forms are removed, the props shall not be disturbed during striking. All formwork shall be
removed without damage to the concrete.
b) Time of removal - Forms and falsework shall not be removed without the approval of the
Engineer. The Engineer's approval shall not relieve the Contractor of responsibility for the
safety of the work. Blocks and bracing shall be removed at the same time as the forms and
in no case shall any portion of the wood forms be left in the concrete.
Forms used on exposed vertical faces shall remain in place for periods that shall be
determined by the Engineer.
Falsework and forms under slabs, beams, girders, and arches shall remain in place for 14
days after the day on which placing of concrete was completed. When high early strength
cement is used, forms for all structures may be removed after less than 14 days but only with
the written approval of the Engineer who will decide the time for removal as a result of tests.
Formwork and falsework for the whole of suspended span bridges and other special
structures shall remain in place until such time as the Engineer will decide after all concrete
has been poured.
c) Patching - As soon as the forms are removed, all wire or metal devices used for securing the
formwork which project from or appear on the surface of the finished concrete shall be
removed or cut back at least 25 mm from the finished surface of the concrete. All holes and
pockets so formed shall be filled with cement mortar mixed in the same proportions as the
fine aggregate to cement of the concrete mix used for that particular section of the structure,
after the surface to be patched has been thoroughly cleaned and wetted to receive the
patch.
d) Cause for rejection - Excessive honeycombing shall be sufficient to cause rejection of

portions of the structure containing this honeycombing. The Contractor, on receipt of written
orders from the Engineer, shall remove and rebuild such portions of the structure at his own
expense.
5.1.5.10 Finishing Concrete

All concrete surfaces exposed in the completed work shall comply with the requirements of
c) below except where the Drawings indicate otherwise.
a) Concrete decks - Immediately after placing concrete, concrete decks shall be struck off with
templates to provide proper crowns and shall be finished smooth to the correct levels. Finish
shall be slightly but uniformly roughened by brooming. The finished surface shall not vary

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more than 3mm from a 3 metre straightedge placed parallel to the centreline of the roadway
and 3 mm from a transverse template cut to the true cross section of the road way.
b) Curb and sidewalk surface - Exposed faces of curbs and sidewalks shall be finished true to
lines and grades. The curb surface shall be wood floated to a smooth but not slippery finish.
Sidewalk surfaces shall be slightly but uniformly roughened by brooming.
c) Ordinary finish - An ordinary finish is defined as the finish left on a surface after the removal
of the forms when all holes left by form ties have been filled, and any minor surface defects
have been repaired. The surface shall be true and even free from depressions or
projections.
The concrete in bridge seats, caps, and tops of walls shall be struck off with a straightedge
and floated to true grade. Under no circumstances will the use of mortar topping for
concrete surfaces be permitted.
d) Rubbed finish - After the removal of forms the rubbing of concrete shall be started as soon
as its condition will permit. Immediately before starting this work the concrete shall be kept
thoroughly saturated with water for a minimum period of three hours. Sufficient time shall
have elapsed before the wetting down to allow the mortar used in patching to have
thoroughly set. A medium coarse carborundum stone shall be used for rubbing a small
amount of mortar on the face. The mortar used shall be composed of cement and fine
aggregate mixed in the same proportions as those used in the concrete being finished.
Rubbing shall be continued until all form marks, projections, and irregularities have been
removed, all voids filled, and a uniform surface has been obtained. The paste produced by
this rubbing shall be left in place at this time. The final finish shall be obtained by rubbing
with a fine carborundum stone and water until the entire surface is of a smooth texture and
uniform colour.
After the final rubbing has been completed and the surface dried, burlap shall be used to
remove loose powder. The final surface shall be free from unsound patches, paste, powder
and objectionable marks.
All surfaces on the superstructure visible to the eye of a passing motorist or pedestrian such
as interior and exterior parapet surface, barrier, hand railing, abutment, pier and walls should
comply with the finish requirements of paragraph d) "Rubbed Finish".
5.1.5.11 Loading
No superstructure load shall be placed upon finished bents, piers, or abutments until the
Engineer so directs but in no case shall any load of any kind be placed until the Contractor
has completed curing. The Contractor shall not place any temporary loads on deck slabs.
Bridge deck slabs shall be opened to traffic only when so directed by the Engineer and
generally not sooner than 28 days after the placing of the concrete has been completed.
Concrete shall at no time be subjected to a combination loading including its own weight and
a live load which will induce a compressive stress in it exceeding 0.33 of its compressive
strength at the time of loading or of the specified 28 day strength. The assessment of the
strength of the concrete and the stress produced by the loads shall be subject to the
agreement of the Engineer.
5.1.5.12 Backfill to Structures

All spaces which have been excavated and the volumes of which are not occupied by the
concrete structure shall be backfilled and compacted with acceptable material in accordance
with the provisions of Section 2.5 of these Specifications or as directed by the Engineer, but
not before the damp proofing has been applied onto the concrete surfaces which remain

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permanently in contact with the ground, in accordance with Section 5.7 Damp proofing and
Waterproofing of these Specifications.
5.1.5.13 Cleaning up
Upon completion of structure and before final and acceptance, the Contractor shall remove
all falsework, falsework piling etc., down to 0.5 metres below the finished ground line.
Excavated, or useless materials, rubbish etc., shall be removed from the site and the site
shall be left in a neat and presentable condition satisfactory to the Engineer.
5.1.5.14 Approach Slab

Reinforced concrete bridge approach slabs shall be constructed to the lines, elevations and
dimensions as shown on the Drawings or as directed by the Engineer.
Concrete for approach slabs shall be as designated in sub-clause 5.1.2.2 of these

Specifications and described in these Specifications. Steel reinforcement shall be deformed
bars conforming to the requirements of Section 5.2 of these Specifications.
5.1.5.15 Repair of Existing Reinforced Concrete Bridge

Repairing or rehabilitation works of deteriorated parts of the existing bridges may be
required. Types of repair works and the locations of the bridges to be repaired are shown on
the Drawings. The types of repair may be classified as follows:
Type 1 : Bracing Improvement at Pile Bent
The details and adequacy of temporary bracing to be provided to the existing piles shall be
Demolition of the deteriorating bracing shall be handled with care in such a way not to cause
any damage to the existing embedded steel bars and the existing piles. The exposed
reinforcement steel shall be cleaned to remove rust and other deleterious materials. After
cleaning, the reinforcement may be left exposed for not more than 3 days.
Bracing shall be cast using Class B1 concrete with Type III cement and the method of
placing concrete shall be in accordance with sub-clause 5.1.5.7 of these Specifications.
Once the concrete has already been placed, the speed of vehicles running over the bridge
shall be restricted, upon the instruction of the Engineer, so as to lessen the possible vibration
being imparted to the newly-cast members.
The temporary bracing provided shall be removed not less than 7 days after placing of
concrete.
Type 2 : Repair of Spalling Surface
The honeycombed or spalling surface area shall be chiselled off, and unsound concrete shall
be removed until sufficiently strong concrete is found. A concrete surface pre-treatment
method using wire brush or steel-wire broom may be used. The treated surface shall then
be filled with non-shrink mortar.
Type 3 : Improvement of Pile surface
Unsound concrete forming part of the pile surface shall be removed, pre-treated and filled
with concrete Class A. Concrete shall be made of Type III cement.
Type 4 : Crack Repair

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Cracks present on the structures shall be repaired by chipping off concrete along the crack
pattern as shown on the Drawings and sealing the pre-treated area by non-shrink mortar.
Type 5 : Transverse Expansion Joint Improvement
After removal of the existing joint filler, the expansion joint shall be cleaned and filled with
new joint filler. Sealant of half the gap-width thick shall be used with the full-depth primer
along both sides, and debonding material (e.g. masking tape) laid underneath. The
materials used for the repair shall conform to clause 5.10.2 of the Specifications. The
repairing work should be carried out in such a way that the traffic suffers minimum
disturbance.
The defective part of the existing pile or column, including 0.30 m. extension from both ends
shall be properly pre-treated and cleaned before the casting or strengthening reinforced
concrete sleeve is commenced. Concrete Class A1 with Type III Cement shall be used. sub-
clause 5.1.5.7 of these Specifications shall be followed to ensure good quality concrete.
5.1.5.16 Construction Tolerances

The construction tolerances for concrete works shall be as follows:
(a) Setting out:
spread footings, pile caps, pier columns and stems, pier heads : ± 10 mm,
horizontal alignment of pier columns and stems : ± 10 mm,
(b) Dimensions:
length of concrete members (beams & slabs):

overall length up to 6 m : - 0 and + 5 mm,
overall length over 6 m : - 0 and + 15 mm,
dis tance between beams, columns, walls, etc.. : ± 10 mm,
width, depth & thickness (beams & slabs) : - 0 and + 5 mm,
out-of true : deck slab surfaces shall not have an out-of-true greater than 5 mm
under a 1 m straightedge and 10 mm under a 3 m straightedge,
(c) Shape:
squareness (difference in diagonal lengths) : 10 mm,

straightness or bow (deviation of intended line)
for length up to 3 m : 12 mm,
for length from 3 m to 5 : 15 mm,
for length over 5 m : 20 mm,
(d) Verticality:
plumb alignment for pier columns or stems, and walls : ± 10 mm,
(e) Elevation:
top of driven piles : ± 10 mm,

top of blinding concrete : ± 10 mm,
top of pile caps, footings, pier columns, beams and deck slabs : ± 10 mm,
top of bearing pedestals : ± 5 mm.

KINGDOM OF CAMBODIA
5.1.6 M EASUREMENT
Unless specified otherwise, concrete shall be measured by the number of cubic metres of
each class of concrete complete in place and accepted. In computing quantities the
dimensions used shall be those shown on the Drawings or ordered in writing by the
Engineer, but the measurement shall not include any concrete used for the construction of
temporary works or which is included in other billed items. No deduction from the measured
quantity shall be made for drainage openings, pipes less than 300 mm in diameter, conduits,
chamfers, reinforcement bars and supports, wire mesh, expansion joints except expansion
joint recesses in precast work, water stops, pile heads embedded in concrete.
The quantities of reinforcing steel and other items as shown in the Contract Documents
which are included in the completed and accepted structure shall be measured for payment
as described for the separate items listed in the Bill of Quantities.
Formwork, scaffoldings and surface finishes shall not be measured separately but shall be
deemed to be an integral part of the concrete items.
Concrete piles shall be measured by linear metre in accordance with the provisions of
Clause 5.3.4 of these Specifications.
Prestressed Concrete Deck Units shall be measured by individual unit in accordance with
the provisions of Clause 5.4.4 of these Specifications
Grouting of ducts for prestressing tendons shall not be measured separately but shall be
deemed to be an integral part of the prestres sed concrete unit.
5.1.7 Payment
This work measured as described in sub-clause 5.1.6(a) above for the class or classes of
concrete specified shall be paid for at the Contract unit price per cubic metre of concrete as
detailed below. The payment shall be full compensation for furnishing and placing all
materials, including all trial mixes of concrete including related material testing, labour, tools,
equipment, forms, scaffoldings, casting, finishing and incidentals thereto including the
provision and construction of drainage falls and system, weepholes and pockets, any pipes
less than 300 mm in diameter, and furnishing and placing of joint fillers and miscellaneous
metal devices unless they are covered by other items in the Contract.
Concrete Piles will be paid for in accordance with the provisions of Clause 5.3.5 of these
Specifications
Prestressed Concrete Deck Units will be paid for in accordance with the provisions of Clause
5.4.5 of these Specifications
Reinforcing steel and prestressing steel including all works related thereto will be paid for in
accordance with the terms laid down in Section 5.2 and Section 5.4 respectively.

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5.1(2) Concrete Class A2 (40 MPa – 19mm) Cubic metre
5.1(3) Concrete Class B1 (30Mpa – 19mm) Cubic metre

5.1(4) Concrete Class B2 (30Mpa – 37.5mm) Cubic metre
5.1(5) Concrete Class D (20Mpa – 19mm) Cubic metre
5.1(6) Concrete Class E (50mm) Cubic metre

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5.2 REINFORCEMENT
5.2.1 DESCRIPTION
This work shall consist of furnishing and placing reinforcement bars of the grade, type, and
size shown in accordance with these Specifications, and in conformity with the requirements
5.2.2.1 Bar Reinforcement

Bars for concrete reinforcement shall conform to the material properties specified in
AASHTO M 31M, Deformed and plain billet-steel bars for concrete reinforcement, Grades
300 and 400. Deformed bars shall be of Grade 400, plain round bars shall be of grade 300.
Bars shall be of diameters 6mm, 8 mm, 10 mm, 12 mm, 16 mm, 20 mm, and 25 mm, unless
otherwise agreed by the Engineer.
5.2.2.2 Wire and Wire Mesh

Wire shall conform to the requirements of AASHTO Standard Specification M 32 -Cold
Drawn Steel Wire for Concrete Reinforcement.
Wire mesh shall conform to the requirements of AASHTO Standard Specification M 55 -

Welded Steel Wire Fabric for Concrete Reinforcement.
5.2.2.3 Bar Mat Reinforcement

Bar mat reinforcement for concrete shall conform to the requirements of AASHTO Standard
Specification M 54 - Fabricated Steel Bar or Rod Mats for Concrete Reinforcement.
5.2.2.4 Binding Wire

Unless otherwise permitted by the Engineer all intersecting bars shall be tied together and
the ends of the tying wire turned into the main body of the concrete.
Reinforcement binding wire shall conform to an international standard acceptable to the

Engineer.
5.2.2.5 Standards
The AASHTO Standard Specifications for Transportation Materials and Methods of Sampling
and Testing, provides specifications in both Imperial and equivalent metric units. Therefore,
steel manufactured to Imperial sizes may be substituted, subject to the approval of the
Engineer, for steel designated in metric units, provided the sizes are equal or larger, or that
the equivalent cross sectional area of steel is provided, with the requirement that all other
necessary properties meet the specifications.
5.2.2.6 Bar Lists

When so required by the Engineer, copies of a list of all reinforcement steel shall be
furnished to the Engineer at the site of the work before the placing of reinforcement steel is
begun. Furnishing such lists to the Engineer shall not be construed to mean that the lists will
be reviewed for accuracy. The Contractor shall be wholly and completely responsible for
the accuracy of the lists and for furnishing and placing all reinforcing steel in accordance with
the details shown on the Drawings and as specified by the Engineer.
SECTION 5 - STRUCTURES 5.2 - Reinforcement Page 35 - 95

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5.2.2.7 Ordering Material

The Contractor shall submit the name of the proposed supplier (or suppliers) of the
reinforcement and necessary information concerning the supplier as soon as possible to the
Engineer for his approval.
Copies of orders placed shall be submitted to the Engineer.
The manufacturer shall submit all requested relevant data on the steel, i.e. breaking
strength, yield strength, characteristics on elongation, chemical composition etc., to the
Engineer for his approval.
No steel shall be delivered without a certificate guaranteeing the yield stress.
Reinforcing steel shall be shipped in standard bundles. Each bundle shall be tagged and
marked at the mill showing the name of the mill and the melt or heat number.
If purchased in small lots from a dealer, reinforcement may be accepted at the discretion of
the Engineer, upon proof that it meets the requirements of these Specifications.
The steel shall be stored and marked in a way that later enables identification of the steel
corresponding to each certificate.
5.2.2.8 Tests
Tension and bend tests shall be required from the Contractor in addition to the tests carried
out by the manufacturer and specified above.
The Contractor shall cut out samples as directed by the Engineer.
The samples shall be tested according to the Engineer's instructions by an approved Testing
Institution. Expenses incurred in connection with cutting out and transport and testing of the
samples shall be born by the Contractor. Approximately one sample shall be tested from
each 10 tonnes of reinforcement delivered to the site.
5.2.3.1 Inspection, Protection and Storage

Each bundle of steel shall be tagged at the mill with an identifying mill tag showing the name
of the mill and the melt or heat number. The Contractor shall also make available for review,
when requested by the Engineer, a copy of the certified mill test report for each heat and
size of reinforcing steel showing physical and chemical analysis.
Reinforcement for structures shall be handled and stored in a manner that will prevent
bending out of the desired shape and the unnecessary accumulation of dust, oil and paint.
All reinforcing steel shall be stored under cover and protected from the weather, and no
reinforcing steel shall be stored in direct contact with the ground nor with water.
Before concrete is placed, the reinforcement to be embedded shall be free of mortar, oil, dirt,
loose mill scale and loose rust, and other coatings of any character that would destroy or
reduce the bond.

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5.2.3.2 Cutting and Bending

Bars shall be cut and bent cold to the dimensions indicated and with equipment and methods
Stirrups and tie bars shall be bent around a pin having a diameter not less than two times the
minimum thickness of the bar. Bends for other bars shall be made around a pin having a
diameter not less than six times the minimum thickness except for bars larger than 30 mm in
which case the bends shall be made around a pin of eight bar diameters. Hooks shall
conform to American Concrete Institute Standard Building Code Requirements for reinforced
concrete (ACI 318), Section 906, or as shown on the Drawings.
Reinforcement shall conform accurately to the dimensions shown on the Drawings. Bars
shall not be bent and straightened in a manner that will injure the material. In particular it
shall not be authorised to straighten back deformed bars which have been previously bent.
Bars with kinks or improper bends shall not be used.
All reinforcement bars shall be sheared; flame cutting will not be permitted unless approved
by the Engineer.
5.2.3.3 Placing, Supporting, and Fastening

All bar reinforcement shall be placed, supported, and secured before the beginning of
concreting operations. The reinforcement shall be checked and approved by the Engineer
before placement of concrete begins. The minimum spacing of bars shall not be less than
1.33 times of the maximum particle size of the coarse aggregate. Laying or driving bars into
the concrete after placement will not be permitted. All horizontal reinforcement shall be
supported on metal supports or mortar blocks of approved shape with tie wires embedded in
them made out of Portland cement and sand in the ratio of 1 to 3 by weight. Supports that
are in contact with the external face of the concrete will all be mortar blocks. The use of
small stones or wood blocks will not be permitted. The reinforcement shall be held securely
in place at the exact position and at the exact spacing as indicated on the Drawings by the
use of wire ties at bar intersections, supports and spacer blocks.
Wire ties shall be securely tied and folded so that they do not project beyond the planes
formed by the reinforcing bars. The adequacy of the supports and ties to secure the
reinforcement properly shall be subject to the approval of the Engineer.
The concrete cover shall be in accordance with the requirements of the AASHTO LRFD
Bridge Design Specifications, Section 5, Table 5.12.3-1, unless otherwise indicated in the
Drawings.
5.2.3.4 Splicing
Reinforcement shall be furnished in the lengths indicated on the Drawings. Lap splicing
except where shown on the Drawings will not be permitted without written approval from the
Engineer, and if additional lap splices are used the additional weight occasioned by such lap
splices with not be included in the measurement of reinforcement for p ayment.
All splices shall have a lap length of not less than 40 diameters of the bars for tensile
reinforcement and 32 diameters for compressive reinforcement or as shown on the
Drawings. Lap splices shall generally be located at points of minimum tensile strength.
Except where otherwise shown on the Drawings lap splices shall be made with the bars
placed in contact and wired securely together.
Welding of reinforcing steel shall not normally be permitted and shall only be done if detailed
on the Drawings or approved in writing by the Engineer. Before the Engineer will approve of

KINGDOM OF CAMBODIA
welding, the Contractor shall submit such samples as the Engineer may require for testing
and make allowance for the time elapsing before test results are available.
Welding of reinforcing steel, if permitted, shall conform to the Structural Welding Code AWS
Dl.4 of the American Welding Society and applicable special provisions and shall only be
done where shown, specified, or permitted by the Engineer. Every welder shall posses a
welding certificate issued by an internationally recognised authority acceptable to the
Engineer.
5.2.3.5 Substitutions
Substitution of different size bars will be permitted only with specific authorisation by the
Engineer. If steel is substituted, it shall have a cross sectional area equivalent to the design
area or larger.
5.2.3.6 Working Drawings

The Contractor shall provide, in the case of substitutions, at his own expense and to the
approval of the Engineer, Working Drawings of all reinforcement accompanied by bending
schedules and copies of orders placed for bars.
5.2.4 M EASUREMENT
The quantity of reinforcement to be measured under this section shall be the computed
weight in tonnes of material used and accepted as shown on the Drawings provided that the
quantity shall not include the reinforcement in any item of work for which the basis of
payment includes the reinforcement. In computing the weight to be measured, the
theoretical weights of bars of the cross section shown on the Drawings or authorised, shall
be used. These weights are given in Table 5.2.1.
Table 5.2.1 Unit Mass of Reinforcing Bars
Bar Size (mm) 6 8 10 12 16 20 25

Weight (kg/m) 0.222 0.394 0.617 0.888 1.578 2.466 3.853
The computed weight shall not include the extra material incurred when bars larger than
those specified are used, or the extra material necessary for splices when bars shorter than
those specified are used with the permission of the Engineer, or the weight of any devices
used to support or fasten the reinforcement in correct position.
The computed weight shall include the extra material necessary for splices when bars longer
than 12 m are used.
Spirals that form an internal part of anchorages shall not be measured. They shall be
included in the cost of the prestressing reinforcement.
5.2.5 Payment
Bar reinforcing steel, placed as shown on the Drawings or as directed by the Engineer, will
be paid for at one Contract unit price per tonne of reinforcement for the particular Bill Item
listed below, which price shall include furnishing all labour, materials, tools, equipment, and
incidentals, and for doing all the work involved in furnishing and placing the bar reinforcing
steel, complete in place.

KINGDOM OF CAMBODIA
Full compensation for furnishing all tie wires, blocks, chairs, dowel caps, debonding and
other supporting devices shall be considered as included in the Contract unit price paid for
reinforcement and no separate payment will be made therefore.
Full compensation for furnishing and testing sample splices, and furnishing access facilities
to permit the Engineer to perform the tests, shall be considered as included in the Contract
unit price paid per tonne for the bar reinforcing steel involved and no additional
compensation will be allowed.
5.2(1) Grade 300 Plain Reinforcing Bar Tonne
5.2(2) Grade 400 Deformed Reinforcing Bar Tonne
5.2(3) Wire Mesh Reinforcement Tonne

KINGDOM OF CAMBODIA
5.3 DRIVEN PILES

5.3.1 DESCRIPTION
This work shall consist of furnishing and driving precast reinforced concrete, precast
prestressed concrete, or timber piling in accordance with these Specifications and in
conformity with the requirements on the Drawings or elsewhere in the Contract Documents.
5.3.2 5.3.2 M ATERIALS REQUIREMENTS
5.3.2.1 Precast Reinforced Concrete Piles

a) General - Piles shall be constructed, in accordance with the details shown on the Drawings,
of concrete classes specified, proportioned, mixed and placed in accordance with the
provisions of Section 5.1, Concrete of these Specifications.
The pile shall be straight such that a line stretched from tip to butt on any face will not be
more than 1/1000 of the length of the pile from the face of the pile at any point.
b) Formwork - Forms for precast concrete piles shall conform to the general requirements for
concrete formwork as described in Section 5.1 of these Specifications. Forms shall be
accessible for compacting the concrete. Side forms may be removed at any time not less
than 24 hours after completion of the placing of concrete but the entire pile shall remain
supported for at least 7 days and shall not be subjected to any handling stress until the
concrete has been in place for 21 days or such reduced time as the Engineer may decide as
a result of tests.
c) Reinforcement - Reinforcement shall comply with the provisions of Section 5.2 of these
Specifications and shall be positioned as shown on the Drawings. Main reinforcing bars
shall be supplied in one complete length and, should this prove impracticable, effectively
spliced by a method approved by the Engineer.
d) Pile shoes - Shoe bases where used shall consist of "chilled hardened" high duty cast iron,
free from sand, honeycombing or porous places, air holes or other defects. Straps shall be
of mild steel or wrought iron cast into ht e base and shall run continuously through it. All
shoes shall be fitted to the reinforcement as shown on the Drawings.
e) Casting - The piles shall be cast in a horizontal position. Special care shall be taken to place
the concrete so as to produce a pile free from any air pockets, honeycomb or other defect.
Concrete shall be placed continuously and shall be compacted by vibrating or by other
means satisfactory to the Engineer. The forms shall be slightly overfilled, the surplus
concrete screeded off, and the top surfaces finished to a uniform, even texture similar to that
produced by the forms.
f) Finish - When removed from the forms piles shall present true, smooth, even surfaces free
from any surface blemishes, and true to the dimensions shown on the Drawings.
g) Curing - Concrete piles shall be covered with wet burlap immediately after placing is
completed and shall be kept continuously wet for at least 7 days.
h) Handling - When raising or transporting precast concrete piles the Contractor shall provide
slings and other equipment necessary to prevent any appreciable bending of the pile or
cracking of the concrete. No concrete pile shall be lifted otherwise than by slinging from the
lifting holes, the positions of which shall be as directed or approved by the Engineer. Piles
damaged in handling or driving shall be replaced. Concrete piles shall be so handled at all
times to prevent breaking or chipping the edges.
SECTION 5 - STRUCTURES 5.3 – Driven Piles Page 40 - 95

KINGDOM OF CAMBODIA
i) Driving - Piles shall not be driven until 28 days have elapsed from the time of casting or such
reduced time as the Engineer may decide as a result of tests.
5.3.2.2 Precast Prestressed Concrete Piles

a) General - Piles shall be constructed in accordance with the details shown on the Drawings,
of prestressed concrete as specified proportioned, mixed and placed in accordance with the
provisions of Section 5.4 Prestressed Concrete of these Specifications.
The pile shall be so straight that a line stretched from tip to butt on any face will not be more
than 1/1000 of the length of the pile from the face of the pile at any point.
b) Formwork - The formwork shall be sufficiently rigid not to deform during the placing and
compaction of the concrete and shall be sufficiently tight to prevent loss of water from the
concrete.
The casting bed shall be adequately supported to prevent any settlement that might cause
cracking of the concrete. If the pile is to be stressed on the casting bed, provision shall be
made for the elastic shortening of the concrete under prestress and for the transfer of dead
weight after stressing.
All rubbish shall be removed from the interior of the forms before concrete is placed. The
faces of the formwork in contact with the concrete shall be cleaned and treated with form oil
Side forms shall be removed as soon as possible after the concrete has set to avoid
shrinkage cracks. The pile will not be moved until after the pile has been stressed. All
formwork will be removed in such a way as to ensure no damage is done to the concrete.
c) Prestressing Steel - All prestressing steel shall comply with the provisions of Section 5.4 of
these Specifications. All prestressing steel shall be free from loose mill scale, loose rust, oil,
grease, or other harmful matter at the time of fixing and of placing concrete. Steel shall not
be pitted.
All prestressing steel shall be stored in a suitable weather-proof shed and protected from
dampness.
Coils of prestressing wire or strand shall be obtained from the manufacturer in sufficiently
large diameters to ensure the wire or strand running off the coils is straight.
Wires, strands, or bars shall be accurately positioned and maintained in position, both
vertically and horizontally as shown on the Drawings.
All cutting to length and trimming of ends shall be done by suitable mechanical means. Care
shall be taken if flame cutters are used with the Engineer's permission, to ensure that the
flame does not come into contact with other stressed wires or strands and that overheating
of the wire or strand to be cut does not occur where the wire or strand is to be stressed.
d) Reinforcement - Ordinary reinforcement steel shall be in accordance with the provisions set
out in Section 5.2 Reinforcement of these Specifications and positioned as shown on the
Drawings.
e) Casting - The piles shall be cast in a horizontal position. Special care shall be taken to place
the concrete so as to produce a pile free from any air pockets, honeycomb or other defect.
Concrete shall be placed continuously and shall be compacted by vibrating or by other

means satisfactory to the Engineer. The forms shall be slightly overfilled, the surplus

KINGDOM OF CAMBODIA
concrete screeded off and the top surfaces finished to a uniform, even texture similar to that
produced by the forms.
f) Tensioning Procedure - Tensioning shall be carried out only in the presence of the Engineer
unless prior permission has been granted the Contractor by the Engineer to proceed without
the supervision of the Engineer.
As used here the work “tendon” shall be defined as any single prestressing element used to
apply prestressed forces to the concrete. For pretensioning this shall be each strand or
straight wire.
All tendons to be stressed in a group shall be brought to a uniform tension of approximately

500 kilograms per tendon prior to being given their full tension. After this initial stressing the
group shall be stressed to a total tension as required on the Drawings by means of hydraulic
jacks or other approved appliances equipped with gauges graduated to read directly to one
percent of the total load applied, and calibrated to measure accurately the stress induced in
the steel. The induced stress shall be measured by elongation of the tendons and checked
by gauge pressure. The results obtained shall be within five percent of each other.
Means shall be provided for measuring the elongation to an accuracy of one millimetre in
twenty metres of length between jacking heads. In the event of apparent discrepancies of
more than five per cent between stresses indicated by gauge pressure and elongation, the
entire operation shall be checked carefully and the source of error determined and corrected
before proceeding further.
Independent references shall be established adjacent to each anchorage to indicate any

yielding or slippage that may occur between the time of initial stressing and final release of
the tendons.
g) Curing - Curing of the concrete shall be commenced prior to the formation of surface
shrinkage cracks and as soon as the concrete has hardened sufficiently to prevent injury.
The pile shall be covered with wet burlap or membrane curing compound as an interim
measure to elevated temperature curing.
Precast, pretensioned members shall be cured continuously, until the concrete strength, as
indicated by compressive tests on 300 mm x 150 mm diameter cylinders has reached the
“Release Strength”. Curing then may be interrupted for a time interval of not more than two
hours for removal of the piles from the casting bed to a curing area. Curing operations shall
then be resumed for an additional 48 hours.
h) Release - For precast pretensioned members the tendon stress shall be maintained between
anchorages until the concrete has reached a compressive strength equal to the “Release
Strength “specified on the Drawings as determined by compressive tests on 300 mm x
150 mm diameter cylinders. After strength requirements are attained, the tension in the
tendons shall be gradually and simultaneously released and the tendons cut off as required
in such a way as to prevent shock. It shall be the Contractor's responsibility to transfer the
prestress safely and to the Engineer's satisfaction in all respects.
When elevated temperature curing is used, the release of stress shall be prior to the
beginning of temperature reduction. Piles shall remain protected until there is a differential
of temperature inside the curing jacket and air temperature of not more than 8 0C.
i) Finishing - At the ends of piles a recess shall be cut around each tendon to allow cutting off
the tendon and filling the recess with grout so that the cover to the end of the tendon is not
less than 20 mm.

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Piles shall present true, smooth, even surfaces free from any surface blemishes and true to
the dimensions shown on the Drawings.
5.3.2.3 Timber Piles

a) General - Unless otherwise required by the Drawings or by these Specifications, timber piles
may be of any species of timber that will withstand driving and support the loads imposed.
The minimum diameter at the centre of the pile, that is midway between tip and butt shall not
be less than the dimension shown on the Drawings. Sawn timbers used as piling shall
conform to the dimensions shown on the Drawings.
Piles shall be of sound wood, straight grained free from decay, unsound knots, splits, shakes
or any other defects. Piles shall be peeled of all bark and a straight line from the centre of
the butt to the centre of the tip shall lie entirely within the body of the pile.
b) Treatment - Where treated piles are called for on the Drawings they shall be pressure
treated with creosote or creosote coal tar solutions in accordance with the methods defined
by the American Wood-Preservers' Associations Treatment Standards.
c) Storage and Handling - The method of storing and handling shall be such as to prevent
injury to the piles. Special care shall be taken to prevent breaking the surface of treated
piles and cant-hooks, dogs, or pike-poles shall not be used. Any cuts or breaks which may
result from the use of chains shall be given three brush coats of hot creosote oil of approved
quality and hot creosote oil shall be poured into all bolt holes.
5.3.2.4 Auger Press Piles

Unless otherwise shown on the Drawings, auger press piles shall be precast prestressed
concrete piles of hollow square or circular cross sections. All piles specified on the Drawings
as predrilled shall be installed by semi auger press technique. They shall be auger pressed
to a depth approximately 4 to 5 m above the specified pile tip elevation. They, then, shall be
driven to the required pile tip elevation.
Excavated material shall be removed from the site at the Contractor's expense.
5.3.3.1 Preparation for Driving

(a) Abutments - Abutment piles shall be driven from a working surface that extends up to the
underside of the pile cap and out to the finished slopes around the abutment. The working
surface shall form part of the permanent embankment, and shall be constructed to the
relevant specifications in Section 2.6 of these Specifications. Under no circumstances will
the Contractor be permitted to complete this part of the embankment after the piles have
been driven.
(b) Pile Cushions - The heads of all concrete piles shall be protected by cushions of approved
design, preferably having a rope or other suitable cushion next to the pile head and fitting
into a helmet which in turn supports a shock block of timber or other suitable material.
(c) Splicing Piles - Full-length piles shall be used where practicable. In exceptional
circumstances splicing of piles may be permitted. The method of splicing shall be as shown
on the Drawings or as approved by the Engineer.

KINGDOM OF CAMBODIA
5.3.3.2 Methods of Driving

a) General - Reinforced concrete piles may be driven using a drop hammer, single or double
acting steam hammer, or a diesel hammer. The Contractor will provide a suitable hammer of
sufficient weight and/or energy capable of installing each pile to the required penetration and
to control the hammer and/or energy to ensure that no pile is damaged during driving.
In case the required penetration cannot be obtained by the use of a hammer complying with
the above minimum requirements, the Contractor shall provide a heavier hammer, or resort
to jetting at his own expense.
b) Leaders - Pile driver leaders shall be of approved design and constructed in such a manner
as to afford freedom of movement of the hammer, and they shall be held in position by guys
or stiff braces to ensure support to the pile during driving. Except where piles are driven
through water, the leaders shall be of sufficient length so that the use of a follower will not be
necessary. Inclined leaders shall be used in driving batter piles, and shall provide sufficient
lateral support for the pile so that no undue stresses are induced in the pile during driving.
c) Follower - The driving of piles with a follower shall be avoided if practicable and shall be
done only with written permission of the Engineer. When a follower is used, it shall be
fabricated from steel of approved type and size, and one pile from each group of 10 shall be
a long pile driven without the follower and shall be used as a test pile to determine the
average load carrying capacity of the group. Expenses incurred in connection with the
testing of piles shall be born by the Contractor.
d) Water Jets - When water jets are used, the number of jets and the volume and pressure of
water at the jet nozzles shall be sufficient to freely erode the material adjacent to the pile.
The plant shall have sufficient capacity to deliver at all times at least 7 kilograms per square
centimetre pressure at 20 mm jet nozzles. Before the desired penetration is reached, the
jets shall be withdrawn and the piles shall be driven with the hammer to secure the final
penetration.
0
e) Accuracy of Driving - Piles shall be driven with a deviation of not more than 1 from the
vertical or from the batter shown on the plans. After driving, the positions of the pile heads
shall not deviate by more than 80 mm from the positions shown on the Drawings. The
centre of gravity of any row of piles shall be within 50 mm from its theoretical position in any
direction.
f) Defective Piles - The procedure incident to the driving of piles shall not subject them to
excessive and undue abuse producing crushing and spalling of the concrete. Manipulation
of piles to force them into proper position, considered by the Engineer to be excessive, will
not be permitted. Any pile damaged by reason of internal defects, or by improper driving or
driven out of its proper location or driven below the elevation fixed by the Drawings or by the
Engineer, shall be corrected at the Contractor's expense by one of the following methods
approved by the Engineer:
• A second pile or piles shall be driven adjacent to the defective pile.
• The pile shall be built up or extended or a sufficient portion of the footing extended to
properly embed the pile as approved by the Engineer.
All piles pushed up by the driving of adjacent piles or by any other cause shall be driven
down again to their previous elevations.
g) Cutting Off Piles - Piles shall be cut off at such elevation that they will extend into the cap or
footing as indicated on the Drawings. Precast Concrete piles may be cast the full length of
the reinforcing bars, provided that the concrete is cut off to expose the reinforcement steels
as shown on the Drawings after the piles have been driven.

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All cut-off lengths of piling shall become the property of the Contractor. Cut-off lengths of
piling may be incorporated in the work if approved in writing by the Engineer, otherwise pile
cut- off lengths shall be disposed of to the satisfaction of the Engineer
5.3.3.3 Determination of Bearing Capacity of Pile

a) General - All piles shall be driven to such depths or sets as may be required to obtain the
necessary allowable bearing value. The Engineer will decide on the criteria for when this
value has been achieved, based on load tests or the driving records. He will choose a factor
of safety dependent on the uniformity of the foundation conditions, but the required ultimate
load will generally be two and a half times the working load for loading tests, or three times
or more the working loading when determining the final set of the pile according to the
specified driving formula.
b) Test Piles - The lengths of piles shown on the Drawings are based on information that it has
been possible to obtain from a site investigation prior to the driving of test piles.
If no lengths of piles are shown on the tender drawings the required pile size and length will
be determined by the Engineer following completion of the additional soil investigation to
carried out by the Contractor prior to the driving of test piles.
Before the driving criteria are finally settled, the Contractor shall construct to the lengths
specified by the Engineer such pilot piles as may be found necessary and these piles shall
be driven in the positions and to the set specified by the Engineer, who shall be notified in
advance of the driving. The Contractor shall furnish the Engineer daily with a detailed record
of the driving of pilot piles throughout the full depth of driving, as specified in (e) below.
Based on the results of the pilot piles, the Engineer will choose one or more locations for pile
loading tests that shall be carried out prior to driving production piles
c) Static Load Tests - The Engineer may require one or more static loading tests at each bridge
location. At the start of the Project, the Contractor shall therefore submit to the Engineer
detailed drawings of the equipment and arrangement he intends to use for loading tests.
The equipment shall be designed to apply loads in smooth increments up to at least 3 times
the working load specified in the drawing. If the Contractor proposes to use tension piles for
the load reaction, such tension piles shall be of the same type and size as the permanent
piles and shall be driven in the location of permanent piles. Loads for the load test shall not
be applied until 10 days or such time as directed by the Engineer have elapsed since the
driving of the piles.
Tension piles will require strengthening with extra steel to carry the tension loading. The
Contractor shall submit drawings to the Engineer showing the extra reinforcement and
method of transferring the load between the piles and loading frame. A minimum of 3 pile
diameters clear distance shall be allowed between the test pile and tension piles.
No particular payment will be made for any additional length supplied, cast or driven, or for
any additional reinforcement of such piles that may be required for their use as tension piles,
nor for any resumed driving that may be ordered by the Engineer, during or after the test,
due to the piles having moved, or for repair of any damage caused during the test, such
costs being considered incidental to load tests and p aid for the structure itself.
Piles selected by the Engineer for static load test shall be tested as follows:
• The test load shall be applied by a method approved by the Engineer and shall be
measured within the accuracy of 2 percent. Settlements shall be measured within an
accuracy of 0.2 mm.
• The test load shall be applied in the increments of 25 percent of the working load of the
piles.

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• The load after each increment shall be kept constant until the rate of settlement does not
exceed 0.2 mm per hour.
• The amount of settlement shall be recorded before the next increment of load.
• The full test load shall maintain on the test pile not less than 48 hours.
• The load shall be reduced in stages equal to those in which it was applied.
• The amount of recovery shall be recorded before the next decrement of load.
• The Contractor shall, within 24 hours of the completion of the test, submit to the
Engineer for each pile tested graphs showing load and settlement plotted above and
below a common base line of time; settlement and recovery plotted vertically against a
base line of load.
• The ultimate bearing capacity of the pile shall be defined as that load where the gross
settlement begins to exceed 1 mm per tonne of additional load, or which cause a gross
settlement of 25 mm, whichever occur first.
d) Dynamic Load Tests - In addition to the static load test mentioned above, the Engineer may
require one or more piles to be tested by the dynamic load test conforming to ASTM D4945.
This item of work requires a dynamic load to be applied by a pile hammer to a driven pile
(restrike) or to a pile being driven, while transducers obtain measurements for predicting the
static capacity of the pile. The dynamic load shall be applied to the pile by a pile hammer
that is operating at its normal operating level. Waiting periods may be necessary so that soil
set-up and relaxation characteristics can be determined.
The Contractor shall notify the Engineer of his intent to drive piles at least three days prior to
the installation of the fi rst pile and shall supply a his pile driving schedule. The Engineer
shall determine if a test is to be performed or if some pile driving experience at the proposed
site is to be obtained before a decision can be made. The Engineer will establish data for
the tests and will also determine the location of all piles to be dynamically load tested.
The hammer selected for driving the test pile shall be used for driving all test piles. If the
Contractor subsequently finds it necessary to use a different hammer, the Engineer will
determine if an additional dynamic load test is necessary. Any such test shall be completed
at no additional cost.
After the dynamic testing measurements have been obtained and analysed and the report in
terms of ultimate capacity of piles has been submitted to the Engineer, the Engineer will
provide instructions and guideline for driving the piles.
e) Driving Records - A record of all piles installed shall be kept by the Contractor and a copy of
the record of each day's work shall be given to the Engineer within 24 hours. The record
shall contain the following information:
• Date of Driving
• Date of Casting and Identification Number
• Location of Pile
• Length of Pile and Cross Section
• Ground Level before Driving
• Estimated Tip Elevation (as shown on the Drawings)
• Actual Tip Elevation after Driving
• Number of Blows for each 300 mm Penetration from Start of Driving

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• Number of Blows for each 100 mm penetration from last 1.0 m
• Hammer Type, Weight and Rated Energy
• For Drop Hammer, the Actual Drop Height
• Details of Interruptions to Driving
• Details of Re-driving
• Details of condition of Pile Head
On completion of piling, the Contractor shall deliver to the Engineer a drawing recording the
final depths of all piles relative to project elevations.
f) Driving Formula - To interpolate bearing capacities of piles between load test locations, or at
locations where load tests have not been carried out, the ultimate capacity of piles may be
calculated from the formula as shown on the Drawings.
In the event no formula is given in the Drawings, an acceptable pile driving formula can be
used, subject to the Engineer's approval.
The working load of pile shall be calculated by applying the safety factor of 3.
5.3.4 M EASUREMENT
The unit of measurement for all types of piling will be the linear metre of pile furnished,
driven and accepted in the structure. The pay lengths of the satisfactorily driven piles will be
measured from the tip to the cut-off.
Cut off lengths will not be measured for payment. Load tests will be measured by number
completed and accepted.
When concrete piles are extended, the length of the extension from the cut-off to the top of
the extension shall be considered as concrete piling and will be added to the original length
for measurement.
The cut-off elevation will be considered to be the level at the bottom of the pile cap whether
the pile head is extended or not. If after driving of test piles or completing the pile tests for a
particular structure the Contractor desires for his own convenience of pile rig utilisation to
drive the other piles of the particular structure, before their tip elevations have been
calculated and agreed upon, he may apply in writing to the Engineer to do so. The Engineer
may approve this application provided that the Contractor agrees to re-drive the piles so
driven at a later date if the calculated pile tip elevations fall lower than the elevations to
which the piles were driven or, if the piles were over-driven to a lower elevation than those
calculated from the pile load test, to accept payment to the pile tip elevation established by
the pile load tests.
In the case of extending the pile bent above the lateral braced beam, the cut-off elevation will
be considered to be at the bottom elevation of the braced beam if the Contractor chooses
the option to cut-off piles at this level. The concrete and reinforcing steel in the braced beam
as well as in the extended piles will in this case be ensured and paid for under unit rates
specified in Section 5.1 of these Specifications.
The quantities of steel reinforcement required in concrete piling, including the length
extending into pile caps, footings or braced beams, will not be paid for separately but will be
considered as included in the Contract unit price per linear metre for concrete piles, unless
otherwise specified by the Engineer.

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5.3.5 Payment
Reinforced concrete piles (RC) and prestressed concrete piles (PSC), of specified cross
sectional dimensions, shall be paid for at the respective Contract unit prices per linear metre,
complete in place, which prices shall include all materials, including reinforcement,
hardware, furnishings, formwork, driving, jetting, in-place casing and in-fill material or pre-
auger, cutting off, splicing, welding, coupling, and all related equipment including rigs,
cranes, boilers, hammers, jets, leads and tools as well as labour and incidentals necessary
for the satisfactory completion of the work.
Static and dynamic load tests on piles, completed and accepted, shall be paid for at the
Contract unit price for each, which price shall include all equipment jacks, kentledge, frames,
supports, precise measuring apparatus, survey instruments, miscellaneous tools, labour and
incidentals necessary for the proper execution of the test.
No payment will be made for unauthorised, defective, unsound or unsatisfactorily driven piles
or for any costs incurred by the Contractor for such piles.
5.3(1) – 5.3(3) RC Pile, _____mm x _____mm Metre

5.3(4) PSC Pile, _____mm x _____mm Metre
5.3(5) Timber Pile, _____mm x _____mm Metre
5.3(6) – 5.3(8) Static Load Test on RC Pile Number
____mm x _____mm
5.3(9) Static Load Test on PSC Pile Number
5.3(10) Static Load Test on Timber Pile Number
5.3(11) – 5.3(13) Dynamic Load Test on RC Pile Number
____mm x _____mm
5.3(14) Dynamic Load Test on PSC Pile Number
5.3(15) Dynamic Load Test on Timber Pile Number
Partial payment for reinforced or prestressed piles, when acceptable to the Engineer and
either delivered and stored or manufactured at the Contractor's camp near the project, may
be allowed on the terms set forth in the Contract, but in no case shall be more than 75% of
the unit price applicable for the pay item.

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5.4 PRESTRESSED CONCRETE

5.4.1 DESCRIPTION
This work shall consist of the furnishing, transportation, storage and placing of prestressed
concrete, stressed by pretensioning or post tensioning methods. It shall be in accordance
with the details shown on the Drawings and as specified herein, also the work shall conform
to the applicable requirements of Section 5.1 of these Specifications.
5.4.1.1 Definitions
Post tensioning is defined as any method of prestressing concrete in which the tensioned
reinforcement is tensioned after the concrete is placed.
Pretensioning is defined as any method of prestressing concrete in which tensioned

reinforcement is tensioned before the concrete is placed.
Prestressing reinforcement is defined as any reinforcement to which prestress is applied by

post tensioning or pretensioning.
Non-prestressing reinforcement is defined as any reinforcement to which no prestressing

tension is applied externally.
5.4.2.1 Cement
Cement shall conform to sub-clause 5.1.3.1, Portland Cement of these Specifications.
5.4.2.2 Water
Water shall conform to sub-clause 5.1.3.2, Water of these Specifications.
5.4.2.3 Admixtures
Admixtures or any other additions shall not be used except with the written approval of the
Engineer.
The Contractor shall submit specifications and samples of any admixtures or additive that he
proposes to use, to the Engineer at least 28 days before the commencement of construction
or manufacture of the particular structure on which he intends to use such admixtures.
Any tests the Engineer may require on concrete mixes on account of the Contractor's
proposal to use additives shall be carried out at the expense of the Contractor.
5.4.2.4 Coarse Aggregate

Coarse Aggregate shall conform to sub-clause 5.1.3.4, Coarse aggregate of these
Specifications.
5.4.2.5 Fine Aggregate

Fine aggregate shall conform to AASHTO Standard Specification M 6.
SECTION 5 - STRUCTURES 5.4 – Prestressed Concrete Page 49 - 95

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5.4.2.6 Reinforcement-General
Non-prestressing reinforcement shall conform to the requirements of Section 5.2
Reinforcement of these Specifications.
Prestressing Reinfo rcement shall be high tensile strength steel wire, or high tensile strength
steel strand, or high tensile strength steel bars.
5.4.2.7 Prestressing Reinforcement

High Tensile Strength Steel Wire - High Tensile Strength Steel Wire shall conform to the
requirements of AASHTO M204 Uncoated Stress-Relieved Wire for Prestressed Concrete.
High Tensile Strength Steel Strand - High Tensile Strength Steel Strand shall conform to the
requirements of AASHTO M203 Uncoated Seven-Wire Low Relaxation Stress-Relieved
Strand for Prestressed Concrete. Strand shall be delivered in coils of sufficiently large
diameter to ensure that it pulls off straight. They shall be stored clear of the ground and
protected from the weather and any other potentially harmful effects.
High Tensile Strength Steel Bars - High Tensile Strength Steel Bars for prestressed concrete
shall conform to AASHTO M275 Uncoated High Strength Steel Bar For Prestressing
Concrete.
Prestressing reinforcement may be subject to such testing to prove its compliance with these
Specifications as the Engineer may require. All coils of strand shall be capable of being
identified with test certificates.
Copies of all manufacturer's test certificates shall be made available prior to the supply of
any prestressing reinforcement
5.4.2.8 Voids
Non-circular voids shall be made from cellular polystyrene Grade SL to AS 1366.3
Circular voids shall be made from galvanised steel with a minimum wall thickness of 1.0 mm.
The ends shall be sealed to stop the entry of water and grout into the voids.
5.4.2.9 Testing of Prestressing Reinforcement

Tensile tests shall be carried out on samples of wire and strand as required hereunder:
High Tensile Strength Steel Wire - Unless otherwise agreed upon between the manufacturer
and the Engineer, one test specimen shall be taken from each 10 coils or less in a lot or
batch.
High Tensile Strength Steel Strand - At least one specimen for test shall be taken from each
20 tonnes production lot of finished strand. Test specimens shall be cut from the outside
end of reels or either end of coils of strand. Any specimen found to contain a wire joint
should be discarded and a new specimen obtained.
The specimens shall be tested to determine compliance with the requirements of the
relevant AASHTO Specifications.
5.4.2.10 Anchorage Assemblies

End anchorages shall be specially designed for prestressed concrete and must have been
used on other similar work and thus have demonstrated proper functioning and durability for
this purpose. The Engineer has the right to test to destruction one anchorage for each span

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or in the case of single span bridges, two anchorages. The anchorage shall be capable of
holding the prestressing steel at a load of not less than 95% of the specified minimum tensile
strength of the prestressing steel.
5.4.2.11 Mortar for Keyways

Mortar for filling in or between prestressed concrete members shall be of the following mix
unless otherwise required in the Drawings, the Special Conditions, or by the Engineer:
Portland Cement 3 parts by weight

Sand 5 parts by weight
Water 1 part by weight maximum
The sand shall conform to the requirements of AASHTO Standard Specification M 45.
The mortar shall be mixed with the least amount of water necessary to produce a crumbly
mix that is not plastic and can be placed to the satisfaction of the Engineer by being driven
and/or tamped compactly into place to prevent any shrinkage.
5.4.2.12 Grout for Anchor Bolt Holes

Grout for anchor bolt holes shall be composed of one part of Portland Cement and up to one
part of sand (passing a 0.600 mm sieve) by volume and sufficient water to make a grout that
will flow freely. Grout shall be mixed only in quantities required for immediate use. That
which is not used within 45 minutes of mixing shall be rejected. Retempering of grout will not
be permitted.
5.4.2.13 Grout for Duct and Bonding Steel

Unless otherwise directed or approved by the Engineer as a result of grouting trials, the
grout shall:
• consist of Portland Cement complying with all the requirements of AASHTO M85 and
water conforming to AASHTO T 26.
• have a water/cement ratio as low as possible consistent with adequate workability and
under no circumstances exceeding 0.45.
• not be subject to bleeding that exceeds 2 percent of the volume 3 hours after mixing nor
an overall maximum of 4 percent. Bleeding shall be measured at 30 degrees C in a
glass cylinder of internal diameter about 100 mm and a height of grout of about 100 mm.
The cylinder shall be covered during the test to prevent evaporation.
• be introduced by grouting equipment that shall be capable of completing continuous

grouting of one duct in no more than 20 minutes. Under normal conditions, grouting
shall be accomplished within 20 calendar days following the installation of tendons.
5.4.2.14 Concrete
Concrete for all prestressing elements shall be Class A1 concrete conforming to the
requirements of Section 5.1of these Specifications and the requirements specified below.
The Contractor shall develop his own mix designs which shall be submitted to the Engineer
for approval. The use of cement other than Type 1 for the purpose of producing high
strength at an early date shall be subject to the approval of the Engineer. The maximum
size of aggregate for use in the manufacture of prestressed concrete shall be 19 mm.

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5.4.2.15 Enclosures
All enclosures or ducting shall be metallic, corrugated and shall be mortar- tight. Adequate
means, to the Engineer's approval, shall be employed to ensure that their locations are
maintained exactly throughout the concreting operation. Enclosures or ducting shall be
flexible enough to allow it to conform to the curved lines of the prestressing cables and yet
rigid enough so that it does not sag between points of support in the formwork before and
during the placing of concrete. The ducts or sheathings shall be 22 or 28 gauge galvanised
or bright spirally wound or longitudinally seamed steel strip with flexible or semi-rigid seams
and strong enough to maintain their shapes under such forces as will come upon them. The
design shall be such that there shall be no leakage of cement paste into the space to be
occupied by the steel.
The size of the duct shall follow the manufacturer’s recommendation, but shall be a minimum
of 6 mm larger in internal diameter than the bar, cable, strand, or group of wires that they
enclose. Ducts shall be provided with pipes or other suitable connections for the injection of
grout under pressure, after the prestressing operations have been completed. Unless
indicated on the Drawings 10 mm diameter vent and drainage holes shall be provided at all
high and low points on cable profiles.
5.4.2.16 Moulds for Prestressed Concrete Work

Moulds shall be made of metal and shall be substantial enough so that they shall not deflect
beyond the tolerance limits during casting. Chamfers shall be straight and true to shape and
line.
Core for forming transverse holes in the finished work, or other forming devices which would
restrict longitudinal strains in the member shall be loosened so that concrete shrinkage or
thermal movements are not restrained.
Moulds shall be kept clean of adhering slurry so that surfaces as cast are smooth. Water,
dirt, tie wires, sawdust and other foreign matter shall be removed from the formwork prior to
casting.
Seals shall be fitted to prevent loss of cement past through joints in the formwork.
5.4.3.1 General
The Contractor shall provide a technician skilled in the use of the system of prestressing to
be used, who shall supervise the work and give the Engineer assistance as the Engineer
may consider necessary.
The Contractor shall provide all equipment necessary for the construction and the
prestressing. Prestressing shall be done with approved jacking equipment. If hydraulic
jacks are used they shall be equipped with accurately reading pressure gauges. The
combination of jack and gauge shall be calibrated and a graph or table showing the
calibration shall be furnished to the Engineer. Should other types of jacks be used,
calibrated proving rings or other devises shall be furnished so that the jacking forces may be
accurately known.
All of the applicable requirements of Clause 5.1.5 Construction Requirements of these

Specifications shall be complied with except as may be modified herein or in the Special
Provisions. Prestressed concrete shall be formed, stressed, placed, cured, and protected at
shops, manufacturing plants and locations approved by the Engineer, where the fabrication
of such members may be properly inspected and controlled.

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5.4.3.2 Plan of Operation

The Contractor shall prepare, check and submit to the Engineer complete detailed shop
Drawings and schedules showings:-
• Contractor's alternative designs if the submission of alternatives is approved.
• Contractor's details of proposed manufacture and construction.
• Sequence of operations proposed.
• Dimensions and complete descriptions of all devices, joints, bearings, and anchorages
not specified or detailed in the Contract Documents.
Concrete shall not be cast prior to the Engineer's approval of the Contractor's Drawings of
concrete mixtures, of form work, of method of application of prestressing forces, of methods
of placing, of curing, of protecting, of handling and of erecting members. Any alternative to
the design in the Contract Documents, shall be subject to the Engineers approval before
manufacture or construction.
The Contractor shall inform the Engineer not less than 3 days in advance of the probable
date of commencement of manufacture and the dates when tensioning of steel, casting of
units and transfer of stress will b e undertaken for the first time.
5.4.3.3 Enclosures
Enclosures for prestressed reinforcement shall be accurately placed at locations shown on
the Drawings or approved by the Engineer.
5.4.3.4 Placing Steel

All steel elements shall be accurately placed in the position shown on the Drawings and
rigidly held during the placing and setting of the concrete.
Distances from the forms shall be maintained by stays, blocks, ties, hangers, or other
approved supports. Blocks for holding units from contact with the forms shall be precast
mortar blocks of approved shape and dimensions. Layers of units shall be separated by
mortar blocks or other equally suitable devices. Wooden blocks shall not be used.
Wires, wire groups, cables, and any other prestressing elements shall be straightened to
insure proper positioning in the enclosures.
Suitable spacers shall be provided, if required, to hold the wires or cables in place in true
position in the enclosures in such a way that there is space around each wire or cable to
enable it to be surrounded by grout.
5.4.3.5 Pretensioning Method

The prestressing elements shall be accurately held in position and stressed by jacks.
Stressing shall be applied to produce the stresses required in the wires immediately after the
anchorage as shown on th e Drawings or as directed by the Engineer. Suitable allowances
shall be made for friction in the jacks and for slip and yield in the grips or anchorages. A
record shall be kept of the jacking forces and the elongations produced thereby and the
minimum age in hours of the concrete in the line at the time the tendons were released.
Several units may be cast in one continuous line and stressed at one time. Sufficient space
shall be left between ends of units to permit access for cutting after the concrete has attained
the required strength. No bond stress shall be transferred to the concrete, nor shall end
anchors be released, until the concrete has attained a compressive strength of at least 75%
of the ultimate compressive strength obtained when testing standard cylinders and cured in

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the manner identical to the curing of the members. The elements shall be cut or released in
such an order that eccentricity of prestress will be a minimum.
5.4.3.6 Post-Tensioning Method

Stressing shall be applied to produce the stresses required in the wires immediately after the
anchorage as shown on the Drawings or as directed by the Engineer. Suitable allowances
shall be made for friction in the jacks and cable ducts and for slip and yield in the grips or
anchorages.
The tensioning process shall be conducted so that the tension being applied and the
elongation may be measured at all times. A record shall be kept of gauge pressures and
elongations at all times and the minimum age in hours of the concrete in the unit at the time
the stressing took place. Prestressing forces shall not be applied to the concrete until it has
attained strength as specified above for the pretensioning method.
5.4.3.7 Curing
Curing shall comply with the requirements in Section 5.1 of these Specificati ons.
A steam curing process may be used as an alternative to water curing. The casting bed for
any unit cured with steam shall be completely enclosed to prevent steam escaping and
exclude outside atmosphere. Two to 4 hours after placing concrete and after the concrete
has undergone initial set, the first application of steam shall be made, unless retarders are
used, in which case the waiting period before application of the steam shall be increased to
from 4 to 6 hours. Water curing methods shall be us ed from the time the concrete is placed
until steam is first applied.
The steam shall be at 100% relative humidity to prevent loss of moisture and to provide
moisture for proper hydration of the cement. Application of the steam shall not be directly on
the concrete. During application of the steam, the ambient air temperature shall increase at
0
a rate not to exceed 22 C per hour until the maximum temperature has been reached the
maximum temperature shall be held until the concrete has reached the desired strength. In
discontinuing the steam application, the ambient air temperature shall not decrease at a rate
0 0
to exceed 22 C per hour until the temperature has been reached 10 C above the
temperature of the air to which the concrete will be exposed. The maximum curing
0 0
temperature shall be from 60 C to 67 C.
If the Contractor elects to cure by any other special method, the method and its detail shall
be subject to the approval of the Engineer.
5.4.3.8 Grouting
Post tensioned steel shall be bonded to the concrete by grouting as soon as possible after
stressing unless noted otherwise on the drawings. When, in the opinion of the Engineer,
such grouting is impracticable, the grouting shall take place as soon as is practicable and in
any case not later than 28 days after stressing of the tendons in any cable duct is completed.
All prestressing reinforcement enclosures and ducts shall be free of dirt, loose rust, grease,
and other deleterious substances. The duct shall be flushed out with clean water and
compres sed air first. Grout shall be placed within 45 minutes of mixing. Grout shall be
placed under a pressure of at least 7.0 kilograms per square centimetre, the injection shall
be continuous and include a system for recirculating the grout if actual grouting is not in
progress.
Grout shall be allowed to flow from these intermediate drainage points until its consistency is
similar to that of the grout injected, after which the openings shall be firmly closed one after
the other in the direction of flow. On completion of injection the pressure shall be held by the
closing of a valve on the grouting pipe or by other means until the grout has set. Should any

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wastage or subsidence of grout occur the vent openings shall be topped up with grout and if
required by the Engineer a further topping up shall take place after 2 or 3 days. Voids around
the fittings shall be filled flush.
5.4.3.9 Unbonded Tendons

Where sheathing of pre-tensioned strand is required to prevent bond over a specified length,
it shall consist of plastic tubing or other material, of a quality, diameter and thickness such
that the bond shall be effectively prevented. This sheathing shall be fastened to the tendon in
such a manner that the efficiency of the bond break shall not be impaired by the entry of
cement mortar.
5.4.3.10 Acceptance of Precast Units

The acceptability of precast units shall be determined by inspection and the results of test
herein specified. Members may be rejected on account of failure to meet any of the
requirements of the Contract.
Members shall comply with the following tolerances:
• Length
The overall length of any unit shall not vary by more than 0.06% from the specified
length with a maximum variation of 20 mm. Centre-to-centre spacing of holes for
transverse bars shall not vary by more than 10 mm from the specified position as
measured from the transverse centre line of the unit.
• Location of Tendons and Reinforcing Steel

Tendon pattern plates ± 2 mm
Cover to tendons and reinforcement ± 5 mm
(includes cover to internal voids)
Tendons between pattern plates ± 5 mm
• Void Location
Vertically measured from the soffit ± 10 mm
Transversely measured from the ± 5 mm
longitudinal centre line of the units
• Out of Square
On any transverse cross-section the adjacent faces shall not be out of square by more
than 5mm per metre or 5 mm overall, whichever is the greater. On any longitudinal
cross-section the slope of the end face shall not deviate from that specified by more
than 15 mm per metre, to a maximum of 12 mm overall.
• Hog
The hog values of similar units which are to be used in the same span shall be within
a maximum range of 20 mm for units up to 20 m long and a maximum range of 25 mm
for units over 20 mm long for units of the same age.
• Bow
At any section, the longitudinal centre line shall not deviate in the transverse direction
from a straight line joining the centre points of the ends of the units by more than
10 mm bow for units up to 15 m long, 12 mm for units over 15 m to 20 m long and a
maximum 17 mm bow for units over 20 m long.

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Notwithstanding these tolerances, the dimensions and side bow of deck units shall be
such that each unit will fit between two parallel vertical planes space 610 mm apart for
units up to 20 m long and between two parallel vertical planes spaces 615 mm apart
for units longer than 20 m.
• Twist
With one end cross-section taken as a reference the rotation of any cross-section shall
not exceed 5 mm per metre for the edge being checked.
5.4.3.11 Void Formers

The void formers shall be restrained so that the tolerances limits given above are achieved.
No damage to voids shall occur during casting operations. Void formers shall not be secured
to the tendons.
The restraint systems for void formers shall be approved prior to placing any concrete.
Precautions shall be taken to prevent occurrence of cracks over the voids but any cracks
shall be sealed with an approved liquid epoxy compound.
5.4.3.12 Handling, Transport and Storage

Prestressed concrete shall be handled, stored and transported in accordance to the
requirements of these Specifications in addition to the requirements stated on the Drawings.
Precast prestressed concrete shall not be moved from the casting position until the concrete
has attained a compressive strength of 75% of the specified 28 day strength, nor transported
until it has developed a strength of 85% of the specified 28 day strength.
The prestressed concrete deck units shall, at all times during handling, transport and storage
be kept in such a position that the lifting loops are uppermost. The method of handling and
storage shall be such as to avoid the danger of fracture by impact, undue bending, twisting
and whipping. Units shall be moved only while fully suspended. In no case shall they be
move by dragging across the terrain.
Units are provided with lifting loops in the top face of each unit. The units shall be lifted only
by these lifting loops and no other means of lifting shall be used at any stage of handling.
Cranes shall work within their rated capacity. The Contractor shall make available for
inspection by the Engineer the crane manufacturer’s load charts for the cranes that are
proposed for erection with details of counterweight, jib length and rigging.
Units shall be transported only after all inspections, required by the Engineer, have been
satisfactorily completed. Units shall be supported in such a manner that no damage will be
incurred by the units. Units shall be supported on two level timber bearers of minimum
dimensions 100 mm x 100 mm placed within 1000 mm from their ends. Units shall not rest
on any support at locations between the approved support points.
5.4.3.13 Marking of Prestressed Members

Each prestressed member is to be uniquely and permanently marked so as to show its type,
date of casting and reinforcement.
5.4.3.14 Testing of Prestressed Beams

When directed by the Engineer one or more beams shall be subjected to a loading test. The
Contractor shall obtain the prior approval of the Engineer to the detailed arrangements for
the testing. A beam that is to undergo testing shall be supported at its design points of

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bearing and the upward deflection due to the prestressing force measured relative to a line
joining these points.
Equal loads shall then be applied at the third points in ten equal increments, the total being
sustained for 5 minutes. The beam shall then be unloaded.
The mid-span deflection relative to the reference line shall be measured for each increment
of load. The load deflection curve plotted from these values must show no appreciable
variation from a straight line. The Drawings shall show, or the Engineer shall direct, the
loads to be applied and the corresponding deflections that must not be exceeded.
Any beam which fails to satisfy the Engineer under the prescribed test shall be rejected and
all other beams cast in the same line as the rejected beam shall also be rejected unless
tested at the Contractor's expense and found satisfactory.
The Contractor shall supply to the Engineer record sheets of the tests showing date of test,
the loads, deflections, and load deflection curves, calculated values of “E”, and the strength
of the concrete at release as indicated by the relevant cube test results.
The tests are to be carried out on units selected by and in the presence of the Engineer after
he has agreed the method of testing and form of records. The cost of such tests and records
shall be included in the unit prices.
5.4.3.15 Erection of Deck Units

Where units are to be bedded on cement mortar, a mortar seating strip shall be prepared on
the substructure immediately before erection of the units. An approved bonding agent shall
be added to the mortar which shall have the consistency of mortar used in bricklaying. The
mortar strip shall be laid to the widths and thicknesses shown on the Drawings and shall
provide an even seating for the ends of the units.
Immediately following the placement of the mortar seating strip and before the mortar sets,
the deck unit shall be seated on the substructure in the position shown on the Drawings. Any
excess mortar shall be struck off.
All holding down bolt holes and transverse prestressing holes shall be carefully aligned
during placing of the units. The alignment of the holes for the transverse stressing bars shall
be checked by inserting trial mandrels into the holes as erection proceeds.
Deck units shall be installed with a gap between units that is to be filled with mortar before
transverse stressing. A minimum gap of 10 mm shall be maintained by wedging, where
necessary.
The longitudinal joint between the deck units shall be sealed at the base of the joint with a
leak proof compressible seal. Compressible packer shall also be used to enclose each of the
holes for stressing bars. The cells formed shall extend the full depth of the units and shall be
at least 250 mm wide. The space between the units shall then be filled with mortar to form a
dense waterproof joint. The water cement ratio of the mortar shall be such to produce a
consistency that allows the mortar to be puddled into the joint without being free flowing.
The completed joints shall be filled with sound mortar throughout, and any porous,
honeycombed or defective areas shall be cleaned out and made good before transverse
prestressing is carried out.
Transverse prestressing shall be not be carried out until the cement mortar joints have
reached the compressive strength nominated on the Drawings. Before inserting transverse
stressing bars into the units any grease or protective coating film shall be removed with a
solvent such as petrol. Kerosene or diesel fuel shall not be used.

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Transverse stressing bars shall be carefully threaded through the holes in the deck and
barrier units taking care not to damage the treads on the ends of the bars. Nuts, washers
and anchor plates shall be assembled as shown on the Drawings.
Each span shall be transversely prestressed by applying a transverse prestressing force to

each end of the transverse stressing bars. The magnitude of the transverse prestressing
force shall be measured by means of a pressure gauge and by the extension of the
transverse stressing bar caused by the prestressing force. The extension shall be measured
by means of a Vernier scale fixed to the jack. Should there be more than 10 % variation
between the calculated and measured extension, transverse prestressing shall be
discontinued until the reason for the difference has be ascertained.
The expected extension for a 29 mm diameter bars is 3.1 mm per metre length of the bars
manufactured from steel with a modulus of elasticity of 170,000 MPa.
After prestressing,, the transverse stressing bars shall be grouted in cast holes. Grout shall
be poured down one or more of the gaps in the mortar above the transverse stressing bars
until the grout is force up all the remaining gaps and until it emerges from the drilled hole in
the bearing plated on the outside of the kerb units’.
Holding down bolts at the ends of the deck units , complete with nut and washer, shall be
inserted in a cored hole and held about 150 mm above its final position. Cement grout
having a thick creamy consistency shall be poured around the bolt, so that, when the holding
down bolt is pushed firmly to its final position, the cored holes in the substructure and the
holes in the prestressed units shall be completely filled. Any excess grout shall be struck off
level with the top of the deck units.
Nuts on the holding down bolts should be screwed down using a short spanner to just nip the
washer. Excessive force in tightening the nuts shall be avoided. The square recess in the top
of the units shall be filled with a compressible filler..
The gaps between the ends of the deck units and the abutment end wall shall be filled with
cement mortar packed tightly into the joint.
The lifting loops shall be cut off flush with the top surface of the deck unit and the exposed
strand coated with epoxy.
Any protruding transverse stressing bars shall be cut off using a metal cutting disc to give the
cover shown on the Drawings. Immediately before the recess is to be filled, the surface of
the recess shall be painted with an approved wet-to-dry epoxy. Anchorage recesses shall
be filled with cement mortar prepared to a firm consistency and hammered into the recess.
The mortar surface shall be finished flush with the unit surface with a steel trowel.
5.4.3.16 Measurement
The quantity of precast prestressed structural members to be measured shall be the actual
number of each installed in place, completed and accepted. The quantities of other items
such as joint filler and sealant, concrete sidewalks, barriers, curbs and railing, piers,
abutments, piling, approach slabs and/or bearing units shall be measured for payment as
described in relevant sections of these Specifications.
5.4.4 Payment
Precast prestressed structural members shall be paid for at the Contract unit price each,
complete in place, which price shall include concrete, reinforcement and prestressing steel,
enclosures for prestressing steel, anchorages, plates, nuts, spirals, grouting, falsework,

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shoring, formwork, all equipment, labour and incidentals necessary to the satisfactory
completion of the work.
For precast concrete girders and other superstructure units the payment shall also include
transporting, lifting, launching, erection in place and all temporary works incidental to the
work.
5.4(1) - 5.4((16) PSC Deck Unit – Length – Type Number
(to be defined)
5.4(17) - 5.4(20) PSC Super T Unit – Length – Type Number
(to be defined)
5.4(21) Transverse stressing bars Number
Partial payment for precast prestressed structural members, when acceptable to the
Engineer and either delivered and stored or manufactured at the Contractor's camp near the
project, may be allowed on the terms set forth in the Contract, but in no case shall be more
than 75% of the unit price applicable for the pay item.

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5.5 STEEL STRUCTURES

5.5.1 DESCRIPTION
This work shall consist of the construction of all or portions of steel structures constructed in
accordance with the requirements of these Specifications and the lines, levels, grades, and
dimensions shown on the Drawings, and as required by the Engineer.
This work shall include the preparation of the detailed design and shop drawings, the supply
of materials, the manufacturing and the shop assembly, the transport to the site, the site
assembly and erection, testing and quality control.

The Steel Structures shall be designed and constructed in accordance with the relevant
Codes and Standards indicated in these Specifications, Codes and Standards, in particular
the AASHTO, ASTM, AS and AWS Standards.
Prior to the commencement of the works, the Contractor shall prepare and submit for the
Engineer’s approval:
a) the structural analysis and the shop drawings indicating in detail the fabrication,
assembly and erection requirements, material lists and material properties, welded
and bolted connection details, not less than sixty (60) days before fabrication
commences,
b) all manufacturer’s catalogues, detailed technical data, specifications and installation
instructions for all components and items, not less than thirty (30) days before
fabrication commences,
c) a detailed fabrication schedule indicating all the stages of the fabrication in shop of the
components, as well as the shop pre-assembly program,
d) a detailed construction plan indicating the proposed methods, sequences, standards,
etc., to be adopted.
5.5.3.1 General
All materials shall be new and of the best quality of the specified type. They shall meet the
requirements of the relevant standards.
All materials and equipment necessary for the construction shall be supplied by the
Contractor. A statement of the origin of all materials and equipment intended to be used on
the site shall be submitted by the Contractor within a period of sixty (60) calendar days from
the date of acceptance of the tender. This statement shall include statements of the
characteristics of the materials and equipment, the standard of performance, test
performance, and the reasons for their selection.
Samples shall be submitted to the Engineer for all materials that may be subject to
acceptance tests. Acceptance samples shall be kept as reference to be compared with the
materials delivered on site as the works proceed.
The Contractor shall provide proof of the origin and quality of the materials. In particular the
Contractor shall provide the manufacturer’s mill certificates (including the chemical analysis)
and test results (including mechanical properties) for all components used in the steel
structure works. Any modification of the origin and quality of materials shall not be permitted
SECTION 5 - STRUCTURES 5.5 – Steel Structures Page 60 - 95

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without the Engineer’s authorisation, and the Contractor shall submit proof that the proposed
material is equal or better than that specified, including detailed description, tests reports and
past performance data.
The storage of materials on bare ground is prohibited. The Contractor shall provide storage
areas, with a suitable surfacing, large and resistant enough to preclude any pollution of the
materials throughout the duration of the works. The Engineer shall be entitled to inspect the
storage areas and the way the materials are stored in the Contractor’s shop, as it deems
necessary.
5.5.3.2 Acceptance Tests

Materials shall be normally accepted based on the manufacturer’s certificates and test
results.
However, in order to complete the acceptance tests as far as he deems necessary, the
Engineer will be entitled to stipulate complementary acceptance tests as well as methods of
testing. Th ose complementary acceptance tests shall be carried out in a suitable laboratory
under the control of the Engineer or his representative.
Rejected lots shall be immediately moved aside and labelled to avoid any risk of confusion.
They shall be taken away from the site by the Contractor within 48 hours following their
rejection.
The Engineer shall be entitled to inspect the materials in the Contractor’s shop, as he deems
necessary.
5.5.3.3 Structural Steel

The structural steel shall be:
(a) shapes and plates for main bridge components, as main girders, cross girders, deck
plates, bearing plates, connection elements (splices, shim plates, etc..), etc..:
AASHTO M 270 Grade 50, with a minimum yield point strength of 345 MPa and a
tensile strength of min. 450 MPa, or similar,
(b) shapes and plates for secondary components, as railings, expansion joints, angles for
concrete edge protection, etc..: AASHTO M 270 Grade 36, with a minimum yield point
strength of 250 MPa and a tensile strength of 400-550 MPa, or similar,
(c) pipes for steel piles, if required: ASTM A 252, Grade 2, or similar,
(d) closure plates for closed end piles, if required: AASHTO M 183/M183M, with a
minimum yield point strength of 250 MPa and a tensile strength of 400-550 MPa, or
similar,
(e) steel H-piles, if required: AASHTO M 183/M183M, as above,
(f) sheet piles, if required: AASHTO M 202 with a minimum yield point strength of 270
MPa and a tensile strength of 485 MPa, or AASHTO M 223, Grade 42 (minimum yield
point 42,000 psi) or Grade 50 (minimum yield point 50,000 psi), or similar.
5.5.3.4 Bolts, Nuts and Anchor Bars

High strength steel bolts shall be plain bolts conforming to AASHTO M 164M, Types 1 and 2
(or ASTM A 325 M, Types 1 and 2). Nuts for high strength steel bolts shall be Class 8S
heavy hex. nuts conforming to AASHTO M 291M.
Standard bolts shall be non-galvanized bolts conforming to ASTM A 307, grade B. Nuts for
standard bolts shall be Class A heavy hex. nuts conforming to AASHTO M 291.

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Steel for threaded or non-threaded anchor bars shall conform to the requirements of
AASHTO M183/M183M. Nuts for threaded anchor bars shall be Class A heavy hex. nuts
conforming to AASHTO M 291.
5.5.3.5 Electrodes for Welding

The electrodes for welding shall suit the grade of steel to be welded. In particular the
characteristics of the metal of the welding rods shall be at least equivalent to those of the
structural steel.
5.5.4.1 General
The works shall be of first class quality, in accordance with the requirements of the Codes
and Standards specified in these Specifications. The steel works shall be carried out in such
a manner as to ensure a satisfactory coordination with the other works.
5.5.4.2 Fabrication
The Engineer shall be entitled to carry out inspection visits, as frequently as the Engineer
deems necessary, to the Contractor’s shop, for checking the preparation, fabrication, shop
assembly and manufacturing of the structural steel works.
All shapes, plates and pipes shall be within tolerances specified in relevant standards, true to
shape and free from winding, accurately straightened, planed or shaped as necessary and
without damaging the material. Straightening may be carried out by mechanical means or by
application of a limited amount of local heating with a temperature of the heated area not
exceeding 690 degrees C. The plates which are to be bent, folded, or pressed shall be
heated in an oven. However cold bending or cold pressing will be allowed for parts having a
thickness less than 9mm, or when the radius does not exc eed 50 times the plate thickness.
Care shall be taken not to damage or discolour the exterior surface.
Welded or bolted connections shall be as shown on approved shop drawings.

Flame cutting shall be accurately made with guides as necessary, and without damaging the
metal. Edges for welding shall be properly prepared.
Flame cutting of holes for bolts shall not be permitted. No hole shall be off of its theoretical
position by more than d/10, d being its diameter. The diameters of the holes for bolts shall
be conform to the AISC requirements. Oblong holes for site adjustment shall be as shown
on approved shop drawings. Splices shall be permitted only where and as shown or in
accordance with the approved shop drawings. Contact surfaces of bearing plates shall be
ground or milled as necessary for maximum effective bearing. Stiffening angles and plates
shall be accurately ground to fit. Drift pins, when used, shall not distort the work or enlarge
the holes.
5.5.4.3 Manufacturing Tolerances

For all parts the manufacturing tolerance, expressed in millimetres, on their length L
expressed in metres, shall be as follows:
3
2 √L if L < 8 m
0.5 L if 8 m ≤ L < 14 m
7 if L ≥ 14 m

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The tolerance, expressed in millimetres, on the deviation from theoretical tracing of any
structure or part of structure, is L + 0.1 L (L being the length of the structure or part of
structure in question, expressed in millimetres).
Members shall be preferably shop assembled so that the site welded or bolted connections
can be reduced. Surfaces of metal in contact shall be cleaned before assembling. Parts to
be finally site assembled shall be pre-assembled in shop with temporary fastening, two by
two or entirely, as necessary, in order to test the assembly feasibility and to verify the
lengths, camber, and edge cuttings for site welding. The Contractor shall submit for the
Engineer’s agreement the schedule for shop pre-assembly, at the beginning of the
fabrication works.
5.5.4.4 Welding
Welding shall be performed only by qualified welders with a recognised international welding
qualification, or approved by Engineer. Any welder who fails to meet the welding standards
shall be replaced. In the absence of references the Engineer will organise testing of the
ability of the welders, at the Contractor’s expense.
All welding shall conform to the AWS standards and AISC standards.
Welds shall be sufficient, adequate and suitable to perform the structural requirements, and
subject to approval by the Engineer. Weld shall be executed taking all measures necessary
to avoid distortion and stresses set up by heat and shrinkage. The sequence in which the
various welds are to be made shall be precisely followed.
The welding operations shall be carried out with thoroughly dry electrodes, and sheltered
from rain and wind. Welded joints shall be free from porosity, cracks or holes, and shall be
finished to match adjacent surfaces. Great care shall be taken when an interrupted weld is
resumed, or when two separate welds are joined, in order to avoid pits. The deposit of the
weld seam shall not cause grooving of the steel material. The weld surface shall be regular
and as smooth as possible. If necessary it shall be thickened or ground in order to remove
all traces of loss of thickness, discontinuity, overlap, and excessive swelling. All cracked
welds shall be repaired. All traces of cinder and slag shall be removed from weld spot and
seams. All welds that will be exposed in the finished work shall be ground to a smooth
uniform finish suitable for paint finish.
The control of welding shall strictly conform to the requirements of ANSI / AWS DI.1-84 and
particularly to Chapter 6 - Inspection. The welds shall be controlled as follows :
(a) butt welds :
visual inspection = 100 % of the length
ultrasonic testing = 100 % of the length, except as otherwise specified by the
Engineer
(b) fillet welds and bevel groove welds:
visual inspection = 100 % of the length
magnetic particle or penetrant testing = 100 % of the length.
Complementary milling may be ordered by the Engineer if it deems it necessary. All

defective welds shall be removed and welded again at the expense of the Contractor.
Acceptance of welds shall be carried out prior to any painting work.

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5.5.4.5 Transport, Handling and Storage

The Contractor shall use handling, storage, packing and shipping procedures that will
prevent damage or loss of products.
Platform or flatbed trucks or trailers shall be long enough to receive the longest parts.
Fragile parts shall be appropriately stiffened and protected with metal bracing or wood.
Small parts shall be placed in boxes. All parts shall be firmly secured to avoid their
displacement during transport. All parts shall be handled with care to avoid damaging the
paint work. Loading, transporting, unloading shall be performed so that the steel is always
kept clean.
Steel material stored on site shall be protected from corrosion.
The Engineer shall be entitled to reject seriously damaged parts, which shall be replaced at
the Contractor’s expense.
5.5.4.6 Site Assembly and Erection

Temporary bracing shall be used wherever necessary and shall be designed to support all
loads to which the structure may be subjected during erection, including wind and seismic
loads, and loads or forces due to equipment and operation thereof, transport, and stored
materials. Such bracing shall be left in place as long as may be required for safety.
As erection progresses, the work shall be welded or bolted sufficiently to take care of all
dead load, wind and erection stresses. The members forming parts of a completed frame or
structure shall be aligned and adjusted accurately before being fastened. Fastening of
splices of compression members shall be done after the abutting surfaces have been
brought completely into contact. No bolting or welding shall be done until as much of the
structure as can be stiffened thereby has been aligned properly. Bearing surfaces and
surfaces that are to be in permanent contact shall be cleaned before the members are
assembled.
Drifting done during assembly shall be only such as to bring parts into position, and not
sufficient to enlarge the holes or disturb the metal. If any hole must be enlarged, it shall be
reamed. The standard bolting procedure shall include the following steps:
(i) initially, tighten the bolts and nuts enough to maintain the integrity of the work,
(ii) then, after final alignment and truing, re-tighten all bolts and nuts for full and tight
bearing,
(iii) finally, before being permanently concealed, re-check and tighten the bolts as
necessary. In bolted assemblies, the threads shall be blocked by welding or any
equivalent method, if subject to tensile forces. Two washers shall be used for each
bolt. The threaded portion of a bolt shall never be subject to shear. Bolts fitted
methods shall conform to the requirements of the AISC, American Institute of Steel
Construction.
Field welding shall conform to the requirements specified herein, except as applicable to
strictly shop welding procedures.
Corrections of minor misfits by moderate use of drift pins and a moderate amount of
reaming, chipping or cutting will be permitted and shall be provided as part of erection work.
Any errors which prevent proper assembly of parts by these measures, or which require
correction or adjustment, shall be immediately reported to the Engineer, and such
corrections and adjustments shall be made as necessary and only by means approved by
the Engineer. Cutting or alterations other than approved shall not be permitted.

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The Contractor shall take all necessary measures to ensure a perfect protection of works
that would corrode or be stained in course of erection and during painting operations.
Protective measures shall include construction of platforms, positioning of layers of sand,
tarpaulins, etc.
5.5.4.7 Quality Control

The Contractor shall systematically check the quality of the materials and workmanship
throughout the contract period. The controls are summarised in the table below:
Table 5.5.1 Control Checks for Structural Steelwork
Type of Work Type of Test Frequency Results Required Corrective

for Acceptance Measures
1. Structural steel 1. Chemical For each Conformity to Rejection:
2. Bolts & nuts analysis delivery Standards Materials to be
3. Anchor bars 2. Mechanical replaced
properties
4. Electrodes
Individual units 1. Visual All units Conform to Rejection:
inspection tolerances
Work to be done
2. Measurement of again
dimensions
Welding 1. Visual 100% of weld Satisfactory Milling check;
inspection length, as appearance and weld to be
indicated test results removed and re-
2. Ultrasonic, etc..
above welded
The results of all check tests shall be recorded in registers to which the Engineer shall be
given access at any time. In addition the Engineer is entitled to have a certain number of
checks carried out at his own expense. In case of conflict with the results of the Contractor’s
tests the Engineer may order changes in the Contractor’s testing method.
5.5.5 M EASUREMENT
The quantity of structural steel for steel structures to be measured under this section shall be
the computed weight in tonnes of material, complete in place and accepted, as shown on the
Drawings.
In computing the weight to be measured, either the theoretical weight of members of the
dimensions shown on the Drawings, or authorised, shall be used when available, or a unit
weight of 7.850 tonne per cubic metre shall be used. No deduction shall be considered for
holes for bolts. No additional weight shall be considered for welds. Bolts, nuts, washers and
anchor bars shall not be measured.
5.5.6 Payment
The structural steel for steel structures, placed as shown on the Drawings or as directed by
the Engineer, will be paid for at the Contract unit price per tonne of steel for the particular Bill
Item listed below, which price shall include furnishing all labour, materials, tools, equipment,
quality control and incidentals, and for doing all the work involved in furnishing, fabricating,
transporting, assembling and erecting the steel structures, complete in place.
Full compensation for furnishing and placing bolts, nuts, washers and anchor bars, and for
furnishing electrodes, shall be considered as included in the Contract unit price paid for
structural steel and no separate payment will be made.

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5.5(1) Structural Steel, Grade 50 Tonne

5.5(2) Structural Steel, Grade 36 Tonne

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5.6 RAILING
5.6.1 DESCRIPTION
This work shall consist of furnishing, fabrication and erection of pipe, aluminium and
concrete railings for bridges and incidental structures, all as indicated on the Drawings and
required by these Specifications.
5.6.2.1 Steel Pipe Railings

Unless another grade and quality has been shown on the drawings , the steel pipe shall
conform to the standard specified below.
a) Wrought Iron Pipe shall conform to the requirements of ASTM Designation A 72,
Standard Weight.
b) Malleable castings shall conform to ASTM Designation A 47, Grade No. 35018.
c) Mortar and Grout shall conform to the provisions of Section 5.4 of these
Specifications.
d) Galvanising of all pipe railing and fittings shall be carried out unless otherwise
specified in accordance with Specification AASHTO M 111 or ASTM A 123.
e) Painting, where required, the number of coats and the type of paint will be as specified
on the Drawings.
5.6.2.2 Aluminium Railing

a) Aluminium alloy pipe (6061-T6) shall conform to ASTM Specification B 241, Alloy GS-llA,
Condition T 6.
b) Aluminium alloy castings shall conform to ASTM Specifi cation B 108, Alloy SG 70 A,
Condition T 6 except for rail caps. As an alternative rail caps may conform to ASTM
Specification B 26, Alloy SG 70 A, Condition T 6. All posts shall have an 80 grit finish on
flange faces and all rail cap castings shall have an 80 grit finish on all exterior surfaces. All
castings exhibiting shrinkage cracks will be unacceptable.
c) Aluminium alloy shims (1100-0) shall be made from sheet or plate conforming to ASTM
Specification B 209, alloy 990 A, Condition 0.
d) Anchor bolts, nuts, and washers for attaching railing post castings to concrete shall be
aluminium alloy or structural steel as shown on the Drawings. If steel is used, it shall be
given as heavy a coating of galvanising as practical or may be non-corrosive metal as
required on the Drawings, in these Specifications or as approved by the Engineer.
5.6.2.3 Concrete Railing

Concrete shall be Class B1 as specified in Section 5.1 of these Specifications.
Reinforcement shall conform to the requirements of Section 5.2 of thes e Specifications.
The surfaces of all railing and posts shall receive a rubbed finish as described in sub-clause
5.1.5.8, item d) of these Specifications and as directed by the Engineer.
SECTION 5 - STRUCTURES 5.6 – Railing Page 67 - 95

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5.6.3.1 Storage and Handling of Materials

Pipe, railing, fittings, and incidental parts shall be carefully handled and stored on blocking,
racks or platforms so as not to be in contact with the ground and shall be protected from
corrosion. Materials shall be kept free from dirt, oil, grease and other foreign matter.
Surfaces to be painted shall be carefully protected both in the shop and in the field. Threads
shall be carefully protected from injury.
5.6.3.2 Connections
The component parts of pipe railings shall be connected with screw threads unless otherwise
specified on the Drawings. Rails and posts shall be connected with tees, crosses and ells.
Fittings for railings on slopes shall be levelled to fit the required grades. Screw thread fittings
shall be coated with red lead and oil, and the threads shall engage for a minimum distance of
20 mm. Expansion shall be provided by omitting threads on one side of fittings at
designated posts. Where the rails are continuous through two or more posts threads may
be omitted between the rail and the fittings, but the rails must be pinned at each post.
Individual rail sections shall be connected with screw thread couplings between posts and
couplings shall be staggered where two or more strings are required. Where welding of
component parts is permitted, the details must be in accordance with the Drawings or as
The connections between the posts or rails and the structure shall be as follows:
(a) Where railings are to be connected to steel or metal structures, the connection shall
be with flanged plates or castings, and the fittings shall be bolted rigidly to the
structure in accordance with the detailed Drawings.
(b) For connecting railings to concrete, the posts shall be set in approved sockets or
sleeves, unless otherwise specified. The posts shall be fixed in these holes with grout
as shown on the Drawings. Base plates shall be provided to cover all holes. Posts
may be otherwise connected to concrete by means of flanges, plates or castings
which in turn shall be fastened to the concrete by bolts cast in or anchored in drilled
holes.
5.6.3.3 Erection
The Contractor shall provide for the erection of pipe railing by suitable fabrication in the
shop. Where railing is fitted between concrete posts, provision shall be made to allow the
installation of same.
Where aluminium alloy come into contact with concrete or other metals, except non-
corrosive anchor bolts, washers and nuts, the contacting surface shall be thoroughly coated
with an approved caulking compound or shall be separated by an approved insulating shim
as indicated on the Drawings. Omission of this detail from the Drawing will not be
considered as permission to omit the approved coating, or approved shims from the work.
Cast aluminium alloy caps with set screws shall be furnished and installed on all exposed
open ends of rails.
Railings shall be fabricated and erected as indicated on the Drawings, and rails shall be
parallel to the grade of the road.
All exposed surfaces shall be thoroughly cleaned in an approved manner as a final operation
under this project.

KINGDOM OF CAMBODIA
Concrete railings shall be constructed to the line and grade shown on the Drawings. Unless
otherwise specified, all railing posts shall be plumb. Railings shall not be placed on a
structure until centering or falsework has been removed and the Engineer approves the
railing to be installed.
5.6.3.4 Working Drawings

The Contractor shall furnish for the approval of the Engineer working Drawings for the
particular type of railing to be installed.
5.6.4 M EASUREMENT
For structural work measured in accordance with Method A, as defined in sub-clause
5.1.6(a) of these Specifications, this work shall be measured as the actual number of linear
metres of railings of each of the particular types specified on the Drawings, satisfactorily
completed and accepted.
For structural work measured in accordance with Method B, as defined in sub-clause

5.1.6(b) of the Specifications, on a lump sum basis, there shall be no separate measurement
for railings
5.6.5 Payment
For structural work paid for in accordance with Method A, as defined in sub-clause 5.1.7(a)
of these Specifications, this work measured as provided above will be paid for at the
Contract unit price per linear metre of railings unless otherwise stipulated in the
Specifications.
The price and payment shall constitute full compensation for furnishing all railings, posts and
fittings including delivery, erection and finishing, and for all labour, equipment, tools and
incidentals necessary for the completion of the work.
Pay Items will be:-
5.6(1) Railing (type to be stated) Linear metre
[Further serial numbers in brackets may be used for each different type].

KINGDOM OF CAMBODIA
5.7 DAMP PROOFING AND WATERPROOFING

5.7.1 DESCRIPTION
This work shall consist of damp proofing or waterproofing of concrete surfaces. The type of
covering shall be as indicated on the Drawings or stipulated in these Specifications. The
methods are briefly described as follows:
(a) Damp proofing - Damp proofing is designated as tar or bitumen and consists of one
prime coat and two seal coats.
(b) Membrane Waterproofing - This covering consists of a prime coat and three mop
coats and two layers of fabric and mortar for protection, all as later described herein.
(c) Thin Membrane Waterproofing - This consists of a two part, solvent free, spray applied
polyurethane reactive coating used for waterproofing of concrete bridge decks.

Materials for damp proofing and waterproofing shall conform to the following:
(a) Primer: Prim er to be used with bitumen shall conform to AASHTO M 116, Asphalt
Primer Used in Roofing, Damp-proofing, and Waterproofing. Primer to be used with
tar shall conform to AASHTO M 121, Creosote Primer Used in Roofing, Damp-
proofing and Waterproofing.
(b) Tar: Tar to be used for mop or seal coats shall conform to the following:
(1) Coal tar pitch heated to free flowing but not to exceed 150 degrees C: AASHTO
M 118, Coal-Tar Bitumen Used in roofing, Damp proofing, and Waterproofing, Type II.
(2) Rubberised tar heated to free flowing but not to exceed 120 degrees C:
ASTMD 2993.
(3) Emulsified coal-tar pitch: ASTM D 3320.
(c) Bitumen: Bitumen to be used for mop coat shall conform to AASHTO M 115, Asphalt
Used in Damp-proofing and Waterproofing , Type III.
(d) Waterproofing fabric: Waterproofing fabric saturated with tar or bitumen (depending on
the material specified for prime and mop coats) shall conform to AASHTO M 117,
Bitumen Saturated Cotton Fabrics Used in Roofing and Waterproofing.
(e) Mortar: Mortar material for the protective course shall be composed of one part of
Portland cement and three parts of sand, unless otherwise provided. The sand shall
conform to AASHTO M 45, Aggregate for Masonry Mortar.
(f) Joint Fillers: Filler for use in horizontal joints in waterproofing work shall be straight
refined oil bitumen conforming to the following requirements:
0
Flash point Not less than 232 C.
0 0
Softening point 48 C. to 54.4 C
0
Penetration At 0 C., 200 grams, 1 minute, not less than 15
0
At 25 C. , 100 grams, 5 seconds, 50 to 60.
0
At 46 C. , 50 grams, 5 seconds, not more than 300.
0
Loss on heating At 163 C. , 50 grams, 5 hours, not more than 0.5%
0
Ductility At 25 C. , 5 centimetres per minute, not less than 85.
Total bitumen (soluble in carbon disulphide) : Not less than 99.5%.
SECTION 5 - STRUCTURES 5.7 – Dampproofing and waterproofing Page 70 - 95

KINGDOM OF CAMBODIA
(g) Materials for thin membrane waterproofing:

The materials for thin membrane waterproofing shall be submitted by the Contractor to
the Engineer’s approval. The material for the reactive coating may consist of a two
part, liquid applied, pigmented polyurethane elastomer which is spray applied in one
coat in two passes.
Other materials used in conjunction with the reactive coating may be:
• a single component, moisture curing primer, applied at a coverage rate of 75-150

2
g/m ,
• a tack coat system which could be:

either a solvent free, moisture curing polyurethane, thinned with 30 % toluene,
2
delivered to site ready to use, applied at a coverage rate of 70-90 g/m , a
quartz, dry sand of particle 0.5 -1.3 mm, applied immediately to the wet
polyurethane, and a cationic bitumen emulsion, applied at a coverage rate of
2
0.15 - 0.60 litres per m , only applied immediately prior to the laying of wearing
course,
or a high polymer modified bitumen emulsion, applied at a coverage rate of 0.5 -
2
0.8 litres per m , and a quartz, dry sand of particle size 0.3 to 0.7 mm, applied
after an interval of 30 to 45 minutes to the bitumen emulsion.
5.7.3.1 General
Fabric shall be stored in a dry, protected place. The rolls shall not be stored on their ends.
Bituminous materials in containers shall be kept closed when not in use.
Damp proofing or membrane waterproofing shall not be applied until all provisions for curing
of concrete and repairing of defective concrete surfaces have been complied with. The use
of liquid membrane curing compound shall not be authorised for concrete surfaces on which
damp proofing will be applied. All concrete surfaces shall be reasonably smooth and free
from projections and holes .
The concrete surfaces shall be dry for at least 10 days after completion of curing.
Immediately before the application of damp proofing or waterproofing, the surfaces shall be
thoroughly cleaned of dust and loose materials.
When necessary, the Engineer will require the surfaces to be scrubbed with water and a stiff
brush, after which all surfaces shall be allowed to become thoroughly dry before application
of materials.
5.7.3.2 Damp proofing

Care shall be taken to confine all bitumen to the areas to be covered, and special care shall
be taken to prevent disfigurement of any other parts of the structure by dropping or
spreading of materials. The cured, cleaned and dry surfaces shall be painted as follows:
i) Apply damp proofing in dry weather,
2
ii) Apply primer to surface at the rate of not less than 0.5 litre/m , and allow it to dry. The
materials may be either brushed or spread on.
iii) After the prime coat has thoroughly dried, apply two seal coats by brush only at the
rate of approximately 13 kg/10 m2 of surface per coat. When necessary the seal coat
material may be heated, but not in excess of 65 degrees C. Apply prime coat and seal
coats uniformly, fully covering the surface, and thoroughly work them into the surface.

KINGDOM OF CAMBODIA
Make the total of the final two seal coats approximately 2 mm thick. Allow seal coats
to harden before allowing contact with water or backfill material.
5.7.3.3 Membrane Waterproofing

The cured, cleaned and dry surfaces shall be painted with a prime coat and covered with
mop coats and layers of fabric alternately and then with a protective cover of mortar, all as
described below:
The surfaces shall first be painted with a primer, either by spraying or brushing. The amount
of the primer coat shall be not less than one-half litre for each square metre of surface. The
primer shall be applied so as to give a uniform coating. The priming coat shall be applied 24
hours in advance of applying any mop coats, and shall be allowed to become thoroughly dry
before the first mopping is applied. The primer shall not be heated.
After the prime coat has dried as specified above, the mop coats shall be applied.
0 0
Bitumen shall be heated to a temperature between 150 C and 175 C. Arrangements shall
be made to apply the heat indirectly. The heating kettles shall be equipped with
thermometers.
In all cases, the waterproofing shall begin at the low point of the surface to be waterproofed,
so that water will run over and not against or along the laps.
The first strip of fabric shall be of half width; the second shall be full width, lapped the full
width of the first sheet; and the third and each succeeding strip shall be full width and lapped
so that there will be at least two layers of fabric at all points and three layers with laps not
less than 50 mm wide at edges of strips. All laps at ends of strips shall be at least 300 mm.
Beginning at the low point of the surface to be waterproofed, a section about 200 mm wide
and the full length of the surface shall be mopped with the hot bitumen or tar, and there shall
be rolled into it, immediately following mopping, the first strip of fabric, of half width, which
shall be carefully pressed into place so as to eliminate all air bubbles and obtain close
conformity with the surface. This strip and an adjacent section of the surface of a width
equal to slightly more than half the width of the fabric being used shall then be mopped with
hot bitumen or tar, and a full strip and a full width of fabric shall be rolled into this, completely
covering the first strip and pressed into place as before. The forward or upgrade half of this
second strip and an adjacent section of the concrete surface shall then be mopped with hot
bitumen or tar and the third strip of fabric “shingled” on so as to lap the first strip not less
than 50 mm. This process shall continue until the entire surface is covered, each strip of
fabric lapping at least 50 mm over the second strip below. The entire surface shall then be
given a final mopping of hot bitumen.
The completed waterproofing shall be a firmly bonded membrane composed of two layers of
fabric and three moppings of bitumen or tar. Under no circumstances shall one layer of
fabric touch another layer at any point or touch the surface, as there must be at least three
complete moppings of bitumen.
In all cases, the mopping on concrete shall cover the surface so that no grey spots appear,
and on cloth it shall be sufficiently heavy to complete conceal the weave. On horizontal
surfaces not less than 49 litres of bitumen or tar shall be used for each 10 square metres of
finished work, and on vertical surfaces not less than 60 litres shall be used. The work shall
be so regulated that, at the close of a day's work, all cloth that is laid shall have received the
final mopping of bitumen or tar. Special care shall be taken at all laps to see that they are
thoroughly sealed down.

KINGDOM OF CAMBODIA
At the edges of the membrane and any points where it is punctured by such appurtenances
as drains or pipes, it shall be flashed in a manner suitable to th e Engineer, to prevent water
from getting between the waterproofing and the waterproofed surface.
All flashing at curbs and against girders, spandrel walls, etc., shall be done with separate
sheets lapping the main membrane not less than 300 mm. Flashing shall be closely sealed
either with a metal counter-flashing or by embedding the upper edges of the flashing in a
groove poured full of joint filler.
Joints which are essentially open joints, but which are not designed to provide for expansion,
shall first be caulked with oakum and lead wool and then filled with hot joint filler.
Expansion joints, both horizontal and vertical, shall be provided with sheet copper or lead in
“U” or "V" form in accordance with the details, and after the membrane has been placed, the
joint shall be filled with hot joint filler. The membrane shall be placed at expansion joints as
detailed on the Drawings.
At the ends of the structure, the membrane shall be carried well down on the abutments and
suitable provision made fo r all movement.
Care shall be taken to prevent injury to the finished membrane by the passage over it of men
or equipment, or by throwing any material on it. Any damage that may occur shall be
repaired by patching. Patches shall extend at least 300 mm beyond the outermost damaged
portion, and the second ply shall extend at least 70 mm beyond the first.
A protection course of 50 mm cement mortar shall be constructed over membrane

waterproofing where specified or shown on the Drawings. This course shall be reinforced at
its mid-point with wire mesh. The top surface shall be trowelled to a smooth, hard finish, true
and accurate to required grade.
The construction of the protection course shall follow the construction of the membrane
waterproofing so closely that the latter will not be exposed without protection for more than
24 hours.
The mortar protection course will be subject to the same requirements for curing, and
defective work as stipulated for concrete work. The requirements of Sections 5.1 and 5.4 of
these Specifications will apply for mortar and of Section 5.2 of these Specifications for wire
mesh.
Loading or filling will not be allowed on the mortar until the entire surface has been cured.
5.7.3.4 Thin Membrane Waterproofing

The thin membrane waterproofing system shall be installed in accordance with the code of
practice requirements and the manufacturer’s instructions, and as directed by the Engineer.
The application should not be made if rain is imminent.
The two part, solvent free, pigmented polyurethane elastomer is machine mixed on site in
the correct proportions and spray applied in one coat in two passes at a nominal coverage
rate of 3 kg/m2. This will give a thickness of 2.9 mm on flat surfaces. After the waterproofing
membrane has cured for at least four hours, the first tack coat system described above shall
be applied and allow to dry; the cationic bitumen emulsion and the wearing course may be
laid a minimum of 12 hours after application of the membrane. Alternatively, after the
waterproofing has cured at least two hours, the second tack coat system can be applied.
The wearing course may be laid a minimum of two hours after sanding.
Quality control checks shall be made on site in accordance with the manufacturer’s data
sheets.

KINGDOM OF CAMBODIA
5.7.4 M EASUREMENT
The quantity to be measured shall be the number of square metre of damp proofing,
membrane waterproofing and thin membrane waterproofing completed and accepted in
place.
5.7.5 Payment
The work measured as provided above shall be paid for at the Contract unit price per square
metre for “Damp proofing”, “Membrane waterproofing” or “Thin Membrane Waterproofing” as
detailed below. The payment shall be full compensation for damp proofing and
waterproofing completed and accepted in place, including furnishing and placing of all
materials, bituminous or other, cotton fabric or felt, protective mortar course, joint fillers, and
all tools, labour and incidental work to complete the work in accordance with the Contract.
Pay Items shall be as follows:
5.7(1) Damp proofing Square metre

5.7(2) Membrane Waterproofing Square metre
5.7(3) Thin Membrane Waterproofing Square metre

KINGDOM OF CAMBODIA
5.8 POROUS BACKFILL MATERIAL

5.8.1 DESCRIPTION
This work shall consist of placing porous backfill material and other accessories in order to
facilitate the drainage function as shown on the Drawings against the rear faces of
abutments, wingwalls, against box culverts, headwalls, retaining walls, including drains, and
all structures requiring porous backfill material in accordance with these Specifications, as
shown on the Drawings or as directed by the Engineer.

Porous backfill material shall be hard, durable clean gravel or crushed rock or sand and shall
be free from organic material, clay balls and other deleterious substances. Laterite or
concretionary materials shall not be used.
Sand used for porous backfill material shall conform to the following grading requirements.
Sieve Designation Percentage by weight passing square mesh

sieves (AASHTO T 27)
Type A
10 mm 100
4.75 mm 95 – 100
1.18 mm 45 – 80
0.300 mm 10 – 30
0.150 mm 2 – 10
Gravel and crushed rock shall conform to one of the following grading requirements:
Sieve Designation Percentage by weight passing square mesh sieves

(AASHTO T 27)
Type B Type C Type D Type E

50 mm 100 - - -
37.5 mm 70 – 100 100 - -
25 mm 55 – 85 75 – 100 100 -
19.5 mm 50 – 80 60 – 90 70 – 100 100
10 mm 40 – 70 45 – 75 58 – 75 -
4.75 mm 30 – 60 30 – 60 35 – 65 45 – 80
2.00 mm 20 – 50 20 – 50 25 – 50 30 – 60
0.425mm 10 – 30 10 – 30 15 – 30 20 – 35
0.075 mm 0– 2 0 –2 0– 2 0 –2
Where one or more of the gradings shown above are indicated on the Drawings or other
Contract Documents, material conforming to the gradings indicated shall be used, otherwise
the Contractor may select any one of the above gradings.
5.8.3.1 Underdrains to Structures

Trenches for underdrains shall be excavated, the pipes installed and the trenches backfilled
with porous backfill material according to the dimensions and details shown on the Drawings
and in accordance with Section 6.2 of these Specifications.
SECTION 5 - STRUCTURES 5.8 – Porous Backfill Material Page 75 - 95

KINGDOM OF CAMBODIA
5.8.3.2 Behind Structures

Porous backfill material shall be placed in layers in conjunction with the adjacent fill and
compacted as specified in sub-clause 2.5.3.6 Backfilling of these Specifications. Any fill
material removed for placing the porous backfill material will be at the expense of the
Contractor.
5.8.4 M EASUREMENT
This work shall be measured net, to the dimensions ins tructed.
5.8.5 Payment
The work measured as provided above shall be paid for at the Contract unit price per cubic
metre for “Porous Backfill Material”, which price shall be full compensation for all labour,
material, equipment, tools and incidentals necessary to furnish and place the materials.
5.8(1) Porous Rock Backfill Material Cubic metre
5.8(2) Porous Sand Backfill Material Cubic metre
SECTION 5 - STRUCTURES 5.8 – Porous Backfill Material Page 76 - 95

KINGDOM OF CAMBODIA
5.9 EXPANSION MATERIALS IN BRIDGES

5.9.1 DESCRIPTION
The work shall consist of furnishing and installation of reinforced elastomeric expansion
joints, including premoulded and elastic joint filler, watertight expansion joint, sealing
material, bitumen paper pad, plain bearing strip, plain and laminated bearing pad, pot
bearing, restraining devices, reinforced concrete plinth, supporting stress calculations and
incidentals, all as indicated on the Drawings and required by these Specifications.
5.9.2.1 Premoulded Expansion Joint Filler

Non-extruding and non-bituminous resilient types shall be in accordance with AASHTO M
153.
Non-extruding and resilient bituminous types shall be in accordance with AASHTO M 213.
Preformed bituminous type filler shall be in accordance with AASHTO M 33.
5.9.2.2 Joint Sealing Materials

Joint Primer - Joint priming compound shall be Expandite No.3 or other approved primer.
Joint Sealing compound - Horizontal joint sealing material shall be Expandite Pli-astic hot
poured rubber-bitumen sealing compound Grade 99 or other approved compound. Vertical
or inclined joint sealing material shall be Expandite Plastijoint bituminous putty or other
approved compound.
5.9.2.3 Tarpaper or Bitumen Paper Filler

These will be used only when specified. A three-ply roofing paper will be required and shall
be of a type approved by the Engineer.
5.9.2.4 Elastomeric Bearing Pads

Elastomer for bearing and expansion joint construction shall be made of approved materials
and they shall have excellent resistant to ageing, weathering, oil, chemical and ozone attack,
and not propagate flame.
Bridge bearings shall be multiple laminated layers of elastomeric material, separated by steel
plates, bonded by vulcanisation to the elastomeric material, conforming to the requirements
of bearing schedule as shown on the Drawings and to the requirements of AASHTO M251,
Laminated Elastomeric Bridge Bearings, or other internationally recognised standard of
practice approved by the Engineer.
Bridge bearings shall be supplied only by manufacturers having at least 5 years experience
of producing this product.
The Contractor shall furnish to the Engineer certification by the Manufacturer that the
elastomer conforms to the Standards requirements. The certification shall be supported by a
certified copy of the results of tests, performed by the manufacturer upon samples of
elastomer to be used in the pads, covering all requirements. However, low temperature
tests shall not be required.
SECTION 5 - STRUCTURES 5.9 – Expansion Materials in Bridges Page 77 - 95

KINGDOM OF CAMBODIA
5.9.2.5 Epoxy Resin

Two component epoxy resin adhesive for use as protective or skid resistant overlay on
Portland cement concrete surface and bridge deck shall generally be in accordance with
AASHTO Standard Specification M200. The epoxy system to form an epoxy mortar levelling
pad for bridge bearing as required by the Drawings shall be approved by the Engineer.
5.9.2.6 Water Stop

Waterstop material shall be approved in writing by the Engineer before being used in the
works.
5.9.2.7 Pot Bearing

All pot bearings shall be of the types as shown on the Drawings, consisting of a circular
elastomer pad made of chloroprene or natural polyisoprene totally enclosed by a steel pot
with 100 percent virgin polytetrafluoroethylene sheet, lubricated with special silicone grease
against homogeneous high grade stainless steel plate of at least 1.5 mm thickness to form
surface roughness of less than 1 micron, which constitute sliding surfaces and rotation for
the sliding bearings. Pot bearing shall be supplied by a manufacturer having at least 10
years experience of producing this product.
Bearing design and installation details to be used in the work shall be such that:
• the bearings are conveniently accessible for periodic inspection and maintenance.
• the bearings are easily replaceable, if necessary, without closure to traffic.
• the levels of bearings shall be adjustable to compensate for any excessive differential
settlement of the structures. It shall be done with the minimum interference to highway
operation. The adjustment of bearing levels may be done by injection of silicone rubber
(siloprene) between the pot and the rubber plate, in which case injection channels and
devices must be provided with a non-return valve. A more conventional method of
adjustment by inserting or removal of liners (shim plates) between the top plate of the
bearing and the superstructure or other means shall be subject to the approval of the
Engineer.
5.9.2.8 Reinforced Elastomeric Expansion Joint

a) General Requirements - The expansion joints to be installed shall satisfy the following
functional requirements.
2
• To withstand all traffic loads and resist a minimum 1 N/mm truck tyre pressure.
• To accommodate movements of the bridge due to shrinkage, creep, temperature without

creating unacceptable stresses in the joints or other parts of the structure.
• To have smooth riding quality not causing any inconvenience to the road users nor
causing skidding hazard. The width of longitudinal expansion grooves at traffic surface
shall not be more than 30 mm.
• Not generating excessive noise or vibration nor causing any damage during the passage
of vehicles at a speed of 80 km/hr.
• To be tightly sealed not allowing any seepage of water and collection of debris.
• To be easy to install, inspect and maintain and all parts liable to wear must be easy to
replace.
• The certified licences of building supervisory authorities or certificates of authorised

laboratory shall be submitted by the Contractor to the Engineer for approval. Each unit of
expansion joint must be marked with the manufacturer's trade mark and type.

KINGDOM OF CAMBODIA
• The expansion joints installed shall be maintenance free and should last for 5 years after
opening to traffic.
b) Elastomer - The elastomer shall be composed of two different material qualities to give better
performance and long life, i.e. mechanically high quality for abrasion proof surfaces and soft
inner parts for shearing force resistance.
Elastomer parts must possess, according to their functions, the minimum properties required
by AASHTO M 251.
c) Steel Plates - The steel used for all construction parts shall be accompanied by a
manufacturer's certificate. Unless otherwise specified, the yield strength of steel plate shall
be 2,400 kg/sq-cm. All edges of the steel plates shall be carefully treated in order to prevent
notch effects. The exposed parts of anchorage units shall be sufficiently protected against
corrosion.
5.9.3.1 Storage and Preparation

Expansion joint materials and bearing materials delivered to the bridge site shall be stored,
under cover, on platforms above the surface of the ground. It shall be protected at all itmes
from injury, and when placed it shall be free from dirt, oil, grease or other foreign substance.
Premoulded material shall be used in as large pieces as possible. Small areas of 0.25
square metre or less shall be made of one piece, where a single piece may be used for each
pour. The material shall be cut to a neat accurate edge with a sharp tool. Rough or ragged
edges will not be permitted. The material shall be placed so that it will be securely held in
the form and well-fastened to one face of the concrete. Care must be taken to ensure
straight lines at the joint.
5.9.3.2 Expansion Joints

a) General - Expansion joints except in the case of premoulded filler shall be formed by placing
a temporary joint form, shaped to the section, of a type of material approved by the
Engineer. Care shall be taken in removing these forms so that the concrete is not chipped or
broken. The size of the gap shall be compatible with the mean bridge temperature at the
time of installation. This temperature shall be determined in accordance with arrangements
agreed with the Engineer.
The position of all bolts cast into concrete and all holes shall be accurately determined from
templates.
The mixing, application and curing of all proprietary materials shall comply with the
manufacturers requirements.
All joints shall be constructed according to physical details shown on the Drawings.
b) Prevention of damage - During the placing and hardening of concrete or mortar under
expansion joint components, relative movement shall be prevented between them and the
supports to which they are being fixed.
When one half of the joint is being set, the other half shall be completely free from
longitudinal restraint. In particular where strongbacks or templates are used to locate the
two sides of a joint they shall not be fixed simultaneously to both sides. Screw threads shall
be kept clean and free from rust.

KINGDOM OF CAMBODIA
Ramps shall be provided and maintained to protect all expansion joints from vehicular
loading. Vehicles shall cross the joints only by means of the ramps until the Engineer
permits their removal.
5.9.3.3 Epoxy Mortar Nosings

Epoxy mortar nosings shall be formed under the direction of a competent supervisor
experienced in the use of the material. The work shall be carried out preferably in dry
weather. The air temperature around the joint shall be not less than 10°C.
Concrete surfaces to which the nosings are applied shall be dry, sound and free from
laitance. Before application of the priming coat, loose material and dust shall be removed by
an air jet, tested to ensure that no oil is carried over from the compressor.
Unless otherwise described in the Drawings or these Specifications surfacing shall be

carried across the joint and then cut back to accommodate the nosing. The cutting shall be
done with a diamond saw to give a clean edge throughout the depth of the material to be
removed. Masking material provided to prevent surfacing materials adhering to the deck
where nosings are to be formed shall be adequately located to prevent displacement by the
paving machine.
A priming coat of unfilled epoxy resin composition shall be well worked in by brush to all
surfaces with which the nosings will be permanently in contact at a uniform rate of not less
than 250 grams per square metre. The mortar shall then be applied as quickly as possible
while the priming coat is still tacky.
The composition and mix proportions of the epoxy mortar shall be submitted for the
Engineer's prior approval. Aggregate shall be either silica sand, calcined bauxite or other
approved synthetic or natural aggregate of suitable grading. The particle size distribution
shall be that which produces a mortar with adequate workability and minimum void volume.
Aggregates shall be clean and completely dry.
Whichever type of aggregate is used, the epoxy mortar components shall be thoroughly
mixed in a suitable mechanical mixer. The sequence, duration and temperature of mixing
shall be in accordance with the manufacturer’s instructions.
The mortar shall be placed in position within the time recommended by the manufacturer. It
shall be well worked against the primed surfaces and trowelled flush with the adjacent road
surface to form a dense mortar to the profiles described in the Drawings or these
Specifications.
Epoxy mortar shall generally be compacted in courses of thickness not exceeding 50 mm.
Where an underlying course is more than 1 hour old it shall, unless otherwise agreed by the
Engineer, be primed with an unfilled epoxy resin priming coat before placing the next course.
Traffic shall not be permitted to run on the mortar until the Engineer's agreement has been
obtained.
5.9.3.4 Bearing Pads

Bearing pads shall be horizontally installed to appropriate setting as directed by the Engineer
or as shown on th e Drawings. When they are set on their beds of neat cement grout, the
grout shall be allowed to harden and cure before girders are erected.
The bearing pads shall be maintained in their correct position during the placing of the bridge
deck. After the deck has been completed, each bearing and the area around it, shall be left
clean.

KINGDOM OF CAMBODIA
5.9.3.5 Water Stops

Waterstops where used shall form continuous watertight joints.
5.9.4 M EASUREMENT
Joint filler and joint sealant shall be separate components of one item, varying only with the
dimension of the joint required by the Drawings. Measurement of joint filler and sealant shall
be two-dimensional on a square metre basis, measured vertically from the top of the joint
sealant to the bottom of the joint filler and in horizontal direction for the width of the span.
Each thickness of joint material required shall constitute a separate item.
Reinforced elastomeric type expansion joint at bridge abutments as shown on the Drawings
shall be measured in linear metre along the surface of the joint installed and accepted by the
Engineer.
Expansion joint for pedestrian bridges as shown on the Drawings shall be separate
components of one item, measured in linear metre along the width of joint installed and
accepted by the Engineer.
Plain elastomeric bearing strip and laminated bearing pads of the type shown on the
Drawings shall be measured in linear metre and as a number respectively of the size and
type installed and accepted by the Engineer.
Pot bearing of types, sizes and performances as indicated on the Drawings shall be
measured as a number of bearing installed and accepted by the Engineer.
5.9.5 Payment
Expansion materials for bridges will be paid for in accordance with the following:
The joint filler and joint sealant measured as provided above shall be paid for at the unit rate
price for particular thickness of joint material. Payment made shall be full compensation for
furnishing and placing of all materials, labour, tools, equipment and incidental necessary to
complete the works as prescribed and to the satisfaction of the Engineer.
The reinforced elastomeric type expansion joint at bridge abutments measured as provided
above shall be paid for at the unit rate price for particular size of movement. Payment made
shall be full compensation for furnishing and installation of all materials including stainless
steel stud, nut, anchorage unit, sealing compound, epoxy mortar nosing, labour, tools,
equipment and incidentals necessary to complete the works as prescribed and to the
satisfaction of the Engineer.
The expansion joint for pedestrian bridge measured as provided above shall be paid for at
the unit rate price for particular width of joint indicated. Payment shall be full compensation
for furnishing and installation of all materials including continuous watertight expansion joint,
epoxy paint, asphalt paper strip, debonding agent, primer, hot poured sealant, labour, tools,
equipment and incidental necessary to complete the works as prescribed and to the
Plain elastomeric bearing strip and laminated bearing pad measured as provided above shall
be paid for at the unit rate price for particular type and size. Payment shall be full
compensation for furnishing and installation of all materials including non-shrink or cement
based mortar pad, reinforced concrete plinth, dowels, anchor unit, restraining devices, upper
and lower plate, labour, tools, equipment and incidentals necessary to complete the works
as prescribed and to satisfaction of the Engineer.

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Pot bearing installed at bridge piers and abutments measured as provided above shall be
paid for at unit rate price for particular type, size and performance. Payment made shall be
full compensation for furnishing and installation of material including upper and lower anchor
plates, dust guard, movement indicator, dowels, anchorage unit, non-shrink or cement based
mortar pad, reinforced concrete plinth also metallic settlement indicator at each pier and
abutment, labour, tools, equipment and incidentals necessary to complete the works as
prescribed and to the satisfaction of the Engineer.
5.9(1.1) Joint Filler and Sealant, _____mm thick Square metre

5.9(2.1) Reinforced Elastomeric Expansion Joint Metre
_____ mm movement
5.9(3.1) Expansion Joint, _____ mm movement Metre
(Pedestrian Bridge)
5.9(4.1) Plain Elastomeric Bearing Strip, Metre
_____mm x _____mm
5.9(5.1) Laminated Bearing Pad Metre
_____mm x _____mm x _____mm
5.9(6.1) Pot Bearing Type _____________ Number
(sizes and type of particular item shall be
described)

KINGDOM OF CAMBODIA
5.10 CONDUITS, FITTINGS AND BOXES

5.10.1 DESCRIPTION
This work shall consist of the furnishing and installation of all the conduits fittings, pull and
junction boxes, conduit expansion joints and incidental parts necessary to provide for future
lighting or operation of structures. The type, size and location of conduits, fittings and boxes
will be as indicated on the Drawings.
5.10.2.1 Metallic Conduit, Fittings and Boxes

Conduit shall be formed of mild steel without laminations due to slag breaks, blisters or
pockets, and without cinders or other foreign matter. Conduit shall have a circular cross-
section, with uniform wall thickness to permit the cutting of clean, true threads. All seams
shall be completely and thoroughly welded.
The conduit shall be galvanised on the outside by one of the three methods of hot dip
galvanising, sherardising or electro-galvanizing, and the inner surfaces shall be protected in
a like manner by a thick coating of enamel. All mill scale shall be removed before pickling
and conduit shall be thoroughly cleaned and dried after pickling is completed. Galvanising
shall be done under controlled temperatures. The zinc coating and enamel coating, if used,
shall have an even, smooth appearance and be of uniform quality. Conduits shall be
capable of standing five dips in the Preece Copper Sulphate test for galvanised coating
ASTM Designation A-239-40.
The conduct seam and coating shall withstand being bent cold at minimum temperature of
0 0
15 C. under slowly applied pressure through 90 to a radius six times the outside diameter
of the conduit with the seam on the outside of the bond, without developing cracks or
opening the weld and without cracking or flaking the coating.
All conduit fittings without exception shall be made from the same material and shall have
the same coating as specified for conduit. The test for the continuity of coating shall be the
same as specified for conduit. One coupling shall be furnished with each length of conduit or
bend.
Pull or junction boxes shall be made of sheet steel of cast iron in accordance with the
Drawings and/or these Specifications. Sheet steel boxes shall have sharp, straight edges
and continuous electric welded seams. A 10 mm flange, turned in, shall be used to take a
rubber gasket and shall be drilled and tapped for an approved number of 5mm brass
machine screws. If box is to be encased in concrete, the cover shall extend 10 mm beyond
dimensions of the box and shall be drilled to match tapped holes in flange of same. When
boxes are completely exposed, the cover shall conform to the outside dimensions of the box.
All holes for conduit entrances into sheet steel boxes shall be drilled. Sheet steel boxes
shall be galvanised in the same manner as for conduit.
5.10.2.2 Asbestos Cement Conduit, Fittings and Boxes

Asbestos Cement Conduit shall consist of an intimate mixture of asbestos fibre and cement.
The fibre shall be carefully selected and graded and shall be so interspersed with the cement
as to serve effectively as an aggregate and reinforcement to the resultant mass. The fibre
and cement shall be dispersed in water, formed into a thin web having a width equal to the
full length of the finished section and wrapped on a smooth cylindrical mandrel under
continuously applied pressure to produce a conduit having a dense, uniform and
homogenous structure.
SECTION 5 - STRUCTURES 5.10 – Conduits, Fittings and Boxes Page 83 - 95

KINGDOM OF CAMBODIA
Conduit shall have an inside diameter not smaller than nominal sizes indicated by the
manufacturer. All fittings shall be of the same material as used for straight conduit and shall
possess the same characteristics. The inner surface shall be free from obstructions, rough
or flaky areas as gauged by the ability to freely pass a ball of a diameter 5 mm less than the
nominal size of the conduit with which the fitting is used.
The bore shall be straight as gauged by the ability to freely pass a 1 metre long mandrel
5 mm less in diameter than the nominal size of the duct.
The conduit shall not contain free alkali or any other material in sufficient quantities to
contribute in any greater degree to the corrosion of the lead sheath, lead alloy sheath, rubber
covered or waterproofed cables than the water and soils ordinarily encountered in
underground work.
Pull or junction boxes shall be built of sheet material identical in composition with the used
for the conduit. All corners shall be square, all edges true and all joints strongly braced and
fastened as recommended by the manufacturer. Edges shall be waterproofed with a
waterproofed joint sealing compound recommended by the conduit manufacturer and
approved by the Engineer, and a gasket shall be used under all covers.
5.10.3.1 General
The size of each conduit shall be such that the sum of the areas of the cross-section of all
conductors, including insulation and protective coverings, shall be not greater than 30 per
cent of the inside area of conduit, except that no conduit encased in concrete or installed
underground shall be less than 50 mm, inside diameter, and no conduit smaller than 20 mm
inside diameter shall be used except for fixture hangers.
All conduit sizes and conduit layout shall be approved by the Engineer before installation,
and the Contractor shall submit data on the layout for the exact makeup, overall diameter,
and cross-sectional areas of the actual conductors he intends to use and the sum of the
areas of the conductors in each conduit.
Bends shall be of long sweep, free from kinks and of such easy curvature as to permit the
drawing in of conductors without injury. The radius of curvature of inner edge of bends shall
not be less than ten times the inside diameter of the conduit except as may be otherwise
noted on the Drawings or in these Specifications. Conduits shall be not flattened or
distorted. The total angle of all bends between any two boxes or fittings shall not exceed 90
degrees.
All conduits used on a contract shall be the product of one manufacturer.

Exposed conduit runs shall be parallel to or at right angles to walls, slabs, girders and in
locations giving greatest accessibility for painting and least accumulation of dirt. All exposed
conduit runs shall be attached to steel, masonry, concrete or timber by galvanised malleable
iron or galvanised steel straps, clamps or hangers of an approved type, held at not less than
two points by galvanised steel bolts or lag screws. The runs shall be supported at not
greater than 3 metre centres on horizontal runs, unless otherwise specified and not less than
50 mm clear of the supported members. Conduits mounted on structural steel members
shall be securely clamped to prevent rattling and wear.
All ends of conduits installed during construction, or for future use, shall be closed against
the introduction of foreign material by the use of standard pipe or bush caps. All conduits
shall be installed so that they will drain and necessary holes for this purpose shall be made
as directed.

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All conduit risers in railing posts shall, unless otherwise shown on the Drawings terminate
20 mm below the top surface of the post. The risers shall be accurately placed so that they
may be located for future use.
All conduits installed underground shall have a concrete envelope which shall afford a
70 mm cover beyond the maximum dimension of the conduit. Class B2 concrete shall be
used.
Excavation for the encasement shall be carefully done, sidewalls trimmed to line an bottom
of trench graded, so that the envelope will be uniform, and there will be no pockets or low
points in the conduit run. All backfill shall be carefully tamped to conform to the
requirements of Section 2.5 of these Specifications, unless otherwise specified, and care
shall be taken not to injure concrete envelope or conduit.
All conduits, boxes, etc., to be encased in concrete must be accurately placed and rigidly
held in position so that no variation from line or grade occurs when concrete is placed.
Conduits, fittings and boxes shall be stored under cover and above ground.
Upon completion of the conduit installation, the system shall be cleared in the presence of
the Engineer before any conductors are installed. Immediately prior to the installation of
conductors in any run, the conduits comprising that run shall again be checked. Any and all
obstructions shall be removed to the approval of the Engineer.
The Contractor shall install and leave in place a No.10 iron wire in all conduit runs installed
for future use.
The Contractor shall furnish work drawings of A1 size (594 mm x 840 mm), in duplicate, for
the Engineer's preliminary examination. After work drawings have been accepted by the
Engineer and revisions made, the Contractor shall furnish additional copies as may be
requested.
5.10.3.2 Metallic Conduits, Fittings and Boxes

Conduits runs shall be with as few couplings as standard lengths will permit. Screw
couplings shall be used. All cuts shall be made with the hacksaw and reamed clear of fins or
burrs with a reamer.
Conduit shall have threaded ends coated with red or white lead and of sufficient length so
that they will butt squarely and tightly in the coupling. Long running threads will not be
permitted. Conduits shall be installed so as to be continuous and watertight between boxes
and/or equipment.
Where conduits cross expansion joints in the structure, or where otherwise specified, they
shall be provided with expansion fittings of an approved type. The electrical continuity of the
conduit which runs across the expansion fittings shall be assured by approved fittings and
bare No.8 copper wire.
Pull boxes shall be used wherever necessary to facilitate the installation of the conductors.
Conduits entering into cast iron pull boxes or enclosures shall be threaded into hubs on
same. Conduits entering into sheet steel boxes or enclosures shall be secured with two lock
nuts and the projecting ends shall be equipped with an approved insulating bushing.
All surfaces of conduit, boxes, fittings, etc., in contact with concrete encasement shall be
painted one coat of approved paint.

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5.10.3.3 Asbestos -Cement Conduits, Fittings and Boxes

Conduits shall be cut with a saw, and all ends shall be accurately tapered or otherwise
finished, depending on type of conduit and coupling specified. Tools recommended by the
conduit manufacturer shall be used, and finished ends shall be equal to those supplied by
the manufacturer. All ends shall be smoothed of burrs or fins. Standard bends shall be used
wherever possible, and special bends shall preferably have a radius not less than that of
standard bends. All special conduit shall be accurately dimensioned and manufactured.
All joints shall be sealed with a waterproof joint sealing compound recommended by the
conduit manufacturer and approved by the Engineer.
Expansion couplings shall be of a type designed and manufactured by the conduit

manufacturer. They shall be sized to fit the conduit run in which they are to be used and of
length as indicated on the Drawings. Expansion couplings shall be placed not more than 16
metres apart where an exposed conduit run, between boxes or terminals, is equal to or more
than 22 metres. One expansion coupling shall be used on all exposed runs less than 33
metres between boxes or terminals. Expansion couplings on conduit runs encased in
concrete shall be placed as indicated on the Drawings.
Exposed conduit shall be supported by approved hangers at not more than 3 metre centres.
Hangers shall be of a type that permits movement of the structure. Expansions couplings
shall be rigidly secured to the structure.
Appropriate safety measures shall be implemented by the Contractor for protection of labour
when working with asbestos products.
5.10.4 M EASUREMENT
This item will not be measured, and payment shall be made on a lump sum basis.
5.10.5 Payment
This work shall be paid for at the Contract lump sum price for the item “Furnishing and
Installation of Conduits, Fittings and Boxes”, complete in place, including all working
drawings, conduits, fittings, pull and junction boxes, fixings, conduit expansion joints and
incidentals, excavation, concrete encasement, backfill, tamping, galvanising, painting, tools
labour, equipment and incidentals necessary to complete the work.
Pay item shall be as follows:
5.10(1) Furnishing and Installation of Conduits, Item

Fittings and Boxes

KINGDOM OF CAMBODIA
5.11 PAINTING METAL STRUCTURES

5.11.1 DESCRIPTION
This work shall consist of, unless otherwise provided in the Contract, the preparation of the
metal surfaces, the application, protection and drying of the paint coatings and the supplying
of all tools, tackle, scaffolding, labour and materials necessary for the entire work.
5.11.2.1 General
The Contractor shall submit for the Engineer’s approval the origin and characteristics of the
paints which shall be used for protection of the metal structures against corrosion.
The selection of the paints to be used shall take into consideration:
• the guarantee requested against corrosion (6 years, category Ri 1 according to the

French Standard NF T 30-071, or to similar standards),
• the guarantee requested against blistering and peeling (5 years),
• the guarantee requested against degradation of colour (non uniform, 5 years),
• the guarantee requested against degradation of the pai nt film (non uniform, 3 years),
• the compatibility between the paint and the steel materials, as well as the compatibility of
each coat of paint with the next one (prime coat and undercoat, undercoat and finish
coat).
The Contractor shall select, preferably, paints that are approved by an independent quality
control organisation.
The Engineer will be entitled to order preliminary approval tests carried out on samples of
the paints, in a laboratory of his own choice; sampling, transport and testing shall be at the
Contractor’s expense.
All paints shall be supplied by the same manufacturer, unless otherwise authorised by the
Engineer.
5.11.2.2 Prime Coat (Shop or Field Coat)

The prime coat of paint for ungalvanized ferrous metal shall be either a shop coat of a two-
pack, solvent based inorganic zinc silicate primer (for new steelwork); or a field coat of a two-
pack, zinc-rich polyamide cured epoxy primer (organic primer for rehabilitation of existing
steel structure). Either coating shall be applied to achieve a minimum dry film thickness of
75 microns.
Galvanized surfaces shall not be coated unless specified otherwise in the Drawings.
Aluminium or aluminium alloy surfaces shall not be coated unless specified otherwise in the
Drawings.
5.11.2.3 Finish Coat (Field Coat)

Unless noted otherwise on the Drawings, the paint to be used for the finish coat shall consist
of a two-pack micaceous iron oxide pigmented polyamide cured epoxy. It shall be applied in
two coats to achieve a minimum dry film thickness of 250 microns.
SECTION 5 - STRUCTURES 5.11 – Painting Metal Structures Page 87 - 95

KINGDOM OF CAMBODIA
5.11.3 CONSTRUCTION Requirements
5.11.3.1 Cleaning of Surfaces

Surfaces of metal to be painted shall be thoroughly cleaned, removing rust, loose mill scale,
dirt, oil or grease and other foreign substances. Unless cleaning is to be done by sand
blasting, all weld areas, before cleaning is begun, shall be neutralised with a proper
chemical, after which it shall be thoroughly rinsed with water.
Three methods of cleaning are provided herein. The particular method to be used shall be
specified by the Engineer. Howeve r, only the sandblasting method shall be used for
cleaning the structural steel used for bridge decks.
5.11.3.2 Hand Cleaning

The removal of rust, scale and dirt shall be done by the use of metal brushes, scrapers,
chisels, hammers or other effective means. Oil and grease shall be removed by the use of
gasoline or benzine. Bristle or wood fibre brushes shall be used for removing loose dirt.
5.11.3.3 Sandblasting
All structural steel used for the bridge decks shall be cleaned by sandblasting. The
sandblasting shall rem ove all loose mill scale and other substances down to the bare metal.
The steel surfaces shall be blasted to approval and not less than to the preparation grade Sa
2 conforming the last issue of the Swedish Specification Svensk Standard SIS 05 59 00
“Pictorial surface preparation standards for painting steel surfaces”. Furthermore the steel
surface shall meet the index of roughness specified, by the paint manufacturer, for the type
of paint and the conditions of application.
Oil and grease shall be removed by solvent cleaning before sand or grit blasting. Sand or
steel grit blasting shall be carried out with compressed air-equipment. Compressed air shall
be dry and without oil traces; for this purpose the equipment shall be fitted with separators
and valves. Sand or grit blasting shall proceed only when the relative humidity is less than
80 %. Blast products shall be removed from the surface of blast cleaned steel by air
pressure and vacuum cleaning; brush cleaning only shall not be considered as satisfactory.
Special attention shall be given to cleaning of corners and re-entrant angles. Before
painting, sand adhering to the steel in corners and elsewhere shall be removed. The
cleaning shall be approved by the Engineer prior to any painting, which shall be done as
soon as possible before rust forms.
5.11.3.4 Flame Cleaning

Flame cleaning shall not be used on the inside surfaces of closed members unless approved
respirators and other safety equipment specified by the Engineer are supplied and used.
Where approved by the Engineer, flame cleaning shall be carried out in accordance with the
following:
i) Oil, grease and similar adherent matter shall be removed by washing with a suitable
solvent. Excess solvent shall be wiped from the work before proceeding with
subsequent operations.
ii) The surface to be painted shall be cleaned and dehydrated (free of occluded moisture)
by the passage of oxyacetylene flames which have an oxygen to acetylene ratio of at
least one. The inner cones of these flames shall have a ratio of length to port
diameter of at least 8 and shall be not more than 3.7 mm centre to centre. The

KINGDOM OF CAMBODIA
oxyacetylene flames shall be traversed over the surfaces of the steel in such manner
and at such speed that the surfaces are dehydrated; and dirt, rust, loose scale in the
form of blisters or scabs, and similar foreign matter are freed by the rapid, intense
heating by the flames. The flames shall not be traversed so slowly that loose scale or
other foreign matter is fused to the surface of the steel. The number, arrangement
and manipulation of the flames shall be such that all parts of the surfaces to be
painted are adequately cleaned and dehydrated.
iii) Promptly after the application of the flames, the surfaces of the steel shall be wire
brushed, hand scraped wherever necessary, and then swept and dusted to remove all
free materials and foreign particles. Compressed air shall not be used for this
operation.
iv) Paint shall be applied promptly after the steel has been cleaned and while the
temperature of the steel is still above that of the surrounding atmosphere, so that there
will be no recondensation of moisture on the cleaned surfaces.
5.11.3.5 Number of Coats and Colour

All steel shall be painted with one prime coat, and with not less than two other coats of
finishing paint. The number of coats and the thickness of each coat shall be submitted by
the Contractor to the Engineer’s approval. The total dry film thickness of all applied coatings
shall not be less than 325 microns.
The colour of each coat shall be as specified or determined by the Engineer. The coats shall
be sufficiently different in colour to permit detection of incomplete application.
5.11.3.6 Weather Conditions

Paint shall not be applied when the air is misty, or when, in the opinion of the Engineer,
conditions are otherwise unsatisfactory for the work. If shall not be applied upon damp
surfaces.
Material painted under cover in damp weather shall remain under cover until dry or until
weather conditions permit its exposure in the open. Painting shall not be done when the
metal is hot enough to cause the paint to blister and produce a porous paint film.
5.11.3.7 Areas in Contact with Concrete

Areas of steelwork in contact with concrete in the completed structure shall receive the
surface preparation and applied coatings as that employed on adjacent exposed areas for a
minimum distance of 50 mm from the exposed surface. Areas further than 50 mm from the
exposed surface shall receive the same surface preparation and primer but coatings applied
after h
t e primer may be reduced in build to give a total minimum dry film thickness for all
coatings of 150 microns.
5.11.3.8 Shear Studs

Shear studs shall receive the same surface preparation as adjacent areas of steelwork and
primed to achieve a total dry film thickness of 50 microns.
5.11.3.9 Surfaces to be bolted

The faying surfaces of friction-type bolted connections shall be treated as follows:
• Abrasive blast clean to Class 2 ½
• Surface profile 25 to 65 microns
• Apply one coat of inorganic zinc primer with a minimum dry film thickness of 75 microns

KINGDOM OF CAMBODIA
The faying surfaces of bearing-type bolted connections shall receive the same treatment as
the adjacent steelwork.
5.11.3.10 Application
a) Mixing of Paint - Paint shall be factory-mixed except as provided in this section. All paint
shall also be field mixed before applying in order to keep the pigments in uniform
suspension. Zinc rich paints shall be continually agitated in the pot by an approved method
during application.
b) Stripe Coats - The following provision shall apply to application of both undercoat and finish
coat: To secure a maximum coating on edges of plates or shapes, bolt heads and other
parts subjected to special wear and attack, the edges shall first be striped with a longitudinal
motion and the bolt heads with a motion rotary of the brush, followed immediately by the
general painting of the whole surface, including the edges and bolt heads.
c) Field Painting - When the erection work is complete including all bolting and straightening of
bent metal, all adhering rust, scale, dirt, grease or other foreign material shall be removed as
specified under 5.12.3.1 to 5.12.3.4.
As soon as the Engineer has examined and approved all field bolts, the heads of such bolts,
all welds and any surfaces from which the prime coat or the undercoat has become worn off
or has otherwise become defective, shall be cleaned and thoroughly covered with one coat
of prime coat paint.
The application of the finish coat shall be deferred until adjoining concrete work has been
placed and finished. If concreting operations have damaged the paint, the surface shall be
re-cleaned and repainted.
The Contractor shall protect pedestrian, vehicular and other traffic upon or underneath the
structure and also all other portions of the structure, against damage or disfigurement by
spatters, splashes and smirches of paint or paint materials.
d) Brushing - When brushes are used, the paint shall be so manipulated under the brush as to
produce a smooth uniform, even coating in close contact with the metal or with previously
applied paint, and shall be worked into all corners and crevices.
e) Spraying - Power spraying equipment shall apply the paint in a fine, even spray without the
addition of any thinner. The Contractor shall follow the manufacturer’s recommendations
with regard to the adjustment of the painting equipment (nozzle orifice and pressure), the
weather conditions required during application and the interval of time between the coats.
Paint, when applied with spray equipment, shall be immediately followed by brushing when
necessary to secure uniform coverage and to eliminate wrinkling, blistering and airholes.
f) Removal of Paint - If the painting is unsatisfactory to the Engineer, the paint shall be
removed and the metal thoroughly cleaned and repainted.
g) Thinning Paint - Paint as delivered in containers when thoroughly mixed is ready for use. If it
is necessary to thin the paint in order that it shall spread more freely, this shall be done only
by heating in hot water or on steam radiators, and liquid shall not be added nor removed
unless permitted by the Engineer.
h) Painting Galvanised Surfaces - Painting of galvanised surfaces shall be as directed in writing

by the Engineer.

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i) Shop Protective Treatment - Unless otherwise specified, steelwork shall be given one coat of
approved primer paint after it has been accepted by the Engineer, either in shop before it is
shipped from the plant (for new steelworks), or in the field (for rehabilitation of existing steel
structures). The prime coat must be applied within maximum two (2) hours after the blasting
and dust freeing. If the time elapsed since the start of blasting exceeds this limit, brushing
and dust freeing must be repeated. Priming shall proceed only when the relative humidity is
les s than 80 %.
Structural steel that is to be welded shall not be painted before welding is complete. Steel
that is to be field welded shall be given one coat of boiled linseed oil or other approved
protective coating after shop welding and shop fabricati on is completed.
Surfaces of iron and steel castings, either milled or finished, shall be given one coat of paint.
With the exception of abutting joints and base plates, machine-finished surfaces shall be
coated as soon as practicable after being approved before removal from the shop.
Erection marks for the field identification of members and weight marks shall be painted
upon surfaces areas previously painted with the shop coat. Material shall not be loaded for
shipment until it is thoroughly dry, and in any case not less than 24 hours after the paint has
been applied.
j) Quality Control - The control of the paint work shall include a verification of the quality of the
blasting and surface roughness, the quality of the paint applied, and the thickness of the
various paint coats. The dry film thickness shall be measured in place with a calibrated
magnetic film thickness gauge.
5.11.4 M EASUREMENT
The quantity of work done under this item shall be measured as the number of square
metres painted and accepted, unless otherwise specified. The surface shall be calculated
without reduction or addition for bolt holes, contact surfaces, welds, and cross-sectional
ends.
5.11.5 Payment
Painting work measured as described above shall be paid for at the contract unit price per
square metre of paint, completed and accepted, unless otherwise specified. The payment
shall be full compensation for the work, materials, labour and equipment, including furnishing
of paint material, cleaning of surfaces and application of paint.
Pay Item shall be as follows:
5.11(1) Shop protective treatment of Metal Square metre

Structures
5.11(2) Field protective treatment of Metal Square metre

Structures

KINGDOM OF CAMBODIA
5.12 FOUNDATION INVESTIGATION
5.12.1 DESCRIPTION
This work shall consist of the conducting of foundation investigations for structures including
all investigations, sampling and testing necessary to determine as accurately as possible the
bearing capacity of the soil (for shallow and deep foundations), the settlement and
consolidation parameters, and the depths of the piles as specified on the Drawings or in
accordance with the requirements of the Engineer.
5.12.2.1 Site Operations

Prior to the preparation of the detailed designs and construction drawings, the Contractor
shall carry out a detailed foundation investigation of each bridge site.
The foundation investigation shall include.

(a) borings with SPT tests or pressuremeter tests, including undisturbed and disturbed
sampling , or dynamic penetration tests,
(b) laboratory testing including:
• water content (ASTM D4683-87),
• specific gravity (ASTM D854-91, AASHTO T100-90),
• grain size distribution [ASTM D422-63(90), AASHTO T88-90],
• liquid limit and plastic limit (ASTM D4318-84, AASHTO T90-87),
• wet unit weight and dry unit weight, void ratio and porosity,
• soil classification,
• undrained direct shear test (ASTM D3080-90, AASHTO T236-84),
• unconfined compression test (ASTM D2166-91, AASHTO T208-90),
• consolidation test (ASTM D2435-90 or D4186-89, AASHTO T216-83),
• oedometer test, pH and SO4 content.
The depth of the borings may be determined based on the results of the foundation
investigation available, but it shall not be sufficient for obtaining the information required for
the foundation design.
SPT tests should be taken at 1.5 m intervals and water levels recorded at time of the site
investigation. Detailed bore logs shall be recorded by an experienced engineering geologist
or geotechnical engineer employed by the Contractor and shall be submitted to the Engineer
together with the surveyed location and existing ground level of each bore hole.
The results of the soils testing shall also be submitted to the Engineer.
5.12.2.2 Programme and Scope

The programme for the foundation investigation shall be submitted by the Contractor for the
Engineer’s approval but will not comprise less than one borehole at each bridge abutment
with sampling and SPT (or similar) testing, plus one borehole at each pier where multi-span
bridges are to be constructed.
SECTION 5 - STRUCTURES 5.12 – Foundation Investigation Page 92 - 95

KINGDOM OF CAMBODIA
5.12.3 M EASUREMENT
Measurement for foundation investigations will be by the actual number of bridge sites at
which investigations have been carried out and results provided and accepted by the
Engineer and is deemed to include all site work and laboratory testing activities
5.12.4 Payment
Payment for the foundation investigations carried out and accepted by the Engineer will be at
the Contract unit price for each bridge site specified in the Drawings and shall be full
compensation for all labour, materials, equipment and incidentals necessary to complete the
investigations, including completing all borings, materials testing and reporting, all to the
Payment shall be made under the following heading
5.12.(1) Foundation Investigation for Bridges Number
SECTION 5 - STRUCTURES 5.12 – Foundation Investigation Page 93 - 95

KINGDOM OF CAMBODIA
5.13 SURVEY
5.13.1 DESCRIPTION
This work shall consist of the carrying out of site surveys to be used by the Engineer for
completion of the foundation and sub-structure designs for bridges and to provide setting out
details for culverts..
5.13.2.1 Scope of Work

The scope of the surveys proposed by the Contractor at each site will be submitted to the
Engineer and approved prior to the commencement of these activities.
5.13.3 SURVEY REQUIREMENTS
5.13.3.1 Box Culverts

The Contractor shall carry out detailed topographic survey of each box culvert site to enable
the preparation of an existing site layout drawing with 0.5 m contours, detailing the existing
road alignment and levels, and position and levels of the existing stream channel and any
other relevant local features such as irrigation structures, houses, property fences or
boundaries and any other permanent reference marks.
The Contractor shall provide at each site permanent reference and recovery marks to enable
accurate location and control of construction of the new structure in accordance with the
requirements of sub-clause 9.4.3.3 of the General Specifications. These marks shall be
accurately identified and tabulated on the completed survey drawings of each site
5.13.3.2 Bridges
The Contractor shall carry out survey of each bridge site as detailed above in sub-clause
5.14.3.1 of these Special Provisions.
Where a realignment of the road is required, adequate survey of the existing road and
adjacent area shall be carried out to enable section of realignment proposed to be accurately
shown on the drawings, in particular in relation to its connections to the existing road.
5.13.4 DESIGN REQUIREMENTS
5.13.4.1 Box Culverts

The construction of box culverts shall be in accordance with Drawings, the relevant
provisions of the General Specifications and the provisions of Clause 2.2.3 of Part A of these
Special Provisions.
The Contractor may propose to use precast box culverts in place of the insitu box culverts
shown on the Drawings as provided for under Section A, Clause 2.2.3 of these Special
Provisions in which case it shall submit to the Engineer the detailed designs and construction
drawings for consideration.
These designs and drawings shall be in accordance with the relevant design codes as
specified in sub-clause 5.14.2.2 of these Special Provisions and shall be submitted with a
SECTION 5 - STRUCTURES 5.13 – Survey Page 94 - 95

KINGDOM OF CAMBODIA
written request that shall include a full description of the methods and equipment proposed
to be used and an explanation of the reasons for desiring to make the change.
This request and all details specified above shall be submitted to the Engineer no later than
period specified in sub-clause 5.14.4.3 of these Special Provisions.
5.13.5 M EASUREMENT
Measurement for survey will be by the actual number of bridge and box culvert sites at which
survey has been carried out and specified documents provided and accepted by the
Engineer and is deemed to include all site work and design office activities
5.13.6 Payment
Payment for the survey carried out and accepted by the Engineer will be at the Contract unit
price for each bridge and box culvert site specified in the Drawings and shall be full
compensation for all labour, materials, equipment and incidentals necessary to complete the
survey and design, including preparation of all survey drawings, reporting, interpretation of
foundation results, designs, preparation of construction drawings all to the satisfaction of the
Engineer.
Payment shall be made under the following heading:
5.13.(1) Survey for Bridges and Box Culverts Number
SECTION 5 - STRUCTURES 5.13 – Survey Page 95 - 95

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AND TRANSPORT
Section 6
Drainage and Protection Works
KINGDOM OF CAMBODIA
CONTENTS
6 DRAINAGE AND PROTECTION WORKS 5
6.1 REINFORCED CONCRETE CULVERT PIPES .....................................................5

6.1.1 Description .......................................................................................................................................................5
6.1.2.1 Pipe ..............................................................................................................................................................5
6.1.2.2 Testing.........................................................................................................................................................5
6.1.2.3 Permissible Variations ...........................................................................................................................6
6.1.2.4 Finish ...........................................................................................................................................................6
6.1.2.5 Marking........................................................................................................................................................6
6.1.2.6 Inspection and Rejection.......................................................................................................................6
6.1.2.7 Repairs ........................................................................................................................................................6
6.1.3.1 General ........................................................................................................................................................7
6.1.3.2 Excavation..................................................................................................................................................7
6.1.3.3 Bedding .......................................................................................................................................................7
6.1.3.4 Installation ..................................................................................................................................................8
6.1.3.5 Backfilling ...................................................................................................................................................8
6.1.3.6 Placing of Embankment ........................................................................................................................8
6.1.3.7 Imperfect Trench Method ......................................................................................................................8
6.1.3.8 Concrete for Culverts and Headwalls ...............................................................................................9
6.1.3.9 Bar Reinforcement for Culverts and Headwalls ............................................................................9
6.1.3.10 Unsuitable Foundation Material..........................................................................................................9
6.1.3.11 Extension of Existing Culverts .............................................................................................................9
6.1.4 Measurement ..................................................................................................................................................9
6.1.5 Payment......................................................................................................................................................... 10
6.2 RIP RAP AND CONCRETE SLOPE PROTECTION ........................................... 11

6.2.1 Description .................................................................................................................................................... 11
6.2.2 Materials Requir ements............................................................................................................................ 11
6.2.2.1 Riprap Stone .......................................................................................................................................... 11
6.2.2.2 Filter Material ......................................................................................................................................... 12
6.2.2.3 Concrete Slope Protection ................................................................................................................ 12
6.2.2.4 Mortar ....................................................................................................................................................... 12
6.2.2.5 Sacked Concrete Slope Protection ................................................................................................ 12
6.2.2.6 Incidentals............................................................................................................................................... 12
6.2.3.1 General ..................................................................................................................................................... 13
6.2.3.2 Preparation ............................................................................................................................................. 13
6.2.3.3 Cut off Wall or Sheeting ..................................................................................................................... 14
6.2.3.4 Placing Riprap ....................................................................................................................................... 14
6.2.3.5 Loose Riprap.......................................................................................................................................... 15
6.2.3.6 Grouted Riprap...................................................................................................................................... 15
6.2.3.7 Reinforced Concrete Slope Protection.......................................................................................... 15
6.2.3.8 Sacked Concrete Slope Protection ................................................................................................ 16
6.2.4 Measurement ............................................................................................................................................... 16
6.2.5 Payment......................................................................................................................................................... 16
S ECTION 6 - DRAINAGE AND Protection Works Contents Page 2 - 35

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6.3 SUB-SURFACE DRAINS...................................................................................... 18

6.3.1 Description .................................................................................................................................................... 18
6.3.2.1 Pipe ........................................................................................................................................................... 18
6.3.2.2 Pipe Backfill............................................................................................................................................ 18
6.3.2.3 Rock Fill ................................................................................................................................................... 18
6.3.3.1 Trench and Bedding for Pipe Subdrains ...................................................................................... 18
6.3.3.2 Placing Pipe and Backfilling.............................................................................................................. 19
6.3.3.3 Placing Rock Fill ................................................................................................................................... 19
6.3.4 Measurement ............................................................................................................................................... 19
6.3.5 Payment......................................................................................................................................................... 19
6.4 MINOR DRAINAGE STRUCTURES .................................................................... 21

6.4.1 Description .................................................................................................................................................... 21
6.4.4 Measurement ............................................................................................................................................... 21
6.4.5 Payment......................................................................................................................................................... 22
6.5 CONCRETE BARRIER, CURB AND GUTTER ................................................... 23

6.5.1 Description .................................................................................................................................................... 23
6.5.4 Measurement ............................................................................................................................................... 24
6.5.5 Payment......................................................................................................................................................... 24
6.6 GRASSING OF SLOPES ...................................................................................... 25

6.6.1 Description .................................................................................................................................................... 25
6.6.4 Measurement ............................................................................................................................................... 26
6.6.5 Payment......................................................................................................................................................... 26
6.7 TOPSOIL............................................................................................................... 27
6.7.1 Description .................................................................................................................................................... 27
6.7.4 Measurement ............................................................................................................................................... 28
6.7.5 Payment......................................................................................................................................................... 28
6.8 BRIDGE DRAINAGE............................................................................................. 29

6.8.1 Description .................................................................................................................................................... 29

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6.8.2.1 Gully and Grating.................................................................................................................................. 29
6.8.2.2 Cast Iron Piping..................................................................................................................................... 29
6.8.2.3 PVC Pipes ............................................................................................................................................... 29
6.8.2.4 Inserts ....................................................................................................................................................... 29
6.8.2.5 Fittings and other Incidentals ........................................................................................................... 29
6.8.3.1 Storage and Handling of Materials ................................................................................................. 29
6.8.3.2 Gullies....................................................................................................................................................... 29
6.8.3.3 Cast Iron Piping..................................................................................................................................... 29
6.8.3.4 PVC Pipe................................................................................................................................................. 30
6.8.4 Measuremen t ............................................................................................................................................... 30
6.8.5 Payment......................................................................................................................................................... 30
6.9 GABIONS .............................................................................................................. 31

6.9.1 Description .................................................................................................................................................... 31
6.9.2.1 General ..................................................................................................................................................... 31
6.9.2.2 Gabion boxes ......................................................................................................................................... 31
6.9.2.3 Mattresses............................................................................................................................................... 31
6.9.2.4 Wire ........................................................................................................................................................... 32
6.9.2.5 Anchors .................................................................................................................................................... 32
6.9.2.6 Rock .......................................................................................................................................................... 32
6.9.3.1 General ..................................................................................................................................................... 33
6.9.3.2 Anchor Plates and Pickets ................................................................................................................ 33
6.9.3.3 Assembling, Positioning and Joining Boxes and Mattresses ................................................ 33
6.9.3.4 Forming Shapes .................................................................................................................................... 34
6.9.3.5 Tensioning of Mattresses................................................................................................................... 34
6.9.3.6 Placing Rock Filling.............................................................................................................................. 34
6.9.3.7 Closing Boxes and Mattresses ........................................................................................................ 34
6.9.4 Measurement ............................................................................................................................................... 35
6.9.5 Payment......................................................................................................................................................... 35

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6 DRAINAGE AND PROTECTION WORKS
6.1 REINFORCED CONCRETE CULVERT PIPES

6.1.1 DESCRIPTION
This work shall consist of furnishing and installation of reinforced concrete culvert pipe at
such locations as are shown on the Drawings or by the Engineer in accordance with these
Specifications and in accordance with the classes, lines, levels, grades and dimensions
The work shall include the furnishing and construction of such joints and such connections to
other pipes, catch basins, and walls and other items as may be required to complete the
structure as shown on the Drawings.
The horizontal and vertical location of pipe culverts, their dimensions, skews and their inlets
and outlets, as indicated on the Drawings, are subject to final decision and instruction to be
given by the Engineer in writing. If changes occur in the above respects, they shall in no way
affect or invalidate the unit rates concerned.
More culverts than shown on the Drawings may be required and, if so, the Engineer will
indicate their location and size as the work proceeds.
6.1.2.1 Pipe
a) General - Reinforced concrete culvert pipes shall be preferably of the tongue and groove
type rather than of the bell and spigot type. They shall be constructed in accordance with the
details shown on the Drawings. Butt jointed pipes will not be permitted.
b) Concrete - Concrete used in the construction of reinforced concrete culvert pipes shall be in
accordance with Section 5.1 of these Specifications, except where modified by the Drawings.
c) Reinforcement - Steel Reinforcement used in the construction of reinforced concrete culvert

pipe shall be in accordance with Section 5.2 of these Specifications, except where modified
by the Drawings.
d) Mortar - Mortar for joints shall contain one part portland cement and two parts sand by dry
volume unless otherwise required by the Drawings or these Specifications. The sand shall
conform to the requirements of AASHTO Standard Specification M 45.
The amount of water in the mix shall be such that the consistency of the mortar is suitable for
the purpose intended and to the satisfaction of the Engineer.
All mortar shall be used within 30 minutes of adding the water.
6.1.2.2 Testing
Reinforced concrete pipes may be tested, at the discretion of the Engineer, in accordance
with the requirements of AASHTO T 280.
S ECTION 6 - DRAINAGE AND Protection Works 6.1 – Reinforced Concrete Culvert Pipes Page 5 - 35
KINGDOM OF CAMBODIA
6.1.2.3 Permissible Variations

a) Permissible variations in dimensions - The internal diameter of 300-600 mm pipe shall not
vary more than + 1.5% from the design diameter. The internal diameter of 700 mm -2.7 m
pipe shall not vary more than + 1.0% or 10 mm, whichever is greater, from the design
diameter. The wall thickness shall not be less than that shown in the design by more than
5% or 5 mm, whichever is the greater.
A wall thickness more than that required in the design shall not be a cause for rejection.
Pipes having localised variations in wall thickness exceeding those specified above shall be
accepted if three edge bearing strength and minimum steel cover requirements are met.
b) Permissible variations in the position of the reinforcement - The maximum variation in the
nominal position of the reinforcement shall be + 10% of the wall thickness or + 10 mm
whichever is greater. Pipes having variations in the position of the reinforcement exceeding
those specified above shall be accepted if the three bearing strength requirements obtained
on a representative specimen are met. In no case however shall the cover over the
reinforcement be less than 10 mm.
c) Variations in laying lengths - Variations in laying lengths of two opposite sides of pipe shall
not be more than 1% of the diameter with a maximum of 15 mm in any length of pipe except
where bevelled end pipe for laying on curves is specified by the Engineer.
d) The underrun in length of a section of pipe shall not be more than 1% of the diameter with a
maximum of 15 mm in any length of pipe.
6.1.2.4 Finish
Pipes shall be substantially free of fractures, large or deep cracks, and surface roughness.
The ends of the pipe shall be normal to the walls and centre line of the pipe.
6.1.2.5 Marking
The following information shall be clearly marked on each section of the pipe.
(a) The pipe class
(b) The date of manufacture
(c) The name or trade mark of the manufacturer
6.1.2.6 Inspection and Rejection

The quality of materials, the process of manufacture and the finished pipe shall be subject to
inspection and approval by an inspector employed by the Engineer.
Pipes shall be subject to rejection on account of failure to conform to any of the specification
requirements. Individual sections of pipe may be rejected because of any of the following.
(a) Fractures or cracks passing through the wall, except for a single end crack that does
not exceed the depth of the joint.
(b) Defects that indicate imperfect proportioning mixing and moulding.
(c) Surface defects indicating honeycombed or open texture
(d) Damaged ends where such damage would prevent making a satisfactory joint.
6.1.2.7 Repairs
Pipes may be repaired, if necessary, because of occasional imperfections in manufacture or
accidental injury during handling and will be acceptable if, in the opinion of the Engineer, the
KINGDOM OF CAMBODIA
repairs are sound and properly finished and cured and the repaired pipe conforms to the
requirements of these Specifications.
6.1.3.1 General
Installation of any pipe culvert shall not commence until the length of pipe called for at the
location in question has been approved by the Engineer.
All existing pipe culverts designated on the Drawings "to remain" or "to be extended" shall be
carefully examined on the inside of the pipe concurrently by authorised representatives of
the Engineer and the Contractor. Pipe culverts considered by the Engineer to be defective
shall be removed and replaced as provided for herein. All usable sections of existing pipe
culvert shall be handled with extreme care, cleaned, removed from the site and stored at a
location to be determined by the Engineer.
Pipes removed shall be replaced with new pieces of pipe and payment for this work shall be
made as specified in Clauses 6.1.4 and 6.1.5 of these Specifications. The Contractor will be
held responsible for the satisfactory removal of pipe sections in a usable condition.
All pieces of pipe used for new pipe culverts and extending existing pipe culverts shall be
new pieces of pipe as specified in Clause 6.1.2 of these Specifications. Excavation and
backfill of pipe culverts and extensions shall not be measured and payment for this work will
be made as described in Clauses 6.1.4 and 6.1.5 of these Specifications.
6.1.3.2 Excavation
Unless otherwise directed by the Engineer, pipe culverts to be laid at or below existing
ground level and/or under embankment shall have the fill constructed to a height of at least
600 mm above the top of the pipe and then a trench excavated to receive the pipe.
Where circumstances permit and only with the approval of the Engineer will ht e Contractor
be permitted to construct pipe culverts on or in existing ground without first forming
embankment.
Before laying the pipe culvert, the foundation shall be trimmed true to line and grade, as
directed by the Engineer, over sufficient width to permit satisfactory construction of the
bedding. Special care shall be taken to remove any hard or deleterious material from the
foundation area.
If a firm foundation is not encountered, owing to soft, spongy or unstable soil, such unstable
soil under the pipe and for a width of at least one diameter on each side of the pipe shall be
removed to the depth directed by the Engineer and replaced with gravel or other suitable
selected material properly compacted to provide adequate support for the pipe, unless other
special construction methods are called for on the Drawings.
The prepared surface shall provide a firm foundation of uniform density throughout the length
of the culvert.
Excavated materials shall not be deposited in the drainage channel and, so far as possible
shall be utilised as back fill or embankment.
6.1.3.3 Bedding
Bedding details for pipe culverts shall be as shown on the Drawings. The Engineer shall
decide, in the field, what type of bedding shall be used depending upon the foundation soils.
Granular material to be used as bedding shall conform to the requirements as specified in
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Section 5.8 of these Specifications - Porous Backfill Material Type A, or similar material
approved by the Engineer, and shall be compacted in layers not exceeding 100 mm
thickness to a density not less than 90% of that determined by AASHTO T 180, or such other
standard as shall be directed on the Drawings or by the Engineer.
6.1.3.4 Installation
All reinforced concrete culvert pipes shall be laid with cemented joints. The pipe shall be laid
carefully, hubs up-grade, spigot ends fully entered into the adjacent hub, and true to lines
and grades as shown on the Drawings or directed by the Engineer. Before succeeding
sections of pipe are laid, the lower half of the hub of the preceding section shall be plastered
on the inside with cement mortar (proportioned 2 of sand to 1 of cement) of sufficient
thickness to bring the inner surface of the abutting pipes flush and even. At the same time
the upper half of the spigot of the succeeding pipe shall be similarly plastered with mortar.
After the pipe is laid, the remainder of the joint shall be filled with similar mortar, and
sufficient additional mortar shall be used to form a bead around the joint. The inside of the
joint shall be wiped and finished smooth. The mortar on the outside shall be protected for
two days or until the Engineer allows backfilling to proceed.
When pipe culverts are to be installed at locations where no pipe previously existed, the
embankment shall be placed in uniform layers to an elevation 600 mm over the top of the
proposed pipe and a trench shall be excavated to at least the dimensions shown on the
Drawings. When installation of pipe is completed, backfilling will proceed as described below
to a level of at least 600 mm over the top of pipe, then embankment placing will continue as
specified in Section 2.6 of these Specifications.
6.1.3.5 Backfilling
Backfilling shall be carried out with material approved by the Engineer placed in uniform
layers not exceeding 100 mm in uncompacted depth and thoroughly compacted. Each layer
of backfill material, if dry, shall be wetted uniformly to a moisture content approved by the
Engineer to obtain a density of not less than 90% of that determined by AASHTO T180 or
such other density as shall be directed on the Drawings or by the Engineer.
Special care shall be taken to compact thoroughly the material under the haunches of the
pipe and to ensure that the backfill shall be brought up evenly on both sides of the pipe for
the full required length. Heavy earth moving and compacting equipment shall not operate
closer to the culvert than 1.5 metres until covered to a depth equal to at least one fourth of
the diameter of the culvert, but in no case less than 600 mm, unless otherwise approved by
the Engineer. Light weight equipment may be operated within the above limitation after
embankment has been placed and compacted to give a minimum cover of 300 mm over the
top of the culvert.
Material for backfill shall conform to the requirements of select fill material as specified in
Clause 2.6.2 of these Specifications. Limits of excavation and backfill measured for payment
are as shown on the Drawings.
6.1.3.6 Placing of Embankment

Only when all backfilling has been completed in accordance with sub-clause 6.1.3.5
Backfilling of these Specifications will the Contractor continue with forming embankment
which shall be done in conformity with the requirements of Section 2.6 of these
Specifications.
6.1.3.7 Imperfect Trench Method

If the imperfect trench method is required by the Drawings the pipe shall be bedded, the
trench backfilled and the embankment placed as described above to a height above the top
KINGDOM OF CAMBODIA
of the pipe equal to the vertical outside diameter of the pipe plus 300 mm. A trench equal in
width to the outside diameter of the pipe shall then be excavated in the newly placed backfill
or embankment directly over the pipe and down to an elevation 300 mm above the top of the
pipe. The sides of the trench shall be kept as nearly vertical as possible. The trench shall
then be backfilled with highly compactable soil material as directed by the Engineer. Straw,
leaves, sawdust, all to the approval of the Engineer, may be used to fill the lower one fourth
to one third of the trench. After the trench is backfilled the embankment shall be placed in
accordance with the requirements of Section 2.6 of these Specifications.
6.1.3.8 Concrete for Culverts and Headwalls

Concrete box culverts and headwalls for box culverts shall be constructed as shown on the
Drawings in accordance with the requirements of Section 5.1 of these Specifications.
6.1.3.9 Bar Reinforcement for Culverts and Headwalls

Steel reinforcement for culverts and headwalls shall be as shown on the Drawings and in
accordance to the requirements as specified in Section 5.2 of these Specifications.
6.1.3.10 Unsuitable Foundation Material

Foundation soils deemed unsuitable for pipe culverts shall be removed and replaced with
accepted material to the dimensions as specified in sub-clause 6.1.3.2 of these
Specifications. This removal and replacement of material, as well as compaction
requirements, shall be performed and paid for in accordance with Section 2.2 of these
Specifications under Item No. 2.2(2), Roadway Excavation, Unsuitable.
6.1.3.11 Extension of Existing Culverts

Extension of existing pipe culverts shall be accomplished as specified on the Drawings.
Pipe extensions shall be made with new pipe only. Pipe culverts which are designated on the
Drawing “to be extended” shall be examined as specified in sub-clause 6.1.3.2 of these
Specifications. Pipe joints will also be carefully inspected by the Engineer and broken joints
shall be resealed. Pipe culverts shall be extended by the method shown on the Drawings to
connect the initial piece of extended pipe to the existing pipe. The culverts shall then be
backfilled as specified in sub-clause 6.1.3.5 of these Specifications.
6.1.4 M EASUREMENT
Culvert Pipe shall be measured as the number of linear metres of pipe from end to end of
each pipe structure (excluding the width of joints), complete and accepted in place.
Excavation, bedding, backfill, and tamped fill will not be measured as such and will also be
considered incidental to the laying of the pipe culvert structure.
Where additional excavation is required to remove unsuitable material, this quantity shall be
measured in cubic metres bounded by vertical planes 500 mm outside the outer wall of the
pipe and the plane of the lowered elevation. No separate or additional measurement will be
made for the excavation of bell holes , when required, or for Portland cement used in
constructing pipe joints. Where manholes, catchpits etc. occur, the length of pipe to be
measured shall be from outside wall to outside wall of manhole.
Pipe culverts shall be measured from end to end along the centreline of the culvert and
parallel to the foundation. Where two or three pipe culverts are placed on a mutual bedding,
each culvert shall be separately measured.
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Work such as resealing existing mortared joints on the inside of existing culverts, removal of
existing headwalls and wingwalls and the reshaping and redirecting the stream bed to meet
the new or extended culverts shall be considered incidental to the Contract as a whole and
no separate measurement or payment will be made.
6.1.5 Payment
Reinforced concrete culvert pipe, whether for a new culvert or extension shall be paid for at
the Contract unit price per linear metre for the particular size specified on the Drawings or as
directed by the Engineer. The price shall be full compensation for furnishing, hauling, and
installing the pipe, excavation, bedding, jointing, granular material, backfill, compaction, pipe
collars, resealing existing joints, removal of headwalls and defective sections of existing
pipe, labour, tools, equipment and incidentals necessary to complete the work.
Removal of unsuitable materials, below the foundation elevation of the pipe culvert, shall be
paid for under Item No. 2.2(2), Roadway Excavation Unsuitable of these Specifications.
Construction of concrete headwalls will be measured and paid for under Section 5.1
Concrete of these Specifications.
6.1(1) Reinforced Concrete Pipe, 800mm dia metre

Etc.
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6.2 RIP RAP AND CONCRETE SLOPE PROTECTION

6.2.1 DESCRIPTION
This work shall consist of the provision and installation of riprap or concrete slope protection
for stream banks, embankment slopes, cut slopes, bridge abutment slopes and other
surfaces composed of erodible materials where protection is desired as shown on the
drawings. Generally, the protection will form an impervious layer constructed in or on
designated surfaces and shall have at its bottom and ends anti-scour devices such as cutoff
walls, toe walls or sheeting. Slope protection may be constructed of concrete, stone riprap
or sacked concrete as shown on the Drawings.
Slope protection shall also include impervious linings of concrete or stone riprap for ditches
or gutters for the conveyance of surface runoff. The linings shall be placed in ditches,
gutters, chutes, outlets or other locations as shown on the Drawings, directed by the
Engineer or as specified in these Specifications. Anti-scour devices may also be included
with these items.
A filter blanket will be provided where it is anticipated that there may be migration of fines
through the riprap
If directed by the Engineer, the various types of slope protection shall be constructed in the
locations so directed, whether or not shown at those locations on the drawings, in
accordance with the Standard Drawings.
Other types of slope protection shown on the drawings such as grassing of slopes or
gabions will be constructed in accordance with the relevant sections of these Specifications
6.2.2.1 Riprap Stone

Stone for riprap shall consist of field stone or rough, un-hewn quarry stone as nearly
rectangular as practicable. The stone shall be sound, tough, durable, dense, resistant to the
action of air and water and suitable in all other respects for the purpose intended. The stone
shall have percentage of wear of not more than 50% as determined by AASHTO test method
T 96 after testing stone which has been broken up in small pieces in conformance with T 96
requirements. Riprap stones shall, in general, be of the wide flat type with their larger faces
roughly rectangular and parallel. The minimum thickness of stone shall be 150 mm
(measured perpendicular to face of riprap). No face dimension shall be less that the
thickness of the stone.
Stones for riprap shall be of one of the following classes as indicated on the drawings or as
determined by the Engineer:
Class A Stones ranging in weight from a minimum of fifteen (15) Kg to a maximum of

twenty five (25) Kg, with at least 50 percent by weight of the stones weighing more
than twenty (20) Kg.
Class B Stones ranging in weight from a minimum of thirty (30) Kg to a maximum of
seventy (70) Kg, with at least 50 percent by weight of the stones weighing more than
fifty (50) Kg.
Class C Stones ranging in weight from a minimum of sixty (60) Kg to a maximum of one
hundred (100) Kg, with at least 50 percent by weight of the stones weighing more than
eighty (80) Kg.
S ECTION 6 - DRAINAGE AND Protection Works 6.3 – Sub-surface Drains Page 11 - 35

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Riprap stones for ditch lining, chute or outlet lining shall have a minimum thickness of
100 mm and minimum length and width dimensions of at least 250 mm. These stones shall
not weigh less than 10 kilograms each and may range in weight between 10-25 kilograms.
In other respects, the stones shall conform to the requirements described above.
6.2.2.2 Filter Material

The grading of filter material shall be as specified on the drawings or in the Special
Provisions. If not otherwise specified it will be required that D15 of the filter is at least 4
times as large a D15 for the underlying embankment materials, and not more than 4 times
the D85 for the embankment material.
[Where D15 and D85 are the particle diameters corresponding to fifteen percent and eighty-
five percent respectively, passing (by weight) in a grain size analysis.]
Filter material required for bridge abutments and embankment slope protection shall be an
accepted coarse aggregate material as specified in Section 5.8 of these Specifications, or as
6.2.2.3 Concrete Slope Protection

Concrete slope protection for embankments or cut slopes shall be a Class D concrete slab
constructed to the dimensions and details shown in the Drawings. The concrete slab may or
may not contain steel reinforcement, as required by the Drawings. Steel reinforcement shall
conform to the requirements of Section 5.2 of these Specifications.
Concrete for lining ditches, gutters, outlets and chutes shall also be Class D concrete, with or
without steel reinforcement, as detailed in the Drawings. Class D concrete shall conform to
the provisions of Section 5.1 of these Specifications.
6.2.2.4 Mortar
The mortar shall consist of one part of Portland cement and three parts of sand by dry loose
volume with one fifth (1/5) part of hydrated lime and sufficient water to produce a mortar that
is plastic and can be easily handled and trowelled. Retempering of mortar that has not been
used for periods of 45 minutes or longer will not be permitted and such mortar shall be
rejected. Cement for mortar shall conform to the requirement of Section 5.1 of these
Specifications.
6.2.2.5 Sacked Concrete Slope Protection

Sacked concrete slope protection shall consist of a mixture of aggregates and cement
placed in a jute or cotton sack having a minimum capacity of 30 litres or larger and an
average thickness of 200 mm. Sacks shall be a type which will allow water to penetrate
them easily. Sacked concrete slope protection shall conform to the requirements as detailed
in the Drawings.
6.2.2.6 Incidentals
All incidentals required in slope protection shall conform to the requirements as specified in
the Drawings, and these Specifications. These incidentals include, but are not limited to,
such items as joint sealer, weep-holes and drain pipes.

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6.2.3.1 General
Unless otherwise specified riprap and concrete slope protection shall always be constructed
as an impervious layer upon designated surfaces and shall have mortared joints.
Reinforced concrete drain chutes, unless otherwise specified, shall be constructed where
curb and gutter is used with embankment heights greater than 6 metres to safely convey
surface runoff down the embankment slope.
The drain chutes shall connect the drop openings integrated into the curb with the toe of the
slope. The curb and gutter installation shall be placed along each shoulder edge when the
roadway is in a normal cross section and only along the lower edge in a superelevated
section. Spacing of drain chutes shall be as indicated on the Drawings or as directed by the
Engineer. Grouted riprap protection shall also be placed at the toe of the drain chute as
detailed in the Drawings.
Reinforced concrete drain outlets, unless otherwise specified, shall be constructed along the
side slopes between the outlet of pipe culverts and the toe of embankment to guard against
erosion wherever the vertical distance between the pipe outlet and toe of slope is declared
critical by the Engineer. The drain outlet shall be a trapezoidal reinforced concrete gutter of
a type as detailed in the Drawings. Grouted riprap protection shall be integrated into the
discharging end of each drain outlet as detailed in the Drawings.
Concrete interceptor ditches, unless otherwise specified, shall be constructed at the toe of
benches where depths of excavation exceed 5 metres and the subgrade material is subject
to erosion. Interceptor ditch linings may be reinforced concrete or plain concrete and shall
be as detailed in the Drawings or as directed by the Engineer.
Concrete, riprap or sacked concrete embankment slope protection shall be constructed at

locations shown on the drawings or as directed by the Engineer. This type of slope
protection shall generally be used where embankment intrude into streams or watercourses.
All riprap and concrete slope protection shall conform to the dimensions and requirements
shown on the Drawings, these Specifications or as directed by the Engineer
6.2.3.2 Preparation
When newly constructed earthworks are to be provided with riprap or slope protection, the
excavation or embankment shall be constructed to the planned profiles and dimensions,
without making allowance for the space to be occupied by the protection works. Excavation
for protection works will only be carried out immediately prior to its construction. The
Contractor shall obtain the approval of the Engineer to his proposed method of construction
prior to commencement of construction of the section of the works concerned
The areas to be covered shall, at the proper time, be laid out to intended positions, and all
necessary cut and fill stakes, batter boards and construction lines set up. Every effort shall
be made to have the surfaces in such condition as to require solely excavation immediately
prior to the laying of the materials. Where, however, low areas are encountered they shall
be backfilled and thoroughly tamped at the earliest practical time in advance of the laying of
masonry, to avoid settlement after placing materials. It is not necessary that the entire area
to be protected be excavated and fine graded in advance of the laying, work should be
always laid upon a freshly excavated and stable surface.
Aggregates and cement for sacked concrete slope protection shall be mixed dry, by hand, or
mechanically in the proportion of 1:10 (cement aggregate) measured by volume until the
mixture is uniform in colour. Aggregates shall meet the gradation and quality requirements

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as specified in the Drawings. The mixture shall be placed into the sacks and filled
approximately 75% full, and shall be securely and substantially sewed, the ends forming a
straight edge.
The sacks when filled shall have an average thickness or depth of 200 mm.
6.2.3.3 Cut off Wall or Sheeting

Riprap and concrete slope protection will usually be accompanied by a bottom cutoff wall.
Where the cutoff wall is composed of masonry, a trench shall be excavated to the
dimensions required for the masonry, dewatered, and the masonry placed directly in the
trench, visually without any form. Where the cutoff wall is composed of sheeting, care shall
be taken not to disturb, by excavation or otherwise, any natural ground, stream beds or other
formations intended to be in front of the sheeting.
After laying has been completed, backfilling shall be carried out around the edges and
mechanically tamped. Special care shall be given to backfilling and compacting any spaces
or volumes resulting from the removal of forms.
If the bottom of the riprap or concrete slope protection does not occur in rock or other natural
strata accepted as non-erodible, riprap shall always be founded or sealed on the bottom with
appropriate cutoff trenches or sheeting. For cutoff walls composed of masonry, the prepared
trench shall be dewatered and completely filled with stones and mortar. The trench shall first
be filled approximately 60 per cent with mortar and immediately thereafter stones shall be
dropped and pushed into the unset mortar or concrete so as to make a solid, dense masonry
wall.
Additional mortar or concrete may be added to the top so as to obtain a screeded, level top
surface. Only such length of trench is to be worked upon at a time as to insure that all
stones can be inserted in fresh concrete. Where the foundation under the riprap or concrete
slope protection is unstable and the masonry cutoff may settle or fail, the cutoff masonry will
be omitted and sheeting as required shall be driven. The cutoff masonry and/or sheeting
shall be constructed before laying the riprap or concrete slope protection.
Where the cut-off wall is composed of sacked concrete and after laying and backfilling has
been completed, the sacked concrete shall be thoroughly soaked by spraying with water to
the satisfaction of the Engineer. The cut-off protection shall be constructed before laying the
sacked concrete slope protection.
After cutoff masonry or sheeting has been placed and accepted the laying of slope protection
shall be commenced in tight contact with the cutoff masonry or sheeting and laid from the
bottom towards the top. Stone and precast concrete blocks shall be laid in close contact.
6.2.3.4 Placing Riprap

Stones placed below water line shall be distributed so that the minimum thickness of the
riprap is not less than that specified.
Stones above the water line shall be placed by hand. They shall be laid with close, broken
joints and shall be firmly bedded into the slope and against the adjoining stones. The stones
shall be laid perpendicular to the slope with ends in contact. The riprap shall be thoroughly
compacted as construction progresses and he finished stones shall present an even, tight
surface. Interstices between stones shall be chinked with spalls firmly rammed into place.
Unless otherwise provided, riprap shall have the following minimum thicknesses, measured
perpendicular to the slope
Class A: 300 mm

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Class B: 450 mm
Class C: 600 mm
The surface of riprap placed above the water line shall not vary from the theoretical surface
by more than 80 mm at any point.
6.2.3.5 Loose Riprap

Loose riprap where specified on the drawings shall be placed by dumping and spreading in
layers by a mechanical device or other methods approved by the Engineer, all to a secure,
stable mass. Surface irregularities of the slope shall not vary more than 100mm along the
intended slope. After completion and approval of the riprap placement, the surface voids of
the riprap in the footing trench and on the lower portions of the slope shall be filled with
excavated material and dressed to the satisfaction of the Engineer
6.2.3.6 Grouted Riprap

Riprap shall be arranged in such a way that the largest rocks are at the bottom of the slope.
The surfaces of the rock shall be cleaned of adhering dirt and clay and shall be moistened.
Rocks in the bottom courses and to a vertical height and thickness as shown on the
drawings, or where directed by the Engineer shall be carefully arranged by hand to interlock
and form a three-point bearing on the underlying rocks with their longitudinal axis normal to
the embankment face.
As each of the larger stones is placed it shall be surrounded by fresh mortar and adjacent
stones shall be pushed into contact. In the case of grouted riprap, the interstices may be
partly filled with spalls or small stones, and finally all remaining joints or openings filled
solidly with mortar. Where the pieces are composed of precast concrete, they shall be laid
with broken joints. As each course is laid, the top of the joint shall be filled with mortar so
that the succeeding course can be shoved i nto position in a full bed of mortar.
At the conclusion of a course to the specified levels all excess mortar forced up shall be spread
uniformly to completely fill all surface voids. All surface joints shall then be roughly pointed
flush with the surface of the slope protection.
6.2.3.7 Reinforced Concrete Slope Protection

Reinforced Concrete Slope Protection may be either precast or cast-in-situ. Concrete
construction shall be carried out in accordance with the requirements of section 5.1 and 5.2
a) Precast Concrete
Precast concrete slope protection shall be constructed on the site or other locations at the
Contractor’s option. Forms shall be composed of wood or steel and the pieces cast in
horizontal positions. Lifting holes may be provided or rings, hooks, or other devices inserted
to facilitate handing. Holes are to be filled with mortar if exposed in completed work.. Curing
shall be with burlap or cotton mats.
Slopes which are to receive the precast slope protection shall be graded and trimmed, and
filled, tamped and screeded if necessary to final grade immediately prior to laying. A row of
blocks shall be laid on ends (400 mm dimension normal to the slope) under all edges of
slope protection, except where same is contiguous to pier or abutment walls. These end or
edge blocks shall be set in trenches excavated as nearly neat to the block as possible. Any
spaces between the block and sides of the trench shall be backfilled and tamped. Slope
protection concrete blocks shall then be laid with broken joints, and all joints shall be
mortared joints. As the edge is completed from bottom to top, backfill shall be placed

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against the completed edge and tamped. All blocks shall be full size, except where half
blocks are required to complete courses. The completed exposed surface shall be accurate
to a tolerance not exceeding ten mm in l.5 metres.
All blocks, slabs and stones shall conform to the dimensions and requirements stated on the
Drawings.
b) In-situ Concrete
The slopes shall be prepared and trimmed to line and level using suitable material,
compacted in accordance with the requirements of these Specifications to form a suitable
sub-grade approved by the Engineer and formwork shall be installed in accordance with the
relevant provisions of the Specifications
After fixing the reinforcement, the concrete shall be placed after water has been sprayed on
the prepared area.
6.2.3.8 Sacked Concrete Slope Protection

In laying sacked concrete slope protection, the prepared sacks shall be bedded on the
prepared surface upon which they are placed with the sewn ends all in the same direction.
sacks shall be placed by hand, beginning at the bottom of the slope and laid with broken
joints. The sacks shall be rammed and packed against each other and tamped on the
surface so as to form a close and moulded contact and secure a uniform surface.
Sacks ripped or broken during placing shall be removed and replaced. Immediately after
placing and tamping the sacks, they shall be soaked thoroughly by sprinkling with water.
Water shall not be applied under high pressure.
6.2.4 M EASUREMENT
5.1.6(a) of these Specifications, riprap shall be measured as the number of cubic metres of
riprap of each class placed and approved
Concrete slope protection for embankment, cut slopes, and bridge abutment, ditch linings,
drain outlets and mortared riprap at toes of chutes or outlets will be measured on a two
dimensional basis in square metres. Linear dimensions shall be taken in not less than two
directions and of sufficient number so that averages can be obtained and the product of the
averages shall be the area for payment. Where slopes exist, measurement shall be along
the surface of the slopes. Concrete interceptor ditch lining and reinforced concrete drain
chute will be measured on a linear metre basis, along the slope of the ditch or chute.
Cutoff masonry, sheeting and anti-scour devices will not be measured but will be considered
incidental to the slope protection item.

5.1.6(b) of these Specifications, no separate measurement shall be made for riprap and
concrete slope protection work.
6.2.5 Payment
Riprap shall be paid for at the Contract unit price per cubic metre for each class of riprap.
Concrete slope protection work shall be paid for at the Contract unit price per square metre
as listed below. The unit prices shall be full compensation for the work as described herein
and shown on the Drawings, including all materials, excavation, forms, screeding, curing,

KINGDOM OF CAMBODIA
hauling of materials, backfill, mortar, joints, equipment, tools, labour and incidentals
necessary to the proper completion of the work.
6.2(1) Loose Riprap, Class A Cubic metre

6.2(2) Loose Riprap, Class B Cubic metre
6.2(3) Loose Riprap, Class C Cubic metre
6.2(4) Grouted Riprap, Class A Cubic metre
6.2(5) Grouted Riprap, Class B Cubic metre
6.2(6) Grouted Riprap, Class C Cubic metre
6.2(7) Reinforced Concrete Slope Protection Square metre
6.2(8) Sacked Concrete Slope Protection Square metre
6.2(9) Concrete Ditch Lining, Type I Square metre
6.2(10) Concrete Ditch Lining, Type II Square metre
6.2(11) Concrete Ditch Lining, Type III Square metre
6.2(12) Grouted Riprap Ditch Lining Square metre
6.2(13) Concrete Interceptor Ditch Lining Metre
6.2(14) Reinforced Concrete Drain Chute Metre
6.2(15) Reinforced Concrete Drain Outlet Square metre
6.2(16) Grouted Riprap at Toe of Chute or Square metre
Outlet

KINGDOM OF CAMBODIA
6.3 SUB-SURFACE DRAINS

6.3.1 DESCRIPTION
This work shall consist of providing drains for the removal of sub-surface water such as
perforated pipe subdrains or layers of porous material placed below subgrade. The work
shall be constructed to the lines, levels and dimensions as specified in the Drawings and
Subdrains may consist of perforated pipe placed in a trench and backfilled with sand and
used to intercept and remove ground water encountered during excavation, usually in hilly or
mountainous areas. The depth and location of subdrains shall be determined by the
Engineer during construction when excavation reveals the location of ground water.
Subdrains may also be a type of rock and coarse sand fill placed at the toe of embankment
on side slopes where the roadway section is constructed in both cut and fill, which allows
subsurface water to drain along the interface of rock and new embankment and out through
the filter. The location of this type of subdrain shall also be determined by the Engineer
during construction where seepage is evident.
6.3.2.1 Pipe
Pipes for subdrains shall be perforated polyvinyl chloride (PVC) as detailed in the Drawings
or as directed by the Engineer.
Pipes of other materials shall be permitted only if approved by the Engineer.
6.3.2.2 Pipe Backfill

Porous backfill material for bedding and backfilling pipe subdrains shall meet the gradation
and quality requirements as specified in the Drawings or in Section 5.8 of these
Specifications.
Impervious backfill material shall be a fine compactable material approved by the Engineer.
6.3.2.3 Rock Fill

Rock fill shall consist of broken rock of maximum 300 mm size and coarse sand as specified
in the Drawings. Rock fill shall meet the requirements of rock embankment as specified in
6.3.3.1 Trench and Bedding for Pipe Subdrains

Trenches shall be excavated to the width, line and grade as shown on the Drawings. Unless
shown otherwise, the depth shall vary from one to 1.5 metres below the finished surface at
the top of the trench where the construction is under a gutter, ditch or the roadbed, and to
depths required for proper drainage at other locations. A 100 mm bed of granular backfill
material shall be spread in the bottom of the trench throughout its entire length and brought
to a uniform grade.

KINGDOM OF CAMBODIA
6.3.3.2 Placing Pipe and Backfilling

Pipes of the kind and size required shall be embedded firmly in the bedding material.
Bell and spigot pipe shall be laid with the bell ends upgrade and the spigot ends fully entered
in the adjacent bell and spot mortared to provide for centering of pipe, but not closed to the
des ired infiltration of water.
The joints of butt-jointed pipe shall be covered with two-ply tar paper strips not less than
150 mm in width and of sufficient length to permit the ends being turned outward and laid flat
on the bedding material on either side of the pipe for a distance of 80 mm. In lieu of tar
paper, the joints may be wrapped twice around with a strip of burlap or other approved
material.
Perforated pipe shall be laid with the perforated side of the pipe down, and separate sections
shall be firmly jointed with approved metal bands.
Polyvinyl chloride (PVC) pipe shall be perforated by drilling holes of one centimetre diameter
at intervals of 100 mm extending along the length of the pipe. A crushed stone filter of
maximum aggregate size l2.5 mm shall be placed at end joints around the pipe as detailed in
the Drawings.
After the pipe has been laid and has been inspected and approved by the Engineer, porous
backfill material shall be placed to the depth indicated on the Drawings. Care should be
exercised not to displace the pipe or joint covering around and over the pipe. The upper
portion of the trench shall then be filled with suitable material of either porous or impervious
type as shown on the Drawings. All filling material shall be thoroughly compacted.
All work shall be constructed to the dimensions and other requirements stated on the
Drawings or as directed by the Engineer.
6.3.3.3 Placing Rock Fill

Rock fill subdrains shall be placed in accordance with the requirements specified in sub-
clause 2.6.3.2 of these Specifications and compacted as specified in Section 2.6 as "Rock
Embankment".
The rock fill material shall extend from the benches cut into the natural side slope to the
embankment slope as detailed in the Drawings to permit sub surface water to drain.
The porous sand material to be used shall meet the requirement for types B, C, D or E
porous backfill material as specified in Section 5.8 of these Specifications.
6.3.4 M EASUREMENT
Subdrains with perforated PVC pipe shall be measured by the linear metre of pipe, the size
of which shall be specified in the Tender and on the Drawings.
Subdrains with rock fill shall be measured by the cubic metre to the lines and dimensions
shown on the Drawings or authorized by the Engineer.
6.3.5 Payment
The quantities of subdrains, measured as provided above, shall be paid for at the contract
unit price per unit of measurement. The payment shall be full compensation for trench
excavation, furnishing and placing all materials, including outlets, backfilling, labour,
equipment, tools and incidentals necessary to complete the work.

KINGDOM OF CAMBODIA
Payment shall be made under the following items:
6.3(1) Subdrain, perforated PVC pipe _____mm Metre

6.3(2) Subdrain, rockfill Cubic metre

KINGDOM OF CAMBODIA
6.4 MINOR DRAINAGE STRUCTURES

6.4.1 DESCRIPTION
This work shall consist of furnishing, constructing and/or installing miscellaneous types of
drainage structures built according to the Specifications for concrete structures and in
conformance with the Contract Drawings. Included are such items as inlet boxes, manholes,
urban drains, irrigation slide gates, flap gates, retaining walls, spring boxes, pipe
encasement, platforms, barriers and other incidental items not specified elsewhere.

Concrete shall conform to the requirements of Section 5.1 of these Specifications.
Reinforcement, where required, shall conform to the requirements of Section. 5.2 of these
Specifications. Iron castings for frames, covers and gratings for manholes and inlets shall
conform to the requirements of AASHTO. Standard Specification M 105 Class 30.
The Class of concrete for miscellaneous structures, shall be as shown on the Drawings.
Manhole and inlet steps shall meet the requirements of the latest edition of the ASTM
Designation A-207.

Construction methods given under Sections 5.1 and 5.2 of these Specifications for Concrete
shall apply for this item except as noted herein or in the Special Provisions.
Underground drainage structures, including earthwork and backfilling incidental thereto, shall
be completed before the adjacent roadway surfacing is placed, but pipe endwalls shall not
be constructed until adjacent works has been completed, as developments during
construction may justify alterations in design or location of such endwalls. Also manholes,
catch basins and inlets shall not be completed to final grade until after the relevant
operations have been finished and all necessary arrangements have been made to ensure
suitable connections at proper grade and alignment with pavements, gutter, curbs, etc.
Grates, and frames for grates, and covers for inlets and manholes shall be set in full beds of
mortar or be otherwise properly secured as indicated in the Drawings, so as to be held rigidly
in place to proper grade and alignment.
Inlet and outlet pipe at inlets and manholes shall be set or cut flush with the inside faces of
the walls of such structures and shall extend a sufficient distance beyond the outside faces
of the walls to provide ample room for making proper connections. The joint around the pipe
in the structure wall shall be completely and neatly closed with mortar, or other material as
may be specified, so as to make it watertight.
Pipe encasement shall be constructed in accordance with the Drawings.
6.4.4 M EASUREMENT
Catch Basins of the type indicated will be measured as units, complete in place in
accordance with the Drawings or at the direction of the Engineer. Manholes, and Drop inlets
will be measured on a three-dimensional basis as the number of cubic metres of concrete
placed in accordance with requirements approved by the Engineer.
Reinforced concrete pre-cast U drains, side drain access slabs, including foundations, and
retaining walls, of the sizes specified, shall be measured on a linear metre basis. In the case
S ECTION 6 - DRAINAGE AND Protection Works 6.4 – Minor Drainage Structures Page 21 - 35
KINGDOM OF CAMBODIA
of Retaining Walls, the height of the wall (H) shall be as measured from the top of the wall to
the bottom of the footing.
6.4.5 Payment
Miscellaneous structures, measured as provided above, shall be paid for at the Contract unit
price per unit of measurement, respectively, for each of the items listed below that is shown
in the Bill of Quantities. The prices and payment shall be full compensation for all necessary
excavation, backfilling, formwork, concrete, reinforcement, all materials including cast iron
and steel, transportation to site and fixing of precast units, welding, equipment, tools and
labour necessary for proper completion of the work. The complete work includes all work
associated with the structure and indicated on the drawings, if not specifically mentioned in
another pay item.
Pay items, shall be as follows:
6.4(1) Precast U drain and cover slab Metre

6.4(2) Side drain access slab including foundation Metre
6.4(3) Manhole, Type _____ Cubic metre
6.4(6) Catch Basin, Type _____ Number
6.4(7) Drop Inlet Cubic metre
6.4(8) RC Side Ditch, Type _____ Metre
6.4(11) Retaining Wall, Type _____ Metre
6.4(14) (more items as necessary)
S ECTION 6 - DRAINAGE AND Protection Works 6.4 – Minor Drainage Structures Page 22 - 35
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6.5 CONCRETE BARRIER, CURB AND GUTTER

6.5.1 DESCRIPTION
This work shall consist of providing concrete curb, mountable curb, concrete curb and gutter
and concrete barrier as shown on the roadway drawings or as required at locations
determined by the Engineer. The work shall be constructed as shown in the standard details
and in conformance with the requirements of Section 6.5 of these Specifications.
This work shall also include barrier and curb markings of black and white paint where shown
on the Drawings or designate d by the Engineer.

Bedding material, where show on the Drawings, shall consist of Class E concrete as defined
in Section 5.1 of these Specifications or approved granular material as defined in Section 5.8
of these Specifications, or as otherwise instructed by the Engineer.
Concrete for curbs and gutters shall be Class C1 as defined in Section 5.1 of these
Specifications.
Paint shall be of approved industrial quality and shall conform to an international standard
acceptable to the Engineer.

Excavation shall be made to the required depth, and the base upon which the curb, gutter, or
combination curb and gutter is to be set shall be compacted to a firm even surface. All soft
and unsuitable material shall be removed and replaced with suitable material. If shown on
the Drawings bed course material shall be placed and compacted to form a bed of the
required thickness.
When a curb is placed next to a concrete pavement, expansion joints in the curb shall be
located opposite expansion joints in the pavement. Expansion joints shall be formed at the
intervals shown on the Drawings using preformed filler 10 mm in thickness in accordance
with the requirements of Section 5.10 of these Specifications. Dummy joints with the
concrete pavement shall not be measured and paid for separately but shall be considered
incidental to the pay item for the curb.
Concreting shall be generally in accordance with the requirements of Section 5.1 of these
Specifications. Forms shall be removed within 24 hours after concrete has been placed.
Minor defects shall be repaired with mortar containing one part of Portland cement and two
parts of fine aggregate. Repair will not be permitted on the faces and rejected portions shall
be removed and replaced at the Contractor's expense. The exposed surfaces shall be
finished while the concrete is still green, by wetting a soft brick or a wood block and rubbing
the surfaces until they are smooth. The surfaces shall be wet thoroughly either by dipping
the brick or block in water, or by throwing water on the surfaces with a brush. After the
concrete has been rubbed smooth, using water, it shall then be rubbed with a thin grout
containing one part of Portland cement and one part of fine aggregate. Rubbing with grout
shall continue until a uniform colour is produced.
When completed, the concrete shall be covered with suitable materials and kept moist for a
period of 3 days. The concrete shall be suitably protected from the weather until thoroughly
hardened.
S ECTION 6 - DRAINAGE AND Protection Works 6.5 – Concrete Barrier, Curb and Gutter Page 23 - 35
KINGDOM OF CAMBODIA
After the concrete has set sufficiently, the spaces in front and back of the curb and gutter
shall be refilled to the required elevation with the proper material, which shall be tamped in
layers of not more than 150 mm, until properl y compacted.
The finished work shall be true to line grade and level to within 3 mm and shall present a
smooth appearance free from kinks and distortion visible to the eye.
6.5.4 M EASUREMENT
The quantity measured for payment shall be the number of linear metres of concrete of the
several types and sizes of concrete gutter, curb, and the combination curb and gutter
completed in place and accepted. Concrete curb, gutter and combination curb and gutter
shall be measured in place along the centre of the gutter, or curb. No deduction shall be
made for flattening of curbs for entrances or for curb drainage inlets.
Concrete Barrier will be measured by the linear metre along the longitudinal axis of the
finished barrier, including the transitions at ends complete in place, as directed by the
Engineer.
Curb Markings and Barrier Markings shall be measured on a two-dimensional basis by the
square metre for the areas painted as directed by the Engineer.
6.5.5 Payment
Concrete Curb, Mountable Curb, Concrete Curb and Gutter and Concrete Barrier as
measured in Clause 6.5.4 of these Specifications shall be paid for at the respective Contract
unit prices per linear metre, complete in place, which prices shall included all excavation
backfilling, tamping, materials, formwork, equipment, tools, labour and all incidentals
necessary to proper completion of the work.
Curb Markings will be paid for at the Contract unit price per square metre, complete and
accepted by the Engineer, which price shall include all paints of required colours and quality,
labour, tools and incidentals necessary to the satisfactory completion of the work.
6.5(1) Concrete Curb Metre

6.5(2) Mountable Curb Metre
6.5(3) Concrete Curb and Gutter Metre
6.5(4) Concrete Barrier, Type _____ Metre
6.5(5) Concrete Barrier, Type _____ Metre
6.5(6) Curb Marking Square Metre
6.5(7) Barrier Marking Square Metre
S ECTION 6 - DRAINAGE AND Protection Works 6.5 – Concrete Barrier, Curb and Gutter Page 24 - 35
KINGDOM OF CAMBODIA
6.6 GRASSING OF SLOPES

6.6.1 DESCRIPTION
This work shall consist of furnishing seed, sprigs or sods as required or permitted and
planting then to give a healthy stable covering of grass which will maintain its growth in any
weather and prevent erosion of the material in which it is planted.
This work includes the providing of block sodding or strip sodding on the topsoil covered
slopes of embankment, subbase and shoulder and on other areas subject to erosion as
shown on the Drawings and where required by the Engineer.

Grass shall be of species native to the country unless otherwise approved, harmless and
inoffensive to people and animals and not of a kind recognised as a nuisance to agriculture.
It shall be free of disease and noxious weeds, deep rooted and sufficiently rapid growing and
spreading to give complete cover over the planted area within two years of planting.
The term "grass" embraces sods, sprigs and seeds and, if the Engineer permits, may include
plants of other types capable of giving effective protection.
Fertiliser shall be approved lime or mixtures of plant nutrients or both.
Sods and sprigs shall be planted with their root system substantially undamaged and packed
around with moist earth in which they have grown.

Seeds shall be planted by a method that ensures reasonably uniform coverage and that the
seeds will germinate and strike roots without being washed out.
Sprigs shall be planted in a regular pattern such that surface water flowing over the area will
have no clear channels to flow through but will be diverted into winding course by the
presence of the sprigs. Sprigs shall be planted at a spacing of 300 mm or as required in the
Contract Documents.
Sodding shall be done by planting sods to give continuous cover over the whole area.
Strip sodding shall be done by planting strips of sods not less than 80 mm wide, not more
than 450 mm apart (centre to centre) or as required in the Contract Documents.
Strip sodding shall be planted with the strips lying along contours.
All sprigs and sods shall be planted with roots well buried in firm material.
Grass shall be planted at such a time and the work shall be done in such a way that at the
time of the final construction inspection all areas to be grassed are substantially covered with
healthy, well established, firmly rooted grass and the planted area is free from erosion
channels. In the case of strip sodding bare strips between the strips of sods will be permitted
at the time of the construction inspection. In the case of sprigging bare patches between
sprigs will be permitted provided clear paths for erosion channels do not exist.
Occasional small bare patches will not be cause for rejection. Any bare areas which, in the
Engineer's opinion, may permit erosion shall be made good and replanted with sodding.
S ECTION 6 - DRAINAGE AND Protection Works 6.6 – Grassing of Slopes Page 25 - 35

KINGDOM OF CAMBODIA
Surfaces to be planted, either by seeding, sprigging or sodding, shall be trimmed to the

dimensions shown on the Drawings before any grassing is carried out.
Fertiliser shall be added at the time of planting if required in the Contract Documents or if it is
necessary to ensure good ground cover within the required time.
Whenever a slope is completed, dressed and ready for grassing, the Contractor shall
proceed with block sodding or strip sodding as designated on the Drawings or instructed by
the Engineer.
The Contractor shall maintain the grass at his expense until the end of the Maintenance
period. Maintenance shall consist of preserving, protecting and replacing grass, and such
other work as may be necessary to keep it in a satisfactory condition to prevent erosion and
to present a dense and uniform appearance. The Contractor shall be responsible for
satisfactory growth and shall water, fertilise and mow the grass at such intervals as will
ensure good ground cover of live grass all through the Maintenance Period.
6.6.4 M EASUREMENT
The quantity measured for payment shall be grassing (if the type is not specified) or seeding,
strip sodding, sodding or sprigging measured as the number of square metres of planted
surface (whether horizontal or sloping) measured on the slope, of required and accepted
grassing well established in place.
Fertiliser will not be measured.
In the case of strip sodding planted surface shall mean the whole area including that initially
uncovered between the strips.
6.6.5 Payment
Block sodding, strip sodding or sprigging, as shown in the contract Drawings, will be paid for
at the respective Contract unit prices per square metre, complete and accepted in place,
which prices shall include all materials, handling, storage, site preparation, placing,
maintenance, equipment, tools, labour, incidentals and satisfactory disposal of all unsuitable
or surplus materials.
Payment will be made under the following items
6.6(1) Block Sodding Square metre

6.6(2) Strip Sodding Square metre
6.6(3) Sprigging Square metre
6.6(4) Seeding Square metre
S ECTION 6 - DRAINAGE AND Protection Works 6.6 – Grassing of Slopes Page 26 - 35

KINGDOM OF CAMBODIA
6.7 TOPSOIL
6.7.1 DESCRIPTION
This work shall consist of furnishing, transporting and spreading topsoil removed from
approved sources, in accordance with these Specifications.

Topsoil furnished by the Contractor shall consist of a natural friable surface soil without
admixture of undesirable soil, refuse or foreign materials. It shall be reasonably free from
roots, hard clay, coarse gravel, stones larger than 50 mm in any dimension, noxious weeds,
tall grass, brush, sucks, stubble or other litter, and shall have indicated by a healthy growth
of crops, grasses, trees or other vegetation that it is free-draining and non-toxic.

The Contractor shall notify the Engineer at least 5 days before he intends to start topsoil
stripping operations. After inspection and approval by the Engineer, and prior to stripping
any topsoil, the Contractor shall remove noxious weeds and tall grass, brush, stones larger
than 50 mm in any dimension, and roots.
The topsoil shall be evenly spread on the designated areas to a depth that, after settlement
and compaction, shall be that shown on the Drawings. Spreading shall not be done when
the ground or topsoil is excessively wet or, otherwise in a condition detrimental to the work.
The roadway surface shall be kept clean during hauling and spreading operations.
After spreading has been completed, large clods, stones larger than 50 mm in any
dimension, roots, stumps and other litter shall be raked up and removed.
Where shown on the Drawings and where instructed in writing by the Engineer, topsoil shall
be placed on the slopes of embankment, subbase, shoulders and cuts and in ditches and
other areas in a thickness of 100 mm measured perpendicularly to the slopes. To reduce
erosion as much as possible, the placing of topsoil and the subsequent grassing may, at the
instruction of the Engineer, be done simultaneously with or right after the placing and
compacting of the individual layers of the embankment, subbase, shoulders or right after
completing the cut.
Within the right-of-way no topsoil materials shall be obtained from areas outside the limits of
earthworks as stated in Section 2.1 of these Specification but they may, if acceptable to the
Engineer, be obtained from borrow pits, roadway excavation, channel excavation, excavation
for structures and from areas under embankment. When obtained from areas outside the
right-of-way, the Contractor must obtain permission or make contracts and pay any
necessary fees.
Where layers of embankment fill are made from excavation of clayey silty materials
conducive to the growth of grass, such layers may be extended in width to the outer surface
of the prescribed layer of topsoil and no topsoil shall be placed thereon. The volume of fill
corresponding to the prescribed layer of topsoil will not be measured as embankment, but
will be measured and paid for as topsoil.
In the event sodding shall be placed and the root systems of the sods are as specified in
Clause 6.6.3 of these Specifications topsoil may not be required. If, in the opinion of the
Engineer, topsoil is not required under sods, it will not be measured for payment.
S ECTION 6 - DRAINAGE AND Protection Works 6.7 – Topsoils Page 27 - 35

KINGDOM OF CAMBODIA
6.7.4 M EASUREMENT
Topsoil shall be measured by the square metre calculated as the net area, measured on the
slope, instructed by the Engineer for each situation.
6.7.5 Payment
Topsoil shall be paid for at the contract unit price per square metre as measured in Clause
6.7.4 of these Specifications. The rate for topsoiling shall include for the cost of providing
the topsoil, all handling and hauling as necessary and complying with the requirements of
Section 6.7 of this Specification.
Payment for topsoil will be made as follows:
6.7(1) Topsoil for Medians Square metre

6.7(2) Topsoil for embankment slopes and side Square metre
drains
S ECTION 6 - DRAINAGE AND Protection Works 6.7 – Topsoils Page 28 - 35

KINGDOM OF CAMBODIA
6.8 BRIDGE DRAINAGE

6.8.1 DESCRIPTION
This work consists of furnishing and installation of drain outlets on viaducts, approach
structures and other structures, at interchanges, overpasses and underpasses including
piping, gullies, gratings, inserts, fittings and other incidental parts necessary to provide for
supports of drain pipes in accordance with the lines, levels, grades, sizes, dimensions and
types shown on the Drawings.
6.8.2.1 Gully and Grating

The size and strength of gullies shall be as indicated on the Drawings. The Contractor is at
liberty to propose alternative gullies of similar quality. Gratings shall be made of structural
steel galvanised in accordance with AASHTO Standard Specification M111. All gullies shall
be approved by the Engineer.
6.8.2.2 Cast Iron Piping

Cast iron piping and fittings shall comply with international standards to the satisfaction of
the Engineer.
6.8.2.3 PVC Pipes

All PVC pipes and fittings shall comply international standards to the satisfaction of the
Engineer.
6.8.2.4 Inserts
Inserts shall be carried out of steel conforming to AASHTO Standard Specification M183
(AASHTO A36) or as approved by the Engineer.
6.8.2.5 Fittings and other Incidentals

Material is to be as indicated on the Drawings or as approved by the Engineer.
6.8.3.1 Storage and Handling of Materials

The steel and PVC parts shall be carefully handled and stored on blocking, racks or
platforms so as not to be in contact with the ground and the steel parts shall be protected
from corrosion. Materials shall be kept free from dirt, oil, grease and other foreign matter.
6.8.3.2 Gullies
Gullies are to be cast into the structure at the location as indicated on the Drawings. Special
care must be taken to avoid displacement of gullies during concreting operations.
6.8.3.3 Cast Iron Piping

The pipe shall be provided with suitable joints that prevent lateral displacement. The pipes
shall be embedded in the locations as indicated on the Drawings. During casting of concrete
the piping shall be kept in the correct position by means approved by the Engineer.
S ECTION 6 - DRAINAGE AND Protection Works 6.8 – Bridge Drainage Page 29 - 35

KINGDOM OF CAMBODIA
6.8.3.4 PVC Pipe

The jointing shall be of a type recommended by ht e manufacturer of the pipes. Bends shall
be of long sweep, free from kinks.
Embedded pipes shall be cast into the structure in the locations indicated on the Drawings.
During casting of concrete the piping shall be kept in the correct position by means approved
by the Engineer.
Exposed pipes shall be parallel or at right angles to walls, slabs and girders. All exposed
pipes shall be attached to concrete, steel, masonry or timber by galvanised malleable iron or
galvanised steel straps, clamps or hangers of an approved type, held at not less than two
points by galvanised steel bolts or lag screws. The runs shall be supported at not greater
than 1 metre centres on horizontal or near horizontal runs, unless otherwise specified and
not less than 50 mm clear of the supporting members.
All ends of pipes installed during construction shall be closed against the intrusion of foreign
material.
6.8.4 M EASUREMENT
5.1.6(a) of these Specifications, this work shall be measured as the actual number of gully
and grating of size indicated and shall include all cast iron piping, fittings, inserts, relevant
erosion protection (if any) and other incidental parts necessary to provide for further support
of drain pipes, satisfactorily completed and accepted.
No measurement or payment shall be made for the drain pipes and any other drain facilities
shown on the Drawings. They shall be considered incidental to the gullies.

5.1.6(b) of these Specifications, no separate measurement shall be made.
6.8.5 Payment
The work measured as provided above shall be paid for at the Contract unit price per gully
and grating.
The price and payment shall constitute full compensation for furnishing all materials as
indicated on the Drawings including delivery, erection, surface treatment and finishing and
for all labour, equipment, tools and incidentals necessary for the completion of the work.
Pay items shall be:
6.8(1) Gully Number

6.8(2) Grating Number
(Size and Type shall be stated)
S ECTION 6 - DRAINAGE AND Protection Works 6.8 – Bridge Drainage Page 30 - 35

KINGDOM OF CAMBODIA
6.9 GABIONS
6.9.1 DESCRIPTION
This work shall consists of the furnishing and installation of steel wire gabion boxes or
mattresses at such locations as are shown on the drawings or designated by the Engineer in
accordance with the lines, levels, grades, sizes, dimensions and types shown on the
Drawings.
The work shall include the furnishing of the gabions and associated materials, the
preparation of the sites and the supply and placement of rock fill for the gabions.
6.9.2.1 General
Wire gabion boxes and mattresses shall have appropriate mesh size to retain the rock filling.
Gabion box and mattress panels and diaphragms shall be selvedged. The selvedge wire
shall be woven integrally with the mesh, or fastened to the mesh either by binding the edges
of the mesh about the selvedge wire or by stainless steel clips, all in accordance with ht e
manufacturer’s recommendations.
6.9.2.2 Gabion boxes

Gabion boxes shall be proprietary products.
Gabion boxes shall be manufactured from heavily galvanised, hexagonally woven, steel-wire
mesh having a wire diameter not less than that specified in Table 6.9.1 and a mesh opening
of 80mm across the flats of the hexagon.
Binder wire and selvedge wire shall have minimum diameters as specified in Table 6.9.1
Table 6.9.1 Wire Mesh Requirements
Diameter (mm) Mesh Opening (mm)

Gabion Boxes:
Mesh 2.7 80
Binder 2.2
Selvedge 3.4
Mattress:
Mesh 2.0 60
Binder 2.0
Selvedge 2.4
6.9.2.3 Mattresses
Mattresses shall be either proprietary products or non-proprietary products constructed as
described herein.
S ECTION 6 - DRAINAGE AND Protection Works 6.9 – Gabions Page 31 - 35

KINGDOM OF CAMBODIA
Proprietary mattresses shall be manufactured from heavily galvanised, hexagonally woven,

steel-wire mesh having a wire diameter not less than specified in Table 6.9.1 and a mesh
opening of 60mm across the flats of the hexagon.
Binder wire and selvedge wire shall have minimum diameters as specified in Table 6.9.1
Non-proprietary products shall be constructed from 1.8m minimum width rolls of chain wire
mesh. Diaphragms are not required in this form of mattress and panels are not required to
be selvedged.
6.9.2.4 Wire
All wire shall comply with the requirements specified in AS 2338 and AS 2423.
Galvanising shall be in accordance with the requirements specified in AS 1650.
Where specified the wire shall have a black PVC or other approved plastic coating of
nominal thickness 0.55 mm (minimum thickness 0.4 mm).
Sufficient binding wire shall be available for binding/tying operations
6.9.2.5 Anchors
Anchor plates for wire mattresses shall be fabricated from grade 250 commercial quality
steel and galvanised. All plate shall comply with the requirements specified in AS 3678 and
AS 3679. All sharp edges and curves shall be ground smooth prior to galvanising.
All galvanising shall be in accordance with the requirements specified in AS 1650.

Galvanising shall be carried out after cutting and drilling of the plates.
Anchor bolts securing anchor plates to concrete shall be supplied in accordance with the
details specified. Anchor pickets shall be metal stakes or rods 1.8 metres long.
6.9.2.6 Rock
a) Gabion boxes - Rock used for filling gabion boxes shall be of a size not less than 120 mm
and not greater than 200 mm. The rock shall be uniformly graded and not less than 80
percent by number shall be of size greater than 150mm. Rocks shall, wherever possible, be
cubical, but in no case shall their least dimension be less than half their greatest dimension.

KINGDOM OF CAMBODIA
b) Mattresses - Rock used for filling mattresses shall be of a size not less than 75 mm and not
greater than 150 mm. The rock shall be uniformly graded and not less than 80 percent by
number shall be of size greater than 100 mm. Rocks shall, wherever possible, be cubical,
but in no case shall their least dimension be less than half their greatest dimension.
6.9.3.1 General
Where necessary, localised excavations shall be carried out to permit construction of gabion
box or mattress protection work. The areas on which the boxes or mattresses are to be
positioned shall be trimmed to the shapes specified on the drawings to within a tolerance of
+/- 50 mm except where in the case of mattresses the provision of such tolerances will not
permit the tops of mattresses to join neatly to the inverts of adjacent culverts.
Trimmed surfaces shall be free of roots, stumps, brush, rocks and other like protrusions.
Gabion box and mattress protection works shall be constructed to the shapes and to other
requirements specified herein
6.9.3.2 Anchor Plates and Pickets

Where specified, anchor plates and bolts shall be installed to secure mattresses to
structures.
Where specified, anchor pickets shall be utilised to secure mattress protection work. Such
pickets shall be installed prior to placing mattresses and shall be positioned along the line of
the upstream edge of mattresses placed on stream beds and along the line of the top edge
of mattresses placed on sloped areas. Nominal spacing of pickets shall be 1 metre.
Where geotextiles are employed under mattresses, neatly cut openings shall be made in the
geotextile at the appropriate locations to permit insertion of pickets.
The tops of the installed pickets shall finish level with the tips of the mattresses. Pickets
which cannot be driven full depth shall be cut off level with the tops of the mattresses.
6.9.3.3 Assembling, Positioning and Joining Boxes and Mattresses

Proprietary wire boxes and mattresses shall be assembled in accordance with he
manufacturer’s drawings and recommendations.
Assembled boxes and mattresses shall be positioned empty in the Works
a) Gabion boxes - The first row of boxes shall be securely positioned and filled before boxes in
other rows are positioned. Other boxes may then be positioned, joined and filled as the work
requires. Joining shall be effected by binding or clipping the boxes together in accordance
with the manufacturer’s recommendations.
b) Mattresses - The first row of mattres ses shall be securely positioned and filled before
mattresses in other rows are placed, joined and filled. The corners and all diaphragm points
along the side of the first row of assembled mattresses shall be tied to the anchor plates and
anchor pickets prior to placing rock filling. Mattresses in other rows may be positioned,
joined and filled as the work requires. The joining of mattresses shall be in accordance with
the manufacturer’s recommendations.
c) Non-proprietary Wire Mattresses - Lengths of chain wire mesh shall be laid out flat on the
ground surface and stretched sufficiently to remove any kinks and bends. Each length shall
be sufficient to provide for the top, bottom and two ends.

KINGDOM OF CAMBODIA
The chain wire mesh shall be positioned length transverse to the direction of flow, leaving a
top section of the mesh to be turned over to complete the mattress.
The bottom and ends of each length of chain wire mesh shall be bound to adjacent lengths
through each individual mesh in turn. The outermost lengths of mesh shall be cut and
shaped such that part of the bottom may be folded up to form end panels of height equal to
the thickness of the mattress.
Wire ties, not less than 1.6 mm diameter and having sufficient length to secure the top of the
mattress, shall be provided at 500 mm intervals in each direction along the bottom of the
mattress.
6.9.3.4 Forming Shapes

Where necessary, the mesh panels of boxes and mattresses shall be neatly cut, folded and
tied together to form mitre joints, angles, curves, slopes and other shapes not possible to
obtain using rectangular units. Surplus mesh shall be completely cut out or be folded back
on to and neatly tied to an adjacent box or mattress face. Cut/folded edges of boxes shall be
selvedged. Adjacent cut/folded edges shall be bound or clipped together in accordance with
the manufacturer’s recommendations.
6.9.3.5 Tensioning of Mattresses

Unfilled, positioned mattresses shall be tensioned using a wire strainer, or by winching. The
stretching apparatus shall be firmly attached to the free end of the assembled mattress. The
tensioning process shall in no way distort the mattress shape. Adjacent mattresses shall be
securely bound together along the top, bottom and sided whilst under tension.
6.9.3.6 Placing Rock Filling

a) Gabion Boxes - The method of placing shall produce a dense, evenly distributed filling with
minimal voids and shall not significantly distort the box shape. Where necessary the outer
and inner panels of the boxes shall be tied together during the placing operation to minimise
distortion, especially when diaphragms are not employed. Care should be taken to avoid
damaging the mesh and any geotextile placed under the box.
Gabion boxes shall be hand-packed with broken rock as specified in sub-clause 6.9.2.6 of
these Specifications. The sides shall be packed first in the form of a wall, using the largest
pieces, with the majority placed as headers with broken joints to present a neat outside face.
The interior of the gabion shall be hand-packed with smaller pieces and the top layers shall
be finished of with larger pieces. The whole interior and top layers shall be packed tight and
hammered into place.
b) Mattresses - Placing rock filling shall be carried out whilst the mattresses are under tension.
Rock filling of mattresses shall be carried out entirely by mechanical methods. The method
of placing shall produce a dense, evenly distributed filling with minimal voids and minimum
distortion of the mattress shape. Care should be taken to avoid damaging the mesh and any
geotextile placed under the mattress. Tension on the mattresses shall only be released
when the mattresses have sufficient rock filling to prevent the mesh from slackening after
release.
6.9.3.7 Closing Boxes and Mattresses

Gabion boxes and mattresses shall be closed as soon as practicable after filling. All lids of
boxes shall be securely bound to edges and diaphragms, and the lids and top sections of
mattresses shall be tied down in accordance with the manufacturer’s recommendations

KINGDOM OF CAMBODIA
Tying of non-proprieta ry mattresses shall be carried out in a manner approved by the

Engineer. The top section of each mattress shall be turned over the rock filling and securely
bound to adjacent top sections through each mesh in turn. The free ends and sides of the
outermos t top sections shall be similarly bound to the top and side edges of the end panels.
6.9.4 M EASUREMENT
The work shall be measured as the number of cubic metres of gabion boxes or mattresses
installed and approved in accordance with the Drawings or as directed by the Engineer.
No separate measurement shall be made for the rock filling as this will be considered as
included in this work.
6.9.5 Payment
The work measured as provided above shall be paid for at the Contract unit price per cubic
metre of gabion box or mattress.
The price and payment shall constitute full compensation for the work described herein and
as indicated on the Drawings including supply and delivery of all materials, excavation,
installation of anchors plates, bolts and pickets, assembling, positioning and joining boxes
and mattresses, forming shapes, placing rock fill and closing boxes and mattresses and for
all labour, equipment, tools and incidentals necessary for the completion of the work.
Pay items shall be:
6.9(1) Gabion boxes Cubic metre

6.9(2) Mattresses Cubic metre
6.9(3) Non-proprietary mattresses Cubic metre

KINGDOM OF CAMBODIA

AND TRANSPORT
Section 7
Ancillary Works
KINGDOM OF CAMBODIA
CONTENTS
7 ANCILLARY WORKS 6
7.1 CONCRETE SIDEWALKS......................................................................................6

7.1.1 Description .......................................................................................................................................................6
7.1.4 Measurement ..................................................................................................................................................7
7.1.5 Payment............................................................................................................................................................7
7.2 GUARD RAIL..........................................................................................................8

7.2.1 Description .......................................................................................................................................................8
7.2.2 Materials............................................................................................................................................................8
7.2.2.1 Posts ............................................................................................................................................................8
7.2.2.2 Concrete and R einforcement ..............................................................................................................8
7.2.2.3 Guard Rail ..................................................................................................................................................8
7.2.2.4 Bolts and Nuts ..........................................................................................................................................8
7.2.2.5 Paint .............................................................................................................................................................8
7.2.3.1 Posts ............................................................................................................................................................8
7.2.3.2 Rail................................................................................................................................................................9
7.2.3.3 Steel Rails..................................................................................................................................................9
7.2.3.4 Concrete Rails ..........................................................................................................................................9
7.2.3.5 Painting .......................................................................................................................................................9
7.2.3.6 Relocation of Existing Steel Guard Rail...........................................................................................9
7.2.3.7 Tolerances .................................................................................................................................................9
7.2.3.8 Measurement............................................................................................................................................9
7.2.4 Payment............................................................................................................................................................9
7.3 FENCING............................................................................................................... 11
7.3.1 Description .................................................................................................................................................... 11
7.3.4 Measurement ............................................................................................................................................... 11
7.3.5 Payment......................................................................................................................................................... 11
7.4 MARKERS AND GUIDE POSTS.......................................................................... 12

7.4.1 Description .................................................................................................................................................... 12
7.4.3 Measurement ............................................................................................................................................... 12
7.4.4 Payment......................................................................................................................................................... 12
7.5 ROAD SIGNS ........................................................................................................ 13
SECTION 7 - ANCILLARY WORKS Contents Page 2 - 57

KINGDOM OF CAMBODIA
7.5.1 Description .................................................................................................................................................... 13

7.5.2.1 Sizes, Colours Types .......................................................................................................................... 13
7.5.2.2 Alternative Designs and Materials .................................................................................................. 13
7.5.3.1 Mounting Posts ...................................................................................................................................... 13
7.5.3.2 Base Housings ...................................................................................................................................... 14
7.5.3.3 Sign Plates .............................................................................................................................................. 14
7.5.3.4 Frames and Stiffening ......................................................................................................................... 14
7.5.3.5 Fixtures and Fittings ............................................................................................................................ 15
7.5.3.6 Electrical Components - General.................................................................................................... 15
7.5.3.7 Wiring........................................................................................................................................................ 15
7.5.3.8 Switching ................................................................................................................................................. 15
7.5.3.9 Preservatives, Paints and Finishes ................................................................................................ 15
7.5.3.10 Reflective Beads ................................................................................................................................... 16
7.5.4 Design and Construction Requirements ............................................................................................. 16
7.5.4.1 General ..................................................................................................................................................... 16
7.5.4.2 Mounting Posts ...................................................................................................................................... 17
7.5.4.3 Base Housings ...................................................................................................................................... 17
7.5.4.4 Sign Plates .............................................................................................................................................. 18
7.5.4.5 Frames and Stiffening ......................................................................................................................... 18
7.5.4.6 Fixture and Fittings............................................................................................................................... 18
7.5.4.7 External Lighting Lanterns (Electric) .............................................................................................. 19
7.5.4.8 Internally Illuminated Signs ............................................................................................................... 21
7.5.4.9 Preparation and Painting ................................................................................................................... 22
7.5.4.10 Finish of Sign Faces ............................................................................................................................ 23
7.5.4.11 Excavation and Reinstatement........................................................................................................ 23
7.5.4.12 Concrete Embedment of Posts ........................................................................................................ 23
7.5.4.13 Conduits and Fittings........................................................................................................................... 23
7.5.4.14 Pull Boxes ............................................................................................................................................... 23
7.5.4.15 Relocation of Existing Road Signs ................................................................................................. 24
7.5.4.16 Inspection and Testing ........................................................................................................................ 24
7.5.5 Measurement ............................................................................................................................................... 24
7.5.6 Payment......................................................................................................................................................... 24
7.6 STREET LIGHTING .............................................................................................. 26

7.6.1 Description .................................................................................................................................................... 26
7.6.2.1 Design ...................................................................................................................................................... 26
7.6.2.2 Existing Conditions and Documents Required........................................................................... 26
7.6.2.3 Responsibility for Design and Materials ....................................................................................... 26
7.6.2.4 Compliance with Manufacturer’s Specifications ........................................................................ 27
7.6.2.5 Defects Liability Period ....................................................................................................................... 27
7.6.2.6 Electricity Supply .................................................................................................................................. 27
7.6.2.7 Definitions................................................................................................................................................ 27
7.6.3 Materials and Equipment Requirements............................................................................................. 28
7.6.3.1 Lanterns ................................................................................................................................................... 28
7.6.3.2 Wiring........................................................................................................................................................ 30
7.6.3.3 Switching ................................................................................................................................................. 30
7.6.3.4 Columns and Brackets........................................................................................................................ 30
7.6.3.5 High Mast Lighting................................................................................................................................ 31
7.6.3.6 Protection Against Corrosion............................................................................................................ 32

KINGDOM OF CAMBODIA

7.6.4.2 Concrete Work....................................................................................................................................... 33
7.6.4.3 Conduits, Fittings and Boxes ............................................................................................................ 33
7.6.4.4 Pull Boxes ............................................................................................................................................... 34
7.6.4.5 Testing...................................................................................................................................................... 34
7.6.5 Measurement ............................................................................................................................................... 35
7.6.6 Payment......................................................................................................................................................... 35
7.7 ROAD TRAFFIC SIGNALS................................................................................... 37

7.7.1 Description .................................................................................................................................................... 37
7.7.2 General Requirements .............................................................................................................................. 37
7.7.2.1 Design ...................................................................................................................................................... 37
7.7.2.2 Responsibility for Design and Materials ....................................................................................... 37
7.7.2.3 Compliance with Manufacturer's Specifications......................................................................... 37
7.7.2.4 Defects Liability Period ....................................................................................................................... 37
7.7.2.5 Electricity Supply .................................................................................................................................. 37
7.7.2.6 Definitions................................................................................................................................................ 37
7.7.3.1 Signal Face ............................................................................................................................................. 37
7.7.3.2 Optical Units ........................................................................................................................................... 38
7.7.3.3 Lenses ...................................................................................................................................................... 38
7.7.3.4 Reflectors ................................................................................................................................................ 38
7.7.3.5 Lampholder............................................................................................................................................. 38
7.7.3.6 Lamps ....................................................................................................................................................... 38
7.7.3.7 Wiring........................................................................................................................................................ 38
7.7.3.8 Pedestals................................................................................................................................................. 39
7.7.3.9 Painting .................................................................................................................................................... 39
7.7.3.10 Detectors ................................................................................................................................................. 39
7.7.3.11 Controller................................................................................................................................................. 41
7.7.4 Design Requirements ................................................................................................................................ 45
7.7.4.1 Sequence ................................................................................................................................................ 45
7.7.4.2 Siting of Signals .................................................................................................................................... 45
7.7.4.3 Stop Lines ............................................................................................................................................... 46
7.7.4.4 Detectors ................................................................................................................................................. 46
7.7.4.5 Phases...................................................................................................................................................... 46
7.7.4.6 Filter Signals........................................................................................................................................... 46
7.7.4.7 Clearance Period .................................................................................................................................. 46
7.7.4.8 Linked Systems ..................................................................................................................................... 46
7.7.4.9 Signal Timing ......................................................................................................................................... 46
7.7.5.2 Concrete Work....................................................................................................................................... 47
7.7.5.3 Conduits, Fittings and Boxes ............................................................................................................ 47
7.7.5.4 Pull Boxes ............................................................................................................................................... 47
7.7.5.5 Testing...................................................................................................................................................... 48
7.7.6 Measurement ............................................................................................................................................... 48
7.7.7 Payment......................................................................................................................................................... 48
7.8 ROAD MARKINGS................................................................................................ 49

7.8.1 Description .................................................................................................................................................... 49
7.8.2.1 Hot Applied Thermoplastic Materials............................................................................................. 49

KINGDOM OF CAMBODIA
7.8.2.2 Reflectorised Road Marking Paint.................................................................................................. 50

7.8.2.3 Road Studs ............................................................................................................................................. 52
7.8.2.4 Glass Beads ........................................................................................................................................... 52
7.8.2.5 Raised Bar Divisor ................................................................................................................................ 53
7.8.3.1 Thermoplastic Materials ..................................................................................................................... 53
7.8.3.2 Road Markings Paint........................................................................................................................... 54
7.8.3.3 Road Studs ............................................................................................................................................. 55
7.8.3.4 Defective Materials or Workmanship ............................................................................................. 55
7.8.3.5 Protection of Traffic.............................................................................................................................. 55
7.8.4 Measurement ............................................................................................................................................... 55
7.8.4.1 Thermoplastic or Road Markings Paint......................................................................................... 55
7.8.4.2 Reflecting Road Studs ........................................................................................................................ 55
7.8.5 Payment......................................................................................................................................................... 55
7.9 BUS STOP SHELTER .......................................................................................... 57

7.9.1 Description .................................................................................................................................................... 57
7.9.4 Measurement ............................................................................................................................................... 57
7.9.5 Payment......................................................................................................................................................... 57

KINGDOM OF CAMBODIA
7 ANCILLARY WORKS
7.1 CONCRETE SIDEWALKS

7.1.1 DESCRIPTION
This work shall consist of concrete sidewalks constructed of in-situ concrete, concrete slabs
or concrete blocks on prepared beds in accordance with these Specifications and in
accordance with the lines, levels, grades, dimensions and types shown on the Drawings. If
shown on the Drawings the work shall include the construction of bed courses.
This work shall also include concrete for median and island paving in accordance with the
locations and details shown on the Drawings or as directed by the Engineer.
This work shall not include sidewalks on bridge decks, which shall be constructed in
conjunction with the rest of the deck and shall conform to the relevant sections of these
Specifications.

Bed course material, if any is shown on the Drawings shall consist of sand, gravel, crushed
stone or other approved porous materials of 10 mm maximum size.
Concrete shall be of the class shown on the Drawings and shall conform to the requirements
of Section 5.1 of these Specifications

Excavation shall be made to required depth, and the foundation shall be shaped to conform
to the section shown on the Drawings and compacted to a firm, even surface. All soft and
unsuitable material shall be removed and replaced with suitable material.
If indicated on the Drawings bed course material shall be placed and compacted to form a
bed course of the required thickness.
Forms shall be made of metal or of straight and sound lumber at least fifty mm in thickness.
They shall be free of warp and of sufficient strength to resist springing out of shape under
pressure of the concrete. Forms shall be staked securely in position at the correct line and
elevation.
Concreting shall be generally in accordance with the requirements of Section 5.1 of these
Specifications. Preformed expansion joint filler of the dimensions shown on the Drawings
shall be set in the positions shown on the Drawings before the placing of concrete is started.
The concrete sidewalk between expansion joints shall be divided into blocks by transverse
cuts, extending to at least one-third the depth of the slab, where called for on the Drawings
or directed by the Engineer.
The edges of the sidewalk and the transverse cuts shall be shaped with a suitable tool, so
formed as to round the edges to a 10 mm radius.
All work shall be correct to line, grade and level to within 3 mm.
SECTION 7 - ANCILLARY WORKS 7.1 – Concrete Sidewalks Page 6 - 57

KINGDOM OF CAMBODIA
If shown on the Drawings, the Contractor shall construct the required sidewalk or island
paving of individual precast concrete slabs or blocks of a size specified on said Drawings. If
precast slabs are not specified, the Contractors electing to construct the required sidewalk,
median or island paving in this manner must have the prior written approval of the Engineer.
7.1.4 M EASUREMENT
This work shall be measured on a square metre basis, complete and accepted in place.
7.1.5 Payment
Concrete slab for island, median or sidewalk shall be paid for at the Contract unit price per
square metre, complete in place, which price shall include all materials, sand bedding,
equipment, tools, labour and all work incidental to satisfactory completion.
7.1(1) Concrete Slab for Island, Median or Square metre

Sidewalk
7.1(2) Non-rectangular Concrete Blocks for Square metre
Island, Median or Sidewalk
SECTION 7 - ANCILLARY WORKS 7.1 – Concrete Sidewalks Page 7 - 57

KINGDOM OF CAMBODIA
7.2 GUARD RAIL

7.2.1 DESCRIPTION
This work shall consist of furnishing and installing the specified type or types of guard rail at
locations indicated on the Drawings or as directed by the Engineer.
The work shall include all required posts, rails, cables, fixtures and fastenings, beams,
anchorages and attachments as well as aligning and painting, if required, and all the
processes necessary to complete the work.
7.2.2 M ATERIALS
7.2.2.1 Posts
Steel posts shall be galvanised standard carbon steel pipe with round shape, outside
diameter not less than 100 mm. and thickness not less than 4mm. or as otherwise approved
by the Engineer, and shall conform to the requirements given on the Drawings or by the
Engineer.
7.2.2.2 Concrete and Reinforcement

Concrete shall conform to the requirements of Section 5.1 or 5.4 of these Specifications as
appropriate. Reinforcement shall conform to the requirements of Section 5.2 of these
Specifications.
7.2.2.3 Guard Rail

Beams for guardrails shall be Class A with a Type 1 finish in accordance with AASHTO
M180 and shall be obtained from a manufacturer approved by the Engineer.
7.2.2.4 Bolts and Nuts

Bolts, nuts, rings and other hardware shall be galvanised in accordance with AASHTO
standard M232 (ASTM A153) and all connections shall be able to withstand a side pull in any
directions of 2,200 kilograms.
7.2.2.5 Paint
Paint shall be applied in the number of applicati ons and of the type indicated in the Contract
Documents. Paint shall conform to the appropriate specification as follows:
White and Tinted Ready-Mix Oil Base Paint AASHTO M 70 Type 1 Class B
Aluminium Paint AASHTO M 69
7.2.3.1 Posts
Posts shall be set vertically in position to the lines and levels shown on the Drawings and in
accordance with the manufacturer’s published instructions. Posts shall be driven by a
method approved by the Engineer. Any damage caused to the posts in driving will be cause
for rejection.
SECTION 7 - ANCILLARY WORKS 7.2 – Guardrail Page 8 - 57

KINGDOM OF CAMBODIA
7.2.3.2 Rail
Rails shall be erected in a manner that will result in a smooth continuous taut rail closely
conforming to the line grade of the highway or as shown in the Drawings.
7.2.3.3 Steel Rails

Steel rails shall be supplied to the site fully fabricated requiring only bolting on site. Bolts
shall be drawn tight except where otherwise required at expansion joints.
7.2.3.4 Concrete Rails

Concrete rails shall be erected in conformity with the requirements of Section 5.1 Concrete
or 5.4 Prestressed Concrete of these Specifications as appropriate.
7.2.3.5 Painting
Wherever galvanised coating has been damaged by cutting, welding or driving, and when
approved by the Engineer, the damaged areas shall be renovated either by the use of low
melting point zinc alloy repair rods or powders made specifically for this purpose, or by the
use of at least two coats of good quality zinc rich paint approved by the Engineer.
7.2.3.6 Relocation of Existing Steel Guard Rail

Where shown on the Drawings or directed by the Engineer, the Contractor shall carefully
remove existing steel guard rail and posts, clean, paint and otherwise refurbish the various
elements and reinstall in a location shown on the Drawings or indicated by the Engineer. All
new bolts and nuts shall be used in the relocation of existing steel guard rail.
7.2.3.7 Tolerances
Guardrail shall be erected at the instructed offsets and levels from the pavement centreline
and shall be correct within a tolerance of ± 20 mm in line and level. In addition adjacent
plates shall not vary in line or grade by more than 5 mm measured from a line extended from
one plate to the end of the adjacent plate. Where the guardrail is on a horizontal or vertical
curve the calculated deflection shall be added to this tolerance.
7.2.3.8 Measurement
Steel guard rail shall be measured by the linear metre along the rail elements from centre to
centre of posts for each continuous installation. Terminal sections will not be measured
separately but will be considered incidental to the work. Steel beam guard rail barricade will
be measured as a unit each, complete in place, as shown in the Contract Drawings.
7.2.4 Payment
Steel Guard Rail, Relocated Steel Guard Rail and Steel Beam Guard Rail Barricade will be
paid for at the respective Contract prices per unit of measurement, measured as specified
above, which shall include furnishing and installing all steel rail elements, terminal sections,
steel posts, brackets and splice plates, nuts, bolts, miscellaneous materials and backfill as
well as all equipment, labour and incidentals necessary to the proper execution of the work.

KINGDOM OF CAMBODIA
7.2(1) Steel Guard Rail, Type I Metre

7.2(2) Steel Guard Rail, Type II Metre
7.2(3) Relocated Steel Guard Rail Metre
7.2(4) Steel Beam Guard Rail Barricade Metre

KINGDOM OF CAMBODIA
7.3 FENCING
7.3.1 DESCRIPTION
This work shall consist of furnishing and installing fences and gates of the type indicated,
constructed in accordance with this Specification at the locations and in accordance with the
lines, grades, levels, designs and dimensions shown on the Drawings.

Concrete shall conform to the requirements of Section 5.1 Concrete or Section 5.4
Prestressed Concrete of these Specifications as appropriate. Timber shall be sound timber
free from shakes, splits, wavy edges and heart wood. The timber shall be well seasoned,
treated in accordance with the requirements indicated on the Drawings and of the
dimensions indicated. The species of ti mber shall be as stated in the Drawings or in these
Specifications. Cable, chain link and barbed wire shall be of the gauge, weight, size and type
indicated on the Drawings or in these Specifications and shall be galvanised. Hinges and
fittings shall be of the size and type indicated in the Drawings or in these Specifications.

Posts shall be set vertically to the depth shown on the Drawings and maintained in accurate
alignment while fencing is erected and backfilling is done. Backfilling shall be done with
suitable material, not necessarily the material excavated, and shall be well tamped into
compacted layers not exceeding 100 mm thickness. On completion of erection the fence
shall be firm with no loose or movable parts and rtue to lines grades and levels to within
100 mm. Gates shall be hung horizontally. Anchors shall be securely buried and backfilled
as for posts and shall show no signs of movement when wires are strained tight.
Painting shall be in conformity with the requirements stated on the Drawings or in Section
5.12 of these Specifications.
7.3.4 M EASUREMENT
The quantity measured for payment shall be the number of linear metres of each type of
fencing and the number of gates of each type, all as finally installed in the place required and
accepted.
7.3.5 PAYMENT
This work measured as provided above shall be paid for at the Contract unit price for fencing
and gates which rate and payment shall be full compensation for furnishing all materials and
for all labour, equipment, tools and incidentals necessary to complete the work.
Payment shall be made under the following items:
7.3(1) Fencing (description to be added) Metre

7.3(2) Gates (description to be added) Number
If more h
t an one type is used successive serial numbers may be used in brackets to define
new items.
SECTION 7 - ANCILLARY WORKS 7.3 – Fencing Page 11 - 57

KINGDOM OF CAMBODIA
7.4 MARKERS AND GUIDE POSTS

7.4.1 DESCRIPTION
This work shall consist of guide posts, kilometre markers and right-of-way monuments
furnished and installed in accordance with details shown on the Drawings and these
Specifications.
This work shall also include the removal, rehabilitation and relocation of existing guide posts
or kilometre markers on road rehabilitation or reconstruction projects as directed by the
Engineer and in accordance with these Specifications.

Details of construction materials, placing, painting, lettering, etc. are shown and fully
described on the Drawings. Concrete and reinforcement steel shall conform to the
requirements as specified in Section 5.1 and 5.2 of these Specifications. Any guide post or
kilometre marker shown on the Drawings or designated by the Engineer to be removed and
relocated shall be carefully excavated, removed, cleaned, repainted and refurbished to as-
new condition and installed in the proper location as directed by the Engineer.
7.4.3 M EASUREMENT
This work shall be measured as the number of respective units each, properly constructed or
relocated and accepted by the Engineer.
7.4.4 Payment
Payment for Gu ide Posts, Relocated Guide Posts, Kilometre Stones, Relocated Kilometre
Stones and Right-of-way Monuments shall be at the respective Contract unit prices each,
complete in place, which prices shall include, furnishing and placing all materials, labour,
equipment, tools and incidentals necessary to complete the work.
Pay items, shall be as follows:
7.4(1) Guide Post Number

7.4(2) Relocated Guide Post Number
7.4(3) Kilometre Marker Number
7.4(4) Relocated Kilometre Marker Number
7.4(5) Right-of -way Monument Number
SECTION 7 - ANCILLARY WORKS 7.4 – Markers and Guideposts Page 12 - 57

KINGDOM OF CAMBODIA
7.5 ROAD SIGNS

7.5.1 DESCRIPTION
This work shall consist of furnishing, assembling and erecting posts, signs, sign frames and
illuminated signs of a permanent nature in accordance with the details shown on the
Drawings and as specified herein and in the Special Provisions at the locations shown on the
Drawings and as directed by the Engineer.
The work shall include all necessary foundations, excavation, backfill, anchorages, fixtures
and fastenings, brackets, lighting units and electrical installations where required, application
of paints and finishes, testing and all the processes necessary to complete the work. Design
of signs and associated electrical installations is included in the work.
This work shall also include the removal, cleaning, restoration and reinstalling of existing
road signs and posts which are in good condition but not presently in the proper location for
the finished road construction. This work will be directed and approved by th e Engineer on
an as-needed basis.
7.5.2.1 Sizes, Colours Types

Signs shall be the sizes, colours and types shown on the Drawings or as directed by the
Engineer. They shall be reflectorised and constructed in accordance with the requirements
of Section 7.5 of these Specifications.
7.5.2.2 Alternative Designs and Materials

The Contractor may submit or recommend alternative designs and construction materials to
those specified in these Specifications or on the Drawings subject to the approval of the
Engineer.
7.5.3.1 Mounting Posts

Mounting posts shall be manufactured from one of the following materials:
a) Reinforced Concrete Posts - Material shall conform to the requirements of Section 5.1 of
these Specifications. Concrete shall be Class B1 unless otherwise specified on the Drawings
or in these Specifications.
b) Prestressed Reinforced Concrete Posts - Materials shall conform to the requirements of

c) Steel Posts - Steel posts shall be in the form of round tubes or pipes of not less than 60 mm
outside diameter or other approved sections of adequate torsional rigidity and strength
complying with the appropriate specifications of the American Society for Testing Materials,
the British Standards Institution, the American Association of State Highway Officials or a
similar internationally recognised body.
SECTION 7 - ANCILLARY WORKS 7.5 – Road Signs Page 13 - 57

KINGDOM OF CAMBODIA
d) Aluminium Alloy Posts - Posts shall be manufactured from one of the following alloys:
either
(i) Alloy 606l-T6, 6062-T6 or 6063-T6 complying with the following ASTM specifications
where appropriate:
B 210 Drawn Seamless Tubes
B 221 Extruded Bars, Roads and Shapes
B 235 Extruded Tubes
B 241 Pipe
B 308 Structural Shapes, Rolled or Extruded.
or
(ii) Approved alloy sections to other internationally recognised specifications acceptable
to the Engineer.
e) Post Caps - Caps for hollow posts or other hollow sections used in construction may be
approved cast or sheet metal or a suitable weather resisting plastics material.
7.5.3.2 Base Housings

Base housings for metal posts carrying illuminated signs shall be of fabricated steel or
aluminium alloy not less than 4.5 mm thick or of cut iron or cast aluminium alloy having an
average thickness of not less than 8mm and a minimum thickness of 6.5 mm. Steel shall
comply with the requirements of sub-clause 7.5.3.1, item c) of these Specifications. Cast
iron shall be A.S.T.M. Designation A48, Class 30. Fabricated aluminium alloy bases shall be
of material complying with the requirements of sub-clause 7.5.3.1, item d) of these
Specifications. Cast aluminium alloy bases shall be either A.S.T.M. Designation B26 or
B108, Alloy SG 70A, Condition T6.
7.5.3.3 Sign Plates

Sign plates and panels shall be manufactured from one of the following materials:
a) Aluminium Alloy
(i) Flat sheets and plates shall be one of the following alloys:
either Alloy 5052-H34, 6061-T6 or 3003-H18 complying with A.S.T.M. Specification
B209.
or Approved alloy sheet or plate complying with such other internationally recognised
specification as is acceptable to the Engineer.
(ii) Extruded panels shall be one of the following alloys:
either Alloy 6063-76 complying with A.S.T.M. Specification B 221
or Approved alloy complying with such other internationally recognised specification
as is acceptable to the Engineer.
b) Steel Plate, Sheet or Strip - The material shall comply with A.S.T.M. Specification A245,
Grade B, or such other internationally recognised specification as is acceptable to the
Engineer.
7.5.3.4 Frames and Stiffening

Except as otherwise provided in the Drawings or these Specifications sign plates requiring
frames or stiffening as specified under sub-clause 7.5.4.5 of these Specifications shall have
adequate ribs or flanges as an integral part of the sign plate or shall have a metal frame or
stiffening bars constructed of structural sections in steel or aluminium alloy complying with
the appropriate specifications of sub-clauses 7.5.3.1 and 7.5.3.3 of these Specifications.

KINGDOM OF CAMBODIA
7.5.3.5 Fixtures and Fittings

Brackets and clips shall be manufactured from approved cast metal, steel, stainless steel or
aluminium alloy.
Screws bolts, nuts and washers shall be of steel, aluminium alloy or of a high tensile non-
corroding metal. Washers in contact with surfaces which may be damaged by over
tightening of nuts or bolts shall be of a suitable soft and weather resisting material.
Steel fixings and fittings which are in contact with aluminium shall be coated with zinc or
cadmium. All steel fittings shall be rustproofed. Rivets shall be made rom f copper, brass
aluminium alloy or pure aluminium. Brass, copper, lead or nickel shall not be used in contact
with aluminium.
7.5.3.6 Electrical Components - General

Electrical equipment and parts shall comply with the provisions of sub-clauses 7.6.2.2,
7.6.2.3 and 7.6.2.4 of these Specifications.
7.5.3.7 Wiring
The provisions of sub-clause 7.6.3.2 of these Specifications shall apply except that for
“lighting columns” and "columns" read "illuminated signs”.
7.5.3.8 Switching
7.5.3.9 Preservatives, Paints and Finishes

All coatings, paints, varnishes and enamels used in the preparation and finish of the signs,
posts and fittings shall be of the best quality, specially made for the purpose they shall serve,
and of brands and types acceptable to the Engineer. To ensure compatibility, primers,
undercoats and finishing costs shall, wherever possible, be of the same manufacture. All
materials shall be stored, and used within such time limits, as specified or recommended by
the manufacturers or in accordance with the directions of the Engineer.
Zinc coating (galvanising) on steel parts shall comply with ASTM specification A 123 or A
153 as appropriate.
All paint used for steel parts, other than finishes on a sign face, shall be high zinc oxide
content coating material of approved formulation containing a minimum of seven kilograms
of zinc oxide (acicular type) per one hundred litres of coating material. The colour of the
primer shall be different from succeeding coatings.
Priming paints for aluminium alloys, when required, shall be pigmented with chromates or
chromes (excluding lead chromes) except on sign faces where the specified finish is
unsuitable for use with such primers.
Reflective sheeting shall be "Scotchlite" Engineer Grade or other approved colourfast

reflective material applied in accordance with the manufacturer's specifications or
instructions.
Plastics sheeting, film, sheathings and sprayed plastic finishes shall be of approved types
and thicknesses, of durable colour and weather resistant, and shall be fully compatible with
any materials with which they will come into contact. Such finishes shall be applied in
accordance with the manufacturer's specifications or instructions.

KINGDOM OF CAMBODIA
These coatings shall be in accordance with sub-clause 7.5.3.9 of these Specifications except
that all aluminium sheeting and other members shall be anodised by a process approved by
the Engineer.
Sign plates shall be covered with “Scotchlite" Engineer Grade or oth er approved colourfast
reflective plastic sheeting over the whole front surface to the specified background colours.
All plastic sheeting shall be affixed to the sign plate with a heat activated adhesive properly
applied in accordance with the sheeting manufacturer's specification and instructions. All
joints in the sheeting shall be overlapped (from the top when practicable) and no butt joints
will be permitted. Overlaps shall be not less than 6mm. and sheeting shall extend over top
and bottom edges and down side legs by at least 3mm. Words, figures and other symbols
shall be applied to this sheet material by the silk screen method using a translucent paint for
coloured parts and an opaque paint for black parts all as approved by the manufacturer of
the '“Scotchlite”' or other approved sheeting.
The whole of the face and edges of each finished sign plate shall have a full glossy coat of
clear lacquer applied at the time of fabrication of the sign, and of a type specified or supplied
by the manufacturer of the sheeting material.
Back of aluminium sign plates shall not be painted. Galvanised steel frames, brackets, bolts
and nuts shall not be painted.
7.5.3.10 Reflective Beads

Beads for reflectorization of signs shall be of good quality, optically clear, lead-free glass with
not less than 90% reasonable spherical and free from flaws. The beads shall contain not
more than one per cent of sharp angular particles and not more than one half per cent of
foreign matter and shall be free flowing under normal atmospheric conditions.
For reflectorizing white and yellow, the heads shall have a refractive index of not less than
1.90. For reflectorization of other colours the refractive index shall be not less than 1.60 and
not greater than 1.70.
The beads shall contain not less than 80% by weight within one of the size ranges specified
below.
Size Range (Microns)

250-177
210-149
177-125
149-105
125- 88
105- 74
The binder for the beads shall be formulated so as to provide maximum bead retention, high
specular reflection and a firm bond with the surface to which it is applied.
7.5.4 DESIGN AND CONSTRUCTION REQUIREMENTS
7.5.4.1 General
The Contractor shall be responsible for the design of signs and all associated fittings and
fixtures, including electrical equipment, in accordance with the Drawings and Section 7.5 of
these Specifications. Full details of the Contractor’s designs and proposed materials shall
be submitted to the Engineer for approval before commencement of the work.

KINGDOM OF CAMBODIA
Signs shall be mounted on posts unless otherwise instructed by the Engineer in writing.
Design and construction of signs shall be such that all sign plates, posts, fittings, lighting
units, electrical equipment and conduit can be assembled and erected without site
modification.
All signs considered by the Engineer to be in the way of reconstruction or rehabilitation

works shall be carefully removed in accordance with Section 2.1 of these Specifications.
Road signs so removed but in good condition and still necessary to the proper signing of the
road shall be reinstalled in accordance with sub-clause 7.5.4.15 of these Specifications.
7.5.4.2 Mounting Posts

Posts shall be adequate in number and size to support the signs and any lighting fittings
attached to the frames or posts. Where apertures are cut in posts for cable entry etc. due
allowance shall be made to ensure that the post will be of adequate strength.
Post shall be such that, at a wind pressure of 150 kilograms per square metre, the maximum
deflection at the centre of the sign is limited to one fortieth (1/40th) of the height measured
from the ground for signs mounted on a single post and to one eightieth (1/80th) for signs
mounted on more than one post.
The lengths of posts shall be adequate for the requirements allowing for embedment in the
ground and/or extensions for lighting fittings. All posts shall be effectively prevented from
rotation in the ground and if necessary in the case of metal posts, suitable metal base plates
shall be provided for this purpose. Unless otherwise shown on the Drawings base plates
shall be not less than 4.5 mm thick and shall have an area of not less than five tines the plan
area of the post. Effective means for securing the base plate to the post shall be provided.
Where a post has to be sited close to a wall either the top of the post shall be angled away
from the wall to provide adequate clearance for the sign or an adequate bracket or brackets
shall be provided from the post for this purpose. In either case the post shall be of adequate
strength and rigidity to withstand the additional bending moments and torsion resulting from
the arrangement.
All open ended posts, or other hollow sections used in construction shall be effectively
capped to prevent the entry of water.
Construction of reinforced concrete and prestressed reinforced concrete posts shall be in

accordance with Sections 5.1 and 5.4 of these Specifications, respectively, and as approved
by the Engineer. All surfaces above ground shall receive a rubbed finish complying with
sub-clause 5.1.5.8, item d) of these Specifications.
Timber posts above ground shall be smooth planed.
7.5.4.3 Base Housings

Base housings for posts shall have ample accommodation for the electrical components to
be fixed therein. Suitable means shall be provided for fastening the posts firmly to the base
housings. Base plates shall have an area not less than two and a half times the plan area of
the base housings and shall be not less than 4.5 mm thick in the case of steel and aluminium
plate and not l ess than 6.5mm thick for cast housings.
A service door or panel of rigid construction shall be provided to give ready accessibility for
maintenance purposes. The door or panel shall be weatherproof and shall be capable of
being secured with key fastenings. Screws shall be of non-corrosive metal and captive.
Screws of a self tapping type shall not be used.

KINGDOM OF CAMBODIA
Ventilation and drainage, sufficient to prevent undue condensation, shall be provided and the
bottom of the housing shall be sealed to prevent the upward seepage of water.
Arrangements shall be made for the service cable or conduit to enter the base housing at
any depth between 150 and 300 mm below ground level and it shall be possible to lift away
the post and housing without breaking the service joint. Cable entry holes shall be sealed,
with a suitable gland, against the entry of dirt or water. Adequate earthing arrangements
shall be provided.
7.5.4.4 Sign Plates

Aluminium alloy plates and panels shall have a minimum thickness of 2mm. Steel plates
and panels shall have a minimum thickness of 1.5 mm. Sign plates constructed of other
materials shall be of adequate rigidity and strength and shall be suitable for the finishes
which are to be applied to them. Where the Engineer so directs, tests shall be carried out to
determine the suitability of a material and its finish for use as a sign plate.
Extruded plank type aluminium panels may be of either the interlocking or bolted type. Cold
formed plank type steel sections bolted together through the flanges may also be used for
panels. Where such panel sections are used the ends of the sections shall be covered to
present a flanged appearance such that the edges of the sign present the same appearance
all round.
Sign plates and panels shall be cut accurately to the shapes and sizes specified on the
Drawings. All mounting holes shall be accurately located and, after drilling or punching, any
burrs, rough spots and loose material shall be removed. All holes shall be drilled before
painting.
7.5.4.5 Frames and Stiffening

Except where ribs or flanges are an integral part of the sign plate and provide the necessary
stiffening, sheet metal sign plates exceeding one metre in any dimension shall be stiffened
by the attachment of a frame or stiffening member (s) to the back of the sign plate.
The post or posts supporting a sign may be taken into consideration for stiffening purposes.
A bracket may form the stiffening frame or part of it.
The frame for a sign plate or plates shall be simple in design and shall have the minimum
number of members to give it the required stiffness.
The stiffening or frame for a sheet metal sign plate may take the form of flanges round the
edges of a sign, welded ribs or steel or aluminium sections with a minimum thickness of
2 mm. Wh ere flanges are provided they shall be uniform on all edges of the sign.
Where metal frame members join they may be welded or joined with suitable brackets and
nuts and bolts but in all cases the joints shall be strong enough to withstand the stresses
induced in them.
7.5.4.6 Fixture and Fittings

Where necessary or desirable signs shall be mounted on existing suitable highway furniture,
buildings or structures by means of a properly designed bracket or brackets.
The method of fixing sign plates, frames and brackets to posts shall be such as will facilitate
removal for replacement or maintenance purposes and permit adjustment in the position of a
sign without detaching it from its post or posts, but the sign and any framing shall be held
firmly enough to withstand the load to which it will be subjected. Signs mounted on single
posts shall have fixing to prevent the forced rotation of the signs on the posts. Clips and

KINGDOM OF CAMBODIA
brackets shall be shaped to secure a firm hold on the post without placing any bending strain
on the sign plate.
Where materials with different coefficients of expansion are fixed together, allowance for this
shall be made so that the sign will not fail by shearing or buckling of fixing bolts, rivets or
welds.
Where dissimilar metals are joined together, precautions shall be taken to prevent
electrolytic action, particularly in the case of screws and rivets. This may be accomplished
by using paint, lacquer or other suitable means to eliminate metal to metal contact.
Brackets used in the construction of signs may be manufactured from sheet or strip
aluminium alloy, extruded sections, cast aluminium alloy or may be fabricated from steel
sections. The minimum thickness of material shall be 3 millimetres. Welded joints shall be
sound and their surfaces smooth. Holes shall be drilled before painting and shall be
accurately located.
Steel or aluminium strip used for clips shall not be less than 2 mm thick.
Screws and bolts shall not be less than 8 millimetres in diameter and of adequate length, but
without excessive projection of the screwed ends. In any situation where, if a screw were
removed, the assembly would be insecure, that screw shall have not less than four full
threads engaged when it is tight and shall be fitted with a locknut or a spring washer.
Where hollow rivets are used to connect sign plates to frames or fixings the holes shall be
effectively blocked to prevent light shining through. Screw bolt or rivet heads on the face of
a sign shall be as unobtrusive as possible and each shall match the colour of the part of the
sign where it is located.
Caps for posts of hollow section shall be shaped to shed rainwater to the outside of the posts
and adequate means of securing the caps to the posts shall be provided.
7.5.4.7 External Lighting Lanterns (Electric)

Full details of lanterns, including dimensions, shall be submitted by the Contractor to the
Engineer before commencement of the work.
a) Materials and design - The body of the lantern and its fittings shall be of robust construction,
of ample dimensions, and shall be made of cast or sheet metal, or of weather-resisting
plastics material. Sheet metal shall have a thickness of not less than 1.5 mm.
Both the exterior and interior surfaces shall be reasonably smooth to prevent the
accumulation of dirt and to facilitate cleaning. The upper surface shall be shaped to shed
rainwater.
The lantern shall be of the enclosed type and access to the interior shall be by a hinged bowl
or door, which shall seat closely when fastened. The fastenings shall be key operated.
If a gasket is used it shall be capable of withstanding the operation conditions without

deformation or softening, and shall be attached in such a way that it will be retained in
position when the bowl or door is repeatedly opened for maintenance purposes.
When closed the lantern shall be waterproof and means of ventilation shall be provided.
b) Electrical components - Two lampholders, wired in parallel, shall be provided, securely

mounted and correctly located, for the lamps appropriate to the size of sign, as given below.

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Lanterns shall be capable of accommodation tungsten filament pearl lamps of any of the
ratings given below.
Size of sign No. of lamps and rating
Up to 0.6 x 0.6 metre 2 x 25 watt
Alternatively, the lantern may be arranged for approved tubular fluorescent lamps. All
lanterns shall be supplied complete with the necessary lamps.
The electrical wiring shall be totally enclosed in conduit. A readily accessible terminal block
so insulated or shrouded as to prevent the accidental contact of a person with the live
terminal, and an earthing terminal shall be provided. A 3-pin socket may be used instead of
the terminal block and earthing terminal. Conduit tubing shall not be visible from the front of
the sign.
c) Optical components - Separate reflectors shall be of anodised aluminium, vitreous

enamelled steel or other suitable material. The surface of refractors not wholly with in the
lantern shall be protected by a hermetically sealed cover plate. Diffusers shall be of glass or
plastics material and shall have smooth interior and exterior surfaces.
d) Finish - The surface of lanterns shall be finished with approved paint, enam el or vitreous
enamel.
e) Photometric Performance - The light distribution of the lantern shall be such that when it is
mounted with the appropriate sign the following conditions are satisfied in respect of the
white portions of the sign:
(i) The average luminance of the sign shall be between 40 and 110 cd/sq-m.
(ii) The maximum luminance of the sign shall not exceed 325 cd/sq-m.
(iii) The distribution of illumination shall be reasonably uniform and the illuminated sign
shall not present a patchy appearance. The ratio between the maximum and
minimum luminance shall not exceed the following values.
Size of sign Limiting ratio
0.6 x 0.6 metres 10 : 1
1.25 x 1.25 metres 30 : 1
1.3 x 1.8 metres 40 : 1
(iv) No light shall be emitted direct from the lantern towards oncoming traffic and tight spill
shall be kept to a minimum.
f) Lantern Brackets - The length of the conduit bracket supporting the lantern shall be such that
the outside edge of the lantern does not project more than the following distance from the
front surface of the sign:
Depth of sign (metres) 0.75 1.20 1.80 2.70 3.60
Maximum outreach (metres) 0.45 0.60 0.90 1.10 1.35
The lantern shall be mounted so that:

a. the main illumination is downwards
b. the lantern does not obscure part of the sign

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Conduit brackets shall be of adequate dimensions to minimise relative movement between

the lantern and the sign due to vibration. Means shall be provided to prevent the lantern
turning on the bracket.
7.5.4.8 Internally Illuminated Signs

a) General - Full details of the signs and their fittings, including dimensions, shall be submitted
by the Contractor to the Engineer before commencement of the work.
The exterior of the sign shall have no sharp edges or protuberances and the exterior and
interior surfaces shall be reasonably smooth to prevent the accumulation of dirt and to
facilitate cleaning. The upper surface shall be shaped to shed rainwater.
b) Sign Housing - Sign housings shall be of cast or sheet metal or of weather-resisting plastics
material, of adequate rigidity and strength, and so designed and constructed that light
sources and any electrical gear are readily accessible for cleaning and maintenance
purposes.
The housing shall be such that the assembled sign is waterproof and means of ventilation
shall be provided.
Access doors or panels shall be of rigid construction, designed to seat closely when fastened
and fastenings shall be key operated. Screws used for securing access doors and panels
shall be non-corrosive and captive . Screws of a self tapping type shall not be used.
Gaskets shall be capable of withstanding the operating conditions without becoming-

permanently deformed, softened or hardened and any adhesive used for fixing then shall be
chemically compatible with ht e gasket material and with the material to which the gasket is
fastened.
Gaskets used to retain the face of a sign shall be so designed that the face is not easily
removable by unauthorised persons and shall be positively held in position so as not to work
loose during maintenance operations. Circular signs shall have means to prevent the sign
face rotating.
Cable entry holes shall be sealed with a suitable gland against the entry of dirt or water.
The method of fixing the housing to the mounting post or posts shall allow easy removal for
maintenance or replacement purposes and provision shall be made to prevent the forced
rotation of a sign when it is mounted on a single post. Fixing holes and holes for reflectors
shall be made before painting. Th e internal finish of metal housings shall be of approved
white enamel.
c) Sign Face - The material used for the sign face shall be clear, opal or self coloured acrylic
sheet with a minimum thickness of 3 mm or toughened glass with a minimum thickness of
4 mm. Other materials may be used provided their optical properties and mechanical
strength in resistance to bending and impact are at least equivalent to those of acrylic sheet
or toughened glass.
The legend symbol or border appearing on the sign face may be of plastics material in the
form of foil or sheeting, paint, ink or screening paste, or an other material which is chemically
compatible with the material used in the sign face and appropriate to the method of
construction. Paints, inks or screening pastes used on acrylic sheet shall be acrylic based,
material used in bonding acrylic sheet and forming fillets shall be approved bonding acrylic
cement and any adhesive or solvent used on acrylic sheet shall be chemically compatible
with it. In all cases , colours and diffusing surface shall have a uniform appearance.

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Due allowance shall be made for differential expansion between the sign face and any
retaining material and holes for fixing purposes shall have adequate clearance. Holes drilled
in acrylic sheet shall be positioned so that their edges are not less than their own diameter
from the edge of the sheet.
d) Electrical Components - Lampholders shall be provided, securely mounted and correctly

located, for two standard tubular fluorescent lamps wired in parallel or one such lamp
normally alight plus a second lamp (which may be a tungsten filament pearl type) arranged
to come into service when the first one fails. For small signs the alternative of two tungsten
filament pearl lamps may be acceptable. The lampholders, ancillary gear and wiring shall be
to a three pin plug and shall be mounted on a frame so that the whole assembly can be
removed from the sign without the use of tools.
A readily accessible terminal block and fuses shall be provided in the base of a supporting
post for each illuminated sign. The terminal block shall be so insulated or shrouded as to
prevent the accidental contact of a person with the live terminal and an earthing terminal
shall be connected to the lampholders and to the base housing.
e) Optical Performance - The following conditions shall be satisfied in respect of white portions
of the sign face when in new and clean condition.
(i) The average luminance of the illuminated portions shall be between 45 and 215
candelas per square metre.
(ii) The variation of luminance when viewed normally to the surface shall not exceed a
ratio of 15 of 1.
(iii) The luminance at any point shall not exceed 540 candles per square metre.
7.5.4.9 Preparation and Painting

a) General - All painting and finishing shall be carried out in clean, dry surroundings using heat
lamps for drying and ovens for baking as may be needed. All paints shall be applied with a
pressure spray to form a smooth even film and all surfaces and edges shall be coated unless
stated otherwise. Paint shall be applied only when the surface or previous coat is dry.
The following requirements shall, unless otherwise provided in the Special Provisions or on
the Drawings, apply to preparation and painting of sign components other than the finish on
sign faces but excluding plastics signs and components with finishes of reflective and
plastics sheeting, film, sheathings and other proprietary finishes.
b) Aluminium Alloys - Aluminium alloys, other than sign faces, shall not be treated or painted
unless they are in contact with earth. Surfaces in contact with earth shall be prepared as
described in the next paragraph and two coats of approved asphaltic paint shall be applied.
Before painting, the surfaces of aluminium alloy sign plates shall be thoroughly degreased
and pre-treated by anodising or by an equivalent process or by using an etching primer.
The prime coat shall then be applied. The back and edges of the plate shall receive a finish
coat of light grey enamel.
c) Steel surface - All steel components shall be rustproofed by galvanising, cadmium plating or
other approved treatment prior to painting. Where necessary the surface shall be cleaned
and degreased before painting. All surface other than screws, bolts, nuts and washers, shall
then receive one prime coat of high zinc oxide paint. All surfaces, other than sign faces shall
receive a finish coat of high zinc oxide paint, tinted light grey.
d) Cast Iron - Cast iron surfaces shall be cleaned and painted with an organic zinc-rich primer.

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7.5.4.10 Finish of Sign Faces

Recommendations by the manufacturers of paint, reflecting materials, plastics sheeting or
other finishes, regarding the preparation of surfaces prior to the application of the finish and
protection of the finish, shall be carefully followed.
The finish on the face of a sign shall present an even surface free from twists, cracks or
faults or any other blemishes. When reflecting sheeting or film is used it shall, where
possible, be in complete sheets. Joints shall be kept to a minimum, but where they are
necessary they shall be constructed in accordance with the manufacturer's instructions.
Care shall be taken to ensure a proper day and night colour match at joints.
Enamel surfaces shall consist of one undercoat and one top coat, applied and stoved, of
uniform thickness, homogeneous and uniform in colour with an egg shell flat finish.
Legends shall be carefully coloured at their edges to ensure true proportions. On signs
where light colours are applied over dark, at least two coats of light colour shall be applied.
Bead type reflectors shall be securely fixed to signs without appreciable reduction of the
effective area of the beads. The beads shall be uniformly and closely spaced, giving a
smooth and easily cleaned surface without interstices that can retain dirt or moisture. Beads
shall not cover the black portions of signs.
7.5.4.11 Excavation and Reinstatement

7.5.4.12 Concrete Embedment of Posts

Where so indicated on the Drawings the bases of posts shall be embedded in concrete.
Concrete shall be class C2, as defined in Section 5.1 and shall contain the minimum quantity
of water necessary to produce a mix that can be tamped and rammed round the base of the
post such that the post will be firmly held in position immediately after completion of placing
and compaction.
The minimum thickness of concrete embedment and its height shall be as shown on the
Drawings.
The post shall be carefully positioned and plumbed and struts and stays applied as
necessary to hold it in position during embedment. The concrete shall then be placed round
the post in uniform lifts not exceeding 200 mm and each lift thoroughly rammed. Care shall
be taken to avoid contamination of the concrete from the surrounding surface and soils. Any
contaminating material failing into the concrete shall be immediately removed.
All the concrete embedment for a post shall be provided in one operation and where the
surface of the concrete embedment is above the level of the surrounding surface the
exposed portion shall be formed to present a neat and tidy appearance and sloped to shed
water away from the post.
7.5.4.13 Conduits and Fittings

7.5.4.14 Pull Boxes

The provisions of sub-clause 7.6.4.4 of these Specifications shall apply, except that
inscriptions on covers shall be "Road Signs".

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7.5.4.15 Relocation of Existing Road Signs

Existing road signs and posts which, in the opinion of the Engineer, are still in good and
usable condition and necessary to the proper signing of the completed road, shall be
removed, cleaned thoroughly repainted if necessary and reinstalled nearby in the location
designated by the Engineer. Road signs not designated to be reused or relocated shall,
upon removal, be cleaned and transported to a location as directed by the Engineer.
7.5.4.16 Inspection and Testing

Testing of electrical installations shall be in accordance with the provisions of sub-clause
7.6.4.5 of these Specifications.
Before fabrication of signs the Contractor shall supply an example of each type of sign with
information concerning equipment and procedures and state the location of the workshops
manufacturing the signs. The Engineer will inspect the facilities and, if satisfactory, issue
approval to fabricate the remaining signs.
When so requested by the Engineer, samples of preservatives, paints and finishes shall be
supplied by the Contractor and shall be tested by him as directed by the Engineer for the
appropriate conditions (exposure, compatibility of materials, bonding, reflectance etc.)
Testing shall be carried out for sufficient time to ascertain the quality and/or suitability of the
materials.
7.5.5 M EASUREMENT
Measurement as described in this section shall only apply to permanent signs erected or
reinstalled. Signs used temporarily for traffic diversion on temporary detour facilities will not
be measured for payment.
The Contractor shall make his own templates dimensioned in accordance with the Drawings,
or as instructed by the Engineer and shall supply all frames, bolts, nuts, washers, straps,
temporary jigs and strutting, etc. necessary to erect the complete signs correctly positioned
and aligned at locations shown on the Drawings or as directed by the Engineer.
7.5.6 Payment
Payment for Sign Posts and Road Signs shall be full compensation for furnishing and
erecting all materials including labour, tools, testing, frames, hardware and incidentals
necessary to complete the work.
Payment for Relocate Road Sign and Post(s) shall include any necessary excavation,
cleaning of post(s) and sign, painting of post and frame if necessary, all materials labour and
equipment required to reinstall the sign and post(s) in a location satisfactory to the Engineer.

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7.5(1) Sign Posts Linear Metre

7.5(2) Road Signs Square metre
7.5(3) Relocate Road Signs and Posts Number
7.5(4) Overhead Signs Square metre
7.5(5) Steel Truss for Overhead Sign Linear Metre
7.5(6) Foundation & Steel Post for Overhead Sign Number
7.5(7) Overhead Traffic Sign Number

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7.6 STREET LIGHTING

7.6.1 DESCRIPTION
This work shall consist of the supply of all lanterns complete, brackets, columns and other
supporting devices, bases, cables, switchgear and all necessary ancillary equipment
together with the transportation, storage, assembly, erection, connection and testing of the
same in order to supply a complete street lighting system in accordance with the details
shown on the plans and as specified herein and in the Special Provisions. Design of the
system is included.
If shown in the Drawings or designated elsewhere in the Contract, this work shall consist of
modifying and/or adding to an existing street lighting system or constructing a new street
lighting system, as the case may be. To the greatest extent possible all materials, above
ground and underground, used in existing lighting system and in good working condition
shall be incorporated in the new system.
7.6.2.1 Design
Designs, in accordance with the following articles of these Specifications, shall be prepared
by the Contractor and submitted in three copies including design calculations, drawings,
wiring diagrams and requirement and materials list to the Engineer within three (3) months
after the Commencement date of the Contract.
7.6.2.2 Existing Conditions and Documents Required

All underground utilities are not necessarily shown on the Drawings and locations of
underground utilities as shown on the Drawings are approximate only.
The Contractor shall take special precautions to protect any existing utility services such as
power lines, telephone lines, gas and oil pipelines, sewers and water works affected by his
operations at his own cost, and shall minimise and be responsible for any damage caused
thereby. He shall at all times and at his own expense conduct his operations in accordance
with the requirements of the Utility Authorities having jurisdiction.
The following data shall be furnished by the Contractor to the Engineer and shall be included
in the design documents.
(a) Catalogues of electrical components; lanterns, ballast, etc.
(b) Plans and circuit diagrams, ground road connection diagram.
(c) Photometric data;
i) Utilisation Curve
ii) Isocandela Diagram
iii) Horizontal Iso Foot Candle Diagram
iv) Polar Light Distribution Curve
(d) Details of columns, brackets, base plates.
7.6.2.3 Responsibility for Design and Materials

Items of equipment and parts shall have maker's specifications agreeing with those of the
USA Standards Institute, the American Society for Testing Materials, the American
Association of State Highway Officials, or other similar internationally recognised body. All
SECTION 7 - ANCILLARY WORKS 7.6 – Street Lighting Page 26 - 57

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works shall be done and all goods shall be made in strict accordance with good international
practice and to the satisfaction of the Engineer.
The Contractor shall be solely responsible for the adequate design and the co-ordinated
functioning of all goods and construction furnished under this contract. All the component
parts shall be designed so as to ensure their proper co-ordinated functioning and operation.
All equipment shall be of the maker's standard models and shall include all recent
improvements in design and materials. All materials us ed in manufacture and construction
shall be of high quality and fully in accordance with the best modern practice.
The equipment offered and the work done shall be suitable for continued trouble-free
operation under adverse climatic conditions of heavy rain, high humidity and intense
sunlight. The equipment must be able to withstand over long periods ambient air
o o
temperatures varying from a normal of 40 C to a maximum 50 C
7.6.2.4 Compliance with Manufacturer’s Specifications

The Contractor shall ensure that the equipment and parts used will be entirely suitable for
the work to be performed and that they will be manufactured to proper clearances and fit.
He shall further ensure that the loading of equipment will under all normal circumstances not
exceed the maximum laid down or agreed in writing by the manufacturer.
The Contractor shall be responsible for the inspection of all equipment and parts before their
incorporation in the works to ensure that they comply with the contract and that they are not
defective in any way as regards materials or workmanship. Should any such non-
compliance or defects be found during the inspection, the Contractor shall correct or cause
to be corrected such non-compliance and defects, all at the Contractor's expense and to the
7.6.2.5 Defects Liability Period

All repairs and replacements required during the Defects Liability Period shall be carried out
promptly and an adequate supply of spares shall be available for this purpose.
7.6.2.6 Electricity Supply

The Contractor shall carry out negotiations with the electricity supply authority concerned for
an electricity supply to the installation, and any costs associated with obtaining this supply
shall be included in the Contract rates. The Contractor must ensure that the equipment
supplied will function correctly at the supply voltage, and must allow for normal variations
and surges.
7.6.2.7 Definitions
Unless specifically defined herein, definitions shall be as given in British Standard 892:1967
"Glossary of Highway Engineering Terms" and in British Standard Code of Practice CP 1004
"Street Lighting" both as amended at the time of Tender.
Lantern A housing for one or more lamps comprising the body and any refractor,
reflector, diffuser or enclosure associated with the lamp or lamps.
Outreach The distance measured horizontally between the centre of a lantern
mounted on a bracket and the centre of the column or wall face.
Overhang The distance measured horizontally between the centre of a lantern and the
adjacent edge of the pavement.
Mounting Height The vertical distance between the centre of lantern and the surface of
the pavement.

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Spacing The distance measured parallel to the centre line of road, between
successive lanterns. In a staggered arrangement, this distance is measured parallel
to the centre line from the centre of a lantern on one side of the road to the centre of
the next lantern on the opposite side.
Beam That portion of the light output of the lantern contained by the solid angle
subtended at the effective light centre of the lantern containing the maximum intensity
but no intensity less than 90% of the maximum intensity.
Luminous Flux The light given by a light source of lantern or received by a surface,
irrespective of the direction in which it is distributed. The unit of luminous flux is the
lumen.
Lower hemispherical Flux or Downward Flux The luminous flux emitted by a lantern in
all directions below the horizontal.
Peak Intensity Ratio The ratio or the maximum intensity to the mean hemispherical
intensity of the light emitted below the horizontal.
Mean Hemispherical Intensity The downward flux divided by 6.28. (This is the average
intensity in the lower hemisphere).
Intensity Ratio The ratio of actual intensity in any direction of lantern to the mean
hemispherical intensity.
Luminous Intensity The light giving power of a lantern in any particular direction. The
unit of luminous intensity is the candela (cd).
Beam Centre A direction midway between the directions for which the intensity is 90
percent of the maximum in a vertical plane through the maximum and on a conical
surface through the maximum.
Isocandela Curve A curve traced on an imaginary sphere with the source at its centre
and joining all the points corresponding to those directions in which the luminous
intensity is the same, or a plane projection of this curve.
Isocandle Diagram An array of isocandela curves.
Polar Curve Curve of light distribution using polar coordinates.
7.6.3 M ATERIALS AND EQUIPMENT REQUIREMENTS
7.6.3.1 Lanterns
Lanterns shall be of the cut-off or the semi-cut-off type as shown on the Drawings or as
specified in the Special Specification. Non-cut-off lanterns shall not be used.
Unless otherwise specified, the mounting height shall be not less than 7.6 metres nor more
than 12.2 metres. At junctions, or where high mast lighting is specified, this maximum height
may be exceeded, but in such case, a means must be provided to lower the lanterns for
repair and cleaning.
Where there is no speed limit on the road or where there is a speed limit of more than 60
kilometres per hour the minimum clearance between columns and the edge of the pavement
shall normally be 1.5 metres but where this is not reasonably attainable, the minimum
clearance may with the previous permission of the Engineer be reduced to 1.0 metre.
Where there is a speed limit of less than 60 kilometres per hour the minimum clearance
between columns and the edge of the pavement should be 1.5 metres but this may be
reduced to:
- 0.50 metre for crossfalls of not more than 1 in 40 towards the curb
- 0.60 metre for crossfalls of between 1 in 40 and 1 in 24 towards the curb

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- 0.75 metre for crossfalls of more than 1 in 24 towards the curb

with the previous permission of the Engineer.
Each lantern should normally direct two beams along the length of the road. The polar
curves of the lanterns in both horizontal and vertical planes be smooth and free from any
abrupt variations so that the luminous intensity diminishes smoothly and progressively from
its maximum. For centrally mounted lanterns the beams should be approximately axial; for
0.
lanterns mounted at the sides of the roadway, the maximum toe-in of the beam will be 15
Adequate but not excessive light should be directed towards the curbs and outer edge of the
road. Where area illumination is required using high mast lighting, these provisions shall not
necessarily apply.
0
For cut-off lanterns, the beam should be in a direction about 65 from the downward vertical.
0 0
The peak intensity ratio shall be between 2.0 and 4.0; the intensity in the zone 0 to 30
below a horizontal plane through the lantern shall be between 0.3 and 2.0. An intensity ratio
0 0
of 1.2 shall lie between elevations of 72 and 78 from the downward vertical in the vertical
plane parallel to the axis of the roadway and the horizontal intensity ratio in the same plane
shall be not greater than 0.15.
0
In the case of semi-out-off lanterns, the beam should lie in a direction about 75 from the
downward vertical. The peak intensity ratio shall be between 1.8 and 4.0. The intensity ratio
0 0
in the 0 to 30 zone below a horizontal plane through the lantern shall be between 0.3 and
0 0
1.7. An intensity ratio of 1.2 shall lie between elevations of 78 and 84 from the downward
vertical in the vertical plan parallel to the axis of the roadway and the horizontal intensity ratio
in the same plane shall be not greater than 0.6 except that in the case of sodium lamps, the
intensity ratio of 1.2 shall lie similarly between 80 0 and 86 0 and the horizontal intensity ratio
in the same plane shall not exceed 0.7.
The siting of lanterns shall be in accordance with the following table that gives minimum
required illumination. Particular care shall be taken with the siting of lanterns on bends and
summit vertical curves. At junctions and roundabouts, lantern spacing shall be designed so
as to give at least the minimum illumination required by the following tables and also lanterns
shall be spaced and sited, where possible, so as to delineate the course of the roadway
plainly to road users approaching from any normal direction without any possible misleading
impressions. The level of illumination provided at road junctions and roundabouts shall be at
least as high as that on any of the approach roads and n i the case of roundabouts, a
minimum level of illumination at any curb line of 10 lumens per square metre shall be
provided.
Required Minimum Average Horizontal Illumination
Lumens per Square Metre
Central Sub-Urban Rural

Urban Areas Areas Areas
High Grade Dual Carriageways 21.5 15.0 10.75

At Junctions 21.5 21.5 15.0
Main Route 21.5 13.0 9.7
Secondary Routes 13.0 9.7 6.5
Local Roads 9.7 6.5 2.1
(Residential
areas only
The Contractor shall certify that the design of the installation has been done in accordance
with "American Standard Practice for Roadway Lighting" (D 12.1 -1963) published by the
th
Illuminating Engineering Society, 345, East 47 Street, New York, or in accordance with
British Standard Code of practice CP 1004 of 1963 "Street Lighting" published by the British
Standards Institution, 2, Park Lane, London, W.l, except in so far as these have been varied
by the provisions of these Specifications or the Special Provisions.

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All lanterns shall be new, totally enclosed, side entry, dustproof, insect proof and water tight
and tested for these requirements. All lanterns shall be supplied complete with all the
necessary control gear fully wired and fixed and ready for erection. Th e gear shall be
integral with the lanterns. The lantern wiring shall be of a size and insulated with materials
that will effectively withstand the current, voltage and temperatures expected within the
lantern during both the starting and operating modes in the ambient temperatures of the site.
The lamp compartment of the lantern shall be accessible via a hinged bowl that shall, in the
closed position, bed firmly upon a soft resilient gasket that shall be firmly secured to the
lantern by means of stainless steel clips and large pins. In the lowered position the bowl
shall be restrained from becoming detached or blown against the other parts of the lantern or
column arm or bracket. Reflectors, if used, shall be mirror type and made of anodised
aluminium sheet. The bowl (refractor), if made of transparent acrylic, shall not display any
drop in output due to colour changes within the first five (5) years of service.
A sample lantern of the type proposed for use in this Contract is to be supplied to the
Engineer for his approval, together with a certificate of approval by the electricity authority
concerned before any installation is made. Transverse and longitudinal cross-section
drawings of the lantern at 1:10 scale shall also be furnished to the Engineer.
7.6.3.2 Wiring
The wiring shall be of a type approved by and agreed with the electricity supply authority.
All wire and cables shall be new with annealed copper core and shall be PVC insulated and
free of all joints except at terminal blocks, junction boxes and specially designated joints.
Wires conveying power supply to lighting columns shall terminate in suitable sockets or
terminal blocks which shall be PVC insulated and sheathed underground cable 600 V.
Multiconductor connections shall maintain a consistent colour coding of cores throughout the
installation.
All metallic parts not carrying current shall form an electrically continuous system which shall
be grounded, or they shall be separately grounded, using bare copper conductors with a
minimum cross-sectional area of 4 square mm. All items below ground level shall be so
designed and installed that they will continue to operate without fault if immersed in ground
water.
No joint shall be made in a cable without the specific approval of the Engineer in writing.
Where tee or through joints are approved in power cables they shall be made in compound
filled joint boxes and accessories specially manufactured for PVC cables. The compound
shall be a two-part resin-hardener system that will form a void free quick-setting compound.
The conductor connections within the joint shall be made using compression crimps or other
means of positive mechanical clamping.
7.6.3.3 Switching
The switching supplied for control of lanterns shall be of a type approved by and agreed with
the electricity supply authority. If approved by the supply authority photoelectric relay
switching will be permitted, each device controlling a group of lanterns.
7.6.3.4 Columns and Brackets

Columns shall be of steel construction and shall consist of a t pered round hollow shafts with
anchor bases. Each column shall be provided with a suitable cable slot and a weatherproof
service door fitted with a tamperproof lock. All locks shall be of the same pattern, and six
keys shall be provided for them.

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A non-hygroscopic mounting board composed of electrically insulating material shall be fitted

in an easily accessible position inside the column, and shall be of suitable size to take all
necessary electrical equipment. Adjacent to this mounting board, there shall be provided on
the inside of the column two stainless steel studs, not less than 40 mm long nor less than
8 mm diameter complete with stainless steel lock nuts and washers, for use as earthing
connections.
Brackets to provide the required outreach shall be of sufficiently strong construction to

support the lantern under all normal conditions without significant movement, and shall be
provided with suitable fittings to take the lanterns. When in position, brackets shall be
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inclined upwards at an angle of approximately 15 to the horizontal, and shall be fixed to their
supports by suitable welding, fastenings or wall plates.
Columns and brackets shall be structural steel having the following mechanical properties:
- Thickness of sheet steel (min) 4 mm
- Ultimate Tensile Strength (min) 4,000 kg/cm2
- Yield point (min) 2,500 kg/cm2
- Elongation (min) 21%
Straightness. That part of the column above the ground shall not deviate from straightness
by more than an amount calculated at a rate of 2 mm per metre of column length.
7.6.3.5 High Mast Lighting

Columns carrying high mast lighting shall be designed to permit the whole of the lantern
carriage to be easily, safely and quickly lowered to ground level for maintenance works. The
columns shall be designed in accordance with British Standard 449 or other internationally
accepted standard for design of structural steelwork in buildings, except that the temporary
horizontal deflection of the top of the column may be up to 7.5% of the height above ground.
In calculating the bending moment at ground level due to wind load, it shall be assumed that
the wind speed at a point ten metres above ground level is 60 kilometres per hour, and the
design of the column shall be such that wind excited oscillations are damped as much as
possible. Adequate allowance shall be made for the stresses produced by such oscillations.
Details shall be given of the vertical and horizontal load and the bending moment at the
foundations.
The base plate shall be free from laminations and all dimensions of the base plate shall be
provided, including details of the holding down bolts. A cable entry hole of not less than
300 mm diameter shall be provided centrally in each base plate, and the bottom of the mast
shall pass through the base plate and be welded on both sides. An alternative construction
of equal strength may be accepted by the Engineer, but a butt weld on to the base plate will
not be accepted.
Each holding down bolt shall be tensioned to the design value, and within the maintenance
period, the bolts shall be checked and retightened as necessary. after which the nuts shall
be repainted.
The columns shall be delivered to the site in the minimum practicable number of lengths.
Any joints necessary shall be positioned as near the top of the columns as possible.
The lantern carriage shall support the designed number of lanterns without significant sway
or movement, and shall be capable of supporting these lanterns and a cradle with two men
for maintenance work. The lantern carriage shall be protected to prevent damage to the
painted surface of the columns, rotation of the carriage during raising and lowering shall be
prevented and correct location when raised shall be ensured by some positive means. It
shall be pos sible to remove the lantern carriage without lowering the column.

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The lantern carriage shall be raised and lowered by a self-sustaining winch capable of being
operated either by hand or by a portable electrically operated tool. It shall be possible to lock
the winch in any position by a simple, robust and easily operated mechanism. The worm
gear shall have a ratio of at least 20:1
The winch shall have removable handles, and it shall be mounted within the base
compartment at a convenient working height. The opening in the column shall be of
sufficient size to allow proper operation and maintenance of the winch mechanism. A
weatherproof label shall be fixed in an obvious position within the column base, giving a full
list of all lubricating points on h t e winch and other mechanism, and details of recommended
lubricants. Winches fixed inside the column shall be provided with a substantial cover to fully
protect them from falling dirt and dust.
A sufficient number of turns of the hoisting cable shall be left on the winch drum when the
carriage is fully lowered to ensure that the cable anchorage on the drum does not take the
full load of the carriage at any time.
The last 300 mm of travel to the fully raised position of the carriage shall be by hand
operation, and for this purpose either a limit switch shall be provided to cut off the power
supply to the portable electric tool at the appropriate time, or else some form of indication
shall be provided to indicate when the carriage is 300 mm from the fully raised position.
The winch cable shall be of stranded stainless steel wires and shall have sufficient capacity
to carry safely the lantern carriage complete with lanterns and a cradle with two men
attached thereto. Great care shall be taken during installation to ensure that the hoisting
cables do not twist or kink, and any set twist or kink shall be sufficient reason for the
rejection of that cable.
All parts of the raising and lowering mechanism which are inaccessible after erection of the
columns shall be adequately protected against moisture, dirt and corrosion. Where
necessary, pulleys shall be fitted with shields to prevent the winch cable becoming
displaced. Pulleys for electrical cables shall be of sufficient diameter that the cable will not
be bent to a smaller radius than that permitted by local regulations or those of the British
Institution of Electrical Engineers, 14th Edition. Where necessary for continued trouble free
operation, metal parts shall be of stainless steel or other approved non-corrodible material.
When power tool operation is used, a suitable power outlet shall be provided and the
operator shall be adequately safeguarded against any electrical shocks. The power tool
shall preferable be designed to work on a reduced voltage and in this case, a suitable
approved type of transformer shall be provided. The power tool shall be designed so that
continuous operation will cause no harmful effects on either the winch or the tool, and in the
event of power failure the winch shall be self locking. Conversion from power to hand
operation and vice versa shall be quick and easy and shall not require special tools. Full
information on the type of power tool proposed shall be give with the tender.
7.6.3.6 Protection Against Corrosion

Unless otherwise specified, columns, bracket arms, and brackets shall be protected against
corrosion either by painting or galvanising as follows:
a) Painting:
i) Columns and masts shall be treated internally with hot asphalt under high pressure so
as to give a complete and unbroken asphaltic covering or other approved
anticorrosion treatment shall be applied to give at least equally good protection.
Bases shall be similarly treated up to a level of 250 mm above ground level.

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ii) Before delivery to the site, columns, masts, steel brackets, and external fittings shall
have all external welds ground down and all external surfaces cleaned by shot
blasting or other approved method to a white metal finish free of all signs of rust.
Immediately following this treatment the items shall be painted with a coat of inorganic
zinc silicate with a minimum dry film thickness of 75 microns followed by two coats of
MIO epoxy, each with a dry film thickness of 125 microns, or they shall be treated in a
similar and not less effective manner acceptable to the Engineer to prevent
subsequent corrosion. After erection, all imperfections and damages shall be made
good to the Engineer's satisfaction and the items shall be given a final coat of
aluminium paint.
b) Galvanising
i) Before delivery to the site, columns, masts, steel brackets, and external fittings shall
have all external welds ground down. Poles and other ferrous materials shall be
galvanised both inside and outside by the hot dip process in accordance with ASTM
A525. Weight of zinc coating shall not be less than 550 grams per square metre.
ii) Bases of columns, both inside and outside, shall be coated with bituminous paint up to
a level of 250 mm above the base plate.

Excavation for cable or conduit laying or for foundations and reinstatement shall be carried
out in accordance with the provisions of Section 2.5 of these Specifications. Reinstatements
shall be such that the surface is restored to at least its original standard.
7.6.4.2 Concrete Work

All necessary foundations and footings or other concrete work shall be carried out in
accordance with Sections 5.1 and 5.2 of these Specifications. Unless otherwise specified on
the Drawings or in these Specifications, concrete shall be Class C2, as defined in Section
5.1 of these Specifications. Foundations shall be placed in one operation except that the top
50 mm may be placed after the superimposed structure is in position. The exposed portions
of foundations shall be formed to present a neat and tidy appearance and sloped to shed
water away from the structure supported. Where existing obstructions prevent the
construction of foundations as shown on the plans, then an effective alternative may be
provided subject to the prior approval of the Engineer.
7.6.4.3 Conduits, Fittings and Boxes

Conduits, fittings and boxes shall be provided and installed in accordance with the provisions
of Section 5.11 of these Specifications, except that chemically stable tough plastic conduits,
fittings and boxes, according to samples previously approved by the Engineer, will be
permitted providing that they do not soften when exposed to high ambient temperature.
The Contractor may use a larger size of conduit than that specified, at no extra charge, if he
wishes, but in this case the entire run shall be of the same size.
No reducing couplings will be permitted.
When metal conduits are used, cuts shall be made square and true and all couplings shall
be screwed up until the ends of the conduits are brought together in order to provide a good
electrical contact throughout. The threads on all ferrous metal conduits shall be painted with
a rust preventing paint before couplings are made up. Where the coating on ferrous metal

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conduit has been damaged n i handing, such damaged places shall be painted with rust
preventing paint before installation.
All conduit ends shall be threaded and capped until wiring is started. When caps are
removed, the threaded ends shall be provided with approved conduit bushings.
Conduits shall be laid to a depth of not less than 500 mm below paved sidewalks and
medians and not less than 750 mm below the roadway surface. The location of all conduits
at curb lines shall be marked by means of a "Y”, at least 100 mm high incised in the face of
the curb directly above the conduit. Conduit terminating in standards, cabinets or pedestals
shall extend at least 50 mm vertically above the bottom of the box. Such conduit shall be
sloped towards the top of the box to facilitate pulling. Conduit entering the bottom of the box
shall enter in the direction of the run.
7.6.4.4 Pull Boxes

Pull boxes shall be installed as shown on the plans and in any case at not more than 60
metres intervals. The Contractor may install additional pull boxes without extra charge if he
wishes. Pull boxes shall be of reinforced concrete not less than 100 mm thick and may be of
approved pre-cast design. Reinforced concrete covers, secured by two recessed brass bolts
shall be used on sidewalks, the covers being inscribed “Street Lighting” on the outside.
Under the roadway, covers shall be of steel or cast iron, inscribed as specified above, and
laid in a suitable concrete footing to withstand traffic loads. Metal covers shall be effectively
earthed to an earthing rod inside the box. Tops of pull boxes shall be effectively level with
the surrounding paved areas, whether footwalk or roadway, but in unpaved areas the tops of
pull boxes shall be buried 300 mm below ground level. The bottom of pull boxes shall be
bedded in sand and cement or crushed rock. Permanent markers shall be provided and
erected to show the position of all pull boxes.
7.6.4.5 Testing
A functional test shall be made on completion of the work in order to demonstrate that every
part of the equipment and installation functions as intended and specified. This test shall
consist of not less than five nights continuous and satisfactory operation. If any defects or
unsatisfactory operation are revealed, this condition shall be corrected and the test
continued until the required five nights of satisfactory operation have been performed.
Prior to the functional test, the Contractor shall carry out the following tests to the entire
i) Each circuit shall be tested for continuity
ii) Each circuit shall be tested for earthing
iii) A '“megger”' test shall be made between each circuit and earth. The insulation
resistance shall be shown to be at least that specified within the relevant Codes.
The distribution horizontal illumination value of specified spacing in each code item, in
rate of lux measured between two luminaries every two metres along longitudinal and
transverse roadway lines, are essentially measured to show maximum, mean and
minimum illumination and also uniformity ratios.
Uniformity ratio = minimum illumination = not less than 4.0

average illumination
and = maximum illumination = not more than 6.0

minimum illumination

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iv) Rainproof Test

The lantern under test shall be mounted in its normal orientation on an adjustable
support as shown is BS 1788, so that the fitting is near the centre of the area
described by the oscillating tube.
After being switched on for one hour, the lantern shall be subjected to a spray of water
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at a temperature not exceeding 20 C and at a pressure of approximately 0.4 kg/cm2,
the tube being oscillated so as to describe an angle of 60 degrees from the vertical
and in both directions from it. This treatment shall be continued for 20 minutes, the
fitting being switched off after 10 minutes.
At the end of this test, there shall be no damage to the lamp or enclosure and no
visible evidence of water having accumulated in the fitting.
On the completion of testing, the Contractor shall supply to the Engineer three copies of 'as
built' plans and circuit diagrams, which shall clearly indicate any modifications which have
been made to the original design.
7.6.5 M EASUREMENT
Prior to the preparation of the design drawing referred to in sub-clause 7.6.2.1 of these
Specifications, the Contractor together with the Engineer shall inspect the entire existing
electrical lighting system (if any) to determine the condition of any present installations and
the ability of its components to be reused. Tapered steel lighting poles and column high
mast mountings, with height and single or double bracket requirements specified on the
drawings and/or in the Tender and fitted with high pressure sodium lamps, will be measured
as sets complete including all connecting cable and ancillary items required for the operation
of the street lighting system.
7.6.6 Payment
The work measured as provided in Clause 7.6.5 shall be paid at the Contract unit price for
each item, such price and payment constituting full compensation for all inspections, design,
materials, labour, equipment, tools and incidentals needed to complete the work. All
materials and work necessary for satisfactory completion of the installation which are not
specifically mentioned in the Bill of Quantities shall be deemed to be included in the items
shown.
Tapered steel poles, single or double brackets, and column high mast mounting, with high
pressure sodium lamps, will be paid for at the Contract unit prices per set, complete and
accepted in place, which prices shall be all inclusive of junction boxes, poles, bracket arms,
luminaries, painting, retro-reflective sheets, ballast, pole foundations, transformers (where
necessary or as specified), transformer bases, cable, conduit, trenching, pull wires, cable
and conduit markers, labour, equipment and incidentals necessary to the complete operation
of the lighting system.

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7.6(1) Tapered Steel Pole Single Bracket, with Set

one High Pressure Sodium Lamp
_______watts cut-off
7.6(2) Tapered Steel Pole, Double Bracket, Set
with two High Pressure Sodium Lamp
_______watts cut-off
7.6(3) High Mast Complete with Lanterns, Set
Spare Parts, Foundation, Drawpits,
Trenches, Cables, Ground &
Accessories
7.6(4) Soffit Complete with Lanterns, Spare Set
Parts, Drawpits, Trenches. Cable,
Ground & Accessories
7.6(5) Supply Pillars Complete with Foundation Set
Fence, Drawpits, Trenches, Cables,
Ground & Accessories
7.6(6) Relocated Tapered Steel Pole, Set
Single Bracket
7.6(7) Relocated Tapered Steel Pole, Set
Double Bracket

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7.7 ROAD TRAFFIC SIGNALS

7.7.1 DESCRIPTION
This item shall consist of the supply of all signal heads, supports, controllers, detectors,
cables, switchgear with all necessary ancillary equipment together with the transportation,
storage, erection, connection and testing of the same in order to supply a complete traffic
signal installation in accordance with the Drawings and as specified herein and in the Special
Provisions.
7.7.2.1 Design
Designs shall be prepared by the Contractor in accordance with the principles set out in
Clause 7.7.4 of these Specifications. Signals shall be designed to operate by the
combination of time switch and vehicle actuated controller fitted with speed measuring
equipment to included primary and secondary detectors. Designs shall take into account the
mix of traffic, in particular the high proportion of two-wheeled vehicles, and the existence of
cycle lanes. Complete details of the design of the signals for each junction, in three copies,
including design calculations, drawings, wiring diagrams and requirement and materials list
and specification, shall be submitted to the Engineer for approval within three months after
the commencement of the Contract.
7.7.2.2 Responsibility for Design and Materials

7.7.2.3 Compliance with Manufacturer's Specifications

7.7.2.4 Defects Liability Period

7.7.2.5 Electricity Supply

7.7.2.6 Definitions
7.7.3.1 Signal Face

Each signal face shall consist of three electrically operated and controlled optical units
arranged vertically. The top unit shall show red, the centre amber and the lowest green.
Additional optical units may be added if required for special facilities. Suitable visors will be
fitted to all optical units. Louvres and sighting screens shall be supplied if required to give
the most efficient operations under all conditions. Each signal face shall conform to a
sample supplied to and approved by the Engineer.
SECTION 7 - ANCILLARY WORKS 7.7 – Road Traffic Signals Page 37 - 57

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7.7.3.2 Optical Units

Optical Units shall consist of a lens, a reflector, a lampholder and a clear traffic signal lamp
visible to the traffic to be controlled. They shall be housed in a non-ferrous corrosion
resistant casing that shall be weather tight and capable of being securely fixed in direction
and elevation. Access shall be provided by hinged doors which when shut shall be forced
against a neoprene gasket on the body and fastened by a simple, corrosion resistant, non-
detachable fastening device which does not required special tools for operation.
7.7.3.3 Lenses
Lenses shall be made from best quality glass, free from imperfections, and shall conform to
the latest requirements of the relevant ASA or British Standards for colour and transmittance.
All lenses will be unlettered and shall be mounted so as to display a circular area 200 mm in
diameter towards the traffic to be controlled. The lens shall be so designed and finished that
when it is installed in an optical unit as herein described, that unit shall, when the lamp is
illuminated, display a uniformly bright area to traffic without any shadows or dark areas. The
polar curve shall be reasonably smooth and free from sudden changes or secondary
maxima. The mounting of the lens shall ensure that there will be no escape of light from the
lamp, apart from that passing through the lens itself.
7.7.3.4 Reflectors
Reflectors may be of silvered glass or metal. Silvered glass reflectors shall conform to
Clause 8.02 of the Institu te of Traffic Engineers Technical Report No. 1 “Adjustable Face
Vehicle Traffic Control Signal Head Standard” as approved by the American Standards
Institute. Metal reflectors shall be of non-ferrous metal not less than 0.55 mm thick plated
with nickel and then chromium plated, or other suitable construction that is not less effective.
Metal reflectors shall be stiffened and supported to prevent distortion.
7.7.3.5 Lampholder
Each lampholder shall be suitable for an Edison screw lamp or other type approved by the
Engineer and the dielectric shall be of a tough incombustible insulating material which will
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not be affected by prolonged heating to 200 C nor by prolonged immersion in water. The
lampholder shall be permanently positioned in such a way that the lamp filament shall be at
focal centre of the reflector. A means shall be provided to rotate either the lampholder or the
reflector so that the lamp lead-in wires will be at the top, and there shall be a suitable clamp
to ensure that the lamp will not unscrew due to vibration. The lampholder shall be provided
with two insulated wires of sufficient length to reach the specified terminal block at all times.
The metal parts of the lampholder shall be electrochemically compatible with other
contiguous metals.
7.7.3.6 Lamps
The lamps shall be Edison screw type, or such other type as approved by the Engineer,
having an output of 665 lumens minimum.
7.7.3.7 Wiring
All lampholders shall be wired to a suitable terminal block mounted in the housing, and shall
be ventilated to avoid condensation. Wires shall be P.V.C. insulated and free of all joints
except in terminal blocks and shall be permanently colour coded to facilitate maintenance
and repair. At each signal location unless shown otherwise on the Drawings there shall be a
terminal compartment provided on the mounting which shall be provided with a terminal
block containing 12 poles each with two screw type terminals of suitable size. A weathertight
cover shall be provided to the terminal compartment which will give ready access to the
terminal block, and the terminal compartment and cover shall be of sufficient strength to

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remain intact if the mounting pole is knocked down. Ventilation or other suitable means shall
be provided in the terminal compartment to avoid excessive condensation. Connections
from the signal face to the terminal compartment, where external, shall be protected by
approved metallic tubing. Buried cables from the controller to signals and detectors shall be
suitably armoured or laid in approved conduit and free of all joints except at terminal blocks
of junction boxes. Wiring to signal will not be run to a terminal block on a signal pedestal
unless it is to be connected to a signal that is mounted thereon. Sufficient conductors shall
be provided to perform the functional operation of the signal system throughout and in
addition between the controller and the signals three spare conductors shall be provided of
size equal to the largest conductor in the run except neutral. Wires subject to bending due to
opening and closing of doors shall be stranded. All metallic parts not carrying current shall
form an electrically continuous system which shall be earthed, or they shall be separately
earthed, using bare copper conductors with a minimum cross-sectional area of 4 square mm.
All items below ground level shall be so designed and installed that they will continue to
operate without fault if immersed in ground water.
7.7.3.8 Pedestals
Pedestals shall consist of solid drawn or longitudinally butt welded mild steel tube, 115 mm
outside diameter and not less than 4.5 mm wall thickness. The length of the pedestal shall
be sufficient so that the centre of the lowest signal aspect will be at least 2.15 metres above
ground when the foot of the pedestal is buried at least 600 mm below ground. A suitable
base plate and finial shall be provided for each pedestal. Where necessary or desirable,
signal heads may be mounted on existing suitable street furniture or buildings by means of a
properly designed bracket or brackets, and where mounting has to be done close to a wall
the signal head may be attached to the pedestal via a bracket, but in this case the pedestal
shall be at least 127 mm outside diameter and at least 165 mm outside diameter for one
metre above ground level and of sufficient length so that the base of the signal head will be
at least 2.4 metres above ground. Brackets shall be so designed that they will allow full
adjustment of the signal heads and will support the signal heads rigidly under all normal
conditions. Pedestals shall be provided with cable slots near the base and with the required
cable bush holes in correct position. All cable slots and holes shall be free of burrs and
rough edges. Suitable means shall be provided to fasten base plates, brackets and signal
heads firmly to pedestals and to allow adjustment where required.
All nuts, bolts, fastenings, hinges and adjusting brackets on pedestals, finial, terminal
compartment and signal heads shall be cadmium plated or of stainless steel or made
corrosion resistant in a not less effective manner.
7.7.3.9 Painting
Paint and painting shall be in accordance with Section 5.12 of these Specifications with the
following additions and modifications. Pedestals and brackets shall be provided with a prime
coat and two coats of undercoat before delivery and sufficient finishing coat shall be
provided for final painting after erection. The signal heads, terminal compartments, visors,
louvres, and sighting screens shall be delivered primed-and with two undercoats and a
finishing coat. Controller and other cases shall be finished with two coats of an approved
aluminium paint on the outside and shall have priming, two undercoats and one finishing
coat of paint on the interior. A coating of sprayed molten zinc will be accepted as an
alternative to painting of cabinets.
7.7.3.10 Detectors
Detectors where vehicle actuated signals are required, shall be either pneumatic one way or
two way or inductive loops.
a) Inductive Loops - Inductive loops shall consist of a loop or loops of insulated conductor, a
sensor unit relay and a power source. The loop detector shall operate on the principle that a

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vehicle standing or crossing over the loop will cause a change in inductance which will be
detected by the sensor unit, so-operating the detector relay in the signal controller. The loop
shall be installed in slots cut in the highway surface or laid under the wearing course and the
depth, orientation and dimensions of the loop shall be as recommended by the
manufacturer. The sensor unit shall be a solid state electronic device capable of sensing
changes in the inductance of one or more loops and mounted in a waterproof container that
will be located and suitably housed under the roadway or sidewalk close to the loop or loops.
The detector shall be so designed constructed and adjusted that

i) It shall respond only to a vehicle passing over or standing over any portion of the loop.
ii) It shall detect vehicles passing over it at speeds up to 100 kph.
iii) The detector relay shall be de-energised immediately after a vehicle passes over it.
iv) It shall re-balance to ignore parked vehicles and shall thereafter detect subsequent
vehicles passing over it.
v) It shall operated normally under any range of weather, temperature and humidity
conditions and it shall not be affected by normal variations of line voltages.
vi) Where operating as a speed detector which will influence the operation of the
controller, the detector shall be fully capable of detecting differences of speed which
are consistent with the capabilities of the controller.
Inductive loop detectors shall detect over the entire width of the approach road leaving no
gaps of more than 400 mm. Where required for separate detection, individual detectors will
be provided for each traffic lane, and these shall be so designed and installed that there will
be no mutual interference between them.
b) Pneumatic Detectors - Pneumatic detectors shall be designed to be bolted securely into a

metal frame set flush in the roadway so that the detector may be replaced without disturbing
the roadway surface. The detector frame shall be designed to take the full live loading to be
expected on the road. The detector shall extend the full width of the approach with no gaps
of more than 400 mm, and where required separate detectors shall be with no gaps of more
than 400 mm, and where required separate detectors shall be provided for each traffic lane.
Operation shall be by pressure operating a pressure sensitive electrical switch that relays a
demand to the controller. The pressure sensitive switch shall be waterproof and located in a
waterproof container located under the roadway or the sidewalk in such a way that the
switch will be readily available for inspection and checking after installation. Means shall be
provided to ensure that arcing in operation is reduced to a minimum so that the switch will
not require frequent cleaning or adjustment.
The detector tread rubber shall extend over approximately the whole length of the detector
and shall have the following properties.
When new:
Shore Durometer Type 'A' Hardness - 62 to 70
Tensile Strength at break - 175 kilograms per sq-cm minimum
Elongation at break - 500% minimum
After ageing in a Geer Oven for 120 hours - 140 kilograms per sq-cm minimum at 70°C
Tensile strength at break - 120 kilograms per sq-cm

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After ageing in oxygen bomb for 120 hours at 70°C and 21.2 kilograms per square
centimetre pressure
Tensile strength at break - 105 kilograms per sq-cm
The Contractor shall provide certified test sheets from an approved laboratory for each batch
for tread rubber, or other satisfactory evidence that the tread rubber is of approved type.
The number of joints between the rubber tread and the pressure sensitive switch shall not
exceed two. The tube connecting the tread and the pressure switch shall be readily
replaceable and laid within a protective conduit which shall be kept free of water. A separate
pressure switch shall be provided for each tread.
Pressure sensitive detectors shall be capable of being operated by wheels having a wheel
load of 25 kilograms or more. Detectors shall actuate at speeds up to 100 kilometres per
hour under normal conditions. When provided with suitable relay equipment, directional
detectors shall operate to make a demand on the controller when a vehicle crosses in one
direction but not when it crosses in the opposite direction. When a detector is required to
operate as a speed detector, the treads shall be spaced sufficiently far apart that differences
of speed will be detected which are consistent with the capabilities of the controller.
For each detector, whether inductive or pressure sensitive, a button shall be provided at the
controller which can simulate a demand on that detector. An ON/OFF switch shall also be
provided at the controller for each detector to allow that detector to be switched out of circuit
independently of any other detector. Both buttons and switches shall be clearly and
permanently labelled to indicate which detector is controlled and switches shall have the ON
and OFF positions labelled, the detector being in the circuit when the switch is in the ON
position.
7.7.3.11 Controller
a) General - The controller shall be a complete electrical mechanism for controlling the
operations of the traffic control signals, including the timing mechanism and all necessary
auxiliary equipment, securely mounted in a cabinet. Preference will be give to solid state
circuitry and to designs having replaceable units for ease of maintenance. Interval timing
shall be by electronic and not by mechanical means. The colour sequence of signal
indications shall be as given in sub-clause 7.7.4.1 of these Specifications and there shall be
control to ensure that green will not be shown at the same time on opposing phases under
any circumstances. Operation shall be either by fixed time sequences, (variable by time
switch) or shall be by vehicle actuation or by combination of both, as specified in the Special
Provisions or as directed by the Engineer, and as herein described.
The operating voltage shall be as given in the Special Provisions, or as directed by the
Engineer, and the controller shall be designed to operate satisfactorily with voltage variations
up to +17.5% or -20.0% from that specified. The timing of the controller shall be within
+7.5% of correct at the rated voltage and shall not be affected by more than +10% for a
+10% change in voltage or a +4% change in frequency of the supply.
0 0
The controller shall be so designed that temperature variations between 10 C and 70 C
shall not change the timing by more than 5% or otherwise the cabinet shall be artificially
ventilated to keep the internal temperature within satisfactory limits. nI the event of power
failure, the controller shall shut down and re-commence operations without the necessity for
manual re-setting.
The controller shall be provided with suitable mechanism for closing and opening signal
circuits, which shall be positive and without any dark intervals, flickering or conflicting signal
indications. All contact points which carry make or break current shall be of fine silver, silver
alloy or an alternative better material and shall be capable of carrying, making or breaking a

KINGDOM OF CAMBODIA
current of 150% of maximum demand load through one million operations without electrical
or mechanical trouble.
Every current interrupting device shall be equipped with a suitable radio interference
suppressor installed at the input power point. Interference suppressors shall be of a design
which will minimise interference on both broadcast and aircraft frequencies.
The controller shall provide for the proper phase intervals and sequences as herein specified
or as may be required by traffic conditions. The setting of time intervals shall be by means of
a positive method against a scale calibrated in seconds. This timing scale shall be easily
accessible and identifiable within the controller and it shall not be necessary to remove or
change wires or contacts to adjust the time intervals.
b) Manual Operation - Manual operation shall be possible by means of an approved key or by

external buttons on the controller housing. If push buttons are used, they shall be
inoperative until the controller has been switched to manual operation by means of a switch
mounted under a lockable cover. The automatic operation of the controller shall not be
upset by manual operation, and automatic control shall resume without the need for any
manual adjustment at the end of manual operation.
Provision shall be made for the following manual operations:

i) substitution of flashing signals in place of the normal cycle (where flashing signals
have been specified)
ii) allocating right of way to approaches independently of the pre-set timing of the
controller
iii) switching signals to "OFF"
Provision shall be made that under no circumstances will an approach lose its right of way
without having at least the appropriate minimum green time plus amber time.
c) Time switch - Where a time switch is required this shall be capable of two 'ON-OFF' periods
per day of a minimum length of sixty minutes each and with a minimum period of sixty
minutes between successive 'ON-OFF' positions. The setting dial shall clearly distinguish
between day and night, and the switching mechanism shall be fitted with a selective device
enabling all switching to be eliminated on any one day in the week or early or late switching
on two selected days. The week dial shall be clearly marked with the days. The time
mechanism shall be fitted with a first quality mechanical movement that shall be electrically
wound and shall have a minimum spring reserve of twelve hours.
d) Flashing signals - Where flashing operation is called for, this shall permit either amber or red
flashing on any or all approaches. The flashing unit shall generate signal indications at the
rate of not more than 60 nor less than 50 per minute, and the rapidity of flashes shall remain
constant. The illuminated period of each flash shall be approximately equal to the non-
illuminated period. A switch or fuse shall be provided which will allow the controller to be
isolated and shut down when the flashing signals are in operation.
e) Switches and Fuses - The controller shall be provided with a main switch and fuse which will
isolate the complete installation. There shall also be provided one general purpose outlet
and fuse. All fuses and switches shall be adequately and permanently labelled.
f) Controller Housing - The Controller shall be housed in a weatherproof cabinet of aluminium,

sheet metal, glass fibre or other approved material having sufficient strength and rigidity to
protect the contents from the effects of water, dust and accidental blows. Sheet metal shall
be at least 2 millimetres in thickness at all points and reinforced where necessary. Ferrous
metal shall not be buried and it shall be rust-proofed by galvanising or some other equally
effective means. If aluminium or aluminium alloy is used, it shall be suitably protected

KINGDOM OF CAMBODIA
against electrolytic or chemical corrosion and in the base of the housing it shall contain at
least 8% of silicon.
The housing shall be securely fixed to a concrete base through which connections shall be
made to detectors and signals. All doors shall be hinged with concealed hinges, and
provided with locks, the door hinges and pins being of non-corrodible metal which shall
require lubrication not more often than once per year. Doors shall open and shut freely
without binding on the frame or the base. Otherwise, doors may consist of a stiff removable
panel having self-positioning interlock joints provided with suitable gaskets. Such panels
shall be provided with at least two locks. All locks shall be captive, flush-fitting and non-
corrodible and shall operate by a standard key which will fit all housings.
The controller shall be sited in such a way that it will not cause an obstruction or hazard to
traffic or pedestrians, and where it will not be subject to accidental damage from traffic.
The cables running to signals and detectors shall be terminated in a convenient and readily
accessible position on blocks having the required number of terminals and provided with
non-hygroscopic non-inflammable insulating bases. Sufficient space shall be left between
terminals and between blocks to enable external cables to enter and be formed in a neat
manner without obstructing individual terminal points. Electrical connection between
controller and the terminals shall be by approved plug and socket connections.
Each terminal point and connection shall be clearly marked by colour coding or by a
numbering system. Ends of all spare conductors shall be shielded, covered or insulated so
that no live parts will be exposed.
g) Identification - All equipment and replaceable assemblies shall be marked with a part
number and any other identification which is required for re-ordering.
h) Records - The following records shall be provided and kept within the housing, either fixed to
the inside of the main door or placed within a metal pocket provided thereon.
i) A wiring diagram of the system showing the colour coding or number of the
conductors,
ii) a layout plan of the intersection showing the detectors, the signals controlled by each
phase and the cycle details. and
iii) a suitable ruled card shall be fixed within the controller upon which space is provided
to record maintenance undertaken, the date of visit and the name of the person doing
the maintenance.
The signal serial number shall be stencilled in two conspicuous locations on the outside of
the housing in letters not less than 25 mm high.
i) Fixed Time signal controller - In addition to the foregoing requirements, where fixed time
signals are required, the controller shall be capable of carrying out the following operations,
although it shall not necessarily be limited to these:
i) allocation of right of way by suitable timed green aspects to the various approaches in
accordance with the timings previously set on the controller.
ii) changing from one phase to another by means of the correct sequence of aspects as
given in sub-clause 7.7.4.1 of these Specifications and maintaining the correct pre-set
amber periods throughout. It shall be possible to vary the length of inter-green period
without use of special tools.
iii) allowing a late start or early cut off on one or more phases as may be specified.
iv) Displaying left or right filter arrows as may be specified.

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By means of a time switching device it shall be possible to alter the phase and cycle lengths
to allow for varying traffic conditions. It shall be possible to operate at least three such
programmes during a period of 24 hours.
It shall be possible to integrate the controller into a linked system working under a master
controller if required, and to add a facility for vehicle counting. The sequence of phase shall
be capable of alteration without any modification to the controller. When specified, it shall be
possible automatically to dim the traffic signal lights during the hours of darkness.
j) Vehicle - actuated Signal Controller – In addition to the foregoing requirements where

vehicle actuation is called for the controller shall be capable of, but not necessarily limited to
the following operations.
i) In the absence of detector actuation, the irght of way shall remain on the phase on
which the last demand was made. However, a recall switch shall be incorporated into
each phase which, when closed, will result in the right of way automatically returning
to that phase without further demand. (Automatic Reversion).
ii) When the right of way is transferred to a phase in response to a demand, this right of
way shall continue for at least a pre-set and adjustable minimum period. (Minimum
Green Time)
iii) Continued demands beyond a predetermined number on a phase having the right of
way shall cause the initial minimum right of way period to be extended, the extension
being proportional to the additional demands. (Vehicle Extension Periods)
iv) In the absence of demands from other phases continued demands on the phase
having the right of way shall hold that right of way. When a demand is made from
another phase, the phase holding the right of way shall lose it, even in the event of
continuing demands, after a pre-set adjustable maximum period (Maximum Green
Period). The timing of the maximum green period shall commence from the first
receipt of a demand from another phase.
v) Should there be outstanding demands on the phase losing the right of way or should
further demands be made on a phase during the clearance period, then right of way
shall revert automatically to the phase losing it once demands of other phases have
been satisfied.
vi) The transfer of right of way shall take place only after an adjustable clearance period,
which may differ between different phases (Inter-green Period).
vii) Provision shall be made for green filter arrows and late-start or early cut-off facilities
on any phase. If these are not required at the outset, there shall be provision for their
inclusion at a later stage if required.
viii) It shall be possible to incorporate the controller into a linked system under a master
controller if required, and there shall be facilities for resumed independent operation
either on a time basis or as a result of altered traffic conditions.
ix) Traffic counting and queue detection, if not specified, may be required at a later stage
and facilities for these should be incorporated or it should be possible to add them
easily when required.
k) Vehicle actuated controller with speed measuring equipment - When the controller is to be
used with speed measuring detector, the following additional facilities will be required on the
controller, as well as items (i) to (ix) above:
i) The minimum green time referred to in sub-clause 7.7.3.11 item j (ii) above of these
Specifications shall be reduced according to the number of demands that have been
made below the predetermined number from sub-clause 7.7.3.11 item j (iii) of these
Specifications so that if there are less than the pre-determined number of vehicles
waiting for the right of way only sufficient time will be given for that number to clear the

KINGDOM OF CAMBODIA
Junction before right of way is given to another phase that has made a demand.
(Variable Minimum Green Time)
ii) The vehicle extension period given in sub-clause 7.7.3.11 item j (iii) above of these
Specifications shall be variable in length and not fixed, the length of each vehicle
extension period being inversely proportional to the speed of the vehicle making the
demand at the detector pad (Variable Vehicle Extension Period)
iii) If a demand is made on a phase not having the right of way and all demands have
been met on the phase having the right of way, then the right of way shall be given to
the phase making the demand after a minimum inter-green period. However, if at the
expiration of the maximum green period on the phase having the right of way there are
still vehicle extension periods outstanding, the inter-green period shall be lengthened
by the introduction of an all-red period if required to ensure that the right of way is not
given to an opposing phase before fast traffic has cleared the junction on the phase
losing the right of way. (Variable Inter-green Period)
7.7.4 DESIGN REQUIREMENTS

This clause is intended to give general guidance in the principles to the followed in design
where the Contractor is required to undertake this function.
7.7.4.1 Sequence
The sequence of aspects on any one signal face shall be:
Red
Red and Amber
Green
Amber
During any aspect, there shall be no visual flicker of the signal illumination.
7.7.4.2 Siting of Signals

Siting of signals will be carried out in detail at the junction and shall be agreed by the
Engineer. Each approach road shall be served by a minimum of two signal faces as follows:
(a) the Primary Signal which will be located not less than 1.0 metre beyond the Stop Line
on the nearside of the road. Where there is a central median, a second primary signal
shall be provided similarly on the offside of the approach, and
(b) the Secondary Signal which will be on the diagonally opposite side of the junction
facing the approach, that is, on the back of the primary signal serving the opposite
approach in the case of a four arm junction. The secondary signal may be opposite
the offside of the approach where there is a central median, but in any case should not
0
be outside an angle of 30 extended from the centre line of the approach at the Stop
Line to the offside. Where the distance from the Stop Line to the secondary signal is
more than 50 metres, additional secondary signals should be provided.
No part of any signal or pedestal shall be within 500 mm of the kerb line, and the height of
the centre of the green aspect shall be not less than 2.l5 metres nor more than 3.0 metres
from the ground.
The axes of the beams from the optical systems shall be directed at a point 45 metres away
from the primary signal face at a point approximately 1.5 metres above the centre line of the
approach, unless sharp gradient changes make this undesirable.

KINGDOM OF CAMBODIA
7.7.4.3 Stop Lines

Stop Lines shall be located as shown on the site layout plan.
7.7.4.4 Detectors
Detectors, where vehicle actuation is specified, shall be not more than 45 metres nor less
than 30 metres from the stop line on each approach, although on difficult approaches
carrying only slow traffic, this minimum may be reduced to 20 metre. On high speed roads,
where secondary detectors are called for, these shall be placed at not more than 165 metres
from the stop line.
7.7.4.5 Phases
The number of phases at the intersection shall be kept to the minimum required to avoid
dangerous conflict of traffic. Where additional phases are called for by unusual traffic
conditions at certain times, these additional phases shall be suppressed when not required.
In designing the number of phases and the details of the cycle, the principle shall be to arrive
at the arrangement which will at all times give minimum average delays to traffic with
adequate capacity and maximum safety to both vehicles and to pedestrians.
7.7.4.6 Filter Signals

Filter Signals mounted at the side of the main signal may be used to allow a movement in
one direction. A green filter arrow indication shall always be followed by an amber and red
aspect, and if this cannot be done on the main signal, separate amber and red aspects must
be provided for the filter signal. Particular care shall be taken to ensure that filtering traffic
does not form an undue hazard to pedestrians crossing and guard rails, slip roads, islands or
some resiting of the stop line may be required to avoid this. Filtering traffic will not be
permitted when it will have to merge with through traffic. Where an early cut-off is used for
offside turning traffic, an offside filter arrow will be provided to indicate to turning traffic that it
is safe to proceed.
7.7.4.7 Clearance Period

Clearance periods shall have a minimum length of four seconds. Where required for safety
or to allow turning traffic to clear a longer clearance period may be introduced but this should
be kept to the shortest period that is consistent with the demands of traffic and safety at any
time.
7.7.4.8 Linked Systems

When a linked system is called for, or where linking with nearby signals appears desirable,
this system shall be designed to give progression of green periods in both directions along
the routes involved and at speeds that will give high capacity. The speeds through the
system shall be as uniform as possible and the demands of cross traffic shall be fully met.
With fixed time signals, there shall be the facility to change automatically the programme of
linking, if necessary, so as to give preference to the heavier flows at different times of the
day. With vehicle actuated signals, local controllers shall be free to revert to independent
operation when there ceases to be a continuous demand providing that this will not interfere
with the overall progression through the system. All calculations done for linked systems will
be submitted for checking.
7.7.4.9 Signal Timing

Signal Timing will be done on the basis of traffic demands as estimated from the traffic flows.
Verification and adjustment will be required on site after the system is in operation, but the

KINGDOM OF CAMBODIA
contractor must show by calculations that the system proposed is capable of handling the
estimated maximum and normal flows in an efficient manner and with minimal delays. With
fixed time signals, he will submit details of phases and cycles for each approach throughout
the day. In the case of vehicle actuated signals, he will give similar details of maximum cycle
time, maximum and minimum green times, vehicle extension periods and inter-green
periods.

7.7.5.2 Concrete Work

7.7.5.3 Conduits, Fittings and Boxes

Conduits, fittings and boxes shall be provided and installed in accordance with the provisions
of Section 5.11 of these Specifications, except that chemically stable, tough plastic conduits,
fittings and boxes, according to samples previously approved by the Engineer, will be
permitted providing that they do not soften when exposed to high ambient temperature.
The Contractor may use a larger size of conduit than that specified, at no extra charge, if be
wishes, but n i this case the entire run shall be of the same size. No reducing couplings will
be permitted.
When metal conduits are used, cuts shall be made square and true and all couplings shall
be screwed up until the ends of the conduits are brought together in order to provide a good
electrical contact throughout. The threads on all ferrous metal conduits shall be painted with
a rust preventing paint before couplings are made up. Where the coating on ferrous metal
conduit has been damaged in handling, such damaged places shall be painted with rust
preventing paint before installation.
All conduit ends shall be threaded and capped until wiring is started. When caps are
removed, the threaded ends shall be provided with approved conduit bushings.
Conduit shall be laid to a depth of not less than 500 mm below paved sidewalks and
medians and not less than 750 mm below the roadway surface. The location of all conduits
at curb lines shall be marked by means of a 'Y’ at least 100 mm high incised in the face of
the curb directly above the conduit. Conduit terminating in standards, cabinets or pedestals
shall extend at least 50 mm vertically above the foundations and shall be sloped towards the
handhold opening. Conduit entering pull boxes shall terminate at least 50 mm inside the box
wall and at least 50 mm vertically above the bottom of the box. Such conduit shall be sloped
towards the top of the box to facilitate pulling. Conduit entering the bottom of the box shall
enter near the sides or end to leave the centre clear. All conduit shall enter in the direction
of the run.
7.7.5.4 Pull Boxes

Pull boxes shall be installed as shown on the plans and in any case at not more than 60
metre intervals. The Contractor may install additional pull boxes without extra charge if he
wishes. Pull boxes shall be of reinforced concrete not less than 100 mm thick and may be of
approved precast design. Reinforced concrete covers, secured by two recessed brass bolts
shall be used on sidewalks, the covers being inscribed 'Traffic Signals' on the outside.
Under the roadway, covers shall be of steel or cast iron, inscribed as specified above and

KINGDOM OF CAMBODIA
laid in a suitable concrete footing to withstand traffic loads. Metal covers shall be effectively
earthed to an earthing rod inside the box. Tops of pull boxes shall be effectively level with
the surrounding paved areas, whether sidewalk or roadway, but in unpaved areas, the tops
of pull boxes shall be buried 300 mm below ground level. The bottom of pull boxes shall be
bedded in sand and cement or crushed rock. Permanent markers shall be provided and
erected to show the position of all pull boxes.
7.7.5.5 Testing
A functional test shall be made on completion of the work in order to demonstrate that every
part of the equipment and installation functions as intended and specified. This test shall
consist of not less than five days continuous and satisfactory operation. If any defects or
unsatisfactory operation are revealed, this condition shall be corrected and the test
continued until the required fi ve days of satisfactory operation have been performed.
Prior to the functional test, the Contractor shall carry out the following tests to the entire
satisfaction of the Engineer,
i) Each circuit shall be tested for continuity
ii) Each circuit shall be tested for earthing
iii) A 'megger' test shall be made between each circuit and earth. The insulation
resistance shall be shown to be at least that specified within the relevant Codes.
On the completion of testing, the Contractor shall supply to the Engineer three copies of “as
built" plans and circuit diagrams, which shall clearly indicate any modifications which have
been made to the original design.
7.7.6 M EASUREMENT
This item will not be measured, payment being made on a lump sum basis.
The details of the work to be included in the lump sum measurement shall be as shown on
the Contract Drawings and as specified in these Specifications.
7.7.7 Payment
The lump sum payment for the traffic signal system shall be full compensation for furnishing
all labour, materials, tools equipment, supervision and incidentals and for doing all the work
involved in furnishing and installing the system shown on the Drawings and as specified
herein and in the Special Provisions, and as directed by the Engineer, including any
necessary backfill, concrete foundations, restoration of footwalk, roadway, curbing and
appurtenances damaged or destroyed during construction and in making all tests. It shall
also cover the costs of design.
The lump sum payment shall be deemed to include full compensation for all additional
materials and work not shown on the Drawings or specified which are necessary to complete
the installation.
Payment will be made under the following item:
7.7(1) Traffic Signals at PK __________ Lump Sum
The location of traffic signals are to be stated in the Bill of Quantities.

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7.8 ROAD MARKINGS

7.8.1 DESCRIPTION
This work shall consist of the application of continuous or intermittent lines, letters or figures
and the supply and installation of reflecting road studs, including any necessary excavation,
grouting and finishing of the pavement, to the dimensions and at the locations shown in the
Contract Documents or as directed by the Engineer, including the supplying of all labour,
tools and equipment, materials, warning and traffic guidance signs as necessary for the safe
and efficient completion of the entire work, and shall consist of hot applied thermoplastic or
cold applied road marking paint, reflectorised with glass beads, as directed.
This work shall also include the construction of raised bar divisors in accordance with the
details and locations shown in the Drawings or directed by the Engineer.
7.8.2.1 Hot Applied Thermoplastic Materials

The laid mate rial shall be one of three types (a), (b) or (c) detailed below as required by the
Contract Documents or as directed by the Engineer, and in accordance with AASHTO,
ASTM, BS or other similar internationally recognised Standards.
a) Non-reflectorised Thermoplastic - The thermoplastic material shall be factory mixed, from an

approved manufacturer and shall be suitable for the type and location of application. The
material shall possess adequate thermoplastic properties over the range of climatic
conditions of the location viz. resistance to spreading under traffic at the highest road
temperatures and retention of plasticity at the lowest road temperatures and shall give a
marking which is effective for at least eighteen months under normal traffic conditions . The
composition of the material with minimum and maximum proportions and grading of the
constituents, the acid value of the binder, the temperature range of mixing and application,
o o
the setting time, the softening point( C) and the open flash point ( C) shall be stated.
The material shall be supplied in containers which do not contaminate the contents and
which protect the contents from contamination and shall be stored in accordance with the
manufacturer's instructions.
b) Reflectorised Thermoplastic - The material shall be in accordance with (a) above except that
glass beads shall be incorporated in the mixture during the manufacture of the thermoplastic
material. The quantity of glass beads included shall be between 13% and 22% by weight of
the total mix. The whole of the glass beads shall pass a 1.70 mm sieve and not more than
10% shall pass a 0.425 mm sieve. The glass beads shall be free of sharp angular particles
and not less than 80% shall be of transparent glass, reasonably spherical and free from
flaws.
c) Reflectorised Thermoplastic with Glass Bead Surface - The material shall be in accordance
with (b) above except that a layer of glass beads shall be superimposed in the surface of the
hot thermoplastic immediately after laying to give immediate reflectivity. The superimposed
glass beads shall be of the same quality as that incorporated in the reflectorised
thermoplastic but may be smaller in size; not more than 20% shall pass a 0.210 mm sieve.
Glass beads shall be applied at rate of 250-450 grams per square metre such that the
combined total of glass beads incorporated in and superimposed on the thermoplastic shall
be between 20% and 26% by weight of the material.
SECTION 7 - ANCILLARY WORKS 7.8 – Road Markings Page 49 - 57

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7.8.2.2 Reflectorised Road Marking Paint

a) Description - The paint shall be a cold-applied ready mixed paint suitable for application to
cement concrete or bituminous pavements. The paint shall be durable and made
reflectorised by superimposing glass beads on the surface of the paint. The paint shall also
be suitable for applying by brush or mechanical means. The following particulars of the paint
shall be supplied:
i) composition (analysis by weight)
ii) application
iii) type and maximum amount of reducer (thinner)
iv) drying time (to touch)
v) setting time (to recoat)
vi) recommended coverage (litres per square metre)
vii) heat resistance (max. road temperature)
viii) details of any primer, undercoat of tack coat required.
The paint shall be supplied fresh and ready for use in sealed containers which shall be
stored in accordance with the manufacturer's instructions.
b) Colour - The paint colour shall be the type as detailed on the Drawings or as directed by the
Engineer.
i) White - the white paint shall have a directional reflectance of not less than 80 percent
when compared with a magnesium oxide sample when tested in accordance with the
Federal Test Method Standard No. 141, Method 6121.
ii) Yellow - The yellow paint shall have a directional reflectance of not less than 40
percent when compared with a magnesium oxide sample when tested in accordance
with the Federal Test Method Standard No. 141, Method 6121.
The C.I.E. chromaticity colour coordinates shall be within the limits as specified in Table
7.8.1.
TABLE 7.8.1 - Limits of Chromaticity Colour Coordinates
X Y Test Method No.
0.490 0.455
0.511 0.433
0.514 0.480 4525 Federal Standard 141
0.535 0.458
c) Properties - The paint shall conform to international standards to the satisfaction of the
Engineer.

KINGDOM OF CAMBODIA
TABLE 7.8.2 - Quantitative Requirements
Characteristics Requirements Test Method No.
Min Max
Non-volatile Vehicle 38.0 44.0 4051 Federal Std 141

(% by weight)
Total Dry Solids 67.0 77.5 4041 Federal Std 141
(% by weight)
Consistency, 65.0 85.0 1281 Federal Std 141
Krebs Unit (KU)
Unit Weight (kg/litre)
White 1.35 - 4184 Federal Std 141
Yellow 1.38 - 4184 Federal Std 141
TABLE 7.8.3 - Drying Time Test
Drying Time Requirements Test Method No.
Min Max
No Pick-up (minutes) - 40.0 ASTM D-771
d) Sampling - Random samples of paint shall be taken as noted below for testing.
Number of Containers of Material

(20 litre capacity) Samples Required
less than 120 1

121 - 200 2
201 - 300 3
301 - 400 4
401 - 500 5
more than 500 One sample for every
200 containers
Samples of paint supplied in containers larger than 20 litres shall have the same ratio of
number to volume as shown above. Each sample shall contain a minimum of 10 litres of
paint taken as described below.
i) Open the container and pour off the surface oil into another dry and clean container.
ii) Stir the remaining paint immediately and gradually add the oil to the original container
while stirring until the paint and oil are thoroughly mixed.
iii) Pour the paint into the empty container and back again into the original container as
many times as required until the paint and oil are thoroughly mixed.
iv) Pour out a 10 litre sample of paint while stirring into a clean, dry container and cover
with a tight-fitting lid. The sample container shall then be made air -tight by sealing
with paraffin wax or with a tight rubber sheet. In the event the paint is supplied in 20
litre containers, one sealed container may be taken as a sample.

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e) Testing - Testing of all paint samples shall conform to the requirements as detailed in as
listed below.
i) Federal specification TT-P-85D dated June 26,1969
ii) Federal Test Method Standard No. 141 Paint, Vanish, Lacquer and Related Materials,
Method of Inspection, Sampling and Testing.
iii) ASTM Specification D-77l.
7.8.2.3 Road Studs

All road studs, reflecting and non-reflecting, shall comply with the requirements of BS 873.
Only road studs which have been approved by the Engineer shall be incorporated in the
Works. The Contractor shall submit details of the road studs he proposes to use in the
Works to the Engineer for his approval.
7.8.2.4 Glass Beads

a) Description - Glass beads in this Specification means the glass beads used for
superimposing on the surface of road marking paint as specified in sub-clause 7.8.2.2 of
Glass beads shall have a spherical shape and be free of flaws and sharp angular particles.
These characteristics, when tested in accordance with Test Method T 1207, Department of
Main Roads, N.S.W., Australia, Material Testing Manual, shall not be less than 70 percent by
weight.
b) Properties - Glass beads shall be resistant to chemicals and shall retain their brightness after
soaking in the following solutions.
- Buffered acid solution
- 1 N calcium chloride
- Distilled water which is free from carbon dioxide gas. This water when titrated with
0.1N hydrochloric acid at the amount of not more than 2.5 millilitres will reach a
neutral point.
- The glass heads when soaked in sodium sulphide shall not turn black.
All testing regarding the brightness of glass beads shall be in accordance to the
requirements of Federal Specification TT-P-85 b.
i) Index of Refraction - The index of refraction of the glass beads shall be not more than
1.50 when tested by the immersion method in accordance with Test Method T 1203,
Department of Main Roads, N.S.W., Material Testing Manual.
ii) Sizes - Glass beads shall meet the gradation requirements as specified below, except
as otherwise directed, in accordance with Department standard Test Method
204/2516.

KINGDOM OF CAMBODIA
TABLE 7.8.4 - Grading Requirements for Glass Beads
Sieve Designation Percentage by Weight Passing
0.850 mm 100
0.600 mm 95 - 100
0.425 mm 30 - 80
0.250 mm 10 - 30
0.150 mm 0 - 5
0.075 mm 0 - 1
c) Sampling - Random samples of glass beads shall be taken from each sack for testing. The
number of samples shall be one percent of the total sacks of the glass beads supplied. Each
sample shall contain a minimum of two kilograms of beads which shall be collected by use of
a sample splitter or by quartering.
d) Testing - All testing required for glass beads shall be as specified herein in paragraphs (a)
and (b) in sub-clause 7.8.2.4.
7.8.2.5 Raised Bar Divisor

Materials for raised bar divisor shall be asphalt concrete, cement concrete or other material
7.8.3.1 Thermoplastic Materials

a) Preparation of Road Surface - The material shall be applied only on a surface which is clean
and dry. It shall not be laid over loose detritus, mud or similar extraneous matter, or over an
old paint marking, or over an old thermoplastic marking which is faulty. In the case of
smooth polished surfaces e.g. smooth concrete, old asphalt surfacing with smooth polished
surface stones, and/or where the method of application requires or the Engineer directs, a
tack coat shall be applied to the surface prior to the application of the material. The tack
coat and the rate of application shall be as the manufacturer of thermoplastic material shall
recommend, with the approval of the Engineer.
b) Preparation of Thermoplastic Material - The material shall be melted in accordance with the
manufacturer's instructions in a heater fitted with a mechanical stirrer to give a smooth
consistency to the thermoplastic and such that local overheating shall be avoided. The
temperature of the mass shall be within the range specified by the manufacturer and shall on
no account be allowed to exceed the maximum temperature stated by the manufacturer.
The molten material shall be used as expeditiously as possible and for thermoplastics which
have natural resin binders or are otherwise sensitive to prolonged heating the material shall
not be maintained in a molten condition for more than 4 hours.
c) Laying - Centre lines, lane lines and edge lines shall be applied by approved mechanical
means and shall be laid to a regular alignment. Other markings may be applied by hand-
screed, hand-propelled machine or by self-propelled machine as approved or directed by the
Engineer. After transfer to the laying apparatus the material shall be maintained within the
temperature range specified by the manufacturer and stirred to maintain the right
consistency for laying.
In the case of screeded application the material shall be laid to a thickness of not less than
3 mm. or more than 6mm unless specifically authorised by the Engineer when laid over an

KINGDOM OF CAMBODIA
existing marking. In the case of sprayed application the material shall be laid to a thickness
of not less than 1.5 mm. unless specifically authorised by the Engineer. In all cases the
surface produced shall be uniform and appreciably free from bubbles and streaks. Where
the Contract Documents require or the Engineer directs that glass beads shall be applied to
the surface of the markings, these shall be applied uniformly to the surface of the hot
thermoplastic immediately after laying such that the quantity of glass beads firmly embedded
and retained in the surface after completion complies with the requirements of sub-clause
7.8.2.1, item (c) of these Specifications.
Road marking of a repetitive nature, other than centre lines, lane lines, etc. shall, unless
otherwise directed by the Engineer be set out with stencils which comply with the size and
spacing requirements shown on the Drawings.
d) Re-use of Thermoplastic Material - At the end of the day's work as much as possible of the
material remaining in the heater and/or laying apparatus shall be removed. This may be
broken and used again provided that the maximum heating temperature has not been
exceeded and that the total time during it is in a molten condition does not exceed the
requirements of sub-clause 7.8.3.1, item (b) of these Specifications.
7.8.3.2 Road Markings Paint

a) Preparation of Road Surface - The paint shall be applied on a surface that is clean and dry.
It shall not be laid over loose detritus, mud or similar extraneous matter or over a
thermoplastic marking or over an old paint marking that is faulty or incompatible with the
paint being applied. If a primer or undercoat is necessary to ensure proper adhesion of the
marking paint to the road surface without bleeding or other discoloration the primer or
undercoat shall be fully compatible with the marking paint and the road surface and shall be
applied only if, and at the rate of application, approved by the Engineer.
b) Preparation of Paint - All cold-applied paint shall be thoroughly field mixed before applying in
order to keep the pigments in uniform suspension. Hot-applied paints shall be heated in a
properly designed heater, preferably thermostatically controlled, to the correct laying
temperature at which it shall be maintained as required for the method of application. The
paint shall on no account be allowed to exceed the maximum temperature specified by the
paint manufacturer. The use of thinners or other additives shall not be permitted unless
otherwise agreed by the Engineer.
c) Laying - Centre lines, lane lines and edge lines shall be applied by approved mechanical
means and shall be laid to a regular alignment. Other markings shall be applied by brush,
spray, screed, hand-propelled or self propelled machine according to the marking
configuration and the type of paint approved for use or as directed by the Engineer. The rate
of application of the paint for each coat shall be that recommended by the manufacturer
unless otherwise directed by the Engineer.
When more than one coat is used the succeeding coat shall not be applied until the previous
coat has fully set.
Road markings of a repetitive nature, other than centre lines, lane lines etc. shall, unless
otherwise directed by the Engineer, be set out with stencils that comply with the size and
spacing requirements given in the Drawings.
Glass beads shall be superimposed on the surface of the freshly applied paint immediately
after laying to give immediate reflectivity. Glass beads shall be applied at a rate of 250-450
grams per square metre, unless otherwise directed by the Engineer.
d) Protection of Marking - All markings shall be protected from traffic until they have dried
sufficiently to show no pick-up of tyre marks. The Engineer in the field shall determine a time

KINGDOM OF CAMBODIA
period in which traffic will not be allowed to pass over the particular road markings being
used.
7.8.3.3 Road Studs

Road studs shall be installed in the locations shown on the Drawings. They shall be installed
exactly as prescribed by the manufacturer. Road studs not installed in compliance with
these instructions shall be rejected and removed from the Site.
7.8.3.4 Defective Materials or Workmanship

Materials which are defective or have been applied in an unsatisfactory manner or to
incorrect dimensions or in a wrong location shall be removed, the road pavement made good
and the materials replaced, reconstructed and/or properly located, all at the Contractor's
expense and to the satisfaction of the Engineer.
7.8.3.5 Protection of Traffic

The Contractor shall protect pedestrian, vehicular and other traffic adjacent to the working
area against damage or disfigurement by construction equipment, tools and materials or by
spatter, splashes and smirches of paint or other construction materials and shall during the
course of the work provide and maintain adequate signs and signals for the warning and
guidance of traffic.

Raised bar divisors shall be constructed in accordance with the details and in the locations
shown on the Drawings or directed by the Engineer.
7.8.4 M EASUREMENT
7.8.4.1 Thermoplastic or Road Markings Paint

Marking shall be measured by the area in square metres completed, accepted and
measured in place. Where the width or length of laid marking proves to be greater than that
specified and is accepted by the Engineer the specified width or length shall be used when
calculating areas for payment. Where the width or length of laid marking proves to be less
than that specified and is accepted by the Engineer the actual width or length of laid marking
shall be used when calculating areas for payment.
7.8.4.2 Reflecting Road Studs

The quantity to be paid for shall be the actual number of studs instructed, supplied, installed
and accepted.

Raised bar divisors shall be measured by the linear metre along the longitudinal axis of the
raised bar itself.
7.8.5 Payment
Reflectorised thermoplastic markings and reflectorised road paint markings of the colours
specified will be paid for at the respective Contract unit prices per square metre, complete
and accepted in place, which prices shall include all materials preparation of surfaces,
equipment, labour, tools, and incidentals necessary to the proper completion of the work.

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Reflecting road stud will be paid for at the Contract unit price each complete, installed and
accepted in place. Raised bar divisor will be paid for at the Contract unit price per linear
metre, complete and accepted in place, which price shall include all material, labour,
equipment, tools and incidentals necessary to the proper completion of the work.
No partial payment for road markings will be allowed.
Pay items shall be:
7.8(1) Reflectorised Thermoplastic Markings, Square metre

Yellow
7.8(2) Reflectorised Thermoplastic Markings, Square metre
White
7.8(3) Reflectorised Road Marking Paint, Square metre
Yellow
7.8(4) Reflectorised Road Marking Paint, Square metre
White
7.8(5) Reflectorised Paint Markings at Bridge Square metre
Ends and Others
7.8(6) Reflectorised Road Studs Number
7.8(7) Raised Bar Divisor Metres
7.8(8) Reflecting Target Type 1 for Curb Number
7.8(9) Reflecting Target Type 2 for Guard Rail Number
7.8(10) Reflecting Target Type 3 for Barrier Number

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7.9 BUS STOP SHELTER

7.9.1 DESCRIPTION
This work shall consist of the furnishing and erecting of shelters at bus stop locations shown
on the Drawings or as directed by the Engineer. This work shall also include he t careful
dismantling, refurbishing and reconstruction of existing bus stop shelters which in the opinion
of the Engineer, are in suitably good condition.

Timber shall be hardwood to the satisfaction of the Engineer.
Concrete used in the reinforced concrete slab shall be as shown on the Drawings.

Construction of shelters shall be in accordance with the Drawings.
All timber surfaces shall be preserved against decay and insect damage by preservative
paints approved by the Engineer and in accordance with AASHTO Designation M-133-73.
The roof of the shelter shall be factory painted
Any changes or substitutions of materials as detailed on the Drawings are subject to

approval by the Engineer.
7.9.4 M EASUREMENT
The quantities measured for payment shall be the actual number of bus stop shelters
constructed or relocated and accepted by the Engineer.
7.9.5 Payment
Payment shall be full compensation for furnishing and placing all materials, labour,
equipment, tools and incidentals necessary to complete the work, including maintenance of
the shelter during the contract period.
Pay items shall be:
7.9(1) Bus Stop Shelter Number
SECTION 7 - ANCILLARY WORKS 7.9 – Busstop Shelter Page 57 - 57

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AND TRANSPORT
Section 8
Unexploded Ordnance
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CONTENTS
8 UNEXPLODED ORDNANCE 4
8.1 LAND MINE CLEARANCE ................................................................................... 4

8.1.1 Description ................................ ................................ ................................ ................. 4
8.1.2 General Requirements ................................ ................................ ................................ . 4
8.1.2.1 Standards................................ ................................ ................................ .............. 4
8.1.2.2 Limits of Work................................ ................................ ................................ ........ 4
8.1.2.3 Clearance Performance Requirements................................ ................................ ...... 4
8.1.2.4 Contractor’s Nominated Ordnance Expert ................................ ................................ . 5
8.1.2.5 Staffing................................ ................................ ................................ .................. 5
8.1.2.6 Mine/UXO Disposal................................ ................................ ................................ . 5
8.1.2.7 Explosives ................................ ................................ ................................ ............. 5
8.1.2.8 Compensation................................ ................................ ................................ ........ 5
8.1.2.9 Insurance................................ ................................ ................................ ............... 5
8.1.2.10 Medical and Emergency Evacuation................................ ................................ ......... 6
8.1.2.11 Government Registration and Liaison................................ ................................ ........ 6
8.1.3 Equipment Requirements ................................ ................................ ............................. 6
8.1.3.1 Mine Detection................................ ................................ ................................ ....... 6
8.1.3.2 Protective Equipment................................ ................................ .............................. 7
8.1.3.3 Provision of Equipment to the Engineer................................ ................................ ..... 7
8.1.4 Operation Requirements ................................ ................................ .............................. 7
8.1.4.1 Method Statement and Programme................................ ................................ .......... 7
8.1.4.2 Detailed Contamination Survey ................................ ................................ ................ 8
8.1.4.3 Mine Clearance Safety Distances ................................ ................................ ............ 8
8.1.4.4 Positioning and Marking................................ ................................ .......................... 8
8.1.4.5 Contractor’s Quality Control and Certification ................................ ............................ 9
8.1.4.6 Audit of Cleared Areas ................................ ................................ ............................ 9
8.1.4.7 In-construction Support ................................ ................................ ........................... 9
8.1.5 Measurement................................ ................................ ................................ .............10
8.1.6 Payment ................................ ................................ ................................ ...................10
8.2 UNEXPLODED ORDNANCE CLEARANCE..................................................... 11

8.2.1 Description ................................ ................................ ................................ ................ 11
8.2.2.1 Standards................................ ................................ ................................ .............11
8.2.2.2 Limits of Work................................ ................................ ................................ .......11
8.2.2.3 Areas of Non-Original Soil ................................ ................................ ......................11
8.2.2.4 Clearance Performance Requirements................................ ................................ .....12
8.2.2.5 Contractor’s Nominated Ordnance Expert ................................ ................................ 12
8.2.2.6 Staffing................................ ................................ ................................ .................12
8.2.2.7 UXO Disposal................................ ................................ ................................ ........ 12
8.2.2.8 Explosives ................................ ................................ ................................ ............ 12
8.2.2.9 Compensation................................ ................................ ................................ .......12
8.2.2.10 Insurance................................ ................................ ................................ ..............13
8.2.2.11 Medical and Emergency Evacuation................................ ................................ ........ 13
8.2.2.12 Government Registration and Liaison................................ ................................ .......13
S ECTION 8 - UNEXPLODED ORDNANCE Contents Page 2 - 15

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8.2.3 Equipment Requirements ................................ ................................ ............................ 13

8.2.3.1 UXO Detection ................................ ................................ ................................ ......13
8.2.3.2 Provision of Equipment to the Engineer................................ ................................ ....13
8.2.4 Operation Requirements ................................ ................................ .............................14
8.2.4.1 Method Statement and Programme................................ ................................ .........14
8.2.4.2 Positioning................................ ................................ ................................ ............ 14
8.2.4.3 Contractor’s Quality Control and Certification ................................ ...........................14
8.2.4.4 Audit of Cleared Areas ................................ ................................ ...........................14
8.2.5 Measurement................................ ................................ ................................ .............15
8.2.6 Payment ................................ ................................ ................................ ...................15
S ECTION 8 - UNEXPLODED ORDNANCE Contents Page 3 - 15

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8 UNEXPLODED ORDNANCE
8.1 LAND MINE CLEARANCE

8.1.1 DESCRIPTION
This work shall consist of the detection and disposal of land mines that exist within the
confines of the site and the certification that the entire site is free from contamination and is
safe for all construction operations.
The work shall include the following activities:

(a) Detailed Contamination Survey
(b) Detection and Disposal of Mines
The Contractor shall carry out all necessary mine detection and disposal and shall carry out
such checks as shall be necessary to enable him to take full responsibility for safety from the
risk of mines over the whole area of the Site and for all construction operations.
8.1.2.1 Standards
The sub-clauses of this specification relating to the detection, marking, clearance and disposal
of landmines are derived from the minimum international standards required for mine clearance
issued by the Mine Clearance Policy Unit, Department of Humanitarian Affairs, United Nations,
New York.
8.1.2.2 Limits of Work

De-mining to remove both anti-personnel and anti-tank mines is required to provide a safe
working environment for road construction.
Clearance is required along the route alignment that is to be cleared of mines and UXO to an
overall width as defined in the Drawings or in the Special Provisions. Th is comprises a civil
works area where the road will be constructed, plus a safe working zone added to the outer
peripheries of the civil works area to provide reasonable safe turning and working room for plant
and construction vehicles.
Additional de-mining followed by magnetometer search for UXO may be required outside of the
right-of-way to allow access to resource areas, camp sites, construction lay downs, bridge
abutments and approaches, etc.
The limits of clearance required along the route will be determined from the results of the
detailed contamination survey carried out in accordance with the provisions of sub-clause
8.1.4.2 of these Specifications and as approved by the Engineer.
8.1.2.3 Clearance Performance Requirements

Searches in all areas are to comprise a 100% area sweep by mine/metal detectors to detect
all mines/fused mine portions, regardless of geologic conditions. In mined areas also
contaminated with UXO a deep magnetometer search is to be performed after the mine
S ECTION 8 - UNEXPLODED ORDNANCE 8.1 Land Mine Clearance Page 4 - 15

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clearance. Searches are to achieve the removal of all mines and UXO within the specified
size/depth capacity of the search equipment. Areas completed are to be certified free of mines
and UXO.
8.1.2.4 Contractor’s Nominated Ordnance Expert

The Contractor shall nominate and provide an Ordnance Expert, who shall have appropriate
internationally recognised qualifications or appropriate verifiable experience in its own or other
countries, acceptable to the Engineer. It will be the sole responsibility of the Contractor’s
Ordnance Expert to declare each area of the site safe for construction operations and no
construction activities shall be carried out in any area until this has been done.
8.1.2.5 Staffing
Personnel involved in mine clearance, demolition and other EOD work must satisfy the
following criteria:
(a) EOD staff supervising de-mining must have qualifications and experience commensurate
with the United Nations Standards; and
(b) staff supervising magnetometer survey or conducting Quality Control operations must
have received formal recognised training on and have field experience in magnetometer
use; and
(c) national EOD staff must have passed the recognised standard CMAC de-miner training
course or equivalent training.
8.1.2.6 Mine/UXO Disposal

The Contractor will be responsible for the disposal of all mines and UXO recovered. Where
collateral property damage is likely to occur as a result of disposal activity, the Contractor
must first advise the Engineer before proceeding.
8.1.2.7 Explosives
The Contractor will be responsible for the supply, storage and security of all explosives required
for mine disposal and their use will conform with the requirements of Section 9.9 of these
Specifications.
8.1.2.8 Compensation
In the course of clearance operations it may be necessary to damage crops, remove fences
etc. The Contractor will be required to notify the Engineer in writing with a copy to the
Employer prior to taking any action that may cause damage resulting in demands for
compensation being presented.
8.1.2.9 Insurance
The following minimum levels of insurance cover, placed with reputable internationally
recognised underwriters and effective within Cambodia are required:
(a) Public Liability USD 5,000,000
(b) Professional Indemnity USD 2,000,000
(c) Expatriate death, sickness, injury and repatriation USD 200,000 min
(d) National staff workers compensation as required by Cambodian labour law
(e) Vehicle third party as required by Cambodia law

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Prior to the commencement of any site activities the Contractor will be required to supply
evidence that ins urance covers are in place. Once in place, covers are to remain effective for
the duration of the contract period.
8.1.2.10 Medical and Emergency Evacuation

The Contractor is required to provide the following as a minimum:
(a) HF and VHF radio link to the MPWT operational base and to medical elements in
Phnom Penh. Reliable telecommunications equipment may also be utilised where such
coverage exists;
(b) Selected personnel are to be equipped with hand held communication capability on site
locations;
(c) CASEVAC and MEDEVAC procedures must follow established evacuation guidelines as
laid down in the UN De-mining Standard;
(d) formal evacuation arrangements for expatriate staff with an internationally recognised
supplier of such services;
(e) trained first aid/medical attendants equipped with medical kits to trauma level; and
(f) dedicated safety vehicles equipped with radio communications with each work element.
8.1.2.11 Government Registration and Liaison

The Contractor will be required to demonstrate that it possesses formal registration by the
Cambodian Mines Action Centre (CMAC) prior to commencing any site works.
In addition the Contractor will be required to secure the necessary approvals and clearances
from the appropriate Cambodian Government Department enabling it to carry out UXO works in
Cambodia.
The Contractor shall maintain close liaison at all times with the appropriate authorities in the
country, particularly those engaged in the ordnance clearance operations, and shall cooperate
with them, particularly in the disposal of unexploded ordnance.
8.1.3.1 Mine Detection

The Contractor is required to nominate the search instruments to be used for the mine
clearance task. Mine detectors used must be from the four models recommended by the
United Nations Mine Action Centre Bosnia and Herzegovina, in their report “Hand Held Metal
(Mine) Detector Trials” dated 10 March 1997. Acceptable detectors are:
(a) Forester Minex 4
(b) Guartel MD8
(c) Minelab F1A4
(d) Vallon ML1620B
These detectors are all capable of operating in adverse geology and rainy/moist conditions and
are capable of detecting all landmines used in Cambodia in lateritic conditions.

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For detecting on the existing road formation, the Contractor may either use the above specified
mine detectors, or other metal detectors of its choice that meet the performance capabilities
as defined in the requirement for UXO area clearance in sub-clause 8.2.3.1 of these
Specifications.
Performance capabilities of magnetometers are as defined in the requirements for UXO area
clearance in sub-clause 8.2.3.1 of these Specifications.
8.1.3.2 Protective Equipment

All personnel conducting de-mining must wear adequate protective equipment when
appropriate.
Eye and face protection is to be provided by the use of a fragmentation visor or equivalent
goggles. The visor must meet the minimum standard of personal protection that is to be
capable of withstanding a v50 rating (dry) of 450 m/s for a 1.102 fragment in accordance with
US NIJ 01012.03 standards.
Protec tive jackets should be worn but are optional when de-mining in the prone position. The
jacket should be designed to protect as well as deflect blast and fragmentation away from the
operator. Sleeves are not mandatory but the jacket must have groin protec tion. The jacket
must be capable of withstanding a v50 rating (dry) of 450 m/s for a 1.102 g fragment in
accordance with US NIJ 0101.03 standards.
8.1.3.3 Provision of Equipment to the Engineer

The provision of equipment, manpower and assistance to the Engineer for Audit checking of the
Contractor’s work, prior to endorsement of any certificate shall be the responsibility of the
Contractor, and the quantities of equipment, manpower and assistance shall be such as to be
compatible with planned rates of construction progress.
8.1.4 OPERATION REQUIREMENTS
8.1.4.1 Method Statement and Programme

Within 28 days from the issue of the Notice to Proceed the Contractor shall submit to the
Engineer a detailed method statement for the de-mining and UXO clearance works. The
method statement incorporating a detailed, resourced programme to ensure that all areas
within the project site are safe, to internationally accepted standards, for construction
operations shall include:
(a) intended procedures for the clearance;
(b) work plans showing estimated time schedules;
(c) clearance team structure;
(d) type of equipment proposed.
(e) quality control programme
The Programme shall be revised and submitted to the Engineer at monthly intervals throughout
the contract period and shall be adhered to whenever possible.

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8.1.4.2 Detailed Contamination Survey

Prior to any mine and UXO clearance operations being conducted the Contractor will be
required to carry out a detailed contamination survey of the Site to determine the extent of the
mine and UXO clearance operations required.
a) Mine Fields - Survey and delineation of mined areas is to be conducted in accordance with the
United Nations International Standard for Level 2 Surveys.
At those minefields identified in previous Level 1 surveys, Level 2 surveys are to be conducted
by surveying 1 metre wide cross sections of 10 metres in length measured outwards from the
edge of the existing trafficked formation. Strips are to be placed every 20 metres apart.
All bridges and culverts in open rural areas, other than those identified in previous surveys as
being mined, are to be surveyed to determine if they are mined. Where justified from inquiries
of local inhabitants or military, 1 metre wide cross sections commencing at each end of the
culvert or bridge and placed at 15 metre intervals are to be employed until mine fade-out is
established.
The minefield survey is also to note and incorporate any new minefields laid or cleared since
the previous surveys.
b) UXO Contamination - Survey and delineation of UXO contaminated zones will be carried out in
accordance with the provisions of Clauses 8.1 and 8.2 of these Specifications and shall consist
of 100% metal detector searches on 2 metre wide cross sections over the full width as defined
in the Special Provisions at 100 metre intervals along the centreline of the alignment.
Magnetometer searches are not required.
8.1.4.3 Mine Clearance Safety Distances

Minimum safety distances must be applied for personnel undertaking mine clearance activities.
Distances should be modified based on the known danger areas of individual mines and
munitions, the terrain or where the presence of trip wires or booby traps is suspected. The
minimum safety distances for an Anti-Personnel blast mine as stated by the United Nations
International Standards are to be applied for all de-mining activities and site layouts.
8.1.4.4 Positioning and Marking

To enable accurate positioning and recording of search areas within the limits defined in the
Special Provisions, the Contractor will be required to geodetically survey and mark the road
centre line. Long term marking is required for areas that are not scheduled for clearance work
for an extended period of time.
Outer boundaries of all areas cleared must be accurately recorded and marked to facilitate
subsequent identification during construction. Semi-permanent markers identifying the
periphery of de-mined sections are to be set in concrete and are to be marked steel, preferably
stamped for easy identification and placed at 20 metre intervals, with standard temporary
markers between. Regular maintenance and replacement of any damaged or missing markers
until the ground is handed over for construction will be required.
All safe lanes, safe routes and control areas must be marked to define clear and uncleared
areas. Uncleared areas are to be marked in accordance with United Nations International
Standards for mine clearance.

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8.1.4.5 Contractor’s Quality Control and Certification

The Contractor is required to include in its Method Statement as required under sub-clause
8.1.4.1 of these Specifications a formal Quality Control Programme. Quality Control checks
constituting a minimum 5% of the de-mined area are required. For any existing road formation,
10% is to be subjected to Quality Control checks.
The control areas are to be searched initially by mine/metal detector as appropriate and then
by magnetometer.
Control areas and results are to be recorded and reported by formal log. Log sheets are to be
personally signed off by the Contractor’s Ordnance Expert and are to be available for
examination by the Engineer.
At least seven days before the Contractor intends to enter any area of the site to commence
construction works, the Ordnance Expert shall submit, to the Engineer, his certificate declaring
the area concerned to be safe for all intended construction operations. The certificate shall
clearly define the area concerned and shall be supported by the log sheets which will give
details of the types of survey carried out and the classes and methods of disposal of the
various mines encountered.
8.1.4.6 Audit of Cleared Areas

The Engineer may perform a formal 5% re-check of de-mined areas and a 10% check of UXO
cleared areas. These percentages may be increased at his discretion.
If mines or UXO are located during these checks, then a re-search at the Contractor’s cost will
be required. Finds triggering re-searching are:
(a) a mine of any description whole or partial with the firing train intact per 5% of grid will
require a repeat de-mining of that grid; and
(b) one BLU 26/36 or metallic item of equivalent detectability per 10% of grid will require re-
searching for UXO in that grid.
When satisfied, the Engineer shall endorse the Contractor’s Ordnance Expert’s certificate. The
Contractor shall not enter the area of the site concerned until such endorsement has been
obtained. Such endorsement shall not relieve the Contractor of any of his responsibilities
under the Contract.
Before providing such endorsement, the Engineer shall be entitled to consult the nationally -
recognised authority for UXO clearance in respect of the thoroughness of the ordnance search,
and shall be entitled to withhold endorsement if so advised.
8.1.4.7 In-construction Support

The Contractor will be required to provide sufficient mine and UXO detection and disposal
resources to clear incidental areas outside the site for the permanent works that may arise
during the construction of the Works, including, but not limited to resource sites and their
access, diversion roads, camps and laydowns, etc. These resources will also be required to
check bridge and culvert sites for the possibility of mines laid in the interval between clearance
and construction works commencing.

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8.1.5 MEASUREMENT
Detailed Contamination Survey for minefields shall be measured by square metre of area
surveyed and recorded in accordance with the provisions of sub-clause 8.1.4.2 a of these
Specifications.
Detailed Contamination Survey for UXO shall be measured by kilometre of alignment surveyed
and recorded in accordance with the provisions of sub-clause 8.1.4.2 b of these Specifications
Mine Detection and Disposal shall be measured by square metre of site approved for clearance
as determined by the results of the Detailed Contamination Survey and certified and endorsed
as cleared in accordance with the provisions of sub-clause 8.1.4.6 of these Specifications.
No separate measurement will be made for detection and disposal of areas outside of the right-
of-way such as camp sites, borrow pits, etc
8.1.6 Payment
Payment for the Detailed Contamination Survey for mines shall be made at the Contract price
per square metre measured in accordance with the provisions of Clause 8.1.5 of these
Specifications.
Payment for the Detailed Contamination Survey for UXO shall be made at the Contract price
per kilometre measured in accordance with the provisions of Clause 8.1.5 of these
Specifications
Payment for mine detection and disposal shall be made at the Contract prices per square
metre measured in accordance with the provisions of Clause 8.1.5 of these Specifications.
Payment shall be deemed to be full compensation for all personnel, mobilisation costs,
equipment, materials, transportation etc and all associated costs, including disposal of
ordnance as well as all ordnance detection incidental to site investigation, all in accordance
with this Specification and to the satisfaction of the Engineer.
8.1(1) Detailed Contamination Survey – Mines Square metre

8.1(2) Detailed Contamination Survey – UXO Kilometre
8.1(3) Mine Detection & Disposal Square metre
No additional payment will be made for the provision of In-construction support as required in
accordance with sub-clause 8.1.4.7 of these specifications as all associated costs will be
deemed to be included in the rates for detection and disposal.

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8.2 UNEXPLODED ORDNANCE CLEARANCE

8.2.1 DESCRIPTION
This work shall consist of the detection and disposal of unexploded ordnance (UXO) that exist
within the confines of the site and the certification that the entire site is free from contamination
and is safe for all construction operations.
The Contractor shall carry out all necessary UXO detection and disposal and shall carry out
such checks as shall be necessary to enable him to take full responsibility for safety from the
risk of UXO over the whole area of the Site and for all construction operations.
8.2.2.1 Standards
The Sub-Clauses of this specification relating to the detection and disposal of UXO are derived
from standard peace time range area clearance procedures typically in use by NATO military
forces with modifications drawn from experience in the Indochina region. The procedures and
methodology recommended by the United States Army Corps of Engineers for remediation of
formerly used military sites were also taken into account and the resultant procedures closely
follow best international practice for commercial activity in this field.
8.2.2.2 Limits of Work

Searching to remove UXO is required to provide a safe working environment for road
construction. Clearance is required along the Project route alignment that is to be cleared of
UXO to an overall width as defined in the Special Provisions. This comprises a civil works area
where the road will be constructed, plus a safe working zone added to the outer peripheries of
the civil works area to provide reasonable safe turning and working room for plant and
construction vehicles.
The complete width as defined in the Special Provisions including any existing trafficked road
formation, with the exception of intact pavement sections, is to be searched by metal detector
using UXO area clearance techniques.
The complete width as defined in the Special Provisions including any existing trafficked road
formation together with all paved sections, is to be swept by magnetometer.
Additional searching for UXO may be required outside of the right-of-way to allow access to
resource areas, camp sites, construction lay downs, bridge abutments and approaches, etc.
The limits of clearance required along the route will be determined from the results of the
detailed contamination survey carried out in accordance with the provisions of sub-clause
8.1.4.2 of these Specifications and as approved by the Engineer.
8.2.2.3 Areas of Non-Original Soil

Areas of non-original soil may exist containing UXO of indeterminate size at indeterminate
depth. The maximum cut depth will be limited by the capability of the search equipment in
geologically reactive soil. Where earthworks are to occur below 30 cm in such areas,
(detection performance depth for BLU 26/36 or equivalent) then complete UXO removal can only
be achieved by successive search-then-cut techniques. During initial searches the Contractor
S ECTION 8 - UNEXPLODED ORDNANCE 8.2 Unexploded Ordnance Clearance Page 11 - 15

KINGDOM OF CAMBODIA
will be required to record and report on such areas to ensure that the required search-then-cut
process is applied later in conjunction with construction.
8.2.2.4 Clearance Performance Requirements

Searches are to comprise a 100% area sweep by metal detector to remove shallow items,
followed by a magnetometer search. Magnetometer searching is to be conducted at no greater
than 1 metre lane separation.
Searches are to achieve the removal of all UXO within the specified size/depth capacity of the
search equipment. All areas completed are to be certified free of UXO to within these
limitations.
8.2.2.5 Contractor’s Nominated Ordnance Expert

The Contractor shall nominate and provide an Ordnance Expert, who shall have appropriate
internationally recognised qualifications or appropriate verifiable experience in its own or other
countries, acceptable to the Engineer. It will be the sole responsibility of the Contractor’s
Ordnance Expert to declare each area of the site safe for construction operations and no
construction activities shall be carried out in any area until this has been done.
8.2.2.6 Staffing
Personnel involved in UXO clearance, demolitions and other EOD work must satisfy the
following criteria:
(a) EOD staff supervising UXO searching must have qualifications and experience
commensurate with the United Nations Standards; and
(b) staff supervising magnetometer survey or conducting Quality Control must have received
formal recognised training on and have field experience in magnetometer use; and
(c) national EOD staff must have received a formal course providing them as a minimum,
with instruction on UXO recognition, metal detector use, UXO excavation and first aid.
8.2.2.7 UXO Disposal

The Contractor will be responsible for the safe disposal of all UXO recovered. Where collateral
property damage is likely to occur as a result of disposal activity, the Contractor will be
required to first advise the Engineer before proceeding.
8.2.2.8 Explosives
The Contractor will be responsible for the supply, storage and security of all explosives required
for UXO disposal and their use will conform the requirements of Clause 9.9 of these
Specifications.
8.2.2.9 Compensation
In the course of clearance operations it may be necessary to damage crops, remove fences
etc. The Contractor will be required to notify the Engineer in writing with a copy to the
Employer prior to taking any action that may cause damage resulting in demands for
compensation being presented.

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8.2.2.10 Insurance
The Contractor is required to provide the insurances as defined in sub-clause 8.1.2.9 of these
Specifications.
8.2.2.11 Medical and Emergency Evacuation

The Contractor is required to provide the facilities and arrangements as defined in sub-clause
8.2.2.12 Government Registration and Liaison

The Contractor will be required to demonstrate that it possesses formal registration by the
Cambodian Mines Action Centre (CMAC) prior to commencing any site works.
In addition the Contractor will be required to secure the necessary approvals and clearances
from the appropriate Cambodian Government Department enabling it to carry out UXO works in
Cambodia.
The Contractor shall maintain close liaison at all times with the appropriate authorities in the
country, particularly those engaged in the ordnance clearance operations, and shall cooperate
with them, particularly in the disposal of unexploded ordnance.
8.2.3.1 UXO Detection

The Contractor is required to nominate the search instruments to be used for the UXO
clearance task. Search instruments must be capable of operating in adverse reactive geology
(lateritic soils) and rainy / moist conditions.
The proposed metal detectors must be capable of confidently detecting the following when
operating in areas of laterite and in hot/moist conditions:
(a) projectiles 20 mm HE or items of equivalent detectability to a depth of 25 cm; and
(b) BLU 26/36 or items of equivalent detectability to a depth of 30 cm.
The proposed magnetometers must be capable of confidently detecting 81mm HE Mortar

Bombs or items of equivalent detectability, to a depth of 1.25 metres in low magnetic noise
conditions and to 0.75 metres in areas of high magnetic background noise, such as laterite.
The Contractor is required to provide evidence constituting an independent and objective

verification of proposed instrument capability. Instrument capability will be tested and approved
by the Engineer prior to its use on site. Further performance audits will be conducted during
contract execution.
8.2.3.2 Provision of Equipment to the Engineer

The provision of equipment, manpower and assistance to the Engineer for Audit checking of the
Contractor’s work, prior to endorsement of any certificate shall be the responsibility of the
Contractor, and the quantities of equipment, manpower and assistance shall be such as to be
compatible with planned rates of construction progress.

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8.2.4 OPERATION REQUIREMENTS
8.2.4.1 Method Statement and Programme

The Contractor is required to provide a Method Statement and Programme as defined in sub-
clause 8.1.4.1 of these Specifications.
8.2.4.2 Positioning
To enable accurate positioning and recording of search areas within the limits defined in the
Special Provisions, the Contractor will be required to geodetically survey and mark the new
road centre line. The outer boundary limits of clearance work, measured from the surveyed
centre line, may then be located and marked.
The limits of the construction support areas requiring clearance will be defined by the
Contractor. The boundaries of all areas cleared of UXO must be recorded and marked by semi-
permanent means to facilitate subsequent identification during construction.
8.2.4.3 Contractor’s Quality Control and Certification

The Contractor is required to include in its Method Statement as required under sub-clause
8.2.4.1 of these Specifications a formal Quality Control Programme. Quality Control surveys
constituting a minimum 10% of the searched area are required.
The control areas are to be searched initially by metal detector followed by a magnetometer
search.
Control areas and results are to be recorded and reported by formal log. Log sheets are to be
personally signed off by the Contractor’s Ordnance Expert and are to be available for
examination by the Engineer.
At least seven days before the Contractor intends to enter any area of the site to commence
construction works, the Ordnance Expert shall submit, to the Engineer, his certificate declaring
the area concerned to be safe for all intended construction operations. The certificate shall
clearly define the area concerned and shall be supported by the log sheets that will give details
of the types of survey carried out and the classes and methods of disposal of the various UXO
encountered.
8.2.4.4 Audit of Cleared Areas

The Engineer may perform a formal 10% check of UXO cleared areas. These percentages may
be increased at his discretion.
If UXO are located during these checks, then a re-search at the Contractor’s cost will be
required. Finds triggering re-searching are either:
(a) one BLU 26/36 or metallic item of equivalent detectability per 10% of grid will require re-
searching for UXO in that grid; or
(b) three 20mm rounds or metallic items of equivalent detectability per 10% of grid will
require a re-search of that grid.
When satisfied, the Engineer shall endorse the Contractor’s Ordnance Expert’s certificate. The
Contractor shall not enter the area of the site concerned until such endorsement has been
obtained. Such endorsement shall not relieve the Contractor of any of his responsibilities under
the Contract.

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Before providing such endorsement, the Engineer shall be entitled to consult the nationally
recognised authority for UXO clearance in respect of the thoroughness of the ordnance search,
and shall be entitled to withhold endorsement if so advised.
8.2.5 MEASUREMENT
UXO Detection and Disposal shall be measured by Hectare of site approved for clearance as
determined by the results of the Detailed Contamination Survey and certified and endorsed as
cleared in accordance with the provisions of sub-clause 8.2.4.4 of these Specifications.
Sites identified for clearance shall be classified as normal or difficult. Normal clearance is
defined as the UXO clearance that will be conducted in open rural areas. Intense clearance is
defined as the UXO clearance that will be conducted at bridge and culvert sites and in built-up
areas as designated by the Engineer.
No separate measurement will be made for detection and neutralisation of areas outside of the
right-of-way such as camp sites, borrow pits, etc
8.2.6 Payment
Payment for UXO detection and disposal shall be made at the Contract prices per hectare
measured in accordance with the provisions of Clause 8.2.5 of these Specifications.
Payment shall be deemed to be full compensation for all personnel, mobilisation costs,
equipment, materials, transportation etc. and all associated costs, including disposal of
ordnance as well as all ordnance detection incidental to site investigation, all in accordance
with this Specification and to the satisfaction of the Engineer.
8.2(1) UXO Detection and Disposal – Normal Ha

8.2(2) UXO Detection and Disposal - Intense Ha
No additional payment will be made for the provision of In-construction support as required in
accordance with sub-clause 8.1.4.7 of these specifications as all associated costs will be
deemed to be included in the rates for detection and disposal

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AND TRANSPORT
Section 9
Miscellaneous
KINGDOM OF CAMBODIA
CONTENTS
9 MISCELLANEOUS 5
9.1 FACILITIES FOR THE ENGINEER..................................................................... 5

9.1.1 Description ................................ ................................ ................................ ................. 5
9.1.2 Materials Requirements................................ ................................ ............................... 5
9.1.2.1 Buildings ................................ ................................ ................................ ............... 5
9.1.2.2 Utilities................................ ................................ ................................ .................. 7
9.1.2.3 Furnishings and Fittings ................................ ................................ .......................... 7
9.1.2.4 Equipment, Consumables and Maintenance................................ .............................. 8
9.1.3 Construction Requirements................................ ................................ .......................... 8
9.1.4 Staff Requirements................................ ................................ ................................ ...... 9
9.1.5 Measurement................................ ................................ ................................ .............. 9
9.1.6 Payment ................................ ................................ ................................ .................... 9
9.2 TRANSPORT FOR THE ENGINEER ............................................................... 12

9.2.1 Description ................................ ................................ ................................ ................ 12
9.2.3 Measurement................................ ................................ ................................ .............12
9.2.4 Payment ................................ ................................ ................................ ...................13
9.3 MATERIALS TESTING & QUALITY CONTROL............................................. 14

9.3.1 Description ................................ ................................ ................................ ................ 14
9.3.2.1 Materials Laboratory ................................ ................................ ..............................14
9.3.2.2 Temporary Laboratory ................................ ................................ ............................ 14
9.3.2.3 Staffing................................ ................................ ................................ .................14
9.3.2.4 Transport ................................ ................................ ................................ ..............15
9.3.2.5 Provision of Facilities ................................ ................................ .............................15
9.3.3 Equipment Requirements ................................ ................................ ............................ 15
9.3.4.1 Supervision ................................ ................................ ................................ ...........16
9.3.4.2 Codes and Standards ................................ ................................ ............................ 17
9.3.4.3 Material Standards ................................ ................................ ................................ 17
9.3.4.4 Making Good ................................ ................................ ................................ ........ 17
9.3.4.5 Compaction Trials................................ ................................ ................................ ..17
9.3.5 Measurement................................ ................................ ................................ .............18
9.3.6 Payment ................................ ................................ ................................ ...................19
9.4 SURVEY AND SETTING OUT .......................................................................... 20

9.4.1 Description ................................ ................................ ................................ ................ 20
S ECTION 9 - MISCELLANEOUS Contents Page 2 - 31

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9.4.2.1 Survey Control................................. ................................ ................................ ......20
9.4.2.2 Survey Assistance to the Engineer................................. ................................ .........20
9.4.2.3 Staffing. ................................ ................................ ................................ ................ 20
9.4.3.1 Existing Ground Levels ................................ ................................ ..........................21
9.4.3.2 Survey Controls in the Construction of Roadworks................................ .................... 21
9.4.3.3 Survey Controls in the Construction of Bridges and Culverts ................................ ......21
9.4.4 Measurement................................ ................................ ................................ .............21
9.4.5 Payment ................................ ................................ ................................ ...................22
9.5 TRAFFIC AND TRAFFIC CONTROL................................................................ 23

9.5.1 Description ................................ ................................ ................................ ................ 23
9.5.2.1 Passage of Traffic Through the Works ................................ ................................ .....23
9.5.2.2 Diversion Roads ................................ ................................ ................................ ....23
9.5.2.3 Use of Traffic Control Devices ................................ ................................ .................24
9.5.2.4 One-Way Traffic ................................ ................................ ................................ ....24
9.5.2.5 Temporary Road Closure................................ ................................ ........................ 24
9.5.3 Materials Requirements................................ ................................ ..............................24
9.5.4 Construction Requirements................................ ................................ .........................24
9.5.4.1 Maintenance of Existing Road and Bridges ................................ ..............................24
9.5.4.2 Trafficking the Works by the Contractor’s Equipment ................................ ................ 25
9.5.4.3 Traffic Control Devices ................................ ................................ ............................ 25
9.5.5 Measurement................................ ................................ ................................ .............25
9.5.6 Payment ................................ ................................ ................................ ...................25
9.6 PROGRESS PHOTOGRAPHS ......................................................................... 27

9.6.1 Description ................................ ................................ ................................ ................ 27
9.6.3 Measurement................................ ................................ ................................ .............27
9.6.4 Payment ................................ ................................ ................................ ...................27
9.7 PROJECT INFORMATION BOARDS............................................................... 28

9.7.1 Description ................................ ................................ ................................ ................ 28
9.7.2 Materials Requirements................................ ................................ ..............................28
9.7.3 Construction Requirements................................ ................................ .........................28
9.7.4 Measurement................................ ................................ ................................ .............28
9.7.5 Payment ................................ ................................ ................................ ...................28
9.8 SITE CLEAN -UP ................................................................................................. 29

9.8.1 Description ................................ ................................ ................................ ................ 29
9.8.3 Measurement................................ ................................ ................................ .............29

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9.8.4 Payment ................................ ................................ ................................ ...................29
9.9 SOCIALLY TRANSMITTED DISEASES INFORMATION AND EDUCATION

PROGRAMME.................................................................................................... 30
9.9.1 Description ................................ ................................ ................................ ................ 30
9.9.3 Measurement................................ ................................ ................................ .............30
9.9.4 Payment ................................ ................................ ................................ ...................31

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9 MISCELLANEOUS
9.1 FACILITIES FOR THE ENGINEER

9.1.1 D ESCRIPTION
This work shall consist of the provision and maintenance for the duration of the work, of
facilities for the Engineer, its staff and the Employer’s representative. The site shall be shown
on the Drawings or as directed by the Engineer.
Preferably the location of the facilities shall be at a central location of the work’s site near to
the Contractor’s office and shall remain for the exclusive use of the Engineer and his staff.
This work shall include all furnishings and fittings that shall conform to the relevant sections of
All permanent site accommodation, office and laboratory provided for the Engineer will become
the property of the Employer, except that rented temporarily.
9.1.2 M ATERIALS R EQUIREMENTS
9.1.2.1 Buildings
The Contractor shall provide the following buildings, for the exclusive use of Engineer, at a site
adjacent to the works, the preferred layouts of which are shown on the Drawings.
(a) Fixed office accommodation of approximately 125 m2 internal floor area;
(b) Materials testing laboratory and storerooms, of approximately 125 m2 internal floor area;
(c) Living accommodation comprising houses, of approximately 100 m 2 internal floor area
each;
Buildings may be of prefabricated or indigenous construction provided they are to the approval
of the Engineer and provided they can be demonstrated to satisfy broadly the following
specified requirements. Any proposed changes to the internal layout of the buildings shall be
subject to the prior approval of the Engineer.
Rented existing buildings may only be substituted with the express approval of the Employer,
and then only if, in the opinion of the Engineer, the buildings are conveniently located for his
purposes and are equivalent in every respect to the buildings specified herein.
Buildings shall be located such that they are well above previously recorded flood levels. If
necessary, and subject to the approval of the Engineer to the concept and the detailed design,
buildings may be raised off the ground on reinforced concrete piles.
(i) Thermal Insulation Values
‘U’ Values: Roof 0.69W/m 2 K(0.59 kcal/ m 2 h C)

Walls 0.56W/m 2 K(0.48 kcal/ m 2 h C)
Floor 0.59W/ m 2 K(0.51 kcal/ m 2 h C)
S ECTION 9 - MISCELLANEOUS 9.1 Facilities for the Engineer Page 5 - 31

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(ii) Fire Rating
External roof surface FAA Rating BS 476 : Part 3 : 1958
Internal walls and ceiling Class 3 Surface Spread of Flame BS 476 : Part 7 :
1971
External walls Class ‘O’ classification as defined in The Building

Regulations 1985 : Schedule 1 : Part b: Appendix
A8 (b) issued by Dept. of Environment . Tested in
accordance with BS 476: Part 7: 1971 and BS 476:
Part 6: 1968.
(iii) Design Loads (BS 6399: Part 1: 1984)

2
Roof 75 kgf/ m
Floor 290 kgf/ m 2
(iv) Wind Loading (CP 3 Chap V: Part 2: 1972)
Buildings shall be adequately anchored to respective ground slabs to withstand wind speeds
up to 60 m/s (135 mph) and shall be so constructed as to comply with the requirements of
CP3 for a wind speed loading of 60 m/s.
(v) Air Conditioning
Adequate air conditioning shall be provided to maintain interior temperatures at less than 25
Degrees C. The laboratory shall be air conditioned to such a degree as to ensure that the
interior temperature is maintained at about 21 Degrees C throughout the year.
(vi) General
All windows shall be mosquito proofed. All windows shall have pelmet boxes: these shall be
150mm high 100 mm deep with 100 mm overlap at both ends. They shall be provided with
curtain rails and fittings. Where windows exceed 1.25m wide the curtain rails shall overlap at
the centre.
All windows shall be louvered, at least 1.2m high, the sill being approximately 0.9m above
finished floor level, except in the case of the laboratory where the sill height shall be adjusted
to suit laboratory benching.
All offices and living rooms shall be fitted with one ceiling fan each and the kitchens and the
bathrooms with one extractor fan.
All doors shall be provided with locks. A damp/termite proof layer shall be provided and shall
extend under all floors and outside walls.
The floors to all buildings shall be concrete, 0.1 m thick. Floors for domestic accommodation
shall be surfaced with a wooden block flooring except in the kitchen and bathroom where
thermo-plastic flooring shall be used. Floor coverings for the Site offices shall be wood/vinyl
with rugs or fitted carpets or carpet tiles, all to the approval of the Engineer.
All interior and exterior wall finishes shall be to the approval of the Engineer.

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Internal and external walls shall be painted with one prime coat and two top coats of waterproof
paint. Internal and external woodwork shall be treated with one prime coat, one coat of gloss
undercoat and a gloss finishing coat. Knots shall be sealed before priming.
Roofed and paved verandas shall be provided on the front elevations of all buildings as indicated
on the drawings. External single and double doors shall be located on the front and rear
elevations respectively, where applicable.
9.1.2.2 Utilities
a) Electricity - The Contractor shall provide electricity supply of 220-240 volts, AC 50 cycles per
second for 24 hours per day to all buildings. Power generators shall be provided adequate to
provide continuity of supply in the event of failure of the main supply. Power points shall be
supplied in numbers and at locations to the satisfaction of the Engineer. The power supply
shall be fully earthed and shall be subject to power peak protection and voltage regulation.
b) Water - Piped water of suitable quality for domestic use shall be supplied to all buildings,
together with sufficient tank storage to provide continuous running water appropriate to the type
of building during periods of discontinuity in the supply. The Contractor shall also provide any
additional treatment or equipment (such as purifiers and filters) necessary for the provision of
drinking water in all buildings. Water heaters shall be connected to the kitchen sink hot water
taps and to the bathroom hot water taps and shower.
c) Gas - The Contractor shall supply bottled gas, kerosene or any other fuel as appropriate for the
equipment he provides for the use of the Engineer.
d) Telephone - The Contractor shall provide to the Engineer’s site office and at each of the
Engineer’s houses, one telephone connection connecting into the national telephone system
and offering communications, within the country and internationally, and allowing both voice
and facsimile operation. The connections shall be independent of any telephone system
installed by the Contractor for his own use.
The Contractor shall provide two telephone hand-sets and one facsimile transmitter and
receiver, to the Engineer’s office and one hand-set each to the Engineer’s laboratory and the
Engineer’s houses. The equipment installed under this clause shall provide at least 90%
availability of communications in any one month and shall be replaced by the Contractor, at no
additional cost to the Employer, if it consistently fails to meet this standard. All equipment
shall be subject to the approval of the Engineer. The Contractor shall provide to each of the
Engineer’s houses connection to a range of terrestrial and satellite television channels, to the
approval of the Engineer, together with all necessary decoding equipment.
e) Waste Disposal - The Contractor shall be responsible for providing suitable hygienic methods
for the treatment and disposal of waterborne sewage, waste water and refuse from all buildings.
Methods of refuse disposal shall specifically exclude surface dumping.
f) Communications Tower - The Contractor shall be responsible for supplying and installing a 30
m high communications tower at the Engineer’s Site Office. Communications equipment is to
supplied and installed by others.
9.1.2.3 Furnishings and Fittings

The office, laboratory and houses shall be fully furnished and equipped by the Contractor in
accordance with the schedules included in the Drawings. The details and sizes of furniture and
equipment given in the schedules are approximate only and the Contractor shall supply full
details of the furniture and equipment that he intends to purchase, for the approval of the
Engineer. Crockery, cutlery, kitchenware, kitchen utensils, glassware, tableware, bed and

KINGDOM OF CAMBODIA
household linen, pillows, cushions, carpets, curtains and other small items shall be provided to
the satisfaction of the Engineer.
The Contractor shall supply and maintain computer equipment and software for the exclusive
use of the Engineer in accordance with the schedules included in the Drawings.
Requirements for the provision of testing equipment and the operation of the Materials Testing
Laboratory are given in Section 9.3 of these Specifications.
9.1.2.4 Equipment, Consumables and Maintenance

The Contractor shall supply all consumable stores, required for the use of the Engineer and his
staff including survey field books, computer supplies, photocopier supplies, plan printer
supplies, purpose-printed forms and other stationery, toilet supplies, batteries for calculators
and durable polythene materials sampling bags for the office and the laboratory, as well as
supplies for the preparation of tea and coffee for consumption in the office and laboratory, all as
required by the Engineer.
In addition, the Contractor shall supply safety equipment for the use of the staff of the Engineer
and the Employer when working on the Site, appropriate to the tasks they are undertaking.
Such safety equipment shall include safety helmets.
The maintenance of the office, the laboratory and the accommodation and their surrounds, and
all furniture, fittings and equipment provided for the use of the Engineer shall be the
responsibility of the Contractor. He shall ensure that an adequate supply of replacement items
and spare parts covering all the facilities is always available on site. In the case of work station
computing facilities, the Contractor shall ensure that adequate back-up is available in the event
of a malfunction. He shall ensure that the Engineer’s office and laboratory are cleaned each
day.
9.1.3 C ONSTRUCTION REQUIREMENTS

At the Engineer’s camp(s) all-weather access roads shall be provided between the Engineer’s
housing, his office the laboratory and the site. Covered hard standings for vehicles shall be
provided outside the offices and laboratories, together with a water supply, hose and wash
down area for cleaning vehicles. The Contractor shall obtain approval of the Engineer for the
layout of the accommodation, laboratory and office prior to construction.
All necessary site works required for the provision of the facilities for the use of the Engineer
shall be carried out to the approval of the Engineer. Such works shall include earthworks,
drainage, roads, parking, footpaths, fencing, landscaping, topsoiling, planting, lighting, and any
other incidental work.
The Contractor shall be responsible for ensuring that the facilities provided for the Engineer are
secure and shall erect security fencing, employ day and night watchmen and take any other
measures agreed with the Engineer.
Notwithstanding the foregoing the Contractor shall provide such details as the Engineer may
request pertaining to any facilities for the Engineer. Unless the Engineer agrees otherwise all
facilities provided for his use shall be new. The Contractor shall not complete any
arrangements for additional land, nor place orders for the purchase of any items, nor start work
on the installation of the Engineer’s facilities until he has received the approval of the Engineer.
Full details of the facilities which the Contractor proposes to provide for the Engineer shall be
submitted within 15 days of the Letter of Acceptance.

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The Contractor shall complete the provision of facilities for the Engineer within 90 days of the
date of the receipt of the instruction for Commencement of Works.
Until completion of facilities, which shall include use of the specified computing facilities for the
Engineer, the Contractor shall provide such temporary facilities as may be required by the
Engineer, in the execution of his duties under the Contract. Alternatively, the Engineer may
make his own arrangements for temporary facilities in which case the Contractor shall
reimburse the Engineer for the costs so incurred.
9.1.4 S TAFF R EQUIREMENTS

The following staff shall be provided by the Contractor for the exclusive assistance of the
Engineer in his office:
- secretaries/word processor operators;
- computer operators;
- draftpersons;
- office messengers
Such staff shall be subject to the approval of the Engineer and shall be responsible solely to
him, although they will be in the employment of the Contractor.
Staff for the laboratory, survey staff and drivers for the Engineer shall be provided as described
in the appropriate sections of these Specifications.
The Contractor shall provide safety equipment for the use of the Engineer’s staff and for official
visitors to the site. This equipment shall include protective headgear.
The Contractor shall provide a rent allowance to both professional and other members of the
domestic staff of the Engineer as instructed by the Engineer. The rent allowances shall be
paid on a monthly basis and shall be subject to reimbursement through the monthly certificate.
9.1.5 M EASUREMENT
Provision of the office, materials testing laboratory and housing for the use of the Engineer shall
be measured by numbers of the respective building types completed and fully furnished, fitted
and equipped in accordance with these Specifications and ready for occupation, all to the
Maintenance of the office, materials testing laboratory and housing for the use of the Engineer
shall be measured on a monthly basis, for each building, commencing when the building, or
short -term temporary substitute, acceptable to the Engineer, is occupied by the Engineer and
ceasing when the building is no longer required by the Engineer.
Provision of full-time staff to work exclusively for the Engineer and provided by the Contractor
shall be measured by the month for each individual category of staff required by the Engineer.
This shall include the provision of full time survey staff as defined in Section 9.4 of these
Specifications, but shall specifically exclude laboratory staff and drivers who are deemed to be
covered by other rates and prices included in the Bills of Quantities.
9.1.6 Payment
Payment for the provision of the office, laboratory and housing for the use of the Engineer shall
be paid at the Contract unit price per type of accommodation as detailed below and as

KINGDOM OF CAMBODIA
measured under Clause 9.1.5 of these Specifications. Such prices shall be deemed to cover
all costs of material, plant, labour, tools, equipment, associated transportation, furniture,
fittings, safety equipment, services connections, all necessary Site works and all incidentals
necessary to complete to the works. Payment for the Engineer’s office shall be specifically
deemed to include for the cost of providing the required computer equipment, as listed in the
Drawings and for the cost of provision of the survey equipment for the use of the Engineer as
specified in Section 9.4 of these Specifications and as listed in the Drawings.
Payment for the laboratory shall be specifically deemed to include for all the costs of providing
laboratory equipment as defined in Section 9.3 of these Specifications.
Payment for maintenance of the office, laboratory and housing for the use of the Engineer shall
be paid at the Contract unit price per month as detailed below and as measured under Clause
9.1.5 above. Payment shall be deemed to include all costs involved in maintaining in good
repair, and cleaning, the buildings and surrounds, furniture, fittings and equipment, the supply
of all services, all communications costs, including rentals, television connections, the
provision of all consumable stores for the offices and laboratories, including the provision of
safety equipment, the replacement of all equipment that may have become worn or otherwise
unserviceable, the provision of security, the supply of all laboratory staff required by the
Engineer and the supply of standard documents (as defined in Section 9.3 of these
Specifications). Payment under maintenance items may be withheld if, in the opinion of the
Engineer, the Contractor fails to meet his full obligations to maintain the facilities as defined
here in.
Payment for full time staff for the Engineer provided by the Contractor shall be made at the
Contract unit price per month for each category of staff and shall be deemed to cover all costs
including wages, social charges, mobilisation and demobilisation costs, accommodation and
all other allowances, overtime etc.

KINGDOM OF CAMBODIA
9.1(1) Provide office accommodation for the Number

Engineer
9.1(2) Provide materials testing laboratory for Number

the Engineer
9.1(3) Provide housing accommodation for the Number
Engineer
9.1(4) Maintain Engineer’s office Month

accommodation
9.1(5) Maintain Engineer’s materials testing Month
laboratory
9.1(6) Maintain Engineer’s housing Month
accommodation
9.1(7) Rent allowance for the Engineer’s Senior Person-month

Domestic Staff (fixed rate)
9.1(8) Rent allowance for the Engineer’s Junior Person-month
Domestic Staff (fixed rate)
9.1(9) Provide full time staff to work for the

Engineer
(a) Secretary/word processor operator Person-month
(b) Computer operator Person-month
(c) Draftsman Person-month
(d) Office messenger Person-month
(e) Surveyor Person-month
(f) Chainman Person-month
(g) Laboratory Technician Person-month
(h) Laboratory Assistant Person-month

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9.2 TRANSPORT FOR THE ENGINEER

9.2.1 D ESCRIPTION
This work shall consist of the provision and maintenance for the duration of the work, of
vehicles for the Engineer and its staff.
All vehicles, except those hired temporarily, provided for the use of the Engineer and its staff,
shall become the property of the Employer.
9.2.2 GENERAL R EQUIREMENTS

Unless otherwise agreed by the Engineer, all vehicles provided for the Engineer's use shall be
new.
Vehicles to be provided by the Contractor for the exclusive use of the Engineer both on and off
the site shall comprise the following types:
Type A - 4- wheel drive, 7-9 seat all-terrain vehicle, minimum engine capacity 2500 cc..
Type B - 4- wheel drive, long wheel base pick up with double cab and canvas cover,
minimum engine capacity 2500 cc.
Type C - Motorcycle of robust construction, minimum engine capacity 150 cc.
All vehicles shall be diesel-engined, except the motorcycles which shall be capable of
operation on locally -available grades of petrol. The vehicles shall be taxed and insured, by the
Contractor, for any driver, and the Contractor shall provide all fuel and carry out all maintenance
and repairs.
The Contractor shall be responsible for keeping stocks of such spare parts for the Engineer’s
vehicles as are necessary for the minimisation of times taken to maintain and repair the
Engineer’s vehicles.
The Contractor shall provide drivers for each of the Engineer’s vehicles types A and B.
Alternative, suitable vehicles shall be provided if any of the Engineer’s vehicles is

unserviceable.
The Contractor shall provide such details of the vehicles he proposes to provide for the
Engineer as the Engineer may request and no arrangements shall be made for the provision of
these vehicles without the Engineer’s prior approval. Full details of the vehicles shall be
submitted to the Engineer within 15 days of the Letter of Acceptance. The Contractor shall
complete the provision of vehicles for the Engineer within 90 days of receipt of the notice to
commence the works.
Until the Engineer’s vehicles are provided, the Contractor shall provide such temporary vehicles
as may be required by the Engineer, at no cost to the Employer.
9.2.3 M EASUREMENT
Provision of vehicles for the use of the Engineer, including vehicles specified for the use of the
materials testing laboratory in Section 9.3 of these Specifications, shall be measured by
numbers of the respective types of vehicles specified and supplied, complete, delivered to the
site, and to the satisfaction of the Engineer.
S ECTION 9 - MISCELLANEOUS 9.2 Transport for the Engineer Page 12 - 31

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Maintenance of the Engineer’s vehicles shall be measured on a monthly basis, per type of
vehicle, commencing when each vehicle is available to the Engineer for his use, subject to the
satisfaction of the Engineer, and ceasing when the vehicle is no longer required by the
Engineer. No measurement or payment shall be made for the provision or maintenance of
temporary vehicles.
9.2.4 Payment
Payment for the provision of vehicles for the use of the Engineer shall be made at the Contract
unit price per type of vehicle. Payment shall be deemed to cover all costs involved in procuring
and delivering the vehicles to the site in good order including importation and delivery charges,
manufacturer’s checks etc.
Payment for maintenance of the Engineer’s vehicles shall be made at the Contract price per
month for the type of vehicle. Payment shall be deemed to include full compensation for all
fuels lubricants and other consumables provided, for all costs involved in providing drivers,
taxing and insuring of vehicles, maintenance, spare parts, repairs and the cost of any
alternative vehicles provided while any of the Engineer’s vehicles is unserviceable.
9.2(1) Provide Type A vehicle for the use of the number

Engineer
9.2(2) Provide Type B vehicle for the use of the number
Engineer
9.2(3) Provide Type C vehicle for the use of the number

Engineer
9.2(4) Maintain vehicle Type A month
9.2(5) Maintain vehicle Type B month
9.2(6) Maintain vehicle Type C month
S ECTION 9 - MISCELLANEOUS 9.2 Transport for the Engineer Page 13 - 31

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9.3 MATERIALS TESTING & QUALITY CONTROL

9.3.1 D ESCRIPTION
This work shall consist of the provision of equipment, operation and maintenance for the
duration of the work, of the materials laboratory and quality control testing for the works in
accordance with the requirement and to the satisfaction of the Engineer and its staff.
All equipment, except those items hired temporarily, provided for the use of the Engineer and
its staff for the materials testing and quality control of the works, shall become the property of
the Employer.
9.3.2.1 Materials Laboratory

The laboratory provided by the Contractor as specified in Section 9.1 of these Specifications
shall be used exclusively for design and control testing of materials to be incorporated in the
works.
The laboratory shall be fully equipped to carry out all of the tests indicated in Clause 9.3.3 of
these Specifications and the equipment provided shall conform in every respect to the
standards listed in Clause 9.3.3 of these Specifications. The Contractor shall provide sufficient
quantities of testing equipment to meet the specified testing requirements, commensurate with
his planned rates of production, including an adequate stock of breakable and consumable
items.
The Contractor shall submit the proposed layout and a full list of the equipment and furniture he
intends to order, with his Works Programme to be submitted in accordance with the
requirements of Clause 14 of the General Conditions, for the comment and approval of the
Engineer.
All furniture fittings and equipment provided for the laboratory shall be new, unless otherwise
agreed by the Engineer.
Such approval by the Engineer shall not relieve the Contractor of his responsibility to ensure
that the laboratory is adequately equipped and the Contractor shall have no claim for delays
resulting from the inadequacy of the testing facilities.
9.3.2.2 Temporary Laboratory

The Engineer may require the Contractor to provide additional temporary laboratory
accommodation for the use of laboratory staff, for testing purposes, at key locations on Site.
Such key locations may include crushing plant, asphalt plant and major bridges sites.
The temporary laboratory accommodation may comprise not more than three, lockable, 6 m
long shipping containers or other similar moveable, weather proof, secure shelters acceptable
to the Engineer. The Contractor shall relocate such temporary facilities about the Site when
requested to do so by the Engineer.
9.3.2.3 Staffing
The Contractor shall be responsible for staffing the laboratory . He shall provide a suitably
qualified and experienced Senior laboratory technician and sufficient technicians and
S ECTION 9 - MISCELLANEOUS 9.3 Materials Testing and Quality Control Page 14 - 31

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assistants to meet the testing requirements. It is anticipated that this will require not less than
4 technicians and 15 skilled assistants.
Details of the proposed staffing shall be submitted to the Engineer for approval and he shall be
entitled to ask the Contractor to remove or replace any member of the laboratory staff, whether
previously approved or not, if in doubt about their competence. The Contractor shall have no
claim for delays resulting from the inadequacy of numbers or inexperience of laboratory staff.
9.3.2.4 Transport
The Contractor shall provide all transport necessary to the proper functioning of the laboratory
and its day -to day field investigation, sampling and testing requirements. For this purpose the
Contractor shall provide 3 type B vehicles together with drivers, maintenance and all running
costs, as defined in Section 9.2 of these Specifications which shall be for the exclusive use of
the laboratory. In cases when this provision of laboratory transport is inadequate to meet
laboratory requirements the Contractor will supplement the laboratory transport on a temporary
basis. The Contractor shall have no claim for delays resulting from insufficient laboratory
transport.
9.3.2.5 Provision of Facilitie s

The Contractor shall complete the provision of all the required laboratory facilities within 90
days of the issue of the Notice to Commence.
9.3.3 E QUIPMENT R EQUIREMENTS

The materials testing laboratory shall be fully equipped with all the necessary equipment and a
full range of consumable stores to carry out the following tests:
Test Description AASHTO Test Other

Reference Reference
Particle size analysis of soils T88
Determination of the liquid limit of soils T89
Determination of the plastic limit and plasticity index of soils T90
Specific gravity of soils T100
Density of soil in place by the sand cone method
Moisture density relation of soils using a 4.54 Kg ram and a T180
450 mm drop
California bearing ratio T193
Sand equivalent T176
“Speedy” moisture content determination T217
Sampling stone, slag, gravel, and stone block for use as highway T2
materials
Amount of material finer than 0.075 mm Sieve in aggregate T11
Unit weight of aggregate T19
Sieve analysis of fine and coarse aggregates T27
Specific gravity and absorption of fine aggregate T84
Specific gravity and absorption of coarse aggregate T85

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Test Description AASHTO Test Other

Reference Reference
Soundness of aggregates by use of sodium sulphate or T104
magnesium sulphate
Friable particles in aggregates T112
Lightweight particles in aggregates T113
Flakiness Index BS 812
Elongation Index BS 812
Organic impurities T21
Aggregates crushing test BS 812
10 per cent fines test BS 812
Bitumen Coating and stripping T182
Immersion tray test TRL Overseas
Road Note 3
Quality of water T26
Slump test T119
Compressive strength of concrete cylinders T22
Preparing concrete field test specimens T23
Flexural strength of concrete T97
Preparing concrete lab test specimens T126
Sampling freshly mixed concrete T141
Compressive strength of mortar cubes BS 4550
The laboratory shall be supplied with a continuous recording rain gauge and a maximum/
minimum thermometer to the approval of the Engineer.
Where tests other than those listed above are called for, in these Specifications or elsewhere
in the Contract, the Contractor may choose to provide the capability to carry out the tests in
the Contract materials testing laboratory or to have the tests carried out, at the Contractor’s
expense, at another laboratory acceptable to the Engineer.
9.3.4 OPERATION R EQUIREMENTS
9.3.4.1 Supervision
All testing and the running of the laboratory shall be carried out under the direct control of the
Engineer except that the Contractor shall be permitted to carry out tests to confirm potential
materials sources and mix design prior to their adoption for the Works and other such tests as
the Contractor may require in direct connection with the Works.
The Contractor shall supply all samples of materials for testing. He shall provide assistance,
labour, technician staff, attendance, transport and anything else necessary, as may from time
to time be required by the Engineer, in taking and packing samples in approved containers,
dispatching them for test, preparing them for test, examining and testing them and presenting
the test results. In the event that any sampling and testing is carried out at the manufacturer’s
plant or at any laboratory other than the site laboratory, the cost of such sampling and testing
or the furnishing of tes t certificates shall be borne by the Contractor.

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9.3.4.2 Codes and Standards

Reference is made throughout these Specifications to American Association of State Highway
and Transportation Officials (AASHTO) codes, American Society for Testing Materials (ASTM)
codes, Australian Standards (AS) codes, British Standard (BS) codes, British Standard Codes
of Practice (CP) and to publications of the (British) Transport Research Laboratory (TRL). The
references shall be taken to refer to the latest published version of each of these publications
as at a date 28 days before the latest date for submission of tenders for this Contract. The
Contractor shall supply for the exclusive use of the Engineer’s laboratory, one copy of each of
the publications referred to in these Specifications.
Whenever, in these Specifications, a specific standard for materials is not nominated, the
materials shall conform to the standards required by one of the above nominated bodies or to
another equivalent internationally recognised standard acceptable to the Engineer.
9.3.4.3 Material Standards

All materials provided by the Contractor for inclusion in the Works shall conform to the
standards set out in these Specifications, on the Drawings or as otherwise directed by the
Engineer.
Unless otherwise stated, all goods, materials, transportation, equipment and services for the
Works shall be provided by the Contractor. The Contractor shall be entirely responsible for the
identification of sources of materials and their provision in accordance with the requirements of
the Specifications.
Before placing any order for materials and manufactured articles for incorporation in the Works,
the Contractor shall submit to the Engineer the names of the firms from whom he proposes to
obtain such materials and manufactured articles. The submission shall include, for the for
each firm, a description of the materials and manufactured articles to be supplied, their origin,
the manufacturer’s specification, and other relevant details as required by the Engineer. The
Contractor shall pass to the Engineer samples of such materials and manufactured articles
and, where appropriate, the manufacturer’s certificates of recent tests carried out on similar
materials and manufactured articles.
9.3.4.4 Making Good

The Contractor shall be responsible for making good any holes, damage or other blemishes to
the permanent Works resulting from the testing or sampling of the materials. These shall be
made good to the standards required for the element of the Works concerned. The Contractor
may, at his own cost and only with the agreement of the Engineer, use a superior materials to
effect such making good if he deems this a more effective way of achieving the standards
required
9.3.4.5 Compaction Trials

Full scale laying and compaction site trials shall be carried out by the Contractor on all
earthwork and pavement materials proposed for the Works using the constructional plant and
methods proposed by the Contractor for constructing of the Works. The trials shall be carried
out with the agreement, and in the presence of the Engineer, and on a surface comparable in
performance and smoothness to the surface on which the actual layer will be constructed.
The trials shall be carried out to enable the Contractor to demonstrate the suitability of the
mixing and compaction equipment to provide and compact the material to the specified density

KINGDOM OF CAMBODIA
and to confirm that the other specified requirements of the completed earthwork or pavement
layer can be achieved.
Emphasis is placed on the need to ensure uniformity of moisture content throughout the layer
to be compacted, without which no uniformity of compaction will be achieved.
Each trial area shall be at least 50 metres long and to the full construction width and shall be
laid to the specified depth for the material. It may form part of the Works provided it complies
with the requirements of these Specifications.
Any area which does not comply with the requirements of these Specifications shall be
removed.
The Contractor shall allow in his programme for conducting site trials and for carrying out the
appropriate tests on them. Trials on each pavement layer shall be undertaken at least 28 days
ahead of the Contractor proposing to commence full scale work on that layer.
The Contractor shall compact each section of trial over the range of compactive effort the
Contractor is proposing and, in so-doing, will trim the layer to level and will achieve a surface
finish comparable to that required for the layer in practice. If appropriate, the following data
shall be recorded for each level of compactive effort at each site trial:
i) The composition and grading of the material before the site trial.
ii) The moisture content at the time of compaction and the optimum moisture content for
the specified compaction.
iii) The type, size, tyre pressures, frequency of vibration and the number of passes of
compaction equipment.
iv) The maximum dry density or target density as appropriate measured on a sample before
and at intervals through the site trials.
v) The densities achieved.
vi) The compacted thickness of the layer.
vii) Any other relevant information as directed by the Engineer.
At least eight sets of tests shall be made by the Contractor and the Engineer on each 50
metres of trial for each level of compac tive effort and provided all eight sets of results over the
range of compactive effort proposed by the Contractor meet the specified requirements for the
material the site trial shall be deemed successful. The above data recorded in the trial shall
become the agreed basis on which the particular material shall be provided and processed to
achieve the specified requirements.
If, during the execution of the Works, the construction control tests indicate that the
requirements for a material are not being consistently achieved, then work on that layer shall
stop until the cause is investigated by the Contractor. Such investigation may include further
laboratory and site trials on the material to determine a revised set of data as above which all
subsequent material will be provided and processed to achieve the specified requirements.
Agreement by the Engineer to a set of data recorded in site trial shall not relieve the Contractor
of any responsibility to comply with the requirements of these Specifications.
9.3.5 M EASUREMENT
Measurement for the provision and maintenance of the laboratory building, furnishings, fittings
and equipment is provided for under Section 9.1 of these Specifications.

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The provision of full time laboratory staff to work exclusively for the Engineer shall be measured
under the provisions of Section 9.1 of these Specifications.
Measurement for the provision and maintenance of vehicles for the use of the laboratory is
provided for under Section 9.2 of these Specifications.
The performance of compaction trials shall not be the subject of separate measurement.
No other measurement shall be due in connection with the conformance by the Contractor with
the provisions of this section of the Specification.
9.3.6 Payment
Payment for the provision and maintenance of the laboratory building, furnishings, fittings and
equipment is provided for under Section 9.1 of these Specifications.
Provision of full time laboratory staff to work exclusively for the Engineer shall be paid for under
the provisions of Section 9.1 of these Specifications.
Payment for the provision and maintenance of vehicles for the use of the laboratory is provided
for under Section 9.2 of these Specifications.
The costs involved in conducting compaction trials shall be deemed to have been included by
the Contractor in rate included in the Bills of Quantities for other items of works.
No payment shall be due in connection with the conformance by the Contractor with the
provisions of this section of the Specification. Specifically, the costs involved in making good
shall be deemed to be included in the rates and prices included in the Bills of Quantities for the
relevant items of works.

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9.4 SURVEY AND SETTING OUT

9.4.1 D ESCRIPTION
This work shall consist of the provision of equipm ent and staff for the duration of the work for
the conducting the necessary survey and setting out operations in connection with checking or
establishing line, level, control and quantification of the various items of the works in
accordance with the requirements of the Engineer and its staff.
All equipment, except those items hired temporarily, provided for the use of the Engineer and
its staff for the survey of the works, shall become the property of the Employer.
9.4.2.1 Survey Control.

Immediately after receiving notice to commence the Works the Contractor shall carry out the
following.
(a) The Contractor shall establish construction control points for both distance and level
along the length of the road alignment. These control points shall be located outside the
area to be occupied by the Permanent Works, and successive points shall be mutually
inter visible, not more than 1 km apart and shall be at spacing and locations such that
all future setting out can be carried out from them. The Contractor shall clearly mark
and protect the construction control points, which shall comprise steel pins set in
concrete, until completion of the Contract."
(b) The Contractor shall provide to the Engineer a tabulated list of all such control points,
suitably reference for ease of identification and use by the Engineer for checking of the
Works
9.4.2.2 Survey Assistance to the Engineer.

The Contractor shall provide the Engineer with all necessary assistance for checking the
setting out, agreement of levels and any other survey or measurement which the Engineer
requires to carry out in connection with the Contract. Such assistance shall include:
(a) provision and maintenance of the survey equipment scheduled in the Drawings, for the
exclusive use of the Engineer;
(b) provision of all suitably qualified and experienced surveyors to work under the direction of
the Engineer as detailed in sub-clause 9.4.2.2 of these Specifications.
(c) provision of all necessary survey equipment and support for these surveyors including
assistants, chairmen, labourers, hand tools, pegs and materials.
9.4.2.3 Staffing.
The Contractor shall provide the following full-time survey staff to work exclusively under the
direction of the Engineer. The staff provided shall be competent and experienced and, if at any
time the Engineer shall object to any of the staff provided, the Contractor shall immediately
replace the person concerned.
- Senior Surveyors.
- Surveyors.
- Chainmen.
S ECTION 9 - MISCELLANEOUS 9.4 Survey and Setting Out Page 20 - 31

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In addition, the Contractor shall provide any temporary survey staff required by the Engineer
together with any additional survey equipment required.
9.4.3 OPERATION R EQUIREMENTS
9.4.3.1 Existing Ground Levels

Prior to commencing construction of the permanent works the Contractor shall carry out a
centreline level survey with cross sections every 100 metres of the existing road formation.
From this survey the Contractor shall provide for the Engineer drawings of the existing vertical
profile with cross sections which will be used as the basis for determining the quantities of
earthworks placed during the widening of the embankment..
In addition, the Contractor shall survey such areas of the existing ground as the Engineer shall
direct, prior to their disturbance due to construction operations and agree them with the
Engineer.
The elevations established from the survey will also be used by the Engineer to specify any
changes that may be made to the embankment heights and for any additional fill required at
culvert and bridge approaches.
9.4.3.2 Survey Controls in the Construction of Roadworks

The Contractor shall provide adequate survey beacons, batter-boards, profiles and road pins for
the accurate control of line and level of roadwork.
Completion of sub-grade construction and line and level for sub-base and base construction
shall be controlled by the use of road profiles which shall be erected at sufficient intervals on
both sides of the road and shall be accurately set out to allow accurate control of the shape of
the surface of each layer, including the construction of cambers and crossfalls, to within the
tolerances specified.
9.4.3.3 Survey Controls in the Construction of Bridges and Culverts

The Contractor shall provide adequate survey beacons, bench marks and recovery marks for
the accurate control of location and level of bridge and culvert construction.
Bench marks and recovery marks shall be suitably located in sites protected from all
construction traffic, preferably in undisturbed ground and shall consist of steel pins set in
concrete blocks, clearly marked with an identification number for ease of reference.
Sufficient marks shall be established for each abutment at sites where access across the river
or obstacle being crossed may not be possible at al times.
9.4.4 M EASUREMENT
Measurement for the provision of survey equipment for the use of the Engineer is deemed to be
included in the measurement of the provision of the office for the Engineer under Section 9.1 of
The provision of full time survey staff to work exclusively for the Engineer shall be measured
under the provisions of Section 9.1 of these Specifications.
No other provision of this section shall be subject to measurement.

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9.4.5 Payment
Payment for the provision of survey equipment for the use of the Engineer is deemed to be
included in the payment of the provision of the office for the Engineer under Section 9.1 of
Provision of full time survey staff to work exclusively for the Engineer shall be paid for under the
provisions of Section 9.1 of these Specifications.
No other provision of this section shall be subject to payment and compensation for
compliance by the Contractor with the provisions of this section is deemed to be included in
rates and prices for items of works included in the Bill of Quantities.

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9.5 TRAFFIC AND TRAFFIC CONTROL

9.5.1 D ESCRIPTION
This work shall consist of the provision of all measures as are necessary for the safe passage
of public traffic along and through the works at all times and in accordance with the
requirements of the Engineer and its staff.
The work shall include the staging of construction activities, the provision of traffic signs and
warning devices, the use flagmen or other personnel to direct traffic and any other measures
appropriate for the safe and effective passage of public traffic.
This work shall include of maintenance by the Contractor of the existing road and bridges in a
condition at least as good as that in which it was handed over to him from the time he is given
Possession of the Site until the road is reconstructed or until it is no longer required for the
passage of public traffic.
The Contractor shall also take necessary care at all times to ensure the convenience and
safety of residents along and adjacent to the works.
Any failure of the Contractor in the performance of these works will entitle the Engineer to carry
out such works as he deems to be necessary and to charge the Contractor with the full cost
thereof, which sum will be deducted from any monies due of which may become due to the
Contractor under the Contract.
9.5.2.1 Passage of Traffic Through the Works

The Contractor shall so order his works that public traffic may continue to pass safely along
the route of the road at all times. The Contractor shall so order his work in half -widths or in
short lengths so that public traffic may continue to pass either over sections of the existing
road or over sections of the new works. The Contractor shall be responsible for safety of the
public on the Site.
Any reductions in the width of road available for public trafficking shall be such that the widths
of road available for traffic at any time shall be compatible with the volumes of public traffic
normally using the road.
9.5.2.2 Diversion Roads

The Contractor may, for his own convenience of working, construct diversion roads and divert
public traffic on to them. The standards of construction and geometry of these roads shall be
such that, in the opinion of the Engineer, they are compatible with the volumes of traffic
expected to pass along them. This may include the provision of a bituminous road surfacing.
The Contractor shall be solely responsible for all aspects of the arrangement of access to the
land required for such diversion roads and for the construction of the roads.
When the diversion roads are no longer required the land over which they passed shall be fully
restored to its previous condition.
Such diversion roads shall not be the subject of separate payment, and all costs concerned
shall be borne by the Contractor.
S ECTION 9 - MISCELLANEOUS 9.5 Traffic and Traffic Control Page 23 - 31

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9.5.2.3 Use of Traffic Control Devices

Notwithstanding the contents of sub-clauses 9.5.2.1 and 9.5.2.2 of these Specifications, the
Contractor shall not divert public traffic or change patterns of trafficking in any way without
providing such barriers and signing that the Engineer considers adequate to ensure continued
safety of public traffic.
All traffic control measures shall be in operation 24 hours per day and shall be supplemented
by lights at night when the Engineer considers this necessary.
At least two weeks before he intends to alter trafficking patterns in any way the Contractor
shall present plans to the Engineer for traffic signing and control. If the Engineer does not
approve these plans the Contractor shall make such amendments to them as are necessary in
order to make them, in the Engineer’s opinion, satisfactory. Prior to implementation of the new
trafficking arrangements, the Engineer shall inspect the Contractor’s signs, barriers and signals
and only when the Engineer agrees shall they be put into operation.
9.5.2.4 One-Way Traffic

When traffic volumes are, in the opinion of the Engineer, sufficiently low to make one-way
trafficking practicable, he may agree to this being implemented. One-way trafficking will only
be permitted by the operation of temporary traffic lights. Unless specifically approved by the
Engineer the use of flags or “Stop/Go” boards will not be permitted to control traffic.
The arrangements for one-way trafficking shall be subject to the provisions of sub-clause
9.5.2.5 Temporary Road Closure

Notwithstanding the provisions of sub-clause 9.5.2.1 of these Specifications, the Contractor
may be permitted to delay the passage of public traffic for short periods, not exceeding fifteen
minutes, subject to the prior approval of the Engineer.
If longer delays are considered necessary they will only be permitted with the prior approval of
the appropriate roads authority and subject to any prior public notice which may be required.

Materials and devices used for the control of traffic such as road posts, hazard markers,
warning tapes, traffic signs, flashing amber lights, traffic signals, barricades, diversion cones,
bollards, detours, etc shall conform to the current AS, ASTM or BS standards or as are
9.5.4.1 Maintenance of Existing Road and Bridges

When public traffic is to be passed though the Works in an incomplete state the Contractor
shall take all steps necessary to provide a smooth free-draining running surface and to
maintain it in that condition.
He shall ensure that the surface is neither excessively dusty nor dangerously slippery and
shall, if directed by the Engineer, water the surface to lay dust or provide a thin gravel topping
to the trafficked surface.

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The Contractor shall ensure that safe access is maintained at all times across bridges and
culverts within the limits of the site. This may include the repair or replacement of bridge deck
materials or the construction of a by-pass where more appropriate, but at all times the
Contractor should not delay the passage of vehicles for excessive periods.
The Contractor shall render such assistance to the public as shall be necessary to allow safe
and convenient passage of traffic at all times.
9.5.4.2 Trafficking the Works by the Contractor’s Equipment

Contractor’s equipment, which shall specifically include all tracked equipment and compaction
equipment, other than that properly equipped with road-going pneumatic tyres, shall not be
permitted to traverse any finished pavement layers or surfacing works or unprotected structural
works, except by use of purpose-constructed transporters, or by use of some form of
protection acceptable to the Engineer.
No Contractor’s equipment which by virtue of its load, or for any other reason, is likely, in the
Engineer’s opinion, to damage the Works, may pass over the Works, unless adequate
precautions are taken which, in the opinion of the Engineer, will prevent such damage.
9.5.4.3 Traffic Control Devices

Traffic signs, signals, barricades, warning tapes, road posts, hazard markers, traffic cones,
bollards, etc shall be so placed as to be easily and opportunely visible to oncoming traffic to
ensure drivers will know immediately what instructions they are to follow.
The siting of these devices shall conform to the current AS, ASTM or BS standards or as
9.5.5 M EASUREMENT
Measurement in respect of the passage of public traffic through the Works and the
maintenance of safe traffic operations, including the regular maintenance of the existing road
shall be computed by the product of the length of any section of the road of which the
Contractor is given possession, measured in kilometres and the time measured in months,
from the time the Contractor is given possession of the section of road and ceasing at the time
a Taking-Over Certificate is issued in respect of the section of road concerned.
9.5.6 Payment
Payment for the maintenance of safe traffic operations shall be made at the rate quoted in the
Bill of Quantities per kilometre-month, computed as described in Clause 9.5.5 of these
Specifications.
Payment shall be deemed to include all labour, equipment and materials, including the
provision of all signs, signals and other traffic safety devices, traffic control, the provision of
diversion roads, when applicable, the maintenance of the existing road and bridges, and all
other things necessary for the maintenance of safe traffic operations.
Notwithstanding the above, the Engineer may withhold Certification of payment under the item
for maintenance of safe traffic operations if, in its opinion, the Contractor has failed to properly
implement any of the provisions of this section of the Specifications

KINGDOM OF CAMBODIA
9.5(1) Maintain Safe Traffic Operations Kilometre-month

KINGDOM OF CAMBODIA
9.6 PROGRESS PHOTOGRAPHS

9.6.1 D ESCRIPTION
This work shall consist of the provision of progress photographs of the works for the duration of
the works as determined by the Engineer.

The Contractor shall provide at the commencement of the contract and at monthly intervals
thereafter a record of the Works with photographs taken at locations and times determined by
the Engineer.
The camera(s) used shall be of the type which records on the negative the date on which a
photograph was taken.
The Contractor shall provide for the Engineer on average 30 photographs each month which
indicate significant and obvious progress for the month and also highlight any major events or
incidents which have occurred.
One set of colour prints with all negatives, suitably referenced shall be submitted to the
Engineer each month, of a size and in a format to be agreed with the Engineer.
9.6.3 M EASUREMENT
Measurement of progress photographs shall be by the month, and shall be dependent on the
fulfilment by the Contractor, to the satisfaction of the Engineer, of the provisions of this section
of the Specifications.
9.6.4 Payment
Payment for progress photographs shall be made at the unit price per month for this item and
shall be deemed to include for the cost of all transportation, equipment, materials and labour
required.
9.6(1) Progress Photographs Month
S ECTION 9 - MISCELLANEOUS 9.6 Progress Photographs Page 27 - 31

KINGDOM OF CAMBODIA
9.7 PROJECT INFORMATION BOARDS

9.7.1 D ESCRIPTION
This work shall consist of furnishing and installing information boards at suitable sites on the
works as directed by the Engineer.

The boards and supporting posts and frames shall be manufactured from good quality materials
in accordance with the requirements of Section 7.5 of these Specifications
The information boards shall provide details of the Contract and conform to such size and
format as shown on the Drawings or as the Engineer shall direct

The information boards shall be erected at the beginning and the end of the works, at the site
offices and at other suitable locations as approved by the Engineer.
Neither the Contractor nor any of its subcontractors shall display any other information or
notice boards on the Site without the express permission of the Engineer.
9.7.4 M EASUREMENT
Measurement of project information boards shall be by number of boards instructed for
installation and installed to the satisfaction of the Engineer.
9.7.5 Payment
Payment for project information boards shall be made at the unit price per board approved by
the Engineer and shall be deemed to include for the cost of all transportation, equipment,
materials and labour required.
9.7(1) Project Information Board Number
S ECTION 9 - MISCELLANEOUS 9.7 Project Information Boards Page 28 - 31

KINGDOM OF CAMBODIA
9.8 SITE CLEAN-UP

9.8.1 D ESCRIPTION
This work consists cleaning up and reinstatement of the site to the satisfaction of the Engineer
on completion of the works prior to issue of the Taking-Over Certificate.

Upon completion of the Work and before acceptance and final payment will be made the,
Contractor shall clean the roadway and adjacent property defaced or occupied by him in
connection with the Work of all rubbish, weeds, brush, excess materials, falsework, temporary
structures and equipment.
All parts of all types of the Work shall be left in a neat and presentable condition and as
The above requirement shall apply to all campsites, quarries and workshops, whether
temporary or permanent and all temporary buildings and the foundations of the same shall be
removed and the ground reinstated to an acceptable condition.
Borrow pits shall be reinstated in accordance with the requirements of sub-clause 2.3.3.3 of
these Specifications
9.8.3 M EASUREMENT
This item will not be measured payment being on a lump sum basis.
9.8.4 Payment
The lump sum payment for site clean up shall be full compensation for all labour, materials,
tools, equipment, supervision and incidentals and for doing all the work involved in cleaning up
the site to the satisfaction of the Engineer in accordance with the requirements of Section 9.8
of these Specifications
Payment will be made under the following item
9.8(1) Site Clean Up Lump Sum
S ECTION 9 - MISCELLANEOUS 9.8 Site Cleanup Page 29 - 31

KINGDOM OF CAMBODIA
9.9 SOCIALLY TRANSMITTED DISEASES INFORMATION AND

EDUCATION PROGRAMME
9.9.1 D ESCRIPTION
This work shall consist of the implementation of an information and education programme in
relation to socially transmitted diseases, including AIDS/HIV, for the contractor’s workforce and
the local population within the project road corridor in accordance with the requirements of sub-
clause 34.7 of the Conditions of Particular Application.

The programme shall operate throughout the contract period and be undertaken in cooperation
with local health authorities and non-government organisations involved in campaigns directed
at such diseases.
The Contractor shall employ the services of an internationally recognised organisation with
particular experience in this field to supervise the programme. The Duties shall include, but are
not limited to the following:
(a) Formulate and implement an information and education programme in collaboration with
local health authorities, non-government organisations and in accordance with the policy
and practice of the National Aids Programme (NAP)
(b) Meetings with the contractor’s workforce and local population to disseminate current
information on the subject
(c) Individual or group counselling, distribution of literature and posting of notices
(d) Review the programme every 6 months with recommendations for any improvements.
The Contractor shall submit, within 56 days from receipt of the Letter of Acceptance, details of
the programme for the approval of the Engineer.
Temporary accommodation, transport, education facilities, visual aids, computers, printing and
photocopying facilities, literature, pamphlets, leaflets, posters and other requirements for the
implementation of the programme shall be provided by the Contractor.
The Contractor shall also provide its workforce with suitable means of protection against
socially transmitted diseases.
9.9.3 M EASUREMENT
Measurement of this programme shall be by the month and shall be dependent on the
fulfilment by the Contractor, to the satisfaction of the Engineer, of the provisions of this section
of the Specifications.
Measurement shall commence on the approval of the programme by the Engineer and shall
cease on the expiry of the time for completion of the whole of the Works as defined by Clause
43 and 44 of the Conditions of Contract.
If in the opinion of the Engineer, the service provided by the Contractor at any stage becomes
inadequate, measurement for payment will cease, to be recommenced when the Engineer is
satisfied that satisfactory service has been reinstated.
S ECTION 9 - MISCELLANEOUS 9.9 STD Program Page 30 - 31

KINGDOM OF CAMBODIA
9.9.4 Payment
Payment for this programme shall be made at the unit price per month for this item and shall
be deemed to be full compensation for personnel, mobilisation costs, transport,
accommodation, education facilities, equipment, material and incidentals required.
An extra over item is provided, as a percentage (to be ins erted at bidding up to a maximum of
20%) of the fixed rate, for all the Contractor’s administrative costs, including overheads and
profit.
9.9(1) Socially transmitted diseases information Month

and education programme
9.9(2) Extra over item 9.9(1) Month
S ECTION 9 - MISCELLANEOUS 9.9 STD Program Page 31 - 31

KINGDOM OF CAMBODIA

AND TRANSPORT
Section 10
Daywork
KINGDOM OF CAMBODIA
CONTENTS
10 DAYWORK 3
10.1 DAYWORK ............................................................................................................ 3

10.1.1 Description ................................ ................................ ................................ ................. 3
10.1.2 General Requirements ................................ ................................ ................................ . 3
10.1.3 Measurement................................ ................................ ................................ .............. 3
10.1.3.1 Labour................................ ................................ ................................ ................... 3
10.1.3.2 Materials ................................ ................................ ................................ ............... 4
10.1.3.3 Constructional Equipment ................................ ................................ ....................... 4
10.1.4 Payment ................................ ................................ ................................ .................... 5
S ECTION 10 - DAYWORK Contents Page 2 - 7

KINGDOM OF CAMBODIA
10 DAYWORK
10.1 DAYWORK
10.1.1 DESCRIPTION
This work consists of furnishing of labour, materials and equipment to carry out specific
activities as instructed by the Engineer, in accordance with the provisions of Sub-Clause 52.4
of the General Conditions on a daywork basis.

In accordance with the provisions of Sub-Clause 52.4 of the General Conditions the Engineer
may instruct that varied work be undertaken on a daywork basis.
Work shall not be executed on a daywork basis except by written order of the Engineer.
The rates entered against the various items of the Daywork Bill shall apply to any quantity of
work ordered by the Engineer. Quantities of work indicated against items of the Daywork Bill
are nominal, and the extended total of the Daywork Bill, carried forward to the summary, is
Provisional and may be expended as a whole, in part, or not at all, at the decision of the
Engineer. Payments for daywork shall be subject to the price adjustment in accordance with
the provisions of Clause 70 of the General Conditions.
10.1.3 MEASUREMENT
10.1.3.1 Labour
In calculating payment due to the Contractor for execution of daywork, the hours for labour will
be reckoned from the time of the arrival of the labour at the job site to execute the particular
item of daywork, to the time of departure from the job site, but excluding meal breaks and non-
working periods.
Only the time spent working by those classes of labour directly engaged in the daywork
ordered by the Engineer, and who are considered competent, by the Engineer, to perform such
work, will be measured. The time of local gangers actually doing the work with the gangs will
also be measured, but not the time spent by foremen or other supervision personnel.
The Contractor shall be entitled to payment in respect of the total time that labour is employed
on daywork, calculated at the basic rates entered in the Daywork Bill.
The rates for labour shall be deemed to cover all costs to the Contractor including (but not
limited to) the amount of wages paid to such labour, transportation time, overtime, subsistence
allowances, and any sums paid to or on behalf of such labour for social benefits in accordance
with local law, as well as Contractor’s profit, overheads, superintendence, liabilities and
insurance and allowance to labour, timekeeping and clerical and office work, the use of
consumable stores, water, lighting and power; the use and repair of staging, scaffolding,
workshops and stores, portable power tools, manual equipment and tools; supervision by the
Contractor’s staff, foremen and other supervisory personnel; and charges incidental to the
foregoing.
S ECTION 10 - DAYWORK 10.1 Daywork Page 3 - 7

KINGDOM OF CAMBODIA
The rates are stated in United States Dollar, but payment will be made in the same portions of
United State Dollar and other currencies as are defined in Sub-Clause 72.2 of the General
Conditions.
10.1.3.2 Materials
The Contractor shall be entitled to payment in respect of materials used for daywork (except for
materials for which the cost is included in the percentage addition to labour costs as detailed
heretofore), at the rates entered in the Daywork Bill in respect of materials and shall be
deemed to include overhead charges and profit as follows;
(a) the rates entered in the Daywork Bill for materials shall be deemed to include provision
freight, insurance, handling expenses, damage, losses, etc., and shall provide for
delivery to store for stockpiling at the Site. The rates are stated in United State Dollars
but payment will be made in the same portions of United State Dollars but payment will
be made in the same portion of United State Dollars and other currencies as are defined
in Sub-Clause 72.2 of the General Conditions.
(b) the cost of hauling materials for use on work ordered to be carried out as daywork
from the store or stockpile on the Site to the place where it is to be used will be paid in
accordance with the terms for labour and constructional equipment.
10.1.3.3 Constructional Equipment

The Contractor shall be entitled to payments in respect of constructional equipment already on
Site and employed on daywork at the basic rental rates entered in the Daywork Bill in respect
of constructional equipment.
The said rates shall be deemed to include due and complete allowance for depreciation,
interest, indemnity and insurance, repairs, maintenance, supplies, fuel, lubricants, and other
consumables, and all overhead profit and administrative costs related to the use of such
equipment. The cost of drivers, operators and assistants will be deemed to be included in the
rates entered for constructional equipment.
In calculating the payment due to the Contractor for constructional equipment employed on
daywork, only the actual number of working hours will be eligible for payment, except that,
where applicable and agreed with the Engineer, the travelling time from the part of the Site
where the construction equipment was located when ordered by the Engineer to be employed
on daywork and the time for return journey thereto shall be included for payment.
The basic rental rates for constructional equipment employed on daywork are stated in United
State Dollars but payments to the Contractor will be made in same portions of United State
Dollars and other currencies defined in Sub-Clause 72.2 of the General Conditions.

KINGDOM OF CAMBODIA
10.1.4 Payment
a) Labour
10.1(1) Ganger Hours

10.1(2) Skilled labourer (tradesman) Hours
10.1(3) Unskilled labourer

10.1(4) Mason Hours
10.1(5) Carpenter Hours
10.1(6) Steel Fixer Hours

10.1(7) Driver - vehicle up to 10t Hours
10.1(8) Driver - vehicle over 10t Hours

10.1(9) Equipment operator, crane Hours
10.1(10) Equipment operator, tractor, loader, excavator, grader, Hours

etc

KINGDOM OF CAMBODIA
b) Materials
10.1(100) Cement, ordinary Portland or equivalent in bags Tonne

10.1(101) Steel reinforcement grade 300 plain round Tonne
10.1(102) Steel reinforcement grade 400 deformed Tonne

10.1(103) Coarse concrete aggregate (nominal 19 mm) Cubic Metre
10.1(104) Fine concrete aggregate Cubic Metre

10.1(105) Sand Cubic Metre
10.1(106) Crushed Rock Basecourse Cubic Metre

10.1(107) Laterite Cubic Metre
10.1(108) Lime Tonne
10.1(109) Bitumen, Pen grade 60/70 Tonne

10.1(110) Bitumen, Pen grade 80/100 Tonne
10.1(111) Bitumen Emulsion Tonne

10.1(112) Sealing Aggregate, 19 mm Cubic Metre
10.1(113) Sealing Aggregate, 12 mm Cubic Metre

10.1(114) Crusher dust Cubic Metre
10.1(115) Rock Riprap Class A Cubic Metre

10.1(116) Rock Riprap Class B Cubic Metre
10.1(117) Rock Riprap Class C Cubic Metre
10.1(118) RC Pipes, 800 mm dia No.



KINGDOM OF CAMBODIA
c) Constructional equipment
10.1(200) Dozer with blade and ripper, min 55 kW Hour

10.1(201) Dozer with blade and ripper, min 100 kW Hour
10.1(202) Motor Grader, min 100 kW Hour

10.1(203) Wheeled Loader, min 2 cu-m capacity bucket Hour
10.1(204) Excavator, up to 1 cu-m capacity bucket Hour

10.1(205) Roller, vibratory, smooth drum, min 10 tonnes Hour
10.1(206) Roller, vibratory, pad-foot, min 10 tonnes Hour

10.1(207) Roller, vibratory, smooth drum, min 1.5 tonnes Hour
10.1(208) Roller, pneumatic tyred, min 15 tonnes Hour
10.1(209) Backhoe/Loader, min 0.5 cu-m capacity loader bucket Hour

10.1(210) Dump truck, min 6 cu-m capacity Hour
10.1(211) Flat-bed truck, min 10 tonnes capacity Hour

10.1(212) Low Loader truck and trailer, min 40 tonnes capacity Hour
10.1(213) Water Tanker with spraybar, min 6,000 l capacity Hour

10.1(214) Bitumen Distributor, with spraybar, min 6,000 l capacity Hour
10.1(215) Mechanical Road Broom Hour

10.1(216) Chip spreader (self mobile or lorry-mounted), minimum Hour
spread width 3 m
10.1(217) Water Pump, min 100 mm dia Hour
10.1(218) Mobile Crane, min 25 tonnes capacity Hour

10.1(219) Concrete mixer, min 1 cu-m capacity Hour

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bNþasßab½nRKb;RKgsMNg;CamUldæaneyagelI bTdæankMritkMNt;bec©keTssMNg;saFarNkar nig tMél
ÉktaksagRtYtBinitü nig Binitü Gnum½tbBa¢I)a:n;tMélénsMNg;enAmUldæanrbs;xøÜn . bNþaGgÁPaBRKb;RKgsMNg;
GgÁPaBsagsg;tMeLIgmanPar³kic© TTYlxusRtUvGnuvtþbTdæanenH nig tMélÉktasMNg;CamUldæan edIm,IeFIV
CamUldæancuHkic© snüaesdækic©GMBIkarRbKl; TTYlem:Akarsagsg;tMeLIg nig TUTat;CMrHbBaI¢sMNg; .
kñúgdMNak;karGnuvtþcaM)ac; RtUvtamdanRsavRCav rkeGayeXIj nUvkrNIxVHcenøaHBuMTan;smRsbedIm,IeFIV

karEksMrYlbEnßm eGay)anRKb;RCugeRCaynUv bTdæankMritkMNt;bec©keTssMNg;saFarNkarenH .
PñMeBj /éf¶TI Ex qñaM 2005
k-4
ma ti ka
l>r briyay TMB½r
k-1 GarmÖkfa
k-2 esckþIGFib,ay
k-3 matika
1 CMBUk I ³ GMBIkargarsagsg;pøÚvfñl;
1-1 kargardI nigskmμPaBepSg²
1-1-1 taragEbgEckRbePTdI
1-1-2 taragEbgEckRbePTfμ
1-1-3 taragEbgEckRbePTdIPk;
1-2 kargarerobcMépÞdIrabesIμ
1-2-1 kargarEbgEckRbEPTéRB
1-2-2 kargarkab;qáaréRB
1-3 kargarCIk lub bMeBj dI/fμ/xSac;
1-3-1 CIkdIedayhtßBlkmμ
1-3-2 lb;bMeBjdIedayhtßkmμ
1-3-3 CIkdIedayeRbIeRKOgcRk
1-3-4 CIkdI nig dwkCBa¢Ún edayeRKOgcRk
1-3-5 elIkbMeBjdIedayeRKOgcRk
1-3-6 CIkKas;fμ
1-3-7 elIkdak; nig dwkCBa¢Únfμ Edl)anCIkKas;rYc
1-3-8 kMNaypøÚv
1-3-9 kargarCIkdIRbLay
TMB½rTI 1 én 122
1-3-10 kargarCIkdI/lubdIsMrab;sMNg;sil,kar
1-3-11 kargarcak;dItYfñl;
1-3-12 kargareFVIcieBa©ImpøÚv
1-3-13 kargareFVIRKwHpøÚv
1-4 kargareFIVkMralpøÚvfñl;
1-4-1 kargareFVIkMralpøÚvfμI nigCYsCul 100PaKry
1-4-2 kargarCYsCullubsMbukman;
2 CMBUk II ³ GMBIkargarsagsg;s<an
2-1 kargarebtug
2-2 kargarplit - tMeLIgq¥wgEdkkñúgebtug
2-3 kargarbukbegÁalRKwH
2-4 kargareRtomerobcMtMeLIg s<anGIu nigs<anebeLt¾
3 CMBUk III ³ GMBIeRKOgcRk
3-1 bTdæancMNayeRbg\n§n³ KittamryHeBl
3-2 smtßPaBeFVIkar tamRbePTeRKOgcRk
4 CMBUk IV³ kMritkMNt;bTdæanbec©keTskñúgkargarEfTaMRbcaM
4-1 kargarCYsCullubsMbukman;edayeRbIIebtugekAs‘URtCak; ( Cold Mix )
4-2 kargarCYsCulsMbukman;edaykMeTcfμcMruHnigeRsacekAs‘U SBST
4-3 kargarCYsCultYpøÚvedaykMeTcfμcMruH nig eRsacekAs‘U (DBST)
4-4 kargarCYsCulpøÚvsMbukman; edaym:akadam(MAC ADAM)eRsacekAs‘U
4-5 kargarCYsCulRsTab;RKwH Sub base edayEfmRKYsRkhm
4-6 kargarekorsMrYlcweB©aImfñl; edayEfmRKYsRkhm
4-7 kargarP¢Ür ekorkinsMrYlenAelItYfñl;cas;
4-8 kargarekor nigkingðab;enAelItYfñl;edayEfmRKYsRkhm
TMB½rTI 2 én 122
4-9 kargarsMGatlU
4-10 kargarsMGatRbLayTwksgxagfñl;
4-11 kargarsMGatlUkñúgRkug
4-12 kargarsMGatnigEfTaMs<an ebtug
4-13 kargarsMGatnigEfTaMs<an ebeLt_kMralEdk
4-14 kargarsMGatnigEfTaMs<an ebeLt_nigs<anGIukMraleQI
4-15 kargarkab;sMGatéRBsgxagpøÚv
5 CMBUk V ³ kMhatbg;sMParH kñúgkargarsagsg;
5-1 kMhatbg;sMParHkñúgkardwkCBa¢Ún nig kargarsagsg;
5-2 emKuN)at;bg;sMParH kñúgkarbgðab;
6 CMBUk VI: ]bsm<n§½
6-1 elxkUdkargar nigviFIsaRsþkñúgkargarEfTaMpÚøvfñl;RbcaM
6-2 Éksareyag
6-3 bBa¢IeQμaHRkumkargarerobcMbTdæanbec©keTs
TMB½rTI 3 én 122
CMBUk I
GMBIkargarsagsg;pøÚvfñl;
TMB½rTI 4 én 122
1-kargardI nigskmμPaBepSg²
1-1 taragEbgEckRbePTdI nigfμ
1-1-1 taragEbgEckRbePTdI³
sMrab;kargarCIk lb;bMeBjdI edayhtßBlkmμ ³
l>r cMMNat;fñak; RbePTdI ]bkrN¾sMrab;BlkmμCIkdI
1
cMMNat;fñak; dIl,ay>dIxSac;duH>dIxSac;laydI\dætic²/dIman eRbIEb:lcUkekIby:aggay
I laysøwkrWseQI RKYs fμtUc²
dIxSac;>dIexμAmanlayRKYs fμtUc²> nig rWseQI GaceRbIEb:l b¤ cbkab;
2 cMMNat;fñak; > dI)atbwg >dI\dæ>dIcegáHPMñ> dIrwgbFüm
II
>dIxñgTMnb;> dIpøÚvcas;
dIIeCIgPMñlayRKYs fμ rWseQIeRcIn minGaceRbIcb / eRbIRtesHmux
3 cMMNat;fñak; -dI)atbwg dI\dæhab; FMedIm,ICIk b¤ cbkab;b:uEnþBi)ak
III -dIkMe)arpuy
->dIelIxñgpøÚv manfμbMEbk b¤ kMeTc\dæ
-dImanlayRKYsfμ CapÞaMg -eRbIEdkEs,g
-dIxñgpøÚv ekAs‘U EdlxUc
cMMNat;fñak; -dImanGMEbgdb sMbkxüg
4
IV
-eRbIRtesHmuxtUc
-dImanlaykMeTcfμ)ayeRkom
-dIRKYsRkhmlay
1-1-2 taragEbgEckRbePTfμ
RbePTfμ cMnucBiessGMBIfμ
1 fμTunbgÁÜrRTaMRTkmøaMgsgát; < 600KRk¼sm22
2 fμFmμtaRTaMRTkmøaMgsgát; > 600KRk¼sm 2
3 fμrwgbgÁÜrRTaMRTnUvkMlaMgsgát; > 800KRk¼sm
4 fμrwgRTaMRTnUvkMlaMgsgát; > 1000KRk¼sm2
TMB½rTI 5 én 122
1-1-3 taragEbgEckRbePTdIPk;
1-dIPk;xab; edayeRbIEb:ledIm,IcUk
2-dIPk;rav edayeRbIFugedIm,IcUk
3-dIPk;sMram dIPk;EdlmanlaysMramRKb;RbePT
4-dIPk;layfμRKYs dIPk;Edlmanlayfμ b¤ RKYs
1-2 kargarerobcMépÞdIrabesIμ
1-2-1 kargarEbgEckRbePTéRB ³
éRBRbePTTI I -valTMnab b¤ TYls,Úv edImRtac mankUneQItUc²xøH ∅<10 cm énépÞdIrwgs¶Üt
éRBRbePTTI II -éRBmankUneQItUc² ∅>10 cm nigvlø¥_iticCag 2,3 énépÞRkLa
-elIépÞdIlicTwk KμanesμAPk;
-elIépÞdIrwgs¶Üt mankUneQI føúg Et,g KKIxSac; .l.
éRBRbePTTI III -éRBEdleFIVGaCIvkmμrYcehIy enAsl;kUneQI nig vløi_elIBI 2,3 énépÞRkLakñúg 100m²
manBI 30 dl; 100 edIm TMhM ∅ = 5-10 cm
-elIépÞdIrwgs¶Üt manedImeQI sμac; ekagkag .l.
-elIépÞdIesImmanPk; nig manedImRb)aj; edImsañk;Edg edImsñaéRB .l.
éRBRbePTTI IV -éRBb¤sSI BIgBg; kUneQI duHlayLM ∅ = 5-10 cm manvløi_ .
-elIépÞdIesIm manPk; manedImsμac; ekagkag .
1-2-2 kargarkab;qáaréRB ³
bTdæanénkargarkab;qáaréRB)anEbgEckCa bYnRbePTéRB '' tamtaragEbgEckRbePTéRB '' Edlmandg;
etkMritkMNt;kñúg 100m² éRBmanticCagb¤esIμ 15 edIm .kñúgkrNIdg;suIetedImeQIeRcInCag 15 edImRtUvKittam
emKuNdUcxageRkamenH ³
kab;qáaréRBedayhtßBlkmμ ³
-dg;suIetedImeQIBI 16 edIm dl; 50 edIm bTdæanRtUvKuNCamYyemKuN 1.50.
TMB½rTI 6 én 122
-dg;suIetedImeQIeRcInCag 50 edIm bTdæanRtUvKuNCamYyemKuN 2.00 .
kab;qáaréRBedayeRKOgcRk KYbpSMCamYy htßBlkmμ ³
-dg;suIetedImeQIBI 16 edIm dl; 50 edIm bTdæanRtUvKuNCamYyemKuN 1.30 .
-dg;suIetedImeQIeRcInCag 50 edIm bTdæanRtUvKuNCamYyemKuN 1.70.
smasPaBkargar ³
-kab;qáaréRBdwkCBa¢ÚnedImeQI esμA Gar Kas;Kl;edIm kab;Ebknig EbgEckCaRbePT erobcM
CaKMrUkñúgrgVg; 30m edIm,IdwkCBa¢Ún .
1-2-2-1 kab;qáaréRBedayhtßBlkmμ ³
ÉktaKit³100m²
eRbIR)as;CacMNay ÉktaKit éRBRbePTTI I éRBRbePTTI II éRBRbePTTI III éRBRbePTTI IV
Blkmμ
kaMfñak;CamFüm n>f¶ 2.10 2.63 3.15 4.20
1-2-2-2 kab;qáaréRBedayeRKOgcRk KYbpSMnwghtßBlkmμ ³

ÉktaKit³100m²
eRbIR)as;CacMNay ÉktaKit éRBRbePTTI I éRBRbePTTI II éRBRbePTTI III éRBRbePTTI IV
Blkmμ
-kaMfñak;CamFüm n>f¶ 1.85 2.10 1.85 2.20
sMNg;eRKOgcRk
-bU‘ldUEhSr evn 0.05 0.05 0.11 0.23
-eRKOgcRkepSg² PaKry - - 5.00 5.00
TMB½rTI 7 én 122
1-3 kargarCIkdI lubbMeBj dI fμ xSac;
bTdæanCIiklubbMeBj dI fμ xSac; kñúg 1m³ rYcmanbNþakargar CIkbMEbkdI ekIb dwkCBa¢Ún kñg;vgVg; 30m
KitTaMgbNþakargarerobcM nig sMGatépÞrab sMNg; .
-bTdæanCIkdIkñúg 1m³ énTMhMreNþA KWmin)anEbgEcktamrUbragreNþA b¤ RbePTsMNg;eLIy .
-bTdæanlb;bMeBjkñúg1m³ énTMhMreNþAkñúglkçN³mandIenAnigkEnøgRsab; b¤ dwkCBa¢Ún BIkEnøg epSg²kñúg
rgVg; 30m .
-bTdæandwkCBa¢ÚndI nig xSac;ecjBIkardæan )anKitrYcnUvemKuN énkarrIkrbs;dIrYcehIy . bTdæanenH
GnuvtþsMrab;kardwkCBa¢Únedayrfynþ kñúgrgVg; 5000m.RbsinebIkardwkCBa¢ÚnbnþeRkAvgVg;xagelIkMritdwkCBa¢Ún
bnþ RtUvKitmFüm 40PaKry elIbTdæanEdl)ankMNt;enH .
-karCIklb;bMeBj dI fμ xSac; kñúglkçN³lM)akdUcCa dwkkat;pøÚv pÞHCIkGNþÚg CIkxYg :TuyENl
:manCMerAFMCag 2m enaH bTdæanRtUvKuNeGay 1,2 .
-bTdæanCIkKas;fμ nig dwkCBa¢Únfμ EdlRtUv)anpÞúHmInrYc Gnuvtþn_nUvCMerAtUcCag b¤ esIμ 2m . kñúgkrNIman
CMerAFMCag 2m enaH bTdæanRtUvKuN nigemKuN 1,2 .
1-3-1 CIkdIedayhtßBlkmμ ³
smasPaBkargar
-CIkcUk dak;Ek,rmat;reNþA b¤ dwkCBa¢Ún kñúgrgVg; 30m : ebIcaM)ac; :
-sMGat)at nig CBa¢aMgreNþARKwHtambTdæanbec©keTs .
ÉktaKit³1m³
karcMNayeRbIR)as; ÉktaKit dIPk; RbePTdICIk
elx I elx II elx III elx IV
Blkmμ
-kaMfñak;mFüm n>f¶ 1 .16 1.08 1.26 1.79 2.34
TMB½rTI 8 én 122
1-3-2 lb;bMeBjdIedayhtßkmμ ³
smasPaBkargar
-lb;bMeBjdI Edl)anCIkenAmat;reNþA b¤ RtUvdwkCBa¢Ún kñúgvgVg; 30m .
-qaybMEbkdI nig bgðab; tambTdæanbec©keTs .
ÉktaKit³1m³
karcMNayeRbIR)as; ÉktaKit RbePTelx I RbePTelx II RbePTelx III RbePTelx IV
Blkmμ
-kaMfñak;mFüm n>f¶ 1 .01 1 .90 1 .28 1.68
1-3-3 CIkdIedayeRbIeRKOgcRk ³
smasPaBkargar
-CIkdIedayeRbIeRKOgcRk RtUvtambTdæanbec©keTs .
-sMGatedayhtßBlkmμ
ÉktaKit³ 100m³
karcMNayeRbIR)as; Ékta b‘UldUEhSr Guicsáav:aT½r
Kit 108ess 0.25m³ 0.50m³ 1.00m³ 1.25m³ 2.50m³
m:asuInEdlRtUveRbI
-b‘UldUEhS 108ess evn 0.63 0.11 0.07 0.05 0.04 0.03
-Guicsáav:aT½r evn - 2.84 1.37 0.84 0.68 0.53

Blkmμ
-kaMfñak;CamFüm n>f¶ 6.83 10.92 10.92 10.92 10.92 10.92
kMNt;sMKal; ³
-cMeBaHdIRbePTTI I nig TI II emKuN K = 1.00
-cMeBaHdIRbePTTI III nig TI IV emKuN K = 1.40
TMB½rTI 9 én 122
1-3-4 CIkdI nig dwkCBa¢Ún edayeRKOgcRk ³
ÉktaKit³ 100m³
karcMNayeRbIR)as; ÉktaKit Guicsáav:aT½r nig rfynþ cMgay 1,000m
Guicsáav:aT½r 1m³ nig Guicsáav:aT½r 1m nig Guicsáav:aT½r1.25m
3 3
rfynþ 5 T rfynþ 12 T nig rfynþ 12 T

m:asuInEdlRtUveRbI
-bU‘ldUEhSr 108ess evn 0.06 0.05 0.03
-Guicsáav:aT½r evn 1.68 0.735 0.40
-rfynþ evn 2.10 1.042 1.05
Blkmμ
-kaMfñak;mFüm n>f¶ 12.08 12.08 12.08
-dwkCBa¢Ú n 1,000m bnþ erogcak;cMgay 1,000m RtUvKitbUkbEnßmnUvbTdæanxageRkamenH ³

ÉktaKit³100m³
karcMNayeRbIR)as; ÉktaKit rfynþ 5T rfynþ 12T
m:asuInEdlRtUveRbI
-rfynþ evn 0.70 0.39
1-3-5 elIkbMeBjdIedayeRKOgcRk ³
smasPaBkargar ³
BRgaydI nig bgðab;edayeRKOgcRk sMGattambTdæanbec©keTs .
ÉktaKit³100m³
karcMNayeRbIR)as; ÉktaKit elIkdITMnb; PWø RbLay elIkdIépÞkMralsMNg; elIkdIeFIVpøÚv
eRKOgcRkEdlRtUveRbI
-bU‘ldUEhSr 108ess evn 0.63 0.32 0.32
-nIvWLW evn - 0.41 0.41
-r:ULÚ evn 1.2 1 1
-eRKOgcRkepSg² evn 15 10 5
Blkmμ
-kaMfñak;CamFüm n>f¶ 5.25 4.20 15.75
TMB½rTI 10 én 122
1-3-6 CIkKas;fμ ³
smasPaBkargar ³
-CIkKas;fμ : edayeRKOgcRk b¤ edayéd : nig sMGattambTdæanbec©keTs .
ÉktaKit³100m³
karcMNayeRbIR)as; ÉktaKit edayéd edaym:asuInxYgmanvimaRt ∅
∅ < 46 mm ∅ >110 mm
sMPar³ - 47.25 44.10
-rMesvpÞúH Kg - 85.05 44.10
-sMPar³epSg² PaKry - 10 10
eRKOgcRksMNg;
-m:asuInxYg ∅<46 mm evn - 3.09 0.44
-m:asuInxYg ∅>110 mm evn - - 1.31
-kMERbHs½r evn - 1.03 1.31
-eRKOgcRkepSg² - - -
Blkmμ
-kaMfñak;mFüm n>f¶ 320.25 99.75 103.95
1-3-7 elIkdak; nig dwkCBa¢Únfμ Edl)anCIkKas;rYc ³

smasPaBkargar ³
-elIkdak;fμ Edl)anCIkKas;rYc edayeRKOgcRk dak;elIrfynþ nig dwkCBa¢ÚnkñúgrgVg; 100m .
ÉktaKitkñúg 100m3
karcMNayeRbIR)as; ÉktaKit Guicsáav:aT½r nig rfynþ kñúgcMgay 1000m
Guicsáav:aT½r Guicsáav:aT½r Guicsáav:aT½r Guicsáav:aT½r Guicsáav:aT½r
0.25m³nig 0.50m³ nig 1 m³ nig 0.50m³ nig 1.25m³ nig
rfynþ 5T rfynþ 5T rfynþ 5T rfynþ12T rfynþ12T

eRKOgcRkRtUveRbI
-Guicsáav:aT½r evn 1.89 1.05 0.60 0.50 0.27
-rfynþ evn 3.15 2.205 2.142 1.0945 1.13
-bU‘ldUEhSr evn 0.26 0.16 0.11 0.08 0.05
TMB½rTI 11 én 122
Blkmμ
-kaMfñak;CamFüm n>f¶ 12.60 12.60 12.60 12.60 12.60
-dwkCBa¢Ún 1,000m bnþ ³

ÉktaKit³100m3
karcMNayeRbIR)as; ÉktþaKit rfynþ 5T rfynþ 12T
eRKOgcRksMNg;
-rfynþ evn 0.97 0.48
1-3-8 kMNaypøÚv
1-3-8-1 kMNaypøÚvFmμta
Kitkñúg 100m3
Ékta Guicsáav:aT½r
karcMNayeRbIR)as;
Kit 0.25m³ 0.50m³ 1.00m³ 1.25m³ 2.50m³
eRKOgcRkEdlRtUveRbI
-Guicsáav:aT½r evn 2.982 1.4385 0.882 0.714 0.5565
Blkmμ
1-3-8-2 kMNaypøÚvdIexSay
Kitkñúg 100m3
karcMNayeRbIR)as;
Kit 0.25m³ 0.50m³ 1.00m³ 1.25m³ 2.50m³
eRKOgcRkEdlRtUveRbI
-Guicsáav:aT½r evn 2.8968 1.3974 0.8568 0.6936 0.5406
Blkmμ
TMB½rTI 12 én 122
1-3-8-3 kMNaypøÚvfμ
Kitkñúg 100m3
karcMNayeRbIR)as;
Kit 0.25m³ 0.50m³ 1.00m³ 1.25m³ 2.50m³
eRKOgcRkEdlRtUveRbI
-Guicsáav:aT½r evn 3.124 1.507 0.924 0.748 0.583
Blkmμ
1-3-9 kargarCIkdIRbLay
1-3-9-1 kargarCIkRbLaydIFmμta
Kitkñúg 100m3
karcMNayeRbIR)as;
Kit 0.25m³ 0.50m³ 1.00m³ 1.25m³ 2.50m³
eRKOgcRkEdlRtUveRbI
-Guicsáav:aT½r evn 3.124 1.507 0.924 0.748 0.583
Blkmμ
1-3-9-2 kargarCIkRbLaydIfμ
Kitkñúg 100m3
karcMNayeRbIR)as;
Kit 0.25m³ 0.50m³ 1.00m³ 1.25m³ 2.50m³
eRKOgcRkEdlRtUveRbI
-Guicsáav:aT½r evn 3.408 1.644 1.008 0.816 0.636
TMB½rTI 13 én 122
Blkmμ
1-3-10 kargarCIkdI/lubdIsMrab;sMNg;sil,kar
1-3-10-1 kMNaydIFmμta
Kitkñúg 100m3
karcMNayeRbIR)as;
Kit 0.25m³ 0.50m³ 1.00m³ 1.25m³ 2.50m³
eRKOgcRkEdlRtUveRbI
-Guicsáav:aT½r evn 2.982 1.4385 0.882 0.714 0.5565
Blkmμ
1-3-10-2 kMNayfμ
Kitkñúg 100m3
karcMNayeRbIR)as;
Kit 0.25m³ 0.50m³ 1.00m³ 1.25m³ 2.50m³
eRKOgcRkEdlRtUveRbI
-Guicsáav:aT½r evn 3.266 1.5755 0.966 0.782 0.6095
Blkmμ
TMB½rTI 14 én 122
1-3-10-3 kargarcak;bMeBjdI nigbgðab;
Kitkñúg 100m3
Ékta
karcMNayeRbIR)as; cMnYn epSg²
Kit
sMParHeRbIR)as;
-dI m3 130
eRKOgcRkEdlRtUveRbI
-b‘UldUEhS evn 0.416
-r:ULÚ evn 1.3
- eRKOgcRkepSg² 5PaKry % 5
Blkmμ
-kaMfñak;CamFüm n>f¶ 11.84
1-3-11 kargarcak;dItYfñl;
1-3-11-1 dIFmμta
Kitkñúg 100m3
Ékta
Kit
sMParHeRbIR)as;
-dI m3 130
eRKOgcRkEdlRtUveRbI
- nIvWLW evn 0.42
-LaneRsacTwk evn
TMB½rTI 15 én 122
-r:ULÚ evn 1.3
Blkmμ
1-3-11-2 dIxSac;
Kitkñúg 100m3
Ékta
Kit
sMParHeRbIR)as;
-dIxSac; m3 120
eRKOgcRkEdlRtUveRbI
- nIvWLW evn 0.42
-LaneRsacTwk evn
-r:ULÚ evn 1.2
Blkmμ
1-3-11-3 dIsMraMgRsTab;RKwH
Kitkñúg 100m3
Ékta
Kit
sMParHeRbIR)as;
TMB½rTI 16 én 122
-dIsMraMg m3 130
eRKOgcRkEdlRtUveRbI
- nIvWLW evn 0.42
-LaneRsacTwk evn 0.35
-r:ULÚ evn 1.3
Blkmμ
1-3-12 kargareFVIcieBa©ImpøÚv
1-3-12-1 dIl,ayfμ
Kitkñúg 100m3
Ékta
Kit
sMParHeRbIR)as;
-dIl,ayfμ m3 130
eRKOgcRkEdlRtUveRbI
- nIvWLW evn 0.42
-r:ULÚ evn 1.3
Blkmμ
TMB½rTI 17 én 122
1-3-12-2 RkYsRkhm
Kitkñúg 100m3
Ékta
Kit
sMParHeRbIR)as;
-RkYsRkhm m3 120
eRKOgcRkEdlRtUveRbI
- nIvWLW evn 0.42
-r:ULÚ evn 1.2
Blkmμ
TMB½rTI 18 én 122
1-3-13- kargareFVIRKwHpøÚv
1-3-13-1 RsTab;RKwHeRkam SUB-BASE
1-3-13-1-1 RsTab;RKwHeRkamedayeRbIdI
Kitkñúg 100m3
Ékta
Kit
sMParHeRbIR)as;
-dI m3 130
eRKOgcRkEdlRtUveRbI
- nIvWLW evn 0.33
-r:ULÚ evn 1.3
Blkmμ
1-3-13-1-2 RsTab;RKwHeRkam edayeRbIxSac;eRKIm

Kitkñúg 100m3
Ékta
Kit
sMParHeRbIR)as;
-xSac;eRKIm m3 120
eRKOgcRkEdlRtUveRbI
TMB½rTI 19 én 122
- nIvWLW evn 0.33
-r:ULÚ evn 1.2
Blkmμ
1-3-13-2 RsTab;RKwHelI Base Course
1-3-13-2-1 l,ayfμ (Aggrgate Base course)
Kitkñúg 100m3
Ékta
Kit
sMParHeRbIR)as;
-l,ayfμ m3 120
eRKOgcRkEdlRtUveRbI
- nIvWLW evn 0.42
-r:ULÚ evn 1.2
- eRKOgcRkepSg² % 5
Blkmμ
TMB½rTI 20 én 122
1-3-13-2-2 RKwHdIl,aylaysIum:gt¾
Kitkñúg 100m3
Ékta
Kit
sMParHeRbIR)as;
-dIl,ay m3 130
-sIum:gt¾ etan 10.4
eRKOgcRkEdlRtUveRbI
- nIvWLW evn 0.33
-LanlaysIum:gt¾cMNuH 6m3 evn 1.67
-r:ULÚ evn 1.3
Blkmμ
TMB½rTI 21 én 122
1-4 kargareFIVkMralpøÚvfñl;
1-4-1 kargareFVIkMralpøÚvfμI nigCYsCul 100%
1-4-1-1> kargarCYsCulkMralpøÚv ( MAC ADAM à l'eau ) rt;Pk;/ kMras; 0/16 m
nigeRsacekAsU‘ edayEfmRkYsRkhmkMras; 0/20m ( Sub-base)
ÉktaKit³1m2
karcMNaysMPar³eRbIR)as; ÉktaKit brimaN emKuNbEnßm srub
RKYsRkhm ¬Laterite¦ m³ 0.20 1.20 0.24
fμ 4 x 6 m³ 0.12 1.20 0.144
dIl,ayxSac; 30% én 4x6 m³ 0.04 1.20 0.048
fμesot 2x3 = ( 20% 4 x 6) m³ 0.0264 1.20 0.032
fμ 1 x 2 m³ 0.03 1.20 0.036
fμ 0,7 x 0,7 m³ 0.01 1.20 0.012
Twk L 20.00 1.00 20.00
ekAsU‘ Kg 4.50 1.06 4.77
eRbges¶aekAsU‘ 80-100 L 0.225 1.05 0.225
ekAs‘UbnSúI ¬Prime Coat CSS1¦ L 1.00 1.06 1.06
sMPar³epSg² % - - 5.00
Blkmμ
-P¢Ürnigekor kinbgðab; n>f¶ 0.020
-fμrt;Pk; n>f¶ 0.09
-cak;ekAsU‘ n>f¶ 0.2
evneRKOgcRk
-Rtak;T½rbe)as evn 0.00028
-m:asuIneRsacekAsU‘ evn 0.00033
-r:ULÚ evn 0.00808
-b‘ulDuls½r evn 0.00064
- nIvWlW evn 0.0017
TMB½rTI 22 én 122
-LanTwk evn 0.0008
-eRKOgcRkepSg² % - - 5.00
1-4-1-2> kargarCYsCulkMralpøÚv ( MAC ADAM à l'eau ) rt;Pk;/kMras; 0/16m

nigeRsacekAsU‘ edayEfmRkYsRkhmkMras; 0/25m ( Sub-base)
ÉktaKit³1m2
fμ 4 x 6 m³ 0.12 1.20 0.144
dIl,ayxSac; 30% én 4 x 6 m³ 0.04 1.20 0.048
fμesot 2x3 = ( 20% 4 x 6) m³ 0.0264 1.20 0.032
fμ 1 x 2 m³ 0.03 1.20 0.036
fμ 0,7 x 0,7 m³ 0.01 1.20 0.012
Twk L 20.00 1.00 20.00
ekAsU‘ 80-100 Kg 4.50 1.06 4.77
eRbges¶aekAsU‘ L 0.225 1.05 0.225
ekAs‘UbnSIú ¬Prime Coat CSS1¦ L 1.00 1.06 1.06
Blkmμ
-fμrt;Pk; n>f¶ 0.09
evneRKOgcRk
-r:ULÚ evn 0.00868
TMB½rTI 23 én 122
- nIvWlW evn 0.0017
-LanTwk evn 0.0004
1-4-1-3> kargarCYsCulkMralpøÚv edayeRbI ( MAM ADAM Pénètration )fμesot/kMras; 0/16mm

nigcak;ekAsU‘ edayEfmRkYsRkhmkMras; 0/20mm ( Sub-base)
ÉktaKit³1m2
fμ 4 x 6 m³ 0.12 1.20 0.144
fμesot 2x3 = ( 20% 4 x 6) m³ 0.0264 1.20 0.032
fμ 1 x 2 m³ 0.03 1.20 0.036
fμ 0,7 x 0,7 m³ 0.01 1.20 0.012
Twk L 10.00 1.00 10.00
ekAsU‘ 80-100 Kg 4.50 1.06 4.77
eRbges¶aekAsU‘ L 0.225 1.00 0.225
Blkmμ
-erobfμ n>f¶ 0.09
evneRKOgcRk
-r:ULÚ evn 0.01227
TMB½rTI 24 én 122
- nIvWlW evn 0.0017
-LanTwk evn 0.0004
1-4-1-4> kargarCYsCulRsTab;kMralpøÚvedayeRbIRKÜsRkhm - fμ Mix nig cak;ekAs‘U DBST
¬RKYsRkhm 0/20m nig fμ Mix 0/15m¦

ÉktaKit³1m2
RKÜsRkhm ¬Laterite¦ m³ 0.20 1.20 0.24
fμ Mix m³ 0.15 1.20 0.18
fμ 19 mm m³ 0.03 1.20 0.036
ekAsU‘ ¬CRS2¦ L 1.3 1.06 1.378
fμ 12mm m³ 0.01 1.20 0.012
ekAsU‘ ¬CRS2¦ L 1.2 1.06 1.272
Twk L 10.00 1.00 10.00
eRbges¶aekAsU‘ L 0.225 1.00 0.225
Blkmμ
-ekor kinbgðab;tYfñl;cas; n>f¶ 0.0043
-ekorkinRKÜsRkhm n>f¶ 0.0149
-ekorkinbgðab;fμ Mix n>f¶ 0.0112
evneRKOgcRk
-r:ULÚ evn 0.0077
TMB½rTI 25 én 122
- nIvWlW evn 0.0025
-LanTwk evn 0.0008
1-4-1-5> kargarCYsCulRsTab;kMralpøÚvedayeRbIRKÜsRkhm-fμ Mix nigcak;ekAs‘U DBST

ÉktaKit³1m2
RKÜsRkhm ¬Laterite¦ m³ 0.25 1.20 0.30
fμ Mix m³ 0.15 1.20 0.18
fμ 19 mm m³ 0.03 1.20 0.036
ekAsU‘ ¬CRS2¦ L 1.3 1.06 1.378
fμ 12mm m³ 0.01 1.20 0.012
ekAsU‘ ¬CRS2¦ L 1.2 1.06 1.272
Twk L 10.00 1.00 10.00
eRbges¶aekAsU‘ L 0.225 1.00 0.225
Blkmμ
evneRKOgcRk
TMB½rTI 26 én 122
-r:ULÚ evn 0.0083
- nIvWlW evn 0.0025
-LanTwk evn 0.0008
1-4-1-6> kargarCYsCul edayeRbIfμ Mix nigcak;ekAsU‘ SBST

ÉktaKit³1m2
fμ Mix m³ 0.20 1.20 0.24
ekAsU‘ ¬CRS2¦ L 1.9 1.06 2.014
fμ 12mm m³ 0.03 1.20 0.036
Twk L 10.00 1.00 10.00
eRbges¶aekAsU‘ L 0.225 1.00 0.225
Blkmμ
-eRsacekAsU‘ n>f¶ 0.20
evneRKOgcRk
-m:asuInxül; evn 0.02
-m:asuInbgðab; evn 0.033
TMB½rTI 27 én 122
-r:ULÚ evn 0.0049
- nIvWlW evn 0.0025
-LanTwk evn 0.0004
1-4-1-7> kargarCYsCul edayeRbIfμ Mix nigcak;ekAsU‘ SBST
ÉktaKit³1m2
fμ Mix m³ 0.15 1.20 0.18
ekAsU‘ ¬CRS2¦ L 1.9 1.06 2.014
fμ 12mm m³ 0.03 1.20 0.036
Twk L 10.00 1.00 10.00
eRbges¶aekAsU‘ L 0.225 1.00 0.225
Blkmμ
evneRKOgcRk
TMB½rTI 28 én 122
-r:ULÚ evn 0.0043
- nIvWlW evn 0.0025
-LanTwk evn 0.0004
eRKOgcRkepSg² % - - 5.00
1-4-1-8> kargarCYsCulpøÚv edayP¢ÜrtYfñl;cas; nigEfmdIkMras;0/3m

rYcRkalRKÜsRkhmkMras; 0/2m
ÉktaKit³1m2
dIFmμta m³ 0.3 1.30 0.39
RKÜsRkhm m³ 0.20 1.20 0.24
Twk L 20.00 1.00 20.00
Blkmμ
-P¢Ür ekor kinbgðab; tYfñl;cas; n>f¶ 0.0043
-ekor kinbgðab; dIFmμta n>f¶ 0.00223
-ekor kinbgðab; RKÜsRkhm n>f¶ 0.0149
evneRKOgcRk
-r:ULÚ evn 0.0075
-bU‘lDUEhSr evn 0.00064
-nIvIL½ evn 0.0025
-LanTwk evn 0.0008
TMB½rTI 29 én 122
1-4-1-9> kargarCYsCulpøÚv edayP¢ÜrtYfñl;cas; nigEfmdIkMras;0/3m
rYcRkalRKÜsRkhmkMras; 0/15m
ÉktaKit³1m2
dIFmμta m³ 0.3 1.30 0.39
RKÜsRkhm m³ 0.15 1.20 0.18
Twk L 20.00 1.00 20.00
Blkmμ
-P¢Ür ekor kinbgðab; tYfñl;cas; n>f¶ 0.0043
-ekor kinbgðab; dIFmμta n>f¶ 0.00223
-ekor kinbgðab; RKÜsRkhm n>f¶ 0.0149
evneRKOgcRk
-r:ULÚ evn 0.0070
-bU‘lDUEhSr evn 0.00064
-nIvIL½ evn 0.0025
-LanTwk evn 0.0008
TMB½rTI 30 én 122
1-4-1-10> kargarCYsCul edayeRbIfμ Mix nigcak;ekAsU‘ A.C kMras;60mm
¬RKYsRkhmkMras; 0/20m nig fμ Mix kMras;0/15m¦
ÉktaKit³1m2
fμ Mix m³ 0.15 1.20 0.18
ekAs‘U A.C m³ 0.06 1.20 0.066
Twk L 10.00 1.00 10.00
Blkmμ
evneRKOgcRk
-r:ULÚ evn 0.0043
- nIvWlW evn 0.0025
-LanTwk evn 0.0004
TMB½rTI 31 én 122
1-4-1-11> kargarCYsCul edayeRbIfμ Mix nigcak;ekAsU‘ A.C kMras;60mm
¬RKYsRkhm kMras; 0/20m nig fμ Mix kMras; 0/20m¦
ÉktaKit³1m2
fμ Mix m³ 0.20 1.20 0.24
ekAs‘U A.C m³ 0.06 1.10 0.066
Twk L 10.00 1.00 10.00
Blkmμ
evneRKOgcRk
-r:ULÚ evn 0.0043
- nIvWlW evn 0.0025
-LanTwk evn 0.0004
TMB½rTI 32 én 122
1-4-2 kargarCYsCullubsMbukman;
1-4-2-1 kargarCYsCulsMbukman; edayeRbI MAC ADAM kMras;0/16m nigeRsacekAsU‘
ÉktaKit³1m2
fμ 4 x 6 m³ 0.12 1.20 0.144
fμesot2x3 = ( 20% 4x6) m³ 0.0264 1.20 0.032
fμ 1 x 2 m³ 0.03 1.20 0.036
fμ 0,7 x 0,7 m³ 0.01 1.20 0.012
Twk L 10.00 1.00 10.00
ekAsU‘ Kg 4.50 1.06 4.77
eRbges¶aekAsU‘ L 0.225 1.00 0.225
Blkmμ
-crragreNþAsMbukman; n>f¶ 0.09
- bukbgðab; n>f¶ 0.02
evneRKOgcRk
-r:ULÚ evn 0.013
-LanTwk evn 0.0004
TMB½rTI 33 én 122
1-4-2-2 kargarCYsCulsMbukman; eRbIfμ Mix EdlmankMras; 0.20m nigcak;ekAsU‘ DBST
ÉktaKit³1m2
fμ Mix m³ 0.2 1.20 0.24
fμ 19 mm m³ 0.03 1.20 0.036
ekAsU‘ ¬CRS2¦ L 1.3 1.06 1.378
fμ 12mm m³ 0.01 1.20 0.012
ekAsU‘ ¬CRS2¦ L 1.2 1.06 1.272
Twk L 10.00 1.00 10.00
eRbges¶aekAsU‘ L 0.225 1.00 0.225
Blkmμ
evneRKOgcRk
-ma:suInxül; evn 0.02
-r:ULÚ evn 0.0077
-LanTwk evn 0.0004
TMB½rTI 34 én 122
1-4-2-3 kargarCYsCulsMbukman; eRbIfμ Mix EdlmankMras; 0.20m nigcak;ekAsU‘ SBST
ÉktaKit³1m2
fμ Mix m³ 0.20 1.20 0.24
ekAsU‘ ¬CRS2¦ L 1.9 1.06 2.014
fμ 12mm m³ 0.03 1.20 0.036
Twk L 10.00 1.00 10.00
eRbges¶aekAsU‘ L 0.225 1.00 0.225
Blkmμ
evneRKOgcRk
-r:ULÚ evn 0.0049
-LanTwk evn 0.0004
TMB½rTI 35 én 122
1-4-2-4 kargarCYsCulsMbukman; eRbIfμ Mix EdlmankMras; 0.20m
nigcak;ekAsU‘ A.C kMras;60mm
ÉktaKit³1m2
fμ Mix m³ 0.20 1.20 0.24
ekAsU‘ A.C m³ 0.06 1.1 0.066
Twk L 10.00 1.00 10.00
Blkmμ
evneRKOgcRk
-r:ULÚ evn 0.0049
-LanTwk evn 0.0004
TMB½rTI 36 én 122
CMBUk II
GMBIkargarsagsg;s<an
TMB½rTI 37 én 122
2-1 kargarebtug
-bTdæankargarebtugGnuvtþn_edayhtßkmμ KYbpSM nig eRKOgcRk KWKitEtsMrab; kargarcak;ebtug kñúg 1m³ enAnwg
kEnøgEtb:ueNÑaH edayminKitdl; bTdæanénkargarplitpl tMeLIg q¥wgEdkeLIy .
-bTdæanenHRtUv)anKittamlkçN³plitkmμl,ayebtug BIr RbePT ³
-plitkmμl,ayebtug edayeRbIR)as;m:asuInlay enAnwgkEnøg
-l,ayebtugEdl)anplitenAeragcRkebtug b¤ enAsßanIlayrYc dwkBa¢Únedayrfynþ Biessmkdl;kEnøg
cak; .
smasPaBkargar ³
eRtomerobcM lagsMGat nigeRCIserIssMPar³kñúgrgVg; 30m .plittMeLIg ruHerIkþarBumÖ laycak;nigebtug
FanasMNUmBrbec©keTs .
kMNt;sMKal; ³
-sMPar³rcnasm<½næsμúRKsμaj bTdæanBlkmμ RtUvKuNnwg emKuN K = 1.50 .
-kñúgkrNIKμanm:asuInsÞÚc bTdæanBlkmμ RtUvbEnßm 2m>f¶ kñúg 1m³ ebtug .
-kñúgkrNIKμanm:asIunlayebtug bTdæanBlkmμ RtUvbEnßm 1.60 m>f¶ kñúg 1m³ ebtug .
2-1-1 ebtugeRbIR)as;\dæ)ak;Ebk ³
ÉktaKit 1m³
karcMNaysMPar³eRbIR)as; ÉktaKit brimaN
sMPar³
-\dæ)ak;Ebk m³ 0.88
-)ayGr m³ 0.50
Blkmμ
-kaMfñak;CamFüm m>f¶ 2.50
2-1-2 ebtugfμbMEbk Gt;manq¥wgEdk ³

ÉktaKit 1m³
karcMNaysMPar³eRbIR)as; ÉktaKit r)ayebtugplitenAnigkardæan r)ayebtugplitenAnigeragcRk
sMPar³
-r)ayebtug m³ 1.05 1.05
TMB½rTI 38 én 122
-sMPar³epSg² PaKry 3.50 3.50
Blkmμ
-kaMfñak;CamFüm m>f¶ 4.50 2.50
eRKOgcRksMNg;
-m:asuInlay evn - -
-vIR)aT½rfas evn 0.19 0.09
2-1-3 ebtugq¥wgEdk én bNþarcnasm<½nñ exOnRKwHm:asuIn ³

ÉktaKit 1m³
karcMNaysMPar³eRbIR)as; ÉktaKit r)ayebtugplitenAnigkardæan r)ayebtugplitenAnigeragcRk
sMPar³
-r)ayebtug m³ 1.05 1.05
-kþarBum< m³ 0.06 0.06
Blkmμ
-kaMfñak;CamFüm m>f¶ 5.80 4.80
eRKOgcRksMNg;
-m:asuInlay evn 0.12 -
-vIR)aT½rfas evn 0.09 0.09
-m:asuInsÞÚc evn 0.11 -
2-1-4 ebtugq¥wgEdkénbNþarcnasm½<nñ CBa¢aMg ssr rt bøg;es nig rcnasm<½nñRbhak;RbEhlepSgeTot ³

ÉktaKit 1m³
karcMNaceRbIR)as; Ékta l,ayebtugplitenAkardæan l,ayebtugplitenAeragcRk
kMBs; ≤4m kMBs; > 4m kMBs; ≤4m kMBs; > 4m
sMPar³
-l,ayebtug m³ 1.05 1.05 1.05 1.05
-kþarBum< nig kUneQI m³ 0.30 0.35 0.30 0.35
-sMPar³epSg² PaKry 5.00 7.00 7.00 7.00
TMB½rTI 39 én 122
Blkmμ
-kaMfñak;CamFüm m>f¶ 11.00 13.00 10.00 12.00
eRKOgcRksMNg;
-m:asuInlay)ayGr evn 0.12 0.12 - -
-vIR)aT½rGnÞg; evn 0.18 0.18 0.18 0.18
-rfynþsÞÚc evn 0.10 0.20 0.10 0.20
2-1-5 ebtugq¥wgEdk RKwHk,als<an nig ssrs<an ³

ÉktaKit 1m³
karcMNaceRbIR)as; Ékta plitl,ayebtugenAkardæan plitl,ayrbtugenAeragcRk
GnuvtþelIeKak GnuvtþkñúgTwk GnuvtþelIeKak GnuvtþkñúgTwk
sMPar³
-l,ayebtug m³ 1.05 1.05 1.05 1.05
-kþarBum< nig kUneQI m³ 0.30 0.40 0.35 0.35
-sMPar³epSg² PaKry 5.00 6.00 5.00 6.00

Blkmμ
eRKOgcRksMNg;
-m:asuInlayl,ay evn 0.12 0.12 - -
-vIR)aT½rGnÞg; evn 0.18 0.18 0.18 0.18
-saLag evn - 0.18 - 0.11
-karNUt 150 esH evn - 0.15 - 0.50
TMB½rTI 40 én 122
2-1-6 kareRbIR)as;sMPar³sMNg; kñúgkarlay)ayGrsMrab;bUk
ÉktaKit³1m³
RbePT)ayGr bTdæaneRbIR)as;sMPar³sMNg; tamRbePTsuIm:g;ti×
³
P 300 P ³ 400 P ³ 500
suIm:g;ti× Kg xSac;>m³ kMe)ar>Kg Twk> L suIm:g;ti× Kg xSac;> m³ kMe)ar Kg Twk> L suIm:g;ti×>Kg xSac;> m³ kMe)ar>Kg Twk> L
³
M 25 145 1.26 185 164 100 1.25 208 150 - - - -
M ³ 50 240 1.22 170 204 190 1.24 194 190 147 1.24 210 178
M ³ 75 330 1.23 120 220 255 1.22 148 201 207 1.21 190 200
M ³ 100 410 1.18 95 252 318 1.18 148 233 260 1.19 150 206
M ³ 150 540 1.12 65 302 424 1.06 100 262 350 1.17 123 236
TMB½rTI 41 én 122
2-1-7 kareRbIR)as;sMPar³sMNg; kñúgkarlay)ayGrerob\dæ
ÉktaKit³ !m3
RbePT)ayGr bTdæaneRbIR)as;sMPar³sMNg;tamRbePTsuIm:g;ti×
³
P 300 P ³ 400 ³
P 500
suIm:g;ti×> Kg xSac; m³ Twk> L suIm:g;ti×> Kg xSac; m³ Twk> L suIm:g;ti×> Kg xSac; m³ Twk> L

³
M 25 135 1.17 191 - - - - - -
M ³ 50 225 1.13 203 175 1.15 190 140 1.17 189
M ³ 75 310 1.12 207 240 1.13 207 195 1.15 200
M ³ 100 385 1.16 210 300 1.11 210 245 1.12 295
M ³ 150 510 1.09 270 400 2.00 210 331 1.10 210
TMB½rTI 42 én 122
2-1-8 kMritl,ayebtugFmμta
2-1-8-1 sIum:gt¾ PC 30
2-1-8-1-1 fμ d max=10 mm ( 0.5 x 1 cm )

- kMritRsutcuH ³ 2- 4 Cm
ÉktaKit³ 1m³
l>r sMParHlayl,ayebtug Ékta RbePTebtug
100 150 200 250 300
1 sIum:gt¾ Kg
230 296 361 434 470
2 xSac; m³
0.514 0.488 0.464 0.426 0.427
3 fμbMEbk m³
0.902 0.888 0.874 0.860 0.860
4 Twk L
195 195 195 198 186
2-1-8-1-2 fμ d max=20 mm [( 40÷70 )% , fμ 0.5 x 1 cm ) nig ( 60÷30 )% fμ 1 x 2 Cm]

ÉktaKit³ 1m³
100 150 200 250 300
1 sIum:gt¾ Kg 218 281 342 405 439
2 xSac; m³ 0.516 0.493 0.469 0.444 0.444
3 fμbMEbk m³ 0.905 0.891 0.878 0.865 0.865
4 Twk L 185 185 185 185 174
TMB½rTI 60 én 122
2-1-8-1-3 fμ d max=40 mm [( 40÷70 )% , fμ 1 x 2 cm ) nig ( 60÷30 )% fμ 2 x 4 Cm]
ÉktaKit³ 1m³
100 150 200 250 300
1 sIum:gt¾ Kg 207 266 323 384 455
2 xSac; m³ 0.516 0.496 0.471 0.452 0.414
3 fμbMEbk m³ 0.906 0.891 0.882 0.864 0.851
4 Twk L 175 175 175 175 180

ÉktaKit³ 1m³
100 150 200 250 300
1 sIum:gt¾ Kg 195 250 305 362 422
2 xSac; m³ 0.516 0.499 0.477 0.457 0.431
3 fμbMEbk m³ 0.909 0.895 0.884 0.870 0.858
4 Twk L 165 165 165 165 165
TMB½rTI 61 én 122
2-1-8-1-5 fμ d max=10 mm, fμ 0.5 x 1 cm
- kMritRsutcuH ³ 6 - 8 Cm
ÉktaKit³ 1m³
100 150 200 250 300
1 sIum:gt¾ Kg 242 311 383 462 488
2 xSac; m³ 0.496 0.471 0.439 0.398 0.410
3 fμbMEbk m³ 0.894 0.876 0.866 0.849 0.854
4 Twk L 205 205 205 210 193

ÉktaKit³ 1m³
100 150 200 250 300
1 sIum:gt¾ Kg 230 296 361 434 458
2 xSac; m³ 0.494 0.475 0.450 0.415 0.424
3 fμbMEbk m³ 0.903 0.881 0.866 0.858 0.861
4 Twk L 195 195 195 195 181
TMB½rTI 62 én 122
ÉktaKit³ 1m³
100 150 200 250 300
1 sIum:gt¾ Kg 218 281 342 405 427
2 xSac; m³ 0.501 0.478 0.455 0.427 0.441
3 fμbMEbk m³ 0.896 0.882 0.867 0.858 0.861
4 Twk L 185 185 185 185 169

ÉktaKit³ 1m³
100 150 200 250 300
1 sIum:gt¾ Kg 207 266 323 384 455
2 xSac; m³ 0.502 0.482 0.458 0.440 0.401
3 fμbMEbk m³ 0.890 0.884 0.874 0.858 0.844
4 Twk L 175 175 175 175 180
TMB½rTI 63 én 122
2-1-8-1-9 fμ d max=10 mm, fμ 0.5 x 1 cm
ÉktaKit³ 1m³
150 200 250 300
epSg²
1 sIum:gt¾ Kg 311 379 463 508
2 xSac; m³ 0.516 0.485 0.439 0.431
3 fμbMEbk m³ 0.828 0.819 0.803 0.802
4 Twk L 205 205 211 201

ÉktaKit³ 1m³
150 200 250 300
epSg²
1 sIum:gt¾ Kg 297 363 436 480
2 xSac; m³ 0.521 0.494 0.456 0.448
3 fμbMEbk m³ 0.832 0.820 0.808 0.805
4 Twk L 195 195 198 190
TMB½rTI 64 én 122
2-1-8-1-11 fμ d max = 40 mm [( 40÷70 )% , fμ 1 x 2 cm ) nig ( 60÷30 )% fμ 2 x 4 Cm]
ÉktaKit³ 1m³
150 200 250 300
epSg²
1 sIum:gt¾ Kg 284 345 410 455
2 xSac; m³ 0.523 0.502 0.468 0.458
3 fμbMEbk m³ 0.831 0.817 0.812 0.806
4 Twk L 186 186 186 180

ÉktaKit³ 1m³
150 200 250 300
epSg²
1 sIum:gt¾ Kg 270 329 390 455
2 xSac; m³ 0.527 0.503 0.477 0.446
3 fμbMEbk m³ 0.833 0.822 0.812 0.800
4 Twk L 177 177 177 181
TMB½rTI 65 én 122
2-1-8-2 sIum:gt¾ PC 40
2-1-8-2-1 fμ d max=10 mm ( 0.5 x 1 cm )

ÉktaKit³ 1m³
RbePTebtug
l>r sMParHlayl,ayebtug Ékta
150 200 250 300 350 400
1 sIum:gt¾ Kg 246 296 344 394 455 470
2 xSac; m³ 0.508 0.489 0.470 0.447 0.414 0.427
3 fμbMEbk m³ 0.899 0.888 0.877 0.870 0.857 0.860
4 Twk L 195 195 195 195 200 186

ÉktaKit³ 1m³
150 200 250 300 350 400
1 sIum:gt¾ Kg 233 281 327 374 425 439
2 xSac; m³ 0.510 0.493 0.475 0.457 0.432 0.444
3 fμbMEbk m³ 0.903 0.891 0.881 0.872 0.860 0.865
4 Twk L 185 185 185 185 187 174
TMB½rTI 66 én 122
ÉktaKit³ 1m³
150 200 250 300 350 400
1 sIum:gt¾ Kg 221 266 309 354 398 455
2 xSac; m³ 0.511 0.496 0.479 0.464 0.358 0.414
3 fμbMEbk m³ 0.902 0.891 0.882 0.870 0.864 0.851
4 Twk L 175 175 175 175 175 180

ÉktaKit³ 1m³
150 200 250 300 350 400
1 sIum:gt¾ Kg 208 250 292 333 375 422
2 xSac; m³ 0.513 0.499 0.486 0.468 0.450 0.431
3 fμbMEbk m³ 0.905 0.895 0.883 0.877 0.867 0.858
4 Twk L 165 165 165 165 165 167
TMB½rTI 67 én 122
2-1-8-2-5 fμ d max=10 mm, fμ 0.5 x 1 cm
ÉktaKit³ 1m³
150 200 250 300 350 400
1 sIum:gt¾ Kg 257 311 363 416 484 488
2 xSac; m³ 0.491 0.471 0.449 0.422 0.383 0.410
3 fμbMEbk m³ 0.889 0.876 0.868 0.860 0.846 0.854
4 Twk L 205 205 205 205 213 193

ÉktaKit³ 1m³
150 200 250 300 350 400
1 sIum:gt¾ Kg 246 296 344 394 455 458
2 xSac; m³ 0.495 0.475 0.456 0.436 0.400 0.424
3 fμbMEbk m³ 0.891 0.881 0.872 0.862 0.851 0.861
4 Twk L 195 195 195 195 200 181
TMB½rTI 68 én 122
ÉktaKit³ 1m³
150 200 250 300 350 400
1 sIum:gt¾ Kg 233 281 327 374 425 427
2 xSac; m³ 0.496 0.477 0.461 0.442 0.418 0.441
3 fμbMEbk m³ 0.891 0.882 0.870 0.862 0.851 0.861
4 Twk L 185 185 185 185 187 169

ÉktaKit³ 1m³
150 200 250 300 350 400
1 sIum:gt¾ Kg 221 266 309 354 398 455
2 xSac; m³ 0.498 0.482 0.467 0.450 0.430 0.401
3 fμbMEbk m³ 0.895 0.884 0.873 0.864 0.857 0.844
4 Twk L 175 175 175 175 175 180
TMB½rTI 69 én 122
2-1-8-2-9 fμ d max=10 mm, fμ 0.5 x 1 cm
ÉktaKit³ 1m³
150 200 250 300 350 400
1 sIum:gt¾ Kg 259 311 362 416 443 508
2 xSac; m³ 0.538 0.516 0.493 0.466 0.470 0.431
3 fμbMEbk m³ 0.839 0.828 0.822 0.813 0.813 0.802
4 Twk L 205 205 205 206 195 201

ÉktaKit³ 1m³
150 200 250 300 350 400
1 sIum:gt¾ Kg 247 297 346 396 455 480
2 xSac; m³ 0.542 0.522 0.501 0.477 0.448 0.448
3 fμbMEbk m³ 0.841 0.832 0.822 0.816 0.805 0.805
4 Twk L 195 195 195 195 200 190
TMB½rTI 70 én 122
ÉktaKit³ 1m³
150 200 250 300 350 400
1 sIum:gt¾ Kg 235 284 330 378 429 455
2 xSac; m³ 0.542 0.522 0.505 0.485 0.459 0.459
3 fμbMEbk m³ 0.842 0.831 0.822 0.814 0.800 0.800
4 Twk L 186 186 186 186 188 180

ÉktaKit³ 1m³
150 200 250 300 350 400
1 sIum:gt¾ Kg 224 270 315 360 404 455
2 xSac; m³ 0.546 0.527 0.507 0.491 0.472 0.446
3 fμbMEbk m³ 0.841 0.833 0.826 0.816 0.808 0.800
4 Twk L 177 177 177 177 177 181
TMB½rTI 71 én 122
2-1-8-3 sIum:gt¾ PC 50
2-1-8-3-1 fμ d max=20 mm fμ 1 x 2
ÉktaKit³ 1m³
RbePTebtug
l>r sMParHlayl,ayebtug Ékta
100 150 200 250 300
1 sIum:gt¾ Kg 210 267 320 383 446
2 xSac; m³ 0.577 0.54 0.54 0.446 0.42
3 fμbMEbk m³ 0.808 0.819 0.876 0.897 0.924
4 Twk L 210 216 218 222 227
TMB½rTI 72 én 122
2-2 kargarplit - tMeLIgq¥wgEdkkñúgebtug
smasPaBkargar ³
-eRtomerobcM plittMeLIgq¥wgEdk énbNþaeRKOgbgÁMsMNg; ebtugcak;enAkEnøgRtwmRtUvtambTdæanbec©keTs
2-2-1 eRKagq¥wgEdkkñúgbNþarcnasm½<nñRKwH-exOnRKwHm:asuIn
ÉktaKit³1etan
karcMNayeRbIR)as; ÉktaKit Edk < 10mm Edk > 10mm
sMPar³eRbIR)as;
-EdkmUl Kg 1.16 1.16
-FUbpSar Kg - 16.30
-lYscMNg Kg 22.47 -
-sMPar³epSg PaKry 6.00 10.00
Blkmμ
-karfñak;CamFüm m>f¶ 35.00 30.00
eRKOgcRkcMNg;
-m:asuInpSar evn - 1.89
-m:asuInkat; Bt; evn 1.58 1.05
-eRKOgcRkepSg² PaKry 8.00 5.00
kMNt;sMKal; ³
-kñúgkarNIKμanm:asuInBt; bTdæanBlkmμ RtUvbEnßm 20 PaKry .
-kñúgkarNIBuMGacpSar)an b¤ Kμanm:asuInpSar RtUvdUrFUbpSarCa lYscMNg 15 KRk vij .
- kñúgkarNIKμanm:asuInsÞÚc bTdæanBlkmμ RtUvbEnßm 2 m>f¶ kñúg 1etan .
2-2-2 eRKagq¥wgEdkebtug ssr begÁal rnUt fñwm nig bNþasm<½nñRbhak;RbEhl

ÉktaKit³ 1etan
karcMNayeRbIR)as; ÉktaKit kMBs; < 4m kMBs; > 4m
Edk < 10mm Edk > 10mm Edk < 10mm Edk > 10mm
sMPar³
-EdkmUl Kg 1.16 1.16 1.16 1.16
TMB½rTI 73 én 122
-FUbpSar Kg - 16.00 - 16.00
-lYscMNg Kg 16 - 16 -
-sMPar³epSg² PaKry 6.00 10.00 6.00 10.00
Blkmμ
eRKOgcRksMNg;
-m:asuInpSar evn - 2.21 - 2.21
-m:asuInkat;Bt; evn 1.58 1.05 1.58 1.05
-m:asuInsÞÚc evn - - 0.04 0.04
-eRKOgcRkepSg² PaKry 8.00 5.00 10.00 6.00
2-3 kargarbukbegÁalRKwH
bTdæanbukbegÁalRKwHebtugq¥wgEdk begÁalRKwH begÁalRKwHeQI RtUvGnuvtþn_ bukbBaÄreGay)anRtg;

kñúg krNIRtUvbukbeBaäogenaH bTdæanBlkmμRtUvKuNnwg emKuN 1/3. cMeBaHbTdæan eRKOgcRksMNg; RtUvKuN
1/2.
kñúñgbTdæanbukbegÁalRKwH KW BuMTan;KitBIkarcMNayeFI:Vs<anedIr GMBIeQIeT . kñúgkrNI caM)ac;RtUveFIVs<an
enaHkarcMNayRtUvKitbBa©ÚlbEnßmkñúgbBa¢I)a:n;tMél .
smasPaBkargar
-bukbegÁalRKwH edayhtßBlkmμ ³ eRtomerobcMeFIVrnÞarbukbegÁalRKwH nig
sMGattamsMNUmBrbec©keTs
-bukbegÁalRKwH edayeRKOgcRk ³ eRtomerobcMeFIVrnÞarbukbegÁalRKwH eFIVmuxtMNr nig
sMGattamsMNUm
Br bec©keTs .
TMB½rTI 74 én 122
2-3-1 bukbegÁalRKwHeQI ∅ = 8 ÷ 10cm edayhtßBlkmμ
ÉktaKit³100m begÁalRKwH
karcMNayeRbIR)as; ÉktaKit elIeKak kñúgTwk
sMPar³
-begÁalRKwH m 101.00 101.00
Blkmμ
kaMfñak;CamFüm n>f¶ 3.15 4.20
2-3-2 bukbegÁalRKwHebtugq¥wgEdk enAelIeKakedayeRKOgcRk

ÉktaKit³ !00mbegÁalRKwH
karcMNayeRbIR)as; ÉktaKit begÁalRKwHtan; begÁalRKwHRbehag ∅=45x64cm

RbEvg>10m RbEvg<10m RbEvg>10m
RbEvg>10m
M 25 x 25
TMh<
TMhM>25x25cm
sMPar³
-begÁalRKwH m 101 101 102 102
-sMPar³epSg² PaKry 1.58 2.10 5.25 8.40
Blkmμ
eRKOgcRksMNg;
m:asuInbukbegÁal1.8etan evn 6.30
-m:asuInbukbegÁalRKwHD12 - 6.30
-m:asuInbukbegÁal2.5etan - 3.68 5.78 6.30
TMB½rTI 75 én 122
2-3-3 bukbegÁalRKwHebtugq¥wgEdk enAkñúgTwkedayeRKOgcRk
ÉktaKit³100m begÁalRKwH
karcMNayeRbIR)as; ÉktaKit begÁalRKwHtan; begÁalRKwHRbehag
∅=45x64cm
RbEvg< 10m RbEvg > 10m RbEvg>10m RbEvg<10m

TMhM<25x25cm TM h M >25x25cm
sMPar³
-begÁalRKwH m 101 101 102 102
-sMPar³epSg² PaKry 1.58 2.10 5.25 8.40
Blkmμ
eRKOgcRksMNg;
-m:asuInbukbegÁal2.5etan evn 2.42 4.62 5.67 7.35
-m:asuInbukbegÁalRKwHD12-18 -
4.83 5.78
-saLag 200etan -
2.42 4.62 5.67 7.35
-k)a:l;GUsTaj -
0.32 0.16 0.21 0.105
2-3-4 bukbegÁalRKwHEdkenAelIeKak edayeRKOgcRk

ÉktaKit³ !00m begÁalRKwH
karcMNayeRbIR)as; ÉktaKit begÁalRKwHEdk begÁalRKwHEdksMEb:t begÁalRKwHEdkbMBg;
sMMPar³
-begÁalRKwH m 100 100 100
-sMPar³epSg² PaKry 2.10 2.10 2.10
Blkmμ
kaMfñak;CamFüm n>f¶ 22.05 37.8 39.9
eRKOgcRksMNg;
TMB½rTI 76 én 122
-m:asuInbukRKwH1/2-1/8etan evn 4.20 4.20
-m:asuInbukRKwH 2.5etan - 5.36 6.62
-m:asuInepSg² - 4.20 4.20 4.20
2-3-5 bukbegÁalRKwH kñúgTwk edayeRKOgcRk

ÉktaKit³ !00m begÁalRKwH
karcMNayeRbIR)as; ÉktaKit begÁalRKwHEdk begÁalRKwHEdksMEb:t begÁalRKwHEdkbMBg;
sMMPar³
-begÁalRKwH m 100 100 100
-sMPar³epSg² PaKry 2.1 2.1 2.1
Blkmμ
kaMfñak;CamFüm n>f¶ 22.05 37.8 39.9
eRKOgcRksMNg;
-m:asuInbukRKwH1.2- evn 4.20 8.93 11.55
1.8etan
-saLag 200etan evn 7.04 8.93 11.55
-k)a:l;seNþag evn 0.26 0.21 0.21
-m:asuInepSg² PaKry 3.15 3.15 3.15
TMB½rTI 77 én 122
2-4- kargareRtomerobcMtMeLIg s<anGIu nigs<anebeLt_
2-4-1 kargartMelIugssrEdk/ XñabEdk/ tYs<anEdkGIu
ÉktaKit³ !etan
l>r karcMNayeRbIR)as; ÉktaKit brimaN epSg²
1 Edk I , U , L T 1.10 -
2 GuksuIEsn m³ 2.00 -
3 GaesTIELn m³ 1.00 -
4 FUbpSar Kg 5.00 -
5 éf¶Blkmμ Blkmμ 13.00 -
6 m:asuInpSar evn 2.00 -
7 rfynþsÞÚc evn 1.00 -
2-4-2 kargartMeLIgs<anGuI ³
ÉktaKit³ !m
1 EdktYs<an m 1.00 -
3 rfynþsÞÚc evn 1.50 -
2-4-3 kargartMeLIgs<anebeLt_ ³
ÉktaKit³ ! m
1 EdkebeLt_ m 1.00 RbePT SS
2 éf¶Blkmμ Blkmμ 3.00
3 rfynþsÞÚc evn 1.50
1 EdkebeLt_ m 1.00 RbePT DS

2 éf¶Blkmμ Blkmμ 5.00
3 rfynþsÞÚc evn 2.00
TMB½rTI 78 én 122
2-4-4 kargarRkalkþars<an ³
1 eQIGar m³ 1.05 -
2 EdkeKal Kg 1.55 -
3 bU‘Lúg edIm 2.00 -
TMB½rTI 79 én 122
CMBUk III
GMBIeRKOgcRk
TMB½rTI 80 én 122
3-1 bTdæancMNayeRbg\nÞnH KittamryHeBl
3-1-1 eRKOgcRkcUkCIk (Excavator)
eRKOgcRkcUkCIkEd bTdæancMNayeRbg\nÞnH m:asU‘t kñúg 1 em:ag KitCa K/Rk

lmanEb:lcMNuH R b e P T dI
m3 I II III IV
0.15 4.53 4.75 - -
0.25 5.32 5.44 5.74 -
0.30 5.93 5.90 6.07 -
0.50 7.86 8.40 8.13 8.26
0.65 8.56 8.83 9.05 9.21
0.80 9.76 9.82 10.10 10.60
1.00 12.50 12.90 13.50 14.10
1.25 13.80 14.20 14.80 15.20
1.50 16.40 16.70 17.30 17.80
2.00 18.50 18.70 19.10 19.60
2.25 20.20 20.40 20.80 21.30
2.50 23.50 23.70 24.00 24.30
3-1-2 m:asuI QUsqay ( Buldozer)
bTdæancMNayeRbg\nÞnH m:asU‘t kñúg 1 em:ag KitCa K/Rk

m:asuIQUsqay Edl
manGanuPaB¬esH¦ R b e P T dI
I II III IV
54 5.87 6.25 6.81 -
75 7.85 8.13 8.76 -
108 9.87 10.40 11.50 12.30
140 13.50 14.80 15.30 15.80
180 19.20 19.70 21.40 22.70
220 23.20 23.60 24.20 25.30
225 24.70 25.20 26.80 28.40
320 28.80 29.40 30.70 32.50
410 37.20 38.50 40.40 41.50
TMB½rTI 81 én 122
3-1-3 eRKOgcRkcUkelIkdak; (Loader)
bTdæancMNayeRbg\nÞnH m:asU‘t kñúg 1 em:ag
KitCa K/Rk
RbePTeRKOgcRkcUkelIkdak; nig cMNuHpÞúk m3 R b e P T dI
I II
eRKOgcRkcUkelIkdak;rWum:kseNþagEdlman
cMNuH Fugdl; ³ 3.00 7.09 7.35
6.00 9.73 9.98
8.00 11.20 11.50
10.00 17.80 18.60
12.50 26.50 27.90
15.00 32.70 34.20
eRKOgcRkcUk nig cak;ecjdwkCBa¢úÚn
edayxøÜnÉgman cMNuHFug ³ 26.10 27.00
9.00
11.00 31.50 35.50
15.00 39.00 41.00
3-1-4 eRKOgcRklb;BRgabesñI ( Motor Grader)
bTdæancMNayeRbg\nÞnH m:asU‘t kñúg 1 em:ag K/Rk

RbePTeRKOgcRklb;BRgab nig GanuPaB
¬ esH ¦ R b e P T dI
I II III
eRKOgcRklb;BRgab 75esH nig80esH 7.53 8.12 8.47
100-120 9.72 9.54 9.87
160-180 19.10 19.80 21.30
250 23.00 23.50 24.60
eRKOgcRklb;BRgab
- RbePTF¶n; 7.98 8.60 9.20
- RbePTmFüm 7.04 7.54 8.22
3-1-5 eRKOgcRkbgðab; (ROLO)
RbePTeRKOgcRkbgðab; Tm¶n;bgðab; GanuPaBk,aleRKOgcRk bTdæancMNayeRbg\nÞnH

etan -esH m:as‘Utkñúg 1em:ag K-Rk
eRKOgcRkbgðab;
-m:asuInr:ULÚ 6.40 40 4.03
8.60 50 5.17
TMB½rTI 82 én 122
10.00 50 5.52
11.30 50 6.32
16.00 110 9.77
eRKOgcRkbgðab;edayman
seNþagdgÁb; bMEbkdI 5.00 75 6.95
9.00 108 9.24

10.00 140 12.50
13.30 180 18.20
3-1-6 rfynþ Ebn ( Dump Truck)

bTdæancMNayeRbg\nÞnH m:asU‘t kñúg 1 em:ag K/Rk
cMNuHpÞúkrfynþ -etan R b e P T dI
I II III
4.5 6.61 6.30 6.01
7.00 8.66 8.27 7.88
10-12 11.20 10.60 10.10
25-27 22.40 21.50 20.70
3-1-7 rfynþsÞÜc (Crane)
GanuPaBbeBa©jGKÁIsnI bTdæancMNayeRbg\nÞn³m:asU‘t kñúg1em:ag

kmøaMgsÞÜcelIk-etan eFVIeGayynþedIr -esH K/Rk
1.50 70 4.20 -
3.00 90 5.04 -
4.00 110 8.40 -
5.00 110 - 5.25
6.30 150 6.61 -
7.50 100 - 5.48
10.00 100 - 7.86
16.00 100 - 8.27
- 24 - 11.50
TMB½rTI 83 én 122
3-1-8 eRKOgcRksÞÜckg;Rcv:at;
GanuPaBbeBa©jGKÁIsnI bTdæancMNayeRbg\nÞn³ kñúg1em:ag KRk
kmøaMgsÞÜcelIk-etan eFVIeGayynþedIr -esH saMg m:as‘Ut
6.30 75 0.17 5.80
10.00 75 0.17 5.96
16.00 75 0.17 6.70
25.00 108 0.21 7.02
40.00 120 0.21 10.10
50.00 150 0.21 11.50
60.00 300 0.21 19.30
63.00 150 0.21 13.40
100.00 150 0.21 15.20
160.00 300 0.21 23.50
3-1-9 m:asuInePøIg ( Generator)
m:asuInbeBa©jGKÁIsnI GanuPaBbeBa©jGKÁIsnI bTdæancMNayeRbg\nÞn³ kñúg1em:ag

EdlmanGanuPaB KILÚv:at; eFVIeGayynþedIr -esH KRk¼em:ag
saMg m:as‘Ut
dl; 10 16 2.42 -
15 18 3.35 -
30 54 0.25 7.30
35 54 0.16 8.12
40 75 0.17 8.50
50 108 0.21 10.80
60 150 0.25 15.00
90 150 0.26 16.10
100 150 0.26 17.50
110 150 0.29 19.40
130 270 0.35 23.50
190 270 0.39 26.40
200 300 0.40 28.20
TMB½rTI 84 én 122
3-1-10 m:asuInbeBa©jxül; ( Air Compressor)
bTdæancMNayeRbg\nÞn³ kñúg1em:ag
3
m:asuInbeBa©jxül; EdlmanGanuPaB m ¼em:ag KRk¼em:ag
saMg m:as‘Ut
m:asuInbeBa©jxül;eRbIsaMg 120.00 0.70 -
300.00 7.35 -
m:asuInbeBa©jxül;eRbIm:as‘Ut 120.00 0.06 2.00
150.00 0.10 3.5
240.00 0.12 5.00
300.00 0.12 6.02
360.00 0.12 6.02
540.00 0.13 6.08
600.00 0.20 10.05
660.00 0.21 12.04
3-1-11 m:asuInbUmTwk ( Water Pump)

RbePTm:asuIn KRk¼em:ag
saMg m:as‘Ut
m:asuInbUmTwkeRbIsaMgEdlbeB©ajbrimaNTwkKitCam3¼em:ag
30.00 1.40
90.00 1.80
120.00 2.70
3
m:asuInbUmTwkeRbIm:as‘UtEdlbeBa©jbrimaNTwkKitCa m ¼em:ag
30.00 0.65
40.00 1.25
54.00 1.46
60.00 2.70
160.00 3.80
180.00 4.30
270.00 4.50
310.00 6.20
TMB½rTI 85 én 122
3-1-12 m:asuInRtak;T½r-rfynþRtak;T½r
RbePT nig sBaØasMKal;m:asuIn KRk¼em:ag
saMg m:as‘Ut
- rfynþRtak;T½r DT – 14A - 1.8
DT – 20 - 2.4
DT – 24 - 2.8
T – 28 - 6.9
T – 40 , TDT - 40 0.09 4.7
DT – 54A , DT –54A 0.17 8.5
TDT - 60 0.1 8.0
T –74 - DT - 75 0.18 8.8
T-4 0.20 10.0
- 100 0.22 10.8
T - 130 T - 100 0.26 13.2
T – 130 , G - 1 0.26 13.2
T – 140 0.31 15.5
T – 180 0.35 20.5
MTZ – 50 , MTZ- 52 0.17 8.5
DET - 250 - 26.5
K - 700 - 16.5
3-1-13 eRKOgcRkRsUbPk; - eRKOgcRkkab;Kas;
RbePTTBVsMParH brikça KRk¼em:ag
saMg m:as‘Ut
eRKOgcRkRsU
3
bykPk;eRbIeRbgm:as‘UtmanGanuPaB
m ¼em:ag
45 - 60 - 50.00
110 - 150 - 65.00
550 - 138.00
750 - 280.00
eRKOgcRkkab;Kas;eRbIeRbgm:as‘UtmanGanuPaB m3¼em:ag
50 - 21.50
150 - 110.00
250 - 160.00
300 - 175.00
500 - 210.00
TMB½rTI 86 én 122
3-2> smtßPaBeFVIkar tamRbePTeRKOgcRk
l>r RbePTeRKOgcRk smtßPaB karcMNayeRbg\nÞn³ epSg²

M³/day Liter/day Liter/Hour Liter/m³
1 Bulldozer D7 (3.5m) 350 208 26 0.594
2 Bulldozer D6 (3.m) 330 176 22 0.533
3 Excavator (0.7.m³) 880 120 15 0.136
4 Wheel Loader 16T (2.5.m³) 620 120 15 0.194
5 Wheel Loader 12T 500 96 12 0.192
6 Dozer Shovel 1.8m³ 200 96 12 0.480
TMB½rTI 87 én 122
CMBUk IV
kMritkMNt;bTdæanbec©keTs
kñúgkargarEfTaMRbcaM
TMB½rTI 88 én 122
4-1 kargarCYsCullubsMbukman;edayeRbIIebtugekAs‘URtCak; ( Cold Mix )
Kitkñúg 100m²
brimaN
l>r elxkUd briyaykargar Éktþa epSg²
sMParH RKOgcRk Blkmμ
1 1100 1-sMParHeRbIR)as;
-ebtugekAs‘URtCak; m3 6.82
-fμmiuc m3 29.76
-Twk m3 1.85
-eRbgm:as‘Ut lIRt 415.4
-eRbgsaMg lIRt 0.46
-eRbgm:asuIn lIRt 12.48
2-eRKOgcRk
-m:asuIn )aj;xül; evn 1.24
-m:asuIn bMEbkfμ evn 3.72
-r:ULÚbgðab; evn 0.30
-eRKOgcRkepSg² 5%
3-Blkmμ
-GñkRtYtBinitü mnusS . éf¶ 3.00
-visVkrkardæan mnusS . éf¶ 3.00
-GñkebIkbreRKOgcRk mnusS . éf¶ 7
-kmμkr mnusS . éf¶ 7
4-epSg²
TMB½rTI 89 én 122
4-2 kargarCYsCulsMbukman;edaykMeTcfμcMruHnigeRsacekAs‘U SBST
Kitkñúg 100m²
brimaN
-ekAs‘U K>Rk 197.16
-fμmiuc m3 14.88
-fμ 12 mm m3 2.23
-Twk m3 0.92
-eRbgsaMgbUmTwk lIRt 0.18
2-eRKOgcRk
-m:asuIn )aj;xül; evn 1.24

-r:ULÚbgðab; evn 0.21
-eRKOgcRkepSg² 5%
3-Blkmμ
4-epSg²
TMB½rTI 90 én 122
4-3 kargarCYsCultYpøÚvedaykMeTcfμcMruH nig eRsacekAs‘U (DBST)
Kitkñúg 100m²
brimaN
-ekAs‘U K>Rk 554.28
-fμmiuc m3 29.76
-fμ 19 mm m3 4.46
-fμ 12 mm m3 1.49
-Twk m3 2.21
2-eRKOgcRk
dWkCBa¢Ún sMPar³ K>m 40.00
-m:asuIn)aj;xül; evn 1.24

-bgðab;fμ Mix evn 0.30
-bgðab;fμ 19mm evn 0.10
-bgðab;fμ 12mm evn 0.20
-eRKOgcRkepSg² 5%
3-Blkmμ
4-epSg²
TMB½rTI 91 én 122
4-4 kargarCYsCulpøÚvsMbukman; edaym:akadam (MAC ADAM) eRsacekAs‘U
Kitkñúg 100m²
brimaN
sMParH eRKOgcRk Blkmμ
fμ 4 x 6 m3 17.86
fμ 2 x 3 m3 3.57
fμ 1 x 2 m3 4.46
fμ 0.5 x 1 m3 1.49
ekAsU‘ m3 591.48
-Twk m3 1.29
2-eRKOgcRk
-m:asuIn)aj;xül; evn 1.24
bgðab; fμ 4 x 6 evn 0.49
fμ 2 x 3 evn 0.10
fμ 1 x 2 evn 0.25
fμ 0.5 x 1 evn 0.25
-eRKOgcRkepSg² 5%
3-Blkmμ
-GñkebIkbreRKOgcRk mnusS . éf¶ 10.00
-kmμkr mnusS . éf¶ 14.00
4-epSg²
TMB½rTI 92 én 122
4-5 kargarCYsCulRsTab;RKwH Sub base edayEfmRKYsRkhm
Kitkñúg 100m²
brimaN
RKYsRkhm m3 29.76
Twk m3 1.49
2-eRKOgcRk
P¢Ür evn 0.09
ekor evn 0.10
kinbgðab; evn 0.30
-eRKOgcRkepSg² 5%
3-Blkmμ
4-epSg²
TMB½rTI 93 én 122
4-6 kargarekorsMrYlcweB©aImfñl; edayEfmRKYsRkhm
Kitkñúg 1km
brimaN
-RKYsRkhm m3 178.56
-Twk m3 8.93
2-eRKOgcRk
ekor evn 3.72
kinbgðab; evn 1.79
-eRKOgcRkepSg² 5%
3-Blkmμ
4-epSg²
TMB½rTI 94 én 122
4-7 kargarP¢Ür ekorkinsMrYlenAelItYfñl;cas;
Kitkñúg 1km
brimaN
Twk m3 74.40
2-eRKOgcRk
-P¢Ür evn 0.47
-ekor evn 6.20

-kinbgðab; evn 1.49
-eRKOgcRkepSg² 5%
3-Blkmμ
4-epSg²
TMB½rTI 95 én 122
4-8 kargarekor nigkingðab;enAelItYfñl;edayEfmRKYsRkhm
Kitkñúg 1km
brimaN
-RKYsRkhm m3 714.24
-Twk m3 35.71
2-eRKOgcRk
-P¢Ür evn 1.91
-ekor evn 2.48
-kinbgðab; evn 7.14
-eRKOgcRkepSg² 5%
3-Blkmμ
4-epSg²
TMB½rTI 96 én 122
4-9 kargarsMGatlU
Kitkñúg 1kEnøg
brimaN
-bgÁI kMebø 6.2
-cbkab; cMnYn 2.48
-Eb:l cMnYn 2.48
2-eRKOgcRk
-rfynþdwkCBa¢Ún evn 1.00
-eRKOgcRkepSg² 5%
3-Blkmμ
4-epSg²
TMB½rTI 97 én 122
4-10 kargarsMGatRbLayTwksgxagfñl;
Kitkñúg 500m
brimaN
- ]bkrN¾bnÞab;bnSM cMnYn 6.20
- bgÁI kMebø 12.40
-cbkab; cMnYn 12.40
-Eb:l cMnYn 12.40
2-eRKOgcRk
-rfynþdwkCBa¢Ún evn 5.00
-eRKOgcRkepSg² 5%
3-Blkmμ
4-epSg²
TMB½rTI 98 én 122
4-11 kargarsMGatlUkñúgRkug
Kitkñúg 100m
brimaN
]bkrN_bnÞab;bnSM cMnYn 2.48
bgÁI kMebø 6.2
cbkab; cMnYn 2.48
Eb:l cMnYn 2.48
reTHruj cMnYn 4.96
ExS m 124
mYk cMnYn 12.4
Es,eCIgkEvg cMnYn 12.4
eRsaméd cMnYn 12.4
2-eRKOgcRk
-rfynþdWkCBa¢Ún evn 2.00
-ma::suInb‘Um evn 2.00
-eRKOgcRkepSg² 5%
3-Blkmμ
4-epSg²
TMB½rTI 99 én 122
-12 kargarsMGatnigEfTaMs<an ebtug
Kitkñúg 20m
brimaN
-ebtug m3 2.48
-Edk t 0.62
-)ayGr m3 1.24
-fμ m3 12.4
-eRKOgm:asuInbnÞab;bnSM cMnYn 1.24
-dI m3 29.76
-pøaksBaØa cMnYn 2.48
-fñaMlab m² 12.4
-sMGat m 24.8
2-eRKOgcRk
-rfyntþdWkCBa¢Ún evn 2.00
-m:asuInlayebtug evn 3.72
-m:asuInePøIg evn 3.72
-eRKOgcRkepSg² 5%
3-Blkmμ
4-epSg²
TMB½rTI 100 én 122
4-13 kargarsMGatnigEfTaMs<an ebeLt_kMralEdk
Kitkñúg 20m
brimaN
-ebtug m³
0.62
-kþaBum< m³
0.155
-fμ m³
6.2
-dI m³
29.76
-bU‘Lúg Unit
49.6
-eRKOgm:asuInbnÞab;bnSM Unit
1.24
-CMrk Unit
1.24
-FUbpSar Kg
12.4
-pøaksBaØa Unit
2.48
-fñaMlab m²
49.6
-pøÚvcracr Sheet
2.48
-sMGat m
24.8
2-eRKOgcRk
-m:asuInpSa evn 3.72
-eRKOgcRkepSg² 5%
3-Blkmμ

4-epSg²

4-14 kargarsMGatnigEfTaMs<an ebeLt_nigs<anGIukMraleQI
Kitkñúg 20m
brimaN
sMParH Blkmμ
eRKOgcRk
-ebtug m³ 0.62
-Edksésr T 0.31
-kþaBum< m³ 0.155
-fμ m³ 2.48
-EdkeKal Kg 2.48
-bU‘Lúg Unit 4.96
-dI m³ 29.76
-eRKOgm:asuInbnÞab;bnSM Unit 1.24
-FUbpSar Kg 1.24
-pøaksBaØa Unit 2.48
-fñaMlab m² 49.6
-pøÚvcracr m³ 5.58
-bgáan;éds<an m 1.24
2-eRKOgcRk
-m:asuInpSar evn 3.72
-eRKOgcRkepSg² 5%

3-Blkmμ
4-epSg²

4-15 kargarkab;sMGatéRBsgxagpøÚv
Kitkñúg 1km
brimaN
sMParH Blkmμ
eRKOgcRk
-sMPar³bnÞab;bnSM cMnYn 2.48
-kaMbitpÁak; cMnYn 6.2
-BUefA cMnYn 2.48
2-eRKOgcRk
-eRKOgcRkepSg² 5%
3-Blkmμ
4-epSg²

CMBUk V
kMhatbg;sMParH
kñúgkargarsagsg;

5-1 PaKryénkarxat;bg;sMParHcaM)ac;mYycMnYnkñúgkareRbIR)as;
¬KitBIkardwkCBa¢Ún karrkSarTuk nigkñúgeBleRbIR)as;¦
l>r RbePTsMParH kMritkMhatbg;KitCa %
1 xSac;m:t; 10
2 fμbMEbk 5
3 dI 5
4 RkYsRkhm 5
5 ebtugeRbIR)as;enAeragcRk 1.5
6 ebtugeRbIR)as;enAkardæan 2.5
7 )ayGrsMrab;bUk nigerob\dæ 5
8 eQICnÞúl 10
9 eQIrnÞa 10
10 sIum:gt¾ 2
11 Edkssés 5
12 EdkRbUhVIel 5
13 b‘ULúg nigEdkeKal 1.5
14 EdkbnÞH 10
15 lYscMNg 2
16 ekAs‘Uxab; 6
17 ekAs‘Urav 9
18 ebtugekAs‘UekþA - RtCak; 2
19 \dæ 3
20 kMe)ar 10

21 fñaMlab 3
22 FUbpSar 8
23 eRbgsaMg 3
24 eRbgm:as‘Ut 1.5
25 eRbgm:asIun.xøaj;eKa 1.5

5-2 emKuN)at;bg;sMParH kñúgkarbgðab;
l>r RbePTsMParH emKuNbgðab;
1 dI 1.2 - 1.3
2 xSac;eRKIm 1.15 - 1.3
3 xSac;m:t; 1.15 - 1.3
4 RkYsRkhm 1.1 - 1.2
5 fμbMEbk BI ¬0-4¦ 1.2 - 1.3

CMBUk VI³ ]bsm<n§½

6-1 elxkUdkargar nigviFIsaRsþkñúkargarEfTaMpøÚvfñl;RbcaM
l>r elxkUd briyaykargar Ékta
1 1100 kargarCYsCullubsMbukman;edayeRbIIekAs‘UG‘ut ( Cold Mix ) m²
2 1130 kargarCYsCulsMbukman;edaykMeTcfμcMruHnigeRsacekAs‘U SBST m²
3 1160 kargarCYsCultYpøÚvedaykMeTcfμcMruH nig eRsacekAs‘U DBST m²
4 1170 kargarCYsCultYÞpøÚvedaymakadam (MAC ADAM) eRsacekAs‘U m²
5 1190 kargarCYsCulRsTab;RKwH Sub base edayEfmRKYsRkhm m²
6 1200 kargarekorsMrYlcweB©aImfñl; edayEfmRKYsRkhm Km
7 1250 kargarP¢Ür ekorkinsMrYlenAelItYfñl;cas; Km
8 1260 kargarekor nigkingðab;enAelItYfñl;edayEfmRKYsRkhm Km
9 3100 kargarsMGatlU kEnøg

10 3110 kargarsMGatRbLayTwksgxagfñl; m
11 3120 kargarsMGatlUkñúgRkug m
12 3200 kargarsMGatnigEfTaMs<an ebtug m
13 3250 kargarsMGatnigEfTaMs<an ebeLt_kMralEdk m
14 3260 kargarsMGatnigEfTaMs<an ebeLt_nigs<anGIukMraleQI m
15 4150 kargarkab;sMGatéRBsgxagpøÚv Km

viFIsaRsþkarEfTaMRbcaM
l>r elxkUd kargartamelxkUd karRbtibtiþ nig viFIsaRsþkarEfTaM
1 1100 kargarCYsCullubsMbukman;edayeRbIekAsU‘G‘ut/ COLD MIXED 1- erobcMbBa¢ÚnkMlaMg Blkmμ sMPar³ nig eRKOgcRk sMrab;eFVIkarEfTaM
-karCYsCulTUeTA 2- erobcMEpñkcracredIm,IsuvtþiPaB nig sMrYldl;cracr[manPaBFmμta/ kMueGaysÞH
-karlubsMbukman; 3- kMNt;tMbn;sMrab;eFVIkarEfTaMCYsCuleGay)anc,as;las;edayeRbIKMnUsdIs/ kMe)ar fñaMlab CaedIm
-CYsCul nig bMeBjsñameRbH 4- ykecjnUvsMram sMPar³ minRtUvkar BIsñameRbH RKluk EdlkMNt;faCa sMbukman;sMrab;karEfTaMCYsCul
5- kat;tMbn;xUcxat[manragRTEvg b¤ CactuekaNEkgedayrkSaRCug xagTaMgGs;[Rtg;rYcsMGatyk
ecjnUvsMPar³minRtUvkarBIsMbukman; rYcbgðab;edayeCIgdMrI
6- RtUvlab rW )aj; Tack Coat enARKb;RCugTaMgGs; nig )at / ebIcaM)ac;
7- erobcMcak; Cold Mixed rYceFIVkarbgðab;eGayRsbtambTdæanbec©keTsEfTaM
8- sMPar³ fμ Mixed nig ekAsU‘ RtUvRsbtamtMrUvkarEdlcg;)antambTdæan
9- sMGatkEnøgEdleTIbCYsCulrYcykcak;ecalenAsMramsMPar³epSg²sMnl;BIkargarCYsCuleGayRsbtam
c,ab;Rsuk nig RbeTs .
10- RbmUlykvij]bkrN_RtYtBinitücracr rYcsMGat/ bIcaM)ac;
2 1130 kargarCYsCullubsMbukman;edaykMeTcfμcMruH nig eRsacekAsU‘ SBST 1- erobcMbBa¢ÚnkMlaMg Blkmμ sMPar³ nig eRKOgcRk sMrab;eFVIkarEfTaM
-karCYsCulTUeTA 2- erobcMEpñkcracredIm,I suvtþiPaB nig sMrYldl;cracr[manPaBFmμta/ kMueGaysÞH
-karlubsMbukman; 3- kMNt;tMbn;sMrab;eFVIkarEfTaMCYsCuleGay)anc,as;las;edayeRbIKMnUsdIs/ kMe)a fñaMlab CaedIm
-CYsCul nig bMeBjsñameRbH 4- ykecjnUvsMram sMPar³ minRtUvkar BIsñameRbH RKluk EdlkMNt;faCa sMbukman;sMrab;karEfTaMCYsCul
5- kat;tMbn;xUcxat[manragRTEvg b¤ CactuekaNEkgedayrkSaRCug xagTaMgGs;[Rtg;rYcsMGatyk
7- erobcMcak;kMeTcfμ Mixed 30, Agg.12 mm nig eRsacekAsU‘ (SBST)rYceFIVkarbgðab;eGay
RsbtambTdæanbec©keTsEfTaM
8- kMeTcfμ nig ekAsU‘ SBST RtUvRsbtamtMrUvkarEdlcg;)antambTdæan
9- sMGatkEnøgEdleTIbCYsCulrYcykcak;ecalenA sMramsMPar³epSg²sMnl;BIkargarCYsCuleGayRsbtam
c,ab;Rsuk nig RbeTs
10- RbmUlykvij]bkrN_RtYtBinitücracr rYcsMGat ebIcaM)ac; .
3 1160 kargarCYsCultYpøÚvedaykMeTcfμcMruH nig eRsacekAsU‘ DBST 1- erobcMbBa¢ÚnkMlaMg Blkmμ sMPar³ nig eRKOgcRk sMrab;eFVIkarEfTaM
-karCYsCulTUeTA 2- erobcMEpñkcracredIm,I suvtþiPaB nig sMrYldl;cracr[manPaBFmμta/ kMueGaysÞH
-CYsCul nig bMeBjsñameRbH 3- kMNt;tMbn;sMrab;eFVIkarEfTaMCYsCuleGay)anc,as;las;edayeRbIKMnUsdIs/ kMe)a fñaMlab CaedIm
-épÞRKbdNþb; 4- ykecjnUvsMram sMPar³ minRtUvkar BIsñameRbH RKluk EdlkMNt;faCa sMbukman;sMrab;karEfTaMCYsCul
-kMralRsTab;esþIg 5- kat;tMbn;xUcxat[manragRTEvg b¤ CactuekaNEkgedayrkSaRCug xagTaMgGs;[Rtg;rYcsMGatyk
7- erobcMcak;kMeTcfμ Mixed 30, Agg.19 mm, 12 mm nig eRsacekAsU‘ (DBST)
rYceFIVkarbgðab;eGayRsbtambTdæanbec©keTsEfTaM
8- kMeTcfμ nig ekAsU‘ DBST RtUvRsbtamtMrUvkarEdlcg;)antambTdæan
9- sMGatkEnøgEdleTIbCYsCul rYcykcak;ecal sMram sMPar³epSg²sMnl;BIkargareGayRsbtam
c,ab; Rsuk nig RbeTs
4 1170 kargarCYsCultYpøÚvedaymakadameRsacekAs‘U 1- erobcMbBa¢ÚnkMlaMg Blkmμ sMPar³ nig eRKOgcRk sMrab;eFVIkarEfTaM
-karCYsCulTUeTA 2- erobcMEpñkcracredIm,IsuvtþiPaB nig sMrYldl;cracr[manPaBFmμta/ kMueGaysÞH
-CYsCul nig bMeBjsñameRbH 3- kMNt;tMbn;sMrab;eFVIkarEfTaMCYsCuleGay)anc,as;las;edayeRbIKMnUsdIs/ kMe)a fñaMlab CaedIm
-épÞRKbdNþb; 4- ykecjnUvsMram sMPar³ minRtUvkar BIsñameRbH nig tMbn; sMrab;karEfTaMCYsCul
-kMralRsTab;esþIg 5- kat;tMbn;xUcxat[manragRTEvg b¤ CactuekaNEkgedayrkSaRCug xagTaMgGs;[Rtg;rYcsMGatyk

7- erobcMcak;makkadameRsacekAsU‘ rYceFIVkarbgðab;eGayRsbtambTdæanbec©keTsEfTaM
8- sMPar³makkadam nig ekAsU‘ RtUvRsbtamtMrUvkarEdlcg;)antambTdæan
9- sMGatkEnøgEdleTIbCYsCul rYcykcak;ecal sMram sMPar³epSg²sMnl;BIkargareGayRsbtam
c,ab; Rsuk nig RbeTs
5 1190 kargarCYsCulRsTab;RKwH Sub base edayEfmRKYsRkhm 1- erobcMbBa¢ÚnkMlaMg Blkmμ sMPar³ nig eRKOgcRk sMrab;eFVIkarEfTaM
-karekor 2- erobcMEpñkcracredIm,IsuvtþiPaB nig sMrYldl;cracr[manPaBFmμta/ kMueGaysÞH rYmmanpøÚvecjcUl
-karekorrageT,IgvijedayeRbIBlkmμCamUldaæn sMrab;rfynþdwkdIcak;bMeBjpgEdr
-karekorBRgab 3- kMNt;tMbn;sMrab;eFVIkarEfTaMCYsCuleGay)anc,as;las;
-karb:H 4- ykecjnUvsMram sMPar³ duMfμ Kl;eQI éRB rukçCati minRtUvkar BItMbn;EdlRtUveFVIkarCYsCul
-karRkalRKYseT,Igvij 5- ykecj nig tMelIug nUvpøaksBaaØepSg² / ebIcaM)ac;
6- ekosMrYl kat; QYsqay eGayrabesIμtamkMritkMBs;fñl;cas; RBmTaMgeRsacTwk nig bgðab;
munbEnßmRKYsRkhm
7- EfmRKYsRkhmtam TItaMg nig brimaNkMnt; rYcekorsMrYl eRsacTwk kinbgðab;Rsbtam
bTdæanbec©keTsEfTaM. RKYsRkhmRtUvRsbtamtMrUvkarcg;)an .
8- kargarRbtibtþiepSg²eTot RtUvBieRKaHCamunCamYymRnþI emkar TTYlbnÞúkkarEfTaM
9- sMGatkEnøgEdleTIbCYsCul rYcykcak;ecalnUvsMPar³minRtUvkarman sMram sMPar³epSg²Edl
CasMnl;BIkargarCYsCuleGayRsbtamc,ab; Rsuk nig RbeTs
6 1200 kargarekorsMrYlcieB©aImfñl;edayEfmRKYsRkhm 1- erobcMbBa¢ÚnkMlaMg Blkmμ sMPar³ nig eRKOgcRk sMrab;eFVIkarEfTaM
-karekor 2- erobcMEpñkcracredIm,IsuvtþiPaB nig sMrYldl;cracr[manPaBFmμta/ kMueGaysÞH
-karekorrageT,IgvijedayeRbIBlkmμCamUldaæn rYmmanpøÚvecjcUlsMrab;rfynþdwkdIpgEdr
-karekorBRgab 3- kMNt;tMbn; RbEvgcieBa©Im sMrab;eFVIkarEfTaMCYsCul ekosMrYl eGay)anc,as;las;
-karb:H 4- ykecjnUvsMram sMPar³ duMfμ Kl;eQI éRB rukçCati minRtUvkar EdlenAelIceBa©Imsgxag bnÞab;BIpøMúelItYpøÚv
6- ekosMrYl kat; QYsqay cieBa©ImpøÚveGayrabesIμedayrkSaenACMerl nig tMN rvag tYfñl; nig cieBa©Im
RBmTaMgeRsacTwk nig bgðab;
munbEnßmRKYsRkhm
7- EfmRKYsRkhmtambrimaNkMnt; rYcekorsMrYl eRsacTwk kinbgðab;RsbtambTdæanbec©keTsEfTaM .
RKYsRkhmRtUvRsbtamtMrUvkarcg;)an .
9- sMGatkEnøgEdleTIbCYsCul rYcykcak;ecalnUvsMPar³minRtUvkar rYmman sMram sMPar³epSg²
CasMnl;BIkargareGayRsbtamc,ab; tMbn; nig RbeTs
7 1250 kagarP©Ür ekorkinsMrYlenAelItYfñl;cas; 1- erobcMbBa¢ÚnkMlaMg Blkmμ sMPar³ nig eRKOgcRk sMrab;eFVIkarEfTaM
-karekor 2- erobcMEpñkcracredIm,I suvtþiPaB nig sMrYldl;cracr[manPaBFmμta/ kMueGaysÞH
-karekorrageT,IgvijedayeRbIBlkmμCamUldaæn rYmmanpøÚvecjcUlsMrab;rfynþdwkdIpgEdr
-karekorBRgab 3- kMNt;tMbn;sMrab;eFVIkarEfTaMCYsCul sMrab; P¢Ür ekosMrYl eGay)anc,as;las;
-karb:H 4- ykecjnUvsMram sMPar³ duMfμ Kl;eQI éRB rukçCati minRtUvkar BItMbn;EdlRtUvekorsMrYl
5- ykecj nig tMelIug nUvpøaksBaaØepSg² / ebIcaM)ac;
6- ekosMrYl kat; QYsqay tYpøÚveGayrabesIμtamkMritkMBs;fñl;cas; RBmTaMgeRsacTwk nig bgðab;
8- sMGatkEnøgEdleTIbCYsCul rYcykcak;ecalnUvsMPar³minRtUvkar rYmman sMram sMPar³epSg²
CasMnl;BIkargareGayRsbtamc,ab; Rsuk nig RbeTs
8 1260 kargarekor nig kinbgðab;enAelItYfñl;edayEfmRKYsRkhm 1- erobcMbBa¢ÚnkMlaMg Blkmμ sMPar³ nig eRKOgcRk sMrab;eFVIkarEfTaM
-karekor 2- erobcMEpñkcracredIm,IsuvtþiPaB sMrYldl;cracr[manPaBFmμta/ kMueGaysÞH rYmTaMgpøÚvecj-
-karekorrageT,IgvijedayeRbIBlkmμCamUldaæn cUlsMrab;rfynþdwkdIRKYsRkhm sMrab;bMeBjpgEdr
-karekorBRgab 3- kMNt;tMbn;sMrab;eFVIkarEfTaMCYsCul ekosMrYl eGay)anc,as;las;

-karb:H 4- ykecjnUvsMram sMPar³ duMfμ Kl;eQI éRB rukçCati minRtUvkar BItMbn;EdlRtUvekorsMrYl
6- ekosMrYl kat; QYsqay tYpøÚveGayrabesIμedayrkSaenACMerlRBmTaMgeRsacTwk nig bgðab;
munbEnßmRKYsRkhm
7- EfmRKYsRkhmtambrimaNkMnt; rYcekorsMrYl eRsacTwk kinbgðab;RsbtambTdæanbec©keTsEfTaM .
RKYsRkhmRtUvRsbtamtMrUvkarcg;)an .
9- sMGatkEnøgEdleTIbCYsCul rYccak;ecalnUvsMPar³minRtUvkar rYmman sMram sMPar³epSg²
9 3100 karsMGatlU 1- erobcMbBa¢ÚnkMlaMg Blkmμ sMPar³ nig ]bkrN’ sMrab;eFVIkarEfTaM sMGat
-CMrH nig e)assMGat 2- erobcMEpñkcracredIm,IsuvtþiPaB/ ebIcaM)ac;
-CYsCulkarhUreRcaH 3- kMNt;TItaMg cMnYnlUeGay)anc,as;las;sMrab;karsMGat
-CYsCulkEnøgeRbH 4- sMGatvtßúraraMgEdlKrCab;enACitRbB½n§lU edayFanaeGaymankarhUrnUvmuxTwkecj-cUl nig
RtUvkayykkMNkxSac; dIl,b; kñúglU
5- ebImansñameRbH/ sMGatsñameRbHTaMgGs;edayeRbIRcas; nig Twk rW bMBg;xül;pøMú.
yk)ayGrcas;ecjBIkEnøgEbk)ak;Rtg;muxtMNehIysMGatmuxtMNenaH .
6- RtUvcak;TwkepSImenAkEnøgrebIk muneBlbUk)ayGr yk)ayGrbMeBjsñameRbH
ebok)ayGreGayesμIreRkayBIsñameRbHRtUv)anbMeBjehIyenaH
7- RtUvRbmUl e)as sMGateGays¥atkEnøgEdleTIbCYsCul
10 3110 kargarsMGatRbT,ayTwksgxagfñl; 1- erobcMbBa¢ÚnkMlaMg Blkmμ sMPar³ ]bkrN_ nig eRKOgcRk sMrab;eFVIkarEfTaM
-CMrH nig e)assMGat 2- erobcMEpñkcracredIm,IsMrYldl;cracr[manPaBFmμta nig suvtþiPaB
-eFIVrageT,Igvij tMrg;TisedARbT,ayeT,Igvij 3- kMNt;tMbn;sMrab;eFVIkarEfTaMsMGatenARbT,ayTwksgxagpøÚv eGay)anc,as;las;
-CYsCulRTnab;RbT,ay 4- ykecjnUvsMram sMPar³ duMfμ Kl;eQI edImeQI rlM EmkeQI BMunUkdI dIxSac; rukçCati rW RbmUlykdI

-pþl;nigCYsCuleRKOgkarBarkMlaMgTwk rukçCatix<s;² BIRbT,ayEdlGacnaMeGaymankarrMxandl;TwkhUr rW CayfaehtubNaþleGaysÞHcrnþTWk
5- kat;esμAeGayesμIkMBs;dI nig ykkMeTckMTI rW vtßúraraMgecj / karkat;esμAminRtUveFIVenAeBlesμAesImeT
11 3120 kargarsMGatlUkñúgRkug 1- erobcMbBa¢ÚnkMlaMg Blkmμ sMPar³ nig ]bkrN’ sMrab;eFVIkarEfTaM sMGat
-CMrH nig e)assMGat 2- erobcMEpñkcracredIm,IsuvtþiPaB/ ebIcaM)ac;
-CYsCulkarhUreRcaH 3- kMNt;TItaMg cMnYnlUeGay)anc,as;las;sMrab;karsMGat
-CYsCulkEnøgeRbH 4- sMGatvtßúraraMgEdlKrCab;enACitRbB½n§lUedayFanamuxTWkhUr nig RtUvkayykkMNkxSac; dIl,b; kñúglU
-karbUmkayykdIl,b;ecjkMu[sÞH 5- ebImansñameRbH/ sMGatsñameRbHTaMgGs;edayeRbIRcas; nig Twk rW bMBg;xül;pøMú.
yk)ayGrcas;ecjBIkEnøgEbk)ak;Rtg;muxtMNehIysMGatmuxtMNenaH
6- RtUvcak;TwkepSImenAkEnøgrebIk muneBlbUk)ayGr yk)ayGrbMeBjsñameRbH
ebok)ayGreGayesμIreRkayBIsñameRbHRtUv)anbMeBjehIyenaH
12 3200 kargarsMGat nig EfTaMs<anebtug 1- erobcMbBa¢ÚnkMlaMg Blkmμ sMPar³ ]bkrN_ nig eRKOgcRk sMrab;eFVIkarEfTaM
-karsMGat ¼ karCMrH 2- erobcMEpñkcracredIm,IsMrYldl;cracr[manPaBFmμta nig suvtþiPaBeBlRbtibtþikargar
-bMeBjtammuxtMNr 3- kMNt;tMbn;sMrab;eFVIkarEfTaMsMGatenAelIs<anebtug eGay)anc,as;las;
-EfTaM sMGat CYsCul lab pøaksBaØa 4- eFIVkare)askMraltYs<an/ bnÞHRkals<an rn§bgðÚrTwkecjBItYs<an sMGatmuxtMN
cenøaHFñwmnigCBa¢aMgRTtYs<an ehIynwgenACuMvijRTg;RTayFñwm rW TMr ehIynigkEnøgedIreGays¥atnUvdIrt;ray
FUlI kMeTcfμ sMram ehIyRbmUlykecj
5- eFIVkarCYsCuleT,IgvijenAsñameRbHTaMgT,ayEdlRbTHeXIjedayykecjsMram kMeTckMTI FUlIdI
nigpøMúsMGatmuneFIVkarb:H P¢it CYsCul

13 3250 kargarsMGat nig EfTaMs<anebeT,t_kMralEdk 1- erobcMbBa¢ÚnkMlaMg Blkmμ sMPar³ ]bkrN_ nig eRKOgcRk sMrab;eFVIkarEfTaM
-karsMGat ¼ karCMrH 2- erobcMEpñkcracredIm,IsMrYldl;cracr[manPaBFmμta nig suvtþiPaBeBlRbtibtiþkargar
-rwtbnþwgb‘UT,úg/ ex©A EdkkMral 3- kMNt;tMbn;sMrab;eFVIkarEfTaMsMGatenAelIs<anebeT,t_ eGay)anc,as;las;
-sMGatépÞkMral nig rnæbgðÚrTwk 4- eFIVkare)askMraltYs<an/ bnÞHRkals<an rn§bgðÚrTwkecjBItYs<an sMGatmuxtMN
-sMGatmþúMKl;Fñwm nwg ykecjsMramkMTickMTIEdlRbTHeXIj cenøaHFñwmnigCBa¢aMgRTtYs<an ehIynwgenACuMvijRTg;RTayFñwm rW TMr ehIynigkEnøgedIreGays¥atnUvdIrt;ray
-karlabfñaM/ EfTaMpøaksBaØa FUlI kMeTcfμ sMram ehIyRbmUlykecj
-CYsCulr)aMg ehIy nig lkçN³BiessedIm,IsuvtþiPaB 5- RtUvRbmUl e)as sMGateGays¥atkEnøgEdleTIbCYsCul
14 3260 kargarsMGat nig EfTaMs<anebeT,t_ nig s<ankMraleQI 1- erobcMbBa¢ÚnkMlaMg Blkmμ sMPar³ ]bkrN_ nig eRKOgcRk sMrab;eFVIkarEfTaM
-karsMGat ¼ karCMrH 2- erobcMEpñkcracredIm,IsMrYldl;cracr[manPaBFmμta nig suvtþiPaBeBlRbtibtiþkargar
-kic©karBareQI 3- kMNt;tMbn;sMrab;eFVIkarEfTaMsMGatenAelIs<anebeT,t_ eGay)anc,as;las;
-rwtbnþwgb‘UT,úg/ ex©A EdkkMral 4- eFIVkare)askMraltYs<an/ bnÞHRkals<an rn§bgðÚrTwkecjBItYs<an sMGatmuxtMN
-sMGatépÞkMral nig rnæbgðÚrTwk cenøaHFñwmnigCBa¢aMgRTtYs<an ehIynwgenACuMvijRTg;RTayFñwm rW TMr ehIynigkEnøgedIreGays¥atnUvdIrt;ray
-sMGatmþúMKl;Fñwm nwg ykecjsMramkMTickMTIEdlRbTHeXIj FUlI kMeTcfμ sMram ehIyRbmUlykecj RBmTaMgRtYtBinitükeNþór rW Rsemac
-CYsCulbnÞHkþarEdlxUcxat 5- RtUvRbmUl e)as sMGateGays¥atkEnøgEdleTIbCYsCul
-karlabfñaM/ EfTaMpøaksBaØa 6- RbmUlykvij]bkrN_RtYtBinitücracr rYcsMGat ebIcaM)ac; .
-CYsCulr)aMg ehIy nig lkçN³BiessedIm,IsuvtþiPaB
15 4150 kargarsMGatéRBsgxagpøÚv 1- erobcMbBa¢ÚnkMlaMg Blkmμ sMPar³ ]bkrN_ nig eRKOgcRk sMrab;eFVIkarEfTaM
-cieBa©Imfñl; 2- erobcMEpñkcracredIm,IsMrYldl;cracr[manPaBFmμta nig suvtþiPaB
-RbmUlykecjnUvGVIEdlCakarraMgsÞH 3- kMNt;tMbn;sMrab;eFVIkarEfTaMsMGatenAtMbn;sgxagpøÚv eGay)anc,as;las;
-RtYtBinitürukçCati 4- ykecjnUvsMram sMPar³ duMfμ Kl;eQI edImeQI rlM EmkeQI BMunukdI dIxSac; rukçCati rW
-eCIgeTrpøÚv sMPar³epSg²EdlebIugtamxül; yanynþEdle)aHbg;ecal minRtUvkar BItMbn;EdlRtUvEfTaM
-RtYtBinitürukçCati 5- kat;esμAeGayesμIkMBs;dI nig ykkMeTckMTI rW vtßúraraMgecj / karkat;esμAminRtUveFIVenAeBlesμAesImeT
6- RtUvkat;esμAenAelIcieB©aImfñl;TaMgGs; cenøaHkMralfñl;eTAdl;EKmePøaHTaMgsgxag nig eCIgeTr


6-2 Éksareyag
- bTdæan énKMerag):an;tMélEpñksMNg; qñaM 1986
- viFIsaRsþKitKUrbTdæansMParHbec©keTs qñaM 1986
- kMritkMNt;sMParHsMNg;CamUldæan rbs;RbeTsevotNam qñaM 2003
(Dinh Muc Vat Tu Xay Dung Co Ban)
- kMritkMNt;KitKUrbec©keTssMNg;CamUldæan rbs;RbeTsevotNam qñaM 2003

(Dinh Muc Du Toan Trong Xay Dung Co Ban)
- ÉksarmkBIRbeTsepSg² dUcCa ³ )araMg/ rusSIú/ GURsþalI/Cbu:n .l.

- bTBiesaFn¾Cak;Esþgrbs;RkumGñbec©keTsrbs;RksYgsaFarNkar nigdwkCBa¢Ún

6-3 bBa¢IeQμaHRkumkargarerobcMbTdæanbec©keTs
smasPaB ³
1- Ék]tþm lwm sIuednIn GnurdæelxaFikar CaRbFan
2- elak vgS Bisidæ GKÁnaykrgsaFarNkar smaCik
3- elak yit b‘uNÑa naykmCÄmNÐlRsavRCavbec©keTs smaCikGcié®nþy_
4- elak PI lIda naykrgmCÄmNÐleRKOgcRkFM² smaCik
5- elak RBMu cn½ÞsuvNÑrI naykrgmCÄmNÐleRKOgcRkFM² smaCik
6- elak s‘un b:UlIn naykariyal½yEpnkarbec©keTspøÚvfñl; smaCik
7- elak b‘Í)an vILa nayrgkariyal½yEpnkarbec©keTspøÚvfñl; smaCik
8- elak eLg sug nayrgkariyal½yEpnkarbec©keTspøÚvfñl; smaCik
9- elak sMrg; DINam:U Gnu>kari>Epnkar énmCÄ>RsavRCavbec©keTs smaCik
10-elak Giut s‘agsupl Gnu>kari>Epnkar énmCÄ>RsavRCavbec©keTs smaCik
11- elak ecA suP³Pi)al m®nþIbec©keTsCan;x<s; smaCik
============

RBHraCaNacRkkm<úCa
RksYgsaFarNkar nig dwkCBa¢nÚ
KINGDOM OF CAMBODIA
Ministry of Public Works and Transport
bTdæan
sikSaKMeragfñl;
ROAD DESIGN
STANDARD
PART 3 - DRAINAGE
CAM PW.03.103.99
1999
CAM PW 03-102-99 CAMBODIAN STANDARD
ROAD DESIGN PART 3 - DRAINAGE
BLANK
July 1999 MINISTRY OF PUBLIC WORKS AND TRANSPORT

CAMBODIAN STANDARD CAM PW 03-101-99
ROAD DESIGN PART 3 – DRAINAGE
FOREWORD
The Cambodia Road Design Standard is intended to be used

for the design of all new roads in the Kingdom of Cambodia.
The Cambodian Road Design Standard consists of the
following complementary documents which shall be
considered together:
- CAM PW.03.101.99 Road Design Standard – Part 1 -

Geom etry;

Pavement;

Drainage;
For the purpose of regulating and interpreting the provisions of

this Standard, the AUTHORITY shall be the Cambodian
Ministry of Public Works and Transport.
MINISTRY OF PUBLIC WORKS AND TRANSPORT July 1999 Page 1 of 53

HYDROLOGY ROAD DESIGN PART 3 - DRAINAGE
This document has been

produced for the Kingdom of
Cambodia as a joint Australia –
Cambodia project sponsored by
the Australian Agency for
International Development
(AusAID).
Valuable assistance and

operational advice was
provided by the staff of the
Cambodian Ministry of Public
Works and Transport (MPWT)
Technical research and

specialist input was provided
by the Australian consulting
firms of McMillan Britton & Kell
Pty Limited and Willing &
Partners Pty Ltd.
Reproduction of extracts from this publication may be made

subject to due acknowledgement of the source.
Although this publication is believed to be correct at the time of

printing, neither the MPWT nor AusAID accept responsibility for
any consequences arising from the use of the information
contained in it. People using the information should apply, and
rely upon, their own skill and judgement to the particular issue
which they are considering.
Page 2 of 53 July 1999 MINISTRY OF PUBLIC WORKS AND TRANSPORT

ROAD DESIGN PART 3 – DRAINAGE
TABLE OF CONTENTS
3.1 INTRODUCTION 5
3.1.1 General ..................................................................................................... 5
3.1.2 Approach and Philosophy ......................................................................... 5
3.2 HYDROLOGY 5
3.2.1 General ..................................................................................................... 5
3.2.2 Rational Method ...................................................................................... 6
3.2.3 Regional Flood Frequency Analysis ........................................................ 9
3.3 DESIGN FLOOD STANDARDS 10

3.3.1 Introduction............................................................................................. 10
3.3.2 Design Floods ......................................................................................... 10
3.3.2.1 General ......................................................................................... 10
3.3.2.2 Level of Serviceability to Traffic ..................................................... 11
Design Standard 12
3.3.2.3 Environmental Impact .................................................................... 12
3.4 HYDRAULIC DESIGN 13

3.4.1 Introduction............................................................................................. 13
3.4.2 Design Considerations ........................................................................... 13
3.4.2.1 Headwater .................................................................................... 13
3.4.2.2 Culvert in Plan............................................................................... 14
3.4.2.3 Vertical Profile............................................................................... 15
3.4.2.4 Multiple Cells ................................................................................ 16
3.4.2.5 Increasing Capacity of Culverts...................................................... 16
3.4.2.6 Culverts in Flat Terrain................................................................... 17
3.4.2.7 Siltation......................................................................................... 18
3.4.2.8 Site Investigation............................................................................ 18
3.4.2.9 Safety............................................................................................ 19
(a) Traffic safety...................................................................... 19
(b) Child safety........................................................................ 19
3.4.3 Hydraulics ............................................................................................... 19
3.4.3.1 General ......................................................................................... 19
3.4.3.2 Control at Inlet .............................................................................. 20
3.4.3.3 Control at Outlet............................................................................ 21
3.4.3.3.1 Determination of energy head (H)....................................... 22
3.4.3.3.2 Determination of Headwater Depth .................................... 24
3.4.3.3.3 Determination of h0 ............................................................ 24

3.4.4 Design Procedure.................................................................................... 26

3.4.5 Culvert End Treatment...........................................................................30
3.4.5.1 Introduction...................................................................................30
3.4.5.2 Typical End Treatments..................................................................31
3.4.5.3 Scour at Inlets................................................................................ 31
3.4.5.4 Scour at Outlets .............................................................................31
3.4.5.5 Scour Protection............................................................................ 32
3.5 CHARTS AND NOMOGRAPHS 34

ROAD DESIGN PART 3 – DRAINAGE HYDROLOGY
3.1 INTRODUCTION
3.1.1 General
This document provides guidance on the selection of the design floods required for the
various aspects of the design of waterway structures and the hydraulic design of
culverts.
The hydraulic design of waterway structures is of considerable economic importance, as

these structures can comprise up to 30 % of total road construction costs. The selection
of the appropriate design flood and good practice in the design of these structures
determines the initial cost, ongoing maintenance costs, the provision of the desired level
of serviceability to traffic and the safety of road users.
3.1.2 Approach and Philosophy

This document incorporates guideline and recommended design values for the estimation
of design floods and the design of culverts. Prescriptive limiting values are not provided
so designers may use different design criteria based on project specific investigation or
additional information not available when this document was drafted. Where
circumstances warrant designers have the liberty, and perhaps the duty to use other
procedures and data not provided in this standard. Where they are based on observed
data the use of new or improved procedures is encouraged, especially where these are
more appropriate than the methods described in this standard.
It is expected that designers of small projects where extensive investigation cannot be

justified will employ the guideline and recommended design values provided.
3.2 HYDROLOGY
3.2.1 General
Users of this standard should be aware of the difference between design floods and
floods resulting from actual rains. A design flood is a probabilistic or statistical estimate,
being generally based on some form of probability analysis of flood or rainfall data. An
average recurrence interval or exceedance probability is attributed to the estimate. If a
design rainfall is used in the estimation of a flood it is not intended to imply that if a
rainfall of that amount occurred vat a given time, the estimated flood would result.
Occurrence of the rainfall when the catchment was wet might result in a very large flood
of magnitude greater than the design estimate, while the occurrence of the rainfall when
the catchment was dry might result in relatively littler, or even no runoff.

The approach to estimating an actual flood from a particular rainfall is quite different in
concept and is of a deterministic nature. All causes and effects require consideration.
Due to the lack of rainfall and other climatic data little rainfall intensity data is available
and thus only limited rainfall intensity duration and frequency design values are provided.
Considerable investigation and analysis is needed to provide rainfall design values for the
majority of the country for which design values has not been provided.
3.2.2 Rational Method

The “Rational Equation Method” is used for calculation of the maximum water
discharge for a specific run off area, formula follows;
Q = 0 .278 C I A ...............................................(3-1)
Where:
Q = flow in cubic meters per second (m3 / sec )
C = run off coefficient, expressing the fraction of the rainfall that is assumed to
become direct runoff.
I = intensity of rainfall in mm/hour, for the duration corresponding to the time
of concentration (Tc ) of each catchment area. See formula (3-2) below.
A = the drainage catchment area in km2
Tc = the time of concentration is the time period ( duration ) required for the
rain water to reach the outlet from the most remote point of the area.
The formula used is:
Tc = (0 .87 L3 / H )0 .385 ............................................(3-2)
Where: L = the length of the catchment area in Km

H = the corresponding level difference in metres
Notes:
1) The Rational Formula is based on the theory that the runoff rate is linearly related to
rainfall intensity. This means that the runoff rate would become constant if a uniform
rain of a constant intensity falls on an impervious specific area. The actual runoff, which
varies over the area, is however far more complex than the formula indicates.
2) Since the error of runoff estimate increases with increasing size of the drainage area ,
the Rational Formula is normally limited to an area size of about 25 km2 (2500 ha ).
3) For larger areas the formula should be used with care and the catchment split into
small areas with uniform runoff coefficient rates. Other empirical, graphical or statistical
formulas should be considered where catchment areas exceed 25 km2.
4) Rainfall intensity, duration and frequency values for some centres are provided in
Appendix 1. Typical values of runoff coefficients for use in either rural or urban areas are
shown in Tables 3.2.1 and 3.2.2. The latter should be used carefully to provide
indicative values only.

Table 3.2.1 Typical C Coefficients Urban Areas

Description of Area Runoff Coefficients
Business
Downtown areas 0.70 - 0.95
Neighbourhood areas 0.50 - 0.70
Residential
Single family areas 0.60 - 0.50
Multiunit, detached 0.40 - 0.60
Multi-unit , attached 0.60 - 0.75
Residential ( suburban ) 0.25 - 0.40
Apartment dwelling areas 0.50 - 0.70
Industrial
Light areas 0.50 - 0.80
Heavy areas 0.60 - 0.90
Parks, cemeteries 0.10 – 0.25
Playgrounds 0.20 – 0.35
Railroad yard areas 0.20 – 0.40
Unimproved areas 0.10 – 0.30
Streets
Asphaltic 0.70 – 0.95
Concrete 0.80 – 0.95
Brick 0.70 – 0.85
Drives and walks 0.75 – 0.85
Roofs 0.75 – 0.95
Lawns; sandy soil
Flat, 2 % 0.05 – 0.10
Average 2-7 % 0.10 – 0.15
Steep 7 % 0.15 – 0.20
Lawns; heavy soil
Flat, 2 % 0.13 – 0.17
Average 2-7 % 0.18 – 0.22
Steep 7 % 0.25 – 0.35

Table 3.2.2: Typical C Coefficients Rural Areas

Watershed Characteristics
A B C D
Relief Soil Infiltration Vegetation Cover Surface Storage
0.40 0.20 0.20 0.20
Steep rugged No effective soil No effective plant Negligible surface

terrain; average cover. Either rock or cover. Bare or very depression.
slopes greater than thin soil mantle. sparse soil cover Drainage paths with
30 % Negligible infiltration steep banks and
capacity small storage
capacity. No ponds
or marshes.
0.30 0.15 0.15 0.15
Hilly with average Slow to take up Poor to fair; clean Low well defined
slopes of 10 % to water, clay, or other cultivated crops or system of small
30 % soil of low infiltration poor natural cover ; drainage paths, no
capacity. less than 10 % of ponds or marshes
area under good
cover
0.20 0.10 0.10 0.10
Rolling with average Normal , deep loam Fair to good. About Normal.
slopes of 5 % to 50 % cover in good Considerable
10 % grassland, woodland surface depression.
or equivalent cover Storage typical of
prairie lands. Lakes,
ponds, and marshes
less than 20 % of
area
0.10 0.05 0.05 0.05
Relatively flat land High, deep sand or Good to excellent; High surface
average slopes 0 % other soil that takes about 50 % of area depression storage
to 5 % up water readily and in good grassland; capacity high.
rapidly woodland or Drainage system not
equivalent cover sharply defined,
large flood plain
storage; large
number of ponds
and marshes
Note:
Runoff coefficient is equal to sum of coefficients from the appropriate block in Rows
A,.B,.C and D.
These runoff coefficients shall be proportioned to the percentage of area covered.
Example : A watershed consists of 20 ha of light industrial areas, 30 ha of apartment
dwelling areas , and 15 ha of residential single family areas. Total Area = 65 ha
Area Type Percent Of Total Coefficient

20 ha Light industrial 20/65 = 0.31 0.65
30 ha Apartment dwelling 30/65 = 0.46 0.60
15 ha Residential single family 15/65 = 0.23 0.40

3.2.3 Regional Flood Frequency Analysis

Regional flood analysis is a commonly used procedure to develop flood estimates for
catchments where little or no flood data exists. It is also a useful procedure providing an
independent assessment of design floods that are computed by other methods.
The regional flood frequency curves have their most useful applications in estimating the
flood potential of an ungauged catchment. Regional flood frequency curves show the
ratio of floods for a given return period relative to the mean annual flood (Qm). It is
therefore necessary to make an estimate of the mean annual flood (Qm) for the
ungauged catchment. The mean annual flood (Qm ) is dependent upon many variables,
the most important and commonly available being the drainage area. The mean annual
flood (Q m) for a particular catchment is determined graphically by plotting mean annual
floods against respective drainage areas of all gauged stations in the region on
logarithmic paper. The flood of any given frequency for the ungauged area is then
obtained by determining the corresponding flood ratio from the regional frequency curve
for the region of which the ungauged basin is a part and multiplying it by the estimated
mean annual flood of the ungauged basin.

DESIGN FLOOD STANDARDS ROAD DESIGN PART 3 - DRAINAGE
3.3 DESIGN FLOOD STANDARDS
3.3.1 Introduction
The probability terms used in this Guide are the same as those adopted in Australian
Rainfall and Runoff (Institution of' Engineers, Australia, 1987). They are "average
recurrence interval" and "annual exceedance probability". The definitions of these two
terms are as follows:
Average recurrence interval (ARI) is the average or expected value of the period
between exceedances of a given discharge
Annual exceedance probability (AEP) is the probability of exceedance of a given

discharge within a period of one year.
The word "average" is the key part of the definition of recurrence interval. This is
because hydrological events are generally random occurrences and it cannot be inferred
that a flood of a particular ARI will be exceeded at regular intervals. It is important that
design engineers understand that the periods between exceedances are generally
random, and that they convey and explain this to those who make decisions on the basis
of their investigations and designs, and to members of the public who are affected by
them.
Average recurrence interval is usually expressed as the reciprocal of the annual

exceedance probability. The following examples are provided to explain the relationship
between average recurrence interval (ARI) and annual exceedance probability(AEP).
The probability that the 100 year ARI peak flow will be equaled or exceeded in any one
year is 0.01 or 1 % and the probability that the 50 year ARI peak flow will be equaled
or exceeded in any one year is 0.02 or 2 %.
3.3.2 Design Floods

3.3.2.1 General
In designing stream crossings and associated waterway structures, there are several
aspects of the design that may require the use of design floods with different average
recurrence intervals. These various aspects of design are as follows:
• Overall design of the total waterway of a stream crossing, including

protection works to bridge abutments, culvert inlets and outlets, and
floodways.
• Level of serviceability to be provided to traffic.
• Serviceability limit state for the bridge structure.

ROAD DESIGN PART 3 – DRAINAGE DESIGN FLOOD STANDARDS
• Ultimate limit state for structural strength and stability of the bridge
structure.
• Environmental impact of the waterway structure on the stream and its
environs.
Due to the wide variation in conditions throughout Cambodia and the different standards
that may be adopted from time to time by the road authorities it is not possib le to make
specific recommendations on the ARIs of the floods that should be used for the various
aspects of design. Hence, the following recommendations should only be taken as a
general guide to what is desirable.
3.3.2.2 Level of Serviceability to Traffic

The level of serviceability to be provided to traffic at a stream crossing will depend on
the serviceability requirements of the road system. Although the probability of closure of
a road link is dependent on the failure of the road as a whole, and not the failure of a
particular stream crossing, it is normal practice to design each stream crossing on a road
link for some predetermined level of serviceability.
The selection of the level of serviceability to be provided at each waterway structure (as
distinct from the stream crossing) on a road link is generally based on the following
criteria:
• The level of service expected by the community

• The availability of alternative routes and period of closure.
• The importance of the road as access in emergency situations, such as to
hospitals, airports etc.
• Relationship between traffic density and composition and the wet season.
• Economic considerations.
In addition, the requirements of Local Authorities, Environmental Protection Authorities,
and those responsible for navigation and flood control, will also influence the size and
type of waterway structures and, hence, impact on the level of serviceability provided.
Where it is likely that a higher level of serviceability will be required on a road in the
future, consideration should be given to staging the construction of the waterway
structures at stream crossings. This can be achieved by designing the initial stage so that
it can be upgraded without major structural changes.
There are two interrelated aspects to be considered when determining the level of
serviceability:
1. the frequency with which the road is closed to traffic, and

2. the time of closure.

DESIGN FLOOD STANDARDS ROAD DESIGN PART 3 - DRAINAGE
It should be noted that for a particular class of road, frequent closures of short duration
may be acceptable, whereas, long duration closures of the same frequency may not be.
Conversely, there are situations where long duration, very infrequent closures may not
cause problems,
Typical levels of serviceability are provided in Table 3.3.1
Table 3.3.1 Recommended Design Recurrence Interval
Design Recurrence Interval

Design Standard U/R6 U/R5 U/R4 U/R3 U/R2 U/R1
Expressway 100
Highway 100
Rural
Provincial 50 50 20
District 5 5
Expressway 100
Arterial 100 50
Urban
Collector 50 20
Local 5 5
3.3.2.3 Environmental Impact

There is no published information available on the ARI of the flood that should be used
for assessing and minimising possible environmental damage to a stream from the
construction of a road crossing. Each site should be investigated for possible problems
that might occur with a range of flood events, with emphasis on the more frequent
events. These factors, which are not only applicable to bridges but any waterway
structure, include:
• Selection of a suitable site.

• Provision of an adequate waterway opening to limit backwater effects and
excessive localised bed scour (Section 3.4.2.1).
• Protection of banks from erosion resulting from the redirection of flow and
turbulence, or from excessive increase in velocity,
• Protection of natural vegetation especially where it protects or stabilises
natural banks.
• Control of roadside drainage, where it enters the stream, to limit bank
erosion.
• Provision of adequate waterway openings to maintain a natural supply of
floodwater to wetland areas.
• Provision of an adequate number of waterway openings, in wide flood
areas in and regions, to ensure that water is not prevented from reaching
areas downstream from the road, which could lead to the death of
vegetation.

ROAD DESIGN PART 3 – DRAINAGE HYDRAULIC DESIGN
3.4 HYDRAULIC DESIGN
3.4.1 Introduction
This Chapter provides guidance on the hydraulic design of culverts, culvert end
treatments, the design of scour protection, debris control and an introduction to
improved culvert inlets. The procedures for the hydraulic design of culverts are based on
"Hydraulic Design of Highway Culvert “, Hydraulic Engineering Circular No 5 (US
Federal Highway Administration 1985).
3.4.2 Design Considerations

3.4.2.1 Headwater
Any culvert that constricts the natural stream flow will cause a rise in the upstream water
surface. The total flow depth in the stream measured from the invert of the culvert inlet
is termed headwater.
The available headwater will depend on the topography of the site and vertical road
profile in relation to topography. In flat or undulating country or where a high standard
vertical profile is used the available headwater may be limited by the height of the
surrounding ground or elevation at which the road formation cuts through higher ground
some distance from the culvert site. In such situations levee banks may be necessary to
maintain the headwater depth required as indicated in Section 3.4.2.6.
The most economical culvert is one which utilises all of the available headwater to pass
the design discharge, since the discharge increases with increasing head. However, it is
not always possible to utilise all of the available headwater, because of constraints which
limit the upstream water level. The two main factors to be considered when selecting the
design headwater are:
• Limits on backwater resulting from the presence of buildings upstream and

/or the inundation of agricultural land.
• The outlet velocity and the potential for scour.
Potential damage to adjacent property or inconvenience to owners should be of primary
concern in the design of all culverts. Expensive legal action and compensation may
result, if property owner's rights are neglected. In urban areas, the potential for damage
to adjacent property is greater, because of the number and value of properties that can
be affected.
Culvert installations under high embankments in rural areas may present the design
engineer with an opportunity to adopt a high headwater and allow ponding upstream to
attenuate flood peaks downstream. If deep ponding is considered, the consequences of

HYDRAULIC DESIGN ROAD DESIGN PART 3 - DRAINAGE
scour at the outlet and catastrophic failure of the embankment should be investigated.
When culverts are installed under high embankments, an appropriate investigation
should be made to evaluate the risk of a larger flood occurring or blockage of the
culverts by debris.
3.4.2.2 Culvert in Plan

Ideally, a culvert should be placed in the natural channel (Figure 3.4.1). A culvert in this
location is usually aligned with the flow and little structural excavation and channel work
are required at the inlet and outlet, especially for shorter culverts.
In the case, where location in the natural channel would require an inordinately long
culvert, some stream realignment may be required (Figure 3.4.2). Culvert skew should
not generally exceed 45 degrees measured from a line perpendicular to the roadway
centreline. If the skew is greater than 45 degrees special consideration needs to be given
to the hydraulic efficiency of the wingwalls.
Culvert alignments square to the road centreline are not recommended where severe or
abrupt changes in channel alignment are required upstream or downstream of the
culvert. Small radius bends are subject to erosion on the concave bank and deposition
on the inside of the bend. Such changes, upstream of the culvert, result in poor alignment
of the approach flow to the culvert with resulting loss of hydraulic efficiency, subject the
embankment to erosion and increase the probability of deposition in the culvert cell.
Abrupt changes in channel alignment downstream of culverts may also cause erosion or
deposition of material in adjacent properties.
CHANNEL
CHANNEL
CHANNEL
CHANNEL
ROAD
ROAD
C
C
LL
Figure 3.4.1

NATURAL
NATURAL
CHANNEL
CHANNEL
CHANNEL
CHANNEL
CHANGE
CHANGE
ROAD
ROAD
C
C
LL
ALTERNATE
ALTERNATE
ALTERNATE
ALTERNATE CULVERT
CULVERT
CULVERT
CULVERT LOCATION
LOCATION
LOCATION
LOCATION
CHANNEL
CHANNEL
RELOCATED
RELOCATED CHANGE
CHANGE
CHANNEL
CHANNEL
RECOMMENDED
RECOMMENDED NOT
NOT RECOMMENDED
RECOMMENDED
Figure 3.4.2
3.4.2.3 Vertical Profile

Most longitudinal culvert profiles should approximate the natural streambed. Other
profiles may be chosen for either economic or hydraulic reasons. Modified culvert
slopes, or slopes other than that of the natural stream, can be used to prevent stream
degradation, minimise sedimentation, improve the hydraulic performance of the culvert,
shorten the culvert, or reduce structural requirements. Modified slopes can also cause
stream erosion and deposition. Slope alterations should, therefore, be given special
attention to ensure that detrimental effects do not result from the change.
Channel changes often result in culverts steeper than the natural channel. A modified
culvert slope can be used to achieve a flatter gradient to prevent channel degradation.
Figure 3.4.3 illustrates possible culvert profiles.

PAVED
PAVED
STREAMBED
STREAMBED LOCATION
LOCATION DEPRESSED
DEPRESSED INLET
INLET
USE
USE CHUTE
CHUTE
WHERE
WHERE
NECESSARY
NECESSARY
DEPOSITION
DEPOSITION
OPEN
OPEN OR
OR
CLOSED
CLOSED
CHUTE
CHUTE
SIDEHILL
SIDEHILL LOCATIONS
LOCATIONS
CHANNEL
CHANNEL EXCAVATION
EXCAVATION
HEADCUT
HEADCUT
STABLE
STABLE CHANNEL
CHANNEL
GRADIENT
GRADIENT
DEGRADING
DEGRADING CHANNEL
CHANNEL
Figure 3.4.3
3.4.2.4 Multiple Cells

It is important to select a culvert shape that will best fit the waterway of the channel or
stream. In narrow deep channels, a small number of large diameter pipes or box culverts
are usually appropriate. In flat areas having no well defined waterway the flood may be
larger in volume, but of shallow depth. A number of separate culverts spread over the
width of the flooded area may be more appropriate for these conditions.
Special consideration should be given to multiple cell culverts where the approach flow
is of high velocity, particularly if supercritical. These sites are best suited to a single cell
or special inlet treatment to avoid adverse hydraulic jump effects.
3.4.2.5 Increasing Capacity of Culverts

Changed land use, such as urbanisation upstream from an existing crossing may increase
the magnitude of flooding and necessitate increasing the culvert capacity to
accommodate additional flow without exceeding a given headwater elevation. Before
deciding that the culvert has to be replaced by a larger structure, (assuming relief flow is
not feasible), the possibility of improving the inlet of the existing culvert should be
investigated.

3.4.2.6 Culverts in Flat Terrain

In flat terrain, drainage channels are often ill defined or non-existent and culverts should
be located and designed for least disruption of the existing flow conditions. In these
locations multiple culverts can be considered to have a common headwater elevation,
although this will not be precisely so. Figure 3.4.4 illustrates a design technique that can
be used to determine the combined capacity of multiple culverts with different invert
levels and capacities. The total discharge at any point of the headwater elevation for
culverts 1 and 2, on Figure 3.4.4, is the sum of the discharges Q1 and Q 2.
PERFORMANCECURVE PERFORMANCECURVE COMBINEDPERFORMANCECURVE

CULVERT1 CULVERT2 CULVERT1PLUSCULVERT2
+ INVERTEL
=
E
H
INVERTEL INVERTELCULVERT1
DISCHARGE DISCHARGE
Figure 3.4.4
In flat terrain it may be necessary to construct levee banks, as shown on Figure 3.4.5, to
achieve the design headwater at the culvert location. Where necessary, approval of the
local drainage authority should be obtained prior to construction of any levee banks .
LEVEE
LEVEE BANK
BANK TO
TO MAINTAIN
MAINTAIN
DESIGN
DESIGN HEADWATER
HEADWATER -- SHOULD
SHOULD
BE
BE EXTENDED
EXTENDED FAR
FAR ENOUGH
ENOUGH OUT
OUT
FROM
FROM EMBANKMENT
EMBANKMENT TO
TO MATCH
MATCH
NATURAL
NATURAL SURFACE.
SURFACE.
ROAD
ROAD
DESIGN
DESIGNH.W.
H.W.
Figure 3.4.5

3.4.2.7 Siltation
Culvert location in both plan and profile is of particular importance to the maintenance of
sediment-free culvert cells. Deposition occurs in culverts, because the sediment
transport capacity of flow within the culvert is often less than in the stream. The
following factors contribute to deposition in culverts:
• Culverts often provide a wider flow width at low flows than natural
streams. This results in the flow depth and sediment transport capacity
being reduced.
• Point bars (deposition) form on the inside of stream bends and culvert inlets
placed at bends in the stream will be subjected to deposition in the same
manner. This effect is most pronounced in multiple-cell culverts with the cell
on the inside of the curve often becoming almost totally plugged with
sediment deposits.
• Abrupt changes to a flatter grade in the culvert or in the channel upstream
of the culvert will induce deposition. Gravel and sand deposits are common
downstream from the break in grade because of the reduced transport
capacity in the flatter section.
Deposition usually occurs at flow rates smaller than the design flow rate. The deposits
may be removed during larger floods, depending upon the relative transport capacity of
flow in the stream and in the culvert, compaction and composition of the deposits, flow
duration, ponding depth above the culvert and other factors.
3.4.2.8 Site Investigation

A site investigation must be carried out at each proposed culvert site. The extent and
complexity of the investigation will depend on the size, importance and cost of the
proposed culvert, site conditions, the height of the embankment, and the loading that will
be imposed on the foundation material and on the culvert itself.
Survey information should be sufficient to permit the culvert to be located in plan and
profile, and should include relevant physical features. In flat terrain the elevations of
important buildings upstream, such as houses, commercial property, roads or railways
should be recorded, if they are likely to be affected by backwater.
In scour prone areas, soil characteristics should be assessed to enable stream protection
strategies to be formulated. The design engineer should also know the nature of the
subsoil material underlying the streambed, unless it is obvious that it is sound bedrock or
other material that will not cause foundation problems. Detailed foundation investigations
should be carried out for all large culverts, unless it is certain that they will be founded
on sound bedrock.

3.4.2.9 Safety
(a) Traffic safety
An exposed culvert end (projecting from the plane of the batters) acts as an unyielding
obstruction, likely to bring an out of control vehicle to an abrupt stop, causing
considerable damage to the vehicle and high, deceleration forces on the occupants
Where a road safety barrier is not provided, culvert ends should be designed so that
they will not present an obstruction to vehicles running off the road. This can be
achieved by covering exposed sides with fill, providing headwalls or wingwalls which
will not present an obstruction, or mitering culvert ends flush with the embankment
surface.
The location of culvert ends placed flush with the embankment slope should be
indicated by markers to reduce hazards to equipment operators and others. High
culverts in populated areas should be fenced whenever possible.
The hazard presented by culverts under private and side-road entrances should be
minimised by placing them as far as practicable from the roadway, and avoiding the use
of headwalls.
(b) Child safety
Culverts can also be an attraction for adventurous and inquisitive children. At locations
where long culverts could be a hazard, especially in urban areas, fencing, swing gates or
grates at upstream ends should be considered to prevent entry. However , this may
cause blockages and reduce the efficiency of the culvert.
3.4.3 Hydraulics
3.4.3.1 General
The most important consideration in culvert hydraulics is whether the flow is subject to
inlet or outlet control. Figures 3.4.6 and 3.4.7 show the range of flow types commonly
encountered in culverts. For inlet control two distinct regimes exist, depending on
whether the inlet is submerged or not submerged. Outlet control occurs in long culverts,
laid on flat grades and with high tail-water depths. In designing culverts, the type of
control is determined by adopting the greater of the headwater depths calculated for
both inlet control and outlet control.
For the two types of control, different factors and formulae are used to calculate the
hydraulic capacity of a culvert. Under inlet control, the cross-sectional area of the
culvert cell, the inlet geometry and the amount of headwater or ponding at the entrance
are of primary importance. Outlet control involves the additional consideration of the
elevation of the tail-water in the outlet channel and the slope, roughness and length of the
culvert cell.

WA
WATER
TER SU
SURFA
RFACE
CE
A.
A. PROJECTING
PROJECTING END
END -- UNSUBMERGED
UNSUBMERGED INLET
INLET
B.
B. PROJECTING
PROJECTING END
END -- SUBMERGED
SUBMERGED INLET
INLET
C.
C. MITRED
MITRED END
END -- SUBMERGED
SUBMERGED INLET
INLET
Figure 3.4.6 Flow Profiles for Culverts under Inlet Control
3.4.3.2 Control at Inlet

With culverts subject to inlet control, the important factors are the entrance conditions,
including the entrance type, existence and angle of headwalls and wing-walls, and the
projection of the culvert into the headwater pond.
For one dimensional flow, the theoretical relation between discharge and upstream
energy can be computed by an iterative process or by the use of nomographs. Sketches
of inlet control flow for both unsubmerged and submerged projecting entrances are
shown on Figures 3.4.6A and 3.4.6B. Figure 3.4.6C shows a mitred entrance flowing
submerged with inlet control.
Inlet control can occur with the inlet submerged and the outlet not submerged (Figure
3.4.6B). Under these conditions, the flow contracts to a supercritical jet immediately
downstream from the inlet. When the tail water depth exceeds critical depth, h and the
culvert is laid on a steep grade, flow remains supercritical in the cell and a hydraulic
jump will form near the outlet. If the culvert is laid on a slope less than critical, then a
hydraulic jump will form in the cell,

In inlet control the roughness and length of the culvert cell and the outlet conditions
(including depth of tail water) are not factors in determining culvert capacity. An
increase in the slope of the culvert reduces headwater only to a small degree, and can
normally be neglected for conventional culverts flowing under inlet control.
WATER
WATER SURFACE
SURFACE
W.S.
W.S.
A.
A. CULVERT
CULVERT FLOWING
FLOWING FULL,
FULL, SUBMERGED
SUBMERGED OUTLET
OUTLET
W.S.
W.S.
B.
B. CULVERT
CULVERT FLOWING
FLOWING FULL,
FULL, UNSUBMERGED
UNSUBMERGED OUTLET
OUTLET
W.S.
W.S.
C.
C. CULVERT
CULVERT FLOWING
FLOWING FULL
FULL FOR
FOR PART
PART OF
OF LENGTH
LENGTH
W.S.
W.S.
D.
D. CULVERT
CULVERT NOT
NOT FLOWING
FLOWING FULL
FULL
Figure 3 4.7 Flow Profiles for Culverts under Outlet Control
3.4.3.3 Control at Outlet

Culverts flowing with outlet control can flow with the culvert cell full or with the cell part
full for all of the culvert length. With outlet control and both inlet and outlet submerged
(Figure 3.4.7A) the culvert flows full under pressure. The culvert can also flow full over
part of its length then part-full at the outlet (Figure 3.4.7C). The point at which the

water surface breaks away from the culvert crown depends on the tailwater depth and
culvert grade, and can be determined by using backwater calculations.
If the Culvert is laid at a flat grade, outlet control can occur with both inlet and outlet not
submerged (Figure 3.4.7D), and part full flow throughout the cell is sub-critical. Minor
variation of these main types can occur, depending on the relative value of critical slope,
normal depth, culvert height and tail-water depth.
The procedure given in Section 3.4.4 provides methods for the accurate determination
of headwater depths for the full flow condition and for the case of the cell part-full over
part of the culvert length. The method given for the condition of the cell part full over
the total length, gives a solution for headwater depth that decreases in accuracy as the
headwater decreases.
3.4.3.3.1 Determination of energy head (H)
The head, H (Figure 3.4.8) or energy required to pass a given flow through a culvert
operating under outlet control is made up of three major parts. These three parts are
usually expressed in metres of water and include a velocity head , Hv , an entrance loss,
He, and a friction loss Hf .
The energy head is expressed as follows:
H = Hv + He + H f (3-3)
The velocity head, H v is given by,
2
H =V (3-4)
2g
Where V is the mean velocity in the culvert cell and g is the acceleration due to gravity.
The mean velocity is the discharge, Q, divided by the cross-sectional area, A, of the
cell.
The entrance loss is expressed as,
V2
He = K e (3-5)
2g
The loss coefficient, K e depends on the inlet geometry, primarily through the effect it has
on contraction of the flow. Values of Ke, determined from experiment, range from 0.2
for a well rounded entrance, through 0.5 for a square edged inlet in a vertic al headwall
to 0.9 for a sharp pipe (e.g. corrugated steel) projecting from an embankment. K
coefficients are given in Table 3.5.1.
Since most engineers are familiar with Manning's n, the following expression is used to
calculate the friction loss, H f along the conduit:

2 g n2 L V 2
Hf = × ............................................ (3-6)
R1 .33 2g
A
R = ..................................................(3-7)
Wp
Where,
n = Manning's friction factor. Refer Table 3.5.2
L = length (m) of culvert cell
V = mean velocity (m/sec) of flow in culvert cell
g = acceleration due to gravity = 9.80 m/s2,
R = hydraulic radius (m)
A = area (m2 ) of flow for full cross section
Wp = wetted perimeter (m)
Substituting in Equation (3-3) and simplifying, we get for full flow:
 2 g n2 L  V 2
H = 1 + K e + × (3-8)
 R1 .33  2 g
Figure 3.4.8 shows the terms of Equation (3-8), the energy line, the hydraulic grade line
and the headwater depth, HW. The energy line represents the total energy at any point
along the culvert cell. The hydraulic grade line is defined as the pressure line to which
water would rise in small vertical pipes attached to the culvert wall along its length. The
difference in elevation between these two lines is the velocity head, V2 / 2g.
By referring to Figure 3.4.8 and using the culvert invert the outlet as datum, we get:
V12
h1 + + LS = h2 + H v + H e + H f ..............................(3-9)
2g
then,
V12
h1 + + LS − h2 = H v + H e + H f ............................ (3-10)
2g
and
V12
H = h1 + + LS − h2 = H v + H e + H f ........................ (3-11)
2g
From the development of this energy equation and Figure 3.4.8, H is the difference
between the elevation of the hydraulic grade line at the outlet and the energy line at the
inlet. Since the velocity head in the entrance pool is usually small under ponded
conditions, the water surface of headwater pool elevation can be assumed to equal the
elevation of the energy line.

Equation (3-8) can be readily solved for H by the use of the full flow nomographs
shown on Figures 3.5.6 to 3.5.7.
2
V1 2
V
2g He
2g
W.S.
W.S.
V1
EN
ENER
ERGY
GY LIN
LINEE
HYD
HYDRAU
RAULIC Hf
LIC GRA
GRADE
DE LINE
LINE
HW h
1
Hv W.S.
W.S.
V
S h2
LS DATUM
DATUM
Figure 3.4.8 Hydraulics of a Culvert Flowing Full under Outlet Control
3.4.3.3.2 Determination of Headwater Depth
HW can be determined from an equation for outlet control:
HWo = H + h 0 − LS ...........................................(3-12)
Where,
H = head (m) determined from Figures 3.5.6 to 3.5.7 or from Equation
(3.11).
h0 = greater of TW and (hc + D)/2 in which hc ≤ D (see following
discussion and Figure 3.4. 0)
hc = critical depth (m) from Figures 3.5.4 and 3.5.5.
D = culvert height (m),
L = length (m) of culvert
S = slope (m/m) of cell
3.4.3.3.3 Determination of h 0
The determination of h0 is an important factor in calculating both the headwater depth

and the hydraulic capacity of a culvert flowing under outlet control. Tailwater depth,
TW, is the depth from the culvert invert at the outlet to the water surface in the outlet
channel. Engineering judgement is required in evaluating possible tailwater depths.
Tailwater is often controlled by a downstream obstruction or by water levels in another
stream. A field inspection should be made to check on downstream conditions and
flood levels. The Slope Area Method can be used to calculate flow depths, if
downstream conditions do not provide an obvious control.
Fortunately, most natural streams are wide compared to the culvert and the depth of
water in the natural channel is considerably less than critical depth in the culvert section.
In such cases the natural tailwater does not govern.

Two tailwater conditions can occur with culverts operating under outlet control, (1)
tailwater above the top of the opening and (2) tailwater at or below top of opening:
(1) Tailwater above the top of opening - when the tailwater, TW in the outlet
channel is above the top of the culvert outlet, Figure 3.4.7A,
h0 = TW ...................................................(3-13)
The relationship of h0 to the other terms in Equation (3-12), for this situation, is
illustrated on Figure 3.4.9.
HW
D S TW = h 0
LS
Figure 3.4.9 Determination of h0 for Higher Tailwater
(2) Tailwater at or below top of opening - when the tailwater in the outlet
channel is at or below the top of the culvert outlet, as on Figure 3.4.7B, 3.4.7C and
3.4.7D, ho , is more difficult to determine.
Full flow depth at the outlet, Figure 3.4.7B, will occur only when the flow rate is
sufficient to give critical depths equal or higher than the height of the culvert opening. For
all such flows the hydraulic gradeline will pass through the top of the culvert at the outlet
and the head, H can be added to the level of the top of the culvert opening in calculating
HWo .
When critical depth is less than the height of the culvert opening, the water surface drops
as shown on Figures 3.4.7C and 3.4.7D, depending on the flow. For the condition
shown on Figure 3.4.7C, the culvert must flow full for part of its length. Flow profile
computations show that the hydraulic gradeline, if extended as a straight line from the
point where the water breaks away from the top of the culvert, will be at a height
approximately halfway between critical depth and the top of the culvert, at the culvert
outlet, ie
h0 = 0.5 (hc + D ) .............................................(3-14)
This level should be used if it is greater than TW.

The head, H can be added to this level in calculating HW o. The relationship of ho to the
other terms in Equation (3-12) for this situation is illustrated on Figure 4.10.
As the discharge decreases the situation approaches that of Figure 3.4.7D. For design
purposes, this method is satisfactory for calculated headwater depths above 0.75D. For
smaller values of headwater, more accurate results can be obtained by flow profile
calculations or by the use of the capacity charts from Hydraulic Engineering Circular No
10 (US Federal Highway Administration, 1972).
HW
D S
LS hc TW
ho = GREATER
GREATEROF
OF
hc + D AND
AND TW
2
Figure3.4.10 Determination of h0 for Tailwater Below Top of Opening
3.4.4 Design Procedure

The design engineer should be familiar with all the equations in the previous Section
before using these procedures. Following the design method without an understanding of
culvert hydraulics can result in inadequate, unsafe, or costly structures. The procedure
does not address the effect of storage. The design procedure is summarised on the
Culvert Design Flow Chart, Figure 3.4.11.
1. Assemble Site Data

• Site survey and locality map.
• Embankment cross-section.
• Roadway profile.
• Photographs, aerial photographs.
• Details from field visit (sediment, debris, and scour at existing structure).
• Studies by other authorities near the site, including small dams, canals,
weirs, floodplains, storm drains.
• Recorded and observed flood data
2. Determine Design Flood Discharge
• Determine ARI of design flood – see Section 3.3.2.
• Determine design flood, Q – see Section 3.3.2.

Figure 3.4.11 Culvert design Flow Chart

3. Commence Summarising Data on Design Form
4. Select Trial Culvert

• Choose culvert material, shape, size and entrance type.
• Determine the initial trial size of culvert, either by arbitrary selection or by
assuming a velocity (say 3 m/sec) and calculating a culvert area from
A = Q/V.
5. Determine Inlet Control Headwater Depth, HWi - Use inlet Control

Nomographs Figure 3.5.2 to 3.5.3.
These nomographs cover various culvert types and inlet configurations. Each
nomograph has an example on it which is self-explanatory. Using the trial culvert
size, the relevant nomograph can be used to calculate HW i given a known Q. They
can also be used in reverse to calculate Q given a known HWI It should be noted
that where the approach velocity is considerable, the approach velocity head can
be calculated and deducted from the calculated HW i to give the actual physical
head required.
6. Determine Depth, h0 for Outlet control

• Calculate both 0.5(h c + D) and the tailwater, TW , from known flood levels,
downstream controlling levels or from the Slope Area Method. If it is clear
that the downstream tailwater conditions do not control, ta ke ho = 0.5(hc +
D). hc can be calculated from Figures 3.5.4 to 3.5.5. If hc exceeds D
then take hc as D.
• h0 is the larger of TW or 0.5( h c + D)
7. Determine Outlet Control Headwater Depth at Inlet, HW0

• Determine entrance loss coefficient, Ke from Table 3.5.1.
• Calculate the losses through the culvert, H, using the outlet control
nomographs, Figures 3.5.6 and 3.5.7 (or Equation (3-8) if outside the
range). As with the inlet control nomographs, these nomographs cover
various culvert types and each nomograph has an self-explanatory example
on it.
• If the Manning n value of the culvert under consideration differs from the
Manning n value shown on the nomograph, this can be allowed for by
adjusting the culvert length as follows:
n1
Lf = L ...................................................(3-15)
n
Where: L1 = adjusted culvert length

L = actual culvert length
n1 = desired Manning n value
n = Manning n value given on the nomograph

• Calculate H W0,=H+ hc –LS

As with inlet control, where the approach velocity is considerable, the approach
velocity head can be calculated and deducted from the calculated HW0 to give
the actual physical head required.
• If HW0 is less than 0.75D and the culvert is under outlet control, then the
culvert may be flowing only part full and using 0.5(h c +D) to calculate h,
may not be applicable. If required, more accurate results can be obtained
by flow profile calculations or the use of Hydraulic Engineering Circular No
10 (as discussed in Section 3.4.3.3.3 under (2) Tailwater at or below top
of opening).
8. Determine Controlling Headwater, H Wc

• Compare HWi and HW0 and use the higher:
• If HWi > HW0 the culvert is under inlet control and HWc = HWi
• If HW0 > HW i the culvert is under outlet control and HWc = HW0
9. Calculate Outlet Velocity, V0

The average outlet velocity will be the discharge divided by the cross-sectional
area of flow at the culvert outlet. The cross-sectional area of flow depends, in turn,
on the flow depth at the outlet.
If inlet control is the controlling headwater, the flow depth can be approximated by
calculating the normal depth, yn for the culvert cross-section using Manning's
Equation, The flow area, A is calculated using yn and the outlet velocity:
V0 = Q / A
The outlet velocity computed utilising the normal depth, yn will usually be high,
because the normal depth is seldom reached in the relatively short length of the
average culvert.
If outlet control is the controlling headwater, the flow depth can be either critical
depth, hc , the tailwater depth, TW (if below the top of the culvert) or the full depth,
D of the culvert depending on the following relationships:
Use hc , if hc > TW
Use TW if hc < TW < D
Use D if D < TW
Calculate flow area using appropriate flow depth and then outlet velocity:
V0 = Q / A

10. Review Results

Compare alternative design with varying constraints and assumptions. If any of the
following conditions are not met, repeat steps 4 to 9:
• The culvert must have adequate cover.
• The final length of the culvert should be close to the approximate length
assumed in design.
• The headwalls and wingwalls must fit the site.
• The allowable headwater should not be exceeded.
• The allowable overtopping flood frequency should not be exceeded.
The performance of the culvert should also be considered, (i) with floods larger
than the design flood to ensure such rarer floods do not pose unacceptable risks to
life or potential for major damage, and (ii) with smaller floods than the design flood
to ensure that there will be no unacceptable problems of maintenance.
If outlet velocity is high, scour protection or an energy dissipator (see

Section 3.4.5.5) may be required .
11. Improved Designs

Under certain conditions more economic designs may be achieved by
consideration of the following:
• The use of improved inlets for culverts operating under inlet control.
• Level pool routing, if a large upstream headwater pool exists.
12. Documentation
Prepare report and file background information,
3.4.5 Culvert End Treatment

3.4.5.1 Introduction
The term "end treatment" encompasses the shape of the culvert ends, end structures
such as wingwalls, cut-offs and anchorages, and erosion control measures for the
adjoining fill and channel. It does not include the design of hydraulically improved inlets.
Culvert end treatments may be required to perform one or more of the following
functions:
• To prevent fill from encroaching on the culvert opening.

• To prevent erosion of the fill and adjacent channel.
• To prevent undermining of culvert ends.

• To inhibit the seepage and piping through the bedding and backfill.
• To meet traffic safety requirements (see Section 3.4.2.9).
• To improve the appearance of large culverts.
• To resist hydraulic uplift forces on corrugated metal pipe culverts.
• To strengthen the ends of large flexible culverts, especially those with
mitred or skewed ends.
Cutoffs in the form of a vertical wall, constructed below the end or apron of a culvert,
should always be provided at culverts inlets to prevent undermining and piping. For
corrugated metal pipe culverts, the cut-off walls also act to counteract uplift at the
culvert inlet.
3.4.5.2 Typical End Treatments

Headwalls and wingwalls - are the most common end treatment. An apron is generally
incorporated between the wingwalls to limit scour of the stream bed. They are usually
constructed from reinforced concrete, but can be formed from masonry, or rock filled
gabions and mattresses, or concrete filled mattresses.
Mitred ends - these are generally limited to corrugated metal pipe culverts, where the
end of the pipe is cut parallel to the slope of the embankment. The area of embankment
around the ends of the culvert is usually paved with concrete or rock.
Projecting ends - where the ends of the culvert project from the face of the
embankment. Although they are the least costly end treatment, they are not commonly
used because they do not meet safety requirements and are visually objectionable.
3.4.5.3 Scour at Inlets

A culvert normally constricts the natural channel, forcing the flow through a reducing
opening. As the flow contracts, vortices and areas of high velocity flow impinge against
the upstream slopes of the embankment adjacent to the culvert. Scour can also occur
upstream of the culvert, as a result of the acceleration of the flow, as it leaves the natural
channel and enters the culvert.
Upstream wing walls, aprons, cut-off walls and embankment paving assist in protecting
the embankment and stream bed at the upstream end of a culvert.
3.4.5.4 Scour at Outlets

If the flow emerging from a culvert has a sufficiently high velocity and the channel is
erodible, the jet will scour a hole in the bed immediately downstream, and back eddies
will erode the stream banks to form a circular elongated scour hole. Coarse material
scoured from the hole will be deposited immediately downstream, often forming a low
bar across the stream, while finer material will be carried further downstream.

Depending on the supply of sediment, the scour hole may gradually refill until after the
next major flood occurs.
3.4.5.5 Scour Protection

The provision of wing walls, headwall, cut-off wall and apron is generally all the
protection that is required at culvert outlets. The judgement of design engineers, working
in a particular area, is required to determine the need for any further protection. As an
aid in evaluating the need for further protection, culvert outlet velocities should be
computed and compared with the natural velocities occurring in the stream. When
comparing velocities, it should be noted that in many streams the maximum velocity in
the main channel is considerably higher than the mean velocity for the whole channel
cross section. Investigation of scour and outlet protection at similar culverts in the
vicinity of the culvert being designed will provide guidance on whether further protection
is required. Periodic site visits and inspection after major flood events will also confirm
whether the protection is adequate or further protection is required.
If an unacceptable scour hole does develop, a decision must be made as to which type
of scour protection is suitable for the site. A choice must be made from the following:
• Protection of the natural stream bed material.
• Flow expansion structure.
• An energy dissipating structure.
Stream bed protection can be achieved with a concrete apron, rock rip-rap, or rock
mattresses, or concrete filled mattresses. The Class of rock required to resist the
velocity of flow should be in accordance with the details given on Table 3.4.1, Design of
Rock Slope Protection. Details of the Class of Rock Protection are provided in Table
3.4.2, Standard Classes of Rock Slope Protection.
Table 3.4.1, Design of Rock Slope Protection

Velocity (m/sec.) Class of Rock Protection, Section Thickness, T (m)
W c (tonne)
<2 None ---
2.0 – 2.6 Facing 0.5
2.6 – 2.9 Light 0.75
2.9 – 3.9 0.25 1.00
3.9 – 4.5 0.5 1.25
4.5 – 5.1 1.0 1.60
5.1 – 5.7 2.0 2.00
5.7 – 6.4 4.0 2.50
> 6.4 Special ---

Table3.4.2 Standard Classes of Rock Slope Protection

Rock Class Rock Size (m) Rock Mass (kg) Minimum
Percentage of
Rock Larger
Than
Facing 0.4 100 0
0.3 35 50
0.15 2.5 90
Light 0.55 250 0
0.40 100 50
0.20 10 90
0.25 tonne 0.75 500 0
0.55 250 50
0.30 35 90
0.50 tonne 0.90 1000 0
0.70 450 50
0.40 100 90
1 tonne 1.15 2000 0
0.90 1000 50
0.55 250 90
2 tonne 1.45 4000 0
1.15 2000 50
0.75 500 90
4 tonne 1.80 8000 0
1.45 4000 50
0.90 1000 90
Mattresses should be selected on the basis of the details given on Table 3.4.3. It is
important that mattresses are anchored to the cut-off wall or apron at the culvert outlet,
to stop them moving downstream. A geotextile filter is usually provided under the
mattresses and may also be required under the rock rip-rap.
Table 3.4.3 Indicative Thickness of Rock Mattresses

Thickness (m) Rock Fill Critical Velocity Limit Velocity
Size (mm) D50 (mm) (m/sec) (m/sec)
0.15 – 0.17 70 – 100 85 3.5 4.2
70 – 150 110 4.2 4.5
0.23 – 0.25 70-100 85 3.6 5.5
70-150 120 4.5 6.1
0.3 70 - 120 100 4.2 5.5
100 - 150 120 5.0 6.4

CHARTS AND NOMOGRAPHS ROAD DESIGN PART 3 - DRAINAGE
3.5 CHARTS AND NOMOGRAPHS

Item Description
Figure 3.5.1 Design Form for Culvert Calculations
Table 3.5.1 Entrance Loss Coefficients
Table 3.5.2 Roughness coefficients
Figure 3.5.2 Inlet Control Nomograph – Box Culvert
Figure 3.5.3 Inlet Control Nomograph – Concrete Pipe Culvert
Figure 3.5.4 Critical Depth in a Rectangular Section
Figure 3.5.5 Critical Depth in a Circular Pipe
Figure 3.5.6 Outlet Control Nomograph – Concrete Box Culvert Flowing Full
with n = 0.012
Figure 3.5.7 Outlet Control Nomograph – Concrete Pipe Culvert Flowing Full
with n = 0.012
Figure 3.5.8 Dimensions of Triangular Channel
Figure 3.5.9 Dimensions of Trapezoidal Channel with Side Slope 1:1
Figure 3.5.15 Rip Rap Sizing

ROAD DESIGN PART 3 – DRAINAGE CHARTS AND NOMOGRAPHS
E
ENNG
G II N
NEEE
ERR ::
PROJECT : D
DAA TT E
E ::
H
HYYD
DRRO
O LL O
OGG II C
CAA LL A
ANND
D C
CHHA
ANNN
NEE LL II N
NFFO
ORRM
MAAT
T II O
ONN SKETCH
S
S TT A
A TT II O
ONN ::
E
E LL ..
E
E LL ..
E
E LL ..
D
DEES
S II G
GNN D
D II S
SCCH
HAAR
RGGE
E
M
MEEA
AN N S
S TT R
REEA
AMM V
VEE LL O
OCC II TT YY ==
C
CHHE
ECCK
K D
D II S
SCCH
HAAR
RGGE
E M
MAAX
X .. S
S TT R
REEA
AMM V
VEE LL O
OCC II TT Y
Y ==
H
HEEA
ADDW
WAA TT E
ERR C
COOM
MPPU
U TT A
A TT II O
ONN
CCU U LL V VE ERR TT
DDE ES SC CR R II PP TT II OON N S
S II ZZ E
E II N
N LL E
E TT C
COON
N TT .. O
OUU TT LL E
E TT C
COON
N TT R
ROO LL C
COOS
S TT C
COOM
MMME
ENN TT S
S
(( E
E nn tt rr aa nn cc ee tt yy pp ee ))
O
V
C
S
SUUM
MMMA
ARRY
Y A
ANND
D R
REEC
COOM
MMME
ENND
DAA TT II O
ONNS
S ::
Figure 3.5.1 Design Form for Culvert Calculations

Coefficient Ke to apply to velocity head V2 / 2g for determination of head loss, He, at

entrance to a culvert operating under outlet control.
V2
He = Ke
2g
Table 3.5.1 Energy Loss Coefficients

Type of Barrel and Inlet Ke
Pipe, concrete:
Projecting from fill, socket end 0.2
Projecting from fill, socket cut end 0.5
Headwall or headwall and wingwalls
Socked end of pipe 0.2
Square-edge 0.5
Rounded (radius = 1/12D) 0.2
Mitred to conform to fill slope 0.7
End-section conforming to fill slope (standard precast ) 0.5
Beveled edges , 33.7° or 45° bevels 0.2
Side-tapered or slope-tapered inlets 0.2
Pipe, or pipe-arch, corrugated steel:
Projecting from fill 0.9
Headwall or headwalls, square edge 0.5
Mitred to conform to fill slope 0.7
End-section conforming to fill slope (standard prefab) 0.5
Beveled edges, 33.7° or 45° bevels 0.25
Side-tapered or slope-tapered inlets 0.2
Box, reinforced concrete:
Headwall
Square-edged on 3 edges 0.5
Rounded on 3 edges to radius of 1/12 barrel dimension or
beveled edges on 3 sides 0.2
Wingwalls at 33° to 75° to barrel
Square-edged at crown 0.4
Crown edge rounded to radius of 1/12 barrel dimension or
beveled top edge 0.2
Wingwalls at 10° to 25° to barrel, square –edged at crown 0.5
Wingwalls parallel (extension of sides), square –edged at crown
Side-tapered or slope-tapered inlet 0.7
Projecting 0.2
Square –edge
Beveled edges 33.7° or 45° to bevels 0.7
0.2

Table3.5.2 – Drainage
Channel Description Mannings ‘n’ V max. m/sec
Natural Channels
A Without vegetation
Rock
Smooth and uniform 0.350-0.040 6.1
Jagged and irregular 0.040-0.045 4.5-5.5
Soils
Gravel 0.020-0.025 1.5-2.1
Sand 0.020-0.025 0.3-0.6
Silt 0.023-0.024 0.9-1.5
Clay 0.022-0.024 0.6-0.9
Organic clays & silts 0.022-0.024 0.6-0.9
Peat 0.022-0.025 0.6-0.9
B With vegetation
Average turf:
Erosion resistant soil 0.050-0.070 1.2-1.5
Easily eroded soil 0.030-0.050 0.9-1.2
Dense turf:
Erosion resistant soil 0.070-0.090 1.8-2.4
Easily eroded soil 0.040-0.050 1.5-1.8
Clean bottom with bushes on sides 0.050-0.080 1.2-1.5
Channel with tree stumps:
No sprouts 0.040-0.050 1.5-2.1
With sprouts 0.060-0.080 1.8-2.4
Dense weeds 0.080-0.120 1.5-1.8
Dense brush (flood plains) 0.100-0.140 1.2-1.5
Dense willows (flood plains) 0.150-0.200 2.4-2.7
Paved Channels
A Concrete, all surfaces: 0.012-0.017 6.1
Trowel finish
Float finish 0.013-1.015 6.1
Formed, no finish 0.014-0.016 6.1
B Concrete bottom, float finished, with sides of:
Dressed stone in mortar 0.015-0.017 5.5-6.1
Random stone in mortar 0.017-0.020 5.2-5.8
Dressed stone or smooth concrete 0.020-0.025 4.6
rubble (rip-rap)
Rubble or random stone (rip-rap) 0.025-0.030 4.6
C Gravel bottom, sides of:
Concrete 0.017-0.020 3.0
Random stone or rubble 0.020-0.023 2.4-3.0
Random stone or rubble (rip-rap) 0.023-0.033 2.4-3.0
D Brick 0.014-0.017 3
E Asphalt 0.013-0.016 5.5-6.1

G
O
A
33
(m
(m /s
/s per
per metre
metre span)
span)
4.00
4.00
I
70
70
EXAMPLE
EXAMPLE
W
3.50
3.50 60
60
2.00
2.00 xx 0.80
0.80 m
m Box
Box == 8.0 m33 /s
8.0 m /s (1)
(1) (2)
(2) (3)
(3)
I
50
50
== 4.0 m33 /s
4.0 m /s per
per m
m 88 99 10
10
3.00
3.00 40
40 88 99
77
77 88
30
30 inlet
inlet 66
77
66
55 66
((11)) 4.5
4.5 3.60
3.60
2.50
2.50 55
((22)) 4.8
4.8 3.84
3.84
20
20 44 55
((33)) 5.6
5.6 4.48
4.48 44
D
44
33
rr mm
2.00
2.00 ppee 33
33 //ss
10
10 mm 33
00
44..
T
99 ==
E
88
77 22
22
66 22
1.50
1.50 55
1.5
1.5
A
44 1.5
1.5
Angle
Angle of
of 1.5
1.5
33 Wingwall
Wingwall
EE Flare
Flare
PPLL
AAMM
EEXX
mm 22
88
00..
== 1.0
1.0
A
1.00
1.00
0.9
0.9 1.0
1.0 1.0
1.0
0.90
0.90
E
1.0
1.0
H
0.8
0.8 0.9
0.9 0.9
0.9
0.9
0.9
0.80
0.80
0.8
0.8
0.7
0.7
0.7
0.7 0.8
0.8 0.8
0.8
0.70
0.70 0.6
0.6
0.5
0.5 0.7
0.7 0.7
0.7
0.6
0.6
0.60
0.60 0.4
0.4
R
0.6
0.6 0.6
0.6
H
0.3
0.3
0.5
0.5
0.50
0.50
0.2
0.2
0.5
0.5 0.5
0.5
0.40
0.40 0.1
0.1 0.4
0.4
0.09
0.09
0.08
0.08
0.4
0.4 0.4
0.4
0.07
0.07
0.06
0.06
0.05
0.05 0.35
0.35 0.35
0.35
0.30
0.30 B
B == Span
Span per
per cell
cell 0.3
0.3
0.04
0.04
Wingwall
Wingwall Flare
Flare Scale
Scale
30°
30° -- 75°
75° 11
90°
90° (headwall)
(headwall) 22
0°
0° -- (parallel)
(parallel) 33
Figure 3.5.2 Inlet Control Nomograph – Box Culvert

(m33/s)
(m /s)
300
300
4.50
4.50 EXAMPLE
EXAMPLE (1)
(1) (2)
(2) (3)
(3)
66
200
200
4.00
4.00 66
==0.80
0.80mm == 1.7 m33/s
1.7 m /s
55
66 55
3.50
3.50
100
100 44
inlet
inlet ((m
m)) 55 44
8800
3.00
3.00 (( 11 )) 2.60
2.60 2.08
2.08
6600
(( 22 )) 2.18
2.18 1.74
1.74 44
5500 33
(( 33 )) 2.20
2.20 1.76
1.76 33
4400
2.50
2.50 33
3300
2200 22 22
2.00
2.00
22
EE
1100 PPLL
AAMM 1.5
1.5 1.5
1.5
88 EEXX
33 //ss
mm
77
66 11.. 1.5
1.5
==
1.50
1.50
55
44
33
22 1.0
1.0 1.0
1.0
00mm
..88 1.0
1.0
1.00
1.00 ==00
0.9
0.9 0.9
0.9
11
0.90
0.90
INLET
INLET TYPE
TYPE 0.9
0.9
0.8
0.8
0.6
0.6 0.8
0.8
0.80
0.80 0.8
0.8
(1)
(1) Headwall
Headwall with
with
0.5
0.5
square
square edge.
edge. 0.8
0.8
0.4
0.4
0.70
0.70 (2)
(2) Headwall
Headwall with
with
0.3
0.3 socket
socket end.
end. 0.7
0.7
0.7
0.7
0.7
0.7
0.60
0.60 (3)
(3) Projecting
Projecting with
with
0.2
0.2 socket
socket end.
end.
0.15
0.15
0.6
0.6
0.50
0.50 0.6
0.6
0.1
0.1 0.6
0.6
0.09
0.09
0.08
0.08
0.07
0.07
0.06
0.06
0.05
0.05
0.40
0.40
0.04
0.04 0.5
0.5
0.5
0.5
0.5
0.5
0.03
0.03
0.02
0.02
0.30
0.30
Figure 3.5.3 Inlet Control Nomograph – Concrete Pipe Culverts

20
20
33
(m
(m /s)
/s)
(m)
(m)
1000
1000
77
15
15 800
800
600
600 66
500
500
400
400 55
10
10 300
300
99 44
200
200
88
150
150
77
33
100
100
66
80
80
55 60
60
50
50
40
40 22
44
30
30
20
20 50m
1.50
==1. m
1.5
1.5
33
.5m
m /s
/s
33 15
15 ==1111.5
EX
E AM
XA PLE
MP LE
10
10
00m
m 88
2.00
==2. 1.0
1.0
22 66
0.9
0.9
55
44 0.8
0.8
33 0.7
0.7
1.5
1.5
22 0.6
0.6
1.5
1.5
0.5
0.5
1.0
1.0 1.0
1.0
0.9
0.9 0.8
0.8
0.4
0.4
0.6
0.6
0.8
0.8
0.5
0.5
0.7
0.7 0.4
0.4
0.3
0.3
0.6
0.6 0.3
0.3
0.2
0.2
0.5
0.5
0.15
0.15
0.2
0.2
0.4
0.4 0.1
0.1
0.08
0.08
0.15
0.15
0.06
0.06
0.3
0.3 0.05
0.05
0.667
0.667
== 0.467
0.467
CRITICAL
CRITICAL DEPTH
DEPTH
RECTANGULAR
RECTANGULAR SECTION
SECTION
Figure 3.5.4 Critical depth in a Rectangular Section

Figure 3.5.5 Critical Depth in a Circular Pipe

Figure 3.5.6 Outlet Control Nomograph – Concrete Box Culvert Flowing Full
with n = 0.12

Figure 3.5.7 Outlet Control Nomograph – Concrete Pipe Culvert Flowing

Full with n = 0.012

Figure 3.5.8 Dimension of Triangular Channels

Figure 3.5.9 Dimension of Trapezoidal Channels with 1 to 1 Side Slopes

Figure 3.5.10 Dimension of Trapezoidal Channels with 1 in 2 Side Slopes





Figure 3.5.15 Rip-rap Sizing

APPENDIX A ROAD DESIGN PART 3 - DRAINAGE
APPENDIX A
Rainfall Intensity – Duration – Frequency

Table A.1 Rainfall Intensity - Duration - Frequency at Battambang
Battambang Rainfall Intensity (mm /hr)
Time Frequency (Return Period) (years)
(hours) 5 yr. 10 yr. 20 yr. 50 yr. 100 yr.
0.5 53.9 69.7 88.2 115.1 138.4
1 34.2 43.3 53.7 68.5 81.1
3 16.6 20.4 24.4 30.1 34.8
6 10.5 12.6 14.9 17.9 20.4
12 6.7 7.8 9.1 10.7 11.9
18 5.1 5.9 6.8 7.9 8.7
24 4.3 4.9 5.5 6.3 7.0
48 2.7 3.0 3.4 3.8 4.1
72 2.1 2.3 2.5 2.8 3.0
Table A.2 Rainfall Intensity – Duration – Frequency at Kompong Thom

Kompong Thom Rainfall Intensity (mm/hr)
(hours) 5 – yr 10 – yr 20 – yr 50 – yr 100 - yr
0.5 56.6 59.6 61.6 65.9 68.4
1 35.5 37.8 39.5 42.6 44.6
3 17.0 18.4 19.6 21.4 22.6
6 10.7 11.7 12.6 13.8 14.7
12 6.7 7.4 8.1 9.0 9.6
18 5.1 5.7 6.2 6.9 7.5
24 4.2 4.7 5.2 5.8 6.3
48 2.6 3.0 3.3 3.8 4.1
72 2.0 2.3 2.6 2.9 3.2

ROAD DESIGN PART 3 – DRAINAGE APPENDIX A
Table A.3 Rainfall Intensity – Duration – Frequency at Pursat

Pursat Rainfall Intensity (mm/hr)
(hours) 5 – yr 10 – yr 20 – yr 50 – yr 100 - yr
0.5 59.5 68.1 79.8 94.0 105.7
1 37.8 42.9 49.8 58.2 65.0
3 18.2 20.6 23.5 27.2 30.1
6 11.4 12.9 14.7 16.8 18.5
12 7.2 8.1 9.1 10.4 11.4
18 5.5 6.2 6.9 7.9 8.6
24 4.5 5.2 5.8 6.5 7.1
48 2.9 3.3 3.6 4.1 4.4
72 2.2 2.4 2.6 2.9 3.2
END OF DOCUMENT

RBHraCaNacRkkm<úCa
KINGDOM OF CAMBODIA
MINISTRY OF PUBLIC WORKS AND TRANSPORT
bTdæan
sikSaKMeragfñl;
ROAD DESIGN
STANDARD
PART 1 - GEOMETRY
CAM PW.03.101.99
1999
ROAD DESIGN PART 1 - GEOMETRY
BLANK

ROAD DESIGN PART 1 – GEOMETRY
FOREWORD
The Cambodia Road Design Standard is intended to be used

for the design of all new roads in the Kingdom of Cambodia.
The Cambodian Road Design Standard consists of the
following complementary documents which shall be
considered together:
-CAM PW 03-101-99 Road Design Standard – Part 1 - Geometry;
-CAM PW 03-102-99 Road Design Standard – Part 2 - Pavement;
-CAM PW 03-103-99 Road Design Standard – Part 3 - Drainage;

this Standard, the AUTHORITY shall be the Cambodian
Ministry of Public Works and Transport.


(AusAID).


Partners Pty Ltd.
Reproduction of extracts from this publication may be made

subject to due acknowledgment of the source.

printing, neither the MPWT nor AusAID accept responsibility for
any consequences arising from the use of the information
contained in it. People using the information should apply, and
rely upon, their own skill and judgement to the particular issue
which they are considering.

TABLE OF CONTENTS
1.1 INTRODUCTION 7
1.1.1 Design Standards ................................................................................... 7
1.2 DESIGN STANDARDS & ROAD CLASSIFICATION 7

1.2.1 Design Factors ........................................................................................ 7
1.2.1.1 Financial Level ............................................................................... 7
1.2.1.2 Terrain............................................................................................ 7
1.2.1.3 Traffic Volume................................................................................ 8
1.2.1.4 Traffic Composition ....................................................................... 8
1.2.1.5 Safety............................................................................................. 8
1.2.1.6 Road Classification........................................................................ 8
1.2.1.7 Environment................................................................................... 8
1.2.1.8 Energy............................................................................................ 9
1.2.1.9 Stage Construction........................................................................ 9
1.2.2 Road Standards....................................................................................... 9
1.2.2.1 Rural and Urban Areas .................................................................. 9
1.2.2.2 Application of Standards ................................................................ 9
1.2.3 ROAD CLASSIFICATION ...................................................................... 10
1.2.3.1 Function of Road ......................................................................... 10
1.2.3.1.1.1Categories of Road ..................................................................... 12
1.2.4 ACCESS CONTROL.............................................................................. 13
1.2.4.1 Degree of Control ........................................................................ 13
1.2.4.2 Application.................................................................................... 13
1.2.5 DESIGN STANDARDS .......................................................................... 14
1.2.6 Utilities ................................................................................................... 14
1.3 DESIGN CRITERIA 15

1.3.1 Topography............................................................................................ 15
1.3.2 Design Vehicles and Characteristics................................................. 15
1.3.3 Speed ..................................................................................................... 19
1.3.3.1 Operating Speed.......................................................................... 19
1.3.3.2 Design Speed .............................................................................. 19
1.3.3.3 Design Sections .......................................................................... 20
1.3.4 Capacity.................................................................................................. 20
1.3.4.1 Average Daily Traffic (ADT) ......................................................... 20
1.3.4.2 Design Hourly Volume (DHV) ...................................................... 20
1.3.4.3 Design Hourly Volume Ratio (K).................................................. 21
1.3.4.4 Directional Distribution Ratio (D)................................................. 21
1.3.4.5 Vehicle capacity conversion ........................................................ 21
1.3.4.6 Capacity under ideal conditions................................................... 22
1.3.4.7 Design Volume ............................................................................ 22
1.3.4.8 Service Volume............................................................................ 23
1.3.4.9 Design Level of Service and Volume/Capacity Ratio.................. 23

1.4 HORIZONTAL ALIGNMENT 25

1.4.1 General...................................................................................................25
1.4.2 Movement on a Circular Path..............................................................25
1.4.3 Superelevation......................................................................................26
1.4.3.1 Maximum Super elevation............................................................ 26
1.4.3.2 Minimum Superelevation..............................................................26
1.4.4 Maximum Side Friction .........................................................................26
1.4.5 Horizontal Curvature ............................................................................ 28
1.4.6 Plan Transition Curves.........................................................................29
1.4.7 Application of Superelevation .............................................................32
1.4.8 Superelevation Development Length................................................ 33
1.4.8.1 Rate of Rotation ...........................................................................34
1.4.8.2 Relative Grade..............................................................................35
1.4.9 Positioning of Superelevation Development.................................... 36
1.4.9.1 Plain Circular (No plan transition provided specifically)...............36
1.4.9.2 Transitioned Curves .....................................................................36
1.4.10 Small Changes in Alignment ................................................................ 37
1.4.11 Widening on Horizontal Curves..........................................................37
1.4.12 Curves with Adverse Crossfall............................................................ 38
1.4.13 Radius to Meet Sight Distance Requirements..................................39
1.5 SIGHT DISTANCE 41

1.5.1 General...................................................................................................41
1.5.2 Driver Capability.................................................................................... 41
1.5.3 Constants Assumed for Calculation of Sight Distance .................... 42
1.5.4 Height of Eye and Object Cut Off Height...........................................42
1.5.5 Stopping Sight Distance.......................................................................43
1.5.5.1 Derivation .....................................................................................43
1.5.5.2 Reaction Time..............................................................................43
1.5.5.3 Longitudinal Deceleration.............................................................44
1.5.5.4 Stopping Sight Distance...............................................................44
1.5.6 Passing Sight Distance .........................................................................45
1.5.6.1 General .........................................................................................45
1.5.6.2 Passing Sight Distance................................................................ 46
1.5.6.3 Effect of Grade on Passing Sight Distance .................................46
1.5.6.4 Frequency and Length of Passing Sections ................................ 46
1.6 CROSS SECTIONS 47

1.6.1 Elements of Cross Sections ................................................................ 47
1.6.2 Crossfalls................................................................................................ 47
1.6.2.1 General .........................................................................................47
1.6.2.2 Pavement Crossfalls.................................................................... 48

1.6.2.3 Shoulder Crossfalls ..................................................................... 48

1.6.3 Lane Widths and Marginal Strips ........................................................ 48
1.6.4 Shoulder Widths.................................................................................... 49
1.6.4.1 General Characteristics............................................................... 49
1.6.4.2 Width of Shoulders ...................................................................... 50
1.6.4.3 Shoulder Structure....................................................................... 50
1.6.5 MEDIANS ................................................................................................ 50
1.6.5.1 General ........................................................................................ 50
1.6.5.2 Median Types and Width............................................................. 51
1.6.6 PEDESTRIAN CROSSINGS................................................................. 53
1.7 VERTICAL ALIGNMENT 54

1.7.1 General................................................................................................... 54
1.7.2 Type of Curve........................................................................................ 54
1.7.3 Crest Vertical Curves........................................................................... 54
Design Speed (km/h) 55
1.7.4 Sag Vertical curves............................................................................... 55
1.7.5 GRADES................................................................................................. 56
1.7.5.1 General ........................................................................................ 56
1.7.5.2 Vehicle Operation on Grades ...................................................... 56
1.7.5.3 Uphill Speeds of Vehicles ............................................................ 56
1.7.5.4 Downhill Speeds of Vehicles ....................................................... 57
1.7.5.5 General Maximum Grades........................................................... 57
1.7.5.6 Grades Steeper than the General Maxima .................................. 58
1.7.5.7 Critical Grade Length................................................................... 59
1.8 DESIGN FORM 62

1.8.1 General................................................................................................... 62
1.8.2 Design Approach................................................................................... 62
1.8.3 The Driver's View................................................................................. 63
1.8.4 Fitting the Road to the Terrain ........................................................... 63
1.8.5 Horizontal Alignment ............................................................................ 68
1.8.5.1 Minimum Standards ..................................................................... 68
1.8.5.2 Horizontal Curves in Easy Terrain............................................... 68
1.8.5.3 Compound Curves ...................................................................... 68
1.8.5.4 Reverse Curves........................................................................... 69
1.8.5.5 Similar Curves ............................................................................. 69
1.8.6 Vertical Alignment ................................................................................. 69
1.8.7 Combined Horizontal and Vertical Curvature ................................... 70

BLANK

ROAD DESIGN PART 1 – GEOMETRY DESIGN STANDARDS & ROAD CLASSIFICATION
1.1 INTRODUCTION
1.1.1 Design Standards

Geometric road design standards are used as an aid to achieving consistent and
operationally effective road designs. Rapid expansion and improvement to road
networks in developing countries precipitated the need for standards to:
(a) maintain a degree of uniformity, particularly across administrative boundaries,
(b) enable satisfactory designs to be produced, even where there is not a high
degree of expertise,
(c) ensure that road funds were not misspent, through inappropriate designs, or
through inadequate provision for future traffic growth or current operations.
1.2 DESIGN STANDARDS & ROAD

CLASSIFICATION
1.2.1 Design Factors

The principal factors influencing the choice of design standard for a road are set
out in the following clauses.
1.2.1.1 Financial Level

The appropriate design standard for a particular road depends on both the overall
availability of finance and the state of development of the road network. When the
overall network is substantially adequate and finance is available, improvement
projects will be directed at operational safety and efficiency, and higher geometric
standards are appropriate. When the network is inadequate in terms of traffic
demand, and funds are limited, geometric standards may be lowered selectively
on parts of the road system. The state of the network and the funding position are
partly dependent on population, and the developed area over which the network
must spread. In Cambodia, these vary between geographical and administrative
regions, and it is reasonable that the appropriate design for individual roads
should differ somewhat between regions.
1.2.1.2 Terrain
Research indicates that terrain is one of the factors that modify drivers’
expectation of being able to maintain speed. Terrain is therefore included as one
of the elements used in selecting the design parameters in this standard. Terrain
also has a significant effect on the costs of achieving high geometric standards.
In flat inland areas, high standard alignments fit the terrain and can obviously be

DESIGN STANDARDS & ROAD CLASSIFICATION ROAD DESIGN PART 1 - GEOMETRY
achieved at practically no additional cost, while in steep mountainous country,

costs escalate rapidly as standards are increased.
1.2.1.3 Traffic Volume

The volume of traffic to be carried by a road can be considered as the design
loading that the designer must satisfy. Traffic volume is an important design
parameter and therefore a complete methodology for considering traffic volume in
the design of roads is provided in this guide. Factors to calculate traffic volumes
in terms of passenger car units and for calculating the design capacity of a
proposed road are provided.
1.2.1.4 Traffic Composition

The proportion of heavy commercial vehicles in the traffic stream influences not
only the structural design of the road pavement, but also some aspects of
geometric design, because of the disparity of speeds on grades and also
because of their greater width. The effect of heavy vehicles lowers the level of
service provided by the road due to two factors:
(a) The vehicle takes up more road than a car and thus a heavy vehicle is
equivalent to more than one car.
(b) The disparity of speeds leads to increased queuing and overtaking
requirements.
1.2.1.5 Safety
Whatever design standard is adopted, safety is a major goal of road design. The
theme of enabling the driver to perceive hazards in time to take appropriate action,
and of providing geometric parameters appropriate to the likely speed of
operation, runs throughout the Standard. Further, vehicles can get out of control,
and items like traversable batter slopes, guard fencing, breakaway light standards
and sign supports are desirable attributes of what has been described as a
‘forgiving’ roadside.
1.2.1.6 Road Classification

Roads fall into a hierarchy of categories ranging from international expressway to
District road in rural areas and urban expressway to local road in urban areas. As
road category is one of the elements used to select design parameters a full
definition is provided of each category to assist designers.
1.2.1.7 Environment
As a nation’s state of development and availability of consumer goods and
services improves, it becomes aware that its corporate enjoyment of less tangible
attributes of life has value, and that this can be destroyed by the pursuit of
measurable economic efficiency alone. The environmental impact of the
construction and operation of the road should be considered in all stages of
development and maintenance. The concept of environmental sustainability
should be applied in the planning and implementation of developments to the road
network.

1.2.1.8 Energy
The total road task makes considerable use of liquid fuels and other products
derived from crude oil. Grades exceeding about 5 % cause greater consumption
of fuel by heavy vehicles in the uphill direction than they save in the downhill
direction. However, the greatest changes in energy consumption related to
transport spring from questions of appropriate modes for long freight haulage, and
from land use distributions in urban areas. At the present stage, flattening of
grades can rarely be justified on the basis of energy saving alone.
1.2.1.9 Stage Construction

In a situation of changing land use and growing traffic, no road can ever be
regarded as ‘final’. There will always be requirements for future augmentation or
modification. Where it is obvious that medium term requirements would modify
the best short term design for a particular road, it is often possible to modify the
design slightly to provide better options for future action. While this ties up some
funds and prevents their use on other current projects, the effect can be much
less than if the longer term design was adopted in the first instance.
1.2.2 Road Standards

1.2.2.1 Rural and Urban Areas
Urban areas are defined as areas having a population of at least 1,000 where
buildings and houses are gathered and business activity is prevalent. It covers all
areas within the gazetted Municipality limits and also includes areas expected to
become urbanised within the design period. Rural areas can be regarded as
areas other than urban areas.
There is no fundamental difference in the principles of design for rural and urban
roads. Roads in urban areas, however, are characterised by busy pedestrian
activities and frequent stopping of vehicles owing to short intersection spacings
and congested built-up areas. Lower design speeds are usually adopted for
urban roads and different cross-sectional elements are applied to take into
account the nature of traffic and adjoining land use. It is for these reasons that
variations in certain aspects of geometric design are incorporated for these two
broad groups of roads.
1.2.2.2 Application of Standards

The design standard is classified into six groups (R6, R5, R4, R3, R2 and R1) for
rural areas and into six groups (U6, U5, U4, U3, U2 and Ul) for urban areas.
These are in descending order of hierarchy.
Roads which function to provide long distance travel, will require higher design
speeds whilst road which serve local traffic, where the effect of speed is less
significant can have a lower design speed. Also roads with heavier traffic will be
provided with a higher standard.

Each design standard is generally applicable to the road types as follows:
(a) Standard R6/U6 : Provides the highest geometric design standard for rural or
urban areas. They usually serve long trips with high speed of travelling,
comfort and safety. It is always designed with divided carriageway and with
full access control. The Rural and International Expressways fall under this
standard.
(b) Standard R5/U5: Provides also high geometric standard and usually serve
long to intermediate trip lengths with high to median travelling speeds. It is
usually with partial access control. The Rural Highway and Arterial fall under
this standard.
(c) Standard R4/U4: Provides medium geometric Standard and serve

intermediate trip lengths with medium travelling speeds. It is also usually with
partial access control. The Rural Highway, Major Provincial, Minor Arterial and
Major Collector fall under this standard.
(d) Standard R3/U3: Provides low geometric standard and serves mainly local
traffic. There is partial or no access control. The Minor Provincial and Minor
Collector fall under this standard.
(e) Standard R2/U2: Provides the lowest geometric standard for two-way flow. It
is applied only to local traffic with low volumes of commercial traffic. District
Roads and Local Streets fall under this standard.
(f) Standard R1/U1: Provides very low geometric standard and is applied to very
low traffic where the chance of two-way flow is low.
1.2.3 ROAD CLASSIFICATION

1.2.3.1 Function of Road
The function of each road is defined according to its role in the National, Provincial
or Urban road networks. Roads are categorised considering their transportation
characteristics of trip length, design volume and design speed. The conflicting
transport requirements of mobility and accessibility are key design features and
are used to differentiate between the category design standards. Details of the
road categories for rural and urban roads, their location in the road network and
their defining characteristics of trip length, design volume and speed are provided
in Table 1.2.1.

Table 1.2.1 Characteristics of Road Categories
Road Trip Length Design Volume Speed

Area Categories Long Med Short High Med Low High Med Low Network
International Expressway National

National Highway National
RURAL
Provincial Road Provincial

District Road Provincial
Urban Expressway National

Arterial Urban
URBAN
Collector Urban
Local Street Urban

1.2.3.1.1.1Categories of Road
The general characteristics of each road category are;
Level Rural Urban

I International Expressway Urban Expressway
An International Expressway is a divided highway for through traffic with, full An International Expressway is a divided highway for through traffic
control of access and always with grades separations at all intersections. with, full control of access and always with grades separations at all
They apply to the inter-provincial highways and make the basic framework of intersections. They form the basic framework of road transportation
National road transportation for high speed travelling. They serve long trips system in urbanised area for through traffic. They also serve
and provide the highest speed of travelling and comfort. To maintain this, they relatively long trips and smooth traffic flow and with full access
are fully access-controlled and are designed to the highest standards. control and complement the Rural Expressway system.
II Highway Arterial
They constitute the backbone of the inter-provincial national network and An arterial is a continuous road with partial access control for
complement the expressway network. They usually link up directly or through traffic within urban areas. Basically it conveys traffic from
indirectly the Provincial Capitals and major points of entry/exit to the country. residential areas to the vicinity of the central business district or
They serve long to intermediate trip lengths. Speed service is not so from one part of a city to another which does not intend to penetrate
important as in an Expressway but relatively high to medium speed is the city centre. Arterial roads do not penetrate identifiable
necessary. Smooth traffic is provided with partial access control. neighbourhoods. Smooth traffic flow is essential since it carries
large traffic volume.
III Provincial Roads Collector Roads
They constitute the major roads forming the basic network of the road A collector road is a road with partial access control designed to
transportation system within a province. They serve intermediate trip lengths serve on a collector or distributor of traffic between the arterial and
and medium travelling speeds. Smooth traffic is provided with partial access the local road systems. Collectors are the major roads that
control. They usually link up the Provincial Capitals and major district penetrate and serve identifiable neighbourhoods, commercial areas
centres. and industrial areas.
IV District Local
They apply to all roads other than those described above in the rural areas. The local street system is the basic road network within a
They form the basic road network within a Land Scheme or other inhabited neighbourhood and provides direct access to abutting land. They
areas in a rural area. They also include roads with special functions such as are links to the collector road and thus serve short trip lengths.
holiday resort roads, security roads or access roads to government Through traffic should be discouraged.
institutions. They serve mainly local traffic with short trip lengths and are
usually with partial or no access control.

1.2.4 ACCESS CONTROL

1.2.4.1 Degree of Control
Access control is the condition where the right of owners or occupants of abutting
land or other persons to access, in connection with a road is fully or partially
controlled by the public authority.
Control of access is usually classified into three types for its degree of control,
namely full control, partial control and non-control of access.
Full Control of Access means that preference is given to through traffic by

providing access connecting with selected public roads only and by prohibiting
crossings at grade or direct private driveway connections. Partial Control of
Access means that preference is given to through traffic to a degree that in
addition to access connection with selected public roads, there may be some
crossings trafficked roads, at grade intersections should be limited and only
allowed at selected locations.
To compensate for the limited access to roads with full or partial control of
access, frontage or service roads are sometimes attached to the sides of the
main roads. In Non Control Access there are basically no access limitations.
1.2.4.2 Application
The selection of the degree of access control required is important to
preserve the as built capacity of the road as well as improved safety to all
road users. Two aspects pertaining to the degree of access are:
(a) consideration of access to existing developments during the design stage;
(b) consideration of access to future developments after the road is completed;

(c) the selection of degree of access control depends on traffic volumes,
function of the road and the road network around the areas. Guidelines for
selecting the degree of access control are provided in Table 1.2.2 and
Table 1.2.3.
Table 1.2.2 Access Control (Rural)
Road Category Design Standard

R6 R5 R4 R3 R2 R1
Expressway F - - - - -
Highway F P P - - -
Provincial - - P P - -
District - - N N N

Table 1.2.3 Access Control (Urban)
Road Category Design Standard

U6 U5 U4 U3 U2 U1
Expressway F - - - - -
Arterial F P P - - -
Collector - - P P - -
Local - - - N N N
1.2.5 DESIGN STANDARDS

The design standards used for various category roads are shown in Table 1.2.4.
Table 1.2.4 Design Standard
Road 30 Year Projected ADT

Category All Traffic >10,000 10,000 3,000 to 1,000 to <150
Volume to 3,000 1,000 150
Expressway R6 - - - - -
RURAL
Highway - R5 R4 - - -
Provincial - - R4 R3 - -
District - - - - R2 R1
Expressway U6 - - - - -
URBAN
Arterial - U5 U4 - - -
Collector - - U4 U3 - -
Local - - - - U2 U1
1.2.6 Utilities
Guidelines for the location of utilities within road reserves relative to property
boundaries are provided in Table 1.2.5.
Table 1.2.5 Guidelines for Location of Utilities in Road Reserve
Footpath Width Distance from Property Boundary (Metre)

(Metre) Gas Main Electricity Telephone Sewer Water
> 3.0 0.6 1.2 1.8 2.4 3
>2.2, <3.0 0.4 1.0 1.0 1.6 2.2

ROAD DESIGN PART 1 – GEOMETRY DESIGN CRITERIA
1.3 DESIGN CRITERIA
1.3.1 Topography
For design purposes topography is classified into flat, rolling or mountainous
using the following definitions:
FLAT terrain:
The topographical condition where highway sight distances, as governed by both
horizontal and vertical restrictions are generally long or could be made to be so
without construction difficulty or expense. The natural ground, cross slopes (ie.
perpendicular to natural ground contours) in a flat terrain are generally below 3 %
ROLLING terrain:
The topographical condition where the natural slopes consistently rise above and
fall below the road or street grade and where occasional steep slopes offer some
restrictions to normal horizontal and vertical roadway alignment. The natural
ground cross slopes in rolling terrain is generally between 3 – 25 %.
MOUNTAINOUS terrain:
The topographical condition where longitudinal and transverse changes in the
elevation of the ground with respect to the road or street are abrupt and where
benching and side hill excavation are frequently required to obtain acceptable
horizontal and vertical alignment. The naturals ground cross slopes in
mountainous terrain are generally above 25 %.
1.3.2 Design Vehicles and Characteristics

The physical characteristics of vehicles and the proportions of various size
vehicles using the roads affect the geometric design of roads. The design vehicle
to be used for geometric design follows that used by AASHTO as in Chapter II of
AASHTO “Design Vehicles “- A Policy of Geometric Design of Highways and
Stress (1994) with SI units . Information on standard design vehicles are provided
in Table 1.3.1, and Figure 1.3.1, Figure 1.3.2 and Figure 1.3.3.
Table 1.3.1 : Design Vehicle Dimensions
Design Vehicle Dimensions (m) Turning

Type Symbol Wheel Overhang Overall Overall Height Radius
Base Front Rear Length Width (m)
Passenger Car P 3.4 0.9 1.5 5.8 2.1 1.3 7.3
Single Unit SU 6.1 1.2 1.8 9.1 2.6 4.1 12.8
Truck
Truck WB-15 7.9 0.9 0.6 16.7 2.6 4.1 13.7
Combination

DESIGN CRITERIA ROAD DESIGN PART 1 - GEOMETRY
Pathofleft
Front wheel
Tur 4.7m
7.3ni
mn 7.9m
g
Ra
diu
09
.m
8
5m
. 34
.m
Design Passenger Path ofront
f overhang
Vehicle
1.5m Path of Right
Rear Wheel
8
1m
.
Path of Rear
21
.m Overhang
Unit in metre
Source : AASHTO - Geometric Design of Highways
and Street (1994)
Figure 1.3.1 Design Vehicle P

Path of left front wheel
Tur
128
.mM N
I
nin
g 87
.mM N
I
Rad
ius
13.4mMAX
12.
Path of over-hang
Design single unit
61
.m Truck or Bus
91
.m
8
1m
.
Path of Right
6
2.
Rear wheel
Unit in metre
and Street (1994) in SI Units
Figure 1.3.2 Design Vehicle SU

13.7m MinTurning
Pathofleft
Front Wheel
60
.mM N
I
14.
1m MAX
9
0.
49
.m
Path of
Over-hang
12.
16.7m 15.2m
7
9. W B .50 Design semitrailer Path of Right
m Combination Rear wheel
12.
06
.m 6
2.
Unit in metre
and Street (1984)
Figure 1.3.3 Design Vehicle WB-15

1.3.3 Speed
Speed is a primary factor in all modes of transportation, and is an important factor
in the geometric design of’ roads. The speed of vehicles on a road depends, in
addition to capabilities of the drivers and their vehicles, upon general conditions
such as the physical characteristics of’ the highway, the weather, the presence of
other vehicles and the legal speed limitations.
The Speeds are selected to meet the needs of the road to fulfil its function. Thus
roads which are planned to provide long distance travel will be designed with a
higher speed while those which provides short distance travel can be given a
lower design speed.
1.3.3.1 Operating Speed

Operating speed is the highest overall speed at which a driver can travel on a
given road under favourable weather conditions and under prevailing traffic
conditions without at any time exceeding the design speed on a section by section
basis.
1.3.3.2 Design Speed

Design speed is the maximum safe speed that can be maintained over a
specified section of the road when conditions are so favourable that the design
features of the road governs. The assumed design speed should be a logical one
with respect to the topography, the adjacent land use and the type of road. Every
effort should be made to use as high a design speed as practicable while
maintaining the desired degree of safety, mobility and efficiency. Table 1.3.2 and
Table 1.3.3 indicate the selection of design speeds for rural and urban roads
respectively.
Table 1.3.2 : Design Speed (Rural)
Design Standard Design speed ( km/hr)
Flat Terrain Rolling Terrain Mountainous

Terrain
R6 120 100 80
R5 100 80 60
R4 90 70 60
R3 70 60 50
R2 60 50 40
R1 40 30 20

Table 1.3.3 : Design Speed ( Urban )
Design Standard Design Speed ( km/ hr )
Area Type I Area Type II Area Type III

U6 100 80 60
U5 80 60 50
U4 70 60 50
U3 60 50 40
U2 50 40 30
U1 40 30 20
Note : Type I – Relatively free in road location with very little problem as regards land
acquisition, affected building or other socially sensitive areas.
Type II – Intermediate between I and III
Type III – Very restrictive in road location with problem as regards land acquisition,
affected building and other sensitive areas.
1.3.3.3 Design Sections

In the design of a substantial length of road, it is desirable, although not always
feasible to allow for a constant design speed. Changes in terrain and other
physical controls may dictate a change in the design speed on certain-sections. If
a different design speed is introduced, the change should not be abrupt, but there
should be a transition section of at least 1 km to permit drivers to change speed
gradually before reaching the section of’ the road with a different design speed.
The transition sections are sections with intermediate design speeds, and where
the magnitude of the change in the design speeds are large, more than one
transition section will be required.
1.3.4 Capacity
The design of a road should be based on traffic data that defines the “loads” for
geometric design. Traffic data for a road or section of road should be based on
recent traffic and axle load surveys performed in accordance with procedures
provided in CAM PW 03-102-99 Road Design Standard Part 2- Pavement.
1.3.4.1 Average Daily Traffic (ADT)

ADT represents the total traffic for the year divided by 365, or the average volume
per day. Knowledge of the ADT is important for many purposes, such as
determining annual usage as justification for proposed expenditures or for design
of structural elements of a road. The projected ADT is also used to designate the
standard of road as shown in Table 1.2.4, Design Standards. However, the direct
use of ADT in geometric design is not appropriate because it does not indicate the
significant variation in the traffic occurring during various months of the year, days
of the week and hours of the day. A more appropriate measurement is by hourly
volume that is used to determine the capacity requirement of the road.
1.3.4.2 Design Hourly Volume (DHV)

The traffic pattern on any road shows considerable variation in traffic volumes
during the different hours of the day and in hourly volumes throughout the year. It

is difficult to determine which of these hourly traffic volumes should be used for
design. It would be wasteful to base the design on the maximum peak hour traffic
of the year, yet the use of the average hourly traffic would result in an inadequate
design.
To determine the hourly traffic best fitted for design, a curve showing the variation
in hourly traffic volumes, during the year is used. In the absence of the traffic
survey data, the hourly traffic used in design is the 30th highest hourly volume of
the year, abbreviated as 30 HV. The design hourly volume, abbreviated DHV is
the 30 HV of the future year chosen for design.
The above criterion is applicable to most rural and urban roads. However, for
roads on which there is unusual or highly seasonal fluctuation in traffic flow such
as holiday resort roads, the 30 HV may not be applicable. It may be desirable, to
choose an hourly volume for design (about 50 percent of the hourly volumes)
expected to occur during a very few maximum hours (15 to 20) of the design year
whether or not it is equal to 30 HV.
1.3.4.3 Design Hourly Volume Ratio (K)

K is the ratio of DHV to the designed ADT. K’s value ranges from 7 % to 20 %
and the actual value should be obtained from traffic data. In the absence of traffic
data k = 12 % for urban roads and k = 15 % for rural roads should be used. For
roads with highly distinct fluctuations of traffic, whether seasonal, daily or hourly, it
is recommended that traffic surveys be carried out as the above k values may be
unrealistic.
1.3.4.4 Directional Distribution Ratio (D)

For 2-lane roads, the DHV is the total traffic in both directions of travel. On roads
with more, than two lanes, and on 2-lane roads where important intersections are
encountered or where additional lanes are to be provided later, knowledge of the
hourly traffic load in each direction of travel is essential for design.
The directional distribution of traffic during the design hour should be determined
by field measurements on the facilities. Generally in the absence of field data D
value of 60 % can be used in urban areas and 65 % in rural areas. Traffic
distribution by directions is generally consistent from year to year and from day to
day except on some roads serving holiday resort area.
1.3.4.5 Vehicle capacity conversion

Capacity is also usually stated in terms of passenger car units (p.c.u). Table
1.3.4 gives the conversion factor to be used in converting the various classes of
vehicles to passenger car units.

Table 1.3.4 : Conversion Factors to Passenger Car Units
Type of Vehicle Equivalent Value in P.C.U’S

Rural Urban Round About Traffic Signal
Standard Standard Design Design
Passenger Cars 1.00 1.00 1.00 1.00
Motor Cycles 1.00 0.75 0.75 0.33
Light Vans 2.00 2.00 2.00 2.00
Medium Lorries 2.50 2.50 2.80 1.75
Heavy Lorries 3.00 3.00 2.80 2.25
Buses 3.00 3.00 2.80 2.25
1.3.4.6 Capacity under ideal conditions

Under ideal conditions, the possible capacity for uninterrupted flow are as follows:
(a) For 2-lane two way (total) = 2,800 pcu/hr
(b) For multi-lane (per lane) = 2,800 pcu/hr. Ideal conditions consist of the
following for two-lane roads:
(c) Design speed greater than or equal to 100 km/hr
(d) Lane widths greater than or equal to 3.65 m
(e) Clear shoulders wider than or equal to 1.83 m
(f) No “No passing zones” on the highway
(g) All passenger cars in the traffic stream
(h) A 50/50 directional split of traffic
(i) No impediments to through traffic due to traffic control devices or turning

vehicles
(j) Level terrain.
When one or more of these conditions are not met, the actual capacity will be
reduced. For additional information on the impact of these factors on volume
capacity refer to Highway Capacity Manual, Special Report No 209,
Transportation Research Board, Washington D.C., 1985.
1.3.4.7 Design Volume

Design volume is the volume of traffic estimated to use the road during the design
year, which is taken as 20 years after the completion of the road. The derivation
of the design hour volume (DHV) is as discussed in Section 1.3.4.2.

1.3.4.8 Service Volume

The service volume is the maximum volume of traffic that a designed road would
be able to serve without the degree of congestion falling below a preselected level.
The level of service defines the allowable level of congestion when traffic flow
equals the design hourly volume for each category of road. Levels of service for
all road categories are provided in Table 1.3.5.
Table 1.3.5: Level of Service
Level of Remarks
Service
A Free Flow with low volumes, densities and high speeds.
Drivers can maintain their desired speeds with little or no delay.
B Stable Flow. Operating speeds beginning to be restricted some
what by traffic conditions. Some slight delay.
C Stable Flow. Speeds and manoeuvrability are more closely
controlled by higher volumes . Acceptable delay.
D Approaching Unstable Flow. Tolerable operating speeds which
are considerably affected by operating conditions. Tolerable
delay.
E Unstable Flow. Yet lower operating speeds and perhaps
stoppages of momentary duration. Volume is at or near capacity
congestion and intolerable delay.
F Forced Flow. Speeds and volume can drop to zero. Stoppages
can occur for long periods. Queues of vehicles backing up from, a
restriction downstream.
1.3.4.9 Design Level of Service and Volume/Capacity Ratio

Volume capacity ratio is calculated by dividing the service volume for a given level
of service by the theoretical capacity of the road. Service volume is defined in
Section 1.3.4.8. Based on the design level of service volume capacity ratios can
be provided for each category of road. Design level service and related volume
capacity ratios for rural and urban roads are provided Table1.3.6 and Table1.3.7
respectively.
Table1.3.6: Design Level of Service and Volume / Capacity Ratio (Rural )
Road Category Design Level of Service Volume/Capacity Ratio

Expressway C 0.70 – 0.80
Highway C 0.70 – 0.80
Primary Road D 0.80 – 0.90
Secondary Road D 0.80 – 0.90
Minor Road E 0.90 – 1.00

Table1.3.7: Design Level of Service and Volume / Capacity Ratio (Urban )
Road Category Design Level of Service Volume/Capacity Ratio

Expressway C 0.70 – 0.80
Arterial C 0.70 – 0.80
Collector D 0.80 – 0.90
Local Street E 0.90 – 1.00

ROAD DESIGN PART 1 – GEOMETRY HORIZONTAL ALIGNMENT
1.4 HORIZONTAL ALIGNMENT
1.4.1 General
The horizontal alignment of a road is usually a series of straights (tangents) and
circular curves connected by transition curves. An alignment essentially without
straight sections is described as being curvilinear. A curvilinear alignment may
consist of long, large radius circular curves, with or without spiral transitions, or
may consist of curves of variable curvature conforming to a polynomial
mathematical relationship.
Curvilinear alignment is suitable for divided roads. On two-lane roads in

undulating country it may be appropriate particularly if overtaking provision is not
impaired. In flat inland areas, it has also been used successfully. The curves, in
keeping with the terrain are large and hence do not restrict overtaking but do
produce advantages of reduced headlight glare and better perception of the speed
of approach of opposing vehicles.
1.4.2 Movement on a Circular Path

As a vehicle traverses a circular curve, it is subject to a centripetal force which
must be sufficient to balance the inertial forces associated with the circular path.
For a given radius and speed, a set force is required to maintain the vehicle in this
path and, in road design, this is provided by side friction developed between tyre
and pavement, and by super elevation.
For normal values of super elevation, the following formula is accepted:
2
e + f =V or V2 (1 - 1.)
gR 127 R
where:
e = pavement super elevation (m/m or tangent of angle). This is
taken as positive if the pavement falls towards the centre of the
curve.
f = coefficient of side frictional force developed between
vehicle types and road pavement. This is taken as positive if the
frictional force on the vehicle acts towards the centre of the curve.
g = acceleration due to gravity = 9.8 m/s 2
V = speed of vehicle (km/h)
R = curve radius (m)
Where f equals zero in the formula, the whole of the condition can occur on large
radius curves with positive superelevation or for slow moving vehicles on curves
of any radius. At low speeds, f can be negative, and the curve is then over-super
elevated for that speed. Curves are generally designed, however, so that a
positive f is required for the range of vehicle speeds likely to occur.

HORIZONTAL ALIGNMENT ROAD DESIGN PART 1 - GEOMETRY
1.4.3 Superelevation
The super elevation to be adopted is chosen primarily on the basis of safety, but
other factors are comfort and appearance. The super elevation applied to a road
should take into account:
(a) design speed of the curve;
(b) tendency of very slow moving vehicles to track towards the centre;
(c) stability of high laden commercial vehicles difference between inner and
outer formation levels, especially in flat country;
(d) length available to introduce the necessary super elevation.
1.4.3.1 Maximum Super elevation

Use of maximum super elevation will need to be considered where the radius of a
curve is approaching the minimum for the design speed; ie towards the minimum
radius provided in Table 1.4.2. Normally, this will occur in steep terrain or where
there are constraints on increasing the radius of an individual curve in a group. In
such cases, if super elevation approaching the maximum is not applied, there
may be a sharp i ncrease in friction demand by a vehicle travelling at the design
speed as it enters the curve in question. While it can be shown that the friction
value may be within the normal range drivers use, a sudden change in friction
demand will lead to a sudden change in steering attitude of a vehicle negotiating
the road. Large fluctuations in friction demand are best avoided, as a driver may
not anticipate a sudden change in the response of his vehicle. The maximum
super elevation ranges from 0.10 in mountainous terrain to 0.06 to 0.07 in flat
terrain.
1.4.3.2 Minimum Superelevation

At low and intermediate ranges of design speeds (below about 100 km/h), it will
usually be found desirable to super elevate all curves. The minimum
superelevation should be at least equal to the normal cross fall on straights,
unless the radius of an individual curve is so great that it can be regarded as a
straight for the particular speed environment and normal cross falls (or adverse
super elevation) used.
1.4.4 Maximum Side Friction

The circular path formula given in Section 1.4.2 assumes that the path of a
vehicle traversing a curve assumes a constant radius equal to the curve radius.
However, this does not occur in practice. On short, small-radius curves, drivers
tend to use the available lane width so that vehicle path radius is increased and
the actual f is below the value implied by the circular path formula.
For longer, large-radius curves, however, drivers must make additional steering
adjustments to maintain the position of the vehicle within the lane. These tend to
decrease the radius of the vehicle path so that the actual f is greater than the
value implied by the formula.

The differences between the conditions assumed for the circular path formula and
what actually occurs in practice mean that f values appropriate for use in the
formula cannot be derived directly from known pavement skid resistance.
However, drivers learn to assess the speed appropriate to a given curve, and this
can form the basis of a design criterion. From measurements of this speed and
curve geometry, the circular path formula can be used to compute the equivalent f
value that the driver regards as appropriate.
It should be noted that there are practical limits to the speed of vehicles around
curves on normal roads. Tests show that most cars can develop instability when
the value of f exceeds 0.6 g, where g is the acceleration due to gravity. Vehicles
with a high centre of gravity can develop roll instability at cornering rates as low as
0.28 g. Observations of driver behaviour show that at speeds of 80 km/h,
cornering rates above those considered “comfortable” are regularly adopted,
especially under dry conditions. At speeds less than 80 km/h even higher values
of cornering rates are common, whereas at high speeds (100 km/hr or more) the
cornering rate observed is modest.
The f values given in Table 1.4.1 which apply to sealed and unsealed pavements,
have been derived from observations of driver speed behaviour on rural road
curves, and are appropriate for use with the circular path formula. The f values
shown for speeds less than 90 km/h are those typically used by vehicles travelling
at the design speed on the sharper curves. The values shown for higher speeds
are in excess of those likely to be required by vehicles travelling at the design
speed, in keeping with the concept that high speed alignments should provide a
high degree of comfort and safety for all road users (McLean 1983).
The values given in Table 1.4.1 are an upper limit and the f demand of a vehicle at
the design speed should not exceed them. Normal design will select an
appropriate superelevation and the f demand can be checked from:
2
f d = Vd −e (1- 2.)
127 Ra
where fd = f demand of a vehicle at the design speed

Vd = design speed (km/h)
Ra = actual radius of curve (m)
e = proposed superelevation (m/m)
For normally accepted superelevation rates, f, will be somewhat below the values
in Table 1.4.1 unless there is a particular curve where it is very difficult or costly to
increase the radius. In such cases, large increases in f demand between
successive curves are best avoided even if this means the use of superelevation
towards the maximum.
It is important to note that the values for f given in Table 1.4.1 assume
construction and maintenance techniques which will ensure an adequate factor of
safety agains t skidding. The susceptibility of the wearing surface to polishing, the
macro-texture of the surface and the amount of bitumen used in the wearing
surface are all important matters in the initial construction of a pavement which
contribute to skid resistance. Freedom from contamination by oil spillage or loose
aggregate, and resealing when surface texture becomes too smooth, are
important aspects in maintenance of skid resistance. Normally, a pavement that

is properly maintained will retain adequate res istance to skidding under all but
extreme conditions of driver behaviour or weather.
Table 1.4.1: Maximum Design Values of Side Friction for Sealed and
Unsealed Pavements
Design Speed Sealed Pavements Unsealed Pavements

100 0.13
80 0.14 0.10
70 0.14 0.11
60 0.15 0.12
50 0.17 0.13
40 0.19 0.14
30 0.20 0.16
25 0.18
1.4.5 Horizontal Curvature

The minimum radius of a horizontal curve for a given vehicle speed can be
determined from the formula given in Section 1.4.2:
V2
Rmin = (1 - 3.)
127 (emax + f min )
where:
R min is the minimum radius (m)
V is the vehicle speed (km/h)
emax . and fmax are the maximum values of superelevation and side
friction respectively.
Using the values for fmax from Table 1.4.1, the approximate minimum radii for
various vehicle speeds for typical maximum superelevations are as shown in
Table 1.4.2. When both superelevation and the side friction values are at the
maximum the vehicle speed is equal to the limiting curve speed standard.
In practice it is usual to adopt radii greater than those in Table 1.4.2 and
Table 1.4.3 and to reduce superelevation and side friction below their maximum
values.
Table 1.4.2: Minimum Radius of Horizontal Curves with Sealed Pavement
Minimum Horizontal Curve Radius on Sealed Pavements (m)

Vehicle Speed Superelevation Rate
(kph)
0.10 0.09 0.08 0.07 0.06 0.05 0.04 0.03

110 420 435 455 480 505 530 560 595
100 345 360 375 395 415 440 465 495
80 210 220 230 240 255 265 280 300

70 165 170 175 185 195 205 215 230

60 115 120 125 130 135 145 150 160
50 75 80 80 85 90 90 95 100
40 45 45 50 50 50 55 55 57
30 25 25 25 26 27 28 30 31
Table 1.4.3: Minimum Radius of Horizontal Curves with Unsealed Pavement
Minimum Horizontal Curve Radius on Unsealed Pavement (m)

Vehicle Speed Superelevation Rate
(kph) 0.10 0.09 0.08 0.07 0.06 0.05 0.04
80 255 265 280 300 315 340 360
70 185 195 205 215 230 245 260
60 130 135 145 150 160 170 180
50 90 90 95 100 105 110 120
40 55 55 60 60 65 70 70
30 27 28 30 31 32 35 35
25 18 18 19 20 21 21 22
Compound curves, consisting of two or more contiguous unidirectional curves of

differing radii, should be avoided unless the curves are of large radius. A single
curve is preferable if economically or physically possible. Reverse curves may
introduce problems in achieving suitable change of superelevation rates unless
the curves are transitioned, or the tangent points separated. In mountainous
country, it is often necessary to have coincident reverse tangent points.
1.4.6 Plan Transition Curves

A curve inserted to transition from the straight or tangent section of a road to a
circular are, or between adjacent curves, is known as a plan transition curve.
Such a curve is used for the following reasons:
a) to provide a length over which superelevation and/or widening is applied.
b) to facilitate positioning of the vehicle within narrower lane widths, particularly in

lower speed envi ronments on lower radii curves.
c) in some cases, appearance is improved particularly on a bridge where a rigid

handrail follows the exact geometry of the lane.
d) appearance can also be improved on large-radius curves that are visible at

the end of a long straight.
e) provides a length over which steering adjustment can be made (particularly

between reverse curves).
f) provides a length over which speed adjustments may be made between

curves of different radii.

A wide range of curve forms (including even a large-radius circular curve) can be
suitable for a plan transition. However, a curve frequently used is the Clothoid
where curvature (reciprocal of radius) changes at a uniform rate along the curve.
This would be the correct form if vehicles travelled at uniform speed along the
exact centre line of the roadway.
The plan transition length should be sufficient so that as superelevation is

developed, the rate of rotation of the pavement (see Section 1.4.8.1) should not
exceed 0.025 m/m/sec (angular rotation 0.025 rad/sec), of travel time at the
design speed. In more difficult situations, usually in the lower speed environment
sections (below 80 km/h), this maybe increased to 0.035 m/m/sec. The plan
transition, if provided, will occupy that portion of the superelevation development
where the outer traffic lane goes from level to the full superelevation (see
Table 1.4.4 and Figure 1.4.1).
On wider pavements, the relative grade of the two pavement edges should be
kept within reasonable limits for the sake of appearance, this becomes a control
on plan transition length in these cases. Values using these criteria are
discussed in Section 1.4.7 and 1.4.8.
Plan transitions involve a shift between the extended tangent line and the
extended circular arc. The value of the shift can be taken as L 2 / 24R where L is
the length of plan transition curve, and R the radius of the circular arc. (This
expression is correct for the Clothoid where curvature increases linearly. It is an
approximate shift value for other forms of plan transition).

SL
e
ST n
n
n
CS
PI p Le
,L ,
al th
ir ng
sp le
e
of ent
th pm
ng lo
Le ve
de
n
c io
at
r
v
le
C ircu lara
re
pe
Supe Su
rele
vati
on,e
SC
Lp
Level
n
Le
TS
Tr
ue
CL
n n
SLe
Full superelevation
Level point
above datum
CL
below datum
Crossfall on straight
SLe TS SC
LEGEND PI point of intersection of the main tangents
TS tangent to spiral - common point of tangent and spiral
SLe start of superelevation development
SC spiral to curve - common point of spiral and circular curve
Lp length of spiral, TS to SC (m)
Le length of superelevation development (m)
n normal pavement crossfall(%)
e pavement superelevation (%)
Figure 1.4.1: Typical Development of Superelevation on Two Lane Roads
Where the shift is less than approximately 250 mm, the contribution by the
transition to positioning of vehicles or to appearance is negligible and it may be
omitted.
Where the curve is to be widened (see Section 1.4.11), and the shift is not greater
than approximately half of the widening, a plan transition may also be omitted
provided all the widening is applied on the inside of the curve in the position
normally occupied by the transition.

Where a transition is desired for appearance purposes the length should be

sufficient to require a shift of 0.25 m to 0.5 m. In high speed environments in
predominantly flat country where curves are visible from long distances the
appearance of the road can be improved by increasing the length of the plan
transition if necessary to produce a shift of about 0.5 m.
In lower speed environments, care should be taken when considering plan

transition lengths that are greater than those that are needed for the development
of superelevation. Drivers regulate their desired speed from the apparent
curvature of the road ahead and, in the low and medium speed environments, this
results in some variation of curve approach speeds. In these environments,
therefore, longer plan transition lengths introduced merely for appearance may
affect the drivers’ perception of road curvature, and are probably best avoided.
1.4.7 Application of Superelevation

On straights, the pavement has normal cross fall to shed water. As discussed in
Section 1.6.2, this cross fall is provided both ways from the centre on undivided
rural roads. Each carriage way on a divided rural road usually has one-way
crossfall away from the median on straight alignments.
A change from normal cross fall to superelevation occurs as the road changes
from a straight to a curved alignment, (except where adverse cross fall is
adopted), or from a very large curve with adverse cross fall to a curve with a lower
radius.
The adopted position of the axis of rotation, ie the point about which the cross fall
is rotated to develop super elevation depends upon the type of road facility, total
road cross section adopted, terrain and the location of the road. On a two-lane,
two-way road, the superelevation is normally developed by rotating each half of
the cross section (including shoulders) about the carriageway centre line (axis of
rotation). The application of superelevation often results in the profiles at the
edges of the carriage ways being in opposite directions to each other, or to the
resulting grade lines creating flat sections of pavement (See Figure 1.4.1). Where
drainage or appearance problems are thereby created, the grading along the
controlling edges of the carriageway and/or traffic lanes must be determined and
the relative grade or the rate adjusted accordingly.
On divided rural roads, where the median is relatively narrow, ie. less than 5m,
the two carriageways may be rotated about the centreline of the median. Where
the median is wide, the axis of rotation may also be the centreline of the median
(provided that excess cuts and fills do not result) or along the median edge of
carriageway. In flat country, it may be desirable to adopt the left (or outer) edge of
carriageway as the axis of rotation or introduce independently graded
carriageways. Where the pavement is to be widened into the median at a later
stage, care must be exercised when placing the axis of rotation at the first stage
median shoulder or carriageway edge. Ultimate s uperelevated cross sections
must be checked to avoid steep median crossfalls or an unsightly saw tooth
appearance.

Where carriageways are wide and it is necessary to reduce the depth of water on
roadway surfaces during the development of superelevation, either the rate of
rotation must be increased to values consistent with appearance, individual grade
lines established for shoulder and traffic lanes or the width of the contributing
pavement reduced.
If the rate of change in level is abrupt, it may be unsightly. The change can be
particularly noticeable where a kerb, guard fence or bridge barrier defines the
outer shoulder edge.
Table 1.4.4: Superelevation Development and Plan Transition Lengths for

Two Lane Pavement
Length of Superelevation Development and Plan Transition

Design Speed In metres where superelevation is:
kph 0.03 0.05 0.07 0.10
Super Plan Super Plan Super Plan Super Plan
40 20 10 25 15 30 25 40 35
50 25 15 30 20 40 30 50 40
60 30 15 40 25 50 35 60 50
70 35 20 45 30 55 40 70 60
80 55 30 70 45 90 65 120 90
90 60 30 80 50 100 70 130 100
100 65 35 90 55 110 80 145 110
110 75 40 100 60 120 90
120 80 40 110 70 135 95
Notes:
a) Values are based on subjective criteria and should be regarded as an approximate guide
and not uniquely correct. Therefore, all values are rounded.
b) Mountainous environment is assumed for design speed of 40 km/h to 70 km/h which

permits the use of the rate of rotation of 0.035 radians per second. If these design
speeds are used in terrain other that mountainous, longer transition would be required to
reduce the rate of rotation to about 0.025 radians (1.5°) per second. The lower value has
been used in the table for design speed of 80 km/h and above.
c) Lengths of superelevation development are based on a normal crossfall of 0.03. Plan

transition lengths are derived in accordance with Figure 1.4.1 with the tangent – spiral
point at the location where the outer traffic lane is level. Normally where shift is less than
0.25 m plan transition would be omitted. Where appearance is important, plan transition
curves may be lengthened.
1.4.8 Superelevation Development Length

The length required to develop superelevation should be adequate to ensure a
good appearance and give satisfactory riding qualities. The higher the design
speed or wider the carriageway, the longer the superelevation development will
need to be to meet the requirements of appearance and comfort. The criteria
used to determine this length are:
a) Rate of rotation of the road crossfall r.

b) Relative change of grade of the edges of the carriageway in relation to the

grade of the axis of rotation, ie Relative Grade.
The rate of rotation of the pavement should not generally exceed 0.025 radians
per second of travel time at the design speed with a maximum rate of 0.035
(0.025 radians per second rate of angular rotation is equivalent to a rate of change
of superelevation of 0.025 m/m/sec or 2.5 % per second). As with other comfort
and appearance criteria in this publication, these and the following values should
be regarded as reasonable values and not inherently correct.
The relative grade is the difference between the grade of the edges of the
carriageway and the grade of the axis of rotation. This should be kept to
acceptable limits to ensure a smooth visual appearance.
When a change of grade occurs in the road in the vicinity of a superelevation

development length, the grade of the edge of the pavement or formation may be
irregular. To ensure that the edge presents a smooth appearance, the edge
levels may be plotted to an exaggerated scale and the profile smoothed by
adjusting levels and superelevation development length.
As the crossfall changes to superelevation on flat grades, a concavity may occur

in the grade line of the edge of the formation. Special drainage may be needed at
the low spot thus created, or a longer development length used to maintain a fall
in the gutter line.
A vertical curve may be used to ease the grade changes from crossfall to
superelevation at the edges of the pavement and formation.
1.4.8.1 Rate of Rotation

The minimum superelevation development length to satisfy the rate of rotation
criterion can be determined from the following expressions:
Superelevation development length = change in superelevation x design speed

rate of rotation
(e1 − e2 )Vd
Le = for a rate of 0.025 rad/sec
0 .09
(1 - 4.)
(e1 − e2 )Vd
Le = for a rate of 0.035 rad/sec
0 .126
Where:
Le = superelevation development length (m)
e1 , e2 = crossfall or superelevation at ends of development
length (m/m)
Table 1.4.4 lists values (rounded to 5 m) satisfying these criteria (0.035 radians
per second for design speeds to 70 km/h and 0.025 radians per second for
80 km/h and above).

1.4.8.2 Relative Grade

If the difference in grade between the edge of the carriageway and the axis of
rotation are kept below the values shown in Table 1.4.5, a reasonably smooth
visual appearance will result. Once again, being subjective values, these should
not be regarded as precise criteria.
The expressions relating to rate of rotation and relative grade are as follows:
relative grade = 9 W / Vd, for rate of rotation 0.025 rad/sec or

= 12.6 W / Vd for rate of rotation 0.035 rad/sec
Where: W = width from axis of rotation to edge of running lane (m)

Table 1.4.5: Relative Grades Between Edge of Carriageway and Control

Line in Superelevation Development: Maximum Values for Appearance
Criterion
Relative Grade – Per Cent

Design Speed
Maximum Width from Control Line to Edge of Running Lanes
Km/h
One Lane (1) Two Lanes (2) More than 2 Lanes (3)
40 or under 0.9 1.3 1.7
60 0.6 1.0 1.3
80 0.5 0.8 1.0
100 0.4 0.7 0.9
120 or over 0.4 0.6 0.8
Notes:
(1) Applies to normal two –lane roadway with control line on centreline.
(2) Applies to: two -lane roadway with control along one edge; four-lane roadway with
control on centreline; two-lane roadway with climbing lane and control on centreline of
basic two lanes.
(3) Applies to multi -lane roadway with more than two lanes between the control and the
edge of the running lanes .
For a rate of rotation of 0.025 radians per second, the rate of rotation criterion
results in longer superelevation development length than relative grade criterion
for widths of 3.5 m and 7.0 m, ie. up to two lanes. Hence, for design speeds
above 80 km/h, the lengths given in Table 1.4.5 satisfy both criteria in most cases.
The relative grade criterion will result in longer superelevation development

lengths than the rate of rotation criterion when the rate of rotation criterion is
0.035 radians per second and the width from axis of rotation to edge of running
lane comprises three or more lanes.
In such cases if appearance is considered important the length of superelevation

development length can be derived from the expression:
W (e1 − e2 )
Le = × 100 (1 - 5.)
Gr
Where:

Le = superelevation development length (m)

W = maximum width from axis of rotation to edge of
running lane (m)
e1, e2 = pavement crossfall or superelevation at ends of the
development length (m/m)
Gr = allowable relative grade from Table 1.4.5.
1.4.9 Positioning of Superelevation Development

1.4.9.1 Plain Circular (No plan transition provided
specifically)
Typical cases of positioning of superelevation development on plain circular
curves are:
(a) Tangent to Circular. Placed in such a way that 50 % to 70 % of the length of

development occurs prior to the tangent point and 50 % to 30 % is within the
curve,
(b) Reverse Curves. For common or closely spaced tangent points all or most
of the development must be within the circular arc. For well-spaced tangent
points, treat as single curves.
(c) Adjacent Curves in the Same Direction. For common or closely spaced
tangent points, ie. the tangent points separated by less than 70 % of the
total length required to develop superelevation, position the change in
superelevation development evenly about the tangent points. For well-
spaced tangent points, the flatter superelevation may be continued to the
curve of higher superelevation provided that the crossfall is not excessive
and the development point is positioned about the tangent point. For longer
distances between tangent points, the crossfall may be returned to normal
or carried through on one-way crossfall equal to the normal crossfall.
1.4.9.2 Transitioned Curves

For a typical example of the development of superelevation on horizontally
transitioned curves on two-lane roads, refer to Figure 1.4.1. The superelevation
development commences in advance of the tangent to spiral point along the
straight and ends at the spiral to curve point. The pavement crossfall in the outer
lane changes from a normal, -n, sloping towards the outside shoulder of the
curve, to level at the commencement of the plan transition.
For the remainder of the transition the outer lane crossfall changes uniformly to
the maximum value of e required. The inner lane crossfall remains at -n until the
outer lane reaches a value of +n, from which point it continues to change at the
same rate as the outer lane.
The starting point for the superelevation development can either be established by
projecting the rate of change of the outer lane back from the tangent to spiral point
(TS, in Figure 1.4.1) until it reaches superelevation value of -n, or it can be fixed at
a value approximately 0.4 V, in advance of tangent to spiral point.

On reverse transitioned curves, the reversal of superelevation is implemented

uniformly and linearly. However, in the case of long transition curves and small
superelevations, it is necessary to increase the rotation rate in the vicinity of the
point of zero superelevation to promote improved pavement drainage.
1.4.10 Small Changes in Alignment

The length of arc of a curve is a function of the radius of the curve and the
deflection angle. At a small change in alignment the radius must be considerable
if an arc of the minimum length required by Table 1.4.6 is to be achieved. It is
preferable (and usually more economical) to adopt a circular curve of large radius
with adverse crossfall rather than a short curve with superelevation. The
deflection angle below which such a treatment is preferable is shown in
column (a) of Table 1.4.6. The length of arc and the minimum radius which
should then be adopted are shown in column (b) of Table 1.4.6 and in Table 1.4.8
respectively.
At really small deflection angles the change in alignment is not apparent and the
curve may be omitted. The minimum angles at which curve are needed are
shown in column (C) of Table 1.4.6.
Table 1.4.6 Critical Factors for Horizontal Curve with Small Deflection
Angles
(a) (b) (c)

Design Minimum deflection angle Minimum length of Minimum deflection
speed for which superelevated circular curve (m) angle for which a
(km/h) curves are generally used curve is needed (deg)
(deg)
25 2.5 30 2.5
30 3.0 40 2.0
40 3.5 60 2.0
50 4.0 80 2.0
60 5.5 100 1.5
70 4.0 120 1.5
80 4.5 140 1.0
100 3.0 190 1.0
1.4.11Widening on Horizontal Curves

Pavements may be widened on curves to maintain the lateral clearance between
vehicles equal to the clearance available on straight sections of road. Widening is
required for two reasons:
1. A vehicle travelling on a curve occupies a greater width of pavement than it

does on a straight as the rear wheels at low speeds track inside the front, and
the front overhang reduces the clearance between passing and overtaking
vehicles. (At high speeds the rear wheels track outside the front.).

2. Vehicles deviate more from the centreline of a lane on a curve than on a

straight.
The amount of widening required depends on:

(a) the radius of the curve,
(b) width of lane on a straight road,
(c) vehicle length and width,
(d) vehicle clearance.
Other factors such as overhang of the front of the vehicle, wheel base and track
width play a part.
Approximate values for the amount of widening required by a single unit design
truck on a road pavement on a circular arc as shown in Table 1.4.7. Half the
widening is applied on each side of the centreline of curves with plan transitions.
The whole widening may be applied on the inside of plain circular curves, in which
case the same effect as a plan transition is achieved. For curves with a radius of
30 m or less, the actual paths of articulated vehicles should be found from
templates or vehicle path computer programs. For roads wider than two lanes
pavement widening is done by adding half the widening for two-lane roads to each
lane.
The transition of curve widening is uniform and coincides with the plan transition,
if any. Where there is no plan transition, about half the widening may be applied
before the tangent point and terminated at the end of the superelevation
development length on the arc.
Table 1.4.7 Recommended Values for Curve Widening for Two-lane

Pavements
Curve Radius Total Amount of Widening (m)

(m) Normal width of two traffic lanes
6m 6.5m 7m 7.5m
30-50 2.0 1.5 1.5 1.0
50-100 1.5 1.0 1.0 0.5
100-250 1.0 1.0 0.5
250-750 1.0 0.5
Over 750 0.5
1.4.12 Curves with Adverse Crossfall

Adverse crossfall on curves should normally be avoided except on curves of large
radius which, for the speed environment of the section, can be regarded as
straights (see Section 1.4.3.2). Such curves need not be superelevated, but the
normal minimum crossfall used on straights may be applied.
The radii in Table 1.4.8 can be regarded as approximate limiting values for
adverse crossfall equal to the normal straight crossfall value. It will be found that
the (e +f) value (see Section 1.4.2) of these curves all lie between 0.03 and 0.04

so that, with 0.03 adverse crossfall the f demand will he between 0.06 and 0.07.
This provides additional factors of safety over the values given in Table 1.4.1.
Table 1.4.8: Approximate Lower Limit of Radius for Horizontal Curves with
Adverse Crossfall Equal to Normal Crossfall on Straights
Design Speed (km/h) Radius (m)
70 900
80 1250
90 1500
100 2000
110 3000
120 4000
130 5000
1.4.13Radius to Meet Sight Distance Requirements

Curves with radii near the minimum for the design speed (Table 1.4.2 and
Table 1.4.3) do not necessarily meet the sight distance requirements prescribed
in Section 1.5. Where a lateral obstruction off the pavement such as a bridge
pier, cut slope or natural growth restricts sight distance, the stopping sight
distance appropriate to the design speed of the curve determines the minimum
desirable radius of curvature.
Figure 1.4.2 shows the relationship between horizontal sight distance, curve
radius and lateral clearance to the obstruction and is valid when the sight distance
at the appropriate design speed is not greater than the length of curve. This
relationship assumes that the driver’s eye and the sighted object are above the
centre of the inside lane. When the design sight distance is greater than the
length of curve, a graphical solution is appropriate.
For alignments with lower design speeds, particularly in difficult terrain, it may not
be feasible to achieve the 2.0 and 2.5 seconds reaction times stopping sight
distances recommended in Section 1.5. In these situations, the designer should
provide the maximum sight distance practicable, and ensure that it is not less
than the stopping sight distance corresponding to a 1.5 second reaction time.
Where sight benches in side cuttings are required on horizontal curves, or a

combination of horizontal and vertical curves, the horizontal and vertical limits of
the benching are determined graphically.

Sight distance measured Oset

ff rom
f centre line
along inside lane to
of
centreline ofinside
obstruction
lane
Object cut
Eye height 1.
15 Line ofsight o
ff
height 0.2m
m
Obstruction
Ra
286
.5S diu
O=R[VERS( )]
R s
R -1 R-O
S= [COS ( )]
286
.5 R
Where :
R = radius in metres
S = sight distance in metres
Note:Thisgraphisusedfor
O=offsetin metres
horizontalsightrestrictionsonly.
Note:Usethisformula only
See Section 7 forverticalalignment
=
when S < the length of
restrictions.
circular curve.
Reaction time is 2.5 seconds
15
Rad
ius
=
10 100 150 200
20 100 200 300 400 600 800
40 60 80 0 0 0
9
L A T8
ER
AL 7
OF
FS 6 300
ET 0
TO
5
OB 400
ST 0
RU
CTI 4
ON
,
3
30 50 70 100 200 300 400 500
SGI HT DISTANCE ,
m
Figure 1.4.2 Horizontal Stopping site Distance

ROAD DESIGN PART 1 – GEOMETRY SIGHT DISTANCE
1.5 SIGHT DISTANCE
1.5.1 General
A principal aim in road design is to ensure that the driver is able to perceive any
possible road hazards in sufficient time to take action to avoid mishap. To provide
a calculable parameter which can be related to the geometry of the road, the
concept of Sight Distance is used. This concept is based on a number of
somewhat stylised assumptions of particular hazards and corresponding driver
behaviour. The hazard is assumed to be an object, of sufficient size to cause a
driver to take evasive action, intruding into the driver’s field of view (see
Figure 1.5.1). Specific values are assumed for the driver’s reaction time (though
in practice there would be a distribution of values) and the dimensions
determining the geometry of the sight line. Normally, selection of extreme values
for every parameter is not appropriate, as the probability of all factors occurring
together is extremely low, and the resultant designs would become impractical.
The assumed parameter values lead to sight distances that produce a
satisfactory design. Greater distances allow for less probable hazard situations
and thus produce greater margins of safety. Subject to their effect on overtaking
(see Section 1.5.6) and economics they may be an advantage.
CREST
Eye height
Objectcutoff
Sight
distance
SAG
Eye height Objectcutoff

Bridge
hiegth
Sight
Figure 1.5.1 Assumed Geometrics of Sight Line
1.5.2 Driver Capability

An object in view may not always be perceived. There is evidence that when a
driver is travelling on sharp curves or when the vehicle is rapidly accelerating or

SIGHT DISTANCE ROAD DESIGN PART 1 - GEOMETRY
decelerating and the driver is subject to unusual forces, his ability to perceive an
object is reduced. Fatigue and drugs add to the time of perception and may
increase an individual’s reac tion time.
Peripheral vision declines as forward speed increases and there is some difficulty
in perceiving small hazards, eg. potholes, in time to take appropriate action when
speeds exceed 80 km/h to 100 km/h.
1.5.3 Constants Assumed for Calculation of Sight

Distance
The values for determining the geometry of the sight line and for driver reaction
time adopted in this publication are as follows:
• Height of eye of driver: passenger car 1.15 m

commercial vehicle 1.8 m.
• Object cut off height above road surface (the driver is assumed to respond to
perception of that portion of the object over this line):
approaching vehicle 1.15 m
stationary object on road 200 mm
vehicle tail light/stop light 600 mm.
1.5.4 Height of Eye and Object Cut Off Height

The height of a driver’s eye above the road when he is seated in a vehicle varies
with the type and condition of the vehicle, the build of the driver and his driving
position. The height of eye for drivers of heavy vehicles is above that for car
drivers and 1.8 m may be adopted for design purposes.
The object cut off height to be used in the calculation of stopping sight distance is
a compromise. Stopping is generally the result of the presence of another vehicle
stopped on the roadway, and visibility of the vehicle down to and including the rear
lights (height 600 mm) would be necessary. The only case where the upper limits
of eye height and object cutoff height become relevant is the combination of a sag
and an overhead obstruction such as a bridge and 1.8 m and 0.6 m respectively
are used in this case (see Figure 1.5.1).
To perceive a very small hazard, eg a surface obstruction, a zero object cut off
height would be necessary. However, at high speeds, small pavement variations
may not be clearly visible. Most drivers travelling at 100 km/h find difficulty in
avoiding and stopping before such a small obstruction. At intersections where it
is necessary to see road markings, a zero height may be appropriate.
The length of vertical curve required at crests increases fairly significantly as the
object cut off value approaches zero and so the general figure adopted which
produces satisfactory designs is 200 mm. However, zero can be used in the
case of intersections, or of approaches to causeways and floodways where sand
left by floodway water, or even washouts, may occur.

In the case of small objects on the roadway, it is more likely that a driver will
attempt to take evasive action rather than to stop. The time available to
manoeuvre, while not recommended as a prime design parameter, is a useful
measure when examining variations of geometry in restricted situations.
1.5.5 Stopping Sight Distance

1.5.5.1 Derivation
A theoretical stopping distance can be derived from the equation:
2
SD = RT V + V for V in m/s
2gd
(1 - 6.)
SD = RT V
2
+ V for V in km/h
3.6 254 d
where:
SD = stopping distance (m)
d = coefficient of longitudinal deceleration
g = acceleration due to gravity (9.8 m/s2 )
RT = driver reaction time (sec)
V = initial speed of vehicle in the units shown.
Values of RT and d must be assumed in order to compute the values of SD

appropriate to a specified initial speed.
1.5.5.2 Reaction Time

Reaction time is defined as the time between the instant a hazard comes into
view and the instant the vehicle begins to slow after the brakes have been applied.
There is no conclusive evidence to support any particular reaction time value, but
it is generally agreed that values of 2.0 and 2.5 seconds are both reasonable and
appropriate, and they are the values which should be adopted as a general rule.
For low speed alignments in difficult terrain, it may not be practicable to design
for, a 2.0 seconds reaction time, and lower values may have to be adopted. The
minimum approach should be to provide the best sight distance possible, and to
check that it corresponds to a reaction time of not less than 1.5 seconds. The
lower reaction time values are acceptable on consistently light alignments that will
lead to an increase in driver alertness. Values below 2.5 seconds should not be
used for isolated alignment features where a driver is unlikely to be alerted.
On long straight roads with low traffic volumes where sight distances are long and
speeds high, reaction times may be well in excess of 2.5 seconds. In such cases
of unconstrained sight distance, the stopping sight distance calculation involving
reaction time is largely irrelevant.

1.5.5.3 Longitudinal Deceleration

Recent tests at ARRB have found that, on good, dry pavements modern
passenger cars can consistently achieve deceleration rates in excess of 1.0 g
(Samuels & Jarvis 1978). However, the values used for design purposes should
allow for the degradation of pavement skid resistance when wet; and for a
reasonable amount of surface polishing. The coefficients of longitudinal decel-
eration values assumed are given in Table 1.5.1. The lower values assumed for
the higher speeds reflect the reduction in wet pavement skid resistance with
increasing speed and the need for lateral vehicle control over the longer braking
distances.
Table 1.5.1 Assumed Values of Longitudinal Deceleration
Initial Speed (km/hr) Coefficient of Longitudinal Deceleration

50 0.49
60 0.47
70 0.45
80 0.43
90 0.41
100 0.39
110 0.37
120 0.35
130 0.33
1.5.5.4 Stopping Sight Distance

The assumed values of reaction time and coefficient of longitudinal deceleration
enable a notional stopping distance to be calculated from a given initial speed. If
the design speed is used as the initial speed, the stopping distance would be
covered by a vehicle travelling at the design speed for the road section whose
driver elected to stop after perceiving a hazard on the road ahead. This distance
is considered to be the minimum sight distance that should be available to a
driver. The values calculated from the assumed R T and d values, and the design
speed are listed in Table 1.5.2.
It is not possible to specify design values of R T and d that are absolutely correct,
or which are likely to be correct for all situations. For design purposes, a
minimum stopping sight distance is used which is considered reasonable in
terms of the limited empirical evidence available. When combined with the
assumed line of sight parameter values (see Section 1.5.4), these values lead to
design standards that have been found to be satisfactory over several decades of
operational experience in a number of countries.
Table 1.5.2 lists the normal minimum values and lower limits for restricted
situations using shorter reaction time.

Table 1.5.2 Stopping Sight Distance
Design Speed Stopping Sight Distance(m)(1)

(km/h) Normal design (2) Restricted situations (3)
(RT = 2.5 sec) (RT = 1.5 sec)
Sealed pavement Unsealed pavement Sealed pavement
25 25
30 30
40 45
50 55 60 40
60 70 80 55
70 90 105 70
80 115 135
90 140
100 170
110 210
120 250
130 300
Notes:
(1) Using assumed sight distance parameter values in Section 1.5.3
(2) Notional stopping distance (rounded) using values from Sections 1.5.5.2
and 1.5.5.3 (1.4 times these values produces same crest vertical curve as
reducing object cut off height to zero – see Section 1.5.4).
(3) See Section 1.5.5.2. Applies to both horizontal and vertical geometry;
driver assumed in alerted state; not used for isolated geometric features.
1.5.6 Passing Sight Distance

1.5.6.1 General
Most roads are two-lane two way on which vehicles frequently overtake slower
moving vehicles, the passing of which must be accomplished on a lane regularly
used by the opposing traffic. Passing sight distance for use in design should be
determined on the basis of the length needed to safely complete a normal passing
manoeuvre.
The minimum passing sight distance for two-lane highways is determined as the
sum of four distances:-
a) distance traversed during the perception and reaction time and during the
initial acceleration to the point of encroachment on the passing lane.
b) distance travelled while the passing vehicle occupies the passing lane.
c) distance between the passing vehicle at the end of its manoeuvre and the
opposing vehicles.
d) distance traversed by an opposing vehicle for two-thirds of the time the

passing vehicle occupies the passing lane.

1.5.6.2 Passing Sight Distance

The total passing sight distance is determined by the sum of the above four
elements. Table 1.5.3 gives the minimum values to be used for each design
speed.
In designing a road, these distances should be exceeded as much as practicable

and such sections provided as often as can be done with reasonable costs so as
to present as many passing opportunities as possible exceeded.
Table 1.5.3 Minimum Passing Sight Distance (2-Lane -2 Way)
Design speed (km/hr) Min. Passing Sight Distance (m)

120 800
100 700
80 550
60 450
50 350
40 300
30 250
20 200
1.5.6.3 Effect of Grade on Passing Sight Distance

Specific adjustment for design use is not available. The effect of grade is not
considered in design as the effect is compensated either in upgrade or
downgrade. However it should be realised that greater distances are needed for
passing on grade as compared to level conditions. The designer should
recognise the desirability of increasing the minimum as shown in Table 1.5.3.
1.5.6.4 Frequency and Length of Passing Sections

Sight distance adequate for passing should be provided frequently on 2-lane
roads. Designs with only minimum sight distance will not assure that safe
passing can always be made. Even on low volume roads a driver desiring to
pass may, upon reaching the section, find vehicles in the opposing lane and thus
be unable to utilise the section or at least not be able to begin to pass at once.
The percentage of length of road or section of road with sight distance greater
than the passing minimum should be computed. The adequacy of sight distance
is determined by analysis of capacity related to this percentage, and this would
indicate whether or not alignment and profile adjustments are necessary to
accommodate the design hour volumes. Generally this percentage should be
about 60 % for flat terrain, 40 % for rolling terrain and 20 % for mountainous
terrain. The available passing sight distances should not be concentrated in one
section but be evenly distributed throughout the entire road. It is important to note
that in order to cater for high volume of traffic at high level of service, it requires
that frequent and nearly continuous passing sight distances be provided.

ROAD DESIGN PART 1 – GEOMETRY CROSS SECTIONS
1.6 CROSS SECTIONS
1.6.1 Elements of Cross Sections

The elements of cross sections are shown in Figure 1.6.1. The width and slope
of the traffic lanes and shoulders are based on traffic needs and drainage
requirements. The form of the remainder of the cross section, namely the batter
slopes of embankments and cuttings, depends on the type of material to be
excavated, environmental factors and the importance of the road.
The widths and slopes of the various cross section elements may be varied within
acceptable limits to achieve a balanced, economical, functional and aesthetic
result. This section gives details of acceptable widths and slopes of the
elements, together with guidelines for selection of the appropriate values.
Right of way
Formation boundary
width
Carriagew
ay
Batter Traffic Verg Batter

lanes e Catch
drain
Verge Shoulde
r
Hinge
point Hinge
Table point
drain
Natural
surface
Figure 1.6.1 Elements of Cross Section
1.6.2 Crossfalls
1.6.2.1 General
Crossfall is the slope of the surface of a carriageway measured normal to the
centre line. The purpose of crossfall is to drain the carriageway on straights and
curves and to provide superelevation on horizontal curves (refer to Section 1.4).
Carriageway crossfalls on straights should be as flat as drainage needs permit,
and these in turn are conditioned by the type of pavement and nature of the
surface. For a given slope, the smoother the surface: the more efficient it is in

CROSS SECTIONS ROAD DESIGN PART 1 - GEOMETRY
shedding water, but this must not override friction requirements for safety
reasons.
1.6.2.2 Pavement Crossfalls

On two-way carriageways, the traffic lane(s) is cambered to form an inverted ‘V’
that may be rounded at its highest point, the crown. Recommended pavement
crossfall on straights for various pavement types are given in Table 1.6.1
Table 1.6.1 Recommended Pavement Crossfalls on Straights
Type of Pavement Crossfall

m/m %
Earth, Loam 0.05 5.0
Gravel, Waterbound Macadam 0.04 4.0
Bituminous Seal Coat (a) 0.03 3.0
Bituminous Concrete 0.025 2.5
0.03 3.0
Portland Cement Concrete 0.02 2.0
0.03 3.0
Note:
In areas where local paving material are more sensitive to moisture
conditions or longitudinal grades are flat, a minimum crossfall of 0.04
(4 %) may be used.
1.6.2.3 Shoulder Crossfalls

On straights, the crossfall of road shoulders (even where they are sealed) can be
up to 2 % steeper than the crossfall of the traffic lanes they flank. Satisfactory
shoulder crossfalls on straights are given in Table 1.6.2. On curves with super -
elevated pavements, both shoulders can be super-elevated to crossfalls not less
than the pavement crossfall.
Table 1.6.2 Shoulder Crossfall on Straights
Type of Shoulder Crossfall

Earth, Loam 0.06 (6 %)
Gravel 0.04
(4 %) to 0.05 (5 %)
Sealed, Stabilised 0.03 (3 %) to 0.04 (4 %)
1.6.3 Lane Widths and Marginal Strips

Lane widths and the condition of the pavement surface are the most important
features of a road pertaining to the safety and comfort of driving. The capacity of
a highway is markedly affected by the lane width and in a capacity sense, the
effective width of a travelled way is further reduced when adjacent obstructions
such as retaining walls, bridge piers and parked cars restrict the lateral clearance.
The marginal strip is a narrow pavement strip attached to both edges of a

carriageway. It is paved to the same standard as the pavement structures. For

divided roads, the marginal strips are provided on both sides of the carriageway in
both directions. The marginal strip is included as part of the shoulder width and is
demarcated from the through lane by lane edge markings on the marginal strip.
Table 1.6.3 indicates the lane and marginal strip widths that are to be used for the
various road standards.
Table 1.6.3 Lane And Marginal Strip Width
Design Standard Lane Width (m) Marginal Strip Width (m)

R6/U6 3.50 0.50
R5/U5 3.50 0.50
R4/U4 3.25 0.25
R3/U3 3.00 0.25
R2/U2 2.75 0.00
R1/U1 (5.00) 0.00
NOTE: ( ) denotes the total two-way lane width.
On 6-lane divided highways, the middle lane of the three lanes on each direction,
should, have a wider lane of 3.75 m when the commercial vehicle volume
exceeds 20 % of the total traffic.
1.6.4 Shoulder Widths

1.6.4.1 General Characteristics
A shoulder is the portion of the roadway continuous with the travelled way for
accommodation of stopped vehicle, for emergency use and for lateral support of
the pavement.
Their main functions are:
a) space is provided for emergency stopping free of the traffic lane.
b) space is provided for the occasional motorist who desires to stop for various
reasons.
c) space is provided to escape potential accidents or reduce their severity.
d) the sense of openness created by shoulders of adequate width contributes

to driving ease and comfort.
e) sight distances is improved in cut sections, thereby improving safety.
f) highway capacity is improved and uniform speed is encouraged.
g) lateral clearance is provided for signs and guardrails.
h) structural support is given to the pavement.

1.6.4.2 Width of Shoulders

The normal useable shoulder width that should be provided along important roads
is 3 m. However, in difficult terrain and on low volume roads, useable shoulders
of this width may not be feasible. A minimum useable shoulder width of 0.6 m
should be considered in such cases. Table 1.6.4 and Table 1.6.5 give the widths
of shoulders for the various road standards in rural and urban areas respectively.
Table 1.6.4 Shoulder Width (Rural)
Design Useable Shoulder Width (m)

Standard Flat Terrain Rolling Terrain Mountainous
Terrain
R6 3.00 3.00 2.50
R5 3.00 3.00 2.50
R4 3.00 3.00 2.00
R3 2.50 2.50 2.00
R2 2.00 2.00 1.50
R1 1.50 1.50 1.50
Table 1.6.5 Shoulder Width (Urban)
Design Useable Shoulder Width (m)

(1)
Standard Area Type I Area Type II (1) Area Type III (1)
U6 3.00 3.00 2.50
U5 3.00 3.00 2.50
U4 3.00 2.50 2.00
U3 2.50 2.00 1.50
U2 2.00 1.50 1.50
U1 1.50 1.50 1.50
Note (1): For Area Type see Table 3.3
1.6.4.3 Shoulder Structure

For shoulders to function effectively, they must be sufficiently stable to support
occasional vehicle loads, in all kinds weather without rutting. Paved or stabilised
shoulders are required to minimise rutting. Paved shoulders of the strength and
standard as the pavement should be considers for road standards R6, R5 and
U6, U5 while stabilised shoulders designed to cater for 50 % of the design traffic
should considered be for road standards R4, R3 and U4, U3. For road standards
R2, R1, U2 and U1 the normal earth type can be used. However, where gradients
exceed 8 % the shoulder should also be paved to prevent erosion.
1.6.5 MEDIANS
1.6.5.1 General
A median is a highly desirable element on all roads carrying four or more lanes
and should be provided wherever possible. The principal functions of a median

are to provide the desired freedom from the interference of opposing traffic, to
provide a recovery area for out-of-control vehicles, to provide for speed changes
and storage of right-turning and U-turning vehicles and to provide for future lanes.
For maximum efficiency, a median should be highly visible both night and day and
in definite contrast to the through traffic lanes.
1.6.5.2 Median Types and Width

Medians may be depressed, raised or flush with the pavement surface. They
should be as wide as feasible but of a dimension in balance with other
components of the cross-section. The general range of median width varies f rom
a minimum of 1.0 m in a Type III urban situation to a desirable width of 18 m on a
rural expressway. On wide medians, it is essential to have a depressed centre or
swale to provide for drainage.
Figure 1.6.2 gives examples of kerbed and unkerbed medians while Table 1.6.6
and Table 1.6.7 give the minimum and desirable widths and types of medians that
are to be applied to the various road standards. The median widths as expressed
are as the dimensions between the through lane edges and includes the right
shoulders if any.
Table 1.6.6 Median Width and Types (Rural)
Design Median Width (M)

Standard Terrain Median
Flat Rolling Mountainous Type
Min. Des. Min. Des. Min. Des.
R6 6.0 18.0 5.0 12.5 4.0 8.0 B,C,E,F
R5 4.0 12.0 3.5 9.0 3.0 6.0 E,F
R4 3.0 9.0 2.5 6.5 2.0 4.0 E,F
Note: Min. - Minimum

Des. - Desirable (for consideration of landscaping)

Figure 1.6.2: Median Types

Table 1.6.7 Median Width and Types (Urban)
Design Median Width (M)

Standard Area Type Median
I II III Type
Min. Des. Min. Des. Min. Des.
U6 4.0 12.0 3.5 9.0 3.0 6.0 B,C,E,F
U5 3.0 9.0 2.5 6.5 2.0 4.0 B,C,E
U4 2.5 7.5 2.0 5.0 1.5 3.0 A,B,C,D
U3 2.0 6.0 1.5 4.0 1.0 2.0 A,B,D
Note: Min. - Minimum

Des. - Desirable (for consideration of landscaping)
1.6.6 PEDESTRIAN CROSSINGS

Pedestrian crossings (whether level, overpass or underpass) should be provided
where pedestrian volumes, traffic volumes, intersection capacity and other
conditions favour their use. They may be warranted in areas of heavy peak
pedestrian movements such as factories, schools, athletic fields or control
business districts or where abnormal hazards or inconveniences to pedestrians
would otherwise result.
Table 1.6.8 gives the general guidelines for determining the type of crossing that
is required. Where the pedestrian and vehicle volumes does not fit into any of the
category shown, judgement is needed in the assessment of the type of crossing
required.
Table 1.6.8 Guideline for type of Pedestrian Crossing
Pedestrian Volume at Traffic Volume (1 way ) at Type of Crossing

peak hour peak hour
< 50 < 100 Ordinary level crossing
50 – 100 100 – 200 Signalised level crossing
> 100 > 200 Overhead crossing or
underpass
For roads with dual 3-lanes or more, an overhead crossing or underpass should
always be considered if a pedestrian crossing is justified so as not to impede the
smooth flow of traffic unduly. Where justified, the location and design of the
pedestrian crossing would require an individual study. Where overhead
pedestrian crossings are provided, side barriers must be installed to prevent jay-
walking. Such barriers shall be installed for a distance of 75 m on both sides of
the location of the crossing. The minimum spacing between crossings is 400 m.

VERTICAL ALIGNMENT ROAD DESIGN PART 1 - GEOMETRY
1.7 VERTICAL ALIGNMENT
1.7.1 General
The longitudinal profile of a road consists of a series of straight grades and
vertical curves. As well as smoothing the passage of a vehicle from one grade to
another, the vertical curves increase the sight distance over crests at the junction
of the grades. They should be simple in application and should result in a design
that is safe, comfortable in operation, pleasing in appearance and adequate for
drainage. For simplicity, the parabolic curve with an equivalent vertical axis
centred on the vertical point of intersection is used.
Convex vertical curves are known as summit or crest curves, and concave
vertical curves as sag curves.
At crest curves, the minimum length may be fixed by stopping sight distance or
appearance requirements. However, lengths above the minimum may reduce the
overtaking sight distance available on the approaches. At sag curves, the length
may be fixed approximately by comfort related to vertical acceleration,
appearance or, on a slightly more deterministic basis, by drainage, headlight
performance or overhead restrictions to the line of sight.
1.7.2 Type of Curve

The rate of change of grade to successive points on the curve is a constant
amount for equal increments of horizontal distance, and equals the algebraic
difference between the intersecting tangent grades divided by the length of curve
or A/L in percent per metres. The reciprocal L/A is the horizontal distance in
metres required to effect a 1 percent change in gradient and is a measure of
curvature. This quantity (L/A), termed k, is used in determining the horizontal
distance from the beginning of the vertical curve to the apex or low point of the
curve. The k value is also useful in determining the minimum lengths of vertical
curves for the various design speeds.
The lengths of vertical curves used should be as long as possible and above the
minimum values for the design speeds where economically feasible.
1.7.3 Crest Vertical Curves

Minimum lengths of crest vertical curves are determined by the sight distance
requirements. The stopping sight distance is the major control for the safe
operation at the design speed chosen. Passing sight distances are not used as it
provides for an uneconomical design. An exception may be at decision areas
such as sight distance to ramp exits where longer lengths are necessary.

ROAD DESIGN PART 1 – GEOMETRY VERTICAL ALIGNMENT
The basic formulas for length of a parabolic vertical curve in terms of algebraic
difference in grade and sight distance (using an eye height of 0.92 m and object
height of 0.15 m) are as follows:
2
L= AS where S ≤ L
405
(1 - 7.)
405
L =2S− where S > L
A
Where: L = length of vertical curve (m)

S = sight distance (m)
A = algebraic difference in grades (percent)
Table 1.7.1indicates the minimum k values that are to be used in design for the
various design speeds.
Table 1.7.1 Crest Vertical Curve (K Values)
Design Speed
(km/h) 120 100 80 60 50 40 30 20
Minimum K
Value 120 60 30 15 10 10 5 5
1.7.4 Sag Vertical curves

At least four different criteria for establishing lengths of sag vertical curves are
recognised. These are
(1) headlight sight distance,

(2) rider comfort,
(3) drainage control; and
(4) a rule of thumb for general appearance.
However, the headlight sight distance basis appears to be the most logical for
general use and this criterion is used to establish the, design values for a range of
lengths of sag vertical curves. It is again convenient to express the design control
in terms of the k value. Table 1.7.2 indicates the minimum k values that are to be
used.
Longer curves are desired wherever feasible and should be used, but where k
values in excess of 55 are used, special attention to drainage must be exercised.
Shorter sag vertical curves may be justified for economic reasons, in cases
where an existing element such as a structure that is not ready for replacement
controls the vertical profile.
Drainage of kerbed pavements are especially important on sag vertical curves

where a grade line of not less than 0.3 % within 15 m of the level point must be
maintained.

Table 1.7.2 Sag Vertical Curve (K Values)
Design speed (km/h) 120 100 80 60 50 40 30 20

Minimum K value 60 40 28 15 12 10 8 8
1.7.5 GRADES
1.7.5.1 General
It is seldom practical to construct roads with grades sufficiently flat to permit all
vehicles to operate at the same speed. Therefore it is necessary to adopt a more
modest design standard, in which limits are placed on steepness and length of
grade which may be used.
Suggested values have been formulated on the basis of a general maximum

value that is the limiting value to be used in ordinary design, with comments on
situations where steeper grades may be more appropriate.
1.7.5.2 Vehicle Operation on Grades

There are three aspects to the design of grades that can be adopted in difficult
terrain:
The poorer performing vehicles using the road (generally heavy vehicles in the
lower power ranges), must be able to climb the grade. This limits the maximum
grade that can be considered for roads open to the public. It only becomes an
acceptable limit in low volume situations, or for special purpose roads, eg to a
specific tourist vantage point.
Grades cause the need for speed variations, gear changes and braking for all
vehicles. This is a quality of service consideration. Flatter grades, which enable
a more consistent travel speed, make fewer demands on both vehicle and driver
and generally reduce vehicle operating costs.
Grades cause speed disparities between vehicle types, leading to increased

queuing and overtaking requirements. This is a level of service problem. The
increased overtaking requirements and reduced service volumes can give rise to
operational and safety problems at higher traffic flows. The problem can arise
from cars towing trailers as well as from heavy commercial vehicles.
1.7.5.3 Uphill Speeds of Vehicles

The maximum grade that can be negotiated by heavy vehicles is about 15 %.
Motor cars have, over recent years, developed in several ways. The increased
performance of modern light vehicles with higher efficiency engines and
appropriate gear ratios and the increased proportion of vehicles with automatic
transmissions, has lessened the nuisance value to the driver of occasional gear
changes on steeper grades.

Uphill performance of motor cars has, therefore, ceased to be a major control on

moderate grades. In the higher volume ranges, interaction due to speed
disparities between vehicle classes is a more appropriate design criterion.
The safety aspect of uphill operation also relates to speed disparities. Rear-end
accidents can occur where the driver of a light vehicle comes unexpectedly on a
slow moving large vehicle.
1.7.5.4 Downhill Speeds of Vehicles

Studies have shown that under favourable conditions of alignment and sight
distance, heavy commercial vehicles travelling downhill, even on very steep
grades, appear to travel as fast as their free speed on the flat. On sections with
winding horizontal alignment and grades in excess of 6 %, downhill speed seems
to be restrained to about the same as uphill speed. Car speed shows much less
variation as would be expected since performance is not a major control. Uphill
and downhill speeds seem to differ by about 10-15 km/h spaced about evenly on
either side of the flat gradient value. The efficiency of car braking systems has
improved over recent years and the downhill aspect of safety is concerned
primarily with the possibility of high speeds caused by equipment failure.
1.7.5.5 General Maximum Grades

Grades used in design are, therefore, only controlled at the upper end by vehicle
performance. In most designs, the general maximum grade to be sought will be
based on level of service and quality of service considerations, modified as
appropriate by the severity of the terrain and the relative importance of the road.
In general, flatter grades make fewer demands on both car and driver. On high
speed roads, grades not much over 3 % provide a very satisfactory level of
service and minimise adverse effects of differing vehicle classes. On roads with
more modest design speed, grades up to about 6 % cause no real problems,
Gradients over 10 % bring problems of very slow climbing speeds and potentially
high downhill speeds. In any case, design options for the road include, on one
hand, flattening the grade, and on the other, the provision of auxiliary lanes and/or
special facilities for safety controlling runaway vehicles on downgrades.
Table 1.7.3 shows general maxima to be aimed at for a range of typical situations.
Table 1.7.3 General Maxima Grades
Design Speed Flat Terrain Rolling Terrain Mountainous

(km/h) Terrain
60 6-8 7-9 9-10*
80 4-6 5-7 7-9
100 3-5 4-6 6-8
120 3-5 4-6 -
* Grades over 10% should be used with caution.
Note: Values closer to the lower figures would be aimed for on primary highways.
Higher values may be warranted to suit local conditions.

1.7.5.6 Grades Steeper than the General Maxima

The following situations may justify the adoption of grades steeper than the
general maxima:
• comparatively short sections of steeper grade which can lead to significant

cost savings.
• difficult terrain in which general maximum grades are not practical.
• where absolute numbers of heavy vehicles are generally low.
• less important local roads where the costs of achieving higher standards are
• less able to be justified.
The first three conditions will apply even on major roads.
In mountainous terrain where general maximum grades are not practical and
generally on less important local roads, maximum grades are fixed by the
performance of heavy vehicles. Grades as steep as 12 % to 15 % have been
found satisfactory on low volume roads. In extreme cases, for example access to
an isolated vantage point where there are no commercial vehicles, short lengths
of grade as high as 33 % have been used.
On very steep grades, vehicles will travel relatively slowly. All vehicles ascending,
and most vehicles descending (particularly trucks), will use low gears. There is a
possibility of mechanical failure that could cause high descent speeds. On low
volume roads, the probability is relatively low and no special provision is
necessarily made. On the more important roads carrying higher traffic volumes
where sections of adverse terrain may require the use of maximum grades, it is
desirable to inc rease the design speed of the individual geometric elements pro-
gressively towards the foot of the steep grade. Appropriate section design
speeds are easily obtained and especially where percentages of heavy vehicles
are high, consideration should be given to construction of runaway vehicle
facilities.
Although speeds of cars may be reduced slightly on steep up grades, large

differences between speeds of light and heavy vehicles will occur and speeds of
the latter will be quite slow. It is quite important, therefore, to provide adequate
horizontal sight distance to enable faster vehicle operators to recognise when
they are catching up to a slow vehicle and to adjust their speed accordingly.
Table 1.7.4 Design Speeds on Steep Grades
Grade (%) Design speed (km/h) *

7 60 – 80
8 70 – 80
9 80 – 90
10 – 12 90 – 100
* No change to normal design speed needs to be made at the top
of the grade. However, the further the element from the top of the

grade, the more the design speed should be increased.
1.7.5.7 Critical Grade Length

The term “critical grade length” indicates the maximum length of a designated
upgrade upon which a loaded truck can operate without an unreasonable
reduction in speed. To establish the design values for critical grade length, for
which truck performance is the determining factor , the following assumption are
made:
• the weight-power ratio of a loaded truck is about 300 lb/hp.
• The average running speed as related to design speed to approximate the

speed of vehicle beginning and uphill climb.
• A maximum reduction in speed to half the design speed is allowed for design
speeds of 80 km/hr or above except for design speeds of 50 and 40 km/hr
where the allowable minimum speeds are 30 and 25 km/hr respectively.
The critical grade lengths for the various speeds are as shown in Table 1.7.5.
Where a particular section is made up of a combination of upgrades, the length of
critical grade should take into consideration the entire section of the combination.
A speed reduction/recovery curve should be plotted to determine the critical grade
length based on the assumptions used above. Figure 1.7.1 gives the acceleration
and deceleration curves that can be used for this purpose.

Figure 1.7.1: Acceleration & Deceleration Curves

Table 1.7.5 Critical Grade Length for various design speeds
Design Speed (km/h) Gradient (%) Critical Grade Length

(m)
120 3 500
4 400
5 300
100 4 500
5 400
6 300
80 5 500
6 400
7 300
60 6 300
7 250
8 200
50 7 250
8 200
9 170
40 8 200
9 170
10 150
30 - Not defined: decision left
to Designer

DESIGN FORM ROAD DESIGN PART 1 - GEOMETRY
1.8 DESIGN FORM
1.8.1 General
The foregoing sections have concentrated primarily on the physical attributes of
proper road design to satisfy the requirements of safety and performance. It has
been indicated that, while these needs are of prime importance, some
compromise may be necessary in the interests of convenience and economy.
Ultra-safe roads are of little value if access is too inconvenient or if the additional
cost reduces the number of projects that can be undertaken.
Such issues are relatively tangible, and amenable to some form of assessment.
There remains, however, one area for consideration which is far from tangible or
quantifiable, but which is nevertheless of increasing importance; and that is the
issue of amenity. Considerations of amenity are those which concern the effect
that a road and its traffic has upon the environmental and aesthetic senses of
users and of those others who are affected by its construction and operation. The
pleasing coordination of alignment and grading, the fitting of the road to the natural
contours of the land surface, and the preservation or enhancement of the natural
vegetation are all involved. This section considers those less tangible factors
which, while not subject to rigid analytical treatment, are none-the-less important
in the determination of the total efficacy of a road.
1.8.2 Design Approach

The traditional method of designing roads has been based on the limitations of
manual techniques wherein the problem is considered, separately, in three views;
plan, longitudinal profile and cross section. Such an approach has been born of
the semi-graphical techniques usually employed, and can clearly produce
satisfactory results if carried out by an experienced designer.
Equally, it can produce poor results if the designer only considers each view
independently of the other two, without proper consideration of the interrelation
between the various views.
Even conscientious adherence to the appropriate tabulations and charts included

in the previous sections of this publication will not guarantee a satisfactory result,
if the three traditional views are treated independently. The road user sees the
road as a constantly changing three-dimensional continuum, and unless
designers take full cogni sance of this fact, they may not appreciate how the
finished design will appear to the road user. It is the appearance of the road to the
driver that determines the driver's behaviour, and unless the road appears to the
driver, as the designer intended, then the design will have failed in one of its most
important attributes, that of satisfying the needs of the user.
The road, therefore, must be considered at all stages of design as a

three-dimensional structure which should be not only safe, functional and
economical, but also aesthetically pleasing.

ROAD DESIGN PART 1 – GEOMETRY DESIGN FORM
1.8.3 The Driver's View

The driver sees a foreshortened and, thus, distorted view of the road, and
unfavourable combinations of horizontal and vertical curves can result in apparent
discontinuities in the alignment, even though the horizontal and vertical designs
each comply separately with the provisions of previous sections. Such
combinations can mask from the driver a change in horizontal alignment or even
a sag curve deep enough to conceal a significant hazard (the hidden dip
problem). Only the consideration of the road as a three dimensional entity can
reveal such deficiencies, and good design practice requires the elimination of all
avoidable hazards even though some additional expense may be incurred. The
removal of the hazard is not, however, the only benefit, as the improved safety
and performance potential is invariably accompanied by significantly enhanced
amenity.
Not only is the driver's view constantly changing, but the duration of his view of
successive elements of a road is also varying. Features situated in a long, low
sag remain in view for a considerable length of time whereas other features at or
near an abrupt crest or on a tight curve are in view only fleetingly. It follows then
that important features such as intersections are most favourably located on long
sag curves, whilst unavoidable objectionable peripheral features are less
offensive if located near crests or tight curves.
Visual clues to the driver from peripheral areas must be given adequate attention.
While the designer views the whole road layout at once, and is aware of all
changes in alignment, the driver sees much less at any one time. His inherently
restricted view can be further limited at night, or in other times of poor visibility.
The designer must, therefore, provide the driver with as many clues as possible
as to what lies ahead, but must make sure that the roadside conditions do not
convey messages which are ambiguous or misleading.
The smooth curving face of a cutting can indicate the corresponding curvature in
a road, but a fill can give no sense of position if the view ahead is open to the sky,
such as on a crest where there may be no visual background of fixed objects. A
driver will not expect a curve, however, if his sole clues come from a line of
service poles or trees which continue straight on, or from a deceptive gap in a line
of trees on the outside of the curve. Again, a crest should not obscure a potential
hazard such as a narrow bridge, a railway at-grade crossing or a horizontal curve
that requires a significant reduction of speed. Even small crests can obscure
important features. The visual clues presented to the driver by the view of the
road surface are especially important on sections of sharp curvature. This should
not be confused with the assumptions for sight distance calculations discussed in
Section 1.5 related to stopping or avoiding a hazard.
1.8.4 Fitting the Road to the Terrain

It has been shown that the speed environment of a road is influenced partly by the
nature of the terrain, and partly by the horizontal alignment. It follows, therefore,
that if the indications of these two factors are similar, the road will provide the best
level of consistency in driver expectancy, and thus safety. Further, a road having
both horizontal and vertical curvature carefully designed to conform to the terrain

will result in a structure having the desirable aesthetic quality of being in harmony
with the landform.
Perfect harmony of course is not always possible, and the designer must
consider what matters are beyond his control, and make full allowance for their
influence on driver behaviour. From Section 1.2 it will be clear that, while it is
possible to build a road with a high-speed environment in adverse terrain, it is
unlikely that there will ever be sufficient curvature in flat or gently rolling terrain to
produce a low -speed environment. Design speeds will be high in the latter cases
because of the terrain. The grading needs to ensure adequate sight distances to
potential hazards on the road and, where such sections merge into more con-
strained alignment sections, such transition must be ac complished gradually
rather than suddenly.
The suggestions in Section 1.3.3.3 cover transitioning from one speed

environment to a lower one. They are relevant in the context of fitting the road to
terrain, where the terrain changes. In flat open terrain, long straight road sections
are common, but generally there is advantage in avoiding excessive lengths of
straight road. A gentle curvilinear design always helps to keep the operating
conditions under control and at the same time, affords scope for far more
sym pathetic fitting of the road to the terrain. The increased flexibility of this
approach enables more pleasing designs to be produced at no extra cost: econo-
mies in earthworks can often be achieved by fitting the road more closely to the
terrain. In addition, safety is enhanced by making the driver more aware of his
speed, by allowing him to make better assessments of the distances and speeds
of other vehicles, by reducing headlight or sun glare in appropriate circumstances,
and by reducing boredom and fatigue. Even in flat country curvilinear designs can
be used. Radii must be very large, so that not all the benefits of a curving
alignment are achieved. Estimation of speed of oncoming vehicles is not
significantly improved over a straight alignment when radius exceeds about
5,000 metres to 10,000 metres. It is the opinion of experienced designers,
however, that sufficient benefit does still remain to make the exercise worthwhile.
Curvilinear design is most readily applicable to divided roads with their less
stringent sight distance requirements, but the principles are just as relevant to
single carriageway roads provided care is taken to ensure adequate overtaking
opportunities are available. Very large radius curves can provide overtaking
opportunities and, as mentioned above, retain at least some of the benefits of
curving alignment. If the topography is such that 'natural' curvature precludes the
provision of overtaking sight distance, then artificially introduced long straights
could be lacking in harmony with the terrain, and may be subject to inhibiting
vertical curvature or require heavy earthworks. In such cases, a harmonious
curving alignment with the provision of overtaking zones may produce an
economical as well as an aesthetic solution.
Figure 1.8.1 illustrates basic examples of the method and benefits of proper fitting
of the road to the terrain and of proper coordination of horizontal and vertical ele-
ments. In addition, there are some examples of poor design form, with indications
of appropriate remedial measures. These latter examples are typical of the
results likely if the designer does not consider the vertical and horizontal views
simultaneously; particularly if a 'minimum' vertical standard is superimposed on a
relatively unrestricted horizontal regime.

The diagrams are not intended to be comprehensive, but serve merely to

demonstrate the general concepts that should (or should not) be followed. In all
cases, recognition of the deficiency is sufficient to indicate the appropriate
remedy, and the recognition of the deficiency is dependent only on the designer
taking a three-dimensional, rather than a two-dimensional view of the problem.
Specific rules are not appropriate to good design, as each particular project has
its own peculiar problems and constraints. However, some benefit can be
obtained from a consideration of what combinations of horizontal and vertical
elements are most likely to produce satisfactory results, and visualising the
schemes in these dimensions using whatever aids are available.

PLAN
PROFIL
E
The ideal combination. A smooth flowing appearance results
when vertical and
horizontal curves coincide. Ideally,horizontal curves should slightly overlap
the vertical.
PLAN
PROFIL
E
If the horizontal scale is large and the vertical relatively small
it may be
satifactory to include two vertical movements on one long
horizontal curve.
PLAN
PROFIL
E
The summit vertical curve restricts the drivers view of the start of the
horizontal curve
and can produce a dangerous
situation.
PLAN
PROFIL
E
Lack of integration with
landform
Figure 1.8.1 Coordination of Alignments and Terrain Fitting

PLAN
PROFILE
PLAN
PROFILE
Both examples have visually poor alignment with unrelated horizonal and vertical
curves and horizontal
broken backed
curves.
PLAN PLAN
PROFILE PROFILE
PLAN PLAN
PROFILE PROFILE
PLAN A short movement in one plane should not

be
placed within a large movement in the
other.
PROFILE
Figure 1.8.2 Coordination of Alignments and Terrain Fitting

1.8.5 Horizontal Alignment

1.8.5.1 Minimum Standards
The dynamic and safety aspects of horizontal alignment have already been
discussed, but further consideration must be given if the resulting standards are
not to be used mechanically as minima which can sometimes produce
aesthetically poor results. While Section 1.5 indicates the basic minimum curve
and transition lengths required to produce satisfactory results for performance
and safety, appearance criteria may necessitate considerably higher standards in
some circumstances. The considerations set out in Sections 1.8.5 to 1.8.7
assume greatest importance when the geometric elements of the road are visible
for some distance, ie generally in easy terrain. In mountainous areas, while they
will have some relevance, considerations of safety and economy may assume
greater importance.
1.8.5.2 Horizontal Curves in Easy Terrain

Difficult terrain imposes sufficient obvious restraints that little problem is
encountered in providing road geometry in harmony with the terrain, and the driver
can readily appreciate the reasons for any restriction. Easy country, however,
displays no such obvious restraints and the designer must therefore ensure that
the geometry does not appear forced or unnatural. For this reason, curve radii
considerably greater than the minimum specified in Table 1.4.2 may be justified in
flat terrain. Arc lengths of at least 500 metres may be required to ensure that
curves with small deflection angles do not appear as kinks.
Long straights may be acceptable in level country as the artificial introduction of

curves may result in the appearance of a forced alignment. Where possible, iso-
lated curves should be avoided in flat terrain, even if a fully curvilinear alignment is
not employed. Several curves in succession, from time to time, add welcome
punctuation to a journey in otherwise featureless terrain. Rarely is the terrain so
flat that some legitimate curvature cannot be introduced. The gradual introduction
of successively tightening curves should be used judiciously to alert a driver to a
transition from easy terrain to more restricted conditions.
1.8.5.3 Compound Curves

Generally, compound curves should be avoided, unless the radii are very large,
because of the difficulty the driver has in detecting the change of curvature.
However, compound curves may be considered where:
• the topography, or some other control, for example a bridge makes the use of
a single-radius curve impracticable; or
• the compound curve replaces an otherwise 'broken back' horizontal curve.
The provisions of Section 1.4.5 regarding safety of compound curves are

important. In addition, the total curve length should be sufficient to allow a
significant arc length for each radius to be used. Where these conditions cannot
be met, spiral transitions may be used between successive circular arcs.

1.8.5.4 Reverse Curves

A free-flowing form that fits naturally to the terrain usually incorporates reversed
horizontal curvature. Such an alignment frequently looks better than any other,
particularly in rolling terrain. The designer, apart from satisfying the appropriate
dynamic requirements, should ensure that the curves are of correctly related radii
and that they are sufficiently well separated to allow pleasing warping of the
superelevation. The guidelines of Section 1.4 indicate the requirements.
1.8.5.5 Similar Curves

Horizontal curves in the same direction joined by short straights should be
avoided, if possible, as it is virtually impossible to provide the correct amount of
superelevation throughout, and it is equally difficult to produce a pleasing grading
of pavement edges. In practical terms, there is a maximum length of ‘short’
straight that can be tolerated without visual or physical complication, just as there
is a minimum length of 'long' straight which provides effective separation of
similar curves. While lengths of straight between these two values may have to
be used in constrained situations, avoidance of these will lead to a more pleasing
design.
A nominal length of straight corresponding to about 2 seconds travel time, that is

a length of 0.6 V metres, where V is the design speed in km/h is the maximum of
the ‘short' range that can be successfully accommodated. In most cases, a
single curve with a slightly larger radius could and should be used. Straights of
this order do not permit reversion to two-way crossfall between curves, but some
improvement to appearance and safety can result if the one-way crossfall is
reduced somewhat on the straight.
The minimum length of 'long' straight that should be used between similar curves
is such that normal crossfall can be regained, and maintained for a distance
corresponding to about 4 seconds travel time. Based on the superelevation
development lengths of Table 1.4.4, this results in a straight of minimum length
between 3 V and 4 V metres. Even though such a straight may be visually
satisfactory, there is advantage in exceeding this minimum value. Where such a
minimum cannot be obtained, the alignment should be altered, either to increase
the straight, or eliminate it entirely by the use of a compound curve, a curve that is
transitional between the main curves, or a long spiral alignment.
1.8.6 Vertical Alignment

Much of the philosophy of horizontal alignment is equally valid to vertical
alignment. Even though the vertical scale is invariably much smaller than the
horizontal, injudicious selection of vertical components can be equally as hazard-
ous, and as unsightly as poor horizontal design. Indeed, some aspects of vertical
design may warrant even closer attention to detail than similar aspects of
horizontal design. Research has indicated that a driver's behaviour is influenced
mainly by horizontal alignment and terrain; drivers do not seem to respond to
variations in vertical geometry. Vertical geometry cannot, therefore, be
determined in isolation, but must be related to the corresponding horizontal
geometric features.

Vertical grading composed of long tangents and generous vertical curves should
be adopted in preference to sections with numerous grade changes between
short tangents. Hidden dips should be avoided, and design checks of sight lines
using a zero height object, ie to the road surface, will reveal such deficiencies.
Road profiles should not include minor humps or hollows, which curtail sight lines,
when the horizontal alignment is adequate to provide over taking sight distance.
Broken-back profiles consisting of two or more vertical curves in the same

direction separated by short tangents should be avoided. Such profiles are
disjointed and look unsightly, especially in sag situations and should be replaced
by single, longer vertical curves. The difference in levels, and hence earthworks
between the two situations is rarely significant.
Reversed vertical curves can be designed to have common vertical tangent

points and such practice produces pleasing, flowing grade lines which are more
likely to be in harmony with the natural landform. The rate of change of vertical
acceleration at the tangent point must be considered, however, if either of the
component curves is designed for near limiting values of vertical acceleration.
The algebraic sum of the adjacent rates of vertical acceleration should remain
within the acceptable limit, usually 0.1 g, if comfort criteria are to be maintained.
1.8.7 Combined Horizontal and Vertical Curvature

The most pleasing three-dimensional result is achieved if the horizontal and
vertical curvature is kept in phase, as this relates most closely to naturally
occurring forms. Where possible, the vertical curves should be contained within
the horizontal curves. This enhances the appearance in sag curves, by reducing
the three-dimensional rate of change of direction, and improves the safety of crest
curves by indicating the direction of curvature before the road disappears over the
crest. Thus, the best appearance requires the scale of the vertical and horizontal
movements to be comparable: a small movement in one direction should not be
combined with a large movement in the other.
Drainage structures in sag curves that are combined with horizontal curves
require careful design if a disjointed or kinky appearance is to be avoided.
Culverts should introduce little aesthetic difficulty if they are contained within
embankments and are made sufficiently long to accommodate full road formation
widths.
Bridges built on combined horizontal and vertical curvature can present

considerable aesthetic problems, especially if reduced formation widths are used.
Particular care should be devoted to the design of the bridge kerbs and railings,
as well as to the location and transitioning of approach guard fences.
Horizontal curves combined with crests have less influence on the appearance of
a road than those combined with sags. Nevertheless, the effect on safety can be
much greater, as the crest can obscure the direction and severity of the horizontal
curve. Minimum radius horizontal curves, therefore, should not be combined with
crest vertical curves.

RBHraCaNacRkkm<Cú a
KINGDOM OF CAMBODIA
Ministry of Public Works and Transport
bTdæan
sikSaKMeragfñl;
ROAD DESIGN
STANDARD
PART 2 - PAVEMENT
CAM PW.03.102.99
1999
ROAD DESIGN PART 2 - PAVEMENT
BLANK

ROAD DESIGN PART 2 – PAVEMENT
FOREWORD
The Cambodia Road Design Standard is intended to be used for the

design of all new roads in the Kingdom of Cambodia. The Cambodian
Road Design Standard consists of the following complementary
documents which shall be considered together:
- CAM PW 03-101-99 Road Design Standard – Part 1 - Geometry;
- CAM PW 03-102-99 Road Design Standard – Part 2 - Pavement;
- CAM PW 03-103-99 Road Design Standard – Part 3 - Drainage;
For the purpose of regulating and interpreting the provisions of this

Standard, the AUTHORITY shall be the Cambodian Ministry of Public
Works and Transport.
MINISTRY OF PUBLIC W ORKS AND TRANSPORT July 1999 Page 1 of 99

This document has been produced for the Kingdom of Cambodia as a

joint Australia – Cambodia project sponsored by the Australian Agency
for International Development (AusAID).
Valuable assistance and operational advice was provided by the staff of

the Cambodian Ministry of Public Works and Transport (MPWT)
Technical research and specialist input was provided by the Australian

consulting firms of McMillan Britton & Kell Pty Limited and Willing &
Partners Pty Ltd.
Reproduction of extracts from this publication may be made subject to

due acknowledgement of the source.
Although this publication is believed to be correct at the time of printing,

neither the MPWT nor AusAID accept responsibility for any
consequences arising from the use of the information contained in it.
People using the information should apply, and rely upon, their own skill
and judgement to the particular issue which they are considering.
Page 2 of 9 9 July 1999 MINISTRY OF PUBLIC WORKS AND TRANSPORT

TABLE OF CONTENTS
2.1 INTRODUCTION 7
2.2 PAVEMENT DESIGN SYSTEM 7

2.2.1 GENERAL ............................................................................................... 7
2.2.2 Pavement Design System For New Pavements ..................................... 8
2.2.2.1 Input Variables ...............................................................................9
2.2.2.2 Selecting a Trial Pavement Cross -Section ..................................10
2.2.3 Design Sys tem For Pavement Overlays ............................................... 10
2.2.3.1 General .........................................................................................10
2.2.3.2 Evaluating the Existing Pavement ................................................ 12
2.2.3.3 Recognition of the Existing Pavement's Needs ............................ 12
2.2.3.4 Selection of Overlay Thickness .................................................... 13
2.3 ENVIRONMENT 14
2.3.1 General ................................................................................................... 14
2.3.2 Moisture Environment.......................................................................... 14
2.3.3 Temperature Environment................................................................... 17
2.4 SUBGRADE EVALUATION 18

2.4.1 General ................................................................................................... 18
2.4.2 Measures Of Subgrade Support ........................................................... 18
2.4.3 Factors To Be Considered In Estimating Subgrade Support ........... 18
2.4.4 Methods Of Estimating Subgrade Support Values............................ 20
2.4.5 Field Determination Of Subgrade CBR .............................................. 20
2.4.5.1 In-situ CBR Test ...........................................................................20
2.4.5.2 Cone Penetrometers ......................................................................20
2.4.6 Laboratory Determination Of Subgrade CBR And Elastic
Parameters ............................................................................................. 22
2.4.6.1 Determination of Density for Laboratory Test.............................22
2.4.6.2 Determination of Design Moisture Content (DMC) .................... 22
2.4.7 Adoption Of Presumptive CBR Values............................................... 22
2.5 TRAFFIC INVESTIGATION 24

2.5.1 Estimating Flows ................................................................................... 24
2.5.1.1 Baseline traffic flows .................................................................... 24
2.5.1.2 Traffic Forecasting .......................................................................25
2.5.2 Axle Loading .......................................................................................... 27
2.5.2.1 Axle load surveys .........................................................................27
2.5.2.2 Axle Configurations and Equivalences ........................................ 28
2.5.2.3 Design Lanes ................................................................................ 29

2.5.3 Design Period.........................................................................................29

2.5.4 Traffic Growth.......................................................................................30
2.5.5 Design Traffic For Flexible Pavement .................................................30
2.5.6 Design Traffic For Rigid Pavements.................................................... 31
2.6 PAVEMENT MATERIALS 32

2.6.1 Granular Materials................................................................................ 32
2.6.1.1 Introduction.................................................................................. 32
2.6.2 Modified Materials ................................................................................ 33
2.6.3 Bitumen...................................................................................................33
2.6.3.1 Prime Coat.................................................................................... 33
2.6.3.2 Tack Coat ..................................................................................... 33
2.6.3.3 Bituminous Surface treatment ...................................................... 34
2.6.3.3.1 Bituminous materials........................................................ 34
2.6.3.3.2 Aggregates........................................................................ 34
2.6.3.4 Asphaltic Concrete ....................................................................... 36
(a) Coarse Mineral Aggregate ............................................... 36
(b) Fine Mineral Aggregate ................................................... 36
(c) Mineral Filler.................................................................... 36
(d) Asphalt Materials ............................................................. 36
2.6.4 Concrete..................................................................................................37
2.6.4.1 Introduction.................................................................................. 37
2.6.4.2 Sub-base Concrete........................................................................ 37
2.6.4.3 Base Concrete .............................................................................. 37
2.7 DESIGN OF NEW FLEXIBLE PAVEMENTS 39
2.8 DESIGN OF RIGID PAVEMENTS 48

2.8.1 General.................................................................................................... 48
2.8.2 Pavement Types .....................................................................................48
2.8.2.1 Cement Concrete Pavements ....................................................... 48
2.8.2.2 Asphalt Surfaced Rigid Pavements.............................................. 49
2.8.3 Factors Used In Thickness Determination..........................................49
2.8.3.1 Strength of Subgrade.................................................................... 49
2.8.3.2 Concrete Strength......................................................................... 49
2.8.3.3 Design Traffic .............................................................................. 49
2.8.3.4 Provision of Sub-base .................................................................. 49
2.8.3.4.1 General ............................................................................. 49
2.8.3.4.2 Bound Sub-base................................................................ 51
2.8.3.4.3 Lean Rolled Concrete Sub-base ....................................... 52
2.8.3.4.4 Lean-Mix Concrete Sub-base........................................... 52
2.8.3.4.5 Debonding of the Sub-base and Base............................... 52
2.8.3.5 Concrete Shoulders ...................................................................... 52
2.8.3.6 Load Safety Factors ..................................................................... 52

2.8.4 BASE THICKNESS DESIGN PROCEDURE ................................... 53

2.8.4.1 General .........................................................................................53
2.8.4.2 Base Thickness Design Procedure................................................ 53
2.8.4.3 Minimum Base Thickness ............................................................ 66
2.8.4.4 Provision of Dowels and Tie Bars ................................................ 66
2.8.4.4.1 Dowels ..............................................................................66
2.8.4.4.2 Tie Bars.............................................................................66
2.8.5 Reinforcement Design Procedures....................................................... 67
2.8.5.1 Special Requirements for Reinforcement In Jointed Unreinforced
Pavements .....................................................................................67
2.8.5.2 Reinforcement In Jointed Reinforced Pavements ........................ 67
2.8.5.3 Reinforcement In Continuously Reinforced Pavements ..............69
2.8.5.3.1 Longitudinal Reinforcement.............................................69
2.8.5.3.2 Transverse Reinforcement ................................................ 71
2.9 OVERLAY DESIGN 73

2.9.1 General ................................................................................................... 73
2.9.2 Basic Principles...................................................................................... 73
2.9.3 Pavement Testing .................................................................................. 73
2.9.3.1 Method of Deflection Testing ......................................................73
2.9.3.2 Selection of Test Sites ..................................................................74
2.9.3.3 Test Modes ...................................................................................74
2.9.3.4 Other Tests.................................................................................... 75
2.9.3.5 Measurement of Pavement Temperature ......................................75
2.9.4 Pavement Evaluation............................................................................ 76
2.9.4.1 Selection of Homogeneous Sections ............................................ 76
2.9.4.2 Characteristic Site Temperature ...................................................77
2.9.4.3 Adjustment of the Characteristic Deflection and Characteristic
Curvature to Account for the Testing Temperature .....................77
2.9.4.4 Adjustment of Deflection Data to Account for Seasonal Moisture
Variations .....................................................................................78
2.9.4.5 Design Traffic ...............................................................................78
2.9.4.6 Performance Criteria (Design Deflection and Curvature) ............ 79
2.9.4.7 Determination of Pavement Needs ...............................................79
2.9.5 Selection Of Thickness.......................................................................... 81
2.9.5.1 Granular Overlays ........................................................................ 81
2.9.5.2 Asphalt Overlays ..........................................................................81
2.9.5.3 Characteristic Deflection (adjusted for temperature) Exceeds the
Design Deflection .........................................................................82
2.9.5.4 Characteristic Deflection (adjusted for temperature) Less Than
Design Deflection .........................................................................84
2.9.5.5 Adjustment of Overlay Thickness to Allow for Locality
Temperature ..................................................................................84
2.9.5.6 Example of Asphalt Overlay Design ............................................ 85

APPENDIX A .......................................................................................................87
APPENDIX B .......................................................................................................89
APPENDIX C .......................................................................................................90
APPENDIX D .......................................................................................................91
APPENDIX E .......................................................................................................95
APPENDIX F........................................................................................................ 96
APPENDIX F........................................................................................................ 97
APPENDIX F........................................................................................................ 98
APPENDIX F........................................................................................................ 99

ROAD DESIGN PART 2 – PAVEMENT PAVEMENT DESIGN SYSTEM
2.1 INTRODUCTION
This Standard contains procedures for the design of the following forms of road
pavement construction,
• Flexible pavements consisting of unbound granular material.
• Rigid pavements ( ie cement concrete pavements)
• Overlays for flexible pavements.
The procedures in this Standard are intended for the design of pavements whose
primary distress mode is load associated. Where other modes of distress, such as
environmental distress, have a significant effect on environmental performance,
their effect will have to be separately assessed. It is assumed that pavements are
constructed in compliance with modern quality control standards.
Consideration of unsurfaced pavements has not been included in this Standard

because the performance of these pavements is heavily dependent on the
performance of local materials, local environmental conditions and maintenance
policies.
Consideration of overlays for rigid pavements has also been omitted because
experience in this area has not been sufficiently extensive to allow formulation of
a design procedure.
This Standard contains detailed discussion of subgrade evaluation, pavement

materials evaluation, analysis of traffic loading and structural design in addition to
other factors relevant to pavement design.
It is emphasised that this document should be used as a guide and not approached
or referred to as a limiting design specification. Some judgement will have to be
exercised by the designer in arriving at decisions as the parameters which are
incorporated in particular designs.
2.2 PAVEMENT DESIGN SYSTEM

2.2.1 GENERAL
The aim of pavement design is to select the most economic pavement thickness
and composition that will provide a satisfactory level of service for the anticipated
traffic.
To achieve this goal, the designer must have sufficient knowledge of the
materials, the traffic, the local environment and their interactions to be able to
predict the performance of any pavement composition. In addition he must know

PAVEMENT DESIGN SYSTEM ROAD DESIGN PART 2 - PAVEMENT
what level of performance, and what pavement condition will be considered

satisfactory in the circumstances for which he is designing the pavement structure.
DESIGN
TRAFFIC
SUBGRADE
EVALUATION
STRUCTURAL DESIGN
COMPARISON
1. FLEXIBLE PAVEMENTS
OF DESIGNS
ENVIRONMENT
2. RIGID PAVEMENTS
3. OVERLAYS
PAVEMENT
MATERIALS
Figure 2.2.1 System for the Design of Pavements
Because of the many variables and interactions which influence the result, it is
appropriate to adopt a systematic approach to pavement design. Depending on the
amount of data which has to be provided, or conversely on the number of
assumptions that have to be made, a pavement design procedure may be complex
at one extreme or very simple at the other.
Design procedures contained in this Standard are based on two similar design
systems which are described in this Section.
One system is for the design of new pavements and the other is more specifically
for the design of overlays to rehabilitate existing flexible pavements. However,
both are based on the same underlying principles that are typical of those used to
solve any engineering design problem.
2.2.2 Pavement Design System For New Pavements

The system for the design of pavements is shown in flow chart form in
Figure 2.2.1. Although in a practical design procedure some of the parts of the
system may be omitted or combined with others, it is convenient to use
Figure 2.2.1 to demonstrate the relationships between input variables, analytical
methods and the decision processes which comprise pavement design.

2.2.2.1 Input Variables

(a) Design Traffic
Axle numbers, load distribution, loading rate and tyre pressures can be significant
in determining pavement performance. Not only must the current traffic be taken
into account, but the change in volume and composition during the design period
must also be estimated. Detailed consideration of traffic is contained in
Section 2.5.
(b) Subgrade and Pavement Materials

Ideally the designer's knowledge of the pavement and subgrade materials should
include the strength/stiffness parameters which can be used to quantify their load
bearing properties the variations in these parameters which result from changes in
moisture and temperature, increases in age, or cumulative distress during the
design period the manner in which they deteriorate and the significant reaction to
load (stress or strain) which can be used to quantify the rate of distress (refer to
Table 2.2.1) the limiting value(s) of stresses or strains at which a given degree of
distress will occur, commonly known as the performance criteria.
Table 2.2.1 Distress modes for flexible pavements

Distress Mode Likely Causes Materials Affected
Rutting Densification All but sound
cemented material
Cracking Single high load, many repetitions of Asphalt, cemented

normal loads, thermal cycling, shrinkage material
Roughness Variability of density, material properties All
Some of the above apply to the analysis phase of the design system. For example,
parameters such as elastic stiffness are used in analytical models to determine load
induced stresses and strains.
The performance criteria on the other hand are used only to predict when distress
will occur.
Some analytical models have been developed in recent times that predict the
development of roughness from a knowledge of the variability of material
properties and layer thickness, among other things.
Some materials such as asphalt and cemented gravels are complex to the extent
that their performance criteria are a function of their stiffness. These relationships
enable materials design to be incorporated into the overall pavement design
system, as for example the design of a concrete mix is incorporated into the
design of a concrete bridge beam.
A detailed consideration of subgrades and pavement materials is contained in

Sections 2.4 and 2.6 respectively.

(c) Environment
Variations in material properties due to changes in moisture and temperature may
be measured by testing. The values to be used in analysis will depend on the
actual moisture and temperature existing in service. Because of the complexity
associated with this requirement it is usually necessary to characterise a particular
site environment to some extent. The significance of environmental effects
depends on the materials that are selected for the pavement, but it can also depend
on the temporal distribution of traffic loading.
A detailed consideration of environmental effects is contained in Section 2.3.
(d) Construction and Maintenance Considerations

Construction and, to a lesser extent, maintenance policies can influence the type
of pavement structure which is adopted. In addition, the properties of many
materials are dependent on construction influences, including the level of
compaction, the method of curing concrete or cemented materials, the type of
equipment used for placing crushed rock, and the extent of sub-surface drainage
incorporated in the design.
2.2.2.2 Selecting a Trial Pavement Cross -Section

The design process consists of selection of a trial pavement cross-section and
analysing its performance when subjected to the input design parameters that are
described in Section 2.2.1.
A trial pavement cross-section may often be selected by judgement or by using a

simple published design procedure. Many such procedures are empirical.
Therefore, if one is used, it is desirable that it has been derived from experience
and observations that are compatible with the design task at hand.
If such a simple design procedure is assumed to be sufficiently reliable for the

designer's needs, the design process is complete, since the following phases
(analysis, distress prediction and design modification) are all considered to be
taken care of.
The example design charts in Section 2.7 of this Standard have been derived from
the design system, but in each case for a specific set of input parameters. The se
parameters are listed on or adjacent to each chart.
2.2.3 Design System For Pavement Overlays

2.2.3.1 General
The System for the design of pavement overlays is shown in flow chart form in
Figure 2.2.2.

Figure 2.2.2 System for the Design of Pavement Overlays
In principle there is little difference between the design of overlays and the design
of new pavements, since each involves consideration of traffic, material and
environment, an analysis, distress prediction and comparison of alternative
designs. In practical terms the major difference is that for overlay design to be
successful the needs of the existing pavement must be correctly diagnosed and
then satisfied.
In broad terms the overlay design system comprises:

• Evaluating the existing pavement condition.
• Considering the traffic and environment to which it will be subjected in the
design period.
• Determining if the pavement needs additional strength to provide satisfactory
service during the design period, and if possible the causes(s) of deficiencies.
• Considering the materials which are available to overcome the pavement’s
deficiencies, their potential modes of failure , their load resisting capabilities
and the parameters which can be used to predict the rate at which distress will
occur in the overlaid pavement.
• Determining the thickness of material that must be placed on the existing
pavement to provide satisfactory service in the design period.

2.2.3.2 Evaluating the Existing Pavement

This may be done by sampling and testing the existing pavement materials and the
subgrade, and assigning strength parameters so that the structure can be analysed
to determine its reaction to load.
Alternatively, a non-destructive method such as deflection testing can be used to

obtain the reaction to load directly. The method of analysing deflection testing can
vary depending on the amount and type of data that is collected during the
deflection survey. As more comprehensive data can be collected with recently
developed equipment, such as the Deflectograph, Falling Weight Deflectometer
and Benkelman Beams adapted to measure complete deflection bowls, better
predictions can be made of the performance of the existing pavement.
The deflection testing and analysis method, which has been adopted in this
Standard, is described in detail in Section 2.9. Its aim is to predict the future
traffic loading which the pavement can support before permanent deformation
reaches a tolerable limit, and also, for pavements which have uncracked asphalt
surfacing, the traffic loading which can be supported before fatigue cracking
occurs. These predictions take into account the pavement's temperature and
subgrade moisture at the time of testing, and the environmental conditions which
will apply during the pavement's service life.
2.2.3.3 Recognition of the Existing Pavement's Needs

With experience, the needs of an existing pavement can often be recognised by
inspection alone. Further information can be obtained by testing, the more
detailed and comprehensive the tests then the more reliable will be the
identification of pavement deficiencies and needs. Tests that directly measure a
pavement's reaction to load, such as deflection tests, should be used where
possible. This is preferable to a mere comparison of the pavement composition
with that prescribed by empirical pavement design procedures since the latter tend
to apply only to pavements of "average" quality.
The measurements obtained by deflection testing, whether they be the maximum

deflection at each test site or additional parameters which describe the shape of
the deflected pavement surface, can be related to performance criteria. These
performance criteria are usually empirically based but may also be based on the
theoretical data obtained from, for example, a mathematical solution of elastic
layered models. In practice there will be some variability in deflection test results
throughout a given length of pavement, reflecting the variability in the many
factors which contribute to pavement performance. By adopting a statistical
approach, characteristic deflection values can be assigned to the section of
pavement. This implies the acceptance of a probability that the performance of the
ultimate overlay design will be acceptable.
The most common performance criteria relate deflection under a standard load to
the number of repetitions, which can be tolerated before a critical pavement
condition, is reached. This is a very simplistic relationship, which assumes that

the compound effect of all forms of distress in a particular type of pavement can
be predicted by the measurement of only one reaction to load. More recently
developed deflection testing and analysis methods tend to isolate different distress
modes, with the rate of distress in each case being predicted by a different
property of the deflected pavement shape with its own limiting criterion. If the
deflection measurements (or derived measures in the case of the more
sophisticated methods) exceed the limiting values given by the performance
criteria, then the existing pavement is assumed to be inadequate for the design
traffic and some treatment is required. This may include strengthening by the
addition of a granular or asphalt overlay or by reconstruction, but other measures
such as additional drainage works or resealing may also be effective.
2.2.3.4 Selection of Overlay Thickness

The thickness of overlay which is needed to strengthen the pavement depends on :
• the material to be used
• the increase in strength which is required to reduce the pavement's response
to load to tolerable limits as defined by the performance criteria
• the amount of auxiliary work such as drainage improvement which is
proposed in conjunction with the overlay
The required thic kness can be determined from empirical relationships based on
observations of the effect of previous overlays. Mathematical predictions have
also been made using typical material stiffnesses. Even so the effect of any
proposed drainage improvements must be estimated, either by judgement based
on experience or by analysis assuming certain changes will be achieved in the
pavement and the subgrade because of the drainage works.
When more than one performance criterion has been used to evaluate the existing
pavement's needs and/or to select an overlay thickness, the controlling value will
be the minimum thickness which satisfies all of the criteria. If it is considered
impractical to apply the specified thickness (for example due to adjacent level
controls), then a lesser amount may have to be adopted. By comparing the
estimated effect of the thinner overlay with the limiting criteria, a prediction of the
pavement's performance can be made. The value of the overlay can then be
compared with the anticipated benefits and a decision made regarding its
acceptability. For example, if the practical overlay may only last for one or two
years it may be more cost effective to reconstruct the pavement. The pavement
evaluation and overlay design methods which have been adopted in this Standard
are described in detail in Section 2.9.

SUBGRADE EVALUATION ROAD DESIGN PART 2 - PAVEMENT
2.3 ENVIRONMENT
2.3.1 General
This Standard mainly describes procedures to enable pavements to be designed to
withstand load-associated distress. While environmentally induced distress is
mentioned in a number of passages, pavements where this is the major distress
mode are not specifically discussed.
The environmental factors, which significantly affect pavement performance, are:

• Moisture
• Temperature
2.3.2 Moisture Environment

The moisture regime associated with a pavement has a major influence on the
performance of the pavement. The stiffness/strength of unbound materials and
subgrades is heavily dependent on the moisture content of the materials. Further
guidance may be obtained in NAASRA (1983).
The factors that must be assessed at the design stage include:

• Rainfall/evaporation pattern
• Permeability of wearing surface
• Depth of water table
• Relative permeability of pavement layers
• Whether shoulders are sealed or not
• Pavement type (boxed or full width)
Moisture changes in pavements usually result from one or more of the following
sources:
(a) Seepage from higher ground to the road pavement
(b) Fluctuations in the water table.
(c) Infiltration of water through the surface of the road pavement and shoulders.
(d) Transfer of moisture as a result of moisture content or temperature
differences in either the liquid or vapour states, including transfer due to the
moisture content at construction differing from the equilibrium moisture
content.
(e) The relative permeabilities of the pavement layers and subgrade. A
significant decrease in permeability with depth (permeability reversal) can
lead to saturation of the materials in the vicinity of the permeability reversal.

ROAD DESIGN PART 2 – PAVEMENT ENVIRONMENT
Of the above sources only (a), (b) and (c) can be controlled by the installation of
properly designed subgrade and pavement drains. Drains are only effective when
subgrade moisture is subject to hydrostatic head (ie positive pore pressures). It is
common for fine grained subgrade materials to have an equilibrium moisture
content above optimum moisture content yet, because they are unsaturated, they
cannot be drained.
The above sources of moisture infiltration are illustrated in Figure 2.3.1.
An alteration of the moisture content of the subgrade can result in two types of
changes to its condition; a change in the volume and/or a change in strength. The
significance of these changes will depend on their magnitude and the nature of the
material in which the change takes place. Particular problems associated with
expansive clays are given in references at the end of this Section.
The effect of changes in moisture content on the strength / stiffness of the

subgrade is taken into consideration by evaluating the strength parameters (eg
CBR, modulus) at the highest moisture content likely to occur during the design
period. It is important that as accurate an estimate as practicable be made for the
design moisture content.
Figure 2.3.1 Movement of Moisture in Road Pavements
The sensitivity of the subgrade strength/stiffness to changes in moisture content

should in all cases be assessed. In general the following comments apply:
• For sandy soils, small fluctuations in moisture content produce little change
in volume or strength/ stiffness.
• For silty soils, small fluctuations in moisture content produce little change in
volume but may produce large changes in strength and/or stiffness.
• For clay, small fluctuations in moisture may produce large variations in
volume and if the moisture content is near optimum moisture content large
changes in strength/stiffness may also occur.

SUBGRADE EVALUATION ROAD DESIGN PART 2 - PAVEMENT
Volume changes are minimised if the required density of the subgrade is obtained
by compaction at a moisture content representing the value, which occurs most
frequently. The moisture content that is used to compact the soil initially may also
influence the extent of volume change.
Estimation of both the design moisture content and the moisture content of
minimum volume change is usually based on the use of the Equilibrium Moisture
Content (EMC) concept where this is considered applicable.
Equilibrium Moisture Content (EMC)

The term Equilibrium Moisture Content refers to the concept that, in some
situations, the moisture conditions under a sealed pavement reach a state of
equilibrium with the moisture regime of the local environment at sometime after
construction. The principal variables which control its state are:
• Climate
• Soil type
• Depth to water table
• Composition of the soil water
In treating soil water as a variable in the behaviour of unsaturated soil there are
basically only two ways of quantitatively expressing the soil water variable. These
are:
• In terms of the ratio of the soil water to another volumetric or gravimetric
property of the soil (eg gravimetric moisture content)
• In terms of the energy state of the soil water, such as soil moisture suction.
Soil moisture suction is used here in the common context of negative pore
pressures (matrix potential). However, "suction" is sometimes used in the
context of total potential, when the osmotic (solute) potential of the soil is
added to the matrix potential.
For practical purposes, the condition at which soil strength is to be determined

must finally be expressed in terms of (gravimetric) moisture content. If soil
moisture content has been expressed in terms of soil suction, a conversion to
moisture content is necessary to use EMC. However, since the measurement and
monitoring of soil suction in the field and the determination of the relationship
between soil suction and moisture content is difficult and not in general use, such
methods are not described here. Some references are NAASRA (1974, 1983),
OECD (1973). Richards (1969), Wallace (1974) and Waters and Kapitzke (1974).
The conditions which leads to EMC are generally more stable towards the central
portion of the pavement. Up to about 1.5 metres from each edge, fluctuations in
moisture conditions can result from the relatively rapid changes in moisture
content that can occur in the shoulder. These changes can cause the critical
moisture content (ie Design Moisture Content) for the outer wheel path to be
above the EMC estimated for the central portion of the pavement.

ROAD DESIGN PART 2 – PAVEMENT ENVIRONMENT
In situations where changes in moisture content of the shoulders can be large,

treatment of these areas should be undertaken to minimise this difference. Where
such treatment is not applied or is not likely to be adequate, it will be necessary to
adopt a design moisture content (DMC) more than the EMC for the centre portion
of the pavement. Procedures for determining DMC are given in Section 2.4.
2.3.3 Temperature Environment

The temperature environment has a major influence on the performance of
pavements surfaced with asphalt wearing surfaces.
Asphalt becomes stiff and brittle at low temperatures while it is soft and
visco-elastic at higher temperatures. Permanent deformation in asphalt at high
temperatures is not considered as a failure mode in this Standard. The only failure
mode considered for asphalt is flexural (fatigue) cracking. It is assumed that
asphalt mixes are designed with sufficient stability so that permanent deformation
does not need to be considered at the design stage.
The distribution of temperature both on a daily and seasonal basis has an

important bearing on pavement performance. If traffic loading occurs at night
when temperatures are low, a considerable reduction in the life of thin asphalt
surfacing may occur. The interaction of the traffic and temperature ranges must
therefore be taken into account at the design stage. A procedure for doing this is
presented in Section 2.6.
Temperature may also affect the properties and performance of cemented layers
and concrete. Temperatures can have a significant effect on the rate of strength
gain of these materials and if high temperatures occur during construction, drying
out will result, impairing both the ultimate strength and fatigue characteristics of
the materials.

TRAFFIC INVESTIGATION ROAD DESIGN PART 2 - PAVEMENT
2.4 SUBGRADE EVALUATION

2.4.1 General
The support provided by the subgrade is the most important factor in determining
pavement design thickness, composition and performance. The subgrade strength
is dependent on the conditions at construction and during service. Soil type,
density and moisture content largely determine subgrade strength. The aim of
subgrade evaluation is to estimate a value of subgrade support to use in design.
2.4.2 Measures Of Subgrade Support

The measures of subgrade support used in this Standard are:
• California Bearing Ratio (CBR)
• Modulus of Subgrade Reaction (k)
The use of these measures for designing various pavement types is given in
Table 2.4.1.
2.4.3 Factors To Be Considered In Estimating

Subgrade Support
The following factors must be considered in determining the design
strength/stiffness of the subgrade:
• sequence of earthworks construction;
• the compaction moisture content used and field density achieved;
• moisture changes during service life;
• subgrade variability.
The total pavement thickness may be governed by the presence of weak layers
below the design subgrade level.
Table 2.4.1 Use Of Subgrade Support Measures

Measure of Subgrade Support
Pavement Type Use CBR Use k
Flexible OK
Rigid OK OK

ROAD DESIGN PART 2 – PAVEMENT SUBGRADEEVALUATION
(a) Sequence of Earthworks Construction

In some cases it may be possible to select materials that will ultimately be located
at the subgrade level by involvement in pre-construction planning. Where there is
uncertainty as to which material will be available for use as a subgrade, a
preliminary evaluation of material may be necessary with confirmation at the time
of construction
(b) Compaction Moisture Content Used and Field Density Achieved

A guide to the effects of variations in relative density and compaction moisture
contents on subgrade is illustrated in Table 2.4.2, Table 2.4.3 and Table 2.4.4.
Table 2.4.2 Relative Values Of Subgrade Support For Clay (PI>30)

UNSOAKED 4 DAY SOAK
Density Compaction Moisture Density Compaction Moisture
Content (relative to OMC) prior to 4 Content (relative to OMC)
0.9 1.0 1.05 day soak 0.9 1.0 1.05
1.05 MDD 4.0 3.5 3.0 1.05 MDD 0.9 - -
1.00 MDD 3.5 3.0 2.5 1.00 MDD 0.6 1.0 1.5
0.95 MDD 2.5 2.0 2.0 0.95 MDD 0.4 0.6 1.0
Table 2.4.3 Relative Values Of Subgrade Support For Clay (PI<30)

UNSOAKED 4 DAY SOAK
Content (relative to OMC) prior to 4 Content (relative to OMC)
0.9 1.0 1.05 day soak 0.9 1.0 1.05
1.05 MDD 2.0 - - 1.05 MDD 1.2 2.0 2.2
1.00 MDD 1.8 1.2 1.0 1.00 MDD 0.8 1.0 1.1
0.95 1.2 1.0 1.0 0.95 MDD 0.5 0.5 0.6
MDD
Table 2.4.4 Relative Values Of Subgrade Support For Silty Sand

UNSOAKED 4 DAY SOAK
Content prior to 4 Content
(relative to OMC) day soak (relative to OMC)
0.9 1.0 1.05 0.9 1.0 1.05
1.05 MDD 2.0 - - 1.05 MDD 1.2 2.0 2.2
1.00 MDD 1.8 1.2 1.0 1.00 MDD 0.8 1.0 1.1
0.95 MDD 1.2 1.0 1.0 0.95 MDD 0.5 0.5 0.6
(c) Moisture Changes during Service Life

After construction, moisture conditions in subgrades will change subject to the
influences outlined in Section 2.3. Table 2.4.2, Table 2.4.3 and Table 2.4.4
contain a guide to the magnitude of change in subgrade support, which can occur
due to in-service moisture variations. Moisture changes may occur on a seasonal,
and perhaps also on a sporadic, basis if the subgrade is subject to flooding. These
variations, where possible, should be taken into account.

(d) Subgrade Variability

Subgrades are inherently variable in nature and the design value for subgrade
support should be selected to reflect the degree of variability.
2.4.4 Methods Of Estimating Subgrade Support

Values
There are basically two modes of testing available for estimation of subgrade
support values; laboratory testing and field testing.
Field testing is only applicable where it is proposed that subgrade support values
are to be extrapolated from an existing pavement and the subgrade soil conditions
are similar to those of the proposed pavement.
Laboratory testing is applicable both where a suitable existing pavement for

extrapolation exists, or from first principles.
2.4.5 Field Determination Of Subgrade CBR

This procedure may be used to determine the design CBR where soils similar to
those of the subgrade of the road being designed, have existed under a sealed
pavement for at least two years and are at density and moisture conditions similar
to those likely to occur in service. Care must be taken to carry out tests when the
subgrade is in a critical moisture condition or, alternatively, seasonal adjustments
may be made.
A number of field tests may be used to estimate subgrade CBR, eg. In-situ CBR
test and Cone Penetrometer.
The results of such tests should be analysed statistically and a design CBR chosen
at a percentile level appropriate to the particular case. The ten percentile level
value (Mean minus 1.3 times Standard Deviation) has been used commonly for
design of highway pavements.
2.4.5.1 In-situ CBR Test

The in-situ CBR test is given in AS 1289. This test is time consuming and
expensive. The number of tests required to establish the variability of the CBR for
each type of material may be so large as to make the use of the in-situ CBR test
impracticable.
2.4.5.2 Cone Penetrometers

Cone penetrometer tests are described in AS 1289 and may be used for fine
grained subgrades.

CBR results can be determined from Figure 2.4.1 for the dynamic cone
penetrometer and from Figure 2.4.2 for the static cone penetrometer. The
relationship given in Figure 2.4.2 is a general relationship that suits most soil
types. For further information relating to specific soil types the following
references may provide assistance: Schofield (1986), Mullholland (1984) and
Smith & Pratt(1983).
Figure 2.4.1 Correlation of Dynamic Cone Penetration and CBR.
Figure 2.4.2 Correlation of Static Cone Penetration and CBR

When using the cone penetrometers extensively for subgrade investigation, a
limited number of in-situ CBR measurements should be carried out on the
particular material being tested to confirm that the adopted relationship is valid.

2.4.6 Laboratory Determination Of Subgrade CBR

And Elastic Parameters
This procedure may be used to determine design CBR where sufficient samples of
the subgrade material for the new pavement can be obtained for detailed
laboratory investigations and where a reasonable estimate can be made of likely
subgrade density and moisture conditions in service. The method is particularly
useful when a close similarity in density, moisture content and materials is not
available between the proposed pavement and any existing road.
Laboratory tests may be undertaken on specimens compacted at the design

moisture content (DMC) and density, which correspond to those likely to occur in
service or at a particular compaction standard and moisture as a characterising
test. Alternatively, undisturbed samples can be obtained from the field by coring.
Methods for determining the design moisture content are given in Appendix D.
It may not always be practicable to prepare laboratory specimens at the selected

density. In such cases, at least four specimens should be prepared at the DMC and
at densities as close as possible to the characteristic value. The design value may
be interpreted from interpolation of the results for these specimens.
2.4.6.1 Determination of Density for Laboratory Test

The density selected for testing should correspond to that which will occur in
service and may be one of the following:
• In-situ density of undisturbed or reworked subgrade as appropriate
• Minimum standard of compaction achieved in construction (embankments)
• Density after swelling has occurred (expansive soils)
2.4.6.2 Determination of Design Moisture Content (DMC)

There are several procedures for estimating the DMC. For practical application
however, a compromise must be reached between the level of precision to be
obtained and the cost of obtaining the necessary input data to determine the DMC.
In all cases, however, the designer should ensure, either on the basis of knowledge
of moisture conditions likely to occur in his locality, or by means of detailed field
investigations that test moisture conditions realistically represent service
conditions.
Two methods for estimating the DMC are given in Appendix D.
2.4.7 Adoption Of Presumptive CBR Values

This approach may be used when no other relevant information is available. It is
particularly useful for lightly trafficked roads where extensive investigations are
not warranted, and also at preliminary design stages for all roads. Typical

presumptive values of CBR are given in Table 2.4.5. However, such values
should be determined on the basis of local experience,
Table 2.4.5 Typical Presumptive Design CBR Values

Description of Subgrade Typical CBR Values %
Material USC Well drained Poorly drained
Classification
Highly Plastic Clay CH
Silt ML 5 2.3
Silty Clay CL
Sandy Clay SC 6.7 4.5
Sand SW, SP 15 – 20

2.5 TRAFFIC INVESTIGATION

2.5.1 Estimating Flows
2.5.1.1 Baseline traffic flows
In order to determine the total traffic over the design life of the road the first step,
is to estimate baseline traffic flows. The estimate should be the (Annual) Average
Daily Traffic (ADT) currently using the route, classified into the vehicle
categories of cars, light goods vehicles, trucks (heavy goods vehicles) and buses.
The ADT is defined as the total annual traffic summed for both directions and
divided by 365. It is usually obtained by recording actual traffic flows over a
shorter, period from which, the ADT is then estimated. For long projects, large
differences in traffic along the road may make it necessary to estimate the flow at
several locations. It should be noted that for structural design purposes the traffic
loading in one direction is required and for this reason care is always required
when interpreting ADT figures.
Traffic counts carried out over a short period as a basis for estimating the traffic
flow can produce estimates that are subject, to large errors because traffic flows
can have large daily, weekly, monthly and seasonal variations. The daily
variability in traffic flow depends on the volume of traffic. It increases as traffic
levels fall, with high variability on roads carrying less than 1000 vehicles per day.
Traffic flows vary more from day-to-day than from week-to-week over the year.
Thus there are large errors associated with estimating average daily traffic flows
(and subsequently annual traffic flows) from traffic counts of only a few days
duration, or excluding the weekend. For the same reason there is a rapid decrease
in the likely error as the duration of the counting period increases up to one week.
For counts of longer duration improvements in accuracy are less pronounced.
Traffic flows also vary from month-month so that a weekly traffic count repeated
at intervals during the, year provides a better base for estimating the annual
volume of traffic than a continuous traffic count of the same duration. Traffic also
varies considerably through a 24-hour period and this needs to be taken into
account.
In order to reduce error, it is recommended that traffic counts to establish ADT at

a specific site conform to the following practice:
(i) The counts are for seven consecutive days.
(ii) The count on some of the days is for a full 24 hours, with preferably at least
one 24 hour count on a weekday and one during a weekend. On the other
days 16-hour counts should be sufficient. These should be grossed up to 24
hour values in the same proportion as the 16 hour/24 hour split on those days
when full 24 hour counts have been undertaken.
(iii) Counts are avoided at times when travel activity is abnormal for a short
period due to the payment of wages and salaries, public holidays etc. If
abnormal traffic flows persist for extended periods, for example during

ROAD DESIGN PART 2 – PAVEMENT TRAFFIC INVESTIGATION
harvest times, additional counts need to be made to ensure this traffic is

properly included.
(iv) If possible the seven-day counts should be repeated several times throughout
the year.
(v) Country-wide traffic data should be collected on a systematic basis to enable
seasonal trends in traffic flows to be quantified. Unfortunately, many of the
counts that are available are unreliable, especially if they have been carried
out manually. Therefore, where seasonal adjustment factors are applied to
traffic survey data in order to improve the accuracy of baseline traffic figures,
the quality of the statistics on which they are based should be checked in the
field.
Classified traffic counts are normally obtained by counting manually. These

counts can be supplemented by automatic counters which use either a pneumatic
tube laid across the surface of the carriageway or a wire loop fixed to the
carriageway surface or preferably, buried just beneath it. Pneumatic tubes require
regular maintenance and can be subject to vandalism. Buried loops are preferred,
but installing a loop beneath the road surface is more difficult and more expensive
than using a pneumatic tube.
In their basic form automatic counters do not distinguish between different types
of vehicle and so cannot provide a classified count. Modern detector systems are
now available which can perform classified vehicle counting, but such systems are
expensive and not yet considered to be sufficiently, robust for most developing
country applications.
2.5.1.2 Traffic Forecasting

Even with a developed economy and stable economic conditions traffic
forecasting is an uncertain process. In a developing economy the problem
becomes more difficult because such economies are often very sensitive to the
world prices of just one or two commodities.
In order to forecast traffic growth it is necessary to separate traffic into the

following three categories.
(a) Normal traffic. Traffic, which would pass along the existing road or track
even if no new pavement was provided.
(b) Diverted traffic. Traffic that changes from another route (or mode of
transport) to the project road because of the improved pavement but still
travels between the same origin and destination.
(c) Generated traffic . Additional traffic that occurs in response to the provision
of new or improved roads.
Normal traffic. The commonest method of forecasting normal traffic is to

extrapolate time series data on traffic levels and assume that growth will either
remain constant in absolute terms ie. a fixed number of vehicles per year (a linear

extrapolation) or constant in relative terms ie. a fixed percentage increase. Data

on fuel sales can often be used as a guide to country-wide growth in traffic levels,
although improvements in fuel economy over time should be taken into account.
As a general rule it is only safe to extrapolate forward for as many years as
reliable traffic data exists from the past and for as many years as the same general
economic conditions are expected to continue.
As an alternative to time, growth can be related linearly to anticipated Gross

Domestic Product (GDP). This is normally preferable since it explicitly takes into
account changes in overall economic activity, but it has the disadvantage that a
forecast of GDP is needed. The use of additional variables, such as population or
fuel price, brings with it the same problem. If GDP forecasts are not available,
then future traffic growth should be based on time series data.
If it is thought that a particular component of the traffic will grow at a different

rate to the rest, it should be specifically identified and dealt with separately. For
example a plan to expand a local town or open a local factory during the design
life of the road could lead to different growth rates for different types of vehicles.
Similarly there may be a plan to allow larger freight vehicles on the road, in which
case the growth rate for trucks may be relatively low because each truck is
heavier.
Whatever the forecasting procedure used, it is essential to consider the realism of

forecasting future levels. Even in the short term it is unlikely that developing
countries will sustain the high rates of growth experienced in the past and factors
such as higher fuel costs and vehicle import restrictions could also tend to depress
future growth rates.
Diverted traffic. Where there are parallel routes traffic will usually travel on the
quickest or cheapest route although this may not necessarily be the shortest. Thus
surfacing an existing road may divert traffic from a parallel and shorter route
because higher speeds are possible on the surfaced road. Origin and destination
surveys should be carried out to provide data on the traffic diversions likely to
arise. Assignment of diverted traffic is normally done by an all-or-nothing method
in which it is assumed that all vehicles that would save time or money by
diverting would do so, and that vehicles that would lose time or increase costs
would not transfer. With such a method it is important that all perceived costs are
included. In some of the more developed countries there may be scope for
modelling different scenarios using standard assignment computer programs.
Diversion from other transport modes, such as rail or water, is not, easy to
forecast. Transport of bulk commodities will normally be by the cheapest mode,
though this may not be the quickest. However, quality of service, speed and
convenience are valued by intending consignors and for general goods diversion
from other modes should not be estimated solely on the basis of door to door
transport charges. Similarly, the choice of mode for passenger transport should
not be judged purely on the basis of travel charges. The importance attached to
quality of service by users has been a major contributory factor to the world-wide
decline in rail transport over recent years.

Diverted traffic is normally forecast to grow at the same rate as "traffic' on the
road from which it is diverted.
Generated traffic. Generated traffic arises either because a journey becomes

more attractive by virtue of a factor time reduction or because of the increased
development that is brought about by the road investment. Generated traffic is
difficult to forecast accurately and can be easily overestimated. It is only likely to
be significant in those cases where the road investment brings about large
reductions in transport costs. For example in the case of a small improvement
within an already developed highway system, generated traffic will be small and
can normally be ignored. However, in the case of a new road allowing access to a
hitherto undeveloped area, there could be large reductions in transport cost as a
result of changing mode. For example from animal based transport to motor
vehicle transport. In such a case generated traffic could be the main component of
future traffic now.
The recommended approach to forecasting generated traffic is to use demand

relationships. The price elasticity of demand for transport is the responsiveness of
traffic to change in transport costs following a road investment. On inter urban
roads a distinction is normally drawn between passenger and freight traffic. On
roads providing access to rural areas a further distinction is usually made between
agricultural and non-agricultural freight traffic.
Evidence from several evaluation studies carried out in developing countries

shows price elasticity of demand varies between 0.6 to 2.0, with an average of
about 1.0. This means that a one percent decrease in transport costs leads to a one
percent increase in traffic. Calculations should be based on door to door travel
costs estimated as a result of origin and destination surveys and not just on that
part of the trip incurred on the road under study.
The available evidence suggests that the elasticity of demand for passenger travel
is usually slightly greater than unity. In general the elasticity of demand for goods
is much lower and depends on the proportion for transport costs in the commodity
price.
2.5.2 Axle Loading

2.5.2.1 Axle load surveys
If no recent axle load data is available it is recommended that axle load surveys of
heavy vehicles are undertaken whenever a major road project is being designed.
Ideally, several surveys at periods that will reflect seasonal changes in the
magnitude of axle loads are recommended. Portable vehicle-wheel weighing
devices are available which enable a small team to weigh up to 910 vehicles per
hour. Detailed guidance on carrying out axle load surveys and analysing the
results is given in TRRL Road Note 40 (Transport and Road Research Laboratory
(1978)).

It is recommended that an axle load survey be carried out by weighing a sample of

vehicles at the roadside. The sample should be chosen such that a maximum of
about 60 vehicles per hour is weighed. The weighing site should be level and, if
possible, constructed in such a way that vehicles are pulled clear of the road when
being weighed. The portable weighbridge should be mounted in a small pit with
its surface level with the surrounding area. This ensures that all of the wheels of
the vehicle being weighed are level and eliminates the errors which can be
introduced by even a small twist of the vehicle. More importantly, it also
eliminates the large errors that can occur if all the wheels on one side of multiple
axle groups are not kept in the same horizontal plane. The load distribution
between axles in multiple axle groups is often uneven and therefore each axle
must be weighed separately. The duration of the survey should be based on the
same considerations as for traffic counting outlined in Section 2.5.1.1.
On certain roads it may be necessary to consider whether the axle load

distribution of the traffic travelling in one direction is the same as that of the
traffic travelling in the opposite direction. Significant differences between the two
streams can occur on roads serving docks quarries, cement works etc., where the
vehicles travelling one way are heavily loaded but are empty on the return
journey. In such cases the results from the more heavily trafficked lane should be
used when converting commercial vehicle flows, to the equivalent number of
standard axles for pavement design. Similarly, special allowance must be made
for unusual axle load on roads which mainly serve one specific economic activity,
since this can result in a particular vehicle type being predominant in the traffic
spectrum. This is often the case. For example in timber extraction areas, mining
areas and oil fields.
2.5.2.2 Axle Configurations and Equivalences

The damage due to different axle groups is dependent on the axle spacing, the
number of types per axle, the load on the group and the suspension. For design
purposes, it is generally appropriate to consider axle groups in terms of the
following four types:
• single axle with single wheels;
• single wheels single axle with dual wheels;
• tandem axles both with dual wheels;
• tri-axles all with dual wheels.
Table 2.5.1 Axle Loads Which Cause Equal Damage

Axles Single Single Tandem Tri-axle
Configuration Single Dual Dual Dual
Load (kN) 53 80 135 181
The standard axle is defined as a single axle with dual wheels that carries a load of
8.2 tonnes. Loads on the axle configurations given above that cause the same
amount of damage as the standard axle are given in Table 2.5.1.

For axle group loads other than those in Table 2.5.1, the damage caused is
expressed as the number of standard axles which produce the same damage and is
calculated as follows:
EXP
 Load on axle group 
No. of standard axles for same damage =  
 Appropriat e load from Table 2.5.1 
Where the exponent EXP may vary depending on the type of pavement.
Commonly, a value of 4 is adopted for the exponent in which case the number of
standard axles for the same damage is termed the number of equivalent standard
axles (ESAs).
2.5.2.3 Design Lanes

Construction of now pavements and overlaying of existing pavements usually
affects two or more traffic lanes. It is usual practice to adopt the same pavement
design for all lanes. The design traffic should be that in the lane which carries the
most commercial vehicular traffic and it is designated the design lane.
2.5.3 Design Period

The design period is the length of time expressed in years before it is anticipated
that rehabilitation of the pavement will be necessary to restore shape, repair other
forms of distress, or to provide additional pavement strength.
Rehabilitation, which may consist of granular or asphalt overlay, major patching

or improvements or removal of selected areas of pavement materials, initiates a
new design period.
In this regard, resurfacing a pavement with a sprayed seal or a very thin asphalt
overlay does not in itself constitute rehabilitation in the pavement design sense.
Some typical design periods are outlined below:

• New granular pavements 20 - 25 years
• New rigid pavements 20 - 40 years
• Asphalt overlays 10 - 15 years
• Granular overlays 10 - 20 years
Various factors will influence the choice of design period. They include:
• Maintenance strategies. Highly trafficked facilities will demand long periods
of low maintenance.
• Funding considerations.

• Other factors, such as inadequate geometry or traffic capacity, may limit the
life of the roadway and necessitate early reconstruction.
2.5.4 Traffic Growth

Based on road traffic survey information, it is reasonable, in most circumstances,
to assume that traffic volumes will increase geometrically either for the entire
design period or up to a stage where "road capacity" is reached. If “road capacity”
is achieved traffic volumes are assumed to remain constant for the remainder of
the design period.
If there is an indication that "road capacity" is likely to be reached within the

design period, it is recommended that the designer establish that there is no
planned upgrading of the road geometry within the design period before he adopts
"no growth" traffic volume for the period of "full capacity". Adoption of
"no-growth" traffic volumes for a period of "saturation" will entail modification of
the approach used below to aggregate daily traffic volumes for total design traffic.
For geometric traffic growth throughout the design period, total traffic over the
design period is determined by multiplying the total traffic in the first year by the
appropriate Cumulative Growth Factor from Table 2.5.2.
Table 2.5.2 Cumulative Growth Factor

Design Growth rate (% pa)
Period
(Years)
0 2 4 6 8 10
5 5 5.2 5.4 5.6 5.9 6.1
10 10 10.9 12.0 13.2 14.5 15.9
15 15 17.3 20.0 23.3 27.2 31.8
20 20 24.3 29.8 36.8 45.8 57.3
25 25 32 41.6 54.9 73.1 98.3
30 30 40.6 56.1 79.1 113.3 164.5
35 35 50.0 73.7 111.4 172.3 271
40 40 60.4 95.0 154.8 259.1 442.6
2.5.5 Design Traffic For Flexible Pavement

The design parameter required is the number of ESAs. Annual average daily
number of ESAs, NE is calculated from Method 4 of Appendix C.
The design number of ESAs is then calculated as:
NE x 365 x GF
Where GF is the cumulative growth factor from Table 2.5.2.

This value is used as input to the design procedure outlined in Section 2.7 for
flexible pavements and Section 2.9 for overlays.
2.5.6 Design Traffic For Rigid Pavements

The design traffic is characterised by the cumulative number of commercial
vehicle axle groups expected in the design lane during the design period , together
with the proportions of each type of axle group and the distribution of load on
each type of axle group.
Loads on an axle group type are typically grouped into 10 kN intervals.

Appendix F contain examples of load distributions.
The design number of commercial vehicle axle groups over the design life of the
pavement is given by:
Cag = Cd x 365 x GF
Where:
Cag = design number of commercial vehicle axle groups.
Cd = initial number of commercial vehicle axle groups per day
GF = the cumulative growth factor from Table 2.5.2.
The design procedure in Section 2.8 caters for each of the following axle types:
• Single axles with single wheels;
• Single axles with dual wheels;
• Tandem axles with dual wheels; and
• Tri-axles with dual wheels.
Other axle types are to be converted to one of the above as follows:

(i) convert spread tandem axle loads to dual typed single axle loads on the basis
that a spread tandem axle is equivalent to two dual typed single axles, each of
which has half of the spread tandem axle load.
(ii) Convert twin steer axles to single axles with single wheels on the basis that a
twin steer axle is equivalent to two single axles with single wheels each with
half the load.

PAVEMENT MATERIALS ROAD DESIGN PART 2 - PAVEMENT
2.6 PAVEMENT MATERIALS

2.6.1 Granular Materials
Granular material consists of gravel or crushed rock which have a grading that
makes them mechanically stable, workable and able to be compacted.
Modified granular materials consist of gravel or crushed rock to which small

amounts of stabilising agent have been added to improve their performance (eg by
reducing plasticity) without causing a significant increase in structure stiffness.
Modified granular materials are considered to behave as unbound granular
materials.
Table 2.6.1 Physical Properties of Granular Pavement Material

Material Sub base Test Base Shoulder
Method course
Sub base
Grading A- E AASHTO A- C A- D
Envelope T27
Liquid limit fraction
passing 0.425 mm < 35 % T 89 < 25 % < 35 %
Plasticity Index < 10 T 90 <6 % >4 , <15
Ratio fraction passing
0.075 mm sieve and 2/3 2/3
0.425 mm sieve
Abrasion < 50 % T 96 < 40 %
CBR 4 day soaked > 30 % T 193 > 80 % > 30 %
No of cracked faces 2
Sodium sulphate
soundness loss < 12 % T 104 < 12 %
Table 2.6.2 Grading Requirements for Granular Pavement Material

Sieve Grading Grading Grading Grading Grading Grading
Designatio A B C D E E
n Percentage by weight passing square mesh sieves
50 mm 100 100 100 100
25 mm 75 – 95 100 100 100 100
10 mm 30 – 65 40 – 75 50 – 85 49 – 77
4.75 mm 20 – 50 30 – 60 35 – 70 50 – 90
2.00 mm 15 – 40 20 – 45 25 – 50 40 – 70 40 – 100 55 – 100
0.425 mm 8 – 20 15 – 30 15 – 35 20 – 50 30 – 70 40 – 100
0.075 mm 2– 8 5 - 15 5 - 15 5 - 20 6 - 20 8 - 25

ROAD DESIGN PART 2 – PAVEMENT PAVEMENT MATERIALS
2.6.2 Modified Materials

Bound pavement materials are those produced by additions of cement, lime or
other hydraulically binding agent to granular materials in sufficient quantities to
produce a bound layer with significant tensile strength.
Table 2.6.3 Physical Properties of Bound Pavement Materials

Soil Cement Base Soil Cement Sub - base Lime Soil
Desirable Absolute Desirable Absolute
Grades Well Well Well Well graded
graded graded graded
% retained on
4.75 mm sieve > 30 %
% Passing
0.075 sieve < 40 % < 40 %
Fraction
Passing
0.425 mm PI <6 % <15 % < 10 % < 20 % 6 % - 20 %
LL < 25 % < 40 % < 30 % < 40 % < 40 %
2.6.3 Bitumen
2.6.3.1 Prime Coat
The prime coat shall be a medium or slow curing cutback liquid asphalt
conforming to the requirements of AASHTO M82 or slow setting emulsified
asphalt conforming to the requirements of AASHTO M82. Application
temperatures shall be as follows:
Type and Grade Application Temperature

MC – 30 30 – 90 ºC
MC – 70 50 – 100 ºC
SC – 70 50 – 100 ºC
CSS – 1 25 – 50 ºC
2.6.3.2 Tack Coat

The tack coat shall be one of the following bituminous materials:
Designation Type of material Application Residual bitumen

temperature application rates
2
RC – 70 Rapid curing liquid 50 ºC – 100 ºC 0.1 – 0.3 l/m
asphalt
2
RC – 250 Rapid curing liquid 80 ºC – 100 ºC 0.1 – 0.3 l/m
asphalt
2
CRS – 2 Rapid setting 20 ºC – 70 ºC 0.1 – 0.3 l/m

2.6.3.3 Bituminous Surface treatment

2.6.3.3.1 Bituminous materials
Bituminous materials used in surface treatments shall be one of the types and
grades listed in the following table and approved by the Engineer.
Designation Type of Material

60 – 70 Bitumen
80 – 100 Bitumen
RC – 250 Cutback Bitumen, Rapid Curing
RC – 2 Emulsified Bitumen
CRS – 2 Cationic Emulsified Bitumen
CRS – 3 Cationic Emulsified Bitumen
The materials shown above shall be in compliance with AASHTO designations

M20 – 70, M41 – 75, M140 – 82 and M208 – 81, as applicable. Bitumen shall
only be cut back on site if so instructed and approved by the Engineer.
2.6.3.3.2 Aggregates
Aggregates for bituminous surface treatments shall consist of clean, dry, hard
durable crushed stone or crushed gravel free from dust, clay, dirt and other
deleterious matter. Aggregates shall meet the quality requirements of
AASHTO M80 except as altered herein. All aggregates shall be mechanically
screened to remove dust and small particles. Where bitumen or cutback bitumen is
used, aggregates shall be pre-coated. Where emulsified asphalt is used, only
washed aggregates will be allowed.
When subjected to the coating and stripping test, AASHTO test method T182, the
aggregates shall have a coated area of not less than 95 %. Aggregates which do
not meet this requirement may be used for bituminous surface treatments provided
an approved chemical additive or wetting agent is used to create a water resistant
film.
When crushed gravel is used to produce sealing aggregate , not to less than 75 %
by weight of the particles shall have at least two fractured faces. The minimum
size of stone to be crushed to produce sealing aggregate shall be least four times
the maximum size of the sealing aggregate.
The aggregate shall have a percentage wear not exceeding 35 when tested for
abrasion resistance by AASHTO Method T96 and, when subjected to five cycles
of the sodium sulphate test for soundness ( AASHTO test Method T104 ) shall
have a weight loss not greater than 12 %. The flakiness index by British
Standard 812, shall not exceed 33 %.

Aggregate sizes and gradings to be used in various applications of surface

treatment shall be determined using Table 2.6.4, Table 2.6.5, Table 2.6.6 and
Table 2.6.7
Table 2.6.4 Categories of Road Surface Hardness

Surface Penetration at Definition
º
Category 30 C (mm)
Very Hard 0–2 Surface such as concrete or chemically stabilised
roadbases into which negligible penetration of
chippings will occur under heavy traffic.
Hard 2–5 Granular roadbases into which chippings will
penetrate only slightly under heavy traffic.
Normal 5–8 Bituminous roadbase or basecourses into which
chipping will penetrate moderately under medium
and heavy traffic.
Soft 8 – 12 Bitumen rich asphalts into which chipping will
penetrate considerably under medium and heavy
traffic.
Table 2.6.5 Traffic Category For Surface Dressing

Category Approximate Number of Vehicles with Unladen Weight
Greater Than 1.5 tonnes (per day)
1 Over 2000
2 1000 – 2000
3 200 – 100
4 20 – 200
5 Less than 20
Table 2.6.6 Recommended Maximum Chipping Size (mm)

Surface Traffic Category
Category 1 2 3 4 5
Very Hard 10 10 6 6 6
Hard 14 14 10 6 6
Normal 20 14 14 10 6
Soft 20 14 14 10
Table 2.6.7 Grading Requirements For Surface Chip

Nominal Percent by weight passing AASHTO sieve Size
Size of 25.0 19.0 12.5 9.5 mm 4.75m 2.36m 1.18
Material mm mm mm mm
25.0 mm 90-100 0.45 0-10 0-5 0-2 0-0.05
19.0 mm 100 90.100 0.30 0-8 0-2 0-0.05
12.5 mm 100 90.100 0-40 0-8 0-2 0-0.05
9.5 mm 100 90-100 0-30 0-8 0-2

2.6.3.4 Asphaltic Concrete

(a) Coarse Mineral Aggregate
Coarse aggregate ( retained on the 4.75 mm sieve ) shall be crushed stone, or

crushed gravel, and unless otherwise stipulated, shall conform to the quality
requirements of AASHTO M 80.
When crushed gravel is used, it shall also meet the pertinent requirement of
Section 2.2.1 of AASHTO M147-6S and not less than 75 % by weight of the
particles retained on the 4.75 mm sieve shall have at least two fractured faces and
90 % one or more fractured faces.
The abrasion loss (AASHTO T96) shall not exceed 40 %. Any aggregates liable
to polish shall not be used for the coarse aggregate fraction. The coarse aggregate
shall be of such gradation that when combined with other required aggregate
fractions in proper proportion the resultant mixture will meet the gradation
required for the composition of the mixture.
(b) Fine Mineral Aggregate
Fine aggregate (passing the 4.75 mm sieve) shall consist of natural sand, stone
screenings, or a combination thereof, and shall conform to the quality
requirements of AASHTO M299 ASTM D10730. Fine aggregate shall be of such
gradation that when combined with other required aggregate fractions in proper
proportions, the resultant mixture will meet the gradation required for
composition of the mixture. The sand equivalence, tested in accordance with
AASHTO T176, shall be greater than 50.
(c) Mineral Filler
Filler material for asphaltic concrete shall conform to the requirements in

AASHTO M17.
When the Strength Index as determined according to the Ontario Vacuum

Immersion Marshall Test or the US Army Corps of Engineers – Asphalt Institute
Immersion Marshall Test is than 75 % either 1 to 2 % of hydrated lime or 2 to 4 %
of Portland cement by weight may be added to the mix.
(d) Asphalt Materials
Asphalt cement shall conform to the requirements given in AASHTO M20-70.
Asphalt cement shall be designated by its penetration value ( eg AC 60-70).

Cut back asphalts shall be of the rapid curing type or the medium curing type and
shall conform to AASHTO designations M81-75 and M82-75 respectively. Cut
back asphalt shall be described by its kinematic velocity value at 60 ºC.( eg
RC 250, MC 70)

2.6.4 Concrete
Concrete (cement concrete) refers to a homogeneous mixture of hydraulic cement,
fine and coarse aggregate, water and chemical admixtures.
The cementitious portion of concrete may be of Portland cement or blended

cement. Blended cements consist of Portland cement mixed with additives such
as ground granulated blast furnace slag (slag) and/or pulverised fuel-ash (fly-ash).
Chemical admixtures may be used for set retardation, water reduction and air
entrainment.
Concrete can be used as a sub-base in either flexible or rigid pavements and as a

base in rigid pavements.
2.6.4.2 Sub-base Concrete

Lean-mix concrete which is used for sub-base construction may contain a fly-ash
blended cement and is required to attain a characteristic 28 day compressive
strength of 5 MPa (with fly-ash) and 7 MPa (without fly-ash). The strength of
concrete made using fly-ash blended cement increases at a slower rate up to 28
days.
The construction of both rigid and flexible bases over poor subgrades is facilitated
by the adoption of a concrete sub-base. For example, weak subgrades may
preclude the use of rollers.
Where sub-base concrete is used in the design of a flexible pavement, for

structural design purposes the characteristics which must be known and evaluated
are modulus, Poisson’s ratio and performance under repeated loading.
2.6.4.3 Base Concrete

A rigid pavement is defined as a pavement having a base of cement concrete.
The 28 day concrete flexural strength is a key design parameter in predicting
pavement performance.
The 28 day design flexural strength of concrete suitable for road pavement
construction is typically 3.0 to 5.0 MPa. Steel-fibre reinforced concrete should
have a 28 day flexural strength in the range 5.0 to 5.5 MPa.
Since at the time of undertaking the thickness design the concrete will only have a
nominal target strength, the design strength should be expressed in terms of the
characteristic flexural strength to the nearest 0.25 MPa.
A 28 day design characteristic flexural strength of 4.25 MPa is considered to

correspond to a 28 day characteristic compressive strength of 32 MPa. The
durability of the concrete wearing surface requires a 28 day characteristic

compressive strength of not less than 32 MPa (Refer to AS 3600 “Concrete

Structures” for concrete wearing courses subject to highway traffic).
A typical relationship for converting 28 day compressive strength to 28 day

flexural strength for concrete with crushed aggregate is:
f cf = 0.75 ( f c )0.50 (2 - 1.)
Where:
fc = 28 day concrete compressive strength (MPa).
fcf = 28 day concrete flexural strength (MPa).
The indirect tensile or splitting (Brazilian) test, has also been used for the control
of concrete strength in pavement work. A typical relationship for converting
splitting strength into flexural strength is:
f cf = 1.37 f cs (2 - 2.)
Where:
fcs = 28 day concrete splitting or indirect tensile strength.
The actual strength relationships for a given concrete mix will be dependent on
the properties of its constituents, particularly the micro-texture and particle shape
of the coarse aggregate. For pavement thickness design purposes the above
relationships are sufficiently accurate for concretes made with crushed aggregates
possessing smooth micro-texture.

ROAD DESIGN PART 2 – PAVEMENT DESIGN OF NEW FLEXIBLE PAVEMENTS
2.7 DESIGN OF NEW FLEXIBLE PAVEMENTS

New flexible pavements shall be designed in accordance with the following
charts.
Chart 1 Granular Roadbase / Surface Dressing

Chart 2 Composite roadbase (Unbound & Cement) / Surface
Dressing
Chart 3 Granular Roadbase / Semi-Structural Surface
Chart 4 Composite Road base / Semi-Structural Surface
Chart 5 Granular Roadbase / Structural Surface
Chart 6 Composite Roadbase / Structural Surface
Chart 7 Bituminous Roadbase / Semi-Structural Surface
Chart 8 Cement Roadbase / Surface Dressing

DESIGN OF NEW FLEXIBLE PAVEMENTS ROAD DESIGN PART 2 - PAVEMENT
CHART 1 GRANULAR ROADBASE /

SURFACE DRESSING
T1 T2 T3 T4 T5 T6 T7 T8
SD
SD
SD
S1 SD SD
22
SD 20
1 20 0 5
20 0
1 5 0
5 22 20 25 30 32
1 5* 0 0* 0* 5*
7
30 30 30 30 30 30
0 0 0 0 0 0
SD
SD
SD
S2 SD SD 22
SD 20 5
20 0
1 20 0
1 5
5 0 22 27 30
1 20 1 5* 5* 0*
5 0 7
20 20 20 20 20 20
0 0 0 0 0 0
SD
S3 SD
SD
SD SD 22
SD
20 5
1 20 0
1 20 0
5 0
5 35
20 25 22 27 32 0*
0 0 5 5* 5*
S4 SD
SD
SD
SD SD 22
SD 20
20 0 5
1 20 0
1 5 0
5 20 25 27
1 1 1 0 5
0
2 7 5
S5 SD
SD
SD
SD SD SD
22 25
1 20 0
1 1 0 5
7
5
1 5
1 1 1 1 1
0 0 0 2 5 7
S6
SD SD
SD SD
SD SD
1 1 1 20 22 25
5 5 7 0 5 0
Note:
1 * Up to 100mm of sub-base may be substituted with selected fill provided the sub-base
is not reduced to less than the roadbase thickness or 200mm whichever is the greater.
The substitution ratio of sub-base to selected fill is 25mm : 32mm
2 * A cement or lime-stabilised sub-base may also be used.








DESIGN OF RIGID PAVEMENTS ROAD DESIGN PART 2 - PAVEMENT
2.8 DESIGN OF RIGID PAVEMENTS

2.8.1 General
This section provides guidance on the thickness design of rigid pavements
proposed for roads carrying commercial traffic with a design traffic loading
exceeding one million commercial vehicle axle groups. The information herein
may not be appropriate for residential or industrial pavements.
The design method is based on assessments of:

(i) the predicted traffic volume and composition over the design period;
(ii) the strength of the subgrade in terms of its California Bearing Ratio
(CBR %); and
(iii) the strength of the concrete to be used in the pavement.
With these assessments remaining constant the concrete base thickness will vary
according to the type of shoulder and joint/reinforcement details adopted. The
selection of the overall pavement configuration is a matter for decision by the
designer based on its suitability for a particular project and economics.
2.8.2 Pavement Types

2.8.2.1 Cement Concrete Pavements
A cement concrete pavement is defined as a pavement having a base of Portland
cement concrete. The principal types are:
• jointed plain (unreinforced) concrete pavements (PCP);
• jointed reinforced concrete pavements (JRCP);
• continuously reinforced concrete pavements (CRCP).
The amount, if any, of reinforcement required in a concrete pavement is governed

by the spacing of contraction joints. The three main pavement configurations are:
(a) Unreinforced concrete pavements that have undowelled or dowelled
contraction joints at 4 to 5 m spacings.
(b) Reinforced concrete pavements which have dowelled contraction joints at
approximately 8 to 15 m spacings.
(c) Continuously reinforced concrete pavements where sufficient steel
reinforcement has been added to control crack widths and no contraction
joints are required.
Additional types of concrete pavements are:
• steel-fibre reinforced and

ROAD DESIGN PART 2 – PAVEMENT DESIGN OF RIGID PAVEMENTS
• prestressed concrete pavements.
Design procedures for prestressed concrete pavements are not included in this
Standard.
2.8.2.2 Asphalt Surfaced Rigid Pavements

Each type of concrete pavement described above may be provided with an asphalt
surface, typically up to 50 mm thick. The design procedure does not allow any
contribution by the asphalt surface to the structural performance of the pavement.
2.8.3 Factors Used In Thickness Determination

2.8.3.1 Strength of Subgrade
For rigid pavement thickness design, the strength of the subgrade may be assessed
in terms of CBR. Methods of assessing the design CBR of the subgrade are
discussed in Section 2.4.
2.8.3.2 Concrete Strength

The determination of concrete strength is discussed in Section 2.6.4.
The 28 day flexural strength (modulus of rupture) of the concrete is used as the
design strength.
2.8.3.3 Design Traffic

The methods of determining the design traffic loading for rigid pavement
thickness design are included in Section 2.5.6.
2.8.3.4 Provision of Sub-base

2.8.3.4.1 General
Recommended minimum sub-base requirements are given in Figure 2.8.1.
For traffic loadings covered by this Standard the following recommendations are
made:
(i) the minimum sub-base thickness should be 100 mm.
(ii) sub-base materials should be at least of the quality of bound material as
described in Clause 2.8.3.4.2; except that
(iii) where jointed undowelled bases are being designed lean-mix concrete is
recommended.
Note: It is not the intention of this Standard to preclude sub-base materials and
thicknesses different to those described in Items (i) to (iii) above or as given in

Figure 2.8.1 (in combination with an appropriate base thickness) where these
have been found to give good long-term performance under particular
conditions or whose performance is supported by relevant research. If the use
of unbound sub-base materials is considered, for thickness design purposes the
subgrade CBR is adopted as the effective CBR.
Figure 2.8.1 Minimum Sub base requirements for Rigid pavements
The effective subgrade CBR for bound and lean-mix concrete sub-bases is
obtained from Figure 2.8.2. For subgrades with a design subgrade CBR of less
than 2%, it may not be possible to achieve compaction with rollers and the
following design parameters are recommended:
• the provision of a 150 mm thick sub-base of lean mix concrete; and
• the use of a maximum value of 5 % for the effective subgrade CBR.
Note: Other sub-base types which can be adequately constructed may be used
providing special investigations into the assessment of the effective design
subgrade CBR are carried out.

Figure 2.8.2 Effective Increase in Subgrade Strength due to Provision of Bound

(Or Mass Concrete) Sub-Base Course
A bound or lean mix concrete sub-base is provided under a concrete pavement for
one or more of the following reasons:
(a) to provide a stable working platform on which to operate construction
equipment;
(b) to provide uniform support under the pavement;
(c) to reduce deflection at joints thus maintaining effective load transfer across
contraction joints by aggregate interlock (especially if no other load transfer
devices are provided);
(d) to assist in the control of shrinkage and swelling of high volume change
subgrade soils; and
(d) to resist erosion of the sub-base and limit "pumping" at joints and slab edges.
Note: Pumping is defined as the ejection of fine particles in suspension (usually in wet
weather) along or through transverse or longitudinal joints or cracks. It is
caused by downward slab movement as heavy axle loads traverse joints,
Pumping leads to the removal of sufficient sub-base or subgrade material so
that slab ends are left unsupported resulting in cracking or faulting of the slab.
2.8.3.4.2 Bound Sub-base
For the purpose of rigid pavement design, a bound sub-base is defined as being
composed of either:
(i) cement-stabilised granular material with not less than 5 % by mass
cementitious content to ensure satisfactory erosion resistance (verifiable by
laboratory erodability testing). The cementitious content may include lime/fly
ash and/or ground granulated blast furnace slag; or
(ii) dense-graded asphalt; or

(iii) lean rolled concrete having a characteristic 28 day strength of not less than
5 MPa.
2.8.3.4.3 Lean Rolled Concrete Sub-base
Lean rolled concrete as defined in Clause 2.8.3.4.2 (iii) should be considered for
design purposes to be a bound sub-base.
2.8.3.4.4 Lean-Mix Concrete Sub-base
Lean-mix concrete (LMC) is to have a characteristic 28 day compressive strength

of not less than 5 MPa (with fly-ash) or 7 MPa (without fly-ash), and be designed
to have low shrinkage, typically less than 450 microstrain.
Note: Lean-mix concrete sub-bases are constructed as mass concrete without

transverse joints and will therefore develop cracks. It is intended to achieve a
pattern of relatively closely spaced and narrow cracks which in conjunction with
a debonding layer will not reflect into the base. This is controlled by limiting both
the upper strength and shrinkage of the sub-base concrete. These limitations
are inherent in Figure 2.8.2.
2.8.3.4.5 Debonding of the Sub-base and Base
It is assumed that the sub-base and base are designed to be unbonded. This is
accomplished by application of a bond-breaking layer to the surface of the
sub-base.
2.8.3.5 Concrete Shoulders

Provision is made in the design procedure for the incorporation of concrete
shoulders. Concrete shoulders enhance the pavement performance and enable a
lesser base thickness to be adopted. For the purposes of this Standard, a concrete
shoulder is defined as:
(a) a keyed and tied (in accordance with Clause 2.8.4.6.2) shoulder with a
minimum width of 1.5 m from the edge of the trafficked lane; or
(b) a 600 mm integrally cast widening of the trafficked lane, this may include
integral channel or kerb/ channel.
2.8.3.6 Load Safety Factors

In the design procedure, the axle loads are multiplied by a load safety factor (LSF).
These load safety factors are used to incorporate varying levels of design
reliability. The following values are recommended:
• LSF = 1.2 For major freeways and other multi-lane projects carrying
uninterrupted flows of high volumes of commercial vehicles, and where high
levels of serviceability are sought throughout the design period with
minimum maintenance.

This value of 1.2 maybe reduced to 1.15 taking into account factors such as
the use of appropriate weigh-in-motion data and the availability of alternative
traffic routes. An example would be the case of a very busy urban freeway
with no alternative routes and where weigh-in-motion data is available for a
period of at least two months for a nearby site consistent with that being
designed.
• LSF = 1.1 For freeways, highways and arterial road projects

with moderate volumes of commercial vehicles.
• LSF = 1.0 For roads carrying low volumes of commercial
vehicles.
2.8.4 BASE THICKNESS DESIGN PROCEDURE

2.8.4.1 General
The procedure for the determination of the thickness of rigid pavements is based
on "Thickness Design for Concrete Highway and Street Pavements," Portland
Cement Association USA (EB209.01P). 1984.
The two distress modes considered in this procedure are:

(i) flexural fatigue cracking of the pavement base;
(ii) subgrade/sub-base erosion arising from repeated deflections at joints and
planned cracks.
Account is taken of the presence or absence of dowelled joints or concrete

shoulders. For design purposes continuously reinforced pavements are treated as
dowelled jointed pavements.
Information is required on both axle types and load distributions and the number
of repetitions of each axis type/load combination expected to use the pavement
during its design life.
2.8.4.2 Base Thickness Design Procedure

A trial base thickness is selected and the total fatigue and erosion damage are
calculated for the entire traffic volume and composition during the design period.
If either fatigue or erosion damage exceeds 100 percent, the trial thickness is
increased and the design process is repeated. The design thickness is the least trial
thickness which has a total fatigue less than or equal to 100 percent and a total
erosion damage less than or equal to 100 per cent.
The steps in the thickness design are illustrated in Figure 2.8.3 and are detailed in
Table 2.8.1.
A pro–forma to assist with design calculations is provided in Appendix F.

Figure 2.8.3 Rigid Pavement Design System

Table 2.8.1 Design Procedure for Base Thickness

Step Activity Reference
1 Select a rigid pavement type, either jointed undowelled, jointed Section
dowelled or continuously reinforced concrete base. 2.8.2.1
2 Decide whether concrete shoulders are to be provided. Section
2.8.3.5
3 Using the design subgrade CBR and the predicted number of Section
commercial vehicle axle groups over the design period determine 2.8.3.4
the sub-base thickness and type from Figure 2.8.1.
4 Using the design subgrade CBR and the selected sub base Section
determine the Effective Subgrade CBR from Figure 2.8.2. 2.8.3.4
5 Select the 28-day flexural strength of the concrete base (f’cf). Section
2.8.3.2
6 Select the appropriate load safety factor. Section
2.8.3.6
7 Select a trial base thickness (appropriate trial base thicknesses Appendix F
may be governed by such factors as formwork depth or estimated
from experience or by using the example design charts provided
herein).
8 For the Single Steer (SS) axle group, determine the equivalent
stress and the erosion factor from Table 2.8.2 or Table2.8.3 as
appropriate.
9 Determine the stress ratio factor by dividing the equivalent stress
by the flexural strength.
10 For each load range for this axle group type, determine the load
per tyre on the axle group and multiply by the safety factor to
Determine the design load per tyre. If the design load per tyre
exceeds 65 kN, assume a value of 65 kN (the upper limit in
Figure 2.8.4 to Figure 2.8.6)
11 Using the stress ratio factor and the design load, determine from
Figure 8.4 the allowable number of repetitions to fatigue starting
with the highest load per tyre of this axle group type.
12 Calculate the ratio of the expected fatigue repetitions to the
allowable repetitions. Multiply by 100 to determine the percentage
Fatigue.
13 Using the erosion factor, determine from Figure 2.8.5 or
Figure 2.8.6 (as appropriate) the allowable number of repetitions
for erosion.
14 Calculate the ratio of the expected erosion repetitions to the
allowable repetitions. Multiply by 100 to determine the percentage
erosion damage.
15 Repeat steps 11 to 14 each load per tyre on this axl e group until
the allowable load repetitions as read from Figure 2.8.4 and
7 8
Figure 2.8.5 or Figure 2.8.6 exceed 10 and 10 respectively, at
which point further load repetitions are not deemed to contribute
to pavement distress.
16 Sum the percentage fatigue for all relevant loads of this axle
group type; similarly , sum the percentage erosion for all relevant
loads of this axle group type.
17 Repeat steps 8 to 16 for each axle group type.
18 Sum the total fatigue and total erosion damage for all axle group
types.
19 Steps 7 to 18 inclusive are repeated until the least thickness
which has a total fatigue less than of equal to 100 percent and
also a total erosion damage less than or equal to 100 percent is
determined. This is the base concrete pavement design thickness.
Note: Selection of the final base thickness may be governed by construction factors such
as survey levels, etc.

Figure 2.8.4 Fatigue Analysis with and without Concrete Shoulder – Allowable
load repetitions based on stress ratio.

Figure 2.8.5 Erosion Analysis without Concrete Shoulder – Allowable Load

repetitions based on Erosion factor.

Figure 2.8.6 Erosion Analysis with Concrete Shoulder – Allowable Load

Repetitions based on Erosion Factor

Figure 2.8.7 Recommended maximum tiebar spacing for concrete pavements

assuming 12 mm diameter tie bars, grade 400Y steel and subgrade friction
factor of 1.5.

Table 2.8.2 Equivalent Stresses And Erosion Factors

For Pavements With No Concrete Shoulders
Slab Effective Equivalent Erosion Factors
Thickness CBR of Stresses Undowelled Dowelled or CRC
(mm) Subgrade SS SD TAD TRD SS SD TAD TRD SS SD TAD TRD
150 5 1.70 2.72 2.25 1.68 2.80 3.40 3.50 3.55 2.60 3.21 3.30 3.37
150 10 1.62 2.56 2.09 1.58 2.79 3.39 3.46 3.50 2.59 3.20 3.28 3.32
150 15 1.59 2.48 2.01 1.53 2.78 3.38 3.44 3.47 2.59 3.2 0 3.27 3.30
150 20 1.56 2.43 1.97 1.51 2.77 3.37 3.43 3.46 2.59 3.19 3.26 3.29
150 25 1.54 2.37 1.92 1.48 2.77 3.37 3.42 3.44 2.59 3.19 3.25 3.28
150 35 1.49 2.26 1.82 1.43 2.76 3.36 3.39 3.40 2.58 3.18 3.23 3.25
150 50 1.43 2.15 1.73 1.40 2.74 3.34 3.36 3.37 2.57 3.17 3.21 3.22
150 75 1.38 2.02 1.64 1.36 2.72 3.32 3.33 3.32 2.56 3.16 3.19 3.19
160 5 1.54 2.49 2.08 1.55 2.72 3.32 3.43 3.47 2.52 3.12 3.22 3.30
160 10 1.47 2.34 1.92 1.44 2.71 3.31 3.39 3.43 2.51 3.11 3.20 3.26
160 15 1.44 2.26 1.84 1.39 2.70 3.30 3.37 3.41 2.51 3.11 3.19 3.24
160 20 1.41 2.22 1.80 1.37 2.69 3.29 3.36 3.40 2.50 3.10 3.18 3.23
160 25 1.39 2.17 1.76 1.34 2.69 3.29 3.35 3.38 2.50 3.10 3.17 3.21
160 35 1.34 2.07 1.67 1.29 2.68 3.28 3.32 3.34 2.49 3.09 3.15 3.18
160 50 1.30 1.96 1.58 1.25 2.66 3.26 3.28 3.30 2.49 3.09 3.13 3.15
160 75 1.24 1.85 1.49 1.23 2.64 3.24 3.26 3.25 2.48 3.08 3.12 3.12
170 5 1.41 2.27 1.93 1.44 2.64 3.24 3.37 3.43 2.44 3.04 3.15 3.24
170 10 1.34 2.14 1.78 1.33 2.62 3.22 3.33 3.38 2.43 3.03 3.13 3.20
170 15 1.31 2.07 1.71 1.28 2.62 3.22 3.31 3.35 2.43 3.03 3.12 3.18
170 20 1.29 2.03 1.67 1.26 2.61 3.21 3.30 3.34 2.42 3.02 3.11 3.17
170 25 1.27 1.99 1.63 1.23 2.61 3.21 3.28 3.32 2.42 3.02 3.10 3.15
170 35 1.23 1.90 1.54 1.18 2.60 3.20 3.25 3.28 2.41 3.01 3.08 3.12
170 50 1.19 1.81 1.46 1.14 2.58 3.18 3.22 3.24 2.40 3.01 3.06 3.08
170 75 1.14 1.70 1.37 1.10 2.57 3.17 3.19 3.19 2.40 3.00 3.04 3.05
180 5 1.29 2.10 1.81 1.35 2.57 3.17 3.33 3.37 2.36 2.97 3.09 3.20
180 10 1.23 1.98 1.66 1.24 2.55 3.15 3.28 3.32 2.35 2.96 3.07 3.15
180 15 1.20 1.92 1.59 1.19 2.55 3.15 3.25 3.29 2.35 2.96 3.05 3.12
180 20 1.18 1.88 1.55 1.17 2.54 3.14 3.24 3.28 2.35 2.95 3.04 3.11
180 25 1.16 1.84 1.51 1.14 2.54 3.14 3.23 3.26 2.35 2.95 3.03 3.09
180 35 1.12 1.76 1.43 1.09 2.53 3.13 3.20 3.22 2.34 2.94 3.01 3.06
180 50 1.09 1.67 1.35 1.05 2.51 3.11 3.17 3.19 2.33 2.93 2.99 3.02
180 75 1.03 1.57 1.26 1.01 2.49 3.10 3.13 3.14 2.32 2.92 2.97 2.99
190 5 1.19 1.95 1.69 1.27 2.50 3.11 3.28 3.32 2.29 2.90 3.03 3.15
190 10 1.13 1.84 1.55 1.16 2.48 3.09 3.23 3.27 2.28 2.89 3.00 3.10
190 15 1.10 1.78 1.49 1.11 2.48 3.08 3.20 3.24 2.28 2.88 2.98 3.07
190 20 1.09 1.75 1.45 1.09 2.47 3.07 3.19 3.23 2.27 2.88 2.98 3.06
190 25 1.07 1.71 1.41 1.06 2.47 3.07 3.17 3.21 2.27 2.88 2.97 3.04
190 35 1.03 1.63 1.33 1.01 2.46 3.06 3.14 3.17 2.26 2.87 2.95 3.00
190 50 1.00 1.55 1.26 0.97 2.44 3.04 3.10 3.14 2.26 2.86 2.93 2.97
190 75 0.96 1.46 1.17 0.91 2.43 3.03 3.07 3.09 2.25 2.85 2.91 2.93
200 5 1.10 1.81 1.60 1.20 2.44 3.04 3.23 3.27 2.23 2.83 2.97 3.10
200 10 1.05 1.70 1.46 1.10 2.42 3.02 3.18 3.22 2.22 2.82 2.95 3.05
200 15 1.02 1.65 1.40 1.05 2.42 3.02 3.15 3.19 2.22 2.82 2.93 3.02
200 20 1.01 1.62 1.36 1.02 2.41 3.01 3.14 3.18 2.21 2.81 2.92 3.01
200 25 0.99 1.59 1.33 0.99 2.40 3.01 3.12 3.16 2.21 2.81 2.91 2.99
200 35 0.96 1.52 1.25 0.94 2.39 3.00 3.09 3.12 2.20 2.80 2.89 2.95
200 50 0.92 1.44 1.18 0.89 2.38 2.98 3.06 3.09 2.19 2.79 2.87 2.92
200 75 0.89 1.36 1.10 0.84 2.36 2.96 3.00 3.04 2.18 2.78 2.85 2.88
210 5 1.02 1.69 1.50 1.14 2.38 2.99 3.18 3.23 2.17 2.77 2.92 3.06
210 10 0.97 1.59 1.38 1.04 2.36 2.97 3.13 3.18 2.16 2.76 2.89 3.01
210 15 0.94 1.54 1.32 0.99 2.36 2.96 3.10 3.15 2.15 2.75 2.87 2.98
210 20 0.93 1.51 1.28 0.96 2.35 2.95 3.09 3.13 2.14 2.75 2.87 2.96
210 25 0.92 1.48 1.25 0.93 2.34 2.95 3.07 3.11 2.14 2.75 2.86 2:94
210 35 0.89 1.41 1.18 0.88 2.33 2.94 3.04 3.07 2.13 2.74 2.84 2.90
210 50 0.86 1.35 1.11 0.83 2.32 2.92 3.01 3.04 2.13 2.73 2.81 2.88
210 75 0.82 1.27 1.03 0.78 2.30 2.90 2.95 2.98 2.12 2.72 2.79 2.83
Note: SS - single axle, single -tyres; SD - single axle, dual tyres; TAD - tandem axle, dual tyres; TRD - triple
axle, dual tyres

Table 2.8.2 (Cont.) Equivalent Stresses And Erosion Factors

220 5 0.94 1.58 1.42 1.08 2.33 2.93 3.14 3.19 2.11 2.71 2.87 3.02
220 10 0.90 1.49 1.30 0.98 2.31 2.91 3.09 3.13 2.10 2.70 2.84 2.96
220 15 0.88 1.44 1.25 0.93 2.30 2.90 3.06 3.10 2.09 2.69 2.82 2.93
220 20 0.87 1A2 1.22 0.91 2.29 2.89 3.05 3.09 2.08 2.69 2.81 2.92
220 25 0.85 1.39 1.18 0.88 2.29 2.89 3.03 3.07 2.08 2.69 2.80 2.90
220 35 0.82 1.33 1.11 0.83 2.28 2.88 2.99 3.03 2.07 2.68 2.78 2.86
220 50 0.79 1.27 1.04 0.79 2.26 2.86 2.96 3.00 2.07 2.67 2.76 2.83
220 75 0.76 1.19 0.97 0.73 2.24 2.85 2.92 2.95 2.06 2.66 2.72 2.78
230 5 0.88 1A9 1.35 1.03 2.28 2.88 3.10 3.14 2.05 2.65 2.82 2.98
230 10 0.84 1.24 1.24 0.94 2.26 2.86 3.05 3.09 2.04 2.64 2.79 2.92
230 15 0.82 1.36 1.19 0.89 2.25 2.85 3.02 3.06 2.03 2.64 2.77 2.89
230 20 0.81 1.34 1.16 0.87 2.24 2.84 3.00 3.05 2.03 2.63 2.76 2.88
230 25 0.80 1.31 1.12 0.84 2.23 2.83 2.98 3.03 2.03 2.63 2.75 2.86
230 35 0.77 1.25 1.05 0.78 2.21 2.81 2.94 2.99 2.02 2.62 2.73 2.82
230 50 0.74 1.19 0.99 0.74 2.20 2.80 2.91 2.95 2.01 2.61 2.70 2.78
230 75 0.71 1.12 0.91 0.70 2.19 2.79 2.86 2.91 2.00 2.60 2.68 2.74
240 5 0.82 1.40 1.29 0.98 2.23 2.83 3.08 3.11 1.99 2.60 2.78 2.94
240 10 0.79 1.32 1.18 0.89 2.21 2.81 3.01 3.05 1.98 2.59 2.74 2.88
240 15 0.77 1.28 1.13 0.85 2.20 2.80 2.98 3.02 1.98 2.58 2.72 2.85
240 20 0.76 1.26 1.10 0.83 2.19 2.79 2.96 3.01 1.97 2.57 2.72 2.84
240 25 0.75 1.23 1.06 0.80 2.18 2.78 2.94 2.99 1.97 2.57 2.71 2.82
240 35 0.72 1.17 0.99 0.74 2.17 2.76 2.90 2.95 1.96 2.56 2.69 2.78
240 50 0.69 1.12 0.94 0.70 2.15 2.75 2.86 2.91 1.95 2.55 2.66 2.74
240 75 0.67 1.05 0.86 0.66 2.13 2.74 2.83 2.86 1.94 2.54 2.63 2.69
250 5 0.77 1.33 1.23 0.94 2.18 2.78 3.02 3.07 1.94 2.54 2.73 2.90
250 10 0.74 1.25 1.12 0.86 2.16 2.76 2.97 3.01 1.93 2.53 2.70 2.65
250 15 0.72 1.21 1.07 0.81 2.15 2.75 2.94 2.98 1.93 2.53 2.68 2.82
250 20 0.71 1.18 1.04 0.79 2.14 2.74 2.93 2.97 1.92 2.52 2.67 2.80
250 25 0.70 1.16 1.01 0.76 2.13 2.73 2.91 2.95 1.92 2.52 2.66 2.78
250 35 0.68 1.11 0.95 0.71 2.12 2.71 2.87 2.91 1.91 2.51 2.64 2.74
250 50 0.65 1.06 0.89 0.67 2.10 2.70 2.83 2.88 1.90 2.50 2.61 2.70
250 75 0.63 0.99 0.82 0.61 2.08 2.69 2.79 2.83 1.89 2.49 2.59 2.65
260 5 0.73 1.26 1.18 0.90 2.13 2.73 2.99 3.03 1.89 2.49 2.69 2.87
260 10 0.70 1.18 1.08 0.82 2.11 2.71 2.93 2.98 1.88 2.48 2.66 2.81
280 15 0.68 1.15 1.03 0.78 2.10 2.70 2.90 2.95 1.88 2.48 2.64 2.78
260 20 0.67 1.12 1.00 0.75 2.09 2.69 2.89 2.93 1.87 2.47 2.63 2.76
260 25 0.66 1.10 0.97 0.73 2.08 2.69 2.87 2.91 1.87 2.47 2.62 2.74
260 35 0.64 1.05 0.91 0.68 2.07 2.68 2.83 2.87 1.86 2.46 2.59 2.70
260 50 0.61 1.00 0.85 0.64 2.05 2.65 2.80 2.84 1.85 2.45 2.56 2.67
260 75 0.59 0.95 0.78 0.58 2.03 2.64 2.75 2.78 1.84 2.44 2.54 2.61
270 5 0.66 1.19 1.13 0.87 2.09 2.69 2.95 3.00 1.84 2.44 2.65 2.83
270 10 0.66 1.12 1.03 0.79 2.07 2.67 2.90 2.94 1.83 2.43 2.62 2.78
270 15 0.64 1.09 0.98 0.75 2.06 2.66 2.87 2.91 1.83 2.43 2.60 2.75
270 20 0.63 1.06 0.96 0.72 2.05 2.65 2.85 2.90 1.82 2.42 2.59 2.73
270 25 0.62 1.04 0.93 0.70 2.04 2.64 2.83 2.88 1.82 2.42 2.58 2.71
270 35 0.60 0.99 0.87 0.65 2.02 2.63 2.79 2.84 1.81 2.41 2.55 2.67
270 50 0.58 0.95 0.81 0.61 2.00 2.61 2.76 2.80 1.80 2.40 2.52 2.63
270 75 0.56 0.89 0.74 0.57 1.99 2.59 2.70 2.75 1.79 2.39 2.50 2.58
280 5 0.65 1.13 1.08 0.83 2.05 2.65 2.92 2.97 1.60 2.40 2.62 2.80
280 10 0.62 1.06 0.99 0.75 2.03 2.63 2.86 2.91 1.79 2.39 2.58 2.74
280 15 0.60 1.03 0.94 0.72 2.01 2.62 2.83 2.88 1.78 2.38 2.58 2.71
280 20 0.60 1.01 0.92 0.69 2.00 2.61 2.82 2.87 1.77 2.37 2.55 2.70
280 25 0.59 0.99 0.89 0.67 1.99 2.60 2.80 2.85 1.77 2.37 2.54 2.68
280 35 0.57 0.94 0.83 0.62 1.97 2.58 2.76 2.81 1.76 2.36 2.51 2.64
280 50 0.55 0.90 0.78 0.59 1.96 2.56 2.72 2.77 1.75 2.35 2.48 2.60
280 75 0.53 0.86 0.71 0.53 1.94 2.55 2.68 2.72 1.74 2.34 2.46 2.55
Note: SS - single axle, single tyres; SD - single axle, dual tyres; TAD - tandem axle, dual tyres; TRD - triple axle, dual tyres

Table 2.8.2 (Cont) Equivalent Stresses And Erosion Factors

290 5 0.61 1.08 1.04 0.80 2.01 2.61 2.89 2.93 1.75 2.35 2.58 2.77
290 10 0.59 1.01 0.95 0.73 1.99 2.59 2.83 2.88 1.74 2.34 2.54 2.71
290 15 0.58 0.98 0.90 0.70 1.97 2.58 2.80 2.85 1.74 2.34 2.52 2.68
290 20 0.57 0.96 0.88 0.67 1.96 2.57 2.79 2.83 1.73 2.33 2.51 2.67
290 25 0.56 0.94 0.85 0.65 1.95 2.56 2.77 2.81 1.73 2.33 2.50 2.65
290 35 0.54 0.90 0.80 0.60 1.93 2.54 2.73 2.77 1.72 2.32 2.47 2.61
290 50 0.52 0.86 0.75 0.56 1.92 2.52 2.69 2.74 1.71 2.31 2.44 2.56
290 75 0.50 0.81 0.68 0.52 1.90 2.50 2.64 2.68 1.70 2.30 2.42 2.51
300 5 0.58 1.03 1.00 0.77 1.97 2.57 2.86 2.90 1.71 2.31 2.55 2.74
300 10 0.56 0.97 0.91 0.70 1.95 2.55 2.80 2.85 1.70 2.30 2.51 2.68
300 15 0.55 0.94 0.87 0.67 1.93 2.54 2.77 2.82 1.69 2.30 2.49 2.65
300 20 0.54 0.92 0.85 0.65 1.92 2.53 2.76 2.80 1.68 2.2 9 2.48 2.64
300 25 0.53 0.90 0.82 0.63 1.91 2.52 2.74 2.78 1.68 2.29 2.46 2.62
300 35 0.51 0.86 0.77 0.58 1.89 2.50 2.70 2.74 1.67 2.28 2.43 2.58
300 50 0.49 0.82 0.72 0.54 1.88 2.48 2.66 2.70 1.66 2.26 2.41 2.53
300 75 0.47 0.78 0.65 0.50 1.86 2.46 2.61 2.65 1.65 2.26 2.37 2.48
310 5 0.55 0.98 0.97 0.74 1.94 2.54 2.83 2.88 1.67 2.27 2.51 2.71
310 10 0.53 0.92 0.89 0.68 1.91 2.51 2.77 2.82 1.66 2.26 2.47 2.65
310 15 0.52 0.89 0.84 0.65 1.89 2.49 2.74 2.79 1.65 2.25 2.45 2.62
310 20 0.51 0.88 0.82 0.63 1.89 2.49 2.73 2.77 1.64 2.24 2.44 2.61
310 25 0.50 0.86 0.79 0.60 1.88 2.48 2.71 2.75 1.64 2.24 2.43 2.59
310 35 0.49 0.82 0.74 0.55 1.86 2.46 2.67 2.71 1.63 2.23 2.40 2.55
310 50 0.47 0.78 0.69 0.51 1.84 2.44 2.63 2.67 1.62 2.22 2.37 2.50
310 75 0.45 0.74 0.63 0.48 1.82 2.42 2.58 2.62 1.61 2.21 2.34 2.45
320 5 0.53 0.94 0.93 0.71 1.90 2.50 2.80 2.85 1.63 2.23 2.48 2.89
320 10 0.51 0.88 0.85 0.65 1.87 2.48 2.74 2.79 1.62 2.22 2.44 2.63
320 15 0.50 0.85 0.81 0.62 1.85 2.46 2.71 2.76 1.61 2.21 2.42 2.60
320 20 0.49 0.84 0.79 0.60 1.85 2.45 2.70 2.74 1.60 2.20 2.41 2.58
320 25 0.48 0.82 0.76 0.58 1.84 2.44 2.68 2.72 1.60 2.20 2.40 2.56
320 35 0.46 0.78 0.71 0.54 1.82 2.42 2.64 2.68 1.59 2.19 2.37 2.52
320 50 0.44 0.75 0.67 0.51 1.80 2.40 2.60 2.64 1.58 2.18 2.33 2.47
320 75 0.43 0.71 0.61 0.45 1.78 2.38 2.55 2.59 1.57 2.17 2.31 2.42
330 5 0.50 0.90 0.90 0.69 1.87 2.47 2.78 2.82 1.59 2.19 2.45 2.66
330 10 0.48 0.85 0.82 0.63 1.84 2.44 2.72 2.76 1.58 2.18 2.41 2.60
330 15 0.47 0.82 0.79 0.60 1.82 2.42 2.69 2.73 1.57 2.17 2.39 2.57
330 20 0.46 0.80 0.76 0.58 1.81 2.42 2.67 2.72 1.56 2.16 2.38 2.55
330 25 0.46 0.78 0.74 0.56 1.80 2.41 2.65 2.70 1.56 2.16 2.36 2.53
330 35 0.45 0.74 0.69 0.52 1.78 2.39 2.61 2.66 1.55 2.15 2.33 2.49
330 50 0.42 0.71 0.64 0.48 1.76 2.36 2.57 2.62 1.54 2.14 2.30 2.45
330 75 0.41 0.68 0.59 0.45 1.74 2.35 2.52 2.57 1.53 2.13 2.28 2.40
340 5 0.48 0.86 0.87 0.65 1.84 2.44 2.75 2.79 1.55 2.15 2.42 2.63
340 10 0.46 0.80 0.79 0.61 1.81 2.41 2.69 2.74 1.54 2.14 2.38 2.57
340 15 0.45 0.78 0.76 0.58 1.79 2.39 2.66 2.71 1.53 2.14 2.36 2.54
340 20 0.44 0.77 0.73 0.57 1.78 2.38 2.64 2.69 1.52 2.13 2.35 2.52
340 25 0.44 0.75 0.71 0.55 1.77 2.37 2.62 2.67 1.52 2.12 2.33 2.50
340 35 0.43 0.72 0.66 0.51 1.75 2.35 2.58 2.63 1.51 2.11 2.30 2.46
340 50 0.40 0.68 0.62 0.47 1.73 2.33 2.54 2.59 1.50 2.10 2.27 2.42
340 75 0.39 0.65 0.56 0.43 1.71 2.31 2.49 2.54 1.49 2.09 2.24 2.37
350 5 0.46 0.83 0.85 0.63 1.80 2.41 2.72 2.77 1.51 2.11 2.39 2.61
350 10 0.44 0.78 0.77 0.59 1.77 2.38 2.67 2.71 1.50 2.10 2.35 2.55
350 15 0.43 0.75 0.74 0.56 1.75 2.36 2.64 2.68 1.50 2.10 2.33 2.52
350 20 0.42 0.74 0.71 0.55 1.75 2.35 2.62 2.66 1.49 2.09 2.32 2.50
350 25 0.42 0.72 0.69 0.53 1.74 2.34 2.60 2.64 1.49 2.09 2.30 2.48
350 35 0.41 0.69 0.64 0.49 1.72 2.32 2.56 2.60 1.48 2.08 2.27 2.44
350 50 0.39 0.65 0.60 0.46 1.69 2.29 2.52 2.56 1.46 2.07 2.24 2.39
350 75 0.37 0.62 0.54 0.42 1.67 2.28 2.47 2.51 1.46 2.06 2.21 2.34
Note: SS - single axle, single tyres; SD - single axle, dual tyres; TAD - tandem axle, dual tyres; TRO - triple axle,
dual tyres

Table2.8.3 Equivalent Stresses And Erosion Factors

For Pavements With Concrete Shoulders
150 5 1.42 2.16 1.81 1.45 2.34 2.94 2.99 3.00 2.14 2.74 2.78 2.81
150 10 1.36 2.04 1.70 1.39 2.32 2.92 2.94 2.94 2.13 2.72 2.73 2.75
150 15 1.33 1.98 1.65 1.36 2.32 2.92 2.91 2.91 2.12 2.72 2.70 2.72
150 20 1.32 1.94 1.62 1.35 2.31 2.91 2.90 2.90 2.11 2.71 2.69 2.70
150 25 1.30 1.90 1.59 1.33 2.30 2.90 2.88 2.88 2.10 2.70 2.67 2.67
150 35 1.27 1.82 1.53 1.30 2.29 2.89 2.85 2.84 2.08 2.69 2.64 2.63
150 50 1.23 1.74 1.49 1.27 2.27 2.87 2.82 2.81 2.06 2.67 2.60 2.59
150 75 1.20 1.65 1.43 1.26 2.25 2.85 2.79 2.77 2.04 2.65 2.57 2.56
160 5 1.29 1.98 1.67 1.33 2.26 2.87 2.93 2.95 2.06 2.66 2.72 2.77
160 10 1.24 1.87 1.56 1.26 2.24 2.85 2.88 2.89 2.04 2.64 2.67 2.69
160 15 1.21 1.82 1.51 1.23 2.24 2.84 2.85 2.86 2.04 2.64 2.64 2.66
160 20 1.20 1.79 1.49 1.21 2.23 2.83 2.84 2.84 2.03 2.63 2.62 2.64
160 25 1.18 1.75 1.46 1.20 2.23 2.83 2.82 2.82 2.02 2.62 2.60 2.62
160 35 1.15 1.67 1.41 1.17 2.22 2.82 2.79 2.78 2.00 2.61 2.56 2.57
160 50 1.12 1.60 1.36 1.15 2.20 2.80 2.75 2.75 1.98 2.59 2.53 2.53
160 75 1.10 1.52 1.30 1.13 2.18 2.78 2.72 2.69 1.97 2.57 2.50 2.49
170 5 1.17 1.83 1.55 1.22 2.19 2.80 2.88 2.90 1.99 2.59 2.66 2.72
170 10 1.13 1.73 1.45 1.16 2.17 2.78 2.83 2.84 1.97 2.57 2.61 2.64
170 15 1.11 1.68 1.40 1.13 2.17 2.77 2.80 2.81 1.96 2.57 2.58 2.61
170 20 1.10 1.65 1.38 1.12 2.16 2.76 2.79 2.79 1.95 2.56 2.57 2.59
170 25 1.08 1.62 1.35 1.10 2.16 2.76 2.77 2.77 1.95 2.55 2.55 2.57
170 35 1.05 1.55 1.30 1.07 2.15 2.75 2.73 2.73 1.94 2.53 2.51 2.53
170 50 1.03 1.49 1.25 1.04 2.13 2.73 2.70 2.70 1.91 2.51 2.47 2.48
170 75 1.02 1.41 1.19 1.03 2.11 2.71 2.66 2.64 1.89 2.49 2.43 2.43
180 5 1.07 1.70 1.44 1.13 2.13 2.73 2.83 2.86 1.92 2.52 2.61 2.68
180 10 1.03 1.60 1.35 1.07 2.11 2.71 2.78 2.79 1.90 2.50 2.56 2.60
180 15 1.01 1.55 1.30 1.04 2.10 2.71 2.75 2.76 1.89 2.50 2.53 2.57
180 20 1.01 1.53 1.28 1.03 2.09 2.70 2.73 2.74 1.88 2.49 2.51 2.54
180 25 1.00 1.50 1.25 1.01 2.09 2.69 2.71 2.72 1.88 2.48 2.49 2.52
180 35 0.98 1.44 1.20 0.98 2.08 2.68 2.67 2.68 1.87 2.46 2.45 2.47
180 50 0.95 1.38 1.16 0.96 2.06 2.66 2.64 2.64 1.84 2.44 2.42 2.42
180 75 0.94 1.31 1.10 0.94 2.04 2.64 2.61 2.60 1.82 2.42 2.36 2.37
190 5 0.99 1.58 1.35 1.05 2.07 2.67 2.78 2.82 1.86 2.46 2.57 2.64
190 10 0.96 1.49 1.26 0.99 2.05 2.65 2.72 2.75 1.84 2.44 2.51 2.56
190 15 0.94 1.44 1.21 0.97 2.04 2.64 2.70 2.72 1.83 2.43 2.48 2.53
190 20 0.93 1.42 1.19 0.96 2.03 2.63 2.69 2.70 1.82 2.42 2.46 2.50
190 25 0.92 1.40 1.17 0.94 2.03 2.63 2.67 2.68 1.81 2.41 2.44 2.48
190 35 0.90 1.35 1.12 0.91 2.02 2.62 2.63 2.64 1.79 2.40 2.40 2.43
190 50 0.88 1.29 1.08 0.88 2.00 2.60 2.60 2.60 1.77 2.38 2.36 2.38
190 75 0.87 1.22 1.02 0.86 1.98 2.58 2.55 2.55 1.76 2.36 2.32 2.31
200 5 0.91 1.47 1.27 0.99 2.01 2.61 2.74 2.78 1.80 2.40 2.52 2.60
200 10 0.89 1.39 1.18 0.93 1.99 2.59 2.69 2.71 1.78 2.38 2.46 2.52
200 15 0.87 1.35 1.15 0.90 1.98 2.59 2.66 2.68 1.77 2.37 2.43 2.49
200 20 0.86 1.33 1.12 0.89 1.97 2.58 2.64 2.66 1.76 2.36 2.42 2.46
200 25 0.85 1.30 1.10 0.87 1.97 2.57 2.62 2.64 1.75 2.35 2.40 2.44
200 35 0.83 1.25 1.05 0.84 1.96 2.56 2.58 2.60 1.73 2.33 2.36 2.39
200 50 0.82 1.20 1.01 0.82 1.94 2.54 2.54 2.55 1.71 2.31 2.32 2.33
200 75 0.81 1.14 0.95 0.80 1.92 2.52 2.51 2.50 1.69 2.30 2.27 2.28
210 5 0.85 1.38 1.20 0.93 1.96 2.56 2.70 2.75 1.74 2.34 2.48 2.57
210 10 0.82 1.30 1.11 0.87 1.94 2.54 2.65 2.67 1.72 2.32 2.42 2.49
210 15 0.80 1.27 1.08 0.84 1.93 2.53 2.62 2.64 1.71 2.31 2.39 2.45
210 20 0.80 1.24 1.05 0.83 1.92 2.52 2.60 2.62 1.70 2.30 2.37 2.43
210 25 0.79 1.22 1.03 0.81 1.91 2.51 2.58 2.60 1.69 2.29 2.35 2.40
210 35 0.77 1.17 0.98 0.78 1.90 2.49 2.54 2.56 1.67 2.28 2.31 2.34
210 50 0.76 1.13 0.94 0.76 1.88 2.48 2.51 2.51 1.65 2.26 2.27 2.29
210 75 0.75 1.07 0.90 0.74 1.86 2.47 2.45 2.46 1.64 2.24 2.22 2.22
Note: SS - single axle, single tyres; SD - single axle, dual tyres; TAD - tandem axle, dual tyres; TRO - triple
axle, dual tyres

Table2.8.3 (Cont.) Equivalent Stresses And Erosion Factors

220 5 0.79 1.30 1.13 0.87 1.91 2.51 2.67 2.72 1.68 2.29 2.44 2.54
220 10 0.77 1.22 1.05 0.81 1.89 2.49 2.61 2.64 1.66 2.27 2.38 2.46
220 15 0.76 1.19 1.02 0.79 1.88 2.48 2.58 2.61 1.66 2.26 2.35 2.42
220 20 0.75 1.17 0.99 0.78 1.87 2.47 2.56 2.58 1.65 2.25 2.33 2.39
220 25 0.74 1.15 0.97 0.76 1.86 2.46 2.54 2.56 1.64 2.24 2.31 2.37
220 35 0.72 1.11 0.92 0.73 1.85 2.45 2.50 2.52 1.62 2.22 2.27 2.32
220 50 0.71 1.06 0.88 0.71 1.83 2.43 2.47 2.48 1.60 2.20 2.23 2.26
220 75 0.70 1.01 0.85 0.69 1.81 2.41 2.41 2.41 1.58 2.18 2.18 2.19
230 5 0.74 1.22 1.08 0.82 1.86 2.46 2.63 2.69 1.63 2.23 2.40 2.50
230 10 0.72 1.15 1.00 0.77 1.84 2.44 2.57 2.61 1.61 2.21 2.34 2.42
230 15 0.71 1.12 0.97 0.75 1.83 2.43 2.54 2.58 1.60 2.21 2.31 2.39
230 20 0.70 1.10 0.94 0.74 1.82 2.42 2.52 2.55 1.59 2.20 2.29 2.36
230 25 0.69 1.08 0.92 0.72 1.81 2.41 2.50 2.53 1.58 2.19 2.27 2.34
230 35 0.68 1.04 0.87 0.69 1.80 2.40 2.46 2.48 1.56 2.17 2.23 2.28
230 50 0.67 1.00 0.83 0.67 1.78 2.38 2.43 2.44 1.54 2.15 2.19 2.22
230 75 0.66 0.96 0.80 0.65 1.76 2.36 2.37 2.37 1.53 2.13 2.12 2.16
240 5 0.69 1.16 1.02 0.78 1.81 2.41 2.60 2.66 1.58 2.18 2.36 2.47
240 10 0.67 1.09 0.95 0.72 1.79 2.39 2.54 2.58 1.56 2.17 2.30 2.39
240 15 0.66 1.06 0.92 0.70 1.78 2.38 2.51 2.55 1.55 2.15 2.27 2.36
240 20 0.65 1.04 0.89 0.69 1.77 2.37 2.49 2.52 1.54 2.14 2.25 2.33
240 25 0.65 1.02 0.87 0.68 1.76 2.36 2.47 2.50 1.53 2.13 2.23 2.31
240 35 0.64 0.98 0.83 0.66 1.75 2.35 2.43 2.45 1.51 2.11 2.19 2.25
240 50 0.63 0.95 0.79 0.63 1.73 2.33 2.39 2.41 1.49 2.10 2.15 2.19
240 75 0.62 0.89 0.76 0.61 1.71 2.31 2.34 2.34 1.48 2.08 2.10 2.13
250 5 0.65 1.09 0.98 0.73 1.77 2.37 2.56 2.63 1.54 2.14 2.32 2.45
250 10 0.63 1.03 0.90 0.69 1.74 2.35 2.50 2.55 1.52 2.12 2.26 2.37
250 15 0.62 1.00 0.87 0.67 1.73 2.34 2.47 2.52 1.50 2.11 2.23 2.33
250 20 0.61 0.99 0.85 0.66 1.72 2.33 2.45 2.49 1.49 2.10 2.22 2.30
250 25 0.61 0.97 0.83 0.64 1.72 2.32 2.43 2.47 1.48 2.09 2.20 2.28
250 35 0.60 0.93 0.79 0.61 1.71 2.30 2.39 2.42 1.46 2.07 2.16 2.22
250 50 0.59 0.90 0.75 0.59 1.68 2.28 2.36 2.38 1.44 2.05 2.11 2.16
250 75 0.58 0.86 0.72 0.57 1.66 2.27 2.30 2.31 1.43 2.03 2.06 2.10
260 5 0.61 1.04 0.93 0.71 1.72 2.33 2.53 2.61 1.49 2.09 2.29 2.42
260 10 0.60 0.98 0.86 0.66 1.70 2.30 2.47 2.53 1.47 2.07 2.23 2.34
260 15 0.59 0.95 0.83 0.63 1.69 2.28 2.44 2.49 1.46 2.06 2.20 2.30
260 20 0.58 0.94 0.81 0.62 1.68 2.28 2.42 2.46 1.45 2.05 2.18 2.28
260 25 0.57 0.92 0.79 0.61 1.67 2.27 2.40 2.44 1.44 2.04 2.16 2.25
260 35 0.56 0.88 0.75 0.59 1.66 2.26 2.36 2.39 1.42 2.02 2.12 2.19
260 50 0.56 0.85 0.71 0.56 1.64 2.24 2.32 2.35 1.40 2.00 2.08 2.13
260 75 0.55 0.81 0.68 0.54 1.62 2.22 2.27 2.28 1.38 1.98 2.01 2.06
270 5 0.57 0.99 0.89 0.66 1.68 2.28 2.50 2.58 1.45 2.05 2.25 2.39
270 10 0.55 0.93 0.83 0.62 1.66 2.26 2.44 2.50 1.43 2.03 2.20 2.31
270 15 0.55 0.90 0.80 0.60 1.65 2.25 2.41 2.47 1.41 2.02 2.17 2.27
270 20 0.54 0.89 0.78 0.59 1.64 2.24 2.39 2.44 1.40 2.01 2.15 2.25
270 25 0.54 0.87 0.76 0.58 1.63 2.23 2.37 2.42 1.39 2.00 2.13 2.22
270 35 0.53 0.84 0.72 0.56 1.61 2.22 2.33 2.37 1.37 1.98 2.09 2.16
270 50 0.53 0.80 0.68 0.53 1.59 2.20 2.29 2.32 1.35 1.96 2.04 2.11
270 75 0.52 0.77 0.65 0.52 1.58 2.18 2.24 2.25 1.34 1.94 1.99 2.03
280 5 0.54 0.94 0.86 0.63 1.64 2.25 2.48 2.56 1.40 2.01 2.22 2.37
280 10 0.52 0.89 0.79 0.60 1.62 2.22 2.41 2.48 1.38 1.99 2.16 2.29
280 15 0.52 0.86 0.76 0.58 1.61 2.20 2.38 2.44 1.37 1.97 2.13 2.25
280 20 0.51 0.85 0.74 0.57 1.60 2.20 2.36 2.42 1.36 1.96 2.12 2.22
280 25 0.51 0.83 0.73 0.56 1.59 2.19 2.34 2.39 1.35 1.95 2.10 2.20
280 35 0.50 0.80 0.69 0.54 1.57 2.18 2.30 2.34 1.33 1.93 2.06 2.14
280 50 0.50 0.76 0.66 0.51 1.55 2.16 2.26 2.29 1.31 1.91 2.01 2.08
280 75 0.49 0.74 0.62 0.49 1.54 2.14 2.21 2.22 1.29 1.89 1.96 2.00
Note: SS - single axle, single tyres; SD - single axle, dual tyres; TAD - tandem axle, dual tyres; TRD - triple axle.
dual tyre

Table2.8.3 (Cont) Equivalent Stresses And Erosion Factors

290 5 0.51 0.90 0.82 0.60 1.61 2.21 2.45 2.54 1.36 1.97 2.19 2.34
290 10 0.50 0.85 0.76 0.57 1.58 2.18 2.39 2.46 1.34 1.94 2.13 2.26
290 15 0.50 0.82 0.73 0.55 1.56 2.16 2.36 2.42 1.33 1.92 2.10 2.22
290 20 0.49 0.81 0.72 0.54 1.56 2.16 2.34 2.39 1.32 1.92 2.08 2.20
290 25 0.49 0.79 0.70 0.53 1.55 2.15 2.32 2.37 1.31 1.91 2.06 2.17
290 35 0.48 0.76 0.66 0.51 1.53 2.14 2.28 2.32 1.29 1.89 2.02 2.11
290 50 0.47 0.73 0.63 0.49 1.51 2.12 2.23 2.27 1.27 1.87 1.98 2.05
290 75 0.47 0.70 0.60 0.47 1.50 2.10 2.18 2.19 1.25 1.85 1.93 1.98
300 5 0.49 0.86 0.79 0.58 1.57 2.17 2.42 2.52 1.32 1.93 2.16 2.32
300 10 0.48 0.81 0.73 0.55 1.55 2.15 2.36 2.44 1.30 1.91 2.10 2.24
300 15 0.47 0.78 0.70 0.53 1.53 2.14 2.33 2.40 1.29 1.89 2.07 2.20
300 20 0.46 0.77 0.69 0.52 1.52 2.13 2.31 2.37 1.28 1.88 2.05 2.18
300 25 0.46 0.76 0.67 0.51 1.51 2.12 2.29 2.35 1.27 1.87 2.03 2.15
300 35 0.46 0.73 0.64 0.49 1.49 2.10 2.25 2.30 1.25 1.85 1.99 2.09
300 50 0.45 0.70 0.60 0.46 1.48 2.08 2.20 2.24 1.23 1.83 1.95 2.03
300 75 0.45 0.67 0.57 0.45 1.46 2.06 2.15 2.17 1.21 1.81 1.90 1.95
310 5 0.46 0.81 0.76 0.55 1.54 2.14 2.40 2.50 1.29 1.89 2.13 2.30
310 10 0.45 0.77 0.70 0.52 1.51 2.11 2.33 2.42 1.27 1.87 2.07 2.22
310 15 0.45 0.75 0.68 0.5 0 1.49 2.09 2.30 2.38 1.25 1.86 2.04 2.18
310 20 0.44 0.74 0.66 0.50 1.49 2.09 2.28 2.35 1.24 1.85 2.03 2.15
310 25 0.44 0.72 0.64 0.49 1.48 2.08 2.26 2.33 1.23 1.84 2.01 2.13
310 35 0.43 0.69 0.61 0.47 1.46 2.06 2.22 2.28 1.21 1.82 1.97 2.07
310 50 0.43 0.67 0.58 0.44 1.44 2.04 2.18 2.22 1.19 1.79 1.92 2.01
310 75 0.42 0.63 0.54 0.43 1.42 2.02 2.13 2.15 1.17 1.77 1.87 1.93
320 5 0.44 0.78 0.74 0.53 1.50 2.11 2.37 2.48 1.25 1.85 2.10 2.27
320 10 0.43 0.74 0.68 0.50 1.48 2.08 2.31 2.40 1.23 1.83 2.05 2.19
320 15 0.43 0.72 0.65 0.48 1.46 2.06 2.28 2.36 1.22 1.82 2.02 2.15
320 20 0.42 0.71 0.64 0.48 1.45 2.06 2.26 2.33 1.21 1.81 2.00 2.13
320 25 0.42 0.69 0.62 0.47 1.44 2.05 2.24 2.31 1.20 1.80 1.98 2.10
320 35 0.41 0.66 0.59 0.45 1.42 2.03 2.20 2.26 1.18 1.78 1.94 2.04
320 50 0.41 0.64 0.55 0.43 1.41 2.01 2.15 2.20 1.15 1.76 1.89 1.98
320 75 0.41 0.62 0.53 0.41 1.39 1.99 2.10 2.12 1.13 1.74 1.84 1.91
330 5 0.42 0.74 0.71 0.51 1.47 2.07 2.35 2.46 1.22 1.82 2.07 2.25
330 10 0.41 0.71 0.65 0.48 1.44 2.05 2.29 2.38 1.19 1.79 2.02 2.17
330 15 0.41 0.69 0.63 0.46 1.42 2.03 2.26 2.34 1.17 1.77 1.99 2.13
330 20 0.40 0.68 0.62 0.46 1.42 2.02 2.24 2.31 1.17 1.77 1.97 2.11
330 25 0.40 0.67 0.60 0.45 1.41 2.01 2.21 2.29 1.16 1.76 1.95 2.08
330 35 0.39 0.64 0.57 0.43 1.39 1.99 2.17 2.24 1.14 1.74 1.91 2.02
330 50 0.39 0.61 0.53 0.41 1.37 1.97 2.13 2.18 1.12 1.72 1.87 1.96
330 75 0.39 0.59 0.51 0.39 1.35 1.95 2.06 2.10 1.10 1.70 1.80 1.88
340 5 0.40 0.71 0.69 0.49 1.44 2.04 2.33 2.44 1.18 1.78 2.05 2.23
340 10 0.39 0.68 0.64 0.47 1.41 2.02 2.26 2.36 1.16 1.76 1.99 2.15
340 15 0.39 0.66 0.61 0.45 1.39 2.00 2.23 2.32 1.15 1.75 1.96 2.11
340 20 0.38 0.65 0.60 0.44 1.39 1.99 2.21 2.29 1.14 1.74 1.94 2.09
340 25 0.38 0.64 0.58 0.43 1.38 1.98 2.19 2.27 1.13 1.73 1.92 2.06
340 35 0.37 0.62 0.55 0.41 1.36 1.96 2.15 2.22 1.11 1.71 1.88 2.00
340 50 0.37 0.59 0.52 0.39 1.34 1.94 2.10 2.16 1.08 1.69 1.84 1.94
340 75 0.37 0.57 0.49 0.38 1.32 1.92 2.05 2.08 1.06 1.67 1.79 1.86
350 5 0.38 0.69 0.67 0.47 1.41 2.01 2.31 2.43 1.15 1.75 2.02 2.21
350 10 0.37 0.65 0.62 0.45 1.38 1.98 2.24 2.35 1.13 1.73 1.97 2.13
350 15 0.37 0.63 0.59 0.44 1.36 1.96 2.21 2.30 1.11 1.71 1.94 2.09
350 20 0.36 0.62 0.58 0.43 1.36 1.96 2.19 2.28 1.10 1.70 1.92 2.07
350 25 0.36 0.61 0.56 0.42 1.35 1.95 2.17 2.25 1.09 1.69 1.90 2.04
350 35 0.36 0.59 0.53 0.40 1.33 1.93 2.13 2.19 1.07 1.67 1.86 1.98
350 50 0.36 0.57 0.50 0.38 1.31 1.91 2.08 2.14 1.05 1.65 1.81 1.92
350 75 0.35 0.55 0.47 0.36 1.29 1.89 2.03 2.06 1.03 1.63 1.76 1.84
Note: SS - single axle, single tyres; SD - single axle, dual tyres; TAD - tandem axle, dual tyres; TRD - triple axle.
dual tyres

2.8.4.3 Minimum Base Thickness

Irrespective of the base thickness determined in accordance with procedure, the
minimum allowable thickness of concrete base to be trafficked by commercial
vehicles shoulder be:
(i) 150 mm; except for
(ii) steel – fibre reinforced concrete where the minimum thickness of base should
be not less than 125 mm.
These minimum thickness of concrete base also apply to asphalt surfaced rigid
pavements.
2.8.4.4 Provision of Dowels and Tie Bars

The thickness design procedure provides for the option of dowelled or undowelled
contraction joints, as well as the option of adopting concrete shoulders (defined in
Section 2.8.3.5 ).
2.8.4.4.1 Dowels
Dowel bars are to be plain steel bars of Grade 250R and 450 mm long. Dowels
should be straight with one and free from burrs. Appropriate dowel diameters are
given in Table 2.8.4.
Dowels at a spacing 300 mm should be installed at transverse contraction joints

where applicable. Dowels must be securely held parallel to each other, to the road
centreline and to the centreline of surface of the finished pavement. More than
half of the smooth end of the dowels should be coated with a debonding agent to
ensure lack of bond to the concrete on that side of the joint.
Table 2.8.4 Appropriate Dowel Diameters

Slab Thickness mm *Dowel Diameter mm
125 < h ≤ 140 20
140 < h ≤ 160 24
160 < h ≤ 190 28
190 < h ≤ 220 33
220 < h ≤ 250 36
* AS 2338 preferred dimensions of wrought metal products
2.8.4.4.2 Tie Bars
Tie bars prevent separation of the pavement at longitudinal joints, allowing

warping or curling to occur without excessive restraint.
Tie bars are to be 12 mm diameter Grade 400 Y deformed steel bars, one metre
long, placed centrally in the joint at spacing determined from Figure 2.8.7. A
coefficient of friction of 1.5 ( between base and sub-base ) is assumed in
Figure 2.8.7. Table 2.8.5 gives indicative values of the coefficient of friction for

different bond-breaking systems. For the coefficient of friction of 1.0 an increase

of 30 % in the spacing given in Figure 2.8.7 is required and a coefficient of 2.0
requires a 30 % reduction in the spacing derived from Figure 2.8.7.
Table 2.8.5 Values of Coefficient of Friction

Coefficient of Friction Bond-breaking system
1.0 A bituminous sprayed seal applied to the sub base surface
1.5 A thin coat of wax debonding agent applied to the sub base
surface
2.0 A chlorinated rubber curing compound applied to the sub
base surface or use of an asphalt sub base
2.8.5 Reinforcement Design Procedures

The purpose of reinforcing steel in rigid pavements is not to prevent cracking of
the concrete, but to hold tightly closed any cracks that do occur in such manner
that the load carrying capacity of the slab is preserved.
In jointed pavements the amount of steel is governed by the spacing of contraction

joints. In the case of continuously reinforced pavements, sufficient steel is
provided to eliminate the need for contraction joints.
2.8.5.1 Special Requirements for Reinforcement In Jointed

Unreinforced Pavements
In jointed unreinforced pavements, reinforcement (usually in the form of welded
wire fabric) is sometimes necessary to control cracking. Concrete slabs which are
reinforced are those in which it is anticipated that cracks could occur due to stress
concentrations which cannot be avoided by re-arrangement of the slab pattern.
Typical applications are:
(i) odd-shaped slabs
(ii) mismatched joints; and
(iii) slabs containing pits or structures.
2.8.5.2 Reinforcement In Jointed Reinforced Pavements

The required area of reinforcing steel in jointed reinforced pavements is given by
the equation:
µ LM gh
As = (2 - 3.)
2 fs
Where
AS = the required area of steel (mm2/m width of slab).
fs = the allowable tensile stress of the reinforcing steel (MPa).
Usually 0.6 times the yield strength.

g = the acceleration due to gravity (m/s2 )

h = thickness of the slab (m).
L = the distance between untied joints and/or free edges of the
slab (m).
M = the mass per unit volume of the slab (kg/m3)
µ = the coefficient of friction between the concrete base slab
and the sub-base; this varies from 1.0 to 2.0 depending on
the type of debonding layer applied to the sub-base (see
Clause 2.8.4.4.2).
The areas of longitudinal steel provided by rectangular and square mashes are
detailed in Table 2.8.6. Experience has shown that the use of slab lengths of over
15 metres could reduce joint performance, costs and riding quality. Slabs in
excess of 15 metres in length are not recommended.
Table 2.8.6 Dimensions and Mass of Plant Hard – Drawn Steel Wire Fabric
Longitudinal wires Cross wires Area of cross- Mass per unit area
2
secti on kg/ m
Ref Size Pitch Size Pitch Long. Cross
No. mm mm mm mm mm2/m mm2/m
Rectangular meshes
F1218 12.5 100 8 200 1 227 251 11.606
F1118 11.2 100 8 200 985 251 9.707
F1018 10 100 8 200 785 251 8.138
F918 9 100 8 200 636 251 6.967
F818 8 100 8 200 503 251 5.919
F718 7.1 100 8 200 396 251 5.081
F928 9 200 8 250 318 201 4.076
F828 8 200 8 250 251 201 3.552
Square meshes
F81 8 100 8 100 503 503 7.892
F102 10 200 10 200 393 393 6.165
F92 9 200 9 200 318 318 4.994
F82 8 200 8 200 251 251 3.946
F72 7.1 200 7.1 200 198 198 3.108
F62 6.3 200 6.3 200 156 156 2.447
F52 5 200 5 200 98 98 1.542
F42 4 200 4 200 63 63 0.987
The use of steel fibre reinforced concrete is appropriate where increased flexural
strength is required to control cracking in odd-shaped slabs and where increased
abrasion resistance is required for durability. This type of pavement is often used
for toll plazas, roundabouts and bus-stops. Steel fibres are between 15 mm and
50 mm in length with either enlarged ends which act as anchorages and/or
crimping to improve bond. Typically, 15 mm to 50 mm fibres are added to the
concrete at a rate of approximately 75 to 45 kg/m 3 respectively (referred to as the
fibre "loading"). Steel fibre reinforced concrete may be used for thin bonded
overlays for which fibre "loadings" would be about 33 % higher.

Steel fibre reinforced concrete should have a 28 day flexural strength of not less
than 5.5 MPa.
2.8.5.3 Reinforcement In Continuously Reinforced Pavements

2.8.5.3.1 Longitudinal Reinforcement
The action of the steel reinforcement is initially to provide restraint to shrinkage

of the concrete and finally to tie the planned cracks together.
With the pavement ends anchored, the steel initially remains unstressed while
tension builds up in the concrete. When cracking occurs, local tension results in
the steel and limits the opening of the crack.
This tension is balanced by compression elsewhere in the steel, until further

cracking develops. The final distribution of stresses are tensile in the concrete and
compressive in the steel between cracks, and tensile in the steel at the cracks. Due
to the stresses in the steel changing so rapidly, adequate bond strength between
steel and concrete is essential. The proportion of the cross sectional area of the
pavement which is to be longitudinal reinforcing steel in continuously reinforced
concrete pavements is given by the equation:
 f t' 
 f  d b (eS + eT )
p= 
b
(2 - 4.)
2W
where:
p = the required proportion of the area which is to be longitudinal
reinforcing steel. This is the ratio of the cross sectional area of the
reinforcing steel to the gross area of the cross section of the slab.
f’t/fb = the ratio of the direct tensile strength of the immature concrete to
the average bond strength between the concrete and steel. The
value of this ratio may be assumed to be 1.0 for plain bars or 0.5
for deformed bars complying with AS 1302.
db = diameter of longitudinal reinforcing bar (mm).
es = the estimated shrinkage strain. The shrinkage strain may be
considered to be in the range 200 to 300 microstrain for a concrete
with a laboratory shrinkage not exceeding 450 microstrain at
28 days when tested in accordance with AS 1012 Part 13 (after
three weeks air drying).
eT = the estimated maximum thermal strain from the peak hydration
temperature to the lowest likely seasonal temperature. A value of
300 microstrain may be assumed, except when the average diurnal
temperature at the time of placing concrete is 10 ºC or less, when a
value of 200 microstrain may be assumed.
W = the maximum allowable crack width (mm). A value of 0.3 mm
should be used in normal conditions, with 0.2 mm for severe
exposure situations.

Equation (2 - 4.) indicates that the proportion of steel is inversely proportional to

the bond strength. In order to provide adequate bond capacity, the longitudinal
reinforcing steel should be detailed as follows:
(i) Deformed bars should be used.
(ii) The diameter of the bars should not exceed 20 mm.
(iii) The centre-to-centre spacing of the bars should not be greater than 225 mm.
For deformed bars, Equation (2 - 4.) may be simplified as:
0 .25 d b (eS + eT )
p= (2 - 5.)
W
To ensure against yielding of the steel, the actual steel reinforcement ratio should
exceed the critical value given by the following equation:
f ct (1.3 − 0 .2 µ )
p crit = (2 - 6.)
f sy − m f ct
where:
P crit = the minimum proportion of longitudinal reinforcement to match the
design concrete strength.
fct = The concrete tensile strength (MPa). A value not exceeding 60 %
of the 28 day concrete flexural strength (fet) may be assumed.
µ = the coefficient of friction between the concrete base slab and the
sub-base; this varies from 1.0 to 2.0 depending on the type of
debonding layer applied to the sub-base (Clause 8.4.4.2).
fsy = the characteristic (95 %) yield strength (0.2 % proof stress) of the
longitudinal reinforcing steel. A value of 430 MPa may be assumed
for deformed bars conforming to AS 1302.
M = the ratio of the elastic moduli of steel to concrete, Es / Ec. A value
of 7.5 may be assumed.
Equation (2 - 6.) indicates that the critical proportion of longitudinal reinforcing

steel increases more rapidly than the tensile strength of the concrete. The
minimum percentage of longitudinal steel to be provided is 0.6 per cent.
In the design of continuously reinforced pavements, it is important that an

optimum amount of longitudinal steel of suitable type is provided so that crack
spacing and crack width can be controlled.
If the spacing of the cracks is too wide, the cracks themselves will become wide
with a consequent loss in aggregate interlock load-transfer and accelerated
corrosion of the steel. If the spacing between cracks is too small, disintegration of
the slab may commence. The function of the longitudinal steel is to keep the
cracks in the concrete tightly closed, thereby ensuring load transfer across the
cracks and also preventing the ingress of water and grit into the cracks.

The theoretical spacing of cracks in continuously reinforced pavements may be

estimated by the following equation:
f ct2
Lcr = (2 - 7.)
m p 2 u f b [(eS + eT ) Ec − f ct ]
where:
Lcr = the theoretical spacing between cracks
fct = the tensile strength of the concrete (MPa). the ratio of the elastic
moduli of steel to concrete Es / Ec. A value of 7.5 may be
assumed.
m = the area of longitudinal steel per unit area of concrete (ie., steel
ratio)
p = the area of longitudinal steel per unit area of concrete (ie steel ratio)
u = the perimeter of bar per unit area of steel which may be simplified
to 2/radius of the bar (m-u)
fb = the bond stress (MPa); for mature concrete, and when deformed
bars are used this maybe assumed as 2fct
eS = the estimated shrinkage strain. The shrinkage strain may be
considered to be in the range 200 to 300 microstrain for a concrete
with a laboratory shrinkage not exceeding 450 microstrain at 28
days when tested in accordance with AS 1012 Part 13 (after three
weeks air drying).
eT = the estimated maximum thermal strain from the peak hydration
temperature to the lowest likely seasonal temperature. A value of
300 microstrain may be assumed, except when the average diurnal
temperature at the time of placing concrete is 100 ºC or less, when
a value of 200 microstrain may be assumed.
Ec = the modulus of elasticity of concrete (MPa).
This equation indicates that the spacing of cracks is inversely proportional to p, u

and fb; consequently to ensure fine cracks and optimum crack spacings, the
percentage reinforcement and perimeter to area relationship of the bars should be
high. A closer spacing of cracks is also obtained when the bond stresses are high,
therefore the use of deformed bars is preferred.
Experience with continuously reinforced pavements indicates that the optimum

crack spacing is between 1.0 and 2.0 metres.
Size and spacing of reinforcement may be determined by reference to

Figure 2.8.8.
2.8.5.3.2 Transverse Reinforcement
The required area of transverse reinforcing steel (As) in continuously reinforced

pavements is calculated using Equation (2 - 3.).
Note: The following detailing is recommended:
(i) Deformed bars not less than 12 mm in diameter.
(ii) A maximum centre-to-centre bar spacing of 750 mm.

Figure 2.8.8 Reinforced Design Chart for Continuously reinforced concrete

pavements using Grade 400 Y steel in accordance with AS 1302-1991

ROAD DESIGN PART 2 – PAVEMENT OVERLAY DESIGN
2.9 OVERLAY DESIGN

2.9.1 General
The purpose of overlay design is to determine the appropriate thickness of either
an asphalt or granular layer which, when placed on an existing pavement, will
overcome the strength deficiencies of the pavement and retain its own structural
integrity throughout the design period. The adopted system for overlay design is
described in Section 2.2.3. One of the most important aspects of the overlay
design system is the identification of the pavement's deficiencies and needs. The
procedures which follow depend on deflection testing to do this although other
tests may be used to supplement the deflection data.
2.9.2 Basic Principles

Experience has shown that the pavement deflection caused by a standard axle load
is an indication of the rate at which permanent pavement deformation will occur
under traffic. As the functional adequacy of the pavement is dependent, in part, on
this permanent deformation, a relationship between the cumulative number of
standard axle loads and measured surface deflection can be developed. Using this
relationship a design deflection can be determined for any particular traffic
loading. If actual deflections are kept below this design deflection, permanent
deformation should be kept to an acceptable level.
Where asphalt surfacing exists or is proposed, the level of deflection alone does
not give a reliable indication of the likelihood of fatigue cracking. It has been
found that a better prediction of fatigue performance is obtained from the
curvature of the deflected pavement surface.
The curvature of the deflection bowl is defined by a curvature function which is

described in Section 2.9.3.3.
For any particular design traffic loading there is a tolerable level of curvature
function. If the actual curvatures are kept below this value then an acceptable
fatigue life for asphalt will result. Maximum deflection is used to control fatigue
cracking in cemented materials as no appropriate curvature function has yet been
developed for this purpose.
2.9.3 Pavement Testing

2.9.3.1 Method of Deflection Testing
Two methods of deflection measurement are commonly used. Two common
methods used to measure deflection include the Benkelman Beam and the Lacroix
Deflectograph. Although the principles applied to obtain deflection readings are

OVERLAY DESIGN ROAD DESIGN PART 2 - PAVEMENT
the same for each device, the ancillary equipment, such as the vehicles used to
apply the test load in each case, may differ slightly. The relative effect of each
device theoretically varies to some extent depending on the composition of the
pavement being tested. The following analysis and design procedures are
applicable to either Benkelman Beam or Deflectograph data.
2.9.3.2 Selection of Test Sites

When deflection testing is being undertaken by the Deflectograph, it is necessary
to select only the transverse location of wheel path positions, because the
longitudinal spacing of test sites is automatically controlled. Wheel path positions
should be selected keeping in mind any proposed changes to the road alignment.
For Benkelman Beam testing, the spacing of individual test sites in a given section
of road is arranged so that the pavement designer can review the general pattern of
the deflections of the whole section of road and define subsections of consistent
deflection pattern. An adequate number of results for each sub-section, at least 10
and preferably upwards of 30, must be obtained for the purposes of statistical
analysis. Normally the spacing used lies between 5 m and 200 m with 50 m being
a common value. Similar comments; apply to the selection of test sites in wheel
path positions.
2.9.3.3 Test Modes

The Deflectograph and Benkelman Beam are capable of obtaining measurements
for several forms of pavement reaction to load. Different procedures or test modes
are used depending on the information required. The two pavement reactions used
for analysis in this Standard are:
(a) Maximum Deflection

For the Deflectograph this is the maximum reading recorded for each test site. For
the Benkelman Beam the "maximum deflection" may be taken as the total
deflection minus the residual deflection.
(b) Deflection Bowl

The deflection bowl is the shape of the pavement surface caused by a load applied
to it. It is not usually measured directly but is estimated using the principle of
superposition from a series of deflection readings taken at a specific point on the
pavement as the load approaches or recedes from that point. For example the
deflection in a deflection bowl at a point 200 mm from the point of maximum
deflection, is assumed to be equal to the deflection of a specific test site when the
moving test load is 200 mm away. The shape of the deflection bowl is therefore
obtained by plotting recorded deflection against the distance to load for a series of
positions of the load.
While this is more easily obtained with the Deflectograph it can also be measured
without much difficulty by making relatively inexpensive modifications to a
Benkelman Beam.

The Curvature Function CF of a deflection bowl is given by:
CF = Do - D200
where
Do = maximum deflection for a test site
D200 = the deflection measured at the site when the test load is 200 mm
from the point at which the maximum deflection was produced (in
the direction of travel)
Figure 2.9.1 shows in schematic form the dimension represented by the curvature
function.
Figure 2.9.1 Curvature Function
2.9.3.4 Other Tests

Sometimes it is desirable to supplement deflection tests with other data to identify
the pavement's needs with more confidence, especially for large jobs.
Section 2.9.4 contains some guidance regarding the interpretation of deflection
test data.
This information can also be used to select an appropriate supplementary testing

program where necessary.
2.9.3.5 Measurement of Pavement Temperature

Variations in temperature result in significant changes in the stiffness of asphalt
and therefore in the strength of pavements containing asphalt layers. The
temperature of asphalt surfacing must, therefore, be recorded at a depth of 30 mm
during deflection testing so that appropriate adjustments can be made during the
analysis and design phases. If weather conditions vary during the deflection
survey, then several measurements of temperature must be taken and different
adjustments made for corresponding sections of the test length.

2.9.4 Pavement Evaluation

2.9.4.1 Selection of Homogeneous Sections
In practice the strength of a pavement varies from site to site and it may be
necessary to divide the test section into subsections having relatively uniform
deflection and/or curvature patterns. In selecting homogeneous subsections
consideration should be given to the following:
• Subgrade type and likely variations
• Drainage
• Seepage
• Topography
• Construction and maintenance history
• Pavement composition (particularly overall depth and the thickness of any
asphalt or cemented layer)
The preferred method of obtaining some of this information is by site inspection

during which surface defects should also be recorded to assist in the interpretation
of deflection test results.
Single "characteristic" values of deflection and curvature are then assigned to

these subsections for evaluation purposes. Homogeneous subsections may be
considered to be those whose deflection and curvature values have a coefficient of
variation (ie standard deviation divided by mean) of 0.25 or less.
The characteristic deflection, CD, of a section or subsection of pavement is a

value calculated from the test deflections and equal to the average deflection µ
plus a factor f times the standard deviation, S.
Thus CD = µ + f S
where f is selected by the designer to provide a suitable characteristic design

deflection. This should correspond to the degree of reliability required in the
rehabilitation treatment. Recommended values of f, given in Table 2.9.1 will
generally be appropriate. However, it must be appreciated that because of the
widely different conditions which can apply to particular roads in the one
category, adoption of another value may be necessary.
The Characteristic Curvature of a length of pavement is equal to the mean of the

test curvature functions.

Table 2.9.1 Recommended Values For “f “

Road Functional Class F % of all deflection which will be
covered by the characteristic
deflection
1 and 6 2.00 97.5
2, 7, 8 and 9 1.65 95
3, 4 and 5 1.30 90
For definition of classes see Appendix A.
2.9.4.2 Characteristic Site Temperature

Because the strength of asphalt varies with temperature, the performance of a
pavement which contains asphalt will reflect the temperature regime at the
locality in question.
A site may be characterised by a weighted mean annual pavement temperature

(WMAPT) for the purpose of analysing deflections and designing asphalt
overlays.
Usually deflection testing will be carried out when the pavement is at a

temperature other than the WMAPT. In these cases an adjustment must be applied
to convert the measured deflections to values representative of the pavement
response at the WMAPT.
2.9.4.3 Adjustment of the Characteristic Deflection and

Characteristic Curvature to Account for the Testing
Temperature
The method for adjusting measured deflections to allow for temperature is as
follows.
Step 1 Determine the temperature factor f T where
Measuredtemperature at time of testing

fT =
AssumedWMAPTfor the site
Step 2 From Figure 2.9.2 determine the Deflection Adjustment Factor

considering the existing asphalt thickness. No temperature adjustment is required
if the pavement does not contain asphalt.
Step 3 Divide the characteristic deflection by the Deflection Adjustment Factor.
The Characteristic Curvature function is adjusted for temperature using a similar

method to that described for deflection adjustment.
The temperature adjusted curvature function is calculated by dividing the

measured value by the Curvature Adjustment Factor from Figure 2.9.2.

Figure 2.9.2 Temperature Correction for deflection and curvatures.
2.9.4.4 Adjustment of Deflection Data to Account for Seasonal

Moisture Variations
In some localities a slight increase in deflection during or soon after wet seasons
is common due to higher moisture contents under the pavement at these times.
However the seasonal effect of moisture is not a straightforward rainfall /
deflection relationship.
Account must be taken of changes in moisture regime which includes surface

infiltration, permeability of the pavement layers and subgrade, evaporation and
drainage conditions at the site. The evaporation and drainage factors limit the
quantity of water available to infiltrate the subgrade while the permeability
controls the rate of infiltration and consequently the time lag between the
incidence of rain and Its effect on deflection.
There are insufficient data available to enable a general relationship to be

developed for the effect of seasonal moisture variations on deflections. It is
suggested that site specific data be obtained where possible and used to account
for this phenomenon.
2.9.4.5 Design Traffic

The design traffic to be used for the evaluation of existing pavements and for
overlay design should be based on a design period which may be defined as the
time from when rehabilitation and/or testing occurs until further treatment is

necessary. The method to be used for calculating the design traffic is the same as
that described in Section 2.5.
2.9.4.6 Performance Criteria (Design Deflection and Curvature)

The adopted relationship between design deflection and traffic loading is
contained in Figure 2.9.3. Curve 1 controls the rate of permanent deformation in
the pavement and subgrade and may be used for all pavements regardless of
surfacing type, as the fatigue performance of asphalt surfacing is controlled by
means of the curvature criteria. Curve 2 is intended to be used to inhibit cracking
in pavements with cemented bases in lieu of a separate curvature function as none
has been developed to date. The design deflection criteria may be applied to any
locality regardless of the temperature regime. Curves 1 and 2 are considered to
define deflection levels associated with satisfactory pavement performance for the
relevant traffic loading.
Figure 2.9.3 Design Deflection Levels by Design Traffic (ESA)
The adopted relationship between curvature and traffic loading is contained in

Figure 2.9.4. It should be noted that it is applicable to dense graded asphalt
mixes. There is insufficient field data available to provide fatigue performance
criteria for other mix types such as open graded asphalt.
2.9.4.7 Determination of Pavement Needs

In many instances the needs of an existing pavement can be readily identified by
an experienced observer. Deflection testing and the analyses described previously
supplement these observations. Experience gained in the assessment of pavement
conditions by means of deflection testing, particularly when test sites are closely
spaced, has enabled certain general guidelines to be established. Some of these are
listed below to assist the designer.

Figure 2.9.4 Design Curvature Function Design Traffic (ESA)
(a) very high deflections (more than 1.5 mm) indicate weak subgrade conditions,
and low deflections a strong subgrade.
(b) high values of curvature function indicate a weak or very thin pavement, or a
pavement with cracked surfacing, and low curvature functions a strong
pavement.
(c) substantially different deflections and curvature functions between left and
right test wheel paths may indicate the presence of a former pavement
widening or verge water ingress.
(d) a high deflection peak near a pavement edge may be caused by poor local
drainage such as a blocked subsurface drain.
(e) a series of high deflection peaks across all test wheel paths sometimes
indicates a poorly back filled culvert or service trench or a poorly drained
junction between two pavement types.
(f) a generally low but extremely variable deflection pattern may indicate an old
failing pavement which may be cracked or poorly patched.
(g) a relatively widely spread peak of high deflections across all test wheel paths
may indicate a poorly drained cut-fill area.
(h) residual deflections - generally the Benkelman Beam records a positive
residual deflection of up to 0.15 mm. This is thought to be of little concern. A
substantial positive residual implies a weak pavement, probably poor
compaction. A negative residual deflection may indicate that shoving is
taking place in the pavement and the situation requires further investigation,
but is also common in pavements with cemented layers where the beam
supports are within the deflection bowl.

A well defined area of low deflections measured by the Deflectograph in a section

containing otherwise moderate to high deflections may indicate unstable
pavement material.
2.9.5 Selection Of Thickness

2.9.5.1 Granular Overlays
Granular overlays are usually placed on existing granular pavements. If the
existing pavement has a bituminous surfacing then it is usually desirable to break
the seal to ensure that water is not trapped in the overlay. The selection of overlay
thickness is based on the characteristic deflection of the existing pavement and the
reduction required to reach the design deflection. Based on available field data it
may be assumed that a 6 percent reduction in deflection will result for each
25 mm of granular overlay thickness. The required overlay thickness may be
obtained directly by using Figure 2.9.5.
Figure 2.9.5 Effect of Granular overlay on Deflection
These relationships apply to cases where no other major improvements are made
at the time of placing the overlay such as if extensive drainage works were carried
out.
2.9.5.2 Asphalt Overlays

If it is proposed to provide additional pavement strength or improved riding
quality by means of an asphalt overlay, the following procedure should be used to

select the appropriate overlay thickness. In the case of overlaying to improve

riding quality, the thickness of asphalt required may need to be thicker than
determined by this procedure to satisfy shape requirements. The procedure is
summarised in Figure 2.9.6 in flow chart form.
2.9.5.3 Characteristic Deflection (adjusted for temperature)

Exceeds the Design Deflection
The overlay thickness required is the maximum of those needed to satisfy the
deflection criteria and also the fatigue criteria. Figure 2.9.7 is used to select the
overlay thickness TD needed to reduce the Characteristic Deflection to the Design
Value. Note that Characteristic Deflection must first be adjusted for temperature
as described in Section 2.9.4.3 if the existing pavement has an asphalt surface.
Figure 2.9.6 Effect of Asphalt Overlay on deflection
Similarly Figure 2.9.8 is used to select the overlay thickness TC needed to reduce
the curvature to the tolerable value. The appropriate overlay is then the maximum
of TD and TC.

Figure 2.9.7 Pavement Analysis and Asphalt Overlay Design

2.9.5.4 Characteristic Deflection (adjusted for temperature)

Less Than Design Deflection
If the existing pavement does not have an asphalt surface then no asphalt is
required for strengthening purposes.
If it is proposed to place an asphalt overlay for other reasons, such as for

regulation of surface levels, or if the existing pavement has an asphalt surface,
then a check must be made to ensure that the design curvature function is not
exceeded.
The minimum overlay thickness required to reduce the characteristic curvature to

the tolerable value may be obtained from Figure 2.9.8.
Figure 2.9.8 Reduction in D0 - D200 due to Asphalt Overlay
2.9.5.5 Adjustment of Overlay Thickness to Allow for Locality

Temperature
The overlay thicknesses given in Figure 2.9.7 and Figure 2.9.8 apply to a locality
where the WMAPT is 25 ºC. Where higher WMAPT's apply, a given thickness of
asphalt will be less effective in reducing deflections because of its reduced
stiffness, and for temperatures below 25 ºC the reverse will hold. Therefore the
overlay thickness TD, appropriate to a particular site should be calculated by
multiplying the value obtained from Figure 2.9.7 by a factor obtained from
Figure 2.9.9.

Figure 2.9.9 Overlay Adjustment Factors
The required overlay thickness TC, obtained from Figure 2.9.8 need not be
adjusted to allow for temperature because although curvature reduction will be
less at high temperatures, the asphalt will have a greater fatigue life which
provides a compensating effect. The greater curvature reduction at low
temperatures will also be compensated by a relatively lower fatigue life.
2.9.5.6 Example of Asphalt Overlay Design

A section of pavement which contains 50 mm of asphalt situated in a locality
where the WMAPT is 30 ºC produced the following reaction to load when
deflection testing was carried out using the Deflectograph. The pavement
temperature at the time of testing was 20 ºC.
Given that
• Calculated Characteristic Deflection = 1.20 mm
• Characteristic Curvature = 0.26 mm
• Design Traffic loading = 5 x 101 ESA
Then
• Design Deflection (from Figure 2.9.3) = 0.95 mm
• Design Curvature (from Figure 2.9.4) = 0.13 mm
• Temperature factor = Tmeasured / Tstandard = 20 / 30 = 0.67

• From Figure 2.9.2 the deflection adjustment factor =0.96

• Temperature adjusted characteristic deflection = 1.20 / 0.96 = 1.25 mm
• Overlay thickness TD required to reduce the characteristic deflection to the
design deflection (when WMAPT is 25º C) from Figure 2.9.3 = 70 mm.
• Overlay Adjustment factor for WMAPT 30 ºC from Figure 2.9.9 = 1.13
• Overlay thickness To required to reduce the characteristic deflection to the
design deflection for WMAPT 30 ºC = 70 X 1.13 = 80 mm
CHECK FOR FATIGUE CRACKING

• From Figure 2.9.2 the curvature adjustment factor = 0.96
• Temperature adjusted characteristic curvature = 0.26 / 0.96 = 0.27 m
• Overlay thickness TC required to reduce the characteristic curvature to the
design curvature from Figure 2.9.8 = 100 mm
• No adjustment is made to TC to account for temperature.
• Required overlay thickness is the larger of TD and TC = 100 mm ie. the
overlay thickness required to satisfy both permanent deformation and asphalt
fatigue criteria.

ROAD DESIGN PART 2 – PAVEMENT APPENDIX A
APPENDIX A
DEFINITIONS OF TERMS
Annual Average Daily The total yearly traffic volume divided by 365.
Traffic (AADT)
California Bearing Ration The ration expressed as a percentage between a test load
(CBR) and an arbitrarily defined standard load. This test load is
that required to cause a plunger of standard dimensions to
penetrate at a specified rate into a specifically prepared soil
specimen.
Commercial Vehicle A vehicle having at least one axle with dual wheels and/or
having more than two axles.
Course One or more layers of the same material within a pavement

structure.
Curvature Function Of a deflection bowl is the difference in maximum deflection

at a test site and the deflection at a point 200 mm from the
point at which the maximum deflection was produced (in
the direction of travel).
Cemented Materials Those produced by addition of cement, lime or other

hydraulically binding agent to granular materials in
sufficient quantities to produce a bound layer with
significant tensile strength.
Deflection The vertical elastic (recoverable) deformation of a

pavement surface between the tyres of a standard axle.
Design Period A period considered appropriate to the function of the road.
It is used to determine the total traffic for which the
pavement is designed.
Design Subgrade Level The level of the prepared formation after completion of
(DSL) stripping and excavation or filling and upon which the
pavement is to be constructed. (Design Subgrade Level =
Finished Surface Level-Nominated Pavement Thickness).
Layer The portion of a pavement course placed and compacted

as an entity.
Modified Materials Granular materials to which small amounts of stabilising

agent have been added to improve their performance (e.g.
by reducing plasticity) without causing a significant
increase in structural stiffness. Modified materials are
considered to behave as unbound materials.
Modulus of Subgrade The slope of the straight line drawn from the origin to a
Reaction given point on the stress deflection curve obtained from a
plate bearing test.
Pavement (Structure) The portion of the road, excluding shoulders, placed above
the design subgrade level for the support of, and to form a
running surface for, vehicular traffic.

APPENDIX A ROAD DESIGN PART 2 - PAVEMENT
running surface for, vehicular traffic.
Permeability Reversal Occurs at a pavement layer interface when the coefficient

of saturated permeability of the upper layer is at least 100
times greater than that of the layer below it.
Roughness The roughness of the pavement surface in counts/km as

measured by a Roughness Meter.
Shoulder The portion of the road contiguous and flush with the
pavement.
Stabilisation The treatment of a road pavement material to improve it or

to correct a known deficiency and thus enhance its ability to
perform its function in the pavement.
Standard Axle Single Axle with dual wheels loaded to a total mass of 8.2 t.
Traffic Lane The portion of a carriageway allotted for use of a single

lane of vehicles.

ROAD DESIGN PART 2 – PAVEMENT APPENDIX B
APPENDIX B
PAVEMENT LIFE MULTIPLIERS

To utilise Pavement Life Multipliers in a design procedure, it is necessary to know
the day/night traffic spectrum.
If PD = % of ESAs during day (7 am to 9 pm)
then (100- PD) = % of ESAs at night (9 pm to 7 am)

100
PLM =
PD 100 − PD
+
PLM D PLM N
where PLM = Pavement Life Multiplier total traffic
To input the Pavement Life Multiplier into a design procedure, the normal traffic
loading N (in ESAs) is divided by the Pavement Life Multiplier to give a modified
traffic loading NA. This modified loading is then used for any part of the design
procedure relating to the asphalt layers. (eg to check tolerable deflections for
pavements surfaced with asphalt).
NA = N/PLM
NA = Design Traffic Loading for asphalt (ESAs)
N = Standard Design Traffic Loading (ESAs)
The method of calculation of Pavement Life Multipliers is given in detail in

Youdale (1984).

APPENDIX C ROAD DESIGN PART 2 - PAVEMENT
APPENDIX C
METHODS FOR CHARACTERISING INITIAL DAILY

TRAFFIC
Calculate initial daily ESAs as follows:
Ne = ∑NA1jFE1j +∑NA2 jFE2 j +∑NA3 jFE3 j +∑NA4 jFE4 j

j j j j
Where NAij is the average daily number

of axles (in the first year) of type I, carrying a load of magnitude j and FEij is the number
of ESAs for each pass of the axle group I carrying load j with the summations being
taken over the appropriate load ranges. Values for FEij are contained in Table C1.
Table C1 – Number of ESA’s per Axle Group

Number of ESA’s
Load on axle
Single Axle Single Axle Dual Axle Tri Axle
group kN
Single Tyre Dual tyres Dual Tyres Dual Tyres
20 0.02 0 0 0
30- 0.10 0.02 0 0
40 0.32 0.06 0.01 0
50 0.79 0.15 0.02 0.01
60 1.6 0.32 0.04 0.01
70 3.0 0.59 0.07 0.02
80 5.2 1.0 0.12 0.04
90 1.6 0.20 0.06
100 2.4 0.30 0.09
110 3.6 0.44 0.14
120 5.1 0.62 0.19
130 0.86 0.27
140 1.2 0.36
150 1.5 0.47
160 2.0 0.61
170 2.5 0.78
180 3.2 0.98
190 3.9 1.2
200 4.8 1.5
210 5.9 1.8
220 2.2
230 2.6
240 3.1
250 3.6
260 4.3
270 5.0
280 5.7
290 6.6

ROAD DESIGN PART 2 – PAVEMENT APPENDIX D
APPENDIX D
DETERMINATION OF DESIGN MOISTURE CONTENT

D.1 Introduction
These procedures may be used to estimate design surged moisture conditions.
Two procedures are given and these are based on field studies which indicate that
a reasonable prediction of moisture conditions in a surged may be made by
assessing the conditions of existing similar subgrades in the vicinity and/or the
moisture conditions in natural ground below the zone of seasonal influence. A
flow chart for the two methods is given in Figure D1.
In many cases a detailed investigation to determine design moisture content is not

warranted and this applies for example where local policies, reflecting local
experience, define test conditions. As a particular example there are several
circumstances where saturated conditions may be anticipated (eg below ground
water tables, areas of inundation) and tests may be carried out under soaked
conditions without further evaluation.
D.2 Prediction Of DMC From Existing Roads

D.2.1 Considerations in Use of Method
This procedure may be used to predict DMC provided the following features are
similar for the road being designed and the existing roads.
a) Soil Density
The effect of subgrade density on moisture content is difficult to establish and
for this reason, efforts should be made to measure the existing moisture
content at sites where the in-situ density corresponds closely with that
proposed for the new pavement. Where differences occur, particularly when
the existing density is greater that the proposed density, care should be
exercised and an adjustment made on the following bases:
• Existing density less than proposed density: no adjustment.
• Existing density greater than proposed density:
FMC = FMCe + 12.5 (FD-PD)
where
PD = Proposed subgrade density (t/m3)
FD = Existing subgrade density (t/m3)
FMCe = Existing subgrade gravimetric moisture content(%)
applies for PD and FD > 1.1 t/m3.
(b) Drainage Conditions

The following drainage conditions for the existing and proposed pavements
should correspond:

APPENDIX D ROAD DESIGN PART 2 - PAVEMENT
• Position of catch drains, table drains and subgrade pavement drains

• Shoulder crossfall and condition (eg vegetated, sealed)
• Longitudinal grade
• Formation profile (boxed, full width)
• Cut or fill
When selecting sites for measuring moisture conditions, care should be taken
to ensure measurements are taken well away from any trees as they can greatly
influence subgrade moisture conditions. This is particularly true during the
spring and summer growth seasons.
(c) Position of the Water Table, Climate and Land

The depth of permanent ground water, climatic conditions and topography of
the existing and proposed pavements should be similar.
(d) Pavement Composition

Where the pavement is composed of a number of courses above the subgrade
and the coefficient of saturated permeability of the subgrade is estimated to be
at least 100 times less than that of the course above it (permeability reversal),
consideration should be given to assessing the subgrade on the basis of soaked
conditions if rainfall conditions warrant.
For accurate prediction of DMC from tests on existing roads, consideration should
be given to the following:
i) Time Since Completion of Seal

If the period of sealing is not less than two years, the effect of time on the
subgrade moisture content can usually be neglected. If the age of the seal is
less than two years, this method may not be reliable.
ii) Soil Type

The field Moisture Content (FMC) of the subgrade in the proposed pavement
may be estimated from the existing subgrade using the following equations:
FMC FMC
=
Proposed PL PL Existing
FMC FMC
Subgrade = Subgrade
OMC OMC
Where:
OMC = Optimum Moisture Content for standard compactive effort,
PL = the Plastic Limit.
The equation expressed in Plastic limit is only applicable to fine grained soils,
ie more than 80 % passing a 425 µm sieve.

ROAD DESIGN PART 2 – PAVEMENT APPENDIX D
The values of the FMC obtained from the above two equations should be
averaged.
D.2.2 Details of Procedure

The procedure consists of the following steps.
(a) Select sections of the existing road with conditions which correspond to those
which will exist in the road being designed.
(b) Within the sections chosen for investigation, select a number of sites for
sampling. The longitudinal location of the sites should be in a random pattern
and appropriate to the accuracy of the prediction required. The lateral location
of sites will normally be in the outer wheel paths. A check on the moisture
condition of the inner wheel path should be made to ensure that the design
moisture content is based on the correct value. If the cross section of the road
differs markedly from that proposed to be used, judgement will be required in
the selection of the lateral position of sampling to ensure correspondence of
conditions.
(c) For each section, sample the subgrade at the sites selected and also the
corresponding proposed subgrade. Sampling of the existing road should be at a
depth of approximately 300 mm below subgrade. Measure the field moisture
contents and carry out classification tests.
(d) At each site on the existing road, determine the field moisture content (FMC).
(e) Derive the ratio FMC / OMC or, for a fine grained soil, FMC / PL.
(f) Analyse these ratios statistically for all sites in the section and adopt the 90 th
percentile (mean + 1.3 standard deviations). Other percentile values may be
adopted if considered more appropriate.
(g) Multiply the 90 th percentile values of the above ratios respectively by the
OMC (or PL) of the proposed subgrade.
(h) The DMC may be obtained by adopting the values derived in (g) with
corrections applied for seasonal variations and edge effects. If data on seasonal
variations is not available, but a regular rainfall pattern exists, the indications
are that the worst moisture conditions in subgrades occur at, or shortly after,
times when rainfall is high and evaporation is low.
D.3 Prediction Of DMC By Site

D.3.1 Investigation
In cases where a satisfactory degree of correspondence between the pavement
characteristics of existing and proposed pavements cannot be established, the
following procedure can be adopted to estimate the DMC of the proposed
subgrade:
(a) Delineate the terrain through which the road will pass into units of similar
physiographic features. This can be done from either aerial photographs,

APPENDIX D ROAD DESIGN PART 2 - PAVEMENT
maps or field inspection. If is assumed that terrain units of the same type will
have the same subgrade moisture conditions.
(b) Take samples at selected positions in units representative of each terrain type
at a level below the zone of seasonal variation (not less than two metres)
where the water table is below this zone and at a depth of 300mm above the
water table if this occurs at a depth of less than two metres. The number of
units taken as representative of each terrain type and the number of samples
taken, will depend on the precision of the estimate required. Representative
samples of the subgrade material proposed should also be obtained if the
above samples are not appropriate.
(c) Determine the FMCs and carry out classification testing on all samples.
(d) Derive the ratio FMC/OMC and for a fine grained soil FMC/PL. (This is not
necessary if the subgrade will consist of the same material being sampled at
depth).
(a) Analyse these ratios statistically (on FMC only if material identical to
subgrade) for each sample in the terrain unit and adopt the 90th percentile
value (mean +1.3 standard deviation). Other percentiles may be used if
considered more appropriate.
(f) Multiply the 90th percentile values of the above ratios respectively by
the OMC and PL of the proposed subgrade.
(g) The DMC may be obtained by adopting the values derived in (f) (and (e)
when the subgrade is similar to moisture content samples) with corrections
applied for edge effects.

ROAD DESIGN PART 2 – PAVEMENT APPENDIX E
APPENDIX E
THE EFFECT OF ASPHALT THICKNESS ON THE FATIGUE
LIFE OF ASPHALT SURFACED PAVEMENTS
Some of the example design charts which are contained in this Standard indicate that for a
given design traffic, asphalt stiffness, thickness of granular or cemented base or subbase, and
subgrade stiffness, two asphalt thicknesses provide the same theoretical fatigue performance.
The reason for this can be explained by examining the relationship between asphalt thickness
and horizontal strain at the bottom of the asphalt induced by a standard load for a given
composition of underlying material. A typical relationship is illustrated in Figure E.1.
As asphalt thickness is increased horizontal strain increases from a negative value (ie
compression) at zero asphalt thickness to low positive values (tension). Asphalt layers which
are relatively thin and represent only a small proportion of the overall pavement stiffness offer
little resistance to the flexure of the underlying structure. In this range of thickness the greater
the depth of asphalt the greater the magnitude of tensile strain induced at its underside.
With further increases in thickness the asphalt layer begins to exert an influence on the total
pavement structure. A peak strain level is reached usually in the range of 40-80 mm for
highway traffic loading. Further increases in asphalt thickness reduce the flexure of the
structure and the resulting strain in the asphalt.
Figure E1 Asphalt Strain vs Thickness
Therefore there are generally two asphalt thicknesses that give the same magnitude of strain,
one to the left of the maximum point on the curve and one to the right.
The discontinuity that occurs at the broken line shown on some of the charts represents the
pavement composition where the overall life of the pavement is determined equally by asphalt
fatigue and subgrade strain criteria.

APPENDIX F ROAD DESIGN PART 2 - PAVEMENT
APPENDIX F
EXAMPLES OF USE OF DESIGN PROCEDURES FOR RIGID
PAVEMENTS – Sheet 1
CALCULATION OF CONCRETE PAVEMENT THICKNESS
Project: _____________________________________________ Date: ____________
Source of Load Data............................ ________________ Characteristic (28 day)

CRC/Dowelled joints ........................... yes _____ no _____ Flexural Strength f’ of ________ MPa
Concrete Shoulder............................... yes _____ no _____ Subgrade CBR ________ %
Design Period............................................... _________ years Sub-base Thickness & Type_______ mm
Design Traffic..................................... _________ CV axle groups Effective CBR ________ %
Load Safety Factor LSF....................... _________
TRIAL BASE THICKNESS ________ mm
Fatigue Analysis Erosion Analysis

Axle Design Expected
Load Load/Tyre Repetitions Allowable Fatigue Allowable Damage
(kN) (kN) Repetitions (%) Repetitions (%)
SINGLE AXLES / SINGLE WHEELS (SS)

Equivalent Stress ______
Stress Ratio Factor ______ Erosion Factor ______
Single-steer axles
Twin-steer axles
SINGLE AXLES / DUAL WHEELS (SD)

Non-steer single axles

ROAD D ESIGN PART 2 – PAVEMENT APPENDIX F
APPENDIX F
Fatigue Analysis Erosion Analysis
Axle Design Expected
Load Load/Tyre Repetitions Allowable Fatigue Allowable Damage
(kN) (kN) Repetitions (%) Repetitions (%)
TANDEM AXLES / DUAL WHEELS (TAD)

Non-steer double axles
TRI - AXLES / DUAL WHEELS (TRD)

Non-steer triple axles
TOTAL Fatigue TOTAL Erosion

% %

APPENDIX F ROAD DESIGN PART 2 - PAVEMENT
APPENDIX F
CALCULATION OF EXPECTED REPETITIONS
Project ____________________________________________ Date: _______
Load Proportion Proportion Design Traffic Expected

(Axle kN) Of Loads X Of Axle X CV Axle Groups = Repetitions
(%/100) Group (%/100)*
SINGLE AXLES / SINGLE WHEELS

Single-steer axles
Twin-steer axles
SINGLE AXLES / DUAL WHEELS

Non-steer single axles
* A constant for each axle type.

** A constant for the design (CV = commercial vehicles).

ROAD D ESIGN PART 2 – PAVEMENT APPENDIX F
APPENDIX F
Load Proportion Proportion Design Traffic Expected
(Axle Of Loads X Of Axle X CV Axle Groups = Repetitions
kN) (%/100) Group (%/100)*
TANDEM AXLES / DUAL WHEELS

Non-steer double axles
SINGLE AXLES / DUAL WHEELS (TRD)

Non-steer triple axles
End of Document

RBHraCaNacRkkm<úCa
KINGDOM OF CAMBODIA
bTdæan
sikSaKMerags<an
BRIDGE DESIGN
STANDARD
CAM PW.04.102.99
1999
AMENDMENTS TO BASE DOCUMENT BRIDGE DESIGN
BLANK

BRIDGE DESIGN AMENDMENTS TO BASE DOCUMENT
FOREWORD
The Cambodia Bridge Design Standard is intended to be used for

the design of all new road and railway bridges in the Kingdom of
Cambodia. The Cambodian Bridge Design Standard consists of
the following complementary documents:
- CAM PW 04-101-99 Australian Bridge Design Code 1996

(the Base Document) and associated Commentary;
- CAM PW 04-102-99 this document (the Amendments)

which contains amendments and additions to the Base
document; and
- The Commentary on the Cambodian Bridge Design

Standard which contains amendments and additions to the
Commentary on the Base Document.
These documents shall be considered together. In the case of a

conflict between the provisions of the Base Document and the
provisions of the Amendments, the Amendments shall override
the Base Document.
From time to time the Base Docum ent may be changed by the
Australian Authorities. Any such change shall be automatically
incorporated into the Cambodian Bridge Design Standard unless
it conflicts with a provision of the Amendments.

this Standard, the AUTHORITY shall be the Cambodian Ministry
of Public Works and Transport.


(AusAID).


Partners Pty Ltd.
Reproduction of extracts from this publication may be made subject

to due acknowledgment of the source.

printing, neither the MPWT nor AusAID accept responsibility for any
consequences arising from the use of the information contained in it.
People using the information should apply, and rely upon, their own
skill and judgement to the particular issue which they are
considering.

TABLE OF CONTENTS
PART A LIST OF AMENDED CLAUSES IN THE BASE DOCUMENT................................ ............ 5
PART B TEXT OF AMENDED CLAUSES IN THE BASE DOCUMENT
Section 1 General 7
1.1 General Principles ................................ ................................ ..............................7
1.1.1 Applicability ................................ ................................ .................... 7
1.3.1 Bridge Carriageway Widths................................ ...............................7
1.3.2 Edge Clearances for Bridges Without Footways ................................ .7
1.3.4 Vertical Clearance at Structures................................ ........................ 7
1.10 Australian Standards ................................ ................................ ..........................8
Section 2 Design Loads
2.3 Traffic Loading................................ ................................ ................................ ....9
2.3.3 L44 Lane Loading ................................ ................................ ............ 9
2.3.4 Heavy Load Platform Loading................................ ............................ 9
2.3.5 Number of Lanes for Design and Lateral Position of Loads................. 11
2.3.5.2 Heavy load platform loading ................................ ............................ 11
2.3.8 Fatigue Loading................................ ................................ ............. 11
2.4.2 Dynamic Load Allowance -T44 Truck and L44 Lane loading ...............11
2.5.2 Braking forces................................. ................................ .............. 11
2.5.4 Minimum Lateral Restraint Capacity - Ultimate Limit State ................ 12
2.8 Wind Loads 13
2.8.1 General................................ ................................ ......................... 13
2.8.2 Basic design wind speed ................................ ................................ 13
2.8.2.1 Derivation of site design gust wind speed (Vz)................................ ...13
2.8.2.2 Terrain Category ................................ ................................ ............ 14
2.8.2.3 Terrain and structure height multiplier (M (z,cat) )................................ .. 15
2.8.2.5 Topographic multiplier (Mt)................................ .............................. 17
2.8.3 Transverse wind load................................ ................................ ...... 17
2.8.3.1 Area of structure for calculation of transverse wind load, At ................ 18
2.8.3.2 Calculation of drag coefficients, Cd................................ ...................18
2.8.4 Longitudinal Wind Load................................ ................................ .. 19
2.8.5 Vertical Wind Load ................................ ................................ ........ 20
2.9 Thermal Effects................................ ................................ ................................ 20
2.9.2 Variation in Average Bridge Temperature................................ .......... 20
2.9.3 Differential Temperatures. ................................ ...............................22
2.13 Earthquake Forces ................................ ................................ ...........................23
2.13.1 General................................ ................................ ......................... 23
2.13.2 Earthquake Resistant Design................................ .......................... 23
2.13.4 Equivalent Quasi-Static Earthquake Forces................................ ...... 23
2.19 Road Signs and Lighting Structures ................................ ................................ ...24
2.19.3 Design Wind Speeds ................................ ................................ ..... 24
2.19.3.2 Ultimate Limit State ................................ ................................ .......24
2.19.4 Design Wind Pressure ................................ ................................ ...24
Section 3 Foundations................................ ................................ ................................ ...26
Section 4 Bearings And Deck Joints ................................ ................................ .............. 26
Section 5 Concrete
5.1 Scope and General ................................ ................................ ...........................27
5.1.1 Scope and Application ................................ ................................ ...27
5.1.1.2 Application ................................ ................................ .................... 27
5.1.5 Construction................................ ................................ .................. 27
5.2 Design Requirements and Procedures................................ ................................ 27

5.2.4 Design for Serviceability................................ ................................ . 27

5.2.4.3 Cracking................................ ................................ ....................... 27
5.4 Design for Durability................................. ................................ ........................ 28
5.4.3 Exposure Classification ................................ ................................ . 28
5.4.10 Requirements for Cover to Reinforcing Steel and Tendons ................. 29
5.4.10.3 Cover for corrosion protection ................................ ......................... 29
5.6 Design Properties of Materials................................ ................................ ........... 29
5.6.1 Properties of Concrete ................................ ................................ ... 29
5.6.1.1 Strength ................................ ................................ ....................... 29
5.6.1.7 Shrinkage................................ ................................ ..................... 29
5.6.1.8 Creep 29
5.6.2 Properties of Reinforcement ................................ ........................... 29
5.6.2.1 Strength ................................ ................................ ....................... 29
5.6.3 Properties of Tendons................................ ................................ .... 30
5.6.3.1 Strength ................................ ................................ ....................... 30
5.6.3.2 Modulus of elasticity................................ ................................ ...... 30
5.6.3.4 Relaxation of tendons ................................ ................................ .... 30
5.13 Stress Development and Splicing of Reinforcement and Tendons .......................... 31
5.13.1 Stress Development in Reinforcement ................................ ............. 31
5.13.1.2 Development length for bar in tension. ................................ ............. 31
5.14 Joints, Embedded Items, Fixings and Connections ................................ ............. 31
5.14.2 Embedded Items and Holes in Concrete................................ .......... 31
5.14.2.2 Limitations of materials ................................ ................................ .. 31
5.16 Material Requirements................................ ................................ ...................... 31
5.16.1 Material Requirements for Concrete and Grout ................................ . 31
5.16.1.1 Materials for concrete and grout................................ ...................... 31
5.16.1.2 Normal-class concret e................................ ................................ ... 33
5.16.2 Material for Reinforcing Steel................................ .......................... 33
5.16.2.1 Reinforcement................................ ................................ ............... 33
5.16.3 Material Requirements for Prestressing Ducts, Anchorages and
Tendons ................................ ................................ .............. 33
5.16.3.4 Tendons. ................................ ................................ ...................... 33
Appendix 5A Reference Documents................................ ................................ ............ 34
Section 6 Steel And Composite Construction
6.2 Materials 35
6.2.1 Yield Stress and Tensile Stress used in Design............................... 35
6.2.4 Fasteners ................................ ................................ ..................... 38
6.3.8 Design for Fire Resistance................................ ............................. 38
Section 7 Rating ................................ ................................ ................................ ... 39
Railway Supplement To Sections 1-5
1.1 General Principles................................ ................................ ............................ 39
1.1.1 Applicability ................................ ................................ .................. 39

PART A LIST OF AMENDED CLAUSES

IN THE BASE DOCUMENT
Sections 1 to 7:
1.1.1....................... (General Principles) Applicability
1.3.1......................... (Geometric Requirements) Bridge Carriageway Widths
1.3.2......................... Edge Clearances for Bridges Without Footways
1.3.4......................... Vertical Clearance at Structures
1.10.......................... Australian Standards
2.3.3......................... (Traffic Loading) L44 Lane Loading
2.3.4......................... (Traffic Loading) Heavy Platform Loading
2.3.5.2 ...................... (Position of Loads) Heavy load Platform loadings
2.3.8......................... Fatigue Loading
2.4.2......................... (Dynamic Load Allowance) T44 Truck and L44 Lane Loading
2.5.2......................... (Horizontal Forces) Braking Forces
2.5.4......................... Minimum Lateral restraint Capacity – Ultimate Limit State
2.8 ............................ Wind Loads (incl. All sub-clauses)
2.9.2......................... (Thermal effects) Variation in Average Bridge temperature
2.9.3......................... (Thermal effects) Differential temperatures
2.13.1....................... (Earthquake Effects) General
2.13.2....................... Earthquake Resistant Design
2.13.4....................... Equivalent Quasi-static Earthquake Forces
2.19.3....................... (Road Signs and lighting Structures) Design Wind Speeds
2.19.4....................... Design Wind Pressure
5.1.1.2 ...................... (Scope and Application) Application
5.1.5......................... (Scope and Application) Construction
5.2.4.3 ...................... (Design for Serviceability) Cracking
5.4.3......................... (Design for Durability) Exposure Classification
5.4.10.3.................... (Design for Durability) Cover for Corrosion Protection
5.6.1.1 ...................... (Properties of Concrete) Strength
5.6.1.7 ...................... (Properties of Concrete) Shrinkage
5.6.1.8 ...................... (Properties of Concrete) Creep
5.6.2.1 ...................... (Properties of Reinforcement) Strength
5.6.3.1 ...................... (Properties of Tendons) Strength
5.6.3.2 ...................... (Properties of Tendons) Modulus of Elasticity
5.6.3.4 ...................... (Properties of Tendons) Relaxation of Tendons
5.13.1.2.................... (Stress Development in Reinforcement) Development Length for Bar in
Tension
5.14.2.2.................... (Embedded Items and Holes in Concrete) Limitations of Materials
5.16.1.1.................... Materials for Concrete and Grout
5.16.1.2.................... (Material Requirements for Concrete and Grout) Normal-class Concrete
5.16.2.1.................... (Material Requirements for Reinforcing Steel) Reinforcement
5.16.3.4.................... (Material Requirements for Prestressing Ducts, Anchorages and Tendons)
Tendons
5A............................ Appendix 5A Reference Documents
6.2.1......................... Yield Stress and Tensile Stress Used in Design
6.3.8......................... Design for Fire Resistance
Railway Supplement to Sections 1 - 5

1.1.1..........................(General Principles) Applicability

PART B TEXT OF AMENDED CLAUSES

IN THE BASE DOCUMENT
SECTION 1 GENERAL
1.1 General Principles
1.1.1 Applicability
Add the following paragraph between paragraphs 2 and 3:
“The Cambodian Bridge Design Standard has been prepared for the design of road,
rail and pedestrian bridges and other bridge-related structures under the jurisdiction of
the Cambodia Ministry of Public Works and Transport, referred to in this document
as the Authority, and also for use by other Authorities and organisations.”
1.3.1 Bridge Carriageway Widths

Page 1.4, Para 2, line 4: replace “600 mm” by “500 mm.”
1.3.2 Edge Clearances for Bridges Without Footways

Replace existing Table 1.3.2 with the following Table:
Table 1.3.2 Edge Clearances for Bridges Without Footways.
TYPE OF ROAD DESIGN EDGE CLEARANCE

STANDARD (EACH SIDE)
Low volume, 2 lane roads, R1, No clearance minimum,
Projected ADT < 150 vehicles/day U1 250 mm preferred
Medium volume, 2 lane roads, R2, R3 250 mm minimum,
Projected ADT 150 to 3000 vehicles/day U2, U3 500 mm preferred
High volume, 2 lane roads, R4, R5, R6 500 mm minimum,
Projected ADT >3000 vehicles/day U4, U5, U6 1000 mm preferred
Note:
Traffic volumes are the expected Annual Average Daily Traffic volumes 30 years ahead.
Design standards are defined in the Cambodian Road Design Standard Part 1 – Geometry.
1.3.4 Vertical Clearance at Structures

In the last paragraph, replace “AS 1742.2” with “the appropriate Authority”.

1.10 Australian Standards

Delete “Australian” from the first paragraph.
Add the following paragraph:
“References to Australian Standards may generally be replaced by references to an

equivalent or similar standard from another country. Where specific provisions of
Australian Standards are required, these standards are either adopted in their original
form as a Cambodian Standard, or the relevant provisions are reproduced in the text
of this Standard.”

SECTION 2 DESIGN LOADS

2.3 Traffic Loading
2.3.3 L44 Lane Loading
Replace the Article as follows:
“The T44 Lane Loading shall consist of a uniformly distributed load as given in Figure
2.3.3 together with a tandem of two concentrated loads 90 kN each spaced at 1.20
m. The L44 Lane Loading shall be considered as uniformly distributed over the width
of a 3 m Standard Design Lane.
For continuous spans the L44 Lane Loading shall be continuous or discontinuous as
may be necessary to produce maximum effects, and the tandem of concentrated loads
shall be placed in such a position as to produce maximum effects. Only one tandem of
concentrated loads shall be used per lane except that one additional tandem of
concentrated loads of equal force shall be placed in each lane in one other span in the
series in such a position as to produce maximum negative moment. The L44 Lane
Loading does not apply for spans less than 10 m.”
2.3.4 Heavy Load Platform Loading

Replace the whole of Article 2.3.4 with the following:
“(a) The HLP 240 design loading shall be applied to bridges on the following road
categories:
- Expressways
- Highways
- Provincial Roads
- Collector Roads
- Arterial Roads
These roads generally will comply with design standards R6/U6, R5/U5 and
R4/U4 of the Cambodian Road Design Standard Part 1 – Geometry.
(b) For a bridge on any other road category, the Authority shall determine if the
bridge shall be designed for the effects of Heavy Load Platform loadings.
(c) For bridges on special designated routes, as determined by the Authority, a

heavy load configuration, which shall be specified by the Authority, shall be
applied.
(d) The Heavy Load Platform (HLP) loadings shall have the following configurations:
i. 12 rows of axles (HLP 240).

ii. The total load per axle shall be 200 kN. The axle load shall be equally
distributed among all wheels.
iii.Axles shall be spaced at 1.8 m centres.
iv. 8 tyres per axle row.
v. The overall width of axles shall be 3.6 m. The lateral spacing of dual wheels
along an axle shall be as shown in Figure 2.3.4.
vi. For continuous bridges, the loading may be separated into two groups
of 6 axles (HLP 240) with a central gap of between 6 m and 15 m,
the gap being chosen to give the most adverse effect.
vii. The tyre contact area for each individual wheel shall be assumed to be
500 mm x 200 mm.”
HLP 240
12 axles @ 200 kN spaced at 1.80 m = total 2400 kN
Overall length 19.80 m
ELEVATION VIEW
500 400 500 800 500 400 500
1400 mm 1400 mm
3600 mm
END VIEW OF AN HLP AXLE
Figure 2.3.4 Heavy Load Platform Loading

2.3.5 Number of Lanes for Design and Lateral Position of

Loads
2.3.5.2 Heavy load platform loading
Replace the first paragraph with the following:
“The HLP 240 Heavy Load Platform loading shall be assumed to centrally occupy
two Standard Design Lanes.”
2.3.8 Fatigue Loading

Replace Table 2.3.8 with the following:
Table 2.3.8 Fatigue Stress Cycles for Traffic Loadings
Fatigue design traffic Number of fatigue stress cycles for bridges on roads of
loading category:
Category R6/U6: All other roads
Expressways, Highways,
Arterial Roads
W7 Wheel loading 2,000,000 500,000
T44 Truck loading 500,000 100,000
L44 Lane loading 100,000 100,000
2.4.2 Dynamic Load Allowance -T44 Truck and L44 Lane

loading
The Dynamic Load Allowance for T44 and L44 loadings shall be 0.35, unless alternative
values based on tests or on dynamic analysis are approved by the Authority.
2.5.2 Braking forces.

For the lengths of the structures between 10m and 60m, the braking force will be:
300 kN + (L-10) m x 6 kN/m
Replace existing Figure 2.5.2 with the Figure on the following page:

700
600
Braking force (kN)

500
400
300
200
100
0
0 10 20 30 40 50 60 70
Length of structure considered
(m)
Figure 2.5.2 Braking Forces
2.5.4 Minimum Lateral Restraint Capacity - Ultimate Limit State

Replace paragraph three with the following:
“Restraints shall have sufficient lateral clearance to allow thermal movements,

especially on wide and curved superstructures. The restraint system for each
continuous section of superstructure shall be capable of resisting an ultimate design
horizontal force normal to the bridge centreline of 200 kN or 5% of the superstructur e
dead load at that support, whichever is greater.
For all bridges over roads, vehicular accesses, railways and navigable waters, the
restraint system shall be designed for an ultimate lateral load of 500 kN in accordance
with the following criteria:
1. Bridges over roads and vehicular accesses. Where the clearance between the
maximum legal load and the underside of the structure is less than 3.5 m, the 500 kN
load shall be applied to the superstructure within the width of the road formation.
2. Navigable waters. Where the clearance between the top of the design vessel,
excluding masts and aerials, to the underside of the bridge superstructure is less than
3.5 m, the load shall be applied to the superstructure within the width of the navigable
waters.
3. Railways. Where the clearance from the railways clearance zone to the underside
of the superstructure is less than 3.5 m, the load shall be applied to the superstructure
within the width of the railway clearance zone plus 10 m either side of the railway
clearance zone.”

2.8 Wind Loads

The whole of Article 2.8 shall be replaced with Clauses 2.8.1 to 2.8.5 as follows:
2.8.1 General
Designing for wind loading is to be based on a static analysis, which is essentially a quasi-
steady analysis approach using a design gust wind speed in conjunction with a mean loading
coefficient. The gust wind speed is the maximum wind speed, averaged over a period of 2
to 3 seconds which occurs in one hour. This approach is limited to conventional structures,
(nominally having a first-mode frequency of vibration of less than 1 Hz). For wind sensitive
structures such as suspension or long-span cable-stayed bridges, which may be subject to
significant wind excited dynamic response, special investigations into the dynamic behaviour
of the structure should be carried out.
The methodology for determining the wind loading here is based on the 92' AUSTROADS
Bridge Design Code and the Australian Standard for Wind Loading, AS 1170.2, to which
acknowledgments are made.
2.8.2 Basic d esign wind speed

The basic gust design wind speeds that shall be used are referenced to a standard exposure
of 10m height above open country terrain, for Serviceability and Ultimate Limit State design
conditions, defined by 20 and 2000 year Return Periods respectively. These are given for
the three Cambodian Regions in Table 2.8.2.
TABLE 2.8.2 Basic Gust Design Wind Speeds (m/sec)
Region Description Serviceability Ultimate

Limit State Limit State
Vs Vu
A Coastal Region within 50 km from the
coast 35 60
Coastal Region for 50 to 100 km from the
coast 35 50
B Coastal Region beyond 100 km from the
coast and Flat Land Region 35 45
C High Land 35 45
2.8.2.1 Derivation of site design gust wind speed (Vz )
The design gust wind speed (Vz ) at the site and for height, z , shall be calculated from the
appropriate limit state basic wind speed given in Table 2.8.2 as follows:

Vz = V M(z,cat) Mt
Where
Vz = The site design gust wind speed at height z, in metres per
second
V = The basic wind speed, (Vu) or (Vs) (see Table 2.8.2), in
metres per second
M(z,cat ) = A gust wind speed multiplier at height z for a terrain
category with upwind distance of at least 2500 m (see
Table 2.8.2.3)
Mt = A topographic multiplier which shall be 1.0 if the
approaching slopes are less than 0.05.
Note: Mz,cat may change from the tabulated values if the structure site is within
the transition zone near the edge of a terrain boundary (see Clause
2.8.2.4)
Irrespective of the calculation in this Clause, the ultimate limit state site design gust wind
speed (V z), shall not be less than 30 m/sec.
For serviceability limit state wind loads in conjunction with traffic loads on a structure, the
selection of a wind speed for a specified return interval is not appropriate and the design
wind speed shall be taken as 35 m/sec in all locations. The effect of wind on the traffic load
need not be considered.
2.8.2.2 Terrain Category
Terrain, over which the approach wind flows towards a structure, shall be assessed on the
basis of the following category descriptions:
(a) Category 1 Exposed open terrain with few or no obstructions and water
surfaces at serviceability wind speeds (V s) only.
(b) Category 2 Open terrain, grassland with few well scattered obstructions
having heights generally from 1.5m to 10.0m and water
surfaces for Vu.
(c) Category 3 Terrain with numerous closely spaced obstructions having the
size of domestic houses (3.0m to 5.0m high).
(d) Category 4 Terrain with numerous large, high (10.0m to 30.0m high) and
closely spaced obstructions such as large city centres and
well-developed industrial complexes.
Selection of terrain category shall be made with due regard to the permanence of the
obstructions which constitute the surface roughness, in particular vegetation in tropical
cyclonic regions shall not be relied upon to maintain a wooded terrain roughness.

2.8.2.3 Terrain and structure height multiplier (M (z,cat) )
The variation of terrain multipliers with height (z) shall be taken from Tables 2.8.2.3.(A) and
2.8.2.3 (B). Designers shall take account of probable future changes to terrain roughness in
assessment of terrain and structure height multipliers M (z,cat)
TABLE 2.8.2.3 (A) Terrain and Structure Height Multipliers for Gust
Wind Speeds in Fully Developed Terrains in Region A
Multiplier M (z,cat)
Height (z)
M Terrain Category 1&2 Terrain Category 3&4
≤3 0.90 0.80
5 0.95 0.80
10 1.00 0.89
15 1.07 0.95
20 1.13 1.05
30 1.20 1.15
40 1.25 1.25
50 1.29 1.29
75 1.35 1.35
≥ 100 1.40 1,40
TABLE 2.8.2.3 (B) Terrain and Structure Height Multipliers for Gust
Wind Speeds in Fully Developed Terrains in Regions B & C
Multiplier M (z,cat)
Height (z) Terrain Terrain Terrain Terrain
M Category 1 Category 2 Category 3 Category 4
≤3 0.99 0.85 0.75 0.75

5 1.05 0.91 0.75 0.75
10 1.12 1.00 0.83 0.75
15 1.16 1.05 0.89 0.75

20 1.19 1.08 0.94 0.75
30 1.22 1.12 1.00 0.80
40 1.24 1.16 1.04 0.85

50 1.25 1.18 1.07 0.90

75 1.27 1.22 1.12 0.98
100 1.29 1.24 1.16 1.03

150 1.31 1.27 1.21 1.11
200 1.32 1.29 1.24 1.16
2.8.2.4 Changes in terrain category
Where, for the direction under consideration, the wind approaches across ground
with changes in terrain category within 2500 m of the structure, M(z,cat) shall be
taken as the weighted average terrain and structure height multiplier over the
2500m upwind of the structure at height z above ground level.
For evaluation at height z, a change in terrain incorporates a lag distance (x i)

1.25
 z 
xi = zo,r  
0.3 zo,r 
zo,r = larger of the two roughness lengths at a boundary between roughnesses (given in
Table 2.8.2.4)
z= height of the structure for which the design velocity is required.
Note: For height less than 10m the lag distance should be taken as 1.0.
TABLE 2.8.2.4 Roughness Lengths for Terrain Categories

Terrain category Roughness length (m)
Terrain category 1 0.002
Terrain category 4 2
The weighted average of Mz,cat is weighted by the length of each terrain upwind
of the structure allowing for the lag distance at each terrain category change for a
distance of 2500 m, as shown in Figure 2.8.2.4.

2500 m
xt 3 xt4 xt2
Wind direction
z z
z
Terrain cat 3 Terrain cat 4 Terrain cat 2
lag distance lag distance

x i tc3 / tc4 x i tc4 / tc2
M z , 2 xt 2 + M z , 4 xt 4 + M z , 3 xt 3
M z ,cat = for the case illustrated
2500
Figure 2.8.2.4 Changes in Terrain Category
2.8.2.5 Topographic multiplier (Mt)
For bridge sites approach slopes are usually less than 0.05, and for which Mt = 1.0.
However, if approach slopes are greater than 0.05 the Topographic Multiplier from Table
3.2.8 in AS 1170.2-1989 shall be used.
2.8.3 Transverse wind load

The transverse wind load shall be taken as acting horizontally at the centroids of the
appropriate areas, and shall be calculated as follows:
(a) Serviceability design transverse wind load Wt s*
Wt s* = 0.0006 Vs2 At Cd (kN)
(b) Ultimate design transverse wind load Wt u*
Wt u* = 0.0006 Vu At Cd (kN)
where:
Vs = design wind speed for Serviceability Limit States (m/sec)
Vu = design wind speed for Ultimate Limit States (m/sec)
At = area of the structure for calculation of wind load (m2 )
Cd = drag coefficient.

2.8.3.1 Area of structure for calculation of transverse wind load, At
The area of the structure or element under consideration shall be the solid area in normal
projected elevation subject to the following provisions:
(a) Superstructures with solid parapets
The area of the superstructure shall include the area of the solid windward parapet,
but the effect of the leeward parapet need not be considered.
(b) Superstructures with open parapets
The total load shall be the sum of the loads for the superstructure, the windward
barrier and the leeward barrier considered separately. Where there are more than
two parapets or safety fences, irrespective of the width of the superstructure, only
those two elements having the greatest unshielded effect shall be considered.
(c) Piers
Shielding shall not be considered.
2.8.3.2 Calculation of drag coefficients, Cd
(a) Drag coefficient for all superstructures with solid elevation
For superstructures with or without traffic load, C d shall be derived from

Figure 2.8.3.2 where
b = depth of bridge between outer faces of parapets
d = depth of superstructure (including solid parapet if applicable).
(b) Drag coefficient for truss girder superstructures
The wind force on truss girder superstructures shall be calculated by considering each
component individually, using the drag coefficients C d from Appendix B in AS 1170.2.
(c) Drag coefficients for beams during erection
The drag coefficient for beams and girders during erection stages shall be calculated
for individual beams using Figure 2.8.3.2. Shielding shall not be considered for
individual beams, but may be allowed for when two or more beams are connected,
provided the ratio of the clear distance between beams to the depth does not exceed
7. Under such circumstances, the drag coefficient for the combination may be taken
as 1.5 times the value for an individual beam.

(d) Drag coefficient for parapet railings, parapet barriers and substructures.
Drag coefficients shall be obtained from Appendix B in AS 1170.2.
Figure 2.8.3.2 Drag Coefficient Cd for Superstructures with Solid

Elevation
NOTES
1. The values given assume a vertical elevation and a horizontal wind
2. Where the windward face is inclined to the vertical, the drag coefficient C d may be reduced by
0.5% per degree of inclination from the vertical, subject to a maximum reduction of 30%.
3. Where the windward face consists of a vertical and a sloping part or two sloping parts inclined
at different angles, the wind load shall be derived as follows:
(a) The basic drag coefficient C d is calculated using the total depth of the structure.
(b) For each non-vertical face, the basic drag coefficient calculated above is reduced in
accordance with Note 2.
(c) The total wind load is calculated by applying the appropriate drag coefficients to the
relevant areas.
4. Where a superstructure is superelevated, Cd shall be increased by 3% per degree of inclination

to the horizontal, but not by more than 25%.
5. Where a superstructure is subject to wind inclined at not more than 5 degrees to the horizontal,
C d shall be increased by 15%. Where the angle of inclination exceeds 5 degrees, the drag
coefficient shall be derived from tests.
6. Where a superstr ucture is superelevated and also subject to inclined wind, the drag coefficient
shall be the subject of special investigation.
2.8.4 Longitudinal Wind Load

For piers, truss bridges and other superstructure forms which present a significant surface
area to wind loads parallel to the longitudinal centreline of the structure, a longitudinal wind

load shall be considered. The serviceability and ultimate design longitudinal wind loads shall
be calculated in a manner similar to those for transverse wind loads.
Longitudinal wind loads on the superstructure may also be significant during the construction
stage of some bridge types which are not affected by these loads at normal service levels.
2.8.5 Vertical Wind Load

An upward or downward vertical wind load, acting at the centroid of the appropriate area,
shall be calculated as follows:
(a) Serviceability design vertical wind load Wvs* (kN)
Wv s* = 0.00045 Vs2 Ap
(b) Ultimate design vertical wind load Wvu* (kN)
Wvu* = 0.00045 Vu2 Ap
where
Vx = design wind speed for Serviceability Limit States (m/sec)
Vu = design wind speed for Ultimate Limit States (m/sec)
Ap = bridge area in plan (m2 ).
The above relationships may be used provided the angle of inclination of the wind to the
structure is less than 5 degrees. For inclinations in excess of 5 degrees, the lift coefficient
shall be investigated by testing.
2.9 Thermal Effects

2.9.2 Variation in Average Bridge Temperature
Second paragraph, delete the following sentence:
“eg frost pockets and sheltered low-lying areas where the minimum shade air
temperature may be substantially lower”
Replace the Table 2.9.2 (a) with the following:

Table 2.9.2 (a) Shade Air Temperatures

0
SHADE AIR TEMPERATURES ( C)
CLIMATIC REGION (1) Maximum Minimum
Coastal (2) 40 11
Flat Land and High Land (3) 42 8
Notes: 1) For the extent of climatic regions refer to Figure 2.9.2
2) For locations less than 20 km from the sea coast the maximum temperature
may be reduced by 2 0 C and the minimum temperature increased by 3 0 C
3) For locations with altitude greater than 1000 m above the sea level the
maximum temperature shall be reduced by 10 0 C and the minimum
temperature shall be reduced by 5 0 C.

Add the following Figure 2.9.2:
Figure 2.9.2 Climatic Regions in Cambodia
2.9.3 Differential Temperatures.

In Figure 2.9.3, replace the “Regional Values for T” and associated information with the
following:
LOCATION OF THE BRIDGE T

1. All locations less than 500 m above sea level 13 0C
2. All locations more than 500 m above sea level 18 0C

2.13 Earthquake Forces

2.13.1 General
Replace the whole of the Clause with the following:
“There are no records of seismographs inside Cambodia in the World Earthquake

database. Information gathered in neighbouring countries indicates there are no
recorded epicentres in Cambodia.
A uniform acceleration coefficient of a = 0.05 is considered to be appropriate

throughout Cambodia.”
2.13.2 Earthquake Resistant Design

Insert between the second and the third paragraph:
“As a minimum requirement for conditions prevailing in Cambodia, the ends of deck at
abutments and at piers of simply supported structures shall allow for a minimum 200
mm of horizontal displacement additional to displacements calculated for other
loadings, without falling off the edge of the support.”
2.13.4 Equivalent Quasi-Static Earthquake Forces

(a) Seismicity factor, α
Delete Table 2.13.4.1 and replace the text with the following:
“The value of Seismicity Factor shall be determined by the application of the following
relationship to the acceleration coefficient, a:
For a # 0.08 α = 0.13”
(e) Site-structure resonance factor, S
Replace the text with the following:
“The Site-Structure Resonance Factor shall be either taken as 1.5 or determined from
Table 2.13.4 (e):

Table 2.13.4.(e) Site-Structure Resonance Factors

SOIL PROFILE SITE-STRUCTURE
RESONANCE
FACTOR S
A profile of rock materials with rock strength low or better 0.67
A soil profile with either;
(a) Rock material with extreme low or very low strength
characterised by shear wave velocities greater than 760 m/sec, or
(b) not more than 30 m of :medium dense to very dense coarse 1.0
sands and gravels;
firm, stiff or hard clays; or
controlled fill
A soil profile with more than 30 m of :
Medium dense to very dense coarse sand and gravels :
Firm, stiff or hard clays; or 1.25
Controlled fill
A soil profile with a total depth of 20 m or more and containing 6 to 12 m
of:
1.5
Very soft to soft clays;
Very loose or loose sands;
Silts; or
Uncontrolled fill
A soil profile with more than 12 m of;
Very soft to soft clays:
Very loose or loose sands; 2.0
Silts; or
Uncontrolled fill characterised by shear wave velocities less
than 150 m/sec
2.19 Road Signs and Lighting Structures

2.19.3 Design Wind Speeds
2.19.3.2 Ultimate Limit State
Replace the first line with the following:
“The basic design gust wind speed shall be:”
Replace “200 year return interval wind speed *” with “ 0.85 Vu* ”
Replace “* Determine from AS 1170.2” with “ The design wind speed, Vu, shall be
determined from Clause 2.8.2.1 which includes the application of height and topographical
multipliers.”
2.19.4 Design Wind Pressure

The design wind pressure q* (kPa), for Serviceability or Ultimate Limit States, may be
calculated using the following equivalent dynamic pressure approach:

Q * = 0 .61 C d V 2 10 −3
where
V = the basic wind speed (VU ) or (VS) (see Table 2.8.2), in metres per second.
Cd = drag coefficient, determined from AS1170.2 or Table 2.19.4, as appropriate.
Note: For tall slender structures, such as high masts, the equivalent dynamic pressure
approach may be unconservative. As an alternative the gust-energy or gust-
factor method of determining design wind loads may be employed.

SECTION 3 FOUNDATIONS
The AUSTROADS Code includes provisions for the determination of ultimate pile
resistance design of pile footings by a choice of methods, including static analysis, dynamic
analysis or static load testing, and provides the appropriate material factors for
determination of the design resistances.
In view of the broad range of acceptable methods, which also include the current practice
in Cambodia, it is not considered necessary to modify this Section.
The following Australian Standards referred to in the text have been replaced:
AS 2042 replaced by AS 2041

AS1342 replaced by AS 4058
SECTION 4 BEARINGS AND DECK JOINTS

There are no amendments to Section 4 except that AS 1511, referred to in Clause 4.14.3,
has been replaced by AS 4100.
Refer to Section 4 Commentary for revised Articles C4.3 and C4.17

SECTION 5 CONCRETE
5.1 Scope and General
5.1.1 Scope and Application
5.1.1.2 Application
Add after (a):
“Compressive strength of concrete is defined in this Code on the basis of tests carried
out on standard test cylinders 150 mm diameter by 300 mm long. Where concrete
strength is to be determined on the basis of tests carried out on samples of other
dimensions, this fact shall be clearly stated on the drawings and in the specification.
Where standard 150 mm x 150 mm x 150 mm concrete cubes are used for testing,
the equivalent standard cylinder strength may be obtained from:
  f cube
'
 '
f c' = 0 .76 + 0 .2 log 10   f cube
  15 
5.1.5 Construction
Add the following paragraph at the end of the Article:
“The tolerances for position and size of the structure and members are reproduced in
Clause C5.15. More stringent tolerances may be required for reasons of
serviceability, fit of components, or aesthetics of the structure. These will be specified
in the Construction Specifications issued by relevant Authorities.”
5.2 Design Requirements and Procedures

5.2.4 Design for Serviceability
5.2.4.3 Cracking
Refer to the Commentary for examples of additional requirements stipulated by some Road
Authorities in Australia to supplement the requirements related to cracking.

5.4 Design for Durability.

5.4.3 Exposure Classification
Replace the existing Table 5.4.3 with the new Table 5.4.3.
Table 5.4.3 Exposure Classifications

SURFACE AND EXPOSURE ENVIRONMENT EXPOSURE
CLASSIFICATION
1 SURFACES OF MEMBERS IN CONTACT WITH THE GROUND (Note
1)
(a) Members in non-aggressive soil (Note 2) B1
(b) Members protected by a damp-proof membrane A
(c) Members in aggressive soils (Note 3) U
2 SURFACES OF MEMBERS IN INTERIOR ENVIRONMENT
Fully enclosed within a structure except for a brief period of
weather exposure during construction. A
3 SURFACES OF MEMBERS IN ABOVE-GROUND EXTERIOR
ENVIRONMENTS IN AREAS THAT ARE:
(a) Inland & near-coastal (> 1 km from coastline). B1
(b) Coastal (Up to 1 km from coast-line but excluding tidal and
splash zones) (Note 4). B2
4 SURFACES OF MEMBERS IN WATER (Note 1)
(a) In fresh water B1
(b) In sea water or ground water containing salt:
(i) permanently submerged B2
(ii) In tidal or splash zone C
(c) In soft or running water U
5 SURFACES OF MEMBERS IN OTHER ENVIRONMENTS
Any exposure environment not described in Items 1 to 4 above U
Notes: 1) Members, such as piles without permanent steel casing, shall be classified as members
in water unless it is proved by geotechnical investigation that no part of the member is
below the permanent water table level.
2) If testing has been undertaken to ascertain that the soil in contact with concrete is non-
aggressive, then exposure classification A may be used, provided that the soil is not
subject to wetting and drying. Typically, members in the top 500 mm of soil would not
qualify for this reduction.
3) Permeable soils with pH < 4.0 or with ground level containing more than one gram per litre
of sulphate ions, would be considered aggressive.
4) For the purpose of this Table, the coastal zone includes locations within 1 km of the
shoreline of the large expanses of salt water, eg river deltas affected by tides. Where there
are strong prevailing winds or vigorous surf, the distance should be incr eased beyond 1
km and higher levels of protection should be considered. Proximity to small salt water
bays, estuaries and rivers may be disregarded, except for structures immediately over or
adjacent to such bodies of water.

5.4.10 Requirements for Cover to Reinforcing Steel and

Tendons
5.4.10.3 Cover for corrosion protection
Add at the end of Clause 5.4.10.3 (b):
“In cases where the standard of formwork is likely to be lesser than specified by
AS 3610 - Formwork for Concrete, the values in Table 5.4.10.3 (A) shall be suitably
increased.”
5.6 Design Properties of Materials

5.6.1 Properties of Concrete
5.6.1.1 Strength
Add at the end of this Clause:
“For the definition of the compressive strength of concrete refer to Clause 5.1.1.2.”
5.6.1.7 Shrinkage
For the applicability of the curves for the shrinkage coefficient k 1 appropriate for the relative
humidities applicable in Cambodia refer to clause C5.6.1.7.
5.6.1.8 Creep
For the applicability of the curves for the creep factor coefficient k2 appropriate for the
relative humidities applicable in Cambodia refer to clause C5.6.1.8.
5.6.2 Properties of Reinforcement

5.6.2.1 Strength
Add the following paragraph after the existing first paragraph:
“Reinforcing bars, steel hard drawn wires and welded wire fabric to the ASTM
Standards may be also used follows:
Type Australian Standard ASTM Standard
Deformed bars AS 1302 A 615 Grade 60*

Steel wire AS 1303 A 185
Welded wire fabric AS 1304 A 82
* Bars to A 615 are not weldable.”

Add the following paragraph at the end of this Clause:
“The AUSTROADS Code provision for design of concrete are based on main
reinforcement deformed bars with yield strength of 400 MPa; refer to Table 5.6.2.1.
Reinforcement of higher yield strengths may be sometimes available. Currently the use
of such reinforcing bars is not fully covered by this Code, unless they are used on the
basis of fsy = 400 MPa.
5.6.3 Properties of Tendons

5.6.3.1 Strength
Add at the end of (a) add the following:
“The nearest equivalent ASTM standards are:
ASTM 416-96 Standard Specification for Steel Strand, Uncoated Seven-Wire

for Prestressed Concrete
ASTM A722-97 Standard Specification for Uncoated High-Strength Steel Bar for
Prestressing Concrete.
ASTM A882/A882M-96 Standard Specification for Epoxy-Coated Seven-Wire
Prestressing Steel Strand.
ASTM A886/A886M-96 Standard specification for Steel Strand, Indented, Seven-
Wire Stress-Relieved for Prestressed Concrete.
If the tendons are to be supplied to ASTM Standards, the parameters provided in

Table 5.6.3.1 for tendons made and supplied to AS 1310 to AS 1313 shall be
modified in accordance with the appropriate parameters specified by the ASTM
Standards.”
5.6.3.2 Modulus of elasticity
Add the following at the end of (a):
“If tendons are to be supplied to ASTM Standards, the modulus of elasticity of

tendons shall be taken as specified by the appropriate ASTM standards.”
5.6.3.4 Relaxation of tendons
(b) Basic relaxation
Add the following:
“(iii) If tendons are to be supplied to ASTM Standards, the basic relaxation of

tendons shall be as specified by the appropriate ASTM standards.”

5.13 Stress Development and Splicing of Reinforcement

and Tendons
5.13.1 Stress Development in Reinforcement
5.13.1.2 Development length for bar in tension.
(b) Deemed-to-comply development length
Add the following:
“(vi) fsy does not exceed 400 MPa.”
5.14 Joints, Embedded Items, Fixings and Connections

5.14.2 Embedded Items and Holes in Concrete
5.14.2.2 Limitations of materia ls
In Article (a) replace “AS 3600” by “the Authority”.
5.16 Material Requirements

5.16.1 Material Requirements for Concrete and Grout
5.16.1.1 Materials for concrete and grout
(a) Portland Cement
Add the following at the end of the sub-clause:
“Cement complying with ASTM C150 Standard Specification for Portland Cement
Type I would also be acceptable.”
(b) Blended cements.
“ASTM C595M Standard Specification for Blended Hydraulic Cements (Metric) is

the nearest equivalent ASTM specification that covers blended cements. It contains
more types than the Australian Standard.”
(c) Fly ash.
Replace “AS 3583.1” with “AS 3582.1”.

“The ASTM C618 Standard Specification for coal Fly Ash and Raw or Calcined
Natural Pozzolan for Use as a Mineral Admixture in Concrete is the nearest
equivalent.”
(d) Slag.
Replace “AS 3972” with “AS 3582.1”.
“The ASTM C989 Standard Specification for Ground Granulated Blast Furnace Slag
for Use in Concrete and Mortars is the nearest ASTM equivalent.”
Add new sub-clause after (d) as follows:
“(e) Silica fume
Silica fume shall comply with AS 3582.3
The ASTM C 1240 Standard specification for Silica Fume for Use as a Mineral
Admixture in Hydraulic Cement, Concrete, Mortar and Grout is the nearest
equivalent.”
Renumber existing sub-clause (e) as follows:
“(f) Aggregates”
and add the following to the end of the renumbered sub-clause:
“ASTM C33 Standard Specification for Concrete Aggregates is the nearest

equivalent ASTM standard.”
Renumber existing sub-clause (f) as follows:
“(g) Water”
Renumber existing sub-clause (g) as follows:
“(h) Chemical admixtures”
and add the following to the end of the renumbered sub-clause:
“ASTM C494 Standard Specification for Chemical Admixtures in Concrete is the

nearest equivalent standard. Other relevant ASTM Standards are ASTM C260

Standard Specification for Air-entraining Admixtures of Concrete and ASTM C1017

Standard Specification for Chemical Admixtures for Use in Producing Flowing
Concrete.
Cellulose-type chemical water thickeners may be used in grout (See SAA MP 20

Part 3).”
Renumber existing sub-clause (h) as follows:
“(i) Other materials”
5.16.1.2 Normal-class concrete
Replace Article 5.16.1.2 (d)(i) with the following:
“Cement shall comply with AS 3972 alone or in combination with one or more
cementitious materials.”
5.16.2 Material for Reinforcing Steel

At the end of the Article, add the following:
“Alternative ASTM Standards are listed in Article 5.6.2.1.”
5.16.3 Material Requirements for Prestressing Ducts,

Anchorages and Tendons
5.16.3.4 Tendons.
At the end of the first paragraph add the following:
“The nearest equivalent ASTM standards are:
ASTM 416-96 Standard Specification for Steel Strand, Uncoated Seven-Wire

for Prestressed Concrete
ASTM A886/A886M-96 Standard specification for Steel Strand, Indented, Seven-
Wire Stress-Relieved for Prestressed Concrete.”

Appendix 5A Reference Documents

Add the following references:
“AS 3582.1 Supplementary Cementitious Materials for use with Portland and
Blended Cement - Fly Ash
AS 3582.2 Supplementary Cementitious Materials for use with Portland and
Blended Cement - Ground Granulated Iron Blast Furnace Slag
AS 3582.3 Supplementary Cementitious Materials for use with Portland and
Blended Cement - Silica Fume
ASTM A615 Standard Specification for Deformed and Plain Billet Steel Bars for
Concrete Reinforcement
ASTM A185 Standard Specification for Steel Welded Wire Fabric, Plain, for
Concrete Reinforcement
ASTM A82 Standard Specification for Steel Wire, Plain, for Concrete
Reinforcement
ASTM 416-96 Standard Specification for Steel Strand, Uncoated Seven-Wire for
Prestressed Concrete
ASTM A886/A886M -96 Standard specification for Steel Strand, Indented, Seven-Wire
Stress-Relieved for Prestressed Concrete.
ASTM C150 Standard Specification for Portland Cement Type I would also be
acceptable.
ASTM C595M Standard Specification for Blended Hydraulic Cements (Metric)
ASTM C618 Standard Specification for coal Fly Ash and Raw or Calcined Natural
Pozzolan for Use as a Mineral Admixture in Concrete
ASTM C989 Standard Specification for Ground Granulated Blast Furnace Slag
for Use in Concrete and Mortars
ASTM C1240 Standard specification for Silica Fume for Use as a Mineral Admixture in
Hydraulic Cement, Concrete, Mortar and Grout
ASTM C33 Standard Specification for Concrete Aggregates
ASTM C494 Standard Specification for Chemical Admixtures in Concrete
ASTM C260 Standard Specification for Air-entraining Admixtures of Concrete
ASTM C1017 Standard Specification for Chemical Admixtures for Use in Producing
Flowing Concrete.”
The following Australian Standards referred to in Section 5 have been withdrawn:
AS1312
AS 1314

ECTION 6 STEEL AND COMPOSITE

S
CONSTRUCTION
6.2 Materials
6.2.1 Yield Stress and Tensile Stress used in Design.
Add the following new Article after 6.2.1.1:
“6.2.1.3 Equivalent ASTM Standards
The revised Table 6.2.1 includes nearest, but not exact, equivalent ASTM Standards
and Grades. An exact equivalent is not possible to specify as there is sometimes none
available or because part of the standard complies, but other part may not (eg the
range of thicknesses).
In critical cases both standards (AS and ASTM) should be compared and the
designer should establish the full compatibility of the ASTM Standard for the intended
use.
Table 6.2.1 Strength of Steels Complying with AS 1163, AS 1594, AS

3678 and AS 3679.
Steel Form Steel Grade Thickness Yield Tensile ASTM ASTM
Standard of material Stress Streng th No. Grade
(t), (mm) (MPa) (MPa)
AS 1163 Hollow Sections C450 All 450 500
C450 L0 All 450 500
C350 All 350 430
C350L0
C250 All 250 320

C250L0
AS 1594 Plate & Strip XF500 All 480 570 A715 Gr 70
(see
Note)
Plate, Strip & Hd400 All 400 460 A572 Gr 60
Floorplate
Plate & Strip XF400 t ≤ 3.5 380 460 A715 Gr 60
t > 3.5 360 440 A715 Gr 60
Plate, Strip & Hd350 All 350 430 A572 Gr 50
Floorplate
Plate & Strip HW350 All 340 450 A606
Plate, Strip & Hd300/1 All 300 430 A41 4 Gr B
Floorplate Hd300 All 300 400 A572 Gr 42
Plate & Strip XF300 All 300 440 A715 Gr 50
Plate, Strip & Hd250 All 250 350 A36
Floorplate Hd200 All 200 300 A570 Gr 30

Table 6.2.1 (Continued)

Standard of material Stress Strength No. Grade
AS 3678 Plate 400 t ≤ 12 400 480 A572 Gr 60
400L15
400 12<t ≤ 20 380 480 A572 Gr 60
400L15
400 20<t ≤ 50 360 480 A572 Gr 60
400L15
350 T ≤ 12 360 450 A572 Gr 50
350L15
Plate 350 12<t ≤ 20 350 450 A 572 Gr 50
350L15
350 20<t ≤ 80 340 450 A 572 Gr 50
350L15
350 80<t ≤150 330 450 A 572 Gr 50
350L15
WR350/1 T ≤ 50 340 450 A 871 Gr 60
WR350/L0
Plate & Floorplate 300 T≤8 320 430 A529 Gr 42
300L15
Plate 300 8<t ≤ 12 310 430 A529 Gr 42
300L15
300 12<t ≤ 20 300 430 A529 Gr 42
300L15
300 20<t ≤ 150 280 430 A529 Gr 42
300L15
Plate & Floorplate 250 t≤8 280 410 A 36
250L15
250 8<t ≤ 12 260 410 A 36
250L15
Plate 250 12<t ≤ 50 250 410 A 36
250L15
250L15 50<t ≤ 150 240 410 A 36
250 50<t ≤ 80 240 410 A 36
250 80<t ≤ 150 230 410 A36
Plate & Floorplate 200 t ≤ 12 200 300 A 283 Gr C
AS 3679 Sections & Flat 350 T ≤ 12 360 480 A 572 Gr 50
Bars 350L0
350L15
350 12 <t <40 340 480 A 572 Gr 50
350L0
350L15
350 t ≤ 40 330 480 A 572 Gr 50
350L0
350L15
WR350/1 T ≤ 12 340 480 A 871 Gr 60
WR350/1L0
WR350/2 T ≤ 50 340 480 A 871 Gr 60
WR350/2L0 T ≤ 30 340 480 A 871 Gr 60
WR350/2L15 300 430
300, 300L0 A529 Gr42
300L15


250 t ≤ 12 260 410 A 36
250L0
250L15
250 12 < t < 40 250 410 A 36
250L0
250L15

Table 6.2.1 (Continued)

AS 3679 Sections & Flat 250 t ≥ 40 230 410 A 36
bars (cont.) 250L0
250L15
AS 3679 Round, Square & 350 t ≤ 50 340 480 A 572 Gr 50
Hexagonal Bars 350L0
350L15
350 50<t<100 330 480 A 572 Gr 50
350LO
350L15
350 t ≥ 100 320 480 A 572 Gr 50
WR350/1 T ≤ 12 340 480 A 871 Gr 60
WR350/1LO
WR350/2 T ≤ 50 340 480 A 871 Gr 60
WR350/2LO T ≤ 30 340 480 A 871 Gr 60
WR350/2L15
250, 250 LO, T ≤ 50 250 410 A 36
250L15
250 50 < t < 100 250 410 A 36
250 100 ≤ t 230 410 A 36
AS 3689.2 Welded Section 400 8 < t ≤ 12 400 480 A 572 Gr 60
400L15 12< t ≤ 20 380 480
20< t ≤ 50 360 480
WR150/1 8 < t ≤ 50 340 450 A 871 Gr 60
WR350/1LO
300 8 < t 20 300 430 A 529 Gr 42
300L15 20 < t 50 300 430
6.2.4 Fasteners
The Australian Standard AS 1285 referred to in the text has been withdrawn.
6.3.8 Design for Fire Resistance

Replace the existing Article with the following:
“In instances where it is considered necessary for a bridge to be designed for fire
resistance (for example, railway underbridges near railway stations) the relevant
policies of the Authority shall be observed and specialist literature on the design for
fire resistance shall be consulted.”

SECTION 7 RATING
There are no amendments to Section 7.
RAILWAY SUPPLEMENT TO SECTIONS 1-5

1.1 General Principles
1.1.1 Applicability
In the first line replace “Australia” with “Cambodia”.

RBHraCaNacRkkm<úCa
KINGDOM OF CAMBODIA
bTdæan
sikSaKMerags<an
BRIDGE DESIGN
STANDARD
COMMENTARY
CAM PW.04.102.99
1999
AMENDMENTS TO BASE DOCUMENT BRIDGE DESIGN COMMENTARY
BLANK

BRIDGE DESIGN COMMENTARY AMENDMENTS TO BASE DOCUMENT
TABLE OF CONTENTS
SECTION C1 - GENERAL
C1.1 General Principles ................................ ................................ .......................5
C1.1.1 Applicability ................................ ................................ .................... 5
C1.3 Geometric Requirements - Carriageway Widths and Vertical Clearances. .........5
C1.3.1 Bridge Carriageway Widths................................ ...............................5
C1.3.2 Edge Clearances for Bridges Without Footways ................................ .5
SECTION C2 - LOADS
C2.3 Traffic Loading ................................ ................................ .............................5
C2.3.3 L44 Lane Loading ................................ ................................ ............ 5
C2.3.4 Heavy Load Platform Loading................................. ...........................5
C2.3.5 Number of Lanes for Design and Lateral Position of Loads. ..................6
C2.3.5.2 Heavy load platform loading................................. .......6
C2.3.8 Fatigue Loading................................ ................................ ...............6
C2.4 Dynamic Load Allowance................................. ................................ ............ 6
C2.4.1 General................................ ................................ ...........................6
C2.4.2 Dynamic Load Allowance - T44 Truck and L 44 Lane Loadings .............6
C2.5 Horizontal Forces Due to Traffic ................................ ................................ ....7
C2.5.2 Braking forces ................................ ................................ .................7
C2.5.4 Minimum Lateral Restraint Capacity - Ultimate Limit State ..................7
C2.8 Wind Loads ................................ ................................ ................................ 8
C2.8.2 Basic Wind Speeds ................................ ................................ .........8
C2.8.2.3 Terrain and structure height multipliers, and.................8
C2.8.2.4 Changes in terrain category. ................................ ......8
C2.9 Thermal Effects................................ ................................ ...........................8
C2.9.2 Variation in Average Bridge Temperature................................ ............ 8
C2.9.3 Differential Temperature................................ ................................ .. 10
C2.13 Earthquake Forces ................................ ................................ .................... 10
C2.13.1 General................................ ................................ ......................... 10
C2.13.2 Earthquake Resistant Design................................ .......................... 10
C2.13.4 Equivalent Quasi-Static Earthquake Forces................................. ..... 11
C2.19.3 Design Wind Speeds ................................ ................................ ..... 12
C2.19.3.2 Ultimate limit state................................ .................. 12
SECTION C3 - FOUNDATIONS ................................ ................................ ............ 13
SECTION C4 - BEARINGS AND DECK JOINTS
C4.3 Loads and Movements................................. ................................ .............. 13
C4.14 Deck Joints................................ ................................ ...............................13
C4.14.7 Proprietary Deck joints................................ ................................ ...13
SECTION C5 - CONCRETE
C5.1 Scope and General ................................ ................................ .................... 14
C5.1.1 Scope and Application ................................ ................................ ...14
C5.1.1.2 Application. ................................ ............................ 14
C5.1.5 Construction................................ ................................ .................. 14
C5.2 Design Requirements and Procedures................................ ......................... 15
C5.2.4 Design for Serviceability ................................ ................................ . 15
C5.2.4.3 Cracking ................................ ................................ 15
C5.2 Design for Durability................................ ................................ ...................16
C5.4.3 Exposure Classification................................. ................................ . 16
C5.4.10 Requirements for Cover to Reinforcing Steel and Tendons.................. 17
C5.4.10.3 Cover for Corrosion Protection................................ .. 17
C5.6 Design Properties and Materials ................................ ................................ . 17
C5.6.1 Properties of Concrete................................ ................................ .... 17
C5.6.1.7 Shrinkage and ................................ ........................ 17
MINISTRY OF PUBLIC WORKS AND TRANSPORTJuly 1999 Page 3 of 25

C5.7.1.8 Creep ................................ ................................ .....17

C5.6.2 Properties of Reinforcement ................................ ............................ 18
C5.6.2.1 Strength ................................ ................................ .18
C5.6.3 Properties of Tendons................................. ................................ ....18
C5.8.6 Crack Control of Beams................................ ................................ ..18
C5.13 Stress Development and Splicing of Reinforcement and Tendons. ..................19
C5.13.1 Stress Development in Reinforcement................................ ..............19
C5.13.1.2 Development length of bar in tension. ........................ 19
C5.16 Material Requirements ................................ ................................ ...............20
C5.16.1 Material Requirements for Concrete and Grout. ................................ .20
C5.16.2 Material for Reinforcing Steel................................ ...........................20
C5.16.3 Material Requirements for Prestressing Ducts, Anchorages and
Tendons................................. ................................ .......................21
C5.16.3.2 Anchorages. ................................ ...........................21
C5.16.3.4 Tendons ................................ ................................ .21
SECTION C6 - STEEL AND COMPOSITE CONSTRUCTION
C6.2 Materials................................ ................................ ................................ ...21
C6.2.1 Yield Stress and Tensile Stress used in Design ................................ 21
C6.2.1.3 Equivalent ASTM Standards ................................ .....21
SECTION C7- RATING
C7.7 SUPPORTING INFORMATION. ................................ ................................ ...21
C7.7.1 Publications ................................ ................................ ..................21
C7.7.2 Other Information ................................ ................................ ...........22
RAILWAY SUPPLEMENT TO SECTIONS C1-5
SECTION C2 - DESIGN LOADS
C2.3 Traffic Loading ................................ ................................ ..........................23
C2.3.12 300-A-12 Railway Traffic Loading ................................ .....................23
APPENDIX A
NAASRA BRIDGE DESIGN SPECIFICATION 1976 - SECTION 3 - LOAD DISTRIBUTION .25

SECTION C1 - GENERAL
C1.1 General Principles
C1.1.1 Applicability
The range of bridges for which the ‘92 AUSTROADS Code is applicable has been
extended to include railway bridges; Clause 1.1.1 of the Railway Supplement refers.
The provisions of Clause 1.1.1. have been extended for the use by the Ministry of
Public Works and Transport and also for use by any other Authority or organisation.
C1.3 Geometric Requirements - Carriageway Widths and

Vertical Clearances.
C1.3.1 Bridge Carriageway Widths
The minimum set back distance of the kerb on bridge has been adjusted to suit the other
adopted horizontal clearances.
C1.3.2 Edge Clearances for Bridges Without Footways

The edge clearances on bridges without footways have been coordinated with values
included in the Road Design Manual.
SECTION C2 - LOADS
C2.3 Traffic Loading
C2.3.3 L44 Lane Loading
Replace the second paragraph with the following:
“L 44 has been slightly modified at the request of Cambodian Authorities.
The tandem of concentrated loads is not intended to represent heavy axles, but it is
merely an analytical device used to simulate the bending and shearing effects
caused by actual vehicle loading”.
C2.3.4 Heavy Load Platform Loading.

Replace the second paragraph with the following:

“The application of HLP 240 is mandatory for all bridges on Expressways,

Highways, Provincial Roads, Secondary Roads and Arterial roads. For bridges on
other roads it is not mandatory. However, the Authority should consider:“
C2.3.5 Number of Lanes for Design and Lateral Position of

Loads.
C2.3.5.2 Heavy load platform loading.
This Clause has been only amended to include the HLP 240. The Authority may specify
other special HLP loading on specially designated roads.
C2.3.8 Fatigue Loading

No additional commentary is provided.
C2.4 Dynamic Load Allowance.

C2.4.1 General
Replace the last two sentences (commencing with ‘Because…) with the following:
“The constant dynamic load allowance for T44 and L44 loadings for all span
lengths is based on the AASHTO approach and its magnitude is broadly that
corresponding to dynamic responses of short and medium span bridges. Longer
span bridges normally have low first flexural frequencies and therefore lower
dynamic load allowances may be applicable. However, with increasing length of
span the ratio of live load to dead load is decreasing and therefore the ratio of the
dynamic load allowance to the total load is also decreasing. In addition, the CBDS
also provides for alternative determination of the dynamic load allowance.”
C2.4.2 Dynamic Load Allowance - T44 Truck and L 44 Lane

Loadings
The dynamic load allowance expressed as a constant percentage of the live load has
been adopted for simplicity, instead of the method included in the 1992 AUSTROADS
Bridge Design Code, which requires to use an approximate value for the design and re-
check the adopted value when all the information for calculation of first flexural
frequency is available.
To achieve optimum economy for major structures and/or long spans, the Authority may
approve different values of dynamic load allowances based on tests or dynamic analysis.

C2.5 Horizontal Forces Due to Traffic

C2.5.2 Braking forces
The braking forces between 400 kN and 800 kN specified by the AUSTROADS
Bridge Design Code have been reduced to between 300 kN for short bridges and
600 kN for bridges 60 m and longer. Road trains with overall weight exceeding 100 t
and travelling at high speed are not considered to be applicable in foreseeable future for
Cambodian roads.
Magnitudes of the braking forces adopted for the Cambodian Bridge Design Code,
although lower than the AUSTROADS values, are similar to the braking forces (at
Ultimate Limit State) specified by the British Code and are somewhat higher,
particularly for longer bridges, than the braking forces specified at ULS by AASHTO
and Ontario Codes for up to 3 lanes travelling in the same direction.
C2.5.4 Minimum Lateral Restraint Capacity - Ultimate Limit State

Additional Commentary on the revision of the paragraph 3:
“The Australian Bridge Design Code Clause 2.5.4 specifies some minimum lateral
restraint loadings where no other loading is specified. The minimum of 500 kN is
well in excess of many of the normal loadings which would apply. In particular, in
the case of small bridges over creeks, the likely log impact loadings in the order of
100 kN are overwhelmed by this 500kN ultimate load. Where there is no vehicular
access under the bridge, there is no good reasons for such a large load as 500 kN.
The bridge needs to be restrained to cater for unanticipated loadings such as
earthquake loadings in a nil earthquake zone, and impact from repair equipment or
other accidental minor impacts. There is no need to have a load as high as 500 kN
for this purpose.
However, a minimum 500 kN load should be retained for all cases where the deck
may be struck by road, rail or river traffic. A 3.5 metre clearance above the normal
vehicle or vessel height provides sufficient assurance to minimise the risk of impact
to a bridge from an anticipated high load.
The revision of the Clause 2.5.4 is based on the amendment document CBE 98/11
issued by the Chief Bridge Engineer of the Roads and Traffic Authority of NSW
authorised for use from 30 July, 1998.”

C2.8 Wind Loads

C2.8.2 Basic Wind Speeds
Replace the part of the last paragraph commencing with “The current...” with the
following:
“The appropriate Serviceability Limit State basic gust design wind speeds have
been determined from the data provided by the Department of Meteorology in
Pochentong, Phnom Penh, the undated French report ‘Apercu General sur le
Climat du Cambodge’ and other sources. In Cambodian conditions the
Serviceability Limit State design wind speed is uniform at 35 m/sec and the
Ultimate Limit State wind speeds vary between 45 m/sec inland and 60 m/sec in
the coastal region close to the coast. Table 2.8.2 replaces references to the
AS 1170.2.
Structural importance and shielding factors have been omitted. Use of these factors
in the AUSTROADS Bridge Design Code is reflecting the origin of these
provisions in the AS 1170.2 which is a wind loading code for all types of
structures. For bridges the relevance of these factors is not significant.”
C2.8.2.3 Terrain and structure height multipliers, and
C2.8.2.4 Changes in terrain category.
The values in these clauses have been updated in accordance with the draft of the new
edition of the AS 1170.2.
C2.9 Thermal Effects

C2.9.2 Variation in Average Bridge Temperature
For Cambodia, the Minimum, Maximum and Average Shade Air Temperatures have
been derived from the information contained in the undated French Report ‘Apercu
General sur le Climat du Cambodge’ as follows:

Station Av. Average Average Absolute Absolute Derived Climatic

Annual annual annual min. (ºC) max. (ºC) from a Region
max. min. temp. period of
temp. temp. (ºC)
(ºC) (ºC)
Stung Treng 31.6 22.6 27.1 9.5 41.4 28 years H
Siem Riap 32.0 22.7 27.4 9.5 40.3 28 years F
Battambang 32.5 23.0 27.7 10.4 41.0 20 years F
Krakor 32.2 23.1 27.7 14.6 39.5 5 years F
Kompong
Cham 32.0 23.4 27.7 12.4 39.3 26 years F
(Chhnang)
Pochentong
(Phnom 32.2 23.7 27.8 13.3 40.5 42 years F
Penh)
Svay Rieng 32.5 23.4 27.9 12.2 38.7 24 years F
Kampot 31.2 23.6 27.4 14.7 37.2 18 years C
Sihanoukville 30.3 25.2 27.8 20.5 34.4 4 years C
The altitudes of all stations but Stung Treng is <20 m. The elevation of Stung Treng is
54 m.
C denotes Coastal Climatic Region

F denotes Flat Land Climatic Region
H denotes High Land Climatic Region
Climatic Regions as determined by the Cambodia Department of Meteorology are

shown on the Figure 2.9.2. Additional information has been provided by the
Department of Meteorology is as follows:
Station Av. Annual Average Average of Absolute Absolute Derived

max. temp. Annual mean minimum maximu from a
(ºC) min. temp. monthly (ºC) m (ºC) period
(ºC) temperatures of
(ºC)
Pochentong
(Phnom Penh) NA NA 27.2 18.5 36.5 18 years

This information indicates remarkable uniformity of average annual temperatures across

the country. The most appropriate temperature for the determination of nominal
dimensions dependant on temperatures (ie for setting of deck openings at deck
expansion joints, etc.) would appear to be 27 ºC.
The stations are located in all three climatic zones (Coastal, Flat Lands, High Lands),
however, there is only one station located in the High Land Climatic region. The
elevation of this station is only 54 m and it is therefore not representative for the
mountainous north eastern region of Cambodia. No climatic information appears to be
available for this region and the recommended temperature reductions related to high
elevations are based on information from other tropical regions.
C2.9.3 Differential Temperature

Values of T have been revised to reflect the climatic conditions prevailing in Cambodia,
namely, higher uniformity of temperatures than in Australia.
In the absence of information on temperature ranges in higher elevations in Cambodia,

the value of T has been determined from information from other tropical regions.
C2.13 Earthquake Forces

C2.13.1 General
Replace the text with the following:
“Earthquake severity at different locations is now defined by an acceleration

coefficient, a, the value of which for Cambodia has been determined by the
Seismological Centre of the Australian Geological Survey Organisation in
Canberra, on the basis of the World Earthquake Database. This indicates that
there is not a single epicentre in Cambodia. Figure C2.13.1, a copy of the map of
regional seismicity covering Cambodia and a large area around Cambodia, shows
the regional tectonics.
The ISC World Seismograph station list shows that there are no seismographs in
Cambodia. The records also show that there have been no magnitude 6+
earthquakes since 1960 and no magnitude 5+ earthquakes since 1980. The nearest
large earthquake was more than 300 km from the Cambodian border and the plate
boundaries at least 650 km away.”
C2.13.2 Earthquake Resistant Design

Delete second paragraph and replace with the following:
“In a general situation, design for earthquake resistance must comprise an

assessment of the seismicity of the site, an estimation of the induced seismic load

and an evaluation of the structural system characteristics and the dynamic structural
response. The subject is discussed in Newmark and Rosenbleuth (1971).
Evaluation of the dynamic response due to seismic loading of a specified
acceleration spectrum can be performed with the aid of a number of readily
available computer programs.”
Figure C2.13.1 Map of Regional Seismicity
C2.13.4 Equivalent Quasi-Static Earthquake Forces.

Delete fourth paragraph and replace with the following:
“The seismicity Factor, α , has been related to the acceleration coefficient, a.”
Delete sixth paragraph and replace with the following:

“The Horizontal force Factor category has been extended from that in the 1976
NAASRA Bridge Design Specification, recognising the part that frame action and
redundancy can play in modifying seismic behaviour. It is considered that a
minimum value of 0.8 for bridges should apply. The three dimensional redundancy
available7 in buildings is not generally achievable in bridges.’
Delete eighth paragraph and replace with the following;
“The Site-Structure Resonance Factors are taken from the AS 1170.4 - 1993. In
recent times there has been ample evidence, in areas of high seismicity around the
world, illustrating the poor performance of simply supported bridges, bridges with
intermediate hinges and bearings and those which were inadequately connected to
the substructures. The requirements regarding restraining devices are therefore
considered particularly important.’
Add the following:
“Bridges with a natural period of more than 1.5 seconds and built on deep soils
require a special study because of long period effects from large plate boundary
earthquakes.”
C2.19.3 Design Wind Speeds

C2.19.3.2 Ultimate limit state
Add between second and third paragraphs:
“The 200 year return interval wind speed has been defined as 85 % of the 2000
year return interval Basic Gust Design Speed determined for the three climatic
regions in Cambodia. These are defined in Table 2.8.2.
The definition of the design speed has been revised and it now includes height and
topographical multipliers.”

SECTION C3 - FOUNDATIONS
There is no additional commentary for Section 3.
SECTION C4 - BEARINGS AND DECK

JOINTS
C4.3 Loads and Movements.
There are no amendments to the provisions of this Clause. However, lower differences
between minimum and maximum temperatures applicable in Cambodia will have a flow
on effect resulting in smaller deck joints that would be required in Australia for a similar
bridge.
C4.14 Deck Joints

C4.14.7 Proprietary Deck joints
Some proprietary deck joints provide anchorages that do not satisfy fully the Clause
4.14.3 requirements. In view of the service problems encountered with deck joints
insufficiently anchored, it is strongly recommended that such deck joints be not accepted
for inclusion in bridge works unless the anchorages are modified to provide the specified
cross-sectional area of steel anchors.

SECTION C5 - CONCRETE
C5.1 Scope and General
C5.1.1 Scope and Application
C5.1.1.2 Application.
For the range of cylinder tested concrete compressive strengths between 25 and
50 MPa, the formula given in Clause 5.1.1.2 results in conversion factors f’ c/f’cube
between 0.82 and 0.88
C5.1.5 Construction
(a) Tolerances for position and Size of Structures and Members (reproduced from
AS 3600 and edited to suit bridge structures)
• Absolute position. The deviation from the specified position shall not exceed
the following:
- In plan, for a point on the surface of a column or wall at any floor level –
40 mm horizontally.
- In elevation, for a point on the top surface of a floor or the soffit of a
beam or slab adjacent or a column or wall - 40 mm vertically.
• Floor to floor plumb. In any column or wall the deviation from plumb,
measured floor to floor, shall not exceed 1/200 times the dimension between
the floors or 10 mm, whichever is the greater.
• Deviation from specified dimensions. The deviation from any specified
height, plan, or cross-sectional dimension, shall not exceed 1/200 times, the
specified dimension or 5 mm, whichever is the greater.
• Deviation from surface alignment. The deviation of any point on a surface of
a member from a straight line joining any two points on the surface, shall not
exceed 1/250 times the length of the line or 10 mm, whichever is the greater.
(b) Tolerance on position of reinforcement and tendons .
The deviation from the specified position of reinforcement and tendons shall not
exceed the following:
• For positions controlled by cover –
- in beams, slabs, columns and walls -5, +10 mm
- in slabs-on-ground -10, +20 mm
- In footings cast in the ground -20, +40 mm
where a positive value indicates the amount the cover may increase and a
negative value indicates the amount the cover may decrease.
• For positions not controlled by cover, namely –
- the location of tendons on a profile 5 mm;

- the position of the ends of reinforcement 50 mm;

- the spacing of bars in walls and of fitments in beams and columns:
10 % of the specified spacing or 15 mm, whichever is greater.
C5.2 Design Requirements and Procedures

C5.2.4 Design for Serviceability
C5.2.4.3 Cracking
Add between the first and the second paragraph:
“Flexural cracking is deemed to be controlled by provisions of Clauses 5.8.6, 5.94

and 5.2.4.3. Indirect approach through distribution of reinforcement and limitation
of concrete tensile stresses has also been adopted by AASHTO and Ontario
Codes. The best crack control is obtained when the steel reinforcement is well
distributed over the zone of maximum concrete tension; several smaller bars at
closer spacing (refer to minimum reinforcement spacing provisions) are more
effective in controlling cracking than widely spaced large bars of equivalent area.
Typical examples of additional requirements related to limitation of cracks,

imposed by some of the Australian State Road Authorities include:
Serviceability allowable stresses specified by the Main Roads Department,

Western Australia, for bridges on a major urban road:
- Max. tensile stress in reinforcement; 180 MPa with T44/L44,

220 MPa with HLP
- Max. incremental stress in prestress: 160 MPa with T44/L44

200 MPa with HLP
The Queensland Department of Main Roads imposes similar additional limits on

serviceability steel stresses:
- Max. tensile stress in reinforcement for exposure classifications A and B1:

240 MPa with HLP
- Max. tensile stress in reinforcement for exposure classifications B2 and C:

200 MPa with HLP
For control of shrinkage and flexural cracking, Roads and Traffic Authority of
NSW specifies:
- for wide walls and piers restrained by rigid pile caps, the vertical spacing of
horizontal shrinkage reinforcement should not exceed 100-150 mm.

- to control cracking due to temperature differential and shrinkage of concrete in

reinforced concrete bridge decks of composite steel girder/reinforced concrete
deck, the following minimum longitudinal reinforcement is to be placed in the
sagging moment region:
Simply supported spans: 1000 mm2/m in each face

Continuous spans: 1500 mm2/m in each face
- Although not formally specified, the serviceability reinforcement stresses of

members sensitive to cracking (main reinforcement in bridge decks, main
reinforcement in wall type retaining walls) are normally kept below 200 MPa.
Refer also to C5.8.6 for the method of estimation of crack widths.”
C5.2 Design for Durability

C5.4.3 Exposure Classification.
The general information contained in Clause 5.4.3 is universally applicable and therefore
valid for Cambodian conditions. However, a new Table 5.4.3 has been developed to
suit climatic conditions applicable in Cambodia.
The revision of the Table 5.4.3 is based on climatic data received from the Department
of Meteorology in Pochentong and contained in the undated Report “Aperçu General
sue le Climat du Cambodia”, (239 pages), made available by the Director of the Public
works Research Centre, Ministry of Public Works and Transport. The relatively uniform
and high average annual humidities applicable for the whole area of the Kingdom of
Cambodia, not less than 75 %, require minimum exposure classification of B1. As this
classification is also sufficient for industrial areas the distinction between industrial and
non-industrial areas has been removed from Item 3 of the Table 5.4.3.
Information has been received from the Cambodia-IRRI-Australia Project attached to

the Department of Agronomy that no significant salt content has been detected in top
soils. Item 1 (d) has been therefore removed from the Table 5.4.3. It is understood,
however, that in a limited number of locations there may be high salt content in the
ground water. The appropriate exposure classification in such cases should be assessed
for each location under Category U.

C5.4.10 Requirements for Cover to Reinforcing Steel and

Tendons.
C5.4.10.3 Cover for Corrosion Protection
(b) Standard formwork and compaction.
On minor works, it may not be practical to achieve the standard of formwork specified
by the AS 3610- Formwork for concrete. In such cases the nominal covers specified in
Table 5.4.3 (A) shall be increased to offset the loss of durability that may result from the
formwork of lesser standard. The effect of the formwork of lesser standard will need to
be assesses by the designer, however, the appropriate nominal covers are likely to be
values between those specified in Table 5.4.10.3 (A) and those determined from Clause
5.4.10.3 (c)(ii).
C5.6 Design Properties and Materials

C5.6.1 Properties of Concrete
C5.6.1.7 Shrinkage and
C5.7.1.8 Creep
The available data on average daily relative humidities provided in the undated French
Report “Aperçu General sur le Climat du Cambodia” are as follows:
Station: Average Annual Relative Humidity
Stung Treng 78.5 %

Siem Reap 80.9 %
Battambang 78.3 %
Krakor 80.4 %
Kompong-Cham 77.3 %
Phnom Penh 77.4 %
Svay Rieng 80.3 %
Kampot 80.3 %
Sihanoukville 79.4 %
The Report does not include the number of years of records these averages were
calculated from, however, the Report records absolute minima and these cover years
1929 - 1960. It is therefore likely that the annual averages were also derived from a
similar period.
All stations record for the period covered by the Report relative annual humidities in
excess of 75 %. The periods covered by the Report are relatively short, but it can be
assumed that in Cambodia no long term annual averages of relative humidities will fall
below 70 %. The curves provided in Figures 5.6.1.7 and 5.6.1.8 for shrinkage

coefficient k1 and creep coefficient k2 for tropical and near coastal environment (RH
approximately 70 %) are therefore suitable for the whole Cambodia.
C5.6.2 Properties of Reinforcement

C5.6.2.1 Strength
Inclusion of reinforcement in excess of 400 MPa yield strength will require modification
of some of the code design rules, particularly in the area of serviceability - crack control.
It is expected that the main benefit of increased yield strength will be in compression
members. The rules governing crack control have been formulated for reinforcement
with yield strength of 400 MPa and they may result in unacceptable cracks fi higher
yield strength reinforcement is used.
Revision of the AUSTROADS Code which will include modifications for reinforcement
with yield strength up to 500 MPa is now in progress.
C5.6.3 Properties of Tendons.

The properties of tendons given in Clause 5.6.3 are for Australian made products.
However, the experience with overseas bridges designed to the AUSTROADS Bridge
Design Code indicates that the properties of most prestressing strands supplied by large
international suppliers are similar to those specified by the appropriate Australian
Standards.
Nearest equivalent ASTM Standards to the Australian Standards have been listed
where available.
C5.8.6 Crack Control of Beams

Limitation of cracking in reinforced concrete members is controlled by deemed to
comply provisions in Clauses 5.8.6 and 5.9.4. However, with reference to C5.8.6, the
following method, based on publications by Broms and Lutz and Gergely and Lutz, may
be used for the estimation of crack widths.
Wmax = maximum flexural crack width (mm)
F = steel stress (MPa)
d c, d, h, and s (refer to Figure C5.2.4.3), in (mm)
2
 s 
W max = f × 0 .0000155 × β × d c 1 +  
 4 dc 
h-k d
Where β =
d (1 - k )

for beams $ . 1.20

for slabs $ . 1.35
Figure C5.2.4.3
kd
NA
d h
dc
Among the major bridge design codes, only the British Standard BS5400 specifies
maximum design crack widths. These are reproduced in Table 5.8.6 for information
purposes only.
There is no direct comparison between BS5400 environments and the exposure

environments specified in Table 5.4.3. However, the definition of “moderate” may be
assumed to be approximate classification A to B1 “severe” to be B1 to B2 “very
severe” to be B2 to C and “extreme” to be C or U.
C5.13 Stress Development and Splicing of Reinforcement

and Tendons.
C5.13.1 Stress Development in Reinforcement
C5.13.1.2 Development length of bar in tension.
For the reasons for the limitation of the fsy refer to Article 5.6.2.1 and C 5.6.2.1.

Table 5.8.6 Design crack widths (Reproduced from BS5400)
Environment Examples Design crack width
Extreme
Concrete surfaces exposed to: 0.10mm
Abrasive action by sea water Marine structures
Or
Water with a pH < 4.5 Parts of structure in contact
with moorland water
Very severe
Concrete surfaces directly 0.15mm
affected by:
De-icing salts Walls and structure supports
adjacent to the carriageway
Parapet edge beams
Or
Sea water spray Concrete adjacent to the sea
Severe
Concrete surfaces exposed to: Wall and structure supports 0.25mm
Driving rain remote from the carriageway
Or
Alternate wetting and drying Bridge deck soffits
Buried parts of structures
Moderate
Concrete surfaces above ground 0.25mm
level and fully sheltered against
all of the following:
Rain, Surface protected by bridge
De-icing salts, deck water-proofing or by
Sea water spray permanent formwork
Concrete surfaces permanently Interior surface of pedestrian

saturated by water with a pH > subways, voided
4.5 superstructures or cellular
abutment
Concrete permanently under
water
C5.16 Material Requirements

C5.16.1 Material Requirements for Concrete and Grout.
where available.
C5.16.2 Material for Reinforcing Steel

where available.

C5.16.3 Material Requirements for Prestressing Ducts,

Anchorages and Tendons.
C5.16.3.2 Anchorages.
In the absence of a ASTM Standard for anchorages, refer to the PTI Publication
“Acceptance Standards for Post-Tensioning Systems.
C5.1 6.3.4 Tendons
where available.
SECTION C6 - STEEL AND COMPOSITE

CONSTRUCTION
C6.2 Materials
C6.2.1 Yield Stress and Tensile Stress used in Design
C6.2.1.3 Equivalent ASTM Standards
There are many differences between Australian and ASTM standards in general, eg
tolerances, test procedures, chemical composition limits, etc. The grade equivalents in
Table 6.2.1 were made largely on strength requirements of the specified grades and the
general type of steel specified (eg corrosion resistant steel).
The LO and L15 grades have no specific equivalent in the ASTM specifications. The
Charpy impact testing for ASTM grades is called up as a “Supplementary” requirement
on the specificatio n. In this case the Supplementary requirement is “S5". There is a
range of supplementary requirements available (eg ultrasonics, carbon equivalents, etc);
for complete list refer to ASTM A6.
SECTION C7- RATING

C7.7 SUPPORTING INFORMATION.
C7.7.1 Publications
Add Clause:

“The following publications contain useful information on evaluation of existing

bridges:
- National Cooperative Highway Research Program Report No. 292

“Strength Evaluation of Existing Reinforced Concrete Bridges” by R A
Imbsen, W D Liu, R A Schamber and R V Nutt, Engineering Computer
corporation, Sacramento, California. Issued by the Transportation Research
Board, of the National Research Council, Washington, DC, USA, June,
1987.
- National Cooperative Highway Research Program Report No. 306

“Correlation of Bridge Load Capacity Estimates with Test Data”, by E G
Burdette and D W Goodpasture, The University of Tennessee, Knoxville,
Tennessee, USA. Issued by the Transportation Research Board, of the
National Research Council, Washington, DC, USA, June, 1988.
- “Strength Evaluation of Existing Concrete Bridges”, edited by T C Liu.

American Concrete Institute, Detroit, publication SP-88. “
C7.7.2 Other Information

A copy of the following information has been provided to the Director, Public Works
Research Centre of the Cambodia Ministry of Public Works and Transport:
- Bridge Load Rating and Fatigue Life Assessment Manual” prepared by McMillan
Britton and Kell Pty Ltd. for the Railway Services Authority, October, 1996.
The Manual is aimed primarily at rating of railway bridges, however, it also
contains materials relevant for rating of road bridges.
- A volume of “Selected Information on Evaluation and Widening of Existing

Bridges”, containing the following:
• Part 7 , Existing Bridges, of the American Railway Engineering
Association Manual for Railway Engineering, 1984.
• AASHTO Guide Specification for Strength Evaluation of Existing Steel
and Concrete Bridges, 1989.
• UK Department of Transport Highways Safety and Traffic Departmental
Standard 44/90.
• ACI Structural Journal July-August 1992 article “Guide for Widening
Highway Bridges”.
• Roads and Traffic Authority, NSW, Australia, Technical services
Directorate Direction No. 92/23, July 1992, “Guidelines for the
Assessment of Existing Bridges for Widening”.

RAILWAY SUPPLEMENT TO SECTIONS C1-5
SECTION C2 - DESIGN LOADS

C2.3 Traffic Loading
C2.3.12 300-A-12 Railway Traffic Loading
There is no design code or loading for railway bridges pre-dating this Code. The railway
traffic design loading described in the “Draft Report on the Results of Survey of Bridges
of the Cambodian Railway” prepared by Mr Thavee Thongpan of Thai Railways, dated
January, 1993. This loading is described as the Standard Design Axle Load of 20t
(New Twenty Tons Axle Loading). All the information, reports and calculations are in
allowable stress format and the comparison with the Australian Bridge Design Code
traffic loading 300-A-12 loading has also been carried out only on the unfactored loads
basis. The impact allowances specified in the Thai Railways Report are related to the
ratio of dead load and live load and they will therefore differ for each bridge. The values
of the New Twenty Tons Axle Loading given in the Table C2.3.12 below are
approximate only.
The Table ni dicates that the 300-A-12 produces bending moments slightly higher than
the Standard Design Axle Load of 20t loading for a range of simply supported spans
between 10 and 100m. The adoption of the 300-A-12 will therefore produce results
which are broadly comparable with the previous railway traffic loading.

Table C2.3.12 Bending Moments due to 300-A-12 and the New Twenty Ton
Axle Loading
Simply Bending Moments (kNm)

Supported
Span Length 300-A-12 Loading New Twenty Ton Axle Loading
(m)
Without Impac t With Impact Without Impact With Impact *
10 2169 3165 1569 2250
20 5345 6604 4631 6160
30 11770 13410 9418 12130
40 20766 22483 16395 20640
50 31538 32937 25468 31490
60 45968 46715 36073 43950
70 61562 61562 47768 57480
80 79520 79520 59528 70850
90 97481 97481 71292 84050
100 115453 115453 83057 97100
* Approximate values only.

APPENDIX A
NAASRA BRIDGE DESIGN SPECIFICATION 1976 -
SECTION 3 - LOAD DISTRIBUTION
The Section 3 of the 1976 NAASRA Bridge Design Specification contains approximate
load distribution factors. These may be used for preliminary designs, however,
consideration should be given to the fact that the approximate distribution factors do not
include HLP loading and that minor changes have been made to the L44 loading.

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SIGN FABRICATION MANUAL

AND TRANSPORT
March – 2003
¬ EksMrYlelIkTI1 ¦
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CONTENTS
RbePTsBaØa Types of Signs ................................................................

. Pages
I. sBaØaniy½t ( Regulatory Signs )
I(i) sBaØabMram ( Prohibitory Signs ).............................… 2

I ( ii ) sBaØabBa¢a ( Mandatory Signs )......................................... 46
I ( iii ) sBaØabgðajBIsiTæGaTiPaB ( Priority Signs )......................... 66
II . sBaØaeRKaHfñak; ( Warning Signs )
II ( i ) sBaØaeRKaHfñak; ( Warning Signs )................................... 76

II ( ii ) sBaØaeRbIbeNþaHGasnñ ( Temporary Signs )...................... 126
III . sBaØaR)ab;dMNwg ( Guide Signs )
III ( i ) sBaØabgðajTisedA ( Direction Signs )................................ 134

III ( ii ) sBaØaR)ab;TIRbCMuCn nigRBMRbTl;tMbn; ( Build Up Area and Boundary Signs ) 141
III ( iii ) sBaØaR)ab;eQµaHpøÚv ( Street name Signs ).......................... 144
III ( iv ) sBaØapþl;dMNwg ( Informative Signs )................................ 147
IV . sBaØabEnßm ( Supplementary Signs )........................................... 185
V. begÁalsBaØa ( Sign Posts )................................................................. 192
VI . KMnUssBaØacracr ( Road Markings )...............................................
VI ( i ) KMnUssBaØaBN_skat;TTwgRTUgpøÚv ( Transverse Markings ) .... 205

VI ( ii ) KMnUssBaØatambeNþayRTUgpøÚv ( Longitudinal Markings ) ...... 208
VI ( iii ) KMnUssBaØaRBYjelIRTUgpøÚv ( Arrows Markings ) ....................... 214
VI ( iv ) KMnUssBaØaepSg²elIRTUgpøÚv ( Others Road Markings ) ......... 222
EpñkTI I
sBaØaniy½t
REGULATORY SIGNS
EckCaEpñkrg bYn KW ³
I(i) sBaØabMram ( Prohibitory Signs )
I ( ii ) sBaØabBa¢a ( Mandatory Signs )
I ( iii ) sBaØabgðajBIsiT§iGaTiPaB ( Priority Signs )
I ( iv ) sBaØadak;bEnßmBIeRkam ( Adding Signs )

EpñkTI I ( i )
sBaØabMram
PROHIBITORY SIGNS

R1-01 hambt;eqVg
NO LEFT TURN
R1-02 hambt;sþaM
NO RIGHT TURN

R1-03 hambt;RtLb;eRkay
NO U TURN
R1-04 hamcUl
NO ENTRY

R1-05 pøÚvbiTcMeBaHyanCMniHRKb;RbePT
ROAD CLOSED FOR ALL VEHICLES
R1-06 pøÚvbiTcMeBaHGñkeRbIR)as;pøÚv
ROAD CLOSED FOR ROAD USER

R1-07 kMNt;TMgn;srub
WEIGHT LIMIT
R1-09 kMNt;kMBs;
HEIGHT LIMIT

A08 kMNt;TMgn;pÞúkelIePøAnimYy²
WEIGHT LIMIT ON ONE AXLE
10
A B C D E F G H I J

R1-10 kMNt;TTwg
WIDTH LIMIT
10
A B C D E F G H I J

R1-11 kMNt;beNþay
LENGTH LIMIT

R1-12 hamcUlcMeBaHeTacRkyan
eTacRkyanynþ nig RtIcRkyan
NO ENTRY FOR BICYCLES
MOTORCYCLES AND TRICYCLES

R1-13 hamcUlcMeBaHeTacRkyanynþ
NO ENTRY FOR MOTORCYCLES
d1
d2
d3
DIMENSION (mm)
SIGN
d1 d2 d3
Minimum 650 650 430
Normal 850 820 560
Maximum 1050 1010 690
10
A B C D E F G H I J

R1-14 hamcUlcMeBaHyanRKb;RbePT
elIkElgeTacRkyanynþ
EXCEPT MOTORCYCLES

R1-15 hamcUlcMeBaHrfynþdwkTMnijFn;FM
NO ENTRY FOR LARGE-SIZED TRUCKS

R1-16 hamcUlcMeBaHrfynþdwkGñkdMeNIrFn;FM
NO ENTRY FOR LARGE-SIZED BUSES
d1
d2
d3
DIMENSION (mm)
SIGN
d1 d2 d3
Minimum 650 650 430
Normal 850 820 560
Maximum 1050 1010 690
10
A B C D E F G H I J

R1-17 hamcUlcMeBaHyanynþRKb;RbePT
d1
d2
d3
DIMENSION (mm)
SIGN
d1 d2 d3
Minimum 650 650 430
Normal 850 820 560
Maximum 1050 1010 690
10
A B C D E F G H I J

d1
d2
d3
DIMENSION (mm)
SIGN
d1 d2 d3
Minimum 650 650 430
Normal 850 820 560
Maximum 1050 1010 690
10
A B C D E F G H I J

R1-14 hamcUlcMeBaHyanRKb;RbePT
elIkElgeTacRkyanynþ
EXCEPT MOTORCYCLES

R1-15 hamcUlcMeBaHrfynþdwkTMnijFn;FM
NO ENTRY FOR LARGE-SIZED TRUCKS

R1-16 hamcUlcMeBaHrfynþdwkGñkdMeNIrFn;FM
NO ENTRY FOR LARGE-SIZED BUSES
d1
d2
d3
DIMENSION (mm)
SIGN
d1 d2 d3
Minimum 650 650 430
Normal 850 820 560
Maximum 1050 1010 690
10
A B C D E F G H I J

R1-17 hamcUlcMeBaHyanynþRKb;RbePT
d1
d2
d3
DIMENSION (mm)
SIGN
d1 d2 d3
Minimum 650 650 430
Normal 850 820 560
Maximum 1050 1010 690
10
A B C D E F G H I J

d1
d2
d3
DIMENSION (mm)
SIGN
d1 d2 d3
Minimum 650 650 430
Normal 850 820 560
Maximum 1050 1010 690
10
A B C D E F G H I J

R1-19 hamct
NO PARKING
R1-20 hamQb;
NO STANDING

R1-21 hamctBIéf¶TI 1 dl;éf¶TI 15
NO PARKING FROM 1ST TO 15TH 1 - 15
1 - 15
R1-22 hamctBI éf¶TI 16 dl;éf¶TI 31

elIskMBs;kMNt;kñúgsBaØa
NO PARKING FROM 16TH TO 31ST
16 - 31
16 - 31

R1-23 hamctéf¶ess
NO PARKING ON ODD DAYS
d2
d3
c
DIMENSION (mm)
SIGN
d1 d2 d3 a c h1
Minimum 650 630 430 50 52 290
Normal 850 820 560 66 68 310
45°
Maximum 1050 1010 690 80 82 330
a
R1-24 hamctéf¶ Kt;KU
elIskMBs;kMNt;kñúgsBaØa
NO PARKING ON EVEN DAYS
d2
d3
DIMENSION (mm)
SIGN
d1 d2 d3 a c b h1
Minimum 650 630 430 50 52 56 290
Normal 850 820 560 66 68 72 310

45°
Maximum 1050 1010 690 80 82 86 330

a
b c

R1-25 hamECg
NO OVERTAKING

R1-26 cb;karhamECg
END OF NO OVERTAKING

R1-27 hamECg cMeBaHrfynþdwkTMnijFn;FM
NO OVERTAKING FOR
LARGE-SIZE TRUCK

R1-28 cb;karhamECg cMeBaHrfynþdwkTMnijFn;FM
END OF NO OVERTAKING FOR
LARGE-SIZE TRUCK

R1-29 hamECg cMeBaHrfynþdwkTMnijFn;FMdUcKña
NO OVERTAKING FOR SIMILAIR
LARGE-SIZE TRUCK
10
A B C D E F G H I J

R1-30 cb;karhamECg cMeBaHrfynþdwkTMnij
Fn;FMdUcKña
END OF NO OVERTAKING FOR
SIMILAIR LARGE-SIZE TRUCK
10
A B C D E F G H I J

R1-31 hamsIuepø
NO HORNING

R1-32 cb;karhamsIuepø
END OF NO HORNING

R1-33 hamcUlcMeBaHeTacRkyanynþ
manseNþag
NO ENTRY FOR MOTORCYCLES
DRAWN VEHICLES

R1-34 hamcUlcMeBaHreTHGUsedaystV
NO ENTRY FOR ANIMAL DRAWN VEHICLES

R1-35 hamGUs b¤ rujeTHcUl
NO ENTRY FOR HAND-CARTS
d1
d2
d3
DIMENSION (mm)
SIGN
d1 d2 d3
Minimum 650 650 430
Normal 850 820 560
Maximum 1050 1010 690
10
A B C D E F G H I J

R1-36 hamcUlcMeBaHyanynþksikmµ
NO ENTRY FOR AGRICULTURAL VEHICLES

R1-37 hamcUlcMeBaHrfynþdwkTMnij
Fn;FMmanseNþag
NO ENTRY FOR COMBINATION VEHICLES

R1-38 cenøaHsuvtþiPaB rvagrfynþFn;tUc
DISTANCE LIMIT FOR PASSENGER CAR

R1-39 cenøaHsuvtþiPaB rvagrfynþFn;FM
DISTANCE LIMIT FOR TRUCK
100m
d1
d2
d3
DIMENSION (mm)
SIGN
d1 d2 d3
Minimum 650 650 430

100m
Normal 850 820 560
Maximum 1050 1010 690
5
100m
6
10
A B C D E F G H I J
R1-40 hamcYlcMeBaHyanynþdwkplitpl
gaypÞúH b¤eqH
NO ENTRY FOR VEHICLE LOADING
INFLAMMABLE OR EXPLOSABLE GOODS

R1-41 kMNt;el,ÓnGtibrimar
MAXIMUM SPEED LIMIT

R1-42 cb;karkMNt;el,Ón
END OF SPEED LIMIT

R1-43 Qb;enATIsñak;karKy
STOP FOR CUSTOMS POST
DOUANE
ZOLL
d1
d2
d3
DIMENSION (mm)
SIGN
d1 d2 d3
Minimum 650 650 430

DOUANE
Normal 850 820 560
ZOLL
Maximum 1050 1010 690
DOUANE
4
7 ZOLL
8
10
A B C D E F G H I J

R1-44 Qb;enATIsñak;karb:UlIs
STOP FOR POLICE STATION

R1-45 Qb;elIskMBs;kMNt;kñúgsBaØa
enATIsñak;karGavuFhtß
STOP FOR MILITARY POLICE STATION

EpñkTI I ( ii )
sBaØabBa¢a
MANDATORY SIGNS

R2-01 tMrUvgaksþaM
KEEP RIGHT
R2-02 tMrUvgakeqVg
KEEP LEFT

R2-03 tMrUvbt;sþaMenAxagmux
TURN RIGHT AHEAD
R2-04 tMrUvbt;eqVgenAxagmux
TURN LEFT AHEAD

R2-05 tMrUveTAmuxRtg; b¤ bt;sþaM
GO STRAIGHT THROUGH OR
TURN RIGHT
R2-06 tMrUveTAmuxRtg; b¤ bt;eqVg

GO STRAIGHT THROUGH OR
TURN LEFT

R2-07 tMrUvbt;sþaM
TURN RIGHT
R2-08 tMrUvbt;eqVg
TURN LEFT

R2-09 tMrUvbt;sþaM b¤ bt;eqVg
TURN RIGHT OR LEFT
R2-10 tMrUveTAmuxRtg;
STRAIGHT THROUGH ONLY

R2-11 pøÚVvrfynþdwkGñkdMeNIr
nigrfynþFn;tUc
COMPULSORY BUSES
AND PASSENGER CARS
R2-12 pøelIskMBs;kMNt;kñúgsBaØa
ÚvsMrab;reTHGUsTajedaystV
ANIMAL DRAWN VEHICLES CARTS
OF ALL FORM

R2-13 pøÚvsMrab;efµIreCIg
COMPULSORY FOOT- PARTH
R2-14 cb;elIskMBs;kMNt;kñúgsBaØa
pøÚvsMrab;efµIreCIg
END OF COMPULSORY FOOT- PARTH

R2-15 pøÚvsMrab;efµIreCIg nig eTacRkyan
COMPULSORY FOOT- PARTH AND
BICYCLE TRACK
R2-16 cb;elIskMBs;kMNt;kñúgsBaØa
pøÚvsMrab;efµIreCIg nig eTacRkyan
END OF COMPULSORY FOOT- PARTH
AND BICYCLE TRACK

R2-17 kMNt;el,ÓnGb,brma
MINIMUM SPEED LIMIT
R2-18 cb;karkMNt;el,ÓnGb,brma
END OF MINIMUM SPEED LIMIT

R2-19 pøÚvsMrab;rfynþdwkGñkdMeNIr
COMPULSORY LARGE-SIZE BUS
R2-20 cb;pøÚvsMrab;rfynþdwkGñkdMeNIr
END OF COMPULSORY LARGE-SIZE BUS

R2-21 pøÚvsMrab;eTacRkyan
COMPULSORY BICYCLE TRACK
R2-22 cb;pøÚvsMrab;eTacRkyan
END OF COMPULSORY BICYCLE TRACK

R2-23 Rbkan;sþaM
KEEP RIGHT
DIMENSION (mm)
SIGN
d1 d2
Minimum 650 650
Normal 850 820
Maximum 1050 1010
10
A B C D E F G H I J

R2-24 bnßyel,Ón
SLOW DOWN
DIMENSION (mm)
SIGN
d1 d2
Minimum 650 650
Normal 850 820
Maximum 1050 1010
10
A B C D E F G H I J

EpñkTI I ( iii )
sBaØabgðajBIsiTæGaTiPaB
PRIORITY SIGNS

R3-01 Qb; ¬enARtg;pøÚvRbsBV ¦
STOP AND GIVE WAY
b c
DIMENSION (mm)
SIGN
a b c
Minimum 600 248 15
Normal 800 322 20
Maximum 1000 398 25
8
STOP
9
10
A B C D E F G H I J

R3-02 pþl;siTi§GaTiPaBeGayeK ¬enARtg;pøÚvRbsBV ¦
GIVE WAY (at intersection)

R3-03 pþl;siTi§GaTiPaBeGayeK ¬enArgVg;mUl ¦
GIVE WAY (at roundabout)
DIMENSION (mm)
SIGN
a b c d r
Minimum 700 606 15 70 32
Normal 1000 865 20 100 45
Maximum 1250 1080 25 125 56
10
A B C D E F G H I J
R3-04 pøÚvFMmansiT§i
PRIORITY ROAD
(Priority at the first junction)

R3-05 pøÚvsMxan;mansiTi§
MAIN ROAD
PW3-06 cb;pøÚvsMxan;mansiTi§
END OF MAIN ROAD

R3-07 pþl;siTi§GaTiPaBeGayyanmkBITispÞúy
GIVE WAY TO ALL TRAFFIC FROM
PW3-08 mansiTi§GaTiPaBelIyanmkBITispÞúy
PRIORITY OVER ALL TRAFFIC
FROM THE OPPOSITE DIRECTION

R3-09 manpøÚvrfePøIgqøgkat; ¬mYyExS¦
RAILWAY CROSSING (ONE TRACK)
R3-10 manpøÚvrfePøIgqøgkat; ¬BIrb¤eRcInExS ¦

RAILWAY CROSSING
(TWO OR MORE TRACKS)

EpñkTI II
sBaØaeRKaHfñak;
WARNING SIGNS
EckCaEpñkrg BIr KW ³
II ( i ) sBaØaeRKaHfñak; ( Warning Signs )
II ( ii ) sBaØaeRbIbeNþaHGasnñ ( Temporary Signs )

EpñkTI II ( i )
sBaØaeRKaHfñak;
WARNING SIGNS

W1-01 eRKaHfñak;epSg²
DENGERS

W1-02 pøÚvekageTAsþaM
RIGHT BAND

W1-03 pøÚvekageTAeqVg
LEFT BAND

W1-04 pøÚvekageRKaHfñak;
¬ekageTAsþaM ehIyeTAeqVg¦
DOUBLE BEND TO RIGHT AND TO LEFT

W1-05 pøÚvekageRKaHfñak;
¬ekageTAeqVg ehIyeTAsþaM¦
DOUBLE BEND TO LEFT AND TO RIGHT

W1-06 pøÚvekagbt;Ebn
WINDING ROAD

W1-07 manpøÚvbMEbkeTAxagsþaM

W1-08 manpøÚvbMEbkeTAxageqVg

W1-09 pøÚvbMEbkrag Y
Y-INTERSECTION AHEAD

W1-10 pøÚvbMEbkrag T
T- INTESECTION AHEAD

W1-11 pøÚvbMEbkEkgenAxageqVg
DIMENSION (mm)
a
SIGN
a b c r
Minimum 600 10 15 40
b
c
Normal 700 12 18 46
Maximum 900 15 23 58
r
1
10
A B C D E F G H I J

W1-12 pøÚvbMEbkEkgenAxagsþaM
DIMENSION (mm)
a
SIGN
a b c r
Minimum 600 10 15 40
b
c
Normal 700 12 18 46
Maximum 900 15 23 58
r
1
10
A B C D E F G H I J

W1-13 pøÚvbMEbkEkgeTAxagsþaM
rYcbMEbkEkgeTAxageqVg
STAGGERED JUNCTION, RIGHT TURN FIRST
DIMENSION (mm)
a
SIGN
a b c r
Minimum 600 10 15 40
b
c
Normal 700 12 18 46
Maximum 900 15 23 58
r
1
10
A B C D E F G H I J

W1-14 pøÚvbMEbkEkgeTAxageqVg
rYcbMEbkEkgeTAxagsþaM
STAGGERED JUNCTION, LEFT TURN FIRST
DIMENSION (mm)
a
SIGN
a b c r
Minimum 600 10 15 40
b
c
Normal 700 12 18 46
Maximum 900 15 23 58
r
1
10
A B C D E F G H I J

W1-15 pøÚvExVg
CROSS ROAD

W1-16 rgVg;mUl
ROUNDABOUT

W1-17 pøÚVvmancracrBIrTis
TWO-WAY TRAFFIC ZONE
DIMENSION (mm)
a
SIGN
a b c r
Minimum 600 10 15 40
b
c
Normal 700 12 18 46
Maximum 900 15 23 58
r
1
10
A B C D E F G H I J

W1-18 pøÚvrYmtUc
CARRIAGE WAY NARROWS

W1-19 pøÚvrYmtUcenAxagsþaM
CARRIAGE WAY NARROWS ON RHS

W1-20 pøÚvrYmtUcenAxageqVg
CARRIAGE WAY NARROWS ON LHS

W1-21 pøÚvEkgbt;sþaM
SHARP RIGHT TURN
DIMENSION (mm)
a
SIGN
a b c r
Minimum 600 10 15 40
b
c
Normal 700 12 18 46
Maximum 900 15 23 58
r
1
10
A B C D E F G H I J

W1-22 pøÚvEkgbt;eqVg
SHARP LEFT TURN
DIMENSION (mm)
a
SIGN
a b c r
Minimum 600 10 15 40
b
c
Normal 700 12 18 46
Maximum 900 15 23 58
r
1
10
A B C D E F G H I J

W1-23 pøÚvEkgbt;sþaM rYcEkgbt;eqVg
SHARP RIGHT TURN AND LEFT TURN
DIMENSION (mm)
a
SIGN
a b c r
Minimum 600 10 15 40
b
c
Normal 700 12 18 46
Maximum 900 15 23 58
r
1
10
A B C D E F G H I J

W1-24 pøÚvEkgbt;eqVg rYcEkgbt;sþaM
SHARP LEFT TURN AND RIGHT TURN
DIMENSION (mm)
a
SIGN
a b c r
Minimum 600 10 15 40
b
c
Normal 700 12 18 46
Maximum 900 15 23 58
r
1
10
A B C D E F G H I J

W1-25 pøÚvbt;sþaMmanpøÚvrfePøIgqøgkat;
RAILWAY CROSSING ON RIGHT ROAD

W1-26 pøÚvbt;eqVgmanpøÚvrfePøIgqøgkat;
RAILWAY CROSSING ON LEFT ROAD

W3-27 manpøÚvrfePøIgqøgkat; ¬manr)aMg¦
RAILWAY CROSSING WITH GATES
a
DIMENSION (mm)
SIGN
a b c r
b
Minimum 600 10 15 40
c
Normal 700 12 18 46
Maximum 900 15 23 58
r
10
A B C D E F G H I J

W1-28 manpøÚvrfePøIgqøgkat; ¬Kaµnr)aMg¦
RAILWAY CROSSING AHEAD WITHOUT GATES

W1-29 pøÚveLIgcMeNat
STEEP ASCENT

W1-30 pøÚvcuHcMeNat
STEEP DESCENT

W1-31 pøÚvmanTYl
ROAD HUMP

W1-32 pøÚvrlak;
DUMPY ROAD

W1-33 mankumarqøgkat;
CHILDREN CROSSING

W1-34 manefµIreCIgqøgkat;
PEDESTRAIN CROSSING

W1-35 manmnusSBikarqøgkat;
DISABLED PEOPLE CROSSING

W1-36 manstVBahn³qøgkat;
ANIMALS CROSSING

W1-37 manstVéRBqøgkat;
WILD ANIMALS CROSSING
DIMENSION (mm)
a
SIGN
a b c r
Minimum 600 10 15 40
b
c
Normal 700 12 18 46
Maximum 900 15 23 58
r
1
10
A B C D E F G H I J

W1-38 pøÚvrGil
SLIPPERY AHEAD

W1-39 manfµFøak;
FALLING ROCKS

W1-40 manfµxÞat
LOOSE STONES

W1- 41 manxül;bk;xøaMg
CROSS WIND CAUTION

W1-42 manePøIgsBaØacracr
TRAFFIC LIGHTS

W1-43 manpøaksBaØa Qb;
STOP SIGN AHEAD
DIMENSION (mm)
a
SIGN
a b c r
Minimum 600 10 15 40
b
c
Normal 700 12 18 46
Maximum 900 15 23 58
r
1
10
A B C D E F G H I J

W1-44 manpøaksBaØa pþl;siT§iGaTiPaBeGayeK
GIVE WAY SIGN AHEAD
DIMENSION (mm)
a
SIGN
a b c r
Minimum 600 10 15 40
b
c
Normal 700 12 18 46
Maximum 900 15 23 58
r
1
10
A B C D E F G H I J

W1- 45 RTÚgpøÚvEbkCaBIr
DIVIDED ROAD
DIMENSION (mm)
a
SIGN
a b c r
Minimum 600 10 15 40
b
c
Normal 700 12 18 46
Maximum 900 15 23 58
r
1
10
A B C D E F G H I J

W1- 46 cb;RTÚgpøÚvEbkCaBIr
END DIVIDED ROAD
DIMENSION (mm)
a
SIGN
a b c r
Minimum 600 10 15 40
b
c
Normal 700 12 18 46
Maximum 900 15 23 58
r
1
10
A B C D E F G H I J

W1-47 pøÚvmanynþehaH ehaHTabBIelI
LOW FLYING AIRCRAFT

W1-48 eTacRkyanqøgkat;
BICYCLE CROSSING

W1-49 cugpøÚvmat;Twk
ROAD END OF QUARY SIDE OR RIVER BANK

EpñkTI II ( ii )
sBaØadak;beNþaHGasnñ
TEMPORARY SIGNS

W2-01 mankard§an
ROAD WORK AHEAD

W2-02 kardæan
ROAD WORKS
W2-03 pøÚvmanfµxÞat
LOOSE STONES

W2-06 pøÚvvageTAxageqVg
DETOUR TO THE LEFT
W2-05 pøÚvvageTAxagsþaM
DETOUR TO THE RIGHT
W2-04 cb;kard§an
END ROAD WORKS

W2-07 begÁalragsaCI
TRAFFIC CONE
begáalsaCI RtUvmanBN’dUc)anbgðajkñúgrUb KWbgág;Rkhm-s

eFVIBICati)aøsÞik eRbIR)as;CabeNþaHGasnñkñúgry³eBlxøI .
CaTUeTAmankMBs; BI 300 - 450mm eRbI kñúgGMLúgeBlCYsCul
pøÜvfñl; EdleTIbcak;ekAs‘U b¤ labfñaMfµI² .l.
cMeBaHtampøÜvynþbfb¤pøÜvNaEdlel,OnGnuBaØatix<s;
RtUveRbIsaCIEdlmankMBs;ya:gtic 700mm.
W2-08 sBaØaRBYjbMEbrTis
DIRECTION TO BE FOLLOWED

W2-09 sBaØaQb;
STOP SIGN
STOP
DIMENSION (mm)
SIGN
a b
Minimum 450 9
Normal - -
STOP b
Maximum 650 16
8
STOP
9
10
A B C D E F G H I J

W2-10 sBaØaebikpøÚv
GO SIGN
DIMENSION (mm)
SIGN
a b
Minimum 450 9
Normal - -
b
Maximum 650 16

EpñkTI III
sBaØaR)ab;dMNwg
GUIDE SIGNS
III ( i ) sBaØabgðajTisedA ( Direction Signs )
III ( ii ) sBaØaR)ab;TIRbCMuCn nig RBMRbTl;tMbn;
( Build up Area and Boundary Signs )
III ( iii ) sBaØaR)ab;eQµaHpøÚv ( Street name Signs )
III ( iv ) sBaØapþl;dMNwg ( Informative Signs )

EpñkTI III ( i )
sBaØabgðajTisedA
DIRECTION SIGNS

sBaØapøÚvCati
NATIONAL ROAD SYMBOL
A
B
C
D
E
F
G
H
I
J
L
M
N
O
P
Q
R
S
T
U
V
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21

G1-01 sBaØabgðajTisedAeTAextþ b¤ Rkug ¬manrgVg;mUl¦
DIRECTION SIGN TO CITIES OR PROVINCES (AT ROUNDABOUT)
SIHANOUK VILLE
KAMPOT
TAKEO
KOMPONG SPEU
3 4
PHNOM PENH
2215
KEP SIHANOUK VILLE

KAMPOT
TAKEO
KOMPONG SPEU
3 4
PHNOM PENH
15
0

G1-02 sBaØabgðajTisedAeTAextþ b¤ Rkug ¬KµanrgVg;mUl¦
DIRECTION SIGN TO CITIES OR PROVINCES (AT JUNCTION)
48
SIHANOUK VILLE
4 KOH KONG
48
SRE AMBEL

G1-03 sBaØabgðajTisedAeTAtMbn;epSg² ¬manrgVg;mUl¦
DIRECTION SIGN TO OTHER AREAS (AT ROUNDABOUT)

G1-04 sBaØabgðajTisedAenAtMbn;epSg² ¬KµanrgVg;mUl¦
DIRECTION SIGN TO OTHER AREAS (at junction)
KANH
TBONG CHREACH
KHMUM
KANH
TBONG CHREACH
KHMUM

G1-05 sBaØabgðajTisedAepSg²
OTHER DIRECTIONS SIGN

EpñkTI III ( ii )
pøaksBaØaR)ab;TIRbCMuCn nigRBMRbTl;tMbn;
BUILD UP AREA AND BOUNDARY SIGNS

G2-01 TIRbCMuCn
BUILDUP AREA
1200
PHNOM PENH
5
R1 10
25
1200
PREK ENG
5
R1 10
25
G2-02 cb;TIRbCMuCn
END BUILDUP AREA
1200
PHNOM PENH
5
R1 10
25
1200
PREK ENG
5
R1 10
25

G2-03 RBMRbTl;extþ Rsuk b¤ XMu
PROVINCIAL, DISTRICT OR COMMUNNE BOUNDARY
1200
40
20
1200
40
20
G2-04 cb;RBMRbTl;extþ Rsuk b¤ XMu

END PROVINCIAL, DISTRICT OR COMMUNNE BOUNDARY
1200
40
20
1200
40
20

EpñkTI III ( iii )
sBaØaR)ab;eQµaHpøÚv
STREET NAME SIGNS

G3-01 eQµaHmhavifI
BOULEVARD NAME
G3-02 eQµaHvifI
STREET NAME

G3-03 eQµaHrukçvifI
AVENUE NAME
G3-04 pøÚvelx
STREET NUMBER

EpñkTI III ( iv )
sBaØapþl;dMNwg
INFORMATIVE SIGNS

G4-01 kEnøgctyanCMniH
PARKING AREA

G4-02 kEnøgctyanCMniH bg;R)ak;
PAY PARKING AREA
DIMENSION (mm)
SIGN
a b r
Minimum 600 10 30
Normal 700 15 35
Maximum 900 20 40
10
A B C D E F G H I J

G4-03 kEnøgefµIreCIgqøgkat;
PEDESTRIAN CROSSING AREA
DIMENSION (mm)
SIGN
a b r
Minimum 600 10 30
Normal 700 15 35
Maximum 900 20 40
10
A B C D E F G H I J

G4-04 kEnøgTYl
HUMP AREA
DIMENSION (mm)
SIGN
a b r
Minimum 600 10 30
Normal 700 15 35
Maximum 900 20 40
10
A B C D E F G H I J

G4-05 kMBg;cMlg ¬saLag¦
FERRY
DIMENSION (mm)
SIGN
a b r
Minimum 600 10 30
Normal 700 15 35
Maximum 900 20 40
10
A B C D E F G H I J

G4-06 kEnøgse®gÁaHbnÞan;
FIRST AID
DIMENSION (mm)
SIGN
a b r
Minimum 600 10 30
Normal 700 15 35
Maximum 900 20 40
10
A B C D E F G H I J

G4-07 mnÞIreBTü
HOSPITAL

G4-08 kEnøgTUrs½BÞ
TELEPHONE

G4-09 kEnøgpþl;Bt’man
OFFICIAL TOURIST INFORMATION

G4-10 sßanIy_cak;eRbg\n§n³
FILLING STATION

G4-11 sßanIy_cak;eRbg\n§n³ nig CYsCul
FILLING STATION AND RAPAIR

G4-12 yand§anCYsCul
GARAGE STATION
DIMENSION (mm)
SIGN
a b r
Minimum 600 10 30
Normal 700 15 35
Maximum 900 20 40
10
A B C D E F G H I J

G4-13 ePaC¢nIyd§an
RESTAURANT

G4-14 ePsC¢³d§an
CAFFETERIA

G4-15 sN§aKar b¤ pÞHsMNak;
HOTEL OR GUEST HOUSE

G4-16 kEnøgsMrakkMsanþ
REST AREA

G4-17 RBlanynþehaH
AIRPORT

G4-18 kEnøgrMkilTUkcuHTwk
BOAD RAMP

G4-19 kEnøge)aHtg;kMsanþ
CAMPIMG AREA

G4-20 kEnøgctrWum:krfynþkMsanþ
CARAVAN PARK ON SITE

G4-21 kEnøge)aHtg; nig ctrWum:krfynþkMsanþ
CARAVAN PARK AND CAMPING AREA

G4-22 cMNtrfynþtak;sIu
TAXIS STATION

G4-23 bgÁn;Gnam½y
TOILETES

G4-24 TwkbriePaK
DRINKING WATER

G4-25 kEnøgmanFugsMram
LITTER BIN

G4-26 GnuBaØateGayCiHeTacRkyanTnÞwmKña
ABREAST TRAVELING PERMITED
FOR BYCICLE

G4-27 pøÚvTal;xagmux
NO THROUGH ROAD
G4-28 pøÚvbt;eTAsþaMCapøÚvTal;
NO THROUGH ROAD ON RIGHT ROAD

G4-30 ynþbf
MOTOR WAY

G4-31 cb; ynþbf
END OF MOTOR WAY

G4-32 cMENkpøÚveFVIcracr
COMPULSORY LANES

G4-33 KnøgpøÚvbIrYmCaBIr ¬eTAxagsþaM¦

G4-35 pøÚvvagbt;eqVg
DETOUR FOR TURNING LEFT

G4-36 pøÚvvagcMeBaHyanEdlmankMBs;srub
elIs 3>3 etan
DETOUR FOR VEHICLES HAVING OVERALL
HEIGHT EXCEEDING THE SPECIFIED HEIGHT

G4-37 KnøgpøÚvRtUveFVIcracr

G4-38 KnøgpøÚvRtUveFVIcracr

G4-39 pøÚvÉkTis
ONE WAY TRAFFIC
d
r
b
DIMENSION (mm)
SIGN
a b c d e f r
Minimum 600 10 540 280 280 108 20
a
Normal 700 15 700 364 364 140 25
Maximum 900 20 864 450 450 170 30
f
a

G4-40 Rby½tñePøIgeqHéRB
FOREST FIRE WARNING SIGN
Rby½tñePøIgeqHéRB
EpñkTI IV
sBaØadak;bEnßmBIeRkam
SUPPLEMENTARY SIGNS

S1-01 eTacRkyan S1-02 eTacRkyanynþ
BICYCLE MOTORCYCLE
DIMENSION (mm)
SIGN
a b r
Minimum 400 250 25
Normal 500 308 30
Maximum 600 375 35
A B C D E F G H I J
S1-03 eTacRkyanynþ manrWm:kseNþag S1-04 rfynþFn;tUc

MOTORCYCLE DRAWN VEHICLES MOTOR VEHICLES
DIMENSION (mm)
SIGN
a b r
Minimum 400 250 25
Normal 500 308 30
Maximum 600 375 35
A B C D E F G H I J

S1-05 rfynþdwkGñkdMeNIrFunFM S1-06 rfynþdwkTMnijFunFM
LARGE SIZED TRUCK
LARGE SIZED BUS
DIMENSION (mm) DIMENSION (mm)

SIGN SIGN
a b r a b r
Minimum 400 250 25 Minimum 400 250 25
Normal 500 308 30 Normal 500 308 30
Maximum 600 375 35 Maximum 600 375 35
1 1
2 2
3 3
4 4
5 5
6 6
A B C D E F G H I J A B C D E F G H I J
S1-07 yanynþksikmµ S1-08 reTHGUsTajedaystV

AGRICULTURE MOTOR
VEHICLES

S1-09 yanmanTMgn;pÞúkelIePøAnimYy² S1-10 rfynþdwkTMnijFunFM Edlman
elIs 2 etan beNþayelIs 10 Em:Rt
LARGE SIZED TRUCK HAVING
VEHICLES HAVING OVERALL WEIGHT
OVERALL LENGHT EXCEEDING
ON AXLE EXCEEDING THE SPECIFIED
THE SPECIFIED LENGHT
WEIGHT
DIMENSION (mm)
SIGN
a b r
Minimum 400 250 25
Normal 500 308 30
Maximum 600 375 35
A B C D E F G H I J
S1-11 yanEdlmanTTwg elIs 2 EMm:Rt S1-12 reTHGUsTajedaystV

LARGE SIZED TRUCK HAVING
OVERALL WIDTH EXCEEDING
THE SPECIFIED WIDTH

SIGN SIGN
a b r a b r
Minimum 400 250 25 Minimum 400 250 25
Normal 500 308 30 Normal 500 308 30
Maximum 600 375 35 Maximum 600 375 35
1 1
2 2
3 3
4 4
5 5
6 6

S1-13 eTAxagsþaMéd S1-14 eTAxagsþaMéd nig xageqVgéd
TO THE RIGHT HAND SIDE TO THE RIGHT AND LEFT HAND
SIDE

SIGN SIGN
a b r a b r
Minimum 400 250 25 Minimum 400 250 25
Normal 500 308 30 Normal 500 308 30
Maximum 600 375 35 Maximum 600 375 35
1 1
2 2
3 3
4 4
5 5
6 6
S1-16 eTAxagmux S1-17 eTAxagmux nig mkxageRkay

FORWARD FORWARD AND BACKWARD

SIGN SIGN
a b r a b r
Minimum 400 250 25 Minimum 400 250 25
Normal 500 308 30 Normal 500 308 30
Maximum 600 375 35 Maximum 600 375 35
A A
B B
C C
D D
E E
F F
G G
H H
I I
J J

S1-19 Rbyt½ñ ¡ rfePøIgqøgkat; S1-20 RckecjcUleragcRk
BEWARE OF TRAIN FACTORY’S GATE

SIGN SIGN
a b r a b r
Minimum 400 250 25 Minimum 400 250 25
Normal 500 308 30 Normal 500 308 30
Maximum 600 375 35 Maximum 600 375 35
1 1
2 2
3 3
4 4
5 5
6 6
S1-21 bgðajTisedA pøÚvFMmansiT§i S1-22 bgðajTisedA pøÚvFMmansiT§i

DIRECTION OF PRIORITY ROAD DIRECTION OF PRIORITY ROAD

SIGN SIGN
a b r a b r
Minimum 400 250 25 Minimum 400 250 25
Normal 500 308 30 Normal 500 308 30
Maximum 600 375 35 Maximum 600 375 35
1 1
2 2
3 3
4 4
5 5
6 6

S1-23 bgðajcMgay S1-24 bgðajeBlevla
DISTANCE IDENTIFICATION TIME IDENTIFICATION
200 m
DIMENSION (mm)
SIGN
a b r
Minimum 400 250 25
Normal 500 308 30
Maximum 600 375 35
200 m
2
A B C D E F G H I J
S1-25 yanpÞúkplitplgayeqH
VEHICLES LOADING INFLAMMABLE
GOODS

KMnUssBaØacracr
ROAD MARKINGS
VI ( i ) KMnUssBaØaBN_skat;TTwgRTUgpøÚv ( Transverse Markings )
VI ( ii ) KMnUssBaØatambeNþayRTUgpøÚv ( Longitudinal Markings )
VI ( iii ) KMnUssBaØaRBYjelIRTUgpøÚv ( Arrows Markings )
VI ( iv ) KMnUssBaØaepSg²elIRTUgpøÚv ( Others Road Markings )

EpñkTI VI ( i )
KMnUssBaØaBN’skat;TTwgRTUgpøÚv
TRANSVERSE MARKINGS

M1-01 KMnUssBaØaQb; ¬eTal¦
STOP LINE (SINBLE SOLID)
M1-02 KMnUssBaØaQb; ¬ePøaH¦

STOP LINE (DOUBLE SOLID)

M1-03 KMnUssBaØapþl;siT§iGaTiPaB ¬ePøaH¦
GIVE WAY LINE (DOUBLE BROKEN)
200 300 200 300
M4-04 KMnUssBaØapþl;siT§iGaTiPaB ¬eTal¦

GIVE WAY LINE (SINGLE BROKEN)
300 1000 300 1000

EpñkTI VI ( ii )
KMnUssBaØatambeNaþayRTUgpøÚv
LONGITUDINAL MARKINGS

150
M2-01 KMnUssBaØaeTaldac;²
EbgEckTiscracr
SINGLE YELLOW BROKEN LINE 150
URBAN RURAL
150
M2-02 KMnUssBaØaeTalCab;
EbgEckTiscracr
SINGLE YELLOW SOLID LINE

M2-03 KMnUssBaØaePaøHCab; 100 150 100
EbgEckTiscracr
DOUBLE YELLOW SOLID LINE
M2-04 KMnUssBaØaePaøH 100 150 100
EbgEckTiscracr ¬manKMnUsdac;²enAxageqVg¦
100 150 100
URBAN RURAL

100
M2-06 KMnUssBaØadac;²
EbgEckKnøgpøÚv
100
SINGLE WHITE BROKEN LINE
URBAN RURAL
100
M2-07 KMnUssBaØaCab;
EbgEckKnøgpøÚv
SINGLE WHITE SOLID LINE

100 150
M2-08 KMnUssBaØa kMNt;CaypøÚv
SHOULDER
EDGE LINE
100 150
CURB
M2-09 KMnUssBaØaeTal elOg s
elIEKmcieBa©ImpøÚv
YELLOW-WHITE CURB MARKINGS
CURB
M2-10 KMnUssBaØaeTal Rkhm s Public Works Research Centre Page 212
elIEKmcieBa©Impøv
CURB

EpñkTI VI ( iii )
KMnUssBaØaRBYjelIRTUgpøÚv
ARROW MARKINGS

M3-01 KMnUssBaØaRBÜjeTAmuxRtg;
STRAIGTH ARROW
250
nig bt;sþaM
TURN RIGHT AND
STRAIGTH ARROW
250
nig bt;eqVg
TURN LEFT AND STRAIGTH
ARROW
250
M3-04 KMnUssBaØaRBÜjbt;sþaM
TURN RIGHT AND ARROW
250
M3-05 KMnUssBaØaRBÜjbt;eqVg
TURN LEFT AND ARROW
250
M3-07 KMnUssBaØaRBÜjgaksþaM
KEEP RIGHT ARROW
250
M3-08 KMnUssBaØaRBÜjgakeqVg
KEEP LEFT ARROW
250
EpñkTI VI ( iv )
KMnUssBaØaepSg²elIRTUgpøÚv
OTHER ROAD MARKINGS

M4-01 KMnUssBaØatMrwmKnøgpøÚv
¬pøÚvmancracrBIrTis¦
DIAGONAL HATCHED MARKINGS
(TWO-WAY ROAD)

¬pøÚvÉkTis¦
CHEVRON HATCHED MARKINGS
(ONE-WAY ROAD)
1500-5000
1000
45°
45°
150-200
150-200

¬Cab;EKmcieBa©ImpøÚv¦
DIAGONAL HATCHED MARKINGS
(ON ROAD EDGE)
0
40
300 45°
100
100

M4-04 KMnUssBaØa sMrab;GñkefµIreCIgqøgkat;
CROSSWALK MARKINGS
600 600

M4-05 KMnUssBaØa elITYl
ROAD HUMP MARKINGS
45°
0
0
20
15

EpñkTI V(i)
begáalsBaØa
SIGN POSTS

P1-01 begÁalsBaØapøÚvekag b¤ tMrg;pøÚv
DELINEATION POST
A B
150 150
30 °
80
150
A
15 °
10
10

P1-02 begÁalsBaØapøÚvekag ¬ekageRKaHfñak;¦
GUIDE POST ( AT DENGEROUS CURVE )
120
Ø150

P1-03 sBaØaelIr)arpøÚvekageTAsþaM
LATERAL SHIFT MARKER (TO RIGHT)
F
E
E
E
C C 3A-2E
DIMENSIONS
A B C D E F
300 450 150 225 13 38

450 600 225 300 19 38
600 750 300 375 22 38
750 900 375 450 25 47
900 1200 450 600 28 56

P1-05, 06, 07 sBaØabgðaj]bsKÁ enAxagsþaM, enAelIRTUgpøÚv, enAxageqVg
OBJECT MARKER (on the right, at center, on the left)
F F F
E E
D
D
D
D
D
D
C G C
A A A
DIMENSIONS
A B C D E F G
300 900 125 75 45° 16 70.5

P1-08 begÁalsBaØapøÚvrfePøIgqøgkat;
RAILWAY CROSSING POST
200
r 25
60
°
70
60

P1-09 begÁalKILÚEm:Rt
¬sMrab;cenøaH 10K>m¦
KILOMETER POST
(FOR 10Km INTERVAL)
A B C
BM...
50
50 NE...
NW...
50
SE...
Red light reflector
50
400 400 556
C Bench mark point
R3
00
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KILOMETER POST
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600
750~850
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• General Direction of Transport
Consultations : H.E Ing Kieth Vice Prime Minister and Minister

of Public Works and Transport
Mr.Tan Hay Sien Senior Civil Engineer and Head of
Department of Road Infrastructure
Mr.Leigh Shalless Senior Civil Engineer, SMEC Team
Leader, ADB Consultant (Australian)
Mr.Ung Chun Huor Chief of Motor Vehicles Inspection Office,
Mr.Preap Chanvibol Deputy Chief of Motor Vehicles Inspection Office,
Prepared & Computerized : Dr.Yit Bunna Director of PWRC (Team Leader)

Mr.Kong Sophal Mechanical Engineer of PWRC
Mr.Trang Sunthara Civil Engineer of PWRC
Mr.Samrangdy Namo Computer Engineer of PWRC
Mr.Thann Vuthira Mechanical Engineer of PWRC
Programming in : AutoCAD and Microsoft Word for Windows
Bibliographies : { Australian Road Signs Specifications

| French Road Signs Specifications
} Malaysian Road Signs Specifications
~ Japan Road Signs Specifications
Highways in Thailand 1992
Final Act and Related Documents
of UN Conference on Road Traffic
Finished Date : 10 - November - 1995

Research Centre and General Direction of Transport
(MINISTRY OF PUBLIC WORKS AND TRANSPORT )
Public Works Research Centre

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RBHraCaNacRkkm<úCa

Cati sasna RBHmhakSRt

RksYgsaFarNkar nig dwkCBa¢Ún

R1-01 R1-02 R1-03 R1-04 R1-05

R1-06 R1-07 R1-08 R1-09 R1-10

R1-11 R1-12 R1-13 R1-14 R1-15

R1-16 R1-17 R1-18 R1-19 R1-20

R1-21 R1-22 R1-23 R1-24 R1-25

R1-26 R1-27 R1-28 R1-29 R1-30

Regulatory Signs I Public Works Research Center

R1-36 R1-37 R1-38 R1-39 R1-40

R1-41 R1-42 R1-43 R1-44 R1-45

I(ii)- pøaksBaØabBa¢a (Mandatory Signs)

R2-01 R2-02 R2-03 R2-04 R2-05

R2-06 R2-07 R2-08 R2-09 R2-10

R2-11 R2-12 R2-13 R2-14 R2-15

Regulatory Signs II Public Works Research Center

R2-21 R2-22 R2-23 R2-24

I(iii)- pøaksBaØabgðajBIsiT§GaTiPaB (Priority Signs)

R3-01 R3-02 R3-03 R3-04 R3-05

R3-06 R3-07 R3-08 R3-09 R3-10

II. pøaksBaØaeRKaHfñak; (WARNING SIGNS)

W1-01 W1-02 W1-03 W1-04 W1-05

W1-06 W1-07 W1-08 W1-09 W1-10

Warning Signs III Public Works Research Center

W1-16 W1-17 W1-18 W1-19 W1-20

W1-21 W1-22 W1-23 W1-24 W1-25

W1-26 W1-27 W1-28 W1-29 W1-30

W1-31 W1-32 W1-33 W1-34 W1-35

W1-36 W1-37 W1-38 W1-39 W1-40

Warning Signs IV Public Works Research Center

W1-46 W1-47 W1-48 W1-49

II(ii)- pøaksBaØaeRbIbeNþaHGasnñ (Temporary Signs)

W2-01 W2-02 W2-03 W2-04

W2-05 W2-06 W2-07 W2-08

W2-09 W2-10 W2-11

Warning Signs V Public Works Research Center

G1-01 G1-02 G1-03

G1-04 G1-05 G1-06

III(ii)- pøaksBaØaR)ab;TIRbCMuCn nigRBMRbTl;tMbn; (Buildup Area and Boundary Signs)

G2-01 G2-02 G2-03 G2-04

III(iii)- pøaksBaØaR)ab;eQµaHpøÚv (Street Name Signs)

G3-01 G3-02 G3-03 G3-04

Guide Signs VI Public Works Research Center

G4-01 G4-02 G4-03 G4-04 G4-05

G4-06 G4-07 G4-08 G4-09 G4-10

G4-11 G4-12 G4-13 G4-14 G4-15

G4-16 G4-17 G4-18 G4-19 G4-20

G4-21 G4-22 G4-23 G4-24 G4-25

G4-26 G4-27 G4-28 G4-29 G4-30

Guide Signs VII Public Works Research Center

G4-36 G4-37 G4-38 G4-39

IV. pøaksBaØabEnßm (SUPPLEMENTARY SIGNS)

S1-01 S1-02 S1-03 S1-04 S1-05 S1-06

S1-07 S1-08 S1-09 S1-10 S1-11 S1-12

Supplementary Signs VIII Public Works Research Center

P1-01 P1-02 P1-03 P1-04

P1-05 P1-06 P1-07 P1-08

Sign Posts IX Public Works Research Center

L1-01 L1-02 L1-03

L1-04 L1-05 L1-06 L1-07

RbePTTI2- ePøIgsBaØacracrBIrBN’ (TWO COLORED TRAFFIC LIGHTS)

RbePTTI3- ePøIgsBaØacracrmYyBN’ (ONE COLORED FLASHING TRAFFIC LIGHTS)