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Method Statement For DBST Road Maintenance PDF
Method Statement For DBST Road Maintenance PDF
Method Statement
AND
PERFORMANCE/OUTPUT BASED ROUTINE
MAINTENANCE
Date: 05/07/2012
(Revised 1)
Contents
1. General Information
2. Quantities of Works
3. Reference
4. General Construction Layout
5. Construction Method Statement
5.1 Earthwork
5.2 Sub-bases and Base Course
5.3 Bitumen Works
5.4 Drainage and Protection Works
6. Construction Process Chart
6.1 Repairs of Cracks
6.2 Repairs of Potholes
6.3 Repairs of Patches
6.4 Repairs of Edge Breaks
6.5 Spread of Seal Coat
7. Quality Control of Works
7.1 Quality of Works
7.2 Quality Control of Works
8. Safety of Works
8.1 Establishment of Safety Organization
8.2 Safety Organization Requirements
8.3 Safety Management of Transportation, Mechanical Operation
9. Protection of the Environment
10.1 Water Quality
10.2 Air Quality
10.3 Noise
10.4 Control of Wastes
1. General Information
The project – the road maintenance cover part of National Road No 3 from KM0+000 (Existing PK 147+100) to KM
54+300 (Existing PK 201+400) of the length 54.3km in Kampot Province and on overall this project is scheduled to complete
in 24 months. The project road has been separated into 3 sections with two different ways of maintenance works as
follows:
Section 1
km 0+000 – km 12+300 Maintain
under terms of performance/output based routine maintenance
Section 2
km 12+300 – km 32+850 Pavement restoration - repair under terms of quantity/unit-priced maintenance
works
Section 3
km 32+850 – km 54+300 Maintain
under terms of performance/output based routine maintenance
However, due to the current severe-damaged conditions of the road, the repair under terms of quantity/unit-priced
maintenance works will be implemented for the first 3 months on the Section 1 and 3 to restore the road to the
“maintainable” condition. In the meantime the performance base routine maintenance will also be implemented on these
sections where there are maintainable conditions.
2. Quantities of Works
2.1 Earthwork: Embankment fill is 1400 m3, and sub-grade material is 980 m3. Of which roadway excavation is
10313 m3 and channel excavation is 4000 m3 while clearing and grubbing is 60000 m2.
2.2 Sub-base and Base Course: The sub-base is 2800 m3, aggregate base course is 6930 m3 and soil aggregate
shoulder is 1200 m3.
2.3 Bitumen Works: The bituminous seal coat (12 mm) is 43500 m2, while sealing aggregate (12 mm) is 43500m2,
bituminous seal coat (19.0 mm) is 32510 m2, while sealing aggregate (19.0 mm) is 33251m2. Others are the repair of
cracks (5500 m), repair of potholes is 2000 m2, repair of edge break is 1950m; leveling with Bitumen surface
treatment 3600 m2; repair of base course failure is 4330 m2
2.4 Drainage and protection works include Grouted Riprap (Class A) of 150 m3, Block Sodding slope protection
of 20000 m2, and Topsoil for embankment slopes of 20000 m2, and cleaning existing drainage systems for pipe less
than 1m dia 744m and for pipe greater than 1m dia 1014m and Cleaning existing channel through bridges 1164m.
3. Reference
Contract Documents of Road Maintenance National Road No 3 (NR-3) of Cambodia and Clarification to Questions
American Association of State Highway and Transportation Official (AASHTO)
American Society for Testing and Material (ASTM)
Australian Standards (AS)
4.4 Communication
Key personnel have been provided with cell phones and internet modem to facilitate the internal and external
communication.
5.1 Earthwork
5.1.1 Description
The sub-grade material is 980 m3, while the embankment fill is 1400 m3. The quantity of the roadway excavation is
10313 m3 and the channel excavation is 4000 m3, while the quantity of clearing and grubbing is 60000 m2. The earthwork is
executed mechanically, which is assigned for construction team to complete.
5.1.5 Embankment
This work consists of the construction of embankment by furnishing, placing, compacting and shaping suitable material of
acceptable quality obtained from approved sources in according with the Specification, and to the lines, levels, grades,
dimensions, and cross section shown on the Drawings and as required by the Engineer.
The embankment filling materials are tested in accordance with the Specification to determine the appropriate materials
prior to execution. Not until approved by the Engineer, the filling shall not be started.
Natural ground situated less than 1.5 m below the design surface of the road or side slopes, after proper clearing and grubbing
or scarifying of existing road surface, are compacted to a depth of 150 mm, to not less than 90 % of the maximum dry
density of the material as determined by AASHTO test method T180. If unsuitable materials occur in some areas under
embankment or in existing embankment, such materials are removed to levels as directed by the Engineer, the bottom of
the excavation is compacted, and areas backfilled and compacted layer by layer with suitable material
5.2.2 Sub-base
This work consists of furnishing, placing and compacting sub-base material on a prepared and accepted sub-grade to the
lines, levels, grades, dimensions and cross sections shown on the Drawing and as required by the Engineer. Based on the
Drawing, the Engineer sets out the horizontal position of sub-base, determine the thickness of spreading, and then mark it up
with stakes. Prior to sub-base spreading, watering cart is used to wet the sub-grade to ensure the cohesiveness between
them.
The sub-base is shaped, compacted and completed for at least 150 m ahead of the placing of the sub-base course
material and subject to the requirements of the Contract for the Engineer’s approval of the sub-grade before it is covered
up. The sub-base is spread in even layers not exceeding 150 mm after compaction. Care is taken to prevent segregation,
and oversized particles are hand-picked from the deposited layer prior to compaction. Immediately after each layer has
been spread and shaped satisfactorily, each layer is thoroughly compacted with suitable and adequate compaction
equipment. Each layer is compacted to at least 95 % of the maximum dry density, as determined by AASHTO T180.
5.3.1 Description
This work shall consist of repairing existing defective bitumen pavement, including bituminous surface treatment,
longitudinal cracking, block cracking, patches, and edge breaks, which is assigned for two construction teams to complete
for NR3.
After cleaning and drying, cracks are to be filled with a modified bituminous material or bitumen emulsion, having a
viscosity low enough to enable it to be penetrated into the crack.
The repair area is thoroughly cleaned with compressed air or other method approved by the Engineer to remove all
dust or loose particles.
Damaged or disturbed layers below the level of the bituminous construction is excavated into the shapes of benches,
each of which is with a width of 20 cm, be repaired or replaced using material of the equivalent to original ones and be
compacted in accordance with the Specification.
A double bituminous treatment surface (DBST) is spread. The bituminous material chosen for the repair is to be
applied or laid, and compacted in accordance with the relevant clause of the Specification. While placing the final
layer, the mix is spread slightly proud of the surface so that after rolling, the surface is flush with the adjoining surface.
If the area is large, the spreading and leveling are done using hand shovels and wooden straight edges. During the
process of compaction, the surface is checked using 3 m straight edge and required camber or cross fall is
maintained.
adjacent earth verge or soil-aggregate shoulder is subsequently brought up to the level of the bituminous pavement or
shoulder in order to protect future protection of the repair.
For Shoving:
Shoving is a type of small-localized failure of bituminous pavement, due to pick up of heavy vehicle on the soft
bituminous surface treatment. The method to repair this type of failure is as below steps:
Cut the defect area in square
Remove the defected bituminous surface treatment and other disturb materials.
Clean the cut areas by air Compressor.
Apply CRS-2 as per calculation rate for first layer is 1.80 liter / sq-m.
Hand spreading of chip seal aggregate 19 mm as per calculation rate.
In order to press the stone on to the binder, remove the stone so that their least dimensions are vertical and to
achieve mechanical interlock between the stone, rolling should continue until the aggregate has been well
embedded in the binder and uniformly textured surface is obtained.
Apply CRS-2 as per calculation rate for second layer is 1.1 liter/ sq-m
Hand spreading of chip seal aggregate 12.5 mm as per calculation rate.
In order to press the stone on to the binder, remove the stone so that their least dimension are vertical and to
achieve mechanical interlock between the stone, rolling should continue until the aggregate has been well
embedded in the binder and uniformly textured surface is obtained.
In case, third layer is required to carry out a same procedure as per second layer.
In case of repaired surface is overlaid after repair works; only the fill with DBST on the lower part is needed and
cut back to design level on the rough and hump of surfaces.
A cutting line of a regular straight sided rectangular shape, which has to be parallel or vertical with the central line
of road pavement, is drawn by chalk in the fields intended to excavate before executing. Then, the cutting with a
depth of 75 mm or otherwise directed by the Engineer is made along the drawn line in order to ensure
longitudinal and leveling sides of the, cutting groove straight.
The repair area is thoroughly cleaned with air compressor or other method approved by the Engineer to remove
all dust or loose particles.
Damaged or disturbed layers below the level of the bituminous construction are excavated into the shapes of
benches, each of which is with a width of 20 cm, be backfilled using material of the equivalent to original ones with
the depth of 20 cm and be compacted in accordance with the Specification.
A double bituminous treatment surface (DBST) or AC is spread. The bituminous material chosen for the repair is
to be applied or laid, and compacted in accordance with the relevant clause of the Specification. While placing
the final layer, the mix is spread slightly proud of the surface so that after rolling, the surface is flush with the
adjoining surface. If the area is large, the spreading and leveling is done using hand shovels and wooden straight
edges. During the process of compaction, the surfaces level is checked using 3 m straight edge and required
camber or cross fall is maintained.
Close Traffic
Cut and carve out of the Clean out the cracks Clean out the cracks
pavement
Open Traffic
Close Traffic
Unacceptable
Approved by the
Engineer
Acceptable
Open Traffic
Close Traffic
Determine defective
surface
Cut sides
Unacceptable
Approved by the
Engineer
Acceptable
Compact
Open Traffic
Close Traffic
Approved by the
Engineer
Acceptable
Spread asphalt
concrete
Compact
Open Traffic
Close Traffic
Unacceptable
Approved by the
Engineer
Acceptable
Distribute emulsified
bitumen
Distribute sealing
crushed stone
Compact
Open Traffic
8. Safety of Works
8.1 Establishment of Safety Organization
The Security Department has to be set up under Project management office, which is in charge of daily safety
specifically, the establishment of various safety regulations and rules and the implementation of each
safety measures. A full-time safety man is appointed for each construction team, who is in responsible for the safety of
the project and under the guidance of the ganger of each section and project manager. Safety education and safety publicity
on employees are carried out monthly as practically as possible.
The Contractor does not discharge or deposit any matter arising from the execution of the Works into any waters except with
the permission of the Engineer and the regulatory authorities concerned.
The Contractor has to protect all watercourses, waterways, ditches, canals, drains, lakes and the like from pollution, silting,
flooding or erosion as a result of the execution of the Works.
The Contractor has to submit details of his temporary drainage work system (including all surface channels, sediment
traps, washing basins and discharge pits) to the Engineer for approval prior to commencing work on its construction.
9.3 Noise
The Contractor has to consider noise as an environmental constraint in his planning and execution of the Works. The
Contractor has to take all necessary measure that the operation of all mechanical equipment and construction processes on and
off the Site does not cause any unnecessary or excessive noise, taking into account applicable environment requirements.
The Contractor has to use all necessary measures and maintain all plant and silencing equipment in good condition so as
to minimize the noise emission during construction works.
This Contract, we will responsible for managing and maintaining the following indicators:
Pavement and Road Side Assets
Vegetation & Trees
Litter within clearway (No foreign objects on the road clearway)
Drainage System
Bridges
Signs and Road safety
Table of Service Level Criteria that the Contractor will responsible for:
Clearway
Tree branches Trees within clearway Visual inspection. Tree branches exceeding the
within clearway must have branches cut Measurement with an threshold clearance must be
back to be no closer than appropriate 4 meter pole or cut back within seven (7) days
2 meters from the edge of staff marked at 2 meters. after detection.
shoulder and 4 meters
from the pavement
surface.
Grass/vegetation Height of grass and Visual inspection. Vegetation exceeding the
within clearway vegetation (except trees) Measurement with a ruler or threshold height must be cut
(outside pavement or must be: marked stick. back within seven (7) days
shoulders) -less than 20 cm to toe of after detection.
slopes or outermost side
of lateral ditches.
-less than 2.0 m
otherwise.
-must not disturb
drainage.
Litter within The clearway outside the Visual inspection. Litter, trash, debris and other
clearway edge of the pavement objects must be removed
must be clear of litter, within seven (7) days after
trash, debris, etc. detection.
Drainage Systems
Service Level Criteria
Item Service quality Measurement/De Time allowed for repairs or
tection Tolerance permitted
Ditches Must be clean and without any Visual Inspection Obstructions equivalent to greater
significant damage of the than 10% of the design or intended
lining, if present. cross-sectional dimensions or
Culverts and similar Must be clean and free of Visual Inspection. capacity of an item that has not
obstacles, and without been purposefully engineered into
structural damage. Must be the design, must be cleared within
firmly contained by seven (7) days of detection.
surrounding soil or material.
Structures (Bridges)
Service Level Criteria
Item Service quality Measurement/De Time allowed for repairs or
tection Tolerance permitted
Bridge deck The bridge deck shall be clean Visual inspection Any loose or missing deck
and deck material shall be fully materials shall be corrected within
intact (for concrete and asphalt three (3) days.
decking), and bolted down for Decks and deck drainage systems
metal decking. shall be cleaned within seven (7)
Drainage system/gullies/scuppers days determination of non-
shall be clean and fully compliance.
operational.
Expansion joints Clean and in good condition. Visual inspection. Damages and defects must be
repaired within seven (7) days.
1 Routine Maintenance Unit will be set up by mid-July 2012 and will works for Section 1 & 3 of performance/output
based routine maintenance (Section 1: KM0+000 to KM12+300, at the beginning of road section and Section 3:
KM32+850 to KM 54+300). This unit will manage and control 2 pools of mobile pavement/shoulder repair. Each pool
will be equipped with mobile/patrol trucks, machineries, materials and tools for potholes/patching, cutting trees and
grassing, removing/collecting all foreign objects on the carried-way and shoulders. They also will regularly check
drainage/culvert/bridges to remove any blocking of water way.
The Routine Maintenance Unit will be responsible to maintain at all times a detailed and complete knowledge and
inventory of the condition of the road sections included in the contract, and to provide to the management of all the
information needed in order to efficiently manage and maintain the road sections. The Unit will be also obliged to carry
out, in close collaboration with the Engineer, the formal and scheduled inspections of service quality levels which will
take place regularly.
The compliance (or non-compliance) report will be prepared by the Routine Maintenance Unit and will be submitted to
the Engineer in the form of tables (a mandatory standard format table and report, with assistance of a Performance Base
Specialist of Engineer), will be prepared and adopted within the first month of the Contract’s commencement date. One
table required for each road and one table required for each 1 km test section. The tables form part of the Contractor’s
monthly statement for IPC, and they may be complemented by comments for which a specific format is not required.
The monitoring of the performance will be done on a daily, monthly, and annual basis.
In-house staff will be provided only approximately 15% of Contract’ services. The remaining services will be
subcontracted to the several local sub-contractors. In order to raise the quality of services of subcontractors and improve
competition among them, we will engage in an extensive training program for small contractors.