road classification and gps road - himachal pradesh gazettehimachalservices.nic.in/hpridc/road...

Road Classification and GPS Road

Referencing - FINAL

Consulting Services for

Technical Assistance to Help Upgrade

Road Maintenance Management

System to Road Management System in

the State of Himachal Pradesh

Contract No. HPSRP (Loan 4860-IN & 8199-IN)

Prepared By Prepared For

HIMS Limited Joint Venture with

SATRA Infrastructure Management

Services Pvt Ltd

Himachal Pradesh Road and Other

Infrastructure Development Corporation

Limited

October 2016

SATRA Infrastructure Management Services Pvt Ltd

605, Ashoka Bhoopal Chambers S.P.Road, Begumpet Secunderabad – 500 003, Telangana, India [email protected] www.satragroup.in

Quality Assurance Statement

Client:

Himachal Pradesh Road and Other Infrastructure

Development Corporation Limited (HPRIDC)

Prepared by:

Balamurali Alapati

Rajshekar Gotimukul

Report Name:

Road Classification and GPS Road Referencing

Reviewed by:

Raj Mallela

Ashik Hussain

Project/Contract Number:

For HPRIDC: 4860-IN & 8199-IN

For SATRA: 01041013

Approved for issue by:

Raj Mallela

Date of Issue:

October 2016

Project Manager:

Raj Mallela

Revisions

1 29 December 2016 Comments received from HPRIDC in the meeting dated

21 December 2016


Technical Assistance to Help

Upgrade Road Maintenance

Management System to Road

Management System in the State of

Himachal Pradesh

mailto:[email protected]

http://www.satra-iman.com/

Consulting Services for Technical Assistance to Help Upgrade Road Maintenance Management System to Road Management System in the State of

Himachal Pradesh

i

Table of contents

1. Executive Summary 8

1.1 Introduction 8

1.2 Background of the Project 8

1.3 Objectives of the Project 9

1.4 Scope of Services 10

1.5 Review of Existing Road Classification 10

1.6 Review of Current GPS Road Referencing 11

1.7 GPS Road Referencing 11

1.8 Data collection procedures manual 11

1.9 Conclusion 12

2. Introduction 13

2.1 Introduction 13

2.2 Outline of the Road Classification and GPS Road Referencing Report 13

2.3 Background for the Project 13

2.4 Objectives of the Project 14

2.5 Scope of Services 15

3. Road Classification 16

3.1 Overview 16

3.2 Classification Categories 16

3.3 Defining Road Network 17

3.4 Defining Roads 17

3.5 Defining Links 19

4. Road Referencing System (GPS) 21

4.1 Overview 21

4.2 Background 21

4.3 Kilometre Point Method 22

4.4 Network Elements 22

4.4.1 Definitions of Road Network Elements 22


Himachal Pradesh

ii

4.4.2 Naming Conventions 23

4.5 GIS Mapping 34

5. Data Collection Procedures 35

5.1 Survey Planning/Programme 35

5.2 Pre-Survey Activities 36

5.2.1 ROMDAS Equipment and Installation 36

5.2.2 FWD Equipment and Installation 37

5.2.3 Calibration/Validation Sections 37

5.2.3.1 Odometer Calibration 38

5.2.3.2 Bump Integrator Calibration 38

5.2.3.3 GPS Equipment Validation 38

5.2.3.4 Z-250 Profiler Calibration 39

5.2.4 Training Survey Teams 39

5.3 Survey Activities 39

5.3.1 Items to be carried 40

5.3.2 Daily Survey Check 41

5.3.3 Field Survey Record 41

5.3.4 Starting a survey 42

5.3.4.1 Making Changes to Planned Node Points 44

5.3.5 Resurvey of Road Links 44

5.3.6 Section/Part Survey 44

5.3.7 Impassable Roads 44

5.3.8 Restricted / Inaccessible Roads 45

5.3.9 Mixed Pavement Type 45

5.3.10 Roads/Bridges Under Construction 46

5.3.11 Roundabouts 46

5.3.12 Miscellaneous Circumstances 46

5.3.13 Survey Speed 47

5.4 Inventory and Condition Data Collection 47

5.4.1 Location Reference Points (LRP) Data 47


Himachal Pradesh

iii

5.4.2 Road Inventory Data 48

5.4.3 Road Condition Data 49

5.4.4 GPS Data 52

5.4.5 ROW Video 52

5.4.6 Roughness Data 52

5.4.7 Digital Photographs 53

5.4.8 Field Notes 53

5.5 Post Survey Activities 53

5.5.1 Removal of Survey Equipment 53

5.5.2 Securing Survey Vehicle and Equipment 53

5.5.3 Raw Data Processing 54

5.5.4 Validation of the Processed Data 55

5.5.5 Review Videos 56

5.5.6 Download Photos 56

5.5.7 Data Backup 56

5.6 Bridge Data Collection 57

5.6.1 Survey Team 57

5.6.2 Items to be carried 57

5.6.3 Pre-Survey Activities 58

5.6.3.1 Inventory 58

5.6.3.2 Condition 59

5.6.4 Data Quality Checklist 60

5.6.5 Data Handover 60

5.7 Pavement Strength Data Collection 61

5.7.1 Background 61

5.7.2 FWD Survey 61

5.7.2.1 Purpose 61

5.7.2.2 Survey Team 61

5.7.2.3 Items Carried 61

5.7.2.4 Pre-Survey Activities 63

5.7.2.5 Survey Activities 63


Himachal Pradesh

iv

5.7.2.6 Data Recording 63

5.7.2.7 Post Survey Activities 63

5.7.2.8 Data Handover 64

5.8 Test Pit Survey 64

5.8.1.1 Purpose 64


5.8.1.3 Items to be Carried 64



5.8.1.6 Data Recording 66



5.9 Traffic Volume Count & Axle Load Surveys 67

5.9.1.1 Purpose 67







5.10 Road User Cost Surveys 70

5.10.1.1 Purpose 70







Annex-1: Field Survey Log Sheet 74

Annex-2: ROMDAS Default Settings 74


Himachal Pradesh

v

Annex-3: Road Maintenance Management Manual - Revised 74

Annex-4: Bridge & Culvert Survey Forms 74

Annex-5: FWD Survey Format 74

Annex-6: Test pit Survey Format 74

Annex-7: Traffic Survey Log Sheet 74

Annex-8: Road User Cost Survey Log Sheet 74


Himachal Pradesh

vi

ABBREVIATIONS

AMP Annual Maintenance Plans

BI Bump Integrator

BIS Bridge Information System

BOT Build, Operate and Transfer

BOOT Build, Own, Operate and Transfer

BOLT Build, Operate, Lease and Transfer

COTS Commercial Off the Shelf

CRN Core Road Network

DCL Data Collection Limited, New Zealand

EIC Engineer-in-Chief

FWD Falling Weight Deflectometer

FY Financial Year (Fiscal Year)

GIS Geographical Information System

GoHP Government of Himachal Pradesh

GOI Government of India

GPS Global Positioning System

HDM-4 Highway Development & Management Model Software

HIMS HIMS Ltd, New Zealand

HO Head Office

HPPWD Himachal Pradesh Public Works Department

HPRADMS Himachal Pradesh Road Accident Data Management System

HPRIDC Himachal Pradesh Road and Other Infrastructure Development Corporation Limited

HPSRP Himachal Pradesh State Roads Project

IBRD International Bank for Reconstruction and Development

IR Inception Report

IRI International Roughness Index

IT Information Technology

LAN Local Area Network


Himachal Pradesh

vii

LRMS Location Reference Management System

MDR Major District Roads

MORD Ministry of Rural Development, Government of India

NH National Highway

NRRDA National Rural Road Development Agency

PMGSY Pradhan Mantri Gram Sadak Yojana

PMS Pavement Management System

PWD Public Works Department

RFP Request for Proposal

RIS Road Information System

RMS Road Management System

RMMS Road Maintenance Management System

RO Regional Office

ROW Right of Way

ROMDAS Road Measurement Data Acquisition System

RUE Road User Effects

RWFIMS Right-of-Way Features Information Management System

SATRA SATRA Infrastructure Management Services Pvt Ltd, India

SH State Highways

SNP Modified Structural Number

TIS Traffic Information System

TNA Training Needs Assessment

TOR Terms of Reference

VOC Vehicle Operating Costs

VR Village Roads

WBM Water Bound Macadam

Consulting Services for Technical Assistance to Help Upgrade Road Maintenance Management System to Road Management System in


8

1. Executive Summary

1.1 Introduction

The State Government of Himachal Pradesh (GoHP) through Government of India

(GOI) had received a loan from International Bank for Reconstruction and

Development (IBRD) for implementation of Himachal Pradesh State Roads Project

(HPSRP) and intends to utilize a portion of this loan to finance consultancy services for

Technical Assistance to help and establish Road Management System (RMS), so that

the same could be used for all State Core Road Network (CRN) in Himachal Pradesh.

Himachal Pradesh Road and Other Infrastructure Development Corporation Limited

(HPRIDC) awarded the consultancy services contract entitled, “Consulting Services for

Technical Assistance to Upgrade Road Maintenance Management System to Road

Management System in the State of Himachal Pradesh”, with Contract No. 4860-IN &

8199-IN to HIMS Ltd, New Zealand in joint venture with SATRA Infrastructure

Management Services Pvt Ltd, India. The project commenced on 25 May 2016 with an

expected completion date of 24 May 2018.

1.2 Background of the Project

The construction and maintenance of the State Highways (1,504 km), Major District

Roads (2,139 km) and Rural Roads (27,575 km) totalling to 31,218 km are being

looked after by the Himachal Pradesh Public Works Department (HPPWD). While NHs,

SHs and MDRs carry the bulk of the traffic and are the principal carrier of economic

activities, the State Core Road Network (CRN) comprises of SHs, MDRs and Other roads

connecting NHs in the State with the rural and other roads, totalling to 4,200 km.

The HPPWD has developed a computerised Road Maintenance Management System

(RMMS) for rural roads, SHs, MDRs and Other roads. The software was developed

under the Pradhan Mantri Gram Sadak Yojana (PMGSY), Rural Roads Project in 2007.

Using the RMMS, HPPWD prepares an annual core road network condition report for

rural roads and State roads. On the basis of an indicative budget, annual maintenance

plans (AMPs) focussing on prioritizing periodic and rehabilitation works are prepared.

The program is produced to a timeframe that meets the government’s budgeting cycle

and is revised in an iterative process as more accurate forecasts of the next FY budget

become known.

However, the RMMS has its own limitations, particularly in the following functional

aspects:

It lacks necessary data fields required to prioritise higher class road network using

economic evaluation;

It lacks interfacing facilities with generally accepted maintenance needs tools such

as HDM-4;

Current system for data collection on 16 forms is too complex for rural roads.

The HPPWD/HPRIDC intends to upgrade RMMS to RMS to significantly improve and

rationalize decision making in planning, programming, funding, and procurement in the



9

allocation of resources in road sector, in order to make best use of public funds in

preserving the road networks at an acceptable level of serviceability. The proposed

upgrade of RMMS will improve technical capacities, skills and management capabilities

of the HPPWD/HPRIDC, thus improving ability of the State Government of Himachal

Pradesh (GoHP) and its subordinate agencies to manage road maintenance and

improvement activities efficiently and cost-effectively.

1.3 Objectives of the Project

Overall objective of the Consultancy Services is to improve quality and delivery of the

services of the HPPWD in planning and programming. The more specific objectives are:

Review the existing MS-Access based Road Information System in use at HQ and

Field Units;

Creation of additional fields and other information in RIS for its use in latest version

of Highway Development & Management Model (HDM-4) software;

Carry out any changes in the MS Access software for compatibility of data for

producing reports/outputs as required by the Client including enhancing

Querying/Reporting;

Develop and establish a middleware for linking modified RIS with HDM for smooth

transfer of data between the two or linking will include data import and export

facilitates between the RMS and other applications and between various

applications and report generation modules. RMS shall be configured and

customized to meet technical, functional and administrative requirements of the

Client;

Carry out compliance/pilot testing and validation of all various modules/every sub-

program/sub-systems and entire upgraded system after full interface with HDM

software;

Transfer skills and procedures to an adequate number of staff in the

HPPWD/HPRIDC for hand-holding and training of trainers to sustain use of the

HDM and RMS during, as well as after end of these services;

Providing implementation, operation and maintenance support (intermittent) to

HPPWD and HPRIDC for 24 months after all mandatory testing and validations and

third party user acceptance test - Response time of not more than 24 hours and

rectification time not more than 72 hours. That will include trouble shooting,

resolving any problems faced by the HPPWD/HPRIDC, minor modifications and

refinements required in the system to improve its effectiveness based on the

feedback information collected from its use, and removing bugs from the Software.

Thus, along with development and implementation of tools, improvements to the

operational context and capacity building will be vital to the success of the project. This

project will assist HPPWD/HPRIDC in the whole maintenance planning, programming

and implementation cycle. The system applications adopted will, together with

organisational capacity development, be instrumental in improving overall efficiency

and sustainability of the HPPWD.



10

1.4 Scope of Services

The broad scope of the Project is to upgrade RMMS to RMS. The specific tasks included

the following, which are summarised from the broad scope mentioned in the TOR:

Study existing Road Maintenance Management System, assess and identify

strengths and weaknesses of the current data format, processes, planning for

maintenance management practices, decision-making process, organisational

structure, and technical and managerial capabilities of the HPPWD/HPRIDC and

propose changes aimed at providing adequate support for the RMS and ensuring

that upgraded system will be efficient, effective and sustainable;

Establish and implement Road Management System based on the need analysis

and gaps in the current system;

To provide training to identified HPPWD/HPRIDC staff in the use and maintenance

of the system;

Upgrade RMS with following components, using Commercial Off the Shelf (COTS):

o GIS linked Road Information System (RIS);

o Bridge Information System (BIS);

o Pavement Management System (PMS);

o Road Maintenance Management System (RMMS);

o Right-of-Way Features Information Management System (RWFIMS);

o Traffic Information System (TIS);

o HDM Planning Tool for road investment maintenance prioritisation.

RMS should be capable of interfacing with other Geographic Information System

(GIS) applications of GOHP like revenue maps and forest maps to facilitate easy

access to tabular data residing within the RMS.

Undertake a Road and Bridge Condition survey and collect required inventory data

for input into the Road Management System (as per the quantities mentioned);

Define required human resources and organisation structure to manage Road

Management System (RMS) and define plans for training programs required to use

the upgraded system.

1.5 Review of Existing Road Classification

The current functional classification for roads in Himachal Pradesh is:

National Highways (NH);

State Highways (SH);

Primary Coverage Network - Major District Roads (MDR);

Rural Roads (as included in the Core Network)

Non-Core Network Roads



11

For future road management where the responsibility of Panchayats may be increased

to take over the responsibility of selected Rural Roads and non-core roads, some

additional classification of the rural road network will be required.

1.6 Review of Current GPS Road Referencing

A system for locating and referencing points on the road network is necessary for

effective management of the maintenance and upkeep of the road network. The road

location reference system gives consistent means of defining locations of points

throughout the road network. The Road Maintenance Management System (RMMS)

database uses the reference system for recording road section data. Desirably, the

same system is to be used by all persons involved in road maintenance and other

activities along the road.

The road location reference system uses the road register for establishing and location

of permanent features:

An official road name;

Road start and end points;

The prescribed direction of the road;

The origin point for distance measurement; and

Salient permanent reference points or structures

1.7 GPS Road Referencing

Road/Location referencing is used to assign a unique address to each location on the

road network so that the physical location of any road attribute can be identified easily

while carrying out the field investigations. Thus, sustainability of any Road Management

System (RMS) is largely dependent on robust, user friendly location/road referencing

system which is in line with the referencing followed by the agencies in their practice.

There are several location referencing methods followed in the highway sector as per

specific requirements of the agencies. In order to understand the HPPWD/HPRIDC

requirements, full length discussions were held with various staff of the HPPWD, and

after thorough understanding of the data collection practices followed by

HPPWD/HPRIDC, the linear referencing based on the road reference i.e., Kilometre

point method is proposed to use in the proposed RMS system (HPRMS).

1.8 Data collection procedures manual

The Data collection procedures manual is to help survey field teams, monitoring and

data processing staff to understand the details of survey equipment to be used, data

collection procedures, post survey activities and survey forms to be used. The

following are covered in detail:

Pre-survey activities;

Survey activities;



12

Inventory and condition data collection;

Post-survey activities;

Bridge data collection;

Pavement strength data collection;

Traffic & Axle load data collection;

1.9 Conclusion

Road referencing and road classification currently in place in HPPWD/HPRIDC was

thoroughly studied. Based on the study, to avoid practical limitations, only minor

changes were suggested in method of referencing roads, bridges and other assets (e.g.

road numbers, road sections, bridge numbers etc.) to be adopted in proposed RMS.

Road referencing database will be updated with current alignments and reference

points using ROMDAS GPS and Inventory surveys which are planned to be undertaken

for NH, SH and MDR roads along with few Other (Rural) roads.



13

2. Introduction

2.1 Introduction

The State Government of Himachal Pradesh (GoHP) through Government of India

(GOI) had received a loan from International Bank for Reconstruction and

Development (IBRD) for implementation of Himachal Pradesh State Roads Project

(HPSRP) and intends to utilize a portion of this loan to finance consultancy services for

Technical Assistance to help and establish Road Management System (RMS), so that

the same could be used for all State core road network (CRN) in Himachal Pradesh.

Himachal Pradesh Road and Other Infrastructure Development Corporation Limited

(HPRIDC) awarded the consultancy services contract entitled, “Consulting Services for

Technical Assistance to Upgrade Road Maintenance Management System to Road

Management System in the State of Himachal Pradesh”, with Contract No. 4860-IN &

8199-IN to HIMS Ltd, New Zealand in joint venture with SATRA Infrastructure

Management Services Pvt Ltd, India. The project commenced on 25 May 2016 with an

expected completion date of 24 May 2018.

2.2 Outline of the Road Classification and GPS Road Referencing Report

This report includes the scope stipulated in Section 3.4, 3.13 and 3.26 of TOR. This

includes:

Study of existing road referencing system and suggest improvements (if any);

Study the existing Road classification system and suggest improvements (if any);

Develop data collection procedures manual.

2.3 Background for the Project

The construction and maintenance of the State Highways (1,504 km), Major District

Roads (2,139 km) and Rural Roads (27,575 km) totalling to 31,218 km are being

looked after by the Himachal Pradesh Public Works Department (HPPWD). While NHs,

SHs and MDRs carry the bulk of the traffic and are the principal carrier of economic

activities, the State Core Road Network (CRN) comprises of SHs, MDRs and Other roads

connecting NHs in the State with the rural and other roads, totalling to 4,200 km.

The HPPWD has developed a computerised Road Maintenance Management System

(RMMS) for rural roads, SHs, MDRs and Other roads. The software was developed

under the Pradhan Mantri Gram Sadak Yojana (PMGSY), Rural Roads Project in 2007.

Using the RMMS, HPPWD prepares an annual core road network condition report for

rural roads and State roads. On the basis of an indicative budget, annual maintenance

plans (AMPs) focussing on prioritizing periodic and rehabilitation works are prepared.

The program is produced to a timeframe that meets the government’s budgeting cycle

and is revised in an iterative process as more accurate forecasts of the next FY budget

become known.

However, the RMMS has its own limitations, particularly in the following functional

aspects:



14

It lacks necessary data fields required to prioritise higher class road network using

economic evaluation;

It lacks interfacing facilities with generally accepted maintenance needs tools such

as HDM-4;

Current system for data collection on 16 forms is too complex for rural roads.

The HPPWD/HPRIDC intends to upgrade RMMS to RMS to significantly improve and

rationalize decision making in planning, programming, funding, and procurement in

allocation of resources in the road sector in order to make the best use of public funds

in preserving the road networks at an acceptable level of serviceability. The proposed

upgrade of RMMS will improve technical capacities, skills and management capabilities

of the HPPWD/HPRIDC thus improving the ability of the State Government of Himachal

Pradesh (GoHP) and its subordinate agencies to manage road maintenance and

improvement activities efficiently and cost-effectively.

2.4 Objectives of the Project

Overall objective of the Consultancy Services is to improve quality and delivery of the

services of the HPPWD in planning and programming. The more specific objectives are:

Review the existing MS-Access based Road Information System in use at HQ and

Field Units;

Creation of additional fields and other information in RIS for its use in latest version

of Highway Development & Management Model (HDM-4) software;

Carry out any changes in the MS Access software for compatibility of data for

producing reports/outputs as required by the Client including enhancing

Querying/Reporting;

Develop and establish a middleware for linking modified RIS with HDM for smooth

transfer of data between the two or linking will include data import and export

facilitates between the RMS and other applications and between various

applications and report generation modules. RMS shall be configured, customized

to meet technical, functional and administrative requirements of the Client;

Carry out compliance/pilot testing and validation of all various modules/every sub-

program/sub-systems and entire upgraded system after full interface with HDM

software;

Transfer skills and procedures to an adequate number of staff in the

HPPWD/HPRIDC for hand-holding and training of trainers to sustain use of the

HDM and RMS during as well as after the end of these services;

Providing implementation, operation and maintenance support (intermittent) to

HPPWD and HPRIDC for 24 months after all mandatory testing and validations and

third party user acceptance test - Response time of not more than 24 hours and

rectification time not more than 72 hours. That will include trouble shooting,

resolving any problems faced by the HPPWD/HPRIDC, minor modifications and

refinements required in the system to improve its effectiveness based on the

feedback information collected from its use, and removing bugs from the Software.

Thus, along with development and implementation of tools, improvements to the

operational context and capacity building will be vital to the success of the project. This



15

project will assist HPPWD/HPRIDC in the whole maintenance planning, programming

and implementation cycle. The system applications adopted will, together with

organisational capacity development, be instrumental in improving overall efficiency

and sustainability of the HPPWD.

2.5 Scope of Services

The broad scope of the Project is to upgrade RMMS to RMS. The specific tasks included

the following, which are summarised from the broad scope mentioned in the TOR:

1. Study existing Road Maintenance Management System, assess and identify

strengths and weaknesses of the current data format, processes, planning for

maintenance management practices, decision-making process, organisational

structure, and technical and managerial capabilities of the HPPWD/HPRIDC and

propose changes aimed at providing adequate support for the RMS and ensuring

that upgraded system will be efficient, effective and sustainable;

2. Establish and implement Road Management System based on the need analysis

and gaps in the current system;

3. To provide training to identified HPPWD/HPRIDC staff in the use and maintenance

of the system;

4. Upgrade RMS with the following components, using Commercial Off the Shelf

(COTS):

o GIS linked Road Information System (RIS);

o Bridge Information System (BIS);

o Pavement Management System (PMS);

o Road Maintenance Management System (RMMS);

o Right-of-Way Features Information Management System (RWFIMS);

o Traffic Information System (TIS);

o HDM Planning Tool for road investment maintenance prioritisation.

5. Undertake a Road and Bridge Condition survey and collect required inventory data

for input into the Road Management System (as per the quantities mentioned);

6. Define required human resources and organisation structure to manage Road

Management System (RMS) and define plans for training programs required to use

the upgraded system.



16

3. Road Classification

3.1 Overview

Road classification is a fundamental part of planning and managing the road network

and involves assigning all the roads within a prescribed jurisdiction to a category,

according to their function. The assigned category then helps guide future decisions

about operation, maintenance, planning and development of the network. It also helps

guide expectations about the level-of-service that might be experienced by those who

will use or interact with the facility.

It is important to note, however, that classification by itself does not in any way pre-

determine the level-of-service or outcome experienced for any particular user.

Classification is simply the basis or starting point for guiding decisions about

management and future planning of the network, to ensure that this is carried out in a

consistent and transparent way.

3.2 Classification Categories

According to national norms (IRC recommendations) the roads are classified as -

1. National Highways

2. State Highways

3. Major District Roads

4. Other District Roads

5. Village Roads

National Highways (NH): National highways are the major arterial roads spanning

in the length and breadth of the country and connects the Capital to various State

Capitals of the country or with the neighbouring countries. They also connect famous

tourism places of the country. National highways are numbered and written as NH-1,

NH-2 etc.

State Highways (SH): State Highways are the arterial roads of the State linking

District Headquarters, important cities/towns and National Highways in the State

and/or connecting other highways of the neighbouring States. State highways are

numbered and written as SH-1, SH-2 etc.

Major District Roads (MDR): These are important roads within the district serving

the areas of production and markets connecting with each other or with main State or

National Highway. These normally connect towns and villages having a population of

1,000 and above in non-tribal areas and 500 and above in tribal areas. Major District

Roads are numbered and written as MDR001, MDR002 etc.



17

Other District Roads (ODR): These roads connect rural areas/town centers to major

district roads of higher importance. Other District Roads are numbered and written as

ODR001, ODR002 etc.

Village Roads (VR): These roads connect rural villages with one another and to the

nearest higher level road or to the nearest town center. Village Roads are numbered

and written as VR001, VR002 etc.

However, the current functional classification for roads in Himachal Pradesh is:

National Highways; State Highways;

Primary Coverage Network - Major District Roads;

Rural Roads (as included in the Core Network)

Non-Core Network Roads

For future road management where the responsibility of Panchayats may be increased

to take over the responsibility of selected Rural Roads and non-core roads, some

additional classification of the rural road network will be required.

3.3 Defining Road Network

Roads under the control of the PWD are both long (SH & MDR) and short (Village) road

section. For Panchayats roads are generally short and will not require sectioning.

Therefore, no matter who the responsible authority is, when defining and naming the

road network, following criteria should be taken into account:

A road is a portion of the network used for management and reporting purposes;

The road name should clearly define the road from its start (origin) point to its end

point;

A road should have the same number throughout its full length (irrespective of

whether it passes through villages or crosses block, district, division or sub-division

boundaries);

The road name should be in the direction of the road with the start at the first part

of the name;

Roads should start at road junctions with higher classification roads;

Roads must be continuous and not duplicated or form part of or be included in any

other road;

The road name and number is to be unique within the State or each district; and

The road is to have the same classification throughout its full length.

3.4 Defining Roads

Road numbers are primarily for database records and need to be unique to interface

with GIS. They allow connection of different data sets relating to a single road or

section of road, in the same or different databases. Road numbers should be as simple

as possible, be easy to use and unique to each road throughout the State. Roads

should have the same classification and number for its full length, no matter if it

crosses block, district, division or sub-division boundaries. Since blocks are an artificial



18

boundary used for development of the PMGSY program and GIS and do not relate to

administrative centres of the PWD blocks, should not have any reference in the road

numbering process.

Generally SH and MDR are long and may cross district and division boundaries,

whereas, Rural Roads are generally short and confined to district or division areas.

Therefore, road numbers should make reference to the district and division in which it

is located.

For ease of management and reporting and particularly for the reallocation of rural

roads to Panchayats, the road classification should be as follows:

National Highways

State Highways

Primary Core Network - Major District Roads (MDR)

Secondary Core Network (Rural Roads)

o Other District Roads - PWD responsibility (ODR)

o Village Road - Panchayat responsibility (VR)

Non-core network - Panchayat responsibility (PR)

Road numbering will therefore be:

State Highways (SH) SHxxxx

Main District Roads (MDR) MDRxxxx

Other District Roads (ODR) ODRxxxx

Village Roads (VR) VRxxxx

Non-Core Network Roads (PR) PRxxxx

xxxx = a unique number assigned for each road classification with no particular

significance and continuous throughout the State for core network and District-wise for

non-core network.

Moreover, as most roads feed traffic to the core network, consideration in the near

future will need to be taken to have all roads included in the RMMS/GIS, if they are to

receive adequate maintenance funding to ensure sustainable connectivity to all villages.

Typical road numbering is shown in Figure 3-1.



19

Figure 3-1: Illustration of Typical Road Numbering

3.5 Defining Links

To enable easy controllable management of data for each road, roads need to be sub-

divided into shorter manageable lengths called “links”. Link should have their start and

ends points at permanent easily definable locatable postings or defined boundaries.

Road links should start at permanent easily defined locations such as:

road junctions;

district boundaries;

division boundaries;

sub-division boundaries;

bridge abutments;

change in Responsible Authority;

monuments/historic markers etc.; or

religious buildings, like temples/mosques.



20

Where roads are transferred to Panchayats, the boundaries of any Panchayat

administrative centre will also need to be considered.

For Core Road Network purposes the road and link numbers are:

State Highways SHxxxxddsd

Main District Roads MDRxxxxddsd

Other District Roads ODRxxxxddsd

Village Roads VRxxxxddsd

Non-Core network Roads PRxxxxddsd

Where:

xxxx = a unique number in each road assigned uniquely with no particular

significance for the whole State.

dd = allotted Division number for each district

sd = allotted Sub-division number for each district

For short roads, less than 5 km, splitting the road into links is not really necessary.

However, for standardisation of road numbering, links are to be included as they

contain details of the Division and Sub-division through which the road passes.



21

4. Road Referencing System (GPS)

4.1 Overview

Road/Location referencing is used to assign a unique address to each location on the

road network so that the physical location of any road attribute can be identified easily

while carrying out the field investigations. Thus, sustainability of any Road

Management System (RMS) is largely dependent on robust, user friendly location/road

referencing system which is in line with the referencing followed by agencies in their

practice. There are several location referencing methods followed in the highway

sector as per specific requirements of the agencies. In order to understand

HPPWD/HPRIDC requirements, full length discussions were held with various staff of

the HPPWD, and after thorough understanding of the data collection practices followed

by HPPWD/HPRIDC, the linear referencing based on the road reference i.e., Kilometre

point method is proposed to be used in the proposed RMS system (HPRMS).

4.2 Background

A system for locating and referencing points on the road network is necessary for

effective management of the maintenance and upkeep of the road network. The

road/location reference system gives a consistent means of defining locations of points

throughout the road network. The existing Road Maintenance Management System

(RMMS) database uses the reference system for recording the road section data.

The road/location reference system uses the road register for establishing and location

of permanent features:

An official road name;

Road start and end points;

The prescribed direction of the road;

The origin point for distance measurement; and

Salient permanent reference points or structures.

Though provision of kilometre/hectometre posts on many roads is available,

establishment of additional Location Reference Points (LRP) may be necessary.

Wherever Location Reference Point (LRP) is missing, Distance Marker Posts (DMP) shall

be used. DMPs and LRPs assist to identify fixed features along a road with a known

chainage (distances from the origin point). They are local reference points that enable

easy determination of the chainage of other points. Measuring the distance from a

known DMP or LRP allows determination of the chainage of any point without reference

to the origin point.

Good LRPs are:

road junctions (the exact location is required; for example centre of the junction

road, end of kerb, kerb line at edge of side road at a junction or the building line

next to junction;

bridge abutments (designate which one);



22

centreline of culverts (if easily located when driving on the pavement);

Recognisable buildings (e.g. centre of door to temple, mosque etc.);

Division, Sub-division or other border marks; and

other fixed items (for example road side monuments, permanent road side signs).

4.3 Kilometre Point Method

In Kilometre Point method, a Road is considered as base element for referencing during

data collection (i.e. positions of attributes such as roughness are stored as an offset

from start of the Road) and the final database also stores positions as an offset from

the start of the Road. This allows data collection teams to collect data on km basis

without resetting chainage at Links (or adjusting sampling length at the start of the

link).

4.4 Network Elements

The network elements which are considered in the location referencing method of

HPRMS are shown in Figure 4-1 below. According to this, a Road is broken into

number of Links (node-node) and a Link is in turn broken into number of smaller

Segments (LRP-LRP).

4.4.1 Definitions of Road Network Elements

The following definitions for network elements will be followed in proposed RMS

(HPRMS).

Road: Sequential length of the road network identified and gazetted as road.

Link: Part of road broken down based on the traffic, road geometrics and as per the

jurisdiction limits.

Node: Nodes are used to mark start and end points of the Links

Location Reference Points (LRPs): LRPs are prominent structures along the road,

such as km stones, intersections, bridges, culverts, boundaries, religious structures,

concrete posts, sign posts, and bench marks. These LRPs are used as reference while

collecting the data. LRPs are defined by distance from the start of the road. The spatial

locations of LRP should have GPS coordinates.

Segment: A Segment is part of a road joining two LRPs of the same Link.

Network: Network is a collection of Links grouped together for performing various

analysis.



23

Figure 4-1: Location Referencing for HPRMS

Note: The term “sections” is reserved typically for referring to sections of uniform road

attributes such as roughness section, resurfacing sections, rating section etc (ex:

homogeneous section). A section would be defined in terms of its start and end

position expressed as an offset from the road start.

4.4.2 Naming Conventions

Administrative Divisions: HPPWD/HPRIDC maintains and manages the network

through their offices at Zonal, district, block, division and sub-division. Following IDs

will be used in HPRMS for various administrative divisions:

Zones

Zone Name Zone ID

Hamirpur 1

Kangra 2

Mandi 3

Shimla 4

Districts

District_Name District_ID Zone_ID

Bilaspur 1 1

Chamba 2 2

Hamirpur 3 1

Kangra 4 2

Kinnaur 5 4

Kullu 6 3,4

Lahual spiti 7 3,4



24

District_Name District_ID Zone_ID

Mandi 8 3

Shimla 9 4

Sirmaur 10 4

Solan 11 4

Una 12 1

Blocks

Block_ Name Block_ID District_ID Zone_ID

Geharwin/Jhandutta 1 1 1

Ghumarwin 2 1 1

Sadar 3 1 1

Bhattiyat 1 2 2

Chamba 2 2 2

Mehla 3 2 2

Pangi 4 2 2

Salooni 5 2 2

Bharmour 6 2 2

Tissa 7 2 2

Hamirpur 1 3 1

Nadaun 2 3 1

Sujanpur 3 3 1

Bijhari 4 3 1

Bhoranj 5 3 1

Tauni Devi 6 3 1

Baijnath 1 4 2

Dehra 2 4 2

Fatehpur 3 4 2

Indora 4 4 2

Nagrota Surian 5 4 2

Nurpur 6 4 2

Pragpur 7 4 2

Panchrukhi 8 4 2

Bhawarna 9 4 2

Lambagaon 10 4 2

Bhedu Mahadev 11 4 2

Kangra 12 4 2

Nagrota Bagwan 13 4 2

Rait 14 4 2

Nichar 1 5 4

Kalpa 2 5 4

Pooh 3 5 4

Anni 1 6 4

Nirmand 2 6 4

Naggar 3 6 3



25

Kullu 4 6 3

Banjar 5 6 3

Spiti 1 7 4

Lahaul 2 7 3

Balh 1 8 3

Chachiot 2 8 3

Chauntra 3 8 3

Gopalpur 4 8 3

Drang 5 8 3

Sundernagar 6 8 3

Sadar 7 8 3

Dharampur 8 8 3

Karsog 9 8 3

Seraj 10 8 3

Theog 1 9 4

Rampur 2 9 4

Basantpur 3 9 4

Chauhara 4 9 4

Rohru 5 9 4

Narkanda 6 9 4

Mashobra 7 9 4

Chopal 8 9 4

Jubbal & Kotkhai 9 9 4

Shillai 1 10 4

Paonta 2 10 4

Rajgarh 3 10 4

Pachhad 4 10 4

Sangrah 5 10 4

Nahan 6 10 4

Kunihar 1 11 4

Dharampur 2 11 4

Nalagarh 3 11 4

Kandaghat 4 11 4

Solan 5 11 4

Amb 1 12 1

Dhundla 2 12 1

Gagret 3 12 1

Haroli 4 12 1

Divisions

Division_Name Division_ID Block_ID District_ID

BILASPUR - I 1 1,2,3 1

BILASPUR - II 2 2 1

GHUMARWIN 3 2,3 1

BHARMAUR 4 3,6 2

CHAMBA 5 2,3,7 2



26

DALHOUSIE 6 1 2

KILLAR 7 4 2

SALOONI 8 2,5 2

BARSAR 9 2,4,5 3

HAMIRPUR 10 1,2,3 3

TAUNIDEVI 11 6 3

BAIJNATH 12 1,8 4

DEHRA 13 2,7 4

DHARMSHALA 14 13,14 4

FATEHPUR 15 3,4 4

JAISINGHPUR 16 2,10 4

JAWALI 17 4,5 4

KANGRA 18 12,13,14 4

NURPUR 19 6 4

PALAMPUR 20 9,10,11 4

KALPA 21 2,3 5

KARCHHAM 22 1,2 5

KULLU - I 23 4,5 6

KULLU - II 24 3,4 6

NIRMAND 25 1,2 6

KAZA 26 1 7

UDAYPUR 27 2 7

DHARMPUR 28 8 8

GOHAR 29 1,2,6,10 8

JOGINDRANAGAR 30 3,5 8

KARSOG 31 2,9 8

MANDI - I 32 5,7,10 8

MANDI - II 33 1,7 8

SUNDER NAGAR 34 6 8

SARKAGHAT 35 4 8

CHOPAL 36 8 9

DHAMI 37 3,7 9

DODRA KWAR 38 4 9

JUBBAL 39 9 9

KUMARSAIN 40 3,6 9

RAMPUR 41 2 9

ROHRU 42 4,5 9

SHIMLA - I 43 3,7 9

SHIMLA - III 44 9

THEOG 45 1 9

NAHAN 46 6 10

PAONTA SAHIB 47 2 10

RAJGARH 48 3,4 10

SANGRAH 49 1,5 10

SHILAI 50 1,2 10

ARKI 51 1,2,3,4,5 11

KASAULI 52 2,5 11

NALAGARH 53 3 11

SOLAN 54 4,5 11



27

BANGANA 55 2 12

BHARWAIN 56 1,3 12

UNA 57 3,4 12

Sub-Divisions

SubDivision Name SubDivision_ID Division_ID Block_ID

BERI 1 1 1,2

BILASPUR - I ( HORTICULTURE )

2

BILASPUR - II 3

3

BILASPUR - III 1 2 3

NAMHOL 2

3

SHRI NAINA DEVI JI 3

3

SWARGHAT 4

3

BARTHIN 1 3 1

BHARARI 2

2

GHUMARWIN 3

2

KALOL 4

1

BHARMAUR 1 4 3

GAROLA 2

3

HOLI 3

3

RAKH 4

6

CHAMBA - I 1 5 2

CHAMBA - II 2

2,3

PIU CHAMBA 3

3

TARELA 4

7

TEESA 5

7

BANIKHET 1 6 1

CHOWARI 2

1

DALHOUSIE 3

1

SIHUNTA 4

1

KILAR - I 1 7 4

KILAR - II 2

4

SHOUR 1 8 5

BHALEI 2

5

KOTI 3

2

PIU SALOONI 4

5

SALOONI 5

5

BARSAR 1 9 4

BHORANJ 2

5

DHANETA 3

2

HAMIRPUR 1 10 1

NADAUN 2

2

SUJANPUR 3

3

KAKKAR 1 11 6



28

LAMBLU 2

6

SAMIRPUR 3

6

TAUNIDEVI 4

6

BAIJNATH 1 12 1

PANCHRUKHI 2

8

DADASIBA 1 13 7

DEHRA 2

2

JWALAMUKHI 3

2

PRAGPUR 4

7

DHARMSHALA - I 1 14 13,14

DHARMSHALA - II 2

13,14

NAGROTA BAGWAN 3

13

BADUKHAR 1 15 4

DHAMETA 2

4

FATEHPUR 3

3

INDORA 4

4

BALAKRUPI 1 16 2,10

JAISINGHPUR 2

2

THURAL 3

2,10

JAWALI 1 17 4

KOTLA 2

5

NAGROTA SURIAN 3

5

GAGGAL 1 18 14

KANGRA 2

12

LUNJ 3

12

SHAHPUR 4

14

NURPUR 1 19 6

REHAN 2

6

SULIALI 3

6

BHAWARNA 1 20 10,11

DHEERA 2

11

PALAMPUR 3

9

TANDA 1 58 13

KALPA 1 21 2

MOORANG 2

3

POOH 3

3

RECKONG PEO 4

2

KARCHHAM 1 22 1

PIU BHAWANAGAR 2

1

PONDA 3

2

SANGLA 4

1

TAPRI 5

2

BANJAR 1 23 5

BHUNTAR 2

4

MANIKARAN 3

4



29

PIU KULLU - I 4

4

KATRAIN 1 24 3

KULLU 2

4

MANALI 3

3

PIU KULLU - II 4

4

ANI 1 25 1

BROW 2

2

DALASH 3

2

NEETHER 4

2

NIRMAND 5

1

HURLING 1 26 1

KAZA 2

1

LOSAR 3

1

SICHLING 4

1

KEYLONG 1 27 2

KULLU STORE 2

2

SHISHU / KOKSAR 3

2

UDAYPUR 4

2

DHARMPUR 1 28 8

MANDAP 2

8

MARHI 3

8

TIHRA 4

8

BALICHOWKI 1 29 10

GOHAR 2

1,2,6

JANJEHLI 3

10

JOGINDRANAGAR 1 30 3,5

LADBHAROL 2

3

CHHATTRI 1 31 9

CHURAG 2

9

KARSOG 3

9

PANGNA 4

2,9

KAMAND 1 32 7

MANDI - III 2

7

PADHAR 3

5

PANARSA 4

7

CHAKKAR 1 33 7

KOTLI 2

1

MANDI - IV 3

1

RIWALSAR 4

7

SUKET 1 34 6

DHANOTU 2

6

BALDWARA 1 35 4

SARKAGHAT 2

4

CHOPAL 1 36 8

KUPVI 2

8



30

NERWA 3

8

PIU NERWA 4

8

DHAMI 1 37 7

JATOG 2

7

JALOG 3

3

SHOGHI 4

7

SUNNI 5

3

DODRA KWAR 1 38 4

HATKOTI 1 39 9

JUBBAL 2

9

KALBOG 3

9

KOTKHAI 4

9

KUMARSAIN 1 40 6

THANADHAR 2

3,6

NANKHARI 1 41 2

RAMPUR 2

2

SARAHAN 3

2

TAKLECH 4

2

CHIRGAON 1 42 4

ROHRU 2

5

TIKKAR 3

5

JUNGA 1 43 3,7

SHIMLA - I 2

3,7

KUSUMPTI 1 44 Shimla Urban

MEDICAL COLLEGE 2

Shimla Urban

VIDHANSABHA 3

Shimla Urban

SHIMLA - II 4

Shimla Urban

SHIMLA - V 5

Shimla Urban

SHIMLA - VII 6

Shimla Urban

MATIANA 1 45 1

SAINJ 2

1

THEOG 3

1

DADAHU 1 46 6

NAHAN 2

6

DHAULA KUAN 1 47 2

PAONTA - I 2

2

PAONTA - II 3

2

DILMAN 1 48 4

HABBAN 2

3

PIU RAJGARH 3

3

RAJGARH 4

3

SARAHAN 5

4

HARIPURDHAR 1 49 1,5

NAURADHAR 2

5

PIU SANGRAH 3

5



31

SHRI RENUKA DEVI JI 4

5

KAMRAU 1 50 1,2

MEENUS / RONHAT 2

1

SATAUN 3

1,2

SHILAI 4

1,3

ARKI 1 51 1

DARLAGHAT 2

1

KUNIHAR 3

1,4

KASAULI 1 52 2

PARWANOO 2

2

SUBATHU 3

2,5

BADDI 1 53 3

NALAGARH 2

3

RAMSAHAR 3

3

KANDAGHAT 1 54 4

OCHHAGHAT 2

5

SOLAN 3

5

BANGANA 1 55 2

JOLE 2

2

AMB 1 56 1

BHARWAIN 2

1

GAGRET 3

3

HAROLI 1 57 4

MEHATPUR 2

3

UNA - I 3

3

Road Classification: IRC (Indian Roads Congress) has classified roads in India into

the following five categories:

1. National Highways

2. State Highways

3. Major District Roads

4. Other District Roads

5. Village Roads

National Highways (NH): National highways are the major arterial roads spanning

in the length and breadth of the country and connects the Capital to various State

capitals of the country or with the neighbouring countries. They also connect famous

tourism places of the country. National highways are numbered and written as NH-1,

NH-2 etc.

State Highways (SH): State highways are the roads which connect the State capital

to other States and to the district headquarters in the State.



32

Major District Roads (MDR): These roads connect district headquarters to the main

town centers in the district and to headquarters of other districts also. They also

connect these major town centers to other State highways of importance.

Other District Roads (ODR): These roads connect rural areas/town centers to major

district roads of higher importance.

Village Roads (VR): These roads connect rural villages with one another and the

nearest higher level road or to the nearest town center.

Table 4-1: Location Referencing Conventions

Item Convention Example

Road ID

ABBBB

A indicates road class NH, SH, MDR, ODR, VR etc.

BBBB denotes Road Number assigned by MORTH /

HPPWD

NH0001, SH0052,

MDR001

NH0001 is Road NH1

Total Road

ID

SSDDCCABBBBVVN

SS indicates State ID

DD indicates District Code

CC indicates Block Code

ABBBB indicates Road ID

VV indicates Division Code

N indicates Sub-Division

HP0304MDR0035092

Link ID ABBBBCCD

A indicates road class

BBBB indicates Road Number assigned by

MORTH/HPPWD

CC indicates Division ID

D is Sub-Division ID

NH0001012, is the

Link on NH1 in

BILASPUR - I Division

and Sub-division-2.

Node ID ABBBBCCD:0000.000



MORTH/HPPWD


D indicates Sub-division ID

0000.000 is Chainage of Node from start of Road in

km

NH0001012:0010.103,

is the Node on NH1 in

BILASPUR - I Division,

Subdivision-2 and

starting at Chainage

Km10/103



33


LRP ID ABBBBCCD:0000.000



MORTH/HPPWD



0000.000 is Chainage of LRP from start of Road in km

NH0001012:0010.103,

is the Node on NH1 in


Subdivision-2 and LRP

Chainage at Km10/103

Bridge ID BR:ABBBBCCD:0000.000

BR indicates Bridge



MORTH/HPPWD



0000.000 is Chainage of start point of Bridge from

start of Road in km

BR:NH0001012:0000.0

00,

BR:SH0003012:0014.5

00

BR:SH0003012:0014.5

00 is the Bridge on SH3

in BILASPUR - I

Division, Subdivision-2

at chainage Km 14/500

from the road start

Culvert ID CU:ABBBBCCD:0000.000

CU indicates Culvert



MORTH/HPPWD



0000.000 is Chainage of Culvert location from start of

Road in km

CU:NH0001012:0000.0

00,

CU:SH0003012:0014.5

70

CU:SH0003012:0014.5

70 indicates a culvert

on SH3 in BILASPUR - I



from the road start

Traffic

Count

Location

ID

TS: ABBBBCCD:0000.000

TS indicates Traffic Station



MORTH/HPPWD



0000.000 is Chainage of Traffic Count location from

start of Road in km

TS:NH0001012:0000.0

10,

TS:SH0003012:0014.5

30

TS:SH0003012:0014.5

30 is the traffic count

location on SH3 in


Subdivision-2 at

chainage Km 14/530

from the road start



34


Axle Load

ID

AX:ABBBBCCD:0000.000

AX indicates Axle Load Survey



MORTH/HPPWD



0000.000 is Chainage of Axle load survey location

from start of Road in km

AX:NH0001012:0000.0

10,

AX:SH0003012:0014.5

90

AX:SH0003012:0014.5

90 indicates Axle load

location on SH3 in


Subdivision-2 at

chainage Km 14/590

from the road start

Guard Rail

ID

GU:ABBBBCCD:0000.000

GU indicates Guard Rail



MORTH/HPPWD



0000.000 is chainage of Guard rail location from start

of Road in km

GU:NH0001012:0000.0

00,

GU:SH0003012:0014.5

90

GU:SH0003012:0014.5

90 indicates Guard rail

on SH3 in BILASPUR - I



from the road start

Accident data (only blackspot data) will be sourced from RADMS to use in the

HPRAMS. All remaining data related to accidents will continue to be maintained in

RADMS;

Whitewash marking on road side as delineators (Yes/No), Lane marking (Yes/No),

Raised markers, Signs etc. will be captured at Link level, Ex: Number of sign

boards per link, etc.;

Parapets, Footpaths, roadside parking, marker posts will be captured at Link level;

Subsidence of slips/landslides locations will be captured during the survey;

4.5 GIS Mapping

HPPWD supplied GIS map with Road, Link information available with IT Division’s

ArcGIS system. It is understood that the current GIS maps made available have

significant alignment offsets in some sections, considering that the GPS surveys will

form the basis for future surveys. It is suggested that GIS map for NH, SH and MDR

need to be updated as part of proposed HPRMS system scope and the updated GIS

network will be updated/uploaded into the exiting HPPWD’s IT division’s ArcGIS system

and it will also be uploaded into GIS module of HPRMS system.



35

5. Data Collection Procedures

The Data collection procedures manual is to help the survey field teams, monitoring

and data processing staff to understand details of survey equipment to be used, data

collection procedures, post survey activities and survey forms to be used. Following

are covered in detail:

Survey system configuration;

Road and link identification;

Pre-survey activities;

Survey activities;

Inventory and condition data collection;

Post-survey activities;

Bridge data collection;

Pavement strength data collection;

Traffic management plan;

5.1 Survey Planning/Programme

It is suggested that surveys shall be undertaken district by district, and when one

district is completed all data will be uploaded to the server and backed up onto

appropriate storage medium. Data will be checked for completeness before the survey

team moves to the next district.

Daily schedules shall be prepared using maps and road link data available with

HPPWD/HPRIDC. A preliminary conservative daily survey schedule of 50 lane km/day

on the SH roads, 30-50km/day on the MDR network roads will be used until an average

survey rate can be established.

Available Data

Preparation of survey planning will be assisted by the use of GIS software, maps and

road and link data available with HPPWD/HPRIDC. The data available to date includes a

list of all roads and links, the road and link length and district maps. Other information

can be gathered from Satellite imaging using programs like Google Earth etc.

Identification of final survey roads, their physical start and end locations is very

important. Therefore, it is intended to meet with local regional engineers to confirm

these locations. HPRIDC Headquarters has to make initial contacts to facilitate this

process.

The Navigation Database

Survey teams shall be provided with a set of paper prints showing the road network

including the survey program. The updated road and link files shall be supplied to the

survey teams.



36

Identification of roads

The main sources are:

Road and link details;

ArcGIS shapefiles;

Meetings with personnel from the regional office of HPPWD/HPRIDC. HPRIDC,

where possible, will provide local support to accompany the survey team to assist

with the identification of roads, links and start and end locations.

Survey Program and Log Sheets

The survey program shall be planned district by district, based on a preliminary

estimation of survey duration, the travelling time to the sites, meetings with local

engineers, vehicle and equipment service and weather delays, etc. It is provisionally

estimated that it will be possible to survey 50 km/day on the SH roads, 40-50 km/day

on the MDR roads.

A survey log sheet shall be recorded for each link describing major attributes, such as

survey length, observations made during the survey and number of survey files etc.

5.2 Pre-Survey Activities

This section describes survey activities performed prior to the start of surveys. This

includes;

Equipment and installation (ROMDAS, FWD etc.);

Selecting calibration and validation sections;

Odometer calibration;

Bump Integrator calibration;

GPS equipment validation;

Z-250 profiler calibration;

Training survey teams.

5.2.1 ROMDAS Equipment and Installation

All the ROMDAS components supplied are fitted properly on to the survey vehicle. The

equipment installation consists of following components:

Odometer;

Bump integrator to measure roughness;

GPS Receiver for road centreline and coordinate data;

Camera for ROW Video;

ROMDAS Hardware Interface;

Power Source and Distribution box;

Laptop desk/table;



37

Other connections.

Refer appropriate Chapters of the ROMDAS Users Guide v2.6 for more details on

installation of the equipment.

5.2.2 FWD Equipment and Installation

All the FWD components supplied are fitted properly on to the survey vehicle. The

equipment installation consists of following components:

Odometer;

GPS Receiver for road centreline and coordinate data;

Power Source and Distribution box;

Laptop desk/table;

Other connections.

5.2.3 Calibration/Validation Sections

The Calibration/validation will be carried out on the following items:

Odometer;

Z-250;

Bump integrator for roughness;

GPS.

The following calibration/validation sections are required (refer Table 5-1):

Table 5-1: Calibration Sections

Equipment Type Road Condition Length of section

Odometer Odometer

Calibration Good 500 m long

Z-250 Z-250 Profiler

Calibration N/A NA. (done in house)

BI Roughness Calibration

Good 300 m long

BI Roughness

Calibration

Fair to Poor 300 m long

BI Roughness

Calibration

Good 300 m long

GPS GPS Validation N/A Two reference points



38

5.2.3.1 Odometer Calibration

Odometer calibration will be performed in accordance with Section 5.2 of the ROMDAS

Users Guide v2.6.

The Odometer calibration will be performed after ROMDAS equipment installation. The

schedule for repeat odometer calibrations is given in Table 5-2 below:

Table 5-2: Odometer Calibration Schedule

Odometer Calibration Recommended Timing

Initial Calibration Prior to commencement of any field work.

Repeat Calibration Every 5,000 km of vehicle odometer reading.

Repeat Calibration When the survey vehicle tyres are replaced or any time appropriate.

If the odometer calibration factor changes following a recalibration, the date of change

and revised calibration factor shall be recorded on the calibration record sheet and

entered in the ROMDAS software.

5.2.3.2 Bump Integrator Calibration

Bump Integrator calibration shall be performed in accordance with Appendix B of the

ROMDAS Users Guide v2.6.

The schedule of the roughness calibration is given in Table 5-3.

Table 5-3: BI Calibration Schedule

BI Calibration Recommended Timing

Initial Calibration Prior to commencement of data collection.

Repeat Calibration In the event of an incident or others which has impact on

vehicles response to the pavement (new tyres, suspension etc.).

If the roughness calibration factors are changed, the date of change and revised

calibration factors shall be recorded and the revised factors shall be entered in the

ROMDAS software.

5.2.3.3 GPS Equipment Validation

The schedule for GPS equipment’s validation is given in Table 5-4.

Table 5-4: GPS Equipment Validation Schedule

GPS Validation Recommended Timing

Initial Validation Prior to commencement of data collection.

Repeat Validation If equipment develops a serious fault requiring major service by manufacturer

The validation process measures the repeatability and accuracy of this system, and

shall remain valid for longer periods unless a major fault requiring service by

manufacturer.



39

5.2.3.4 Z-250 Profiler Calibration

Z-250 calibration will be performed in accordance with Section 4.3 of ROMDAS Z-250

Users Guide v2.1.

The Z-250 calibration will be performed before bump integrator calibration. The

schedule for repeat Z-250 calibrations is given in Table 5-5 below:

Table 5-5: Z-250 Calibration Schedule

Odometer Calibration Recommended Timing

Initial Calibration Prior to commencement of roughness calibration/validation.

Repeat Calibration After 12 months from the initial calibration.

Repeat Calibration When there is a significant change in the pavement condition of the roughness validation sections.

5.2.4 Training Survey Teams

The field team members shall be involved in all activities pertaining to equipment

installation (where possible), maintenance, calibration, validation, and data collection

and to provide them with a clear understanding of the equipment and its operation.

All field team members shall receive inventory, condition and FWD data survey training

as appropriate to their role in the data collection. All team members shall be required

to demonstrate proficiency in their respective data collection requirements.

The subjective nature of this process is recognised and to ensure consistency between

the teams after completing the training on the calibration sections, the teams shall also

demonstrate competence on the 50 km pilot survey.

5.3 Survey Activities

This section describes survey activities that shall be performed during field surveys,

this includes;

Items to be carried;

Daily survey checks;

Field Survey Record;

Starting a survey – Running ROMDAS Software;

Resurvey of road links;

Section/part survey

Impassable roads;

Restricted / inaccessible roads;

Mixed pavement type;

Roads/bridges under construction;

Dual carriageways;

Miscellaneous circumstances;

Survey Speed.



40

5.3.1 Items to be carried

Following are the list of items to be carried by survey team (refer Table 5-6):

Table 5-6: Items to be carried

Item Quantity Comments

Region and Districts

Contact details of HPRIDC Managers 1 Confirm appointments through

HPRIDC Headquarters

Contact details of Police headquarters 1

HPRIDC Introduction letters 3 One laminated letter and remaining

copies

District road maps - hard copy 2

Surveys

HP road map - hard copy 1

Gazette List 1 On survey laptop

Survey schedule/survey log sheets 2 2 hard copies and electronic file on

the survey laptop

ROMDAS manuals: User manual, Installation

manual, screen dumps and notes

1

Survey Equipment

Survey Vehicle with survey equipment 1 With ROMDAS

Backup Hard Drive (500 GB) 1 Storing and backup of data

Digital camera with 16 GB memory stick and

USB cable

1 Nikon / Kodak

Measuring tape 1 15m

Clip boards 2

Vehicle Flashing Light 1 Warning device on survey vehicle

Pressure gauge 1 To check tyre pressure

Spare magnets 1 set For Odometer

Safety jackets (high resolution) 1 set One for each survey member

including driver

Survey sign board 2 To display on front and rear of survey

vehicle

Camp/tent facilities 3 When no accommodation available

Storage cans for diesel 1

Stationary

Pens/pencils 4

Highlighters 2 For marking the maps

Writing pads 1



41

Communication Equipment

Mobile phone with charger 3 1 per team member

Internet data cards 2

General

Cash for three

weeks

Includes petrol, communication,

living expenses and reserve

Torchlight with batteries 1

First aid kit with Basic medicines (Flu, Malaria

and diarrhoea etc.)

1

5.3.2 Daily Survey Check

Following are the list of daily checks to be performed by survey team before starting

the surveys (refer Table 5-7):

Table 5-7: Daily Checklist for Field Survey Teams

Group Check List Items Comments

Vehicle Tyre pressure set to standard pressure (34 psi)

Fuel tank full

Engine oil level

Spare tyre pressure

Survey sign installed

Flashing light installed and working

ROMDAS check connections

System power

Interface and odometer cables checked

GPS antennae fitted

GPS checked and operating

ROW video camera fitted and operating

Bump integrator cable checked and working

Cables connected to laptop/system

Keyboards connected to laptop/system

Once the above are fitted and connections checked; turn on the vehicle and power,

then start ROMDAS system/laptop. Ensure all lights (including flashing overhead light)

are on before starting the survey.

5.3.3 Field Survey Record

A field survey log sheet, given in Annex-1, shall be used by the survey team to record

conditions or factors that may influence the data during the field survey. One sheet will

be prepared for each link surveyed and will contain the following information;

Link number and date of survey;



42

The filename of all digital photos;

The site measurements (pavement width, shoulder width and median width)

required at the start and end of a link. Note if the survey is a continuation of the

previous link then the start data need not be recorded;

A section to record any errors or omissions or factors having an adverse influence

on the data recorded that occurred during the link survey. This might include but

not be limited to the following factors;

All survey file IDs used;

Total length of the link;

Deviation from the road – identify the reason;

Slow speed affecting roughness – identify the reason;

Incorrect key entry for condition or inventory data.

The above data shall be recorded as the observations of the survey.

5.3.4 Starting a survey

Software (ROMDAS)

The data acquisition software (ROMDAS) shall be configured during equipment

installation by the ROMDAS engineer or any trained person from HPPWD, specific

settings are defined by the survey requirements and the equipment installed for data

collection. These should not be modified by the operators in the field. All default

settings are replicated in Annex-2 of this document, and should remain unchanged for

the duration of the survey unless instructed by the ROMDAS engineer. The survey team

should replicate these settings in the ROMADS software on their respective survey

laptop/system should their settings change for whatever the reason may be, such as in

the instance of software reinstallation etc.

Running ROMDAS Software

Record all details on the field survey log sheet, take digital photos of the Node (start

LRP), and write out a detailed description of the road or link start, measure the

pavement and shoulder width and the shoulder elevation.

Position the vehicle at the start of the link on the unpaved roads. For the paved road

survey a pre-start distance of up to 100m is required to get the vehicle up to minimum

speed and to condition the input filtering system, therefore, the survey vehicle should

be positioned at least 100m before the link start. Start the ROMDAS software

application (double click ROMDAS icon) the start-up window with five different menu

options will open as follows:

File – Survey setup parameters and data processing;

View – View processed data;

Calibrate – calibrate the survey components;

Test – test the instruments connected;

Tools – Define Keycode and survey ID and keycode entry data;

Help.



43

Refer Chapter-2 of the ROMDAS Users Guide v2.6 for detailed descriptions of these

functions.

Ensure all equipment is operational and start the new survey as follows: Select

File/New Survey and the survey setup screen appears see Figure 5-1 for NH/SH/MDR

roads and Enter the following data as appropriate:

Survey ID – The link name HPAABBMDRXXXCCDYY (refer Chapter-3: Road

Referencing above);

Survey File – This defaults to the survey Id and shouldn’t be changed unless a

repeat survey or part survey is required - see below;

Enter the survey description – a description of the start node and end node (link

name) and road number;

Set LRP Reset to Define;

Select devices for survey – as appropriate to NH/SH/MDR roads;

Enter the start chainage – this will be zero at the start of the road (first link) and

for each other link it will be the end distance for the previous link;

Enter operator and Vehicle details.

Figure 5-1: Survey Setup Screen for SH/MDR Roads

Select “Survey (F10)” or press “F10” and enter the start LRP name, and press “Space”

to start the survey when the survey vehicle passes the link start point.



44

5.3.4.1 Making Changes to Planned Node Points

The survey team will not introduce any additional road links. However, where the

survey link is considered too long; additional LRPs may be added to keep the survey

distance between LRPs to an acceptable length. Use HPRIDC supplied LPRs as much as

possible.

5.3.5 Resurvey of Road Links

If a re-survey of a road or link is to be performed due to unforeseen circumstances, the

filename for the resurvey will use the same link number but with a suffix of ‘–R’. E.g. if

there is a resurvey of road link HP0304MDR03509201, the new survey_id and

filename would be HP0304MDR03509201-R.

5.3.6 Section/Part Survey

If due to unforeseen circumstances a road link survey is not completed, a re-survey of

the entire link may not be required. In this situation the procedure detailed below shall

be followed:

Wherever possible, end survey at an LRP position;

Before saving data, in Survey Memo of the ROMDAS software, describe the reason

for premature end of survey;

After saving data, go back to the last LRP and re-start survey corresponding to the

chainage of last LRP; and,

Name road segment survey_id with sequential suffix of ‘–1’. E.g. if road link

HP0304MDR03509201 is not completed the new survey_id shall be

HP0304MDR03509201-01.

If further surveys of the same road link are required, survey_id and filename shall be

assigned the next sequential suffix i.e. HP0304MDR03509201-02. It is anticipated that a partial link or section survey will be as a result of an equipment or vehicle failure or as a result of temporary road block or any other unforeseen situations.

5.3.7 Impassable Roads

Where it is not possible to complete a road link survey due to an impassable section of the road, then the following procedure shall be performed.

End survey at start of impassable road;

Record end LRP (node) description as IMPASSABLE ROAD START;

If possible, restart survey on other side of impassable section;

Name survey_id in accordance with section 4.3.6 (above);

Describe start LRP (node) as IMPASSABLE ROAD END;

Continue survey for the remainder of road link.

The following procedure shall be adopted while surveying the impassable section:

Determine the length of the impassable section. For this, record GPS coordinates at

start and end locations of the impassable section using test GPS option in ROMDAS;

Use the spreadsheet provided for calculating the length of the impassable section;



45

Use this length for resuming the survey at the end of impassable section (see

below).

The spreadsheet should only be applied for short length, up to 1 km. For lengths more

than 1km, the field team should contact the back office for obtaining the length of the

impassable section by providing the start and end GPS coordinates of the impassable

section. Following details are recommended to be recorded:

Video image of the start and end of impassable sections;

Possible reasons for impassability through local enquiries.

5.3.8 Restricted / Inaccessible Roads

Where a part or full road section is found to be inaccessible or for restricted use, then

carry out the inventory and condition survey, except the LRP descriptions to be

inaccessible or restricted use, as the case may be.

5.3.9 Mixed Pavement Type

In case of mixed pavement (paved and unpaved) type exists over a link, the following

procedure shall be followed:

End survey at end of the current pavement type (paved or unpaved);

Record end LRP (node) description as PAVEMENT TYPE CHANGE;

Restart survey from the change of the pavement type;

Name survey_id in accordance with section 4.3.6 (above);

Describe start LRP (node) as PAVEMENT TYPE CHANGE;


For example, let us consider Link has paved and unpaved road sections. The unpaved

section starts at 475.5 km from the start of the link (see Figure 5-2). In such case, the

unpaved survey starts at 475.5 km and the ROMDAS survey parameters for unpaved

road segment survey shall be followed. The paved survey will be done on the first

segment; that is start of the link to 475.5 km.

Figure 5-2: Pavement Type Change Section

18,350 m

150 m 15,550 m

12,450 m 30,800 m 30,950 m 46,500 m

Impassable section

Paved Road Unpaved Road

475.5km



46

5.3.10 Roads/Bridges Under Construction

It is anticipated that some road sections or bridges may be under construction/upgrading during the survey period which may require special attention. When these situations are encountered, following procedure shall be followed:

Continue to survey if there is no change in the road alignment (no makeshift road)

and the survey vehicle can run over the construction road section;

If there is a change in the road alignment (temporary makeshift road used to

traverse the construction zone) then adopt the following procedure:

End survey at start of construction activity;

Record LRP description as CONSTRUCTION START;

Continue to survey on the make shift road section (using a separate survey file);

Ignore recording inventory and condition parameters until the end of makeshift road section (temporary access road), but record the GPS and video on the makeshift road;

Restart survey on other side of construction zone by entering LRP description as CONSTRUCTION END (a separate survey file);


The above procedure should be applied for short sections of up to 250m. For lengths more than 250m, the field team should contact the back office for obtaining the length of the construction zone by providing the start and end GPS coordinates of construction zone.

5.3.11 Roundabouts

The roundabouts are treated as part of road sections. The LRP or Node as the case may

be will be inserted at the centre of the roundabout in the direction of the survey.

5.3.12 Miscellaneous Circumstances

Following events shall be captured during data collection. The events are selected based on the impact that it will have on the data to be collected.

Table 5-8: Miscellaneous Circumstances

Event / Description Impact Action

Moving on/off Roadway: If the

survey vehicle moves off the

principal carriageway to complete

the survey

Roughness, GPS

and Video

Note section length over which the

survey vehicle is off the road and the

reason. Estimate difference in distance

until back on the carriageway.

Major Construction Works: If the

survey vehicle enters a section

under construction

Roughness and

Rutting

Flag section length over which the

construction is being undertaken and

its likely affect on roughness and

rutting data.

Traffic Congestion: If the travel

speed of the survey vehicle is

reduced below 20km due to traffic

congestion

Roughness Roughness data is automatically

excluded. Estimate pavement

roughness by visual inspection and

note in field notes.

Unusual Events: If during the Output data Record details of the event and the



47

survey an event happens that

would influence the data or data

processing

likely effect on the data. Record the

distance travelled when the affect

influences the data and report in field

notes.

5.3.13 Survey Speed

The recommended survey speed is between 30 kmph and 50 kmph. Since there is a

possibility of missing some inventory details at higher speeds, the recommended

optimum speed for this project is 40 kmph.

5.4 Inventory and Condition Data Collection

Following base road data will be captured on all roads:

Location reference point (LRP) data;

Road inventory data;

Road condition data;

GPS data;

ROW Video;

BI Roughness data;

Digital photographs;

Survey Field Notes.

5.4.1 Location Reference Points (LRP) Data

All road and link start and end locations are considered as fixed points already defined

by HPRIDC and cannot change. However, when considering good data collection

procedures some nodes too far apart will potentially cause positional errors in the

database. Therefore, it is recommended to introduce additional LRPs in the field. When

additional LRPs are introduced, the LRP must be located at a position that is easily

identifiable for future location referencing and, therefore, will be established at “fixed

objects” generally at intervals of between 1km and 10km. In no case the distance

between two adjacent LRPs shall exceed 15km.

LRPs may be defined in the field based on the following criteria:

Table 5-9: LRP Definitions

LRP Location Comments

Nodes Nodes are the first and last LRP within a link and are fixed and cannot be changed.

Existing KM posts Can be used as an LRP provided the KM Post is clearly marked.

Start/End of Divided Road

Start/End of Ferry Crossing or Impassable Section

Bridge / Large culvert Preferably when bridge or river name is available

Side Road Preferably when road name is available

Other fixed object e.g. Create LRP at “fixed object” when segment length is nearing to



48

distinct building etc 10 km

Non-fixed objects Non-fixed objects such as a prominent building (police station, hospital etc.), small junction, small culverts etc. can be used where no other types of LRPs found for a continuous length of 15 km.

5.4.2 Road Inventory Data

Inventory data collection focuses on collecting critical inventory data as accurately as

possible. Inventory data will be collected using the ROMDAS keycode programmable

keyboard as defined in Table 5-10 for NH/SH/MDR roads.

Table 5-10: Inventory Keycodes – SH/MDR Roads

Element Interval Event Rating Keycode

Road Type At change S Single Lane (<3.05 m)

Intermittent Lane (3.05 m to 5.50 m)

Two Lane (5.50 m to 7.0 m)

Four Lane with divided carriageway

Four Lane without divided carriageway

o

p

q

r

s

Pavement Surface

At change S Bitumen

Cement Concrete

Gravel

Kutcha/Earthen

WBM

t

u

v

w

x

Shoulder Type

At change

S Paved

Unpaved

Others

y

z

!

Shoulder Width (m)

At change

S No

<1.0 m

1.0-2.0 m

> 2.0 m

@

#

$

%

Cross Section

At change S Cut

Fill

Both

Level

^

&

*

(

Side Drain

Type

At Change S No Drain

Open Unlined Drain

Open Lined

Covered

}

:

“

<

Terrain At Change S Plain

Rolling

9

0



49

Element Interval Event Rating Keycode

Hilly

Mountainous

\

5

Land Use At Change S Residential

Commercial/Industrial

Open/Barren Land

Agriculture

Forest/Plantation

Mix Land Use

Public Community Use

>

?

[

]

;

3

1

Road Side

features

Occurrence P

Rest / Circuit House

Rain/Bus Shelter

Bus/Truck Lay by

Railway Station

Restaurant / Motel

Landslide Prone Area

Accident Prone Area

Foggy Area

Mining Area

Snow Bound Area

2

4

/

7

)

_

+

8

{

`

Utilities Occurrence P Hand Pumps

Water Tanks

Electricity Poles

Telephone Polls

‘

,

~

.

5.4.3 Road Condition Data

Road condition data includes capture of the visual condition rating data at 500m

intervals for all roads. The condition guidelines are described in Annex-3. Condition

data will be collected using the ROMDAS keycode programmable keyboard as defined in

Table 5-11 and Figure 5-3



50

Table 5-11: Condition Keycodes – SH/MDR Roads

Element (Paved) Event Rating Key codes

Potholes (Nos)

0

1

2

2 - 5

>5

S(P)

Excellent

Good

Fair

Poor

Bad

P

Q

R

S

T

Ravelling %

0%

1-5%

6-10%

11-30%

>30%

S(P)

Excellent

Good

Fair

Poor

Bad

K

L

M

N

O

Edge Break (m2)

0 m2

0 – 0.5 m2

0.5 – 1.0 m2

1.0-5.0 m2

>5.0 m2

S(P)

Excellent

Good

Fair

Poor

Bad

e

f

g

h

i

Rutting (mm)

0 - 5 mm

5 – 10 mm

11 – 20 mm

21 – 50 mm

>50 mm

S(P)

Excellent

Good

Fair

Poor

Bad

U

V

W

X

Y

Depression %

0%

0 - 1%

1 - 2%

3 - 5%

>5%

S(P)

Excellent

Good

Fair

Poor

Bad

F

G

H

I

J



51

Element (Paved) Event Rating Key codes

Cracking %

<5%

5-10%

11-20%

21-30%

>30%

S(P)

Excellent

Good

Fair

Poor

Bad

A

B

C

D

E

Pavement Failure %

0%

<5%

5-25%

25-50%

>50%

S(P)

Excellent

Good

Fair

Poor

Bad

Z

a

b

c

d

Surface Texture %

<1%

1 - 10%

10 – 20%

20 – 50%

>50%

S (P)

Excellent

Good

Fair

Poor

Bad

j

k

l

m

n



52

Edge Br. Surf. Text Rutting Pavement

Failure

0 m2 <1%

0%

<5%

0% 0 0-5mm 0%

0 – 0.5 m2 1-10% 0-1%

<5-10%

<1-5%

1 5-10mm <=5%

0.5-1.0

m2 10-20% 1-2% 11-20% 6-10%. 2 11-20mm 5-25%

1.0-5.0

m2 20-50%

2-5%

21-30%

11-30% 2-5 21-50mm 25-50%

>5.0 m2 >50% >5% >30%

>30%

>5 >50mm >50%

Depression Cracking Ravelling Pot holes

(Nos)

Figure 5-3: Condition Key codes – Paved Roads

5.4.4 GPS Data

GPS coordinates for the road centrelines for all roads will be recorded at 5 m intervals.

The GPS coordinates are automatically differentially corrected using the GAGAN real

time data correction stream, and recorded by the ROMDAS software as measured by

Trimble SPS 461 receivers. The height of the antenna from the road surface shall be

entered in the ROMDAS software prior to commencement of the surveys.

5.4.5 ROW Video

ROMDAS ROW video option records video footage as the survey proceeds. Header data

is overlaid onto the video image - this includes the filename (survey_id), Link Id, Link

description, survey date, vehicle speed and GPS coordinates.

5.4.6 Roughness Data

Roughness data will be collected on paved road sections by ROMDAS response type

bump integrator.



53

5.4.7 Digital Photographs

Two digital photographs will be captured for each node point (start and end of the road

and link). Wherever possible these will be captured as follows:

Cardinal direction of road;

Side of road at node point;

5.4.8 Field Notes

A field note/Survey Log sheet (Annex-1), will be filled out for each link surveyed. This

shall include the following information.

Details of the link start location;

Photo names of the digital still photos.

Survey/Field observations/notes

5.5 Post Survey Activities

This section describes the post-survey activities that shall be performed at the end of

each survey day, which includes:

Removal of Survey Equipment;

Securing survey vehicle and equipment;

Raw data processing;

Validation of the processed data;

Reviewing videos;

Downloading photos from Digital Camera; and

Data backup.

5.5.1 Removal of Survey Equipment

For security reasons the portable survey equipment is removed from outside of the

vehicle for safe storage either within the vehicle or hotel room. The following

equipment should be removed;

The camera should be removed from the roof-rack and placed inside the vehicle or

in safe storage in the overnight accommodation.

The Data hard drives, digital camera and GPS receiver should be removed from the

vehicle and placed in safe storage in the overnight accommodation.

The survey vehicle wherever possible should be parked in a secured compound

overnight.

Security guard or drivers should be instructed appropriately for the safe custody of

the vehicle and the equipment.

5.5.2 Securing Survey Vehicle and Equipment

It is recommended to park survey vehicle at a safe location and preferably within a

fenced compound of a hotel or lodge. Where possible the vehicle should be parked at



54

the PWD offices/Guest houses which generally are fenced. Strict instructions should be

given to drivers and security personnel for the safe custody of the survey equipment,

as any negligence can severely hamper the survey progress.

5.5.3 Raw Data Processing

The procedures to perform ROMDAS data processing is as follows:

After survey completion, select File/Data Processing from ROMDAS software.

This will open the following window (refer Figure 5-4);

Figure 5-4: Selecting Links for Data Processing

Identify the files or links (.rbf files) to be processed and select “Add Files” to

locate the files. Usually these will be all the links surveyed during that day;

Select relevant items from list below (refer Figure 4.5) for processing;



55

Figure 5-5: Selecting Data Processing Options

Select “Process” and ROMDAS software will process this data.

5.5.4 Validation of the Processed Data

The objective of this data validation is to confirm:

data items are collected/recorded for the entire length; and,

data was acceptable.

Review the daily work sheets and confirm any necessary changes, open the processed

data (.mdb) files and update as appropriate and check the following:

Table 5-12: Data Validation

Data Type Data Validation Action

LRPs Identify LRP’s – LRPs added, confirm all details of LRP’s have been recorded.

Improve team performance where

insufficient data recorded and consider revisiting LRP sites if more data is needed.

GPS Identify sections where PDOP >=6,

indicates suspect quality. Identify lengths where no GPS positions are available and record the length of link without GPS data.

Assess the surrounding terrain to define

the reason for failed GPS data. If due to poor satellite signal, re-survey at different time of day the affected sections of the link.

Inventory Check with field notes to identify errors and omissions

Edit files and add missing or incorrect data in accordance with field notes.

Re-survey the link if missing data is excessive.

Roughness Identify sections where roughness data

is missing and record the length of missing data.

Assess the reason for failed data collection and apply the actions mentioned below



56

If the failure is due to water, pavement too rough or construction work etc.

No action if low speed due to road

condition or impassable due to construction.

If due to traffic conditions, re-survey

at a different time of day to minimise

disruptions.

Manual

Condition Data

Check with field notes for any omissions or errors.

Modify/update in accordance with errors observed and noted.

ROW Video Survey

Check quality of video if it is too dark, survey done in nights

Resurvey of link in instances where the

video file is not clear depicting the survey was done in the night

If a resurvey of an entire link is warranted; then all data will be recaptured.

5.5.5 Review Videos

VLC media player shall be used for viewing videos. Review video content for quality and

ensure all header data is legible. A random audit of each video file will be undertaken

to ensure all files can be opened and viewed and quality meets the required standard.

5.5.6 Download Photos

Copy all photos taken on the day on to the survey laptop into the following directory.

C:\Program Files\ROMDAS\Survey Data\Photo (on some survey laptops, the

survey data is stored on D drive).

First ensure that all photos are copied into the folder before deleting from the camera

memory stick.

5.5.7 Data Backup

All data files (raw data, processed data, video, and digital photos) will be copied daily

to the USB portable external disk drive. Survey team needs to handover one set of

external hard drive data to the office staff as part of their data handover.



57

5.6 Bridge Data Collection

5.6.1 Survey Team

The survey team consists of a Bridge Engineer, Technician and a driver. A four wheel

drive vehicle is preferred for survey purpose.

5.6.2 Items to be carried

Following items shall be carried by the survey team (refer Table 5-13).

Table 5-13: Items for Bridge Survey Team



Contact details of District engineers 1 Confirm appointments through

HPRIDC national office


HPRIDC Introduction letters 2 One laminated letter and

remaining copies

Surveys

Shimla road map - hard copy 1


Bridge survey schedule 1 hard copy

Bridge survey forms 100

Data collection procedures manual 1 Relevant chapters

Surveying equipment

Survey Vehicle 1

Digital camera with 16 GB memory stick 1 1 spare memory stick

recommended

Clip boards 2


Safety jackets (high resolution) 3 Bridge engineer, technician and

driver

Survey sign board 1 To display on the rear of survey



58


vehicle

Stationery

Pens/pencils 4

Highlighters 2 For marking on the maps

Writing pads 1

Communication equipment

Mobile phone with charger 1

Normal phone charger, AC 1

data card 1

General

Cash for three

weeks

Includes petrol, communication,


Others


First aid kit with Basic medicines (Flu,

Malaria and diarrhoea etc.)

1

5.6.3 Pre-Survey Activities

A list of all major and minor bridges will be compiled by each link. For this purpose, the

information collected from the HPPWD shall be used to cross check bridges covering SH

and MDR roads.

5.6.3.1 Inventory

Where possible, following data items will be measured with a measuring tape:

Overall bridge length in meters;

Span length in meter;

Width of the bridge in meters;

Width of the footpath (if any) in meters;

Height of the structure in meters;

Other inventory data items will be assessed by visual observations. The bridge survey

form for preliminary data is given in Annex-4. The option for detailed inspection data as

per IRC SP-35 is also available.



59

5.6.3.2 Condition

The following structure components will be rated over a 5 point scale through visual

assessment:

Running surface;

Deck/beam;

Piers;

Abutments;

Bearings;

Expansion joints;

Erosion / scour;

Deposit;

Railing;

Overall Bridge Condition.

The 5 point scale for condition assessment is defined in Table 5-14:

Table 5-14: Condition Assessment (5 Point Scale)

Grade Category Description

5 Very good No defects.

4 Good Minor or insignificant defects (requires routine maintenance).

3 Moderate Visible defects requiring periodic maintenance.

2 Poor Significant defects which require immediate attention, possibly

heavy periodic maintenance or reconstruction.

1 Failed Failed to function, possibly reconstruction or replacement

required.

The surveyor will record his observations, particularly if a follow-up inspection is

required by HPPWD.

Digital Images

Where possible, digital images (pictures) will be taken to show the following

components of a structure:

Photo A: Running surface;

Photo B: Beam & slab;

Photo C: Any one pier;

Photo D: Any one abutment;

Photo E: Overall structure;

Photo F: Major defect.



60

Naming of the Images

In case more than one digital image is captured to describe the above components,

then the images will sequentially be numbered, such as B1, B2, B3 etc. for Beam &

Slab. Additional images not depicting the above components will be named as O1, O2

O3 etc. Name of the folder containing the photos will be same as the Bridge ID.

5.6.4 Data Quality Checklist

Make sure that minimum number of digital images as described in Section 4.6.3.2

are taken in the field;

The pictures should be labelled as described in Section 4.6.3.2;

Make sure that photos are not out of focus, review the photos in the field, and if

defective, they should be recaptured;

Make sure that pictures are not taken against the sun;

Make sure that pictures of the running surface are not taken too close to the

surface. Having a picture taken too close to the subject and without a reference, is

not a good practice;

Make sure that while taking the photos there should not be people around posing or

obstructing the view of the structures;

Make sure no obstructions/distraction from people while taking photos;

Make sure all possible components of structure are pictured.

5.6.5 Data Handover

Following data will be handed over to HPPWD/HPRIDC after cross checking the PWD

Bridge Condition data:

Completed hardcopy survey forms (generally one form per structure);

Electronic version of the survey forms;

Photos appropriately labelled.



61

5.7 Pavement Strength Data Collection

5.7.1 Background

Two types of surveys are to be carried out as part of the pavement strength data

collection:

Falling Weight Deflection (FWD) survey to measure the pavement deflection;

Test pit survey to determine the pavement composition for supplementing the FWD

measurements.

The ensuing sections describe the above two surveys.

5.7.2 FWD Survey

5.7.2.1 Purpose

The purpose of the FWD survey is to measure the pavement deflection to determine its

strength. The pavement deflection bowl shape will be measured as the deflection or

rebound deflection under a certain pre-determined load using an automated method of

measurement.

5.7.2.2 Survey Team

One survey team shall be deployed to carryout FWD survey on paved roads. The

survey team shall consist of one FWD Engineer, a Technician and a driver. A four wheel

drive vehicle shall be preferred to be used for towing the FWD equipment.

5.7.2.3 Items Carried


Table 5-15: Items for FWD Survey



Contact details of District engineers 1 Confirm appointments through

HPRIDC national office


HPRIDC Introduction letters 2 One laminated letter

Surveys



FWD survey schedule 1 hard copy



62


FWD survey forms 50


Surveying equipment

Survey Vehicle with FWD equipment

including laptop

1

Portable hard disk drive 1 For survey data back up

Digital camera with 16 GB memory stick 1 1 spare memory stick

recommended

Clip boards 1


Safety jackets (high resolution) 3 FWD engineer, technician and

driver

Survey sign board 1 To display on the rear of survey

vehicle

Stationery

Pens/pencils 4


Writing pads 1




Data cards 2

General

Cash for four weeks Includes petrol, communication,


Others




1



63

It is recommended to back up the data every day on to the portable hard disk drive.

5.7.2.4 Pre-Survey Activities

The FWD survey shall be carried out at the locations of scheduled or completed test

pits on the paved roads; however, the exact location will be finalized based on the

prevailing field conditions. The average interval between the two FWD measurements

will be taken at any interval of 1 km.

A list of FWD locations will be compiled by each link. For this purpose, the following

information was used:

Inventory (ROMDAS) survey data;

Location of Test pit measurements (where Test pit survey precedes FWD survey).

5.7.2.5 Survey Activities

The FWD equipment will be towed by a 4 x 4 double cabin pickup or similar vehicle.

The target stress of 566Kpa (corresponding to a load of 40KN) will be used. The

sensors spacing will be kept at 0, 200, 300, 450, 600, 900 and 1500 mm measured

from the centre of the applied load. The load pulse will be applied through a loading

plate of diameter of 300 mm. The loading plate will have a rubber pad of at least 5 mm

thickness.

The operator shall follow the manufacturer’s instructions for use of the equipment. The

test location shall be cleaned of loose stones and debris to ensure that the loading plate

and deflection sensors are properly seated. When the loading plate and the sensors are

lowered ensure they are resting on a firm and stable surface. The loading weights

would be raised to appropriate height to generate the target load level, and drop the

weight which is controlled through the FWD software. The software records the peak

load and resulting peak surface deflections. Three sets of deflection measurements will

be recorded. The peak load, temperature and deflection sensor readings resulting from

the third drop load constitute the test results. The pavement surface, GPS coordinates

and ambient temperature will be measured at each test location.

The factors affecting the test results will be recorded in the field. These include but not

limited to deviation from the test lane, surrounding structures (culvert/bridge) and

localized surface contamination etc.

5.7.2.6 Data Recording

The deflection data will be recorded by the FWD software automatically. Other

necessary parameters are recorded on the pre-printed format given in Annex-5.

5.7.2.7 Post Survey Activities

Following activities will be taken up at the end of each survey day:

Ensure data collection completed as per the survey format and no gaps or

discrepancy in information collected;



64

Take backup of data and photos where relevant;

Store data collection forms at a safe place.

5.7.2.8 Data Handover

Following data will be handed over to the office-based staff at regular intervals:

Completed hardcopy survey forms;


FWD measurement data;

Photos (if any) appropriately labelled.

5.8 Test Pit Survey

5.8.1.1 Purpose

The purpose of the Test Pits is to determine the pavement composition in terms of

layers identification (material type) and their thicknesses.

5.8.1.2 Survey Team

One survey team will be deployed to carryout Test pits survey on the paved roads. The

survey team will consist of a Pavement Engineer, a labour (to dig pavement) and a

driver.

5.8.1.3 Items to be Carried


Table 5-16: Items for Test Pit Survey



Contact details of District engineers 1 Confirm appointments through HPRIDC

national office



Surveys



Test pit survey schedule 1 hard copy

Test pit survey forms 50



65



Surveying equipment

Survey Vehicle with laptop 1

Portable hard disk drive 1 For survey data back up

Digital camera with 16 GB memory stick 1 1 spare memory stick recommended


Safety jackets (high resolution) 3 Pavement engineer, helper and driver

Survey sign board 1 To display on the rear of survey vehicle

Hand held GPS, Hand hammer, wire

brush with digging tools

1 set

Stationery

Pens/pencils 4


Writing pads 1




Data cards 2

General

Cash for four

weeks

Includes petrol, communication, living

expenses and reserve




1


The Test pit survey shall be carried out at the locations of scheduled or completed FWD

measurements on the paved roads; however, the exact location shall be finalized based

on the prevailing field conditions. The average interval between the two test pits shall

be 4 km.



66

A list of test pit locations will be compiled by each link. For this purpose, the following

information will be used:


Location of FWD measurements (where FWD survey precedes Test pit survey).


A pit will be excavated on the edge of the pavement and shoulder by manual means

using the digging tools. The size of the pit will be 1m x 1m or less depending on the

site conditions. After the pit is made the pavement layers will be cleaned using the wire

brush before recording the data.

For each test pit, the following information will be recorded:

Test pit location;

Pavement composition.

After recording the data, the pit will be backfilled with the soil excavated and

compacted with the hand held hammer.

5.8.1.6 Data Recording

Following data will be recorded:

A. Test pit location

Identification number: with a combination of link number and sequential number

(ex:Link_ID-XX);

Location of the test pit: in linear chainage km and m (ex: XXXX.XXX);

GPS Coordinates (latitude, longitude and altitude) using handheld GPS unit.

B. Pavement composition

Material type of surface, base course and sub-base;

Thickness (mm) of surface, base course and sub-base.

A sample Test pit survey form is given in Annex-6.


Following activities shall be taken up at the end of each survey day:





Following data shall be handed over to the office-based staff at regular intervals:



Photos (if any) appropriately labelled.



67

5.9 Traffic Volume Count & Axle Load Surveys

5.9.1.1 Purpose

The purpose of Traffic volume count surveys to determine the traffic volume in terms of

ADT and Axle load surveys is to determine traffic loading in terms of VDF.

5.9.1.2 Survey Team

Couple of survey teams shall be deployed depending on the number of traffic survey

locations. The survey team will consist of Enumerators and helper.



Table 5-17: Items for Traffic Surveys




national office



Surveys



Traffic survey schedule 1 hard copy

Traffic survey forms 50

Surveying equipment

Axle Weigh Pads 2 For Axle load surveys


Survey sign board 1 To display on the rear of survey vehicle

Hand held GPS 1 To record the GPS location of Traffic

survey stations

Stationery



68


Pens/pencils 4


Writing pads 1



Data cards 2

General

Cash for four

weeks






1


The Traffic (Volume & Axle Load) survey shall be carried out at pre-determined

locations; however, the exact location shall be finalized based on the prevailing field

conditions.

A list of traffic locations will be compiled by each link. For this purpose, the following

information will be used:



Traffic Volume Surveys

The manual classified Traffic Volume Count (TVC) survey will be carried out at

designated traffic count locations spread over core road network (CRN).

The volume count classification in conformity with the HPPWD/HPRIDC standard format

will be adopted. This shall be 24 hours continuous count from 06:00 hours to 06:00

hours over three (03) days comprising of one weekday and a weekend i.e. a Saturday

and Sunday. The AADT has been calculated using the procedures adopted by

HPPWD/HPRIDC.

The traffic survey log sheet is attached in Annex-7. In high traffic volume sections /

count locations, the log sheet shall be split into two parts and separate enumerators

shall be engaged for each log sheet to record the data.



69

The traffic data shall be collected from the field for the following vehicle type:

Buses

Trucks – Single Axle

Trucks – Two Axle

Trucks – Multi Axle

Tractors

Cars/Jeeps

Auto Rickshaws

Two Wheelers

Each year, it is suggested to conduct these surveys during same period. As part of

quality management, random verification shall be performed at various locations and

recommended for resurvey (if required).

Axle Load Surveys

Axle load surveys shall be performed using Axle Weigh Pads. As per the IRC: 37-2012

the minimum sample size for survey shall be followed as shown in the Figure below. A

minimum sample size as per the number of commercial vehicles must be weighed

selected on random/systematic sampling method. Axle load survey shall be carried out

along with the traffic volume survey at the same location.

Figure 5-6: Sample Size for Axle Load Survey

The axle load survey must be carried out in both directions for divided carriageway and

one direction for un-divided carriageway at each site for duration of 24 - 12 hours. The

traffic survey log sheet is attached in Annex-7.







Following data shall be handed over to the office-based staff at regular intervals:





70

5.10 Road User Cost Surveys

5.10.1.1 Purpose

The Road User Effects (RUE) sub-model of HDM-4 model calibration focuses on

ensuring that the key RUE model parameters and calibration factors are appropriate for

the conditions under which the model is to be applied.

Figure 5-7 shows the recommended1 priorities for the RUE calibration. This shows the

data that are required, of first and second priority, and where defaults can be assumed.

Figure 5-7: RUE Model Calibration Priorities

Vehicle Operating Cost (VOC) surveys will be conducted to estimate the above input parameters required for performing calibration of HDM-4 model and to generate multiyear rolling plan and Annual work programme.

5.10.1.2 Survey Team

Couple of survey teams shall be deployed depending on the number of survey

locations. The survey team will consist of Enumerators and helper.



1 HDM Documentation Series, Vol-5, A Guide to Calibration and Adaptation, Section 6.1.



71

Table 5-18: Items for Road User Cost Surveys




national office



Surveys



Survey schedule 1 hard copy

Survey forms 50

Surveying equipment


Stationery

Pens/pencils 4


Writing pads 1



Data cards 2

General

Cash for four

weeks






1



72


The Road User Cost survey shall be carried out at pre-determined locations; however,

the exact location shall be finalized based on the prevailing field conditions. A list of

locations will be compiled by each link.


Vehicle Specifications, Annual utilisation, Age data

Vehicle specifications, annual utilisation age data will be collected from different

locations as shown in the format attached (VOC F-1) in Annex-8.

Passenger vehicle occupants data

Number of occupants in different passenger vehicles will be collected from road side

interview as given in the format attached (VOC F-2) in Annex-8.

Tyre Specifications

Data of tyres specifications will be obtained from a major tyre dealers/vehicle users

located in various locations of Himachal Pradesh. The format attached (VOC F-4) in

Annex-8.

Fuel Cost - Resource cost of fuel

Fuel Prices of Petrol, diesel and lubricants will be collected from various petrol pumps

located at the identified survey locations in the State of Himachal Pradesh. The financial

prices of fuel are converted into economic prices as per the guidelines given in IRC SP

30-2009. The format attached (VOC F-5) in Annex-8.

Driver and Workshop Labour Costs

These consist of drivers’ and assistants’ wages for trucks and buses, and workshop

labour costs for vehicle maintenance. Data will be obtained from an interview with

major road haulage companies in different locations. The format attached (VOC F-1) in

Annex-8.

New Vehicle Costs

Ex-show room prices for various vehicle types along with VAT, Excise duty rates shall

be collected from different Motor vehicle show rooms which shall be used to estimate

economic prices of various vehicle types. The format is attached (VOC F-6) in Annex-8.

New Tyre Costs



73

Prices of tyres (used for various vehicles) and applicable taxes will be collected from

various tyre dealers located in and around survey locations. Tyre specifications shall

also be collected from different locations as shown in the format attached (VOC F-7) in

Annex-8.

Crew Costs

The crew costs shall be collected as shown in the format attached (VOC F-1) in

Annex-8.

Maintenance Labour Costs

The maintenance labour costs shall be collected from workshops/vehicle maintenance

shops for different vehicle types as shown in the format attached (VOC F-1) in

Annex-8.







Following data shall be handed over to the office based staff at regular intervals:





74

An

nex

-1

: Fie

ld S

urvey L

og

Sh

ee

t



75

Survey Log Sheet

Link Number Date Survey Team:

Photos

Pavement Width Start m End m

Shoulder Width Start m End m

Median Width (if any) Start m End m

General Topography Flat Rolling Mountain

Survey Files and Description

Total Length Link (km) Length by Survey File (km)

Observations / Sketch Record all observations or include a sketch where appropriate to describe the

events happened/information pertaining to the link to help data processing staff.



76

An

nex

-2

: R

OM

DA

S D

efa

ult

Se

ttin

gs



77

ROMDAS Default Settings

All the ROMDAS default settings for various survey equipment are detailed below. COM

ports may change depending on the system selected.

P.S.: These screen shots will be changed once the New Equipment setup is done in

HPRIDC Vehicle.

Time Settings

Program Options



78

Location Reference Points

GPS



79



80



81

Keycode Settings



82

PGR Video



83

Travel Time



84

Bump Integrator



85

An

nex

-3

: R

oa

d M

ain

ten

an

ce

Man

ag

em

en

t M

an

ua

l - R

evis

ed

ROAD MAINTENANCE

MANAGEMENT MANUAL - REVISED


Technical Assistance to Help Upgrade

Road Maintenance Management

System to Road Management System in


Contract No. HPSRP (Loan 4860-IN & 8199-IN)

Prepared By Prepared For

HIMS Limited

Joint Venture with

SATRA Infrastructure Management

Services Pvt Ltd

Himachal Pradesh Road and Other

Infrastructure Development Corporation

Limited

February 2017

SATRA Infrastructure Management Services Pvt Ltd

605, Ashoka Bhoopal Chambers S.P.Road, Begumpet Secunderabad – 500 003, Telangana, India [email protected] www.satragroup.in

Quality Assurance Statement

Client:

Himachal Pradesh Road and Other Infrastructure

Development Corporation Limited (HPRIDC)

Prepared by:

Balamurali Alapati

Rajshekar Gotimukul

Report Name:

ROAD MAINTENANCE MANAGEMENT MANUAL -

REVISED

Reviewed by:

Raj Mallela

Ashik Hussain

Project/Contract Number:

For HPRIDC: 4860-IN & 8199-IN

For SATRA: 01041013

Approved for issue by:

Raj Mallela

Date of Issue:

February 2017

Project Manager:

Raj Mallela

Revisions


Technical Assistance to Help

Upgrade Road Maintenance

Management System to Road

Management System in the State of

Himachal Pradesh

mailto:[email protected]

http://www.satra-iman.com/

1

1 i

Table of contents

1 INTRODUCTION .................................................................................... 1

1.1 DEFINITIONS OF MAINTENANCE ................................................................ 1

1.1.1 Routine Maintenance ................................................................................ 1

1.1.2 Periodic Maintenance ................................................................................ 2

1.1.3 Special Repairs ........................................................................................ 2

1.1.4 Emergency Works .................................................................................... 2

1.2 MAINTENANCE NORMS FOR HILL ROADS .................................................... 2

1.3 MAINTENANCE REQUIREMENTS ................................................................. 3

1.3.1 Maintenance ............................................................................................ 3

1.4 ROUTINE MAINTENANCE STANDARDS ........................................................ 4

1.4.1 Target Conditions and Intervention Criteria ................................................. 4

1.4.2 Work Items and Job Instructions ................................................................ 4

1.4.3 Periodic Maintenance ................................................................................ 4

1.4.4 Determining Periodic Maintenance .............................................................. 5

1.4.5 Special Repairs ........................................................................................ 5

1.4.6 Emergency Maintenance ........................................................................... 6

1.4.7 Improvement and Upgradation .................................................................. 6

2 DETERMINING MAINTENANCE PRIORITIES AND BUDGET ..................... 8

2.1 GENERAL ................................................................................................ 8

2.2 ROUTINE MAINTENANCE ........................................................................... 8

2.3 EMERGENCY MAINTENANCE ...................................................................... 8

2.4 NON-ROUTINE MAINTENANCE STRATEGY ................................................... 8

2.5 ROAD SECTION RATING AND PRIORITISATION .......................................... 10

2.5.1 Road Condition Index (RCI) ..................................................................... 10

2.5.2 Road Priority Index (RPI) ........................................................................ 10

3 ROAD CONDITION DEFECTS CATALOGUE ............................................ 12

3.1 INTRODUCTION ..................................................................................... 12

3.2 DEFECT RECORDING .............................................................................. 13

3.3 DEFECT DESCRIPTION AND ATTRIBUTES .................................................. 14

2

2 ii

3.3.1 Surface Cracking .................................................................................... 14

3.3.2 Surface Defects ..................................................................................... 19

3.3.3 Deformation of Surface ........................................................................... 23

3.3.4 Rigid Pavement ...................................................................................... 27

3.3.5 Unsealed Shoulder ................................................................................. 29

3.3.6 Drainage Defects ................................................................................... 33

3.3.7 Roadside Maintenance ............................................................................ 36

3.3.8 Unpaved Road Surfaces .......................................................................... 42

3.3.9 Bridge Defects ....................................................................................... 47

Appendix A: Code of Maintenance

Appendix B: Road Section Rating and Defect Requirements

3

3 iii

ABBREVIATIONS

AMP Annual Maintenance Plans

BI Bump Integrator

BIS Bridge Information System

BOT Build, Operate and Transfer

BOOT Build, Own, Operate and Transfer

BOLT Build, Operate, Lease and Transfer

COTS Commercial Off the Shelf

CRN Core Road Network

DCL Data Collection Limited, New Zealand

EIC Engineer-in-Chief

FWD Falling Weight Deflectometer

FY Financial Year (Fiscal Year)

GIS Geographical Information System

GoHP Government of Himachal Pradesh

GOI Government of India

GPS Global Positioning System

HDM-4 Highway Development & Management Model Software

HIMS HIMS Ltd, New Zealand

HO Head Office

HPPWD Himachal Pradesh Public Works Department

HPRADMS Himachal Pradesh Road Accident Data Management System

HPRIDC Himachal Pradesh Road and Other Infrastructure Development

Corporation Limited

HPSRP Himachal Pradesh State Roads Project

IBRD International Bank for Reconstruction and Development

IR Inception Report

IRI International Roughness Index

IT Information Technology

LAN Local Area Network



1

1 1

1 Introduction

India has the second largest road network in the world. The entire network can be

conveniently categorised as:

i. Primary Roads – Expressways and National Highways (NHs)

ii. Secondary Roads – State Highways (SHs) and Major District Roads (MDRs)

iii. Tertiary Roads – Other District Roads (ODRs) and Village Roads (VRs)

iv. Urban Roads – Roads in Urban Limits/Territory

Construction of roads involves substantial investment and therefore proper

maintenance of these assets is of utmost importance. The large network of existing

roads, built at huge expenses started showing signs of premature failure due to

cumulative effect of inadequate maintenance and structural inadequacy to meet the

needs of increased traffic volume and loads.

However, preservation of assets made out of public investment by timely upkeep and

maintenance offers lucrative advantages, which include

i. Reduced rate of deterioration and prolonged life of road infrastructure;

ii. Reduction in vehicle operation costs;

iii. Reduction in rate of accidents;

iv. All weather, traffic worthy roads;

v. Reduction in pollution released to environment by reducing wastage of fuel;

vi. Saving on capital investment in restoration/reconstruction

1.1 Definitions of Maintenance

Maintenance comprises of only the work necessary to preserve the road asset in an

acceptable operating standard. It does not add or extend the asset. The categories of

road maintenance are:

Routine maintenance - is the repair of minor defects in existing facilities

required quickly to arrest further deterioration and to ensure safety of road users;

Periodic maintenance - is regular long-term maintenance (normally

programmed) designed to restore the integrity of existing facilities, prolong their

service life and to ensure safety of road users;

Special Repairs - is the activity that restores structural aspects of the existing

facility to extend its life and safety of the road user; and

Emergency maintenance - is the activity requiring rapid response to restore the

asset to keep it open and make safe for the user. Emergency maintenance

generally results from crashes, fallen trees, floods, landslides and snow fall.

1.1.1 Routine Maintenance

Routine maintenance is the repair of minor defects that require rapid attention to arrest

deterioration of the existing road facility and/or to ensure safety of the road users. It

incorporates that group of activities which due to their size, timing, and means of

repair, are not amenable to a detailed forward planning such as maintenance of

culverts, patch repair, crack sealing, road side drainage, repairing of shoulders, painting

of highway signs and km stones, arboriculture and turfing, road marking, maintenance



2

2 2

of gang huts, removal of litter, debris and dead animals and replacement of retro-

reflective signs etc. The routine maintenance needs additional attendance to

maintenance of street lights, railings, guard stones, as well as encroachments in urban

areas and maintenance of breast wall/retaining walls, removal of slips and snow

clearances etc. in hill areas. The routine maintenance of bridges requires attendance to

bearings, joints, wearing coat, railing, minor repair to substructure and super structure

as well as clearance of weeds, etc. in the river channels.

1.1.2 Periodic Maintenance

This activity involves provision of renewal coat to the wearing surface at a

predetermined frequency. This is done to safeguard the road crust and at the same

time giving pavement a better riding surface. This treatment shall be carried out only

with the help of mechanised equipment’s and in a continuous stretch including replacing

old signs; construction of retaining and breast walls to reduce effect of landslides,

periodic maintenance of other facilities provided for the use or protection of the road

user; etc. The periodic maintenance of bridges requires Paint steel members and

handrails; strengthen weak foundations; replace damaged or unsatisfactory structural

members; replace culverts and headwall and wing walls, etc.

1.1.3 Special Repairs

Special Repairs is the group of activities that deals with urgent works of original nature

such as minor improvement of curves, improvements of visibility, repairs to culverts,

bridges, reinstatement of previously existing road facilities damaged in crashes, floods,

landslides, replace damaged culverts, bridge super structures, wing walls, cut off walls

and aprons, and other major maintenance and repair works associated with existing

bridges, culverts and concrete causeways, etc. These works essentially retain the

existing structure type and design characteristics and majority of the original structure.

1.1.4 Emergency Works

Emergency (or rapid response) maintenance includes activities to restore the existing

roads and bridges and to keep it open and safe after crashes, fallen trees, floods,

landslides, snow fall, etc. Emergency maintenance is generally of temporary nature

and will require more permanent repairs to be undertaken under other maintenance

items.

1.2 Maintenance Norms for Hill Roads

The hill roads have number of peculiar features which are not experienced in the roads

in plain or rolling terrain. These roads, besides being susceptible to landslides/snow fall,

have features like steep gradient limited road land width, steep side slopes, slip zones

etc. Also the hill roads have large number of structures like retaining wall/ breast

walls, parapet walls, cross drainage culverts etc. which require continuous maintenance

for ensuring safety and serviceability. In addition, the condition of roads in some of the

hilly areas deteriorates further due to seismic effect and cyclones. In hilly areas, there

is an additional requirement of heavy machinery, vehicles. Gangs of organised labour

are required to be deployed for opening of roads within minimum time in case of

emergent situations like blockade due to slips, snow or road breaches due to erosion. In

such areas it is also necessary to consider the cost of keeping these resources readily

available to meet these emergent needs.



3

3 3

1.3 Maintenance Requirements

1.3.1 Maintenance

The objective of maintenance is to maintain the road network in a smooth, safe and

usable condition at all times and at least cost to the GoHP and the road users.

The priority for road maintenance is:

a) to ensure that the road network provides smooth, safe, affordable and comfortable

travel;

b) to provide timely and cost effective preventative maintenance to maximise safety

of road users and to minimise deterioration of the road network; and

c) to restore the original road conditions where economically justified.

Where maintenance budgets are inadequate, priority to achieve the above generally will

be addressed in the following order:

1. Emergency maintenance (safety);

2. Routine maintenance; and

3. Periodic maintenance.

Table 1 - Requirements of Maintenance

Item Feature Requirements of Maintenance

Pavement Maintenance

RM100 Paved Surface Provide safe driving conditions, uniform seal appropriate to

classification of the road. Minimise rate of deterioration of the

pavement.

RM200 Unsealed Shoulder Provide safe driving conditions and support the road

pavement.

RM300 Drainage Provide water capacity and clear flow of water away from the

road and bridge surface.

RM500 Unpaved Road Provide safe driving conditions and smoothness appropriate to

the classification of the road.

RM700 Operational Servicing Provide timely emergency response to assist the public and

minimise disruption caused by temporary loss of use of the

road and bridge.

Roadside Maintenance

RM400 Vegetation

Signs

Distance Markers

Guard Stones /

parapets

Provide safe travel and minimise sight distance hazards.

Provide clear messages to motorists in day and night

conditions and be structurally sound.

Provide clear distance messages and be structurally sound.

Provide guidance and required structural resistance to errant

vehicles to minimise accident severity.

Bridge Maintenance

RM600 Structures Provide safe conditions for users, maintain structural integrity.

Provide accurate and timely reporting of bridge conditions.



4

4 4

1.4 Routine Maintenance Standards

1.4.1 Target Conditions and Intervention Criteria

Routine maintenance work arrests deterioration of the existing road facility and

ensures safety of the road users. It is undertaken according to an agreed set of

criteria setting out when and what type of work is required.

It is not economically justified that once any sign of a defect appears, full repair be

carried out. Neither the resources nor finance could cover such an idealistic approach.

It is, therefore, prudent to classify the type of defects in order of severity, and then set

a level of distress beyond which, the safety, repair cost, and secondary damage is not

tenable. That level of distress, whether it is a pothole, the faded paint on the guard

stone, or the legibility of a street sign is defined in terms of ‘Intervention Standard’.

Having ascertained that a defect has reached Intervention Standard, again the severity

of the type of defect sets the period of time to remedy. Obviously, if the defect had

serious safety implications to the travelling public, then repair should be ‘immediate’.

That period of time from the first acknowledgement that the defect had reached

Intervention Standard to the appropriate repair is called the ‘Rectification Standard’.

The period to repaint the above guard stone may not be as critical as patching the

pothole and the Rectification Standard would reflect this discrepancy.

The generic Intervention Standards and Rectification Standards are set out in the Code

of Maintenance - Appendix A. These may be altered depending on the priority of the

road, commercial vehicle use, programmed future major works, funding limitations etc.

It is important to check all the levels set for Standard Jobs, when setting the Scope or

Quality Plan for Routine Maintenance work.

1.4.2 Work Items and Job Instructions

The use of using standard work items is important and used when determining the

intervention criteria to define the required work to rectify the defect, preparing the

budget, scheduling and controlling the work and monitoring the work done and

expenditure to undertake the work.

All data collection and submissions for program development, approvals and monitoring

activities should use the agreed work items.

Each routine maintenance work item also has a detailed job description and repair

specification that is suitable for the PWD to use as a Quality Plan and for the contractor

to use to ensure that the works are undertaken to the required standard.

1.4.3 Periodic Maintenance

Periodic maintenance is regular long-term maintenance (normally programmed)

designed to restore the integrity of existing facilities, prolong their service life and to

ensure safety of road users.

Items included in periodic maintenance could be:

• premix carpeting;

• thin bituminous plant mix surfacing;

• replacement of failed culverts;

• replacement of concrete slabs;

• replacement of joint sealant in concrete;



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• WBM camber and profile correction;

• regravelling of unsealed surfaces; and

• bituminous surface redressing using single or multiple coatings of bitumen and

aggregate

Note: The use of WBM should not be used as an unsealed surface treatment due to its

general high roughness and high cost of maintenance.

The periodic maintenance program is determined using detailed road condition survey

data and running the prioritisation model together with a visual site inspection and

determine the most optimum treatment type.

Where roads are to be considered for upgradation economic analysis will need to be

taken into account.

1.4.4 Determining Periodic Maintenance

Periodic maintenance is designed to arrest deterioration and preserve the service life of

the asset. It should be considered as preventative maintenance. Periodic maintenance

requirements are determined by considering:

a) Pavement surface age

Bituminous binder in surfacing and asphaltic concrete becomes brittle with age, water,

and ultraviolet light. When brittle, it cracks and fails. Resurfacing with a bituminous

layer before cracking is sound and a cost effective maintenance.

b) Pavement Condition

The present condition of the pavement surface influences when periodic maintenance

should be undertaken and the most appropriate treatment to be applied.

Pavement condition is observed and data recorded as per Road Condition Data Manual.

The primary conditions to be used when prioritising for periodic maintenance are:

potholes in pavement;

pavement surface cracks;

pavement surface failure;

ravelling and loose of pavement surface;

shoulder condition;

cracked and broken concrete;

joint sealant in concrete pavement.

Note:

All above defects should be repaired as part of routine maintenance. However, where

amount of defects become high, periodic maintenance or minor improvement may be

economically appropriate. For example, if crack sealing is high, the application of

surface dressing or BT surfacing will delay the occurrence and, where present, slow

crack propagation.

1.4.5 Special Repairs

Restoration is the major repair and/or rehabilitation of damaged items that are not

normally covered under routine or periodic maintenance. This may cover at ground

crossing damage, apron and culvert washout, reinstatement and stabilisation of



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landslips and repair after major flood damage. The border line between restoration and

routine and periodic maintenance is extremely hazy and each case should be examined

and treated on its merit for inclusion in the maintenance program

1.4.6 Emergency Maintenance

Emergency maintenance, commonly called rapid response works, is undertaken after a

calamity to re-open the asset and restore access and safety.

Calamities include:

vehicle accidents that block the road and/or damage the infrastructure;

fallen trees blocking the road;

land slips that block or cut the road and/or damage the infrastructure;

floods or snow falls that make the road impassable or unsafe; and

collapse of a structure making the road impassable or unsafe.

Emergency maintenance is limited to the immediate work required to reopen the asset

and making it safe for the road user and preventing further damage. This includes

removal of debris, undertaking temporary repairs, providing a detour or bypass or

similar works.

Repairs are generally of a temporary nature and will require permanent works to be

included from within the existing budget or programmed in future periodic,

rehabilitation or upgradation programs.

1.4.7 Improvement and Upgradation

Where the results from the prioritisation model indicate that road sections are beyond

economical levels of routine or periodic maintenance, their condition should be noted

and referred to high authority for inclusion in the capital works budget.

Where strengthening or upgradation is being considered, all works and in particular

upgrading to BT, must aim to achieve the required economical rate of return of 12% or,

more simply expressed, must service at least 5000 people and have traffic of 150 vpd.



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Figure 1 – Form RCS03 - Road Item Condition Data Collection Form

Road Name: ………………………………………………………..………………….

Road Number/Link/Sect No.: …………………………………………………. Road Section: RD/Chainage to……………………

District: ……...……..…… Division: ..….……………… Subdivision: ………..…………………. Circle: …..…………………... Block: ………..…………………

From ___ + 0 ___ +500 ___ + 0 ___ +500 ___ + 0 ___ +500 ___ + 0 ___ +500 Comments

To ___ +500 ____ + 0 ___ +500 ____ + 0 ___ +500 _____ + 0 ___ +500 ____ + 0

Item No Defect Units

RM 112 Cracking %

RM 113 Ravelling %

RM 114 Potholes No.

RM 115 Shoving %

RM116 Patching %

RM 117 Settlemet & Depression %

RM 118 Rutting mm

RM119 Concrete jointing m

RM120 Broken / cracked concrete %

RM 211 Low shoulder (>50 mm) m

RM 212 Deformed/scoured shoulder %

RM 413 Distance markers No

RM414 Guard stones / parapets No

RM415 Breast / retaiing walls %

RM416 Land slides %

RM511 Rutting %

RM513 Potholes all & edges (WBM) No.

RM514 Low shoulder %

RM515 Potholes/gullies gravel %

RM518 Failed formation %

Signed by Inspector: ………………………………………………………………………………………………………….Date:

Data entered into database by:…………………………………………………………………………………………………………. Date:

WBM / Kutcha Surface

Quantity of Defect

Over full section length

Concrete Surface

Sealed Pavement

Road Side Maintenance

Government of Himachal Pradesh

Public Work Department

Visual Road Condition Data Collection

All data to be collected and totalled to cover each SECTION. Use multiple sheets as necessary.

Unsealed Shoulder (High/Low)

Chainage to Chainage

Form RCS03



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2 Determining Maintenance Priorities and Budget

2.1 General

The Public Works Department requires the road to be maintained to an acceptable

level, and sets the Intervention Level and Rectification Standard to ensure that this

requirement is met. It is important that the annual budget reflects this standard to

enable an achievable outcome.

The funding or resources budgeted for Routine Maintenance should not be redirected to

other activities. Once the basic maintenance is reduced, more major defects are

normally the outcome. Only the funds remaining after costing the full Routine

Maintenance should be available for non-routine maintenance.

Formal inspections, informal information/requests, and emergencies, whether by direct

works or contract, dictate the level and urgency of outstanding work. Having gathered

the information, forethought has to be given to the organisation’s priorities and

strategies before a Works Program is constructed.

2.2 Routine Maintenance

Routine maintenance requirements are determined by undertaking annual road item

condition survey and assessing the quantity of each maintenance item required to be

corrected (refer to Appendix A).

The required minimum budget is determined by multiplying these quantities, taking into

account sections proposed for Non-routine works, by the set of unit rate costing

developed. Roads continue to deteriorate with time due to traffic, weather, age and

terrain; therefore, an allowance of 10 - 15% is added to the quantities to cover normal

deterioration throughout the year.

2.3 Emergency Maintenance

Emergency maintenance is limited to the immediate work required to reopen the asset

and making it safe for the road user and preventing further damage. This includes

removal of debris, undertaking temporary repairs, slips, snow clearances, providing a

detour or bypass or similar works.

Repairs are generally of a temporary nature and will require permanent works to be

included from within the existing budget or programmed in future periodic or

upgradation programs.

Emergency maintenance is considered the most important component of maintenance

and, therefore, an allowance must be made each year to cover these works. The

amount of funds required can be predicated using past records.

2.4 Non-Routine Maintenance Strategy

The Executive Engineer must ensure that the strategy for non-routine maintenance, ie

periodic maintenance, provisional items and minor rehabilitation, is scoped, budgeted,

and approved at the commencement of each financial year. Once the strategy is set,

measurable quantities and budgets are forecast by program selecting the required data

and inserting it into the Road Section Rating and Prioritisation as indicated in Section

1.5. A list of roads suitable for selection of periodic maintenance is then provided for

further review and final selection. The following list alludes to the processes carried out

surrounding the budgeting for non-routine maintenance:



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a) Pre Budget

Carry out annual Condition State Survey to ascertain the quantity of all defects in each

section. Items to be used in the analysis are:

Pavement surface cracks for BT roads;

Ravelling for all BT roads;

Potholes for BT roads;

Shoving for BT roads;

Patching for BT roads;

Settlement and Depression for all BT roads

Rutting of all BT roads

Joint sealant failure in concrete roads;

Broken and cracking for concrete roads;

Roughness of all road surfaces;

Pavement defects in unpaved surfaces;

Camber in unpaved roads;

Pavement thickness in unpaved roads (remaining life);

Estimating the remaining life of surface;

Exclude all sections of road programmed to be undertaken by other funding

sources;

Set a work strategy to address the considered major problems;

Prioritise activities in accordance with strategies set in the Road Section Rating and

Prioritisation Model:

Insert quantities into Engineers Estimate and assess required funding recourses;

and

Send recommendation report to higher authority requesting approval to the

maintenance program

Refer to Appendix B for details of the defects and measurement requirements for

inclusion in the road section rating model.

b) Post Budget

Compare approved budget against recommendation.

Where budget constraints are imposed, rerun the Road Section Rating and

Prioritisation Model, take into account RPI and reprioritise road section activities.

Taking into account that routine and emergency maintenance take precedence,

readjust the prioritised work list to meet the balance of the revised budget.

Where considered appropriate, reassess and adjust routine and emergency

maintenance strategies to provide more cost effective use of funding.

Ensure Maintenance Engineers are aware of their limitations in approval of non-

routine maintenance activities.



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2.5 Road Section Rating And Prioritisation

2.5.1 Road Condition Index (RCI)

The priority for assessing the non-routine road needs for preservation of the road

network will be done by the calculation of a Road Condition Index and will be

undertaken within the RMMS database using selected road condition data collected

during the annual item condition data survey carried out prior to November each year.

The percentages and ratings for each selected defect will be automatically calculated for

use in developing the final prioritisation list.

The RCI calculation undertaken within the RMMS database uses the criteria shown in

Table 2 to develop a road section priority rating.

Table 2 – Road Condition Index Calculation Rating Chart

ROAD CONDITION RATING CALCULATION CHART –PAVED ROADS

Defects Range of Distress, Per Cent

Cracking % >30% 21 to 30 11 to 20 5 to 10 <5

Ravelling % >30% 11 to 30 6 to 10 1 to 5 0

Potholes % >1% 0.6 to 1.0 0.1 to 0.5 0.10% 0

Shoving % >1% 0.6 to 1.0 0.1 to 0.5 0.10% 0

Patching % >30% 16 to 30 6 to 15 2 to 5 <2

Settlement and Depression % >5% 3 to 5 Up to 2 Up to 1 0

Rutting mm >50 21 to 50 11 to 20 5 to 10 <5

Joint sealant all >50 25 to 50 10-25 1 to 10 <1

Broken / cracked concrete all >30 20 to 30 10 to 20 5 to 10 <5

Rating 1 2 3 4 5

Road Condition Very Poor Poor Fair Good Very Good

ROAD CONDITION RATING CALCULATION CHART – UNPAVED ROADS

Potholes % >30% 20->30% 10->20% 1-10% <1%

Surface failures % >20% 10-20% 5-10% 1-5% < 1%

Camber % >50% 20-50% 10-20% 5-10% <5%

Rating 1 2 3 4 5

Road Condition Very Poor Poor Fair Good Very Good

2.5.2 Road Priority Index (RPI)

All roads must receive some maintenance every year, if a sustainable road network is

to continue to operate effectively.

Road hierarchy classification (road importance) is normally used for systematic

allocation of maintenance funding under funding constraints. There is currently no road

hierarchy for roads in India and, therefore, it is proposed to use a simple system,

taking into account road classification, population (potential traffic generation), town

infrastructure, distance to markets, terrain, bus route, etc. to develop a Link (road)

Priority Index for each village. This appears to be a fair assessment of prioritisation of

roads by importance.



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RPI will only be used and added to overall rating when funding constraints are imposed

to provide a final ranking and road section prioritisation for maintenance.

Table 3 - Road Priority Index for State Highway and Major District Road

Road Priority Index for SH & MDR

Indicator Rating

0 1 2 3 4

A Traffic

(PCU) Below 200 201-999 1000-2999 3000-4999

5000 &

above

B Roughness =>13 10-<13 6-<10 2-<6 <2

C Road

Classification MDR SH

Table 4 - Road Priority Index for Village Road

Road Priority Index for ( VR )

Indicator Rating

0 1 2 3 4

A Traffic or (PCU) Below 50 50 – 200 200 – 500 Above 500

B Population serviced Below 50 50 - 499 500 - 999

1000 and

above

C Roughness =>13 10-<13 6-<10 2-<6 <2

D Education facilities No Elementary

Secondary and

above

E Tourist / Religious No Yes

F Road Classification VR

MRL Through

road



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3 Road Condition Defects Catalogue

3.1 Introduction

For road condition evaluations to be as objective as possible and suitable for

assessment by qualified personnel, it is essential to base visual inspections/surveys on

a reference document such as a defects manual. This manual comprises a number of

sheets setting the parameters for evaluation of defects that most frequently occur in

paved and unpaved roads with the principle aim to:

provide a uniform terminology for the description of visible defects in pavement;

provide a comprehensive catalogue of major defect types for bituminous, concrete

and unpaved roads;

provide a method of quantifying each defect type;

provide extent and criteria for rating purposes of each defect; and

promote usage of defect recognition as an aid to the diagnosis of the cause of each

defect.

The proposed survey/inspection procedure includes two evaluation levels requiring a

precise identification and quantification of principal defects. High output measuring

equipment, such as “ROMDAS”, will be used for a quick assessment of the road

condition.

The manual covers defects to be rated in the condition survey relevant to:

Road carriageway - pavement

- surfacing

- shoulder

Drainage - culverts

- pits

- drains

Roadside - vegetation

- road signs and furniture

- road marking

Structures - bridges

- major culverts

This Appendix covers the details to each defects description and attributes covering:

A detailed description of the defect;

A description of inspection and /or proposed measurement method;

Quantitative criteria to record the extent and/or severity of the defect;

Photos or illustrations of each type of defect;

Probable cause of the defect, preliminary symptoms and consequences if no

corrective maintenance actions are carried out.



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3.2 Defect Recording

A defect refers to the visible evidence of an undesirable condition that affects the

serviceability, structural capacity or appearance of the pavement.

Observation of Defects

Identification of the defect and description of its attributes is best initially observed in

detail by a pedestrian inspector. However, after gaining experience and confidence,

this can be undertaken from a slow moving vehicle.

For consistency, all inspectors should refer to this manual when making defect

descriptions and estimation of attributes.

Defect Names

The preferred names should convey the appearance of the defect. Where the defect

has attributes or multiple attributes that are not covered by a standard description, its

multiples name and description may need to be provided (e.g. where rutting is

accompanied with cracking it would be covered under rutting (RM113) and cracking

(RM116))

Descriptions

Descriptions in this Manual outline the characteristic features of each particular defect.

The description has been supported by including photographs of each defect. Where

practical, different stages of deterioration have been shown.

A standard coding for each defect has been included and should be used. Only unusual

features of the defect should be described separately.

Recording

Recording of all defect is to be undertaken as per this Appendix and in accordance with

the unit of measure as stated in Appendix A.

Attributes

A list of attributes relevant to each defect description is included with each defect type.

In keeping with the visual nature of the inspection, attributes are concerned with

estimation of dimension; lengths, widths, and areas can usually be estimated by eye or

pacing.

The use of a 1.2 metre straight edge and wedge is recommended to assist in depth and

height estimates. However, where defect is not clearly visible from a slow moving

vehicle and its severity is not considered detrimental to the integrity of the pavement, it

need not be recorded.

The descriptions include limits and standards that can be used for classification and

assessment of extent of the defect for rating purposes.

Possible Causes

Since maintenance is a top down process, the engineer will need to make assumptions

as to the cause of the defect without knowing the makeup of the pavement. Some

possible causes are included with each defect description to assist in determining the

most appropriate maintenance solution.



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Coding of Defects

The format used for field reporting should be consistent with the intended method of

processing (e.g. manual or computer). Use of codes simplifies reporting and data

collection. A simple two letter code has been included that is consistent with the defect

description.

Determination of Roughness

Due to the simplicity of the proposed RMMS, estimates for roughness of unpaved roads

are considered appropriate. It is, therefore, proposed to use a subjective method for

determination of roughness (IRI) based on the safe comfortable speed and comparing

different indicators with a corresponding scale of the IRI.

For sealed roads the ROMDAS bump integrator and GPS interface will be used for

roughness and some selected defects.

Prioritisation of Road Sections

Selected defects to be used for prioritisation of road sections for upgrading or periodic

maintenance are included in Appendix A.

Refer to Data collection Manual – Road Section Rating and Prioritisation Section of this

manual, for further details on how this information is used to prepare the annual

maintenance and upgrading programs.

3.3 Defect Description and Attributes

3.3.1 Surface Cracking

Cracks are fissures resulting from partial or complete fractures in the pavement seal

layer. Factors which lead to cracking are:

Deformation

Fatigue (life of pavement exceeded)

Age of bitumen surface

Reflection of cracking from underlying layers

Shrinkage

Poor construction joints

The detrimental effects associated with cracks are manifold and include:

Loss of waterproofing

Loss of load-spreading ability

Pumping and loss of fines in pavement

Loss of riding quality

Los of appearance

Loss of load-spreading ability and water proofing will usually lead to accelerated

deterioration of the pavement. Crack patterns linked with deformation are useful in

assessing causes.



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Crack types include:

When assessing repair area of

pavement affected by single

cracking, assume that crack

zone is 300 mm wide.



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RM112 (a) DEFECT SHEET

TYPE: SINGLE CRACKS - MEANDERING and DIAGONAL

CRACKS

CODE: CM or CD

DESCRIPTION:

Unconnected irregular crack, varying in direction,

usually single or cracking similar to longitudinal or

traverse cracking except that it runs diagonal.

INSPECTION METHOD:

Measurement of length of crack visible from a moving

vehicle at 10 km/h. Record length of all cracks visible.

RATING CRITERIA:

Area of cracks >5 mm in width as a percentage of the

section pavement area.

PROBABLE CAUSES AND AFFECT:

Reflection of a shrinkage or joint crack in then

underlying cemented material or cement concrete or

certain fine grained materials.

Differential settlement between embankment, cuts and

structures

Weakening of the pavement edge through moisture

entry.

Tree roots.

REMARKS:



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RM112 (b) DEFECT SHEET

TYPE: SINGLE CRACKS - BLOCK CODE: CB

DESCRIPTION:

Interconnected cracks forming a series of blocks,

approximately rectangular in shape. Cell sizes are

usually about 200 mm but can be greater. Common in

concrete pavements overlaid with bituminous concrete.

INSPECTION METHOD:

Measurement of area of cracks visible from a moving

vehicle at 10 km/h. Record area of all cracks visible

(over 5 mm in width)

Record the total area of cracking section pavement

area.

RATING CRITERIA:

Area of cracks >5mm in width as a percentage of the



Reflection of joint in underlying cement concrete layers.

Shrinkage and fatigue of underlying cemented materials

Shrinkage cracks of bituminous concrete owing to daily

temperature cycles.

Fatigue cracking in brittle bituminous underlying course.

REMARKS:

Normally related to the presence of cemented or

concrete pavement.



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RM112 (c ) DEFECT SHEET

TYPE: CROCODILE CRACKS CODE: CC

DESCRIPTION:

Interconnected or interlaced cracks forming series of

small polygons resembling a crocodile or allagator skin.

Are generally associated with wheelpaths and may have

a noticeable longitudinal grain.

INSPECTION METHOD:

Measurement of area of crocodile cracking visible from

a vehicle at 10 km/h. Record area of all cracks visible.

Where crocodile cracking is associated with pavement

failure, it is not measured for cracking but is only

included as failed area in RM121.

Record the total affected area over section pavement

area.

RATING CRITERIA:

Area of crocodile cracks visible at 10 km/h as a

percentage of the section pavement area.


Inadequate pavement thickness for traffic load;

Pavement is at the end of its life (brittle wearing

course);

Low bearing capacity of soil;

Top layer too stiff, relative to its thickness. Premature

aging of material;

Lower layers contaminated by clayey soils, clay or

laterite soils;

Brittle base or wearing course (cement).

REMARKS:

Typical cracking pattern for India due to use of WBM as

base course material.

Ultimately crocodile cracking will lead to formation of

potholes and failure of pavement.

Potholes develop quickly after rain.

Numerous potholes indicate the need for periodic

maintenance.



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3.3.2 Surface Defects

Surface texture deficiencies cover loss of surface material. Such defects do not usually

indicate pavement structure inadequacy. However, they do have significant influence on

the serviceability of the pavement. Some defects, if not corrected, may lead to

subsequent loss of pavement structural integrity.

Defect types are documented using the following codes:

Bleeding SB

Delamination SL

Flushing SF

Ravelling SR

Stripping SS

Surface Texture Deficiences

Polishing generally only occurs with surface dressing. Most pavements are bituminous

concrete and, therefore, will not be covered further.



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RM113 DEFECT SHEET

TYPE: STRIPPING/FRETTING/RAVELLING CODE: ST

DESCRIPTION:

Loss of area of the surfacing.

Removal of aggregates in longitudinal strips.

Pavement binder appears alternatively in thin and thick

line on the surface, parallel to road axis.

Removal of aggregates of a large surface area.

INSPECTION METHOD:

Measurement of area affected visible from a vehicle at

10 km/h. Record area of all stripping/ravelling and

fretting visible.

Record the total area affected over the section

pavement area.

RATING CRITERIA:

Included in Surface Texture Rating. Area of stripping/

ravelling/fretting as a percentage of the total section

pavement area.


Insufficient thickness or stability of wearing course;

Lack of bond with lower layer;

Insufficient binder;

Poor application of binder (blocked, badly adjusted or

aimed nozzles);

Poor adjustment in height of the spreading bar;

Poor binder/aggregate bond;

Bad aggregate gradation of the surface mix;

Poor spreading of aggregate.

REMARKS:

Lack of maintenance of this type of defect will result in

formation of potholes.



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RM114 DEFECT SHEET

TYPE: POTHOLES CODE: PO

DESCRIPTION:

A steep sided or bowl shaped cavity extending into the

layer below the wearing course. Not associated with

softening or distortion of the surrounding pavement.

INSPECTION METHOD:

Road condition survey:

Visual recording of all potholes >100 mm in depth.

Record the number of potholes and total the area for

each road section.

RATING CRITERIA:

Percentage of total pavement area in a section that is

potholed.


Load associated break in the surface due to weakness

of the base layer. Increased traffic will accelerate

development of potholes.

Pickup of bitumen wearing course surface caused by

binder adhesion to vehicle tyres.

Entry of water to base through a cracked pavement.

Wearing course material fragile or premature aging of

binder.

Clayey soils or contaminated foundation prevent proper

drainage of the pavement.

Neglected maintenance where cracking has occurred.

REMARKS:

Potholes once present, worsen quickly. They are to be

repaired promptly to prevent ingress of water into the

pavement and subgrade.

Potholes have an adverse effect on the safety and

comfort of the road user.

Deep holes that endanger traffic must be repaired

immediately.



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RM116 DEFECT SHEET

TYPE: PATCHING CODE: SP

DESCRIPTION:

Evidence of previous repair to pavement. Indicates the

general condition and aging of the pavement and need

for consideration to include in other maintenance

programs.

INSPECTION METHOD:

Measurement of area affected, visible from a vehicle at

10 km/h. Record area of all existing visible.

Record the area affected of the section pavement area.

RATING CRITERIA:

Included in Surface Texture Rating. Area of previous

patched pavement as a percentage of the total section

pavement area.


Correction of previous pavement distress, correction of

structural deficiencies of pavement material excavation

of services.

REMARKS:

Numerous and regular repairs is a good indication that

pavement has reached the end of its economical life.

Use of penetration macadam patching usually leads to a

poor patch unless appropriate stones are used.



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3.3.3 Deformation of Surface

Deformation is the change in a road surface from the constructed or intended profile.

Deformation may occur after construction due to traffic and environmental influences or

may be built into the road due to inadequate control during construction.

Deformation is an important pavement condition defect that will generally influence the

riding quality and safety of the road and may lead to cracking of the surface layer.

Coding for deformation to be used are:

Rutting DR

Corrugations DC

Depressions DD

Shoving DS

Shoving is normally associated with deep lift. Bituminous pavements are generally thin

and, therefore, this item will not be covered further in this manual.



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RM117 DEFECT SHEET

TYPE: PAVEMENT DEPRESSIONS CODE: DP

DESCRIPTION:

Localised area of pavement with elevations lower than

the surrounding pavement. Not confined and may

extend across several wheel paths and have a surface

that has not failed.

INSPECTION METHOD:

Where visible from a slow moving vehicle:

Place a 1.2 or 3.0 m straight edge or string line over the

affected area and measure the depth of the depression

with a measuring wedge.

Record the area of all depressions >25 mm or >50 mm

in depth under a 1.2 m and 3.0 m straight edge

respectively.

Record affected area over the total section.

RATING CRITERIA:

Included in Surface Texture Rating. Area of depressions

>50 mm deep as a percentage of the total section

pavement area.


Settlement of lower layers and local loss of bearing

capacity due to excessive moisture content within the

pavement.

Run-off of surface water is inadequate.

Water is ponding in side drains, raising the water table in

the subgrade.

Settlement of service and widening trenches.

Clayey soil and clay contaminated sub-base and base

course materials.

Poor compaction of isolated areas of embankment or

poorly compacted subgrade or base.

REMARKS:

Once present, this type of defect worsens rapidly.

Presence of water in the ruts will endanger safety

through an increased risk of “aquaplaning”.

When associated with cracking, this will increase the

ingress of water into the base material.



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Rut/Depression Measuring

RM118 DEFECT SHEET

TYPE: RUTTING CODE: DR

DESCRIPTION:

Longitudinal deformation of the pavement in the wheel

paths. Generally over long distances. In some instances,

ruts will be bordered by excess material displaced by the

ruts.

Low severity

High severity

INSPECTION METHOD:

Where visible from a slow moving vehicle:

Place 1.2 m straight edge over the wheel paths and

measure the width and depth of the ruts;

Take several measurements over the section or sub-

section length;

Take mean value measured as representative measure;

Distance between measurement dependant on severity;

Record the total area affected with rutting > 25 mm

deep over the pavement area of the section.

RATING CRITERIA:

Included in Surface Texture Rating. Area of rutting > 25

mm deep as a percentage of the total section pavement

area.


Inadequate pavement strength.

Rigidity and thickness of top layers not appropriate to

traffic and bearing capacity conditions.

Inadequate strength of surfacing or base material.

Narrow roads present higher risk as vehicles tend to

follow the same wheel paths.

Poor drainage of shoulders which increases moisture in

foundation layers and increase likelihood of ruffing.

Base courses containing too much fines.

REMARKS:

Defect will reduce lateral movement of vehicles, thus

increasing development of existing ruts.

More prevalent in single lane roads where all vehicles

tend to use same wheel paths.

Presence of water in the ruts will endanger safety

through an increased risk of “aquaplaning”.

When associated with cracking, this will increase the

ingress of water into the base material.



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RM121 DEFECT SHEET

TYPE: SURFACE FAILURE CODE: SD

DESCRIPTION:

Loss of road surface integrity by failure of base, sub-

base and/or subgrade.

INSPECTION METHOD:

Measure the area of pavement deformed and showing

signs of failure. Assess and note type of failure (base,

sub-base or subgrade)

Record the area affected of section pavement area.

RATING CRITERIA:

Percentage of pavement area failed in section.


Settlement of lower layers and local loss of bearing

capacity due to excessive moisture content within the

pavement;

Run-off of surface water is inadequate;

Water is ponding in side drains, raising the water table in

the subgrade;

Lack of adequate pavement depth to suit traffic;

Settlement of service and widening trenches;

Clayey soil and clay contaminated sub-base and base

course materials;

Poor consolidation of isolated areas of embankment or

poorly compacted subgrade or base.

REMARKS:

Repairs must generally be undertaken as a matter of

urgency to safeguard the travelling public and damage to

vehicles.

Cause of problem must be rectified to prevent

reoccurrence of failure.



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3.3.4 Rigid Pavement

RM119 DEFECT SHEET

TYPE: CONCRETE JOINT SEALANT CODE: RS

DESCRIPTION:

Loss ofor damage to joint sealant with incompressible

matter in the joints and ingress of water.

INSPECTION METHOD:

Measure length of damaged or missing sealant in

section.

Record the length of concrete jointing affected in section.

RATING CRITERIA:

Percentage of damaged and/or missing joint sealant of

total joint in the section.


Normal shrinkage.

Shrinkage of slab during curing, associated with

contraction joint being sawn too late.

Rocking of slab.

Insufficient slab thickness.

REMARKS:

Joint sealant becomes ineffective when it permits

incompressible material into the joint that restricts the

expansion of the slab.

Where subgrades and sub-bases are water sensitive,

excessive water penetration through a defective joint

seal can lead to slab pumping and rocking.

Excess joint sealant reduces riding quality and increases

tyre-to-road noise.

Pumping is the dynamic phenomenon where water or

slurry is ejected through joints and cracks caused by

deflection of the slab by traffic that leads to the loss of

supporting material causing rocking, stepping and

cracking of the slab.



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RM120 DEFECT SHEET

TYPE: BROKEN and CRACKED CONCRETE CODE: RS

DESCRIPTION:

Breakdown or disintegration of slab surface or spalling at

edges, joints corners or cracks.

INSPECTION METHOD:

Measurement of area of broken and/or spalling >100

mm. Record all areas broken and spalling greater than

100.

Record the area of broken and broken concrete of


RATING CRITERIA:

Percentage of concrete broken or spalling > 100 wide for

the total section pavement area.


Spalling

Infiltration of incompressible material into joint or crack.

Corrosion of reinforcement or dowel.

Overworking leading to weakened edges during finishing

operations.

Misalignment of reinforcement.

Sub-base movement.

Poor quality concrete.

Broken Concrete.

Insufficient concrete thickness.

Lack of sub-layer support.



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3.3.5 Unsealed Shoulder

RM211 DEFECT SHEET

TYPE: LOW SHOULDER Code LS

DESCRIPTION:

Shoulder level is lower than the road surface level.

INSPECTION METHOD:

Visual recording and estimation of length of the low with

drop >50 mm in depth.

Record the length of low shoulder of the total section

length taken on both sides of the pavement.

RATING CRITERIA:

Percentage of low length in section (measured over the

total section length on both sides) for all drop > 50 mm.


Slope failures affecting the shoulder.

Wear and deformation of shoulders caused by traffic and

parking on shoulders.

Slope failure of side drain due to erosion, water soaked

embankment or embankment erosion.

Unforeseen settlement of embankment and subsequent

defect of side drain and shoulder.

erosion due to rain runoff.

REMARKS:

Following are consequences of deformed shoulders:

Ponding and infiltration of water on shoulder due to

improper drainage of surface water causing deformation

of carriageway.

Edge defect risks due to vehicle wheels.

Dangerous for traffic.

Common on single lane roads where passing vehicles

need to use shoulder when passing.



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30 30

RM212 DEFECT SHEET

TYPE: DEFORMED SHOULDER Code DS

DESCRIPTION:

Shoulder is deformed and potholed making it unsafe for

traffic, ponds water and retards free flow of water.

INSPECTION METHOD:

Visual recording and estimation of length deformed

shoulder with drop >50 mm in depth.

Record the length of deformed shoulder of the total

section length taken on both sides of the pavement.

RATING CRITERIA:

Percentage of low and deformed shoulder length in

section (measured over the total section length on both

sides) for all drop > 50 mm.









Erosion due to rain runoff.

REMARKS:

Following are consequences of deformed shoulders:

Ponding and infiltration of water on shoulder due to

improper drainage of surface water causing deformation

of carriageway.



Common on single lane roads where passing vehicles

need to use shoulder when passing.



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RM213 DEFECT SHEET

TYPE: HIGH SHOULDER Code EH

DESCRIPTION:

High or flat shoulder that impedes free flow of water

from the pavement.

INSPECTION METHOD:

Visually assess and record the length of the high or flat

shoulder that restricts free flow of water from the

pavement.

Record the length of high or flat shoulder of the total

section length taken on both sides of the pavement.

RATING CRITERIA:

Percentage of high of flat shoulder measured over the

total section length on both sides of the pavement.


Accumulation of material from the road surface due to

traffic and displacement by water.

Growth of grasses and bushes on unpaved shoulders.

REMARKS:

Ponding of water is dangerous to traffic as excessive

water of the pavement can cause aquaplaning of

vehicles.

Ponding of water along the edge of the road may soften

the shoulder and may lead to scouring of the

embankment.

F

H

G

H

G

F



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32 32

RM214 DEFECT SHEET

TYPE: EMBANKMENT SCOUR Code ES

DESCRIPTION:

Road formation missing from original embankment.

Generally due to the effect of water running from

pavement or along toe of embankment.

INSPECTION METHOD:

Record location and estimation of the volume of material

missing from the road formation.

Minimum shoulder width should be not <600 mm.

RATING CRITERIA:

Not used as a rating criteria.










High shoulder leading water to scour at low points.

REMARKS:





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33 33

3.3.6 Drainage Defects

RM311 DEFECT SHEET

TYPE: UNLINED DRAIN CODE: DU

DESCRIPTION:

Deposit of material in the side drains of the road causing

a partial or completely blocked drainage system that

impedes the flow of water way from the road way.

INSPECTION METHOD:

Visual recording and estimation of the length of drain

affected as a percentage of the section length of open

drain.

INSPECTION CRITERIA:

Assess the length of drain (measured over the total

section length on both sides) for all lengths where free

flow of water away from formation is restricted.


shoulder slope inadequate due to traffic action or cattle

movement;

Encroaching vegetation and accumulation of debris in

drains;

Too shallow longitudinal slope in the side drain;

Insufficient outlets to disperse the water;

Lack of adequate camber on shoulder;

Lack of adequate maintenance of shoulder and drain.

REMARKS:

The consequences of the siltation are:

Reduction of ditch cross-section and velocity of water:

Increasing siltation and amount of debris resulting in a

complete obstruction of the ditch itself and the outlets;

Ponding of water in the ditch, water penetration in base

and sub-base course resulting in erosion;

Reduction of bearing capacity of road shoulder.



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34 34

RM312 DEFECT SHEET

TYPE: SILTED/BLOCKED LINED DRAINS, CULVERTS AND

PITS

CODE: DB

DESCRIPTION:

This type of defect concerns the partial or complete

obstruction of culverts, drain and pits by silt, vegetation,

natural debris or other material.

INSPECTION METHOD:

Visual inspection of all section culverts and evaluation of

functional conditions.

Record the volume of material blocking the effective

waterway.

RATING CRITERIA:

Not used in rating process.


Invert level too low;

Longitudinal slope too flat;

Culvert pipe diameter incorrect;

People drop waste into pits, culverts inlet or drain;

Lack of maintenance of culvert inlet and outlet.

During rainy seasons soil/sand, small trees and

vegetation carried by the rain water gets deposited in

culvert pipe or pit.

Badly designed structures will lead to obstructions and

subsequently flooding inundation.

In built-up areas, culverts and pits often are used by

locals as disposal areas.

REMARKS:

Lack of inspection and maintenance may have the

following consequences:

Submersion of embankment resulting in flooding and

uncontrolled settlement of road shoulders;

Ponding of water upstream of the structure resulting in

slope failure;

Inundation of complete culvert, shoulder and road.



35

35 35

RM313 DEFECT SHEET

TYPE: CULVERTS/LINED DRAIN DAMAGE CODE: DD

DESCRIPTION:

Two types of structural defect can be distinguished:

Slight settlement with subsequent cracking in head walls,

wing walls and the culvert structure;

Pronounced uneven settlement of culvert, with the

subsequent development of large cracks, leaching of

water and washing out bedding.

INSPECTION METHOD:

Visual inspection of all section culverts and evaluation of

extent of defect.

Record the total volume of repair works required to

restore the integrity and security of the structures in the

section.

RATING CRITERIA:



Incorrect design;

Diminished bearing capacity of foundation layers,

settlement of soils under foundation;

Erosive action around structure;

Traffic may cause defect when insufficient cover is

present.

REMARKS:



Minor defect: culvert is still functional;

Major defect: obstruction of culvert, collapse of

structure.



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36 36

3.3.7 Roadside Maintenance

RM411 DEFECT SHEET

TYPE: DEBRIS/VEGETATION CODE: RV

DESCRIPTION:

Debris on the carriageway or vegetation on the

formation or surrounding road side that will reduce sight

distance and carriageway drainage that will hinder or

endanger the safety of traffic.

INSPECTION METHOD:

Visual recording and estimation of the severity of the

debris or vegetation.

Record the road affected by the debris and vegetation.

When entering the quantity, assess the number of times

the vegetation will require to be cleared in one year and

multiply the collected length by the expected number of

cycles.

RATING CRITERIA:

No used in rating process.


Obstacles might result from:

Sand encroachment following a storm or dune

displacement;

Vegetation encroachment due to insufficient

maintenance of grasses and bushes alongside the road,

or cut or fallen trees;

Slope failures due to bad design or due to water

penetration in slopes.

REMARKS:

Possible consequences:

Reduction of visibility distances and increase of accident

risks;

Accumulation of material on the side of the carriageway

blocking surface drainage;

Softening of pavement and failure of formation.



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37 37

RM412 DEFECT SHEET

TYPE: ROAD SIGNS CODE: RS

DESCRIPTION:

Defect to road signs, road markings and road furniture,

damaged or unable to read at night at road design

speed.

INSPECTION METHOD:

Record for each section all signs, road marking and

furniture and estimate the number of missing elements.

Record the number of missing, damaged and defective

signs, road marking and furniture over the road section.

Missing items are to be included in the periodic

maintenance program.

RATING CRITERIA:

Not uses in the road rating process.


Wear and tear by traffic;

Defect from traffic accidents;

Weather (corrosion);

Vandalism.

REMARKS:

Damaged signs, road marking and road furniture

endanger traffic safety and should, therefore, be

repaired quickly. (This also, applies to dirty road signs.)

For road safety reasons, missing signs, road marking and

furniture have to be replaced promptly.

Generally road marking will not be required as most core

roads are only 3.05 m in width.



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38 38

RM413 DEFECT SHEET

TYPE: DISTANCE MARKERS CODE: RD

DESCRIPTION:

Defective or missing five kilometre, kilometre and,

hectometre markers. Unable to be seen or read at

approach speed under day and/or night conditions.

INSPECTION METHOD:

Record all damaged or missing markers within the road

section.

Missing items are to be included in the periodic

maintenance program.

RATING CRITERIA:

Not used in road rating process.





Vandalism.

REMARKS:

Unreadable or missing distance markers are a hindrance

to the travelling public and should be repaired or

installed as soon as convenient.

Distance markers are to be used as the main reference

for collecting information, recording and undertaking

maintenance activities and, therefore, all missing

markers should be installed immediately.

Ensure markers are visible at all times by keeping area

around all markers clear and free from vegetation.



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39 39

RM414 DEFECT SHEET

TYPE: PAPARPETS & GUARD STONES CODE: CT

DESCRIPTION:

Defective or missing guard stones and parapets.

Damaged or unable to perform their required protection

and guidance role.

INSPECTION METHOD:

Count the number of defective, missing or required

guard stones and parapets and estimate the volume of

repairs required. Record number of new items required

and volume of repairs.

New and missing items are to be included under periodic

program.

RATING CRITERIA:

Not used for rating purposes.





Vandalism.

REMARKS:

Damaged guard stones and parapets endanger traffic

safety and should, therefore, be repaired quickly.

For road safety reasons missing guard stones and

parapets should be replaced promptly.



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40 40

RM415 DEFECT SHEET

TYPE: BREAST AND RETAINING WALLS CODE: BW

DESCRIPTION:

Collapse or failure of the retaining or breast wall.

INSPECTION METHOD:

Measure the extent of damage and provide the volume

of works required to restore the walls to their original

state.

Record all possible causes of failure and any special

treatment that may assist in preventing recurrence of

the problem.

RATING CRITERIA:



Lack of cohesion in the surface material and

displacement by moving vehicles. This continues to

deteriorate through, existing irregularities in the surface.

During the rainy season corrugations will also develop in

the sub-base. The loss of course materials from the

valleys will create weak spots leading to other defects.

The defect develops during dry season when the material

has little cohesion. The dryness and wind provide

favourable conditions for the loss of fines.

Materials most susceptible show little cohesion, a low

plasticity index, contain particles larger than 5 mm and

relatively few fines.

REMARKS:

This defect is one of the main sources of driver

discomfort, and is extremely harmful to vehicles and is

one of the main causes of increased vehicle operating

costs.

The frequency (+ 15 Hz) of the vibration of the

suspended mass of vehicles combined with their speed,

determines the spacing of the ridges.



41

41 41

RM416 DEFECT SHEET

TYPE: LAND SLIDES AND SLIPS CODE: LS

DESCRIPTION:

Material from disturbed hill slopes sliding or slipping onto

the roadway reducing the effective traffic way.

INSPECTION METHOD:

Assess the volume of material requiring removal to open

the road and make it safe for the road user and allow the

free drainage of water from and away from the

carriageway.

Note the type and size of material and required method

for removal.

RATING CRITERIA:

Not included in the road rating.


Excess water falling on or soaking into the material.

Disturbance of the toe of cut or fill areas.

Incorrect batter slopes for material types.

Weathering of some kind of rock formations.

REMARKS:

Construction of breast walls should be considered where

slides are small. Where erosion is related to gullys,

consideration for provision of check dams could be an

economical option.

For rock faces, cement grouting could be an option to

prevent weathering of the face and stabilisation of the

material.

Where the problem is related to river or stream

activities, use of protected reinforced_______ could be

favourable option.

Where land slides are recorded as severe, t a standard

inspection form will be produced to allow further detailed

investigation to be undertaken to assess what further

action is required.



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3.3.8 Unpaved Road Surfaces

RM511 DEFECT SHEET

TYPE: RUTTING CODE: UR

DESCRIPTION:

Permanent longitudinal deformation following the line of

vehicle wheel paths. In extreme cases the cross-section

of the road show a w-profile.

INSPECTION METHOD:

Severity:

Place a 1.2 m straightedge across the ruts and measure

with a wedge the depth of the ruts in mm.

Record the length with ruts >50 mm over section length.

RATING CRITERIA:

Not used for rating process.


Rutting is strongly influenced by traffic intensity, speed,

loading or transverse distribution. The development of

ruts is accelerated by heavy traffic and channelized

traffic.

Lateral displacement of non–cohesive materials during

dry season.

Liquefaction of surface material or stability loss of road

embankment or supporting soils during wet__________.

The presence of ruts may cause other defects to develop,

such as longitudinal erosion gullies or potholes in weak

spots in the surfacing.

REMARKS:

This defect has a bad effect on the safety of road users.

Ruts prevent lateral movement of vehicles which

accelerates rut development. In extreme cases, the

depth the rut is such that the road becomes impassable.

Rutting restricts run-off of water which allows ponding

which may lead to softening of embankment and failure

of the formation.



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RM512 DEFECT SHEET RCS No.

TYPE: POTHOLES AND EDGE BREAK WBM CODE: UW

DESCRIPTION:

In general, potholes in WBM are steep shaped holes

caused by the loss of surface material.

Edge breaks are due to loss of material along the edges

of the pavement.

INSPECTION METHOD:

Visual assessment and recording of extent of potholes

and edge breaks.

Record the total area of effected pavement over the

section.

RATING CRITERIA:

Percentage of all potholes, edge breaks present in WBM

and Katcha over the surface area in the section.


General lack of maintenance and delay in replacement

of blinding material.

Potholes develop in those areas where the sub-grade is

uneven or results from other defects. Once present,

potholes will grow deeper and wider.

Edge breaks are the result of the erosion of the shoulder

by traffic and water flows. Once started will fret off at an

accelerated rate by passage of traffic.

REMARKS:

WBM retention and strength is dependent on its

interlocking ability of interlocking of the stone and

penetration of the blinding material. Once the fines

disperse, the pavement disintegrates rapidly.

Once potholes are present, they are to be repaired

promptly as they will worsen quickly. Potholes have an

adverse effect on the safety and comfort of the road

user.

Increased traffic will accelerate development of

potholes.



44

44 44

RM 513 DEFECT SHEET

TYPE: SHOULDER DROP WBM Code EW

DESCRIPTION:

Shoulder level is lower than the road surface level.

INSPECTION METHOD:

Visual assessment and recording of the length of the low

shoulder with drop >50 mm in depth.

Record the length of low shoulder of the total section

length taken on both sides of the pavement.

RATING CRITERIA:

Express as a percentage of low shoulder length in section

(measured over the total section length on both sides)

with a drop > 50 mm




bullock carts, particularly when WBM becomes rough.




REMARKS:

When WBM becomes rough, traffic tends to use shoulder

to reduce damage to vehicles and to improve ride

quality.



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RM514 DEFECT SHEET RCS Sheet No.

TYPE: POTHOLES AND CHANNELS CODE: UP

DESCRIPTION:

In general, potholes are bowl shaped holes caused by the

loss of surface material.

Channels are irregularly sided cuts transverse and

longitudinal, generally in the direction of maximum slope or

wheel path.

AusRoads Channelling

INSPECTION METHOD:

Visually assess the extent and record the area of potholes,

and channelling in the pavement area where depths

>40 mm.

Potholes and channelling generally only occur in gravel or

katcha material.

RATING CRITERIA:

Percentage of all potholes and channels of the surface area

in the section.


Potholes develop in those areas where the subgrade is

uneven or results from other defects (corrugations, rutting,

erosion, gullies, etc.)

Potholes start to develop in the wet season; water remains

in them and soaks the surface material, making it

vulnerable to further defect. Once present, potholes will

grow deeper and wider.

Impermeable clayey soils prevent proper drainage of

surface water and permit weak spots to develop into

potholes and channels.

Corrugations and rutting may cause development of a

series of potholes.

Channels develop due to concentration of water flows

owing to :

-blocked or inadequate road drainage

-rutting and corrugations

-poor camber on steep slopes, or

-due to erodible surfacing material

REMARKS:

Once potholes are present, they are to be repaired

promptly as they will worsen quickly. Potholes have an

adverse effect on the safety and comfort of the road user.

Increase in traffic will accelerate the development of

potholes.



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RM517 DEFECT SHEET

TYPE: SURFACE FAILURE CODE: UF

DESCRIPTION:

Loss of road surface integrity by failure of embankment.

INSPECTION METHOD:

Measure and record the area of pavement deformed and

failed of the section area.

RATING CRITERIA:

Percentage of pavement area failed in section.


Poor shaped formation leaving low areas and water

ponding;

Settlement of service and widening trenches;

Clayey soil and clay contaminated areas;

Poor consolidation of isolated areas of embankment or

poorly compacted subgrade.

REMARKS:

Repairs must generally be undertaken as a matter of

urgency to safeguard the travelling public and damage to

vehicles.

Cause of problem must be rectified to prevent

reoccurrence of failure.



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3.3.9 Bridge Defects

RM611 DEFECT SHEET

TYPE: DECK JOINTING

DESCRIPTION:

Loss of or damaged jointing material and expansion joints

resulting in debris and foreign material entering the joint.

INSPECTION METHOD:

Visual inspection of all bridges and major culverts and

record the length of defects affecting the performance and

integrity of structure.

RATING CRITERIA:

Bridge defects are not used in road prioritisation

modelling. ROUTINE MAINTENANCE or EMERGENCY

MAINTENANCE only to be taken up.


Ageing of the joint sealant.

Poor preparation or quality of the sealant.

Lack of adhesion of the sealant or pre-moulded jointing to

the concrete joint.

Too much jointing in the joint.

Rocking and or pumping of the concrete.

REMARKS:

Lack of maintenance will allow accumulation of dirt in

joints and will be obstructing free expansion of the deck.

Bridge must have free expansion of the structure at all

times.



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RM612 DEFECT SHEET

TYPE: BRIDGE DEBRIS and VEGETATION

DESCRIPTION:

Accumulation of soil and debris on the bridge deck and

vegetation in the deck joints.

INSPECTION METHOD:

Visual inspection of all bridges and major culverts and

evaluation of the defects affecting the performance and

integrity of structure.

Record the area of defect for undertaking repairs under

routine maintenance.

RATING CRITERIA:





Temporary inundation, flooding of bridge deck.

Malfunctioning of discharge facilities and drainage.

Dropping of material by passing vehicles.

REMARKS:

Lack of maintenance may:

Make deck slippery.

Allow ponding of water on the deck thus endangering the

traffic by possible aquaplaning.

Generally unsightly and untidy.

Bridge deck must have free expansion and drainage at all

times.



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49 49

RM613 DEFECT SHEET

TYPE: NON-STRUCTURAL DAMAGE CODE:

DESCRIPTION:

Damage to the bridge that does not affect structural

integrity of the structure.

Defect can be:

Damage to hand rail, end posts, kerb, etc.

Minor repairs to concrete works, abutments and

protection works.

Minor repairs and repainting of steel structures.

Repair approach slabs.

INSPECTION METHOD:

Visual inspection of all bridges and estimate volume of

defects on all bridges and major culverts over the section.

RATING CRITERIA:




POSSABLE CAUSES AND AFFECT:

No discharge facilities for run off of surface water next to

the bridge, infiltration of water between bridge and

approach road, instability of slopes.

Increase of flow velocity due to narrowing or obstruction

of river bed.

Piers/abutments not in line with flow of water.

Scouring of trees and debris from upstream.

REMARKS:



Slope failures, unstable abutments, ramps between

approach road and bridge deck endangering traffic;

Uneven settlement of foundations, collapse of bridge.

Obstruction of riverbed, reducing outflow, increasing

velocity of water and scour to pier and abutments.

Total collapse of bridge or wash out of culvert.



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50 50

RM614 DEFECT SHEET

TYPE: STREAM MAINTENANCE CODE: SM

DESCRIPTION:

Following types of defects can be distinguished.

Erosion of slopes and bedding;

Undermining of abutments and piers.

Accumulation of floating debris against piers, abutments.

Damage to stream and batter protection works.

INSPECTION METHOD:

Visually assess and record the volume of:

Build-up of material in the stream bed that reduces the

effective water flow,

Scour that affects the possible integrity of the piers and

abutments

Damage to stream and batter protection works.

RATING CRITERIA:




POSSABLE CAUSES AND AFFECT:

No discharge facilities for run off of surface water next to

the bridge, infiltration of water between bridge and

approach road, instability of slopes.

Increase of flow velocity due to narrowing or obstruction

of river bed.

Piers/abutments not in line with flow of water.

Scouring of trees and debris from upstream.

REMARKS:



Slope failures, unstable abutments, ramps between

approach road and bridge deck endangering traffic;

Uneven settlement of foundations, collapse of bridge.

Obstruction of riverbed, reducing outflow, increasing

velocity of water and scour to pier and abutments.

Total collapse of bridge or wash out of culvert.



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DEFECT SHEET

TYPE: STRUCTURAL DEFECT CODE:

DESCRIPTION:

Following types of defect can be distinguished:

Degradation of deck;

Degradation of masonry joints;

Cracking of abutments;

Exposure of reinforcement steel

Evidence of corrosion.

INSPECTION METHOD:

Visual inspection of all section bridges and estimate extent

of defect.

RATING CRITERIA:

Bridge defects are not used in road prioritisation modelling.

ROUTINE MAINTENANCE or EMERGENCY MAINTENANCE

only to be taken up.


Bridge deck: loosened bolts, anchor bolts, nails; wear and

tear;

Abutments: aggressive water action on joints, weathering

action of climate (corrosive action), settlement foundation

soils, increasing soil pressure ;

Supports and joints: blockage due to dirt and corrosive

action of climate leading to defect to abutment and bridge

deck.

REMARKS:

Lack of inspection and maintenance may have the following

consequences:

Loss of bridge deck elements, damage to tyres and

vehicles;

Localised collapses of masonry, settlement of abutments,

complete bridge collapse.



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Appendix – A

GENERAL

The Contractors major requirement is to keep all traffic lanes of the road network open

to the public for safe, efficient and continuous movement of vehicles at all times.

This report defines maintenance intervention and rectification (response time) levels

that set the level of service that the Contractor is required to comply.

OBJECTIVES OF MAINTENANCE

The objectives of maintenance are described below:

Pavement maintenance: Provide safe and consistent driving conditions, uniform

pavement and carrying capacity appropriate to classification

of the road. Minimise rate of deterioration of the pavement

and long-term costs.

Roadside maintenance: Provide safe, aesthetic and environmental qualities of the

roadside and road reserve that satisfies the community and

economic needs. Provides timely restoration of the road

condition in response to unplanned activities.

Traffic facilities: Maintain traffic facilities to a level that ensures safety,

optimises flow of traffic and satisfies community and

economic needs.

Bridges and major culvert

maintenance:

Provide bridge and major culvert service level that ensures

safety, integrity of the structure and satisfies community

and economic needs.

PRINCIPLES OF MAINTENANCE

The principles of maintenance are as described below:

Principal Element Maintenance Rationale

PAVEMENT

Sealed and Rigid Pavement: Provide safe and consistent driving conditions, uniform seal

and carrying capacity appropriate to classification of the

road. Minimise rate of deterioration of the pavement.

Unpaved roads Provide safe driving and rideability appropriate to

classification of the road. Minimise rate of deterioration of

the road surface.

Unsealed Shoulder: Provide safe driving conditions and support the road

pavement. Allows for free draining of the road pavement.

Sealed Shoulders: Provide safe and consistent driving conditions, uniform seal

and protection from water penetration into pavement.

Drainage Surface Drains

Provide water capacity for pavement protection and

structural integrity of the road pavement and structures and

clear flow of water away from the road formation and bridge

surface.



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53 53

Drainage Pits:

Provide free flow of surface water into culverts and

underground drainage system.

Erosion and Sedimentation Devices:

To minimise soil erosion and trap road water to enable

removal of sedimentation before water enters natural

watercourses.

Features Criteria Action Priority

A. Features concerned with safety of traffic

Landslides / slips Any type of slip or slides

blocking the road and

affecting flow of traffic.

Steps to be taken as Hill

road manual. Slide to be

cleared on top priority.

Urgent

Snow fall/ Avalanche Road affected by snow-

fall or avalanche activity.

Compelling suspension of

traffic.

To be cleared as per policy

on road-open period in

winter season for the road.

Urgent

Major breaches in

the roadway

Any type of breach which

endangers safety of traffic

and causes obstruction to

flow of traffic.

Steps to be taken as given

in Hill road manual.

Urgent

Minor cuts, ruts or

blockades

Cuts or blockades which

do not completely

obstruct the traffic but

endanger safety of traffic.

Blockades to be removed

and the cuts repaired.

Urgent

5. Branches of trees of

height less than 4.5 m

over the roadway

Any kind Get them cut in order of

lower ones first

Special

Attention

B. Carriageway and crust conditions

1. Cracking not

accompanied by

rutting

a) Cracking in local

areas equal to or less

than 25 per cent of the

total area.

b) Cracking in large areas

exceeding 25 per cent of

the total area.

a) Local sealing or filling

of the cracks.

b) Binder @ I.S

kg/m2 of bitumen

emulsion or of 1 Kg/m2 of

cut back for local scaling.

c) Chippings (6-10 mm)

for local surfacing

repairs. Needs surfacing

after local scaling.

Routine

Special

Attention

Special

Attention

2. Stripping a) In local areal


the total area

b) In long areal


total area

a) Apply local scaling

b) Apply surface dressing

Routine

Special

Attention



54

54 54


3. Bleeding a) In local areal not


the total area

b) In long areal


total area

Spread and roll over 6 mm

size aggregate, heated to

60"C / 60 deg. C.

Apply surface dressing

Routine

Special

attention

4. Rutting a) Less than 50 mm

accompanied by cracking

of less than or equal to

10 mlm2

Less than 5O mm


more than 10 mlm2

More than 5O mm


more than 10 mlm2

Apply coat @ 0.5 Kg/m2

and fill bituminous mix

using a rake and leaving an

excess thickness of about

one third the depth of rut.

Compact till surface is level

and do local sealing of

cracks.

-do-

With surface dressing over

cracks, overlay required.

Routine

Special

attention

Work of

original

nature

Potholes Potholes as soon as they

occur

Local restoration by

patching

Special

attention

Reflection cracks Widely spaced cracks

Closely spaced cracks

Seals

Apply surface dressing

Recurrent

Special

attention

Edge subsidence

and rutting

Any extent Patch road edge and repair

shoulder

Recurrent

Defective camber Any extent Check and correct by

reconstructing to proper

camber profile

Special

Attention

Undulations Any extent Investigate the cause and

rectify

Special

Attention

Loss of material

from unpaved road

Any extent Do regravelling -do-

C. Shoulders, side drains, catch water drains, etc.

Deformation or scour

of shoulders

Any extent Fill, compact and bring its

surface to desired camber

Routine

Silting of drains -do- Clean out the drains Routine

Damage or scouring

of drains

-do-

Reconstruct to adequate

shape and size

Special

Attention



55

55 55


D. Cross drainage works - causeways, culverts, minor bridges, equipment bridge.

Causeway

Potholes in paved

surface

Erosion at inlet/ outlet

Guide posts / Flood

gauge missing

Any extent

-do-

-do-

Repair by filling

Repair

Repairs/ Replace

Special

Attention

-do-

-do-

Culverts

Silting

Erosion at inlet/ outlet

Settlement cracks

Any extent

-do-

-do-

De-silting

Repair

-do-

-do-

-do-

-do-

E. Major Bridge

I. Damage to

substructure including

foundation

Any extent Investigation and repairs As per

bridge

maintenan

ce and

repair

policy

2. Damage to

substructure including

roadways.

Any extent Investigation and repairs As per

bridge

maintenan

ce and

repair

policy

F. Structures like retaining walls, breast walls, river training structures etc.

Damaged structure Any extent Repair Urgent

Collapsed Structure -do- Rebuilding Urgent

G. Other works

Road furniture and

warning sign dirty or

corroded or damaged

/ missing.

Any extent Clean and repair/replace Routine

Missing road sign Any extent Fix new one Special

Attention



56

56 56

Appendix - B

ROAD SECTION RATING AND DEFECT REQUIREMENTS

This Section provides definitions of each of the pavement defects that are to be

collected during the annual road condition survey and which are used for assessment

and condition rating of each road section in the prioritisation model, together with their

measurement and reporting procedures. The units of measurement and reporting are

given for each defect together with examples of the calculations required.

The following parameters for measuring width are to be adopted:

Formation width is measured as the width of the top of the embankment or distance

between guard stones.

Pavement width is the average width of the constructed paved surface including

sealed shoulders and WBM surfacing. For gravel roads this will generally include the

shoulders.

The ratings of road condition will be carried out over the full length of each section

using all defects as listed below.

The repeatability that should be achieved from subsequent assessments of each defect,

on a particular section, by the same or different persons, are included. When checking

the data on any pavement condition section, the results from each survey should be

within the repeatability range stated.

Defects used for road section prioritisation purposes are:

Pavement surface cracks

Ravelling

Pothole

Shoving

Patching

Settlement and Depression

Rutting

Joint sealant failure in concrete

Stepping at joints and cracks in concrete

Spalling at joints and broken in concrete

Pavement defects (potholes, corrugations & failures) in unpaved surfaces

Definitions, measurements, reporting and repeatability for the above defect items are

as detailed in the following pages.

Note: The data collector does not have to undertake any calculation as this is

undertaken within the RMMS database, the process of calculation is only necessary if

you are prioritising road sections manually.



57

57 57

SURFACE CONDITION PAVED ROADS

Pavement Surface Cracks

Bituminous or concrete surfaced pavements

Assessed over the total area of the road pavement section

Measurement of area of cracks:

Area is of a rectangle around the cracks. For

crocodile cracks adopted extremities of cracking

plus 50 mm, for single cracks >5 mm assume

width of 300 mm.

Crocodile cracks Area = width x length

Longitudinal, transverse and block cracks >5 mm

Area = length x 0.3m

Example measurement:

Total area of all cracking in road section

crocodile crack = 21 m2

longitudinal crack = 30 m

transverse crack = 20 m

block crack = 40 m

Length of section = 500m

Average pavement width = 3.75m

Area of pavement = 500 * 3.75 = 1875 m2

% all cracking

= ((21+(30x0.3)+(20x0.3)+(40x0.3) / 1875) *

100 = (48/1875)*100 = 2.56%

Defect rating all cracks = 5

Condition Rating

5 = <5%of pavement area

4 = (5 to 10)%of pavement area

3 = (11 to 20)%of pavement area

2 = (21 to 30)% of pavement area

1 = >30% of pavement area

Definition:

Road pavements are designed assuming that the

moisture content will remain constant. However, if

the road surface is cracked, moisture will enter the

pavement and void the design criteria. Road

deterioration is accelerated if cracks are not

repaired.

The types of cracks are:

Crocodile: interconnected cracks forming small

areas like on the skin of a crocodile.

Longitudinal: an individual crack running mainly in

the direction of the pavement; may have some

branching.

Transverse: similar to longitudinal but running

transversely to the direction of the pavement

Block: interconnected cracks forming a series of

roughly rectangular or hexagonal areas (not always

closed) usually in the range of 300 mm to 900 mm

across.

Measurement:

Slowly drive the road section and assess the total

area (in square metres) of crocodile cracking and

total length of single crack >5 mm width present.

Only assess the cracks visible at a speed greater

than 10 kph

Report the total area of each type of crack and the

total area of wide crack (>5 mm) in the section

length. Calculate the percentage of the pavement

area of all cracks and the percentage of all wide

cracks (>5 mm) within the section (to nearest

0.01%). To express single cracks on an area basis,

use a standard width of 300 mm.

Repeatability:

Repeat measurements of the area of each type of

crack in a pavement condition section should give

percentages of area cracked in each within 5% of

each other.



58

58 58

RAVELLING

Bituminous surfaced pavements

Assessed over the pavement of the road section


Total area of all defects within the pavement area

ravelling/stripping = 10 m2

Length of section = 500 m

Average pavement width = 3.75 m


% ravelling for the section

= (10/1875)*100 = 0.53%

Defect rating = 4

Condition Rating for Ravelling

5= 0% of pavement area

4 = ( 1 to 5)% of pavement area




Definition:

Pavement texture is local surface defects

ravelling/stripping,

Measurement:

Assess the area of surface defects that are visibly

noticeable or evident by movement or vibration from

a slowly moving vehicle in the pavement section

area.

Report area of all pavement texture defects and

express as a percentage of the pavement area in the

section (to the nearest 0.01%).

Repeatability:

Repeat measurements of surface texture on the

same pavement condition section should be within

10% of each other.



59

59 59

POTHOLE


Assessed over the total pavement area of the road pavement section

Example Measurement (assessed over the full

length of the pavement condition section):

Number of potholes (counted over total pavement

area) = 12 with area of 2.1 m2



Area of pavement = 500 * 3.75 =1875 m2

% area potholes in this section

= (2.1 / 1875) * 100 = 0.112%

Defect rating = 3

Condition Rating for Pothole

5= 0 of pavement area

4 = 0.1% of pavement area

3 = (0.1 to 0.5)% of pavement area


1= >1% of pavement area

Definition:

Potholes are steep sided, bowel shaped cavities

caused by the action of traffic on a break or

weakness in the bituminous surface.

Potholes are not accompanied by softening or

distortion of the surrounding pavement. Refer to

pavement surface failure for that type of distress.

Measurement:

Count the number and assess the area of

potholes over the whole pavement length.

Do not count potholes within failed pavement

areas as they are to be included under surface

failures.

Potholes are an indicator of pavement health

and, therefore, all potholes including those

successfully patched are to be counted and

included in the surface texture assessment.

The assessment of the number and size of

potholes may be undertaken from a slowly

moving car travelling along the road.

Report the number of potholes and calculate the

area of potholes as the percentage (to the

nearest 0.01%) of the total pavement area.

Repeatability:

Repeat counts of the number of potholes on the

same section should be within 10% of each

other.



60

60 60

SHOVING





Shoving = 32 m2


Width of shoving = 3.75 m


% Patching for the section

= (32/1875)*100 = 1.71%

Defect rating = 1

Condition Rating for Shoving

5= 0 of pavement area

4 = 0.1% of pavement area




Definition:

Shoving is a form of plastic movement within the

bituminous layers resulting in bulging of the

pavement surface.

Measurement:


noticeable or evident by movement or vibration

from a slowly moving vehicle in the pavement

section area.


express as a percentage of the pavement area in

the section (to the nearest 0.01%).

Repeatability:



10% of each other.



61

61 61

PATCHING





patching = 44 m2




% Patching for the section

= (44/1875)*100 = 2.34%

Defect rating = 4

Condition Rating for Patching

5 = < 2% of pavement area



2= (16 to 30)% of pavement area


Definition:

Pavement texture is local surface defects

patching. Bleeding does not normally lead to

pavement failure and, therefore, not to be

considered when assessing pavement condition.

Measurement:




section area.


express as a percentage of the pavement area in

the section (to the nearest 0.01%).

Repeatability:



10% of each other.



62

62 62

SETTLEMENT AND DEPRESSION




Total area of defect within the pavement area

depressions = 5 m2




% depressions for the section

= (5/ 1875 ) * 100 = 0.26%

Defect rating = 4

Condition Rating for depressions

5 = 0 % of pavement area

4 = up to1% of pavement area

3 = up to 2% of pavement area



Definition:

Pavement settlement and depression is local

surface defects, depressions >25 mm in depth will

contribute to surface or pavement failure.

Measurement:




section area.

Only depressions noticeable at 10 km/h need to

be checked with a 1.2 m or 3 m straight edge

respectively and included in the calculation.

Report area of settlement and depression defects

and express as a percentage of the pavement

area in the section (to the nearest 0.01%).

Repeatability:

Repeat measurements of settlement and

depression on the same pavement condition

section should be within 10% of each other.



63

63 63

RUTTING





rutting area = 15 m2




% depressions for the section

= (15/ 1875 ) * 100 = 0.8%

Defect rating = 4

Condition Rating for rutting

5= 5 mm

4 = (5 to 10) mm

3 = (11 to 20) mm

2 = (21 to 50) mm

4 = >50 mm

Definition:

Pavement texture is local surface defects such as

Rutting.

Measurement:

Ruts noticeable at 10 km/h need to be checked

with a 1.2 m or 3 m straight edge respectively and

included in the calculation. For ruts, take

measurements at 10 m intervals along the rutted

section and calculate the mean depth to determine

depth for assessment.


express in mm by measuring with straight edge (to

the nearest 0.01%).

Repeatability:



10% of each other.



64

64 64

PAVEMENT FAILURE

All roads

Assessed over the total pavement area of the road section

Example measurement (assessed over full length of

pavement condition section):

Total area of pavement surface failure (measured

over total pavement area) = 65m2




% pavement surface failure for the section

= (65 / 1525) * 100 = 4.26%

Defect rating = 1

Condition Rating

0 = < 1 % of pavement area

1 = 1-5% of pavement area



4 = =>20% of pavement area

Definition:

Pavement surface failures are local areas where

the pavement or subgrade has broken down and

is no longer serving its intended function. It

includes unsuccessful or temporary patches, and

general loss of surface support.

Broken concrete failure is where the concrete

pavement has lost its structural integrity and is

cracked and generally badly deformed. Block

cracking where no deformation is evident is not a

failure.

A trench opening in a pavement that has not

been repaired correctly is not a pavement

surface failure.

A successful patch is not a pavement surface

failure.

Measurement:

Assess the area of pavement failure in square

metres. Sum up the area of all the failed areas

in the section area.

The assessment of the area of failure may be

undertaken from a slowly moving car travelling

along the road

Pavement failures are an indicator of pavement

health and, therefore, successfully patched

failures are to be counted and included in the

surface texture assessment.

Report the area of pavement failure and express

as a percentage (to the nearest 0.01%) of the

total pavement area of the section.

Repeatability:

Repeat measurements of the total area of

pavement surface failures on the same section

should be within 15% of each other.



65

65 65

JOINT SEALANT FAILURE

Concrete surfaced pavements

Assessed over the total length of concrete jointing within the section


Length of joints within the road section

= 68m

Length of joints sealant failure within the road

section

= 32m

Joint sealant failure

= (32 / 68) * 100 = 47.0%

Rating score = 3

Condition Rating

0 = < 1 % of joint length

1 = 1-10% of joint length



4 = =>50% of joint length

Definition:

Joint sealant is the bituminous, rubberised,

moulded or other material inserted into the joints

in concrete pavements to prevent the ingress of

water or the lodgement of incompressible material

into the joint.

Joint sealant failure occurs when the sealant is

missing or not adhering to the concrete at the

sides of the joint.

It is suggested that a screw driver be used to test

the effectiveness of the joint sealant.

Measurement:

Measure the length of joints (in metres) and the

length of the joint sealant failure (in metres)

within those joints over the full road section

length.

Report the length of joint sealant failure as a

percentage (to the nearest 0.1%) of the length of

the joints with joint sealant failure over the road

section length. Where the concrete is covered

with bituminous concrete rate as 0.

Repeatability:

Repeat measurements of joint sealant failure on

the same pavement condition section should give

percentages of failure within 15% of each other.



66

66 66

BROKEN AND CRACKED CONCRETE (SPALLING AT JOINTS)

Concrete surfaced pavements

Assessed over full length of joints and surface area within the road section


Length of joint in road section = 168m

Length of joints/cracks with spalls average width

> 100 mm = 39m

% joints with spalls > 100 mm wide

= (39 / 168) * 100 = 23.2%

Rating score = 2

Condition Rating

0 = < 10 % of joint length


2 = 20-30 of joint length

3 = =>30% of joint length

Definition:

Spalls at cracks and joints are the breaking off of

discrete pieces of concrete. Spalls normally tend

to intersect joints and cracks at an angle and

generally do not go through the concrete slab.

Measurement:

If spalls are present measure the average width of

spalling on both faces of each joint or crack.

Measure the length of all joints (in metres) and

the length of the spalled joints with spalling >100

mm (in metres).

Report the length of the spalling and express as

the percentage of the total joint length (to nearest

0.1%) which is spalled > 100 mm in the section.

Repeatability:

Repeat measurements, in the same pavement

condition section of the percentage of the joint

length with spalls should be within 20% of each

other.

+ X Y

X + Y = Spalling width



67

67 67

EXAMPLE EXPLAINING RATING CALCULATION CHART

The following example describes the total rating calculation chart

DESCRIPTION MEASURED UNIT % AREA RANGE FORM

(IN %AGE) RATING

SURFACE CRACKS 48 Sq m 2.56 1 to 5 5

RAVELLING 10 Sq m 0.53 1 to 5 4

POTHOLES 2.1 Sq m 0.12 0.1 to 0.5 3

SHOVING 32 Sq m 1.71 > 1% 1

PATCHING 44 Sq m 2.34 2 to 5 4

DEPRESSION 5 Sq m 0.26 up to 1% 4

RUTTING 15 Sq m 0.8 5 to 10 4

TOTAL RATING SCORE 25

Average rating Score 3.57

As per Average rating score the condition of the road is GOOD and road comes under

ROUTINE MAINTENANCE.



86

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: B

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& C

ulv

ert

Su

rve

y F

orm

s

Construction type: PSC / RCC / Steel / Masonary / Timber / Others (Specify) …………………………………………………………… with footpath …… Yes / No

Type of Design/Construction: Slab/ T-beam and Slab/ Box Girder/ Arch/Truss/Plate Girder/RS Joists with decking/Other (Specify) …………………………………………………………..

Overall Length: ………………………………………..No.Spans: …………………….. No. vents: ………………..Roadway Width: ……………………... Width of Footpath ………………………………….

Overall Deck width: …………………………………………

Substructure

Abutment: (Type): ……………………………………………………………………. Crosshead: ………………………………………………………

No: ………… Type: ………………………………

Wing wall (Type): ……………………………………………………………………..

Superstructure

Superstructure Type: RCC/PSC/Steel/Steel and Concrete/Masonary/Timber/Other (Specify)………………………………….. Bearing Type: …………………………

Other

Paparet wall Yes No Length: . m Guardstone: Yes No Number:

Yes No Number: Legend:

Action

Work

required

Legend 1 - No Damage 2 - Requires Minor Repair 3 - Requires Major Repair 4 - Requires Replacement

No damage Requires Minor Repairs Requires Major Repairs Requires Replacement

Inspectors name; …………………………………………………………………………………Position: ………..………………………………… Date of Inspection: ...…/ ……. / ……….

Incorporated into database: ………………………………………………………………………on…………../…………./………………….

Rails Protect Stream Abutments Comments

Bridge Type: River/Road over Rail/Road over Road/Canal/Nallah/Creek/Other (Specify) ……………………………………………………………………….

Apprch Signs Debris Joint Deck

Consulting Services for Technical Assistance to Help Upgrade Road Maintenance Management System to Road Management System in the State of Himachal Pradesh

Road Name: ……………………………………………………………………………………………. Year of Construction: ………………

BRIDGE INVENTORY AND CONDITION REPORT( > 6mtr Span)

General condition of bridge

Intermediate Pier (s):

Type of Deck Surfacing: ……………………………………….. Type of Parapets: …………………………………………

Signs

Supstr Piers

Road Number: NH/SH/MDR/RR-………………………………………………………………………………

District: ………………………………………….

State: …………………………………………………..

Structure Type: Bridge / Causeway Span: Single / Multi / Vented / Flush HFL: …………………………m

Bridge Location / Chainage of structure from origin: …………………………………………………………(near approach)

Bridge Name: ……………………………………………………….

General Configurations

Himachal Pradesh Public Works Department

Bridge No: ……………………………………………….

Location: RD/Chainage From….………….……… RD/Chainage To……………………………………….

Culvert NoLocation

RD/chainageCulvert Type Size of Vents

Number

of Vents

Head / Toe

wall Type

Length of

Head Walls

Type of inlet

and outlet

structure

General

ConditionOvertopping

Degree of silting/

blockage, erosen

on Downstream

Comments

Date: ….. / ….. / ……

Date: ….. / ….. / ……

Legend 1 - No Damage 2 - Requires Minor Repair 3 - Requires Major Repair 4 - Requires Replacement

Entered into data base by ………………………………………...

Inspected by: ……………………………………………….

CULVERT INVENTORY DETAILS

Road Number: NH/SH/MDR/RR …………………………… Road Number: NH (new)……………………………

Road Name: …………………………………………………………...…… Road origin: ……………………..………

Himachal Pradesh Public Works Department

Consulting Services for Technical Assistance to Help Upgrade Road Maintenance Management System to Road Management System in the State of Himachal

Pradesh

District: ……………… State………………

Cross Drainage



87

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D S

urvey F

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at



88

FWD Survey Format

Road Id: Date: Weather:

Link ID: Operator:

FWD_ID Chainage

(km)

GPS

Coordinates

(X, Y and

Z)

Direction

(Inc/Dec)

Pave_Cond Amb_Temp Comments

X

Y

Z

X

Y

Z

X

Y

Z

X



89

An

nex

-6

: T

est

pit

Su

rvey F

orm

at



90

Test pit Survey Format

Road Id: Date: Weather:

Link ID: Operator:

Test

pit_ID

Chainage

(km)

GPS

Coordinates

(X, Y and

Z)

Direction

(Inc/Dec)

Layer Material

Type

Thickness

(mm)

Comments

X Surface

Y Base

Course

Z Sub-

base

X Surface

Y Base

Course

Z Sub-

base



91

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: T

raff

ic S

urvey L

og

Sh

eet

Location: Date:

Direction: Sheet No:

Weather: Fine/Cloudy/Rainy/Foggy Shift:

Car, Jeep & Van Taxi 2 Wheelers 3 Wheelers Minibus School Bus Bus (Govt) Bus (Pvt)

कार / जीप / वैन टैक्सी 2 व्हीलर 3 व्हीलर छोटा बस स्कूल बस सरकारी बस ननजी बस Car/Jeep

(कार / जीप)BUS (बस)

:00

to

:15

:15

to

:30

:30

to

:45

:45

to

:00

Total

Toll Exempted Vehicles : Government Vehicles (Police, VIP, Fire Brigade, Postal Vehicles etc.), Army Vehicles, Ambulence, Mortury Van

Name of Enumerator: Signature: Checked By:


Technical Assistance to Help Upgrade Road Maintenance Management System to Road Management System in the State of Himachal Prade

Classified Traffic Volume Count Survey

Time Interval

Toll Exempted Vehicle

(टोल छूट)

Location: Date:

Direction: Sheet No:

Weather: Fine/Cloudy/Rainy/Foggy Shift:

Light Motor

Vehicle*

LCV (छोटे ट्रक)**

2 Axle Truck 3 Axle Truck 4 - 6 Axle 7 ++ Axle TractorTractor

TrailorCycle

Cycle

Rickshaw

Animal /

Hand Cart

Others (Pls.

Specify)

TATA

MAGIC/ACE,Mahi

ndra Pick Up

TATA

407/TATA

709

6 पहहया ट्रक 10 पहहया ट्रक 14-22 पहहया ट्रक 23 से अधिक पहहया ट्रक टे्रक्टर टे्रलर के साथ

टे्रक्टर साइककल साइककल ररक्शा

पश ु/ हाथ खीींचा

अन्य (कृपया बताएीं)

LCV

(छोटे ट्रक)TRUCK (ट्रक)

:00

to

:15

:15

to

:30

:30

to

:45

:45

to

:00

Total

Toll Exempted Vehicles : Government Vehicles (Police, VIP, Fire Brigade, Postal Vehicles etc.), Army Vehicles, Ambulence, Mortury Van

* Gross vehicle weight < 7.5 Tonnes, ** Gross vehicle weight 7.5 to 12 Tonnes as per NHAI Revised Toll policy

Name of Enumerator: Signature: Checked By:

Classified Traffic Volume Count Survey

Time Interval

Toll Exempted (टोल छूट)



Forms for axle load survey

Sheet Number

SURVEY Location DATE

AXLE 1 AXLE 2 AXLE 3 AXLE 4 AXLE 5 AXLE 6 AXLE 7



AXLE-Load Survey

DESTINATIONAXLE LOAD (Kg)

REMARKSTIMEREGISTRAT

ION NO.

VEHICLE

TYPE

AXLE

CONFIGARATION

COMMODITY

TYPEORIGIN

COMMODITY

CODE

Vehicle type Configuration Commodity Type Commodity Code

LCV 1.1/1.2 Food grains/Rice/Milk 1

MINI

BUS/SCHOOL

BUS

1.1/1.2 Vegetables/Fruits/Flowers 2

BUS 1.2/1.22 Fish 3

2 AXLE 1.2 Consumer items 4

3 AXLE 1.22 Iron/steel 5

MAV 1.222 Petroleum/oil/gas/Diesel 6

MAV 1.2.2 Chemicals/Acids 7

MAV 1.2.22 Timber/wood 8

MAV 1.22.22

Aggregates/Sand/Soil/Bitum

en/Stones/Building

materials/Gravel

9

MAV 1.22.222 Machinery 10

MAV 1.22.2222

Cement/Urea/Gypsum/Gran

ite/Fertilizers/Metal/Plastic/

Parcel

11

Cattle feed 12

Jute 13

Others

(Scrap/Waste/Seeds)14

Empty vehicles 15

Paper 16

Coal 17

Textile/Cotton 18

Vehicle image



92

An

nex

-8

: R

oa

d U

ser C

ost

Su

rvey L

og

Sh

eet

VOC F-1

Date: Location: Surveyor:

Interview No. 1 2 3 4 5 6 7 8 9 10

Basic Vehicle Data

Vehicle Type

Make

Model

Petrol / Diesel (P/D)

Number of Occupants

Driver(s)

Professional? (cars) (Y/N)

Assistants

Passengers

Utilization (km)

Oddometer reading (km)

Annual (km p.a.)

Yesterday

Today (planned)

Age Data

New / Second-hand (N/SH)

Year of purchase

Year of manufacture

Age of vehicle (years)

Operational hours (commercial vehicles only) - including loading time

Hours per day

Hours per week

Crew:

Consulting Services for Technical Assistance to Help Upgrade Road Maintenance Management System to Road Management

System in the State of Himachal Pradesh

Roadside Survey: Vehicles

HDM-4: VOC Surveys

1

Crew Wages (Rs/month)

Crew Working hours per Day

Working Days per Week

Maintenance Labour:

Maintenance Labour wages

(Rs/month)

Maintenance Labour working

hours per day

Working Days per Week

2

VOC F-2

Date: Surveyor:

Vehicle Type

Interview No. 1 2 3 4 5 6

Basic Occupant Data

Driver / Passenger (D/P)

Professional driver (Y/N)

Male / Female (M/F)

Age

< 15

15 - 24

25 - 44

> 45

No response

Occupation

Student

Employed

Self-Employed

No regular job

Employer

Retired

Other (specify)

No response

Journey Purpose

To/from school

To/from work

Work Trip

Employer's business

Self-employed business

Personal business

Other (specify)

No response

Monthly Income (MT) - (response optional)

< 2,500

2,500 - 10,000

10,000 -25,000

25,000 - 50,000

50,000 - 100,000

100,000 - 300,000

Consulting Services for Technical Assistance to Help Upgrade Road Maintenance

Management System to Road Management System in the State of Himachal Pradesh

Roadside Survey: Passenger Vehicle Occupants

Location:

HDM-4: VOC Surveys

3

VOC F-2

Date: Surveyor:

Vehicle Type

Interview No. 1 2 3 4 5 6


Management System to Road Management System in the State of Himachal Pradesh

Roadside Survey: Passenger Vehicle Occupants

Location:

HDM-4: VOC Surveys

> 300,000

No response

Form No:

4

VOC F-3


No Veh. Type Make Model No. Pass

1

2

3

4

5

6

7

8

9

10

11

12

13

14

15

16

17

18

19

20

21

22

23

24

25

26

27

28

Make & Model Survey


Management System to Road Management System in the State of Himachal

Pradesh

HDM-4: VOC Surveys

5

VOC F-3


No Veh. Type Make Model No. Pass

Make & Model Survey


Management System to Road Management System in the State of Himachal

Pradesh

HDM-4: VOC Surveys

29

30

6

VOC F-4

Location: Surveyor: Date of Survey:

Type Make Model Inc taxes Exc taxes

Tyre Type (Bias-

Ply/Radial-

Ply/Super-single)

Base no of

recapsRetread cost



HDM-4: VOC Surveys

Tyre Size

New Tyre Price (Rs)Vehicle

Tyre Specifications Survey

VOC F-5


No Petrol Price (Rs/Litre) Diesel Price (Rs/Litre) Lubricants price (Rs/kg)1

2

3

4

5

6

7

8

9

10

11

12

13

14

15

16

17

18

19

20

21

22

23

24

25

Consulting Services for Technical Assistance to Help Upgrade Road Maintenance Management

System to Road Management System in the State of Himachal Pradesh

Fuel Prices

HDM-4: VOC Surveys

VOC F-6


Vehicle Type Model

Ex-Show room Price

(includes VAT and

Excise)

VAT (%)Excise Duty

(%)

any other tax

(%)

Registratio

n+ Road

Tax etc

Insurance

Market

Price/On

Road Price

Cars

Taxi

LCV (chassis+Body Building)

Mini Bus

Govt Bus (Chassis+Body Building)

2Axle

Pvt Bus (Chassis+Body Building)-

2Axle

Pvt Bus (Chassis+Body Building)-

3Axle

Truck (Chassis+Body Building) (2-

Axle)

MAV (Chassis+Body Building)

Rigid (3 Axle)

MAV (Chassis+Body Building) Arti.

(4 Axle)


(5 Axle)


(6 Axle)

2Wheeler

3Wheeler-Auto



Vehicle Prices and Taxes

HDM-4: VOC Surveys

Tractor

Tractor with Trailer

Bicycle

Cycle Rickshaw

Light Motor vehicle (Tata Ace/Tata

Magic)

VOC F-7


Vehicle Type Market Price (Rs) VAT (%)Excise Duty (%) if

applicableany other Tax (%) if any

Car

LCV Front

LCV Rear

Bus/ Truck(2axle) Front

Bus/ Truck(2axle) Rear

MAV (3Axle/4Axle) Front

MAV (3Axle/4Axle) Rear

2Wheeler

3Wheeler-Auto

Light Motor vehicle (Tata Ace/Tata Magic)

Tractor

Tractor with Trailer

Bicycle

Cycle Rickshaw

Consulting Services for Technical Assistance to Help Upgrade Road Maintenance Management System to Road

Management System in the State of Himachal Pradesh

Tyre Prices and Taxes

HDM-4: VOC Surveys

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