Road Classification and GPS Road Referencing - FINAL

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2 Road Classification and GPS Road Referencing - FINAL Consulting Services for Technical Assistance to Help Upgrade Road Maintenance Management System to Road Management System in Contract No. HPSRP (Loan 4860-IN & 8199-IN) Prepared By HIMS Limited Joint Venture with SATRA Infrastructure Management Services Pvt Ltd Prepared For Himachal Pradesh Road and Other Infrastructure Development Corporation Limited October 2016

3 Consulting Services for Technical Assistance to Help Upgrade Road Maintenance Management System to Road Management System in the State of Himachal Pradesh Quality Assurance Statement Client: Himachal Pradesh Road and Other Infrastructure Development Corporation Limited (HPRIDC) Report Name: Road Classification and GPS Road Referencing Prepared by: Balamurali Alapati Rajshekar Gotimukul Reviewed by: Raj Mallela Ashik Hussain Project/Contract Number: For HPRIDC: 4860-IN & 8199-IN Approved for issue by: Raj Mallela For SATRA: 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 SATRA Infrastructure Management Services Pvt Ltd 605, Ashoka Bhoopal Chambers S.P.Road, Begumpet Secunderabad , Telangana, India info@satragroup.in

4 the State of Himachal Pradesh Table of contents 1. Executive Summary Introduction Background of the Project Objectives of the Project Scope of Services Review of Existing Road Classification Review of Current GPS Road Referencing GPS Road Referencing Data collection procedures manual Conclusion Introduction Introduction Outline of the Road Classification and GPS Road Referencing Report Background for the Project Objectives of the Project Scope of Services Road Classification Overview Classification Categories Defining Road Network Defining Roads Defining Links Road Referencing System (GPS) Overview Background Kilometre Point Method Network Elements Definitions of Road Network Elements 22 i

5 the State of Himachal Pradesh Naming Conventions GIS Mapping Data Collection Procedures Survey Planning/Programme Pre-Survey Activities ROMDAS Equipment and Installation FWD Equipment and Installation Calibration/Validation Sections Odometer Calibration Bump Integrator Calibration GPS Equipment Validation Z-250 Profiler Calibration Training Survey Teams Survey Activities Items to be carried Daily Survey Check Field Survey Record Starting a survey Making Changes to Planned Node Points Resurvey of Road Links Section/Part Survey Impassable Roads Restricted / Inaccessible Roads Mixed Pavement Type Roads/Bridges Under Construction Roundabouts Miscellaneous Circumstances Survey Speed Inventory and Condition Data Collection Location Reference Points (LRP) Data 47 ii

6 the State of Himachal Pradesh Road Inventory Data Road Condition Data GPS Data ROW Video Roughness Data Digital Photographs Field Notes Post Survey Activities Removal of Survey Equipment Securing Survey Vehicle and Equipment Raw Data Processing Validation of the Processed Data Review Videos Download Photos Data Backup Bridge Data Collection Survey Team Items to be carried Pre-Survey Activities Inventory Condition Data Quality Checklist Data Handover Pavement Strength Data Collection Background FWD Survey Purpose Survey Team Items Carried Pre-Survey Activities Survey Activities 63 iii

7 the State of Himachal Pradesh Data Recording Post Survey Activities Data Handover Test Pit Survey Purpose Survey Team Items to be Carried Pre-Survey Activities Survey Activities Data Recording Post Survey Activities Data Handover Traffic Volume Count & Axle Load Surveys Purpose Survey Team Items to be Carried Pre-Survey Activities Survey Activities Post Survey Activities Data Handover Road User Cost Surveys Purpose Survey Team Items to be Carried Pre-Survey Activities Survey Activities Post Survey Activities Data Handover 73 Annex-1: Field Survey Log Sheet 74 Annex-2: ROMDAS Default Settings 74 iv

8 the State of Himachal Pradesh 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 v

9 the State of Himachal Pradesh ABBREVIATIONS AMP BI BIS BOT BOOT BOLT COTS CRN DCL EIC FWD FY GIS GoHP GOI GPS HDM-4 HIMS HO HPPWD HPRADMS HPRIDC HPSRP IBRD IR IRI IT LAN Annual Maintenance Plans Bump Integrator Bridge Information System Build, Operate and Transfer Build, Own, Operate and Transfer Build, Operate, Lease and Transfer Commercial Off the Shelf Core Road Network Data Collection Limited, New Zealand Engineer-in-Chief Falling Weight Deflectometer Financial Year (Fiscal Year) Geographical Information System Government of Himachal Pradesh Government of India Global Positioning System Highway Development & Management Model Software HIMS Ltd, New Zealand Head Office Himachal Pradesh Public Works Department Himachal Pradesh Road Accident Data Management System Himachal Pradesh Road and Other Infrastructure Development Corporation Limited Himachal Pradesh State Roads Project International Bank for Reconstruction and Development Inception Report International Roughness Index Information Technology Local Area Network vi

10 the State of Himachal Pradesh LRMS MDR MORD NH NRRDA PMGSY PMS PWD RFP RIS RMS RMMS RO ROW ROMDAS RUE RWFIMS SATRA SH SNP TIS TNA TOR VOC VR WBM Location Reference Management System Major District Roads Ministry of Rural Development, Government of India National Highway National Rural Road Development Agency Pradhan Mantri Gram Sadak Yojana Pavement Management System Public Works Department Request for Proposal Road Information System Road Management System Road Maintenance Management System Regional Office Right of Way Road Measurement Data Acquisition System Road User Effects Right-of-Way Features Information Management System SATRA Infrastructure Management Services Pvt Ltd, India State Highways Modified Structural Number Traffic Information System Training Needs Assessment Terms of Reference Vehicle Operating Costs Village Roads Water Bound Macadam vii

11 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, with Contract No 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 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 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

12 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 subprogram/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.

13 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 o o o o o o GIS linked Road Information System (RIS); Bridge Information System (BIS); Pavement Management System (PMS); Road Maintenance Management System (RMMS); Right-of-Way Features Information Management System (RWFIMS); Traffic Information System (TIS); 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

14 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;

15 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.

16 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, with Contract No 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 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 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:

17 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 subprogram/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 HDM and RMS during as well as after the end of these services; use of the 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

18 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.

19 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 predetermine 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.

20 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

21 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.

22 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 subdivided 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.

23 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.

24 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);

25 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) 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.

26 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 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: Zone Name Zones Hamirpur 1 Kangra 2 Mandi 3 Shimla 4 Zone ID 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

27 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 Ghumarwin Sadar Bhattiyat Chamba Mehla Pangi Salooni Bharmour Tissa Hamirpur Nadaun Sujanpur Bijhari Bhoranj Tauni Devi Baijnath Dehra Fatehpur Indora Nagrota Surian Nurpur Pragpur Panchrukhi Bhawarna Lambagaon Bhedu Mahadev Kangra Nagrota Bagwan Rait Nichar Kalpa Pooh Anni Nirmand Naggar 3 6 3

28 Kullu Banjar Spiti Lahaul Balh Chachiot Chauntra Gopalpur Drang Sundernagar Sadar Dharampur Karsog Seraj Theog Rampur Basantpur Chauhara Rohru Narkanda Mashobra Chopal Jubbal & Kotkhai Shillai Paonta Rajgarh Pachhad Sangrah Nahan Kunihar Dharampur Nalagarh Kandaghat Solan Amb Dhundla Gagret Haroli Divisions Division_Name Division_ID Block_ID District_ID BILASPUR - I 1 1,2,3 1 BILASPUR - II GHUMARWIN 3 2,3 1 BHARMAUR 4 3,6 2 CHAMBA 5 2,3,7 2

29 DALHOUSIE KILLAR SALOONI 8 2,5 2 BARSAR 9 2,4,5 3 HAMIRPUR 10 1,2,3 3 TAUNIDEVI 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 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 UDAYPUR DHARMPUR 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 SARKAGHAT CHOPAL DHAMI 37 3,7 9 DODRA KWAR JUBBAL KUMARSAIN 40 3,6 9 RAMPUR ROHRU 42 4,5 9 SHIMLA - I 43 3,7 9 SHIMLA - III 44 9 THEOG NAHAN PAONTA SAHIB 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 SOLAN 54 4,5 11

30 BANGANA 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 NAMHOL 2 3 SHRI NAINA DEVI JI 3 3 SWARGHAT 4 3 BARTHIN BHARARI 2 2 GHUMARWIN 3 2 KALOL 4 1 BHARMAUR GAROLA 2 3 HOLI 3 3 RAKH 4 6 CHAMBA - I CHAMBA - II 2 2,3 PIU CHAMBA 3 3 TARELA 4 7 TEESA 5 7 BANIKHET CHOWARI 2 1 DALHOUSIE 3 1 SIHUNTA 4 1 KILAR - I KILAR - II 2 4 SHOUR BHALEI 2 5 KOTI 3 2 PIU SALOONI 4 5 SALOONI 5 5 BARSAR BHORANJ 2 5 DHANETA 3 2 HAMIRPUR NADAUN 2 2 SUJANPUR 3 3 KAKKAR

31 LAMBLU 2 6 SAMIRPUR 3 6 TAUNIDEVI 4 6 BAIJNATH PANCHRUKHI 2 8 DADASIBA DEHRA 2 2 JWALAMUKHI 3 2 PRAGPUR 4 7 DHARMSHALA - I ,14 DHARMSHALA - II 2 13,14 NAGROTA BAGWAN 3 13 BADUKHAR DHAMETA 2 4 FATEHPUR 3 3 INDORA 4 4 BALAKRUPI ,10 JAISINGHPUR 2 2 THURAL 3 2,10 JAWALI KOTLA 2 5 NAGROTA SURIAN 3 5 GAGGAL KANGRA 2 12 LUNJ 3 12 SHAHPUR 4 14 NURPUR REHAN 2 6 SULIALI 3 6 BHAWARNA ,11 DHEERA 2 11 PALAMPUR 3 9 TANDA KALPA MOORANG 2 3 POOH 3 3 RECKONG PEO 4 2 KARCHHAM PIU BHAWANAGAR 2 1 PONDA 3 2 SANGLA 4 1 TAPRI 5 2 BANJAR BHUNTAR 2 4 MANIKARAN 3 4

32 PIU KULLU - I 4 4 KATRAIN KULLU 2 4 MANALI 3 3 PIU KULLU - II 4 4 ANI BROW 2 2 DALASH 3 2 NEETHER 4 2 NIRMAND 5 1 HURLING KAZA 2 1 LOSAR 3 1 SICHLING 4 1 KEYLONG KULLU STORE 2 2 SHISHU / KOKSAR 3 2 UDAYPUR 4 2 DHARMPUR MANDAP 2 8 MARHI 3 8 TIHRA 4 8 BALICHOWKI GOHAR 2 1,2,6 JANJEHLI 3 10 JOGINDRANAGAR ,5 LADBHAROL 2 3 CHHATTRI CHURAG 2 9 KARSOG 3 9 PANGNA 4 2,9 KAMAND MANDI - III 2 7 PADHAR 3 5 PANARSA 4 7 CHAKKAR KOTLI 2 1 MANDI - IV 3 1 RIWALSAR 4 7 SUKET DHANOTU 2 6 BALDWARA SARKAGHAT 2 4 CHOPAL KUPVI 2 8

33 NERWA 3 8 PIU NERWA 4 8 DHAMI JATOG 2 7 JALOG 3 3 SHOGHI 4 7 SUNNI 5 3 DODRA KWAR HATKOTI JUBBAL 2 9 KALBOG 3 9 KOTKHAI 4 9 KUMARSAIN THANADHAR 2 3,6 NANKHARI RAMPUR 2 2 SARAHAN 3 2 TAKLECH 4 2 CHIRGAON ROHRU 2 5 TIKKAR 3 5 JUNGA ,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 SAINJ 2 1 THEOG 3 1 DADAHU NAHAN 2 6 DHAULA KUAN PAONTA - I 2 2 PAONTA - II 3 2 DILMAN HABBAN 2 3 PIU RAJGARH 3 3 RAJGARH 4 3 SARAHAN 5 4 HARIPURDHAR ,5 NAURADHAR 2 5 PIU SANGRAH 3 5

34 SHRI RENUKA DEVI JI 4 5 KAMRAU ,2 MEENUS / RONHAT 2 1 SATAUN 3 1,2 SHILAI 4 1,3 ARKI DARLAGHAT 2 1 KUNIHAR 3 1,4 KASAULI PARWANOO 2 2 SUBATHU 3 2,5 BADDI NALAGARH 2 3 RAMSAHAR 3 3 KANDAGHAT OCHHAGHAT 2 5 SOLAN 3 5 BANGANA JOLE 2 2 AMB BHARWAIN 2 1 GAGRET 3 3 HAROLI 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.

35 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 Total Road ID ABBBB A indicates road class NH, SH, MDR, ODR, VR etc. BBBB denotes Road Number assigned by MORTH / HPPWD SSDDCCABBBBVVN NH0001, SH0052, MDR001 NH0001 is Road NH1 HP0304MDR Link ID Node ID SS indicates State ID DD indicates District Code CC indicates Block Code ABBBB indicates Road ID VV indicates Division Code N indicates Sub-Division ABBBBCCD A indicates road class BBBB indicates Road Number assigned by MORTH/HPPWD CC indicates Division ID D is Sub-Division ID ABBBBCCD: A indicates road class BBBB indicates Road Number assigned by MORTH/HPPWD CC indicates Division ID D indicates Sub-division ID is Chainage of Node from start of Road in km NH , is the Link on NH1 in BILASPUR - I Division and Sub-division-2. NH : , is the Node on NH1 in BILASPUR - I Division, Subdivision-2 and starting at Chainage Km10/103

36 Item Convention Example LRP ID Bridge ID Culvert ID Traffic Count Location ID ABBBBCCD: A indicates road class BBBB indicates Road Number assigned by MORTH/HPPWD CC indicates Division ID D indicates Sub-division ID is Chainage of LRP from start of Road in km BR:ABBBBCCD: BR indicates Bridge A indicates road class BBBB indicates Road Number assigned by MORTH/HPPWD CC indicates Division ID D indicates Sub-division ID is Chainage of start point of Bridge from start of Road in km CU:ABBBBCCD: CU indicates Culvert A indicates road class BBBB indicates Road Number assigned by MORTH/HPPWD CC indicates Division ID D indicates Sub-division ID is Chainage of Culvert location from start of Road in km TS: ABBBBCCD: TS indicates Traffic Station A indicates road class BBBB indicates Road Number assigned by MORTH/HPPWD CC indicates Division ID D indicates Sub-division ID is Chainage of Traffic Count location from start of Road in km NH : , is the Node on NH1 in BILASPUR - I Division, Subdivision-2 and LRP Chainage at Km10/103 BR:NH : , BR:SH : BR:SH : is the Bridge on SH3 in BILASPUR - I Division, Subdivision-2 at chainage Km 14/500 from the road start CU:NH : , CU:SH : CU:SH : indicates a culvert on SH3 in BILASPUR - I Division, Subdivision-2 at chainage Km 14/570 from the road start TS:NH : , TS:SH : TS:SH : is the traffic count location on SH3 in BILASPUR - I Division, Subdivision-2 at chainage Km 14/530 from the road start

37 Item Convention Example Axle Load ID Guard Rail ID AX:ABBBBCCD: AX indicates Axle Load Survey A indicates road class BBBB indicates Road Number assigned by MORTH/HPPWD CC indicates Division ID D indicates Sub-division ID is Chainage of Axle load survey location from start of Road in km GU:ABBBBCCD: GU indicates Guard Rail A indicates road class BBBB indicates Road Number assigned by MORTH/HPPWD CC indicates Division ID D indicates Sub-division ID is chainage of Guard rail location from start of Road in km AX:NH : , AX:SH : AX:SH : indicates Axle load location on SH3 in BILASPUR - I Division, Subdivision-2 at chainage Km 14/590 from the road start GU:NH : , GU:SH : GU:SH : indicates Guard rail on SH3 in BILASPUR - I Division, Subdivision-2 at chainage Km 14/590 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.

38 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.

39 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, 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 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;

40 Other connections. Refer appropriate Chapters of the ROMDAS Users Guide v2.6 for more details on installation of the equipment 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 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

41 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 Initial Calibration Repeat Calibration Repeat Calibration Recommended Timing Prior to commencement of any field work. Every 5,000 km of vehicle odometer reading. 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 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 Initial Calibration Repeat Calibration Recommended Timing Prior to commencement of data collection. 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 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 Initial Validation Repeat Validation Recommended Timing Prior to commencement of data collection. 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.

42 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 Initial Calibration Repeat Calibration Repeat Calibration Recommended Timing Prior to commencement of roughness calibration/validation. After 12 months from the initial calibration. When there is a significant change in the pavement condition of the roughness validation sections 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.

43 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

44 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.) 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 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;

45 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 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.

46 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.

47 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 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 HP0304MDR , the new survey_id and filename would be HP0304MDR R 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 HP0304MDR is not completed the new survey_id shall be HP0304MDR If further surveys of the same road link are required, survey_id and filename shall be assigned the next sequential suffix i.e. HP0304MDR 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 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 (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;

48 Use this length for resuming the survey at the end of impassable section (see below). 12,450 m 30,800 m 30,950 m 46,500 m 18,350 m 150 m Impassable section 15,550 m 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 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 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 (above); Describe start LRP (node) as PAVEMENT TYPE CHANGE; Continue survey for the remainder of road link. For example, let us consider Link has paved and unpaved road sections. The unpaved section starts at km from the start of the link (see Figure 5-2). In such case, the unpaved survey starts at 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 km km Paved Road Unpaved Road Figure 5-2: Pavement Type Change Section

49 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); Continue survey for the remainder of road link. 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 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 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, and Video GPS 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 Rutting and 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

50 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 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 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 Nodes Existing KM posts Comments Nodes are the first and last LRP within a link and are fixed and cannot be changed. 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 Side Road Other fixed object e.g. Preferably when bridge or river name is available Preferably when road name is available Create LRP at fixed object when segment length is nearing to

51 distinct building etc Non-fixed objects 10 km 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 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 y z Others! Shoulder Width (m) At change S No <1.0 m # $ > 2.0 m % Cross Section Side Drain Type At change S Cut Fill Both Level At Change S No Drain Open Unlined Drain Open Lined Covered ^ & * ( } : < Terrain At Change S Plain Rolling 9 0

52 Element Interval Event Rating Keycode Hilly Mountainous Land Use At Change S Residential Commercial/Industrial Open/Barren Land Agriculture Forest/Plantation Mix Land Use Public Community Use \ 5 >? [ ] ; 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, ~ 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

53 Table 5-11: Condition Keycodes SH/MDR Roads Element (Paved) Event Rating Key codes Potholes (Nos) S(P) >5 Excellent Good Fair Poor Bad P Q R S T Ravelling % S(P) 0% 1-5% 6-10% 11-30% >30% Excellent Good Fair Poor Bad K L M N O Edge Break (m 2 ) S(P) 0 m m m m 2 >5.0 m 2 Excellent Good Fair Poor Bad e f g h i Rutting (mm) S(P) 0-5 mm 5 10 mm mm mm >50 mm Excellent Good Fair Poor Bad U V W X Y Depression % S(P) 0% 0-1% 1-2% 3-5% >5% Excellent Good Fair Poor Bad F G H I J

54 Element (Paved) Event Rating Key codes Cracking % S(P) <5% 5-10% 11-20% 21-30% >30% Excellent Good Fair Poor Bad A B C D E Pavement Failure % S(P) 0% <5% 5-25% 25-50% >50% Excellent Good Fair Poor Bad Z a b c d Surface Texture % S (P) <1% 1-10% 10 20% 20 50% >50% Excellent Good Fair Poor Bad j k l m n

55 Edge Br. Surf. Text Rutting Pavement Failure 0 m 2 <1% 0% <5% 0% 0 0-5mm 0% m % 0-1% <5-10% <1-5% mm <=5% m % 1-2% 11-20% 6-10% mm 5-25% m % 2-5% 21-30% 11-30% mm 25-50% >5.0 m 2 >50% >5% >30% >30% >5 >50mm >50% Depression Cracking Ravelling Pot holes (Nos) Figure 5-3: Condition Key codes Paved Roads 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 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 Roughness Data Roughness data will be collected on paved road sections by ROMDAS response type bump integrator.

56 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; 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 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 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

57 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 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;

58 Figure 5-5: Selecting Data Processing Options Select Process and ROMDAS software will process this data 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. 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. Inventory Roughness Check with field notes to identify errors and omissions Identify sections where roughness data is missing and record the length of missing data. Improve team performance where insufficient data recorded and consider revisiting LRP sites if more data is needed. 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. Edit files and add missing or incorrect data in accordance with field notes. Re-survey the link if missing data is excessive. Assess the reason for failed data collection and apply the actions mentioned below

59 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 ROW Video Survey Check with field notes for any omissions or errors. Check quality of video if it is too dark, survey done in nights Modify/update in accordance with errors observed and noted. 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 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 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 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.

60 5.6 Bridge Data Collection Survey Team The survey team consists of a Bridge Engineer, Technician and a driver. A four wheel drive vehicle is preferred for survey purpose 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 Item Quantity Comments Region and Districts Contact details of District engineers 1 Confirm appointments through HPRIDC national office Contact details of Police headquarters 1 HPRIDC Introduction letters 2 One laminated letter and remaining copies Surveys Shimla road map - hard copy 1 District road maps - hard copy 2 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 Vehicle Flashing Light 1 Warning device on survey vehicle Safety jackets (high resolution) 3 Bridge engineer, technician and driver Survey sign board 1 To display on the rear of survey

61 Item Quantity Comments 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, living expenses and reserve Others Torchlight with batteries 1 First aid kit with Basic medicines (Flu, Malaria and diarrhoea etc.) 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 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.

62 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.

63 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 Data Quality Checklist Make sure that minimum number of digital images as described in Section are taken in the field; The pictures should be labelled as described in Section ; 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 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.

64 5.7 Pavement Strength Data Collection 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 FWD Survey 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 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 Items Carried Following items shall be carried by the survey team (refer Table 5-15). Table 5-15: Items for FWD Survey Item Quantity Comments Region and Districts Contact details of District engineers 1 Confirm appointments through HPRIDC national office Contact details of Police headquarters 1 HPRIDC Introduction letters 2 One laminated letter Surveys Shimla road map - hard copy 1 District road maps - hard copy 2 FWD survey schedule 1 hard copy

65 Item Quantity Comments FWD survey forms 50 Data collection procedures manual 1 Relevant chapters 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 Vehicle Flashing Light 1 Warning device on survey vehicle 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 Highlighters 2 For marking the maps Writing pads 1 Communication equipment Mobile phone with charger 1 Normal phone charger, AC 1 Data cards 2 General Cash for four weeks Includes petrol, communication, living expenses and reserve Others Torchlight with batteries 1 First aid kit with Basic medicines (Flu, Malaria and diarrhoea etc.) 1

66 It is recommended to back up the data every day on to the portable hard disk drive 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) 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 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 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;

67 Take backup of data and photos where relevant; Store data collection forms at a safe place Data Handover Following data will be handed over to the office-based staff at regular intervals: Completed hardcopy survey forms; Electronic version of the survey forms; FWD measurement data; Photos (if any) appropriately labelled. 5.8 Test Pit Survey Purpose The purpose of the Test Pits is to determine the pavement composition in terms of layers identification (material type) and their thicknesses 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 Items to be Carried Following items shall be carried by the survey team (refer Table 5-16). Table 5-16: Items for Test Pit Survey Item Quantity Comments Region and Districts Contact details of District engineers 1 Confirm appointments through HPRIDC national office Contact details of Police headquarters 1 HPRIDC Introduction letters 2 One laminated letter Surveys Shimla road map - hard copy 1 District road maps - hard copy 2 Test pit survey schedule 1 hard copy Test pit survey forms 50

68 Item Quantity Comments Data collection procedures manual 1 Relevant chapters 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 Vehicle Flashing Light 1 Warning device on survey vehicle 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 Highlighters 2 For marking the maps Writing pads 1 Communication equipment Mobile phone with charger 1 Normal phone charger, AC 1 Data cards 2 General Cash for four weeks Includes petrol, communication, living expenses and reserve Torchlight with batteries 1 First aid kit with Basic medicines (Flu, Malaria and diarrhoea etc.) Pre-Survey Activities 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.

69 A list of test pit locations will be compiled by each link. For this purpose, the following information will be used: Inventory (ROMDAS) survey data; Location of FWD measurements (where FWD survey precedes Test pit survey) Survey Activities 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 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 Post Survey Activities Following activities shall 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; Store data collection forms at a safe place Data Handover Following data shall be handed over to the office-based staff at regular intervals: Completed hardcopy survey forms; Electronic version of the survey forms; Photos (if any) appropriately labelled.

70 5.9 Traffic Volume Count & Axle Load Surveys 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 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 Items to be Carried Following items shall be carried by the survey team (refer Table 5-17). Table 5-17: Items for Traffic Surveys Item Quantity Comments Region and Districts Contact details of District engineers 1 Confirm appointments through HPRIDC national office Contact details of Police headquarters 1 HPRIDC Introduction letters 2 One laminated letter Surveys Shimla road map - hard copy 1 District road maps - hard copy 2 Traffic survey schedule 1 hard copy Traffic survey forms 50 Surveying equipment Axle Weigh Pads 2 For Axle load surveys 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 1 To record the GPS location of Traffic survey stations Stationery

71 Item Quantity Comments Pens/pencils 4 Highlighters 2 For marking the maps Writing pads 1 Communication equipment Mobile phone with charger 1 Data cards 2 General Cash for four weeks Includes petrol, communication, living expenses and reserve Torchlight with batteries 1 First aid kit with Basic medicines (Flu, Malaria and diarrhoea etc.) Pre-Survey Activities 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: Inventory (ROMDAS) survey data; Survey Activities 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.

72 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: 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 hours. The traffic survey log sheet is attached in Annex Post Survey Activities Following activities shall 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; Store data collection forms at a safe place Data Handover Following data shall be handed over to the office-based staff at regular intervals: Completed hardcopy survey forms; Electronic version of the survey forms;

73 5.10 Road User Cost Surveys 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 recommended 1 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 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 Items to be Carried Following items shall be carried by the survey team (refer Table 5-18). 1 HDM Documentation Series, Vol-5, A Guide to Calibration and Adaptation, Section 6.1.

74 Table 5-18: Items for Road User Cost Surveys Item Quantity Comments Region and Districts Contact details of District engineers 1 Confirm appointments through HPRIDC national office Contact details of Police headquarters 1 HPRIDC Introduction letters 2 One laminated letter Surveys Shimla road map - hard copy 1 District road maps - hard copy 2 Survey schedule 1 hard copy Survey forms 50 Surveying equipment Safety jackets (high resolution) 3 Pavement engineer, helper and driver Stationery Pens/pencils 4 Highlighters 2 For marking the maps Writing pads 1 Communication equipment Mobile phone with charger 1 Data cards 2 General Cash for four weeks Includes petrol, communication, living expenses and reserve Torchlight with batteries 1 First aid kit with Basic medicines (Flu, Malaria and diarrhoea etc.) 1

75 Pre-Survey Activities 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 Survey Activities 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 financial prices of fuel are converted into economic prices as per the guidelines given in IRC SP 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

76 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 Post Survey Activities Following activities shall 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; Store data collection forms at a safe place Data Handover Following data shall be handed over to the office based staff at regular intervals: Completed hardcopy survey forms; Electronic version of the survey forms;

77 Annex-1: Field Survey Log Sheet

78 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.

79 Annex-2: ROMDAS Default Settings

80 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

81 Location Reference Points GPS

82

83

84 Keycode Settings

85 PGR Video

86 Travel Time

87 Bump Integrator

88 Annex-3: Road Maintenance Management Manual - Revised

89 ROAD MAINTENANCE MANAGEMENT MANUAL - REVISED Consulting Services for 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

90 Consulting Services for Technical Assistance to Help Upgrade Road Maintenance Management System to Road Management System in the State of Himachal Pradesh Quality Assurance Statement Client: Himachal Pradesh Road and Other Infrastructure Development Corporation Limited (HPRIDC) Report Name: ROAD MAINTENANCE MANAGEMENT MANUAL - REVISED Project/Contract Number: For HPRIDC: 4860-IN & 8199-IN Prepared by: Balamurali Alapati Rajshekar Gotimukul Reviewed by: Raj Mallela Ashik Hussain Approved for issue by: Raj Mallela For SATRA: Date of Issue: February 2017 Project Manager: Raj Mallela Revisions SATRA Infrastructure Management Services Pvt Ltd 605, Ashoka Bhoopal Chambers S.P.Road, Begumpet Secunderabad , Telangana, India info@satragroup.in

91 Table of contents 1 INTRODUCTION DEFINITIONS OF MAINTENANCE Routine Maintenance Periodic Maintenance Special Repairs Emergency Works MAINTENANCE NORMS FOR HILL ROADS MAINTENANCE REQUIREMENTS Maintenance ROUTINE MAINTENANCE STANDARDS Target Conditions and Intervention Criteria Work Items and Job Instructions Periodic Maintenance Determining Periodic Maintenance Special Repairs Emergency Maintenance Improvement and Upgradation DETERMINING MAINTENANCE PRIORITIES AND BUDGET GENERAL ROUTINE MAINTENANCE EMERGENCY MAINTENANCE NON-ROUTINE MAINTENANCE STRATEGY ROAD SECTION RATING AND PRIORITISATION Road Condition Index (RCI) Road Priority Index (RPI) ROAD CONDITION DEFECTS CATALOGUE INTRODUCTION DEFECT RECORDING DEFECT DESCRIPTION AND ATTRIBUTES i

92 3.3.1 Surface Cracking Surface Defects Deformation of Surface Rigid Pavement Unsealed Shoulder Drainage Defects Roadside Maintenance Unpaved Road Surfaces Bridge Defects Appendix A: Appendix B: Code of Maintenance Road Section Rating and Defect Requirements ii

93 ABBREVIATIONS AMP BI BIS BOT BOOT BOLT COTS CRN DCL EIC FWD FY GIS GoHP GOI GPS HDM-4 HIMS HO HPPWD HPRADMS HPRIDC Annual Maintenance Plans Bump Integrator Bridge Information System Build, Operate and Transfer Build, Own, Operate and Transfer Build, Operate, Lease and Transfer Commercial Off the Shelf Core Road Network Data Collection Limited, New Zealand Engineer-in-Chief Falling Weight Deflectometer Financial Year (Fiscal Year) Geographical Information System Government of Himachal Pradesh Government of India Global Positioning System Highway Development & Management Model Software HIMS Ltd, New Zealand Head Office Himachal Pradesh Public Works Department Himachal Pradesh Road Accident Data Management System Himachal Pradesh Road and Other Infrastructure Development Corporation Limited HPSRP IBRD IR IRI IT LAN Himachal Pradesh State Roads Project International Bank for Reconstruction and Development Inception Report International Roughness Index Information Technology Local Area Network iii

94 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. iii. iv. Secondary Roads State Highways (SHs) and Major District Roads (MDRs) Tertiary Roads Other District Roads (ODRs) and Village Roads (VRs) 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. iii. iv. Reduction in vehicle operation costs; Reduction in rate of accidents; 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 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 1

95 of gang huts, removal of litter, debris and dead animals and replacement of retroreflective 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 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 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 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. 2

96 1.3 Maintenance Requirements 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 Roadside Maintenance minimise disruption caused by temporary loss of use of the road and bridge. RM400 Vegetation Signs Distance Markers Provide safe travel and minimise sight distance hazards. Provide clear messages to motorists in day and night conditions and be structurally sound. Guard Stones / parapets 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. 3

97 1.4 Routine Maintenance Standards 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 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 expenditure to undertake the work. monitoring the work done and 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 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; 4

98 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 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 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 5

99 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 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 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. 6

100 Figure 1 Form RCS03 - Road Item Condition Data Collection Form Government of Himachal Pradesh Public Work Department Visual Road Condition Data Collection Form RCS03 Road Name:... Road Number/Link/Sect No.:. Road Section: RD/Chainage to District:..... Division:... Subdivision:... Circle:..... Block:.. All data to be collected and totalled to cover each SECTION. Use multiple sheets as necessary. From Comments Chainage to Chainage To Item No Defect Units Sealed Pavement Quantity of Defect Over full section length RM 112 Cracking % RM 113 Ravelling % RM 114 Potholes No. RM 115 Shoving % RM116 Patching % RM 117 Settlemet & Depression % RM 118 Rutting mm Concrete Surface RM119 Concrete jointing m RM120 Broken / cracked concrete % Unsealed Shoulder (High/Low) RM 211 Low shoulder (>50 mm) m RM 212 Deformed/scoured shoulder % Road Side Maintenance RM 413 Distance markers No RM414 Guard stones / parapets No RM415 Breast / retaiing walls % RM416 Land slides % WBM / Kutcha Surface RM511 Rutting % RM513 Potholes all & edges (WBM) No. RM514 Low shoulder % RM515 Potholes/gullies gravel % RM518 Failed formation % Signed by Inspector: Data entered into database by:. Date: Date: 7

101 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: 8

102 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 nonroutine maintenance activities. 9

103 2.5 Road Section Rating And Prioritisation 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 to 20 5 to 10 <5 Ravelling % >30% 11 to 30 6 to 10 1 to 5 0 Potholes % >1% 0.6 to to % 0 Shoving % >1% 0.6 to to % 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 to 20 5 to 10 <5 Joint sealant all >50 25 to to 10 <1 Broken / cracked concrete all >30 20 to to 20 5 to 10 <5 Rating 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 Road Condition Very Poor Poor Fair Good Very Good 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. 10

104 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 A Traffic (PCU) Below & 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 A Traffic or (PCU) Below Above 500 B Population serviced Below 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 11

105 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. 12

106 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. 13

107 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 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. 14

108 Crack types include: When assessing repair area of pavement affected by single cracking, assume that crack zone is 300 mm wide. 15

109 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: 16

110 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 section pavement area. PROBABLE CAUSES AND AFFECT: 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. 17

111 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. PROBABLE CAUSES AND AFFECT: 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. 18

112 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. 19

113 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. PROBABLE CAUSES AND AFFECT: 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. 20

114 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. PROBABLE CAUSES AND AFFECT: 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. 21

115 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. PROBABLE CAUSES AND AFFECT: 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. 22

116 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. 23

117 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. PROBABLE CAUSES AND AFFECT: 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. 24

118 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. 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; Low severity Take several measurements over the section or subsection 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. High severity PROBABLE CAUSES AND AFFECT: Inadequate pavement strength. Rigidity and thickness of top layers not appropriate to traffic and bearing capacity conditions. Inadequate strength of surfacing or base material. Rut/Depression Measuring 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. 25

119 RM121 DEFECT SHEET TYPE: SURFACE FAILURE CODE: SD DESCRIPTION: Loss of road surface integrity by failure of base, subbase 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. PROBABLE CAUSES AND AFFECT: 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. 26

120 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. PROBABLE CAUSES AND AFFECT: 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. 27

121 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 section pavement area. RATING CRITERIA: Percentage of concrete broken or spalling > 100 wide for the total section pavement area. PROBABLE CAUSES AND AFFECT: 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. 28

122 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. PROBABLE CAUSES AND AFFECT: 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. 29

123 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. PROBABLE CAUSES AND AFFECT: 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. 30

124 RM213 DEFECT SHEET TYPE: HIGH SHOULDER Code EH DESCRIPTION: High or flat shoulder that impedes from the pavement. free flow of water INSPECTION METHOD: Visually assess and record the length of the high or flat shoulder that restricts free flow of water from the pavement. H F G H F G 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. PROBABLE CAUSES AND AFFECT: 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. 31

125 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. PROBABLE CAUSES AND AFFECT: 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. High shoulder leading water to scour at low points. REMARKS: Edge defect risks due to vehicle wheels. Dangerous for traffic. 32

126 3.3.6 Drainage Defects RM311 TYPE: UNLINED DRAIN DEFECT SHEET 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. PROBABLE CAUSES AND AFFECT: 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. 33

127 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. PROBABLE CAUSES AND AFFECT: 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. 34

128 RM313 TYPE: CULVERTS/LINED DRAIN DAMAGE DEFECT SHEET 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: Not used in rating process. PROBABLE CAUSES AND AFFECT: 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: Lack of inspection and maintenance may have the following consequences: Minor defect: culvert is still functional; Major defect: obstruction of culvert, collapse of structure. 35

129 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. PROBABLE CAUSES AND AFFECT: 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. 36

130 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. PROBABLE CAUSES AND AFFECT: 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. 37

131 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. PROBABLE CAUSES AND AFFECT: Wear and tear by traffic; Defect from traffic accidents; Weather (corrosion); 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. 38

132 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. PROBABLE CAUSES AND AFFECT: Wear and tear by traffic; Defect from traffic accidents; Weather (corrosion); 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. 39

133 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: Not used in rating process. PROBABLE CAUSES AND AFFECT: 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. 40

134 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. PROBABLE CAUSES AND AFFECT: 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. 41

135 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. PROBABLE CAUSES AND AFFECT: 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. 42

136 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. PROBABLE CAUSES AND AFFECT: 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. 43

137 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 PROBABLE CAUSES AND AFFECT: Slope failures affecting the shoulder. Wear and deformation of shoulders caused by traffic and bullock carts, particularly when WBM becomes rough. Unforeseen settlement of embankment and subsequent defect of side drain and shoulder. Erosion due to rain runoff. REMARKS: When WBM becomes rough, traffic tends to use shoulder to reduce damage to vehicles and to improve ride quality. 44

138 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. 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. AusRoads Channelling RATING CRITERIA: Percentage of all potholes and channels of the surface area in the section. PROBABLE CAUSES AND AFFECT: 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 series of potholes. development of a Channels develop due to owing to : concentration of water flows -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. 45

139 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. PROBABLE CAUSES AND AFFECT: 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. 46

140 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. PROBABLE CAUSES AND AFFECT: 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. 47

141 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: Bridge defects are not used in road prioritisation modelling. ROUTINE MAINTENANCE or EMERGENCY MAINTENANCE only to be taken up. PROBABLE CAUSES AND AFFECT: 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. 48

142 RM613 DEFECT SHEET TYPE: NON-STRUCTURAL DAMAGE CODE: DESCRIPTION: Damage to the bridge that does not affect integrity of the structure. structural 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: Bridge defects are not used in road prioritisation modelling. ROUTINE MAINTENANCE or EMERGENCY MAINTENANCE only to be taken up. 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: Lack of inspection and maintenance may have the following consequences: 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. 49

143 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: Bridge defects are not used in road prioritisation modelling. ROUTINE MAINTENANCE or EMERGENCY MAINTENANCE only to be taken up. 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: Lack of inspection and maintenance may have the following consequences: 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. 50

144 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. PROBABLE CAUSES AND AFFECT: 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. 51

145 GENERAL Appendix A 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: Roadside maintenance: Traffic facilities: Bridges and major culvert 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. 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. Maintain traffic facilities to a level that ensures safety, optimises flow of traffic and satisfies community and economic needs. 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: Sealed Shoulders: Drainage Provide safe driving conditions and support the road pavement. Allows for free draining of the road pavement. Provide safe and consistent driving conditions, uniform seal and protection from water penetration into pavement. 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. 52

146 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 Steps to be taken as Hill road manual. Slide to be Urgent affecting flow of traffic. cleared on top priority. Snow fall/ Avalanche Road affected by snowfall or avalanche activity. To be cleared as per policy on road-open period in Urgent Compelling suspension of traffic. winter season for the road. Major breaches the roadway in Any type of breach which endangers safety of traffic Steps to be taken as given in Hill road manual. Urgent and causes obstruction to flow of traffic. Minor cuts, ruts or blockades Cuts or blockades which do not completely Blockades to be removed and the cuts repaired. Urgent obstruct the traffic but endanger safety of traffic. 5. Branches of trees of Any kind Get them cut in order of Special height less than 4.5 m over the roadway lower ones first 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 a) Local sealing or filling of the cracks. b) I.S kg/m2 of bitumen emulsion or of 1 Kg/m2 of Routine Special Attention exceeding 25 per cent of the total area. cut back for local scaling. c) Chippings (6-10 mm) for local surfacing repairs. Needs surfacing Special Attention after local scaling. 2. Stripping a) In local areal exceeding 25 per cent of the total area b) In long areal exceeding 25 per cent of total area a) Apply local scaling b) Apply surface dressing Routine Special Attention 53

147 Features Criteria Action Priority 3. Bleeding a) In local areal not exceeding 25 per cent of the total area b) In long areal exceeding 25 per cent of 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 accompanied by cracking more than 10 mlm2 Apply 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- Routine Special attention More than 5O mm accompanied by cracking more than 10 mlm2 With surface dressing over cracks, overlay required. Work original nature of Potholes Potholes as soon as they Local restoration by Special occur patching attention Reflection cracks Widely spaced cracks Seals Recurrent Closely spaced cracks Apply surface dressing 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 54

148 Features Criteria Action Priority D. Cross drainage works - causeways, culverts, minor bridges, equipment bridge. Causeway Potholes in paved Any extent Repair by filling Special Attention surface -do- Repair -do- Erosion at inlet/ outlet -do- Repairs/ Replace -do- Guide posts / Flood gauge missing Culverts Any extent Silting -do- De-silting -do- Erosion at inlet/ outlet -do- Repair -do- Settlement cracks -do- -do- E. Major Bridge I. Damage to substructure including foundation 2. Damage to substructure including roadways. Any extent Investigation and repairs As per bridge maintenan ce and repair policy 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 55

149 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. 56

150 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 longitudinal crack transverse crack block crack Length of section = 21 m2 = 30 m = 20 m = 40 m = 500m Average pavement width = 3.75m Area of pavement % all cracking = 500 * 3.75 = 1875 m2 = ((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. 57

151 RAVELLING Bituminous surfaced pavements Assessed over the pavement of the road section Example measurement: Total area of all defects within the pavement area ravelling/stripping = 10 m2 Length of section = 500 m Average pavement width = 3.75 m Area of pavement = 500 * 3.75 = 1875 m2 % ravelling for the section = (10/1875)*100 = 0.53% Defect rating = 4 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: Condition Rating for Ravelling 5= 0% of pavement area Repeat measurements of surface texture on the same pavement condition section should be within 10% of each other. 4 = ( 1 to 5)% of pavement area 3 = ( 6 to 10)% of pavement area 2 = ( 11 to 30)% of pavement area 1 = >30% of pavement area 58

152 POTHOLE Bituminous surfaced pavements 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 Length of section Average pavement width = 500 m = 3.75 m 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 2 = (0.6 to 0.1)% 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. 59

153 SHOVING Bituminous surfaced pavements Assessed over the total pavement area of the road pavement section Example measurement: Total area of all defects within the pavement area Shoving = 32 m2 Length of section = 500 m Width of shoving = 3.75 m Area of pavement = 500 * 3.75 = 1875 m2 % Patching for the section = (32/1875)*100 = 1.71% Defect rating = 1 Condition Rating for Shoving 5= 0 of pavement area Definition: Shoving is a form of plastic movement within the bituminous layers resulting in bulging of the pavement surface. 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. 4 = 0.1% of pavement area 3 = (0.1 to 0.5)% of pavement area 2 = (0.6 to 0.1)% of pavement area 1= >1% of pavement area 60

154 PATCHING Bituminous surfaced pavements Assessed over the total pavement area of the road pavement section Example measurement: Total area of all defects within the pavement area patching = 44 m2 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. Length of section = 500 m Measurement: Average pavement width = 3.75 m Area of pavement = 500 * 3.75 = 1875 m2 % Patching for the section 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. Defect rating = 4 = (44/1875)*100 = 2.34% Report area of all pavement texture defects and express as a percentage of the pavement area in the section (to the nearest 0.01%). Condition Rating for Patching 5 = < 2% of pavement area 4 = (2 to 5)% of pavement area Repeatability: Repeat measurements of surface texture on the same pavement condition section should be within 10% of each other. 3 = (6 to 15)% of pavement area 2= (16 to 30)% of pavement area 1= >30% of pavement area 61

155 SETTLEMENT AND DEPRESSION Bituminous surfaced pavements Assessed over the pavement of the road section Example measurement: Total area of defect within the pavement area depressions = 5 m2 Length of section = 500 m Average pavement width = 3.75 m Area of pavement = 500 * 3.75 = 1875 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 Definition: Pavement settlement and depression is local surface defects, depressions >25 mm in depth will contribute to surface or pavement failure. 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. 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. 3 = up to 2% of pavement area 2 = (3 to 5)% of pavement area 1 = >5% of pavement area 62

156 RUTTING Bituminous surfaced pavements Assessed over the pavement of the road section Example measurement: Total area of all defects within the pavement area Definition: Pavement texture is local surface defects such as rutting area Length of section = 15 m2 = 500 m Rutting. Measurement: Average pavement width = 3.75 m Area of pavement = 500 * 3.75 = 1875 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 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. Report area of all pavement texture defects and express in mm by measuring with straight edge (to the nearest 0.01%). Repeatability: Repeat measurements of surface texture on the same pavement condition section should be within 10% of each other. 2 = (21 to 50) mm 4 = >50 mm 63

157 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 Length of section Average pavement width = 500 m = 3.05 m Area of pavement = 500 * 3.05 = 1525 m2 % pavement surface failure for the section Defect rating = 1 = (65 / 1525) * 100 = 4.26% Condition Rating 0 = < 1 % of pavement area 1 = 1-5% of pavement area 2 = 5-10% of pavement area 3 = 10-20% 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. 64

158 JOINT SEALANT FAILURE Concrete surfaced pavements Assessed over the total length of concrete jointing within the section Example measurement: Length of joints within the road section = 68m Length of joints sealant failure within the road section 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. = 32m Joint sealant failure Rating score = 3 = (32 / 68) * 100 = 47.0% 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: Condition Rating 0 = < 1 % of joint length 1 = 1-10% of joint length 2 = 10-25% of joint length 3 = 25-50% of joint length 4 = =>50% of joint length 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. 65

159 BROKEN AND CRACKED CONCRETE (SPALLING AT JOINTS) Concrete surfaced pavements Assessed over full length of joints and surface area within the road section Example measurement: 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 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). 0 = < 10 % of joint length 1 = 10-20% of joint length 2 = of joint length X + Y 3 = =>30% of joint length X + Y = Spalling width 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. 66

160 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 to 5 5 RAVELLING 10 Sq m to 5 4 POTHOLES 2.1 Sq m to SHOVING 32 Sq m 1.71 > 1% 1 PATCHING 44 Sq m to 5 4 DEPRESSION 5 Sq m 0.26 up to 1% 4 RUTTING 15 Sq m 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. 67

161 Annex-4: Bridge & Culvert Survey Forms

162 Himachal Pradesh Public Works Department Consulting Services for Technical Assistance to Help Upgrade Road Maintenance Management System to Road Management System in BRIDGE INVENTORY AND CONDITION REPORT( > 6mtr Span) Bridge No:. Road Number: NH/SH/MDR/RR- Road Name:. Bridge Location / Chainage of structure from origin: (near approach) Bridge Name:. Year of Construction: District:. State:.. General Configurations Bridge Type: River/Road over Rail/Road over Road/Canal/Nallah/Creek/Other (Specify). Structure Type: Bridge / Causeway Span: Single / Multi / Vented / Flush HFL: m 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:... Overall Deck width: Width of Footpath. Substructure Abutment: (Type):. Intermediate Pier (s): No: Type: Wing wall (Type):.. Superstructure Superstructure Type: RCC/PSC/Steel/Steel and Concrete/Masonary/Timber/Other (Specify).. Type of Deck Surfacing:.. Type of Parapets: Crosshead: Bearing Type: Other Paparet wall Yes No Length:. m Guardstone: Yes No Number: Signs Yes No Number: Legend: Action Work required Apprch Signs Debris Joint Deck Rails Protect Stream Supstr Piers Abutments Comments Legend 1 - No Damage 2 - Requires Minor Repair 3 - Requires Major Repair 4 - Requires Replacement General condition of bridge No damage Requires Minor Repairs Requires Major Repairs Requires Replacement Inspectors name; Position:.. Date of Inspection:... /. /. Incorporated into database: on.././.

163 Road Number: NH/SH/MDR/RR 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 CULVERT INVENTORY DETAILS Road Number: NH (new) Road Name:... Location: RD/Chainage From.. Road origin:.. RD/Chainage To. District: State Cross Drainage Culvert No Location RD/chainage Culvert Type Size of Vents Number of Vents Head / Toe wall Type Length of Head Walls Type of inlet and outlet structure General Condition Overtopping Degree of silting/ blockage, erosen on Downstream Comments Inspected by:. Entered into data base by... Date:.. /.. / Date:.. /.. / Legend 1 - No Damage 2 - Requires Minor Repair 3 - Requires Major Repair 4 - Requires Replacement

164 Annex-5: FWD Survey Format

165 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

166 Annex-6: Test pit Survey Format

167 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 Subbase X Surface Y Base Course Z Subbase

168 Annex-7: Traffic Survey Log Sheet

169 Consulting Services for Technical Assistance to Help Upgrade Road Maintenance Management System to Road Management System in the State of Himachal Prade Classified Traffic Volume Count Survey 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) क र / ज प / व न ट क स 2 व ह लर 3 व ह लर छ ट बस स क ल बस सरक र बस ननज बस Time Interval Toll Exempted Vehicle (ट ल छ ट) Car/Jeep BUS (बस) (क र / ज प) :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:

170 Consulting Services for Technical Assistance to Help Upgrade Road Maintenance Management System to Road Management System in the State of Himachal Prade Classified Traffic Volume Count Survey Location: Date: Direction: Sheet No: Weather: Fine/Cloudy/Rainy/Foggy Time Interval Light Motor Vehicle* TATA MAGIC/ACE,Mahi ndra Pick Up LCV (छ ट ट रक)** TATA 407/TATA Axle Truck 3 Axle Truck 4-6 Axle 7 ++ Axle Tractor 6 पहहय ट रक 10 पहहय ट रक पहहय ट रक 23 स अध क पहहय ट रक ट र क टर Tractor Trailor ट र लर क स थ ट र क टर Cycle स इककल Shift: Cycle Rickshaw स इककल ररक श Animal / Hand Cart पश / ह थ ख च Others (Pls. Specify) अन य (क पय बत ए ) Toll Exempted (ट ल छ ट) LCV (छ ट ट रक) TRUCK (ट रक) :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: