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ROAD MONITORING
FOR
MAINTENANCE MANAGEMENT
Public Disclosure Authorized
VOLUME I
WORLDBANK PARIS1990
ROAD TRANSPORT RESEARCH
ROAD MONITORING
FOR MAINTENANCE MANAGEMENT
VOLUME I
REPORT PREPARED BY
AN OECD SCIENTIFIC EXPERT GROUP
IN CO-OPERATION WITH THE WORLD BANK
Thefindings,interpretations,andrecommendations inthisstudyare
the resultsof joint researchby the OECD'sRoad TransportResearch
Programmeand the WorldBank.The reporthas beenapprovedbythe 23
governments participatingin the SteeringCommitteeof the OECDRoad
TransportResearchProgramme, i.e.allOECDMembergovernments except
NewZealand.The report,however, doesnot necessarilyreflectthe viewsof
theWorldBank,itsBoardof Executive Directors,nor thecountriestheyre-
present,otherthanthoserepresented ontheOECDRTRSteering Committee.
WORLD BANK
ORGANISATION FOR ECONOMIC CO-OPERATION AND DEVELOPMENT
Library of Congress Cataloging-in-Publication Data:
ROAD MONITORING MANUAL FOR MAINTENANCE MAN-
AGEMENT.
Contents: Vol. 1. Manual for developing countries - Vol. 2.
Damage cataloguefor developing countries.]. Roads -Develop-
ing countries - Maintenance and repair - Management. 2. Pave-
ments - Developing countries - Maintenance and repair -
Management.
I. ORGANISATION FORECONOMICCO-OPERATIONANDDEVELOP-
MENT.11. INTERNATIONALBANK FOR RECONSTRUCTION AND
DEVELOPMENT.
TE220.R594 1990 625.7'6'091724 89-70979
ISBN 92-64-13309-7(set)
ISBN 0-8213-1391-6(World Bank: set)
Publie
en franqaissousle titre:
SUIVIDESROUTESPOURLAGESTIONDEL'ENTRETIEN
VOLUME I
MANUEL POUR
LES PAYSEN DEVELOPPEMENT
The OECD Road Transport Research Programme has two main fields of
activity:
DEDICATION
3
ABSTRACT
ACKNOWLEDGEMENTS
This manual was prepared by an OECD Road Transport Research Group with
major input from the following experts: Messrs. A. Bresser and
H. van den Beld (Netherlands), D. Brooks (United Kingdom), L. Francken
(Belgium), M. Gorski (Belgium), H. Neubauer (Germany), W. Paterson (World
Bank), C. Peyronne (France) and G. Refsdal (Chairman, Norway) and with the
support of the OECD Secretariat and the World Bank. For the material received
we should also like to thank the following institutions: Cadic Gombert,
Consulting Engineers -- Belgium; Centre de Recherches Routieres -- Belgium;
DHV Consulting Engineers -- Netherlands; Forschungsgesellschaft fUr Strassen-
und Verkehrswesen -- Germany; Laboratoire Central des Ponts et Chauss6es --
France; Ministere des Transports et des Travaux Publics -- Mali; M & R
International, Consulting Engineers -- Belgium; Overseas Unit, TRRL -- United
Kingdom; Soci6t6 d'ing6nierie BCEOM -- France.
4
BACKGROUND AND NEEDS
The fast expanding road haulage industry, combined with limited private
car ownership, has led to a very high proportion of heavy, pavement-damaging
freight vehicle traffic. In addition there is a pronounced tendency to
overload vehicles which increases the damage to pavements and road
structures. Whereas in OECD countries construction of heavier vehicles was
accompanied by improvements in the bearing capacity of infrastructure, there
is a growing gap between the use of increasingly heavier freight vehicles and
inadequate pavement and bridge structures in developing countries.
5
applied ineffectively. Over the years the limited resources devoted to the
upkeep of road networks together with the growth of heavy freight traffic have
created a large backlog of road rehabilitation needs. The result is
escalating road repair and vehicle operating costs as well as safety
problems. Also, the capital invested in the transport fleet is used
uneconomically. This is regrettable, because the budgetary constraints in
developing countries demand the best possible use of available resources.
ROAD CONDITIONS
The World Bank figures are striking also from another point of view, as
shown in Table 1. There is a relatively high percentage of road
infrastructure in "fair condition" (an estimated 42 per cent of paved roads
and 37 per cent of unpaved main roads of the network under consideration),
which is indicative of urgent maintenance needs "if these roads are to be
saved from declining to poor condition". The term "fair condition" (by
definition) suggests the need for resurfacing within the near future (1).
By and large, the actual status of major road networks (not including
unclassified rural roads) is alarming throughout the different development
regions, as shown in Table 1. Though more difficult to quantify, experience
in developing countries suggests that insufficient importance is given to
rural road networks. Numerous countries in Africa, Asia and Latin America
have vast networks of mostly low volume earth and gravel roads, which often
account for more than 80 per cent of the entire road system.
6
Table 1
Eastern Africa 42 32 26 42 30 28
Western Africa 52 23 25 20 36 44
East Asia 20 59 21 41 34 25
South Asia 18 45 36 6 39 55
Europe, Middle
East and N. Africa 40 35 25 30 46 24
Latin America and
Caribbean 44 32 24 24 43 33
Average 32 42 26 31 37 32
7
and structures as developed through many years of experience obtained on road
projects.
It should be noted that the share of the distribution cost in the total
cost, defined as the difference between factory and sales price, (including
handling, storage and associated costs) of products in developing countries
may be 50 per cent or more. Generally, the major portion of such intermediate
costs are attributable to freight expenses. It is therefore vital that the
transport cost component be minimised.
8
Appropriate maintenance investments can produce major economic benefits
as well as reducing user costs. As the above-cited World Bank report
suggests, $41 billion (1984 prices) is needed to meet the reconstruction needs
for paved and unpaved main roads outside of urban areas in some 85 countries
to which the World Bank has provided road development assistance. This
contrasts sharply with the $12 billion cost of upkeep programmes which, if
undertaken at the appropriate time, could have saved the roads. Again this is
independent of huge vehicle operating cost savings. The cost of meeting the
current and future maintenance needs of these countries, if done in a timely
and economical manner, will be one-fifth to one-third of the cost of
addressing the problems if they are handled as they were in the past.
9
TABLE OF CONTENTS
Page
DEFINITIONS .................................................. 14
Chapter I
INTRODUCTION ................................................. 19
Chapter II
Chapter III
11
Page
Chapter IV
Chapter V
Chapter VI
TRAINING ..................................................... 69
12
Page
Annex A
Annex B
Annex C
Annex D
13
DEFINITIONS
AADT
BASE
CARRIAGEWAY
-- See cross-section.
CONDITION, pavement
CONDITION RATING
COURSES, pavement
wearing course s
-…… ____ ________surface course
binder course
base
subbase
- sformation
14
CROSS-SECTION: Vertical section through the road at right angles to
the centre line; the main components are:
Shoulder ; Shoulder
\ ~~~~~~~~~~Roadway
width
DEFLECTION
DETERIORATION, pavement
-- The wear and damage proeesses under which the functional and
structural capability of the pavement decreases;
15
Expressed by indicators such as slope variance, roughness, etc. or
incorporated into rating systems giving overall concepts of the
(functional) condition;
EVENNESS, transverse
FORMATION
INTERVENTION, level of
MAINTENANCE
16
-- Deferred maintenance, functional maintenance, periodic maintenance,
preventive maintenance, programmed maintenance, remedial
maintenance, routine maintenance, structural maintenance, surface
maintenance;
MONITORING
NETWORK LEVEL
RATING SYSTEM
SERVICEABILITY
SKID RESISTANCE
17
-- Measured by a variety of devices (See Annex D and previous OECD
reports).
WARNING, level of
WHEEL TRACKS
REFERENCES
18
Chapter I
INTRODUCTION
I.1. PURPOSE
(*) The OECD Road Transport Research Programme has produced a number of
relevant publications on bridges, including "Bridge Inspection", "Bridge
Maintenance" and "Bridge Rehabilitation and Strengthening". Presently, a
study on "Bridge Management" is being conducted. Also, the U.K. Transport and
Road Research Laboratory's Overseas Unit has recently issued "A Guide to
Bridge Inspection and Data Systems for District Engineers" and a "Bridge
Inspector's Handbook".
19
I.2. SCOPE OF MAINTENANCE
20
information, and provides quantitative data on the state of the road network.
The information elements may be either simple and basic, or detailed and
comprehensive, depending on the resources and capabilities of the road
administration. The decision processes may range from simple standardized
criteria and repair prescriptions, to advanced analytical techniques, but
these may also evolve over time and it is wise to ensure that the information
subsystem is capable of being expanded or upgraded without fundamental change.
21
While this is a standard organisational structure for a maintenance
organisation, the monitoring system presented in this manual does not assume a
particular organisational structure. The preparatory work discussed in
Chapter II, for example, normally will be done at the district level, however
there are no problems if it is done partially at the regional or central and
partially at the district levels.
Chapters III and IV are the heart of the manual since they describe the
monitoring process: the way it is undertaken, the parameters evaluated and
the forms used to record the data. The procedure entails two levels: i) the
Road Condition Survey (RCS) (Chapter III) in which the general condition of
the road network is assessed, sections are identified for further, more
detailed inspection and damage requiring immediate attention is detected; and
ii) the Detailed Visual Inspection (DVI) (Chapter IV) where those sections
identified in the Road Condition Survey requiring additional attention are
evaluated to determine the type, extent and severity of damage, thus enabling
the planning of maintenance operations.
22
Figure 1.1. FLOWCHARTOF THE ROADMONITORINGSYSTEMAND ITS
INTERACTIONWITHPLANNINGAND PROGRAMMING MAINTENANCEACTIVITIES
nL.1
11.2. Startingthe Preparatory
systemand activities
updating andorganisation
Datall
111.5.5 Ane C
~~~~~Analysis
of resu lt
anddecisionmaking Daag
Selconditiono
~~ ~~ ~~
appropriate
appropriate ~ ~ ~ ~~~~~~crtei
~ ~ ~~dtri
1
[ltlImplementation
e [ of
aafter l
maintenance l j
|
l
maintenance
operations
1
J
23
Although the monitoring programme does not require extensive training,
a training programme is of critical importance so as to obtain consistent and
reliable data, as outlined in Chapter VI.
Advanced measuring devices are also not required. However high output
measuring instruments can enhance efficiency and reduce subjectivity and
inaccuracy of data. Annex D provides an overview of some selected high output
equipment which has proven effective and economic in a number of OECD highway
agencies.
24
Chapter II
II.1. FRAMEWORK
II.2.1. General
25
staffed and carried out. This may depend on the type of the maintenance
management adopted (centralised, decentralised or mixed) in addition to many
other factors including cost considerations, budget planning needs and other
key management controls. In this manual it is assumed that it is used in a
maintenance district, however, the procedure will be the same if used for a
larger road network.
Table II.1
26
The traffic figures should reflect high, medium and low traffic
volumes. In many countries the figures presented in Table II.1 do not reflect
realistic traffic conditions. In such cases, more appropriate classes of
traffic volumes or road categories should be introduced.
Before the road network can be divided into sections, the road
classification has to be indicated on a large scale map, i.e. a topographical
map with a scale of 1 : 100 000. See Figure II.1 for an example of the
preparation of such a map.
The first large scale map must be transformed into a simplified road
map (see Figure II.2). This simplified road map is used to divide the roads
into sections and sub-sections (see Figure A.4). The following information
should be included on the maintenance district's simplified road map:
Rwirngi
\ / \ / / ~~~~~~~~~~~~Section
11
\1 '' _ ~~~~~~~(
with subsections11.1, 11.2 )
a y >) N ~~~~~~~~~23 )
0~~~~~~~~~~~~5
,>036 13tEnnDoryep
0 2 4 6 8 10km
27
Figure 11.2. SIMPLIFIED ROAD MAP OF MOROKULI MAINTENANCE DISTRICT
Rwingi l_ g
- /'\ / 2 3~~~~~~ CO
D204 b 50 55ESSERBINA
/' \ \ xzy Enn~~~~~~miroryep- i
KEY~~~~~~~~~~~~~~~~~~~~~~~r
daily
tr ffic ( A D - t
is tric ga05220
_ _ _ __ _ _ _ _ _ _ _ _
Dlstri.ct
a o bi g
Annualaverage
Suface type oad owi
th
(N) o
()Nagirrog Notur i
Church\
\ \ y ~~~IKSROG
e DT
'alytafi Surfacetype Road width (m.)
~
dai,1nyn1:1..v(=D1) ~ ~ ~ Major bridge
10D0 bft.minou. 7.0 -7.5
28
Subsections should be homogeneous in character with regard to:
-- Cross-section;
-- Pavement structure (as far as is recognisable);
-- Environment (e.g. cut, fill, open country, forest, village,
gradient, etc.).
The length of the sub-sections should not be less than 500 m unless
there are special reasons for the introduction of shorter sub-sections. On
the other hand, the length of the sub-sections should not exceed 5 km.
Subsections should preferably conform with those sections that are in use for
other purposes, such as traffic counts, accident surveys, etc.
The position marks may be special items like existing marker posts,
road intersections, a bridge, culvert, etc.
29
Figure 11.3. STRIPMAPOF ROADN23
N 23 f Rwingi District
To Ennoryep D 201
village km 19.00 _- Road crossing
Clayey sands
-@ _ j_ Road junctions
u iv
PET . B lBridge
or culvert > 4m
Lutumu nver
* HOT
To lksrog N 22 Railway crossing
town km 63.20 (level)
Resserbina town River
Gravel
PET Petrol station
HOS Hospital
HOT Hotel
- xxxxxxx xxxx Km 81.00 District boundary CHU Church
N 23 Mtebele district
30
II.3. ORGANISATION
Figure II.4 illustrates how the preparatory work for organising the
road condition survey and detailed visual inspection fits into the overall
scheme.
,11.1.Starting
the,3
I11.2.systemand Z..--4cite
updating i bna
V.11.11..114 '
Roadcondition
survey(RCS)
Data
Bank
111.s.
_ Analysisofresults
anddecisionmaking
31
In order to perform inspections in the most economical way, daily
itineraries should be prepared by the district office. Sections have to be
combined logically. Travel time to and from the office or lodging site and
travel time between sections should be taken into consideration when planning
the daily itinerary. In general, a daily itinerary for a road condition
survey may be of a total length of 30-50 km. For detailed visual inspections
the daily production may amount to approximately 5-8 km depending on the
complexity of the sub-sections to be inspected and on the travel time
involved. It is recommended that actual output to be expected be determined
by the engineer.
The itinerary of each road condition survey and of each detailed visual
inspection may be given by means of a completed Form I. See Figure II.5 for
an example of this form.
Also, the upper blocks of the road condition survey forms, Form II, are
completed in the district office. See Figure II.6 for an example of this form.
The forms for the road condition survey and the detailed visual
inspection are based on the monitoring of a standard two-lane road in both
directions (Right = R, Left = L). In road monitoring, "Left" and "Right" are
defined by driving in the direction of increasing chainage.
iii) In the case of a road with two separate carriageways, they are
treated as a two-lane road with its carriageways considered
separately.
32
Figure11.5. FORMFORSURVEY(RCS)OR INSPECTION(DVI)ITINERARY ("FORMI")
ROUTE MAINSECTIONS
ldentification
lIP.) ~~~main
~~nifltS
Rd
_______
_______________________
No.of
_______
Chai-
nage Sige
_______________Sub-sectionsC
_______
L
Add
b
Nme f(0~(j ~ c: $ ~ : .0.
OH ~~~Station
(r
Length
ik
Pen
- _Q_ _ _ Station
=O = Station
~~~~~en
td m tt
______
Lenc t(km I i it…
-…_
0 _
Station
Lengtn(km
=_ _ =0 S-tation| |
=C = = Lenat(km) I I jStation
= O = _ (kml ~ ~I
~~~~~~~~~~~~~
I ~ ~IIII ~ ~ ~~Lenath
_ _ _ ~ ~~ ~~~~~0
Staio
- - - - - -~~~~~~~~~~~~~~~~~~~~~~~~I
Figure 11.6.ROAD CONDITIONSURVEY (RCS) FORM ("FORM 11")
SURVEY
ROADCONDITION ROADDENOMINATIONI CLASS: MainSection No.
FROM: Km:
SUB-SECTION I I 0 I I 0
Chainageof
sub-section
Roadside |L R L R L R L R L R
Carriageway 1 41 4t 3 111 1 4 1 12R 1 3
Prevailing
darnage | = =
Damagetype L R L R L R L R L R
Deformaiion 12 21 22 2 1 1 2 1 21
Shoulder RCSi _ 3 3 3 | 3 | 3 3 3 3| 3 3
Scour 1 2 2 1 1 2 121 1
__Side_| RCS2 3 3 3 a3 3 3 a| 3a a 3
_ _ __ _ _
Siltation _ -
1 2 1 2 1 2
-2
1 2 11 1 212 2 1 2i
~Side R05 -
2
_333
2
_3
w Chainage _ _ _______
|a: III : :|
2~ 22
| Dirty RCS7 1
|| Damaged RCS7 3 3 13 3 13
3 3 3 3
o, Missing RCS73 13 11 3 1 1 1
3 3 3 3 3 -
O5 2
|E||1W 1: 1 H 1 1
REMARKS
34
II.3.3. Composition and organisation of inspection teams
Also, the need to have the monitoring data available within a certain
time for administrative reasons may influence the number of teams required.
In most cases, one inspection team in each maintenance district will be
sufficient.
For the initial planning of the inspection team's work, the previously
mentioned production figures will be useful (road condition survey
30-50 km/day, detailed visual inspection 5-8 km/day). After some test runs
the production figures may require adjustment to local conditions.
Driver: Responsible for driving the vehicle and the transport of the
equipment. He must have some knowledge of automobile mechanics and be
able to drive a four wheel drive vehicle under all conditions likely to
be encountered.
II.3.4. Documents
35
-- Operational procedures. for the inspection methods (Annex B);
-- Damage catalogue;
Inspection forms.
-- The RCS and/or DVI inspection forms for the different road sections
to be inspected. One form will be used for, each section and each
type of survey/inspection.. The. general - information and the
inventory data will, in advance, have been completed on each form by
the office responsible.
II.3.5. Ecuivment -
-- A measuring wheel.
-- A calibrated wedge.
-- Shovel.
36
-- A pick-axe.
-- A camera.
37
Chapter III
III.1. PURPOSE
III.3.1. Forms
Before the survey begins, its itinerary (Form I -- Figure II.5) has to
be prepared and the road identification details have to be completed at the
top of the Road Condition Survey Form (Form II -- Figure II.6), as described
in Chapter II.
39
POSITIONOF ROADCONDITIONSURVEYIN THEGENERALSCHEME
Figure 111.1.
2 Startingthe Preparatory
system and * activities
updating and organisation
V.1. 'E
3 Analysis oenra S
Data catalogu4
Bank I
^
+
L Stop
g
IV - IVAIa
~~~~Detailed
visua
~~~~~~~~~inspection
(DI
_ ~~~~~~~~~Rating
criteria
Analysisof resultsl
,an deisin making
Table III .1
Damage
Value General Condition
Extent Severity
40
III.3.2. Parameters
Only groups a), b) and c) are included on Form II (Figure III.2); for
road structures on Form III (Figure III.3) must be used.
Roadside Components/Elements
Any object or material encroaching on the road and obstructing the flow
of traffic should also be recorded (vegetation, debris, etc.).
41
Figure111.2.ROAD CONDITIONSURVEY (RCS) FORM ("FORM II")
SUB-SECTION |0 |0 0 0 | 00
Chainageof
sub-section
Roadside L R L R L R L R L R
Carriageway 1 3 24 4 1 4 1 2124
Damagetype L R L R L R L R L R
Deformation 2 1 21 22 2 2 2 1 1
Shoulder RCS1 3 3 3 3 3 3 3 3 3 __ 3
Scour 1~2 2 22 2 2 2 2 2
1 - 1 - 1I 1 1 1
SWe__| RCS3 13 3 3 3 3 3 3 3 3 3
Siltation 1 1 1 12 1 12121 2 2
uSide RCS3 3 -3 3 3 3 3| 3 3 3
drains Scour 1 21 2 12 1 2 2 212 12 1 2
RS4
_______ 3 3 3 3 3 3 3 3 3
WDebrisNegetatio 2 2 21 2i 2
Encrachment RCS5 3 _ 3 3 [3 3 33_ 3 3 3
2
CflObstaclesl 12 12 12 1 i 21 2 2 212 1 2~
i Obstructions RCS6 3 3 3 3 3 3 31 3 3 3
O 2 22 2 2222 2 1 2
cr: _ 1 1 1 1 1 11 1
3 3 t 3 3 3 3 3 3 3
Average Condition + _ ++ +
(Others) : = + : = =
lu Chainage |
2 22 2 2 2
|2|Dirty RCS7 |1 1 1 3 3 3 3
cc3
5; Drty RCS7 |
3_ 1 333 11 [m2
3 1 3 3 3 1 3
0Missing 11 22 1 2 2 1 2 2
FICS7 3 _ 3 3 3 3 __ _3_ _
|r5 Missing
O ~~~~~~~~~2 1I , 12 2
1 1 - 1 1 1
1 t 2
1 pd1
REMARKS:
42
Figure111.3.CONDITIONSURVEYFORMFORSTRUCTURES ("FORMIII")
_
STRUCTURES SURVEY
CONDITION
Roaddenomination/Class:
Silted/ Scour Structural
Tvn_Mmuctu Main nt_nn Sub-aection Chain Blocked L
- DamaRLe Notes/Remarks
LI I L I_ _ _ __R_
_2 2 _2 2 2 -2
,P__ 1 12 3 3
2 _ _
2 2 2 22 -2
1 ,1 21 21 21 d12
1 1 1 1 1 1
22 2 2 2
1 1 1 1 31 1 q
_1.3 3
21 321 1~ 3 3
. 3 _ _ _ _ _ _ _
I
_____ 1~~~~~~~~~~
31 11k 1 ~
____3_ ___3
1~~~~~~~~~3
_ __ _ __ _ _ _ _ _ _
__________ _____ _____ _____
13 H
i~~~~~~ i2 21 ~~~2.1 __ __ ___2_
_ __ _ _ __ __ _ _ __ __ _ __ __ _ __ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __3_3
All information recorded in the block called "Roadside elements" will
be combined into an average condition. This average condition is obtained by
computing the average arithmetic value of the values attributed to the
parameters described above. This is done for both sides of the road,
resulting in one average value per sub-section. These averages per
sub-section are subsequently expressed in the average condition value per
section, whose value is entered in the summary block.
All items related to road safety are included as road furniture e.g.
guard rails on bridges and along ravines, etc. A three point scale with the
sub-division "dirty, damaged or missing" has been devised to assess the road
furniture on the form.
Under "remarks" the inspector may recommend some type of road furniture
at a specific location, even if it is not planned. An indication of the need
for such a recommendation may be the frequent occurrence of serious accidents
at a particular location.
Carriageway damage which jeopardises the safety of the road user or the
flow of traffic (see also Damage Catalogue) should be repaired immediately.
This damage (or damages) is recorded in the section "Remarks" by recording the
damage code (see Annex C) and its (their) location.
1II.4. IMPLEMENTATION
Road condition surveys should be carried out over the whole network
where possible. If resources are limited, the surveys should be conducted on
the most important roads first, in general those with highest traffic.
III.4.1. Frequency
44
In areas with pronounced rainy seasons it is recommended that road
condition surveys be undertaken before the start of the rainy season, enabling
the maintenance units to perform preventive maintenance measures. A second
survey should be performed at the end of the rainy season to make an inventory
of damage and urgently required repairs.
Before beginning the survey, the inspector in charge will complete the
general information block of the form including the identification of the
inspection team, the date and the weather conditions. It is assumed that the
regional office has completed this form for the road sections to be inspected.
The forms for the various sections included in the survey for the day
will be arranged in the planned sequence of the survey itinerary.
First Phase
The complete daily road itinerary is driven over, the speed being in
accordance with the design speed (as defined in Annex B), without violating
the regulations in force or the safety of other road users. The mechanical
integrity of the vehicle should also be considered when travelling at high
speed.
This first survey phase permits the inspection team to evaluate the
roughness (evenness) of the carriageway according to the evaluation method
described in Annex B.
Second Phase
The second survey phase will be performed at a low speed (e.g. 15 km/h)
to record the other characteristics. The inspector identifies the different
sections by following the itinerary sheet and records the characteristics of
the section by completing the inspection form section by section.
45
III.5. ASSESSMENT OF RESULTS
The survey system developed in this Chapter ensures the objective and
integral assessment of road network conditions. Hereunder, a suggested method
for using the survey data is developed, but the user of this manual is free to
use these data as he sees fitting; the data can be utilised in many different
ways to suit the needs of the user (see Chapter V).
For a given section the interpretation of the survey results can lead
to one of the following conclusions (to be recorded in column 14 on Form IV):
46
Figure 111.4. SUMMARY OF ROAD CONDITION SURVEY RESULTS: AVERAGE CONDITIONVALUE ("FORM IV")
SURVEY(RCS)
ROADCONDITION OFFICE: DISTRICT:
Establishedby: <
PAVEDANDUNPAVEDROADS Date: l l1 0
OF ROADSECTION
DESIGNATION SURVEYDATA
1 2 3 4 5 6 7 8 9 11 12 13 14
From From _
To TO
From From _ -
_ = _ From To ~~~To
From _ _ = =- =
From
To - From
TO __ _ _ _
From
TO From
To __ _ _ _
From From
To
From To
From
To To
From From--
To TO
From From ---
To _ _ _ _ _ _ _ _To
From From- - -
To To
-- -~~~ro -From-
Figure 111.5.SUMMARYOF SURVEY RESULTS FOR STRUCTURES: AVERAGE CONDITIONVALUE PER STRUCTURE ("FORM V")
Establishedby:
DISTRICT: <
<
________________ ~~~~~~~~~~~~~Date:
STRUCTURES CONDITIONSURVEYDATA:
AVERAGECONDITIONVALUE
Roaddenominatiorn/Class: Sitd_tut_a
Silted/ Structural
Typeof structure Mainsection Sub-section Chainage Blocked Scour damage Notes/ Remarks
co==
c) Certain repairs must be undertaken immediately to avoid an unusable
or extremely dangerous road. This is especially true for severe but
not extensive damage to the carriageway and for damage related to
small structures and bridges valued at 3.
49
Chapter IV
IV.l. PURPOSE
IV.3.1. Forms
Form I (Figure II.5) is required to prepare the daily itinerary for the
inspection team. At this stage, a clear distinction must be made between
paved and unpaved roads. Forms VI (Figure IV.2) for unpaved roads, and VII
(Figure IV.3) for paved roads, are applicable for the detailed visual
inspection.
51
Figure IV.. POSITIONOF DETAILEDVISUAL INSPECTIONIN
THE GENERALSCHEME
ILl.~~~~~~~~~~~U3
nL2. Startingthe | Preparatory
systemand activities
updating andorganisation
V.1.
V.1. IILI .111.4.A.
Roadcondition
, survey(RGS)
. ; ~~~~~~~~~~~~Annex
Z ~~~~Analysis
of results <\Dmg
Bank
Rating
,I N S. _ ~~~~~~~~criteria
_
Analysisof resultsl
.~~~~~~~~~~~~~Oa .u adeiion
utt making
It should be noted that for both unpaved and paved roads other types of
damage may be defined. In order to keep the forms "workable" only the most
common types of damage are included.
-- Rutting;
-- Corrugations;
-- Camber/Crossfall;
-- Gravel thickness;
-- Erosion gullies;
-- Potholes;
-- Clay.
52
FigureIV.2. DETAILEDVISUALINSPECTIONFORM FOR UNPAVEDROADS ("FORMVI")
(DVI)
VISUALINSPECTION
DETAILED UNPAVEDROADS
SUB-SECTION Q Q
RoadsideL R L RL RLRLR
DamagetVpe- Cat -E--- M S L Ml_LMS M I MIS-
.<10% 1 3 51 3 5 131513 5 13 51 3 51 3
-URi
Rutting I 0,5% 2 4 52 4 524152 4 2 4 52 452 4 24 5L 5
w ~~~~~Loss
of camber- UR3 - 5f. 21 12 523523 1231521 5235 13F
o;% 345 5 1314534 3 13 ' 31435 3 4 134
Gravel thickness- UR4 10-0 2- 123 215 359352351
Remarks:
FigureIV.3. DETAILEDVISUALINSPECTIONFORMFORPAVEDROADS("FORMV1l1)
DETAILEDVISUALINSPECTION(DVI) PAVEDROADS
OFFICE: DISTICT: CLASS:
ROADDENOMINATION/ MainSectionNo.
Nameof inspector: FO .. m
D ~~~Weather
o Clear TO I.P.TOKm
Date: o Rainy Carr.way: Rg iing P
SUB-SECTION 000
RoadsideL L R L R L R LR
Damae tyete-at m- L
Rutting- PR1 <105% 21 1- 1 1 ------- L- 1 q- 3 3
- PR2
Corrugations 10-0/ -L4 242-524 24524
>50%__ __ 1 JL __ ; ___ _ r ;1q r, z
- PR3
Depressions 10-50% 91AA5 ,5 R5 R9A 9Ar9A A,9Ar
U, ~~~~~~~~~Transverse
4 NdOM 3413. A 41341341341 4134
.r. ~~~~cracking
- PR4a 2-15 -- I- 2 ;---.s91- 352 ~ ,--q-l9AZI
~
Remarks: ~ 10%4 t 4 ,I A jA 1A IIA
It is possible to add other parameters which may differ from country to
country.
The detailed visual inspection will be carried out on the road surface
or carriageway.
-- Rutting;
-- Corrugations;
-- Depressions;
-- Cracking: Longitudinal; Transverse;
-- Alligator cracking;
-- Potholes;
-- Edge distress;
-- Stripping/Fretting/Ravelling;
-- Bleeding.
IV.4. IMPLEMENTATION
IV.4.1. Frequency
55
IV.4.3. Method
56
AVERAGE
RESULTS:
FigureIV.4. SUMMARYOF DETAILEDVISUALINSPECTION VALUE ("FORMVil")
CONDITION
VISUALINSPECTION(DVI)
DETAILED OFFICE: DISTRICT: w
Establishedby:
Date:
OF ROADSECTION
DESIGNATION Visualinspectiondata nrn
~
Road ~ ~ ~ ~~~m ~Unpaved roads Pavedroads dat
survey
Points1iP)
l;XS~~~~Ieniiation
0D I.P
-. 0
DsigatanKm0
Kmm
_
( AADT
'E5~~
Veh/da_
= F .
sa
C
!
~ ~ 05
CC~
O
ti~
6
~ -
0
CL
To _ __ __ _ _
Tc _ _ R _x _ _E _( _75 _ _Z5 _
u _
_ _1 C
_ l l
_~~~~~~x 1W
l l l o _:11 l 0 l ca5
en
.
2.3 .i 4.L 5A.6 7. 8 9 11112113,14.15116 2812 1301 31132
1711811920121 22123124125126127
-From _ _ F__ _ L
- -
Classo
__
10W-~~~~~~~~
To
From
From L_
TO
From
R
L
L--…
oHES
FromIFrom
Fram From L
____ ~R
From From L
TO ~~~~~~~~~~~R
___ __ __ __ From L - - - - - -*
TO T
- T.- T. J - 1
Chapter V
Another requirement for effective data validation is that all the data
collected must be entered in a common referencing system.
59
V.1.2. Filing the data
The limitations of this type of data filing are that updating and
analysis can be cumbersome and slow, particularly where the road network is
very extensive.
Some requirements for building a computerised data bank are given below.
c) From the data processing point of view, the data bank will be
composed of separate files, with consistency provided by the
referencing system. Updating will be easier if each file contains
few headings, but operations such as data linkage will be more
complicated if the data concerned belong to several different
files. A compromise must therefore be made.
d) The Data Base Management System (DBMS) used for compiling the data
bank and for accessing and processing the data must be selected on
the criteria of speed of access to information (with allowance for
the expected volume of data and available hardware) and ease of
operation. Using a DBMS, even one considered usable by a
non-specialist, requires a certain amount of training in its use.
60
The efficiency of a computer system in handling a database depends on
the size of the database files, and on the processing speed and memory
capacity of the computer. Microcomputers of:
-- High level (more than 20 MHz processing speed and hard disk capacity
more than 100 Mb, e.g. 386-chip machines);
-- Data aggregation.
Technical Processing
These synoptic diagrams are used to assist in work scheduling, but they
are not usually sufficient for precise specification of the work to be done.
61
Statistical Processing
For example:
The only difficulty here is how to define the input query precisely
enough. Even a question as simple as the surface area of a road may give rise
to ambiguity: is it the area between edge markings, where these exist, or the
total paved area? Should surfaced shoulders be included when calculating
surface areas?
Data Aagregation
62
FigureV.1. EXAMPLEOF ROUTEDIAGRAMME(GABON)
Deformations Corrugation
Deformations Rutting Damageas of 05.20.85
Protrusionof aggregates
Materialdefects Flow
Mud II 1 I II 1 ! I II I II I I I I
Bleeding
Wheel track - I I II
Potholes Gullies .-
I i I I I I I I I I I II I
Legend:
Chainage C = Crossjunction G = T-junctionto left D = T-junctionto right P = Police(post)
T = Cross-town link K = Milestone E = Waterway R = Airport
A = Quarry B = Rain barrier F = Railway I = Miscellaneous
Alignment-Long. G = Left bend H = Summit + = Uphill
section D = Right bend B = Sag - = Downhill
63
Figure V.2
CONCERNS
TOTAL NETWORK
se z3Totalnetwork
in %
4 Pavednetwork in %
40
35
30
25
20
15
10
0
1 2 3 4 5 6 7 8 9 10 11
64
at a network level, it has been found inadequate for scheduling maintenance
works because it is inadequate to distinguish between functional and
structural, or corrective and preventive, needs.
V.2. USE OF DATA FOR EVALUATING PAVEMENT CONDITION AND WORK PROGRAMMES
65
distress because this can indicate the potential for accelerated deterioration
in the future.
The data used in rating pavements are sometimes limited to data from
the visual inspection, however, it is often thought desirable to include
other parameters that are more representative of structural behaviour, such as
deflection or pavement design features (type and thickness of pavement layers).
Whatever the means of data aggregation used, there are two accepted
methods of presenting the aggregate data:
66
FigureV.3. EXAMPLEOF OVERALLMONITORINGRESULTOF PAVEMENTCONDITIONS
16.0
12.0
10.0
8.0
6.0 Legend:
4.0 Q1 = Good
Q2 = Acceptable
2l0 Q3 = Unsatisfactory
04 = Bad
Qi 02 03 Q4 05 ?Q5=Verybad
? = Investigation
needed
67
Chapter VI
TRAINING
VI.l. GENERAL
The successful use of this manual and the effective and efficient
implementation of the road monitoring scheme depend on appropriate training
and retraining. Training forms an integral part of the monitoring system; it
must be planned together with the necessary budgetary provisions. The costs
involved may be substantial but the funds required constitute a good
investment for ensuring maximum benefits of road monitoring and maintenance
management.
Within the scope of road monitoring systems the key personnel are the
district engineer and the road maintenance engineer/road inspector. The
training programmes need to be designed for these personnel to:
69
- Quality required;
- Quantity required;
- Need for communication;
- Responsibilities.
By analysing the job and matching the job holder's ability to this
analysis, the individual training needs can be assessed and compiled to
establish the total training needs of sections, departments or of the
organisation as a whole.
70
-- Some representative road sections have to be selected before the
actual training starts;
The job descriptions given under this item only deal with those
elements of the functions that are related to the road monitoring system. A
complete job description of the key functions is beyond the scope of this
publication.
Basic functions:
Organisational relationship:
Principal activities:
71
-- Prepares, organises and processes periodic road inspections,
assesses and reports the results and establishes annual and
multi-year maintenance programmes;
Basic functions:
Organisational relationship:
Principal activities:
The programme for the DE will mainly deal with subjects such as:
72
The programme for the RI will mainly cover issues such as:
-- Familiarisation with the inspection forms and their use in the field;
-- The use and function of the damage catalogue and the inspection
manual;
-- The structure, layout and use of the road condition survey form;
-- The use of the equipment required for the road condition survey and
detailed visual inspection;
73
VI.4. TRAINEE SELECTION
VI.6. CONCLUSIONS
74
APPENDIX TO CHAPTER VI
Training package 1
Training package 2
75
Training package 3
Training package 4
Training package 5
76
Training package 6
Training package 7
These training packages are an outline only. The actual training needs
can only be determined by experts in road monitoring systems and training who
assess the existing skills and design the training packages and the required
materials and aids, accordingly.
77
Annex A
A.I. ITINERARY
- Form II for the carriageway, road side elements, road signs and
furniture (see Figure A.7) records the condition of the various
elements to be inspected by sub-section and allows for the
calculation of the average condition per section for the carriageway
and road side elements.
- Form III (see Figure A.8) lists on the left side the bridges,
culverts, etc. to be inspected, in the sequence in which they are
encountered along the section(s), together with the section number
(and sub-section) and the chainage. On the right side of the form
the condition of the various elements to be inspected is recorded.
79
FigureA.1. SUMMARYPRESENTATION
OF USE OF FORMS
FORM I
PREPARATION
OF SURVEY Itinerary
0 FORM IV
AVERAGE
I Carriageway FORM V
C) ; CONDITION Roadsideelements
e Road signs,furniture Structures
>
r:
W AVERAGE
AVERAGE "sl ~~~~~~~FORM
Vlill g
Distrrict Ox 2 \ °oi
(f 9 A ~~~~~~~~~~RESSERBINA!
n ~~~~~~~~~~~~utumu
Sabrab lc<7 D 232 Skorb/
farm uaue
\'X-~~~~~~~~~~~~~~~~D2
, Church Notud 1!
t)v?2 DelebX
Orapa'J\2
DistrictII
~~ +-Ac \I~KSROG
Figure A.3. SIMPLIFIED ROAD MAP OF MOROKULI MAINTENANCE DISTRICT
Rwingi
X < ~~~~Mount
Nroh
AnSabrab t Ra wt i Surface
200 bftS,X
mU3S 0-5 Dstr
\, Church Ntr
82IKSROG
KEY
tafficrAgeT
Annaily Surface width
type Road (m.)
. ~~~~~~~~~~~~~~~~~~~~~~~~~Major
bridge
> 1000 blu.minous 7.0 -7.5.,/
82
Figure A.4. SIMPLIFIED ROAD MAP OF MOROKULI MAINTENANCE DISTRICT WITH SECTIONS
6 Mount~~~~~~ ~~~Nroh
002-
Skoorb 4
\043-g
s \ uen
)k
t
'a
e<(@S@)~~" D 232
,ioOO b~~~~~~~t~~mina~~~~~
7075kar
L _2 '
Mte~~~~~~~46bele
KEY
83
FigureA.5. STRIPMAPOF ROAD N23
N 23 RwingiDistrict
To Ennoryep D201
village km 19.00 _- Roadcrossing
village
Clayeysands Roadjunctions
(a s s
* HOT ~ ~
To lksrog IN22 _; HO Railwaycrossing
town + 1 km 63.20 (level)
Resserbinatown River
Gravel
PET Petrolstation
HOS Hospital
HOT Hotel
xxxxxxx xxxx Km 81.00 Districtboundary CHU Church
N 23 Mtebeledistrict
84
Figure A6. FORM FOR SURVEY(RCS)OR INSPECTION(DVI) ITINERARY "FORM I"
C 021 21Ce V L
N 23 5.95 Station 210.95 209.70 207.85 205.00 |1
CD ~~~L 020 "-'205.00
C
CT
X
CT
021
f°321°
090
CT 090
D 231 _
12.00
22.50
,-.~~~~~~~~~~~~
10.50
7
- ~~~29.00
Station 12.00
Length (km) I2.50
CT
I
ICV
14.50
i o e
15.25
i3.
CV
18.50
11.65
cC
20.15
B
j2.5
C
I
3
22.50-1
BT 0890 D 231 4) 22.50 7.25 Station 22.50 23.65 24.85 26.50 29.754
B 089 _ . 29.75 Lengtn (Rm) I 1.15 11.20 j 1.65 j 3.2 j 1
(-Q
B 089 D 231 2975 8.45 36.25 SLen 29.75 34.45 36.65 i I
v 060 - 82 - 44.70 Lena m F4.70 12.20 11.5 5
V 060 D 38.20 V CV CC CV CV 6
L 088 D 231 47.25 9.05 Station 38.20 39.65 41.85 44.55 46.35 472
- - ~ ~~~-
- 5.7 enct
IPV
m) 1.45
ICT
2.2
CV
12.7
CV
1.80 10.90
CV Icc I
V 060 /\ 33.35
CC 097 235 K.. 2300 10.35
~~ ~~~D - Station 33.35 30.15 28.45 26.95 24.65 23.00 3
CC 097 23.00 64.10 Lng m 3.20 1.70 j1.0 12.30 11.65 i
cc
C
097
024
D
D
3 ~~ 23.00 14.P0cc
235 D 8.10 14.90
79.00
Station
en M)
23.00
3.05
B I CV
19.95 |18.853
1.10 4.0
V
14.15
4.50
V
9.65
I
1.55
C
8.10 2
c 024
024 ~
--
D
D
358.10
235
-
810 Station 0
8.10 1 B 4.85
CV 4oi 0.00
J 095 0.00 L7
Figure A.6.(cont'd.) WORK FORM FORSURVEY(RCS)OR INSPECTION(DVI) ITINERARY "FORMI"
ROUTE MAINSECTIONS
Identification
points(I.P.) Road No.of Chai- Length E
Kind Designation
-
Class No.
- main nage
section ( kim
~~~ingle
Added Number
of Q
sub-sections From To
() ( 7 Z
2 3 4~~~.I. 6 7Z Su-etos Fo8T Fromi To romi To rmi To From. To
C 024 N 23 23
37.55 6.50 87.10ov Station 237.55 234.95 CI
233.65 U
231.05
CP 023 231.05 Len th (km) 2.60 11.30 12.60
CP
CP
023
023 N 23
231.5
231.05 14.60
93 60 Station
93.60 I eV
231.05 227.95 228.35 224.15 21645
J 022 - 216.45 108.20 Len th(km) I 3.10 1.80 j 220 7.70 1
0 . Station I
OD e m
Len_th(km) I I I I I I
o _ Station
Lenoth(m I I I . I i
_ 0 Station
_ Lenqth(kmI I I I
_J _ (9Station
_ Lenath(km I I I I
0 Station
- - Lenotn(m I I
_
_ _ Q Station
~~~~~~~~~~~~
no (km) I ~~~Lenoth
I I I I I
U Station
aeQr MM I I I I
Figure A.7. ROAD CONDITION SURVEY (RCS) FORM ("FORM II")
Roadside |L R L R L IR IL 1 R R
Damagetype L R L R |L R L R
| Debris/vegeStation () 1 2 2 12 2 1 D 2 1 2 1 2
Ecroachment
Si btucin
1 RCSS
ROSe 3 33 3 33 l3a 3 33 3
3 __3 3
Obstaies/
DersO ttioo 12 2u212 2 ( 22 12 22 2
222 2 1 22 1 2
Obstrction
Obstacles/ RCS6 3 112
3 1
3 1
3 1 3 E3 3 3
2 1 3
2 1
3
1 c1 1 1 2 2 1 21 2 1 2 1 2 1 2
___ _ _ 3 _ 3 _- 3 3 3 3 3 3 3 3
AverageCondition 11 +15=26 7 +1 5 =22 10 +16=26 9+9 =18 + =
o Misng9 RCS7 3
3
2 2 3
o212 3 2 3 3
3
2 3
2 3
2 3 2 3
2
Cc I: 1 1 1 1 1 1 11
1 11 31 3< 311 3 '3 3 3
87
FigureA.8. CONDITIONSURVEYFORMFORSTRUCTURES("FORM111)
STRUCTURES CONDITIONSURVEY
Roaddenominaton/Class: Silted/ ur Structural
Typeof structure Mainsection Sub-section Chainage Blocked Scour Notes/Remarks
- 2~
rt~
A_I_I_R_I_I_ I _ _ _ _ _ _ _ __I _
2 2 2 2
Culvert4200cm 1 .1 222.00 1 1 2 1 ,2_
co Culvert'80 cm 1 .4 217.15 1 1 1 2
1 2 2 1 2 2..
21 1 2.
2
.~~~~~~~~~~~~~~.j_ 1 _ j 1 2
3 3 3 3 32 3 _ _ __ _ _
..
1 122
=
. : ~~~~~~~~~~133
1 2
3 31 1 12 11
1 1 1 2
2 2 2 22 2
11 j311 3113 1
A.2.1. Parameters to be evaluated in RCS
Deformation RCS 1 3
Shoulders 1
Scour RCS 2 3
Siltation RCS 3 3
Side drains 1
Scour RCS 4 3
Debris/vegetation
encroachment RCS 5 3
Road space 1
Obstacles/Obstructions RCS 6 3
Silted/blocked RCS 8 3
Culverts 2
Scour RCS 9 3
Silted/blocked RCS 11 3
Bridges 2
Scour RCS 12 3
89
A.2.2. Survey procedure
Two phases:
1. First phase
2. Second phase
Note: In the case of the example in Figures A.lO and A.ll, no unpaved roads
are shown.
90
Figure A.9. SUMMARY OF ROAD CONDITION SURVEY RESULTS: AVERAGE CONDITIONVALUE ("FORM IV")
SURVEY(RCS)
ROADCONDITION OFFICE:R.D.MAINT. DISTRICT:MOROKULI U
Establishedby: MUTALI t )r
PAVEDANDUNPAVEDROADS E h b
Date: 88 01 21 1o
OF ROADSECTION
DESIGNATION SURVEYDATA
Road Points(IP)
Identification Avg.condition
AADo value
z: :0 .2 .6 T Notes/Remarks
Class No. z. IP. Designation Km o >3 M
0 Km m Veh/day co oE r) LL
2 j_3 4 5 6 7 8 9 11 12 13 14
D 201 1 V 080(Ennoryep)
From 2237.05 o 300 3.125 1.9 DVI required
-_ - - Tod 022 _
C _2164
From From
From From
____To
From _ From
From From - -
To To
From From
TO TO _
From From - -
To To
From From -
To To
From I From -I _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _
76-_ IT.-
A.3.2. Parameters for DVI of paved roads. Form VII
During the inspection the distance will be measured from the starting
point onwards.
The results of the inspection for paved roads are given in Figure A.10
and Figure A.ll which includes a summary of the average condition values.
92
DETAILEDVISUAL INSPECTIONFORM FOR PAVED ROADS ("FORMVII")
FigureA.10.
DETAILEDVISUAL (DV[)
INSPECTION PAVEDROADS
OFFICE:R.D.MAINT DISTRICT:MOROKULI ROADDENOMINATION/ CLASS: D201 MainSectionNo. 1
Nameof inspector: FROMLP.: 080 (Ennoryep) Km: 223.50
Date: 88 01 23 "leather )0 Clear 0 TO I.P.: 022 Km: 216.45
I o Rainy I Carr.way: 00 6wiing
Wet Pavement type: DST I Pavement width: 6.50 Section length:7.05Km
SUB-SECTION (D I I (D I 0 (D
Roadside L I R I L J R I L I R I L R L R
Damage type - Cat L I MI S I _11I M I STL I MSIL IMI SIL I S I LIM IRIL S L IM S L I M RI M S
1 - r i .14 -5. 1 qn _r, I q a I JZ r, jI ",A r, II'a _r, 1 'A r, -1- -1 -.5-1-1 -5-
Rutting- PR1 10-50% 2 5 4 5 2 4 5 4 5 2 4-5 241 5 245 45 2 4 5 2 4 5
1 r, -a _a -1 -3- -L r, a --a -a- r r, 14 r, I r 0 -.-2- -5- -5- q r -rlI
-C-a 4 -0 -a _&.0 -i 4 -a -A _a_ 4 1'if d 1 41 -1 4
Corrugations- PR2 -2-192 -1 _r. -P- .1 _914 _a _a_-5-.Z -3- -L __1_-5- -2 r,9155. -?-3
Ar A I'Z Ar'A R A 9 qA 9 A r-Ar'I A Iq A
Alligator cracking - PR4c -a ('5) Ir,r9 -L d _a -2-, IZ -5- 51 -5- Jr. -.CL..2- --9- -2- '; ';9
55'S 1553 (M5 5 -A 3 5 35 3 5 5 3 5 5-3 5 53 5 5
_a i1 r,1 -1 1 -a -L 1 'A I'A 1- -3- -5- 1 -_1q r1 q ;;
TZ -3 4 T 3 4 1 ',I 4 T 3 4 1 3 4 1 3.4 1 3 4 1 3 4 1 3 4
3 15 1 2352352-3- 52 -1 5
Edge distress PR6 3 n23
T 4
52
5Q
-)I1 35M
45 -4q -55 M235n2
4.5345 1 3(4) 5 10)453
4 53 4 5
345
Stripping/ <10% -L _L -24_L 2 _A_ 1a 4 _1_ JZ 1ng A I 19AI 4 AI I9
F-6-5
4
Freffing/ 5 *
10-50% 13 -2 51 3513 5 1351 51351351 3 51
Remarks: -
FigureA.11. SUMMARYOF DETAILED
VISUALINSPECTION
RESULTS:
AVERAGE
CONDITION
VALUE"FORMVil"
DETAILED
VISUALINSPECTION
(DVI) OFFICE:R.D.MAINT.
Establishedby: MUTALI
DISTRICT:MOROKULI
K. ) ;J
.Date:88 0124
DESIGNATION
OF ROADSECTION Visualinspectiondata
Road ___________ ~~~~~~~~~~~~~~~~~~~~~~navdrod
Identification
Points(IP) UpvdrasPaved nstrumental
roads surveydata
6 co
0 AADT
a~~~~~~~~~~~~l
a n-=9 I " -*
0 201 1~~~~~.1
)0
2 3 |4 T
5 6 0 0 l5C
|7 |8 |9 00.: 0)
11 12 13 14 15 16 17 181 C 21 2223 2425 26228 2 30 3 32
roeD20|080(Ennoryep) 223 15 °R
_______132
_ _ _ _ 342 _ _ _ 314 221
S 5253 6 321 . 27 _ _ _
R 233543323
3_ _ _
rom _ _ __ __ _ __ _L
_ _ _ _ _ _ _R
mrom __ _ _ _ _ _ _ _ _L
_ | F~~~~~rom
i .L________
momR _________ __ _ _
:rom _ __ _ L
ro ~~~~~~~~~~~R
-roe _ _ _ _ _ _ _ _ _ L
ro _ R ---
- U U U m Uro
Annex B
Riding quality is without doubt a most important factor for the road
user, influencing both user comfort and also vehicle operating costs.
Roughness, together with surface distress, is a determining parameter
affecting the decision on additional visual inspections at specific parts of
the network.
Annex D deals with the first two ways. The third, a quick approximate
method, is described in the following section.
The method presented for the determination of the IRI is derived from
World Bank recommendations for cases where more refined methods are not
appropriate. This method is applicable where an approximation is sufficient
which is the case in this manual.
95
-- Typical speed;
-- Driving condition;
-- Surface damage.
Typical speed
This is the normal design speed on a dry and straight road without
interference by the other road users and adapted to the road condition in such
a way as to safeguard the mechanical integrity of the vehicle as well as the
safety and comfort of the passengers of the vehicle.
Driving conditions
In Tables B.1 and B.2 the driving sensations (comfort) are related to a
particular medium-sized vehicle with an independent suspension system. Given
the differences which may exist between vehicles, the inspector is to derive
his own calibration based on his own vehicle. The driving sensations can be
described in simple expressions in relation to abrupt vibrations or movements
observed by the inspector when driving at a given speed over the road.
Surface damage
To enable the application of this method for road inspection, the scale
given in Tables B.1 and B.2 is divided into five categories (related to the
scale adopted in this document) representing the five road conditions recorded:
96
Table B.l
IRI OECD
Classification Classification
(m/km) UNPAVED ROADS
97
Table B.2
IRI OECD
Classification Classification
(m/km) PAVED ROADS
4 V = 100-120 km/h.
Aware of slight movements or gentle
undulations at 80 km/h.
Surface degraded by: depressions 2
5 (5-15 mm/3 m), repairs and potholes
6 (1-5 per 100 m).
Surface not damaged, but undulations and
corrugations exist.
7 V = 70-90 km/h
Sharp movements and swaying.
Depressions (10-20 mm) or frequent
repairs, or occasional potholes; or 3
surface not damaged, but strong
undulations and corrugations exist.
9 V = 50-60 km/h
Frequent and sudden movements and swaying.
Serious faults; or frequent and deep depressions
(20-35 mm at a frequency of 6-10 per 100 m); or
10 frequent poor repairs and potholes (6-20 per 100 m) 4
11 V < 50 km/h. 5
Frequent and deep depressions and potholes
(> 40 mm; frequency 16-30 per 100 m).
98
Examining this figure shows that the surface can be monitored in five
categories, all related to typical speeds:
-- 1 =
80-100 km/h > 120 km/h
-- 2
70-80= km/h 100-120 km/h
-- 3
40-70= km/h 70-90 km/h
-- 4
30-40= km/h 50-60 km/h
-- 5 = 30 km/h < 50 km/h
-- 1 = excellent
-- 2 = good
-- 3 = fair
-- 4 = poor
-- 5 = none.
The elements above the diagonal correspond to the case where the speed
is limited by factors not related to the road surface condition.
99
The elements below the diagonal are only encountered in exceptional
cases (except when potholes are present or alligator cracks have appeared)
since they represent situations where the speed is not adapted to the road
surface condition. It should be noted that corrugations tend to increase
speeds, whereas potholes tend to reduce the speed.
100
Annex C
C.l. INTRODUCTION
The damage is divided into that inspected during the Road Condition
Survey (RCS) and that inspected during the Detailed Visual Inspection (DVI).
101
FigureC.1. POSITIONOF THE DAMAGECATALOGUEIN THE
GENERALSCHEME
J
V.1.
Roadcondition
Buesuraey(RCS)
Analysis
of results
ar mand
decisionmaking Damage
Data \ ~~~~~~~~~~~~~~~~~~catalogue
Bank | Detailedvisual F
Rating
_' ~~~~~~~~~~~~criteria
__ 5Analysis
of results .
,and decision making
Se[ection
o
appropriat
maintenancetehiques
|Budgetary constraints
CharacteristiGs Implementationof
after maintenance
maintenance operations
102
-- Factors affecting the development of the damage such as climate,
traffic and materials;
The last section of the sheet is indicative only and the information
given is summarised and may be incomplete. As such it should not be used by
the maintenance department to define the maintenance activity to be
undertaken. There are other publications that deal more specifically with
maintenance and rehabilitation techniques and it is recommended to use these.
The principles of this three-point system are that the values recorded
for each element reflect the efficiency of routine and recurrent maintenance
activities. The need for immediate intervention is based on considerations
relating to road user safety and the stability of the road, embankment and
structures. It is recorded in the "Remarks" section.
RATING CRITERIA
103
Table C.1
Deformation RCS 1 3
Shoulders 1
Scour RCS 2 3
Siltation RCS 3 3
Side drains 1
Scour RCS 4 3
Debris/vegetation
encroachment RCS 5 3
Road 1
Obstacles RCS 6 3
Table C.2
104
C.3.2. Detailed Visual Inspection (DVI)
The extent may be defined as that part of the road affected by the
damage.
For both cases the proposed method distinguishes only three levels.
These levels differ for the various types of defects and are given on the
relevant sheet.
1. light;
2. moderate;
3. severe.
Note:
105
Table C.3
Table C.4
106
Annex D
This manual and its proposed monitoring practice are basically built on
visual inspections involving simple tools, as indicated in Section II.3.5. It
was the very aim of this project to develop a monitoring scheme that is
simple, straightforward and easy to apply, without employing sophisticated
equipment. The methods proposed can, however, be relatively time consuming
and labour intensive.
107
(available from: OECD, Road Transport Research
2, rue Andre-Pascal
75775 Paris Cedex 16)
Also, the reader may contact the institutions and Members listed at the
end of this report.
108
D.3. HIGH OUTPUT EQUIPMENT FOR MEASURING STRUCTURAL PERFORMANCE
c) The Dynaflect and the Road Rater are lightweight vibrators for
routine use, mainly applied in the United States. They have been
developed for rapid deflection measurements under fairly small
dynamic loads at given frequencies, and their results are correlated
with the deflection measured by the Benkelman Beam. Approximate
costs of a Dynaflect are around US$ 25 000 and US$ 15 in operating
costs per lane kilometre surveyed
109
D.4. EQUIPMENT FOR MEASURING SKID RESISTANCE
The main high output equipment for measuring skid resistance are, the
British SCRIM (approx. cost: US$ 150 000), the United Stated ASTM Skid-tester
(US$ 50 000 to 100 000, depending on specifications), the Canadian ASTM
Skid-trailer, the German Stuttgarter Reibungsmesser, the French LPC-Remorque
de glissance, the Dutch RED-Trailer, the Japanese Skid Resistance Measuring
Machine, and the Swiss Skiddometer BV-ll. Survey service costs per kilometre
of measurements undertaken by SCRIM are between USS 15 and 30 depending on
conditions of use.
110
LIST OF GROUP MEMBERS
111
Mr. G. CAROFF
SCETAUROUTE
Technique et Developpement
2 rue Stephenson
78181 St. Quentin-Yvelines Cedex
112
Turkey Mr. Mehmet A.ONAL
Pavement Design Eng.
Karayollari Genel Mudurlugu
Ustyapi Subesi Mudurlugu
Ankara
Mr. A. ISFENDIYAR
Ind. Eng.
Karayollari Genel Mudiirlugui
Planlama Subesi MUdurlugu
Ankara
Mr. B. LORD
Pavement Division (HNR-20)
Office of Engineering and Highway
Operations Research and Development
Federal Highway Administration
Department of Transportation
6300 Georgetown Pike
McLean, Virginia 22101
113
Distributors of World Bank Publications
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Printed on behalf of the World Bank
and the Organisation for Economic Co-operation and Development by
OECD PUBLICATIONS2, rue Andre-Pascal 75775PARISCEDEX 16
PRINTED IN FRANCE
(7789051) ISBN92-64-13309-7 No.449231990
ISBN 0-8213-1391-6
This joint OECD-World Bank manual presents a practical
procedure for road condition surveys and inspections of paved
and unpaved roads to assess maintenance needs and to improve
road maintenance organisation and management in developing
countries.