Development of Pavement Management System For Indian National Highway Network

Paper No.
502
DEVELOPMENT OF PAVEMENT MANAGEMENT

SYSTEM FOR INDIAN NATIONAL HIGHWAY
NETWORK
By
SANJIV AGGARWAL*, PROF. (DR.) S.S. J AIN** & DR. M. P ARIDA***
CONTENTS
Page
1.
2.
3.
4.
5.
Introduction
Research Survey
Identification of National Highway Network
Data Acquisition and Database
Calibration and Validation of HDM-4 Pavement
Performance Prediction Models
Pavement Management at Project Level
Pavement Management at Network Level
Applications of the Study
Conclusions
6.
7.
8.
9.
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272
273
274
276
289
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290
305
323
324
SYNOPSIS
The objective of the study is to develop a Pavement Management System (PMS)
for an identified National Highway Network to assist the highway engineers responsible
for maintaining the highway network as well as the authorities responsible for allocating
funds, in making consistent and cost effective decisions, related to maintenance and
rehabilitation of pavements. This requires development of a systematic procedure that
would predict the most economical maintenance strategy for a particular pavement section
and prioritization of such maintenance activities in the event of a constrained budget.
The HDM-4 is a new international standard assisting pavement managers to predict
future economic, technical, social and environmental outcome of possible investment
Written comments an this Paper are invited and will be received upto 31st December
2004.
* Assistant Professor, Department of Civil Engineering, GZS College of Engineering,
Bhatinda 151001 (Punjab)
** Professor & Coordinator, Centre of Transportation Engineering, Transportation
Engineering Section, Department of Civil Engineering, Indian Institute of Technology,
Roorkee 247667 (Uttaranchal)
*** Associate Professor, Transportation Engineering Section, Department of Civil
Engineering, Indian Institute of Technology, Roorkee 247667 (Uttaranchal)
272
AGGARWAL, PROF. JAIN & DR. PARIDA ON
decisions concerning maintenance management of pavements. The pavement deterioration

models incorporated in HDM-4 have been calibrated to adapt to local conditions and
suitable calibration factors have been determined. These calibrated models have also
been validated by comparing the values of distresses predicted by the HDM-4 model
with those actually observed in the field. In the present study, different aspects of project
level PMS have been demonstrated through four different case studies by making use of
Project Analysis application of HDM-4. Since the size of the highway network is not
very large and the analysis period is of medium duration, the Programme Analysis
application of HDM-4 has been used for the network level pavement management
analysis.
1. INTRODUCTION
1.1. Background
Road Transportation occupies a very dominant position in the overall
transportation system of India. The growth of road traffic in the post
independence era has been quite unprecedented both in terms of goods
and passenger traffic. The vehicular traffic has increased from 3 lakh to 430
lakh during the period 1951-2001. But unfortunately, the corresponding growth
in the road network has not been commensurate with the huge growth in vehicular
population, which has increased from 4-lakh km to 33-lakh km during the same
period. The traffic loadings have also been much heavier than the specified
limit of 10.2 tonnes. Without adequate and timely maintenance, roads deteriorate
excessively, leading to higher vehicle operating costs, increased number of
accidents and reduced reliability of transport services.
Thus, there is a need of developing a scientific approach towards
determining the maintenance and rehabilitation requirements of pavements.
Efforts are also needed to develop road management and planning tools to
improve upon the existing highway network. These tools are essential for
assessing the financial needs, evaluating the alternative maintenance strategies
and prioritizing the work programs. In such a situation, development and practice
of an efficient Pavement Management System (PMS) would provide objective
information and useful analysis to ensure consistent, and cost-effective decisions
related to preservation of the highway networks.
1.2. Objectives and Scope of Study
The objective of the study is to develop a PMS for an identified national
highway network. The scope of work encompasses the following:
Comprehensive review of research literature on development of

pavement management system in India and different parts of the
world.
DEVELOPMENT
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Study and use of World Banks highway project appraisal model

HDM-4.
Development of a time series database consisting of pavement
condition data, traffic data and other necessary data on the selected
highway network to provide necessary inputs for executing the
HDM-4 model.
Collection of other data such as road user cost data and costs of
different types of maintenance activities and defining the intervention
levels for maintenance activities.
To calibrate the pavement deterioration models of HDM-4 using
the collected data from the identified highway network.
To validate the models using the data collected from the field.
To develop the PMS methodology at Project/Network level.
2. RESEARCH SURVEY
2.1. Pavement Management System

PMS is a coordinated and systematic process for carrying out all activities
related to providing and maintaining pavements. The primary goal of the PMS
is to predict the pavement condition and the cost associated with its maintenance
and rehabilitation over a given time frame, and aid in the planning and
programming of works. With a properly developed and implemented PMS, it is
possible to make good, well informed, and consistent decisions on maintenance,
rehabilitation or reconstruction of pavements. Pavement management systems
can assist the engineer in identifying the most appropriate treatment on selected
sections of the road network through the use of economic analysis, predictive
models and time-series information. The pavement management can be taken
up at two levels: network level and project level.
2.2. Pavement Management Levels
Pavement management must be capable of being used in whole or in part
by various technical and administrative levels of management in making
decisions regarding both individual projects and an entire highway network.
All functions are essential, but not all functions need to be active at same time.
Mostly a PMS works at two separate levels, network and project level, though
a hard dividing line between the two is difficult to draw. For the most part, the
same type of data is needed for both types of activities but more detail is
beneficial for project analysis.
The pavement management at the project level deals with detailed design
decisions, for an individual project. Project level work comes on stream at
274
the appropriate time in the schedule and incorporates detailed engineering

applications to address individual pavement sections and their specific problems.
Network level pavement management has its primary purpose of using
engineering applications to develop a priority program and schedule of
rehabilitation, maintenance or new pavement construction work, within overall
budget constraints. The network level of pavement management, as commonly
used, incorporates the project selection and program levels. The project selection
level involves prioritization to identify which projects should be carried out in
each year of the program period. At the program level, budgets are established
and general allocations made over an entire network.
2.3. Highway Development and Management System (HDM-4)
The Highway Development and Management system (HDM-4) is a new
international standard assisting pavement managers to predict future economic,
technical, social and environmental outcome of possible investment decisions
concerning maintenance management of pavements. The HDM-4 system assists
pavement managers in making effective investment choice at all management
levels. The possibilities range from policy or strategic planning studies, through
programmed allocation of funds to maintenance or improvement works on a
network, to the detailed economic assessment of investment options at the project
level.
The project level pavement management analysis for a highway network
can be accomplished by using the Project Analysis application module of
HDM-4, whereas the network level pavement management analysis can be done
using the Programme Analysis and Strategy Analysis application modules
of HDM-4, depending upon the size of the highway network involved in the
analysis and the length of analysis period. For a smaller highway network and
shorter duration of analysis, Programme Analysis is usually preferred, whereas
for a larger highway network and for a long term strategic planning, Strategy
Analysis is more useful. In the present study, since the size of the highway
network is not very large and the analysis period is of medium duration,
Programme Analysis application has been used for the network level pavement
management.
3. IDENTIFICATION OF NATIONAL HIGHWAY NETWORK
3.1. General
The first step in establishing a PMS is to identify the highway network
for which the pavement management system needs to be developed. In the
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present study, a sub-network of the 65,000 km strong National Highway

Network of India has been identified for the purpose of development of
Pavement Management System for the same. The selected highway network,
consisting of total road length of 310 km, comprises of a number of segments
of the five National Highways, as shown in Table 1. The selected segments are
confined within the administrative boundaries of Dehradun and Haridwar
districts of Uttaranchal State, and Saharanpur and Muzzafarnagar districts of
the State of Uttar Pradesh. The layout of this national highway network is
shown in Fig. 1.
TABLE 1. SELECTED N ATIONAL HIGHWAYS
Sl.
No.
National Highway
No.
Description
1.
NH-58
Delhi Meerut Roorkee - Haridwar Badrinath

Marg
2.
NH-72
Ambala - Paonta Sahib Dehradun - Rishikesh Marg
3.
NH-72A
Chutmalpur Biharigarh Mohand - Dehradun Marg
4.
NH-73
Roorkee Saharanpur Yamunanagar - Panchkula

Marg
5.
NH-74
Haridwar Najibabad Bareilly Marg
Himachal Pradesh
Uttaranchal
Haryana
Uttar Pradesh
Fig. 1. Layout of the Selected National Highway Network
276
3.2. Division of Highway Network into Pavement Sections

The above highway network has been divided into 22 manageable
pavement sections on the basis of various characteristics associated with them.
Division of highway network into sections has been done on the basis of
homogeneity with respect to: traffic volume, pavement type & thickness, and
pavement condition characteristics. The selected pavement sections are quite
homogonous within themselves but vary considerably from each other in traffic,
pavement, geometric and climatic characteristics. All pavement sections vary
widely in terms of traffic and pavement characteristics. Although the geometric
characteristics are almost similar for most of the pavement sections but these
vary considerably for some of the sections situated in the hilly areas. The climatic
conditions also vary in respect of the pavement sections situated in the plains
and the hilly regions. All the selected pavement sections have been assigned a
unique Section ID and a Section Name for their easy identification on the
highway network, as shown in Table 2.
4. DATA ACQUISITION AND DATABASE
4.1. General
It is extremely important to collect all the pavement-related information
for their effective management. Because of the sheer size of the highway network,
the study has generated a huge amount of data. While collecting data it was
aimed that the collected data, directly or in its derived form should meet the
requirements of HDM-4 system. The process of data collection was classified
under following four categories:
(i)
(ii)
(iii)
(iv)
Road Network Data

Vehicle Fleet Data
Maintenance and Rehabilitation Works Data
Cost Data
4.2. Road Network Data

The road network data collection was carried out based upon the data
requirements of HDM-4, and it consisted of obtaining secondary data from the
past records and relevant government publications, and collecting current data
from the selected pavement sections by carrying out field studies. The road
network data includes the locational data that describes the position and geometry
of the pavement section, and the attribute data, which describes the road
characteristics or inventory associated with it.
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The road network data collection in the field was divided under the
following heads:
(i)
(ii)
(iii)
(iv)
Inventory data
Structural evaluation (Structural capacity)
Functional evaluation (Pavement condition and riding quality)
Evaluation of pavement material
TABLE 2. SELECTED PAVEMENT SECTIONS
Sl. Section ID
no.
Section Name
Section Description
1.
NH-5801
NH-58 [km 130-141]
Muzzafarnagar - Chhapaar
2.
NH-5802
NH-58 [km 141-153]
Chhapaar Burahedi
3.
NH-5803
NH-58 [km 153-173]
Burahedi - Roorkee
4.
NH-5804
NH-58 [km 173-192]
Roorkee Bahadrabad
5.
NH-5805
NH-58 [km 192-204]
Bahadrabad - Haridwar
6.
NH-5806
NH-58 [km 204-218]
Haridwar - Satyanarayan
7.
NH-5807
NH-58 [km 218-228]
Satyanarayan - Rishikesh
8.
NH-7201
NH-72 [km 105-118]
Paontasahib - Herbertpur
9.
NH-7202
NH-72 [km 118-132]
Herbertpur - Selaqui
10.
NH-7203
NH-72 [km 132-148]
Selaqui IMA Dehradun
11.
NH-7204
NH-72 [km 162-180]
Rispan Bridge Dehradun Bhaniyawala
12.
NH-7205
NH-72 [km 180-197]
Bhaniyawala - Satyanarayan
13.
NH-72A1
NH-72A [km 0-11]
Chutmalpur - Biharigarh
14.
NH-72A2
NH-72A [km 11-22]
Biharigarh - Mohand
15.
NH-72A3
NH-72A [km 22-33]
Mohand - Datkali
16.
NH-72A4
NH-72A [km 33-43]
Datkali - Dehradun
17.
NH-7301
NH-73 [km 0-11]
Roorkee - Karaundi
18.
NH-7302
NH-73 [km 11-25]
Karaundi - Chutmalpur
19.
NH-7303
NH-73 [km 25-35]
Chutmalpur - Gagalheri
20.
NH-7304
NH-73 [km 35-47]
Gagalheri - Saharanpur
21.
NH-7401
NH-74 [km 0-13]
Haridwar - Shyampur
22.
NH-7402
NH-74 [km 13-30]
Shyampur Chiriapur
278
4.2.1. Road network elements: In order to customize HDM-4 for use in

the study area, the following road network elements were defined:
Road class All the pavement sections included in the selected

highway network belong to the National Highway class of road as
per functional hierarchy.
Referencing system - The Kilometre-Node referencing system has

been used for the locational positioning of data pertaining to pavement
sections. Kilometre stones have been used as nodes for signaling the
beginning and end of a pavement section.
Section identification - Each pavement section has been assigned a

unique name and ID, as shown in the Table 2 above, either of which
may be used to identify the section on the highway network. The section
description includes names of places at the beginning and end of each
section. The section ID also includes the reference to the road class
(NH) and road designation number (58, 72, 73 etc.), for easy
identification of the sections.
Basis of sectioning Fixed-length Sectioning has been used as the

basis for road network representation in HDM-4 so as to obtain
homogeneous pavement sections. This sectioning has been done on
the basis of uniformity of pavement condition characteristics and traffic
characteristics with in a particular pavement section.
Speed flow type The speed flow type on various pavement sections
varies from Single Lane Standard to Two Lane Standard, depending
upon the capacity and the width of the carriageway.
Traffic flow pattern - The traffic flow pattern in case of each pavement
section is defined as of the type Inter City, as per the temporal
distribution of traffic.
Climate zone Two climate zones namely North India Plains and
North India Hills have been defined depending upon the temperature
(mean annual temperature) and moisture (mean monthly precipitation)
characteristics of the areas in which the respective pavement sections
are situated.
Geometry class The geometry class of each pavement section

has been defined in terms of the various parameters reflecting the
horizontal and vertical curvature. Most of the sections are straight and
gently undulating except for a few, which are bendy and gently
undulating.
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4.2.2. Inventory Data: The inventory data includes the following

details about the selected pavement sections: Name of road, category of
road, carriageway and shoulder width, drainage conditions, surface type
and thickness, pavement layer details etc. The same was collected from
visual inspection of the pavement sections, as well as from the construction
and maintenance records of the highway divisions in-charge of the maintenance
of the respective pavement sections.
4.2.3. Structural Evaluation: The magnitude of pavement rebound
deflection is an indicator of the ability of the pavement to withstand traffic
loading. Higher the rebound deflection, poor is the structural capacity and
performance. The practice hitherto is to use the Benkelman Beam deflection
method for evaluating the structural condition of the flexible pavement. The
deflection measurements were taken with Benkelman Beam as per the procedure
laid down in IRC:81 [19979].
4.2.4. Functional Evaluation: Functional evaluation of pavements
consists of collection of road data pertinent to surface distress (crack area,
raveled area, pothole area), rut depth, surface roughness etc. The type and extent
of distress developed at the surface i.e. cracking, raveling, patch work, potholes,
rut depth, edge break, etc. were observed, based on the visual condition survey.
The extent and type of distress developed in quantitative terms were also
measured, in addition to the visual recording of the pavement surface condition.
The information on shoulder type, width, and condition, and drainage etc. was
also recorded.
Measurement of crack area - A number of representative test

sections of length 50 m were chosen for cracking and raveling
measurements for each pavement section. The effected area was
marked in the form of rectangular figures. In case of single longitudinal
and transverse cracks, the crack length was measured and the effective
width of the crack was taken as 5 mm. Thus crack area was expressed
as percentage of total pavement area. Separate measurements were
taken for cracks of width up to 3 mm and width more than 3 mm (wide
cracks). It was observed that in majority of cases the percentage of
wide crack area was found to be approximately one-third of the total
crack area.
Measurement of ravelled area - Ravelling is the loss of material from

wearing surface. This distress type is associated with thin surfacing,
such as, surface dressing, seal coat and premix carpet. The affected
area was measured by taking into account area enclosed in regular
geometric shapes such as, rectangle, triangle etc. and then it was
expressed as percentage of total pavement area.
280
Measurement of pothole area - Potholes are bowl shaped holes of

varying sizes in a surface layer or extending into base/sub base course.
The pothole area is measured in terms of square metres and the depth
of each pothole is also measured to convert into volume of potholes.
The volume is then converted into number of standard pothole units of
one litre volume each. The pothole measurements are finally expressed
as number of pothole units per km length of the pavement section, as
stipulated in HDM-4 data requirements.
Rut depth measurements - The transverse deformation across the

wheel path is defined as the rut. The rut depth measurements were
taken with a 2 m straight edge, at all deflection points under the wheel
path i.e. at a distance of 0.9 m/0.6 m from the pavement edge in case
of double lane/single lane carriageway, and maximum value of rut depth
was noted down at each observation point.
4.2.5. Roughness measurements: The pavement roughness was

measured on each section with Fifth Wheel Bump Integrator, towed by the
mobile van, as per the standard procedure. The instrument was run at a constant
speed of 32 km/h. The observations were taken on the outer wheel paths in both
direction, at a distance of 0.9 m and 0.6 m from the edges in case of two lane
and single lane pavements respectively. The instrument was calibrated with
standard calibration equipment called Dipstick, before and after its use in the
field. The roughness values were obtained in terms of Unevenness Index, using
Equation 1.
UI = B/W * 460 * 25.4 mm/km
(... Eqn. 1)
Where
UI = Unevenness Index in mm/km
B = Bump Integrator reading
W = No. of wheel revolutions
The relationship given in Equation 2 has been used to convert the UI into
the universally acceptable International Roughness Index (IRI - measured in m/
km) [Odoki and Kerali, 200016].
UI = 630 x IRI1.12
(... Eqn. 2)
4.2.6. Skid resistance measurements: The skid resistance measurements

were taken using a Portable Skid Resistance Tester developed at TRRL. This
instrument is also known by the name British Pendulum Tester . The
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characteristics of the instrument are such as to simulate the sliding conditions

between vehicles with patterned tyres, braking with locked wheels on wet
pavement surface at a speed of 50 km/h. The quantity measured with the portable
tester is termed as Skid Resistance Value (SRV). The SRV is converted to
Sideways Force Coefficient (SFC, measured with Sideways Coefficient
Routine Investigation Machine - SCRIM), using relationship given in Equation
3 [Kennedy et al, 199015].
SFC = 0.01 SRV
(... Eqn. 3)
4.2.7. Evaluation of Pavement Materials: The evaluation of pavement

materials of the existing pavement section was carried out in the field as well as
in the laboratory.
Field evaluation - Test pits of size approx. 0.5 m x 0.5 m were dug
up at suitable locations with in all pavement sections. The following
tests were conducted and observations taken in the pits: Thickness of
the most recent surfacing course and old surfacing courses, Thickness
of granular base and sub-base courses, Qualitative assessment of
the level of compaction of all layers, Field dry density and field
moisture content of sub grade. For characterization of materials in the
laboratory, representative subgrade soil samples were collected from
the test pits.
Laboratory evaluation - The detailed evaluation in the laboratory

was done on the soil samples in accordance with the Indian Standard
specifications. The following tests were carried out for each soil sample:
Atterbergs limits (Liquid limit and Plastic limit), Proctor density and
optimum moisture content, CBR (unsoaked and soaked at field
conditions)
4.3. Road Network Database

All road network data items, which are required to be specified for each
pavement section, are given in the Tables 3(a) to 3(d). All these data items
reside in the road network database created in HDM-4. This road network
database has been named as National Highway Network, for all future
references and uses.
Section
Name
NH-58 [km 130-141]
NH-58 [km 141-153]
NH-58 [km 153-173]
NH-58 [km 173-192]
NH-58 [km 192-204]
NH-58 [km 204-218]
NH-58 [km 218-228]
NH-72 [km 105-118]
NH-72 [km 118-132]
NH-72 [km 132-148]
NH-72 [km 162-180]
NH-72 [km 180-197]
NH-72A [km 0-11]
NH-72A [km 11-22]
NH-72A [km 22-33]
NH-72A [km 33-43]
NH-73 [km 0-11]
NH-73 [km 11-25]
NH-73 [km 25-35]
NH-73 [km 35-47]
NH-74 [km 0-13]
NH-74 [km 13-30]
Section
ID
NH-5801
NH-5802
NH-5803
NH-5804
NH-5805
NH-5806
NH-5807
NH-7201
NH-7202
NH-7203
NH-7204
NH-7205
NH-72A1
NH-72A2
NH-72A3
NH-72A4
NH-7301
NH-7302
NH-7303
NH-7304
NH-7401
NH-7402
Haridwar - Najibabad
Haridwar - Najibabad
Roorkee - Saharanpur
Chutmalpur - Dehradun
Dehradun - Haridwar
Dehradun - Haridwar
Paonta Sahib - Dehradun
Roorkee - Rishikesh
Roorkee - Rishikesh
Roorkee - Rishikesh
Roorkee - Rishikesh
Muzzafarnagar - Roorkee
Link Name
Inter-city
Inter-city
Inter-city
Inter-city
Inter-city
Inter-city
Inter-city
Traffic Flow
Pattern
Two Lane Narrow
Two Lane Narrow
Two Lane Standard
Two Lane Narrow
Two Lane Standard
Two Lane Standard
Two Lane Standard
Two Lane Narrow
Two Lane Narrow
Two Lane Standard
Two Lane Standard
Two Lane Standard
Two Lane Standard
Two Lane Standard
Inter-city
Inter-city
Inter-city
Inter-city
Inter-city
Inter-city
Inter-city
Inter-city
Inter-city
Inter-city
Inter-city
Inter-city
Inter-city
Inter-city
Single Lane Standard Inter-city
Two Lane Standard
Two Lane Standard
Two Lane Standard
Two Lane Standard
Two Lane Standard
Two Lane Standard
Two Lane Standard
Speed Flow
Type
North India - Plains
North India - Hills
North India - Hills
Climate Zone
TABLE 3(a). H IGHWAY N ETWORK - BASIC D ATA
17
13
12
10
14
11
10
11
11
11
17
18
16
14
13
10
14
12
19
20
12
11
Section
Length
(km)
6.1
6.1
7.0
6.5
7.0
7.0
7.0
6.5
6.1
7.0
7.0
7.0
7.0
7.0
3.7
7.0
7.0
7.0
7.0
7.0
7.0
7.0
5,520
5,480
7,650
7,670
7,750
7,840
6,040
6,250
6,310
6,550
6,840
7,280
5,870
5,720
3,650
8,540
11,260
13,860
13,980
12,290
11,370
11,450
2002
2002
2002
2002
2002
2002
2002
2002
2002
2002
2002
2002
2002
2002
2002
2002
2002
2002
2002
2002
2002
2002
Carriage- Motorized AADT

way
AADT
Year
Width
(m)
282
NH-58 [km 130-141]

NH-58 [km 141-153]
NH-58 [km 153-173]
NH-58 [km 173-192]
NH-58 [km 192-204]
NH-58 [km 204-218]
NH-58 [km 218-228]
NH-72 [km 105-118]
NH-72 [km 118-132]
NH-72 [km 132-148]
NH-72 [km 162-180]
NH-72 [km 180-197]
NH-72A [km 0-11]
NH-72A [km 11-22]
NH-72A [km 22-33]
NH-72A [km 33-43]
NH-73 [km 0-11]
NH-73 [km 11-25]
NH-73 [km 25-35]
NH-73 [km 35-47]
NH-74 [km 0-13]
NH-74 [km 13-30]
Section
Name
2001
2001
2001
2001
2001
2001
2001
2001
2001
2001
2001
2001
2001
2001
2001
2001
2001
2001
2001
2001
2001
2001
Condition
Year
2.6
3.8
4.6
3.4
4.1
4.4
5.1
5.9
5.1
5.7
5.2
6.2
6.7
6.6
6.7
3.0
3.6
2.4
6.9
6.3
4.5
4.7
2
4
8
4
7
8
6
7
10
12
10
12
10
14
15
2
4
1
15
10
6
5
1
2
4
1
4
4
4
10
5
5
8
9
12
10
10
1
5
1
10
7
5
4
0
0
2
0
2
1
1
0
2
2
1
2
3
10
10
0
1
0
10
3
1
3
Rough- Cracking Ravelled Potholes

ness
Area
Area
(no./km)
IRI
(%)
(%)
(m/km)
0
0
2
0
2
1
2
12
5
5
5
5
5
5
5
0
2
2
4
4
5
3
1
3
5
3
3
6
6
5
8
6
10
9
20
20
5
3
7
2
8
7
7
6
Edge
Rut
Break Depth
(m 2/km) (mm)
TABLE 3(b). H IGHWAY NETWORK - C ONDITION DATA
0.7
0.7
0.5
0.7
0.5
0.5
0.5
2.0
0.5
0.5
0.5
0.5
0.5
0.6
0.6
0.7
0.6
0.7
0.5
0.5
0.5
0.5
0.50
0.50
0.40
0.50
0.40
0.50
0.40
0.50
0.40
0.40
0.40
0.40
0.50
0.50
0.50
0.50
0.60
0.60
0.40
0.40
0.45
0.45
Texture
Skid
Depth Resistance
(mm)
(SCRIM)
0.45
0.49
0.66
0.45
0.62
0.62
0.70
0.85
0.70
0.75
0.90
0.68
0.95
0.92
0.88
0.75
0.65
0.80
1.02
0.95
0.95
1.10
5.29
5.02
4.16
5.29
4.32
4.32
4.01
3.54
4.01
3.84
3.42
4.08
3.31
3.37
3.47
3.84
4.20
3.68
3.16
3.31
3.31
3.01
Benkel- Adjusted
man
structural
Beam Number of
deflec- pavements
tion mm
(SNP)
DEVELOPMENT
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283
Surfacing Material Type
NH-58 [km 130-141] Asphaltic Concrete (AC)

NH-58 [km 173-192] Double Bituminous Surface Dressing (DBSD)
NH-58 [km 192-204]
Double Bituminous Surface Dressing (DBSD)
NH-72 [km 105-118]
Single Bituminous Surface Dressing (SBSD)
NH-72 [km 118-132]
Asphaltic Concrete (AC)
NH-72A [km 0-11]
NH-72A [km 11-22]
NH-72A [km 22-33]
NH-72A [km 33-43]
NH-73 [km 0-11]
NH-73 [km 11-25]
NH-73 [km 25-35]
NH-73 [km 35-47]
NH-74 [km 0-13]
NH-74 [km 13-30]
Section Name
40
40
40
25
25
25
25
15
25
25
25
25
15
15
15
25
25
25
25
25
25
25
100
100
100
100
100
100
100
50
50
50
50
50
50
50
50
50
50
50
50
50
50
50
1994
1992
1992
1992
1992
1990
1990
1990
1992
1992
1990
1990
1992
1993
1992
1996
1992
1994
1992
1992
1992
1992
2000
1998
1998
1997
1997
1996
1996
1996
1997
1997
1995
1995
1992
1993
1992
1996
2000
2001
1992
1992
1992
1992
2000
1998
1998
2000
2000
1999
1998
1999
1997
1997
1999
1998
1997
1998
1997
2001
2000
2001
1997
1997
1999
1999
2000
1998
1998
2000
2000
1999
1998
1999
1997
1997
1999
1998
1997
1998
1997
2001
2000
2001
1997
1997
1999
1999
Current Previous
Last
Last
Last
Last
Surface
Surface Construc- Rehabili- Surfac- Preventive
Thickness Thickness
tion
tation
ing Treatment
(mm)
(mm)
Year
Year
Year
Year
TABLE 3(c). H IGHWAY NETWORK - PAVEMENT DATA
284
DEVELOPMENT

OF
TABLE 3(d). LABORATORY T EST RESULTS

Section Name
Optimum
Moisture
Content
(%)
OF
285
SUBGRADE SOIL SAMPLES
Atterberg Limits
(%)
LL
PL
PI
24
FOR INDIAN
CBR
(%)
UnSoaked
soaked
NH-58 [km 130-141]
8.30
20
10.4
NH-58 [km 141-153]
8.55
21
15
9.8
7.3
6.9
NH-58 [km 153-173]
7.90
28
18
10
9.8
6.8
NH-58 [km 173-192]
9.10
20
15
9.6
6.8
NH-58 [km 192-204]
7.40
27
19
10.2
7.0
NH-58 [km 204-218]
8.45
22
15
8.7
6.3
NH-58 [km 218-228]
9.50
18
12
8.6
6.5
NH-72 [km 105-118]
7.70
20
16
9.5
6.8
NH-72 [km 118-132]
9.30
24
17
10.3
6.9
NH-72 [km 132-148]
8.50
20
15
10.6
7.2
NH-72 [km 162-180]
7.90
28
19
8.9
6.3
NH-72 [km 180-197]
8.70
22
15
9.6
6.9
NH-72A [km 0-11]
9.60
18
15
8.5
5.8
NH-72A [km 11-22]
8.50
17
12
8.3
5.9
NH-72A [km 22-33]
10.40
21
16
10.4
6.8
NH-72A [km 33-43]
9.30
18
14
9.7
6.3
NH-73 [km 0-11]
8.40
19
13
9.8
5.9
NH-73 [km 11-25]
8.60
17
11
11.3
7.4
NH-73 [km 25-35]
7.70
20
15
10.9
7.2
NH-73 [km 35-47]
7.30
19
14
8.8
5.8
NH-74 [km 0-13]
9.40
21
17
9.7
6.3
NH-74 [km 13-30]
9.80
20
16
9.5
6.2
4.4. Vehicle Fleet Data

4.4.1. Categories of Vehicles: A typical traffic stream on all categories
of roads in India, including National Highways comprise of both Motorized
(MT) as well Non-Motorized (NMT) vehicles. However, only MT vehicles have
been considered in this study, and NMT vehicles excluded, taking into account
the fact that NMT vehicles do not have appreciable effect on pavement
deterioration because of not carrying heavy loads.
4.4.2. Representative Vehicles: The choice of number of representative
vehicles is influenced by factors such as the composition of traffic, functional
286
differences between different type of vehicles, the objectives of the study, and
the availability and quality of data. A typical vehicle fleet in India may be
considered to be comprised of the following vehicles for the purpose of economic
analysis to be conducted in PMS. The same set of vehicles has also been
identified as representative vehicle fleet for Indian conditions, in the latest Road
User Cost Study [MORT&H 2001c19]:
Two Wheeler (TW)

Passenger Car (PC)
Bus (BUS)
Light Commercial Vehicle (LCV)
Medium Commercial Vehicles (MCV)
Heavy Commercial Vehicles (HCV)
4.4.3. Traffic Volume Counts: Traffic Counts were conducted manually,

for three consecutive days, round the clock, by engaging adequate number of
enumerators. A separate count station was established for each pavement section,
but if there were no traffic diversions in-between, one count station was
considered adequate for all such sections. The traffic volume survey included
classified traffic volume count. The vehicles were classified as per the
representative vehicles, identified in the previous section. The vehicles not
covered under the representative vehicles defined above were suitably clubbed
with the vehicles similar to them in composition and speed.
4.4.4. Composition of Traffic and Vehicle Growth Rate: Although
traffic volumes vary considerably on all pavement sections, but the composition
of the traffic in terms of the representative vehicles was found to be nearly the
same. The traffic volume composition adopted for this study is given in Table
4. The average annual growth rate of vehicles in India has been taken as per the
latest Road Development Plan [MORT&H, 2001b 18], and the same has also
been shown in Table 4. These traffic compositions and annual growth rates
have been assumed to be applicable to all pavement sections included in the
highway network under study.
TABLE 4. COMPOSITION
Vehicle Type
Two Wheelers
Passenger Cars
Light Commercial Vehicles
Medium Commercial Vehicles
Heavy Commercial Vehicles
Bus
AND
GROWTH RATE
OF
VEHICLES
Composition of
Traffic Flow (%)
Annual Average Growth

Rate (%)
22.0
30.0
13.0
17.0
10.0
8.0
7.5
8.7
8.5
8.5
8.5
7.4
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287
4.5. Vehicle Fleet Database

The basic vehicle fleet data items, which are required to be specified for
each vehicle type. All these data items reside in the vehicle fleet database created
in HDM-4. This vehicle fleet database has been named as National Vehicle
Fleet, for all future references and uses.
4.6. Maintenance and Rehabilitation Works Data
4.6.1. Serviceability Levels for Maintenance: It is also notable that all
sections of the National Highways cannot be maintained to the highest level of
serviceability due to constraints of funds and may not be required to that level if
the traffic requirements of the highway do not justify it. Maintenance
serviceability level is a qualitative rating of the effectiveness of a highway in
terms of operating conditions such as traffic volume, speed, comfort and safety.
Accordingly, for maintenance purposes, it is proposed to divide the maintenance
programme into three maintenance levels, which are identified as level 1, 2,
and 3. Level 1 is the desired level that provides for highest level of comfort,
convenience and safety. Level 2 is the level to which the road deteriorates from
Level 1 after two-three years of use before fresh maintenance is implemented.
Level 3 represents the minimum level necessary to protect the investment and
provide reasonable levels of safety. The suggested serviceability levels and the
limiting levels of surface defects based on measurement of roughness, cracking,
rutting etc., are given in Table 5 [MORT&H, 2001a17].
TABLE 5. MAINTENANCE SERVICEABILITY LEVELS
Sl.
No.
Serviceability Indicator
1.
Roughness by Bump
Integrator (max. permissible)
Equivalent IRI
2.
Potholes per km
(max. number)
3.
Cracking and patching area

(max. permissible)
4.
Rutting 20 mm
(maximum permissible)
5.
Skid number
(minimum desirable)
FOR
P AVEMENTS
Serviceability Levels
Level 1
Level 2
Level 3
2000 mm/km 3000 mm/km
4000 mm/km
2.8 m/km
4.0 m/km
5.2 m/km
Nil
2-3
4-8
5 per cent
10 per cent
10-15 per cent
1.0 per cent
1.5 per cent
2.5 per cent
50 SN
40 SN
35 SN
288
4.6.2. Division of Pavement Sections into Maintenance Serviceability

Levels: In the present study, standards of Level 2 have been selected for carrying
out the network level PMS analysis. However, for the purpose of project level
PMS analysis, it is proposed to divide all pavement sections included in the
selected highway network into three serviceability levels; High, Medium, and
Low on the basis of volume of traffic carried by them at present, as shown in
Table 6. The heavily trafficked pavement sections shall be maintained as per
Level 1 standards, medium trafficked as per Level 2 standards, and lesser
trafficked as per Level 3 standards.
TABLE 6. DIVISION
OF
PAVEMENT SECTIONS
INTO
MAINTENANCE SERVICEABILITY LEVELS
Serviceability
Level
Traffic Volume
(AADT)
Pavement Sections
High (Level 1)
More than 10000
NH-5801, NH-5802, NH-5803,

NH-5804, NH-5805, NH-5806,
Medium (Level 2)
5000 10000
NH-5807, NH-7202, NH-7203,

NH-7204, NH-7205, NH-7301,
NH-7302, NH-7303, NH-7304
NH-72A1, NH-72A2, NH-72A3,
NH-72A4, NH-7401, NH-7402
Low (Level 3)
Less than 5000
NH-7201
4.6.3. Maintenance & Rehabilitation Activities: Maintenance &

Rehabilitation (M&R) treatments are actions an agency take on a given section
to either reduce the pavement deterioration rate (prevention) or to repair the
effects of deterioration (reaction). An M&R strategy is a course of action to be
taken over the analysis period in order to keep the road section in a good
condition. A strategy consists of one or more treatments applied on the section
at a specific point in time during the treatment application period. There is a
diversity of maintenance activities depending upon the class and type of the
road, the cross section to be maintained, the defects recognized, and the resources
available. Maintenance operations are usually grouped according to planning
organizational and funding arrangements. These have been categorized as
Ordinary Repairs (Routine Maintenance) and Periodic Renewals (Periodic
Maintenance) as per the Report of the Committee on Norms for Maintenance
of Roads in India [MoRT&H 2001a17].
4.7. Cost Data of M&R Works
The Committee for Maintenance Norms for Roads in India, has
recommended the total costs for carrying out various types of maintenance and
DEVELOPMENT

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289
rehabilitation (M&R) works on bituminous pavements situated in various price

zones of the country. This zoning has been done on the basis of cost of stone
metal (stone chips) in that particular region. For this study, the costs specified
for Zone-IV have been taken because all pavement sections in the selected
highway network are situated in this zone. Moreover, Zone-IV has also been
considered as the average representative zone for the whole country [MoRT&H,
2001a].
4.8. Road User Cost Data
One of the most important ingredients in the life-cycle cost analysis of
pavements, either at network level or project level, is the determination of road
user cost (RUC) during maintenance and rehabilitation operations. RUC models
are also important in contracting strategies, which take into account time for a
project to be completed for award and payment. Methods used to date to
determine RUC are exclusively analytical in nature as have been shown in various
road user cost studies carried out in India so far. The road user cost is composed
of three main components:(i) Vehicle Operating Cost (ii)Time Cost
(iii) Accident Cost
Amongst the above components of the road user costs, Vehicle Operating
Cost (VOC) is the largest component and also susceptible for quantification
with relative ease. VOC is defined as the price the user has to spend to move
the vehicle per unit distance. Time cost involves monetary value of the time of
passengers spent on traveling and the time taken by cargo in transit. The accident
costs involves costs of human life and property, which is very difficult to quantify
in monetary terms. Hence this cost is not included in the analysis. The road user
cost data, in respect of all representative vehicles have been taken as per the
recommendations made in the Updated Road User Cost Study [MORT&H
2001c 19].
5. CALIBRATION & VALIDATION OF HDM-4 PAVEMENT
PERFORMANCE PREDICTION MODELS
5.1. Pavement Performance Prediction Models

Pavement performance prediction models are imperative for a complete
pavement management system. The purpose of the performance model is to
predict the future condition of a given pavement. Such a prediction is necessary
to estimate, when major maintenance would be required, and also predict
performance after some maintenance & rehabilitation activity has been
undertaken. These models have been used to analyze the future pavement
290
conditions and establish the maintenance and rehabilitation (M&R) strategies

accordingly.
5.2. Model Calibration
In order to calibrate the HDM-4 deterioration models for local conditions,
the predictions made by the Indian deterioration models as developed under the
PPS-EPS and the corresponding HDM-4 road deterioration models have been
equated using 5 sets of data conditions and the respective calibration factors
have been determined, as shown in Table 7. Calibration factors, in respect of
Cracking, Ravelling, Potholing and Roughness models have been used as
determined above. However default calibration factors (value = 1.00) have been
used for other models such as Edge-break, Rutting, Skid resistance, and Texture
depth models, because no corresponding Indian pavement deterioration models
are available to facilitate their calibration.
5.3. Validation of Models
The validity of the calibrated pavement deterioration models has been
checked to test the efficacy of these models, by comparing the distress predictions
made by the calibrated deterioration models with those actually observed on
the selected pavement sections. The pavement condition data on all sections of
the highway network was collected in Dec. 2001, using various types of
equipments and methods discussed earlier. On those pavement sections, where
no M&R treatments are provided, various kinds of distresses progressed under
the combined action of traffic loadings and environmental characteristics. The
pavement condition data on these sections were collected once again by the end
of the year 2002, using the same type of equipments and methods, so as to
ascertain the annual progression of distresses during the year 2001-2002. The
observed values of cracking area, ravelling area and roughness at the end of
year 2002 for eight untreated pavement sections have been compared with those
predicted by the HDM-4 cracking area, ravelling area and roughness models
respectively. Table 8 shows the percentage variability of cracking area, ravelling
area and roughness between observed and predicted values.
6. PAVEMENT MANAGEMENT AT PROJECT LEVEL
6.1. Project Level Pavement Management

The project level pavement management analysis may be done using the
Project Analysis application of the HDM-4. Project analysis is concerned
with the evaluation of one or more road projects or investment options. In the
present study, the following four types of case studies have been undertaken for
the project level pavement management.
Potholing Progression
Roughness
Progression
6.
7.
- SCA]
(1 + 0.05 * HS)
(1 + 1* CDB)(1 + 10 * YAX)(1 + 0.005 * MMP)
(1 + 0.08 * HS)
O BSERVED
AND
0.85
0.88
0.48
0.79
0.34
0.77
AND
0.88
0.82
0.42
0.46
0.36
1.25
0.39
Set3
0.76
0.96
0.42
0.39
0.39
1.51
0.48
Set4
0.92
1.02
0.41
0.35
0.41
1.64
0.45
Set5
Kgp = 0.85
Kpp = 0.95
Kpi = 0.45
Kvp = 0.52
Kvi = 0.37
Kcpa = 1.25
Kcia = 0.43
Average
Calibration
Factor
Roughness (m/km IRI)

Observed
Predicted % Variability
2.3
2.05
10.8
4.2
3.90
7.1
5.6
4.75
15.1
5.7
5.29
7.2
6.1
5.26
13.8
2.6
2.49
4.2
7.3
6.58
9.8
4.8
4.91
2.1
y = 0.8651x +0.2294
0.97
R OUGHNESS V ALUES
0.82
0.94
0.53
0.61
0.34
1.11
0.44
Set2
Ravelling (% Area)
Observed
3.8
2.30
39.4
5.8
4.63
20.1
6.5
8.61
32.4
10.4
7.88
24.2
13.5
15.58
15.4
4.5
6.04
34.2
10.3
13.00
27.0
10.2
14.26
39.8
y = 1.2403x 1.0396
0.79
P REDICTED C RACKING RAVELLING
Cracking (% Area)
Observed
1.6
1.85
15.1
5.7
5.08
10.8
10.2
11.78
15.5
13.8
17.08
23.7
15.3
17.11
11.8
2.1
1.70
19.0
16.2
20.77
28.2
11.8
14.17
20.0
y = 1.2731x 1.0131
0.98
OF
-5
DRI = Kgp [134 * EXP(m Kgm AGE3) * (1+SNPKb) YE4] +

[0.0066 * DACRA] + [0.088 * DRDS] + [0.00019 (2 FM)
1.5
1.5
{((NPTa * TLF) + (DNPT * TLF/2)) (NPTa) }] + [m Kgm RIa ]
dNPTi = Kpp* ADISi
IPT =Kpi 2.0 * (1 + 1* CDB)(1 + 0.5 * YAX)(1 + 0.01* MMP)
IRV = Kvi CDS * 10 * RRF * EXP[-0.156 * YAX]

2
dARV = Kvp(1/RRF) (1/CDS ) [(0.6 + 3.0 * YAX) * 0.352 * dtv+
0.35 1/0.35
SRV]
SRV )
dACA = Kcpa (CRP/CDS) [(1.84 * 0.45 * dtA+ SCA

0.45 1/0.45
0.37
Set1
Calibration Factors
OF
NH-58 [km 130-141]

NH-58 [km 141-153]
NH-58 [km 153-173]
NH-58 [km 218-228]
NH-72 [km 118-132]
NH-73 [km 11-25]
NH-73 [km 35-47]
NH-74 [km 13-30]
Correlation
2
R value
Pavement Section
Potholing Initiation
5.
ICA = Kcia [CDS * 4.21 EXP{0.14 SNP 17.1(YE4/SNP )} +

CRT]
HDM-4 Pavement Deterioration Models
T ABLE 8. D ETAILS
Ravelling Progression
4.
3.
2.
Cracking Initiation
1.
Cracking
Progression
Ravelling Initiation
Model Description
Sl.
No.
TABLE 7. CALIBRATION OF HDM-4 PAVEMENT DETERIORATION MODELS
DEVELOPMENT
FOR INDIAN
291
292
(i)
PROJ1 Determination of optimum maintenance and rehabilitation

strategy for a pavement section
(ii) PROJ2 - Determination of optimum improvement strategy for a
pavement section
(iii) PROJ3 Determination of remaining life of pavement sections
(iv) PROJ4 Comparative study of scheduled and condition responsive
maintenance strategies
6.2. PROJ1 Determination of Optimum Maintenance and
Rehabilitation Strategy for a Pavement Section
This case study presents the economic analysis of alternative maintenance
and rehabilitation standards for a pavement section.
6.2.1. Input data: The input data for this case study is included in the
National Highway Network and National Vehicle Fleet databases as defined
earlier. The analysis period is defined by a start year (i.e. current year 2003)
and the duration of 10 years (i.e. 2003-2012). All these project details are
specified in the opening screen of the Project Analysis application of HDM-4.
6.2.2. Selected section: The pavement section NH-58 [km 173-192], of
the NH-58 has been selected for this study. This section is situated on the
Roorkee Haridwar segment of the highway. This is a very heavily trafficked
section as the traffic from NH-73 also joins the already moving traffic on the
NH-58, at the beginning of this section i.e. at km-173 of NH-58. This pavement
section forms the part of National Highway Network and the vehicles using this
road are included in the National Vehicle Fleet as defined earlier.
6.2.3. Pavement characteristics: It is very important that to enable
pavement condition to be modelled through the analysis period, condition data
must be specified for a date prior to the start of the analysis period. In this case
study, the pavement condition data refers to the end of year 2001, which is prior
to the start year of the analysis, i.e. 2003.
6.2.4. Pavement history: For the pavement section under study, the last
reconstruction was in 1992, setting the pavement type to AMGB (Asphaltic
Mix on Granular Base). After the application of overlay in 1997, the pavement
type resets to AMAP (Asphaltic Mix on Asphaltic Pavement), and after the
application of surface dressing in 2000, the pavement type has got reset to STAP
(Surface Treatment on Asphaltic Pavement).
6.2.5. Traffic characteristics: The total traffic in terms of AADT, initial
composition of various vehicles and the annual growth rate of each type of
vehicles for the selected pavement section have been specified.
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293
6.2.6. Proposed M&R alternatives: The five M&R alternatives

considered for this case study are defined in the Table 9. The first alternative,
Base alternative represents minimum routine maintenance in terms of crack
sealing and pothole patching only, till such time when the reconstruction of the
pavement section becomes inevitable. Several other maintenance and
rehabilitation alternatives including resealing, overlay, and mill and replace,
have been evaluated in this case study. Since the selected pavement section
belongs to the highest serviceability level (Level1) group of pavement sections,
therefore the applicable maintenance standards and the appropriate intervention
criteria based on the serviceability indicators have been defined. All the
maintenance standards defined here are applicable from the first year of the
analysis period, i.e. year 2003.
TABLE 9. P ROPOSED M&R A LTERNATIVES
AND
I NTERVENTION CRITERIA
Alternative
Works
Standard
Description of
Work
Intervention Level
Base
Alternative
Routine +
Reconstruction
Crack Sealing
Pothole Patching
Scheduled annually
Reconstruction with
Roughness > 6IRI and
200 mm WMM+
Total damage area > 20%
50 mm BM+40 mm BC
Scheduled annually
Alternative1
Resealing
Provide 25 mm DBSD
Alternative2
Resealing +
Overlay
Provide 25 mm DBSD
Provide 40 mm BC

Roughness > 2.8 IRI
Alternative3
Overlay
Provide 40 mm BC
Roughness > 2.8 IRI
Alternative4
Mill and Replace
Remove 90 mm
Roughness > 5 IRI and
surfacing and Provide
Total carriageway
50 mm BM+40 mm BC cracked > 10%
6.2.7. Project analysis: In set up to the analysis, the Base Alternative is

confirmed and a discount rate of 10 per cent is specified. While running the
project analysis, Alternatives 1 to 4 are compared against the Base Alternative,
and the pavement deterioration, and M&R works reports are generated.
6.2.8. Pavement deterioration: Various pavement distresses such as
roughness, cracking, ravelling, and potholing etc. progress over the analysis
period as per the respective deterioration models incorporated in HDM-4, have
been calibrated for local conditions. The deterioration summary of the pavement
section under various M&R Alternatives over the analysis period of 10 years is
shown in Table 10. The effect of M&R intervention on different deterioration
parameters is also shown in this Table.
MT
(AADT)
15134
16383
17736
19200
20787
22505
24365
26380
28562
30925
15134
16383
17736
19200
20787
22505
24365
26380
28562
30925
Year
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
1.64
1.78
1.93
2.09
2.26
2.45
2.66
2.88
3.12
3.38
1.64
1.78
1.93
2.09
2.26
2.45
2.66
2.88
3.12
3.38
ESAL
per
lane
5.22
5.93
5.93
5.92
5.92
5.91
5.89
5.86
5.70
6.46
5.22
5.47
5.47
5.46
5.71
5.71
5.70
5.95
5.95
5.94
Adjusted
Strctural
Number
(SNP)
3.47
2.05
2.10
2.17
2.24
2.32
2.43
2.56
2.72
1.75
3.47
3.59
3.68
3.81
3.93
4.03
4.16
4.29
4.40
4.54
Roughness
IRI
(m/km)
7.40
0.00
1.11
1.88
4.48
9.53
17.81
30.41
24.25
0.60
Alternative 3
7.40
0.00
2.54
5.98
0.00
2.54
5.98
0.00
2.54
5.98
All
Structural
Cracks
(%)
Alternative 1
TABLE 10. D ETERIORATION SUMMARY
1.84
0.00
0.00
0.00
0.00
0.00
0.00
0.00
1.87
0.00
1.84
0.00
1.86
3.53
0.00
3.74
5.57
0.50
3.99
5.81
Ravelled
Area
(%)
OF THE
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
No. of
Potholes
1.84
0.65
0.82
0.99
1.17
1.35
1.53
1.72
1.11
0.45
3.20
3.38
3.57
3.76
3.94
4.12
4.31
4.49
4.67
4.85
Mean
Rut
Depth
(mm)
5.22
5.15
4.90
4.66
4.53
4.53
4.53
4.52
4.51
4.48
5.22
5.93
5.93
5.92
6.17
6.17
6.16
6.41
6.41
6.40
Adjusted
Structural
Number
(SNP)
3.47
3.66
4.06
5.57
2.05
2.15
2.26
2.38
2.52
2.69
3.47
2.05
2.10
2.17
2.23
2.29
2.38
2.47
2.54
2.64
14.80
37.04
71.82
40.49
0.50
0.00
1.27
3.51
7.82
15.08
Alternative 4
7.40
0.00
1.11
0.94
0.00
1.82
4.90
0.00
2.54
5.98
RoughAll
ness
Structural
IRI
Cracks
(m/km)
(%)
Alternative 2
3.67
7.85
9.91
0.00
0.00
0.00
0.00
0.00
0.00
0.65
1.84
0.00
0.00
0.00
0.00
3.74
5.64
0.50
3.99
5.81
Ravelled
Area
(%)
P AVEMENT S ECTION UNDER V ARIOUS M&R ALTERNATIVES
0
0
18
35
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
No.
of.
Potholes
3.20
3.40
3.64
1.97
0.24
0.47
0.72
0.96
1.21
1.46
1.84
0.65
0.82
0.57
0.32
0.48
0.38
0.26
0.43
0.34
Mean
Rut
Depth
(mm)
294
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6.2.9. Description of works: The timing of works report indicates the

works that would be implemented in each analysis year for each project
alternative along with the costs involved in the same. The various works items
resulting from all the M&R alternatives specified, as triggered by the respective
intervention parameters and timings of their application are shown in Table 11.
The total cost to be incurred by the highway agency on maintenance management
of the pavement section under each M&R alternatives, over the whole analysis
period of 10 years is also shown in Table 11.
6.2.10. Roughness progression: Roughness is the most useful indicator
of the pavement deterioration or average condition of the pavement section at
any given point of time. The effect of the works to be carried out under each
alternative, on average roughness of the pavement section is shown in Fig. 2.
The progression of roughness can be tracked to check that the works are correctly
triggered according to the specified intervention criteria.
6.0
Average Roughness Value

(m/km IRI)
5.5
5.0
4.5
Base Alternative
Alternative1
Alternative2
Alternative3
Alternative4
4.0
3.5
3.0
2.5
2.0
1.5
2012
2011
2010
2009
2008
2007
2006
2005
2004
2003
1.0
Year
Fig. 2. Progression of Roughness Under Various Alternatives
6.2.11. Economic analysis summary: The economic analysis summary

as shown in Table 12 gives a comparison of the present value of total agency
costs and reduction in the road user costs for each M&R alternative when
compared against the Base Alternative. The economic indicators such as Net
Present Value (NPV) and Internal Rate of Return (IRR) are also provided for
comparison purposes.
6.2.12. Selection of optimum M&R strategy: On the basis of the
economic analysis summary the Alternative 3 has been selected as the optimum
M&R strategy, having the maximum NPV/Cost of 6.123. This choice is further
substantiated by the fact that this alternative also has the highest IRR of 96.3.
2012
2011
2010
2009
2008
2007
2006
2005
2004
2003
Year
Patch &
Crack Seal
Patch &
Crack Seal
Patch &
Crack Seal
Patch &
Crack Seal
Patch &
Crack Seal
Patch &
Crack Seal
Patch &
Crack Seal
Patch &
Crack Seal
Patch &
Crack Seal
Patch &
Crack Seal
Base Alt
DBSD 25 mm
*****
*****
DBSD 25 mm
DBSD 25 mm
*****
*****
DBSD 25 mm
*****
BC 40 mm
*****
*****
*****
*****
*****
*****
*****
BC 40 mm
Alt3
Total Capital Cost in Million Indian Rupees
*****
*****
DBSD 25 mm
*****
*****
BC 40 mm
Alt2
*****
*****
DBSD 25 mm
*****
*****
DBSD 25 mm
Alt1
M&R Works
*****
*****
*****
*****
*****
1.978
0.219
0.217
0.215
0.213
0.207
0.204
0.204
Mill & Rep

80 mm
*****
0.182
0.000
0.313
Base Alt
*****
*****
*****
Alt4
TABLE 11. DESCRIPTION OF M&R WORKS AND ASSOCIATED COSTS
53.998
13.499
*****
*****
13.499
*****
*****
13.499
*****
*****
13.499
Alt1
71.314
13.499
*****
*****
13.499
*****
*****
13.499
*****
*****
30.816
Alt2
Cost of Works
61.632
*****
30.816
*****
*****
*****
*****
*****
*****
*****
30.816
Alt3
59.850
*****
*****
*****
*****
*****
*****
59.850
*****
*****
*****
Alt4
296
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TABLE 12. E CONOMIC ANALYSIS SUMMARY

Alternative
Total
Agency
Costs
Increase Decrease
Net
in Agency in Road Present
Costs
User Costs Value
NPV/Cost Internal
Ratio
Rate of
Return
Base Alt.
1.312
0.000
0.000
0.000
0.000
0.0
Alternative1
36.987
35.675
51.739
16.064
0.434
21.9
Alternative2
54.304
52.992
324.866
271.875
5.007
92.1
Alternative3
45.192
43.880
320.569
276.689
6.123
96.3
Alternative4
44.966
43.654
194.492
150.838
3.354
43.3
6.3. PROJ2- Determination of an Optimum Improvement Strategy

for a Pavement Section
This case study presents the economic analysis of alternative maintenance
and improvement standards for a single lane pavement section. Applicable
maintenance and improvement works and the corresponding application years
are defined and the optimum Improvement strategy is selected on the basis of
economic indicators.
the NH-72 has been selected for this study. This is a single-lane section situated
on the Paontasahib Dehradun segment of the highway. Some general details
and pavement characteristics of the selected section are given in
Table 13.
TABLE 13. DETAILS
OF THE
SELECTED PAVEMENT SECTION
General Details
Pavement Characteristics
Section Name
NH-72 [km 105-118]
Material Type
SBSD
Section ID
NH-7201
Surface Thickness
15 mm
Section Length
13.00 m
Roughness
5.90 m/km IRI
Cway Width
3.70 m
Cracked Area
7%
Number of Lanes
Ravelled Area
10%
Flow Direction
Two-way
No. of Potholes
Motorised AADT
3650
Mean Rut Depth
5 mm
Climate Zone
N. India Plains
Texture Depth
2.0 mm
Altitude
285 m
Skid Resistance
0.50
298
6.3.2. Pavement history: For the pavement section under study, the last
reconstruction was done in 1990, setting the pavement type to AMGB (Asphaltic
Mix on Granular Base). After the application of overlay in 1995, the pavement
type resets to AMAP (Asphaltic Mix on Asphaltic Pavement), and after the
application of surface dressing in 1999, the pavement type has got reset to STAP
(Surface Treatment on Asphaltic Pavement).
6.3.3. Proposed improvement alternatives: The three improvement
alternatives of lane addition considered for this case study are defined in the
Table 14. Each improvement alternative is defined in terms of width of new
lane, type of new surfacing, resurfacing of existing pavement, costs involved
and effects of improvement works on overall pavement condition. All these
improvement standards will be applicable only in the respective years. A base
alternative of carrying out scheduled routine maintenance is also defined.
TABLE 14. P ROPOSED MAINTENANCE
AND
I MPROVEMENT ALTERNATIVES
Alternative
Works
Standard
Description of
Work
Application Year
Base Alternative
Routine
Maintenance
Crack Sealing and

Pothole Patching
Scheduled annually
Alternative1
Widening
Lane Addition after 4 years
2007
Alternative2
Widening
Lane Addition after 2 years
2005
Alternative3
Widening
Lane Addition immediately
2003
6.3.4. Project analysis: In set up to the analysis, discount rate of 10 per

cent is specified as it was done in the previous case study. While running the
project analysis, the three Improvement Alternatives are compared against the
Base Alternative of carrying out the annual routine maintenance only.
6.3.5. Description of works and costs: The various works items resulting
from the improvement alternatives specified, as applicable in the pre-defined
application years are shown in Table 15. The total cost to be incurred by the
highway agency on improvement of the pavement section under each
improvement alternatives, over the whole analysis period of 10 years is also
shown in Table 15.
6.3.6. Roughness progression: The progression of roughness over the
analysis period of 10 years, under the base alternative and the three improvement
alternatives is shown in Figure 3. It clearly shows that roughness shoots up to a
very high value, in case improvement works are delayed by four years.
*****
Lane Addition +
Resurfacing of Existing
Pavement
Patch & Crack

Seal
Patch & Crack

Seal
2006
2007
2012
*****
Total Capital Cost in Million Indian Rupees
*****
*****
*****
*****
*****
*****
*****
*****
*****
*****
1.120
0.108
0.107
0.106
0.105
0.104
0.103
0.105
0.107
0.098
39.783
*****
*****
*****
*****
*****
39.783
*****
*****
*****
*****
Alt 1
39.783
*****
*****
*****
*****
*****
*****
*****
39.783
*****
*****
Alt 2
Cost of Works
39.783
*****
*****
*****
*****
*****
*****
*****
*****
*****
39.783
Alt 3

*****
*****
*****
*****
*****
*****
*****
*****
0.172
Lane Addition +
Pavement
Base Alt
ASSOCIATED COSTS
Alt 3
AND
Lane Addition +
Pavement
IMPROVEMENT WORKS
OF
2011
2010
2009
*****
*****
Patch & Crack

Seal
2005
Patch & Crack

Seal
Patch & Crack
Seal
Patch & Crack
Seal
Patch & Crack
Seal
Patch & Crack
Seal
*****
*****
Patch & Crack

Seal
2004
2008
*****
*****
Patch & Crack

Seal
2003
*****
Alt 1
Alt 2
Improvement Works
OF
Base Alt
Year
TABLE 15. DESCRIPTION
DEVELOPMENT
FOR INDIAN
299
300

as shown in Table 16 gives a comparison of the present value of total agency
costs and reduction in the road user costs for each improvement alternative
when compared against the Base Alternative. The economic indicators such as
Net Present Value (NPV) and Internal Rate of Return (IRR) are also provided
for comparison purposes.
TABLE 16. E CONOMIC ANALYSIS SUMMARY
Alternative
Total Increase Decrease

Agency in Agency in Road
Costs
Costs
User
Costs
Net
Present
Value
NPV/
Cost
Ratio
Internal
Rate
of
Return
0.0
Base Alt.
0.777
0.000
0.000
0.000
0.000
Alternative1
25.745
24.968
338.236
313.268
12.168
68.7
Alternative2
31.451
30.674
491.905
461.231
14.665
152.1
Alternative3
38.356
37.579
499.265
461.686
12.037
120.0
6.3.8. Selection of the optimum improvement strategy: On the basis

of the economic analysis summary, the Alternative2 may be selected as the
optimum improvement strategy having the maximum NPV/Cost ratio of 14.665.
This choice is further substantiated by the fact that this strategy also gives the
highest IRR of 152.1. Therefore, it may be recommended on the basis of the
above economic analysis that there is no immediate need of addition of an extra
lane to the existing pavement section. This improvement work may be deferred
at least for two years to save road agency costs. But this work should not be
postponed further for another two years, as it will result in high road user costs.
6.4. PROJ3 - Determination of Remaining Service Life of Pavement
Sections
This case study presents the methodology of determining Remaining
Service Life (RSL) of some selected pavement sections of the highway network.
RSL of a pavement section is defined as the time left in years, till it will become
imperative to reconstruct the pavement, provided no amount of maintenance or
rehabilitation works are carried out in the intervening period.
earlier. An optimum analysis period of 10 years is chosen considering the fact
that almost all pavement sections will become candidates for reconstruction in
the next ten years in the absence of any other maintenance or rehabilitation
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work. Analysis by Project method is chosen for this case study. All these
project details are specified in the opening screen of the Project Analysis
application of HDM-4.
6.4.2. Selected sections: Five pavement sections, one each on five
National Highways included in the highway network have been selected for
this case study.
6.4.3. Specify alternatives: Since the purpose of this case study is to
determine the time period before reconstruction of the pavement is due, only
one M&R alternative is defined for each of the selected pavement section. The
condition responsive M&R alternative named as Do Nothing Upto
Reconstruction is defined along with intervention criteria.
6.4.4. Analyse project: The application is run for simulating the pavement
condition of the five pavement sections under the defined M&R alternative. No
economic analysis is required to be conducted in this case as there is no other
alternative defined for comparison purposes.
6.4.5. Roughness progression: Since limiting value of roughness has
been selected as the deciding intervention criterion, the progression of roughness
upto the intervention level of IRI>8 shall trigger the reconstruction of the various
pavement sections in a particular year as shown in Fig. 3. The reconstruction of
the pavement is indicated by a sharp fall in the roughness values.
9.0

(m/km IRI)
8.0
7.0
6.0
NH-5807
NH-7205
5.0
NH-72A2
NH-7303
4.0
NH-7402
3.0
2.0
2012
2011
2010
2009
2008
2007
2006
2005
2004
2003
1.0
Year
Fig. 3. Roughness progression for all pavement sections
302
6.4.6. Determination of RSL: The RSL in respect of all five pavement

sections is determined as the time period left in years before the reconstruction
of pavement is necessitated on the basis of progression of roughness upto the
intervention level. Thus the RSL values for the various pavement sections have
been determined from Figures 16 above and the same have been shown in
Table 17.
TABLE 17. REMAINING SERVICE LIFE
OF
PAVEMENT S ECTIONS
Sl.
No.
Pavement
Section
Reconstruction
Year
Remaining Service
Life (Years)
1.
NH-5807
2007
2.
NH-7205
2005
3.
NH-72A2
2005
4.
NH-7303
2004
5.
NH-7402
2006
It can be concluded from the RSL values shown in the above table that in
the absence of any other maintenance activity, all the pavement sections included
in this case study will become candidate sections for reconstruction with in 1 to
4 years, which is a very costly affair. Hence it may be suggested that these
pavement sections should be provided with suitable maintenance and
rehabilitation works as they become due.
6.5. PROJ4 Comparative Study of Scheduled and Condition
Responsive Maintenance Strategies
This case study presents the comparison of adopting a scheduled type of
M&R strategy against a condition responsive M&R strategy for a pavement
section, over a fixed time period. The scheduled M&R strategy has been selected
as per the current maintenance norms provided in MORT&H [2001b], whereas
the condition responsive M&R strategy has been selected as per the serviceability
levels up to which the respective pavement section is to be maintained.
6.5.1. Input data: The input data for this case study is also included in
the National Highway Network and National Vehicle Fleet databases as
defined earlier. An optimum analysis period of 20 years is chosen to trigger a
number of M&R cycles. Analysis by Project method is chosen for this case
study.
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the NH-73 has been selected for this study. This pavement section is situated
on the Roorkee Saharanpur segment of the highway. This is an important
section of the highway network as node km-25 of this section is a junction point
of NH-73 and NH-72A. In fact NH-72A originates from this section node. Some
general details and pavement characteristics of this section are given in
Table 18.
TABLE 18. DETAILS
OF THE
SELECTED PAVEMENT SECTION
General Details
Pavement Characteristics
Section Name
NH-73 [km 11-25]
Material Type
Asphaltic Concrete
Section ID
NH-7302
Surface Thickness
25 mm
Section Length
14.00 km
Roughness
2.40 m/km IRI
Cway Width
7.00 m
Cracked Area
1%
Number of Lanes
Ravelled Area
1%
Flow Direction
Two-way
No. of Potholes
Motorised AADT 7750
Mean Rut Depth
5 mm
Climate Zone
N. India Plains
Texture Depth
2.0 mm
Altitude
275 m
Skid Resistance
0.50
6.5.3. Specify M&R alternatives: Two types of M&R alternatives are

defined, one is Scheduled Overlay, and the other one is Condition Responsive
Overlay. These two M&R alternatives shall be compared against each other
as well against the third alternative of Routine Maintenance. The details of
these three alternatives are given in Table 19.
TABLE 19. DETAILS
OF
DEFINED A LTERNATIVES
Sl.
No.
M&R Alternative
M&R Work
Intervention Criteria
1.
Scheduled Overlay
Bituminous Concrete
25 mm
Scheduled every
Five years
2.
Condition Responsive
Overlay
Bituminous Concrete
25 mm
Roughness > 4.0

mm/km IRI
3.
Routine Maintenance
Patching and Crack

Sealing
Scheduled annually
6.5.4. Analyse project: The application is run for simulating the pavement
condition of the pavement sections under the three defined M&R alternatives
over the analysis period of 20 years. An economic analysis is also conducted
with a discount rate of 10 per cent.
304
5.00
4.50
4.00
Scheduled
Overlay
3.50
3.00
2.50
Condition
Responsive
Overlay
2.00
1.50
2021
2019
2017
2015
2013
2011
2009
2007
2005
1.00
2003

(m/km IRI)
6.5.5. Roughness progression: The progression of roughness over the

analysis period of 20 years, under the three alternatives is shown in Fig. 4. In
case of Condition Responsive Overlay alternative, overlay is triggered as soon
as the roughness progresses to IRI = 4 m/km, but in case of Scheduled Overlay
alternative the overlay is triggered every five years, but at roughness value of
IRI = 3 m/km or even less, which is well below the limiting value of IRI = 4 m/
km. It clearly shows that under scheduled maintenance strategy, overlay is being
applied at an earlier stage in comparison to as warranted by the serviceability
requirements, thus causing more expenditure for the road agency.
Year
Fig. 4. Progression of roughness under three alternatives
6.5.6. Description of works: The various work items resulting from the
two M&R alternatives specified, as triggered by the respective intervention
parameters and timings of their application are shown in Table 20. The total
cost to be incurred by the highway agency on maintenance management of the
pavement section under two M&R alternatives, over the whole analysis period
of 20 years is also shown in Table 20.
TABLE 20. DESCRIPTION
M&R
Strategy
Scheduled
Condition
Responsive
M&R
Work
OF
M&R WORKS
Applicable
Years
Bituminous
2006, 2011,
Concrete 25 mm 2016, 2021
Bituminous
Concrete
25 mm
2007, 2015,
2022
AND
ASSOCIATED COSTS
Frequency
of Application
Total Costs
Agency in
Million Rupees
58.447
43.835
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6.5.7. Comparison of M&R strategies: The cost comparison of the two

strategies clearly indicate that the highway agency shall have to dispense with
Rs. 58.447 million over a period of 20 years on overlaying the pavement section
four times, in case they adopt the scheduled maintenance strategy as provided
in the current maintenance norms [MORT&H, 2001b]. However, the agency
may have to spend only Rs. 43.835 million on overlaying the pavement section
three times over the same period, in case they adopt the condition responsive
maintenance strategy. Thus there will be a net saving in cost of about 33 per
cent over the analysis period of 20 years if a condition responsive M&R strategy
is adopted by the highway agency.
as shown in Table 21 gives a comparison of the present value of the total highway
agency costs and reduction in the road user costs for the two M&R strategies
when compared against the base strategy of routine maintenance. A comparison
of the NPV/Cost values indicates that the condition responsive maintenance
strategy gives a higher NPV/Cost ratio of 18.535 as against 15.613 obtained in
case of the scheduled maintenance strategy.
TABLE 21. ECONOMIC ANALYSIS SUMMARY
M&R
Strategy
Present
Value of
Total
Agency
Costs
Increase in
Agency
Costs
Decrease
in Road
User Costs
Net Present
Value
(NPV)
NPV/Cost
Ratio
Routine
0.883
0.000
0.000
0.000
0.000
Scheduled
24.655
23.772
408.709
384.937
15.613
Condition
Responsive
17.025
16.142
331.698
315.556
18.535
Therefore, it may be concluded on the basis of above case study that

condition responsive M&R strategies should be adopted for maintenance
management of pavement sections for an optimum utilization of maintenance
funds.
7. PAVEMENT MANAGEMENT AT NETWORK LEVEL
7.1. Network Level Pavement Management

The network level pavement management analysis has been done using
the Programme Analysis application of the HDM-4. This application deals
primarily with the prioritisation of a defined long list of candidate pavement
306
section into a multi-year work programme under defined budget constraints.

The selection criteria will normally depend on the maintenance or improvement
standards defined by the road administration. This application is then used to
compare the life cycle costs predicted under the existing regimen of pavement
management that is without project case against with project case.
In the present study, the following four types of case studies have been
undertaken for the network level pavement management, using the Programme
Analysis application of HDM-4.
(i)
PROG1 Life-cycle cost analysis of highway network
(ii)
PROG2 - Determination of requirements of funds for maintaining

the highway network as per three serviceability levels
(iii) PROG3 Determination of effect of budget reduction on highway

network condition
(iv)
PROG4 Determination of effect of deferred maintenance on

highway network condition
7.2. PROG1 - Life Cycle Cost Analysis of Highway Network

This case study demonstrates the development of a maintenance and
rehabilitation programme for the selected highway network and the use of HDM4 in budget forecasting for an analysis period of 10 years. The main objectives
of this study are to prepare an unconstrained works programme, to determine
the required funding levels for defined network performance standards, to
demonstrate the effect of budgetary constraints on the long-term performance
trends, and to prepare a prioritized works programme in the event of constrained
budgets.
earlier. All 22 pavement sections included in the National Highway Network
have been selected for this study. All six types of vehicles included in the
National Vehicle Fleet have been selected for this study. The composition of
traffic and the annual growth rates as applicable to all pavement sections have
been selected appropriately.
7.2.2. Selection of alternative M&R strategies: The life cycle cost
analysis requires a comparison to be made between a base case (do minimum)
alternative against one or more project case (do something) alternatives. For
this case study, two alternatives have been defined for each road section; a
Base Alternative and an M&R Alternative. The Base Alternative comprise
of routine pavement maintenance activities in terms of crack sealing and pothole
DEVELOPMENT

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307
patching only. The M&R Alternative includes resealing, overlays and

reconstruction work activities. The maintenance works included in the Base
Alternative are the same for all pavement sections but in case of M&R
Alternative, the maintenance and rehabilitation works will vary depending upon
the serviceability level, i.e., high, medium or low, as defined earlier, as per the
current traffic volume level of the pavement section. The respective pavement
sections will be entitled to receive the M&R works as per the higher serviceability
level, as and when the traffic volume on them exceed the limiting value, and
goes into the next higher category of serviceability. The selected alternative
M&R strategies, maintenance and rehabilitation works and the corresponding
intervention criteria are shown in Table 22.
7.2.3. Life-cycle cost analysis: After selection of the alternative M&R
strategies, the programme analysis application has been used to compare the
total life-cycle costs including the highway agency costs and road user costs,
predicted under the base alternative of scheduled routine maintenance against
those predicted for the condition responsive M&R alternative. The programme
application is run, for doing the life cycle cost analysis of the whole pavement
network. After this analysis, the options with the highest NPV are assigned for
each pavement section. A summary of the life-cycle cost analysis, showing the
increase in highway agency costs and decrease in road user costs as a result of
selecting the M&R Alternative in comparison to the Base Alternative, is
given in Table 23. All these costs have been discounted to the base year 2003,
with a discount rate of 10 per cent.
7.2.4. Unconstrained works programme: The result of this process is
a tentative unconstrained programme determined by the specified M&R
standards. The unconstrained works programme list as shown in Table 24, gives
details of the optimum M&R work activities for selected pavement sections,
year of their application, corresponding financial costs involved, and the
cumulative budget requirements. The total agency cost required for maintenance
management of the whole highway network for the analysis period of 10 years
comes out to be 1,475.87 million Indian Rupees. If sufficient budget is available,
this unconstrained works programme can be taken up for final application on
the highway network.
7.2.5. Section-wise budget requirements: The section-wise budget
requirements under each alternative for the maintenance management of the
highway network throughout the analysis period of 10 years are shown in Table
25. These budget requirements have also been depicted graphically as shown
in Fig. 5. The budget requirements for maintaining the highway network at an
optimum serviceability level are almost 45 times more than those required for
maintaining it with only routine maintenance type of activities.
Works Standard
Routine
Maintenance
Resealing +
Overlay +
Reconstruction
Alternative
Strategies
Base
Alternative
M&R
Alternative
5,000 to 10,000
< 5,000
Low
> 10,000
All
Traffic Level
(AADT)
Medium
High
Low
Serviceability
Level
High
Medium
TABLE 22. DETAILS

M&R Works
SELECTED M&R STRATEGIES
Roughness > 8 m/km IRI

and
Total Damage Area > 20%
Roughness > 5.2 m/km IRI
Overlay 25 mm Semi Dense Bituminous

Concrete
Wet Mix Macadam 200 mm + Base Course 50
mm Bituminous Macadam + Surface Course 25
mm Semi Dense Bituminous Concrete

and

and
Total Damage Area >10%

mm Bituminous Concrete
Single Bituminous Surface Dressing

mm Bituminous Concrete
Double Bituminous Surface Dressing
Overlay 25 mm Bituminous Concrete
Overlay 40 mm Bituminous Concrete
Scheduled Annually
Double Bituminous Surface Dressing
Crack Sealing and Pothole Patching
OF
308
km
309
km
km
km
km
km
km
km
km
km
km
km
km
km
km
km
km
km
km
FOR INDIAN
km

OF
km
DEVELOPMENT
Fig. 5. Section-wise Budget Requirements for the Highway Network

TABLE 23. S UMMARY
Pavement
Section ID
NH-5801
NH-5802
NH-5803
NH-5804
NH-5805
NH-5806
NH-5807
NH-7201
NH-7202
NH-7203
NH-7204
NH-7205
NH-72A1
NH-72A2
NH-72A3
NH-72A4
NH-7301
NH-7302
NH-7303
NH-7304
NH-7401
NH-7402
Increase in Road
Agency Costs
Capital
Recurrent
31.06
38.94
72.56
54.30
40.47
48.92
30.50
17.19
32.44
46.04
45.29
42.77
31.66
32.70
29.39
24.67
28.95
35.94
35.35
45.68
31.84
36.56
-0.24
-0.43
-0.98
-1.31
-0.96
-1.19
-0.82
-0.78
-0.99
-0.91
-1.61
-0.29
-1.03
-0.15
-0.17
-0.61
-0.44
-0.54
-0.20
-1.11
-1.30
-1.66
OF
L IFE C YCLE COST A NALYSIS
Savings in Road
User Costs
Vehicle Travel
Operating Time
Costs
Costs
39.38
194.04
562.88
304.77
329.93
341.52
208.86
138.38
159.30
244.70
336.96
743.56
246.11
451.63
476.32
46.64
90.71
63.45
575.74
300.59
150.25
222.67
3.17
15.75
75.39
19.46
30.24
38.82
38.00
6.55
36.63
58.13
90.50
512.70
40.38
222.83
208.31
2.08
9.12
5.25
359.62
98.99
19.39
52.04
Economic Indicators
Net
Economic
Benefit
(NPV)
NPV/
Cost
Ratio
EIRR
(%)
11.72
171.28
566.70
271.24
320.65
332.61
217.18
128.52
164.49
257.70
383.78
1213.78
255.86
641.91
656.30
24.66
71.32
33.30
99.21
355.01
139.10
239.81
0.377
4.399
7.810
4.995
7.923
6.799
7.121
7.479
5.070
5.597
8.474
28.377
8.083
19.629
22.327
1.000
2.464
0.927
25.468
7.772
4.368
6.559
18.1
102.0
180.8
92.0
163.5
157.1
199.0
208.1
139.1
161.2
185.8
258.5
205.1
265.3
255.7
35.5
49.5
31.5
366.2
233.2
133.7
146.3
310

TABLE 24. SECTION -WISE U NCONSTRAINED WORKS PROGRAMME L IST
Pavement
Section
Traffic Application
(AADT)
Year
NH-58 [km 130-141]
NH-72 [km 105-118]
NH-72A [km 0-11]
NH-73 [km 0-11]
NH-74 [km 0-13]
M&R
Work
Financial Cumulative
Cost
Cost
12394
2003
DBSD
9.771
9.771
14525
2005
BC 40 mm
22.299
32.071
18431
2008
DBSD
9.771
41.842
23392
2011
DBSD
9.771
51.613
3951
2003
SDBC 25 mm
7.638
537.685
5012
2006
DBSD
6.104
543.789
5427
2007
BC 25 mm
8.966
552.755
6887
2010
DBSD
6.104
558.859
7090
2003
BC 25 mm
14.353
868.408
9739
2007
BC 25 mm
14.353
882.761
12359
2010
DBSD
9.771
892.532
13381
2011
BC 40 mm
22.299
914.831
8486
2003
DBSD
9.771
1,093.60
10767
2006
BC 40 mm
22.299
1,115.90
13663
2009
DBSD
9.771
1,125.67
17342
2012
DBSD
9.771
1,135.44
5932
2003
BC 25 mm
14.782
1,367.80
7526
2006
DBSD
10.063
1,377.87
9550
2009
DBSD
10.063
1,387.93
10340
2010
BC 40 mm
22.965
1,410.90
TABLE 25. S ECTION -WISE BUDGET REQUIREMENTS FOR M AINTENANCE M ANAGEMENT

HIGHWAY NETWORK
Section Name
NH-58
NH-58
NH-58
NH-58
NH-58
NH-58
NH-58
NH-72
NH-72
NH-72
[km
[km
[km
[km
[km
[km
[km
[km
[km
[km
130-141]
141-153]
153-173]
173-192]
192-204]
204-218]
218-228]
105-118]
118-132]
132-148]
OF
Budget Requirements (Million Rupees)

Base Alternative
M&R Alternative
0.500
0.829
1.745
2.472
1.732
2.113
1.472
1.400
1.741
1.556
51.613
69.972
116.620
89.149
69.972
81.634
51.086
28.812
59.084
88.402
(Contd.)
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311
TABLE 25 (Contd.)
Section Name
NH-72 [km 162-180]

NH-72 [km 180-197]
NH-72A [km 0-11]
NH-72A [km 11-22]
NH-72A [km 22-33]
NH-72A [km 33-43]
NH-73 [km 0-11]
NH-73 [km 11-25]
NH-73 [km 25-35]
NH-73 [km 35-47]
NH-74 [km 0-13]
NH-74 [km 13-30]
Total Budget Requirements

Base Alternative
M&R Alternative
2.801
0.610
1.793
0.319
0.357
1.167
0.813
1.108
0.400
1.948
2.339
3.022
Rs. 32.240 million
75.965
71.745
60.776
61.477
56.432
51.090
51.610
65.690
66.260
85.630
57.880
64.970
Rs. 1475.870 million
7.2.6. Year-wise budget requirements: The year-wise budget

requirements for the highway network under the M&R alternative are shown in
Fig. 6. It is quite clear from this figure that more than one-fourth (26 per cent)
of the total budget requirements need to be met with in the very first year (2003)
of the analysis period itself, as majority of the pavement sections (20 sections)
become candidate sections for M&R works to be undertaken in that year. The
remaining 2 sections become candidates in the second year (2004) of the analysis
period. Thereafter, there will be no immediate budget requirements for carrying
out M&R works on all but one pavement section in the year 2005. However,
the need for M&R works on most of the sections appears again in the following
years 2006 and 2007 as indicated by almost 30 per cent of the total fund
requirements during these two years. Some leftover pavement sections become
candidates for M&R in the next year 2008. Thereafter, from year 2009 onwards,
the yearly fund requirements show a variable trend till the end of the analysis
period, depending upon the number of pavement sections becoming candidate
sections for maintenance and rehabilitation.
7.2.7. Condition of the highway network: As a result of the above
analysis, the predicted average roughness progression of the highway network
as a whole, under the Base Alternative and the M&R Alternative is shown in
Fig. 7. The average roughness keep on increasing in case of Base Alternative
because the routine maintenance operations do not help in reducing roughness,
though it retards the rate of progression of roughness somewhat. In case of
M&R alternative, the average roughness value for the highway network remains
at an optimum level because of timely application of M&R works.
312
350
300
250
200
150
100
2012
2011
2010
2009
2008
2007
2006
2005
2004
50
2003
Budget Requirements (Million

Rupees)
400
Year
Fig. 6. Year-wise budget requirements
9.0
8.0
Base
Alternative
7.0
6.0
M&R
Alternative
5.0
4.0
3.0
2.0
2012
2011
2010
2009
2008
2007
2006
2005
2004
1.0
2003

(m/km IRI)
10.0
Year
Fig. 7. Average roughness value for the highway network
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FOR INDIAN
313
7.2.8. Budget optimisation: In the unconstrained works programme, if

the budget required for each budget period is below the given budget constraints,
no further economic analysis is necessary and the unconstrained works
programme can be adopted as such. However, if the budget needs are higher
than the available budgets, two options are available:
(i)
Revise maintenance and improvement standards and run the lifecycle analysis again. This will essentially include lowering the
intervention criteria for each M&R works to be applicable.
(ii)
Execute budget optimisation since the maintenance/improvement

standards have already been fixed, keeping in view the minimum
requirements of the candidate pavement sections, very little scope
exists for their revision. Hence, under most of the circumstances,
the second option of budget optimisation would usually be selected.
The budget optimisation provides a facility to select road sections
that can be included within a specified budget in order to maximize
the economic benefits. After performing the budget optimisation, a
revised work programme is produced. This works programme has
a total cost that is within the specified budget.
7.2.9. Optimized works programme: The budget optimisation provides

a facility to select pavement sections that can be included with in a specified
budget in order to maximize the economic benefits. In case, sufficient funds are
not available to carry out all the M&R activities as shown in the unconstrained
works programme list, the works programme need to be optimized depending
upon the available budget. Since the usual level of fund allocations for the
maintenance management of National Highways in India is of the order of 60
per cent only [MORT&H, 2001a], therefore the budget optimisation process is
also run with 60 per cent (885.5 million Rupees) budget availability as against
the requirement of 1,475.87 million Rupees over the analysis period of 10 years.
The optimisation process is set up by specifying the minimum incremental value
for NPV and the budget optimisation is performed using the Incremental
Analysis Method. This process results in an optimized works programme list
as shown in Table 26. This optimized works programme has total budget
requirements of 885.49 million Rupees that is with in the specified budget.
7.2.10. Prioritization: As a result of the budget optimisation process,
the yearly M&R works have also been prioritized on the basis of decreasing
NPV/cost ratio. A list of prioritized M&R works for the year 2007 is shown in
Table 27. The works shall be taken up for execution as per the indicated priority
ranking.
314

TABLE 26. SECTION -WISE O PTIMIZED WORKS P ROGRAMME L IST
Pavement
Section
NH-58 [km 153-173]
NH-58 [km 192-204]
NH-58 [km 204-218]
NH-58 [km 218-228]
NH-72 [km 105-118]
NH-72 [km 118-132]
NH-72 [km 162-180]
NH-72 [km 180-197]
NH-72A [km 0-11]
Traffic Application
(AADT)
Year
M&R
Work
Cost
Cost
13304
2003
BC 40 mm
40,544
16879
2006
DBSD
17,766
40,544
58,31
18273
2007
BC 40 mm
40,544
98,854
23190
2010
DBSD
17,766
116,62
15003
2003
BC 40 mm
24,326
140,946
19035
2006
DBSD
10,66
151,606
24155
2009
BC 40 mm
24,326
175,932
30659
2012
DBSD
10,66
186,592
12189
2003
BC 40 mm
28,381
214,973
15464
2006
DBSD
12,436
227,409
18125
2008
BC 40 mm
28,381
255,79
23004
2011
DBSD
12,436
268,226
9244
2003
BC 25 mm
13,048
281,274
11729
2006
DBSD
8,883
290,157
12698
2007
BC 40 mm
20,272
310,429
16114
2010
DBSD
8,883
319,312
3951
2003
SDBC
7,638
326,95
5012
2006
DBSD
6,104
333,054
5427
2007
BC 25 mm
8,966
342,02
6887
2010
DBSD
6,104
348,124
6192
2003
BC 25 mm
18,267
366,391
9207
2008
DBSD
12,436
378,827
10793
2010
BC 40 mm
28,381
406,308
7880
2003
BC 25 mm
23,486
430,695
10824
2007
BC 40 mm
36,49
467,184
13737
2010
DBSD
15,989
483,174
7404
2003
BC 25 mm
22,182
505,355
10170
2007
BC 40 mm
34,462
539,818
12906
2010
DBSD
15,101
554,919
7090
2003
BC 25 mm
14,353
569,271
9739
2007
BC 25 mm
14,353
583,624
12359
2010
DBSD
9,771
593,396
13381
2011
BC 40 mm
22,299
615,695
(Contd.)
DEVELOPMENT
Pavement
Section

OF
Traffic Application
(AADT)
Year
NH-72A [km 11-22]
NH-72A [km 22-33]
NH-73 [km 25-35]
NH-73 [km 35-47]
2007
315
Cost
Cost
6830
2003
BC 25 mm
12,507
628,202
8666
2006
DBSD
8,515
636,717
649,225
9382
2007
BC 25 mm
12,507
11906
2010
DBSD
8,515
657,74
12891
2011
BC 40 mm
19,432
677,172
6765
2003
BC 25 mm
13,328
690,499
9293
2007
BC 25 mm
13,328
703,827
11793
2010
DBSD
9,073
712,9
12769
2011
BC 40 mm
20,706
733,607
8302
2003
BC 25 mm
12,116
745,723
10534
2006
DBSD
8,249
753,971
772,795
11404
2007
BC 40 mm
18,824
14472
2010
DBSD
8,249
781,044
15670
2011
BC 40 mm
18,824
799,868
8281
2003
BC 25 mm
15,658
815,525
10506
2006
DBSD
10,66
826,185
11374
2007
BC 40 mm
24,326
850,511
14435
2010
DBSD
10,66
861,171
15629
2011
BC 40 mm
24,326
885,497
TABLE 27. PRIORITIZED LIST

Year
M&R
Work
FOR INDIAN
Pavement Section
OF
M&R W ORKS
Traffic
(AADT)
FOR THE
M&R
Work
YEARS 2003-2012
NPV/CAP
Priority
Ranking
NH-72 [km 180-197]
10170
BC 40 mm
28.377
NH-73 [km 25-35]
11404
BC 40 mm
25.468
II
NH-72A [km 22-33]
9293
BC 25 mm
22.327
III
NH-72A [km 11-22]
9382
BC 25 mm
19.629
IV
NH-72 [km 162-180]
10824
BC 40 mm
8.474
NH-72A [km 0-11]
9739
BC 25 mm
8.083
VI
NH-58 [km 153-173]
18273
BC 40 mm
7.81
VII
NH-73 [km 35-47]
11374
BC 40 mm
7.772
VIII
NH-72 [km 105-118]
5427
BC 25 mm
7.479
IX
NH-58 [km 218-228]
12698
BC 40 mm
7.121
316
7.2.11. Inclusion of Must Do works in the optimized programme:

One of the key aspects of pavement management is the ability to intervene and
select projects that should be carried out for reasons other than the economic
priority alone (committed road works). But such projects should meet the
minimum criterion of a positive economic return in order to qualify for selection.
When the budget allocations are very low, it may be possible to take up only a
few M&R works included in the unconstrained works programme. Most of the
other M&R works may have to be excluded because of budgetary limitations.
In such a scenario, necessity may arise for including some Must Do M&R
works in the optimized works programme, which are scheduled to be carried
out on some very prominent sections of the highway network, but they might
have been otherwise excluded from the optimized works programme because
of low values of NPV/Cost ratio.
One such kind of pavement sections is NH-58[km 173-192] situated on
the RoorkeeHaridwar segment of the highway network. This is the most
important segment of the highway network, because of its proximity to the holy
city of Haridwar. Moreover, this section carries the maximum amount of traffic
volume on whole of the highway network. Therefore, it is quite imperative that
all M&R works scheduled for this pavement section, as per the unconstrained
works programme, are taken up despite the budgetary constraints. This pavement
section does not figure in the optimized works programme as is apparent from
the section-wise optimized works programme list shown in Table 26. In order
to include this section in the optimized works programme, this section is selected
with Manual Assignment in the unconstrained works programme. The
optimization process is run again with the same budget level of 885.5 million
Rupees, to obtain a revised optimized works programme.
All the M&R works scheduled on this pavement section, as per the
unconstrained works programme, throughout the analysis period of 10 years,
now appear in the revised optimized works programme list. A portion of this
list is shown highlighted in Table 28. Since the limiting budget remains the
same, this section has to be accommodated in the optimized works programme
only by excluding some other sections having marginally higher NPV/Cost ratio.
7.3. PROG2 - Determination of Requirements of Funds for
Maintaining the Highway Network as per Three
Serviceability Levels
This case study demonstrates the determination of funds requirements
for maintaining the whole of the highway network as per the three levels of
serviceability as defined earlier. The main objective of this analysis is to show
DEVELOPMENT

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FOR INDIAN
317
TABLE 28. YEAR -WISE OPTIMIZED WORKS P ROGRAMME L IST W ITH MANUAL ASSIGNMENTS
Year
Pavement Section
M&R Work
2004
NH-72A [km 33-43]
DBSD
8.883
8.249
2006
2007
NPV/CAP Financial Cost
NH-73 [km 25-35]
DBSD
25.468
NH-72A [km 11-22]
DBSD
19.629
8.515
NH-58 [km 192-204]
DBSD
7.923
10.66
NH-58 [km 153-173]
DBSD
7.81
17.766
NH-73 [km 35-47]
DBSD
7.772
10.66
NH-72 [km 105-118]
DBSD
7.479
6.104
NH-58 [km 218-228]
DBSD
7.121
8.883
NH-58 [km 173-192]
DBSD
4.995
16.878
NH-72 [km 180-197]
BC 40 mm
28.377
34.462
NH-73 [km 25-35]
BC 40 mm
25.468
18.824
NH-72A [km 22-33]
BC 25 mm
22.327
13.328
NH-72A [km 11-22]
BC 25 mm
19.629
12.507
NH-72 [km 162-180]
BC 40 mm
8.474
36.49
NH-72A [km 0-11]
BC 25 mm
8.083
14.353
NH-58 [km 153-173]
BC 40 mm
7.81
40.544
24.326
NH-73 [km 35-47]
BC 40 mm
7.772
NH-72 [km 105-118]
BC 25 mm
7.479
8.966
NH-58 [km 218-228]
BC 40 mm
7.121
20.272
NH-72A [km 33-43]
DBSD
8.883
2008
NH-72A [km 33-43]
BC 25 mm
13.048
2009
NH-58 [km 192-204]
BC 40 mm
7.923
24.326
NH-58 [km 173-192]
DBSD
4.995
16.878
how the funds requirements vary with changing the serviceability level from
High to Medium, and to Low. How these fund requirements compare with the
requirements, when the highway network is maintained as per an optimum level
of serviceability, is also shown in this case study.
the National Highway Network and National Vehicle Fleet databases. All
22 pavement sections included in the national highway network have been
selected for this study.
7.3.2. Selection of alternative M&R strategies: For this case study,
318
four alternative M&R strategies have been defined for each road section on the
basis of desired level of serviceability to which the road network is to be
maintained. All these M&R strategies are effective from the start year of the
analysis period i.e. 2003. The selected alternative strategies, maintenance and
rehabilitation works involved and the corresponding intervention criteria are
shown in Table 29.
TABLE 29. D ETAILS
OF
SELECTED M&R S TRATEGIES
Alternative
Strategies
M&R Works
M&R Optimum
Serviceability
Applicable to pavement
sections as per their
respective serviceability
levels
Applicable to respective M&R works
M&R High
Serviceability
Resealing with DBSD

Overlay with 40 mm BC
Reconstruction with
200 mm WMM + 50 mm
BM + 40 mm BC
Total Damage Area > 5 per cent

Roughness > 6 m/km IRI and
Total Damage Area >10 per cent
M&R Medium
Serviceability
Resealing with DBSD

Overlay with 25 mm BC
Reconstruction with
200 mm WMM + 50 mm
BM + 25 mm BC

M&R Low
Serviceability
Resealing with SBSD

Overlay with 25 mm SDBC
Reconstruction with
200 mm WMM + 50 mm
BM + 25 mm SDBC

7.3.3. Fund requirements: After selection of the alternative M&R

strategies, the programme application is run and the road works summary, as
applicable under each M&R strategy, is obtained along with the costs for the
same. The total year-wise fund requirements as obtained from this analysis are
shown in Table 30. A graphical representation of total fund requirements, under
each M&R strategy, over the analysis period of 10 years is shown in Fig. 8.
7.3.4. Comparison of fund requirements: The above results indicate
that the funds requirements for maintaining whole of the highway network at
the highest level of serviceability is about 27 per cent more than those required
for maintaining it at the optimum level of serviceability. It would be possible to
maintain the same highway network at a medium level of serviceability at about
DEVELOPMENT

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TABLE 30. FUND REQUIREMENTS
FOR
FOR INDIAN
319
E ACH MAINTENANCE S TRATEGY
Fund Requirements in Million Rupees

Year
M&R Optimum
Serviceability
M&R - High
Serviceability
M&R - Medium
Serviceability
M&R - Low
Serviceability
2003
383.193
831.747
315.953
207.803
2004
21.310
34.734
36.970
34.513
2005
22.300
22.301
0.000
0.000
2006
184.688
211.425
127.929
83.154
2007
253.835
244.885
184.306
52.581
2008
63.632
38.152
50.267
60.854
2009
103.451
128.292
93.057
71.734
2010
175.648
151.999
99.425
56.326
2011
160.237
114.631
107.102
38.285
107.494
93.639
74.055
74.890
Total
1475.870
1871.809
1089.068
681.042
2012
2000
1800
Optimum Fund Requirements
1600
1400
1200
1000
800
600
400
200
0
Optimum
Serviceability
High
Serviceability
Medium
Serviceability
Low
Serviceability
Level of Serviceability
Fig. 8. Fund requirements for each serviceability level
320
74 per cent of funds required for obtaining optimum serviceability. The funds
requirement for maintaining the whole highway network at the lowest level of
serviceability would only be of the order of about 46 per cent. But as per the
prevalent practice of allocation of funds in India, only 50-60 per cent funds are
available for maintenance management of National Highways [MORT&H,
2001a]. With such kind of fund allocation, it would not be possible to maintain
whole of the highway network either at high or even at medium level of
serviceability. However, the available funds would be sufficient enough to
maintain the highway network at the lowest level of serviceability.
7.3.5. Highway network condition: The average condition of the
highway network has been represented by the average roughness value (in terms
of IRI m/km) under the different M&R strategies as shown in Fig. 9. The
roughness progression is showing quite an expected trend with the various
maintenance strategies.

(m/km IRI)
7.0
High
Serviceability
Medium
Serviceability
Low
Serviceability
Optimum
Serviceability
6.0
5.0
4.0
3.0
2.0
2012
2011
2010
2009
2008
2007
2006
2005
2004
2003
1.0
Year
Fig. 9. Highway network condition under each M&R serviceability level
7.4. PROG3 - Determination of Effect of Budget Reduction on

Highway Network Condition
This case study demonstrates the effect of reduction in budget allocations
on the condition of highway network as a whole. The main objective of this
analysis is to compare the average condition of the highway network in terms of
pavement roughness under various levels of budget allocations.
DEVELOPMENT

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7.4.2. Selection of alternative M&R strategies: The alternative M&R
strategies in this case have been selected to be the same as those selected for
the life cycle cost analysis of highway network in PROG1.
7.4.3. Budget optimisation: To do the budget optimisation, the
optimisation process is run with various budget allocations. The total budget
requirement is of 1475.9 million Rupees for undertaking the unconstrained works
programme, as determined in case of life cycle cost analysis of highway network.
The various levels of budget allocation for which optimisation process has been
done are shown in the Table 31.
TABLE 31. BUDGET ALLOCATION LEVELS
Sl. No.
Budget Allocation (%)
Budget Allocation (Million Rupees)
1.
100%
1475.9
2.
90%
1328.3
3.
80%
1180.7
4.
70%
1033.1
5.
60%
885.5
6.
50%
738.9
7.4.4. Effect on highway network condition: The effect of various

budget levels on average condition of the highway network can be expressed
by the average roughness value in terms of IRI (m/km), as shown in Fig. 10.
It is quite clear from the above figure that the average roughness value of
the highway network keep on increasing with gradual reduction in budget levels,
which in turn may lead to very high road user cost values. Thus reduced budget
levels have a very detrimental impact on the condition of the highway network.
7.5. PROG4 - Determination of Effect of Deferred Maintenance on
Highway Network Condition
This case study demonstrates the effect of not taking up the maintenance
when it is due, may be because of unavailability of funds altogether and thereby
deferring the maintenance to subsequent years. The main objective of this
322

6
Roughness (m/km IRI)
5.5
5
100% Budget
4.5
90% Budget
80% Budget
70% Budget
60% Budget
3.5
50% Budget
3
2.5
2012
2011
2010
2009
2008
2007
2006
2005
2004
2003
Year
Fig. 10. Average Roughness Value Under Varying Levels of Budget Allocations
analysis is to show how the condition of the highway network will get affected
because of this postponement in taking up the requisite maintenance and
rehabilitation activities.
7.5.2. Selection of alternative M&R strategies: For this case study,
four alternatives M&R strategies have been defined for each road section on
the basis of their start year of application. In each alternative, the M&R works
and the intervention criteria is such as to maintain the various pavement sections
included in the highway network at their respective levels of serviceability, but
the start year of application in each case is different.
7.5.3. Highway network condition: The average condition of the highway
network has been represented by the average roughness value (in terms of IRI
m/km) under the different alternative strategies as shown in Fig. 11.
It is quite evident from the above figure that the average roughness value
of the highway network will not change much if the maintenance is delayed by
one year, but this value will rise very sharply, in case the application of
maintenance activities is deferred by two years or more, resulting in very high
road user costs. Thus, it may be concluded that the M&R activities should not
be delayed much from the time they have been triggered by the respective
intervention levels.
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(m/km IRI)
9.00
8.00
7.00
M&R-2003
6.00
M&R-2004
5.00
M&R-2005
4.00
M&R-2006
3.00
2.00
2012
2011
2010
2009
2008
2007
2006
2005
2004
2003
1.00
Year
Fig. 11. Highway network condition under each M&R strategy

8. APPLICATIONS OF THE STUDY
The work carried out under this study may find numerous applications
for the purpose of maintenance management of various highway networks. Some
of the potential applications are outlined below:
The National Highway Authority of India (NHAI) is contemplating

the development of a Road Information Management System (RIMS)
for the National Highway (NH) network in the country using HDM-4.
The methodology adopted in this study may be extended to include
whole of the NH network to achieve this objective.
The highway agencies, in-charge of maintenance management of

various highway networks under their jurisdiction may develop and
implement a pavement management system for their respective highway
network as per the methodology presented in this study.
The concerned field engineers may be suitably trained to understand

and put into practice the various aspects of PMS, such as pavement
sectioning, data collection, database management, and economic
analysis for optimization and prioritization of pavement maintenance
activities under constrained budget.
The highway agencies should collaborate with the specialist research

institutions to calibrate and further refine the pavement performance
models incorporated into HDM-4, to suit to their local climatic and
pavement conditions.
The condition responsive maintenance strategies may be adopted for
324
the prestigious projects such as the National Highway Development

Project (NHDP), instead of scheduled maintenance strategies for
rational utilization of limited maintenance funds.
9. CONCLUSIONS
The following conclusions have been drawn on the basis of this study:
The practice of pavement management is absolutely essential on the

part of highway agencies, especially in developing country like India,
because of paucity of available maintenance funds. But the process of
development of PMS need to made simpler so that the field engineers
may be able to understand and utilize it effectively.
Internationally recognised HDM-4 system has been used for the

development of pavement management programmes for the National
Highway network in the country.
The pavement deterioration models incorporated into HDM-4 have

been calibrated using the pavement condition data collected on the
pavement sections and calibration factors for various deterioration
models such as cracking, ravelling, potholing and roughness models
have been obtained.
The validity of these models has been checked to test the efficacy of
these models, by comparing the distress predictions made by the
calibrated deterioration models with those actually observed on the
selected pavement sections.
The R 2 values obtained for cracking progression (0.98), ravelling

progression (0.79), and roughness progression (0.97) model show very
good agreement between observed and predicted values. Therefore,
these models have been used for prediction of distresses and the
development maintenance management strategies for the highway
network
Under project level PMS analysis, the optimum M&R strategy for a
pavement section has been determined on the basis of highest NPV/
Cost ratio, amongst a number of pre-defined M&R strategies. Similarly,
an optimum improvement strategy for another pavement section has
been determined.
The remaining service life for a number of pavement sections has been
determined which varies from 1 to 3 years, indicating that
reconstruction on most of the pavement sections would be inevitable
in the near future, in the absence of any sound maintenance management
policy.
DEVELOPMENT

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325
The adoption of condition responsive maintenance strategies in

comparison with the scheduled type of maintenance strategies indicate
a saving of more than 33 per cent in highway agency costs over an
analysis period of 20 years.
Under network level PMS analysis, an unconstrained works programme
has been prepared for a period of 10 years and the total budget
requirements for maintenance management of the whole highway
network at a pre-defined optimum serviceability level have been
determined, which comes out to be 1475.87 million Indian Rupees.
The budget requirements for maintaining the highway network at an
optimum serviceability level are almost 40 times more than those
required for maintaining it with only routine maintenance type of
activities.
Since the usual level of fund allocations for the maintenance
management of National Highways in India is of the order of 60 per
cent of the requirements only, therefore an optimized and prioritized
works programme has been prepared for 60 per cent budget availability.
The funds requirements for maintaining whole of the highway network
at the highest level of serviceability (Rs. 1871.8 million) is about 27
per cent more than those required for maintaining it at the optimum
level of serviceability. However, it would be possible to maintain the
same highway network at a medium level of serviceability at about 74
per cent of funds (Rs. 1089.1 million). But since the budget availability
is normally 60 per cent, it would just be possible to maintain this
highway network at the lowest level of serviceability.
The average roughness value of the highway network keep on
increasing with gradual reduction in budget levels, which in turn may
lead to very high road user cost values. The same is also true when the
maintenance activities are increasingly deferred beyond the year in
which they become due. Both these scenarios have a very detrimental
impact on the overall health of the highway network.
REFERENCES
1.
Aggarwal, S., Jain S.S., and M. Parida (2002) A Critical Appraisal of Pavement
Management Systems Vol. 63 No.2, IRC Journal, Indian Roads Congress, New Delhi,
pp 327-403.
2.
Bennet, C.R., and W.D.O. Paterson (2000) A Guide to Calibration and Adaptation,
HDM-4 Documentation Series, Volume-5, The World Road Association (PIARC), Paris,
France.
3.
Chakrabarti, S., Rawat, M.S., and B. Mondal (1995) Highway Design and
Maintenance Standards Model (HDM): Calibration and Adaptation to Indian
Conditions IRC Journal, Vol. 56, No. 1, pp 75-101.
326
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
AGGARWAL, JAIN & PARIDA ON DEVELOPMENT OF PAVEMENT MANAGEMENT

SYSTEM FOR INDIAN NATIONAL HIGHWAY NETWORK
CRRI (1994) Pavement Performance Study on Existing Pavement Sections, Final
Report, Central Road Research Institute, New Delhi.
Dattatreya, J.K., Veeraragavan A., Murthy, K., and C.E.G. Justo, (1992) A Suggested
Simplified System for Pavement Maintenance Management of Road Network, IRC
Journal, Vol. 53, No. 2, pp 217-273.
Fwa, T.F., and K.C. Sinha (1986) Routine Maintenance and Pavement Performance,
ASCE Journal of Transportation Engineering, Vol. 112, No. 4, pp 329-344.
George K.P., and A. Rajashekhran (1995) Future Directions in Pavement
Management, Proceedings, ICORT-95, University of Roorkee, Roorkee, pp 437-447.
Haas, R.C.G., and W.R. Hudson (1978) Pavement Management System, McGrawHill Book Company, New York, 1978
IRC: 81 (1997) Guidelines for Strengthening of Flexible Road Pavement using
Benkelman Beam Deflection Technique, Indian Roads Congress, New Delhi.
Jain S.S., and A.K. Gupta (1994) Development of Pavement Management System for
Indian Highway Network, Final Report of the R&D Project, Submitted to AICTE,
New Delhi by COTE, Department of Civil Engineering, UOR, Roorkee.
Jain, S.S., Gupta, A.K., Khanna, S.K., and E. Safa (1994) Development and
Application of Deterioration Models for Maintenance Management of Flexible
Pavements, An Invited Paper Published in the Proceedings of the Conference on Traffic
Safety of Two Continents and Strategic Highway Research Program (SHRP), Hague,
Netherlands.
Jain, S.S., Gupta, A.K., and S.K. Khanna (1996) Development of Maintenance and
Rehabilitation Investment Strategy for Flexible Pavements, IRC Journal, Vol. 57, No.
2, pp 367-418.
Jain, S.S., Parida, M., and M.M.S. Rawat (1999) A Rational Approach for Pavement
Management System for Urban Roads Highway Research Bulletin, IRC, No. 61, pp
69-99.
Kadyali, L.R. (1992) Study for Updating Road User Cost Data, L.R. Kadyali and
Associates, New Delhi.
Kennedy, C.K., Young, A.E., and I.C. Butler (1990) Measurement of Skidding
Resistance and Surface Texture and the Use of Results in the United Kingdom, Surface
Characteristics of Roadways: International Research and Technologies, ASTM STP
1031, American Society for Testing and Materials, Philadelphia, pp 87-102.
Kerali, H.R., McMullen, D., and J.B. Odoki (2000) HDM-4 Applications Guide,
HDM-4 Documentation Series, Volume-2, The World Road Association (PIARC), Paris,
France.
MORT&H (2001a) Report of the Committee on Norms for Maintenance of Roads in
India, Ministry of Road Transport & Highways, Government of India, New Delhi.
MORT&H (2001b) Road Development Plan Vision: 2021, Ministry of Road Transport
& Highways, Government of India, New Delhi.
MORT&H (2001c) Updation of Road User Cost Data, Final Report prepared by
Central Road Research Institute for Ministry of Road Transport & Highways,
Government of India, New Delhi.
Sharma, S.C. (1995) Recent PMS Studies in India, Indian Highways, May, 1995,
Indian Roads Congress, pp 21-29.
Snaith, M.S. (2002) Pavement Management, Presentation made at 62nd Annual
Session of the Indian Roads Congress, Kochi, India.

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Paper No.

DEVELOPMENT OF PAVEMENT MANAGEMENT

AGGARWAL, PROF. JAIN & DR. PARIDA ON

decisions concerning maintenance management of pavements. The pavement deterioration

Comprehensive review of research literature on development of

PAVEMENT MANAGEMENT SYSTEM

Study and use of World Banks highway project appraisal model

2.1. Pavement Management System

AGGARWAL, PROF. JAIN & DR. PARIDA ON

the appropriate time in the schedule and incorporates detailed engineering

PAVEMENT MANAGEMENT SYSTEM

present study, a sub-network of the 65,000 km strong National Highway

Delhi Meerut Roorkee - Haridwar Badrinath

Ambala - Paonta Sahib Dehradun - Rishikesh Marg

Chutmalpur Biharigarh Mohand - Dehradun Marg

Roorkee Saharanpur Yamunanagar - Panchkula

Haridwar Najibabad Bareilly Marg

Fig. 1. Layout of the Selected National Highway Network

AGGARWAL, PROF. JAIN & DR. PARIDA ON

3.2. Division of Highway Network into Pavement Sections

Road Network Data

4.2. Road Network Data

PAVEMENT MANAGEMENT SYSTEM

NH-58 [km 130-141]

NH-58 [km 141-153]

NH-58 [km 153-173]

NH-58 [km 173-192]

NH-58 [km 192-204]

NH-58 [km 204-218]

NH-58 [km 218-228]

NH-72 [km 105-118]

NH-72 [km 118-132]

NH-72 [km 132-148]

Selaqui IMA Dehradun

NH-72 [km 162-180]

Rispan Bridge Dehradun Bhaniyawala

NH-72 [km 180-197]

NH-72A [km 0-11]

NH-72A [km 11-22]

NH-72A [km 22-33]

NH-72A [km 33-43]

NH-73 [km 0-11]

NH-73 [km 11-25]

NH-73 [km 25-35]

NH-73 [km 35-47]

NH-74 [km 0-13]

NH-74 [km 13-30]

AGGARWAL, PROF. JAIN & DR. PARIDA ON

4.2.1. Road network elements: In order to customize HDM-4 for use in

Road class All the pavement sections included in the selected

Referencing system - The Kilometre-Node referencing system has

Section identification - Each pavement section has been assigned a

Basis of sectioning Fixed-length Sectioning has been used as the

Geometry class The geometry class of each pavement section

PAVEMENT MANAGEMENT SYSTEM

4.2.2. Inventory Data: The inventory data includes the following

Measurement of crack area - A number of representative test

Measurement of ravelled area - Ravelling is the loss of material from

AGGARWAL, PROF. JAIN & DR. PARIDA ON

Measurement of pothole area - Potholes are bowl shaped holes of

Rut depth measurements - The transverse deformation across the

4.2.5. Roughness measurements: The pavement roughness was

4.2.6. Skid resistance measurements: The skid resistance measurements