Development of Pavement Management System For Indian National Highway Network PDF

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. Introduction ... ... 272
2. Research Survey ... ... 273
3. Identification of National Highway Network ... ... 274
4. Data Acquisition and Database ... ... 276
5. Calibration and Validation of HDM-4 Pavement ... ... 289
Performance Prediction Models
6. Pavement Management at Project Level ... ... 290
7. Pavement Management at Network Level ... ... 305
8. Applications of the Study ... ... 323
9. Conclusions ... ... 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 OFPAVEMENT MANAGEMENT SYSTEM FOR INDIAN 273
NATIONAL HIGHWAY NETWORK
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
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
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. National Highway Description

No. No.
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

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) Road Network Data

(ii) Vehicle Fleet Data
(iii) Maintenance and Rehabilitation Works Data
(iv) 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.
The road network data collection in the field was divided under the
following heads:
(i) Inventory data

(ii) Structural evaluation (Structural capacity)
(iii) Functional evaluation (Pavement condition and riding quality)
(iv) Evaluation of pavement material
TABLE 2. SELECTED PAVEMENT SECTIONS
Sl. Section ID Section Name Section Description

no.
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
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.
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.
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
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.
TABLE 3(a). H IGHWAY N ETWORK - BASIC D ATA 282
Section Section Link Name Speed Flow Traffic Flow Climate Zone Section Carriage- Motorized AADT
ID Name Type Pattern Length way AADT Year
(km) Width
(m)
NH-5801 NH-58 [km 130-141] Muzzafarnagar - Roorkee Two Lane Standard Inter-city North India - Plains 11 7.0 11,450 2002
NH-5804 NH-58 [km 173-192] Roorkee - Rishikesh Two Lane Standard Inter-city North India - Plains 19 7.0 13,980 2002
NH-7201 NH-72 [km 105-118] Paonta Sahib - Dehradun Single Lane Standard Inter-city North India - Plains 13 3.7 3,650 2002
NH-7202 NH-72 [km 118-132] Paonta Sahib - Dehradun Two Lane Standard Inter-city North India - Plains 14 7.0 5,720 2002
NH-7203 NH-72 [km 132-148] Paonta Sahib - Dehradun Two Lane Standard Inter-city North India - Plains 16 7.0 5,870 2002
NH-7204 NH-72 [km 162-180] Dehradun - Haridwar Two Lane Standard Inter-city North India - Plains 18 7.0 7,280 2002
NH-7205 NH-72 [km 180-197] Dehradun - Haridwar Two Lane Standard Inter-city North India - Plains 17 7.0 6,840 2002
NH-72A1 NH-72A [km 0-11] Chutmalpur - Dehradun Two Lane Standard Inter-city North India - Plains 11 7.0 6,550 2002
NH-72A2 NH-72A [km 11-22] Chutmalpur - Dehradun Two Lane Narrow Inter-city North India - Plains 11 6.1 6,310 2002
NH-72A3 NH-72A [km 22-33] Chutmalpur - Dehradun Two Lane Narrow Inter-city North India - Hills 11 6.5 6,250 2002
NH-72A4 NH-72A [km 33-43] Chutmalpur - Dehradun Two Lane Standard Inter-city North India - Hills 10 7.0 6,040 2002
AGGARWAL, PROF. JAIN & DR. PARIDA ON
NH-7301 NH-73 [km 0-11] Roorkee - Saharanpur Two Lane Standard Inter-city North India - Plains 11 7.0 7,840 2002
NH-7303 NH-73 [km 25-35] Roorkee - Saharanpur Two Lane Narrow Inter-city North India - Plains 10 6.5 7,670 2002
NH-7401 NH-74 [km 0-13] Haridwar - Najibabad Two Lane Narrow Inter-city North India - Plains 13 6.1 5,480 2002
NH-7402 NH-74 [km 13-30] Haridwar - Najibabad Two Lane Narrow Inter-city North India - Plains 17 6.1 5,520 2002
TABLE 3(b). H IGHWAY NETWORK - C ONDITION DATA
Section Condition Rough- Cracking Ravelled Potholes Edge Rut Texture Skid Benkel- Adjusted
Name Year ness Area Area (no./km) Break Depth Depth Resistance man structural
IRI (%) (%) (m 2/km) (mm) (mm) (SCRIM) Beam Number of
(m/km) deflec- pavements
tion mm (SNP)
NH-58 [km 130-141] 2001 2.6 2 1 0 0 1 0.7 0.50 0.45 5.29

NH-58 [km 141-153] 2001 3.8 4 2 0 0 3 0.7 0.50 0.49 5.02
DEVELOPMENT
NH-58 [km 153-173] 2001 4.6 8 4 2 2 5 0.5 0.40 0.66 4.16

OF
NH-58 [km 173-192] 2001 3.4 4 1 0 0 3 0.7 0.50 0.45 5.29

NH-58 [km 192-204] 2001 4.1 7 4 2 2 3 0.5 0.40 0.62 4.32
NH-58 [km 204-218] 2001 4.4 8 4 1 1 6 0.5 0.50 0.62 4.32
NH-58 [km 218-228] 2001 5.1 6 4 1 2 6 0.5 0.40 0.70 4.01
NH-72 [km 105-118] 2001 5.9 7 10 0 12 5 2.0 0.50 0.85 3.54
NH-72 [km 118-132] 2001 5.1 10 5 2 5 8 0.5 0.40 0.70 4.01
NH-72 [km 132-148] 2001 5.7 12 5 2 5 6 0.5 0.40 0.75 3.84
NH-72 [km 162-180] 2001 5.2 10 8 1 5 10 0.5 0.40 0.90 3.42
NH-72 [km 180-197] 2001 6.2 12 9 2 5 9 0.5 0.40 0.68 4.08
NH-72A [km 0-11] 2001 6.7 10 12 3 5 20 0.5 0.50 0.95 3.31
NH-72A [km 11-22] 2001 6.6 14 10 10 5 20 0.6 0.50 0.92 3.37

PAVEMENT MANAGEMENT SYSTEM
NH-72A [km 22-33] 2001 6.7 15 10 10 5 5 0.6 0.50 0.88 3.47

NH-72A [km 33-43] 2001 3.0 2 1 0 0 3 0.7 0.50 0.75 3.84
NH-73 [km 0-11] 2001 3.6 4 5 1 2 7 0.6 0.60 0.65 4.20
NH-73 [km 11-25] 2001 2.4 1 1 0 2 2 0.7 0.60 0.80 3.68
FOR INDIAN
NH-73 [km 25-35] 2001 6.9 15 10 10 4 8 0.5 0.40 1.02 3.16

NH-73 [km 35-47] 2001 6.3 10 7 3 4 7 0.5 0.40 0.95 3.31
NH-74 [km 0-13] 2001 4.5 6 5 1 5 7 0.5 0.45 0.95 3.31
NH-74 [km 13-30] 2001 4.7 5 4 3 3 6 0.5 0.45 1.10 3.01
283
TABLE 3(c). H IGHWAY NETWORK - PAVEMENT DATA 284
Section Name Surfacing Material Type Current Previous Last Last Last Last
Surface Surface Construc- Rehabili- Surfac- Preventive
Thickness Thickness tion tation ing Treatment
(mm) (mm) Year Year Year Year
NH-58 [km 130-141] Asphaltic Concrete (AC) 40 100 1994 2000 2000 2000
NH-58 [km 173-192] Double Bituminous Surface Dressing (DBSD) 25 100 1992 1997 2000 2000
NH-72 [km 105-118] Single Bituminous Surface Dressing (SBSD) 15 50 1990 1996 1999 1999
NH-72A [km 0-11] Single Bituminous Surface Dressing (SBSD) 15 50 1992 1992 1997 1997
NH-72A [km 33-43] Double Bituminous Surface Dressing (DBSD) 25 50 1996 1996 2001 2001
TABLE 3(d). LABORATORY T EST RESULTS OF SUBGRADE SOIL SAMPLES
Section Name Optimum Atterberg Limits CBR

Moisture (%) (%)
Content LL PL PI Un- Soaked
(%) soaked
NH-58 [km 130-141] 8.30 24 20 4 10.4 7.3

NH-58 [km 141-153] 8.55 21 15 6 9.8 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 5 9.6 6.8
NH-58 [km 192-204] 7.40 27 19 8 10.2 7.0
NH-58 [km 204-218] 8.45 22 15 7 8.7 6.3
NH-58 [km 218-228] 9.50 18 12 6 8.6 6.5
NH-72 [km 105-118] 7.70 20 16 4 9.5 6.8
NH-72 [km 118-132] 9.30 24 17 7 10.3 6.9
NH-72 [km 132-148] 8.50 20 15 5 10.6 7.2
NH-72 [km 162-180] 7.90 28 19 9 8.9 6.3
NH-72 [km 180-197] 8.70 22 15 7 9.6 6.9
NH-72A [km 0-11] 9.60 18 15 3 8.5 5.8
NH-72A [km 11-22] 8.50 17 12 5 8.3 5.9
NH-72A [km 22-33] 10.40 21 16 5 10.4 6.8
NH-72A [km 33-43] 9.30 18 14 4 9.7 6.3
NH-73 [km 0-11] 8.40 19 13 6 9.8 5.9
NH-73 [km 11-25] 8.60 17 11 6 11.3 7.4
NH-73 [km 25-35] 7.70 20 15 5 10.9 7.2
NH-73 [km 35-47] 7.30 19 14 5 8.8 5.8
NH-74 [km 0-13] 9.40 21 17 4 9.7 6.3
NH-74 [km 13-30] 9.80 20 16 4 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
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 AND GROWTH RATE OF VEHICLES
Vehicle Type Composition of Annual Average Growth

Traffic Flow (%) Rate (%)
Two Wheelers 22.0 7.5

Passenger Cars 30.0 8.7
Light Commercial Vehicles 13.0 8.5
Medium Commercial Vehicles 17.0 8.5
Heavy Commercial Vehicles 10.0 8.5
Bus 8.0 7.4
DEVELOPMENT OF PAVEMENT MANAGEMENT SYSTEM FOR INDIAN 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 FOR P AVEMENTS
Sl. Serviceability Indicator Serviceability Levels

No. Level 1 Level 2 Level 3
1. Roughness by Bump 2000 mm/km 3000 mm/km 4000 mm/km

Integrator (max. permissible)
Equivalent IRI 2.8 m/km 4.0 m/km 5.2 m/km
2. Potholes per km Nil 2-3 4-8
(max. number)
3. Cracking and patching area 5 per cent 10 per cent 10-15 per cent
(max. permissible)
4. Rutting 20 mm 1.0 per cent 1.5 per cent 2.5 per cent
(maximum permissible)
5. Skid number 50 SN 40 SN 35 SN
(minimum desirable)
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 Traffic Volume Pavement Sections

Level (AADT)
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
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
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.
TABLE 7. CALIBRATION OF HDM-4 PAVEMENT DETERIORATION MODELS
Calibration Factors Average
Sl.
Model Description HDM-4 Pavement Deterioration Models Calibration
No. Set1 Set2 Set3 Set4 Set5 Factor
2 2
ICA = Kcia [CDS * 4.21 EXP{0.14 SNP 17.1(YE4/SNP )} +
1. Cracking Initiation 0.37 0.44 0.39 0.48 0.45 Kcia = 0.43
CRT]
Cracking 0.45 1/0.45
2. dACA = Kcpa (CRP/CDS) [(1.84 * 0.45 * dtA+ SCA ) - SCA] 0.77 1.11 1.25 1.51 1.64 Kcpa = 1.25
Progression
2
3. Ravelling Initiation IRV = Kvi CDS * 10 * RRF * EXP[-0.156 * YAX] 0.34 0.34 0.36 0.39 0.41 Kvi = 0.37
2
dARV = Kvp(1/RRF) (1/CDS ) [(0.6 + 3.0 * YAX) * 0.352 * dtv+
4. Ravelling Progression 0.35 1/0.35 0.79 0.61 0.46 0.39 0.35 Kvp = 0.52
DEVELOPMENT
SRV ) SRV]

OF
(1 + 0.05 * HS)
5. Potholing Initiation IPT =Kpi 2.0 * (1 + 1* CDB)(1 + 0.5 * YAX)(1 + 0.01* MMP) 0.48 0.53 0.42 0.42 0.41 Kpi = 0.45

(1 + 1* CDB)(1 + 10 * YAX)(1 + 0.005 * MMP)

6. Potholing Progression dNPTi = Kpp* ADISi 0.88 0.94 0.82 0.96 1.02 Kpp = 0.95
(1 + 0.08 * HS)
DRI = Kgp [134 * EXP(m Kgm AGE3) * (1+SNPKb) YE4] + -5

Roughness
7. Progression [0.0066 * DACRA] + [0.088 * DRDS] + [0.00019 (2 FM) 0.85 0.82 0.88 0.76 0.92 Kgp = 0.85
1.5 1.5
{((NPTa * TLF) + (DNPT * TLF/2)) (NPTa) }] + [m Kgm RIa ]
T ABLE 8. D ETAILS OF O BSERVED AND P REDICTED C RACKING RAVELLING AND R OUGHNESS V ALUES
Cracking (% Area) Ravelling (% Area) Roughness (m/km IRI)

Pavement Section
Observed Predicted % Variability Observed Predicted % Variability Observed Predicted % Variability
NH-58 [km 130-141] 1.6 1.85 15.1 3.8 2.30 39.4 2.3 2.05 10.8
NH-58 [km 141-153] 5.7 5.08 10.8 5.8 4.63 20.1 4.2 3.90 7.1
NH-58 [km 153-173] 10.2 11.78 15.5 6.5 8.61 32.4 5.6 4.75 15.1
NH-58 [km 218-228] 13.8 17.08 23.7 10.4 7.88 24.2 5.7 5.29 7.2
NH-72 [km 118-132] 15.3 17.11 11.8 13.5 15.58 15.4 6.1 5.26 13.8
FOR INDIAN
NH-73 [km 11-25] 2.1 1.70 19.0 4.5 6.04 34.2 2.6 2.49 4.2
NH-73 [km 35-47] 16.2 20.77 28.2 10.3 13.00 27.0 7.3 6.58 9.8
NH-74 [km 13-30] 11.8 14.17 20.0 10.2 14.26 39.8 4.8 4.91 2.1
Correlation y = 1.2731x 1.0131 y = 1.2403x 1.0396 y = 0.8651x +0.2294
2
R value 0.98 0.79 0.97
291
(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.
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 Description of Intervention Level

Standard Work
Crack Sealing Scheduled annually
Base Routine + Pothole Patching Scheduled annually
Alternative Reconstruction Reconstruction with Roughness > 6IRI and
200 mm WMM+ Total damage area > 20%
50 mm BM+40 mm BC
Alternative1 Resealing Provide 25 mm DBSD Total damage area > 5%
Alternative2 Resealing + Provide 25 mm DBSD Total damage area > 5%
Overlay 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.
TABLE 10. D ETERIORATION SUMMARY OF THE P AVEMENT S ECTION UNDER V ARIOUS M&R ALTERNATIVES 294
Alternative 1 Alternative 2
MT ESAL Adjusted Rough- All Ravelled No. of Mean Adjusted Rough- All Ravelled No. Mean
Year (AADT) per Strctural ness Struc- Area Pot- Rut Structural ness Structural Area of. Rut
lane Number IRI tural (%) holes Depth Number IRI Cracks (%) Pot- Depth
(SNP) (m/km) Cracks (mm) (SNP) (m/km) (%) holes (mm)
(%)
2003 15134 1.64 5.22 3.47 7.40 1.84 0 3.20 5.22 3.47 7.40 1.84 0 1.84
2004 16383 1.78 5.47 3.59 0.00 0.00 0 3.38 5.93 2.05 0.00 0.00 0 0.65
2005 17736 1.93 5.47 3.68 2.54 1.86 0 3.57 5.93 2.10 1.11 0.00 0 0.82
2006 19200 2.09 5.46 3.81 5.98 3.53 0 3.76 5.92 2.17 0.94 0.00 0 0.57
2007 20787 2.26 5.71 3.93 0.00 0.00 0 3.94 6.17 2.23 0.00 0.00 0 0.32
2008 22505 2.45 5.71 4.03 2.54 3.74 0 4.12 6.17 2.29 1.82 3.74 0 0.48
2009 24365 2.66 5.70 4.16 5.98 5.57 0 4.31 6.16 2.38 4.90 5.64 0 0.38
2010 26380 2.88 5.95 4.29 0.00 0.50 0 4.49 6.41 2.47 0.00 0.50 0 0.26
2011 28562 3.12 5.95 4.40 2.54 3.99 0 4.67 6.41 2.54 2.54 3.99 0 0.43
2012 30925 3.38 5.94 4.54 5.98 5.81 0 4.85 6.40 2.64 5.98 5.81 0 0.34
Alternative 3 Alternative 4
2003 15134 1.64 5.22 3.47 7.40 1.84 0 1.84 5.22 3.47 14.80 3.67 0 3.20
2004 16383 1.78 5.93 2.05 0.00 0.00 0 0.65 5.15 3.66 37.04 7.85 0 3.40
2005 17736 1.93 5.93 2.10 1.11 0.00 0 0.82 4.90 4.06 71.82 9.91 18 3.64
2006 19200 2.09 5.92 2.17 1.88 0.00 0 0.99 4.66 5.57 40.49 0.00 35 1.97
2007 20787 2.26 5.92 2.24 4.48 0.00 0 1.17 4.53 2.05 0.50 0.00 0 0.24
2008 22505 2.45 5.91 2.32 9.53 0.00 0 1.35 4.53 2.15 0.00 0.00 0 0.47
2009 24365 2.66 5.89 2.43 17.81 0.00 0 1.53 4.53 2.26 1.27 0.00 0 0.72
2010 26380 2.88 5.86 2.56 30.41 0.00 0 1.72 4.52 2.38 3.51 0.00 0 0.96
2011 28562 3.12 5.70 2.72 24.25 1.87 0 1.11 4.51 2.52 7.82 0.00 0 1.21
2012 30925 3.38 6.46 1.75 0.60 0.00 0 0.45 4.48 2.69 15.08 0.65 0 1.46
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
5.5
Average Roughness Value
5.0
4.5
Base Alternative
(m/km IRI)
4.0 Alternative1
3.5 Alternative2
3.0 Alternative3
Alternative4
2.5
2.0
1.5
1.0
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
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.
TABLE 11. DESCRIPTION OF M&R WORKS AND ASSOCIATED COSTS 296
M&R Works Cost of Works

Year
Base Alt Alt1 Alt2 Alt3 Alt4 Base Alt Alt1 Alt2 Alt3 Alt4
Patch &
2003 DBSD 25 mm BC 40 mm BC 40 mm ***** 0.313 13.499 30.816 30.816 *****
Crack Seal
Patch &
2004 ***** ***** ***** ***** 0.000 ***** ***** ***** *****
Crack Seal
Patch &
2005 ***** ***** ***** ***** 0.182 ***** ***** ***** *****
Crack Seal
Patch & Mill & Rep
2006 DBSD 25 mm DBSD 25 mm ***** 0.204 13.499 13.499 ***** 59.850
Crack Seal 80 mm
Patch &
2007 ***** ***** ***** ***** 0.204 ***** ***** ***** *****
Crack Seal
Patch &
2008 ***** ***** ***** ***** 0.207 ***** ***** ***** *****
Crack Seal
Patch &
2009 DBSD 25 mm DBSD 25 mm ***** ***** 0.213 13.499 13.499 ***** *****
Crack Seal
Patch &
2010 ***** ***** ***** ***** 0.215 ***** ***** ***** *****
Crack Seal
Patch &
2011 ***** ***** BC 40 mm ***** 0.217 ***** ***** 30.816 *****
Crack Seal
Patch &
2012 DBSD 25 mm DBSD 25 mm ***** ***** 0.219 13.499 13.499 ***** *****
Crack Seal
Total Capital Cost in Million Indian Rupees 1.978 53.998 71.314 61.632 59.850
TABLE 12. E CONOMIC ANALYSIS SUMMARY
Alternative Total Increase Decrease Net NPV/Cost Internal

Agency in Agency in Road Present Ratio Rate of
Costs Costs User Costs Value 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 1 Ravelled Area 10%
Flow Direction Two-way No. of Potholes 0
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
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 Description of Application Year

Standard Work
Base Alternative Routine Crack Sealing and Scheduled annually
Maintenance Pothole Patching
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.
TABLE 15. DESCRIPTION OF IMPROVEMENT WORKS AND ASSOCIATED COSTS
Improvement Works Cost of Works

Year
Base Alt Alt 1 Alt 2 Alt 3 Base Alt Alt 1 Alt 2 Alt 3
Lane Addition +
Patch & Crack
2003 ***** ***** Resurfacing of Existing 0.172 ***** ***** 39.783
Seal
Pavement
Patch & Crack
2004 ***** ***** ***** 0.098 ***** ***** *****
Seal
DEVELOPMENT
Lane Addition +
OF
Patch & Crack

2005 ***** Resurfacing of Existing ***** 0.107 ***** 39.783 *****
Seal
Pavement
Patch & Crack
2006 ***** ***** ***** 0.105 ***** ***** *****
Seal
Lane Addition +
Patch & Crack
2007 Resurfacing of Existing ***** ***** 0.103 39.783 ***** *****
Seal
Pavement
Patch & Crack
2008 ***** ***** ***** 0.104 ***** ***** *****
Seal
Patch & Crack
2009 ***** ***** ***** 0.105 ***** ***** *****
Seal
Patch & Crack

2010 ***** ***** ***** 0.106 ***** ***** *****
Seal
Patch & Crack

2011 ***** ***** ***** 0.107 ***** ***** *****
Seal
Patch & Crack
2012 ***** ***** ***** 0.108 ***** ***** *****
Seal
FOR INDIAN
Total Capital Cost in Million Indian Rupees 1.120 39.783 39.783 39.783
299

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 Net NPV/ Internal

Agency in Agency in Road Present Cost Rate
Costs Costs User Value Ratio of
Costs Return
Base Alt. 0.777 0.000 0.000 0.000 0.000 0.0

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
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
8.0
7.0
6.0 NH-5807
(m/km IRI)
NH-7205
5.0 NH-72A2
NH-7303
4.0 NH-7402
3.0
2.0
1.0
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
Year
Fig. 3. Roughness progression for all pavement sections
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. Pavement Reconstruction Remaining Service

No. Section Year Life (Years)
1. NH-5807 2007 4
2. NH-7205 2005 2
3. NH-72A2 2005 2
4. NH-7303 2004 1
5. NH-7402 2006 3
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.

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 2 Ravelled Area 1%
Flow Direction Two-way No. of Potholes 0
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. M&R Alternative M&R Work Intervention Criteria

No.
1. Scheduled Overlay Bituminous Concrete Scheduled every

25 mm Five years
2. Condition Responsive Bituminous Concrete Roughness > 4.0
Overlay 25 mm mm/km IRI
3. Routine Maintenance Patching and Crack Scheduled annually
Sealing
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.
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.
5.00
4.50
4.00
(m/km IRI)
3.50 Scheduled
Overlay
3.00
2.50 Condition
2.00 Responsive
Overlay
1.50
1.00
2003
2005
2007
2009
2011
2013
2015
2017
2019
2021
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 OF M&R WORKS AND ASSOCIATED COSTS
M&R M&R Applicable Frequency Total Costs

Strategy Work Years of Application Agency in
Million Rupees
Scheduled Bituminous 2006, 2011, 4 58.447
Concrete 25 mm 2016, 2021
Condition Bituminous 2007, 2015, 3 43.835
Responsive Concrete 2022
25 mm
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 Present Increase in Decrease Net Present NPV/Cost

Strategy Value of Agency in Road Value Ratio
Total Costs User Costs (NPV)
Agency
Costs
Routine 0.883 0.000 0.000 0.000 0.000

Scheduled 24.655 23.772 408.709 384.937 15.613
Condition 17.025 16.142 331.698 315.556 18.535
Responsive
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
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 HDM-
4 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
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.
TABLE 22. DETAILS OF SELECTED M&R STRATEGIES 308
Alternative Works Standard Serviceability Traffic Level M&R Works Intervention Criteria
Strategies Level (AADT)
High
Base Routine Medium All Crack Sealing and Pothole Patching Scheduled Annually
Alternative Maintenance
Low
Double Bituminous Surface Dressing Total Damage Area > 5%
High > 10,000 Overlay 40 mm Bituminous Concrete Roughness > 2.8 m/km IRI
Wet Mix Macadam 200 mm + Base Course 50 Roughness > 6 m/km IRI
mm Bituminous Macadam + Surface Course 40 and
mm Bituminous Concrete Total Damage Area >10%
Double Bituminous Surface Dressing Total Damage Area > 10%
M&R Resealing +
Alternative Overlay + Overlay 25 mm Bituminous Concrete Roughness > 4 m/km IRI
Medium 5,000 to 10,000
Reconstruction Wet Mix Macadam 200 mm + Base Course 50 Roughness > 8 m/km IRI
mm Bituminous Concrete Total Damage Area > 20%
Single Bituminous Surface Dressing Total Damage Area > 15%
Overlay 25 mm Semi Dense Bituminous Roughness > 5.2 m/km IRI
Concrete
Low < 5,000
Wet Mix Macadam 200 mm + Base Course 50 Roughness > 10 m/km IRI
mm Semi Dense Bituminous Concrete Total Damage Area > 30%
km
km
km
km
km
km
km
km
km
km
km
km
km
km
km
km
km
km
km
km
km
Fig. 5. Section-wise Budget Requirements for the Highway Network
TABLE 23. S UMMARY OF L IFE C YCLE COST A NALYSIS

Pavement Increase in Road Savings in Road Economic Indicators
Section ID Agency Costs User Costs
Net
Capital Recurrent Vehicle Travel Economic NPV/ EIRR
Operating Time Benefit Cost (%)
Costs Costs (NPV) Ratio
NH-5801 31.06 -0.24 39.38 3.17 11.72 0.377 18.1
NH-5802 38.94 -0.43 194.04 15.75 171.28 4.399 102.0
NH-5803 72.56 -0.98 562.88 75.39 566.70 7.810 180.8
NH-5804 54.30 -1.31 304.77 19.46 271.24 4.995 92.0
NH-5805 40.47 -0.96 329.93 30.24 320.65 7.923 163.5
NH-5806 48.92 -1.19 341.52 38.82 332.61 6.799 157.1
NH-5807 30.50 -0.82 208.86 38.00 217.18 7.121 199.0
NH-7201 17.19 -0.78 138.38 6.55 128.52 7.479 208.1
NH-7202 32.44 -0.99 159.30 36.63 164.49 5.070 139.1
NH-7203 46.04 -0.91 244.70 58.13 257.70 5.597 161.2
NH-7204 45.29 -1.61 336.96 90.50 383.78 8.474 185.8
NH-7205 42.77 -0.29 743.56 512.70 1213.78 28.377 258.5
NH-72A1 31.66 -1.03 246.11 40.38 255.86 8.083 205.1
NH-72A2 32.70 -0.15 451.63 222.83 641.91 19.629 265.3
NH-72A3 29.39 -0.17 476.32 208.31 656.30 22.327 255.7
NH-72A4 24.67 -0.61 46.64 2.08 24.66 1.000 35.5
NH-7301 28.95 -0.44 90.71 9.12 71.32 2.464 49.5
NH-7302 35.94 -0.54 63.45 5.25 33.30 0.927 31.5
NH-7303 35.35 -0.20 575.74 359.62 99.21 25.468 366.2
NH-7304 45.68 -1.11 300.59 98.99 355.01 7.772 233.2
NH-7401 31.84 -1.30 150.25 19.39 139.10 4.368 133.7
NH-7402 36.56 -1.66 222.67 52.04 239.81 6.559 146.3
TABLE 24. SECTION -WISE U NCONSTRAINED WORKS PROGRAMME L IST
Pavement Traffic Application M&R Financial Cumulative

Section (AADT) Year Work Cost Cost
NH-58 [km 130-141] 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
NH-72 [km 105-118] 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
NH-72A [km 0-11] 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
NH-73 [km 0-11] 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
NH-74 [km 0-13] 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 OF

HIGHWAY NETWORK
Section Name Budget Requirements (Million Rupees)

Base Alternative M&R Alternative
NH-58 [km 130-141] 0.500 51.613
NH-58 [km 141-153] 0.829 69.972
NH-58 [km 153-173] 1.745 116.620
NH-58 [km 173-192] 2.472 89.149
NH-58 [km 192-204] 1.732 69.972
NH-58 [km 204-218] 2.113 81.634
NH-58 [km 218-228] 1.472 51.086
NH-72 [km 105-118] 1.400 28.812
NH-72 [km 118-132] 1.741 59.084
NH-72 [km 132-148] 1.556 88.402
(Contd.)
TABLE 25 (Contd.)
Section Name Budget Requirements (Million Rupees)

Base Alternative M&R Alternative
NH-72 [km 162-180] 2.801 75.965
NH-72 [km 180-197] 0.610 71.745
NH-72A [km 0-11] 1.793 60.776
NH-72A [km 11-22] 0.319 61.477
NH-72A [km 22-33] 0.357 56.432
NH-72A [km 33-43] 1.167 51.090
NH-73 [km 0-11] 0.813 51.610
NH-73 [km 11-25] 1.108 65.690
NH-73 [km 25-35] 0.400 66.260
NH-73 [km 35-47] 1.948 85.630
NH-74 [km 0-13] 2.339 57.880
NH-74 [km 13-30] 3.022 64.970
Total Budget Requirements Rs. 32.240 million 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.
400
Budget Requirements (Million
350
300
250
Rupees)
200
150
100
50
0
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
Year
Fig. 6. Year-wise budget requirements
10.0
9.0
8.0
7.0 Base
(m/km IRI)
Alternative
6.0
M&R
5.0 Alternative
4.0
3.0
2.0
1.0
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
Year
Fig. 7. Average roughness value for the highway network

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 life-
cycle 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.
TABLE 26. SECTION -WISE O PTIMIZED WORKS P ROGRAMME L IST

NH-58 [km 153-173] 13304 2003 BC 40 mm 40,544 40,544

16879 2006 DBSD 17,766 58,31
18273 2007 BC 40 mm 40,544 98,854
23190 2010 DBSD 17,766 116,62
NH-58 [km 192-204] 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
NH-58 [km 204-218] 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
NH-58 [km 218-228] 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
NH-72 [km 105-118] 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
NH-72 [km 118-132] 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
NH-72 [km 162-180] 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
NH-72 [km 180-197] 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
NH-72A [km 0-11] 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.)

NH-72A [km 11-22] 6830 2003 BC 25 mm 12,507 628,202

8666 2006 DBSD 8,515 636,717
9382 2007 BC 25 mm 12,507 649,225
11906 2010 DBSD 8,515 657,74
12891 2011 BC 40 mm 19,432 677,172
NH-72A [km 22-33] 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
NH-73 [km 25-35] 8302 2003 BC 25 mm 12,116 745,723
10534 2006 DBSD 8,249 753,971
11404 2007 BC 40 mm 18,824 772,795
14472 2010 DBSD 8,249 781,044
15670 2011 BC 40 mm 18,824 799,868
NH-73 [km 35-47] 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 OF M&R W ORKS FOR THE YEARS 2003-2012
Year Pavement Section Traffic M&R NPV/CAP Priority

(AADT) Work Ranking
NH-72 [km 180-197] 10170 BC 40 mm 28.377 I

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
2007 NH-72 [km 162-180] 10824 BC 40 mm 8.474 V
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 X
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
TABLE 28. YEAR -WISE OPTIMIZED WORKS P ROGRAMME L IST W ITH MANUAL ASSIGNMENTS
Year Pavement Section M&R Work NPV/CAP Financial Cost
2004 NH-72A [km 33-43] DBSD 1 8.883

2006 NH-73 [km 25-35] DBSD 25.468 8.249
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
2007 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
NH-73 [km 35-47] BC 40 mm 7.772 24.326
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 1 8.883
2008 NH-72A [km 33-43] BC 25 mm 1 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,

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 M&R Works Intervention Criteria

Strategies
M&R Optimum Applicable to pavement Applicable to respective M&R works

Serviceability sections as per their
respective serviceability
levels
M&R High Resealing with DBSD Total Damage Area > 5 per cent
Serviceability Overlay with 40 mm BC Roughness > 2.8 m/km IRI
Reconstruction with Roughness > 6 m/km IRI and
200 mm WMM + 50 mm Total Damage Area >10 per cent
BM + 40 mm BC
M&R Medium Resealing with DBSD Total Damage Area > 10 per cent
Serviceability Overlay with 25 mm BC Roughness > 4 m/km IRI
200 mm WMM + 50 mm Total Damage Area > 20 per cent
BM + 25 mm BC
M&R Low Resealing with SBSD Total Damage Area > 15 per cent
Serviceability Overlay with 25 mm SDBC Roughness > 5.2 m/km IRI
200 mm WMM + 50 mm Total Damage Area > 30 per cent
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
TABLE 30. FUND REQUIREMENTS FOR E ACH MAINTENANCE S TRATEGY
Fund Requirements in Million Rupees

Year M&R - M&R - High M&R - Medium M&R - Low
Optimum Serviceability Serviceability Serviceability
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
2012 107.494 93.639 74.055 74.890
Total 1475.870 1871.809 1089.068 681.042
2000
Budget Requirements (Million Rupees)
1800
Optimum Fund Requirements
1600
1400
1200
1000
800
600
400
200
0
Optimum High Medium Low
Serviceability Serviceability Serviceability Serviceability
Level of Serviceability
Fig. 8. Fund requirements for each serviceability level

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.
7.0
6.0 High
Serviceability
5.0 Medium
Serviceability
(m/km IRI)
Low
4.0 Serviceability
Optimum
3.0 Serviceability
2.0
1.0
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
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.
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
5.5
Roughness (m/km IRI)
5
100% Budget
4.5 90% Budget
80% Budget
4
70% Budget
3.5 60% Budget
50% Budget
3
2.5
2
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
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.
9.00
8.00
7.00
6.00 M&R-2003
(m/km IRI)
M&R-2004
5.00
M&R-2005
4.00 M&R-2006
3.00
2.00
1.00
2003
2004
2005
2006
2007
2008
2009
2010
2011
2012
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
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.
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 AGGARWAL, JAIN & PARIDA ON DEVELOPMENT OF PAVEMENT MANAGEMENT
SYSTEM FOR INDIAN NATIONAL HIGHWAY NETWORK
4. CRRI (1994) Pavement Performance Study on Existing Pavement Sections, Final
Report, Central Road Research Institute, New Delhi.
5. 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.
6. 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.
7. George K.P., and A. Rajashekhran (1995) Future Directions in Pavement
Management, Proceedings, ICORT-95, University of Roorkee, Roorkee, pp 437-447.
8. Haas, R.C.G., and W.R. Hudson (1978) Pavement Management System, McGraw-
Hill Book Company, New York, 1978
9. IRC: 81 (1997) Guidelines for Strengthening of Flexible Road Pavement using
Benkelman Beam Deflection Technique, Indian Roads Congress, New Delhi.
10. 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.
11. 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.
12. 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.
13. 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.
14. Kadyali, L.R. (1992) Study for Updating Road User Cost Data, L.R. Kadyali and
Associates, New Delhi.
15. 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.
16. 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.
17. 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.
18. MORT&H (2001b) Road Development Plan Vision: 2021, Ministry of Road Transport
& Highways, Government of India, New Delhi.
19. MORT&H (2001c) Updation of Road User Cost Data, Final Report prepared by
Central Road Research Institute for Ministry of Road Transport & Highways,
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Session of the Indian Roads Congress, Kochi, India.

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Paper No.

SANJIV AGGARWAL*, PROF. (DR.) S.S. J AIN** & DR. M. P ARIDA***

The objective of the study is to develop a Pavement Management System (PMS)

decisions concerning maintenance management of pavements. The pavement deterioration

Road Transportation occupies a very dominant position in the overall

1.2. Objectives and Scope of Study

The objective of the study is to develop a PMS for an identified national

2.1. Pavement Management System

2.2. Pavement Management Levels

the appropriate time in the schedule and incorporates detailed engineering

2.3. Highway Development and Management System (HDM-4)

The Highway Development and Management system (HDM-4) is a new

The project level pavement management analysis for a highway network

3. IDENTIFICATION OF NATIONAL HIGHWAY NETWORK

The first step in establishing a PMS is to identify the highway network

TABLE 1. SELECTED N ATIONAL HIGHWAYS

Sl. National Highway Description

1. NH-58 Delhi Meerut Roorkee - Haridwar Badrinath

Himachal Pradesh Uttaranchal

Haryana Uttar Pradesh

Fig. 1. Layout of the Selected National Highway Network

3.2. Division of Highway Network into Pavement Sections

The above highway network has been divided into 22 manageable

4. DATA ACQUISITION AND DATABASE

It is extremely important to collect all the pavement-related information

(i) Road Network Data

4.2. Road Network Data

(i) Inventory data

TABLE 2. SELECTED PAVEMENT SECTIONS

Sl. Section ID Section Name Section Description

1. NH-5801 NH-58 [km 130-141] Muzzafarnagar - Chhapaar

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

4.2.3. Structural Evaluation: The magnitude of pavement rebound

4.2.4. Functional Evaluation: Functional evaluation of pavements

Measurement of crack area - A number of representative test

Measurement of pothole area - Potholes are bowl shaped holes of

4.2.5. Roughness measurements: The pavement roughness was

UI = B/W * 460 * 25.4 mm/km (... Eqn. 1)

UI = 630 x IRI1.12 (... Eqn. 2)

4.2.6. Skid resistance measurements: The skid resistance measurements

SFC = 0.01 SRV (... Eqn. 3)

4.2.7. Evaluation of Pavement Materials: The evaluation of pavement

4.3. Road Network Database

NH-58 [km 130-141] 2001 2.6 2 1 0 0 1 0.7 0.50 0.45 5.29

NH-58 [km 153-173] 2001 4.6 8 4 2 2 5 0.5 0.40 0.66 4.16

NH-58 [km 173-192] 2001 3.4 4 1 0 0 3 0.7 0.50 0.45 5.29

NH-72A [km 11-22] 2001 6.6 14 10 10 5 20 0.6 0.50 0.92 3.37

NH-72A [km 22-33] 2001 6.7 15 10 10 5 5 0.6 0.50 0.88 3.47

NH-73 [km 25-35] 2001 6.9 15 10 10 4 8 0.5 0.40 1.02 3.16

Section Name Optimum Atterberg Limits CBR

NH-58 [km 130-141] 8.30 24 20 4 10.4 7.3

4.4. Vehicle Fleet Data

Two Wheeler (TW)

4.4.3. Traffic Volume Counts: Traffic Counts were conducted manually,

4.4.4. Composition of Traffic and Vehicle Growth Rate: Although

Vehicle Type Composition of Annual Average Growth

Two Wheelers 22.0 7.5

4.6. Maintenance and Rehabilitation Works Data

4.6.1. Serviceability Levels for Maintenance: It is also notable that all

TABLE 5. MAINTENANCE SERVICEABILITY LEVELS FOR P AVEMENTS

Sl. Serviceability Indicator Serviceability Levels

1. Roughness by Bump 2000 mm/km 3000 mm/km 4000 mm/km

SANJIV AGGARWAL, PROF. (DR.) S.S. J AIN & DR. M. P ARIDA