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Needs Analysis and Overall
System Architecture - FINAL
Consulting Services for
Technical Assistance to Help Upgrade
Road Maintenance Management
System to Road Management System in
the State of Himachal Pradesh
Contract No. HPSRP (Loan 4860-IN & 8199-IN)
Prepared By Prepared For
HIMS Limited Joint Venture with
SATRA Infrastructure Management
Services Pvt Ltd
Himachal Pradesh Road and Other
Infrastructure Development Corporation
Limited
July 2016
SATRA Infrastructure Management Services Pvt Ltd
605, Ashoka Bhoopal Chambers S.P.Road, Begumpet Secunderabad – 500 003, Telangana, India [email protected] www.satragroup.in
Quality Assurance Statement
Client:
Himachal Pradesh Road and Other Infrastructure
Development Corporation Limited (HPRIDC)
Prepared by:
Balamurali Alapati,
Rajshekar Gotimukul
Report Name:
Needs Analysis and Overall System Architecture
Reviewed by:
Raj Mallela, Ashik Hussain
Project/Contract Number:
For HPRIDC: 4860-IN & 8199-IN
For SATRA: 01041013
Approved for issue by:
Raj Mallela
Date of Issue:
July 2016
Project Manager:
Raj Mallela
Revisions
1 08 September
2016
Comments received from HPRIDC vide letter PW-SRP-
RIDC/Procurement-RMS/Vol-V-2570 dated 31 August
2016
Consulting Services for
Technical Assistance to Help
Upgrade Road Maintenance
Management System to Road
Management System in the State of
Himachal Pradesh
Consulting Services for Technical Assistance to Help Upgrade Road Maintenance Management System to Road Management System in the State of
Himachal Pradesh
i
Table of contents
1. Executive Summary 9
1.1 Introduction 9
1.2 Background of the Project 9
1.3 Objectives of the Project 10
1.4 Scope of Services 11
1.5 Review of Existing RMMS 11
1.6 Review of Current Processes and Practices 12
1.7 Proposed Road Management System (RMS) 13
1.7.1 Comparison of As-Is and To-Be RMS System 14
1.7.2 Institutional Setup 15
1.8 Data Requirements for RMS 15
1.9 Data Collection Method 16
1.10 Simplified Data Collection for RMS (Rural Roads) 17
1.11 Budgeting and Maintenance Planning 17
1.12 Key Consideration for RMS System Architecture 17
1.12.1 Technical Challenges 18
1.12.2 Deployment Challenges 18
1.13 Conclusion 18
2. Introduction 20
2.1 Introduction 20
2.2 Outline of the Needs Analysis and Architecture Report 20
2.3 Background for the Project 21
2.4 Objectives of the Project 21
2.5 Scope of Services 22
VOLUME I: 24
3. Needs Analysis 25
3.1 Review of Existing RMMS System 25
3.1.1 Strengths of RMMS system 30
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3.1.2 Weakness of RMMS system 31
3.2 Review of current data formats 31
3.2.1 Understanding of current data formats 31
3.2.1.1 Road Inventory Data 31
3.2.1.2 Road Condition Data 35
3.2.2 Strengths of current data formats 38
3.2.3 Weakness of current data formats 38
3.3 Policy, Processes and Practices 38
3.3.1 Current Road Maintenance Policy 38
3.3.2 Current Road Maintenance Processes & Practises 39
3.3.2.1 Preparation of Annual Maintenance Plan 40
3.3.2.2 Scheduling and Annual Maintenance Calendar 41
3.4 Organisational structure 44
3.5 Technical and Managerial Capabilities 45
3.5.1 Duties of Mate 45
3.5.2 Duties of Work Inspector 46
3.5.3 Duties of Junior Engineers 46
3.5.4 Duties of Assistant Engineers 47
3.5.5 Duties of Executive Engineers 47
3.6 Proposed RMS system 47
3.6.1 Background 47
3.6.2 Proposed Functionality 48
3.6.3 Conceptual Design 49
3.6.3.1 Location Reference Management System (LRMS) 49
3.6.3.2 Road Information System (RIS) 51
3.6.3.3 Bridge Information System (BIS) 52
3.6.3.4 Traffic Information System (TIS) 53
3.6.3.5 Pavement Management System (PMS) 54
3.6.3.6 HDM-4 Interface 56
3.6.3.7 HDM-4 Calibration 58
3.6.3.8 Routine Maintenance Management System (RMMS) 60
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3.6.3.9 ROW Features Information Management System (RWFIMS) 62
3.6.4 Institutional Setup 63
3.6.4.1 RMS Cell 63
3.6.4.2 Sustainability Framework 64
3.7 Data Collection for RMS (SH & MDR) 65
3.7.1 Introduction 65
3.7.2 Deciding What Data to Collect 65
3.7.3 Guiding Principles 66
3.7.4 Levels of Data Collection 66
3.7.5 Information Quality levels 66
3.8 Data Collection Items 68
3.8.1 Data Collection Categories 68
3.8.2 Location Reference 69
3.8.2.1 Network Details 69
3.8.2.2 Road Alignment Details 70
3.8.2.3 Administrative Details 70
3.8.3 Road Inventory 70
3.8.3.1 Suggested IQL 70
3.8.3.2 Number of Lanes 70
3.8.3.3 Road Type 70
3.8.3.4 Pavement Surface Type 71
3.8.3.5 Pavement Surface Material 71
3.8.3.6 Carriageway and Formation Width 71
3.8.3.7 Shoulder Material 72
3.8.3.8 Shoulder Width 72
3.8.3.9 Side Drain Type 72
3.8.3.10 Cross Section 72
3.8.3.11 Terrain Type 72
3.8.3.12 Road Furniture (Optional) 73
3.8.3.13 Wayside Amenities (Optional) 73
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3.8.3.14 Geometry 74
3.8.3.15 Land Use Type (Optional) 74
3.8.3.16 Utilities (Optional) 74
3.8.3.17 Annual Rainfall 74
3.8.3.18 Facilities 75
3.8.3.19 Right of Way (ROW) 75
3.8.4 Pavement – Functional 75
3.8.4.1 Roughness 75
3.8.5 Pavement – Structural 75
3.8.5.1 Rut Depth (Optional) 76
3.8.5.2 Pavement Deflection 76
3.8.5.3 Pavement Composition 76
3.8.5.4 Pavement History 76
3.8.6 Pavement Surface Condition 76
3.8.6.1 Surface Distresses 76
3.8.7 Other Condition 77
3.8.7.1 Shoulder Condition 77
3.8.7.2 Side Drain Condition 77
3.8.7.3 Road Furniture Condition 78
3.8.8 Traffic 78
3.8.8.1 Volume 78
3.8.8.1.1 Seasonal Correction Factor 78
3.8.8.2 Axle Load 79
3.8.8.3 Road User Cost (RUC) 79
3.8.9 Structures 80
3.8.9.1 Structure Inventory 80
3.8.9.2 Structure Condition 81
3.8.9.3 Culvert Inventory 83
3.8.9.4 Culvert Condition 84
3.8.10 Others 85
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3.8.10.1 ROW Video (Optional) 85
3.8.10.2 Ongoing/Committed Projects 85
3.9 Method of Data Collection 85
3.9.1 Background 85
3.9.2 Basis of Selection 86
3.9.3 Available Methods 86
3.9.3.1 Walkthrough (Manual) 86
3.9.3.2 Windshield 87
3.9.3.3 Video Logging 88
3.9.3.4 Automated (Equipment) Measurements 89
3.9.3.5 Transcription from Records 90
3.9.4 Suggested Methods 90
3.10 Frequency of Data Collection 91
3.10.1 Introduction 91
3.10.2 Basis of Selection 91
3.10.3 Suggested Frequency 91
3.11 Simplified Data Collection for RMS (Rural Roads) 92
3.11.1 Frequency & Method of Data Collection 94
3.12 Budgeting and Maintenance Planning 94
3.12.1 Routine Maintenance 94
3.12.2 Emergency Maintenance 95
3.12.3 Non-Routine Maintenance Strategy 95
3.12.4 Road Section Rating and Prioritisation 96
3.12.4.1 SH & MDR Roads 96
3.12.4.2 Rural & Other Roads 96
VOLUME II: 100
4. System Architecture 101
4.1 Key Consideration 101
4.1.1 Technical Challenges 101
4.1.2 Deployment Challenges 101
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4.2 Architectural Requirements 101
4.3 Architecture Evolution 102
4.4 Functional Architecture 103
4.5 Technical Architecture 104
4.5.1 Presentation Layer 105
4.5.2 Web Services 105
4.5.3 Business Layer 105
4.5.4 External Services 106
4.5.5 Data Access Layer 106
4.5.6 Database 106
4.5.7 Exception Handling and Logging 107
4.5.8 Reporting 107
4.5.9 User Management 107
4.6 Non-Functional Requirements 107
4.6.1 Scalability 107
4.6.2 Availability 108
4.6.3 Performance 108
4.6.4 Maintainability 109
4.6.5 Security 109
4.6.6 User Experience 110
4.7 Physical Architecture 110
4.8 Hardware and Software Requirements 111
4.8.1 Appreciation of Current HPPWD/HPRIDC IT Infrastructure 112
Annex-I: Rural Roads Data Collection Formats 113
Annex-I: Rural Roads Data Collection Formats
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ABBREVIATIONS
AMP Annual Maintenance Plans
BI Bump Integrator
BIS Bridge Information System
BOT Build, Operate and Transfer
BOOT Build, Own, Operate and Transfer
BOLT Build, Operate, Lease and Transfer
COTS Commercial Off the Shelf
CRN Core Road Network
DCL Data Collection Limited, New Zealand
EIC Engineer-in-Chief
FWD Falling Weight Deflectometer
FY Financial Year (Fiscal Year)
GIS Geographical Information System
GoHP Government of Himachal Pradesh
GOI Government of India
GPS Global Positioning System
HDM-4 Highway Development & Management Model Software
HIMS HIMS Ltd, New Zealand
HO Head Office
HPPWD Himachal Pradesh Public Works Department
HPRADMS Himachal Pradesh Road Accident Data Management System
HPRIDC Himachal Pradesh Road and Other Infrastructure Development Corporation Limited
HPSRP Himachal Pradesh State Roads Project
IBRD International Bank for Reconstruction and Development
IR Inception Report
IRI International Roughness Index
IT Information Technology
LAN Local Area Network
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LRMS Location Reference Management System
MDR Major District Roads
MORD Ministry of Rural Development, Government of India
NH National Highway
NRRDA National Rural Road Development Agency
PMGSY Pradhan Mantri Gram Sadak Yojana
PMS Pavement Management System
PWD Public Works Department
RFP Request for Proposal
RIS Road Information System
RMS Road Management System
RMMS Road Maintenance Management System
RO Regional Office
ROW Right of Way
ROMDAS Road Measurement Data Acquisition System
RWFIMS Right-of-Way Features Information Management System
SATRA SATRA Infrastructure Management Services Pvt Ltd, India
SH State Highways
SNP Modified Structural Number
TIS Traffic Information System
TNA Training Needs Assessment
TOR Terms of Reference
VR Village Roads
WBM Water Bound Macadam
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1. Executive Summary
1.1 Introduction
The State Government of Himachal Pradesh (GoHP) through Government of India
(GOI) had received a loan from International Bank for Reconstruction and
Development (IBRD) for implementation of Himachal Pradesh State Roads Project
(HPSRP), and intends to utilize a portion of this loan to finance Consultancy Services
for Technical Assistance to help and establish Road Management System (RMS), so
that it could be used for all State core road network (CRN) in Himachal Pradesh.
Himachal Pradesh Road and Other Infrastructure Development Corporation Limited
(HPRIDC) awarded the consultancy services contract entitled, Consulting Services for
Technical Assistance to Upgrade Road Maintenance Management System to Road
Management System in the State of Himachal Pradesh, with Contract No. 4860-IN &
8199-IN to HIMS Ltd, New Zealand in joint venture with SATRA Infrastructure
Management Services Pvt Ltd, India. The project commenced on 25 May 2016 with an
expected completion date of 24 May 2018.
1.2 Background of the Project
The construction and maintenance of the State Highways (1,504 km), Major District
Roads (2,139 km) and Rural Roads (27,575 km) totalling to 31,218 km are being
looked after by the Himachal Pradesh Public Works Department (HPPWD). While NHs,
SHs and MDRs carry the bulk of the traffic and are the principal carriers of economic
activities, the State Core Road Network (CRN) comprises of SHs, MDRs and Other roads
connecting NHs in the State with the rural and other roads, totalling to 4,200 km.
The HPPWD has developed a computerised Road Maintenance Management System
(RMMS) for rural roads, SHs, MDRs and Other roads. The software was developed
under the Pradhan Mantri Gram Sadak Yojana (PMGSY), Rural Roads Project in 2007.
Using the RMMS, HPPWD prepares an annual core road network condition report for
rural roads and State roads. On the basis of an indicative budget, annual maintenance
plans (AMPs) focussing on prioritizing periodic and rehabilitation works are prepared.
The program is produced to a timeframe that meets the government’s budgeting cycle
and is revised in an iterative process as more accurate forecasts of the next FY budget
become known.
However, the RMMS has its own limitations, particularly in the following functional
aspects:
It lacks the necessary data fields required to prioritise higher class road network
using economic evaluation;
It lacks interfacing facilities with generally accepted maintenance needs tools such
as HDM-4;
Current system for data collection on 16 forms is too complex for rural roads.
The HPPWD/HPRIDC intends to upgrade RMMS to RMS to significantly improve and
rationalize decision making in planning, programming, funding, and procurement in the
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allocation of resources in road sector in order to make the best use of public funds in
preserving the road networks at an acceptable level of serviceability. The proposed
upgrade of RMMS will improve the technical capacities, skills and management
capabilities of the HPPWD/HPRIDC, thus improving the ability of the State Government
of Himachal Pradesh (GoHP) and its subordinate agencies to manage efficiently and
cost-effectively road maintenance and improvement activities.
1.3 Objectives of the Project
The overall objective of the Consultancy Services is to improve the quality and delivery
of the services of the HPPWD in planning and programming. The more specific
objectives are:
Review the existing MS-Access based Road Information System in use at HQ and
Field Units;
Creation of additional fields and other information in RIS for its use in latest version
of Highway Development & Management Model (HDM-4) software;
Carry out any changes in the MS Access software for compatibility of data for
producing reports/outputs as per the need of the Client including enhancing
Querying/Reporting;
Develop and establish a middleware for linking modified RIS with HDM for smooth
transfer of data between the two or linking which will include data import and
export facilitates between the RMS and other applications and between various
applications and report generation modules. RMS shall be configured, customized
to meet technical, functional and administrative requirements of the Client;
Carry out compliance/pilot testing and validation of all various modules/every sub-
programs/sub-systems and entire upgraded system after full interface with HDM
software;
Transfer skills and procedures to an adequate number of staff in the
HPPWD/HPRIDC for hand-holding and training of trainers to sustain the use of the
HDM and RMS during as well as after the end of these services;
Providing implementation, operation and maintenance support (intermittent) to
HPPWD and HPRIDC for 24 months after all mandatory testing and validations and
third party user acceptance test - Response time of not more than 24 hours and
rectification time of not more than 72 hours. That will include trouble shooting,
resolving any problems faced by the HPPWD/HPRIDC, minor modifications and
refinements required in the system to improve its effectiveness based on the
feedback information collected from its use, and removing bugs from the Software.
Thus along with the development and implementation of tools, improvements to the
operational context and capacity building will be vital to the success of the project. This
project will assist HPPWD/HPRIDC in the whole maintenance planning, programming
and implementation cycle. The system applications adopted will, together with
organisational capacity development, be instrumental in improving the overall
efficiency and sustainability of the HPPWD.
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1.4 Scope of Services
The broad scope of the Project is to upgrade RMMS to RMS. The specific tasks included
the following, which are summarised from the broad scope mentioned in the TOR:
Study existing Road Maintenance Management System, assess and identify the
strengths and weaknesses of the current data format, processes, planning and for
maintenance management practices, decision-making process, organisational
structure, and technical and managerial capabilities of the HPPWD/HPRIDC and
propose changes aimed at providing adequate support for the RMS and ensuring
that upgraded system will be efficient, effective and sustainable;
Establish and implement Road Management System based on the need analysis
and gaps of the current system;
To provide training to identified HPPWD/HPRIDC staff in the use and maintenance
of the system;
Upgrade RMS with the following components, using (COTS) Commercial Off the
Shelf :
o GIS linked Road Information System (RIS);
o Bridge Information System (BIS);
o Pavement Management System (PMS);
o Road Maintenance Management System (RMMS);
o Right-of-Way Features Information Management System (RWFIMS);
o Traffic Information System (TIS);
o HDM Planning Tool for road investment maintenance prioritisation.
RMS should be capable of interfacing with other Geographic Information System
(GIS) applications of GOHP like revenue maps and forest maps to facilitate easy
access to tabular data residing within the RMS.
Undertake a Road and Bridge Condition survey and collect the required inventory
data for input into the Road Management System (as per the quantities
mentioned);
Define required human resources and organisation structure to manage Road
Management System (RMS) and define plans for training programs required to use
the upgraded system.
1.5 Review of Existing RMMS
A Road Maintenance Management System (RMMS) is information based computer
package which facilitates maintenance management-planning tool, based on objective
data, providing a systematic and uniform approach to Planning, Programming, and
Budget.
The RMMS is a simple Microsoft Access based database with Visual Basic as frontend
and Crystal Reports as Reporting tool, which captures data pertaining to traffic, road
and bridge inventory and dimensional parameters, location, pavement structure as
originally laid; pavement intervention history and age of the latest layer, pavement and
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bridge condition and inventory of roadside land use and structure. The format is
provided to all field offices of HP where the updated data is fed in and then transferred
to the HQ in Shimla by CD or e-mails. This data is then interfaced with back-end
software which analyses and prioritizes the road stretches based on the road conditions
and other important factors for each road.
Brief objectives of the RMMS are given below based on our preliminary review.
Integrate all PWD road management activities from inventory to generation of
reports;
Help PWD in decision making process and ensure that road maintenance remains
regular and timely;
Assist PWD in planning, Programming, Budgeting, Monitoring and Implementation
of their Annul Maintenance Plan for their entire road network;
Improve the present database in terms of integration of data with other data,
security and accuracy of data by designing uniform database;
Provide up to date information for Senior management personnel for making
effective decisions;
Flexibility to accommodate changes for future enhancements from the current
database to any Relation Database Management System with or without much
changes to the existing database design;
Operate under computer systems and software compatible with the existing
systems being used by PWD.
To have a uniform and user friendly interface for accessing.
The existing system has been highly successful; however, HPPWD/HPRIDC recognizes
that the current application has several deficiencies with the key issues being:
Obsolescence technology due to unsupported software (Visual Basic 6);
Poor usability of the desktop client;
No centralised access by its Zonal and Divisional offices.
The advantages of converting the existing system to a web-based system with
inclusion of other modules are:
Reduced risks associated with dependency on single or limited users;
Reduced duplication of similar data maintained by multiple departments;
Increased efficiency of sharing of same data across departments/divisions/zones;
Increased efficiency of road maintenance planning and operation;
Enhanced capacity for operation and maintenance of RMS.
1.6 Review of Current Processes and Practices
HPPWD is currently using 16 data collection templates defined for Road Inventory &
Condition, Bridge & Culvert Inventory & Condition data and Traffic Volume data. These
data collection formats have been reviewed and proposed to use separate formats for
SH & MDR and Rural roads.
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Himachal Pradesh Rural Roads maintenance Policy 2015 notified by the Govt. of H.P is
being followed. The policy takes into consideration the Government’s commitment to
funding and ensuring transparency in its working, bidding, e-tendering, contract
management and implementing rural road maintenance.
The existing technical and managerial staffs of HPPWD are very familiar with the data
formats and manual data collection procedures. They are not aware of usage of
automated data collection equipment’s such as ROMDAS. Only couple of staff at HQ are
familiar with usage of such equipment.
1.7 Proposed Road Management System (RMS)
Road Management System (RMS) will have the following sub-modules (components):
GIS linked Road Information System (RIS): This is a database linking different road
data items. It will be accessed either from a centrally linked server or as a
distributed database, which is independent of any network. GIS will be used as the
basic platform for all spatial features for road assets. Furthermore, the components
will be accessible via an Internet Browser for reporting purposes only.
Bridge Information System (BIS): This is a database linking different bridge data
items. The BIS database shall contain sufficient attributes to maintain the bridge
diary besides some 3 to 4 critical attributes to determine investment and
rehabilitation needs in bridges.
Pavement Management System (PMS): This will cover preservation of existing road
network as well as expansion which may cover new links, multi-laning, or capacity
increases. The PMS will be developed using HDM planning tool, which will include
deterioration prediction model for bituminous pavements. The processes will
include, but are not limited to:
o network-level planning;
o project-level planning;
o multi-project programming and budgeting;
o optimization of projects under budget constraints;
o overall network performance monitoring and evaluation against projected
targets.
Routine Maintenance Management System (RMMS): This application will be created
for determining routine maintenance investments for sections not receiving periodic
maintenance or improvements in that year.
Right-of-Way Features Information Management System (RWFIMS): This
application will be created to maintain all features such as structures, utility
services both below and above ground, trees etc, within the Right of Way (ROW)
and to generate strip maps showing these features. All required information and
maps will be supplied by HPPWD/HPRIDC.
Traffic Information System (TIS): This will be linked to the RIS. This will have
facilities for storing regular and special traffic counts as well as the outcome from
specific studies and also to interface with RADMS to show accident statistics.
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1.7.1 Comparison of As-Is and To-Be RMS System
The details of the existing RMMS system (As-Is) is given in section 3.1 above and
details of the proposed RMS system (To-Be) is given in section 3.6 above. The
summary of comparison As-Is and To-Be system is given below in Table 1.1
Table 1-1: Comparison As-Is and To-Be System
S.No. Feature / Function Existing RMMS (As-Is) Proposed RMS (To-Be)
Modules
1 GIS linked RIS Available without GIS Available
2 PMS with HDM4 Available without HDM4 Available
3 GIS linked BIS Available without GIS and
maintenance needs
Available
4 RMMS Available Available
5 RWFIMS Available Available
6 TIS Available without Axle load
data
Available
Technical Features
1 Web based system No Yes
2 System Architecture Old and obsolete Latest / current
3 Centralised database No. Multiple versions of
database exists
Yes
4 Historical Data with Flagging
latest data
No Yes
5 Data accuracy and range
validations
Partially Yes
6 Bulk import of data No Yes
Functional Features
1 Use of Axle Load data and
traffic capacity ratios for CRN
roads
No Yes
2 Generation of Strip maps
showing ROW features
No Yes
3 Prioritization and ranking
system based on economic
and other factors
It is not done on basis of
economic analysis
Yes
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S.No. Feature / Function Existing RMMS (As-Is) Proposed RMS (To-Be)
4 Generate yearly needs for
road widening, pavement
strengthening, bridges and
maintenance
No. it only generates
maintenance needs for
roads.
Yes
5 Preparation of multi-year
rolling program for network
improvement
No Yes
6 Referencing system Needs improvement Issues will be addressed
1.7.2 Institutional Setup
Institutionalization means ‘to make part of a structured and well-established system’.
Aspects considered to be important in institutionalization of an RMS are those that are
similar for any management system. They should include:
Establishment of an organizational unit with specific responsibility for the system;
Establishment of a budget for the operation of the entire system, including all
staffing, equipment, data collection (contract or in-house), field travel, etc.;
Presence of appropriately qualified personnel, with good management skills, with
access to and control over their budget;
Specific and detailed job responsibilities for all aspects of the system;
A program for continual quality improvement;
Clear management reporting; and,
A regular audit of all elements and the taking of corrective actions where
necessary.
In order to fulfil the above mentioned institutionalization requirements, we propose for
establishing an organizational unit (RMS cell).
At present HPPWD is not having good institutional set-up to sustain the present RMMS
system. It is manned at HPPWD HQ by 1-2 junior level staff.
1.8 Data Requirements for RMS
The cost of data collection tends to be the largest component of managing and running
RMS. Further, the direct benefit of frequent (or regular) collection of information should
be justified for continual allocation of funds for collection of information. Hence, the
data requirements including method and frequency of collection were chosen very
carefully, after thorough review of all plausible options, to provide the anticipated
sustainability to the RMS.
The collection of data items suggested for the purpose of development and subsequent
update of the RMS is given in Table 1-2.
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Table 1-2: Data Collection
Data Item Selection Method
Annually
Surface distresses Mandatory Windshield / Video logging
Roughness Mandatory Automated
Shoulder and Drain condition Mandatory Windshield
Traffic volume and Axle loads Mandatory Manual / ATCC / Transcription
Other condition Optional Windshield / Video logging
Structures condition Mandatory Visual
ROW video Optional Automated
Every 5 Years
Network * Mandatory Automated
Road Inventory * Mandatory Windshield / Video logging /
Transcription
Pavement deflection, Composition and
History
Mandatory Automated / Transcription
Structures inventory Mandatory Visual
* Validation survey suggested every 5th year subject to availability of funds and considering the
reliability of the data obtained from other sources.
1.9 Data Collection Method
The data will be collected by using semi-automated and some automated equipment for
inventory and condition items. Survey will be performed continuously in each direction
at speeds of 30 km/h to 50 km/h. The visual condition data will be recorded over 500
m interval and inventory data will be recorded as they occur or change. A summary of
the data items to be collected and proposed method are given in Table 1-3.
Table 1-3: Method of Data Collection
Date Item Equipment / Method Module / Source
Location Reference ROMDAS DMI, Keyboards and Trimble SPS 461 or
equivalent
Road Inventory ROMDAS Keyboard
Visual condition ROMDAS Keyboard
Roughness ROMDAS Bump Integrator
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Date Item Equipment / Method Module / Source
Bridge Inventory Visual Aided by tape measure and still camera
Bridge Condition Visual Aided by tape measure and still camera
Culvert Inventory Visual Aided by tape measure and still camera
Culvert Condition Visual Aided by tape measure and still camera
Pavement Deflection
(Strength)
FWD In-Vehicle mounted double mass
Pavement History Test pits / Transcription Test Pit survey / Zonal and Divisional
offices etc.
Axle Load Static Axle load pads Portable pads
ROW Video (Optional) ROMDAS HD Video
Traffic Volume Counts Manual Traffic 3 day count surveys
The location of the inventory features can be obtained through the chainage
measurement (from DMI) and GPS coordinates (from DGPS).
1.10 Simplified Data Collection for RMS (Rural Roads)
Presently the existing RMMS is catering for rural roads, SH and MDR’s. However,
maintenance requirements of SH and Rural roads are different. Rural roads may not
require such large number of data items. A simple PCI based data is proposed for
prioritisation of maintenance activities.
Presently the data collected involving large number of data attributes which involve a
huge human effort, makes the field teams either to fill in partial or incomplete and/or
false data. Hence, it is proposed to simplify the data collection procedures.
1.11 Budgeting and Maintenance Planning
The Pavement Management System (Planning and Budgeting tool) will be used for
rating and prioritisation of SH & MDR roads.
The priority for assessing the non-routine road needs for preservation of the Rural &
Other road network will be done by calculation of a Road Condition Index and will be
undertaken within the RMS database, using selected road condition data collected
during the annual item condition data survey carried out prior to November each year.
The percentages and ratings for each selected defect will be automatically calculated
for use in developing the final prioritisation list.
1.12 Key Consideration for RMS System Architecture
We believe that HPPWD/HPRIDC currently faces several key business and technical
challenges that must properly be addressed to ensure that the proposed RMS is
efficient and sustainable. Some of these challenges are listed below:
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1.12.1 Technical Challenges
The technical challenges faced by HPPWD/HPRIDC include:
To provide uninterrupted access to users;
To provide centralized data storage and archival for all the sites around Himachal
Pradesh State;
To minimize effort (cost) of deployment, including both hardware and software;
To reduce cost of server maintenance;
To provide a complete scalable solution, considering the future growth of
HPPWD/HPRIDC.
To provide a flexible reporting model, to match HPPWD/HPRIDC reporting
requirements.
1.12.2 Deployment Challenges
The deployment challenges faced by HPPWD/HPRIDC include:
To support full scale-out capability, including upgrading hardware and software
without changing the source code;
To support high availability capability, including meeting peak capacity with one
failed node;
To provide maximum performance within the system architecture;
To support high maintainability, with minimum or no downtime to deploy patches
and upgrades to the application and/or the operating system;
To support role, area and access based security;
To provide similar or better user experience.
1.13 Conclusion
Road Measurement Data Acquisition System (ROMDAS) from New Zealand will be used
to collect most of the road inventory and condition data. Axle Load Surveys of 24 or 12
hours duration using static Axle weigh pads equipment will be carried out at 40 given
locations on representative basis i.e. loaded full, partial or empty. HD video camera will
be used for recording general alignment of ROW view of the core road network. FWD
test will be conducted at an interval of 1 km. The classified traffic volume count
surveys will be carried out for 24-hours for three (3) continuous days, both bounds at
the identified 40 survey stations.
Road Management system will be developed/configured using HIMS COTS system with
the following modules:
o GIS linked Road Information System (RIS);
o Bridge Information System (BIS);
o Pavement Management System (PMS);
o Road Maintenance Management System (RMMS);
o Right-of-Way Features Information Management System (RWFIMS);
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o Traffic Information System (TIS);
o HDM Planning Tool for road investment maintenance prioritisation.
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2. Introduction
2.1 Introduction
The State Government of Himachal Pradesh (GoHP) through Government of India
(GOI) had received a loan from International Bank for Reconstruction and
Development (IBRD) for implementation of Himachal Pradesh State Roads Project
(HPSRP) and intends to utilize a portion of this loan to finance the Consultancy
Services for Technical Assistance to help and establish Road Management System
(RMS), so that it could be used for all state core road network (CRN) in Himachal
Pradesh.
Himachal Pradesh Road and Other Infrastructure Development Corporation Limited
(HPRIDC) awarded the consultancy services contract entitled, Consulting Services for
Technical Assistance to Upgrade Road Maintenance Management System to Road
Management System in the State of Himachal Pradesh, with Contract No. 4860-IN &
8199-IN to HIMS Ltd, New Zealand in joint venture with SATRA Infrastructure
Management Services Pvt Ltd, India. The project commenced on 25 May 2016 with an
expected completion date of 24 May 2018.
2.2 Outline of the Needs Analysis and Architecture Report
This report is divided into two volumes as follows:
Volume 1: Needs Analysis;
Volume 2: Overall System Architecture;
The scope of each volume is described below:
Volume 1: Needs Analysis
This volume includes the scope stipulated in Section 2.4.1 and 3.2 of TOR. This
includes:
Study of existing RMMS and identify strengths and weakness ;
Propose RMS System;
Proposed data collection items, method and frequency of collection;
Proposed budgeting and maintenance planning.
Volume 2: Data Collection Framework
This volume includes the scope stipulated in Section 2.4.2 and 3.3 of TOR. This
includes:
Overall System Architecture;
Hardware & Software requirements;
Study of existing IT infrastructure.
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2.3 Background for the Project
The construction and maintenance of the State Highways (1,504 km), Major District
Roads (2,139 km) and Rural Roads (27,575 km) totalling to 31,218 km are being
looked after by the Himachal Pradesh Public Works Department (HPPWD). While NHs,
SHs and MDRs carry the bulk of the traffic and are the principal carriers of economic
activities, the State Core Road Network (CRN) comprises of SHs, MDRs and Other roads
connecting NHs in the State with the rural and other roads, totalling to 4,200 km.
The HPPWD has developed a computerised Road Maintenance Management System
(RMMS) for rural roads, SHs, MDRs and Other roads. The software was developed
under the Pradhan Mantri Gram Sadak Yojana (PMGSY), Rural Roads Project in 2007.
Using the RMMS, HPPWD prepares an annual core road network condition report for
rural roads and state roads. On the basis of an indicative budget, annual maintenance
plans (AMPs) focussing on prioritizing periodic and rehabilitation works are prepared.
The program is produced to a timeframe that meets the government’s budgeting cycle
and is revised in an iterative process as more accurate forecasts of the next FY budget
become known.
However, the RMMS has its own limitations, particularly the following functional
aspects:
It lacks the necessary data fields required to prioritise higher class road network
using economic evaluation;
It lacks interfacing facilities with generally accepted maintenance need tools such
as HDM-4;
Current system for data collection on 16 forms is too complex for rural roads.
The HPPWD/HPRIDC intends to upgrade RMMS to RMS to significantly improve and
rationalize decision making in planning, programming, funding, and procurement in the
allocation of resources in road sector in order to make the best use of public funds in
preserving the road networks at an acceptable level of serviceability. The proposed
upgrade of RMMS will improve technical capacities, skills and management capabilities
of the HPPWD/HPRIDC, thus improving the ability of the State Government of Himachal
Pradesh (GoHP) and its subordinate agencies to manage efficiently and cost-effectively
road maintenance and improvement activities.
2.4 Objectives of the Project
The overall objective of the Consultancy Services is to improve quality and delivery of
the services of the HPPWD in planning and programming. The more specific objectives
are:
Review the existing MS-Access based Road Information System in use at HQ and
Field Units;
Creation of additional fields and other information in RIS for its use in latest version
of Highway Development & Management Model (HDM-4) software;
Carry out any changes in the MS Access software for compatibility of data for
producing reports/outputs as per the need of the Client including enhancing
Querying/Reporting;
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Develop and establish a middleware for linking modified RIS with HDM for smooth
transfer of data between the two or linking which will include data import and
export facilitates between the RMS and other applications and between various
applications and report generation modules. RMS shall be configured, customized
to meet technical, functional and administrative requirements of the Client;
Carry out compliance/pilot testing and validation of all various modules/every sub-
programs/sub-systems and entire upgraded system after full interface with HDM
software;
Transfer skills and procedures to an adequate number of staff in the
HPPWD/HPRIDC for hand-holding and training of trainers to sustain use of the
HDM and RMS during, as well as after the end of these services;
Providing implementation, operation and maintenance support (intermittent) to
HPPWD and HPRIDC for 24 months after all mandatory testing and validations and
third party user acceptance test - Response time of not more than 24 hours and
rectification time not more than 72 hours. That will include trouble shooting,
resolving any problems faced by the HPPWD/HPRIDC, minor modifications and
refinements required in the system to improve its effectiveness based on the
feedback information collected from its use, and removing bugs from the Software.
Thus along with the development and implementation of tools, improvements to the
operational context and capacity building will be vital to the success of the project. This
project will assist HPPWD/HPRIDC in the whole maintenance planning, programming
and implementation cycle. The system applications adopted will, together with
organisational capacity development, be instrumental in improving the overall
efficiency and sustainability of the HPPWD.
2.5 Scope of Services
The broad scope of the Project is to upgrade RMMS to RMS. The specific tasks included
the following, which are summarised from the broad scope mentioned in the TOR:
2. Study existing Road Maintenance Management System, assess and identify the
strengths and weaknesses of the current data format, processes, planning and for
maintenance management practices, decision-making process, organisational
structure, and technical and managerial capabilities of the HPPWD/HPRIDC and
propose changes aimed at providing adequate support for the RMS and ensuring
that upgraded system will be efficient, effective and sustainable;
3. Establish and implement Road Management System based on the need analysis
and gaps of the current system;
4. To provide training to identified HPPWD/HPRIDC staff in the use and maintenance
of the system;
5. Upgrade RMS with the following components, using (COTS) Commercial Off the
Shelf :
o GIS linked Road Information System (RIS);
o Bridge Information System (BIS);
o Pavement Management System (PMS);
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o Road Maintenance Management System (RMMS);
o Right-of-Way Features Information Management System (RWFIMS);
o Traffic Information System (TIS);
o HDM Planning Tool for road investment maintenance prioritisation.
6. Undertake a Road and Bridge Condition survey and collect the required inventory
data for input into the Road Management System (as per the quantities
mentioned);
7. Define required human resources and organisation structure to manage Road
Management System (RMS) and define plans for training programs required to use
the upgraded system.
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VOLUME I:
NEEDS ANALYSIS
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3. Needs Analysis
3.1 Review of Existing RMMS System
The Himachal Pradesh Public Works Department (HPPWD) is already using the existing
Road Maintenance Management System (RMMS) for SHs, MDRs, Rural & Other roads.
The RMMS was established in the State of Himachal Pradesh under World bank funded
Pradhan Mantri Gram Sadak Yojana (PMGSY) Rural Roads Project-I in the year 2007.
HPPWD is running this system successfully since then.
A Road Maintenance Management System (RMMS) is information based computer
package which facilitates maintenance management-planning tool, based on objective
data, providing a systematic and uniform approach to Planning, Programming, and
Budget.
The RMMS is a simple Microsoft Access based database with Visual Basic as frontend
and Crystal Reports as Reporting tool, which captures data pertaining to traffic, road
and bridge inventory and dimensional parameters, location, pavement structure as
originally laid; pavement intervention history and age of the latest layer, pavement and
bridge condition and inventory of roadside land use and structure. The format is
provided to all field offices of HP where the updated data is fed in and then transferred
to the HQ in Shimla by CD or e-mails. This data is then interfaced with back-end
software which analyses and prioritizes the road stretches based on the road conditions
and other important factors for each road.
Brief objectives of the RMMS are given below based on our preliminary review.
Integrate all PWD road management activities from inventory to generation of
reports;
Help PWD in decision making process and ensure that road maintenance remains
regular and timely;
Assist PWD in planning, Programming, Budgeting, monitoring and implementation
of their Annul Maintenance Plan for their entire road network;
Improve the present database in terms of integration of data with other data,
Security and accuracy of data by designing uniform database;
Provide up to date information for Senior management personnel for making
effective decisions;
Flexibility to accommodate changes for future enhancements from the current
database to any Relation Database Management System with or without much
changes to the existing database design;
Operate under computer systems and software compatible with the existing
systems being used by PWD.
To have a uniform and user friendly interface for accessing.
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The roadway and pavement related data required for the RMMS is required in two
distinct but interconnected operations; road inventory and road condition. The data
flow chart is given in Figure 3-1.
Road Inventory:
Road Name, Category and Location;
Road Sections
Pavement and Surface types;
Pavement Structure and Treatment history;
Road Condition
Pavement surface condition;
Cross drainage condition;
Roadside condition;
Traffic by number and type; and
Pavement surface roughness.
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Figure 3-1: Flow diagram of RMMS system
HPPWD is currently preparing periodic and other maintenance using RMMS. The
categories of road maintenance include:
Routine Maintenance;
Emergency Works;
Periodic Maintenance; and
Rehabilitation.
A schematic representation of the RMMS operations is given in Figure 3-2.
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Figure 3-2: Maintenance Management System Operations
Once the data is entered into the system, based on a simple rating analysis, the
maintenance needs are determined as shown below Figure 3-3
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Figure 3-3: Criteria for Maintenance Needs in Existing RMMS
The Road Priority Index (RPI) will be determined to assign the maintenance priority in
case of budget constraints. RPI will only be used and added to overall rating when
funding constraints are imposed to provide a final ranking and road section
prioritization for maintenance as shown in Figure 3-4
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Figure 3-4: Road Priority Index (RPI)
3.1.1 Strengths of RMMS system
Some of the major strengths of the RMMS, derived from our initial quick review are:
For a rural road network, this level of prioritization and ranking is fairly robust and
good;
Able to generate yearly maintenance requirement and prioritisation needs
effectively.
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3.1.2 Weakness of RMMS system
Some of the major shortcomings of the RMMS, derived from our initial quick review
are:
Technical Issues
No Centralised data / system access is available. Multiple versions of MS access
databases are available and difficult to select the correct database.
Data transfer from field offices to HQ is not efficient or secured;
Crystal Reports Tool needs to be installed and expert user is required to
generate critical / advanced reports.
Most of the functionality including validation rules are hardcoded, hence editing
of the source code is required in case of any changes even in data fields;
Interfacing with maintenance need tools, such as HDM-4 is not provided for
higher order roads;
Linkage to GIS is either not developed or not functioning;
Interfacing with other legacy systems, such as Project Management Information
System (PMIS) is not provided (requires source code changes);
The system architecture is old and obsolete in the current context;
The application development framework (Visual Basic) is obsolete and no
support is available for Microsoft;
Other components, MS Access and Crystal Reports require major upgrade or
possibly replacement.
Functional Issues
This does not take into account the traffic capacity ratios, cost requirement for
different interventions, the axle-load data, pavement deterioration models and
widening options etc. which will become essential when applying the model to
the core network roads;
Location reference management (editing, splitting or merging of links and
roads) and history network changes are not maintained;
HDM4 interface is not available;
Data entry is tedious (no bulk import facility provided);
Facilities for recording actual maintenance performed or exclusion of committed
projects sections from analysis are not provided;
3.2 Review of current data formats
HPPWD is currently using 16 data collection templates defined for Road Inventory &
Condition, Bridge & Culvert Inventory & Condition data and Traffic Volume data. These
data collection formats have been reviewed and detailed in the following sections.
3.2.1 Understanding of current data formats
3.2.1.1 Road Inventory Data
Road Inventory data is collected using following forms
RDS01 – Road Section Determination Detail: used to capture the following:
Road Location details;
No. of Lanes;
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Top surface type.
RDS01(A) – Road Sections, Average Top surface width Determination Detail: used
to capture the following:
Road Location details;
Length of survey section;
Carriageway width;
Surface area.
RDS01(B) – Road Inventory Detail: used to capture the following:
Average Right of Way in m;
Average Formation Width in m;
Embankment / Cutting / Both;
Month of year of Construction;
Pavement Thickness in mm;
Sub grade Type;
Sub Grade Thick in m;
Sub Grade CBR in %;
Sub Base Type;
Sub Base Thick in mm;
Base Layer - I Type;
Base Layer - I Thick in mm;
Base Layer - II Type;
Base Layer - II Thick in mm;
Original Surface Layer Type;
Original Surface Layer Thick in mm;
1st Treatment Type;
1st Treatment Thickness mm;
1st Treatment Month & Year;
2nd Treatment Type;
2nd Treatment Thickness mm;
2ndTreatment Month & Year;
3rd Treatment Type;
3rd Treatment Thickness;
3rd Treatment Month & Year;
Shoulder Type;
Left Shoulder Width in m;
Right Shoulder Width in m.
RDS02 – Bridge, Major culverts and Cause Ways (>=6M Span) Inventory Detail:
used to capture the following:
Structure Type;
Structure No.;
Chainage (km);
Structure Name;
Constriction Year;
Constriction type;
Structure Length in m;
Span Type;
No. of Spam / Vents;
Clear Carriage Way in m;
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Footpath Yes / No;
Name of Stream / River;
Foundation Type;
Foundation Size (LxBxD) in m;
Cut Off Wall (U/S) Type & Size (LxBxD) in m;
Cut Off Wall (D/S) Type & Size (LxBxD) in m;
Abutment (Near) Type;
Abutment (Near) Size (LxBxD) in m;
Abutment (Far) Type;
Abutment (Far) Size (LxBxD) in m;
Pier Type;
No. of Piers;
Pier Size (LxBxD) in m;
Cross Head Type & Size (LxBxD) in m;
Wing Wall Type & Size (LxBxD) in m;
Super Structure Type;
Hand Rail Type;
Bearings Type;
Wearing Coat Type;
Parapets in No.;
Guide Posts in No.;
Sins With Legend in No.;
Batter Protection Type;
Highest Flood Level in m;
Deck Level in m;
General Bridge Condition (Good/Fair/Poor);
RDS03 – Culvert and Side Drains Inventory Details: used to capture the following:
Culvert Type;
Culvert No.;
Culvert Chainage in km;
Vent Size (mm) or (WxH) in m;
No. of Vents;
Culvert Length in m;
Head Wall/Abutment Type;
Head Wall/Abutment Size (LxWxH) in m;
Toe Wall Type;
Toe Wall Size (LxWxH) in m;
Catch Pit Type;
Catch Pit Size;
Hand Rail Type;
Parapets in No.;
Guide Posts in No.;
Wing Wall Size (LxWxH) in m;
General Condition (Good/Fair/Poor);
Drain Side Left/Right;
Drain Type (Lined/Unlined);
Drain Shape (U/V);
Drain Size (WxD) in m;
RDS04 – Habitation Inventory Detail: used to capture the following:
Section Chainage in km;
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Connected Habitations in No.;
Name of Connected Habitation;
Habitation Code;
Total Population;
All Weather Road: Yes / No;
Motorable Road: yes / No;
Terrain Type Plain, Rolling, Hilly, Mountainous: Yes / No;
Annual Rain fall Light<700 mm, Medium 701-1500 mm, Heavy 1501 mm and
above: Yes / No;
Educational Facilities Elementary, Secondary and above: Yes / No;
Health Facilities Sub-Centre and PHC/CHC and above: Yes / No;
Administrative Head Quarter Division, Block, District: Yes / no;
Other Facilities Tourist Place, Religious Place and Telephone Booth: Yes / No;
RDS05 – Signs/Furniture, Marker posts and Miscellaneous Inventory Detail: used to
capture the following:
Signs / furniture Type , Legend in no;
Distance Markers Hectometre Stones, Kilometre Stones, Five Kilometre Stones,
Historic Markers in no.;
Guard Stones Side (Left/Right/Both);
Edge Stones in No.;
Guide Posts in no.;
Parapets type in No;
Intersections Chainage in km;
Intersections Side (Left/Right/Both);
Intersections to (Road No as per DRRP);
Hand Pump in No.;
Water Tanks in No.;
Electricity Poles in No.;
Telephones in No.;
Tree in No.
RDS-GIS – Road Side Inventory Detail: used to capture the following:
Rest House: Yes / No;
Circuit House: Yes / No;
Rain Shelter: Yes / No;
Bus Stand: yes / No;
Parking Place: Yes / No;
Railway Station: yes / No;
Rest Place (Hotel): Yes / No;
Water Spring: Yes / No;
Land Slide Prone Area: yes / No;
Accident prone Area: yes / No;
Foggy Area: yes / No;
Mining Area: Yes / No;
Snow Bound: Area Yes / No;
Desert: Yes / No;
Arboriculture (Plantation): Yes / No.
RDS06 – Retaining Walls / Breast Walls Inventory Details: used to capture the
following:
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Retaining Walls / Breast Walls Chainage in km;
Construction Type;
Footing (LxWxH) in m;
Bottom Width in m;
Top Width in m;
Height in m.
RDS07 – Traffic Inventory Details: used to capture the following:
Traffic Survey Station;
Chainge in Km;
Date From;
Date to;
Time (taking time period of 30 Minutes);
Buses Up and Down in No.;
Trucks / Truck Trailors (Rear Axle-I, II, Multi Axle) Up and Down in No.;
Tractors Up and Down in No.;
Car & Jeeps Up and Down in No.;
Auto Rickshaws Up and Down in No.;
Two Wheelers Up and Down in No.
3.2.1.2 Road Condition Data
RCS01 – Road Section, Condition (Damage/Defects) Determination Details: used to
capture the following:
BT Pavements
o Potholes in Sq.m;
o Edge break > 200mm in metre;
o Surface Rutting > 25mm in Sq.m;
o Surface Depressions > 25 mm in Sq.m;
o Single Cracking > 5mm in Sq.m;
o All Cracking in Sq.m;
o Ravelling in Sq.m;
o Delamination in Sq.m;
o Bleeding & Patching in Sq.m;
o Surface Failure in Sq.m.
CC pavements
o Joint Sealant in m;
o Cracked Concrete in Sq.m.
Unpaved Pavements
o Surface Rutting > 50 mm in m;
o Potholes in Sq.m;
o Ravelling in Sq.m;
o Edge breaks in Sq.m;
o Gullies > 40 mm in Sq.m;
o Camber Flat / Depressed in m;
o Pavement Thickness Remaining > 50 mm in mm;
o Surface Failure in Sq.m.
Shoulders
o Low Shoulder / Edge Drop >50 mm in m;
o Deformed / Scoured Shoulder in m;
o High Shoulder in m;
Road Side Drainage
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o Unlined Drain Blocked >30% in m;
o Lined Drain Blocked >20% in m;
Parapets in Nos.
o Parapets Damaged;
o Parapets Missing;
Kilometre Stones (No)
o Kilometre Stones Damaged;
o Kilometre Stones Missing;
o Five Kilometre Stones Damaged;
o Five Kilometre Stones Missing;
o Total Kilometre Stone Damaged;
o Total Kilometre Stone Missing;
Other Defects / Damage
o Guard Stones Missing in No.;
o Hectometre Stones Missing in No.;
o Signs / Furniture in No.;
o Vegetation / Debris in SQM;
RCS01(A) – Road Section, Pavement Roughness (Non BI assessment)
Determination Details: used to capture the following:
Section Chainage in km;
Most Comfortable & Safe Vehicle Speed (km/Hr);
General Condition;
Paved Surface IRI.
RCS01(B) – Retaining wall & Breast Wall Condition (Damage / Defects)
Determination Details: used to capture the following:
Retaining Wall & Breast wall Chainage in km;
Construction Type;
Retaining Wall & Breast wall Damage in Cubic metre;
Land Slide Cubic metre;
Snow Fall Cubic metre.
RCS01(C) – Flexible Pavement Deflection (B.B.D Test) Determination Details: used
to capture the following:
Chainage of Testing Point in Km;
Test Point (Left / Right);
Pavement Temperature in 0C;
Soil Characteristics
o Type;
o Plasticity Index;
o Moisture Content in %;
Dial Gauge Reading
o Initial;
o Intermediate;
o Final;
Measured Rebound Deflection in mm;
Rebounded Deflection after Correction for 8170 KG in mm;
Rebounded Deflection After Temperature correction in mm;
Seasonal Correction Factor;
Final Deflection after Seasonal Correction in mm.
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RCS02 - Bridge, Major culverts and Cause Ways (>=6M Span) Condition
(Damage/Defects) Details: used to capture the following:
Structure Type;
Structure No.;
Chainage (km);
Structure Name;
Constriction type;
Structure Length in m;
No. of Spans / Vents;
Debris & Vegetation in SQM;
Railing in m;
Drainage Spouts in No.;
Approach Slab in SQM;
Signs in No.;
Repainting in SQM;
Protection Walls in Cubic Metre;
Stream Maintenance in Cubic Metre;
Deck Jointing in m;
Bridge Deck in SQM;
Super Structure Cubic Metre;
Sub Structure Cubic Metre.
RCS03 - Culvert Condition (Damage/Defects) Determination Details: used to
capture the following:
Culvert Type;
Culvert No.;
Culvert Chainage in km;
Vent (WxH) in m;
No. of Vents;
Vent Cubic Metre / Metre;
Silt Cubic Metre;
Head Wall/Abutment
o Right Hand Side / Near Side in Cubic Metre;
o Right Hand Side / Far Side in Cubic Metre;
o Total Quantity in Cubic metre;
Catch Pit
o Right Hand Side in Cubic Metre;
o Left Hand Side in Cubic Metre;
Aprons
o Up Stream Side in Cubic Metre;
o Down Stream Side in Cubic Metre;
o Total Quantity in Cubic metre;
Scouring
o Up Stream Side in Cubic Metre;
o Down Stream Side in Cubic Metre;
o Total Quantity in Cubic metre.
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3.2.2 Strengths of current data formats
Some of the major strengths of the current data formats, derived from our initial quick
review are:
Data collection formats are very detailed enough which is good for project level
analysis;
These are suitable for SH and MDR roads only;
3.2.3 Weakness of current data formats
Some of the major shortcomings of the current data formats, derived from our initial
quick review are:
Data collection formats are too cumbersome which makes the field teams either to
fill in partial or incomplete and/or false data;
These data formats are not suitable for Rural roads as these are low traffic roads
and such a detailed analysis is not required;
It takes lot of time to collect such a detailed data manually.
3.3 Policy, Processes and Practices
3.3.1 Current Road Maintenance Policy
Himachal Pradesh Rural Roads maintenance Policy 2015 has been notified by the Govt.
of H.P on 30th March 2015 and is in place. The policy takes into consideration the
Government’s commitment to funding and ensuring transparency in its working,
bidding, e-tendering, contract management and implementing rural road maintenance
as under:
Introduce a system of working out present asset value of the road network at the
end of financial year;
Constitute a State level committee to work out realistic norms for maintenance of
rural roads covering Routine, Periodic, Emergency Maintenance and Special
Repairs;
Overall responsibility for efficient planning management and delivery of rural road
maintenance shall be of HPPWD including coordination with other departments
handling the work of rural roads. A dedicated Planning, Budgeting and Monitoring
(PBM) Unit, in the PWD Head Quarters to be headed by a Superintending Engineer,
which shall be responsible for Planning, Budgeting and Monitoring of all
maintenance works of the road network under the overall guidance of the Engineer-
in-Chief, HPPWD;
To ensure allocation of adequate and timely availability of funds needed for
maintenance of rural roads as per Annual Maintenance Plans, prepared by the
HPPWD, a dedicated maintenance fund shall be created on the basis of funds
already created for maintenance of PMGSY roads;
Govt. shall constitute a Standing Empowered Committee to decide on annual
allocation of funds for maintenance of different categories of roads with reasonable
share for rural roads based on the percentage of rural roads with respect to the
total road network. The EC may comprise of Secretary Finance, Secretary (PW),
Engineer-in-Chief, HPPWD and other representatives/ consultants;
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Explore avenues for mobilising of additional funds for reducing the gap between the
funds required and those made available for maintenance of rural roads;
Formulate an Action Plan for time bound removal of maintenance backlog of the
rural road network so that the network is brought to an acceptable level of service.
HPPWD shall institute an annual performance evaluation system to inform the
government about the delivery of maintenance and condition of the rural road
network as a result of funds allocated for the purpose;
HPPWD shall simplify the existing Road Maintenance & Management System
(RMMS) for rural roads to prepare Annual Maintenance Plans for each PIU, based
on scientific condition assessment of the road network;
Set up Special Zonal Task Forces in each PWD zone to deal with emergency
situations arising due to natural disasters, headed by Zonal Chief Engineer, SE
(Design) of the Zone and concerned SE of the Circle as members;
The field units of HPPWD shall collect/outsource the collection of road condition
data and inventory data and capture the condition of roads through
photographs/videography (having longitude & latitude) of locations and such details
shall be uploaded suitably on the department website;
Some pilot works of maintenance shall be undertaken jointly by PIU of HPPWD and
relevant blocks/gram panchayats and steadily move towards devolving
maintenance responsibility in respect of rural roads to Panchayati Raj Institutions.
Similar pilot project shall be undertaken with the involvement of local community
participation;
Training shall form an integral part of Institutional strengthening of the HPPWD. For
this, HPPWD shall formulate a calendar of training programmes for its technical
officers at various levels. Training modules shall be developed for imparting both
on-site as well as off-site training to field staff. Training programmes shall also
include study tours aimed at exposing officials to national/ international best
practices;
HPPWD shall extend support in providing outreach programmes in enhancing the
training facilities for Class C and Class D contractors in implementation of
maintenance works;
The HPPWD shall identify and pilot innovative maintenance models and
technologies. These innovations shall be in the form of piloting and adopting
different models of outsourcing maintenance works which could be in the form of
Performance Based Maintenance Contracting (PBMC), Community Contracting or a
hybrid system involving combination of PBMC and conventional Engineering,
Procurement and Construction (EPC);
The HPPWD shall undertake road user satisfaction surveys every three years on its
rural road network and display the results on the website;
3.3.2 Current Road Maintenance Processes & Practises
Road maintenance requires careful planning, supervision and control. It may be divided
into two parts such as:
1. Preparation of annual maintenance plan;
2. Scheduling and annual maintenance calendar.
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3.3.2.1 Preparation of Annual Maintenance Plan
An Annual Maintenance Plan for any road network shall comprise primarily of the
following components:
Road Inventory Survey;
Road Condition Survey;
Road Priority Index (RPI);
Updated Schedule of Rates;
Cost Estimate;
Prioritization of maintenance activities based upon the available budget;
Scheduling of activities for management, procurement and execution.
The maintenance management cycle with the various steps and their logical sequence
necessary for achieving an effective maintenance management system is depicted in
Figure 3-5.
Figure 3-5: Maintenance Management Cycle
Maintenance Works consists of all works of routine maintenance, periodic maintenance,
road rehabilitation including pavement strengthening, special repairs and emergency
maintenances. The PBM Unit initiates maintenance activities as follows:
Periodic Renewal cycle of 5 years is adopted for roads traversing altitude above
2,000m (snow bound areas) and 6 years for roads traversing altitudes below
2,000m (non-snow bound areas);
HPPWD Specifications are used for State works and Ministry of Rural Development
(MoRD) Specifications are used for PMGSY works;
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The Field Units (Divisional Offices) are responsible for carrying out the Road
Inventory and Road Condition Surveys as per prescribed procedures. The road
condition surveys are carried out at every 100 m interval by the Junior Engineers in
charge of the respective sections;
3.3.2.2 Scheduling and Annual Maintenance Calendar
The Budgeting and Maintenance Planning schedule followed by HPPWD is as follows and
the Annual Calendar of Road Maintenance Activities is followed as given in Table 3-1.
The surveys will commence immediately after the cessation of monsoon in October
and completed by 15th November;
The survey data is uploaded on the Road Maintenance Management System
(RMMS) by the Divisional Offices by 1st week of December;
The data is processed and results of the entire road network are generated by the
PMGSY HQ staff by 31st December;
PWD HQ finalizes the priority list for Annual Maintenance Plan (AMP) and
disseminates the same to all field offices by 15th January. The field Executive
Engineers on receipt of the approved AMP preforms another verification to confirm
that the roads appearing in the AMP with respect to their jurisdiction actually
qualify for Periodic Renewal and revert back to the HQ by 31st January with full
justification in case any substitution is required. Annual Maintenance calendar is
hoisted on departmental website by March;
Field offices initiate preparation of estimates and invitations for bids for works
proposed to be contracted out for the approved chainages of various roads
immediately and works shall be awarded by 25th March;
Implementation will commence by 10th April except for the tribal areas where the
working season normally starts in May end/June;
The Superintending Engineers in charge of field circles will closely monitor the
progress of the above activities in respect of their jurisdictions;
The Junior Engineer will prepare monthly Maintenance Plan of the roads and
forward it to the Assistant Engineer one week before the commencement of the
respective month for approval;
Table 3-1: Annual Calendar of Road Maintenance Activities
Sr.
No.
Item of Work Intervention
Standard
Response
Time
Frequency Remarks
1 2 3 4 5 6
1. Cleaning/desilting of road side drain/gutter
Thrice
i) February
ii) May and June
iii) August and September and as and when required
i.e. blockade more
than one-fourth
Water diverted out of
drain onto roadway
Causing a
hazard to
traffic
Immediate
Obstruction or Siltation
impeding flow
Blocked by
more than one-
fourth of the
size of the drain
14 days and
prior to
monsoon
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2. Pothole Filling
Collection of patch repair
material for Bituminous
roads
i) January and
February
ii) July and September
Collection of patch repair
material for WBM repair
i) January and
February
ii) July & August
Pothole filling in
Bituminous and rigid
pavement with maximum
dimension more than
200mm, cracks, edge breaks,
ruts and depressions
All potholes
≤75mm depth
Cracks >5mm in width
Edge Breaks
>150mm in width
Ruts >50mm in depth Depressions >50mm in depth
21 days Immediate on
their occurrence
Pothole filling in WBM with
maximum dimension >200mm
Depth > 75mm 21 days
Pothole filling in Gravel/
Katcha surface
Depth
>50mm
Width
>300mm
45 days
3. Filling edges of
bituminous surfaces and
replenishing/ lowering
earthen/ hard shoulders
Difference
more than (-)
50mm/ (+)
0mm
Before and after
monsoon and as
and when required i.e.
when the
requirements as
specified are
exceeded as per
Col. 3
4. Dressing of berms Before and after
monsoon and once in
between
i.e. February/ March,
June, August and
September
5. Restoration of rain cuts and
side slopes
September and as and
when required
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6. Cleaning of Cross-
Drainages
Debris and silt reducing
effectiveness of structure,
broken or cracked structure
causing instability, under
mining or not functioning
properly
Blocked by more
than one-fourth
of the size of the
culvert opening
14 days Twice (May and October)
and as and when
required i.e. blockade
more than one-fourth of
the opening
Deformation of culvert, its
invert and alignment
45 days prior to
monsoon
7. White washing of
Parapets, Guide Stones,
Tree Trunks etc.
Twice (April and
October)
8. Re-fixing disturbed
caution boards, other
signage etc.
Once and as and
when required
9. Re-fixing displaced Km.
stones, 200m stones,
guard stones, guard rails
Once and as and
when required
10. Cutting of branches of
trees, pruning shrubs
Once (October)
11. Removing wild seasonal
growth on berms and
from road side
structures
Twice (March and
September)
12. Painting of Km. stones,
Numbering of culverts, Road
markings etc. including
history of road on Km.
stones
Once (April/
November)
13. Maintenance of T & P All round the year
14. Removal of
encroachment All round the year
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3.4 Organisational structure
Himachal Pradesh Public Works Department is responsible for the operation and
maintenance of the entire road network under its jurisdiction. The
administrative control of the department rests with the Secretary to the Government of
Himachal Pradesh. The Engineer-in-Chief is overall in-charge of the department. The
construction and maintenance of the network comprising State Highways, Major District
Roads and Rural Roads is supervised by the Zonal Chief Engineers who have control
over the field Circles with each circle headed by a Superintending Engineer. These
circles are further divided into field Divisions each headed by an Executive Engineer.
Similarly, these field divisions have a number of sub-divisions headed by an Assistant
Engineer. The Assistant Engineers are assisted by a number of Junior Engineers each of
whom is in-charge of a section. The Junior Engineers are in turn assisted by Works
Inspectors/Mates etc.
A dedicated Planning, Budgeting and Monitoring (PBM) Unit in the PWD is headed by a
Superintending Engineer who is responsible for Planning, Budgeting and Monitoring
of all maintenance works of the road network under the overall guidance of the
Engineer-in-Chief. This unit comprises of one Executive Engineer, two Assistant
Engineers, two Junior Engineers, one Draftsman and two Computer Operators. The
Deputy Controller (F&A) will assist the Superintending Engineer of the PBM Unit in all
financial matters.
Technical audit of sample stretches as well as quality inspections is conducted by the
Quality Control wing of the PWD.
A snapshot of the total strength of the HPPWD is given in Table 3-2
Table 3-2: HPPWD Staff Strength
Position Number
Engineer-in-Chief 1
Engineer-in-Chief (QC & D) 1
Chief Architect 1
Chief Engineers 7
Superintending Engineers 35
Senior Architect 4
Executive Engineers 108
Architect 8
Assistant Engineers 374
Assistant Architect 13
Junior Engineers 1,342
Total Number of Staff 1,894
The organisation structure of HPPWD is given in Annex IV.
It is understood that currently HPPWD is operating RMMS with one or two staff.
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3.5 Technical and Managerial Capabilities
The existing technical and managerial staffs of HPPWD are very familiar with the data
formats and manual data collection procedures. They are not aware of usage of
automated data collection equipment such as ROMDAS. Only couple of staff at HQ are
familiar with usage of such equipment.
It is understood that they have collected data for about 900 km of SH & MDR network
since the procurement of ROMDAS equipment in 2007-08.
Only couple of staff at HQ PMGSY department are familiar with Data processing,
analysis and generation of annual maintenance plans.
Duties of various HPPWD staff are mentioned below:
3.5.1 Duties of Mate
To report to Work Inspector/ Junior Engineer.
To mark daily attendance of labour working under him.
To help in the layout, marking, checking the quality and quantity of work done by
the labour and get the work executed as per instructions.
To assist the Work Inspector/Junior Engineer in taking out the
measurement for daily work done by labour.
To display necessary caution boards from safety point of view as per standard
layout.
To report to his senior about any causality, accident, encroachment of Government
property or any type of serious damage to the Government property within his
beat.
To maintain T & P and sign boards under his charge.
To carry out jobs of semi-skilled nature connected with his trade along with his
gang.
General supervision over un-skilled labour.
To get cement/composite mortar prepared in his presence as per instructions of
Junior Engineer/Work Inspector.
To report about damages to structures, kilometer stones etc. and keeping them in
position.
To comply with any instructions given by his immediate superior.
Daily labour report, D.L.R.
To ensure adequate quantum of work being done by gang and that it conforms to
norms.
To keep account of permanent articles, for example direction boards, trees, drums
etc. in his beat.
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To ensure providing and proper upkeep of diversion boards.
3.5.2 Duties of Work Inspector
To report to Junior Engineer.
To maintain daily diary of the work done and to put up to the Section Incharge
every alternate day.
To maintain daily receipt/daily consumption of material consumed.
To help in preparing estimates for minor works and repairs.
To ensure execution of work according to specifications and drawings.
To take round of various bridges and roads under his charge on regular basis and
report to section in-charge about repairs to be done. He shall also assist to plan out
a programme for such repairs in advance and ensure their execution through the
department labour within the specified period.
To assist Junior Engineer in taking out measurements and distributing work to
labour daily and checking their attendance.
To estimate and indicate rough quantities of materials required
To take measurement of daily work done.
To ensure adequate quantum of work being done by gang and that it conforms to
norms
To maintain material account at site and account of traffic signs.
To report about unauthorized constructions and encroachments on government
premises.
To comply with the instructions given to him by his immediate officer.
To ensure submission of daily report.
To see that log books are filled daily for machinery and that machinery is parked
properly.
To maintain details of land width and check encroachments. (xvii)To ensure proper
maintenance of speed humps and caution boards including their painting.
3.5.3 Duties of Junior Engineers
Inspection and supervision of works as per prescribed norms.
Recording the progress of both casual and regular labour in the Measurement Book
(MB) and ensuring that the output of labour matches with the norms specified for
different tasks.
No progress in MB be entered as ‘unsusceptible to measurement’ and progress of all
activities be recorded.
Reporting observations to higher authorities.
Preparing estimates for repairs after conducting condition survey of roads.
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Reporting about closure of road/obstructions due to any of the following reasons;
Over toping/breach;
Landslides;
Earth quakes;
Accident;
Any other reason (specify);
Arranging for removal of obstructions such as dead animals, trees and other debris
lying on road.
Enumerating safety measures and restoration works in case of flood damages and
breaches, and submit reports on opening of traffic/completion of restoration.
3.5.4 Duties of Assistant Engineers
Inspection and supervision of works as per norms.
Reporting observations with suggestions for remedial action to higher authorities.
Getting estimates prepared and checked after conducting surveys and site
investigations.
Reporting about heavy rain fall in the area and consequent rain damage.
Enumerating action on the report of Engineering subordinates regarding
obstructions, accidents etc.
Enumerating safety measures and restoration of (both temporary and permanent)
works in case of flood damages and breaches.
3.5.5 Duties of Executive Engineers
Inspection and recording of observations as per prescribed norms.
Planning and finalization of nature of maintenance activities e.g. surface repair, etc.,
and prepare to CD works etc.
Arranging men, materials and machinery in advance as per requirements.
Finalizing action on reports of Assistant Engineers and also on safety measures,
diversions in case of breaches and flood damages.
Coordination with various agencies like Traffic Police, Local Administration, Publicity
Media etc., in case of emergency repairs, interruption to traffic by road blockage,
etc.
Initiate steps for finalizing permanent restoration works.
3.6 Proposed RMS system
3.6.1 Background
The RMS will be developed to cater to two set of operations: one for the SH and MDR
road network and other for Rural / Other road network. This web-based system will
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become a comprehensive Asset Register capable of providing a variety of information
to wider stakeholders, both internal and external with a click of a mouse. Further, users
are able to drill down the map to audit and extract information available within the
system. The system will have facilities for determining the maintenance needs not only
on current condition but also considering the Life Cycle Cost (LCC) analysis.
TOR stipulated simple, flexible but sustainable RMS to be deployed as part of this
Project. Therefore, our focus will be on conceptualising, designing and deploying a
simple and sustainable RMS.
3.6.2 Proposed Functionality
Proposed Road Management System (RMS) will have the following functions/sub-
modules (components):
GIS linked Road Information System (RIS): This is a database linking different road
data items. It will be accessed either from a centrally linked server, or as a
distributed database which is independent of any network. GIS will be used as the
basic platform for all spatial features for road assets. Furthermore, the components
will be accessible via an Internet Browser for reporting purposes only.
Bridge Information System (BIS): This is a database linking different bridge data
items. The BIS database shall contain sufficient attributes to maintain the bridge
diary besides some 3 to 4 critical attributes to determine investment and
rehabilitation needs in bridges.
Pavement Management System (PMS): This will cover preservation of the existing
road network as well as expansion which may cover new links, multi-laning, or
capacity increases. The PMS will be developed using HDM planning tool, which will
include deterioration prediction model for bituminous pavements. The processes
will include, but are not limited to:
o network-level planning;
o project-level planning;
o multi-project programming and budgeting;
o optimization of projects under budget constraints;
o overall network performance monitoring and evaluation against projected
targets.
Routine Maintenance Management System (RMMS): This application will be created
to determine routine maintenance investments for sections not receiving periodic
maintenance or improvements in that year.
Right-of-Way Features Information Management System (RWFIMS): This
application will be created to maintain all features such as structures, utility
services both below and above ground, trees etc, within the Right of Way (ROW)
and to generate strip maps showing these features. All required information and
maps will be supplied by HPPWD/HPRIDC.
Traffic Information System (TIS): This will be linked to the RIS. This will have
facilities for storing regular and special traffic counts as well as the outcome from
specific studies.
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3.6.3 Conceptual Design
The conceptual design of various modules of the proposed RMS was determined based
on the ToR requirements. The detailed functional and technical details of the proposed
RMS are explained below:
3.6.3.1 Location Reference Management System (LRMS)
Location Reference Management System (LRMS) will be developed to maintain
centralised location referencing for RMS. The LRMS forms the core of the RMS, a
system that defines and enforces proper referencing conventions of the roads and
associated assets. RMS will include facilities for linear and geo-referencing (spatial)
features.
The primary functions proposed for Location Reference Management (LRM) are:
to enter, validate and store location referencing data (Road, Link, Node, LRP etc.);
to manage location referencing data for all modules of RMS;
to merge, break, retire links / sections;
to modify location referencing data and trigger relevant changes in other modules
of RMS;
to detect inconsistencies in the location reference system and generate consistent
reports;
to maintain historical changes in the road network.
Process and data flow of LRMS is presented in Figure 3-6.
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Location Reference Management System
CreateNode
LRPs
Link /
Section /
Route
ModifyNode
LRPs
Link /
Section /
Route
DeleteNode
LRPs
Link /
Section /
Route
Break / Merge / Retire: Link / Section / Route
Data Validation
Centralised
Relational
Database
Data
GPS Coordinates
(km stone, centre
line, node,
chainage)
Satellite Maps /
SOI Maps/
Other Maps
Administrative
boundaries,
GIS Layers
Road Category
Administrative
Setup /
Geographical
Information
Linear / chainage
(km stone, centre
line, node)
LRMS Engine
Generate
Report
Detect
inconsistency
in the
Location
Reference
Data
Correct
Figure 3-6: Process Flow of Location Reference Management
Location reference management is one of the most critical tasks of RMS. It is
recommended that the maintenance of location referencing only be undertaken by an
advanced user such as the Administrator. It is important to understand the road
network definition and its linkages with other attribute data, such as, inventory and
condition data, prior to defining or updating location reference data. The sequence of
operations for both defining and updating location reference data is critical. Any undue
change of the location reference data may break the critical link with attribute
information, thus making data inaccessible and in the end RMS non-functional. It is
recommended to exercise utmost care when working with location reference data. A
sample layout of the advanced options of LRMS is depicted in Figure 3-7.
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Figure 3-7: Sample LRMS Options
3.6.3.2 Road Information System (RIS)
Road Information System (RIS) or Asset Register (AR) will be developed to store assets
inventory, condition and other relevant information. RIS will provide information to
other sub-systems (modules) within RMS.
Detailed inventory and condition data of Bridges will be stored in Bridge Information
System (BIS).
RIS will have the following key functions:
Enter and store inventory data;
Enter and store spatial data;
Enter and store condition data;
Enter and store pavement condition data;
Enter and store pavement strength data;
Manage historical data;
Identify most recent data;
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Provide facilities for adhoc and statistical queries;
Provide GIS platform to view network and other attribute data;
Provide summarised (and current) attribute data to other modules such as PMS,
BIS, AIS etc;
Generate thematic maps, tabular reports and charts;
To interface GIS data with other Geographic Information System (GIS)
applications of GOHP like revenue maps and forest maps.
The process flow of RIS is presented in Figure 3-8.
Road Information System
CreateInventory,
Condition
structural
strength
ModifyInventory,
condition,
structural
strength
Retire /
DeleteInventory,
condition
structural
strength
Data Validation
View, Flag Most Recent, Commit, Historical Data
Centralised
Relational
Database
Stored Data
Traffic, Axle
LoadProject Info
Accident
GIS Thematic
Maps
Tabular / Chart
Reports
User
Defined
Reports
Engine
Generate Report
Detect
inconsistency
in the Data
Identify
correctio
ns
Data Input
Pavement
Strength Data
Lookup
Condition Data
Visual /
Equipment
Road inventory
Category, Type,
Width, RoW
width etc
Spatial Data,
Video / Images Data to
other
Modules
(PMS etc)
Figure 3-8: Process Flow of Road Information System
3.6.3.3 Bridge Information System (BIS)
The main purpose of the Bridge Information System (BIS) will be to identify and plan
bridge repairs and improvements in a systematic way, enabling early identification of
deficiencies and applying preventive maintenance. BIS will store bridge inventory and
condition data and source other requisite data from other sub systems, i.e. road
inventory data and traffic data etc. The Decision Tree analysis approach will enable
HPPWD to assess maintenance and rehabilitation needs including preventive
maintenance.
The preliminary process flow of Bridge Information System is given in Figure 3-9.
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Bridge Information System
Centralised
Relational
Database
GIS Thematic
Maps
Tabular / Chart
Reports
System Setup(One time, and it can be adjusted
by users, based on requirement)
Decision Tree
Unit Cost
Analysis Engine
Run Decision Tree
Assign Priority
Index
Data Input
Images,
Documents,
Drawings
Bridge
condition
Bridge Inventory
Spatial Data
Adjust
Quantity,
Cost
Repair, Maintenance
and Rehabilitation List
with Cost
Figure 3-9: Bridge Information System Process Flow
3.6.3.4 Traffic Information System (TIS)
The Traffic Information System will stores traffic volume data, as well as data from axle
load surveys. This is intended to produce a range of different kinds of analysis/results,
including assignment of traffic on the network, estimation of AADT and traffic growth
forecasts.
TIS will provide following data to other modules of RMS internally and automatically
once invoked by them:
Average Annual Daily Traffic (AADT);
Traffic Composition;
Vehicular Growth Rates;
Vehicle Damage Factor (VDF) etc.
TIS will store the following data:
continuous counts from permanent traffic count stations;
7-day classified traffic counts;
short-term (< 3 day) classified traffic counts;
traffic growth rates;
vehicle fleet characteristics;
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sample hourly flow data;
processed weigh-in-motion or axle load survey data (i.e. aggregated statistics as
opposed to measurements of each vehicle), if available.
Traffic Information System
Centralised
Relational
Database
GIS Thematic
Maps
Tabular / Chart
Reports
System Setup(One time, and it can be adjusted by
users, based on requirement)
Equivalent PCU
SCF and Socio-
Economic
Equivalent Std
Axle Loads
Elasticity Values
Analysis Engine
AADT
K and D Factor
Vehicle Damage
Factor
Growth Rate
Data Input
Axle Load
Survey data
Traffic count
data for varying
time period viz.
7/3/1 days
Spatial Data
(Traffic count
post locations)
Accident Data
from RADMS
Figure 3-10: Typical Traffic Information System Process Flow
3.6.3.5 Pavement Management System (PMS)
The major functions of the Pavement Management System (Planning and Budgeting
tool) are:
Preservation: What is the appropriate periodic maintenance strategy to preserve
the road asset;
Improvement: What maintenance treatments are required for pavements whose
condition requires a major treatment before periodic maintenance can be applied;
Capacity Augmentation: What capacity (width) is required for current and future
traffic loading.
HDM-4 analysis engine, based on sound engineering and economic priority principles, is
capable of undertaking both strategic and project level analysis appropriate for a
typical road agency such as HPPWD. The HDM-4 based system will have following key
functions:
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Facility to interface with RIS for obtaining location referencing data;
Homogeneous sectioning methods for dividing roads into appropriate sections for
maintenance;
Data aggregation methods;
HDM-4 input files;
Thematic maps and summary reports.
Process flow of Pavement Management System is given in Figure 3-11.
Figure 3-11: Pavement Management System Process Flow
One of the critical tasks of this sub-system is to determine the appropriate
“Homogeneous Sections”. To facilitate this process, a user interactive edit tool will be
developed in addition to the auto generation of homogeneous sections. A sample
screenshot is given in Figure 3-12.
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3.6.3.6 HDM-4 Interface
For the PMS application, we will connect the RMS with established and widely accepted
economic evaluation model based on sound engineering and economic priority
principles, capable of undertaking both strategic and project level analysis at the
appropriate organizational levels, namely; Highway Development and Management
Model (HDM-4) latest version.
The latest version of HDM-4 economic evaluation model shall be capable of the
following types of analysis, which should cover both road condition and capacity
improvements.
Network level planning;
Project level planning;
Multi-project programming and budgeting;
Optimization of projects under budget constraints;
Overall network performance monitoring and evaluation against projected targets.
Network Level Planning (Programme Analysis)
The annual work programme (multi-year rolling programme) focuses on treatments on
discrete road sections, needing maintenance. The following definition will be adopted:
Programme Analysis deals primarily with prioritisation of a defined long list of candidate
road projects into a one-year or multi-year work programme under defined budget
constraints. It is essential to note here that, we are dealing with a long list of candidate
road projects selected as discrete segments of a road network.
The multi-year rolling programme will comprise of: (i) identification (road
segment/section); (ii) work programme and treatment; (iii) estimated output; (iv)
estimated costs; and (v) economic priority ranking.
Figure 3-12: Sample Layout of Editing of Homogeneous Sections
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We will, together with HPPWD, develop and establish the best approach suited for the
context of HPPWD. The PMS will be the key application in this. As part of Performance
Indicators (PIs) analysis and enhancements, we will review existing targets. We will
measure the achievements compared to current targets and investigate reasons for not
meeting targets (if this is the case). Based on this knowledge, we will develop a new
and improved set of targets which is realistic under the given resource constraints. This
means that targets will be set by realistic projected measures under realistic budget
levels, in order to ensure that the new targets set are ambitious, but also achievable.
A typical output from the programme analysis is shown in Figure 3-13.
Figure 3-13: Multiyear Rolling Programme
Project Level Analysis
We will carry the project level analysis studies for CRN in about 830 km for different
technically feasible options such as periodic maintenance, resurfacing, rehabilitation,
reconstruction, widening and geometric improvement etc. Based on the data collected,
these options will be framed in consultation with professors of IIT / Research
Institutions in India working in this area and then discuss it with HPPPWD/HPRIDC.
The analysis will be done using a life-cycle cost and other approaches using HDM-4
model.
Project analysis is carried out to evaluate one or more road projects or investment
options. The application analyses a road link or section with user selected treatments,
with associated costs and benefits projected annually over the analysis period.
Economic indicators are determined for different investment options based on which
the preferred option is selected. We propose this option to include different technically
feasible options such as periodic maintenance, resurfacing, rehabilitation,
reconstruction, capacity improvement, and other improvement and betterment works
in the system.
Sample analysis outputs are shown below for a project level analysis as given below.
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The following will be included as part of the programme and/or project level analysis
multi-project programming and budgeting;
optimization of projects under budget constraints;
overall network performance monitoring and evaluation against projected targets.
3.6.3.7 HDM-4 Calibration
It is understood that HDM-4 is used as the ‘analysis engine’ in the PMS. In order to
secure reliable analysis output it is imperative that HDM-4 is calibrated to local
conditions. We will perform the calibration and adaptation as needed. The current
traffic and condition data in the RMMS, together with additional data from other
sources will provide an important data pool for this calibration and will presumably
support a Level 2 calibration focussing on the most sensitive data (data with high
impact elasticity on the analysis output). Road data from research centres or from IITs
or other Universities will also be consulted in this respect. We will calibrate HDM-4 for
the Indian conditions preferably hill roads according to the research carried out in India
by any IIT/ research institution in India and will take the help of IIT/ Research
Institutions in India in certifying the parameters.
There are three levels of calibration that is generally carried out (as described in
Volume 5: A Guide to Calibration and Adaptation of the HDM-4 documentation), as
given in Table 3-3.
Table 3-3: HDM-4 Calibration Levels
Level Scope of Calibration Applicability
1: Basic
Application
(Low Level)
Adopts many default values, calibrated
most sensitive parameters with best
estimates, desk studies or minimal field
surveys
General planning, quick
prioritization,
preliminary screening
2: Calibration
(Medium
Level)
Measurement of additional input
parameters, moderate field surveys to
calibrate key predictive relationships to
local conditions, slight modification of the
model source code
Project appraisal,
detailed feasibility
3: Adaptation Requires major field surveys and Research and
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Level Scope of Calibration Applicability
(High Level) controlled experiments, develop new and
locally specific relationships
development
Figure 3-14 shows the efforts (resources and time) required for different levels of
calibration. For HDM models, there are three types of calibration carried out as given
below:
RDWE Unit Costs: This includes unit costs of maintenance treatments or road
works. Ex: cost of DBST, cost of AC surfacing, etc;
RUC Unit Costs: All input parameters related to Road User Costs (RUC) and Vehicle
Operating Costs (VOC). Ex: vehicle replacement cost, cost of tyres, cost of fuel,
cost of time delays, etc;
RDWE Models: Calibration or adjustments of Road Deterioration and Works effects
(RDWE) models. Ex: cracking initiation coefficient, roughness progression
coefficient, roughness reset after an overlay, etc.
Figure 3-14: HDM-4 Calibration Efforts
The TOR recommends Level 2 calibration of road works costs (that is RDWE Unit Costs
as described above). The scope of the Level 1 and Level 2 calibration is given in Table
3-4 (Level 3 is related to fundamental research and development of models which is
out of the scope a project of this nature).
Table 3-4: HDM-4 Calibration Details
Level RDWE Unit Costs RUE Unit Costs RDWE Models
1 Unit costs from previous Vehicle replacement costs Desk study of previous
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Level RDWE Unit Costs RUE Unit Costs RDWE Models
reports/studies/agency’s
schedule of rates
and some limited fuel and
vehicle details.
reports and studies and
general engineering
experience.
2 Unit costs from previous
reports/studies/agency’s
schedule of rates. Estimation of
Rates from basic material and
labour rates where reliable Unit
Costs information is not
available.
Vehicle replacement
costs, speed, fuel
consumption, tyre
consumption, parts
consumption and fixed
costs related vehicle life
and utilization.
Model calibration from
data collection
We propose to perform Level 2 calibration for RDWE Unit Costs and RUE Unit Costs and
Level 1 for RDWE Models. The calibration of the HDM4 is very much dependent on the
quality and extent of the data available. Therefore, the possibility, scope and extent of
calibration will depend on the data available.
The enhanced models will continuously be tested throughout the period of the Services.
3.6.3.8 Routine Maintenance Management System (RMMS)
Routine Maintenance Management System (RMMS) will be developed to undertake
routine maintenance activity for road assets. Routine maintenance will be an important
sub-system in overall framework of RMS. Proper utilisation of this system will be a
preventive maintenance and will lead to preserve large and low value assets.
The system will be used for assigning pre-defined routine maintenance treatments on
candidate sections not having periodic maintenance / improvement works. RMMS
ensures improving the quality of the performance of the routine maintenance through
standardisation of activities including Specifications, Performance Standards, Quantity
Standards, & supervision.
The annual needs for routine maintenance activities for the candidate analysis sections
are assessed through maintenance feature inventory and condition rating, quantity
standards and unit rate. Quantity standards are expressed as the annual number of
units of work as per the applicable unit for each activity based on the condition of the
Asset (refer to Figure 3-15).
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Figure 3-15: Routine Maintenance Needs
Annual needs (total work quantity) are assessed by multiplying the road network
maintenance feature inventory data by the quantity standards of the work activities.
The process flow is given in Figure 3-16.
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Routine Maintenance Management System
Centralised
Relational
Database
GIS Thematic
Maps
Tabular / Chart
Reports
System Setup(One time, and it can be adjusted
by users, based on requirement)
Decision Tree
Criteria
Unit Cost
Annual Work
Programme and
Estimates
Analysis Engine
Extract RM
Section
Work
Quantity for
Point Assets
Total Work
Quantity
Prepare
preliminary
programme
Assign
Priority Index
Total RM
Cost
Run Decision
Tree
Assign
Adjusted Cost
Prepare Final Programme
Figure 3-16: Routine Maintenance Management System Process Flow
3.6.3.9 ROW Features Information Management System (RWFIMS)
ROWFIMS will be created to:
maintain all features such as structures, utility services both below and above
ground, trees etc, within the Right of Way (ROW)
generate strip maps showing these features.
HPPWD have simple road infrastructure maps of roads at divisional level. These maps
and databases will be integrated with RMS. Essentially RWFIMS will be a GIS based
frontend with several layers prepared from the data to be provided by HPPWD. All
required data for developing and implementing RWFIMS will be supplied by
HPPWD/HPRIDC.
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3.6.4 Institutional Setup
Institutionalization means ‘to make part of a structured and well-established system’.
Aspects considered to be important in institutionalization of an RMS are those that are
similar for any management system. They should include:
Establishment of an organizational unit with specific responsibility for the system;
Establishment of a budget for the operation of the entire system, including all
staffing, equipment, data collection (contract or in-house), field travel, etc.;
Presence of appropriately qualified personnel, with good management skills, with
access to and control over their budget;
Specific and detailed job responsibilities for all aspects of the system;
A program for continual quality improvement;
Clear management reporting; and
A regular audit of all elements and the taking of corrective actions where
necessary.
In order to fulfil the above mentioned institutionalization requirements, we propose for
establishing of an organizational unit (RMS cell).
At present HPPWD is not having good institutional set-up to sustain the present RMMS
system. It is manned at HPPWD HQ by 1-2 junior level staff.
3.6.4.1 RMS Cell
It is proposed to have a separate RMS Cell within HPPWD/HPRIDC to maintain, monitor,
sustain and institutionalise the proposed RMS system. The proposed RMS cell
tentatively consists of team grouped under various heads like Data collection &
Loading, Data Processing Management & Reporting, Maintenance Planning, GIS, IT,
Social & Environmental and Traffic & Transport Economist.
Figure 3-17: RMS Sustainability
Data collection & Loading: The responsibility of this team is to regularly collect data
and load into the system.
Data Processing Management & Reporting: The responsibility of this team is to
verify process and approve the data collected, so that the data can be loaded into the
system. Also responsible to maintain the system up to date and generate various
reports from the system whenever requested.
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Maintenance Planning: The responsibility of this team is to run the PMS and RMMS
processes and generate yearly annual maintenance plans and multi-year rolling plans.
GIS: The responsibility of this team is to verify the survey road alignments and making
shape file of the new road network and updating whenever changes in the road
classification and alignment occurs.
IT: The responsibility of this team is to address any technical issues with RMS system,
perform system admin activities of RMS system.
Social & Environmental: The responsibility of this team is to regularly update the
social, environmental and socio-economic parameters within the RMS system.
Traffic & Transport Economist: The responsibility of this team is to support the
maintenance planning team in running the HDM-4 analysis and generate annual
maintenance needs.
3.6.4.2 Sustainability Framework
The implementation of a sustainable road management system should consider:
The agency to collect the required data and keep them current;
Technical knowledge required to operate and subsequently improve the system, if
and when the need arises;
Knowledge and computer skills available within the agency;
Staff training programmes in the area of pavement management.
Figure 3-18: RMS Sustainability
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3.7 Data Collection for RMS (SH & MDR)
3.7.1 Introduction
Data collection is expensive. Each data item collected requires time, effort, and money
to collect, store, retrieve, and use. The first rule of data collection is that data should
never be collected because "it would be nice to have the data," or because "it might be
useful someday."
This section addresses a number of issues that road managers face when determining
exactly what their data requirements are and how to select the appropriate data
collection technologies to meet those requirements.
3.7.2 Deciding What Data to Collect
Regarding road management data, the first question usually asked is, "What data
should we collect?" Many agencies start by asking an internal team to compile a "data
wish list." Other agencies first take inventory of their currently available data and try to
implement road management systems using that data. Both approaches should be
avoided. The real questions that should be asked are:
What decisions do we need to make to manage the network?
What data are needed to support these decisions?
Can we afford to collect these data initially?
Can we afford to keep the data current over a long time period?
Several agencies have become so mired in data collection that data collection appears
to be an end in itself. Large sums of money are spent collecting data, with little to show
in the form of more efficient and cost-effective decisions.
Excessive data collection is probably one of the top five reasons road management
systems (RMS) are abandoned. The systems are seen as data intensive and too
expensive to sustain. To avoid these misperceptions, Paterson and Scullion (1990)
have provided approaches for deciding what data should be collected and how it should
be collected:
Confirm whether the data are actually required: An RMS is often used to
assist in making management decisions. If the data does not have a bearing on
either the RMS output or management decisions, it should not be collected. A
common problem arises when agencies try to collect project-level data for network-
level analysis. This means that data are collected in a much more detailed manner
than is required for analysis, thereby wasting time and money;
Consider the total cost: With any RMS, the commitment is not for a one-time
needs survey. Some inventory data need only to be collected once and require
updating when there are changes in the network, such as new roads or
realignments. However, some data changes rapidly, especially data on auxiliary
information such as signs and markings. Implementation of a road management
process is a commitment to a permanent change in the way roads are managed.
This means that the data collected must be kept current. This can be both difficult
and expensive, if excessive data are collected;
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Minimize data collection: Generally, the greatest temptation is to collect too
much data, or in too much detail. When this proves to be unsustainable, data
collection will cease, compromising the value of the RMS. If the data are not kept
current, management decisions may be misguided and the RMS could become
irrelevant to planning.
3.7.3 Guiding Principles
The guiding principles should always be:
Collect only the data that is needed;
Collect data to the lowest level of detail sufficient to make appropriate decisions;
and
Collect data only when they are required.
When considering data collection methodologies, pilot studies are very useful. In the
pilot implementation, all proposed data should be collected to determine the collection
costs, as well as the appropriateness of the data collected.
Implementation can, and should be incremental. Implementation should include
considerations on what data to collect at each level and ensure that the data are kept
current. A RMS should never be finished; as it matures and data collection processes
change, other data elements can, and should be added.
3.7.4 Levels of Data Collection
Data collection may be considered as belonging to one of the following three levels:
Network-level data should answer the general planning, programming, and policy
decisions supported by the network-level RMS;
Project-level data should support decisions about the best treatment to apply to
a selected section of road. As these data are collected, they can be stored to create
a more complete database over time. However, a method must be established to
keep the data current; and
Research-level data should be established to collect detailed data on specific
attributes to answer selected questions.
These differences are addressed in the following section on information quality levels.
3.7.5 Information Quality levels
As described in Bennett and Paterson (2000), imagine looking out of an airplane
window, just as you are about to land. You recognize the landscape by a bend in the
river, or the way a thread-like highway cuts through the landscape. The plane draws
nearer, and you can make out your neighbourhood, then your home, your car. You
have been looking at the same spot throughout the descent, but the “information”
available to you became enhanced. While from high above you had enough macro-level
information to determine what town you were looking at, you needed a different kind of
micro-level information to determine precisely where your car was. You have just
experienced first-hand the principle behind Information Quality Levels (IQL), introduced
by Paterson and others in 1990.
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IQL helps us structure road management information into different levels that correlate
to the degree of sophistication required for decision making and methods for collecting
and processing data. In IQL theory, very detailed data (‘low-level data’) can be
condensed or aggregated into progressively simpler forms (higher-level data), as
shown in Figure 3-19.
Figure 3-19: IQL Levels
In road management, five levels of data have been identified as given in Table 3-5.
Table 3-5: IQL Level Description
IQL Level Precision / Detail
1 Most comprehensive level of detail, such as would be used as a reference
benchmark for other measurement methods and in fundamental research.
Would also be used in detailed field investigations for an in-depth diagnosis
of problems, and for high-class project design. Normally used at project-
level in special cases, and unlikely to be used for network monitoring.
Requires high level of staff skills and institutional resources to support and
utilise collection methods.
2 A level of detail sufficient for comprehensive programming models and for
standard design methods. For planning, it would be used only on sample
coverage. Sufficient to distinguish the performance and economic returns of
different technical options with practical differences in dimensions or
materials. Standard acquisition methods for project-level data collection.
Would usually require automated acquisition methods for network surveys
and use for network-level programming. Requires reliable institutional
support and resources.
3 Sufficient detail for planning models and standard programming models for
full network coverage. For project design, would suit elementary methods
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IQL Level Precision / Detail
such as catalogue-type with meagre data needs, and low-volume
road/bridge design methods. Can be collected in network surveys by semi-
automated methods or combined automated and manual methods.
4 The basic summary statistics of inventory, performance and utilisation, (?)
of interest to providers and users. Suitable for the simplest planning and
programming models, but for projects, it is suitable only for standardised
designs of very low-volume roads. The simplest, most basic collection
methods, either entirely manual or entirely semi-automated, provide direct
but approximate measures, and suit small or resource-poor agencies.
Alternatively, the statistics may be computed from more detailed data.
5
Represents a top level such as key performance indicators, which typically
might combine key attributes from several pieces of information. Still
higher levels can be defined when necessary.
Therefore, the data requirements should be in line with the network level information
to complement the general planning, programming, and policy decisions supported by
the network-level RMS.
3.8 Data Collection Items
3.8.1 Data Collection Categories
Paterson and Scullion (1990) have identified the data requirements and categories.
According to this report, the categories that are relevant to the road management are
listed in Table 3-6.
Table 3-6: Data Collection Categories
Category Application / Purpose Details
Road Inventory Network planning Network/Location
Geometry
Furniture/Appurtenances
Environs
Pavement Pavement management and
maintenance
Condition (Functional)
Structure (Structural)
Structures Bridge (and culverts)
management and maintenance
Inventory
Condition
Traffic Maintenance management
Transport planning
Volume
Loading
Accidents
Finance Strategic planning
Unit costs
Budget
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Revenue
Activity Project management Projects
Interventions
Commitments
Resources Resource management
Other applications / purpose
Institutional
Materials
Equipment
In line with the Contract, this report deals with the first five categories, which are:
Road Inventory;
Pavement;
Structures;
Traffic;
Finance.
As mentioned in our proposal, we have selected the following specialists to provide
input, advise, suggestions, review and approval on the items as stipulated in the TOR:
Dr. Veeraraghavan from IIIT, Chennai;
Dr. A.K.Agarwal from CRRI, Delhi;
Dr. P. K.Sarkar from School of Planning and Architecture (SPA), Delhi.
However, in case of non-availability of above mentioned members due to
unforeseen circumstances, at the time of project delivery consultant will make
alternate arrangement in consultation with HPRIDC/HPPWD Client.
3.8.2 Location Reference
3.8.2.1 Network Details
In the linear referencing system, Roads are divided into multiple Links. Each Link has
Nodes and Location Reference Points (LRPs). The Nodes and Location Reference Points
(LRPs) must be defined in terms of both the chainage and GPS coordinates.
All linear chainages must be measured using a Distance Measurement Instrument
(DMI) with an accuracy of 0.1 m per 100 m (0.1%) or better. Chainages are measured
continuously from the start to the end of the link. At each node and LRP, the offset
must be reset to zero. The DMI transducer is recommended to be installed in the
survey vehicle such that it will be close to the road centreline and thereby minimise
loss of accuracy due to turning movements.
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3.8.2.2 Road Alignment Details
The road centreline is a notional reference line that generalises and approximates the
true centreline to an accepted and known accuracy. The geo-coordinates of the nodes,
LRPs and centreline must be recorded and reported and corrected for differential
positioning. The data are to be provided in a mapping coordinate system that is agreed
before the survey commences.
The geo coordinates must be measured using either real time differentially corrected
Global Positioning System (DGPS) equipment or post processed for differential
correction. The differentially corrected coordinates must be at least 95% of confidence
level/reliability and ± 1.0 meter horizontal accuracy and 95% of confidence level/
reliability and± 2.0 meter vertical accuracy or better GPS data. This means that for 5%
of time the information given will be less accurate than 1.0 meter.
The GPS referencing must be made as close to the road centreline as possible and
practical. The reference for altitude has to be made at the pavement surface. The geo-
coordinates must be reported continuously at no more than every 10.0 meter. In the
case of a divided carriageway, the location data shall be that describing the centreline
of the carriageway. All centrelines must have the correct and complete topology (e.g.
intersecting roads must intersect) and a unique centreline must be provided for each
link.
3.8.2.3 Administrative Details
The administrative boundaries of the road sections, such as District, Division, Sub-
division and Block etc. must be collected as much as possible in the field. All missing
information must be collected from the Zonal and Divisional offices.
3.8.3 Road Inventory
3.8.3.1 Suggested IQL
It is preferable to collect the Road inventory data in accordance with IQL -2. These data
items should be reported when there is a change in the particular attribute.
3.8.3.2 Number of Lanes
Every road section must be categorised into one of the types detailed below or as
agreed by the Client before the survey starts:
Single lane - 1;
Intermediate lane – 1.5;
Two lane - 2;
Four lane - 4;
Four lane carriageway;
3.8.3.3 Road Type
Every road section must be categorised into one of the types detailed below or as
agreed by the Client before the survey starts:
All Weather Roads – Yes/No;
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Motorable Route – Yes/No;
3.8.3.4 Pavement Surface Type
The pavement surface type should be categorised as agreed before the survey
commences. As a minimum, the following must be recorded:
BT Type;
CC Type;
WBM Type;
Gravel Type;
Katcha / Earthen Type.
3.8.3.5 Pavement Surface Material
The pavement surface material should be categorised as agreed before the survey
commences. As a minimum, the following must be recorded:
O G Premixed Carpet BT Penetration Grade - PC (P);
O G Premixed Carpet BT Emulsion RS -1 - PC (E);
Mixed Seal Surfacing – MSS;
Semi Dense Bituminous Concrete – SDBC;
Bituminous Concrete - BC;
Bituminous Macadam – BM;
Dense Bituminous Macadam – DBM;
Seal Coat Type – B – SC-B;
Slurry Seal – SS;
Plain Cement Concrete - PCC
Water Bound Macadam - WBM;
G-1, G-2, G-3 layers;
Gravel – Gravel GR-I;
Katcha / Earthen Type.
3.8.3.6 Carriageway and Formation Width
As a minimum, it is required to identify carriageway widths in the following bands:
< 3.05 m;
3.05 m – 5.50 m;
5.50 m - 7.0 m;
7.0 m - 9.0 m;
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3.8.3.7 Shoulder Material
The shoulder material should be recorded using the codes to be agreed before the
survey commences. As a minimum, the following should be recorded:
Granular Soil - GS;
Natural Earth - NE;
Paved Shoulder - PS;
Hard Shoulder - HS;
None - NA.
3.8.3.8 Shoulder Width
Shoulder width should be recorded for both the left and right side paved and unpaved
shoulders using the following bands:
No shoulder;
< 1.0 m;
1.0 m - 2.0 m;
> 2.0 m.
3.8.3.9 Side Drain Type
The type of the side drain should be recorded for both the left and right side using the
codes to be agreed before the survey commences. As a minimum, the following types
of drain should be recorded:
Open unlined;
Open lined;
Covered lined;
No drain.
3.8.3.10 Cross Section
The cross-section of the roadway should indicate whether it is a cut or fill, on
embankment. As a minimum, the following should be recorded:
Cut;
Fill;
both;
Level.
3.8.3.11 Terrain Type
The terrain categories should be agreed before the survey commences. As a minimum,
the terrain must be recorded as:
Plain;
Rolling;
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Hilly;
Mountainous.
3.8.3.12 Road Furniture (Optional)
The location and type of the road furniture for urban/rural roads should be recorded.
The type of road furniture to be collected should be agreed before the survey
commences. As a minimum, the following must be recorded:
Number of Signs and Legend (Informatory, Regulatory, Warning, etc.);
Number of Distance Markers (Hetometere stones, Kilometre stones);
Number of Guard Stones (Edge stones, Guide Posts) and its location (Left, Right,
Both) ;
Number of Parapets and Type (Stone Masonry in CM, Dry Stone Masonry, PCC,
etc);
Intersections / Junctions locations, Side and Road No. intersecting with;
W-Metal Beam Crash Barrier;
Others (Trees).
3.8.3.13 Wayside Amenities (Optional)
The type of wayside amenities to be recorded should be agreed before the survey
commences. As a minimum, the following must be recorded:
Rest House;
Circuit House;
Rain Shelter;
Bus stand;
Parking lot/Truck layby;
Railway station;
Restaurant/Motel;
Water Spring;
Landslide Prone Area;
Accident Prone Area;
Foggy Area;
Mining Area;
Snow Bound Area;
Desert;
Telephone Booth;
Toll Plaza;
Petrol pump/minor repair shop.
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3.8.3.14 Geometry
The following data should be measured using automated continuous devices.
Data Parameter Unit Accuracy
Horizontal alignment Super elevation degrees 5%
Radius of curvature m/l/m 5%
Vertical alignment Grade % 5%
Transverse gradient Cross fall % 5%
Speed Design kmph
Operational kmph
3.8.3.15 Land Use Type (Optional)
The land use type for each road link shall be recorded as agreed with Client before the
survey starts. As a minimum, the following must be recorded:
Residential;
Commercial;
Industrial;
Agricultural;
Water bodies;
Public/community use;
Forest reserve;
Mixed.
3.8.3.16 Utilities (Optional)
It is suggested to collect information on the above and on ground Utilities. The type of
utilities to be recorded should be agreed before survey commences. As a minimum, the
following must be recorded:
Hand Pumps;
Water Tanks;
Electricity Poles;
Telephone Polls.
Any visibility of underground utilities, such as Optical fibre cables, Gas line, Water line,
Oil line and Sewer line should be recorded.
3.8.3.17 Annual Rainfall
Annual rainfall information should be collected from secondary sources, such as
respective Zonal / Divisional Offices and recorded as follows:
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Light < 700 mm;
Medium 701 – 1500 mm;
Heavy >1501 mm.
3.8.3.18 Facilities
Facilities information should be collected from secondary sources, such as respective
Zonal / Divisional Offices and recorded as follows:
Educational Facilities;
Medical Facility;
Market Place;
Industry;
Tourist Place;
Religious Place.
Administrative head quarter (Sub-division, Division, Block, District);
3.8.3.19 Right of Way (ROW)
The legal (or visible) Right-of-Way (ROW) must be recorded. In case the ROW
boundary stones are either missing or not seen from the carriageway, then information
should be collected from secondary sources, such as respective Zonal / Divisional
Offices.
3.8.4 Pavement – Functional
A functional evaluation includes collection of information about surface characteristics
that directly affect users’ safety and comfort, and its own serviceability. In a functional
evaluation, the main parameters included are skid resistance and surface texture in
terms of safety, as well as roughness in terms of serviceability.
3.8.4.1 Roughness
The longitudinal profile must be measured using a World Bank Class 3 roughness
device Bump Integrator and Roughness must be determined from this profile and
reported in International Roughness Index (IRI) in m/km. The system must have the
ability to measure roughness under ‘Stop and Go’ conditions. The term ‘Stop and Go’ is
used to specify that roughness data shall be collected at standard traffic and field
conditions i.e. even if vehicle is stopped or slowed down due to traffic or any field
conditions.
3.8.5 Pavement – Structural
A structural evaluation includes collection of information on whether the pavement
structure is performing satisfactorily under traffic loading and environmental conditions.
The main parameters include structural performance, pavement distresses, and
mechanical/structural properties. Note that several pavement distresses indirectly lead
to functional problems such as asphalt pavement bleeding, which affects skid
resistance, or faulting in jointed concrete pavements, which affects roughness.
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3.8.5.1 Rut Depth (Optional)
The transverse profile must be measured using non-contact sensors. The rut depth
must be expressed as the maximum vertical depth in mm for each wheel path under an
equivalent 2.0 meter straight edge.
3.8.5.2 Pavement Deflection
The deflection measurements must be taken by the In-vehicle mounted Falling Weight
Deflectometer following the IRC 115-2014, Guidelines for Structural Evaluation and
Strengthening of Flexible Road Pavements using FWD.
The geophones (sensors) spacing preferably be kept at 0, 200, 300, 450, 600, 900 and
1500 mm measured from the centre of the applied load. The load pulse must be
applied through a loading plate of diameter of 300 mm. The loading plate must have a
rubber pad of at least 5 mm thickness.
3.8.5.3 Pavement Composition
The pavement composition must be compiled either by digging the test pits and
analysing the material or from the available ‘As-built’ drawings and recent maintenance
records. Possible sources include available project completion reports, drawings,
maintenance records and consultation with field staff etc. This method is quick and
affordable compared to direct measurement under the favourable scenario, such as
availability of proper maintenance records.
3.8.5.4 Pavement History
Pavement maintenance history data must be acquired from office records available with
Zonal or Divisional offices. As a minimum, the following must be recorded:
Year of last surfacing;
Thickness of last surfacing;
Type of last surfacing;
Year of pavement construction/reconstruction.
3.8.6 Pavement Surface Condition
Pavement surface condition is although part of structural aspect but given the method
and frequency of the data, it is separately considered.
3.8.6.1 Surface Distresses
The following pavement surface distresses at a maximum interval of 500 m must be
recorded:
BT Pavements
Potholes in % of the surface area;
Ravelling in % of surface area;
Edge break in % of the length;
Rut in % of the surface area;
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Depressions in % of the surface area;
Cracking in % of the surface area;
Pavement Failure in % of the surface area;
Surface Texture < 2 m2 in % of the surface area;
CC pavements
Joint Sealant in % of the surface area;
Cracked Concrete > 100 mm in % of the surface area.
Unpaved Pavements
Surface Failure in % of the surface area;
Potholes in % of the surface area;
Edge breaks in % of the surface area;
Edge drop in % of the surface area;
Camber Flat / Depressed in % of the surface area;
Gravel Thickness in mm;
3.8.7 Other Condition
3.8.7.1 Shoulder Condition
The shoulder condition must be recorded as per requisite IQL for both the left and right
side shoulders. The aim is to identify any unwanted defects, which may affect
pavement performance. As a minimum, the following must be recorded:
Good;
Fair;
Bad;
Failed or non-functional;
Shoulder elevation with respect to pavement edge (level, above, below).
3.8.7.2 Side Drain Condition
The drainage condition must be recorded as per the requisite IQL for both the left and
right hand side drains. The aim is to identify any drainage problems, which may affect
pavement performance. As a minimum, the data must be recorded as per the following
quality indicators:
Good;
Fair;
Bad;
Failed or non-functional.
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3.8.7.3 Road Furniture Condition
The road furniture items must be recorded. The aim is to identify proper functioning of
the furniture, which is directly to road safety. As a minimum, the data must be
recorded as per the following quality indicators:
Good;
Fair;
Bad;
Failed or non-functional.
The condition data must be collected for the following assets:
Parapets;
Retaining walls;
Breast walls;
Kilometre stones;
Guard stones;
Road Signs;
Vegetation / debris;
Other damage (landslide / snow fall).
3.8.8 Traffic
3.8.8.1 Volume
Classified traffic volume count must be carried out for 3 (three) days (continuous,
direction-wise) at the selected survey stations during normal period. The following
vehicle classification system shall be considered:
Buses
Trucks – Single Axle
Trucks – Two Axle
Trucks – Multi Axle
Tractors
Cars/Jeeps
Auto Rickshaws
Two Wheelers
3.8.8.1.1 Seasonal Correction Factor
Seasonal Correction Factor (SCF) is a parameter which is used to address the variations
in the traffic volumes as per the season. This factor is applied on ADT for arriving at the
Annual Average Daily Traffic (AADT). HPRIDC/HPPWD has to provide this SCF
region/zone/location-wise.
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The formula used to estimate the AADT is as
AADT = SCF * ADTi
Where ADTi - is the average ADT of 7 days of month i
3.8.8.2 Axle Load
Axle load surveys shall be performed using Axle Weigh Pads. As per the IRC: 37-2012
the minimum sample size for survey shall be followed as shown in the Figure below. A
minimum sample size as per the number of commercial vehicles must be weighed
selected on random/systematic sampling method. Axle load survey must be carried out
along with the traffic volume survey at the same location.
Figure 3-20: Sample Size for Axle Load Survey
The axle load survey must be carried out in both directions for a divided carriage ways
and one direction for un-divided carriageways at each site for duration of 48 hours.
3.8.8.3 Road User Cost (RUC)
Road user costs are conducted to identify the costs incurred by the vehicle operators
and by the traveling public. There are basically three main components of RUC, namely
Vehicle Operating Cost (VOC), Time cost and Accident cost.
The data to be collected for the below mentioned components
VOC
o Fuel;
o Tyres;
o Engine Oil;
o Maintenance;
o Depreciation.
Time Costs
o Working Time;
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o Commuting Time;
o Leisure Time;
o Commercial Time.
Accident Costs
o Fatality;
o Non-Fatality Injury;
o Property Damage.
3.8.9 Structures
3.8.9.1 Structure Inventory
The inventory of the main structural features of each bridge must be collected
according to the details stipulated for IQL III. At the minimum, the following features
must be included:
Structure location;
Structure number;
Structure type (Bridge/Major Culvert/Solid Cause Way/ Vented Cause
way/Skewed/Curved, etc.);
Structure Name;
Construction Year;
General Configuration
o Construction Type (PSC/RCC/PCC/Steel/Suspension/Arch/Others);
o Structure Length;
o Span Type (Single/Multi/Vented/Flush etc.);
o No. of Spans/Vents;
o Clear Carriageway;
o Footpath (Yes/No);
o Name of Stream / River;
Foundation
o Type (Open / Deep);
o Size;
Sub Structure
o Abutment Type (PCC, RCC, Stone Masonry, Dry Stone Masonry, Wire
Crates etc);
o Abutment Size;
o Pier Type (PCC, RCC, Stone Masonry, Dry Stone Masonry, Wire Crates etc);
o No. of Piers;
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o Pier Size;
o Wing wall Type (PCC, RCC, Stone Masonry, Dry Stone Masonry, Wire
Crates, etc);
Super Structure
o Type (Slab, T-Beam, Box, Girder etc);
o Hand Rail Type (RCC, Pipe Railing etc.);
o Bearings Type (Rocker, Roller etc.);
o Wearing Coat Type (RCC, Mastic Asphalt etc.);
Other Facilities
o No. of Parapets;
o No. of Guide Posts;
o No. of Sign;
o Batter Protection Type (PCC, RCC, Stone Masonry, Dry Stone Masonry,
Wire Crates etc);
o Highest Flood Level (HFL);
o Mining activities (within 500 meter upstream & downstream of bridge site);
o Vertical Clearance
o Deck Level;
o Design Load for Bridge displayed or not;
o Meandering behaviour;
o Details of Utilities
3.8.9.2 Structure Condition
The structure condition survey must include routine inspection to evaluate the condition
of the existing structure following the IQL-III level. The main objective of structure
inspections is to identify and quantify defects and deterioration, which may be caused
by exceptional over-loading, material degradation or intrinsic weaknesses. The
structure condition survey shall comprise a visual rating of the condition of each
structure element (abutments, piers, superstructure etc.). At the minimum, the
following condition affected parameters are collected:
Drainage Condition of road near Bridge
Bitumen Wearing Coarse bridge surface and footpaths
Concrete wearing course
o Cracking
o Spalling
o Reinforcement exposed
o Poor concrete
o Kerbs
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o Foothpaths
o Parapet, Railing and Crash barrier
o Steel or aluminium parapets
o Masonry parapets
o Expansion joint at Abutment & Piers
o Blockages in Waterway
o Superstructure
o Damages to girders, trusses or bracings
Concrete Beams
o Cracking
o Spalling
o Reinforcement exposed
o Poor concrete
Steel Girders and Bracings
o Corrosion
o Cracking
o Loose bolts / rivets
o Deterioration of paint
Steel Trusses
o Deterioration of paint
o Corrosion
o Bends in members, joints
o Loose bolts/rivets
Deck Condition
All Bearing Condition
Masonry Arches
Abutment, Wingwall, and Retaining Walls
o Cracking
o Spalling
o Settlement / bulging crates
o Bulging
Embankments and Fill in front of abutments
o Stone Pitching Slope Protection
o Slope protection with crates
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o Pitching protection with concrete blocks
o Bed protection
o Concrete bed protection and Aprons
Piers
o Cracking
o Poor painting
o Spalling
o Corrosion
Non-Structure Damages / Defects
o Area of Debris & Vegetation;
o Length of Railing;
o No. of Drainage Spouts;
o Area of Approach Slab;
o No. of Signs;
o Area of repainting;
o Volume of Protection Walls;
o Volume of stream maintenance;
o Structure Damages / Defects
o Length of Deck Jointing;
o Area of Bridge Deck;
o Volume of Super Structure;
o Volume of Sub-Structure;
o Overall structure Condition (Good, Fair, Poor);
Maintenance Details
o Year of strengthening of bridge components done with details;
o Strengthening / new construction of bridge required or not;
o Test for load carrying capacity of bridge required or not
This survey must also indicate anything that may affect the integrity of the structure
such as channel erosion/blockage, defective bearings/expansion joints.
Digital images must be taken of any observed defects.
3.8.9.3 Culvert Inventory
The inventory of the main structural features of each culvert must be collected
according to the details stipulated for IQL III. At the minimum, the following features
must be included:
Culvert location;
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Culvert number;
Culvert type (RCC Hume Pipe, RCC Slab, RCC Box, Solid Cause Way, Vented Cause
Way, Scupper, Syphon etc);
Size of vents;
Number of vents;
Culver Length;
Headwall/Abutment Type (Stone Masonry in CM, PCC, RCC etc.);
Headwall/Abutment Size;
Toe Wall Type (Stone Masonry in CM, Dry Stone Masonry, PCC, Wire Crates etc.);
Toe Wall Size;
Catch Pit Type (Stone Masonry in CM, Dry Stone Masonry, PCC, Wire Crates etc.);
Catch Pit Size;
Hand Rail Type (Pipe Railing, RCC railing etc.);
No. of Parapets;
No. of Guide posts;
Wing wall type (Stone Masonry in CM, Dry Stone Masonry, PCC, Wire Crates etc.);
Wing wall size;
3.8.9.4 Culvert Condition
The culvert condition survey must comprise rating of functional and structural condition
through visual rating of the condition of each culvert element (pipe/box, inlet and
outlet structures). At the minimum, the structural rating codes will be of the form:
Debris, Vegetation
Settlement of parts of culvert
Scour at the end of culvert or edge of Apron
Barrels
Aprons
Headwalls
Defects/Damage
o Vent cubic meter/meter;
o Volume of Silt;
o Volume of Head wall / Abutment;
o Volume of Catch Pit;
o Volume of Aprons;
o Volume of Scouring;
o Overall Condition (Good, Fair, Poor).
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This survey must also record the functional condition in terms of degree of
silting/blockage, erosion downstream of the culvert and evidence of overtopping.
Digital images must be taken of any observed defects.
3.8.10 Others
3.8.10.1 ROW Video (Optional)
The visible right-of-way (ROW) must be directly digitised and stored at 1920 x 1080
pixel or better. The data may be collected as either continuous or on a time or frame
based system. Location identification information must be superimposed on each frame
and a playback system that facilitates easy review and location of specific road sections
must be included.
3.8.10.2 Ongoing/Committed Projects
Ongoing or committed projects must be recorded from available sources, such as
Zonal, Divisional, and Head Offices, etc.
3.9 Method of Data Collection
3.9.1 Background
The cost of data collection tends to be the largest component of managing and running
a management system, such as RMS. Further, the direct benefit of frequent (or
regular) collection of information is always questioned and is continually subject to
budgetary scrutiny. It is, therefore, important to select data acquisition technology that
is appropriate to the objectives, resources and modus operandi of the agency.
The criteria that can guide the selection of the data collection method are:
Reliability: A trade-off between the accuracy of the method and its productivity
(relative to the IQL and accuracy required for the data);
Accessibility (Resources): Deals with the efforts required to transfer the data from
the collection medium to the database, the capability for reviewing and verifying
the data before storage, and the speed and accuracy with which transference to
storage can be made;
Affordability: Includes technical support, staff and financial resources required to
sustain the data acquisition process continually through the annual operations of
the agency.
Manual or Semi-automated methods, which are relatively slow, human resource-
intensive and require manual data transfer for database, are appropriate when the
network is small, the traffic volumes are low and the survey crew costs of conducting
the survey are inexpensive. Automated methods, particularly composite
instrumentation that measures several items simultaneously, are often fast and provide
direct data transfer, but they are usually expensive and are thus suited to large or
heavily trafficked networks, and to agencies that have maintenance support for
sophisticated electronic equipment.
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3.9.2 Basis of Selection
The factors that could influence the selection of method include:
IQL and accuracy of the data;
Frequency and sampling density of the surveys (use of data in network-level or
project-level applications);
Size of the network to be surveyed;
Management of data acquisition, whether centralised, decentralised or contracted,
(and the feasibility for sharing the service with another agency); and
Technical skills, maintenance support, staff resources and financial resources of the
agency.
3.9.3 Available Methods
Most commonly available methods are described below:
3.9.3.1 Walkthrough (Manual)
As the name suggests, this method includes recording of the (inventory or condition)
data by a team of “pedestrian observers” usually on a sampling basis. Most items are
recorded by code indicating the presence, location and attributes of the item. The
precision of location and length attributes depend on the information quality level being
sought. A visual observation method of manual measurement method assisted by tools
(such as measuring wheel or tape measure) is adopted considering the accuracy
desired.
Various formats will be used on the paper form used by an observer to record the field
data, each format tailored to the individual agency's approach. Transcription of the field
data to computer records should be made as soon as possible after data collection, and
preferably should proceed in parallel to the field surveys. In most occasions, data is
recorded over a representative section (inspection length) of length varying between
10% and 20% of the link/section length to be surveyed. This method is suitable for
small networks. This method can be used for both inventory and condition.
Lately, handheld computers or data loggers are being used to minimise data
transfer efforts in the office.
A live example is the annual condition survey currently being practised in New Zealand.
First 20 m of the Link (Treatment Length) is excluded from the inspection. Next 50 m,
which is considered as the representative section for the successive 500 m, is inspected
by walkthrough method aided by a measuring wheel and tape measure as depicted in
Figure 3-21.
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Figure 3-21: Walkthrough Method (10% Sampling)
3.9.3.2 Windshield
This method includes recording the data from a moving vehicle on a paper or directly
into the electronic media (Computer). A popular modification of the manual recording
method is direct entry of the data into electronic format in the field, eliminating the
need for later transcription, while also improving the practical logistics of handling
papers, codes, etc.
Commercially-available hand-held Computers or Laptops which are programmed by
application specific software have the advantage over manual recording on paper
media. Commercial microcomputer keyboards, carrying a template to indicate special
functions assigned to the keys, allow for a wider range of types of entry and comments
than hand-held computers, but can only be used with an on-board computer or laptop
computer.
Several data items such as road and pavement inventory and condition parameters can
be collected simultaneously. The use of a voice-recognition device for data entry is
particularly useful for multifunction surveys where the observer is performing several
functions simultaneously, because it leaves the hands free. The device recognises
specific terms (calibrated to the individual observer's voice), and records those digitally
in whatever codes are assigned to the item and its attributes. Used in conjunction with
photo logging, the method provides an immediate electronic file of data, which can be
automatically processed with conventional methods. Currently, this method is highly
popular for network level surveys and is practised by several agencies in both the
developing and developed countries.
A typical arrangement of the windshield survey is depicted in Figure 3-22.
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Figure 3-22: Windshield Survey
3.9.3.3 Video Logging
This is very similar to Windshield method that involves recording of data from a moving
vehicle. The survey vehicle is fitted with single or multiple cameras to record desired
data. Video logging has been in use for some years, using video footages of the road
and road reserve to create a permanent record of inventory and condition features.
Individual features may be transcribed manually to a digital inventory database, but
some agencies simply store the film as the reference medium and review it when
required.
The videos are usually reviewed manually, and defects or desired data items are
recorded either through visual (subjective) assessment or through a combination of
manual measurement and Image Processing (IP) techniques. Lately, the Videos are
analysed using full blown Image Processing (IP) technology to digitise images using
appropriate software and record them in digital form. However, the reliability of the
outcome (data) depends on the IP technology and processing software.
The advantages of this method are that the "data' can be collected with fairly basic
skills, the logging vehicle can move at virtually the same speed as traffic, and review
can be conducted by experts at any time without having to revisit the field, which can
result in significant amount of time being saved.
This method is more suitable for recording pavement condition parameters and other
visible features. Examples are ARRB Hawkeye Video and ROMDAS Pavement Video.
Lately, LiDAR technology has also became popular to record some road related
information. A sample Video measurement is depicted in Figure 3-23.
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Figure 3-23: Video Image Rating
3.9.3.4 Automated (Equipment) Measurements
This method involves deploying a combination of electronic and/or mechanical
equipment, such as Laser Profilometers, Bump Integrators or Ground Penetration Radar
(GPR) etc. The equipment will automatically measure the appropriate data with minimal
or no intervention. The data is recorded in digital form, making it instantly and directly
available as soon as the survey is completed. This eliminates the need for data
transcription or transfer into electronic format. However, data from this equipment may
require further processing or formatting before they are loaded into the database.
This method is commonly employed for recording pavement condition and structure
aspects. A typical equipment mounted vehicle is given in Figure 3-24.
Figure 3-24: Automated Measurement Equipment (FWD)
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3.9.3.5 Transcription from Records
This method includes collecting information from other sources, which already have
information with them, popularly known as data collection through secondary sources.
This involves referring to published or available information, such as detailed
engineering drawings, project completion reports, First Information Reports (FIRs),
other office records or documents from archives and then transcribing them into digital
form for the database.
Usually, the level of detail is high (more precise), such as detailed project reports or
as-built drawings etc. It has the advantages of precision, and of containing even more
data than required to be stored in the database. It is vitally important to ensure that
these data represent 'as-built' conditions. If the records and drawings are not explicitly
endorsed as as-built, then the data should be verified in the field. The reliability of the
data depends on the type of source and time, as to when it was collected or compiled.
This can be an arduous process, and invariably yields an incomplete coverage of the
network since records usually do not exist for some links.
This method is suitable for limited data categories, such as pavement structure and
inventory items.
3.9.4 Suggested Methods
The suggested methods are described in Table 3-7.
Table 3-7: Suggested Collection Methods
Category Data Items Suggested Method
Location reference Network Equipment
Alignment Equipment
Administrative Transcription or Windshield
Road Inventory Geometry Equipment
ROW Transcription or Windshield
All others Windshield
Pavement Roughness Equipment
Deflection Equipment
Composition * Transcription
History Transcription
Surface condition and Edge
damage
Windshield
Other Condition All items Windshield
Traffic Volume Equipment or Manual
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Axle load Equipment
Structures Inventory and Condition Manual
Others ROW Video Manual
* For more accurate and reliable data, Equipment based data collection (GPR) is recommended
subject to funds availability.
3.10 Frequency of Data Collection
3.10.1 Introduction
The frequency of surveys for monitoring road, bridge, or traffic conditions has an
important bearing on the cost of surveys and the sustainability of data collection. Data
should be collected only as frequently as is required to ensure proper management of
the road network. The frequency can vary depending upon the data of interest.
3.10.2 Basis of Selection
The selection of frequency of data collection is guided by the following factors:
Level of data collection (Network or Project);
Intended use of the data (Planning or programming etc.);
Method of data collection (sampling or continuous);
Significance of the Network (Main roads or connecting roads etc.);
Type of funding (public funds or private funds or loan/grant);
Availability of resources (In-house or outsourced);
Compliance with Business plan (support from senior management).
3.10.3 Suggested Frequency
The usually suggested frequency for various data items is given below.
Road Inventory Data are typically collected as a one-off exercise. They are then
updated when changes are made to the road. It is suggested to verify/update the data
every five to seven years depending on the reliability of the data from other sources.
Base year information is suggested to be collected using method suggested in Chapter
5. It is then suggested to collate information from other sources, such as DPRs, project
completion reports, NHAI and MORTH offices and reports from Concessionaries etc for
continual updating of the inventory information. The database must be validated
through a direct survey in 5 to 7 years interval subject to availability of funds.
Pavement Structural Data are usually collected at different frequencies, depending
on the road class. Pavement strength data are collected in three to five years interval.
The frequency needs to be sufficient to identify major changes that will influence road
maintenance decisions. Pavement composition and history data must be collected
through other sources as described above.
Pavement Functional Data are suggested to be collected at frequent intervals,
preferably each year. The frequency needs to be sufficient to identify major changes,
which will influence road maintenance decisions.
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Pavement Surface Condition Data are suggested to be collected at frequent
intervals, preferably each year. The frequency needs to be sufficient to identify major
changes, which will influence road maintenance decisions.
Structures Inventory Data are typically collected as a one-off exercise, similar to
road inventory. It is suggested to validate/update the data every five to seven years
depending on the reliability of the data collected from other sources subject to
availability of the funds.
Structures Condition data tends to be collected in two cycles. Routine inspections
are suggested once a year (twice a year for critical or strategic bridges) while detailed
inspections are suggested at longer intervals, typically of the order of five years.
Traffic Data are usually collected at designated traffic count stations. It is suggested
to collect short-term counts (typically seven days for traffic volumes and one day for
axle load) at selected (fixed or varying) locations each year. Accidents information is
suggested to be updated every year.
3.11 Simplified Data Collection for RMS (Rural Roads)
Presently the existing RMMS is catering for Rural roads, SH and MDR’s. However, the
maintenance requirements of SH and Rural roads are different. Rural roads may not
require such large number of data items. A simple PCI based data is proposed for
prioritisation of maintenance activities.
Presently the data collected involving large number of data attributes involve a huge
human effort, which makes the field teams either to fill in partial or incomplete and/or
false data. Hence, it is proposed to simplify the data collection procedures. Following
are the simplified data collection items for rural and other roads.
Road Inventory
Terrain Type;
Carriageway Width in m;
Embankment height in m;
Cross section Type;
Surface Type and Thickness;
Base Type and Thickness;
Sub-base Type and Thickness;
Sub-grade Type and Thickness;
Shoulder Type ;
Shoulder width in m;
Side Drain Type (Left and Right);
Side drain depth in m;
Junction Type and Location;
All/Fair weather road (AWR/FWR);
Rainfall in mm;
Habitation (Administrative office, School, College, Medical Facilities, Police
Station, Post office, Market, Tourist Place, Religious Place etc.)
Road Condition
Overall condition rating (PCI);
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Structures Inventory & Condition
Location;
Type and Size;
Overall Structural condition.
Traffic
AADT.
Pavement Treatment History
Construction Date/Year;
Resurfacing Date/Year;
Rehabilitation / Upgrading Date/Year;
Periodic Renewal Date/Year.
Road Condition for Routine Maintenance
Pavement Surface
Top Surface condition;
Base course condition;
Sub-base condition;
Sub-grade condition;
Side drain condition;
Off Carriageway (Left and Right side)
Bush clearing (width);
Clear side drains (depth);
Clear mitre drains (depth)
Shoulder repair;
Side slope repair.
Carriageway
Debris removal;
Pothole patching in m2;
Base course repair in m2;
Crack sealing in m;
Resealing in m2;
Thin Asphalt overlay in m2;
Rejuvenation / fog spray in m2;
Light grading in m2;
Camber reshaping in m2;
Structures
Culvert/head wall repair in m;
Repair retaining wall;
Minor bridge repair;
Road Furniture
Repair road signs in No.;
Replacement of road signs in No.;
Road Marking repair in m;
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Road Marking renewal in m.
The data collection formats are given in Annex-I.
3.11.1 Frequency & Method of Data Collection
A comprehensive data collection survey is required to be undertaken annually covering
all aspects of the pavement, drainage, roadway, signage, major structures and all road
related items.
The data collection is done manually by visual inspection. The inventory data is
collected as and when there is a change in the network and condition should be
collected every year after monsoon season and surveys must be completed no later
than November each year to ensure that the maintenance budget is prepared
representing the real needs of the road network for inclusion in the budget and that the
contractor, for multiple year contracts, is well informed of his future requirements.
3.12 Budgeting and Maintenance Planning
The Public Works Department requires the road to be maintained to an acceptable
level, and sets the Intervention Level and Rectification Standard to ensure that this
requirement is met. It is important that the annual budget reflects this standard to
enable an achievable outcome.
The funding or resources budgeted for Routine Maintenance should not be redirected to
other activities. Once the basic maintenance is reduced, more major defects are
normally the outcome. Only the funds remaining after costing the full Routine
Maintenance should be available for non-routine maintenance.
Formal inspections, informal information/requests, and emergencies, whether by direct
works or contract, dictate the level and urgency of outstanding work. Having gathered
the information, forethought has to be given to the organisation’s priorities and
strategies before a Works Program is constructed.
3.12.1 Routine Maintenance
Routine maintenance requirements are determined by undertaking the annual road
item condition survey and assessing the quantity of each maintenance item required to
be corrected.
The required minimum budget is determined by multiplying these quantities, taking
into account sections proposed for Non-routine works, by the set of unit rate costing
available for each item within the Schedule of Rate Analysis for Road Maintenance.
Roads continue to deteriorate with time due to traffic, weather, age and terrain;
therefore, an allowance of 10 - 15% is added to the quantities to cover normal
deterioration throughout the year.
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3.12.2 Emergency Maintenance
Emergency maintenance is limited to the immediate work required to reopen the asset
and making it safe for the road user and preventing further damage. This includes
removal of debris, undertaking temporary repairs, slips, snow clearances, providing a
detour or bypass or similar works.
Repairs are generally of a temporary nature and will require permanent works to be
included from within the existing budget or programmed in future periodic or
upgradation programs.
Emergency maintenance is considered the most important component of maintenance
and, therefore, an allowance must be made each year to cover these works. The
amount of funds required can be predicated using past records.
3.12.3 Non-Routine Maintenance Strategy
The Executive Engineer must ensure that the strategy for non-routine maintenance, i.e.
periodic maintenance, Provisional Items and minor rehabilitation, is scoped, budgeted,
and approved at the commencement of each financial year. Once the strategy is set,
measurable quantities and budgets are forecast by program selecting the required data
and inserting it into the Road Section Rating and Prioritisation as indicated in Section
3.12.4. A list of roads suitable for selection of periodic maintenance is then provided for
further review and final selection. The following list alludes to the processes carried out
surrounding the budgeting for non-routine maintenance:
Pre Budget
Carry out the annual Condition State Survey to ascertain the quantity of all defects in
each section. Items to be used in the analysis are:
Potholes for BT roads;
Pavement edge break (horizontal) for BT & WBM;
Pavement surface cracks for BT roads;
Pavement surface failure for all roads;
Surface texture for BT roads;
Pavement edge drop (vertical) for all roads;
Unsealed shoulder deformation for all roads;
Shoulder drainage for paved roads;
Joint sealant failure in concrete roads;
Broken and cracking for concrete roads;
Roughness of all road surfaces;
Pavement defects in unpaved surfaces;
Camber in unpaved roads;
Pavement thickness in unpaved roads (remaining life);
Estimating the remaining life of surface;
Exclude all sections of road programmed to be undertaken by other funding
sources;
Set a work strategy to address the considered major problems;
Prioritise activities in accordance with strategies set in the Road Section Rating
and Prioritisation Model:
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Insert quantities into Engineers Estimate and assess required funding
recourses; and
Send recommendation report to higher authority requesting approval to the
maintenance program
Post Budget
Compare approved budget against recommendation.
Where budget constraints are imposed, rerun the Road Section Rating and
Prioritisation Model, take into account RPI and reprioritise road section
activities.
Taking into account that routine and emergency maintenance takes
precedence, readjust the prioritised work list to meet the balance of the revised
budget.
Where considered appropriate, reassess and adjust routine and emergency
maintenance strategies to provide more cost effective use of funding.
Ensure Maintenance Engineers are aware of their limitations in approval of non-
routine maintenance activities.
3.12.4 Road Section Rating and Prioritisation
3.12.4.1 SH & MDR Roads
The Pavement Management System (Planning and Budgeting tool) will be used for
rating and prioritisation of SH & MDR roads.
3.12.4.2 Rural & Other Roads
The priority for assessing non-routine road needs for preservation of the Rural & Other
road network will be done by the calculation of a Road Condition Index and will be
undertaken within the RMS database, using selected road condition data collected
during the annual item condition data survey carried out prior to November each year.
The percentages and ratings for each selected defect will be automatically calculated
for use in developing the final prioritisation list.
The RCI calculation undertaken within the RMS database uses the criteria shown in
Table 3-9 and Table 3-10 to develop a road section priority rating.
Road Priority Index (RPI)
All roads must receive some maintenance every year, if a sustainable road network is
to continue to operate effectively.
Road hierarchy classification (road importance) is normally used for systematic
allocation of maintenance funding under funding constraints. There is currently no road
hierarchy for roads in India and, therefore, it is proposed to use a simple system,
taking into account road classification, population (potential traffic generation), town
infrastructure, distance to markets, terrain, bus route, etc. to develop a Link (road)
Priority Index for each village. This appears to be a fair assessment of prioritisation of
roads by importance.
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RPI will only be used and added to overall rating when funding constraints are imposed
to provide a final ranking and road section prioritisation for maintenance.
Table 3-8: Road Priority Index
Road Priority Index for ( VR )
Indicator
Rating
0 1 2 3 4 Max
A **Traffic or
(PCU) Below 50 50 – 200 200 – 500 Above 500 6
B Population
serviced** Below 50 50 - 499 500 - 999
1000 and
above 6
C Terrain Plain Rolling Hilly Mountainous 3
D Rainfall (mm)
Light
<700mm
Medium
701-1500
Heavy 1501
& above 2
E Education
facilities No Elementary
Secondary and
above 2
F Tourist/
Religious No Yes 2
G Health facility None Sub centre
CHC/PHC&
Above 2
H Market &
Industry No
Market or
Industry
Market &
Industry 3
I xx Road
Classification VR
MRL Through
road 4
Maximum RPI
value 30
** Due to importance double scores are given to traffic and Road Classification.
Where traffic counts are available traffic will take precedence.
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Table 3-9: Road Condition Index Calculation Rating Chart (Paved)
ROAD CONDITION RATING CALCLATION CHART FOR VR AND MRL
Defect Type Percentage of Damage
Name Criteria
PAVED ROADS
Roughness *** IRI(No) <6 6-<10 10-<13 13-<15 =>15
Potholes all < 1 1-5 5-10 10-20 =>20
Edge breaks all <1 1-15 15-30 =>30
Ruts and
Depressions
all <1 1-<5 5 -<15 15-<30 =>30
Surface cracks all <1 1-5 5-15 >15
>5 mm <1 1-5 5-15 >15
Pavement
failures
all < 1 1-5 5-10 10-20 =>20
Surface texture <2 m2 < 1 1-5 5-10 10-20 =>20%
Shoulder
deformation
edge drop/
>50 mm <1 1-5 5-10 10-30 =>30
Shoulder
drainage
High/Flat < 1 1-10 10-30 30-50 =>50
Joint sealant all < 1 1-10 10-25 25-50 =>50
Broken
/Cracked
Concrete
>100 mm <10 10-20 20-30 =>30
Remaining
Life***
% of
design
>80 <80-60 <60-40 <40-20 <=20%
Rating 0 1 2 3 4
Rating Score <=8 >8 -19 >19-27 >27-34 >34
Maintenance
Required
Minor
Maintenance
Routine Periodic
Maintenance
Holding/
Rehabilitation
Upgradation
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Table 3-10: Road Condition Index Calculation Rating Chart (Unpaved)
ROAD CONDITION RATING CALCLATION CHART FOR VR AND MRL
Defect Type Percentage of Damage
Name Criteria
UNPAVED ROADS
Roughness***K
m/hr
all 40-50 30-40 30-20 20-15 <15
Potholes /Edge
breaks
all <1% 1-10% 10-20% 20->30% >30%
Surface failures all < 1% 1-5% 5-10% 10-20% >20%
Edge drop
(WBM)
>50 mm <1% 1-5% 5-10% 10-30% >30
Camber Low/Flat <5% 5-10% 10-20% 20-50% >50%
Thickness for
gravel
all >100 >75 >50 <50
Remaining
Life***
% of
design
>80 <80-60 <60-40 <40-20 <20%
Rating 0 1 2 3 4
Rating score <6 >6-9 >9-13 >13-19 >19
Road Condition Very Good Good Fair Poor Very Poor
Maintenance
Required
Minor
Maintenance
Routine Periodic
Maintenance
Holding/
Rehabilitation
Upgradation
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VOLUME II:
SYSTEM ARCHITECTURE
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4. System Architecture
4.1 Key Consideration
We believe that HPRIDC/HPPWD currently faces several key business and technical
challenges that must properly be addressed to ensure that the proposed RMS is
efficient and sustainable. Some of these challenges are listed below:
4.1.1 Technical Challenges
The technical challenges faced by HPRIDC/HPPWD include:
To provide uninterrupted access to users;
To provide centralized data storage and archival for all the sites around the State;
To minimize effort (cost) of deployment, including both hardware and software;
To reduce cost of server maintenance;
To provide a complete scalable solution, considering the future growth of
HPRIDC/HPPWD.
To provide a flexible reporting model, to match HPRIDC/HPPWD reporting
requirements.
4.1.2 Deployment Challenges
The deployment challenges faced by HPRIDC/HPPWD include:
To support full scale-out capability, including upgrading hardware and software
without changing the source code;
To support high availability capability, including meeting peak capacity with one
failed node;
To provide maximum performance within the system architecture;
To support high maintainability, with minimum or no downtime to deploy patches
and upgrades to the application and/or the operating system;
To support role, area and access based security;
To provide similar or better user experience.
4.2 Architectural Requirements
The system architecture has been finalised considering the following:
Centralised Architecture: RMS should work on a Service Oriented, centralized
Server Architecture mode rather than Desktop version, as it exists today.
Ability for End Users to Work from Remotely: Users of all levels in the
HPPWD/HPRIDC, i.e. headquarters, Circle and Division offices, engaged in planning
and managing the road network under HPPWD/HPRIDC control shall be able to
access the system.
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Import/Export: RMS should be able to export to Excel all the road network data
stored on the RMS.
Compliance to HPRIDC/HPPWD Technology Standards: RMS should ensure that this
system is in line with the overall IT and MIS policy of the State and the
department.
4.3 Architecture Evolution
This section lists various options considered for the RMS architecture along with their
perceived benefits and constraints. The best fit for RMS requirements was arrived at
after analysing each of the following options.
Service based Architecture: RMS should follow a Service Centric Architecture where the key functional processes are exposed as Services to clients. These clients could be
external systems (on homogeneous or heterogeneous platforms) or interactive end users accessing RMS either through desktop or laptop systems.
RMS Front End: The following were the key considerations behind the decision between a web based front end and a desktop Client front end.
Table 4-1: RMS Front End
Feature Web Based System Desktop Based System
Software Setup/
Installation
Very simple
Software is installed at one
location i.e. on the server.
Tedious
Software is required to be
installed on every
desktop/laptop.
Centralized Database
Yes
Database can be located at
HO and users from various
locations can access the
system.
No
Requires WAN connectivity
or separate databases to be
maintained at HO and other
offices with regular database
synchronization.
Licensing Cost
Low
Only One Multi User
(Server) License is sufficient
High
Each desktop requires a
single (one seat) license.
Patches/Upgrades
Seamless
Patches/upgrades are applied
on the server.
Manual
Patches/upgrades are
applied on all desktops/
laptops manually.
Hardware/Software
Cost of Client System
Low
Processing of the application
High
Processing of the application
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occurs on the server. Client
systems can have minimum
hardware and software.
occurs on the Client,
therefore, requires high end
configuration.
Support and
Maintenance Costs Low High
Performance
Medium
Depends on internet
bandwidth (recurrent cost).
High
Depends on LAN/WAN
network bandwidth (one
time cost).
Based on the above comparison, web based architecture shall be adopted.
4.4 Functional Architecture
The diagram below depicts data/objects flow across the layer for a sample use case
(Road Network Data). Following are the high level classes identified as part of Road
Network Data use case.
Road Inventory View: this is a view class inherited from ASP.Net Web Api’s IView
class. This will act as code behind class for an ASP.Net RoadInventoryView.aspx.
Road Inventory Controller: this is the controller class inherited from ASP.Net
WebApi IController class. This will hold all the logic related to view class.
Road Inventory Business: this is the business class built for client side business
logic validation for Road Inventory function.
Road Inventory Service Proxy: this is the service proxy class built as a wrapper to
RISService JSON.
RIS Service: this is the JSON/REST service build to provide the required data
management related to RIS module. It will have methods like GetInventoryData,
GetConditionData etc.
PMS Work Flow: this is the JSON/REST workflow component to provide workflow for
PMS. i.e. Create Homogeneous Section, Edit Sections, Export data for HDM-4 etc.
PMS Data: this is ADO.Net data access classes to provide PMS related data
manipulation and retrieval capability.
The diagram below depicts the Functional Architectural View of RMS sample modules.
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Figure 4-1: Functional Architecture
4.5 Technical Architecture
The web based system will be built to support all modern browsers (IE 10 and above,
Firefox 27 and above, Chrome 30 and above, Opera 17 and above, Safari 5.1 and
above).
The proposed technical architecture is depicted in Figure 4-2.
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Figure 4-2: Technical Architecture
4.5.1 Presentation Layer
The presentation layer will be built using MVC pattern for HTML and JavaScript /
JQuery, the Model (M of MVC) will connect to the web services at the server
asynchronously in response to user requests at the View. Models at this point will be
pure JSON objects. AngularJS framework will be used to support the controllers and
views where controllers will handle the required changes in the views and maintain the
overall state of the application.
4.5.2 Web Services
Web services will expose the required objects as JSON to the clients; the focus will be
to develop a REST like interface using ASP.Net WebApi.
4.5.3 Business Layer
The business validations and actions such as sectioning, batch process etc. will be
handled in this layer.
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Figure 4-3: Layered Architecture
4.5.4 External Services
For long running processes that require state management, external services will be
facilitated that will take the load off from the web services. These services will interact
with the web service by means of API to define locks on the objects as well as send
information regarding task progress.
4.5.5 Data Access Layer
The data access layer will essentially perform two types of tasks, work with known
objects essentially configuration related and work with unknown objects essentially
data related to assets.
To support these specific requirements, the first case will be dealt with using an ORM to
reduce boiler plate code.
NHibernate/EF will be used as the ORM.
The second case will be dealt with by constraining the data access to specific objects;
hence, allowing simple queries for filtering, querying and validations.
4.5.6 Database
The system will support an SQL Server 2008 and above. Data providers will be made
for supporting other databases.
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4.5.7 Exception Handling and Logging
Generic exceptions with defined numbers will be used for all exception handling; the
number will define the location of the exception.
Various types of exceptions will be pre-defined for use; the aim will be to reuse any
specific .Net exceptions.
Nlog will be used as the logging framework owing to its support for configuration as
well as wide range of logging targets.
4.5.8 Reporting
“MS Excel” will be used to generate and render reports.
4.5.9 User Management
User management will be handled basically by extending the IPrincipal and IIdentity
interfaces. These will then check the access level of the current user based on action,
module and asset.
4.6 Non-Functional Requirements
4.6.1 Scalability
The design of RMS will support full scale-out capability with which additional hardware
can be added to the system without the need to make changes in the code.
Following sections describe how the architecture achieves scalability.
Web Server Scalability
Session state will not be maintained in the web server. Session state will be stored in
SQL Server database using the session management features of ASP.NET. Without web
server state, it would be possible to deploy as many web servers as required with a
load balancing mechanism that shares the load among the servers. This will also
facilitate maintenance activities in some of the servers without affecting the
functionality of the system. The hardware load balancing is recommended as the load
balancing mechanism for RMS.
The Network Load Balancing (NLB) clustering feature of Windows Server can also be
used as the load balancing mechanism. NLB is a built-in feature of Windows Server that
comes without any additional cost and it does not need any additional hardware. It is
the most cost effective mechanism to implement load balancing. NLB clustering can
support up to 32 nodes.
Business Services Scalability
Business services will be designed using the service oriented architecture (SOA)
paradigm. The business services can be deployed in the web server or on one or more
dedicated servers. ASP.Net WebAPI will be used for communication to the service layer
from the ASP.NET UI layer. Load balancing can be done with multiple business service
servers. Hardware load balancing can be used for load balancing similar to web server
load balancing.
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Database Scalability
For database scalability, scale-up at CPU level is recommended as opposed to scale-out
at server level for other servers. The database server should be an SMP (Symmetric
Multiprocessing) server with capability to add additional CPUs in future. Windows
Server Enterprise edition can support up to 8 CPUs while Windows Server Data centre
edition can support up to 64 CPUs.
4.6.2 Availability
Load Balancing
With Hardware Load Balancing, availability requirements can be met along with
scalability. For web servers and business service servers, availability can be achieved
with appropriate capacity planning. The system should be able to meet peak capacity
requirements with one failed node.
Hardware Load Balancing can be used to completely eliminate downtime associated
with deploying patches by using rolling upgrades. Rolling upgrade is performed by
taking redundant cluster nodes gracefully offline, upgrading them, and then bringing
them back online. This process is repeated until all cluster nodes have been
successfully upgraded.
Transaction Replication with Log Shipping
For database availability, a fail-over mechanism based on transaction replication with
Log shipping is recommended. Since a downtime of up to 8 hours is acceptable for
RMS, transaction replication with Log shipping will be more cost effective than server
clustering that gives a much higher level of availability (fail-over in one minute). The
fail over database is the staging database.
The application will be using the primary database server, while a fail-over database
server will be up with log shipping configured to happen as fixed time interval from the
primary database to the fail-over database. At any point, the fail-over database will be
older than the primary database by the log shipping interval. If log shipping is
configured to happen once in every hour, the fail-over database will lag behind the
primary database by one hour. In the event of failure of the primary database, the
application can switch to the fail-over database if the primary database could not be
brought up within acceptable amount of time. With the log shipping technique disaster
recovery requirements can also be addressed by having the fail-over server physically
placed far away from the primary database server. The distance between the two
servers would depend on the disaster recovery policy of HPRIDC/HPPWD / Hosting
provider.
4.6.3 Performance
RMS will be designed to give maximum performance within the architectural
requirements. This section describes the techniques that would be employed to
improve performance.
Data Caching at Web Server Level: Caching of relatively data will be done in the web
server. The cache will be in the memory space of the web server process the hosts
ASP.NET. Caching in web server is aimed at reducing frequent access to database and
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improve on performance. Data caching would be done for reference data and other
data that may not change frequently. Mechanisms will be built-in to automatically
release the cached data after a specific amount of time and to control the total size of
the cache.
Minimum Browser Refresh: The ASP.NET pages will be designed to minimize the refresh
of the browser screen during HTTP requests. This will be achieved with a combination
of frames, div’s and iframes.
Reducing Page Reloads with Angular JS - SPA: With the AJAX, web services can be
called directly from the browser using JavaScript. The approach to reduce page reloads
is to make web service calls from the browser in response to events that need to be
processed in the server side. If, for example, there is a requirement to do a database
access on click of a button in a page, the usual approach of having a server side event
for the button would result in a post of the entire page to the server and a full re-
download of the page after the server event is completed. With the AJAX, a web service
call will be made from the browser to perform the server side processing and the
results returned by the web service call will be populated in the page using dynamic
HTML features. Note that web service access will be using SOAP/REST protocol on top
of the HTTP/HTTPS protocol. No additional ports need to be opened to allow web
service calls from the browser.
Paging: Pagination of the data will be done when large amounts of data are returned
from the web server.
Caching in Browser: Caching of reference data and other relatively static data would be
done in the browser. This will be achieved using frames and JavaScript variables that
will hold the cached data.
Optimised Web User Interface: Better network performance can be achieved by
optimising the user interface to use lesser network bandwidth. All pages will be
designed to have a download size that is within a fixed upper limit to give a better
network performance.
4.6.4 Maintainability
With the help of hardware load balancing described earlier, it would be possible to
deploy patches and upgrades to the application or the operating system without any
downtime. Rolling upgrade is performed by taking redundant cluster nodes gracefully
offline, upgrading them, and then bringing them back online. This process is repeated
until all cluster nodes have been successfully upgraded.
RMS will have mechanisms to produce detailed logs of application errors. Mechanisms
for analysing the performance of the application will be provided with support for
detailed tracing of the execution paths of the application. This would help in managing
the performance of the application as the application evolves.
4.6.5 Security
Authentication
RMS will use ASP.NET forms authentication to authenticate users against registered
users in the system.
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Secure Communication
HTTPS will be used for communication between browser and the web server. Using
HTTPS for the entire application will have an impact on performance because of the
computational and network overhead caused by the encryption process. Considering
that RMS users will be within the corporate network that is secured from external
access, it may be advisable to consider using HTTPS only for requests that transfer
sensitive data, like the initial login request.
User Access Control
User access will be controlled at every HTTP request. Following actions will be
performed to authorize every HTTP request.
The authentication ticket that is sent to the server through a session cookie will be
validated to ensure it is a valid ticket issued by a successful user login and is not
expired.
The page level access will be checked to verify that the user is authorized to view
the requested page. The check will be based on user roles like location
administrator and global administrator.
A HTTP request will go through for further processing, only if the above two checks are
successful.
Data level authorization like ensuring a location user gets to see only the data in
his/her location will be handled by the business logic components that would filter the
data retrieval based on the users’ location/segment/role.
Information of user roles, location and segment assignments would be stored in RMS
database.
4.6.6 User Experience
The user interface will be web based single page application built using Angular JS
framework.
4.7 Physical Architecture
The layered architecture provides scalability to the solution. The infrastructure
architecture facilitates for load-balanced web/application server and a highly available
database server. For Load-balanced web / application server an OS cluster will be
deployed above fault tolerant network architecture.
The IIS Web servers are load balanced using Network Load Balancing (NLB) Clustering.
Availability requirements can be met along with scalability. For web servers and
business service servers, availability can be achieved with appropriate capacity
planning. The system should be able to meet peak capacity requirements with one
failed node. The below diagram depicts proposed Physical Architecture.
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Internet
Primary ISP
Secondary ISP
Primary
FirewallSecondary Firewall
SecondaryPrimary
Primary Secondary
Domain Controller, LDAP Server
Computer Computer
UserUser
Roaming Users
Remote office users
HO LAN
HO Users
App
Server
Database ServerBackup
Database Server
VM
Controller
Honeypot Probe
Web Server
On DMZ
GIS Server
Figure 4-4: Physical Architecture
4.8 Hardware and Software Requirements
The Hardware and Software configuration envisaged for the proposed RMS is listed in
Table 4-2.
Table 4-2: Hardware and Software Requirements
Specifications Hardware Software
Web Server HP Proliant BL 460C Generation
8 Blade Server
Intel Xeon E5-2600v2
processors, 4 cores Max #2
processors
2 Hot Plug Disk Bays, 2.5 inch
Smart Carrier
2 Port 10Gb Ethernet 534 or
554 FLB FlexLOM
128 GB memory
3 year Onsite warranty
MS Windows Server
Datacenter 2012
IIS 8.0
ASP.Net Framework
4.5
Application
Server
MS Windows Server
Datacenter 2012
IIS 8.0
ASP.Net Framework
4.5
GIS server either (Geo
Server / MapServer /
Consulting Services for Technical Assistance to Help Upgrade Road Maintenance Management System to Road Management System in
the State of Himachal Pradesh
112
Or
Any Equivalent Server
ArcGIS)
Database
Server
MS SQL Server
Enterprise Edition
2012(2x2 Core)
Client
Desktop
Any normal Desktop/Laptop For Admin Users:
HDM4 Version 2 and
Web browser
For normal users -
Web browser (IE v 11
or above, Firefox v 25
or above, Chrome v 33
or above)
The key elements to be considered for the server room or data centre are:
Facilities in a full functional datacentre floor;
o Building in place;
o Data centre Room built and ready including raised floor;
o Uninterrupted power supply including power generators, UPS, power busses
and PDUs;
o Uninterrupted temperature controllers including Chillers and Compressors;
o Fire suppression with appropriate zoning and monitoring;
o Communication penetrations, risers and distribution frames;
o Physical security infrastructure.
Security;
Power requirements;
Communication links;
Temperature controls;
Physical layout;
Monitoring & management systems.
4.8.1 Appreciation of Current HPPWD/HPRIDC IT Infrastructure
It is understood that most of the staff are provided with either desktop/laptops in HQ
or other offices and are LAN/WAN connected through BSNL broadband. The WAN
connectivity to Zonal offices is connected through HIMSWAN. All the offices are
provided with internet connection with some offices having limited bandwidth. All the
servers are hosted outside HPPWD office at State Data Centre as Co-Location
installation. All the systems are Windows based systems using Windows 7/8 and
Chrome/Firefox browsers, hence Microsoft platform based COTS is proposed for RMS
system.
Consulting Services for Technical Assistance to Help Upgrade Road Maintenance Management System to Road Management System in
the State of Himachal Pradesh
113
An
nex-I
: R
ural
Ro
ad
s D
ata
Co
llecti
on
Fo
rm
ats
RRDCS-01
CODE: CODE: CODE:
Ro
ad L
and
Wid
th
Form
atio
n W
idth
Car
riag
ew
ay W
idth
BT
WB
M/M
etal
Eart
hen
Gra
vel
Nu
mb
erN
um
ber
Typ
e
Tota
l Len
gth
(Wat
erw
ay s
pan
) w
idth
(m)
Hab
itat
ion
Co
de
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22
CD1 H1
CD2 H2
CD3 H3
Signature:
INVENTORY OF RURAL ROADS
Pre
do
min
ant
Soil
Typ
e
Terr
ain
Typ
e
All-
wea
ther
Ro
ad (
AW
R)
or
Fair
-wea
ther
Ro
ad (
FWR
)
Co
nd
itio
n R
atin
g (P
CI)
Certification:
Certified that the above information is correct.
Name: Designation:
B: Provide the following details of all type of RURAL ROADS in the Block
Width
(m)
Length per Surface Type
(Km) Existing CD Works
List of
Habitation
on the Road
Sr. N
o.
Nam
e o
f R
oad
Ro
ad C
od
e
Cat
ego
ry o
f R
oad
(O
DR
/VR
/Oth
ers)
Len
gth
(K
m)
(Ex.
12
.93
5)
ANNEX 1: RURAL ROAD DATA COLLECTION FORMATS
A: REFERENCE DATA
STATE: DISTRICT: BLOCK:
RRDCS-02
Kilometer: to Date of preparing inventories:
Date of upgrading: / /
1 2 3 4 5 6 7
1 Year of Construction
2 Year of last rehabilitation/Upgradation
3 Crust thickness Equivalent (mm)
4 Present wearing Coat (type)
5 Type of shoulder
6 X-section cutting/filling (ave. ht.)
7 Junction
8 Annual rainfall (mm)
9 Traffic in year 2013-14
10 Year of last periodical renewal.
11 PCI
12 Routine Maintenance done
PAVEMENT COMPOSITION OF RURAL ROADS
Particulars
Sr.
No
KM
Name rural road : PWD Dn.: / Sub Dn.:
RRDCS-03
km
of
`+000 1 2 3 4 5 6 7 8 9 0
Shoulder Condition
Side drain Condition
Pothole
Cracking
Edge break
Ravelling
Depression
Shoulder Condition
Side drain Condition
Culvert Condition
Bridge Condition
PCI - 1-Good, 2-Fair, 3-Poor
Date: Date: Date:
Surveyed by: Checked by: Counter-signed by:
Stru
ctu
res
PCI
PCI
Rig
ht
sid
e
PCI
PCI
PCI
Car
ryag
ew
ay
PCI
PCI
PCI
PCI
Sub-division:
Pavement Condition Unit
Left
sid
e PCI
PCI
District: Project: Page:
Division: Chainage
ROAD CONDITIONRoad Name:
Road Category: Length:
RMS-01
km
of
`+000 1 2 3 4 5 6 7 8 9 0
Q-ty
Bush clearing (width)
Clear side drains (silted up to 50% )
Clear side drains (silted up to 100%)
Excavate cross drains(depth<30cm)
Lower berm
Shoulder repair (-50mm)
Side slope cutting repair
Pothole repair (area)
Crack sealing (crack > 5mm)
Crocodile crack (area)
Edge break (width)
Revelling (area)
Depression (area)
Bush clearing (width)
Clear side drains (silted up to 50%)
Clear side drains (silted up to 100%)
Excavate cross drains(depth<30cm)
Lower berm
Shoulder repair (-50mm)
Side slope cutting repair
Clear culvert/small bridge
Clear inlets and outlets
Repair culvert/small bridge
Repair road signs
Maintenance of Kilometre stone
Maintenance of 200 m stones
Maintenance of Parapets
Maintenance of Guard stones
Surveyed by: Checked by: Counter-signed by:
m
m2
m2
m2
m3
Date: Date:
m2
m
m
Page:
Date:
m2
Rig
ht
sid
eC
arry
age
way
Stru
ctu
res
no.
no.
no.
no.
no.
no.
m3
m2
m
m2
m2
m2
Proposed Maintenance Activities
Left
sid
e
Unit
Length:
m2
m
m
m
Division:
Sub-division:
Chainage
m2
m2
m2
Road Name:
Road Category:
Project:
ROUTINE MAINTENANCE
District:
RRDCS-04
Date :
From Hrs.
To Hrs.
From Hrs.
To Hrs.
From Hrs.
To Hrs.
From Hrs.
To Hrs.
Total for day
Note: Record traffic volume by tally marks [four vertical strokes followed by a diagonal stroke for the 5th vehicle]
Cyc
les
Cyc
le R
icks
haw
s
Tru
cks
Bu
ses
State :
Hour Vehicle Class
Rem
arks
Sea
son
:
Po
st H
arve
st
An
imal
Dra
wn
Veh
icle
s
Mo
tori
zed
tw
o-
wh
eele
rs
Car
s, J
eep
s, V
ans,
Thre
e-w
hee
lers
Agr
icu
ltu
ral
Trac
tors
/Tra
ilers
Ligh
t C
om
mer
cial
Veh
icle
s
TRAFFIC VOLUME COUNT
Name of Road :
Location on Road :
District :
RRDCS-04(A)
Day
Car
s, J
eep
s,
Van
s, T
hre
e-
wh
eele
rs
Mo
tori
zed
tw
o-
wh
eele
rs
Ligh
t C
om
mer
cial
Veh
icle
s
Tru
cks
Agr
icu
ltu
ral
Trac
tors
/tra
ilers
Bu
ses
Cyc
les
Cyc
le R
icks
haw
s
An
imal
Dra
wn
Veh
icle
s
Tota
l
Day 1
(date)
Day 2
(date)
Day 3
(date)
Total
Average Daily
Traffic
PCU Factor 1 0.5
1.5 3 1.5 3 0.5 2
4.0
fo
r h
ors
e d
raw
n
6.0
fo
r b
ullo
ck
dra
wn
Average Daily
Traffic PCUs
State :
Vehicle Class
Traffic Census - Abstract
Name of Road :
Location on Road :
District :