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International Journal of Engineering Research and Development
ISSN: 2278-067X, Volume 1, Issue 8 (June 2012), PP.47-53
www.ijerd.com

  Schedule and Condition Responsive Maintenance Strategies for
           Optimum Utilization of Maintenance Budget
                                 Jain, K.1, Jain, S.S.2, Chauhan, M.P.S.3
                       1,2
                         Department of Civil Engineering, Indian Institute of Technology Roorkee, India
               3
                   Department of Civil Engineering, G.B.Pant Engineering College, Pauri Garwal (U.K), India


Abstract––The maintenance of pavements and particularly for flexible pavement is an essential requirement for the
efficiency of highway network. For better serviceability, flexible pavements require more maintenance as compared to
maintenance required for rigid pavements. But developing counties like India does not have sufficient budget or funds to
satisfy the requirements. The maintenance & rehabilitation (M&R) Strategy should be selected on the basis of optimum
utilization of maintenance funds. The magnitude of the work involved in maintenance is very large as the multilane network
is increasing at manifolds. The funds available are not enough to meet the requirements. As per MORT&H (Ministry of Road
Transport & Highways) 2004, approximately 50% budget is generally approved in place of required budget. So, in
developing countries like India, where the budget is limited, an optimum strategy should be selected on the basis of
scheduled or condition responsive maintenance strategies. The objective of this paper is to analyze the data of identified
flexible pavement sections to compare the schedule and condition responsive maintenance strategies. The scheduled M&R
strategy has been selected as per the current maintenance norms provided by the Ministry of Road Transport & Highways in
year 2001. whereas the condition responsive M&R strategy has been selected as per the serviceability levels up to which the
respective pavement section is to be maintained. The study is to show the optimum utilization of maintenance funds on the
basis of comparison. The effect of International Roughness Index (IRI) was taken for this comparative study. For this study a
National Highway section from Ghaziabad – Hapur (NH-24) was taken.

Keywords: Schedule and condition responsive maintenance strategies, HDM-4, Maintenance Funds

                                              I.        INTRODUCTION
           Pavement management, in its broadest sense, encompasses all the activities involved in the long term planning,
design, construction, maintenance, and rehabilitation of the pavement portion of a public works program [6]. Since the
deterioration of pavement is more gradual while in its “preventative” maintenance stage, it would be possible to keep the
roads at “Fair to Better” conditions by the timely budgeting of sufficient “preventative” treatment funds. If more (beyond the
“preventative” costs) was budgeted, then jurisdictions could bring roads up from “Poor or Worse” conditions by catching up
on the deferred rehabilitation and reconstruction projects [9].

           By examining the effects on these indicators, the advantages and disadvantages of different funding levels and
maintenance strategies become clear. It is difficult to address roads in good condition when they have a large backlog. In
developing countries like India funding is not dedicated to the programme. The funds are not sufficient to the maintenance
requirements. With the maintenance of pavement at right time leads to reduce the life cycle cost of preserving a pavement as
well as road user cost. If the funds available for maintenance programmes are insufficient, the Maintenance & Rehabilitation
(M&R) strategy selected for a particular highway section can be scheduled annually or it can be pavement condition
responsive. Thus, this study is intended to compare the effect of an M&R strategy adopted as scheduled or condition
responsive for a highway section. Due to traffic loading and the environment, pavements gradually deteriorate in
serviceability with time to a terminal level, which may be defined as failure. The rate of deterioration often accelerates as
failure approaches. To reduce the rate of deterioration, maintenance and rehabilitation (M&R) activities should be applied
through a maintenance plan to preserve pavement condition, safety and ride quality, leading to achieving pavement design
life in a cost effective manner [1],[2],[5]. The ability to relate between the network condition and its maintenance needs is
one of the important benefits of the maintenance plan.

           Due to the poor condition of roads, it is estimated that an annual loss of approximately over Rs. 6000 crores ($1.33
billion) is resulted in vehicle operating costs (VOC) alone. Timely maintenance is missing due to many reasons, which
otherwise could have minimized the losses to the exchequer. A rough estimate suggests that more than 50% of the primary
road network is in bad shape and needing immediate attention. It should be borne in mind that for achieving the desired
economic growth, the foremost requirement is to ensure a good and effective road network [4]. Maintenance and
rehabilitation (M&R) requirements of roads depends upon the extent of damage and strengthening on the existing roads. The
limited fund available should be used scientifically to have maximum benefit. For this, an investment strategy is developed
to meet the requirements for the maintenance and rehabilitation of roads. There would be no need for optimum M&R
strategy if unlimited financial resources are available.

                                        II.        SELECTED STUDY AREA
The study area consists of One National Highway (NH 24 Ghaziabad – Hapur). NH has been divided into 8 sub-sections.
The sub-sections so divided are quite homogeneous within themselves as far as climatic and geometric conditions are
                                                             47
Schedule and Condition Responsive Maintenance Strategies for Optimum Utilization of …

considered but vary considerably from each other in traffic characteristics and pavement surface conditions. All the selected
pavement sections have been assigned unique „Section ID‟ and a „Section Name‟ for ease in identification and for input, as
shown in Table 1.

         The information and data collected for the above highway sections for selecting the M & R strategy are as
mentioned in the Table 2.
                                        Table 1: Selected Pavement Sections
S. No.       Road Section      Section ID                  Section Name                Length (KM)     Width (M)
  1                                 NH-24-01         Km Stone Delhi 11.0 km to 16.0 km                5.0               7.0
  2                                 NH-24-02         Km Stone Delhi 16.0 km to 21.0 km                5.0               7.0
  3                                 NH-24-03         Km Stone Delhi 21.0 km to 26.0 km                5.0               7.0
           National Highway
  4         24 : Ghaziabad to       NH-24-04         Km Stone Delhi 26.0 km to 31.0 km                5.0               7.0
  5          Hapur (Total           NH-24-05         Km Stone Delhi 31.0 km to 36.0 km                5.0               7.0
           Length = 40.0 KM)
  6                                 NH-24-06         Km Stone Delhi 36.0 km to 41.0 km                5.0               7.0
  7                                 NH-24-07         Km Stone Delhi 41.0 km to 46.0 km                5.0               7.0
  8                                 NH-24-08         Km Stone Delhi 46.0 km to 51.0 km                5.0               7.0

                                                     Table 2 : Input Data
                                    Input                              Description
                           Pavement condition          Basic road details, Geometrics, Pavement
                           data                        history, Pavement condition etc.
                           Traffic data                Traffic volume count
                                                       Pavement history, Pavement construction
                           Pavement age
                                                       year
                                                       Light weight falling weight deflectometer
                           Deflection data
                                                       deflection data


                                      III.      FIELD DATA COLLECTION
A. Traffic volume count
          Traffic surveys were conducted manually, for 24 hours round the clock, by engaging adequate number of
enumerators. The traffic volume survey included classified traffic volume count. The vehicles were classified as per the
representative vehicles; say jeep & car are considered as car.

B. Road Inventory
           The inventory data includes the following details about selected pavement sections: Name of Road, category of
road, carriageway width road geometrics, surface type, details regarding the history of maintenance and construction of these
roads, etc. The same was collected from visual inspection of pavement sections, as well as from the construction and
maintenance records of the highway division‟s in-charge of the maintenance

C. Functional Evaluation
           Functional Evaluation is the collection of road data pertinent to surface distress like crack area, pothole area with
depth, ravelled area, rut depth, surface roughness. The type and extent of distress developed at the surface were observed,
based on visual condition survey. It was also measured in quantitative term. The information on the drainage conditions for
the existing side drains was also observed. The riding quality of pavement was measured in terms of roughness for all the 8
sections by duly calibrated towed Fifth Wheel Bump Integrator (FWBI) which is a response type road roughness
measurement device. The functional evaluation is carried out in such a manner that data will be suitable for analysis of
HDM-4 models in the present study. Figure 1 shows the working of Fifth wheel bump integrator on road while collecting the
roughness data.




                                                              48
Schedule and Condition Responsive Maintenance Strategies for Optimum Utilization of …




                         Figure 1. A View of Fifth Wheel Bump Integrator Measuring Surface Roughness

D. Structural Evaluation by Benkelman Beam Deflection Method
          The magnitude of pavement rebound deflection is an indicator of the ability of the pavement to withstand traffic
loading. Higher the rebound deflection, poor is the structural capacity and performance. To assess the structural condition of
8 sections selected for detailed investigations, Benkelman Beam rebound deflection method has been used which is a non
destructive method. The deflection measurements were taken as per the procedure laid down in IRC: 81(1997).

        IV.        INTERVENTION CRITERIA FOR MAINTENANCE OF PRIMARY ROADS
          There are two types of maintenance inputs in practice, viz.; time bound (scheduled) maintenance, and pavement
condition responsive maintenance.

A. Time Bound (Scheduled) Maintenance
          The present policy of maintenance of pavements is based on providing routine maintenance whenever required and
renewal/strengthening after every five years without analyzing its economic implications. The main drawback of this policy
is that some pavements, though good, are resurfaced as per time specific renewal cycle, while some other pavements
deteriorate quickly, even though needing renewal but not covered by the maintenance cycle.

B. Pavement Condition Responsive Maintenance
         It is very useful for judicious disbursement of maintenance funds. Most recently developed tools/software
packages such as HDM-4, though have provision for time bound maintenance intervention criteria, but prefer for condition
responsive maintenance intervention.

          For Indian conditions, it is suggested that condition responsive maintenance intervention criteria may be adopted.
To formulate condition responsive maintenance criteria, some basic minimum desired serviceability level need to be fixed.
The suggested criteria are based on the widely accepted performance indicators such as roughness, cracks, rutting, skid,
potholes, etc. Based on these performance indicators, the suggested intervention criteria for primary, secondary and urban
roads are given in [2]. The intervention criteria for urban roads are given in Table 3.

                                       Table 3: Intervention Levels for Primary Roads.

S.No.                 Serviceability Indicator              Level 1 (Good)         Level 2 (Average)        Level 3 (Acceptable)

 1            Roughness by B.I (max. permissible)            2000 mm/km               3000 mm/km                4000 mm/km

 2            Potholes per km (max. number)                       Nil                       2-3                      4-8
              Cracking and patching area (max.
 3                                                             5 percent                 10 percent             10-15 percent
              permissible)
 4            Rutting – 20 mm (maximum permissible)               5mm                    5-10 mm                 10-20 mm
 5            Skid Number (minimum desirable)                   50 SN                     40 SN                    35 SN
     [Source: 6]
                        V.       M & R ALTERNATIVE ADOPTED FOR ANALYSIS
          The following five M & R alternatives defined in Table 4 are considered in this study. The first alternative includes
the basic routine maintenance for crack, pothole and ravel patching. It is considered as the Base Alternative for the analysis.
Other alternatives include resealing with 25 mm SDBC, Overlay of 40 mm BC, Resealing with overlay of 40 mm BC and
strengthening with Overlay of BC 40 mm upon DBM 50 mm. The serviceability level considered for this study is Level 1


                                                             49
Schedule and Condition Responsive Maintenance Strategies for Optimum Utilization of …

     (Good) as the selected highways sections belong to highest serviceability level of the pavement groups. The intervention
     criteria‟s for various alternatives are selected accordingly.

                                                   Table 4: Proposed M & R Alternative
S.N.       Alternatives          Work Standard                      Description of Work                        Intervention Criteria
                                                                         Crack Repairs                                  >5%
            Routine                 Routine                              Ravel Patching                                >10%
 1
           Maintenance             Maintenance                         Pothole Patching                                >=5%
                                                                       Shoulder Repair                         Structural crack>=5%
 2         Alternative 1         Resealing SDBC                 Resealing with 25mm SDBC                        Damage Area >= 5%

 3         Alternative 2          Thick Overlay                     Overlay of 40mm BC                            IRI >= 2.8 m/km

                                    Resealing &
 4         Alternative 3                                25mm SDBC Reseal + Overlay of 40mm BC                     IRI >= 2.8m/km
                                     Overlay

 5         Alternative 4           Strengthening            Overlay of 40mm BC + DBM 50 mm                        IRI >= 2.8m/km


                                               VI.        ANALYSIS & RESULTS
               The project application of HDM 4 was run with above M&R alternatives for 8 selected National highways pavement
     sections of NH-24. The pavement condition of the pavement sections was simulated under the four defined M&R alternatives
     over the analysis period of 10 years. An economic analysis is also conducted with a discount rate of 12 per cent.

     A.         Effect on Roughness Progression
                The progression of roughness over the analysis period of 10 years, under the three alternatives for one representative
     section i.e. section NH-24-01 is shown in Figure 2, Figure 3, Figure 4 and Figure 5. On comparing the roughness progression for
     different M & R alternatives following observations can be made:
               For M & R alternative of thin overlay, in case of „Condition Responsive‟ alternative, overlay is triggered as soon as
                the roughness progresses to IRI = 3 m/km, but in case of „Scheduled‟ alternative the overlay is triggered every two
                years, but at roughness value of IRI < 3m/km, which is well below the limiting values of IRI = 4 m/km (Figure 2).
               For M & R alternative of thick overlay, in case of „Condition Responsive‟ alternative, overlay is triggered as soon as
                the roughness progresses to IRI = 3.3 m/km, but in case of „Scheduled‟ alternative the overlay is triggered every five
                years, but at roughness value of IRI < 3 m/km, which is well below the limiting values of IRI = 3 m/km (Figure 3).
               For M & R alternative of Resealing + 40mm Overlay, in case of „Condition Responsive‟ alternative, overlay is
                triggered as soon as the roughness progresses to IRI = 3.3 m/km, but in case of „Scheduled‟ alternative the overlay is
                triggered every six years, but at roughness value of IRI < 2.5 m/km, which is well below the limiting values of IRI = 3
                m/km (Figure 4).
               For M & R alternative of strengthening, in case of „Condition Responsive‟ alternative, overlay is triggered as soon as
                the roughness progresses to IRI = 3.5 m/km, but in case of „Scheduled‟ alternative the overlay is triggered every seven
                years, but as the ten years completed before next application of maintenance (Figure 5).

               It clearly shows that under scheduled maintenance strategy, overlay is being applied at an earlier stage in comparison
     to as wanted by the serviceability requirements, thus causing more expenditure for the road agency.




                                  Figure 2. Comparison of Roughness Progression for Resealing SDBC



                                                                    50
Schedule and Condition Responsive Maintenance Strategies for Optimum Utilization of …




                             Figure 3. Comparison of Roughness Progression for Thick Overlay




                       Figure 4. Comparison of Roughness Progression for Resealing + 40mm Overlay




                             Figure 5. Comparison of Roughness Progression for Strengthening

B.        Economic Analysis Summary
          The economic analysis summary as shown in Table 5 gives a comparison of the NPV/cost ratio and Internal Rate of
Return (IRR) for the two M&R strategies when compared against the base strategy of routine maintenance. A comparison of the
NPV/Cost values indicates that the condition responsive maintenance strategy gives a higher NPV/Cost ratio than obtained in
case of the scheduled maintenance strategy. Hence, maintenance decisions with condition responsive strategies were selected as
an optimum M & R alternative. The optimum M & R alternative for the selected sections are given in Table 6 on the basis of
maximum NPV/Cost.




                                                             51
Schedule and Condition Responsive Maintenance Strategies for Optimum Utilization of …

                                       Table 5: Economic Analysis Summary
                                                                           NPV/Cost
NH Pavement
              M&R Strategy
Sections                                                                           Resealing &
                                     Resealing SDBC        Thick Overlay                                 Strengthening
                                                                                    Overlay

                  Scheduled              7.793                12.133                  11.907                 9.297
   NH-24-01
                 Condition
                                         8.041                12.233                  11.675                 8.129
                 Responsive

                  Scheduled              9.018                14.008                  13.763                 10.73
   NH-24-02
                 Condition
                                         11.554               14.965                  13.25                  9.212
                 Responsive

                  Scheduled              10.361               15.618                  14.968                11.507
   NH-24-03
                 Condition
                                         10.353                16.49                  14.719                 10.23
                 Responsive

                  Scheduled              8.845                13.815                  13.675                10.775
   NH-24-04
                 Condition
                                         11.031               14.354                  12.681                 8.816
                 Responsive

                  Scheduled              7.188                11.306                  11.242                 8.853
   NH-24-05
                 Condition
                                         7.236                12.543                  10.595                  7.4
                 Responsive

                  Scheduled              9.811                15.151                  14.833                11.551
   NH-24-06
                 Condition
                                         9.822                16.113                  13.969                 9.654
                 Responsive

                  Scheduled              12.836               18.702                  17.427                 13.12
   NH-24-07
                 Condition
                                         12.819               19.035                  17.929                12.372
                 Responsive

                  Scheduled              6.294                10.051                  10.123                 7.96
   NH-24-08
                 Condition
                                         6.844                10.522                  10.125                 7.102
                 Responsive

                                       Table 6: Optimum M & R Alternative

              NH Pavement Sections          M&R Strategy         M & R Alternative            NPV/Cost

                    NH-24-01                                                                   12.233
                    NH-24-02                                                                   14.965
                    NH-24-03                                                                   16.49
                    NH-24-04                  Condition                                        14.354
                                                                   Thick Overlay
                    NH-24-05                  Responsive                                       12.543
                    NH-24-06                                                                   16.113
                    NH-24-07                                                                   19.035
                    NH-24-08                                                                   10.522


                                                      52
Schedule and Condition Responsive Maintenance Strategies for Optimum Utilization of …

                                             VII.      CONCLUSION
The following conclusions have been drawn on the basis of this study:
         Project analysis application of internationally recognised HDM-4 has been used for comparing the scheduled and
          condition responsive maintenance alternatives for the urban pavement sections.
         The effect of two M & R strategies on roughness progression showed that under scheduled maintenance strategy,
          overlay is being applied at an earlier stage in comparison to as warranted by the serviceability requirements.
         Economic analysis conducted for these urban pavement sections revealed that condition responsive maintenance is
          more beneficial over the scheduled maintenance over the design life of 10 years.
         Sections selected for this case study based on maximum NPV/Cost ratio.
         40mm (AC) thick overlay was suggested as the optimum M & R alternative for all the pavement sections.

                                                  REFERENCES
  [1].   Abaza, K. (2004), “Deterministic Performance Prediction Model for Rehabilitation and Management of Flexible
         Pavement”, International Journal of Pavement Engineering, 5 (2), 111-121.
  [2].   Abo-Hashema, M.A., and Sharaf, E.A. (2004), “A Simplified Maintenance Decision System for Flexible
         Pavements in Developing Countries”, “Sixth International Conference on Managing Pavements: The Lessons, The
         Challenges, The Way Ahead”, 19-24 October 2004, Brisbane, Queensland, Australia.
  [3].   Aggarwal, S., Jain, S.S. & Parida, M., “Development of Pavement Management System for Indian National
         Highway Network”, “Indian Roads Congress Journal” Volume 65, Issue 2, October 2004, pp-271-326.
  [4].   Gedafa,D.S.(2007), “Performance Prediction and Maintenance of Flexible Pavement”, Proceedings of the 2007
         Mid-Continent Transportation Research Symposium, Ames, Iowa, August 2007
  [5].   Hall, K.T., Correa, C. E., Carpenter, S. H., Elliot, R P (2001), “Rehabilitation Strategies for Highway Pavements
         [online], NCHRP Web Document 35 (Project C1-38): Contractor‟s Final Report”, Available
         from:http://onlinepubs.trb.org/onlinepubs/nchrp /nchrp_w35-a.pdf
  [6].   Hudson, W. R., Haas, R., and Pedigo, R. D. (1979), “Pavement management system development.” NCHRP
         Report No. 215, Transportation Research Board, National Research Council, Washington, D.C
  [7].   MORT&H (2001) “Road Development Plan Vision: 2021”, Ministry of Road Transport & Highways,
         Government of India, New Delhi.
  [8].   MORT&H (2004), “Guidelines for Maintenance of Primary, Secondary and Urban Roads”, Ministry of Road
         Transport & Highways, Government of India, New Delhi.
  [9].   National Transportation Library (2009), “Pavement Management – A Manual for Communities”. U.S. Department
         of Transportation (http://www.bts.gov/NTL/DOCS/pave.html).




                                                           53

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  • 1. International Journal of Engineering Research and Development ISSN: 2278-067X, Volume 1, Issue 8 (June 2012), PP.47-53 www.ijerd.com Schedule and Condition Responsive Maintenance Strategies for Optimum Utilization of Maintenance Budget Jain, K.1, Jain, S.S.2, Chauhan, M.P.S.3 1,2 Department of Civil Engineering, Indian Institute of Technology Roorkee, India 3 Department of Civil Engineering, G.B.Pant Engineering College, Pauri Garwal (U.K), India Abstract––The maintenance of pavements and particularly for flexible pavement is an essential requirement for the efficiency of highway network. For better serviceability, flexible pavements require more maintenance as compared to maintenance required for rigid pavements. But developing counties like India does not have sufficient budget or funds to satisfy the requirements. The maintenance & rehabilitation (M&R) Strategy should be selected on the basis of optimum utilization of maintenance funds. The magnitude of the work involved in maintenance is very large as the multilane network is increasing at manifolds. The funds available are not enough to meet the requirements. As per MORT&H (Ministry of Road Transport & Highways) 2004, approximately 50% budget is generally approved in place of required budget. So, in developing countries like India, where the budget is limited, an optimum strategy should be selected on the basis of scheduled or condition responsive maintenance strategies. The objective of this paper is to analyze the data of identified flexible pavement sections to compare the schedule and condition responsive maintenance strategies. The scheduled M&R strategy has been selected as per the current maintenance norms provided by the Ministry of Road Transport & Highways in year 2001. whereas the condition responsive M&R strategy has been selected as per the serviceability levels up to which the respective pavement section is to be maintained. The study is to show the optimum utilization of maintenance funds on the basis of comparison. The effect of International Roughness Index (IRI) was taken for this comparative study. For this study a National Highway section from Ghaziabad – Hapur (NH-24) was taken. Keywords: Schedule and condition responsive maintenance strategies, HDM-4, Maintenance Funds I. INTRODUCTION Pavement management, in its broadest sense, encompasses all the activities involved in the long term planning, design, construction, maintenance, and rehabilitation of the pavement portion of a public works program [6]. Since the deterioration of pavement is more gradual while in its “preventative” maintenance stage, it would be possible to keep the roads at “Fair to Better” conditions by the timely budgeting of sufficient “preventative” treatment funds. If more (beyond the “preventative” costs) was budgeted, then jurisdictions could bring roads up from “Poor or Worse” conditions by catching up on the deferred rehabilitation and reconstruction projects [9]. By examining the effects on these indicators, the advantages and disadvantages of different funding levels and maintenance strategies become clear. It is difficult to address roads in good condition when they have a large backlog. In developing countries like India funding is not dedicated to the programme. The funds are not sufficient to the maintenance requirements. With the maintenance of pavement at right time leads to reduce the life cycle cost of preserving a pavement as well as road user cost. If the funds available for maintenance programmes are insufficient, the Maintenance & Rehabilitation (M&R) strategy selected for a particular highway section can be scheduled annually or it can be pavement condition responsive. Thus, this study is intended to compare the effect of an M&R strategy adopted as scheduled or condition responsive for a highway section. Due to traffic loading and the environment, pavements gradually deteriorate in serviceability with time to a terminal level, which may be defined as failure. The rate of deterioration often accelerates as failure approaches. To reduce the rate of deterioration, maintenance and rehabilitation (M&R) activities should be applied through a maintenance plan to preserve pavement condition, safety and ride quality, leading to achieving pavement design life in a cost effective manner [1],[2],[5]. The ability to relate between the network condition and its maintenance needs is one of the important benefits of the maintenance plan. Due to the poor condition of roads, it is estimated that an annual loss of approximately over Rs. 6000 crores ($1.33 billion) is resulted in vehicle operating costs (VOC) alone. Timely maintenance is missing due to many reasons, which otherwise could have minimized the losses to the exchequer. A rough estimate suggests that more than 50% of the primary road network is in bad shape and needing immediate attention. It should be borne in mind that for achieving the desired economic growth, the foremost requirement is to ensure a good and effective road network [4]. Maintenance and rehabilitation (M&R) requirements of roads depends upon the extent of damage and strengthening on the existing roads. The limited fund available should be used scientifically to have maximum benefit. For this, an investment strategy is developed to meet the requirements for the maintenance and rehabilitation of roads. There would be no need for optimum M&R strategy if unlimited financial resources are available. II. SELECTED STUDY AREA The study area consists of One National Highway (NH 24 Ghaziabad – Hapur). NH has been divided into 8 sub-sections. The sub-sections so divided are quite homogeneous within themselves as far as climatic and geometric conditions are 47
  • 2. Schedule and Condition Responsive Maintenance Strategies for Optimum Utilization of … considered but vary considerably from each other in traffic characteristics and pavement surface conditions. All the selected pavement sections have been assigned unique „Section ID‟ and a „Section Name‟ for ease in identification and for input, as shown in Table 1. The information and data collected for the above highway sections for selecting the M & R strategy are as mentioned in the Table 2. Table 1: Selected Pavement Sections S. No. Road Section Section ID Section Name Length (KM) Width (M) 1 NH-24-01 Km Stone Delhi 11.0 km to 16.0 km 5.0 7.0 2 NH-24-02 Km Stone Delhi 16.0 km to 21.0 km 5.0 7.0 3 NH-24-03 Km Stone Delhi 21.0 km to 26.0 km 5.0 7.0 National Highway 4 24 : Ghaziabad to NH-24-04 Km Stone Delhi 26.0 km to 31.0 km 5.0 7.0 5 Hapur (Total NH-24-05 Km Stone Delhi 31.0 km to 36.0 km 5.0 7.0 Length = 40.0 KM) 6 NH-24-06 Km Stone Delhi 36.0 km to 41.0 km 5.0 7.0 7 NH-24-07 Km Stone Delhi 41.0 km to 46.0 km 5.0 7.0 8 NH-24-08 Km Stone Delhi 46.0 km to 51.0 km 5.0 7.0 Table 2 : Input Data Input Description Pavement condition Basic road details, Geometrics, Pavement data history, Pavement condition etc. Traffic data Traffic volume count Pavement history, Pavement construction Pavement age year Light weight falling weight deflectometer Deflection data deflection data III. FIELD DATA COLLECTION A. Traffic volume count Traffic surveys were conducted manually, for 24 hours round the clock, by engaging adequate number of enumerators. The traffic volume survey included classified traffic volume count. The vehicles were classified as per the representative vehicles; say jeep & car are considered as car. B. Road Inventory The inventory data includes the following details about selected pavement sections: Name of Road, category of road, carriageway width road geometrics, surface type, details regarding the history of maintenance and construction of these roads, etc. The same was collected from visual inspection of pavement sections, as well as from the construction and maintenance records of the highway division‟s in-charge of the maintenance C. Functional Evaluation Functional Evaluation is the collection of road data pertinent to surface distress like crack area, pothole area with depth, ravelled area, rut depth, surface roughness. The type and extent of distress developed at the surface were observed, based on visual condition survey. It was also measured in quantitative term. The information on the drainage conditions for the existing side drains was also observed. The riding quality of pavement was measured in terms of roughness for all the 8 sections by duly calibrated towed Fifth Wheel Bump Integrator (FWBI) which is a response type road roughness measurement device. The functional evaluation is carried out in such a manner that data will be suitable for analysis of HDM-4 models in the present study. Figure 1 shows the working of Fifth wheel bump integrator on road while collecting the roughness data. 48
  • 3. Schedule and Condition Responsive Maintenance Strategies for Optimum Utilization of … Figure 1. A View of Fifth Wheel Bump Integrator Measuring Surface Roughness D. Structural Evaluation by Benkelman Beam Deflection Method The magnitude of pavement rebound deflection is an indicator of the ability of the pavement to withstand traffic loading. Higher the rebound deflection, poor is the structural capacity and performance. To assess the structural condition of 8 sections selected for detailed investigations, Benkelman Beam rebound deflection method has been used which is a non destructive method. The deflection measurements were taken as per the procedure laid down in IRC: 81(1997). IV. INTERVENTION CRITERIA FOR MAINTENANCE OF PRIMARY ROADS There are two types of maintenance inputs in practice, viz.; time bound (scheduled) maintenance, and pavement condition responsive maintenance. A. Time Bound (Scheduled) Maintenance The present policy of maintenance of pavements is based on providing routine maintenance whenever required and renewal/strengthening after every five years without analyzing its economic implications. The main drawback of this policy is that some pavements, though good, are resurfaced as per time specific renewal cycle, while some other pavements deteriorate quickly, even though needing renewal but not covered by the maintenance cycle. B. Pavement Condition Responsive Maintenance It is very useful for judicious disbursement of maintenance funds. Most recently developed tools/software packages such as HDM-4, though have provision for time bound maintenance intervention criteria, but prefer for condition responsive maintenance intervention. For Indian conditions, it is suggested that condition responsive maintenance intervention criteria may be adopted. To formulate condition responsive maintenance criteria, some basic minimum desired serviceability level need to be fixed. The suggested criteria are based on the widely accepted performance indicators such as roughness, cracks, rutting, skid, potholes, etc. Based on these performance indicators, the suggested intervention criteria for primary, secondary and urban roads are given in [2]. The intervention criteria for urban roads are given in Table 3. Table 3: Intervention Levels for Primary Roads. S.No. Serviceability Indicator Level 1 (Good) Level 2 (Average) Level 3 (Acceptable) 1 Roughness by B.I (max. permissible) 2000 mm/km 3000 mm/km 4000 mm/km 2 Potholes per km (max. number) Nil 2-3 4-8 Cracking and patching area (max. 3 5 percent 10 percent 10-15 percent permissible) 4 Rutting – 20 mm (maximum permissible) 5mm 5-10 mm 10-20 mm 5 Skid Number (minimum desirable) 50 SN 40 SN 35 SN [Source: 6] V. M & R ALTERNATIVE ADOPTED FOR ANALYSIS The following five M & R alternatives defined in Table 4 are considered in this study. The first alternative includes the basic routine maintenance for crack, pothole and ravel patching. It is considered as the Base Alternative for the analysis. Other alternatives include resealing with 25 mm SDBC, Overlay of 40 mm BC, Resealing with overlay of 40 mm BC and strengthening with Overlay of BC 40 mm upon DBM 50 mm. The serviceability level considered for this study is Level 1 49
  • 4. Schedule and Condition Responsive Maintenance Strategies for Optimum Utilization of … (Good) as the selected highways sections belong to highest serviceability level of the pavement groups. The intervention criteria‟s for various alternatives are selected accordingly. Table 4: Proposed M & R Alternative S.N. Alternatives Work Standard Description of Work Intervention Criteria Crack Repairs >5% Routine Routine Ravel Patching >10% 1 Maintenance Maintenance Pothole Patching >=5% Shoulder Repair Structural crack>=5% 2 Alternative 1 Resealing SDBC Resealing with 25mm SDBC Damage Area >= 5% 3 Alternative 2 Thick Overlay Overlay of 40mm BC IRI >= 2.8 m/km Resealing & 4 Alternative 3 25mm SDBC Reseal + Overlay of 40mm BC IRI >= 2.8m/km Overlay 5 Alternative 4 Strengthening Overlay of 40mm BC + DBM 50 mm IRI >= 2.8m/km VI. ANALYSIS & RESULTS The project application of HDM 4 was run with above M&R alternatives for 8 selected National highways pavement sections of NH-24. The pavement condition of the pavement sections was simulated under the four defined M&R alternatives over the analysis period of 10 years. An economic analysis is also conducted with a discount rate of 12 per cent. A. Effect on Roughness Progression The progression of roughness over the analysis period of 10 years, under the three alternatives for one representative section i.e. section NH-24-01 is shown in Figure 2, Figure 3, Figure 4 and Figure 5. On comparing the roughness progression for different M & R alternatives following observations can be made:  For M & R alternative of thin overlay, in case of „Condition Responsive‟ alternative, overlay is triggered as soon as the roughness progresses to IRI = 3 m/km, but in case of „Scheduled‟ alternative the overlay is triggered every two years, but at roughness value of IRI < 3m/km, which is well below the limiting values of IRI = 4 m/km (Figure 2).  For M & R alternative of thick overlay, in case of „Condition Responsive‟ alternative, overlay is triggered as soon as the roughness progresses to IRI = 3.3 m/km, but in case of „Scheduled‟ alternative the overlay is triggered every five years, but at roughness value of IRI < 3 m/km, which is well below the limiting values of IRI = 3 m/km (Figure 3).  For M & R alternative of Resealing + 40mm Overlay, in case of „Condition Responsive‟ alternative, overlay is triggered as soon as the roughness progresses to IRI = 3.3 m/km, but in case of „Scheduled‟ alternative the overlay is triggered every six years, but at roughness value of IRI < 2.5 m/km, which is well below the limiting values of IRI = 3 m/km (Figure 4).  For M & R alternative of strengthening, in case of „Condition Responsive‟ alternative, overlay is triggered as soon as the roughness progresses to IRI = 3.5 m/km, but in case of „Scheduled‟ alternative the overlay is triggered every seven years, but as the ten years completed before next application of maintenance (Figure 5). It clearly shows that under scheduled maintenance strategy, overlay is being applied at an earlier stage in comparison to as wanted by the serviceability requirements, thus causing more expenditure for the road agency. Figure 2. Comparison of Roughness Progression for Resealing SDBC 50
  • 5. Schedule and Condition Responsive Maintenance Strategies for Optimum Utilization of … Figure 3. Comparison of Roughness Progression for Thick Overlay Figure 4. Comparison of Roughness Progression for Resealing + 40mm Overlay Figure 5. Comparison of Roughness Progression for Strengthening B. Economic Analysis Summary The economic analysis summary as shown in Table 5 gives a comparison of the NPV/cost ratio and Internal Rate of Return (IRR) for the two M&R strategies when compared against the base strategy of routine maintenance. A comparison of the NPV/Cost values indicates that the condition responsive maintenance strategy gives a higher NPV/Cost ratio than obtained in case of the scheduled maintenance strategy. Hence, maintenance decisions with condition responsive strategies were selected as an optimum M & R alternative. The optimum M & R alternative for the selected sections are given in Table 6 on the basis of maximum NPV/Cost. 51
  • 6. Schedule and Condition Responsive Maintenance Strategies for Optimum Utilization of … Table 5: Economic Analysis Summary NPV/Cost NH Pavement M&R Strategy Sections Resealing & Resealing SDBC Thick Overlay Strengthening Overlay Scheduled 7.793 12.133 11.907 9.297 NH-24-01 Condition 8.041 12.233 11.675 8.129 Responsive Scheduled 9.018 14.008 13.763 10.73 NH-24-02 Condition 11.554 14.965 13.25 9.212 Responsive Scheduled 10.361 15.618 14.968 11.507 NH-24-03 Condition 10.353 16.49 14.719 10.23 Responsive Scheduled 8.845 13.815 13.675 10.775 NH-24-04 Condition 11.031 14.354 12.681 8.816 Responsive Scheduled 7.188 11.306 11.242 8.853 NH-24-05 Condition 7.236 12.543 10.595 7.4 Responsive Scheduled 9.811 15.151 14.833 11.551 NH-24-06 Condition 9.822 16.113 13.969 9.654 Responsive Scheduled 12.836 18.702 17.427 13.12 NH-24-07 Condition 12.819 19.035 17.929 12.372 Responsive Scheduled 6.294 10.051 10.123 7.96 NH-24-08 Condition 6.844 10.522 10.125 7.102 Responsive Table 6: Optimum M & R Alternative NH Pavement Sections M&R Strategy M & R Alternative NPV/Cost NH-24-01 12.233 NH-24-02 14.965 NH-24-03 16.49 NH-24-04 Condition 14.354 Thick Overlay NH-24-05 Responsive 12.543 NH-24-06 16.113 NH-24-07 19.035 NH-24-08 10.522 52
  • 7. Schedule and Condition Responsive Maintenance Strategies for Optimum Utilization of … VII. CONCLUSION The following conclusions have been drawn on the basis of this study:  Project analysis application of internationally recognised HDM-4 has been used for comparing the scheduled and condition responsive maintenance alternatives for the urban pavement sections.  The effect of two M & R strategies on roughness progression showed that under scheduled maintenance strategy, overlay is being applied at an earlier stage in comparison to as warranted by the serviceability requirements.  Economic analysis conducted for these urban pavement sections revealed that condition responsive maintenance is more beneficial over the scheduled maintenance over the design life of 10 years.  Sections selected for this case study based on maximum NPV/Cost ratio.  40mm (AC) thick overlay was suggested as the optimum M & R alternative for all the pavement sections. REFERENCES [1]. Abaza, K. (2004), “Deterministic Performance Prediction Model for Rehabilitation and Management of Flexible Pavement”, International Journal of Pavement Engineering, 5 (2), 111-121. [2]. Abo-Hashema, M.A., and Sharaf, E.A. (2004), “A Simplified Maintenance Decision System for Flexible Pavements in Developing Countries”, “Sixth International Conference on Managing Pavements: The Lessons, The Challenges, The Way Ahead”, 19-24 October 2004, Brisbane, Queensland, Australia. [3]. Aggarwal, S., Jain, S.S. & Parida, M., “Development of Pavement Management System for Indian National Highway Network”, “Indian Roads Congress Journal” Volume 65, Issue 2, October 2004, pp-271-326. [4]. Gedafa,D.S.(2007), “Performance Prediction and Maintenance of Flexible Pavement”, Proceedings of the 2007 Mid-Continent Transportation Research Symposium, Ames, Iowa, August 2007 [5]. Hall, K.T., Correa, C. E., Carpenter, S. H., Elliot, R P (2001), “Rehabilitation Strategies for Highway Pavements [online], NCHRP Web Document 35 (Project C1-38): Contractor‟s Final Report”, Available from:http://onlinepubs.trb.org/onlinepubs/nchrp /nchrp_w35-a.pdf [6]. Hudson, W. R., Haas, R., and Pedigo, R. D. (1979), “Pavement management system development.” NCHRP Report No. 215, Transportation Research Board, National Research Council, Washington, D.C [7]. MORT&H (2001) “Road Development Plan Vision: 2021”, Ministry of Road Transport & Highways, Government of India, New Delhi. [8]. MORT&H (2004), “Guidelines for Maintenance of Primary, Secondary and Urban Roads”, Ministry of Road Transport & Highways, Government of India, New Delhi. [9]. National Transportation Library (2009), “Pavement Management – A Manual for Communities”. U.S. Department of Transportation (http://www.bts.gov/NTL/DOCS/pave.html). 53