Training

HDM-4 Training Manual
PAVEMENT MAINTENANCE MANAGEMENT SYSTEM FOR

URBAN ROADS
Abstract
Transportation system plays an important role in the economic development of the country. In
this transportation system, road network has major contribution for economic growth of a
country. So in order to keep the road network in good condition, there is a need to provide more
attention towards the maintenance of the roads. Some of the developed countries concentrating
their attention towards maintaining the existing roads rather than planning and constructing new
roads. Maintenance activity is a continues ongoing process to keep the road network in good
condition.
Various maintenance treatments are being practiced in India for different categories of roads. The
maintenance activity is practiced to increase the serviceability of the road network .The decision
made for maintenance of road network is on the subjective basis. So decision on selecting the
section and type of treatment must be improve over subjective judgment and engineering
experience. The main aim of carrying out maintenance activities is to preserve the national asset.
The present study aims at developing the pavement management system for an identified urban
road network. And to determine the existing condition of the pavement in terms of level and type
of deterioration it has achieved. Also it includes suggesting optimum maintenance treatment
among the various alternatives recommended in Government of India specifications. This
maintenance activity and also economic strategy is decided by using a sophisticated and modern
scientific tool namely HDM - 4 developed by the World Bank.
This will helps to assist the highway engineers responsible for maintaining the highway network
as well as the authorities responsible for allocating funds, in making consistent and cost effective
decisions, related to maintenance and rehabilitation of pavements. This makes systematic
decision to predict the most economical maintenance strategy for a particular pavement section
and prioritization of such maintenance activities in the event of a constrained budget.
CHAPTER 1
Page 1
INTRODUCTION
1.1 Brief description about study stretch
Bangalore is the largest city in the state of Karnataka. It is also the capital city of Karnataka.
Bangalore boasts of being one of the highly developed countries in India. The city of Bangalore
is connected through more than 3000 km of road network.
Outer Ring Road is a road that runs around most of the perimeter of Bangalore. This road was
developed by Bangalore Development Authority and different sections were opened
progressively between 1996 to 2002. The 62 km long Outer Ring Road connects all the major
highways around the city of Bangalore. It includes Tumkur Road (NH 4), Bellary Road (NH 7),
Old Madras Road (NH 4), Hosur Road (NH 7), Bannerghatta Road, Kanakapura Road (NH 209),
Mysore Road (SH-17) and Magadi Road.
Also it passes through major neighborhoods and sub-urbans such as Hebbal(NH7), Banaswadi,
Krishnarajapuram(NH4), Marathahalli, Madiwala(NH7), BTM Layout, JP Nagar, Banashankari,
Kengeri, Bangalore University, Nagarbhavi, Nandini Layout and Gokula.
Tumkur Road to the West of Bangalore and Old Madras Road to the East connects the city to the
National Highway 4 & Bellary road to the North and Hosur Road to the South of the city
connects the city to the National Highway 7.
HosurRoad provides connectivity to Mysore from Bangalore. These are majorly used roads of
the city and are sights of traffic jams on various occasions.The Ring Road also gives access to
the city of Coimbatore which is the second largest city in the state of Tamil Nadu.
This project is intended to implement Pavement Management System for whole Bangalore city
roads. But because of time constraints we have selected Outer Ring Road of Bangalore city from
Goragunte playa to Hebbala.
The reason for selecting this Outer Ring Road is that it connects major roads like National
Highways, State Highways and also passes through citys major roads. This Outer Ring Road
also carries major traffic and the IT, BT companies were concentrated more besides this road.
Page 2

Also this road is connected to International Airport. So every time there is more traffic all along
this road which needs to be maintain properly to serve for long time.
1.2 Brief description about HDM-4

The Highway design model was developed by the World Bank in 1979. It has been updated to
Highway Development and Management Tool (HDM-4) in 1998, under the sponsorship of
Permanent International Association of Road Congress (PIARC). It is ideally suited for making
the total assessment of deterioration and economic returns so that optimum utilization of funds
may also be achieved for roads. Also it is recognized as a state-of-the-art system for the analysis
of road maintenance and investment alternatives because of the following advantages (HDM-4,
2001):
The incorporation of both agency costs and road user costs in a life-cycle cost analysis.
The use of calibration parameters for broad-based applicability in diverse climates and
conditions.
The use as an appropriate design tool for pavements, if properly calibrated, especially for
developing countries, while borrowing design standards directly from the design
specifications of industrialized countries.
The data required for the HDM-4 analysis are listed in the table1. HDM-4 supports flexible
options for data analysis and results. Users can make printed or electronic reports. They can also
export data and results to standard database for other users. HDM-4 can produce the following
three types of output, which can assist road managers to make informed decisions.
Strategic road maintenance and development plans, produced from long-term predictions
of road network performance.

Economic efficiency indicators, produced from analysis of individual road projects.
Multi-year work programs, produced from prioritization of several road projects.
Table 1.1 HDM-4 input files

Input File
Road network
Description
This file contains road network data such as basic road details,
geometrics, pavement history, pavement condition etc., This file
Page 3
Vehicle fleet
will be basis for the analysis.

It contains the vehicle fleet data such as basic characteristics of
vehicle fleet, economic and financial costs etc., that will be
Road Works
operating on the road network being analyzed.

It contains the specifications for maintenance and improvement
standards that will be applied to different road sections for
HDM configuration
analysis.
To reflect the actual traffic flow pattern, speed flow on the road
and climatic conditions of the study area, the actual data
obtained from field studies has to be used.
1.3 Need for present study

Most of the developed countries already moved their attention towards the maintenance of
existing roads. But in India construction and widening of existing road section is taking place. So
instead of construction of new roads maintenance of existing road must take importance.
Because now a days availability of funds is very less to carry out maintenance activities and also
major factors which affect the maintenance activity is the availability of resources like materials,
human resources, equipments etc., So this shows that there a is need to manage the pavements in
a systematic and planned way.
1.8 Objective of the present study

1. To assess the extent and severity of the pavement distresses such as cracking, patching,
ravelling etc.,
2. To suggest various pavement maintenance strategies based on the level and type of pavement
deterioration.
3. To carry out economic evaluation of various Pavement Maintenance Alternatives.
4. To find out the benefits due to application of various preventative maintenance treatments.
6. Selection of Optimal Pavement Maintenance Strategies based on economic analysis.
Page 4
CHAPTER 2
METHODOLOGY
The main objective of the study is to develop the PMMS by using HDM-4 for the network to
produce planning and programming the maintenance works for the existing Arterial ring road.
These data collection plan was made according to the requirements of input for HDM-4.
Page 5
Methodology adopted for the study

The methodology in this study involves following stages.
1.Selection of study stretch and define the area of study stretch.
2.Road inventory survey (visual observation)
3.Collection of secondary data i.e., type of the road, layer thickness, deflection values, key
map of the road, maintenance work carried out, overlay thickness etc.,
4. Field studies and data collection
5. Pavement Deterioration Condition analysis.
6. Economic analysis using HDM-4.
3.1Selection of study stretch and define the area of study stretch.

The main criteria used for the selection of study stretch is
i) Selected stretch must be within city limits (like arterial, sub-arterial, urban roads).
ii) Stretch should be constructed with flexible pavement.
iii)Selected road should connect major Highways and should passes through major
neighbourhoods and sub-urban roads.
iv)It should ensure uniformity in various characteristics for the database development.( like crust
composition, drainage condition, climate, rainfall )
Outer Ring Road is a road that runs around most of the perimeter of Bangalore. This road was
developed by Bangalore Development Authority and different sections were opened
progressively between 1996 to 2002.
This road connects all major highways around the city - Tumkur Road (NH 4), Bellary Road
(NH 7), Old Madras Road (NH 4), Hosur Road (NH 7), Bannerghatta Road, Kanakapura Road
(NH 209), Mysore Road (SH-17) and Magadi Road. It passes through major neighborhoods and
Page 6

suburbs
such
as
Hebbal(NH7),
Banaswadi,
Krishnarajapuram(NH4),
Marathahalli,
Madiwala(NH7), BTM Layout, JP Nagar, Banashankari, Kengeri, Bangalore University,

Nagarbhavi, Nandini Layout and Gokula.
For the study purpose we have selected Outer Ring Road from Goraguntepalya to CSB junction
via Hebbala(i.e., Ch 0.00 to 36.40km) and from Nayandanahalli Junction to Tumkur Junction
via Laggere( i.e., Ch 54.00 to 62.00km).
The reason for selecting this Outer Ring Road is that it connects major roads like National
Highways, State Highways and also passes through citys major roads. This Outer Ring Road
also carries major traffic and the IT, BT companies were concentrated more besides this road.
Also this road is connected to International Airport. So every time there is more traffic all along
this road which needs to be maintain properly to serve for long time.
Topographic survey was conducted at ORR-minor junctions and at grade separator locations
along ORR as a part of the study. Topographic survey was carried out to confirm the bearing,
levels and length/ distance of the existing road stretch. It was carried out with close traverse
system for horizontal control with GPS system and vertical traverse with GTS benchmarks. After
completion of traverse controls, additional detail topographic survey was carried out by the
consultants. Also existing road side features were mapped by them. Spot levels covering existing
road, shoulders and earthen embankment were taken by the consultants. This additional
topographic surveys were covered at following junctions- Hebbal, K.R.Puram, EMC square and
Ibblur.
From this study we can get the details of existing features of the Outer Ring Road study stretch.
Also the topographic map is shown in the Chapter 4.
3.2. Road inventory survey (visual observation)

It includes the field survey about the extent and severity of distress occurred in the selected study
stretch. And also the information about width of carriageway, drainage condition, number of
bridges, number of flyovers etc., is to be taken into account. The main aim of this step is to
collect as many as data required for the project. The inventory data includes the details like
Page 7

Name of road, category of road, carriageway and shoulder width, drainage conditions, surface
type and thickness, pavement layer details etc.
3.3. Collection of secondary data

From the BDA dept., which is the owner of this whole Outer Ring Road. we got some of the
details like thickness of each layer of the pavement, deflection value of the pavement,
maintenance work, overlay made details etc.,
a. Category of the road
The whole Outer Ring Road belongs to the Category of Arterial type, which connects various
National Highways, State Highways and other Urban roads.
b. Trench pit survey
Trench pit survey investigations was collected by the dept., to determine the depth of pavement
layers of main road and service road. Thickness of individual pavement layers i.e., surface
course, base course and sub base course layers were noted. This trench pit survey were carried
out at 0.5 to 1.0km staggered interval both on main road and service road. Soil samples were
collected to determine the laboratory CBR values and atterberg limits.
Based on trench pit survey following inferences can be made:
The thickness of the GSB layer provided for overall Outer Ring Road is 200mm.
The thickness of the WMM layer is 250mm for Main road of the ORR and it varies from
100 to 275 in case of service roads.
The thickness of DBM layer is 80mm and in some stretches overlay has been carried out
having the thickness 80mm.
The actual thickness of the BC layer is 40mm. But this layer is overlayed in all locations
of ORR by the thickness of 40mm.
Page 8
In most of the locations BC layer is overlaid for three times after the original construction
of this BC layer.
c. Benkelman Beam Deflection studies

Rebound Deflection survey was carried out by the consultants. We collected this survey data
from the Dept., in order to assess the residual strength of the existing pavement and also to
design the overlay thickness of pavement layers to be provided to withstand the future projected
traffic loading as per IRC 81:1997. Deflection measurements were taken on left and right wheel
path of left and right carriageways.
The studies were carried out by observing the initial, intermediate and final readings at each
deflection observation points. A standard truck with a rear axle load of 10500kg fitted with dual
tyres inflated to a pressure of 8kg/sq.cm was used for conducting rebound deflection studies on
the road pavement. The dual wheels of the truck wascentred above the selected points. In the
selected point, readings were taken at intervals of 0.00m, 2.70m, 9.00m.
Pavement temperature was measured at a depth of 40mm as per IRC. The subgrade soil samples
were collected from the wheel paths where deflection studies were conducted after digging and
removing the pavement materials upto the subgrade level, from a depth of 50cm. The subgrade
soil samples were subjected to test for the determination field moisture content and index
properties for soil classifications.
The procedure used for BBD studies as per IRC 81:1997 are as follows:
BBD of standard make complying with equipment specification as given in IRC 81:1997
was used for the study.
A standard truck with 10500kg fitted with dual tyre inflated to a pressure and load was
checked at-least twice in a days work.
Before starting the survey, BBD was calibrated to ensure proper working of dial gauges
as per procedure stated in cl 4.3.4 of IRC 81:1997.
Page 9
Deflection measurements was taken in accordance with CGRA procedure and relevant
data entered in accordance with format provided in IRC 81:1997.
The measurement points in the longitudinal direction (i.e., along traffic direction) was
taken at 50m interval on the wheel path for left wheel path (LWP), middle wheel
path(MWP) and right wheel path(RWP).
The measurement covered both carriageway left wheel path middle wheel path and right
wheel path for three lane road.
The measurement points was taken at 60cm from pavement edge excluding paved
shoulder.
Before commencement of survey, the points was marked on the road with paint for easy
identification. The dual wheels of the truck was centred, the BBD probe inserted
between the dual tyres on the test point. The dial gauge leg was adjusted so that the beam
was levelled using the spirit level.
The locking pin was removed from the beam and the legs adjusted so that the plunger of
the beam was in contact with the stem of dial gauge. The beam pivot arms was checked
for free movement and initial dial gauge reading noted.
The truck was moved slowly and stopped at a distance of 270cm and intermediate dial
gauge reading was recorded when the rate of recovery is less that 0.025mm per minute.
The truck moved further 9m away and the final gauge reading was recorded.
The pavement temperature was recorded at least once every hour inserting thermometer
in standard hole and filling with glycerol as per Cl4.4 of IRC 81:1997.
Plasticity Index, moisture content and soil type of subgrade was determined by preparing
a test pit at the shoulder and collecting subgrade soil sample and testing in accordance
with IS:2720
Based on BBD studies following inferences can be made:

Page 10

a. Deflection values are more at chainage 16 to17 (K.R.Puram to marathahalli),
chainage 31 to 32 (Sumanahalli to Tumkur) and chainage 57 to 58
(Nayandanahalli to Tumkur).
b. Chainages where the grade separator work going on in these places
deflection value is 98mm.
3.4. Traffic volume count survey

Traffic survey is to be carried out at the selected locations of the Outer Ring Road. This traffic
volume count survey is to be carried out only at the major junctions which requires
improvements. The selected study locations were Hebbal, Manyatha Tech park, EMC square,
Ibblur and Laggere Junctions.
a) Junction volume count
The junction volume count was conducted by the consultants for one day 24hr continuous
periods. From this survey we can get the information on turning movement characteristics (like
delay in traffic, infrastructure facilities, control of inflow traffic at the junction etc.,) in addition
to the variation in traffic and peak hour traffic. This junction volume count data can be used for
improving the signalization, land use, intersection design and traffic systems management. The
data were collected for every 15min interval throughout a day. The survey location selected for
the study are,
Ibblur Junction @ch 31.3km
EMC square @ch 22.0km
Motorised traffic
Two wheeler
Three wheeler
Tractor
Cars
Light commercial vehicles
Bus/ truck/ road rollers
Heavy trucks (3 to 6 axles)
Oversized vehicles (>7 axles)
Non motorised traffic

Bicycle
Cycle rikshaw
Animal drawn vehicle
Hand cart
Page 11

Based on Junction volume count survey, following inferences can be made.
1. At the Ibblur junction there is more traffic flow can be observed which shows that there is a
need for widening of the road.
2. At these junction points there is a need for special maintenance and improvement required.
b)Mid Block volume count
Mid Block volume count were conducted at various locations of the Outer Ring Road for one
day or three days continuous period. This type of volume count survey was carried out to get the
total number of vehicles moved and also to know the traffic volume on that road. The data
collected from theis type of volume count is useful in the design of pavement thickness.
The selected locations for the study were:
a.Manyatha Tech park
b.Marathahalli STP
c.Laggere
From these survey we can get the peak hour volume count. This value is to be used for the
determination of Annual Average Daily Traffic. This data is useful to know the present traffic and
number of vehicles moving along this ORR.
3.5. Pavement condition survey

Next step is to carry out the pavement condition survey which includes the physical
measurements of various performance indicators. They are cracking, patch work and pot hole
filling, ravelling, roughness, edge breaking, rutting etc.,
3.6 Roughness
Deviations of surface from true planar surface with characteristic dimensions that affect vehicle
dynamics, ride quality, dynamic of loads and drainage, expressed inthe International Roughness
Page 12

Index, IRI (m/km). Roughness can be measured either by using Fifth Wheel Bump Integrator or
by Roughometer 2 or 3.
IRI =0.0032 (UI)0.89Where,
IRI is in m/km or mm/km
For every 1 km we have to note down the Roughness values and to know the 1km stretch use
GPS to know the position where it will come in the field.
3.7 Pavement Deterioration Condition Analysis

Software HDM-4 includes relationship for modelling Road Deterioration (RD) and Road Works
Effects (WE). These are used for the purpose of predicting annual road condition and for
evaluating road work strategies.
Project analysis is to be carried out using HDM-4 software with various M&R strategies.
Procedure for project level pavement analysis are:i) Create the road project to be analyzed by giving a title and specifying the road to be analyzed.
ii) Define the project by specifying the following:
General information about the project
Road Network data, Pavement Condition data, Vehicle fleet data and Traffic Volume data.
Method of analysis.
Road sections to be analysed.
iii) Specify maintenance and improvement standards to be analyzed for each selected road
section. Set-up and run the analysis.
iv)Generate the reports and print the required outputs.
Page 13

Based on condition of the road, we have to select various Maintenance and Rehabilitation
(M&R) strategies. For the various alternative strategies, we have to refer Report of the
Committee on Norms for Maintenance of Roads in India [MoRT&H 2001].
3.8 Economic Analysis using HDM-4 software.

Highway Development and Management Tool (HDM-4) is also designed to make comparative
cost estimates and economic evaluations of different construction and maintenance options.
During project analysis, we have to compare various alternative strategies with the base
alternative. From the economic analysis we will get
NPV/cost ratio
Internal Rate of Return values.
The maximum value will shows the best alternative to keep the road in good condition. And also
it shows the economical option for maintenance of road about 10years period. Then the obtained
results are to be compared with actually required funds and Govt. Funding amount for M&R
works.
CHAPTER 3
FIELD STUDIES AND DATA COLLECTION

The data collected from the field studies are included in this chapter. Also various databases
needed to fulfil the requirement of inputs for HDM-4 are shown in the table format.
3.1 Key map of the study stretch

Page 14
Fig 4.1 CSB junction to Goraguntepalya Bus Stop(i.e., 36km)
3.2 Collection of secondary data

The main objective of the project is to study the condition of the pavement and to predict the
future condition of the pavement after considering the various alternative maintenance strategies.
So in order to predict the present condition we need some of the pavement evaluation details,
traffic growth rates, history of the pavement sections etc., These databases are collected from the
department., in order to develop the database for the Outer Ring Road. These databases are very
essential to carry out the life cycle cost analysis. Some of the databases we got from the
department is as shown in the table below.
Table 4.2.a Material characteristics details-From Gorguntepalya to Hebal Junction

ID Chainag
1
2
3
4
5
6
7
e
0
1
2
3
4
5
6
Soil type
Field MC
OMC
MDD
CBR values
SW
SW
SW
CL
CL
SW
SW
10.52
12.31
14.26
16.12
16.95
10.46
6.09
9.7
8.8
8.9
11.8
11.0
9.8
10.9
1.81
1.83
1.79
1.6
1.52
1.69
1.68
6.8
9.7
5.3
4.0
3.8
4.9
5.0
Page 15

8
7
CL
11.42
(Source: STUP consultants Pvt. Ltd.)
12.9
1.51
4.7
Table 4.2.b Benkelman Beam Deflection details- From Goragunte playa to Hebbal Junction
I
Chainag
Deflectio
Pavemen
Temp
Moisture
Correc
t temp
correctio
correctio
t mean v
deflect
0.33
0.40
0.31
0.07
0.09
0.04
deflect
0.47
0.59
0.39
0.35
0.35
0.39
0.40
0.35
0.13
0.13
0.11
0.11
0.11
0.62
0.60
0.61
0.61
0.56
1
0
0.32
29
2
1
0.20
29
3
2
0.32
29
4
3
5
3.3
0.12
29
6
4
0.24
29
7
5
0.24
29
8
6
0.20
28
9
7
0.12
28
n
-0.06
-0.06
-0.06
-0.06
-0.06
-0.06
-0.07
-0.08
n factor
1.01
1.01
1.01
Under pass
1.08
1.06
1.01
1.08
1.03
Stdde
Correc
char
Based on the obtained deflection values we can design the overlay thickness to the section from
Goragunte playa to Hebbala junction.
Table 4.2.c Roughness value details- From Goragunte playa to Hebbala junction
ID
Chainag
Avg
Avg IRI
e
UI(mm)
1
0 to 1
2219
3.08
2
1 to 2
3405
4.51
3
2 to 3
2969
3.99
4
3 to 4
2910
3.92
5
4 to 5
2207
3.06
6
5 to 6
2428
3.33
7
6 to 7
1883
2.66
Landmark
Remark
Goragunte playa
Rail track, more value
BEL circle
Kuvempu circle
Hebbala junction
4.3 Details collected from the field survey
Page 16

In order to collect the present pavement condition in terms of severity and extent, we carried out
distress survey. In this distress survey we moved all along the pavement section and physically
measured the length and width of the distresses like cracks, potholes, ravels, rutting, edge breaks,
settlements, streaks etc., Also along with the measurements we have taken the GPS reading to
find out the position of distress. Then also collected the photographs of the distresses to present
those distresses in the maps. We are now thinking to attach those photographs to the google maps
based on their GPS readings.
Table 4.3.1 Details from Pavement condition survey- From Goragunte playa to Hebbal
SI
1
2
3
4
5
6
Chainage
Avg
0 to 1.1
1.1 to 2.3
2.3 to 3.6
3.6 to 4.2
4.2 to 5.4
5.4 to 6.7
(%)
0.57
0.07
1.91
0.47
0.47
1.67
crack Avgpatch(%) Pothole

5.50
0.00
0.33
0.42
0.42
0.00
0.10
0.12
0.12
0.02
0.02
0.00
Ravel
7.2
8.2
0
0
1.5
1.5
Rut
10
15
14
18
12
16
Landmar
k
GGPalya
MES stop
BEL stop
Hebbal
4.4Data needed to run HDM-4

Following are various tables showing the database necessary to carry out the life cycle cost
analysis. These details include road network data, vehicle fleet details, configuration details etc.,
Now we can see the details and their importance to include in the software.
Road network details

One of the major information required to run the HDM-4 includes road basic data, geometrics of
the road section, road condition details and history of the road section. These details are needed
to find out the actual surface of the pavement section. Following table shows the database
included in the software HDM-4. These details are collected from the various secondary sources
and primary sources.
Table 4.4.1.a Road basic and geometric details of selected sections

ID
Road sections basic details
Road sections geometric details
Page 17
Lanes
Width(m)
Length(km)
Drainage type
Speed limit(kmph)
Super elevation(%)
Hor curve(deg/km)
No. of rise+fall/km
Rise+fall(m/km)
AADT year
NMT traffic
MT traffic
Shoulder width(m)
Pavement type
Climatic zone
Road class
Traffic flow pattern
Speed flow type
AR
OR
Tr
1.0
3750
42
2014
10
15
40
Li
AR
OR
Tr
1.0
3426
45
2014
10
15
40
Li
AR
OR
Tr
1.5
3850
56
2014
10
15
40
Li
9.8
AR
OR
Tr
1.5
3950
55
2014
10
15
40
Li
9.8
AR
OR
Tr
1.5
5032
55
2014
10
15
40
Li
9.8
AR
OR
Tr
1.5
5151
49
2014
10
15
40
Li
9.8
AR
OR
Tr
1.5
6023
25
2014
10
15
40
Li
9.8
Table 4.4.1.b Road condition and inventory details of some typical sections
Last rehab year
Last surface year
Last prevent year
Base thickess(mm)
0.04
AC
40
80
2002
1996
2010
2012
150
15
4
201
3.06
0.46
15
15
AC
40
80
2002
1996
2010
2012
150
15
4
201
3.92
0.47
10
15
AC
40
80
2002
1996
2010
2012
150
15
4
201
3.99
1.91
15
0.5
10
AC
40
80
2002
1996
2010
2012
150
15
4
201
2.66
1.61
15
15
AC
40
80
2002
1996
2010
2012
150
15
Page 18
thickness(mm)
Material type
Resil. Mod(GPa)
Last const year
Prev surf thick(mm)
0.57
Currentsurface
3.08
Drainage condition
Texture depth(mm)
201
Rut depth(mm)
Edge break(m2/km)
Potholes(no./km)
Ravelled area(%)
Total crack area(%)
Road history
Roughness(m/km)
Road condition details

Condition year

6
201
3.33
0.47
15
15
AC
40
80
2002
1996
2010
2012
150
15
4
201
4.51
0.07
0.5
10
AC
40
80
2002
1996
2010
2012
150
15
Vehicle fleet details

It i0.5ncludes the collection of various motorised and non-motorised vehicles details. Some of
the ba1sic and economic details should be added to the HDM-4 software mainly to calculate the
road us1er cost(RUC), vehicle operation cost(VOC), maintenance costs etc., Following table
shows th0.5e various vehicles basic and economic details. These details are not accurate but still
valid information we have included in the software HDM-4. The details are collected from the
various secondary sources using internet and other sources.
Table 4.4.2.a Motorised vehicle fleet basic details

Name
Motor
Car
Car
LCV
BUS
Heavy
RTV
Tractor
Auto
Base type
cycle
Motor
NT
Small
OT
Large
Light
Medium
truck
Arti-
Light
Light
Motor
cycle
car
car
goods
bus
culated
bus
goods
cycle
PCSE
No. of wheels
No. of axles
Tyre type
0.5
2
2
Bias
1
4
2
Radial
1
4
2
Radial
1.5
4
2
Bias
1.5
4
2
Bias ply
trucks
1.5
8
5
Bias ply
2
4
2
Bias
1
8
4
Bias
1.5
3
2
Bias
Tyre base
ply
1.3
ply
1.3
ply
1.3
ply
1.3
1.3
1.3
ply
1.3
ply
1.3
ply
1.3
recaps
Tyre
15
15
15
12
20
25
15
15
15
retreadcost(%)
Annual km
Annual
work
10,787
300
32,077
1200
32,011
1200
41,831
1800
90,000
2250
99000
2200
60,000
2000
15,000
2000
45,000
2000
hours
Avg life(years)
Private use(%)
Passengers
10
100
1
10
100
2
10
100
3
9
0
0
8
0
40
10
0
0
9
0
20
8
0
0
6
0
3
Page 19

Work
related
75
75
75
75
100
75
75
trips(%)
ESALF
Oper. Weight in
0
0.2
0
1.35
0
1.59
0.02
7
0.78
9.2
6.77
32
0.02
7
0.02
7
0
0.6
tonnes
Table 4.4.2.b Non-motorised vehicle types

Name
Base type
Wheel
Wheels
Cycle
Bicycle
type
Pneumatic
Cart
Cart
Wooden
Rick
Rickshaw
Pneumatic
Dia
Oper. Wt
Play
Avg
Work
Annual
Passen
0.7
100
load(kg)
35
life
10
hours
150
km
2500
gers
1
1.0
1200
900
1300
4000
0.7
300
235
500
7200
Table 4.4.2.c Motorized vehicle fleet economic cost details
Base type
Motor
Car NT
Car
LCV
Bus
Heavy
RTV
Tract
Auto
cycle
Motor
Small
OT
Large
Light
Medium
truck
Articulate
Ligh
or
Light
Motor cycle
cycle
car
car
Goods
Bus
Truck
t Bus
good
s
New
25226
313582
2609
383386
623899
756460
3000
2000
78470
377
1315
95
1312
2332
5440
6632
00
2332
00
2332
377
tyre
Fuel
18
18
15
12
12
12
12
12
15
Lubr. Oil
60
60
60
60
60
60
60
60
60
Mainten.
15
30
30
30
30
30
30
30
25
labour
Crew
27
105
54
67
27
wages/hr
Annual
Interest
Passenger
19
39
30
24
24
24
10
vehicle
Replace
Work
Time/hr
Passenger
Non-work
time/hr
Page 20

Cargo
20
holding/hr
Table 4.4.2.d Non-Motorized vehicle fleet economic cost details
Cycle
Cart
Rickshaw
Base type
Purchase
Crew
Passenger
Cargo
Energy
Annual
Bicycle
Animal cart
Rickshaw
cost
1200
25000
4000
wages/hr
0
15
1
time/hr
0
0
15
holding
0
0
0
(per MJ)
0
0
0
Int(%)
9
9
9
Configuration details for HDM-4

This is one of the needed file to suite the factors for that particular area and location. It includes
the details like traffic flow pattern, climatic condition of the area and speed flow type. If we
accurately provide the details then the software matches according to the condition and
calibrates itself to match to that condition. Following are the values given to match the pavement
located area and its climatic details.
Table 4.4.3.a Traffic flow pattern on ring road
Period
Period 1
Period 2
Period 3
Period 4
Time
8.00 to 13.00
13.00 to 17.00
17.00 to 22.00
22.00 to 8.00
Hours per year

3750
2483
3457
2860
% of AADT
29.88
19.78
27.54
22.78
Table 4.4.3.b Climatic condition

Moisture classification
Moisture Index
Duration of Dry Season
Mean monthly precipitation
Temperature classification
Mean temperature
Average temperature range
Days T>24deg. C
semi arid
-40
0.33
90
Tropical
above 18deg C
5deg C
45
Page 21

Freeze Index
Percent of time Driven on snow covered roads
Percent of time Driven on water covered roads
0
0
30
Table 4.4.3.c Speed flow details

Capacity
Road type
Ultimate
capacity(PCSE/lane/h)
Free flow capacity
Normal capacity
Jam speed(km/hr)
Accident Rate(in number per 100 million veh Fatal
Injury
km)
Damage
annaxr
Speed related
Desired speed multification
factor
Calib factor
2L & 3L
2400
0.2
0.8
25
10
40
10
0.7m/s2
1
1
4.4.4 Type of maintenance activity applied to the present study

Various maintenance activities can be selected based on the present condition of the pavement.
For the present work we added maintenance work as the routine maintenance, preventive
maintenance, thin overlay, thick overlay and strengthening and overlay. In addition to this
maintenance activity we added the improvement work as lane addition. If there is an increase in
the traffic growth rate then this improvement programme can be recommend to the present
pavement condition.Following table shows the maintenance activity and intervention criteria
along with unit cost for the particular type of maintenance activity (ref. KPWD schedule of rates,
2013-14).
Page 22
4.4.5 Work standard details

Type of maintenance
Intervention criteria
Work item
Treatment
2
OR improvement
activity
Routine maintenance
Rs/m area
Potholes>=4 No.s
Crack area>= 3%
Every year
IRI>=6.0
Patch work
Crack repair
Drainage cleaning
Microsurfacing
Thin overlay
Thick overlay
Strengthening and
IRI>=6.0
IRI>=6.0
IRI>=6.0
12kg/m2
30mm BC
40mm BC
75mm BC
rehabilitation
Lane addition
Volume/capacity >=0.8
Lane addition by 3.0m 4000
Preventive maintenance
width
4.4.6 Maintenance alternatives

Alternative
Type of maintenance
Work item
OR improvement
Base Alternative
activity
Routine maintenance
Patch work
Crack repair
Alternative 1
Alternative 2
Alternative 3
Alternative 4
Alternative 5
Preventive maintenance
Drainage cleaning
Microsurfacing @
Thin overlay
Thick overlay
Strengthen & overlay
Lane Addition
12kg/m2
30mm BC
40mm BC
75mm BC
3.0m wide lane,
Volume/capacity >=0.8
CHAPTER 5
Page 23
125
110
140
80
140
150
250
cost
PAVEMENT DETERIORATION ANALYSIS

5.1 Development of Pavement Condition Index
The pavement condition is functionally evaluated by determining the Pavement Condition
Index(PCI) based on the deduct values. Deduct values are values that represent the condition of
theexisting pavement, i.e. the amount of distress that a present pavement has undergone. Serves
asa type of weighting factor that indicates the size of the effect that the particular distress type
hason the pavement condition.
Pavement condition index is one of the method of indicating the deterioration rate in terms of
severity and extent ratings. The present study also made PCI development in order to compare
with the software generated rating to the pavement sections. Following table shows the distress
survey details.
Following formula shows how to calculate the area of crack, patch work, ravelling in percentage.
Area of crack (%)= [Area of crack(L*W) / Total area of pavement (L*W)] * 100
Area of patch work (%)= [Area of crack(L*W) / Total area of pavement (L*W)] * 100
Area of ravelling (%)= [Area of crack(L*W) / Total area of pavement (L*W)] * 100
Table 5.1.a Pavement distress survey details- From GGPalya to Hebala Junction
SI
Segment
Avg crack % Avgpatch(%)
Pothole
(No./km)
1
0 to 1.1
0.57
5.50
0.10
2
1.1 to 2.3 0.07
0.00
0.12
3
2.3 to 3.6 1.91
0.33
0.12
4
3.6 to 4.2 0.47
0.42
0.02
5
4.2 to 5.4 0.47
0.42
0.02
6
5.4 to 6.7 1.67
0.00
0.00
The above table shows the various types of distresses on
Ravel %
Rut in Landmark
mm
7.2
10
8.2
15
0
14
0
18
1.5
12
1.5
16
the flexible pavement
GGPalya
MES stop
BEL stop
Hebbal
in terms of
percentage of cracks out of total area of the pavement section, rutting in terms of average mm per
km. And ravelling in terms of area of weared surface out of total area of the pavement section.
Page 24

Cracking
Severity
L=Light Cracking
Fine, longitudinal hairline cracks running parallel to each other with no, or only a few
interconnecting cracks.
M=Medium Cracking
Further development of light alligator cracks into a pattern or network of cracks that may be
lightly spalled
H=Heavy Cracking
Network or pattern cracking has progressed so that the pieces are well defined and spalled at the
edges, some of the pieces may rock under the traffic.
Density
L-
Low Density
M Medium Density
H-
High Density
Percentage of Area between 0-10%

Percentage of Area between 10-20%
Percentage of Area between >20%
Patching
Severity
L - Low Severity= Patch is in good condition and satisfactory. Ride quality is rated as low
severity or better
M Medium Severity= Patching is moderately deteriorated, or ride quality is rated as medium
severity, or both
H - High Severity= Patching is badly deteriorated, or ride quality is rated as high severity, or
both, needs replacement soon.
Rut Depth
SeverityL - Low Severity= Rut Depth between 6mm to 13mm
Severity= Rut Depth between 13mm to 25mm
between >25mm
Density
L - Low Density= Percentage of Area between 0-10%
M Medium Density= Percentage of Area between 10-20%
Page 25
H-
M - Medium
High Severity= Rut Depth

H - High Density= Percentage of Area between >20%
Table 5.1.b Severity and extent of distress- From Goraguntepalya to Hebbala
SI
1
2
3
4
5
6
Chainage
0 to 1.1
1.1 to 2.3
2.3 to 3.6
3.6 to 4.2
4.2 to 5.4
5.4 to 6.7
Avgcrack(%)
M
L
H
L
L
H
Avgpatch(%) Pothole
H
L
M
M
M
L
M
M
M
L
L
L
Page 26
Ravel
H
H
L
L
M
M
Rut(mm)
L
M
L
H
L
H
Landmar
k
GGPalya
MES stop
BEL stop
Hebbal
Table 5.1.c Calculated PCI From Goragunte playa to Hebbala

Id
1
2
3
4
5
6
Segment
0 to 1.1
1.1 to 2.3
2.3 to 3.6
3.6 to 4.2
4.2 to 5.4
5.4 to 6.7
Crack DV
16
6
38
6
6
33
Patch D V
38
4
7
7
8
3
Total D V
54
10
45
13
14
36
Page 27
Corrected D V
36
10
30
11
12
20
PCI
64
90
70
89
88
80
(Ref: Modern Pavement Management, Ralph Haas, pg no. 152)
5.3 Pavement condition analysis by using HDM-4

A Project is defined as several road works, or more than one road section, grouped together in
one contract. Project title, road network, or vehicle fleet information can create a project. Work
standards, general traffic composition and growth rate, extra benefits, and costs must be specified
to start a project analysis. Project analysis predicts pavement conditions and costs during a userspecified time period. The costs include capital investment, road maintenance works, and vehicle
operation costs. Accident costs and emission costs may also be included (Kerali, 2000). All road
Page 28

agency costs in this research are financial, which exclude the costs of overhead, taxes, project
engineering, and safety from the total road work economic costs.
5.3.1 Methods of analysis

Options for analyzing investment are provided by section or project. In analysis by section,
economic indicators (such as NPV and IRR) are calculated individually for each section
alternative; Thenanalysis by project will group alternatives to perform an economic analysis, and
a base alternative is compared for each project alternative to give annual total economic
indicators.
5.3.2 Reports generated

The goal of project level analysis is to identify the most cost-effective solutions by comparing
several project alternatives. HDM-4 project level analysis can generate thefollowing types of
reports:
traffic condition forecasting, which includes AADT, traffic volume, and volume/capacity ratio
road deterioration condition prediction, which includes roughness, pavement distress
conditions, and roadwork lists
road-user cost estimation, which includes an accident-rate summary, cargo holding hours, crew
hours, fuel consumption, labor hours, lubricant hours, overhead costs, parts consumption, vehicle
speed
environmental effects
comparison of the project alternatives
input data, which can be used for checking and review.
5.4 Traffic condition forecasting

Page 29
8000
AADT (vehicles/day)
7500
GGP TO RAIL
HEBLB TO HEBLJ
KVM TO HEBLB
MSR TO KVMP
NURS T JNCTN
NURS TO LAKE
RAIL TO MSR
7000
6500
6000
5500
5000
4500
4000
2023
2022
2021
2020
2019
2018
2017
2016
2015
3000
2014
3500
Year
From the above graphs we can observe that no effect on the motor vehicles growth rate. This is
because there is a normal growth rate of motor vehicles. And from the graph we can see that
there is a rapid growth rate of motor vehicles near the Hebbal Junction. This is due to the passing
of NH-7(Bellary-Hyderabad). And also the presence of various IT, BT companies and Airport
road will connect through this junction. So from these observations we can predict that there may
be rapid increase in traffic growth rate near the Hebbal junction. And the any alternative
maintenance activities will not affect the traffic growth rate from GGPalya to Hebala junction.
4600
AADT (v ehicles/day)
4500
Alternativ e 1
Alternativ e 2
Alternativ e 3
Alternativ e 4
Alternativ e 5
Base Alternativ e
4400
4300
4200
4100
4000
2023
2022
2021
2020
2019
2018
2017
2016
2015
3800
2014
3900
Year
From the AADT year by section we can say that there is no or very less effect on the traffic
growth for the any section considered for the matter of traffic growth is considered. Here from
Page 30

the graph we can say that there is constant increase in AADT(veh/day) value every year and this
growth will not affect any alternative maintenance as we observed above.
5.5 Road deterioration condition prediction

a) Average roughness
Average Roughness (IRIav) for each Project

(weighted by section length)
16
Altenative 2
Alternative 1
Alternative 2
Alternative 3
Alternative 4
Alternative 5
Base Alternative
14
IRIav (m /k m )
12
10
8
6
4
2023
2022
2021
2020
2019
2018
2016
2015
2014
2017
Year
From the above graph we can observe that alternative 4 is the best maintenance strategy which
will serve for long time without need of any other alternative maintenance treatment. Other than
that alternative maintenance treatment is that Base alternative which includes crack repairs, patch
works and drainage cleaning every year is the suitable alternative measure compared to
alternative 1,2,3 and 5.
Alternativ e-1
Alternativ e-2
Alternativ e-3
Alternativ e-4
Alternativ e-5
Base Alternativ ee
6
5
4
3
Year
Page 31
2023
2022
2021
2020
2019
2018
2017
2016
2015
2014
Av erage Roughness (m/km)

From the above average roughness value we can observe that there both base alternative and
alternative 4 can be the better option to carry out maintenance activity for the whole outer ring
roads section i.e., from Goraguntepalya to Hebbal junction.
b) Crack progression
Alternative 1, 2, 3 and 5
Progression of Cracking over time

(after works values)
100
90
@Total Area of
Cracking
(ACRA)
% Cracking
80
70
60
50
40
30
20
2023
2022
2021
2020
2019
2018
2017
2016
2015
2014
10
Year
The graph is plotted by taking year on X-axis and crack percentage on Y-axis. The above graphs
shows the progress of percentage of crack area. All the alternatives except 4 and base alternative
have the same effect on the progress of crack value over a period of time. So this should be
avoided by adding some other suitable alternatives.
Alternative 4
Page 32

100
90
@Total Area of
Cracking
(ACRA)
80
% Cracking
70
60
50
40
30
20
2023
2022
2021
2020
2019
2018
2017
2016
2015
2014
10
Year
Above graph shows that alternative 4 will reduces all the percentage of cracks for a long period
of time. Actually there is a less percentage of crack is there in the pavement sections. But it will
increases over a period of time. In order to avoid this progress we have to apply some alternative
maintenance strategy that is strengthening and rehabilitation work.
Base alternative
100
90
@Total Area of
Cracking
(ACRA)
80
% Cracking
70
60
50
40
30
20
2023
2022
2021
2020
2019
2018
2017
2016
2015
2014
10
Year
Here in the above graph alternative 4 is the best option to keep the crack projection at minimum
level. And also we can see that both alternative and base alternative are to be implemented as a
maintenance activity. So that we can manage the pavement for long period of time. Also we can
say that both base alternative and any one of the above alternative is to be considered for the
Page 33

maintenance activity. Crack progression is rapidly increases if we do not take care of the early
maintenance. This is applicable only to the section 1.
c) Progress of damaged surface area
Progression of Damaged Surface Area over time
(after works v alues)
100
Surface Damage (%)
90
@Total Area of
Cracking (ACRAaw)
@Area of Potholing
(APOTaw)
@Area of Edge Break
(AVEBaw)
@Area of Ravelling
(ARVaw)
@Total Damaged
Surface Area (ADA...
80
70
60
50
40
30
20
2023
2022
2021
2020
2019
2018
2017
2016
2015
2014
10
Year
The above graph represents the percentage of surface damage for a given period of time about 10
years. Even after the alternative work carried. From the above graph we can say that all the
alternative except alternative 4 and Base alternative have same surface damage percentages.
Alternative 4
100
Surface Damage (%)
90
@Total Area of
Cracking (ACRAaw)
@Area of Potholing
(APOTaw)
@Area of Edge Break
(AVEBaw)
@Area of Ravelling
(ARVaw)
@Total Damaged
80
70
60
50
40
30
20
2023
2022
2021
2020
2019
2018
2017
2016
2015
2014
10
Year
This is one of the suitable alternative among all other alternative maintenance strategies. By
applying the alternative 4 that is strengthening and rehabilitation work. We can achieve better life
of the pavement section. This will reduces all the distresses rapidly and keeps minimum distress
over a period of time. This alternative is to be provided along with the base alternative. Then
Page 34

only the maintenance work can be effectively worked out otherwise alternative only 4 will not be
effective.
Base Alternative

100
Surface Damage (%)
90
@Total Area of
Cracking (ACRAaw)
@Area of Potholing
(APOTaw)
@Area of Edge Break
(AVEBaw)
@Area of Ravelling
(ARVaw)
@Total Damaged
80
70
60
50
40
30
20
2023
2022
2021
2020
2019
2018
2017
2016
2015
2014
10
Year
This graph is also same as that of above showing the variation in the surface damage percentage
value. But the ravelling area is more for the various sections. It should be avoided by applying
only the alternative 4 along with the base alternative.
Page 35
Roughness (m /km )
4.5
LN_01
LN_02
LN_03
LN_04
LN_05
LN_06
LN_07
4
3.5
3
2.5
Year
2023
2022
2021
2020
2019
2018
2017
2016
2015
1.5
2014
he above graph shows the roughness value for the various sections of the pavement. The graph is
drawn by considering roughness value versus year for the various link Ids. But for the link 1
there is increase in roughness value. Because for this section we have not given the alternative
maintenance strategy. So the roughness value has increased from origin value to the maximum
extent.
Page 36
CHAPTER 6
ECONOMIC ANALYSIS
6.1 Program level analysis
The program level analysis selects a combination of treatments for sections by optimizing an
objective function under budget constraints. It generates the same type of reports as project level
analysis, such as traffic reports, pavement distress conditions, works effects, road-user effects,
and costs. Furthermore, it compares outputs by different categories under constrained budgets or
optimized conditions. The reports generated in program level analysis are (Kerali, 2000a):
optimum section alternatives for varying levels of budgets
a pavement surface condition summary by link ID (state route number) or road class (interstate,
major collector, minor arterial, or principal arterial)
average roughness (weighted by section length) by link ID, pavement surface, or road class
average speed by link ID, pavement surface, or road class
volume/capacity ratio by link ID, pavement surface, or road class
Page 37

work programs optimized or unconstrained by section or by year.
To demonstrate the functions, all I-5 flexible pavements, 141 sections and 872.73 lane miles
were analyzed in program level. Table 46 lists the traffic composition and growth rates.
6.2 Analysis by section

Analyses, individual, each of the road sections that makes up the project. Several alternatives can
be defined for each sections. All other alternatives will be compared with one alternate designed
as base case. Economic Indicator will be compared for each road section.(for example NPV, IRR,
BCR and FYB). The table 6.1 shows various pavement section and provided alternative
maintenance strategies along with the Net Present Value.
Table 6.2 Section alternative section details

Section Alternatives
Segment
Details
NPV
1
Section 1
ORR4,5,6
Section 2
RM
ORRRM
1, 3
Section 3
ORR-2
RM
Micro
Thin
surface
Overlay
Micro
Thin
Strengthen&
surface
overlay
rehabilitation
Micro
Thin
surface
overlay
6.3 Analysis by project

Page 38
5
1.34
Lane addition
Widening
2.65
S&R
1.2

Analyses road section together as a package by considering project alternatives as the basis unit
for performing economic analysis. First, the annual cost and benefits are summed over all the
section alternatives within each project alternative to give early totals. Economic indicators are
then calculated for each project alternative by comparison against a base year alternatives.
Table 6.2 Project alternative section details
Road
Project Alternatives
Section
Section 1
RM
Section 2
RM
Section 3
RM
Proj NPV
Micro
Thin
surface
overlay
Micro
Thin
Strengthen
surface
overlay
Rehabilitation
Micro
Thin
Strengthen
surface
overlay
Rehabilitation
2.85
3.08
4.72
&
&
Widening
Lane Addition
3.85
6.4 Optimum section alternatives

Section
Initial
Alternative
Avg IRI
Discounted Capital Costs
Net Present Value
AADT
0 to 1
4583
Base Alternative
3.32
0.00
0.00
6 to 7
5435
Alternative 4
1.80
5.68
1.47
3 to 4
4440
Alternative 4
1.98
5.68
2.13
2 to 3
4321
Alternative 4
2.00
5.68
1.20
5 to 6
7016
Alternative 4
1.71
5.68
1.33
Page 39

4 to 5
5786
Alternative 4
1.85
5.68
1.24
1 to 2
3751
Alternative 4
2.09
4.06
3.17
2.11
32.46
10.54
Optimum section alternative means for a particular section suitable maintenance activity is to be
selected based on economic analysis. Also NPV will shows which section will gives maximum
benefit among various pavement sections considered.
Page 40
CHAPTER 7
CONCLUSION
1) Maintenance strategy can be best judged based on economic analysis.
2) HDM-4 is used for developing the PMS.
3) The study demonstrated, that use of HDM-4 will provide required management information if
carefully adopted.
4) Use of HDM-4 showed better result than PCI rating scale.
5) For the present section, Strengthening and rehabilitation is better choice compared to other
alternatives.
Page 41
Scope for further studies

1) The present development of pavement management system can be used and continued for
further stretches.
2) The use of HDM-4 can be used as a supporting tool to make planning and programming of the
maintenance activities.
3) New technologies like use of GIS for mapping and programming of pavement condition can
be adopted.
Page 42
References
1) SanjivAgarwal, Prof.S.S.Jain and Dr.M.Parida(2004) Development of pavement management
system for Indian national highway network IRC publication, paper 502,pp 271-326.
2) R.Sudhakar(2009) Pavement maintenance management system for urban roads using HDM4 IGS Chennai Chapter, student paper competition 2009.
3) GeethuSaji, Sreelatha T and B.G Sreedevi(2013) A study on pavement performance and
overlay design using HDM-4 IJIRSET, Vol. 2, Issue 8, August 2013.
4) S.S.Naidu, Dr.P.K.Nanda et al.,(2003) Pavement maintenance management system for urban
roads using software HDM-4 a case study Indian Road Congress, Vol.66.3, pp 641-669.
5) Kunal Jain, Sukhvir Singh Jain et al.,(2013) Selection of optimum maintenance and
rehabilitation strategy for multilane highways IJTTE, 2013.
6) Maher Abdel Fatah Al-Hallaq (2004) Development of a Pavement Maintenance Management
System for Gaza City thesis report, Jan 2006.
7) Indian Road Congress(1993) Manual on economic evaluation of highway projects in India,
IRC:SP 30, New Delhi.
Page 43
Acknowledgement
Thanks to my Guide Prof.T.G.Sitharam, Dr.Venkat Chilukuri , and
Dr.Krishnamurthy.
Also I am grateful to Dr.Gururaja for providing video camera with GPS and
B.D.A. members for providing the data required for the project work
prepared by the STUP consultants.
Page 44

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HDM-4 Training Manual

PAVEMENT MAINTENANCE MANAGEMENT SYSTEM FOR

HDM-4 Training Manual

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1.2 Brief description about HDM-4

of road network performance.

Table 1.1 HDM-4 input files

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will be basis for the analysis.

operating on the road network being analyzed.

1.3 Need for present study

1.8 Objective of the present study

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HDM-4 Training Manual

Methodology adopted for the study

3.1Selection of study stretch and define the area of study stretch.

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Madiwala(NH7), BTM Layout, JP Nagar, Banashankari, Kengeri, Bangalore University,

3.2. Road inventory survey (visual observation)

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3.3. Collection of secondary data

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c. Benkelman Beam Deflection studies

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Based on BBD studies following inferences can be made:

HDM-4 Training Manual

3.4. Traffic volume count survey

Ibblur Junction @ch 31.3km

EMC square @ch 22.0km

Non motorised traffic

HDM-4 Training Manual

3.5. Pavement condition survey

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3.7 Pavement Deterioration Condition Analysis

Road sections to be analysed.

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3.8 Economic Analysis using HDM-4 software.

Internal Rate of Return values.

FIELD STUDIES AND DATA COLLECTION

3.1 Key map of the study stretch

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Fig 4.1 CSB junction to Goraguntepalya Bus Stop(i.e., 36km)

3.2 Collection of secondary data

Table 4.2.a Material characteristics details-From Gorguntepalya to Hebal Junction

HDM-4 Training Manual

4.3 Details collected from the field survey

HDM-4 Training Manual

crack Avgpatch(%) Pothole

4.4Data needed to run HDM-4

Road network details

Table 4.4.1.a Road basic and geometric details of selected sections

Road sections basic details

Road sections geometric details

Traffic flow pattern

Speed flow type

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Last surface year

Last prevent year

Last const year

Prev surf thick(mm)

Total crack area(%)

Road condition details

HDM-4 Training Manual

Vehicle fleet details