Road Asset Management: Evolution and Techniques
Road Asset Management: Evolution and Techniques
Road Asset Management: Evolution and Techniques
TECHNIQUES
A THESIS SUBMITTED IN PARTIAL FULFILLMENT
OF THE REQUIREMENTS FOR THE DEGREE OF
Bachelor of Technology
in
Civil Engineering
By
Prof. P. K. Bhuyan
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National Institute of Technology
Rourkela
CERTIFICATE
This is to certify that the thesis entitled, “ASSET MANAGEMENT OF ROADS; EVOLUTION &
TECHNIQUES” submitted by RAJESWARI BHOLA in partial fulfillments for the requirements for the
Rourkela is an authentic work carried out by him under my supervision and guidance. To the best of my
knowledge, the matter embodied in this report has not been submitted to any other University / Institute for
Rourkela – 769008
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ACKNOWLEDGEMENT
The satisfaction and euphoria on the successful completion of any task would be incomplete without the
mention of the people who made it possible whose constant guidance and encouragement crowned out effort
with success.
I am grateful to the Dept. of Civil Engineering, NIT Rourkela, for giving me the opportunity to execute this
project, which is an integral part of the curriculum in B.Tech programme at the National Institute of
Technology, Rourkela.
I would like to take this opportunity to express heartfelt gratitude for my project guide Dr. P.K.Bhuyan, who
provided me with valuable inputs at the critical stages of this project execution. My special thanks are due to
Prof. N.Roy, Head of the Civil Engineering Department, for all the facilities provided to successfully
complete this work. I am also very thankful to all the faculty members of the department for their constant
Submitting this thesis would have been a herculean job, without the constant help, encouragement, support
and suggestions from my friends and seniors, especially Sonal Gumansingh and Pawan Kumar Chamling
Last but not the least I would like to thank my parents, who taught me the value of hard work by their own
example. I would like to share this bit of happiness with my mother and father. They rendered me enormous
Date:
Rajeswari Bhola
Roll No:-110CE0037
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ABSTRACT
The road network is one of the largest assets of the country and is mostly government owned. The agencies
employed for the transport infrastructure must maintain, operate, improve, replace and preserve this asset. At
the same time, the financial and human resources needed to achieve the performance goals of the road network
must be managed carefully. All of this is accomplished under the public who pay for this part of the transport
system, are regular users of the asset. There is an increasingly demand for improved levels of quality, in terms
of safety, reliability and comfort, from the road network. For this, governments are placing greater pressures
on road administrations to improve the efficiency , accountability and the management of the community’s
asset. Asset management basicallly means a systematic process of maintaining, upgrading and operating
assets, combining engineering principles and theories, and providing tools to facilitate a more organised and
flexible approach for making the decisions necessary to achieve the public’s expectations.
I have taken a portion of Rourkela road for my project work. I hav analysed it using QGIS . I have taken 33
points under observation. According I got the coordinate datas and from there I found curve datas and found
out super elevation, coefficient of friction, traffic flow value , ESWL value. Accordingly I got the values of
each of these components and analysed it. I found the basic reason behind the failure of roads which is mainly
due to repeated applicaton of heavy loads and we can find the alternate routes for movement of heavy vehicles
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CONTENTS
Chapter1 INTRODUCTION……………………………………..…..……..8
Chapter2 LITERATURE REVIEW……………………………………..…9
2.1) OBJECTIVE…………………………………………….….…….9
2.2)STUDY AREA……………………………………...……...……..9
2.2.1) TREATMENT LENGTH………………………………10
2.2.2) LIFE CYCLE COST ANALYSIS……………………..10
2.2.3) INPUTS GIVEN………………………………………..11
2.3) ASSET CONDITION……………………………….…….…….11
2.4)PREDICTION OF FAILURE MODES…………………….……12
2.4.1) OPTIMISATION OPTIONS………………………….12
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REFERENCES……………..………………..….…………40
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Chapter 1 : INTRODUCTION
Management of the road asset involves the application of engineering and management practices
to optimise the type of service outcome for the most cost-effective financial input. The function
of the asset manager is to optimise investment and outcomes within the constraints of finance,
service type and resources. Taking only the pavement and surfacing assets into consideration, the
needed to carry out some form of needs-assessment or review against expected pre-
treatmentservice level, and make adjustments based on real performance. The objective is to
assessment and its management are essential road asset management considerations.The outcomes
of the Forward Works Programme need to be reviewed in terms of future possible risk, and equally,
risk should be considered at the individual treatment level. It is entirely appropriate to review
individual treatments based on risk disclosed at the design or construction stage that is not
appreciated at the planning stage. Therefore maintainance is essential between design, construction
example, unexpected soft pavements or other factors may be detected that may affect long-term
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Chaper 2 : LITERATURE REVIEW
2.1 Objective- In most countries, the road network constitutes one of the largest assets and is
most government owned. The employees responsible for the transport infrastructure must
maintain, operate, improve, replace and preserve this asset. Asset management basically means “A
principles with theories, and providing tools to facilitate a more organised and flexible approach
for making the decisions necessary to achieve the public’s expectations”. Moreover, governments
are placing greater pressures on road administrations to improve the efficiency and management
of the road asset. It is for these reasons that that many governments are planning how they can
implement the concept of asset management in the road sector.The main objective is to analyse
the asset system management for urban road infrastructure using GIS. The objective is to simply
apply the right treatment at the proper time to achieve the expected level of service.
2.2 Study Area- Procedures that I will do for asset management system will consist of the of
• Asset characterstics – including data on asset condition, asset use and asset features.
• Methods of maintainance.
• Prediction of models – It includes future conditions including forecasts and growth rates.
• Decision-aided tools –It includes risk analysis procedures for ranking projects, etc.
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• Asset management strategies for future.
The softwares that will be used for above works are GIS software. It has a wide range of application
which involves the use of a combination of digital maps and georeferenced datas. With the help
of this I will analyse my result. TransCAD software is the basic software by which I will
In present best practice is for programmes to be developed is based on needs, assessed data and
pavement that performs differently to the portions on either side of it.In many cases treatment
lengths are similar with the lengths that will be scheduled for resealing.
•When a treatment has to be applied in a reactive manner to deal with a specific kind of failure,
such treatments may well be applied only to specific part of a treatment length.
.The original treatment length may then be split into two separate treatment lengths.
Life Cycle asset management is the concept of planning and analysing of all needs,requirements
and activities that will be necessary to gain fullfill life of the asset,from the current status , and is
commonly referred as ‘cradle to grave’ analysis. One idea is that indefinite extension of life can
be achieved through the application of maintenance treatments. For this discussion the key issues
predicted are:
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•Typically the treatment that initiates a new life cycle will be the one that normally renews the
The selection of treatments is based on consideration of all treatment options and strategies
that are possible over the full life of the asset used.
Service levels are considered as the outcomes that the asset provides for the end users (e.g. the
assets of the pavement and the service level of its desired roughness). Service levels can be applied
as fixed standards or the desirable targets. If established as desirable targets, the term
‘investigatory’is frequently used which means a level at which the justification for treatment or
correction should be always considered. The construction standards establishan expected new type
of service level. For example, one key service level expectation that is rated very highly by the
public, and is implemented through construction standards, is related to the presence of loose
sealing chip. This is a construction outcome, and the service level is achieved through the seal
design.
Then we will consider the current condition of the assets. It is obvious that not all assets (e.g.
roads) in a road network will have the same capacity to meet the required level of service. The
current status of some of them will be close to the ‘as-built’condition, meeting or exceeding the
required level of service provided. The condition of other assets may be at various stages of
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2.4 Prediction of Performance -
After the condition of each treatment length is known, this information can be transferred into
models that are assigned to predict the performance and failure modes of the asset, under the
influence of the demands of traffic and environment and in terms of the levels of service provided.
The next step is optimisation of options and strategies which includes the complicated decision of
choosing a factor based the optimisation process. Common option includes optimisations based
on:
Literature Survey- Public and private agencies have always tried to maintain their infrastructure
assets in healthy and serviceable condition at a minimum cost. Therefore, they practiced
maturity and the demands placed on them started to increase rapidly in the mid- 1960s,
infrastructure agencies started to focus on a systems approach for infrastructure management. This
process lead to today’s Asset Management concept. The process started with 3 things i.e, the
systems (BMS) and infrastructure management systems (IMS), and has recently evolved into asset
management (Ferreira and Flintsch, 2004). My literature reviews will include periodic
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maintenance, planning, road investments, traffic information and services, land acquisition and
administration.
Adelino FERREIRA and Anabela DUARTE, Portugal,OECD papers, practical guidelines for cpr
of urban roads . I have taken my referances from these papers and hence will continue my project.
I have read about TransCAD software and its tutorials and its inputs, outputs and working and how
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Chapter3 : STUDY AREA AND DATA COLLECTION
PROCEDURE
TransCAD is a state-of-the-art GIS that you can use to create and customize maps, build and
maintain geographic data sets, and perform many different types of spatial analysis. TransCAD
includes sophisticated GIS features such as polygon overlay, buffering, and geocoding, and has an
open system architecture that supports data sharing on local- and wide-area networks.
TransCAD is the first and only Geographic Information System (GIS) designed specifically for
use by transportation professionals to store, display, manage, and analyze transportation data.
TransCAD combines GIS and transportation modeling capabilities in a single integrated platform,
providing capabilities that are unmatched by any other package. TransCAD can be used for all
TransCAD provides:
Mapping, visualization, and analysis tools designed for transportation applications and
uses.
Application modules for routing, travel demand forecasting, public transit, logistics, site
TransCAD has applications for all types of transportation data and for all modes of transportation,
and is ideal for building transportation information and decision support systems. TransCAD runs
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on readily-available hardware under Microsoft Windows and embraces virtually all desktop
You can acquire and install TransCAD at a much lower cost than any other integrated GIS
You don’t have to build custom applications or complicated data interchange modules to
Networks adopted
Matrices constructed
Transportation networks are specialized data structures that govern flow over a network. Networks
are stored in a highly-efficient way, enabling TransCAD to solve routing problems very quickly.
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Link classifications and performance functions done.
Matrices hold data such as distance, travel times, and origin-destination flows that are essential for
many transportation applications. TransCAD provides functions for creating and manipulating
matrices, and tools for spatial analysis and advanced visualization of matrix data. This combination
lets you see and understand transportation flows and network characteristics in new and different
ways.
Route indicates paths taken by trucks, autorickshaws , cars, buses, or individuals traveling from
place to place. TransCAD includes tools which create, display, edit, and manipulate routes, and
unique display technology for mapping routes in a clear and compelling fashion. You can construct
a specific set of related routes into a single route system layer, and include route attributes, stop
TransCAD allows you to identify the location of transportation features as a distance from a fixed
point along the route. TransCAD can display and analyze these data sets without conversion, and
includes dynamic segmentation functions to merge and analyze linear-referenced data sets. This
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Accident locations spotted
3.2 Approaches-
Data
Safety measures
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3.3.2 Area under observation:
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Serial no. Roads lanes Speed limit
2 Road2(to 2 40kmph
Ambagan)
4 Road3( to 1 40kmph
Madhuban)
value(vehicles/hr/lane)
1 To NIT 1 5 355.91
2 To Ambagan 2 5 587
3 To Station 4 5 855
4 To 3 5 435
Madhuban
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3.3.6 About TransCAD:
TransCAD extends the traditional GIS data model to include transportation data objects such as
transportation networks, matrices, routes systems, and linear-referenced data. These extensions
make TransCAD the best data management and analysis tool for working with transportation data.
You can use the GIS functions to prepare, visualize, analyze, and present your work, and use the
application modules to solve routing, logistics, and other transportation problems with greater ease
and efficiency than with any other product. Networks and matrices can be of virtually unlimited
size.
3.4 QGIS-
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3.4.1 About QGIS:
QGIS (Quantum GIS) is a cross-platform free and open source desktop geographic information
system(GIS) application that provides data viewing, editing, and analysis capabilities.
QGIS allows users to create maps with many layers using different map . Maps can be assembled
in different formats and for different uses. QGIS allows maps to be composed of raster or vector
layers. The vector data is stored as either point, line, or polygon-feature. Different kinds of raster
images are supported and the software can perform georeferencing of images.
Procedure followed:
*The map is drawn in autoCAD and according to the given dimensions given.
* Then by putting the shape file we will get 2 formats i.e, point format and line format.
*Then the datas collected are converted into csv file and are put in QGIS.
*Using those coordinates we will calculate the radius of curvature of the turning points.
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* Then using mathematical formulae we will calculate coefficient of friction, super elevation of
the curves.
* Then we will note down the speed of the vehicles at different curvatures and average weight of
the vehicles.
*Using these value we will find the traffic flow value of the road under observation.
* Then graphs are drawn between radius of curvature and coefficient of riction, super elevation
* Also bar chart for different vehicles are drawn and their ESWL and traffic flow values are
compared.
*The prime reason for failure of road is repeated application of heavy loads over the same road
continiously.
*One of the way is to provide the alternate route along same line for heavy vehicles or to limit the
Over 33 points are taken for observation and it covers the whole ring road closed path.
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It has four curves and it forms a closed loop.
And length between the consecutive points are calculated from the data.
MAA BHAGABATI
MAA BHAGABATI
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SEC-3, JAGANATH
SEC-3, JAGANATH
RSP'S RESIDENTIAL
RSP'S RESIDENTIAL
ADMINISTRATIVE
ADMINISTRATIVE
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Sl.No. Place x coordinate y coordinate Elevation(ft)
TEMPLE
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24 RSP COOLING TOWER 165.2 161.6 651
GARDEN
NAGAR
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The four corners are basically Hanuman vatika, Space chowk, Ring road and RSP
residense area.
This map is drawn on autoCAD using respective dats and proper coordinates.
This red closed loop path indicates the area of my project under observation.
We will take line format for futher study because it gives a sharp path which clearly
Line format:
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Point format:
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3.4.8 Map with all 33 points indicated:
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Chapter 4: RESULTS AND ANALYSIS
Super elevation is the transverse slope to counteract the centrifugal force and to reduce the
4.2 Overturning:
It basically means both the outer wheels from the road and the vehicle may touple.
4.3 Skidding:
In case of skidding the wheels will be in contact but will go off track from the road i.e, toward
outside.
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4.4 Input & output datas for superelevation & friction:
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Max and min values of coefficient of fricton for different roads
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Different ‘e’ values for different curves
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4.6 Traffic flow value ‘C’
It is the average of volume of vehicles carried by the road. It is very important to decide wheather
the road is good condition or critical condition. It is expressed in terms of number of vehicles/lane/
day.
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Comparison of traffic flow values of road
ESWL is the single wheel load which produces the same value of maximum stresses at the depth
Z as the dual wheel assembly. ESWL can be determined graphically. It is also one of the important
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The damaged road due to repeated application of heavy loads
*This is the most common type of failure and occurs due to relative movement of pavement layer
materials.
*This may be caused by the repeated application of heavy wheel loads resulting in fatigue failure
or due to moisture variations resulting in swelling and shrinkage of subgrade and other pavement
materials.
*Localized weakness in the underlying base course would also cause cracking of the surface course
in this pattern.
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4.8.2 Consolidation of pavement layers:
*Formation of ruts are mainly attributed to the consolidation of one or more layers of pavement.
*The repeated application of loads along the same wheel path cause cumulative deformation
*Shear failures are associated with the inherent weakness of the pavement mixtures , the shearing
*Due to frost action and differential volume changes in subgrade longitudinal cracking is caused
*Settlement of fill and sliding of side slopes also would cause this type of failure.
*In shear failure , the upheavl of portion of pavement is followed with a depression.
*In case of frost heaving , there is mostly a localized heaving-up pavement portion depending upon
*This type of cracking is observed in bituminous overlays provided over existing cement concrete
pavements.
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*The crack pattern as existing in cement concrete pavements are mostly reflected on bituminous
*Slipping occurs when the surface course is not keyed/ bound with the underlying base . This
results in opening up and loss of pavement materials forming patches or pot holes.
*Such conditions are more freqent in case when the bituminous surfacing is provided over the
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Chapter 5 SUMMARY AND CONCLUSION:
5.1 Summary:
Asset management basically means systematic way of maintaining, upgrading and operating
physical assets in order to meet public expectations. I have taken a portion of Rourkela road for
my project area. Then I collected 33 points around the road and collected datas of the points. I
collected their positions and correspending elevations. Then I got the map of the road with all data.
Using those datas I found out the superelevation, coefficient of friction, ESWL, flow capacity of
the road. Then I analysed the results and predicted the reasons behind the failure of the road. The
main reason for the failure of the road is due to heavy application of repeated loads . It can be
5.2 Conclusion:
*Friction, superelevation and traffic flow values are important factors to evaluate road assets.
*The main reason of failure of this road is repeated application of heavy loads.
*For future safety, we must go for an alternate route for heavy vehicles so as to prevent further
degardation of roads.
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REFERENCES:
1 . Asset Management for the Roads Sector-OECD( Organisation for Economic Corporation And
Development).
Lemer.
3. A GIS based integrated infrastructure Management System- Adelino Ferreria And Anabela
Duratae.
7. Road Transportation – A History and How we use it today- American Auto Move. 30 August
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