Roadway condition survey full report(BUET)

CONTENTS
ABSTRACT i
DECLEARATION ii
ACKNOWLEDGEMENT iii
INTRODUCTION 0
LITERATURE REVIEW 4
METHODOLOGY 15
DATA COLLECTION 24
DATA ANALYSIS 26
CONCLUSION 41
REFERENCE 44

ABSTRACT
we chose a road section between Russel square and Panthapath intersection of about
950meter.We tried to survey the geometric and operational condition of the road way. It
includes measuring effective road width, shoulder condition ,skid resistance condition , traffic
control device, side road location and some other parameter. To check the need (warrant) traffic
control devices., to determine the type of improvement measure need to be taken, to measure the
effectiveness of a traffic control measure we need this study.
In 2008, MR. Misbah Uddin khan and Jennaro B Odoki were worked for establishing the
optimum pavement maintenance standards by using HDM- 4 model. In 2012-13 A.K Fazlul
Karim has worked all over the roadway condition of Bangladesh. This work mainly related with
roadway maintenance cost. Some other study are also available to minimized scale
Both manual and automatic survey is possible. But considering time cost and weather condition
we have considered manual survey.
A group of six numerator was selected. Such eight group was formed. After preliminary short
survey all counter measure were taken to conduct a fair survey.
We found In average a width of 9 m confinement of buildings has reduced shoulder with about
.5 meter average interval for pedestrian rod passing is 25 m along our whole section only one u
turn facility is provided presence of many side roads along a arterial road is enough a cause to
reduce safety, efficiency and capacity on average 3m width has reduced from actual width.
Reduction in shoulder is on average .4mIncrease in median influencing area is about
6”.Construction material placement compel users to avoid median when crossing a road. All
types signal are present here. But they are not operative. Again manual control is dominant. In
several places marking has worn out. We found our skid resistance value to be 65 which is well.
Before surveying a clear view can be achieved from google map. This will help to understand in
what place more specific data is required It is better to choose a holiday and early in the morning
for surveying .Again top view gives clear idea about the system. So some of the numerator
should choose an upper place and may guide the others from there.
For widening effective width shop and construction material from median and footpath need to
be removed. As commercial buildings are profound we should conduct a survey for stablishing
service road. Side confinement of property line causes reduction in shoulder. This ultimately
affect the road width. So property line confinement, Utility pole should be removed from
footpath.

DECLARATION
We hereby declare that this report is our own work and effort and that it has not
been submitted anywhere for any award. All the contents provided here is totally
based on our own labor dedicated for the completion of the laboratory experiment
of volume study of the road lying nearto our university. Where other sources of
information have been used, they have been acknowledged and thesources of
information’s have been provided in the reference section.

Acknowledgement
This study was not possible without the help of DR. MD. SHAMSUL HOQUE
and Sanjana Hossain. Also help of other group was beyond just sharing data.We
are grateful to Dhaka Metropolitan Police also for their helping.

Chapter 1
INTRODUCTION
1.1 General:
Pavements form a greater part of our society’s infrastructure system whose proper functioning is
essential for development. Similar to other types of infrastructure assets, pavements deteriorate
over time. Therefore, there is the need to find ways to preserve these capital intensive assets to
ensure they perform as expected. This need resulted in the development of periodic and routine
maintenance activities undertaken by Departments of Transportation (DOTs) nationwide.
The level of repair and rehabilitation done on the roads depends on the physical condition of the
road at a particular time in relation to its acceptable and operable condition. Thus, the condition
of pavements is monitored regularly and this is known as pavement condition monitoring. These
condition monitoring surveys play a vital role in pavement management since it provides
valuable information that forms the basis of repair and rehabilitation activities. The information
given to management staff is usually in the form of condition ratings of specific sections or an
entire pavement network based on which sound and informed decisions are made.1
Road surface or pavement is the durable surface material laid down on an area intended to
sustain vehicular or foot traffic, such as a road or walkway. In the past, gravel road surfaces,
cobblestone and granite sets were extensively used, but these surfaces have mostly been replaced
by asphalt or concrete. Road surfaces are frequently marked to guide traffic. Today, permeable
paving methods are beginning to be used for low-impact roadways and walkways.
Only those who have attended the Pavement Condition Survey training class and have been
given certification as a rater will be allowed to rate the pavement sections. Certifications are only
good for one survey cycle. Each rater must be recertified before each survey cycle by attending
the training class.4
The pavement systems primarily fail due to fatigue (in a manner similar to metals) and the
damage done to pavement increases with the fourth power of the axle load of the vehicles
traveling on it. According to the AASHO Road Test, heavily loaded trucks can do more than
10,000 times the damage done by a normal passenger car. Tax rates for trucks are higher than
those for cars in most countries for this reason, though they are not levied in proportion to the
damage done. From a fatigue perspective, passenger cars are considered to have no practical
effect on a pavement's service life.

1.2 Scope of Study:
Roadway condition survey is very important to be performed because the study gives a proper
view of present road condition and thereby increase the efficiency and life of roads, provide
comfortable traffic movement for a particular section and development of infrastructures.
All roads require some form of maintenance before they come to the end of their service life.
Some agencies use pavement management techniques to continually monitor road conditions and
schedule preventive maintenance treatments as needed to prolong the lifespan of their roads.
Technically advanced agencies monitor the road network surface condition with sophisticated
equipment such as laser/inertial profilometers. These measurements include road curvature,
cross slope, asperity, roughness, rutting and texture. This data is fed into a pavement
management system, which recommends the best maintenance or construction treatment to
correct the damage that has occurred.
In our country, the management of pavement condition is not very up to mark. There is a
considerable lack of roadway maintenance infrastructure and funding. As a result, maintenance
works become lengthy and improper. There are possibilities that variety of unusual impediments
arise along with the structural susceptibility of roadways.
Hence to understand and overcome the problems related to roadway survey, study of the present
roadway condition is required. A road starting from Panthapath to Russell Square in Dhaka was
chosen for survey. A variety of standard scientific parameters have to be considered and noted.
The study should also include some unusual roadside activities which may lead to overall
detrimental effect on the level of service and road-user safety.
1.3 Purpose of the study:
1.3.1 General Purposes
 Scientifically study and observe pavement surface condition.
 Determining the geometric layout of the roadway and point out any drawbacks of the
following general protocol
 Pedestrian crossings, presence of non-motorized vehicles, disabled traffic signals,
accessibility problems.
 To observe whether the infrastructures and space provided for usage are being properly
utilized.
 To observe the level of illumination in the road during night and determine its
sufficiency.

 To determine the current conditions of road markings, signs and whether they are being
helpful for pedestrians and road users.
 To observe and note down any unusual roadside activity which include rogue.
 Track performance of various pavement designs and materials.
1.3.2 Design Purposes
 Geometry: Inclinometers measure the forward or back tilt of the vehicle for gradient and
the side-to-side tilt of the axles for cross fall.
 Texture: Accelerometers remove most of the vehicle motion relative to the road to
provide a stable inertial.
 Transverse profile: This data is used to determine the average, maximum and minimum
rut depth, the standard deviation and the distribution of rut depths.
 Longitudinal profile (roughness): The International Roughness Index (IRI) is calculated
from the longitudinal profile.
 Scrim: A freely rotating test wheel is applied to the road surface under a known load. A
controlled flow of water wets the road surface immediately in front of the wheel, so that
when the vehicle moves forward, the test wheel slides in a forward direction on a wet
road surface. The force generated by the resistance to sliding indicates the wet skid
resistance of the road surface. The results of this testing are averaged to determine the
skid resistance.
 GPS: Tilt sensors for cross fall and gradient, together with a gyroscope; provide
alignment details when out of sight of satellites.
1.3.3 Improvement Purposes
To allocate limited maintenance budget rationally, it is important to know the traffic volume
carried by a particular roadway section in order to decide the importance of the road and fixing
its relative priority.
In order to improve the roadway operating condition, it is important to know the traffic
volume.
 To examine the existing operating/service condition of a roadway section.
 To check the need (warrant) traffic control devices.

 To determine the type of improvement measure need to be taken.
 To measure the effectiveness of a traffic control measure.
1.3.4 Planning Purposes
 To develop access route management practices as needed.
 To provide GIS mapping and data.
 To update data requirement.
 To finalize locations of access routes.
 To collect additional data on access routes.
 To survey new Access Road.
 To conduct field survey and document new access routes.
1.3.5 Dynamic Traffic Management Purposes
 Monitor highway performance
 Plan future work programmers
 Analyze trends
 Predict how the road condition will change in the future.
1.3.6 Other Purposes
 Estimation of highway usage
 Measurement of current demand of a facility
 Estimation of trends
 Economic feasibility evaluation
1.4 Objectives of Our Roadway Condition Survey:

1.4.1 Geometric Condition
Geometric condition study includes observation of:
 Geometric layout of roadway. To draw roadway we need road length, width, no. of lane,
median height and width, shoulder height and width etc.
 Geometric layout of intersections. For this geometric measurement and position of
channel/islands. Dimension and location of pedestrian refuge is needed.
 Surface condition of roadway.
1.4.2 Operating Condition
Operating condition study includes observation of:
 Location and width of side roads in goggle map.
 Roadside land use pattern (residential, commercial etc.)
 Loss of effective width at different locations due to loading/unloading, illegal
parking, construction utility etc.
 To show location of bottlenecks.
 To show various control devices like Road sign, Marking, Signal, Speed breaker.
 To find density of road obstructions (manholes, speed breakers, potholes etc.)
 Density of side roads.
 Finding out the faults of that intersection and making proposals to remove them
 Planning for reducing congestion and minimize delay in intersection.
 To make some recommendations for the betterment of the existing situation of our
study intersection.
 Layout of street lightening syst

Chapter-2
LITERATURE REVIEW
2.1 General:
This paper will visually inspect and evaluate the flexible pavement failures for maintenance
planning. It is quite important to examine and identify the causes of the failed pavement to
select a proper treatment option. Based on previous experiences, obtained through literature
reviews, systematic guidelines for evaluation of damaged pavement are proposed to provide
useful information for maintenance work. The study consisted of two tasks: the first covered
the visual inspection of the existing pavement failures, whereas the second investigated the
actual causes of these failures. As a case study, Obeid Khatim road in Khartoum was selected
for investigation. An intensive field work was carried out on the existing pavement condition
of this road. It was found that most of the damaged pavement sections suffered from severe
cracking and rutting failures. These failures might have been caused by fatigue failure on
pavement structure due to the movement of heavily loaded truck-trailers. The damage could
also be attributed to poor drainage, inadequate design and improper pavement materials
used.6
Roadway condition survey includes different conditions of the roadway like condition of the
pavement, intersections, medians, signal, sign, markings, islands, Management of pedestrian
crossing etc. The main objectives of the 2004 Pavement Condition Study, as set out in
Schedule
Given the highly important role of pavement condition data, it is essential that the data is
both reliable and accurate to ensure confidence in its use in assessing the performance of the
contractor during it’s maintenance of the network.5
The main objectives of this paper are to: 1) review the pavement rehabilitation and
maintenance treatments applied on Ontario provincial highways over the last twenty years,
focusing on observed pavement performance records of individual treatments versus age,
construction costs and predicted performance curves, 2) analyze pavement life-cycle costs
and overall long-term performance of the typical pavement structures used in the past, and 3)
compare the pavement performance curves of specific pavement maintenance and
rehabilitation (M&R) treatments applied to these low-volume roads.2
4 of the Request for Proposals document are: 1.To establish, by county and nationally, the
lengths and areas of various categories of non-national roads requiring remedial works, and
2.To review existing pavement management systems and recommend a system suitable for

use on the non-national road network3. Roadway condition survey is very important for some
features. Like:
 Estimation of the overall condition of the roadway.
 Repair of the existing signals, markings, Islands, roadway surface etc.
 Increasing the efficiency of the roadway.
 Estimating the cost of the total repairmen of the roadway.
 Increasing the safety of the roadway.
In this paper, we will try to discuss & analyze different empirical findings from various case
studies related with roadway condition survey studies. For identifying the condition of the
roadway, we have to determine the condition of pavement, median, marking, islands, pedestrian
crossings, signals etc. Now we see some definition of these elements:
2.2 Definitions:
Intersections: Intersection can be defined as the place or point where two or more things come
together; especially the place where two or more streets meet or cross each other. Mainly they
depend on the amount of roads come together in intersections. Based on the number of roads
3way, 4way, 5way etc. The principal objectives in the design of at grade intersections are:
 To minimize the potential for and severity of conflicts,
 To provide adequate capacity,
 To assure the convenience and ease of drivers in making the necessary maneuvers.

Fig 2.1: Intersections
Fig 2.2: Green Road-Panthapath intersection.

Fig 2.3: Mirpur Road-Panthapath intersection.
Islands: A traffic island is a solid or painted object in a road that channelizes traffic. It can also
be a narrow strip of island between roads that intersect at an acute angle. If the island uses road
markings only, without raised curbs or other physical obstructions, it is called a painted island.
Traffic islands can be used to reduce the speed of cars driving through. Nose treatment is an
important factor for islands. It helps for turning the vehicles.

Fig 2.4: Traffic islands.
Fig2.5: Refuge islands

Fig2.6: Refuge islands without traffic lights
.
Traffic signs: Traffic signs or road signs are signs erected at the side of or above roads to give
instructions or provide information to road users.
Fig2.7: Traffic signs

Traffic lights: Traffic lights also known as traffic signals, traffic lamps, signal lights, stop lights
and robots, are signaling devices positioned at road intersections, pedestrian crossings and other
locations to control competing flows of traffic.
Fig2.8: Signal lights Fig2.9: Signal lights for pedestrian crossing.

Fig 2.10: Signal lights with timer.
Roadway markings: Road surface marking is a kind of device or material that is used on a road
surface in order to convey official information. They can also be applied in other facilities used
by vehicles to mark parking spaces or designate areas for other uses.
Fig2.11: Different types of roadway markings

Pedestrian crossings: A pedestrian crossing or crosswalk is a designated point on a road at which
some means are employed to assist pedestrians wishing to cross. They are designed to keep
pedestrians together where they can be seen by motorists, and where they can cross most safely
across the flow of vehicular traffic.
Fig 2.12: Pedestrian crossing signs
Median: It is a narrow area of land that separates the two sides of a big road in order to keep
traffic travelling in different directions apart.

Fig 2.13: Median
Roadway surface condition: Road surface or pavement is the durable surface material laid down
on an area intended to sustain vehicular or foot traffic, such as a road or walkway. In the past,
gravel road surfaces, cobblestone and granite sets were extensively used, but these surfaces have
mostly been replaced by asphalt or concrete. Road surfaces are frequently marked to guide
traffic.
Fig 2.14: Roadway surface

2.3 Roadway survey studies in Bangladesh:
There are several research have been completed based on roadway survey condition. They
are given below,
In 2008, MR. Misbah Uddin khan and Jennaro B Odoki were worked for establishing the
optimum pavement maintenance standards by using HDM- 4 model.
In 2012-13 A.K Fazlul Karim has worked all over the roadway condition of Bangladesh. This
work mainly related with roadway maintenance cost.
In 2013 Mahbub Alam has worked over rural road maintenance. This project is financed by
Local Government Engineering Department.
In 2005 Roads and highways department has completed pavement inventory survey. In this
survey work, history of the pavement, condition of the pavement etc were estimated.
In 2011 Mohammad Shah Alam, S.M Sohel Mahmud and Mr. Shamsul Haque were worked
about a comprehensive study based on road accident trends in Bangladesh. This thesis work is
mainly related with roadway safety situation in Bangladesh.
2.4 Roadway condition in Dhaka city:
Most of the roads of Dhaka city are not in good condition. There are same roads in Dhaka city
which need immediately reconstruction. Different classes of roads are seen in Dhaka city.
Roadway markings, signals, pedestrian crossings, medians are seen in the roads of Dhaka city.
So our description will be the real conditions of those elements of the road way. This section
provides the conditions of the roadway surface, traffic signals, signs, markings, pedestrian
crossings and their proper using conditions.
2.5 Overview:
So, we can see that a lot of thesis works have been completed related with roadway survey. But
most of the studies are related with mainly pavement condition. Only a few works are related
with other important matters like signals, roadway markings

Chapter 3
METHODOLOGY
3.1 Survey Procedure:
3.2 Roadway condition survey methods:

There are two basic methods are available for conducting roadway condition survey.
i. Manual survey
ii. Automated survey
These two surveys are also commonly combined to provide a more complete pavement condition
survey.
1.Manual Pavement Condition Surveys :
While the use of automated pavement condition surveys are becoming more and more common,
many agencies still rely on manual pavement condition surveys to provide their pavement
condition data. There are two basic methods for conducting manual pavement condition surveys,
walking and windshield surveys. Walking and windshield surveys are also commonly combined
to provide a more complete pavement network survey.
3.2.1 (a)Walking Survey:
Walking surveys are completed by a rater who is trained to rate distresses according to the
agency’s distress identification specifications. The rater walks down the side of the pavement
and fills out a pavement condition form that describes the amount, extent, and severity of each
distress present on the roadway. Walking surveys provide the most precise data about the
condition of the rated pavement (Haas, 1994), provided the raters are well trained an
experienced. However, only a sample of the pavement 14 network can be surveyed because of
the amount of time a walking survey consumes. For example, the pavement network could be
represented by only surveying the first 100 ft of each mile. Some of the methods used by
agencies to select a site for the sample include: sample at fixed distance intervals, make a
predetermined random selection, and have the rater pick a “representative” sample. Random
selection can sometimes be difficult to accept because the pavement under review may have a
considerable amount of distress, but the random sample has, for example, recently been patched.
However, selecting a more “representative” sample will distort or bias the data about the
condition of the pavement network (Haas, 1994). Under the theory of random selection some of
the samples will have more distress than the pavement actually has and some of the samples will
have less distress than the pavement actually has. Therefore, the overall condition of the network
will average out, provided the sample size is large enough.
3.2.1 (b)Windshield Survey
A windshield survey is completed by driving along the road or on the shoulder of the road. The
pavement is rated by a rater through the windshield of the vehicle. This method allows for a

greater amount of coverage in less time; however, the quality of the pavement distress data is
compromised. The entire network could possibly be surveyed using this method or samples may
still be used.
3.2.1 (c)Walking + Windshield Survey
Combining a walking survey with a windshield survey is a good method to achieve detailed
pavement distress data and complete pavement surveys on a greater 15 percentage of the
network. Haas (1994) states that this method is acceptable only if the same procedure is used on
every section in the network, and a random method is used for selecting the sample where the
walking survey will be performed.
3.2.2 Automated Pavement Condition Survey
Over the past two decades the concept of a fully automated pavement condition survey has
grown closer to a reality through research and major technological advancements. The automated
pavement condition survey vehicle and some types of data it is capable of collecting are
described in this section. Also, surface distress surveys and technology used in completing them
are discussed. Lastly, pavement condition survey protocols are examined.
3.2.2 (a)Automated Pavement Condition Survey Vehicle
One of the most important parts of an automated pavement condition survey is the data
collection process. This process is completed by technologically complex vehicles traveling
down the road at highway speeds collecting and storing data. There are numerous types of
automated pavement condition survey vehicles available and some utilize different kinds of data
collection technology; however, generally they are similar in the fact that they are all trying to
achieve the same final result, accurate pavement condition data. The type of data collected by
automated pavement condition survey vehicles and the technology used to collect it are
discussed below.

Fig:3.1 Automated Pavement Condition Survey vehicle
1.Surface Distress
Surface distress data are collected automatically using downward facing cameras aimed at the
pavement surface. Either analog-based area-scan cameras, digital area-scan cameras, or digital
line-scan cameras are used to capture a continuous image of the pavement surface as the data
collection vehicle travels down the road. The images are then analyzed to determine the type,
extent, and severity of any surface distress that is present. Each type of camera previously listed
is discussed in greater detail later.

Fig:3.2:Surface distress
2.Rutting
Rutting data are collected automatically by the pavement condition survey vehicle in real time.
There are a few different types of technologies that are employed to collect rutting data. The use
of a rutbar and a laser transverse profiler are discussed in detail below. A rutbar is a vehicle
mounted subsystem that uses ultrasonic transducers or lasers to measure the transverse cross
section of a roadway. The rutbar has as few as 3 or many sensors that are closely spaced and
cover a full lane width. Some rutbar system software can produce graphic displays, plots, water
ponding depths, reports, and calculations as to what quantity of asphalt would need to be milled
to level the ruts. An example of a rutbar is shown in Figure 3.3.

Fig 3.3: Example of a Rutbar (Roadware, 2004).
Lasers can also be used to measure the transverse section of a roadway. A laser transverse
profiler is a vehicle mounted subsystem that uses dual scanning lasers to measure the transverse
profile of the road (Roadware, 2004). From the transverse profile the rutdepth is then
automatically calculated. Since the complete profile for the lane is measured, the effect of driver
wandering is eliminated.
3.Ride
How rough a road feels to the passenger when riding down the road is commonly referred to as
“ride”. There are several indices used to describe ride; however, the index used presently by
nearly every state is International Roughness Index (IRI). IRI is a statistic used to estimate the
amount of roughness in a measured longitudinal profile (AASHTO, 1999). IRI is computed from
a single longitudinal profile using differential equations and algorithms (Sayers, 1995). The
longitudinal profile is measured using a laser or other device to measure the vehicle’s height
above the roadway. An accelerometer is also used to measure the vertical forces caused by
surface deformities 18 (Roadware, 2004). The longitudinal profile and the vertical force data are
used to calculate IRI for the roadway. The IRI calculation is completed in real time
4.Texture
Texture data are an important measure of drainage and skid resistance for a pavement surface
(Roadware, 2004). Texture data can be collected using a vehicle mounted module that uses high
frequency lasers to measure the mean profile depth of the road surface macrotexture. Texture
data are gathered in real time. Correlation studies conducted by Roadware Group Inc. have

produced an R2 of 96% with the American Society for Testing and Materials (ASTM) standard
sand patch method for texture measurements (Roadware, 2004).
5.Position Orientation
Many pavement condition survey vehicles have a position orientation system. A position
orientation system collects curve radius, grade, and elevation data automatically (Roadware,
2004). These systems can also be used to provide roll, pitch, heading, velocity, and position data.
The position information can be used to compensate for motion, which may have an effect on
other sensors on the vehicle.
6.Falling Weight Deflect meter (Fwd):
The Falling Weight Deflect meter is an impulse deflection device that lifts a weight to a given
height on a guide system and then drops it. The falling weight strikes a specially designed plate,
transmitting the impulse force to the pavement to produce a half-sine wave load pulse that
approximates that of an actual wheel load. The magnitude of the load can be varied from 1,500
to 24,00 pounds (680 to 10,886 kg) on devices commonly used on roads and streets by changing
drop height and the amount of weight. The load is transmitted to a 11.8 inch (300 mm) diameter
load plate, and a strain type transducer measures the magnitude of the load. Deflections are
measured using up to seven velocity transducers or linear variable distance transducers that are
mounted on a bar and automatically lowered to the pavement surface with the loading plate.
7.Walking Profiler G2:
The Walking Profiler (WP) G2 is a precise measurement instrument for collecting and presenting
continuous paved surface information. The WP G2 meets World Bank Class 1 Profilometry
requirements and produces outputs including profile, grade, distance and International
Roughness Index (IRI).
The WP G2 samples the pavement surface at a walking pace. As the built-in data acquisition
module collects and stores the data, the results are displayed in real time for simple and quick
data analysis.

Fig 3.4: The Walking Profiler
8.GPS based survey:
The idea behind a GPS data collection process for road attributes was that GPS units would be
installed on log trucks, with the consent of the contractors. Data would be collected during
normal business activities. The units would be initialized in the morning and left on during an
entire business day. Therefore, the data collected during numerous round-trips between the
woods and the delivery point would reflect local traffic conditions, time-of-day, and any
alternate routes chosen. By compiling data from several days of multiple round-trips, a realistic
sample of travel times and speeds was obtained. For those roads frequentedby log trucks, an
impressive amount of data could be collected without any additional effort beyond turning on
the GPS receivers at the beginning of each day, and uploading data files at day's end.

Fig 3.5: Roadway condition survey using GPS technology

This procedure offers many advantages, but clearly does not resolve all the difficulties in
attributing a road database with travel time information. Several of the advantages have been
noted earlier, foremost being the automated manner in which data can be collected. With low-
cost GPS units, a single person can coordinate data collection (installing units, uploading and
correcting data) for a small fleet of vehicles. The GPS points collected provide evidence useful
in updating both road locations and attributes. The frequency of round-trips provides a sample
of travel times that can reflect varying traffic conditions across times during the day and days of
a week. Collecting data during numerous trips alleviates misinterpretations of travel time due to
unusual circumstances such as delays due to accidents.
3.3 Distress Surveys:
The most difficult part of an automated pavement condition survey is detecting and classifying
surface distresses. The most widely used method of detecting and 20 classifying surface
distresses is still with the human eye; however, this method is laborintensive, subjective, and
potentially dangerous. Ideally, an automated distress detection and classification system could
be used, instead of the human eye, which could find all types of cracking, spalling, and any
other surface distress of any size, at any collection speed, and under any weather conditions
(Wang, 1999). In recent years, technological advancements in computer hardware and imaging
recognition techniques have provided the means to successfully detect and classify surface
distresses automatically in a costeffective manner. These technological advancements include
pavement imaging systems and surface distress classification software. In this section,
pavement imaging systems and surface distress classification software used for automated
distress surveys are evaluated.

Chapter 4
DATA COLLECTION
4.1 General:
To accomplish a smooth process of data collection, a wholesome knowledge regarding the
survey area is required, which is described below along with the process of data collection.
 Location: Bir Uttam Kazi Nuruzzaman Shorok (Russel Square to Panthapath)
 Date: 8 OCTOBOR 2015
 Time: 09:00 am to 12:00 pm
 Duration: 3 hours
 Weather: CLOUDY
 Method: Photographic Survey Method (Manual- Walking)
 Equipment: Tape, Odometer, Camera.
 Number of Enumerators : six (06)
4.2 Location and Data Collection:
The data were collected in the Panthapath road in between Green Road-Panthapath
intersection and Mirpur Road- Panthapath intersection. Six groups were appointed to collect
traffic volume data in three different point of the corridor. On the basis of reconnaissance and
pilot survey conducted beforehand, a place was selected to collect the data.

Chapter 5
DATA ANALYSIS
Data Analysis:
Data has been taken keeping mind about two parameters.
 Geometric
 Operational
Geometric condition analysis:
The vital part of geometric condition analysis is to describe detail of road way; (both longitudinal
and cross sectional).
Geometric layout of roadway includes road length, width, no. of lanes, median height, width,
shoulder height, width etc.
Data considering this parameter gives the following table-
`Chain age
distance
Width (m) E to
W approach a1
Width (m) W to
E approach a2
Lane no a1 Lane no a2
0 8.5 11 2 3
50 8.5 8.5 2 3
100 8.9 8.5 2 3
150 8.8 8.6 2 3
200 9.3 8.5 2 3
250 8.9 8.3 2 3
300 7.5 8.7 2 3
350 8.6 8.8 2 3
400 9 8.8 2 3
450 9.3 9.9 2 3
500 8.4 8.9 2 3
550 8.6 8.6 2 3
600 8.7 8.6 2 3
650 8.7 8.6 2 3
700 8.5 9.9 2 3

750 9 9.2 2 3
800 9.4 9.2 2 3
850 9.6 9.5 2 3
900 14.8 11.8 2 3
950 11.7 9.8 2 3
From these we can undestand-
 We have maximum road width at approach(both side)
 The road width has decreased then.But in average a width of 9 m has been maintained
 Road width has changed comperatively in large scale in where curvature is profound
A visual image will make it more clear-
Fig: Width (m) E to W approach a1
Nota
lane
Solid line
Lane 1Lane 2

Fig: West to East
From this figure we collect another thing
 A solid line is there at the road side of a considerable width(later detail).
 Width of it this line is 2.1m
 This line can increase driver’s efficiency and freedom
 But most of the case it has been used for illegal parking
Now some other important geometric parts are shown.this includes footpath ,median-
Chain age
distance
Shoulder
width,m
Shoulder
height,f
Median
width,m
Median
height,f
Effective
shoulder
Occupying
by median
0 1.7 1 1.6 1.5 1.2 1.7
50 1.7 1 1.7 1.5 1.5 1.7
100 1.8 1 1.6 1.6 1.3 1.8
150 1.8 1 1.6 1.5 1.5 1.8
200 1.7 1 1.6 1.6 1.5 1.8
250 1.7 1 1.7 1.5 1.6 1.8
Lane 1
Lane2 lane 3

300 1.7 1 1.8 1.6 1.6 1.9
350 1.8 1 1.7 1.6 1.3 1.8
400 1.6 1 1.7 1.5 1.3 1.8
450 1.8 1 1.6 1.5 1.5 1.8
500 1.8 1 1.6 1.5 1.3 1.8
550 1.8 1 1.8 1.6 1.5 1.8
600 1.8 1 1.8 1.6 1.5 1.9
650 1.8 1 1.6 1.5 1.5 1.9
700 1.9 1 1.6 1.6 1..5 1.7
750 1.9 1 1.6 1.5 1.5 1.7
800 1.9 1 1.6 1.5 1.5 1.7
850 1.9 1 1.6 1.5 1.5 1.7
900 1.8 1 1.7 1.5 1.2 1.8
950 1.8 1 1.7 1.5 1.3 1.8
Several concluationinthisregaed can be-
 Shoulder height and width in average is 1 feet & 1.7m
 Median height and width in average is 1.5 feet and 1.7 meter
 An important parameter is that along our chainage we did not find pedestrian
crossing.But later measurement shows for pedestrian facility height of median is about
1’.that is less than average height
 An important fact is that unplanned tree plantation has increased influence area of median
Some image make it more clear

Fig:median and pedestrian passing fig: shoulder
 An important parameter is that along our chainage we did not find pedestrian
 confinement of buildings has reduced shoulder with about .5 meter
Shoulder
1.7m
Reducedheight
for easy
movement
Actual1.5’

Now some other properties that affect traffic flow are shown here-
So ,some points to be noted-
Some points to be noted here-
Chain age distance(upto 250m)
Pedestrian
passing
facility
40 62 72 92 106 121 150 183 209 240
U tturn 251
Dustbin 82 115
Manhole 215
Parking Illegal parking through the road randomly
Vehicle type:
NMV,CAR,BUS
Speed
breaker
None

 so average interval for pedestrian rod passing is 25 m
 Along our whole section only one u turn facility is provided
Fig:illegal parking
Due to side friction from cross road ,illegal parking and stoppage reduces roadway
capacity.so data about these has to be taken.
Below side road positions are given-
Rusell square to Panthapath
Side road no Measured length started from
Panthapath(m)
Width (m)
1 52.92 0.97
2 63.13 2.61
3 86.88 1.9
4 109.25 3.19
5 278.9 4
6 311.9 4
7 357.91 3
8 372.61 3.31
9 379.41 3.5
10 447.92 4
11 665.92 4
It is evident that-
Continuousparking
Alongroad

 Presence of such many side roads along a arterial road is enough a cause to reduce
safety,efficiency and capacity
 Main vehicles emerge from here is NMV and CNG autorickshawa
Fig:side road merging
 The orientation of some of them are even opposite to the lane direction
 Even public school entrance present in one of it.Which can cause both
hazardous situation for vehicle and pedestrian.
Intersection is a vital point.It’s geometrical data is essential for accident analysis and designing
intersection
We here have got two intersection.Collected data are shown below
Side roadmerging

From russel square to panthapath
 Channelization has seemed to be effective as less congestion at those point
 Pedestrian facility in channel is good.Furnished with signal and enough space for
pedestrian.
From
midsecti
on of
channel
6.6m , 8m , 6.6m
Median1.6m
Group 4 Group 5

Operational analysis:
The most important thing for roadway is to ensure its full capacity .This ,along with other
factor,is mainly dependent on effective width of the road.This is reduced from geometric one due
to
 Illegal parking
 Placement of construction material
 Misuse and reduction in shoulder
 Confinement in shoulder side
 Misuse of Median
 Unplanned ornamentation in median
For our road these data are given below
Chain age Road
width,m
Effective
width,m
Shoulder
m
Effective
m
Median
m
Effective
M(1 side)
0 8.5 5.5 1.7 1.2 1.6 1.7
50 8.5 5.5 1.7 1.5 1.7 1.7
100 8.9 5.6 1.8 1.3 1.6 1.8
150 8.8 5.5 1.8 1.5 1.6 1.8
200 9.3 5.9 1.7 1.5 1.6 1.8
250 8.9 5.5 1.7 1.6 1.7 1.8
300 7.5 5.4 1.7 1.6 1.8 1.9
350 8.6 5.5 1.8 1.3 1.7 1.8
400 9 5.8 1.6 1.3 1.7 1.8
450 9.3 5.8 1.8 1.5 1.6 1.8

500 8.4 5.5 1.8 1.3 1.6 1.8
550 8.6 5.5 1.8 1.5 1.8 1.8
600 8.7 5.5 1.8 1.5 1.8 1.9
650 8.7 5.5 1.8 1.5 1.6 1.9
700 8.5 5.5 1.9 1..5 1.6 1.7
750 9 5.8 1.9 1.5 1.6 1.7
800 9.4 5.9 1.9 1.5 1.6 1.7
850 9.6 5.9 1.9 1.5 1.6 1.7
900 14.8 10.8 1.8 1.2 1.7 1.8
Here we can see-
 On average 3m width has reduced
 Reduction in shoulder is on average .4m
 Increase in median influencing area is about 6”
Some visuals are given here

Fig: reduction in shoulder width
 Unplanned Side confinement in shoulder contributes to further reduction
 Placement of construction material,small shop are othe factors
 This ultimately affect roadway width as pedestrian abandon footpath
Similar case is in median

 Unplanned activities and lack in monitoring can increase median effective area .Like
unplanned ornamentation with tree can hamper road by extension .
 Construction material placement compel users to avoid median when crossing a road
Some other parameters with quantification helps to understand and to take necessary
measures.Like for our survey
Bottle neck Location E to W W to E
Density of side road 8 11
Density of opening 2 2
Density of pedestrian
crossing in median
9 9
Density of bus stops on
road
0 0
Increasedmedian
influencearea

Density of dustbin 1 0
From this chart we can say
 Major factor for disturbing road capacity is side road
 Unlike other area bus stoppage here is in under control
Road control Device:
Traffic Signal:
 All types signal are present here
Fig: all types of signal present
 But they are not operative.
 Again manual control is dominant

Fig :ineffective signal
 Some signal has not power connected
 Several are obstructed by objects.Thusthe are totally ineffective.
Road markings:
All types of marking was present.but
 In several places has worn out
 Tiger marking,lateral and parallel markings were there
 Violation of markings are frequent
Fig:lateral and parallel marking

fig: tiger marking near island and channel
 Pedestrian are prone to follow marking
 Near midsection all markings are not visible
Skid Resistance:
We used pendulum method for measuring(skid resistance tester-portable)
 We found our value to be 65
 This implies good skid resistance
 We tried to make worst scenario by adding water.
 Road texture was rough

Chapter 6
CONCLUSION AND RECOMMANDATION
Conclusion :
 In average a width of 9 m has been maintained
 Shoulder height and width in average is 1 feet & 1.7m
 Median height and width in average is 1.5 feet and 1.7 meter
 An important parameter is that along our chain age we did not find pedestrian
 confinement of buildings has reduced shoulder with about .5 meter
 average interval for pedestrian rod passing is 25 m
 Along our whole section only one u turn facility is provided
 Presence of many side roads along a arterial road is enough a cause to reduce
safety,efficiency and capacity
 Main vehicles emerge fromsideroad is NMV and CNG autorickshawa
 The orientation of some of them are even opposite to the lane direction
 Even public school entrance present in one of it.Which can cause both hazardous
situation for vehicle and pedestrian.
 On average 3m width has reduced from actual width.
 Reduction in shoulder is on average .4m
 Increase in median influencing area is about 6”
 Unplanned Side confinement in shoulder contributes to further reduction in effective
width
 This ultimately affect roadway width as pedestrian abandon footpath
 Unplanned ornamentation with tree can hamper road by extension .
 Construction material placement compel users to avoid median when crossing a road
 Major factor for disturbing road capacity is side road
 All types signal are present here.But they are not operative.Again manual control is
dominant
 Some signal has not power connected.Several are obstructed by objects.Thus the are
totally ineffective
 In several places marking has worn out

 Tiger marking,lateral and parallel markings were present to some extent
 Violation of markings are frequent
 We found our value to be 65
 This implies good skid resistance
 We tried to make worst scenario by adding water.
 Road texture was rough
Limitations:
 # No instrument was their to perform skid resistance test.
 # Visual survey doesn’t provide exact measurements.
 # Odometer has to be used continuously which was not possible.
 # Not enough man power for performing the survey.
 # Running vehicles create problems when measurements are taken.
 # As the survey was performed after Eid that’s why we didn’t get the exact .
condition of the road. There was no rush on the road. So the roadway condition of
the site can not be exactly evaluated.
 # Various institutions didn’t allow us to go to roof that’s why in some cases we didn’t get
the exact pictures.

Recommendation for further study:
 Before surveying a clear view can be achived from googlemap.This will help to
understand in what place more specific data is required
 It is better to choose a holiday and early in the morning for surveying
 Again top view gives clear idea about the system.So some of the numerator should
choose an upper place and may guide the others from there.
Recommendation for development of roadway condition:
 The main disease is illegal parking. So frequent investigation and enforcement has to be
applied for better traffic condition.
 For widening effective width shop and construction material from median and footpath
need to be removed

 As commercial buildings are profound we should conduct a survey for stablishing
service road
 Traffic markings has to be renewed properly within routine interval
 Blocking of channel near channel should be strictly monitored
 Side confinement of property line causes reduction in shoulder. This ultimately affect the
road width.So property line confinement, Utility pole should be removed from footpath.

References
1. Okine N. A. & Adarkwa O., Pavement Condition Surveys Overview of Current Practices,
Delaware Center for Transportation University of Delaware 355 DuPont Hall Newark,
Delaware 19716 (302) 831-1446, June 2013.
https://sites.udel.edu/dct/files/2013/10/Rpt-245-Pavement-Condition-Okine-
DCTR422232-1pzk0uz.pdf
2. Ningyuan N., Kazmierowski & Lane B., Long-Term Monitoring of Low-Volume Road
Performance in Ontario, Annual Conference of the Transportation Association of Canada
Charlottetown, Prince Edward Island, 2006.
3. PAVEMENT CONDITION STUDY REPORT, Non-National Roads Pavement
Condition Study, Condition Study Report, December 2004.
4. PAVEMENT CONDITION SURVEY MANUAL 2012, North Carolina Department Of
Transportation, Pavement condition Survey, 2012.
https://connect.ncdot.gov/resources/Asset-
Management/AssetManagementDocs/2012%20Asphalt%20Pavement%20Survey%20Ma
nual.pdf
5. Soet W.J. & Barnslay R., Validity of Skid Resistance Data Collected Under Western
Austrailian Condition, Main road Western Austrailia. PP 1-10
6. Magdi M.E. Zumrawi, Survey And Evaluation Of Flexible Pavement Failures,
International Journal of Science and Research (IJSR) ISSN (Online): 2319-7064 Index
Copernicus Value (2013): 6.14 | Impact Factor (2013): 4.438
7. Sven-OlofLundkvist,Division of Highway Engineering ,Department of Civil and
Architectural Engineering,Royal Institute of Technology,SE-100 44 StockholmSWEDEN
; Evaluation of Road Equipment with emphasison Condition Assessment

8. Asphalt Pavement Distress Summary
:http://www.asphaltinstitute.org/public/engineering/maintenance_rehab/asphalt-
pavement-distress-summary.dot
9. PAVEMENT CONDITION SURVEYS :
www.cee.mtu.edu/~balkire/CE5403/Lec%204A.pdf

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