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.

DEDICATION

TO MY PARENTS

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.

Fig : Location of Survey

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

Not a

lane

Solid line Lane 1 Lane 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

crossing.But later measurement shows for pedestrian facility height of median is about

1’.that is less than average height

confinement of buildings has reduced shoulder with about .5 meter

Shoulder

1.7m

Reduced height

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-

Continuous parking

Along road

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 road merging

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

Median 1.6m

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

Increased median

influence area

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

crossing.But later measurement shows for pedestrian facility height of median is about

1’.that is less than average height

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.

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Transportation, Pavement condition Survey, 2012.

https://connect.ncdot.gov/resources/Asset-Management/AssetManagementDocs/2012%20Asphalt%20Pavement%20Survey%20Manual.pdf

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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

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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