Roadway Condition Survey of Panthapath to Russell Square Link Road

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Study Is To Perform Roadway Condition Survey of Link
Road Between Panthapath To Russell Square
By
GROUP – 03
KHAZA AHMED PALASH
MD. SAIFUL ISLAM
TAHSIN RAZA
MOFASSER UDDIN AHMED
MD. ASHRAFUL ISLAM
Supervised by
S.M Sazzad Ahmed Shovon
DEPARTMENT OF CIVIL ENGINEERING
DHAKA INRWENATIONAL UNIVERSITY
SATARKUL, BADDA, DHAKA

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DECLARATION BY CANDIDATES
We hereby declare that this thesis is our own work and effort and that it has not been
submitted anywhere for any other degree. Where other sources of information have been
used, they have been acknowledged.
September, 2018
Student ID
280136
280102
280111
280142
280143

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ACKNOWLEDGEMENT
First of all, we wish to convey my profound gratitude to the almighty Allah for enabling us
to complete this report successfully.
We would like to express our sincere appreciation and deepest gratitude to our course
teachers S.M Sazzad Ahmed Shovon, Lecturer, Department of Civil Engineering, DIU.
We are also grateful to our group members for their continuous support throughout the
period of survey process.
Finally, we want to express our gratefulness to our parents and our family members who
encourages me all the time.

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ABSTRACT
A roadway condition survey provides an assessment of geometric & operating condition of
the roadway. The purpose of roadway condition is to summarize the overall condition of the
road way. Ranking system is also introduced to prioritize the maintenance need.It is also
perform to justify warrant of traffic control device. The effectiveness of introduced schemes
is also discussed here. Here the roadway condition of Russel Square to panthapath link road
is performed. Geometric & operating Condition of this road is discussed here. If anyone
wants to get a complete idea of roadway survey then this report is the best solution for him. It
will give him a clear concept of lane width, channelization, signs, signals etc. The methods of
completing the survey and the equipments needed for the survey is also discussed here. Even
the number of light posts, side roads etc are discussed here. This report will provide the exact
surface condition of the road. What will be the steps for improving the condition of the road
is also discussed here. Valid recommendations are lighten here. Infact this report is all in one
for that road. Every basic things are discussed here so this is the best solution if there exists
any question about Russel Square to panthapath link road. Some limitations were there during
performing the survey which can be neglected. Overall survey and this report is a result of
effective group work. So it can be obviously said this is the best report for this link road till
now. This report will help us to make some educative guess on characteristics of the existing
condition of the road. Ins and outs of roadway condition survey is described here. As there is
scarcity of reports and data in our country then this report can be preserved for future
research. This report can be helpful in any transportation related projects.

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CONTENTS
Page No.
Declaration By Candidates ii
Acknowledgement iii
Abstract iv
Contents v
Lest of Figure vii
Lest of Table ix
Chapter 1
1.1 General 1
1.2 Scope of the study 1
1.3 Purposes of Roadway Condition Survey
1.3.1 Design Purposes 2
1.3.2 Improvement Purposes 2
1.3.3 Planning Purposes 3
1.3.4 Dynamic Traffic Management Purposes 3
1.3.5 Other Purposes 4
1.4 Objectives of Our Roadway Condition Survey
1.4.1 Geometric Condition 4
1.4.2 Operating Condition 4
1.5 Organization of the Report 5
Chapter-2
2.1 General 6
2.2 Definitions 7
2.3 Roadway survey studies in Bangladesh 14
2.4 Roadway condition in Dhaka City 14
2.5 Overview 15
Chapter 3
3.1 Survey Procedure 16
3.2 Roadway condition survey methods 16

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3.2.1. Manual Pavement Condition Survey 17
3.2.1(a) Walking Survey 17
3.2.1(b)Windshield 17
3.2.1(c) Walking+ Windshield Survey 17
3.2.2 Automated Pavement Condition Survey 17
3.2.2 (a)Automated Pavement Condition Survey Vehicle 18
3.3 Distress Survey 23
Chapter 4
4.1 General 24
4.2 Location and Data Collection 25
Chapter 5
5.1 Number of Lanes 26
5.2 Geometric Layout of Roadway 27
5.3 Road Signal 30
5.4 Road Markings 31
5.5 Signs 34
5.6 Tendency of not following the signal and sign 37
5.7 Side Roads 39
5.8 Problems in pedestrian movement 40
5.9 Obstacles in Road 43
5.10 Road Condition 48
5.11 Street light 53
5.12 Service Roads 53
5.14 Drawings 55
Chapter 6
6.1 Conclusions 57
6.2 Recommendations 58
6.3 Limitations 59
References 60

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Lest of Figure
Page No.
Fig 2.1: Intersections 7
Fig 2.2: Green Road-Panthapath intersection. 8
Fig 2.3: Mirpur Road-Panthapath intersection. 8
Fig 2.4: Traffic islands. 9
Fig2.5: Refuge islands 9
Fig2.6: Refuge islands without traffic lights 10
Fig2.7: Traffic signs 10
Fig2.8: Signal lights . 11
Fig2.9: Signal lights for pedestrian crossing. 11
Fig 2.10: Signal lights with timer. 11
Fig2.11: Different types of roadway markings 12
Fig 2.12: Pedestrian crossing signs 13
Fig 2.13: Median 13
Fig 2.14: Roadway surface 14
Fig:3.1 Automated Pavement Condition Survey vehicle 18
Fig:3.2:Surface distress 19
Fig 3.3: Example of a Rutbar (Roadware, 2004). 19
Fig 3.4: The Walking Profiler 20

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Fig 3.5: Roadway condition survey using GPS technology 22
Fig4.1 : Location of Survey 25
Fig 5.2.1: Geometric Property of Survey Road 27
Fig 5.22: Panthapath- Russell Square intersection 28
Fig 5.2.2: Russell Square – panthapath intersection 29
Fig 5.3.1: Signal at Russel Square Intersection (with timer and close
circuit camera)
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Fig 5.3.2: An ideal signal 30
Fig 5.4.1: Zebra crossing and Directional marking 31
Fig 5.4.2: Channelization 32
Fig 5.4.3: Tendency of not following the marking. 33
Fig 5.4.4: Worn out marking. 34
Fig 5.5.1: Traffic signs 34
Fig 5.5.2: Warnings of cautionary signs 35
Fig 5.5.3: Worn out sign 36
Fig 5.5.4: Sign hidden by a board 36
Fig 5.6.1: Irregular vehicle movement (not following the signal). 37
Fig 5.6.2: Vehicles are parked into the 'No Parking' zone. 38
Fig 5.6.3: Not following the sign 38
Fig 5.7.1 : Side Road 39
Fig 5.8.1 : problems in pedestrian movement. 42
Fig 5.9.1: Roads blocked by rickshaws. 43
Fig 5.9.2: Pedestrian signal is not working 43
Fig 5.9.4: Rickshaws, van are trying to cross the blocked road. 44

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Fig 5.9.5 : obstacles decreasing road width 44
Fig 5.9.6: Bottle necking 45
Fig 5.9.7: Parking of CNG 46
Fig 5.9.8: Vehicles are going in wrong way 46
Fig 5.9.9 : Cut of wire on pedestrian crossing 47
Fig 5.10.1: Poor roadway condition due to cracking 48
Fig 5.10.2: Poor road side surface condition 50
Fig 5.10.3: Problems Due To Manhole 51
Fig 5.10. 4 : Poor Surface Condition 52
Fig 5.10.5 : Faults On Road 52
Fig 5.12.1 : High Rise Buildings 54
Fig 5.12.2 : Service roads 55
Fig 5.14.1: Details drawing of survey area 55
Fig 5.14.2: Panthapath Intersection 56
Fig 5.14.3: Russell Square Intersection 56
Lest of Tables
Page No.
Table 5.1: The variation of width and number of lanes 26
Table5.2: Density of Side Friction 26

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Table 5.3 : Russell square intersection 28
Table 5.4 : Panthapath Intersection 29
Table 5.5 : Along the way Panthapath to Russell Square 40
Table 5.6 : Along the way Russell square to Panthapath 40
Table 5.7 : Density of Side Friction 47

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Chapter 1
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. 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.
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

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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.

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 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.

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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.

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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
1.5 Organization of the Report:
 Introduction
 Literature Review
 Methodology
 Data Collection
 Data Analysis
 Conclusion and Recommendation

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Chapter-2
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, Panthapath To Russell Square 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.

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 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

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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.

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

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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

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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.

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Roadway Markings: Colors, Patterns, Meaning. WHITE LINES painted on the pavement
indicate traffic traveling in your direction. Broken White Line: you may change lanes if it is
safe to do so. Solid White Line: requires you to stay within the lane and also marks the
shoulder of the roadway. 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 is a place where pedestrians can cross a street
and where motorists must stop to let them cross. 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.

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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.

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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.

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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

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Chapter 3
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.

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3.21.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.

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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.

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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).

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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.

31
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

32
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

33
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.

34
Chapter 4
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: 12, September, 2018
 Time: 09:00 am to 12:00 pm
 Duration: 3 hours
 Weather: Bright Sunny.
 Method: Photographic Survey Method (Manual- Walking)
 Equipment: Tape, Odometer, Camera.
 Number of Enumerators : Five (05)

35
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.
Fig4.1 : Location of Survey

36
Chapter 5
5.1 : Number of lanes
From the walking profiler we get the following values which give us a clear concept of lanes
in each way.

37
From the table it is visible to us that the road doesn‟t have uniform road width. At some
points there are 4 lanes and mostly the road has 3 lanes on each side. So it can be said there
exists inconsistent width which is a design fault.
5.2 Geometric Layout of Roadway
Fig 5.2.1: Geometric Property of Survey Road

38
Fig 5.22: Panthapath- Russell Square intersection
Table 5.3 : Russell square intersection
E to W W to E
Distance between median to
channel
21.83 feet 22.5 feet
Channel Length
40 feet on straight 72 feet on straight
42 feet on curve 75 feet on straight
Channel width 17.5 feet 55 feet
Distance of channel from
footpath
13.5 feet 21.5 feet
Pedestrian refuge
Length 10 feet Length 20 feet
Width 12 feet Width 15 feet

39
Fig 5.2.2: Russell Square – panthapath intersection
Table 5.4 : Panthapath Intersection
E to W W to E
Distance between median to channel 39 feet 38 feet
Channel Length
22 feet on straight 24 feet on straight
26 feet on curve 25 feet on straight
Channel width 21 feet 11.5 feet
Distance of channel from footpath 14 feet 13.5 feet
Pedestrian refuge
Length 11 feet Length 12 feet
Width 10 feet Width 10 feet

40
5.3 Road Signal:
Fig 5.3.1: Signal at Russel Square Intersection (with timer and close circuit camera)
Fig 5.3.2: An ideal signal

41
5.4 Road Markings
Fig 5.4.1: Zebra crossing and Directional marking

43
Fig 5.4.3: Tendency of not following the marking.

44
Fig 5.4.4: Worn out marking.
5.5 Signs:
Fig 5.5.1: Traffic signs

45
Fig 5.5.2: Warnings of cautionary signs

46
Fig 5.5.3: Worn out sign
Fig 5.5.4: Sign hidden by a board.

47
5.6 Tendency of Not Following the Signal & Sign:
Fig 5.6.1: Irregular vehicle movement (not following the signal).
Traffic Police

48
Fig 5.6.2: Vehicles are parked into the 'No Parking' zone.
Fig 5.6.3: Not following the sign

49
5.7 Side Roads
Fig 5.7.1 : Side Road

50
Table 5.5 : Along the way Panthapath to Russell Square
Table 5.6 : Along the way Russell 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
5.8 Problems in pedestrian movement:
Side road No. Measured length started
from Russell square (m)
Width (m)
1 49.6 3.6
2 80 4.1
3 229.6 3
4 299.5 6
5 350 1.9
6 592.3 3
7 783 4.5
8 892.2 2

52
Fig 5.8.1 : problems in pedestrian movement.

53
5.9 Obstacles in Road:
Fig 5.9.1: Roads blocked by rickshaws.
Fig 5.9.2: Pedestrian signal is not working

54
Fig 5.9.4: Rickshaws, van are trying to cross the blocked road.
Fig 5.9.5 : obstacles decreasing road width

56
Fig 5.9.7: Parking of CNG
Fig 5.9.8: Vehicles are going in wrong way

57
Table 5.7 : Density of Side Friction
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
Density of dustbin 1 0
Fig 5.9.9 : Cut of wire on pedestrian crossing

58
5.10 Road Condition:
Fig 5.10.1: Poor roadway condition due to cracking

60
Fig 5.10.2: Poor road side surface condition

61
Fig 5.10.3: Problems Due To Manhole

62
Fig 5.10. 4 : Poor Surface Condition
Fig 5.10.5 : Faults On Road

63
5.11 Street Lighting:
Only two headed sttreet lights were found on the road. 33 two headed light posts were found.
5.12 Service Roads:
Though we don‟t have any service road on our site but there exists service road just beside
our site. Conflicting can be reduced by service roads. Local trips can be completed through
service roads. Busy roads like this should have side roads. There are many high rise
buildings, hospitals, markets. Many local trips are generated here so there has to be service
roads. Local trips can be completed through it. So the both conflict and jam can be reduced.
Vehicles can also achieve their desired speed

64
Fig 5.12.1 : High Rise Buildings

65
Fig 5.12.2 : Service roads
5.14 Drawings :
Fig 5.14.1: Details drawing of survey area

66
Fig 5.14.2: Panthapath Intersection
Fig 5.14.3: Russell Square Intersection

67
Chapter 6
6.1 Conclusions:
By Walking survey and analyzing the data there exists some basic and important problems in
this link road. Taking necessary steps and maintenance work will improve the condition of
the road. Here the findings will be discussed
The main problem is geometric design. The road is not designed accurately that‟s why
their exists inconsistent road width which is a design fault.
Side roads interrupted the main flow of the road and there are lot of side roads.
The signs of the road either have washed or being covered by obstacles which is very
risky and more importantly the authority has no headache on this matter.
Traffic signals are not followed. Even the traffic signals are also covered by obstacles.
The scarcity of traffic police in this road is also visible.
Side roads of this street are narrow that‟s it creates bottle necking which is one of the
main reasons for traffic jam.
Heterogeneous vehicle is another problem. Among them NMV are the main
problems. They create blockage of the road and for them the vehicles can not achieve
their desired speed.
Obstructions in footpath and refuge have reached the extreme point. Markets, tea
stall, construction materials are kept here. At some part footpath has also broken .
Various kind of things are kept on the road which decreases the road width.
Parking is another problem. Vehicles are even parked where parking is prohibited. In
a busy road like this it is a major problem.
There are many manholes which is also a problem.
Water logging on footpath is a threat to this road.
Tiger tail is not marked which can create problems to non local driver in night.
The surface condition of the road is good. It has some cracks which require a minor
repairing.
Street lights of this road have reached its design period a long time ago. They are not
enough now. In night road is not lighted enough. Trees are also an obstacle which
hinders the light to come to road surface.

68
6.2 Recommendations:
1. A „windshield survey‟ would also have generated better results. Therefore better
observation would have led to a more detailed conclusion.
2. Use of experienced personnel is recommended for such surveys. They were not
available during our survey.
3. Maintenance of the existing things is a must.
4. Number of pedestrian refuge has to be increased.
5. Lighting facilities should be improved. Solar lights should be introduced.
6. Lights which are not in working order must bring it on working order.
7. Median width, parking facility, foot path and pedestrian facility have to improve.
8. Wrong way access must be controlled.
9. Number of bus stops has to be increased and stopping buses at any point must be
banned.
10. Side roads need a little bit of repairing.
11. Road surface, markings and signs should be well designed and maintained in order to
improve the overall condition of the road.
12. We also recommend that the law enforcement agency be more active in enforcing
traffic and parking rules. An integrated action is required combining the police and
road authorities.
13. It is highly recommended to raise awareness among pedestrians about road safety and
encourage them to use footpaths in a regular and orderly manner. Obstacles in
footpaths must be removed with force if necessary and surface condition must be
improved too.
14. There is no service road on the site. So the conflict will increase.
15. Government must take necessary steps to clear the footpaths.

69
6.3 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.

70
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%20
Manual.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/ ec A.pdf
10. https://www.academia.edu/14583943/Roadway_Condition_survey_of_russel_squar
e_to_panthapath_link_road

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