Draft TMH 22 ROAD ASSET MANAGEMENT MANUAL
Transcript of Draft TMH 22 ROAD ASSET MANAGEMENT MANUAL
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Draft TMH 22
ROAD ASSET MANAGEMENT MANUAL
March 2013
Commi t tee o f T ranspor t O f f i c ia l s
COTOCOTOCOTOCOTO
South Africa
Committee of Transport Officials
COTOCOTOCOTOCOTO
South Africa
Committee of Transport Officials
RO AD ASSET M AN AGEMENT
Draft TMH 22
Road Asset Management Manual
March 2013
Commi t tee o f T ranspor t O f f i c ia l s
Compiled under auspices of the:
Roads Coordinating Body (RCB)
Committee of Transport Officials (COTO)
Published by:
The South African National Roads Agency Limited PO Box 415,
Pretoria, 0001
Disclaimer of Liability
The document is provided “as is” without any warranty of any kind, expressed or implied.
No warranty or representation are made, either expressed or imply, with respect to fitness
of use and no responsibility will be accepted by the Committee of the authors for any
losses, damages or claims of any kind, including, without limitation, direct, indirect, special, incidental, consequential or any other loss or damages that may be arise from the
use of the document.
All rights reserved
No part of this document may be modified or amended without permission and approval
of the Roads Coordinating Body (RCB). Permission is, however, granted to freely copy,
print, reproduce or distribute this document.
Authors:
Author Name
Author Address Email Address
Series Name:
The Technical Methods for Highways consists of a series of publications that is used to
either prescribe or to provide guidelines on various aspects related to highway engineering. The documents are primarily aimed at ensuring the use of uniform methods
throughout South Africa.
Users of the documents must ensure that the latest editions or versions of the document
are used. When a document is referred to in other documents, the reference should be to the latest edition or version of the document.
Any comments on the document will be welcomed and should be forwarded to the author
of the document. When appropriate, such comments may be incorporated in future
editions of the document.
Synopsis:
This manual provides a template, guidance and methodologies on the manner in which the road infrastructure assets should be managed. It establishes a uniform and
integrated system on which the asset conditions are collected and reported on to ensure
an equitable funding distribution so that the maintenance and rehabilitation of the road
infrastructure is ensured. This manual covers the following aspects:-
• The benefit to the roads authority relating to asset management • A brief description of the policies and requirements of the Road Authority in terms of
current legislation • The various levels of asset management and the minimum levels required • Processes and methodologies for higher levels or more advanced asset management • Guidance for the implementation of the Road Asset Management System • Guidance for the development of inventory data and asset valuations • Requirements for the collection of usage and condition data and time intervals thereof • Methodologies for the reporting on the condition of the assets • Methodologies for the determination of the maintenance and rehabilitation
requirements of the road network • Identification for the ongoing improvement of the road authorities’ Asset Management
System
In summary, this manual provides the background and the template for Road Authorities
to implement and sustain efficient Asset Management Systems to ensure the road network performs at the required minimum level of service.
The manual does not provide detailed condition assessments processes. These are
contained in other related TMH documents such as TMH 9, TMH 13 and TMH 19.
Table of Contents
ITEM PAGE
PART A: GENERAL AND ORGANISATION .......................... .............................. A-1
A.1 Introduction .......................................................................................................... A-1
A.2 Legislation and Reference Documents ............................................................... A-1
A.3 Organisation ........................................................................................................ A-2
A.3.1 Policy ..................................................................................................................A-2
A.3.2 Stakeholder Requirements..............................................................................A-3
A.3.3 Levels of Asset Management .........................................................................A-5
A.3.4 Gap Analysis .....................................................................................................A-8
A.3.5 Change Management ....................................................................................A-10
A.3.6 Roles and Responsibilities ............................................................................A-14
A.3.7 Road Asset Management System (RAMS) ................................................A-15
A.3.8 Budget to Implement and Sustain the System ...........................................A-19
A.4 Summary ........................................................................................................... A-21
PART B: INVENTORY DATA .................................... ............................................ B-1
B.1 Identification and Location .................................................................................. B-1
B.1.1 Identification of Fixed Assets .......................................................................... B-1
B.1.2 Investment Property ......................................................................................... B-1
B.1.3 Road Network ................................................................................................... B-2
B.1.4 Location Referencing ....................................................................................... B-5
B.2 Asset Hierarchy ................................................................................................... B-6
B.2.1 Purpose of Asset Hierarchy ............................................................................ B-6
B.2.2 Preparing the Hierarchy ................................................................................... B-6
B.3 Asset Groupings .................................................................................................. B-9
B.3.1 Facility Functional Classes.............................................................................. B-9
B.3.2 Regional Groups ............................................................................................. B-10
B.4 Types ................................................................................................................. B-11
B.4.1 Asset Types ..................................................................................................... B-11
B.4.2 Component Types .......................................................................................... B-11
B.4.3 Item Types ....................................................................................................... B-13
B.5 Natural Attributes ............................................................................................... B-13
B.5.1 Topography ..................................................................................................... B-13
B.5.2 Urban/Rural ..................................................................................................... B-13
B.5.3 Climate ............................................................................................................. B-14
B.6 Acquisition Data ................................................................................................ B-16
B.6.1 Initial Construction Data ................................................................................ B-16
B.6.2 Supplier Data .................................................................................................. B-16
B.7 Fixed Asset Register ......................................................................................... B-16
B.7.1 Assets ............................................................................................................... B-17
B.7.2 Components .................................................................................................... B-18
B.7.3 Items ................................................................................................................. B-19
B.8 Summary ........................................................................................................... B-19
PART C: ASSET VALUATION ................................... ........................................... C-1
C.1 Asset Valuation ................................................................................................... C-1
C.1.1 Unit Rates .......................................................................................................... C-1
C.1.2 Current Replacement Cost.............................................................................. C-5
C.1.3 Depreciated Replacement Cost ..................................................................... C-6
C.1.4 Depreciation ...................................................................................................... C-6
C.2 Summary ............................................................................................................. C-6
PART D: USAGE AND CONDITION DATA .......................... ................................ D-1
D.1 Usage - Traffic ..................................................................................................... D-1
D.1.1 General ............................................................................................................. D-1
D.1.2 Use of Information ........................................................................................... D-3
D.1.3 Objectives ......................................................................................................... D-3
D.1.4 Count Reporting ............................................................................................... D-3
D.2 Usage - Accidents ............................................................................................... D-4
D.3 Condition Evaluation ........................................................................................... D-4
D.3.1 Introduction ....................................................................................................... D-4
D.3.2 Condition Categories ...................................................................................... D-5
D.3.3 Rating Condition Directly ................................................................................ D-6
D.3.4 Rating Distress ................................................................................................. D-9
D.4 Surveillance Measurements .............................................................................. D-10
D.4.1 General ........................................................................................................... D-10
D.4.2 Functional Categories ................................................................................... D-11
D.4.3 Road Roughness ........................................................................................... D-12
D.4.4 Skid Resistance and Texture ....................................................................... D-13
D.4.5 Pavement Deflections ................................................................................... D-13
D.4.6 Cracking and Other Surface Defects .......................................................... D-14
D.4.7 Rut Measurements ........................................................................................ D-14
D.5 Data Management ............................................................................................. D-15
D.5.1 General ........................................................................................................... D-15
D.5.2 Detailed Information Requirements ............................................................ D-16
D.5.3 Frequency of Data Collection ...................................................................... D-16
D.5.4 Reporting Segments ..................................................................................... D-18
D.5.5 Data Management System........................................................................... D-19
D.5.6 Data Quality .................................................................................................... D-19
D.5.7 Data Quality Control ...................................................................................... D-20
D.5.8 Data Quality Acceptance .............................................................................. D-20
D.5.9 Independent Quality Verification ................................................................. D-21
D.5.10 Validity ............................................................................................................. D-21
D.5.11 Accuracy ......................................................................................................... D-21
D.5.12 Integrity ........................................................................................................... D-21
D.6 Summary ........................................................................................................... D-22
PART E: INDICES.................................................................................................. E-1
E.1 General ................................................................................................................ E-1
E.1.1 Index Categories............................................................................................... E-2
E.1.2 Harmonisation of Ratings ................................................................................ E-2
E.1.3 Calculation and Aggregation Methods .......................................................... E-3
E.1.4 End of Life .......................................................................................................... E-4
E.1.5 Weighting Defects ............................................................................................ E-6
E.1.6 Deduct Points .................................................................................................... E-6
E.2 Condition Indices ................................................................................................. E-7
E.2.1 Condition Indices – Paved Roads .................................................................. E-7
E.2.2 Condition Indices – Unpaved Roads (CIUNPAVED) ....................................... E-11
E.2.3 Condition Indices - Roadway ........................................................................ E-12
E.2.4 Condition Indices - Structures ...................................................................... E-12
E.2.5 Condition Indices – Ancillary Components ................................................. E-15
E.3 Functional Indices ............................................................................................. E-15
E.3.1 Functional Indices: General .......................................................................... E-15
E.3.2 Road Capacity ................................................................................................ E-16
E.3.3 Availability ........................................................................................................ E-18
E.3.4 Riding Quality .................................................................................................. E-18
E.3.5 User Risk ......................................................................................................... E-20
E.3.6 Safety – Accident Record .............................................................................. E-24
E.3.7 Functional Index – Structures ....................................................................... E-26
E.3.8 Importance Factor – Structures .................................................................... E-26
E.3.9 Functional Index – Structure ......................................................................... E-29
E.4 Composite Indices ............................................................................................. E-29
E.4.1 Composite Functional Indices ...................................................................... E-29
E.4.2 Bundling Indices ............................................................................................. E-30
E.4.3 Combined Index – Structures ....................................................................... E-33
E.5 Summary ........................................................................................................... E-34
PART F: SITUATIONAL ANALYSIS............................... ....................................... F-1
F.1 Questions to be asked.......................................................................................... F-1
F.2 Extent of Assets ................................................................................................... F-1
F.3 Usage ................................................................................................................... F-2
F.4 Current Condition ................................................................................................. F-2
F.5 Comparative Conditions ....................................................................................... F-5
F.6 Condition Trends .................................................................................................. F-7
F.7 Minimum Condition and Functional Indices ......................................................... F-8
F.7.1 Risk ..................................................................................................................... F-8
F.7.2 Probability of Failure ........................................................................................ F-8
F.7.3 Consequences of Failure ................................................................................ F-9
F.7.4 Risk Calculations ............................................................................................ F-10
F.7.5 Minimum Condition and Functional Levels ................................................. F-10
F.8 User Costs .......................................................................................................... F-11
F.8.1 Vehicle Operating Cost (VOC) and Excess VOC ...................................... F-11
F.8.2 Capacity Delays .............................................................................................. F-12
F.9 Accident Costs ................................................................................................... F-17
F.10 Depreciated Asset Values .................................................................................. F-18
F.10.1 Depreciation Curves ....................................................................................... F-18
F.10.2 Remaining Useful Life (RUL) ........................................................................ F-19
F.10.3 Actual Deterioration ........................................................................................ F-19
F.10.4 Calibration for Financial Calculations .......................................................... F-19
F.10.5 Depreciated Component Values .................................................................. F-21
F.11 Problem Statements ........................................................................................... F-22
PART G: NEEDS DETERMINATION..................................................................... G-1
G.1 Questions to be asked......................................................................................... G-1
G.2 Categories of Needs............................................................................................ G-1
G.3 Initial Needs Assessment .................................................................................... G-3
G.4 Technical Needs Determination .......................................................................... G-4
G.5 Life Cycle Needs Determination .......................................................................... G-7
G.5.1 Elements of a Life Cycle Cost-Benefit Analysis (LCCBA) ......................... G-9
G.6 Decision Support Systems .................................................................................. G-9
G.7 Prioritisation ....................................................................................................... G-10
G.7.1 Project Ranking.............................................................................................. G-11
G.8 Optimisation ...................................................................................................... G-12
G.8.1 General ........................................................................................................... G-12
G.8.2 Cross Asset Analysis and Optimisation ..................................................... G-14
G.8.3 Unit Costs ....................................................................................................... G-15
G.8.4 Quantifying of Benefits .................................................................................. G-15
G.9 Recommended Treatments ............................................................................... G-17
G.9.1 Levels of Planning ......................................................................................... G-17
G.9.2 Strategic Planning and Outputs ................................................................... G-18
G.9.3 Tactical Planning and Outputs ..................................................................... G-23
G.9.4 Pavement Performance Prediction ............................................................. G-24
G.10 Panel Inspections .............................................................................................. G-25
G.10.1 Purpose of the Panel Inspection ................................................................. G-25
G.10.2 Information Required for Panel Inspection ................................................ G-26
G.10.3 Composition of Panel .................................................................................... G-27
G.10.4 Panel Inspection Procedure ......................................................................... G-28
G.10.5 Presentation of Results ................................................................................ G-29
PART H: ASSET MANAGEMENT PLANS ............................ ............................... H-1
H.1 Developing Asset Management Plans ................................................................ H-1
H.1.1 Considerations ................................................................................................. H-1
H.1.2 Maintenance Strategy ..................................................................................... H-2
H.1.3 Operation Plan ................................................................................................. H-2
H.1.4 Maintenance Plan ............................................................................................ H-3
H.2 Operational Efficiency ......................................................................................... H-3
PART I: FEEDBACK LOOP ..................................... .............................................. I-1
I.1 Continuous Improvement ...................................................................................... I-1
PART J: APPENDICES .......................................................................................... J-1
LIST OF FIGURES
FIGURE PAGE
Figure A.1: Road Asset Management System – Stages of Development ...................... A-6
Figure A.2: Key Elements of a Road Asset Management System ................................ A-16
Figure B.1: Typical Layout of Roads, Road Sections and Road Links............................ B-4
Figure B.2: Functional Classification as per TRH26 for Roads ....................................... B-9
Figure B.3: Thornthwaite Map for South Africa ............................................................. B-14
Figure C.1: Overview of the Procedure for Asset Valuation ............................................ C-1
Figure E.1: Comparative Performance Curves Illustrating ‘End of Life’ Concepts .......... E-5
Figure E.2: Functional Index for Volume Capacity (V/C) Ratio ..................................... E-18
Figure E-3: Asset IRI Distribution over time .................................................................. E-19
Figure E.4: Functional Index for International Roughness Index (IRI) .......................... E-20
Figure E.5: Functional Index based on Personal Injury Accidents (PIA) ...................... E-26
Figure F.1: Example of CIPAVEMENT by Region Graph ....................................................... F-3
Figure F.2: Example of Comparative Statistics in terms of CIPAVEMENT by Region ........... F-3
Figure F.3: Example of CIPAVEMENT by Road Class Graph ................................................ F-4
Figure F.4: Example of Comparative Statistics in Terms of CIPAVEMENT by Road Class ... F-4
Figure F.5: Example of Condition Ratings per Distress Type .......................................... F-5
Figure F.6: Example of High-Low Graph .......................................................................... F-6
Figure F.7: Example of Spider Diagram ........................................................................... F-6
Figure F.8: Example of CIPAVEMENT for Roads over a 10-Year Period .............................. F-7
Figure F.9: Example of Changes in Condition and Functional Indices over Time ........... F-8
Figure F.10: Relationship between User Cost Factor (UCF) and IRI ............................. F-11
Figure F.11: Relationship between Speed and Volume Capacity (V/C) Ratio ............... F-12
Figure F.12: Component Deterioration Curves for Exponents equal to 1, 2 and 3 ........ F-18
Figure F.13: Example on how to Adjust EUL based on Calculated Age Differential ...... F-20
Figure G-1: Investment required per need category ....................................................... G-6
Figure G-2: Shortfall of current funding level compared to technical needs ................... G-7
Figure G-3: Flow Chart of the Elements of a Life Cycle Cost-Benefit Analysis for
Pavement Assets .......................................................................................... G-8
Figure G-4: Prioritised Investments required per Need Category ................................. G-12
Figure G-5: Principle of the Efficiency Frontier .............................................................. G-14
Figure G-6: Area-Under-Condition Curve Benefit ......................................................... G-17
Figure G-7: Expected impact of three Budget Levels on Overall Paved Network Condition
.................................................................................................................... G-20
Figure G-8: Expected Condition Distribution of ‘Improve Budget’ ................................. G-20
Figure G-9: Expected Backlog for both Paved and Unpaved Networks ....................... G-21
Figure G-10: Expected Asset Values for both Paved and Unpaved Networks ............. G-21
Figure G-11: Distribution of Fund Allocation for two Budget Scenarios ........................ G-22
Figure G-12: Budget impact Graph (predicted condition in 5 years’ time) .................... G-22
LIST OF TABLES
TABLE PAGE
Table A-1: Road Asset Management System – Levels of Asset Management .............. A-6
Table A-2: Typical Asset Management Roles, Responsibilities and Tasks .................. A-14
Table A-3: Classification of Decision Support levels for RAMS .................................... A-18
Table A-4: Indicative Unit Costs in 2013 Rand Values (exclusive of VAT) ................... A-19
Table A-5: Budget Need for Data Collection (2013 Rand Values, exclusive of VAT) ... A-21
Table B-1: Road Asset Hierarchy .................................................................................... B-7
Table B-2: Typical Component Types, and Engineering Types and Standards ........... B-11
Table B-3: Classification Topography ........................................................................... B-13
Table B-4: Thornthwaite Moisture Index Range of Each Climatic Zone ....................... B-14
Table C-1: Typical 2013 Unit Rates and EULs for Components of Assets (excl. VAT) .. C-2
Table D-1: Condition Categories ..................................................................................... D-5
Table D-2: Pavement Surveillance Measurements ....................................................... D-11
Table D-3: Functional Categories .................................................................................. D-11
Table D-4: Frequency of Data Collection for Urban Networks – Roads and Structures D-17
Table D-5: Frequency of Data Collection for Rural Networks – Roads and Structures D-17
Table D-6: Desirable Frequency of Data Collection on Other Assets ........................... D-17
Table D-7: Inspection segments and items ................................................................... D-18
Table D-8: Procedures for Data Collection and Reporting ............................................ D-18
Table E-1: Condition and Functional Categories............................................................. E-2
Table E-2: Deduct Points for Crocodile Cracking and Pavement Condition ................... E-6
Table E-3: Distress and Distress Weighting for CISURF.................................................... E-7
Table E-4: Distress and Distress Weighting for CIFPAVE .................................................. E-8
Table E-5: Distress and Distress Weighting for CICPAVE .................................................. E-9
Table E-6: Distress and Distress Weighting for CIBPAVE ................................................ E-10
Table E-7: Distress and Distress Weighting for CIFORM ................................................. E-11
Table E-8: Distress and Distress Weighting for CIUNPAVED ............................................. E-11
Table E-9: Condition Rating of Ancillary Components .................................................. E-15
Table E-10: Lane Capacity for Different Road Types (EVU/lane/hour)......................... E-16
Table E-11: Skid Resistance Deduct Points ................................................................. E-22
Table E-12: Road Safety Deduct Points for Roughness .............................................. E-23
Table E-13: Road Safety Deduct Points for Road Width (2 lane paved roads) ............ E-23
Table E-14: PIAR Adjustment Factors for Lane and Shoulder Widths .......................... E-24
Table E-15: Importance Factor Parameters and Weights ............................................. E-26
Table E-16: Road Class Factor Values ......................................................................... E-27
Table E-17: Traffic Volume Factor Values .................................................................... E-27
Table E-18: Detour Length Factor Values ..................................................................... E-27
Table E-19: Detour Road Class Factor Values ............................................................. E-28
Table E-20: Heavy Vehicle Usage Values .................................................................... E-28
Table F-1: Road Lengths (km) .......................................................................................... F-1
Table F-2: vkm (1 000s) per Road Type and Class ......................................................... F-2
Table F-3: Consequences of Failure ................................................................................ F-9
Table F-4: Max. Allowable or Attainable Speeds (SpeedAL) on Rural Roads (kph) ....... F-13
Table F-5: Max. Allowable or Attainable Speeds (SpeedAL) on Urban Roads (kph) ...... F-14
Table G-1: Categories of Needs ...................................................................................... G-1
Table G-2: Unit Rates for Maintenance Need Determination (2013 Rand Values) ........ G-3
Table G-3: Different Classes of Priority Programming Methods ................................... G-10
PREFACE
This manual is the official requirement for the Road Asset Management of the South
African road network. It provides guidance to National, Provincial and Municipal Road
Authorities on the methodology according to which the management of the existing road network must be undertaken.
This document provides the template and guidance to which Roads Authorities are
required to manage the road infrastructure assets according to the Committee of
Transport Officials (COTO) Road Infrastructure Asset Management Policy (RIAMP). This is the Policy framework setting RSA requirements for Roads Authorities to Manage Road
Infrastructure Assets.
Road authorities in South Africa have an obligation to plan, design, construct and maintain the road network, to protect the public investment in the road infrastructure, to
ensure the continued functionality of the transportation system and to promote the safety
of traffic on the road network. Authorities also have the obligation to provide a reliable,
effective, efficient and integrated transport system that supports the sustainable economic
and social development of the country.
This manual provides guidance and methodologies on the manner in which the road
infrastructure assets should be managed. It establishes a uniform and integrated system
on which the asset conditions are collected and reported on to ensure an equitable and
sustained funding distribution which underpins the maintenance management of the road network. This manual includes the following aspects:-
• The benefit to and the policies required of the roads authority relating to asset management
• The minimum levels of asset management required • Processes and methodologies for higher levels of asset management • Guidance for the development of inventory data and asset valuations • Requirements for the collection of usage and condition data • Methodologies for the reporting on the condition of the assets • Methodologies for the determination of the maintenance and rehabilitation
requirements of the road network • Identification for the ongoing improvement of the road authorities’ Asset Management
System
In summary, this manual provides the background and the template for Road Authorities
to implement and sustain efficient Asset Management Systems and to prepare Asset Management Plans to ensure the road network performs at the required minimum level of
service.
DEFINITIONS
“Accounting Officer” - the head of the administration at national, provincial or municipal
level appointed in terms of the PFMA, MFMA or Municipal Systems Act
“Asset” - something that has potential or actual value to an organisation (ISO 55000)
“Asset Custodian” - is a person or organisation entrusted with the safeguarding and use
as well as the condition monitoring of a specific asset
“Asset Life” - (i) Period from conception to end-of-life (ISO 55000); (ii) The life of an
asset until its functional, physical, technological, economic, social or legal condition or
status (whichever is sooner) dictates replacement (PIARC)
“Asset Life Cycle” - all of the stages that an asset experiences over the asset life (ISO
55000), including planning, design, initial acquisition and/or construction, cycles of
operation and maintenance and capital renewal, and finally disposal
“Asset Life Cycle Stage” - identifiable segment of an asset life cycle (ISO 55000)
“Asset Management” - is the set of coordinated activities that an organisation uses to
realise value from assets in the delivery of its outcomes or objectives. Realisation of value
requires the achievement of a balance of costs, risks and benefits, often over different
timescales (ISO 55000)
“Asset Management System” - is a set of interrelated or interacting elements of an
organization, that establish asset management policies and objectives, and the processes
needed to achieve those objectives. An asset management system is not simply an
information system; it also includes the organisation structure, roles, responsibilities,
business processes, plans, operation, etc. (ISO 55000)
“Asset Manager” - is any official who has been delegated responsibility and
accountability for the control, usage, physical and financial management of the Road
Authority’s assets in accordance with the entity’s standards, policies, procedures and
relevant guidelines
“Asset Portfolio” - assets that are within the scope of the asset management system
(ISO 55000)
“Asset System” - set of assets that interact or are interrelated (ISO 55000)
“Asset Type” - a grouping of assets having common characteristics that distinguish
those assets as a group or class (ISO 55000)
“Audit” - a systematic, independent and documented process for obtaining audit
evidence and evaluating it objectively to determine the extent to which the audit criteria
are fulfilled (ISO 55000)
“Asset Value” - the calculated current monetary value of an asset. Asset Value in this
manual is synonymous with Net Asset Value and Depreciated Replacement Cost (Roads
Liaison Group, UK)
“Business Risk” - the result of failure of an asset
“Capability” - measure of the ability of the organisation to achieve its objectives (ISO
55000)
“Capitalisation Threshold” - is the value above which assets are treated as capital
assets and entered into an asset register from which reporting in the financial statements
(specifically the Statement of Financial Position) is extracted
“Carrying Amount” - is the amount at which an asset is recognised after deducting any
accumulated depreciation and accumulated impairment losses (GRAP 17)
“Carrying Value” - the amount at which an asset is included in the balance sheet of a
Road Authority
“Chief Financial Officer” - Head of the Road Authority designated by the Accounting
Officer to be administratively in charge of the budget and treasury office in terms of the
PFMA or MFMA
“Competence” - ability to apply knowledge and skills to achieve intended results (ISO
55000)
“Component” - specific parts of an asset having independent physical or functional
identity and having specific attributes such as different life expectancy, maintenance
regimes or criticality
“Condition Index” - the numerical rating of an asset depending on its structural integrity
or condition, measured as a percentage
“Conformity” - fulfilment of a requirement (ISO 55000)
“Continual Improvement” - recurring activity to enhance performance (ISO 55000)
“Correction” - action to eliminate a detected nonconformity (ISO 55000)
“Corrective Action” - action to eliminate the cause of a nonconformity and to prevent
recurrence (ISO 55000)
“Cost” - (i) The value in monetary terms of inputs that have been used up to produce
something and cannot then be used for other purposes (PIARC); (ii) is the amount of cash or cash equivalents paid or the fair value of the other consideration given to acquire an
asset at the time of its acquisition or construction or, where applicable, the amount
attributed to that asset when construction or, where applicable, the amount attributed to
that asset when initially recognised in accordance with the specific requirements of other
Standards of Generally Recognised Accounting Practices (GRAP and GRAP 17)
“Critical Asset” - asset having significant potential to impact on the achievement of the
organisation’s objectives (ISO 55000)
“Current Replacement Cost” - is the cost of replacing an existing asset with a modern
asset of equivalent capacity
“Custodian” - is the organisation responsible for managing and maintaining the asset.
Typically the Road Authority
“Depreciable Amount” - is the cost of an asset, or other amount substituted for cost,
less its residual value. (GRAP 17)
“Depreciated Replacement Cost” - the calculated current monetary value of an asset,
normally calculated as the Current Replacement Cost minus accumulated depreciation
and impairment. It is synonymous with (Net) Asset Value (Roads Liaison Group, UK)
“Depreciation” - is the systematic allocation of the depreciable amount of an asset over
its useful life. (GRAP 17)
“Documented Information” - information required to be controlled and maintained by an
organisation and the medium on which it is contained (ISO 55000)
“Economic Life” - the period over which an asset is expected to yield economic benefit
“Effectiveness” - extent to which planned activities are realized and planned results
achieved (ISO 55000)
“Expected Useful Life” - the life of an asset from acquisition (completion of construction)
to practical failure taking cognisance of the operating environment and maintenance
regime
“Facility” - a group of assets that together have a common function and represents a
single management unit for financial, operational, maintenance or other purposes
“Fair Value” - is the amount for which an asset could be exchanged, or a liability settled,
between knowledgeable, willing parties in an arm’s length transaction (GRAP 17) - Similar
to Current Replacement Cost
“Financially Sustainable” - in relation to the provision of a service, means the provision
of a that service in a manner aimed at ensuring that the financing of that service from
internal and external sources, including budgeted income, grants and subsidies for the
service, is sufficient to cover the costs of:
• the initial capital expenditure required for the service;
• operating the service; and
• maintaining, repairing and replacing the physical assets used in the provision of
the service
“Fixed Asset Register (FAR)” - is a record of information on each asset that supports
the effective financial and technical management of the assets, and meets statutory
requirements. The asset register should also facilitate proper financial reporting and is
ultimately the responsibility of the Chief Financial Officer
“Generally Accepted Municipal Accounting Practice” - are accounting standards are
applicable to municipalities. These standards will be phased out as the GRAP standards
become effective
“Generally Recognised Accounting Practice” - means an accounting practice
complying in material respects with standards issued by the Accounting Standards Board (PFMA section 1)
“Geographic Information System” - Computer system for capturing, storing, checking,
integrating, analysing, handling and displaying data related to positions on the Earth's
surface (PIARC)
“Gross Replacement Cost” - is the cost of replacing an existing asset with a modern
asset of equivalent capacity – also called Current Replacement Cost
“Impairment” - is the reduction in Net Asset Value due to a sudden or unforeseen
decrease in the condition and/or performance of an asset compared to the previously
assessed level that has not already been accounted for through depreciation. Examples
of impairment include damage of road infrastructure assets due to natural phenomena such as flooding or landslide (Roads Liaison Group, UK)
“Inspection Item” - Those items chosen for inspection for which defects are rated, and
on which the condition index is calculated
“Investment Assets” - Property (land or a building – or part of a building – or both) held
(by the owner or by the lessee under a finance lease) to earn rentals or for capital
appreciation or both (GRAP 16). Investment Assets are recorded in the Fixed Asset
Register in the same manner as other Fixed Assets, but a separate section of the Fixed
Asset Register must be maintained for this purpose
“Level of Service” – (i) parameters or combination of parameters that reflect social,
environmental and economic outcomes that the organisation has agreed to deliver (ISO
55000); (ii) a statement of the performance of the asset in terms that the customer can
understand. Levels of Service typically cover condition, availability, accessibility, capacity,
amenity, safety, environmental impact and social equity. They cover the condition of the asset and non-condition related demand aspirations, i.e. a representation of how the
asset is performing in terms of both delivering the service to customers and maintaining
its physical integrity at an appropriate level (Roads Liaison Group, UK)
“Life Cycle Costs” - total cost of an asset over its asset life cycle (ISO 55000)
“Management System” - set of interrelated or interacting elements of an organisation to
establish policies and objectives and processes to achieve those objectives (ISO 55000)
“Measurement” - process to determine a value (ISO 55000)
“Monitoring” - determining the status of a system, a process or an activity (ISO 55000)
“Nonconformity” - non-fulfilment of a requirement (ISO 55000)
“Objective” - result to be achieved (ISO 55000)
“Organisation” - person or group of people that has its own functions with
responsibilities, authorities and relationships to achieve its objectives (ISO 55000)
“Organisational Strategic Plan” - organisation’s goals and objectives and means for
achieving them (ISO 55000)
“Outsource” - make an arrangement where an external organisation performs part of an
organisation’s function or process (ISO 55000)
“Owner” - is the organisation that owns the asset. Normally the national, provincial or
local government
“Performance” – three aspects of performance should be recognised, namely: (a)
Current Performance, which is the performance and/or condition currently provided by an asset; (b) Potential Performance, which is the maximum or full performance that an asset
can provide if it is in an “as new” condition; and (c) Required Performance, which is the
performance and/or condition currently required of an asset. The latter may be different
from the Current Performance and Potential Performance due to changes in demand or
changes in statutory/regulatory requirements or standards. Also, the Current Performance is likely to be lower that the Potential Performance due to usage, ageing and deterioration
(Roads Liaison Group, UK)
“Plan” - detailed formulation of a programme to achieve an objective (ISO 55000)
“Policy” - intentions and direction of an organisation as formally expressed by its top
management (ISO 55000)
“Predictive Action” - action to monitor the condition of an asset and predict the need for
preventive action or corrective actions (ISO 55000)
“Preventive Action” - action to eliminate the cause of a potential nonconformity or other
undesirable potential situation (ISO 55000)
“Process” - set of interrelated or interacting activities which transforms inputs into
outputs (ISO 55000)
“Recoverable Amount” - is the higher of a cash-generating asset’s or unit’s net selling
price and its value in use
“Recoverable Service Amount” - is the higher of a non-cash-generating asset’s fair
value less costs to sell and its value in use. (GRAP 17)
“Remaining Useful Life” - Calculated using a generic algorithm based on asset
condition as determined by the asset condition index and a generic asset structural decay
curve. The remaining Useful life is an estimation of the amount of years that the asset will be able to safely perform its intended function
“Reproduction Cost” - is the cost of reproducing the asset in its present physical form
(substantially the same materials and design - also similar to Current Replacement Cost)
“Requirement” - need or expectation that is stated, generally implied or obligatory (ISO
55000)
“Residual Value” - (i) The monetary value of an asset at the end of its life cycle before
rehabilitation or reconstruction (PIARC); (ii) the estimated amount that an entity would
currently obtain from disposal of the asset, after deducting the estimated costs of disposal, if the asset were already of the age and in the condition expected at the end of
its useful life (GRAP 17)
“Risk” - effect of uncertainty on objectives (ISO 55000)
“Road Asset Management Plan” - a plan for managing the asset base over a period of
time in order to deliver the agreed Levels of Service and performance targets in the most cost effective way (Roads Liaison Group, UK)
“Road Asset Management System” - an all-encompassing systems approach to road
infrastructure asset management where a road authority understands its organisational
context, defines its portfolio of assets, establishes an asset management policy, aligns its
organisation and leadership, employs the required competent people for planning and execution, supplies them with appropriate computer tools to provide the required
information and decision support, underpinned by risk management, continuous
performance evaluation and improvement of its Road Asset Management System
“Road Authority” - is the organisation officially established and tasked for managing and
maintaining the road infrastructure assets of an owner organisation. Typically the
custodian, responsible for management of the assets over their full life cycle, planning for
maintenance of existing assets, development and provision of new assets, aligned to the
strategic service delivery objectives of the owner.
“Road Infrastructure Asset Management” - the discipline of managing road
infrastructure assets in a scientific way
“Road Link” - a uniform section of road (in terms of road type, road width, topography,
geographic district and any other selected distinguishing feature) carrying uniform traffic,
normally stretching from significant intersection/junction/interchange to the next significant intersection/junction/ interchange.
“Road Section” - a section of road that has specifically been given a section number as
a part of a longer road (For example, section 2 (P1-2)), the start of which designates a
new zero point in terms of km positions.
“Road Segment” - a short subdivision of a road that is used to conveniently record visual
inspections or surveillance measurements and to report its condition.
“Route” - a set of contiguous road links that form an identified numbered route that may
consist of many roads or road sections.
“Rural Area” - any area not defined as an Urban Area. Typically an area of sparse
development, mainly given over to nature or farming activities (TRH 26)
“Rural Roads” - any roads located in rural area and include Through-ways and
Bypasses passing through urban areas (TRH 26)
“Serviceability” – the degree to which the asset fulfils the user requirements
“Stakeholder” - person or organisation that can affect, be affected by, or perceive
themselves to be affected by a decision or activity (ISO 55000)
“Sub-System” - the part of each system in which it is convenient to group the assets
“System” - is a grouping of assets of a similar nature or function that are managed as
separate systems and normally all having different functions and operational
characteristics
“Top Management” - person or group of people who directs and controls an organisation
at the highest level (ISO 55000)
“Urban Area” – for the purpose of this manual, an urban area is an area which has been
subdivided into erven, whether formal or informal. It includes formal and informal rural
settlements of one hectare or less (TRH 26)
“Urban Roads” - any roads located in an urban area, excluding through-ways and
bypasses (TRH 26)
“Vehicle Kilometres” - the Annual Daily Traffic multiplied by the length of a link
ABBREVIATIONS
AA : Apparent Age
AADT : Average Annual Daily Traffic
AASHTO : American Association of State Highway and Transportation Officials
ARS : Average Rectified Slope
ASCI : Average Structure Condition Index
AUC : Area Under (condition) Curve
Austroads : Association of Australian and New Zealand Road Transport and Traffic
Authorities
BMS : Bridge Management System
CCI : Combined Condition Index
CFO : Chief Financial Officer
CI : Condition Index
COTO : Committee of Transport Officials
CRC : Current Replacement Cost
DLF : Detour Length Factor
DPLG : Department of Provincial and Local Government
DRC : Depreciated Replacement Cost
DRCF : Detour Road Class Factor
DS : Decision Support
E80 : Equivalent 80 kN axle load
EIRR : Economic Internal Rate of Return
ESAL : Equivalent Standard Axle Load
EUC : Excess User Cost
EUL : Expected Useful Life
EVU : Equivalent Vehicle Unit
FAR : Fixed Asset Register
FI : Functional Index
FWD : Falling Weight Deflectometer
GDP : Gross Domestic Product
GIS : Geographic Information System
GPS : Global Positioning System
GRAP : Generally Recognised Accounting Practices
HCM : Highway Capacity Manual
HDM : Highway Development and Management system
HRI : Half-car Roughness Index
HVUF : Heavy Vehicle Usage Factor
Hvy : Heavy vehicles
ICT : Information and Communication Technology
ID : Identification
IF : Importance Factor
IFI : International Friction Index
IFRS : International Finance Reporting Standards
Im : Thornthwaite Moisture Index
IMESA : Institute of Municipal Engineering of South Africa
IRI : International Roughness Index
IRM : Infrastructure Reporting Model
IRR : Internal Rate of Return
ISO : International Standards Organisation
IT : Information Technology
km : kilometre
KPI : Key Performance Indicator
kVA : Kilo Volt Amperes
LCCA : Life Cycle Cost Analysis
LCCBA : Life Cycle Cost-Benefit Analysis
LRM : Linear Referencing Method
LRS : Linear Referencing System
M&R : Maintenance and Rehabilitation
MFMA : Municipal Finance Management Act
MPD : Mean Profile Depth
MR&U : Maintenance, Rehabilitation and Upgrading
MTEF : Medium-Term Expenditure Framework
NHp : Number of Hours of peak traffic
NPV : Net Present Value
P&G : Preliminary and General
PCE : Passenger Car Equivalency
PCI : Predicted Condition Index
PDCA : Plan, Do, Check, Act
PIA : Personal Injury Accident
PFMA : Public Finance Management Act
PMS : Pavement Management System
PRMG : Provincial Road Maintenance Grant
QI : Quarter car Index
RAMS : Road Asset Management System
RAMP : Road Asset Management Plan
RCAM : Road Classification and Access Management
RCB : Roads Coordinating Body
RCF : Road Class Factor
RD : Road Deterioration
RED : Roads Economic Decision model
RIAMP : Road Infrastructure Asset Management Policy
RISFSA : Road Infrastructure Strategic Framework for South Africa
RUE : Road User Effects
RUL : Remaining Useful Life
SANRAL : South African National Roads Agency SOC Ltd
SAPS : South African Police Service
SCI : Surface Condition Index
SN : Structural Number
SPCI : Structure Priority Condition Index
SQL : Structured Query Language
TIS : Traffic Information System
TMH : Technical Methods for Highways
TRH : Technical Recommendations for Highways
TSD : Traffic Speed Deflectometer
TTC : Total Transportation Cost
TVF : Traffic Volume Factor
UCF : User Cost Factor
URMS : Unpaved Road Management System
V/C : Volume Capacity ratio
VCI : Visual Condition Index
vkm : vehicle-kilometres
VOC : Vehicle Operating Cost
vpd : vehicles per day
WE : Works Effects
WIP : Work-In-Progress
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TMH 22 Road Asset Management Manual -A-1-
PART A: GENERAL AND ORGANISATION
A.1 Introduction
A Road Asset Management System (RAMS) involves an all-encompassing systems approach to road
infrastructure asset management. This manual discusses road asset management to be applied by South African road authorities in order to manage their assets in line with the prescripts of the various
Acts relating to public financial management and infrastructure asset management. The manual has
been prepared to act as a guideline and where necessary to be prescriptive to comply with the Acts.
The manual has drawn from past pavement management practice as well as from asset and road
management practices.
A.2 Legislation and Reference Documents
The following legislative, policy and directive documents shall be adhered to in the management of road assets:
• Government Immovable Asset Management Act, No 19 of 2007 (GIAMA)
• Provincial Road Maintenance Grant (PRMG)
• Division of Revenue Act (DORA)
• Public Finance Management Act (PFMA)
• Municipal Finance Management Act (MFMA)
• International Finance Reporting Standards (IFRS)
• Generally Recognised Accounting Practices (GRAP)
� GRAP 11 – Construction Contracts
� GRAP 12 – Inventories
� GRAP 13 – Leases
� GRAP 16 - Investment Properties Issued March 2012
� GRAP 17 - Property, Plant & Equipment. Issued March 2012
� GRAP 21 - Impairment of non-cash generating assets
� GRAP 26 - Impairment of cash generating assets
� GRAP 100 – Noncurrent assets held for sale and Discontinued Operations
� GRAP 101 – Agriculture
� GRAP 102 – Intangible Assets
• Road Infrastructure Strategic Framework for South Africa (RISFSA)
• Technical Methods for Highways (TMH)
� TMH 3 – Specifications for the Provision of Traffic and WIM Monitoring Service
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TMH 22 Road Asset Management Manual -A-2-
� TMH 8 – Traffic Counting Procedures for Rural Roads
� TMH 9 – Pavement Management Systems: Standard Visual Assessment Manual
� TMH 13 – Guidelines for Network Level Measurement of Road Roughness, Rutting,
Pavement Deflection, Skid Resistance and Texture, and for Network Level Imaging and
GPS Technologies
� TMH 14 – South African Standard: Automatic Traffic Data Collection Format
� TMH 16 – South African Traffic Impact and Site Traffic Assessment Manual
� TMH 17 – South African Trip Data Manual
� TMH 18 – COTO Data Exchange Formats
� TMH 19 - Manual for Visual Assessment of Road Structures
� TMH 20 - Standard for Road Network Data
� TMH 21 - Road Infrastructure Asset Management Policy (RIAMP)
The following documents provide additional information and guidance to road authorities for the
management of their road assets:
• S’hamba Sonke project implementation guidelines
• Expanded Public Works Programme (EPWP) project implementation guidelines
• DPLG Asset Management Guidelines
• Local Government Capital Asset Management Guideline
• International Standards Organisation
� ISO 55000 - Asset management – Overview, principles and terminology
� ISO 55001 - Asset management – Management systems –- Requirements
� ISO 55002 - Asset management – Management systems – Guidelines for the application
of ISO 55001
• IMIESA - International Infrastructure Management Manual
• Austroads - Guide to Asset Management
• AASHTO - Transportation Asset Management Guide
• TRH 26 - South African Road Classification and Access Management (RCAM) Manual
A.3 Organisation
A.3.1 Policy
Top management of a road authority shall develop a policy statement covering the full asset
management system, dealing with:
(i) Their organisational context;
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TMH 22 Road Asset Management Manual -A-3-
(ii) An overview of their assets that must be managed;
(iii) Their asset management functions as defined through their asset management policy, their asset management planning and operational functions;
(iv) ‘Enablers’ to their asset management system, i.e. organisation, people, data and information
systems and related procedures; and
(v) ‘Capabilities’ of their asset management system, i.e. management of risk, performance evaluation and continual improvement through optimised expenditure on operations,
maintenance and upgrading.
By considering these broad aspects of asset management, the road authority’s policy statement will:
(i) be appropriate to the purpose of their organisation;
(ii) provide a framework for setting asset management objectives;
(iii) include their commitment to satisfy applicable requirements; and
(iv) include their commitment to continual improvement of the asset management process and
asset management system.
A guideline template for the development of the above policy, which complies with the ISO 55000 requirements for asset management and the TMH 21 requirements for RIAMP, is attached as
Appendix J-1.
A.3.2 Stakeholder Requirements
Road authorities shall recognise their stakeholders and their requirements. Apart from road users,
who will derive benefits and value from the road authority’s sustained application of their road infrastructure asset management system, there are also Owner, Financier and Administrative
stakeholders. Typical stakeholders and their requirements would include:
a) Government Stakeholders
(i) Treasury – ensure optimal asset management to ensure value for money spent on road assets
(ii) Committee of Transport Officials (COTO) – coordinate the orderly development of harmonized standards, procedures and systems to ensure that skills that are developed can easily be transferred between road authorities
(iii) Roads Coordinating Body (RCB) – manage uniformity of standards, procedures and systems
(iv) Road Authority Staff – competent and effective management that results in proven value of programmes and policies and enhance their skills and capability and the reputation of their organisation
b) Road Users
(i) Road Users – good road conditions, service levels and safety
(ii) Public Transport Operators – good road conditions, service levels and safety
(iii) Freight Haulage Industry – good road conditions, service levels and safety
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TMH 22 Road Asset Management Manual -A-4-
(iv) Vulnerable road users (pedestrians and cyclists) – safe and efficient facilities and protection from motorised vehicles
c) Others
(i) Road Industry – consistent and regular work arising from programmes and projects in order to facilitate the development of skills and expertise
(ii) Landowners – adequate and effective access to land to fulfil its potential
(iii) Taxpayers – efficient and effective use of tax revenues and improved returns on investments
(iv) Citizens – reduced transport costs and associated cost of production
Details of these stakeholder requirements are normally determined through interviews and surveys to
identify areas that are being attended to adequately and to identify particular concerns and related
requirements.
However, as South African roads are normally very sensitive to moisture ingress, preventive maintenance is regarded as being of utmost importance in order to retard deterioration and preserve
asset values. Road users and other stakeholders are normally unaware of these preventive needs
and related activities and are more concerned with factors that influence them more directly such as
potholes, mobility, access and proper provision of public transport.
This manual does not provide any guidelines for stakeholder surveys as the dominant stakeholder
requirements in South Africa are generally known, which include1:
• Maintaining the condition of road assets to their required level of service;
• Balancing the timing of investments and the long-term responsibility to taxpayers through life-cycle costing ;
• Minimising the likelihood of being injured or killed, or experiencing property damage, when using the road transportation system (safety) ;
• Enhancing mobility by reducing the time it takes to travel from origin to destination, taking
into consideration link availability, obstructions, congestion, etc.;
• Enhancing accessibility by improving the ability of landowners to reach their land, and
travellers to reach their destinations, on the public road network;
• Improving reliability by reducing variation in origin-destination trip times due to congestion,
incidents and road closures;
• Providing comfort and convenience to transportation system users;
• Reducing the effect of the transportation system on the environment ;
• Minimising risk , which also includes preventative actions to reduce the potential impact of
extreme events and their effects on the facilities, and the effects of facility damage on the
public.
1 Based on: AASHTO, 2011. AASHTO Transportation Asset Management Guide: A Focus on Implementation, 1st Edition. American Association of State Highway and Transport Officials. Washington DC.
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TMH 22 Road Asset Management Manual -A-5-
A.3.3 Levels of Asset Management
The development and implementation of asset management takes time. As the systems approach is developed and implemented, its usefulness and value will increase provided the staff and service
providers that are involved develop their skills in concert with the various elements contained within
the system. This fact should be recognised at an early stage to avoid people becoming despondent
and not having any faith in the system content and output.
The scale of maturity of asset management within any organisation is briefly described below:
(i) Initiative – At this stage the people in the organisation are aware of potential asset
management benefits and the need for consistent and good quality data. Certain individuals
will take initiative to start applying the RAMS and start to make improvements to RAMS to see
how it can be adapted to meet the developing needs of the organisation. The RAMS sustainability will often rely on heroic efforts of individuals.
(ii) Proficient – in this stage the RAMS can be described as being embedded within the
organisation and is a competent System with everyone having faith in the quality of the data
and the related processes and outputs. The system will be able to be used to respond to most questions in respect of road asset inventory, condition, value and the probable quantum
of funding required to maintain the assets to required conditions.
(iii) Advanced – in this stage the RAMS will be used and improved on a regular basis and all
data collection and analysis systems will be regarded as routine within the organisation and
all staff. The RAMS is used to directly influence the road authority’s programme and work methods and to provide guidelines for maintenance standards, designs and procurement and
specifications.
(iv) Excellence – at this stage all RAMS policies, process and procedures will routinely be
improved to respond to ever more challenging questions at increasing levels of detail and to
improve the outputs wherever these are shown not to reflect reality and to ensure a high level of successful and cost-effective performance for all money that is invested in the assets .
These levels of maturity are typically coupled with levels of detail associated with the system as
shown in Figure A.1 below. There are many levels of asset management that can range from basic
systems to very complex systems.
Simple systems are normally established to obtain a financial value of the assets in their current
condition for balance sheet purposes and to plan for future replacement. The system contains a once
off inventory and related single condition inspection values in order to obtain a simple depreciated
asset value and identify problems, but does not provide any information on how to address the
problems.
More complex systems will include a variety of more sophisticated tools to assist in forecasting future
conditions under different treatment options in order to determine optimal procurement, maintenance
and replacement strategies and related tactics.
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TMH 22 Road Asset Management Manual -A-6-
Figure A.1: Road Asset Management System – Stages o f Development
In most cases maturity and levels of asset management are combined as shown in the coloured
rectangles above. Table A-1 discusses the levels in respect of road asset management as laid out in
this manual.
The COLTO minimum requirement is to have Level II systems operating in Provincial Road
Authorities and larger municipal authorities by 2015. Level I systems are acceptable in smaller municipalities where the consequences of having less sophisticated decision support information is
not as significant but these should be implemented by 2014 in order to have adequate information
available for fund allocation.
Higher levels of RAMS are optional and can only be implemented when the road authority has the necessary resources available to sustain such systems.
Table A-1: Road Asset Management System – Levels of Asset Management Section Level I Level II Level I II Level IV
Policy Expectations set in vision and mission statements
Defined Policy Statements for service levels and minimum conditions
Regular review of achievements and adjustment of policy statements to reflect intent together with short term objectives and related action plans
Policy statements and strategies integrated into all business processes and regular review.
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TMH 22 Road Asset Management Manual -A-7-
Section Level I Level II Level I II Level IV
Inventory Detailed listing of all roads
Integrated GIS and road and bridge inventory together with engineering details of each link
All road assets divided into components with different expected useful lives together with construction details
Inventory seamlessly integrated with planned roads, asset register, all acquisition data and related information material to performance
Valuation Valuations per km or sq m of each road type
Valuations per sq m of road type adjusted for expected useful life
Valuation per component adjusted with estimates of remaining useful life and estimates of unit costs.
Valuation per component reliably adjusted for remaining useful life and unit costs based on detailed statistics of current construction costs.
Condition and Usage
Visual evaluations of condition of each road. Traffic counts at selected positions
Detailed, objective visual evaluations of each road and bridge with some instrument measurements. Traffic counts cover entire road network on a regular basis
Integrated visual and instrument evaluations taken at the minimum frequencies defined in Section D.5.3.
Traffic count histories to reliably project future volumes
Reliable and credible condition and usage data that is used to accurately determine excess user costs and predict future excess user costs and related risks
Decision Support Judgement of future condition and departmental priorities
Decisions based on reliable strategies and rankings based on condition and importance
Optimisation used to adapt strategies and improve returns on rehabilitation expenditure
Optimisation based on reliable performance predictions and linked to confirmation of performance based on past history
Management Plans Minimal information on planned service levels and future expenditure forecasts
Impacts of plans shown in terms of future service levels with basic information on expenditure forecasting
Plans demonstrate achievement of objectives and likely service levels subject to budget constraints
Fully integrated with customer expectations of service levels and comprehensive risk analysis and trade-offs related to budget constraints
Feedback Loop Anecdotal feedback of performance of actions.
Performance of actions measured as part of ongoing condition evaluation and linked to strategy
Specifically planned activities implemented to assess performance and risk and to feed into prediction models and tactics
Regular measured performance of all actions integrated into prediction models and planned actions
The maturity scale and table above is a very useful tool for evaluating the road authority’s current
capability in all areas of asset management and for deciding what to improve next. Advancement in
maturity is typically step-by-step along the scale. At any given time, a road authority can use this and
the gap analysis, described below, to perform a self-evaluation and assess maturity.
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TMH 22 Road Asset Management Manual -A-8-
It is very difficult to skip maturity steps. For example, forecasting capabilities can only be developed if
the road authority has confidence in its data on current condition and performance. However, the boundaries between stages vary for different elements of the system and in South Africa many road
authorities may have touched on level III in pavement management but may only be at Level I with
respect to asset valuation and unbundling of assets into components.
Similarly, different Levels of management will be applied to assets of varying importance and risk and lower Levels will be applied to lower classes of roads.
Each maturity level builds on the earlier ones, so in general it is necessary to pause at each level and
make substantial progress on its implementation before moving on to the next. Asset management
implementation is truly a multi-year process and RAMS should include sustainable and continual
improvements.
Typically, the time taken to develop high levels of excellence in asset management can be anywhere
between 5 and 10 years.
Road authorities in South Africa should initially a im at Level II asset management for all their formal and regularly maintained roads to satisfy ba sic Treasury requirements and meet the basic needs of all stakeholders. More advanced Lev el IV asset management should be practiced for higher classes of road as is the case for example with the South African National Roads Agency SOC Ltd (SANRAL) that manages most of the Class 1 roads while lower levels of asset management will generally be satisfactory for lower classes of roads .
A.3.4 Gap Analysis
Asset Management interacts with every aspect of a road authority’s business, from strategy
development, through planning and policy making to the individual member of the work crew fixing a
pothole on a local road. The basic Plan-Do-Check-Act (PDCA) Model for Continual Improvement is shown below:
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TMH 22 Road Asset Management Manual -A-9-
In the context of RAMS implementation the business processes associated with each step in the
figure are:
• Plan – Plan data collection, levels of detail of data, staff development, level of outsourcing, data management and manipulation, processes, budgeting.
• Do – Collect and store data, develop and implement processes and procedures
• Check – Assess system outputs and predictions through panel inspections and the like.
• Act – Plan improvements in data, systems and procedures.
In the South African situation at present, the gap analysis is basically simple as are the incremental
steps associated with higher and higher levels of RAMS as these are being set by higher level road
authorities to ensure basic competence before funds are disbursed for road maintenance and improvement.
These are:
(i) Clean Financial Audit in respect of Fixed Assets? If not, implement Level I RAMS.
(ii) Compliance with COTO requirements for RAMS? If not, implement at least Level II RAMS for all formally maintained roads.
(iii) Commence with implementing higher Levels of RAMS for higher classes of road.
(iv) Comfortable with value achieved through all funds expended? If not, progress through Level
III to Level IV RAMS.
A template to carry out a Gap Analysis has been given in Appendix J-2. This template is prepared in order to achieve the minimum level II RAMS. An example gap analysis has also been given in the
Appendix and an example output from the analysis. The same template can be used as basis for any
road authority to prepare a template to achieve higher RAMS levels.
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TMH 22 Road Asset Management Manual -A-10-
A.3.5 Change Management 2
Critical to ensuring actual implementation of Asset Management and its integration into the road authority is the process of obtaining organisational commitment and competent staff. The following
steps can be applied to ensure buy-in throughout the road authority, particularly in the early stages of
Asset Management implementation:
• Raise awareness within the road authority management team of benefits of asset management, including related policy and financial implications. Turn the awareness into
passionate commitment and leadership of key executives.
• Involve key players - beginning with the initial planning phase - including representatives from management, planning, finance, information technology (IT), and operations.
• Include practical, concrete examples with tangible, short-term goals that can be measured when communicating asset management objectives to staff.
• Ensure proper resources and training are made available. Long-term vision is difficult to sustain when short-term asset management or crisis response activities are already
stretching current resources.
• Establish a continual review process and keep staff fully informed of targets and progress. Consider offering rewards and recognition of individuals and teams for meeting performance
targets.
In this process it is important to understand the differences between management and leadership.
Leadership attributes are those which are most critical to successful change management and are required to obtain commitment to RAMS implementation and continual improvement. Management
attributes are more important in ensuring that an organisation consistently delivers its services,
typically operating in a stable steady-state condition. Both management and leadership attributes are
essential in road authorities.
Change can occur in response to unforeseen conditions imposed on a road authority by higher authorities, or it can occur as a result of a conscious and collaborative effort to improve the road
authority’s functioning. From a leadership perspective, the first type of change requires crisis
management while the second involves inventing the future and creating conditions and resources for
realizing that future.
Key things to consider in developing a change strategy include
• the need for clear goals;
• a rationale for change, and
• communication.
This leads into the processes needed for institutionalizing a culture of positive change that moves a
road authority toward an asset management culture.
2 Based on: AASHTO, 2011. AASHTO Transportation Asset Management Guide: A Focus on
Implementation, 1st Edition. American Association of State Highway and Transport Officials.
Washington DC.
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Middle management, engineering personnel, and personnel from other departments should
understand the change management process, why it needs to occur, and why their roles or responsibilities may need to change to achieve the organisation’s objectives. It may also be
appropriate for people within the road authority to contribute to the change strategy as it develops.
Transformational change, as opposed to developmental or transitional change, implies a greater
intrusion into day-to-day activities and a significant shift in culture or behaviour. To minimize the stress and impact of transformational change on employees, a road authority should assess and
communicate the types of change that will occur. For example, implementing an asset management
programme will require linking preservation and improvement programmes, integrating business
processes and information technology, opening communications through shared data, and using data
to determine customer opinions.
There are many publications and resources available that can provide further information to an
executive on the topics of change leadership, organisational development, and management science.
In the context of RAMS the following few activities need to be carried out carefully to ensure success.
a) Define Clear Goals and a Strong Rationale for Ch ange
Road authorities committed to positive change do not rely on crises as a rationale for change.
Rather, they challenge the day- to-day process of the organisation through a systematic
analysis of what is working well, what needs improvement, and how these areas relate to the
road authority’s mission and goals.
This analysis relies on a willingness to investigate all aspects of “business as usual” with an open mind to determine if new processes, competencies, people, systems, behaviour,
attitude, communications, and leadership practices are required. The process should be
creative, objective, and thorough, involving feedback from all business units and inviting
participation from all levels of staff so that information includes the viewpoint of individuals
interacting with systems, processes, and customers as well as those with a more strategic overview. Additionally it should encompass a review of best practices in peer road authorities.
Rather than focusing on the concept of what the road authority is doing wrong, the process
should ask, “What possibilities exist that we have not thought about yet?” and “what is the
smallest change we could make that would generate the biggest impact?” This process helps define what is possible for a road authority’s future and the rationale for undertaking the
changes required to achieve that future vision. As demonstrated in the case study below, this
process of “appreciate inquiry” can lead to new strategies for implementing and
institutionalizing change.
Although crisis is not necessarily the motivator for change, the reasons for change must be sufficiently urgent to attract attention. In short, the message is not, “We can do better” but,
rather, “We must do better to remain sustainable.”
Following analysis of the need for transformation, authority change leaders need to formulate
a vision of the future. This vision becomes the rallying cry for the change initiative. Leaders should be able to articulate the vision in five minutes or less and get a reaction that signifies
understanding and interest.
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b) Plan for Change Management
Change management necessitates assessing the needs of people, processes, and technology and planning for how these needs will change independently and in relation to one
another. An effective plan must provide guidance on how changes are incorporated and
integrated into daily practices, how they are sustained for the long term, and how present
changes provide lessons for developing and implementing lasting change at all levels and in all processes of the road authority. Planning involves the following steps:
• Assess the road authority’s readiness for change. For example, is performance
information already shared? Is there an atmosphere of trust and openness to change?
• Define a leadership structure.
• Use the vision statement and feedback from the analysis of change rationale to create a timeline.
As the organisational culture changes and develops over time, the top-down approach should
be supported by strategic and business planning and by insisting on reports that are generated by the RAMS. This will ensure involvement from the whole organisation and build
bottom-up support for the principles of the new culture of asset management.
It requires:
• Building opportunities for collaborative review and revision of the timeline, keeping in mind that successful change is incremental.
• Creating an education plan that will provide staff with the understanding, skills, and competencies they need to succeed.
• Permit employees to fail, learn, and move forward. New behaviours take time to form.
• Developing a communication plan, potentially using multiple media such as
speaking, writing, video, training, focus groups, and electronic communications. The plan should include opportunities for change leaders to speak one-on-one or in
small groups with those who will be required to make changes.
• Assessing positive and negative impacts on processes, systems, customers, and staff.
• Developing mitigation plans for each risk.
• Developing and communicating performance measures and expectations. Include rewards and recognition programmes to motivate staff.
• Finding ways to let employees know how the changes will affect them individually.
• Doing these things well will smooth the path as changes are put in place in the
organisation.
c) Why Change Fails
Projects fail because of the absence of a change champion; the planning stage does not rely
on facts; sponsors go absent; players skirt difficult issues, lose their commitment and
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motivation, or are diverted to other projects; or teams fail to accomplish their goals.
Transformation can also collapse during the execution phase because of unclear strategy and conflicting priorities; an ineffective top management team; having leadership that is too top-
down or, conversely, too laissez-faire; poor coordination or teamwork; an inability to speak
truthfully to top managers; or inadequate leadership skills and development at middle levels.
Tactics for addressing these potential failures include:
• Plan, talk, and act as if implementation is key, right from the start.
• Generate smart failures and value tests and embed systems thinking so that problems, flaws, and errors become opportunities for learning.
• Avoid skirting difficult issues, compliment personal skills, discuss weaknesses, and avoid silence.
• Track and respond to performance indicators to assess, change course, and adjust,
but keep in mind that some changes may take time to produce results. Do not kill a good idea too early.
• Ask what activities can be curtailed to free up resources for this change.
• Nurture and empower the right champions and change agents.
• Shepherd good ideas, insights, and connections.
• Capture and revisit new ideas.
• Reward teams for sharing and building on others’ work.
• Tell a cogent, compelling story.
Backsliding is very often a result of complacency or prolonged distraction of change leaders by competing matters. Leadership of a change effort must make the extra effort to persistently
reinforce and promote the desired processes and results.
d) Communicating Change
Continual, honest communication is required for successful collaboration and to build enthusiasm for change. A frequent error is to under-estimate the quantity of communication
that is required. It is better to communicate too much than to communicate too little. When
forming a communication plan, change leaders should keep in mind that communication is a
two-way street. It involves both the broadcast of a message and the receipt of that message.
Listening is as important as speaking. Important considerations when communicating change include:
• The message must be created clearly and with sufficient detail and must convey
integrity and commitment.
• The message recipient must be willing to listen, ask questions, and trust the sender.
• The message must be delivered in a format that is accessible and acceptable for both sender and recipient.
• The message content has to be relevant to the recipient and must connect with the recipient’s emotions or beliefs in order to have lasting value.
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The communication plan should include approaches to communicating all that is known about
the changes as quickly as possible, indicating that information may change as circumstances evolve. The alternative is to withhold communications until all decisions are made; however it
is important to remember that silence is one of the primary reasons for failure in change
initiatives.
A.3.6 Roles and Responsibilities
Asset management requires a conscious and sustained effort from many people in the organisation to
achieve success and realise value from the system. The implementation of the system needs to be
driven by top management who need to assign roles to individuals and ensure that the necessary
authority is granted and accountability is allocated as required.
Table A-2 shows the typical roles, responsibility and tasks that form part of carrying out asset management. In some cases roles may be further subdivided while in others roles may be
consolidated within fewer individuals. In many cases managers will be supported by assistants and
consultants to ensure reliable and up-to-date data is available on the system and that analysis
provides realistic results. In all cases staff involved with RAMS must have the requisite skills and capacity to carry out the required functions and responsibilities. Where such skills are lacking they
can be outsourced and/or developed in-house over time.
In small road authorities, some of the roles or functions can be fulfilled by one person.
Table A-2: Typical Asset Management Roles, Responsi bilities and Tasks
Role Responsibility Tasks Performance Measure
Steering Committee
Ensuring sustained system development and implementation
• Ensure RAMS supports the organisation’s strategic plan
• Ensure RAMS complies with TMH 21 (RIAMP) and ISO 55000
• Assignment of roles • Monitoring of system and individual performance • Insisting on system output to be used in reporting to
stakeholders • Manage continuous improvement
Successful system of proven value to the organisation
Chief Financial Officer (CFO)
Ensure finances are available and financial data is accurate.
• Ensure development and implementation of RAMS is funded
• Manage asset valuations • Ensure establishment of Fixed Asset Register
Adequate funding and accurate valuations.
Road Network Manager
Responsible for all road network definitions and integrity
• Maintain Network Integrity – Roads, Links, Nodes, Geographic Information System (GIS)
• Ensure network definitions are up to date • Coordinate route numbering and road user
information (km posts) • Manage road proclamations • Coordinate District /Local interfaces for roads • Manage Fixed Asset Register • Coordinate ancillary asset data (signs etc.)
Accurate and up to date road network data and Fixed Asset Register
Traffic Manager
Responsible for all Traffic Count Information and Congestion Management
• Manage Traffic Counting Programmes • Manage congestion monitoring and priorities
Accurate and up-to-date information on traffic and congested road links
Road Safety Manager
Road safety management
• Manage Road accident data • Manage Black Spot elimination programmes
Accurate and up-to-date accident information and cost-effective reduction of accident rates
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Role Responsibility Tasks Performance Measure
Pavement Manager
Responsible for all Pavement Condition Monitoring and preparation of periodic maintenance and rehabilitation (M&R) plans
• Coordinate Condition Surveys • Develop special M&R programmes • Coordinate design and construction interfaces to
ensure optimal use of local materials • Coordinate Pavement structure information • Coordinate panel inspections • Coordinate maintenance and rehabilitation strategies • Coordinate monitoring processes and procedures to
assess performance and develop new techniques and appropriate technologies
Measured by road condition trends and cost-effectiveness of pavement maintenance
Maintenance Manager
Responsible for all Routine Maintenance Operations
• Coordinate Maintenance Condition Ratings and Surveys
• Manage maintenance effectiveness and efficiency • Coordinate Routine Maintenance cost monitoring
Measured through maintenance effectiveness and efficiency
Construction Manager
Responsible for all Road Construction Projects
• Coordinate Interfaces from planning to construction • Manage construction programmes • Reporting on construction progress
Measured through effectiveness and efficiency of construction programmes
Bridge Manager
Bridge Design, construction and maintenance
• Coordinate bridge design policies and practices • Coordinate design and construction interfaces to
ensure optimal use of local materials • Manage construction programmes • Reporting on construction progress • Manage bridge inspections • Coordinate Bridge Maintenance
Measured by quality of bridges and cost effectiveness of bridge construction and maintenance programmes
Wayleave Manager
Wayleave allocation and monitoring
• Manage wayleave approval processes and procedures
• Coordinate outdoor advertising and wayleave policies
• Lease Management
Accurate and up-to-date records of all wayleaves and responsive wayleave approval process
System coordinator
Coordinate, manage and ensure successful system implementation
• Coordination of the above • System project management • Budgeting for system development and
implementation • Integration of sub-systems
Good project management resulting in a well-integrated system to the requirements of the steering committee
Programme Manager
Coordinate and compile a combined works programme
• Programme management • Budgeting
Ensuring that works programme meets the organisations objectives
The above table shows how the roles are to be aligned with the organisation’s strategic plan and how
the system outputs are used to assess the performance of the individuals and the road network and
assets being managed.
A.3.7 Road Asset Management System (RAMS)
Asset Management involves a broad range of principles, concepts and processes that help to translate organisational objectives into decisions and actions on assets, to achieve the objectives. A
road asset management system takes all of the requirements for asset management into account,
also the ‘enablers’ (organisation, people and information) and ‘capabilities’ (risk management,
performance evaluation and improvement). These are displayed in Figure A.2.
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Figure A.2: Key Elements of a Road Asset Management System
A system’s perspective to RAMS recognises that it encompasses much more than the computer
systems required to manage the asset data and related algorithms, procedures and reports. The
benefits of RAMS will not be achieved unless the road authority understands its organisational
context, defines its portfolio of assets, establishes an asset management policy, aligns its organisation and leadership, employs the required competent people for planning and execution,
supplies them with appropriate computer tools to provide the required information and decision
support, underpinned by risk management, continuous performance evaluation and improvement of
its RAMS.
a) System Scope
The minimum scope for computer system (information and decision support system)
requirements for asset management has been defined as set out below for South African road
authorities:
• A central road network register, with spatial display in a related GIS;
• A Pavement Management System (PMS);
• An Unpaved Road Management System (URMS);
• A Bridge Management System (BMS) with bridge inventory;
• An inventory management system for road furniture, including drainage assets; and
• A Traffic Information System (TIS).
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b) Data Management Systems
The data related to RAMS should reside in a competent relational database of which there are several available on the market today. Multi-user systems are preferable and the data can
either be located on a dedicated server located within the road authority, or on a commercial
server connected to the Internet cloud.
Each road authority should decide the processes and requirements for the RAMS development to ensure stability, integrity and sustainability of its data and systems.
The database should be set up by competent database designers to ensure a good degree of
integration between the various datasets and data fields.
The database should also have good connectivity to deliver and receive data from other
simple data processing tools such as spreadsheets and the like.
The road authority must ensure that it retains ownership of raw and processed data and has
adequate backups of the data as well as detailed descriptions of the data and its layout in
case it needs to be transferred to newer or improved systems or to be reanalysed in future to
determine condition trends for new condition and/or functional indices.
It is also a requirement that annual data collection be sent to a central data repository.
Specific formats have been provided for this in TMH 20.
c) Geographic Information System (GIS)
GIS is used to record the positions of assets and display data from the information and
decision support systems. Road Infrastructure assets are, by their nature, spatially located across a road authority’s area of jurisdiction. Linking a GIS to the information and decision
support systems means that such data and information can be displayed very effectively
using road centreline maps. This is a powerful medium to convey the information to
stakeholders. Refer to Section B.1.4 for further discussion of this subject.
d) Analysis Systems
Analysis systems are used to process and analyse data in order to provide decision support
to asset managers. Robertson2 classified analysis systems into six Decision Support (DS)
levels in terms of the characteristics and sophistication of the analysis process. These are
shown in Table A-3.
DS Levels 1 and 2 are typically based only on technical parameters. DS Levels of 3 and
higher are ‘economy based’, requiring life cycle cost analyses. Classification levels range from
a base level RAMS at DS Level 1, to a sophisticated investment decision support system at
DS Level 6 that evaluates the economic, social and environmental impacts of investments
over the full asset life cycles.
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Table A-3: Classification of Decision Support level s for RAMS 3
DS level Dominant characteristic Level of RAMS
operation
1 Basic asset data, rule-based work
allocation Level I
2 Project and network level assessment,
geographic reference Level I
3
Life Cycle Cost Analysis (LCCA) of
authority impacts i.e. capital and maintenance costs
Level II
4 LCCA of authority and user impacts,
economic prioritisation Level II
5 Optimum investments within constraints,
sensitivity analysis Level III
6 Economic, social, environmental multi-
criteria assessment, risk analysis Level IV
In the DS classification framework, the characteristics of a lower DS level will be included at a
higher level.
The levels of decision support analysis that are used must be balanced with the Level of asset
management being practised that are described above. Higher levels of DS require greater
accuracy of data and substantial historic data in order to have confidence in the forecasting or logic models that are used. Typical Levels of RAMS implementation and the associated DS
levels are shown in the table above.
Historically, in South Africa, and world-wide, analysis systems for pavements (PMS) are
typically developed to supply DS Level 5 decision support. Systems for bridges are in the process of being developed to achieve similar DS levels. Very few road authorities have
included other infrastructure in high-level decision support systems.
The selection of which DS level to aim for depends on the following:
• The type, classification and extent of roads and assets being managed.
• The confidence and level of detail associated with the available data.
• The Level of Asset Management being practised.
• The general levels of efficiency and cost-effectiveness of activities that are performed in each area of asset management.
• An understanding of typical asset performance and deterioration based on similar
assets elsewhere or on accurate historic data.
3Robertson, NF 2004, ‘A classification of road investment decision support systems: practical
applications’, International conference on managing pavement assets, 6th, 2004, Brisbane,
Queensland, Department of Main Roads, Brisbane, Qld.
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• The availability of simple rules that will typically produce optimal results based on comparable experience elsewhere.
• The available total budget as well as minimum standards and other stakeholder requirements that dictate budget availability in each area of investment.
• The need to justify expenditure in any area to stakeholders.
• The ability to follow through with actions based on the DS recommendations.
• The ability to monitor the performance achieved by actions and feed this back into the decision support systems.
A.3.8 Budget to Implement and Sustain the System
The budget needs to implement the system are dependent on the chosen levels of management that
will be applied to assets of varying importance and risk as embodied in the Road Asset Management Policy Document of the Road Authority. In order to implement the RAMS the following will be
required:
• The establishment of the inventory of roads, bridges and other significant assets and related functional classes (refer Part B, Inventory Data and Fixed Asset Registers)
• Obtaining road and asset usage data (refer Part D)
• Obtaining road and asset condition data (refer Part D)
Indicative unit costs are provided in Table A-4 for collection of the above data. The figures allow for
data collection for Level II and higher asset management, but exclude data collection support
(procurement of service providers, data quality management and supervision of service providers)
The figures are indicative only and do not allow for variations due to location of the assets and thus
variations in mobilisation costs for service providers. Differentiation is made between rural, urban
metro and urban municipal road authorities, mostly because of the increased cost of visual
assessments in urban areas.
Table A-4: Indicative Unit Costs in 2013 Rand Value s (exclusive of VAT)
Asset type Data item Indicative unit cost
Rural, paved Visual assessment R100 /carriageway km
Inventory survey and condition rating
of ancillary assets
R100 /carriageway km
Rural, unpaved Visual assessment R90 /km
Inventory survey and condition rating
of ancillary assets
R90 /km
Urban metro, paved Visual assessment R300 /carriageway km
Inventory survey and condition rating
of ancillary assets
R300 /carriageway km
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Asset type Data item Indicative unit cost
Urban metro, unpaved Visual assessment R250 /km
Inventory survey and condition rating
of ancillary assets
R250 /km
Urban municipal, paved Visual assessment R250 /carriageway km
Inventory survey and condition rating of ancillary assets
R250 /carriageway km
Urban municipal,
unpaved
Visual assessment R250 /km
Inventory survey and condition rating
of ancillary assets
R250 /km
Urban and rural, paved Profile measurement (roughness,
rutting, texture), inclusive of GPS and right-of-way video, one direction only
R210 /carriageway km
Deflection measurement, 200m
frequency, one direction only
R400 /carriageway km
Structures Inventory and inspection R5 000 /structure
Urban and rural, paved
and unpaved roads
Manual traffic counting – 1 day,
daytime, 12 hours
R2 000 /node
Urban and rural, paved
roads
Automatic traffic counting – 7 day, 24
hours per day, classified
R2 000 /station
The budget needs for data collection will depend on the data collection regime and the status of data
already available. Data collection frequencies are prescribed in this manual, based on RCAM road
classes, refer Part D. At initial implementation, the budget needs may be very high to ensure that a
full set of data is available ‘immediately’. After some years, a ‘steady state’ annual budget need may develop, where Road Authorities smooth out the budget spikes to have a less varying budget need
per year for data collection. This may be achieved by, for example, measuring profiles on half the
paved network every year, instead of the full network every second year.
The budget need for data collection will then vary between:
• A start up scenario with no compliant data available: The unit cost per data item x total length
or number of assets in the inventory to be surveyed, summarised for all data items
• A frequency-based scenario, with data collection according to the prescribed frequencies: The
unit cost x frequency x total length or number of assets in the inventory to be surveyed,
summarised for all data items
The mentioned data collection frequencies are RCAM road class dependent.
Table A-5 shows the R/km carriageway budget need for data collection for the two mentioned scenarios, per RCAM class grouping and road type (paved and unpaved). The figures include:
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• Visual assessments, profile measurements, pavement strength measurements, inventory surveys and condition ratings, and manual and automatic counting excluding inspection of
structures.
• A 25% mark-up for data collection support (procurement of service providers, data quality management and supervision of service providers), but excluding data capture / import to the
RAMS.
Table A-5: Budget Need for Data Collection (2013 Ra nd Values, exclusive of VAT) Road Authority Rural Urban Metro Urban Municipal
(2013 Rand values) RCAM Class
Paved Unpaved Paved Unpaved Paved Unpaved
Initial RAMS establishment (R/km carriageway*)
1, 2, 3 2 020 225 2 520 625 2 390 625
4, 5 1 720 225 2 220 625 2 090 625
Frequency-based operation (R/km carriageway*)
1, 2, 3 690 115 940 315 875 315
4, 5 390 75 560 210 515 210
*To be multiplied by full network length of km carriageway to obtain budget needs
Depending on the Road Authority’s current data collection status, a budget of between the ‘Initial RAMS establishment’ and the ‘Frequency-based operation’ will be required. As an example, if a Rural
Road Authority has collected some data in the past, which are still complying with requirements, and it
estimates that it complies about 50 per cent to the frequency-based requirements, then a budget need
of R1 350 x 1 000 = R1.35 million exist for its 1 000 km carriageway of RCAM Class 1, 2 and 3 paved roads (1 350 being an interpolation between 2 020 and 690). Road authorities should however
attempt to base their budget needs for data collection for any particular year on actual status of data
age and completeness.
The initial establishment of the RAMS computer systems will depend on the level of asset
management already practiced by the Road Authority, and thus the data (and the quality of the data) already available. Establishment of the RAMS also includes the establishment of the databases and
various information and decision support systems and obtaining related human resource needs.
Substantial investment will be required to implement a RAMS computer system from a zero base.
This is not the case for most South African road authorities which have some components of RAMS in
place. More information is provided in later parts of this manual.
A.4 Summary
In summary a Level II RAMS system needs the following essential organisational activities to ensure success:
1. Consistent and sustained support by top management through the formulation of policies
and procedures and allocation of budget and staff to support development and
implementation.
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2. A Gap analysis to assess where the organisation is lacking in terms of system
development and implementation versus the requirements of a Level II system.
3. Change management processes to ensure that RAMS becomes an integral part of the
daily organisation routines and activities.
4. The allocation of responsibilities to individuals to ensure system sustainability
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PART B: INVENTORY DATA
B.1 Identification and Location
B.1.1 Identification of Fixed Assets
All roads and related infrastructure represent fixed assets that must form part of a fixed asset register. All roads and related fixed assets must be properly identified in accordance with an agreed system
that is decided upon within the context of the available budgetary and human resources.
In respect of rural roads the asset is identified by its road number and start and end kilometres while
bridge assets are normally identified by a bridge number.
In respect of municipal roads and streets, the asset is identified by a street name and its from and to description that unambiguously describes the asset. Its length must also be recorded. Bridges in
urban areas are also identified by the bridge number.
A road asset must be capitalised, that is, recorded in the Fixed Asset Register (FAR), as soon as
construction is practically complete and it will deliver the required levels of service. It must be recorded as Work-In-Progress (WIP) until it is available for use, where after it is appropriately
capitalised as a fixed asset.
A road remains in the fixed assets register for as long as its physical existence can be verified, its
ownership is verified through appropriate proclamations and it is able to provide a reasonable level of
service. Care should be taken to ensure that ownership and custodianship issues are resolved before roads are included in the fixed assets register. For example, national or provincial routes that pass
through towns on municipal streets where subsidies may be made available for maintenance.
There are significant lengths of low volume roads that are not fully maintained by public road
authorities, such as the minor roads in the Western Cape and the tertiary roads in the Free State, for example. The responsibility for these roads is typically divided between the people and/or
organisations that they serve and the Provincial Road Authority or District Municipality or Local
Municipality. Varying arrangements may have been concluded in the past with respect to
maintenance and levels of service for these roads. As a general rule any road that serves less than
between 20 and 40 people, depending on the degree of isolation, or a single business turning over less than R4million per year should not be regarded as a fully funded public road. These roads
should be identified on the asset register as a partially owned public road by the road authority and
managed separately using Level I type management systems.
If a road or related fixed asset has been fully depreciated, it must not be written off or impaired in totality unless it no longer delivers a service and cannot be refurbished to a state where it could
provide or deliver a service(s). If a road can provide a level of service then it must be re-valued in
terms of the fair value to replace an asset of similar condition and remaining economic life.
B.1.2 Investment Property
Investment assets related to RAMS typically only involve the road reserve where title has actually been procured, such as with most National roads, and not where the right of way has merely been
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registered over a property as is the case for most Provincial roads. Other land that is also owned by
the road authority and that is located outside road reserve should also be included in the FAR but is not discussed further in this document.
These properties (investment assets) must be accounted for in terms of GRAP 16 and must not be
classified as assets, plant and equipment for purposes of preparing financial statements. They must
be recorded in the fixed assets register in the same manner as other infrastructure assets, but a separate section of the fixed assets register must be maintained for this purpose. They must not be
depreciated, but valued annually on balance sheet date to determine their fair (market) value and
recorded in the statement of position at such fair value. An expert must be engaged to undertake
such valuations.
B.1.3 Road Network
The Road Network of a Road Authority is made up from different components. The Road Network
should progressively be subdivided down to its smallest building blocks, namely assessment
segments, based on the rules and procedures encompassed in a RAMS network definition procedure.
The Road Network definition involves defining the following road network attributes:
• Roads
• Road Sections
• Road Links
• Road Segments
Route numbers are not typically used in the road network definition, but are defined to guide road
users along significant corridors and should be contained in the road network dataset as an attribute
of the road. These are contiguous sets of road links that connect major towns or pass through urban areas. Rural roads that form routes are identified and numbered by a National Route Numbering
committee. Municipal routes are identified and numbered by the Metros. These routes transcend
Provincial boundaries or municipal wards and suburbs. Examples are N1, R36, R315, M13. The
purpose of the route number is to guide road users to their destination along significant corridors.
They are also contained on published physical and electronic maps. In the case of National roads the route numbers and road numbers coincide although the roads are divided into sections for
convenient administration. It is considered good practice in the case of Provincial roads to adopt a
similar practice whenever roads are re-numbered for administrative purposes. This will reduce
confusion between authorities and road users.
a) Roads
The building blocks of a Road Network are individual roads. A vital component of the Road
Network definition is therefore a unique identifier for each road in the network. Road
numbers/names are identified in the original road and township proclamations and are used
as the primary form of identification for all road assets and related infrastructure.
• For rural Road Networks a Road Number is commonly used as the road identifier.
Rural roads are often divided into sections, each with a new zero km starting point
to facilitate management and administration.
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• In urban Road Networks, the identifier is mostly a Road Name, although Road Numbers are also used.
Typical examples of these road identifiers are:
• MR16 (Main Road 16)
• N3/12 (National Route 3, Section 12)
• P1/4 (Provincial Road 1, Section 4)
• TR4/12 (Trunk Road 4 section 12)
• D1234 (District Road D1234)
• Commercial Street / Main Road
b) Road Links
Roads and road sections are divided into road links that are uniform in terms of:
• Road Type (Dual, paved, gravel)
• Road cross-section (Road width and paved width)
• Significant changes in pavement construction
• District or local municipal area in which the road is located
• Traffic
In the rural context this means that links stretch between significant intersections or boundaries while in the urban context road links may either stretch from intersection to
intersection (city blocks) or may include several block lengths where the road and traffic
characteristics do not change significantly. This is shown diagrammatically in Figure B.1.
Road links form a convenient way of managing historical data as the road link is defined by its
physical location that is easy to identify in the field. The km distances of road link start and end positions may need to be updated from time to time when road alignments change or
when new intersections are constructed.
Typically, road link lengths and km distances are either obtained from accurate GIS definitions
of the road centre lines or linear measuring equipment. In some instances the km position used in the inventory may be a historic km distance that is slightly different to the actual
surveyed km position and is retained as such due to physical km markers being placed along
the road that perpetuate the error but provide a good historic record of that data that uses
such markers as reference points. Road authorities should ensure that the accuracy of road
links and km positions is within 50 to 200m of the true surveyed length, depending on the length of the link and section.
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Figure B.1: Typical Layout of Roads, Road Sections and Road Links
c) Nodes
The physical start and end points of a road link are often identified as nodes. This facilitates
traffic counts at each intersection as well as the management of signs and incidents at the
intersection. Nodes often contain a detailed descriptor to identify the type of node such as:
• Intersections
• T-junctions
• Borders (national, regional, district, town, etc.)
• Start/end of paved segments or dual carriageways or gravel roads.
d) Assessment Segments
An assessment segment is the length of road for which one visual or instrument assessment
rating is recorded. In the case of rural road networks, a road link can be divided into road
segments for visual assessment, or alternatively, the entire road can be segmented based on kilometre distance. For urban road networks where road links may be very short, uniform
links may be grouped together to form an assessment segment.
If a dual carriageway road is captured on a road network, each carriageway should be given a
unique identifier. The two carriageway segments will have the same road number and
kilometre distances. The direction of travel relative to the road distance markers should be used to distinguish between the two road segments. For example, a *-* after the road number
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will indicate the road segment on which vehicles travel in the direction of decreasing kilometre
distances.
B.1.4 Location Referencing
Location is a key attribute for almost all asset types, whether linear or point based.
Examples of systems used for referencing include:
• Road section with a road km distance and direction in the case of dual carriageways
• Intersection names in urban road networks
• GPS latitude and longitude
a) Geographic Information Systems (GIS)
Commercially available GIS systems nowadays form the core of a road network referencing
system and they provide a convenient means of
• mapping the road network and related assets
• displaying road conditions
• managing road lengths.
b) Collection of GIS Data
The GIS data that displays the links is either collected by digitizing roads that are visible on
geo-referenced aerial photography or by means of GPS devices (cf. TMH 13). Issues that
need to be managed in this endeavour are:
• The accuracy of coordinates should be of the order of 5m and may require some
post processing to ensure that the position of road signs, for example, are located on the correct side of the road.
• The direction of the line representing the road must match the direction of the road
kilometre distances.
• All road links must correctly “snap” at intersections (nodes) to enable the use of GIS
tools in managing the topology of the road network. (There must be no overshoots
and undershoots).
• Dual carriageways will need two physical lines on the GIS to display carriageway
data but may only require a single road centre line to display the road types.
• Avoid excessive numbers of coordinates along the centre line of the road as this creates unnecessary clutter. Typically, a coordinate every 20 m is satisfactory.
• Avoid collecting all data off aerial photography as this can result in the identification of many “roads” that are in fact only informal pathways. If roads are identified off
photography they should be verified by field surveys.
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• The data should include both the surveyed length using GIS information as well as any official km positions and lengths as in the asset register if these differ from the
GPS/GIS surveyed data
c) Integration of the GIS with the RAMS Database
There are typically three approaches to integration of the GIS with the RAMS database:
(i) Embedding the RAMS data in the GIS - this system is typically only used initially to develop an inventory as it is not practical to retain complex and historic data within the limited capabilities of a GIS database.
(ii) Embedding the GIS data in the RAMS database - this is ideal as the GIS coordinates and related spatial data are contained in the alphanumeric database and changes to geometry are integrated with road lengths and topology. However, the database and GIS licensing systems to achieve this are relatively expensive and are only recently becoming cost-effective.
(iii) Transferring RAMS data to the GIS for display – this approach is fairly common as it is relatively simple to use with any database and all commercially available GIS packages. The difficulty associated with this system is that the data needs to be carefully managed so that changes to the inventory are correctly reflected on the GIS in order to maintain road lengths and kilometre distances in the database as the spatial display of the data changes and vice versa.
B.2 Asset Hierarchy
B.2.1 Purpose of Asset Hierarchy
Infrastructure assets generally have a clear hierarchical relationship. The purpose of the asset
hierarchy is to provide the road authority with the framework in which data is collected, information is
reported, and decisions are made. Road asset managers need to ensure they understand the definition of what an asset is and what an appropriate hierarchy is, before embarking on any asset
register development or enhancement.
If an appropriately structured asset hierarchy is not implemented, data may be collected to
inappropriate and disconnected levels, creating situations where system costs escalate with minimal increases in benefit or where insufficient information is available to make informed decisions.
B.2.2 Preparing the Hierarchy
Assets are grouped or categorized for various reasons such as asset valuation, condition
assessments and maintenance planning etc.
Road Infrastructure assets are grouped as follows:
• Asset System - in respect of road transport infrastructure this is “Transport”
• Asset Sub-system - in respect of road transport infrastructure this is “Road Transport”
• A facility could represent a single identified route such as N1, R36, R352 or a collection of
roads of a specific class within in Local Authority boundary such as Class 4 roads in suburb A or district B.
• An asset is typically construed as a uniform road link, a bridge, or a grouping of ancillary
components such as guardrails, road signs or road markings.
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• Components are parts of an asset that have different Expected Useful Lives (EUL) such as
the surfacing, the pavement layers and the formation of a paved road.
• Items are part of components that will typically be assessed separately to determine their
state or condition and to consolidate these conditions into the condition of the asset. In the
case of structures, some items are made up of discrete yet similar parts (e.g. bridge piers).
For the purpose of condition assessment, these parts (referred to as “sub-items” in TMH 19)
are assessed individually. The condition of such an item is based on the condition of the “sub-items”.
Subdivision of the road infrastructure assets from facilities down to items are shown in Table B-1.
The asset register and inventory are extended to a component level while items are only included
here for defect inspections and computation of Condition Indices.
Table B-1: Road Asset Hierarchy
Facility Asset Component Item
Route or Group of Roads (Rural and Urban separately)
Road Links5
Surfacing5
Pavement5 Layers
Formation Embankments
Cuts
Drainage1 Culverts
Open Drains (lined unlined)
Kerbs and Inlets2 Kerbs
KIs and Grid Inlets
Culverts2
Open Lined Drains2
Stormwater Pipes2
Sidewalks2
Bridges and Major Culverts5
Structure5
Deck
Piers
Abutments
Foundations
Balustrades etc.
Bearings
Joints
Tunnels
Civil
Lining
Portal
Roadway
Crosscuts
Fire engineering
Electrical
Mechanical
Control Building
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Facility Asset Component Item
Toll Plazas
Lanes
Electrical
Mechanical
Control Building
Ancillary Asset3
Road Furniture
Guardrails
Road Signs
Road markings
Bus Shelters
Minor retaining structures
Walkways and cycle paths Walkways
Cycle Paths
Gantries
Supporting structure
E&M equipment
Sign and sign face
Retaining Structures Retaining Walls > 2m high,
Anchored slopes
Bus Stations (BRT)
Platforms
Building and Structures
Electrical and Mechanical
Street Lighting4
Masts and foundations
Luminaires
Electrical Supply
Notes:
1. In the case of rural road the condition of minor drainage structures will influence the condition of the formation but is not sufficiently material to be added as a separate component. Therefore it is inspected as an item of the formation and its condition is used to influence the condition and remaining useful life of the formation.
2. Urban stormwater drainage is normally managed together with roads but only the components that are directly associated with road links are regarded as components of the link. Other stormwater assets not related to road links such as major canals are regarded as separate stormwater assets.
3. Where ancillary assets are not related to any specific road link they are regarded as an asset of a route (or group of roads in an area). Where they are related to a road link they can be regarded as a component of a road link. For example, in the table above drainage structures on urban roads are shown as components of road links but could also be viewed as components of ancillary assets related to a route or to all roads of a particular functional class within a suburb, for example.
4. Street lighting can either be a component of a road link asset or alternatively a component of ancillary assets of a route as outlined above. This will depend on how the street lights are numbered and managed by the authority. Area lighting for example is typically related to interchanges and can be more conveniently managed as a component of ancillary assets of a route.
5. The minimum required asset determination, condition assessments and reporting for a Level II RAMS
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B.3 Asset Groupings
Assets are grouped based on several attributes as follows:
B.3.1 Facility Functional Classes
Facilities are grouped into functional classes in accordance with the South African Road Classification and Access Management (RCAM) Manual (TRH 26) to reflect:
• Function
• Importance
• Consequences of failure
• Differentiate trigger conditions at which interventions are required
• Differentiate maintenance standards
• Manage accesses
The classification system is based on five (5) functional classes for roads. This system acknowledges that individual roads currently serve all travel functions (i.e. all modes of transport including walking),
but that travelling is characterised by movement through networks with different functions along the
route.
The functional classification of roads has been based on a clear distinction between mobility roads
and access roads. Figure B.2 is an extract from TRH 26 and displays this grouping.
Figure B.2: Functional Classification as per TRH26 for Roads
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Roads are classified based on their function and not any other unrelated criteria such as type, size,
condition or geometric standards, as indicated below:
Class Number Function Description
Class 1
Class 2
Class 3
Mobility Principal arterial
Major arterial
Minor arterial
Class 4
Class 5
Access/activity Collector street
Local street
A distinction is further made between rural and urban roads. The generic Class 1 to 5 descriptions for
road classes are given in the table below:
Rural Classes Urban Classes
R1
R2
R3
R4
R5
Rural principal arterial*
Rural major arterial*
Rural minor arterial*
Rural collector road
Rural local road
U1
U2
U3
U4
U5
Urban principal arterial
Urban major arterial
Urban minor arterial
Urban collector street
Urban local street
* If preferred, the word “arterial” can be substituted by “distributor” for Rural Classes 1 to 3.
B.3.2 Regional Groups
A road authority’s network is usually grouped into various areas for management and operational
purposes. These areas can be:-
• Provinces
• Road districts
• Peri-urban districts
• Local districts
• Towns
• Depots
• Suburbs
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B.4 Types
B.4.1 Asset Types
Asset types define the overall operational and engineering characteristics of an asset. For the
purpose of financial reporting, asset types are also used to group assets into “financial classes” such as:
• Roads
o Freeways
o Dual Carriageway
o Paved Road
o Unpaved roads
o Tracks
• Bridges
• Tunnels
• Ancillary Assets
B.4.2 Component Types
Each Asset type can be allocated various component types. Each component type is further subdivided by means of Engineering type and standards that are used to identify the type of material
or equipment used in the component and the type of inspection that will be carried out as well as its
unit cost and expected useful life. Typical component types and Engineering type and standards are
shown in Table B-2.
Table B-2: Typical Component Types, and Engineering Types and Standards
Asset Component Type
Unit of Measure
Engineering type and standard
Roads
Surfacings Sq. Metres Chip Seal, asphalt, none (for rigid and block paving)
Pavements Sq. Metres
Structural Capacity (MESA Class as per TRH4)
Flexible – Granular, Cemented or Bituminous, depending on the type of base material
Rigid – thickness category
Block paving – block thickness
Unpaved – wearing course thickness and quality
Formations Sq. Metres
Standard – high (120 kph), medium (80 – 100 kph), low (60 kph) and
Topography – flat, rolling or mountainous
Bridges Structures Sq. Metres Bridge Type – concrete, steel; special
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Asset Component Type
Unit of Measure
Engineering type and standard
Foundation Type – Piled or Spread footings or special
Sq. Metres Conventional or special
Tunnels
Civil Metres of 2 lane tunnel
Lined, unlined, soft, hard rock
Electrical kVA Ventilated, unventilated
Mechanical Metres of 2 lane Tunnel
Unventilated, Jet fans, Ducted, Transverse.
Control Buildings
Sq. Metres High spec, medium spec or low spec building
Toll Plazas
Lanes Number of lanes
Electrical kVA
Mechanical Number of lanes
Control Buildings
Sq. Metres High spec, medium spec or low spec building
BRT Stations
Civil Sq. Metres
Structure Sq. Metres
E & M kVA
Drainage
Kerbs and Inlets Metres Mountable, Barrier
Lined Drains Metres Drain width, with or without subsoil drains
Culverts & Stormwater Pipes
Metres Size
Ancillary Assets
Road Furniture Km of road
Road Type, Topography and Functional Class
Cost includes fence, guardrails, signs and road markings
Gantry Signs Number Width of gantry cross-bar
Street Lighting Number Pole/mast material type and light type
Retaining Structures
Metres
Height Class (2-4m, 4 to 6m, 6 to 8m and >8m);
Structure type (Concrete; gabions; ground anchored; soil nails; soil reinforcement; block walls)
Walkways and Cycle Paths
Sq. Metres Bituminous, block paving, concrete
BRT Stations Number Terminus, Major, Minor
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B.4.3 Item Types
Components can be further broken down into items for condition assessments and to determine maintenance and replacement requirements. The type categories will depend on the asset and
component and may include details such manufacturer and models. In Level III RAMS systems,
items can each be quantified and costed to make up the cost of the component and asset.
B.5 Natural Attributes
Assets also have a number of natural attributes that influence their expected useful lives, costs and
operations.
B.5.1 Topography
In the case of road networks, the topography through which the facility or asset type traverses has an
impact on the initial construction design and cost and subsequent maintenance and rehabilitation as
well as the performance of the asset. Hence topography is an important data set to acquire.
While topography represents the type of surrounding terrain, in RAMS it is defined by gradient and/or
curvature, always selecting the worst case. Typically the topography is categorised into flat, rolling or mountainous terrain as per Table B-3, assuming that the road design standards are not so high as to
completely overcome the nature of the terrain:
Table B-3: Classification Topography
Topography Gradient Curvature
Flat Gradient mostly flat (<3%) Curvature has no effect on vehicle running costs
Rolling Generally medium gradient (~ 4%)
with many sags and crests
Significant curves for at least
30% of the length
Mountainous Generally steep gradient (~ 7%)
with many sags and crests
Very sharp curves and/or
limited sight distance for at least
60% of length
B.5.2 Urban/Rural
A distinction is made if the asset is located in a rural or urban area as this affects frequency of data
collection, maintenance and rehabilitation proposals and performance.
An urban area is characterized by higher population densities in comparison to areas surrounding it. Urban areas may be cities or towns but the term is not commonly extended in rural settlements such
as villages.
Urban areas are created and further development by the process of urbanization. Typically they will
have some form of local authority. Rural areas are those areas outside of cities and towns, or urban
areas.
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B.5.3 Climate
The climate typically has an influence on the performance of the asset, as well as on future maintenance and rehabilitation needs, and hence is an essential attribute to be recorded.
For Level II RAMS it is recommended that Weinert N-values and the Thornthwaite’s Moisture Index
(Im), as defined in Table B-4 and shown in Figure B.3, are used. They can be used together with a
Surface Temperature Index as well as data on minimum, maximum and mean annual precipitation depending on which data has been shown to correlate with performance.
Indicative areas for the Thornthwaite Moisture Index are shown in map form below. These areas may
have to be adjusted for use in individual areas based on local topography and related detailed climatic
records.
Table B-4: Thornthwaite Moisture Index Range of Eac h Climatic Zone
Climatic zone Description Minimum moisture
index Maximum Moisture
index
Arid Very low rainfall, high
evaporation NA <-40
Semi-arid Low rainfall -40 -20 Dry sub humid Moderate rainfall or
strongly seasonal rainfall
-20 0
Moist sub humid 0 20
Humid Moderate, warm seasonal rainfall
>20 NA
Figure B.3: Thornthwaite Map for South Africa
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The climate zones are defined as follows:
a) Humid areas (I m > 20)
These are essentially the wettest areas and include primarily the eastern escarpment of South
Africa, large areas of KwaZulu Natal, with smaller localised areas in the Eastern Cape and
Western Cape Province.
It should be noted that these areas cover a wide range of rainfall season, through strongly seasonal summer rainfall in the eastern escarpment areas, and KwaZulu Natal, to areas that
have rainfall in all months in the southern areas to the distinctly winter rainfall areas of the
western Cape.
These areas are also centred on the main mountainous areas in South Africa, the regions
where the majority of roads are lightly trafficked and essentially intercity connectors.
b) Moist subhumid areas (0 < I m < 20)
This zone covers a wide area in the eastern part of the country and smaller regions around
the humid areas in the remainder of the country – these areas all have a small water surplus.
It is, however an important zone as it includes most of the major metropolitan areas. The majority of asphalt surfaced roads in South Africa fall into these areas.
c) Dry subhumid areas (- 20 < I m < 0)
These areas fall mainly in the Highveld areas of South Africa and comprise essentially the
area between Weinert N-values of 5 and 2 or the moderate area in the current TRH 4 (1996)
pavement design catalogues. The area generally has a small water deficit.
d) Semiarid (- 40 < I m < - 20)
These areas are primarily in the central parts of South Africa and the south-western Cape
coast. These approximate the areas with Weinert N-values of between 5 and 10 and generally
have a strongly seasonal wet summer with a dry winter with relatively cold overnight temperatures and a moderate water deficit.
e) Arid (I m < - 40)
These areas are restricted to the western parts of South Africa with a small area in the far
north of the Limpopo Province. These approximate areas with Weinert N-values greater than 10 (the Limpopo area generally equates with a Weinert N-value of more than 7.5) and
approximately follows the 330 mm rainfall isohyet. The rainfall is generally seasonal falling in
summer with a dry winter. In a zone about 20 to 40 km in from the northern-western coastal
areas, there is a mist belt often resulting in heavy overnight moisture condensing at the
ground surface. It appears unlikely, however, that this moisture would penetrate the soil sufficiently to have any significant effect on the moisture conditions within the pavement
structure.
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B.6 Acquisition Data
B.6.1 Initial Construction Data
The initial date of construction is the year (YYYY) in which the asset, or component of an asset, was
procured or when construction was completed.
While in many cases the initial date of construction of assets are not known, this is valuable
information that is very useful in determining the asset’s age and likely remaining life.
In the case of roads this involves the following:
Component Description of date completed Comments
Formation Year of initial construction of the
facility
Where a road pavement is substantially reconstructed including its drainage
facilities than the year of reconstruction is
used.
Pavement Year of construction of the base
If the base is reconstructed for more than
50% of the link length then the year of the
reconstructed base is used.
Surfacing Year of construction of latest
surfacing
Diluted emulsions and thin slurries are not considered new surfacings but only
rejuvenation actions and the year should
be saved for information but not used as
the year of surfacing construction.
B.6.2 Supplier Data
Asset acquisition data should also include information on the designer, constructor, manufacturer and
supplier.
B.7 Fixed Asset Register
A Fixed Asset Register (FAR) is a complete and accurate database of the assets that are under the
control of the road authority and is regularly validated and updated. The FAR provides important
information required for effective management of the assets as well as the detail supporting the figures disclosed in the annual financial statements.
A typical FAR should include information on:
• Identification and Location – What and where is the asset, and who does it serve?
• Accountability – Who is accountable and how is the asset being safeguarded?
• Performance – What is its intended and actual level of service?
• Accounting – How is the asset accounted for? This should include
• Valuation basis
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• Method of depreciation
• Acquisition, disposal and transfers – Transactional Audit trail
• Management and Risk – How is it managed?
B.7.1 Assets
In the context of road assets the asset is normally represented by a uniform road link and the
following information should be included in the FAR:
Asset Data Comments Required/ Optional
Linear Assets (assets that have a start and end km):
Road Links
Tunnels
Facility Facility to which the road link belongs i.e. route number, group of roads etc.
R
Road Number/Name/ Tunnel Name
Proclaimed road number or street name
R
Link Number Link number as part of the road
R
Start km Start km to nearest m R
End km End km to nearest m R
Length Length in km R
Asset Type Paved Roads (Freeway, Dual, Single carriage ways); Unpaved roads (Gravel, earth tracks); Tunnels (Lined, Unlined)
R
Topography Flat, rolling, mountainous R
Climate Dry, Moderate, Wet
Thornthwaite Moisture Index
R
Functional Classification 1 to 5 as per TRH 26 R
Location GIS coordinates every 20 to 40 m
R
Start Description Detailed description R
End Description Detailed description R
Start Node Start Node number O
End Node End Node number O
Start Node Type Type of node O
End Node Type Type of node O
Owner National, Provincial, District, Local
R
Custodian Road authority R
Local Municipality Municipality in which the road link is located.
R
District District in which the road link is located
R
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Asset Data Comments Required/ Optional
Maintenance Depot Maintenance depot responsible for the road
O
Asset Standard Appropriate road standards R
Area Assets where the value is primarily based on the area of the asset:
Bridges
Toll Plazas
Drainage Assets,
BRT Stations,
Ancillary Assets
Facility Facility to which the bridge belongs i.e. route number, group of roads etc.
R
Number Identification number R
Road Number Number of road on which the bridge is located
R
km Distance and or GPS Coordinates
km position of the bridge R
Length Length in m R
Asset Type Bridge (General, Arch, Cable, Cellular); Culverts (Major, Lesser); Retaining Wall; Gantry; Drainage; Ancillary, Toll Plaza
R
Width Overall width of the bridge in m R
Spans Number of spans R
Bridge Standard Appropriate bridge standards R
B.7.2 Components
The FAR is expanded to include details of each component as follows: In several instances values
for components are the same as the corresponding value in the asset inventory as indicated. Each component is of a particular engineering type and standard, which in turn describes its unit cost and
Expected Useful Life (EUL). See Part C.
Component Data Comments Required/ Optional
Formation, Surfacing, Pavement
Asset Identification (ID) Asset ID of the road link to which the formation belongs - this includes both the database ID (as applicable) as well as a unique identifier such as the road and link number
R
Length Length in km – typically the same as the Asset records
R
Width Overall width of the formation at the surface of the road (between shoulder breakpoints)
R
Year Constructed Year in which the road was constructed or
R
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Component Data Comments Required/ Optional
reconstructed
Quantity Sq. Metres – length x width R
Engineering type and standard
R
Other Asset Components
Bridge - Fixed Parts, Moving Parts; Civil components, electrical, mechanical, toll lanes, control buildings, kerbs and inlets, lined drains, road furniture, gantry signs, street lights, walkways and cycle paths
Asset ID Asset ID to which the component belongs
R
Length
Location (km)
Length and Width
Quantity
Length x width
Engineering type and standard
R
B.7.3 Items
In certain instances of Level III and IV asset management the details of the components can be
expanded to include items. However, in most cases the components listed above provide a sufficient
level of detail for asset valuation. Details of items can, however, be provided to assist in condition
inspections and management of needs, priorities and expenditure.
B.8 Summary
Therefore, in order to implement and sustain a Level II RAMS the following Inventory information is required.
1. A detailed inventory of all road sections and links as well as a corresponding GIS to display
the data in map form.
2. An asset register of all roads together with pertinent fixed information at a component level
such as listed in Table B2 and accounting policies that describe how assets are valued and depreciated.
3. An asset register of all bridges as well as other ancillary assets such as major sign gantries,
public transport facilities, street lights etc.
4. Related information for each asset that will assist in reporting and needs analysis such as
topography, climate, region, district, municipality, road owner etc.
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PART C: ASSET VALUATION
C.1 Asset Valuation
Assets must be valued regularly to determine their current replacement value and depreciated
replacement value and to use these values in financial reporting and to assist in determining when assets or their components should be replaced or rehabilitated.
In the case of road assets the Current Replacement Cost (CRC) should provide a fair and reasonable
value of what it would cost to replace the asset based on recent construction cost of similar assets.
Figure C.1 provides an overview of the procedure for asset valuation. Guidelines for the valuation of
road assets are provided in the sections below.
Figure C.1: Overview of the Procedure for Asset Va luation 4
C.1.1 Unit Rates
Unit rates for each component of an asset based on its unit of measure and it cost differentiator. The
values used must be aggregated per component type shall be obtained from recent contracts and updated annually in an auditable manner. It is envisaged that the Department of Transport will update
unit rates nationally on an annual basis for use in valuations.
The approach adopted to provide the unit rates entails the use of Bills of Quantities, where the asset
manager selects historical rates or prices for each item in the bill using information from recent similar
contracts. This approach relies on historical data, and the sample size, base date, selection of
4 After: Roads Liaison Group (2005). Guidance Document for Highway Infrastructure Asset Valuation. TSO:
London. 2005 Edition (July 2005).
Asset Inventory
Financial Reporting
Requirements
Asset Valuation
Regime
Asset Management
Requirements
Unit Rates
Gross Replacement
Cost
Depreciation Impairment
Depreciated
Replacement Cost
Valuation Report
INIT
IAL
VA
LUE
CO
NS
UM
PT
ION
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relevant payment items, whether preliminary and general items are included or not, updating using
price indices, market effects and general inflation forecasts must all be considered and documented to arrive at a unit rate for each component.
a) Adjustment for P&G Items
In the first instance the analysis of contract rates needs to be adjusted for Preliminary and
General items as well as issues such as accommodation of traffic and environmental management. Therefore it is preferable to use contract cost data that represents the
construction of similar components and to use the total contract value divided buy the quantity
of the major component that has been provided. For example, in a reseal contract the total
contract value can be divided by the quantity of seal provided to arrive at a unit rate for
resealing.
Where the contract involves the provision of more than one component, then the preliminary
and general costs should be distributed pro-rata to the quantity of each component provided.
b) Planning, Design and Overhead Costs
Typical adjustments proposed for general use in South Africa are as follows:
• Road Authority Planning Costs 5%
• Design, Supervision and Tech Services Cost 15%
• Road Authority Administration Costs 10%
Total Adjustment (exclusive of VAT) 30%
A list of typical unit rates for 2013 is contained in Table C-1 to be used as a guide in drawing
up rates for each road authority. These should be checked within each authority using recent
contract values and adjusted upwards or downwards as the case may be in a manner that is
auditable. The rates in the table include mark ups for planning, design and administration.
Table C-1: Typical 2013 Unit Rates and EULs for Com ponents of Assets (excl. VAT)
Item Asset Component Type Name Unit CRC Rate
(Rand 2013) EUL
1 Road Road Surfacings Sand seal m2 25 3
2 Road Road Surfacings Slurry - Coarse m2 30 5
3 Road Road Surfacings Single Seal (All sizes) m2 40 9
4 Road Road Surfacings Single Seal (Mod. Binder) m2 60 12
5 Road Road Surfacings Double seal (All sizes) m2 60 10
6 Road Road Surfacings Double seal (Mod. Binder) m2 80 12
7 Road Road Surfacings Asphalt T 1 500 14
8 Road Road Surfacings Asphalt Modified T 2 000 16
9 Road Road Pavements Granular ES0 (0.003 -0.3 MESA) m2 200 20
10 Road Road Pavements Granular ES1 (0.3 -1 MESA) m2 250 20
11 Road Road Pavements Granular ES3 (1 - 3 MESA) m2 300 20
12 Road Road Pavements Granular ES10 (3 - 10 MESA) m2 350 20
13 Road Road Pavements Granular ES30 (10 - 30 MESA) m2 400 20
14 Road Road Pavements Granular ES100 (30 - 100 MESA) m2 500 20
15 Road Road Pavements Cemented ES0 (0.003 -0.3 MESA) m2 200 20
Road Asset Management: Part C Asset Valuation
TMH 22 Road Asset Management Manual -C-3-
Item Asset Component Type Name Unit CRC Rate
(Rand 2013) EUL
16 Road Road Pavements Cemented ES1 (0.3 -1 MESA) m2 250 20
17 Road Road Pavements Cemented ES3 (1 - 3 MESA) m2 300 20
18 Road Road Pavements Cemented ES10 (3 - 10 MESA) m2 350 20
19 Road Road Pavements Cemented ES30 (10 - 30 MESA) m2 400 20
20 Road Road Pavements Cemented ES100 (30 - 100 MESA) m2 500 20
21 Road Road Pavements Bituminous ES1 (0.3 -1 MESA) m2 400 20
22 Road Road Pavements Bituminous ES3 (1 - 3 MESA) m2 450 20
23 Road Road Pavements Bituminous ES10 (3 - 10 MESA) m2 500 20
24 Road Road Pavements Bituminous ES30 (10 - 30 MESA) m2 550 20
25 Road Road Pavements Bituminous ES100 (30 - 100 MESA) m2 600 20
26 Road Road Pavements Block Pavements (3 - 10 MESA) m2 250 20
27 Road Road Pavements Block Pavements (10 - 30 MESA) m2 350 20
28 Road Road Pavements Concrete ES30 (10 - 30 MESA) m2 600 30
29 Road Road Pavements Concrete ES100 (30 - 100 MESA) m2 700 30
30 Road Formations incl Drnge Low Std Flat Topo m2 50 30
31 Road Formations incl Drnge Low Std Rolling Topo m2 100 30
32 Road Formations incl Drnge Low Std Mnts Topo m2 200 30
33 Road Formations incl Drnge Medium Std Flat Topo m2 100 40
34 Road Formations incl Drnge Medium Std Rolling Topo m2 200 40
35 Road Formations incl Drnge Medium Std Mnts Topo m2 400 40
36 Road Formations incl Drnge High Std Flat Topo m2 200 50
37 Road Formations incl Drnge High Std Rolling Topo m2 300 50
38 Road Formations incl Drnge High Std Mnts Topo m2 600 50
39 Road Formations excl Drnge Low Std Flat Topo m2 20 30
40 Road Formations excl Drnge Low Std Rolling Topo m2 50 30
41 Road Formations excl Drnge Low Std Mnts Topo m2 100 30
42 Road Formations excl Drnge Medium Std Flat Topo m2 60 40
43 Road Formations excl Drnge Medium Std Rolling Topo m2 120 40
44 Road Formations excl Drnge Medium Std Mnts Topo m2 300 40
45 Road Formations excl Drnge High Std Flat Topo m2 150 50
46 Road Formations excl Drnge High Std Rolling Topo m2 200 50
47 Road Formations excl Drnge High Std Mnts Topo m2 450 50
48 Bridge Bridge – General Max. pier/abutment height < 8m m2 20 800 80
49 Bridge Bridge – General1 Max. pier/abutment height 8 to 30m m2 31 200 80
50 Bridge Bridge – General Max. pier/abutment height > 30m m2 41 600 80
51 Bridge Bridge – Arch Max span length < 100m m2 41 600 80
52 Bridge Bridge – Arch2 Max span length 100 to 200m m2 52 000 80
53 Bridge Bridge – Arch Max span length > 200m m2 62 400 80
54 Bridge Bridge Cable-stayed Max span length < 150m m2 52 000 80
55 Bridge Bridge Cable-stayed3 Max span length 150 to 300m m2 72 800 80
56 Bridge Bridge Cable-stayed Max span length > 300m m2 93 600 80
57 Tunnel Civil Cut and Cover m 310 000 100
58 Tunnel Civil Lined Rock m 380 000 100
59 Tunnel Electrical Lighting only m 2 000 20
Road Asset Management: Part C Asset Valuation
TMH 22 Road Asset Management Manual -C-4-
Item Asset Component Type Name Unit CRC Rate
(Rand 2013) EUL
60 Tunnel Electrical Full control m 50 000 20
61 Tunnel Mechanical Full control incl. ventilation m 40 000 30
62 Tunnel Control Building Separate Control Buildings m2 20 000 30
63 Drainage Kerbs and Inlets Kerbs including KI's and Grid Inlets m 800 30
64 Drainage Lined Drains Concrete: 0.5 to 1.5 sq m cross sect. m 800 30
65 Drainage Lined Drains Concrete: 1.5 to 3 sq m cross sect. m 1 500 30
66 Drainage Lined Drains Concrete: > 3 sq m cross section m 2 500 30
67 Drainage Bridge – Cellular Fill above bridge 0 to 3m m2 16 900 80
68 Drainage Bridge – Cellular Fill above bridge 3 to 6m m2 20 280 80
69 Drainage Bridge – Cellular Fill above bridge 6 to 10m m2 23 660 80
70 Drainage Bridge – Cellular Fill above bridge > 10m m2 27 040 80
71 Ancillary Road Furniture Unpaved - Flat km 205 000 20
72 Ancillary Road Furniture Unpaved - Rolling km 207 000 20
73 Ancillary Road Furniture Unpaved - Mnts km 215 000 20
74 Ancillary Road Furniture Paved - Flat - Class 1 to 3 km 225 000 20
75 Ancillary Road Furniture Paved - Flat - Class 4 and 5 km 210 000 20
76 Ancillary Road Furniture Paved - Rolling - Class 1 to 3 km 235 000 20
77 Ancillary Road Furniture Paved - Rolling - Class 4 and 5 km 215 000 20
78 Ancillary Road Furniture Paved - Mnts - Class 1 to 3 km 275 000 20
79 Ancillary Road Furniture Paved - Mnts - Class 4 and 5 km 230 000 20
80 Ancillary Road Furniture Dual - Flat km 250 000 20
81 Ancillary Road Furniture Dual - Rolling km 275 000 20
82 Ancillary Road Furniture Dual - Mnts km 350 000 20
83 Ancillary Road Furniture Freeway - Flat km 300 000 20
84 Ancillary Road Furniture Freeway - Rolling km 350 000 20
85 Ancillary Road Furniture Freeway - Mnts km 500 000 20
86 Ancillary Gantry – Cantilever Span up to 5m Number 260 000 30
87 Ancillary Gantry – Cantilever Span 5 to 9m Number 351 000 30
88 Ancillary Gantry – Cantilever Span > 9m Number 494 000 30
89 Ancillary Gantry – Portal Span up to 15m Number 390 000 30
90 Ancillary Gantry – Portal Span 15 to 20m Number 520 000 30
91 Ancillary Gantry – Portal Span 20 to 30m Number 728 000 30
92 Ancillary Gantry – Portal Span > 30m Number 1 040 000 30
93 Ancillary Street Lighting Cantilever Number 10 000 20
94 Ancillary Street Lighting Paired T Number 15 000 20
95 Ancillary Street Lighting Scissor Mast Number 50 000 30
96 Ancillary Street Lighting High Mast Number 150 000 40
97 Ancillary Retaining Wall Max. wall height 2 to 5m m2 5 200 30
98 Ancillary Retaining Wall Max. wall height 5 to 10m m2 6 240 30
99 Ancillary Retaining Wall Max. wall height > 10m m2 7 280 30
100 Ancillary Ret Structures Gabions - 2 to 4m m 4 500 20
101 Ancillary Ret Structures Gabions - 4 to 6m m 12 000 20
102 Ancillary Ret Structures Gabions - 6 to 8m m 21 000 20
103 Ancillary Ret Structures Gabions > 8 m m 40 000 20
Road Asset Management: Part C Asset Valuation
TMH 22 Road Asset Management Manual -C-5-
Item Asset Component Type Name Unit CRC Rate
(Rand 2013) EUL
104 Ancillary Ret Structures Ground Anchors - 2 to 4m m 9 000 40
105 Ancillary Ret Structures Ground Anchors - 4 to 6m m 20 000 40
106 Ancillary Ret Structures Ground Anchors - 6 to 8m m 42 000 40
107 Ancillary Ret Structures Ground Anchors > 8 m m 90 000 40
108 Ancillary Ret Structures Soil Nails - 2 to 4m m 4 500 40
109 Ancillary Ret Structures Soil Nails - 4 to 6m m 12 000 40
110 Ancillary Ret Structures Soil Nails - 6 to 8m m 21 000 40
111 Ancillary Ret Structures Soil Nails > 8 m m 40 000 40
112 Ancillary Ret Structures Soil Reinforcement - 2 to 4m m 4 500 40
113 Ancillary Ret Structures Soil Reinforcement - 4 to 6m m 12 000 40
114 Ancillary Ret Structures Soil Reinforcement - 6 to 8m m 21 000 40
115 Ancillary Ret Structures Soil Reinforcement > 8 m m 40 000 40
116 Ancillary Walkway - Paved Walkways - Bituminous m2 100 20
117 Ancillary Walkway - Paved Walkways - Blocks m2 150 25
118 Ancillary Walkway - Paved Walkways - Concrete m2 200 30
119 BRT Stations Civil BRT Station Platforms m2 500 30
120 BRT Stations Structural BRT Station Buildings m2 10 000 30
121 BRT Stations E & M BRT Station E & M m2 2 000 15
122 Toll Plazas Lanes Toll Plaza Lanes Lane 3 000 000 30
123 Toll Plazas Building Toll Plaza Building Lane 1 500 000 30
124 Toll Plazas E & M Toll Plaza E & M Lane 500 000 15
Notes:
1. For maximum pier/abutment heights between 8 m and 30 m, use the following formula to calculate CRC:
CRC = 946*H + 13 235 where H = maximum pier/abutment height in m
2. For maximum span length between 100 m and 200 m, use the following formula to calculate CRC:
CRC = 208*L + 20 800 where L = maximum span length in m 3. For maximum span length between 150 m and 300 m, use the following formula to calculate CRC:
CRC = 277*L + 10 400 where L = maximum span length in m
C.1.2 Current Replacement Cost
The Current Replacement Cost (CRC) is based on the product of the quantity of the component type
and its unit rate.
CRC = Unit rate x Quantity of a component.
The quantity and dimensions of each component and the measurement unit of the unit rates must
match and have the same definition and meaning. The CRC of an asset is the sum of the CRCs of its
components.
Road Asset Management: Part C Asset Valuation
TMH 22 Road Asset Management Manual -C-6-
C.1.3 Depreciated Replacement Cost
The Depreciated Replacement Cost (DRC) or the current asset value is calculated as follows:
DRC = CRC x RUL/EUL
Where: RUL = Remaining Useful Life of each component is determined from its condition and the
age of the asset and its depreciation curve shown in Part E.
EUL = Expected Useful Life for each component type of each standard. See Section C.1.1 for a list of expected useful lives for each component type.
For Level II RAMS it is sufficient to assume that the asset life is directly proportional to condition and
to use a linear depreciation proportional to the asset Condition. In this case the above formula for
DRC reduces to:
DRC = CRC x [(CI – Terminal CI)/ (100% - Terminal CI)]
with the terminal CI being defined in Part E for each Class of road.
C.1.4 Depreciation
The depreciation is the difference between the CRC and DRC:
Depreciation = CRC - DRC
C.2 Summary
Asset Valuation for Level II RAMS requires:
1. A comprehensive set of road asset valuations for each asset component that are applied to determine the current replacement value. In the absence of local valuations, unit rates
supplied by the National Department of Transport can be used.
2. A comprehensive and defensible system of condition rating that is used to calculate the
depreciated replacement cost. The details of such systems are described in the following
parts of this document. 3. A quantity of each asset component that can be used with the above unit rates to determine
a total asset value.
4. A condition rating that is used to compute the DRC based on the proportion of the condition
that has expired relative to the minimum condition for that class of road.
Road Asset Management: Part D Usage and Condition Data
TMH 22 Road Asset Management Manual -D-1-
PART D: USAGE AND CONDITION DATA
D.1 Usage - Traffic
D.1.1 General
Functional performance, pavement deterioration and long-term structural performance is a function of the road usage in terms of traffic volume, loading and speed on each link of the road network.
The collection methods and best practice for traffic counting are described in TMH 3, TMH 8 and TMH
14. Whereas TMH 3 deals with Weigh-In-Motion (WIM) measurements, TMH 14 deals with automatic
traffic data capturing formats and TMH 8 addresses all aspects related to traffic counts, including: the
minimum count requirements per class of road; the development of counting programmes; counting methods; expansion factors for short term counts; and the application of counts for various purposes.
The main goal of capturing road usage data on a rural road network is to have objective,
comprehensive and up-to-date traffic data on the entire road network that can be used for road
planning and management; and to obtain this information in a cost-effective manner. In an urban situation road usage data will need to be available for the Class 1, 2, and 3 roads.
The minimum data parameters for road usage required for Level II asset management are described
below:
Traffic volume: Traffic volume is reported in terms of the Average Annual Daily
Traffic (AADT). The AADT is a processed and aggregated
parameter based on detailed traffic counts assembled over a longer
period. It is a record of the total count in both directions at one or
more points on a link.
As the collection of traffic data can be very expensive, in most
cases the traffic counting strategy adopted is focused on sampling
traffic on the road network (on a link or at a node) and then using
knowledge of daily, weekly and seasonal variation to make
estimates of AADT. TMH 8 provides guidelines on the calculation of AADT.
Accident data: The type, number and location of road accidents are important input
measures to assess traffic safety (cf. Section D.2).
Axle load: Axle load data is collected with appropriate measuring techniques
based on visual observation, a combination of visual observations
and in-motion vehicle weighing, or in-motion vehicle weighing, as
described in TRH 16 and TMH 3. The data is processed and
aggregated either into the actual number of vehicle types or into the
percentage heavy vehicles counted on the road, and are often used to estimate the cumulative or annual number of equivalent standard
axle loads (ESALs) carried. This is also referred to as the equivalent
80 kN axle loads or E80s. ESALs or E80s are normally reported in
Road Asset Management: Part D Usage and Condition Data
TMH 22 Road Asset Management Manual -D-2-
one direction but can be reported separately for each direction of
travel.
Pavement designers would sometimes prefer to have knowledge on
the entire axle load spectrum, but it is not worth pursuing this at a
network level, only at project level.
TRH 16 provides guidance on the collection of data on axle loads and the calculation of the Average Annual Daily E80s (AADE).
Traffic growth: Traffic growth is derived from past data and other economic and
demographic forecasts. It is important input data for estimating the
future performance of the facility. Since the derivation of traffic
growth relies on past road usage data, it is important that such data are available and can be extracted from the road authority’s Traffic
Information System (TIS).
In addition to the above, the following parameters are deemed useful to assess the functionality of the
road link:
Passenger movements: Passenger movements (total in both directions) are a useful
indicator of public transport. The only reliable way to measure this
objectively would be to stop each bus, taxi and car on the road link
and count the number of passengers. Since this is not feasible, sampling therefore involves estimating the number of passengers
per bus and taxi and counting the number of buses and taxis in the
traffic stream at each count station.
Average vehicle speed: Average vehicle speed, as well as following distances, can be
obtained from automatic traffic data collection equipment (c.f. TRH 14). Such data are useful to assess the functionality of the road link
in terms of capacity (for analyses at Level II and higher) and
availability (for analyses at Level III and higher).
Road use data for bridge management should include the following for each lane at the measurement location:
Traffic volumes: In addition to AADT, it also includes the volume of pedestrian and
cycle traffic making use of the facility, including distribution over
time (e.g. daily and weekly peaks, seasonal variations, etc.)
Traffic spectrum: the numbers of the various types of vehicles, including
configurations for commercial vehicles
Abnormal loads: Axle loads and total masses of heavy vehicles, particularly including
indivisible permit vehicles, for heavily trafficked abnormal load routes
These traffic data can be used to generate traffic trends and predicted changes over time in vehicle
numbers, types and mass.
Road Asset Management: Part D Usage and Condition Data
TMH 22 Road Asset Management Manual -D-3-
D.1.2 Use of Information
There are many uses of traffic count data that include:
(i) Understanding overall traffic movements on the entire road network for management and
planning;
(ii) Understanding of levels of service being provided to road users and utilisation of the road
network;
(iii) Early identification of roads with volumes approaching capacity that will require upgrading;
(iv) Understanding the axle weight movements on the road network in order to carry out
pavement analyses to determine remaining life;
(v) Understanding public transport movements on the road network in order to provide suitable
facilities to support and encourage public transport;
(vi) Use of network counts to assist in planning regional and area road upgrading strategies and
how to obtain best value for money in this process;
(vii) Understanding of traffic movements on gravel roads where such movements have a major
influence on maintenance and upgrading strategies;
(viii) Understanding areas of greater and lesser traffic growth in order to shift upgrading priorities
to suite;
(ix) Using the data to develop indices of service levels and traffic safety that can be used to
identify problems and their resolution.
D.1.3 Objectives
The objectives of the traffic counting strategy should therefore be:
(i) To have a good indication of traffic volumes and vehicle types on all roads in the network;
(ii) To have an understanding of traffic growth rates and variation across the network;
(iii) To have knowledge of axle loads on all roads in the network;
(iv) To have knowledge of public transport vehicles on all roads in the network;
(v) To have up-to date and reasonably accurate data, should not be older than the number of
years specified in Section D.5.3;
(vi) To obtain this information as cost-effectively as possible.
D.1.4 Count Reporting
The format of traffic data reporting shall be in accordance with TMH 8 and TMH 14. All traffic data
shall be stored in a Traffic Information System (TIS).
Road Asset Management: Part D Usage and Condition Data
TMH 22 Road Asset Management Manual -D-4-
D.2 Usage - Accidents
The severity and location of all injury accidents should be recorded by Road Authorities. As officers
from the SA Police Services and Traffic Police have to record details of all such accidents, the Road
Authorities should set up systems to ensure the correct descriptions of accident locations as for obtaining these details from the SAPS for analysis. Essential data for Road Authority records
includes:
• Accident location (road number and km distance or street name and intersecting street). This can either be obtained directly from the reporting forms or indirectly by means of a GPS
coordinate and linking this to the position on the road using GIS tools;
• Date and Time of occurrence;
• Severity: Number dead, Number injured, Number of vehicles involved;
• Accident Type: As recorded on the form;
• Where possible the details of the accident that are recorded on the form should be scanned
and stored with the accident record for subsequent project level evaluations.
D.3 Condition Evaluation
D.3.1 Introduction
The determination of the current asset condition is the first step in providing management with decision support information. Asset condition information is used at network level for the:
• evaluation of present asset condition;
• evaluation of the change in asset condition over time;
• determination of maintenance and rehabilitation (M&R) needs;
• ranking of candidate projects;
• establishment of M&R strategies;
• prediction of asset performance; and
• optimising of M&R funds.
The use of network level asset distress data at a project level will depend upon its detail, quality and
accuracy. Normally more detailed measurements are used at project level. Project level activities are considered to be operational planning tools not covered by this manual.
The condition of the asset is considered from two points of view, namely that of the road user
(functional) and that of the engineer.
• Since the road user regards the asset as a service, the condition of the asset is appraised in
terms of those functional characteristics that affect quality of use, notably comfort
(convenience), safety and operating costs.
• The engineer on the other hand, recognises these functional requirements, but also views
the asset as an infrastructure item to be maintained in good time if it is to remain serviceable
at optimum cost.
Road Asset Management: Part D Usage and Condition Data
TMH 22 Road Asset Management Manual -D-5-
The assessment of the condition of the asset is therefore based on functional descriptions and
engineering descriptions related to the condition of the various components of the infrastructure item.
Because distress is normally easily observed, recording it based on visual inspections plays a central
role in assessing the condition of the infrastructure. The detailed description of the evaluation of the
condition of the various types of transport infrastructure (e.g. roads, structures, etc.) is not within the
scope of this document. Those details are presented in separate Manuals (e.g. TMH 9 for unpaved, flexible, segmented block and concrete pavements).
However, this manual provides general information on evaluation methodologies of different assets
and components with a view to ensuring that the results are reasonably harmonised and comparable.
The evaluation of the condition of an asset is an evolving science. The visual rating of the condition of
road pavements, for example, has played a significant role in Pavement Management Systems and is now playing an equally important role in generalised asset management.
All ratings need to be harmonised to be comparable and compatible with engineering judgement and
user perceptions. Certain ratings consider, for example, only degrees of distress while others may
consider the degree and extent of distress while yet others may rate the overall condition directly. The more complex the asset and its condition rating the more it is necessary to make use of ratings of
individual distress manifestations or other parameters to ensure more objectivity and to improve
reproducibility and repeatability.
Complex assets also require higher degrees of competence and experienced individuals to carry out
the ratings in order to ensure that minor, yet significant, defects are rated correctly with respect to the overall condition of the asset or component.
The availability and cost-effectiveness of electronic devices is also seeing the increased use of
electronic measuring devices to provide objective measurements of specific parameters that can be
used to assess condition.
As conditions change over time it is essential to couple a date to all visual evaluations and measurements and to make provision for historic data in order to be able to utilise trends in
evaluations.
D.3.2 Condition Categories
The first step to ensuring comparability of various condition evaluations is to provide a generalised description of condition. The use of condition categories facilitates better communication between the
users of RAMS information and the category descriptions below provide a verbal indication of the
condition that can be associated with a rating. Table D-1: Condition Categories
Condition Category
Condition Category Description
Very
Good
Asset is still like new and no problems are expected.
Good Asset is still in a condition that only requires routine maintenance to retain its
condition.
Fair Some clearly evident deterioration and would benefit from preventative
maintenance or requires renewal of isolated areas.
Road Asset Management: Part D Usage and Condition Data
TMH 22 Road Asset Management Manual -D-6-
Condition Category
Condition Category Description
Poor Asset needs significant renewal or rehabilitation to improve its structural integrity
Very
Poor
Asset is in imminent danger of structural failure and requires substantial
renewal or upgrading.
It is useful to convert all condition data into indices and to allocate a range of indices to each category
described above. This is described in more detail in Part E and is also introduced in this part of the document with respect to condition ratings that can be converted directly into indices.
D.3.3 Rating Condition Directly
The condition of certain component and items can be rated directly without carrying out detailed
ratings of distress.
The simplest method of ensuring comparability of condition ratings is to provide rating scales that indicate what various conditions mean directly and to then ensure that raters are experienced and can
rate condition in accordance with the scales.
An example of such rating scales for a range of asset components and items is provided below.
It is useful to include photographic examples of the different conditions in the area of jurisdiction in
order to improve reproducibility and repeatability. Several such photographic standards have been provided in the past and should be updated and provided by each major road authority for use by their
inspectors.
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Road Asset Management: Part D Usage and Condition Data
TMH 22 Road Asset Management Manual -D-9-
D.3.4 Rating Distress
The appearance of distress is varied and often extremely complex and details for these are provided in assessment manuals for each asset type, for example, TMH 9 for roads and TMH 19 for structures.
The task of describing this is achieved by recording its main characteristics – the so-called attributes
of distress (or defect). The attributes used in the visual assessments are:
• type;
• degree;
• extent;
• spacing or activity (where applicable)
In case of uniform structures such as a road pavement the above attributes are sufficient for
determining condition indices and assessing the overall condition and expected remaining useful life
of the pavement as well as making reasonably confident assessments of the urgency of remedial
actions. In the case of more complex assets, such as bridges, different distress manifestations have different consequences depending on their location and form, and the
• relevance of the distress, and
• urgency of remedial actions
must also be rated. This can only be carried out by experienced practitioners.
These attributes of distress are discussed in detail in the visual assessment manuals relating to the
specific infrastructure items. Generic information on each attribute is provided below.
a) Type of Distress
Distress occurs in various ways that are called modes of distress. For example, on flexible
pavement the modes of distress include deformation, cracking, smoothing or disintegration of
the surfacing.
Each of these modes of distress may occur in one of several different typical manifestations.
These are called the various types of distress. For example in respect cracking mode of
distress types of cracking include crocodile cracks, transverse cracks or longitudinal cracks.
The modes and types of distress are specific to each type of asset, such as gravel roads,
paved roads and structures, and are also specific to the individual components that make up the infrastructure item, such as for flexible pavements the surfacing, structure and formation.
b) Degree of Distress (D)
The degree of a particular type of distress is a measure of its severity. Since the degree of
distress can vary over the element being inspected pavement section, the degree that is recorded should, in connection with the extent of occurrence, give the predominant severity
(seriousness) of that particular type of distress.
c) Extent of Distress (E)
The extent of distress is a measure of how widespread the distress is over the asset
component.
Road Asset Management: Part D Usage and Condition Data
TMH 22 Road Asset Management Manual -D-10-
d) Relevance of Distress (R)
The relevancy of defect expresses the importance of the defect in terms of the overall integrity of the item being inspected and the continued safe and effective functioning of the asset. For
example, a large crack (Degree 5) in a bridge abutment that is indicative of past settlement
may have very little relevance to its current structural integrity whereas as similarly large crack
that threatens the support being provided to a bearing may have major relevance. Typical relevancy values are:
• Minimum No structural integrity or safety issues
• Moderate Some possible structural integrity or safety issues
• Major Structural integrity or safety compromised
• Critical Potentially a serious impact on structural integrity and/or user safety
Typically, only a well-trained engineering practitioner can rate the relevancy of a defect. In
the case of road pavements and surfacing the relevancy is often managed intrinsically within formulae that compute condition indices by giving the defect greater weighting.
e) Urgency (U)
This parameter is provided by inspectors as a guide to managers in respect of how urgently
attention should be given to an asset.
D.4 Surveillance Measurements
D.4.1 General
Data obtained from mechanical and electronic surveillance measurements is normally more objective than visual ratings provided the equipment is properly calibrated, operated and maintained.
Advances in electronic devices, sensors, computer technology and data storage capability, have
made it relatively easy, fast and economical to collect large quantities of condition data at network
level using automated devices.
Condition data is updated or collected at regular intervals. The frequency of data collection may vary, reflecting the significance of the asset, its expected life and financial constraints of the asset owner
and managing road authority. Collection of condition data as a time series is also important in
determining deterioration rates.
Current surveillance measurement devices are suitable for measuring condition as well as structural and functional parameters of assets and components. Measured functional parameters include
roughness, texture and skid resistance, and can also include others such as noise and luminance of
road marking and signs.
The measured structural parameter that is used most often is pavement deflection. A summary
typical surveillance measurement is presented in the table below. In the table, IRI stands for ‘International Roughness Index’, HRI for ‘Half-car Roughness Index’, ARS for ‘Average Rectified
Slope’, IFI for ‘International Friction Index’, and SN for ‘Structural Number’. These terms are further
explained in Section D.4.3 (IRI, HRI and ARS), Section D.4.4 (IFI) and Section D.4.5 (SN).
Road Asset Management: Part D Usage and Condition Data
TMH 22 Road Asset Management Manual -D-11-
Table D-2: Pavement Surveillance Measurements
Evaluation
type Pavement function
Pavement
characteristics Measured values
Functional
evaluation
Serviceability Roughness
IRI
HRI
ARS
Safety
Texture Macrotexture – Mean
Profile Depth (MPD)
Skid resistance Coefficient of friction
IFI
Structural evaluation
Structural capacity
Mechanical properties Pavement deflections
SN
Pavement distress
Photographic Measurements of
Cracking
Rutting
Whilst defining purely functional or structural characteristics remains attractive for its simplicity, users
should bear in mind that in a number of cases, pavement or surface distresses can be both functional and structural. For example, permanent deformation would present both safety problems as well as
structural damage. Nevertheless, the approach has merit, particularly for conveying information to a
non-technical audience.
D.4.2 Functional Categories
The use of categories for functional descriptors facilitates better communication between the various users of asset management information and the category descriptions in Table D-3 below provide a
verbal indication of the service levels that can be expected.
Table D-3: Functional Categories
Condition Category
Functional Category Description
Very Good Good service levels at all times
Good Mostly good service levels with isolated problems occurring at certain
times.
Fair Reasonable service but with intermittent poor service.
Poor Generally poor service levels with occasional very poor service being
provided.
Very Poor Very poor service levels at most times.
Road Asset Management: Part D Usage and Condition Data
TMH 22 Road Asset Management Manual -D-12-
These categories are used when interpreting measured surveillance values to allocate measured
ranges within each category.
D.4.3 Road Roughness
Road roughness, or roughness, is the term used to describe the relative degree of comfort or
discomfort experienced by a road user when using the road (i.e. riding quality). Roughness is an
important parameter to monitor since it directly relates to the experience of road users in respect of the pavement and also reflects pavement condition and road safety. As such, roughness serves as a
collective measure of several aspects of road condition, including rutting, cracking, potholes, local
failures and undulations. It also has a direct impact on Vehicle Operating Costs (VOC).
The two main types of roughness measuring devices are available in South Africa are:
(i) Response type devices, namely those that measure the suspension stroke; and
(ii) High speed profiling devices, namely inertial profilers, that make use of accelerometers to
determine an inertial reference as well as lasers to measure the distance from this referenced
platform to the road surface.
In the Guidelines for Network Level Measurement of Road Roughness (TMH 13), three main classes of roughness measurement devices are defined and the requirements for each class are specified.
Using the classification as defined in TMH 13, the following applies:
(i) Road Classes 1, 2 and 3 paved roads should only be surveyed by Class 1 Precision Profilers;
(ii) Road Classes 4 and 5 paved roads may be surveyed by Class 1 Precision Profilers, Class 2
Non-Precision Profilers or a Class 3 response type devices;
(iii) Roughness of unpaved roads can be based on visual assessments or surveyed by Class 3
response type devices.
The preferred parameter to be used as the indicator for road roughness is the International
Roughness Index (IRI), which can be obtained directly from Class 1 Precision Profilers and Class 2
Non-Precision Profilers. Even though modern profilers can record IRI values at 10m intervals, it is recommended that IRI values be averaged over 100m sections.
Another parameter that can be used as an indicator of road roughness is the Half-car Roughness
Index (HRI), which uses the point-by-point average of profiles in the two travelled wheel paths and
simulates response type devices.
Road roughness measured by means of Class 3 response type devices is expressed in the Average
Rectified Slope (ARS), which is the total up and down movement of the suspension normalised by the
distance covered. Since the preferred parameter for quantifying roughness is IRI, ARS needs to be
converted to IRI following a correlation study performed on calibrated sections.
IRI, HRI and ARS are typically expressed in m/km. The format for reporting on road roughness should comply with the requirements of TMH 20.
The planning, execution and control of road roughness measurements over a road network, including
data capturing and documentation, should comply with the requirements of TMH 13.
Road Asset Management: Part D Usage and Condition Data
TMH 22 Road Asset Management Manual -D-13-
D.4.4 Skid Resistance and Texture
Skid resistance is a measure of the ability of a road surface to prevent a vehicle’s tyres from sliding whilst the vehicle performs typical manoeuvres such as turning or braking. Since skid resistance plays
a role in determining how a vehicle will respond to sudden braking or turning at speed, it is related to
road safety and accident frequency. As such, it is one of the most important features to monitor as
part of road network surveillance operations. The texture of a road surface significantly influences the friction (i.e. energy loss) that develops between tyre and road surface and which can prevent skidding
or can rapidly slow down a vehicle when needed.
Skid resistance is influenced by the two key components of surface texture: microtexture and
macrotexture. In order to calculate the International Friction Index (IFI), both the measurement of skid
resistance and texture depth is required.
The two main types of devices used in South Africa to measure skid resistance at network level are:
(i) The Sideways force Coefficient Routine Investigation Machine (SCRIM); and
(ii) Fixed slippage devices, such as the Grip Tester.
High-speed profilers are usually employed for network level measurements of the macrotexture component of texture depth. Texture depth is expressed in Mean Profile Depth (MPD), which is the
average value of the profile depth over a predefined distance called the baseline (usually 100 mm).
The average MPD of the left wheel path, right wheel path and/or in the centre between the wheel
paths is expressed in millimetres. The format for MPD reporting should comply with the requirements
of TMH 20.
The planning, execution and control of skid resistance and texture measurements at network level,
including data capturing and documentation, should comply with the requirements of TMH 13.
D.4.5 Pavement Deflections
Deflection measurements are used to monitor the structural condition of pavements. It is aimed at
assessing the structural integrity of pavements and their ability to carry traffic loading, given the environment in which these pavements operate. The outcomes of these surveys provide information
on structural inadequacies and, together with historical data and performance modelling techniques,
also provide information on the remaining useful life of the asset.
The three main types of devices that are being used in South Africa to measure pavement deflections at network level are:
(i) The Lacroix Deflectograph, a slow speed automated deflection beam device able to measure
deflections at several positions, thereby obtaining the full deflection bowl;
(ii) The Falling Weight Deflectometer (FWD), which applies a dynamic impulse (or impact) load to
the surface in order to simulate a moving wheel load, and captures the deflection bowl up to two metres away from the load by means of geophones (velocity transducers); and
(iii) The Traffic Speed Deflectometer (TSD), a rolling wheel deflectometer that is able to perform
non-contact measurements of deflections at traffic speed using Doppler laser sensors
mounted on a rigid beam, enabling the full deflection bowl to be captured.
Road Asset Management: Part D Usage and Condition Data
TMH 22 Road Asset Management Manual -D-14-
Reporting of deflection data should include the following:
• maximum deflection of pavement under load plate/wheel;
• deflection of the pavement at sensor spacings as defined in TMH 20; and
• calculated Base Layer Index (BLI), Middle Layer Index (MLI) and Lower Layer Index (LLI).
BLI, MLI and LLI which provide an indication of the condition of the base course, subbase and
subrade, respectively.
Deflections need to be reported in micrometres. The air and surface temperature at the time of
measurement also needs to be reported, as well as, in the case of FWD measurements, the load
applied to the pavement (expressed in kilo-Newton), the drop number and the pulse duration
(expressed in milliseconds).
The format for reporting pavement deflections should comply with the requirements of TMH 20.
The planning, execution and control of pavement deflection measurements at network level, including
data capturing, data processing (including the normalisation of deflections to account for asphalt
temperature effects and the calculation of the pavement’s Structural Number (SN)) and
documentation, should comply with the requirements of TMH 13.
D.4.6 Cracking and Other Surface Defects
Whilst the identification and rating of surface distresses such as cracking and potholing are still being
done predominantly through visual surveys, advances in technology (i.e. integration of multiple laser
assemblies, line cameras, 3D cameras and GPS) have now made it possible to capture and process crack geometries, crack characteristics, rutting profiles and macrotexture at highway speed. Currently
these technologies are primarily suitable for rating cracking on asphalt and concrete surfacings as
they have difficulty to detect fine cracking that is important in surfacing dressings.
The planning, execution and control of network level surveys using imaging and GPS technologies
should comply with the requirements of TMH 13.
D.4.7 Rut Measurements
Rutting is the longitudinal permanent deformation that occurs in the wheel paths of flexible
pavements. Rut depth relates to the riding experience and safety of the road user and provides
information on the structural condition and deterioration of pavement structures. This parameter is
generally used on the network level along with other parameters to estimate the timing, type and cost of maintenance needs.
The most common device used in South Africa for measuring the transverse profile of pavements at
network level is the high-speed profiler using either laser point sensors or laser imaging.
In network level applications, 100 metre segment lengths are commonly used for reporting rutting parameters. These parameters include the average rut depth in the left and right wheel paths as well
as the standard deviation, expressed in millimetres. The format for reporting rutting parameters
should comply with the requirements of TMH 20.
The planning, execution and control of rut measurements over a road network, including data
capturing and documentation, should comply with the requirements of TMH 13.
Road Asset Management: Part D Usage and Condition Data
TMH 22 Road Asset Management Manual -D-15-
D.5 Data Management
D.5.1 General
One of the most valuable parts of any RAMS is the data collected, and hence the management
thereof is critical to any RAMS.
The larger volume of data which is generated needs careful management, including storage, quality
control, processing, aggregation and presentation.
The reason for collecting data is ultimately to support the management of road assets. Data
requirements may vary from place to place and time to time, although the common reasons to collect
data falls into the following categories:
• monitor performance / changes over time
• benchmark condition
• assist in establishing future maintenance and replacement funding needs, i.e. managing
assets
• monitoring workmanship and construction quality
• measure contractor’s performance
• maintain inventory of assets, i.e. record keeping
The selection of what data to collect and at what level of detail, is influenced by a number of factors. The ready availability of business processes that make the use of data imperative assist greatly in
defining the data requirements.
The availability of expertise to use the data is a key contributing factor; without which data can be
collected only with ever diminishing benefits derived from it. Expert users also assist in determining what data to collect and how frequently.
The benefits of data collection vary with the use of the data. Benefits form the collected data increase
with the following activities:
• Statistical summary of data for monitoring; data is used passively to monitor events and condition. The aggregated summary is used in network level management and annual
reports.
• Interpretation and analysis of the data for management purposes; the data is actively used to manage the organisation, and to obtain and monitor funding
• Using the information and analysis results in business processed for management and operational purposes; the data is an integral part of the business process and is used by both
management and operational staff to plan, manage and conduct day-to-day activities.
• Processing the data is the first step toward extracting information embedded in the data, and may include:
o associating data with other related data types, e. g pairing pavement composition with
condition
o aggregating data to represent a given set or volume of data in a more concentrated manner, e.g. calculating averages and condition indices
Road Asset Management: Part D Usage and Condition Data
TMH 22 Road Asset Management Manual -D-16-
o combining different data types into a single value to express overall properties, such
as a pavement condition index
Data analysis is a process of using data to derive related information through established or novel
processes. Performance forecasts, model and calibration factors are typical product of analytical
procedures.
An underlying requirement of successful data management is the availability of a suitable storage facility. The term storage facility incorporates:
• hardware to store and access the data efficiently
• software to facilitate access via suitable tools such as a relational database and related data access and reporting systems
• expertise to use and manage the database and its tools
• adequate ongoing availability of both human and budgetary resources
D.5.2 Detailed Information Requirements
The data management and collection involves the following types of data:
• Inventory Data
• Asset Condition Data
• Asset Valuation Data
• Processed Data
The maturity level of the road authority will define the extent of the data to be collected. However, as a
RAMS maturity Level II is considered the minimum, Appendix J-3 contains a list of the minimum data requirements.
A requirement of any RAMS is that data is able to be shared or transferred to national Treasury for
the purposes of fund allocation. Similarly, as assets may be transferred to another road authority
compliance with data standards is important.
The data standards as contained in the COTO documented standard for Roads Network Data should
be used for all transfer of data.
D.5.3 Frequency of Data Collection
The various types of data should be collected at different frequencies.
• Inventory Data (such as Road number, Start km, end km, length, width, class, etc.) is collected as a once off and only updated when a change occurs.
• So too, Asset Valuation data such as the quantity of each component and its material type or parameters that differentiate its unit cost and expected useful life.
• Asset Condition Data should be collected at the frequency required to meet the DORA requirements. The frequency of data collection is summarized in the Tables below.
Road Asset Management: Part D Usage and Condition Data
TMH 22 Road Asset Management Manual -D-17-
Table D-4: Frequency of Data Collection for Urban N etworks – Roads and Structures
Frequency of Data Collection Requirements (No. of y ears) ROAD CLASSIFICATION
URBAN CLASSES Visual Condition
Road Structures*
Instrument
Functional Structural
Traffic
U1 Urban Principal Arterial 2 5 2 5 3
U2 Urban Major Arterial 2 5 2 5 3
U3 Urban Minor Arterial 2 5 2 5 3
U4 Urban Collector Street 3 5 n/a n/a 5
U5 Urban Local Street 3 5 n/a n/a n/a
*Unless otherwise dictated by structural condition
Table D-5: Frequency of Data Collection for Rural N etworks – Roads and Structures
Frequency of Data Collection Requirements (No. of y ears)
ROAD CLASSIFICATION RURAL CLASSES
Visual Condition Road Structures*
Instrument Functional Structural
Traffic
R1 Rural Principal Distributor 2 5 2 5 3
R2 Rural Major Distributor 2 5 2 5 3
R3 Rural Minor Distributor 2 5 2 5 3
R4 Rural Collector Road 3 5 4 n/a 5
R5 Rural Local Road 3 5 4 n/a 5
*Unless otherwise dictated by structural condition
Table D-6: Desirable Frequency of Data Collection o n Other Assets
ASSET OR COMPONENT Data Type Collection Interval
Minor Drainage1 Visual Annually
Tunnels Visual Annually
Toll Plazas Visual Annually
Road Furniture
- Guardrails1
Visual
Monthly
- Road Signs1 Visual 3 years
- Road Markings1 Visual/Instrument Annually
- Bus Shelters Visual Annually
- Minor Retaining Structures Visual 3 years
Walking and Cycle Paths Visual 2 years
Gantries Visual 3 years
Retaining Structures Visual 5 years
Bus Structures (BRT) Visual Annually
Street Lighting Visual Monthly
Note: 1 – Route Manager to assess
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TMH 22 Road Asset Management Manual -D-18-
D.5.4 Reporting Segments
Segment sizes for the visual condition of roads are specified in TMH 9. Similarly for Structures, the assessment items are set out in TMH 19. The required condition segments and inspection items are
shown in the Table below: Table D-7: Inspection segments and items
ASSET DATA TYPES REPORTING INTERVAL
Road Link
Visual Assessment Length As per TMH 9
Instrument (profilometer) Every 100m
Structural (deflections) Every 200m
Traffic One value per road link
Bridge Visual As per TMH 19
Drainage Structural Visual As per TMH 19
Specifically for Roads, the procedures for the condition data collected and stored should be as per the
table below and those for other assets according to the relevant condition assessment manuals.
Table D-8: Procedures for Data Collection and Repor ting
ASSET : ROAD LINK
Data Type
Visual Assessment Instrument
Roughness Rut Depth MacroTexture Deflection
Procedure :
- Specified survey direction - Required Required Required Required
- Lane All lanes within
segment Slow Slow Slow Slow
- Wheel path - Both Both Left Left
- Test interval One assessment per
segment 10m 10m 10m 200m to 500m
Data Reporting :
- Stored per Segment 100m 100m 100m Point
- Date Yes Yes Yes Yes Yes
- Unit of measure - m/km mm mm µm
- Direction of measure - report report report report
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TMH 22 Road Asset Management Manual -D-19-
ASSET : ROAD LINK
Data Type
Visual Assessment Instrument
Roughness Rut Depth MacroTexture Deflection
- Other data
GPS, Cross Fall,
Gradient, Frame
Imaging (Ref.
TMH 13)
GPS GPS
Temp. Air
Temp. Surface
Load pressure
Note: All raw data is to be stored at the lowest collected interval as supplied by the service provider.
For example, Roughness, Rutting and Macro Texture are supplied in 10m intervals and these values
should be stored.
D.5.5 Data Management System
A data management system provides a mechanism to store and manage data. It should be able to
perform this function effectively according to accepted norms, including those discussed in this
document. To select a computerized system the following important criteria should be considered:
• The system should be able to handle the volumes of data required within acceptable time periods;
• It should present an intuitive interface to the end-use;
• Staff should be available who can support it and its application;
• The system should be able to operate across a computer network;
• It should provide some kind of concurrency control, so that users can share data without introducing inconsistencies;
• Data-retrieval procedures should be simple and effective;
• The supplier should be reputable and well-established;
• The system should operate efficiently, and
• It should be appropriate to the needs of the road authority.
It is important to note that the costs of Data Management System (and the computer hardware) will in many cases be insignificant compared with the cost of collecting and managing the data.
Another very important aspect in choosing a data management system is that it should be able to
seamlessly link or interface to a Geographical information System (GIS).
Today most management systems GIS interface results in the user accessing the system via the GIS
whereby a map is shown and by clicking on a road or asset on the map the data is then accessed and presented to the user.
D.5.6 Data Quality
The quality of data affects the integrity of the entire RAMS. Poor quality input data will result in poor
quality outputs, irrespective of the amount and quality of computation performed by the RAMS
software. Data quality management is therefore imperative. Data quality management is defined by
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TMH 22 Road Asset Management Manual -D-20-
NCHRP Synthesis 4015 as ‘the overarching system of policies and procedures that govern the
performance of Quality Control and Quality Acceptance activities, i.e. the totality of the effort to ensure quality in pavement condition data’, and in the context of this manual, to ensure quality in road asset
data collection.
D.5.7 Data Quality Control
NCHRP Synthesis 401 defines Data Quality Control as ‘those actions and considerations necessary to assess and adjust production processes so as to control the level of quality being produced in the
end product. It is also called process control. Quality control activities are those used to control the
data collection activities, either by a data collection service provider or a road authority collecting data
in-house, so that quality road asset data can be obtained.’
Data Quality Control is typically based on:
• Personnel training, calibration and certification
• Equipment and method calibration, certification and verification
• Data verification procedures by testing of control or verification sites
• Continuous software data checks for data that are out of expected ranges, checks to detect missing segments or data elements, and statistical analyses to check for data inconsistencies
• Other checks such as time-history comparisons, GIS based analysis and verification of sample data by independent third parties
During data collection it is important that data be continuously monitored by a variety of methods to
ensure data accuracy and consistency during the data collection effort.
D.5.8 Data Quality Acceptance
Data Quality Acceptance are ‘those planned and systematic actions necessary to verify that the data
meet the quality requirements before it is accepted and used to support road asset management
decisions. These actions govern the acceptance of the asset data collected using either a service
provider or in-house resources’ (NCHRP Synthesis 401). Quality acceptance is often referred to as quality assurance in road asset management, referring to activities to ensure quality acceptance. The
term ‘quality assurance’ is thus not generally used in road asset management.
Data Quality Acceptance is typically based on:
• Data validity checks during data input for data that are out of expected ranges, checks to detect missing segments and segments incorrect with respect to defined segment size,
validity checks during and after data processing
• Sampling and re-testing for quality acceptance
• Other checks such as GIS-based quality checks, time-history comparisons of previous years to ensure sudden unexplained changes, video checks, statistical analysis to check for data
inconsistencies
5 NCHRP Synthesis 401 Quality Management of Pavement Condition Data Collection, A Synthesis of
Highway Practice, Transportation Research Board, Washington D.C., 2009
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TMH 22 Road Asset Management Manual -D-21-
The purpose of data quality acceptance is to declare the data as acceptable and within requirements
of the data collection appointment or not, whether done in-house or by service provider.
D.5.9 Independent Quality Verification
Independent Quality Verification can be defined as a management tool that requires a third party, not
directly responsible for process control or acceptance, to provide an independent assessment of the
quality of the collected road asset data. This independent verification for quality control or for quality acceptance can serve as a quality audit. In the South African context, where data has to be
submitted to the national repository, some independent quality verification may enhance the data
quality.
D.5.10 Validity
Data validity mechanisms check if the given data fall within the expected range of values.
Validation checks are carried out during input and after data processing. The methods for checking
validity are as follows:
• Look-up tables used during interactive data input. These provide a range of feasible data values for the use to choose from.
• Specification of maximum and minimum field values or sizes during interactive screen input of
data. This facility is provided by most data-base managers.
• Programs that are run after data input and processing to check that the data fields and values
are within specified limits.
Data validity can also be enhanced by using knowledgeable technical staff in the data input process.
This could serve as an additional validation measure to avoid the input of meaningless data.
D.5.11 Accuracy
Accuracy means that data values must represent, as closely as possible, the actual situation at the
indicated position and time. There are two types of data accuracy checks. The first checks the units in which the data are measured. For example, one data source might measure rut depth to the nearest
millimetre, whereas another will measure to the nearest centimetre.
The second check is to ensure that observed and processed data values are as close as possible to a
realistic situation. For example, the ratings of two different types of distress can be checked for
conflicting data, i.e. a rating of severe for bleeding and a rating of very good for skid resistance are in conflict. A typical data verification routine that is based on the TMH 9 condition data is presented in
Appendix J-4.
D.5.12 Integrity
It is good practice to avoid data redundancy (or the repetition of fields), since this may lead to lack of data integrity. Data integrity means that whenever two data elements (values or names) in the same
or different files represent the same fact, they must be equal. For example, if the length, width and
area of a road section are stored in separate fields, the product of the first two must be equal to the
area. Mechanisms to check data integrity are normally built into the data-base manager. Common
data integrity checks include the following:
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TMH 22 Road Asset Management Manual -D-22-
• Checking that road names are spelled correctly.
• Checking on the number of records in each file to ensure no data have been lost.
• Checking for the possible duplication of records in each file.
• Checking that the record in key field, which are used to link files in a relational data base, are the same.
D.6 Summary
The following is required for Level II compliance:
• A Traffic counting and information system that can provide reasonably reliable values of traffic
volumes (ADT and % Heavy) on all links of the network based on counts that are not older than 5 years. This can be expanded over time to provide information on public transport
volumes on all roads within 3 years (2016).
• Compliance with data collection requirements as listed in the Tables in the Part.
• A quality management system with verification checks of data received and loaded into the
database
• A relational database suitable for storing static inventory data and historic and current condition data.
• A GIS system to display assets and conditions.
• Commencement with recording accident data with good quality information on the severity of
the accident and its location expected in 3 years (by 2016).
Road Asset Management: Part E Indices
TMH 22 Road Asset Management Manual -E-1-
PART E: INDICES
E.1 General
This part of the manual describes a range of condition and service level indices that are calculated for
inspection segments and items using the usage and condition data described in Part D. These indices can all be further summarised or combined to reflect conditions of entire assets, facilities and
road networks and this is described in Part F.
Various indices are use in Asset Management which are produced from visual, surveillance and
usage measurements to highlight problems and assist in prioritising needs and identifying possible
remedial measures. The various indices can be grouped into two types that are used to described the condition of an asset, namely:
• Engineering Condition Indices
The Engineering Condition Indices are based on the condition of individual components of the
asset, rated from an engineering point of view with the view of maintaining the asset in an
acceptable condition.
• Functional Indices
The Functional Indices are based on an appraisal of the asset in terms of functional
characteristics that affect the quality of use, notably comfort (convenience) safety, congestion
and operating cost.
The condition of each component of an asset, the asset itself or group or class of assets can be rated using a Condition Index (CI) to reflect its condition as it deteriorates from a CI of 100% (New) to a CI
of 30% (Unsuitable for intended use).
Where detailed visual evaluations are performed to identify distress these must be combined into
condition indices that represent the general asset condition. The index is only a representation of the" as-is" condition of the asset, irrespective of the importance of the asset and does not take usage or
aspects of the asset into account.
In the case of other ancillary assets detailed visual evaluations are not normally carried out and raters
will provide condition ratings that are themselves a condition index or can be transformed into a
condition index.
A condition index has several useful applications, including the following:
• as a relatively simple way to communicate the health of the system or individual assets to
management, planners and politicians;
• as a parameter to compare the general condition of different networks of assets;
• to indicate the rate of deterioration of individual asset items;
• as a factor in a priority rating method;
• as a fast technique for estimating average costs to maintain or rehabilitate a candidate project, e.g. pavements with an Index of 50 will on average require “x" rand to repair.
The use of condition indices has limitations and the indices should therefore be used with discretion.
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TMH 22 Road Asset Management Manual -E-2-
Similarly, visual evaluations, instrument measurements and traffic counts are used to determine
functional indices for road assets. In some cases the functional ratings are produced directly by raters while in other cases indices are produced from a combination of ratings and measurements.
E.1.1 Index Categories
The reporting of the condition or service levels of a group or network of assets for upper management
is done through the use of index categories as described in Section E.2. The condition and functional indices of the assets should be summarised into one of the five condition categories shown in Table
E-1. The table also indicates the colours that should be used when reporting on the information
graphically in the form of maps, pie charts or bar charts.
Table E-1: Condition and Functional Categories
Condition Category
Index Range
Condition Category Description
Functional Category Description
Colour Code
Structures
Very Good 85 - 100 Asset is still like new and no
problems are expected. Good service levels at all
times Blue
Good
70 – 100
Green Good 70 – <85
Asset is still in a condition that only requires routine maintenance to retain its
condition.
Mostly good service levels with isolated problems
occurring at certain times. Green
Fair 50 – <70
Some clearly evident deterioration and would
benefit from preventative maintenance or requires
renewal of isolated areas.
Reasonable service but with intermittent poor
service. Orange
Warning
50 – <70
Orange
Poor 30 – <50
Asset needs significant renewal or rehabilitation to
improve its structural integrity
Generally poor service levels with occasional
very poor service being provided.
Red
Critical
0 – <50
Red Very Poor 0 - <30
Asset is in imminent danger of structural failure and
requires substantial renewal or upgrading with less than
10% of EUL remaining.
Very poor service levels at most times.
Purple
E.1.2 Harmonisation of Ratings
All ratings need to be harmonised to be comparable and compatible with engineering judgement and
user perception. Certain ratings consider, for example, only degrees of distress while others may
consider the degree and extent of distress while yet others may rate the overall condition index
directly. The more complex the asset and its condition rating the more it is necessary to make use of
ratings of individual distress manifestations or other parameters to increase objectivity and improve reproducibility and repeatability. Nevertheless it is useful to convert all ratings and measurements to
comparable condition and functional index categories as listed above.
Various systems and methods have been developed over the years to try and achieve this with
different degrees of success. The following paragraphs provide some insight into this process in
order to facilitate long term continuous system improvements.
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E.1.3 Calculation and Aggregation Methods
There are several methods of combining ratings to produce indices that include:
• Arithmetic aggregation (mean) (Weighting and Averaging),
• Geometric aggregation (Multiplication)
• Deduct points (DP = 100 – index) Progressively reducing a score by subtracting deduct
points from 100 starting from the most significant index and adjusting the deduct points for lesser distress.
The system used to aggregate ratings and indices depends on several factors that include the
following:
• Whether each additional parameter considered reduces the value of the final result or is averaging more appropriate. For example, in the case of distress every additional distress
manifestation should probably reduce the overall result, while in the case of trying to obtain an
overall indication of levels of service, a good service level in one area may balance a poor service level in another area and an average may be closer to the overall required result. For
example,
o If two indices of 40 are combined. An arithmetic aggregate [(40+40)/2] will produce 40
and a geometric aggregate [40x40%] will produce 16. Deduct points with a weighting
of 100% for the first and 30% for the second will produce a result of 100 – (100% x 60 + 30% x 60) = 22.
o If two indices of 60 and 40 are combined. An arithmetic aggregate [(60+40)/2] will
produce 50 and a geometric aggregate [60x40%] will produce 24. If deduct points
are used with a weighting of 100% for the worst value and 30% of the second value then the result will be 100 – (100% x 60 + 30% x 40) = 28. Alternatively if 80% of the
worst deduct and 30% of the second deduct is used then the result will be 100 –
(80% x 60 + 30% x 40) = 40%.
• The factors that are being combined should be harmonised across the scale being used in order to have a rational result. Transformations may have to be carried out on the ratings to
improve comparability between values. These transformations are based on engineering
judgement and/or user perceptions.
• In certain instances one poor value may be super-critical and if this value is poor, then the overall result may never be better than poor.
• Where certain parameters are more important than others weightings are used but normally only when arithmetic aggregation is being applied.
• Where indices are used to reflect trends and justify needs, the values should be consistent, repeatable and reproducible and provide a reasonable indication of good engineering
judgement (condition indices) or user perceptions (functional indices).
The following provides some of the pros and cons of the various methods:
• Arithmetic aggregation, or averaging, does not highlight a problem that may exist in a particular area as it may be ameliorated by better values elsewhere.
• Weightings can be used where one issue is obviously more important than another and this works reasonably well where all types of distress are inter-related but it does not work well
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TMH 22 Road Asset Management Manual -E-4-
where unrelated values are being combined, particularly when the relative importance of the
values is difficult to determine.
• If the indices are in the range of 0 to 1 or 0% to 100% then they can be multiplied together
(Geometric aggregation) and a zero in any one index will always force a zero result. This
system can very quickly highlight problems but has a disadvantage in that combining many indices will often produce results that approach very small values.
• Deduct values can be used where points are deducted for the amount by which each index is less than 100. This system has the disadvantage of excessive deductions when many
indices are combined. This can be overcome to a degree by using the worst index first and
deducting most of its points and then progressively applying factors to reduce the deduct
points for other indices and limiting the process to – say – the worst 6 indices.
The above paragraphs intend to show that, while indices can easily be computed from visual and surveillance data, the processes and resulting values need to be carefully thought through and tested
in practice to ensure that the results are reasonable through the full range of values used.
E.1.4 End of Life
Condition and Functional Indices need to also be aligned with the definition of the end of life of the
asset in order to determine the remaining useful life and the depreciated replacement cost of the asset.
The end of life of an asset is when it can no longer perform the function for which it was initially
intended. In Section B.3.1, the functional classification of the roads describes whether they are
provided primarily for mobility or for access. For example, high mobility roads no longer perform their intended function when they do not provide safe, comfortable and fast travel. On the other hand, with
access roads, lower speeds and degrees of comfort are acceptable as the user will only be using the
road over short distances to obtain access to the better quality road network.
At the same time there is a condition at which it is desirable to intervene and carry out some form of
special maintenance or rehabilitation or repair to improve the condition of the asset and extend its life. In South African practice condition indices are set to trigger such an intervention at a CI of 50. This is
shown conceptually on the graph below.
When an asset reaches a poor condition, it can very often be kept in this condition by the road
authority for an extended period through maintenance. In some cases the authority may be able to apply a “holding action” to extend the life of the asset in a relatively poor condition while it obtains
funding or finalises planning and designs for improving the road.
This is shown conceptually in Figure E.1 below:
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TMH 22 Road Asset Management Manual -E-5-
Figure E.1: Comparative Performance Curves Illustra ting ‘End of Life’ Concepts
Figure E.1 uses a power curve and a sigmoidal curve to show asset deterioration with the power
curve showing deterioration to an effective “zero condition” while the sigmoidal curve flattens out as the condition approaches 20.
The figure shows end of life for a Class 1 road at a terminal CI of 45 where typical safe speeds of
120 kph are required while Class 2 and 3 roads, where slightly lower levels of service are acceptable,
achieve their end of life at a terminal CI of 40. A Class 4 facility gets to the end of its useful life at a terminal CI of 35 while for a Class 5 facility, its end of life could be considered to be at a terminal CI of
30 when it is still passable with a normal vehicle but is in a very poor condition.
The actual minimum conditions and service levels allowed on a road network depend on the available
budget as well as user perceptions and public acceptance. An analysis of this will form a part of the
road authority’s RAMS strategy to assess how to achieve acceptable minimum conditions on the worst roads while still ensuring that most users are provided reasonable levels of service. For
example, the minimum condition of 20 could be set for Class 5 roads as an interim strategy by a road
authority while attention is paid to higher class roads. Once all high class roads meet minimum
requirements, attention can be focused on these lower class roads to achieve more acceptable
values.
The required minimum target levels of condition for the entire country will also be assessed at a
national level to set standards that should be adhered to by road authorities. This is discussed in
more detail in Part F.
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TMH 22 Road Asset Management Manual -E-6-
The current values to be used for terminal CI and FI are:
� Class 1 45
� Class 2 and 3 40
� Class 4 35
� Class 5 30
E.1.5 Weighting Defects
Where different types of defect occur on or in an element of an asset they can be combined using
weightings that reflect the impact of the type of defect on the expected performance of the component
or asset.
These weightings and the formulae in which they are used need to be decided upon with care and
tested to ensure consistency with engineering judgement and the purpose of the index in which they are being used and to ensure that the resulting condition indices are consistent with the above
engineering intervention levels and minimum end of life conditions.
E.1.6 Deduct Points
Another method of combining different types of distress is by means of deduct points. In this method each defect is allocated a certain number of deduct points depending on its relevance with respect to
the index being calculated. An example is provided in Table E-2 for Crocodile Cracking in
Pavements.
Table E-2: Deduct Points for Crocodile Cracking and Pavement Condition
Degree
1 2 3 4 5
Ext
ent
1 VG (4) VG (12) G (16) G (21) G (28)
2 VG (12) G (18) G (24) F (31) F (35)
3 G (15) F (31) F (40) P (51) P (58)
4 G (21) F (50) P (60) P (67) VP (75)
5 G (25) P (55) P (70) VP (75) VP (80)
(VG: Very Good; G: Good; F: Fair; P: Poor; VP: Very Poor)
The above table shows that a road with only crocodile cracking defects will require intervention when
it has degree-5/extent-3 crocodile cracking or degree-3/extent-4 cracking, for example.
The deduct point method, as applied to the condition of flexible pavements, is described in Appendix
J-5.
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E.2 Condition Indices
The following paragraphs describe the computation of condition indices for each inspection segment
or item that is inspected or on which distress is measured.
E.2.1 Condition Indices – Paved Roads
In the past, a view of the overall condition of the inspection segment of flexible pavements was
obtained using the Visual Condition Index (VCI). However, in view of the need for unbundling a road
asset into its surfacing, pavement and formation components, it is necessary to consider additional
indices for each of these components and to summarise these per segment based on the relative
value of each component.
The paragraphs below provide information on the processes used to calculate indices for paved
roads.
a) Visual Condition Index – Flexible Paved Roads
The VCI is an arithmetic aggregation of distress ratings that are determined in accordance
with TMH 9. The VCI is a good indicator of trends of overall road condition but does suffer from the disadvantages associated with arithmetic aggregation of unrelated data described
above. It has, however, been in use for several years and can provide a basis for developing
new indices to avoid sudden changes in condition trends and loss of credibility when using
new indices. The calculation of the visual condition index is described in Appendix J-6.
b) Condition Index – Surfacing (CI SURF)
The surfacing condition is not very dependent on the variability of the underlying pavement
and in a well-constructed pavement it should deteriorate relatively uniformly over the length of
a constructed surfacing. However, the surfacing itself may be damaged by underlying
pavement weaknesses and this also needs to be taken into account when describing the condition of the surfacing. The condition of the surfacing is therefore determined by combining
the ratings for the following manifestations of distress:
Table E-3: Distress and Distress Weighting for CI SURF
Distress Comment Weighting
Surface
Failures
Surface failures occur when a surfacing is already old and
is starting to detach from the underlying materials. High
Surface
Patching
This is a repair measure applied to a surfacing failure and
has the same importance. What could be a surface failure
today could be a surface patch tomorrow!
High
Surface Cracks This would normally occur outside of the wheel path and
is a forerunner of surface failure. High
Aggregate Loss
(active)
Where aggregate loss occurs soon after construction it represents a design or construction defect. Where it
occurs later on in the life of the surfacing it is
representative of a binder that is too brittle to keep the
aggregate in place and is a forerunner of surface failure
High
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Distress Comment Weighting
Binder
Condition
This is a measure of how old and brittle a binder has
become due to oxidation or ultra-violet radiation. It is
difficult to determine objectively throughout the range in view of its dependency on temperature.
High
Bleeding Bleeding is typically a construction defect but will result is
a loss of skid resistance.
Low for
condition, high for
serviceability.
Surface Deformation /
Shoving
Soft new surfacing can exhibit shoving and deformation.
Low for
condition, high for
serviceability.
Pavement
Cracking,
patching and
failures
These defects will reflect through the surfacing and damage the surfacing. Although pavement cracking is not
a defect attributable to the surfacing itself, it will have
affect the condition of the surfacing and needs to be taken
into account when describing the surfacing condition
Medium to
High
Edge defects Edge defects such as edge break result in loss of
surfaced area that can creep into the wheel tracks
Low
The Deduct Point Method is used to calculate CISURF. See Appendix J-5 for details of the calculation method for this index.
c) Condition Index – Flexible Pavement Structure (C IFPAVE)
The overall condition of the pavement structure can be determined from several defects as outlined in Table E-4.
Table E-4: Distress and Distress Weighting for CI FPAVE
Distress Comment Weighting
Crocodile Cracking
Cracking of the surface due to underlying
weaknesses and traffic loads. A precursor to failures
and potholes.
High
Longitudinal
Cracking
Could be the initiation of traffic associated cracking in
the wheel paths or the symptom of deep seated
subgrade or fill movements.
Low
Transverse
Cracking
These cracks are either the forerunner of block
cracking or could also be related to underlying culvert
problems. Also due to large diurnal temperature
changes or in freeze/thaw conditions.
Low
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Distress Comment Weighting
Block Cracking Caused by shrinkage of stabilised layer. Could lead
to further deterioration if not sealed. Medium
Pumping Pumping of fines from underlying layers through
cracks. High
Failures/ Potholes Failure of the base forming a pothole that is a hazard to traffic and a collector of water to cause accelerated
distress.
High
Patching The result of repairs to failures and potholes. High
Rutting –
Visual/Instrument
Deformation of the wheel paths due to underlying
weaknesses. Can also cause water to collect and
lead to ingress or aquaplaning.
High
Deformation
Deformation due to either underlying formation
defects or shear failure of pavement layers. Often
associated with crocodile cracking and pumping.
High
Surface Drainage The ability of the surface to shed water and prevent
aquaplaning as well as moisture ingress High
Riding Quality The overall users experience that result from the
above defects. High
Surfacing Cracks
and failures
Surfacing cracks will allow water to enter into the pavement thereby reducing its strength and affecting
its condition. Although surfacing cracks themselves
are not an attribute of the pavement, they should be
included in the index.
Varies depending on
moisture
sensitivity of
the pavement
The Deduct Point Method is used to calculate CIFPAVE. See Appendix J-5 details of the
calculation method for this index.
d) Condition Index – Concrete Pavement Structure (C ICPAVE)
The overall condition of the concrete pavement structure can be determined from several defects as outlined in Table E-5 below.
Table E-5: Distress and Distress Weighting for CI CPAVE
Distress Comment Weighting
Random cracking
Longitudinal cracks
Transverse cracks
Corner cracking
Cluster cracking
Pumping
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Distress Comment Weighting
Joint seal condition
Faulting at joints and cracks
Punch outs
(UTCRCP and CRCP only)
Shattered slab
Patching
Texture
The Deduct Point Method is used to calculate CICPAVE. See Appendix J-5 for details of the
calculation method for this index.
e) Condition Index – Block Pavement Structure (CI BPAVE)
The overall condition of the block pavement structure can be determined from several defects
as outlined in Table E-6 below.
Table E-6: Distress and Distress Weighting for CI BPAVE
Distress Comment Weighting
Spalled/ cracked/
broken blocks
Block surface
integrity
Loss of jointing
sand
Edge restraints
Rutting
Potholes / patching /
reinstatements
Undulations /
shoving
Riding quality
Skid resistance)
Surface drainage
Drainage at the side
of the road
The Deduct Point Method is used to calculate CIBPAVE. See Appendix J-5 for background on
the Deduct Method and for details of the calculation method for this index.
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f) Condition Index – Formation (CI FORM)
The overall condition of the road formation can be determined from several aspects as outlined in Table E-7 below.
Table E-7: Distress and Distress Weighting for CI FORM
Distress /Aspect Comment Weighting
Longitudinal Cracks/Slip
cracks
Could be the initiation of traffic associated
cracking in the wheel paths or the symptom of
deep seated subgrade or fill movements.
High
Deformation/Undulations
Deformation due to either underlying formation
defects or shear failure of pavement layers.
Undulations as a result of differential subgrade
volume changes due to moisture regime changes.
High
Side Drainage
The condition of the drainage on either side of
the pavement. Poor drainage cold result in inadequate support of the pavement and also
lead water into the pavement.
High
Transverse Drainage Ability of the drainage system to carry water safely across the road without damaging the
drainage structures themselves or the road.
High
Cut Condition Condition of the cut slopes in respect of
material being deposited on the road after
rains or in the side drains.
Medium
Fill Condition
Condition of the fill in respect to the competence of the side slope cover and
related drainage or the ability of the fill or
subgrade to support the pavement.
High
Riding Quality The overall user experience that results from
the above defects. High
E.2.2 Condition Indices – Unpaved Roads (CI UNPAVED)
The overall condition of unpaved roads can be determined from several defects as outlined in Table E-8 below.
Table E-8: Distress and Distress Weighting for CI UNPAVED
Distress Comment Weighting
Potholes
Corrugations
Rutting
Loose Material
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Distress Comment Weighting
Stoniness
Erosion
Gravel Quantity/Layer Thickness
Gravel Quality
Exposed Sub-grade
Support Strength/ Subgrade
quality
Riding Quality
Trafficability/ passability
Safety
Safety:Dust
Safety: Slipperiness
Safety: Skid resistance
Safety: Drainage
Road Profile/Shape
Drainage from the road
The Deduct Point Method is used to calculate CIUNPAVED. See Appendix J-5 for details of the
calculation method for this index.
E.2.3 Condition Indices - Roadway
The condition index of the entire roadway is obtained by summarising the condition of the asset based
on the condition of its components as described in Section E.4.
E.2.4 Condition Indices - Structures
a) Introduction
Structures are more complex to inspect and rate than pavements as they can have many
structural elements. Therefore, they are rated by experienced structural engineers and the
degree (D), extent (E), relevancy (R) and urgency (U) are rated as described in Part D.
Several indices have been used to monitor and evaluate the condition of structures in the
past, with the Average Structure Condition Index (ASCI) described in Appendix J-7 being used to obtain an average overall condition and monitor trends. This index suffers from all the
typical problems associated with averaging indices highlighted above. Therefore, the
Condition Index for structures is being changed to a deduct system that is more sensitive to
the influence of single very poor elements on the overall condition of the structure.
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The Structure Priority Condition Index (SPCI), although different in format to the deduct
system used for pavements, is used to identify those structures with critical defects that should receive urgent attention.
In this method, priority indices are calculated at inspection sub-item level. These inspection
sub-item priority indices are used to calculate priority indices at inspection item level, which in
turn are used to calculate a priority condition index for the structure. Certain inspection items and sub-items are excluded from these calculations.
b) Structure Priority Condition Index Calculation Procedure
The procedure for calculation of the Structure Priority Condition Index (SPCI) is as follows:
• Each inspection item is marked as “Ignore”, “Forced” or “Normal”;
• Inspection items marked as “Ignore” are excluded from the SPCI calculations;
• A priority condition index is calculated for each relevant inspection sub-item (an inspection sub-item with a D-rating of 0, 1, 2, 3 or 4) of forced and normal inspection
items;
• The lowest priority condition index of all the relevant inspection sub-items of forced and normal inspection items are used to determine the lowest category of priority
condition indices for normal inspection items that will be used in the calculation of
the SPCI;
• For normal inspection items, the priority indices for all relevant inspection sub-items
falling in the lowest category, determined for all relevant inspection items, are added together and divided by the number of relevant sub-items in the lowest category to
obtain the priority condition index for the normal inspection item;
• For forced inspection items, the priority condition indices for all relevant inspection sub-items falling in the lowest category determined for that specific inspection item,
are added together and divided by the number of relevant sub-items in the lowest
category to obtain the priority condition index for the forced inspection item;
• The priority index for each normal and forced inspection item is then multiplied by an inspection item weight; and
• These weighted inspection item priority indices for all the normal and forced inspection items are then added together and divided by the sum of the weights to
arrive at the Priority Index for the structure.
For inspection sub-items with a D-rating of U (unable to inspect) the following default ratings
are used in the calculation of the priority index for the inspection item:
Inspection Item D E R
Foundations 0 - -
All other items 2 2 2
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Inspection sub-item priority index
The priority index of inspection sub-item j of inspection item i, Ipij is calculated using the following equation:
���� = 100 −100� × � + � × ����
��
Where: D = degree rating for inspection sub-item j of item i;
E = extent rating for inspection sub-item j of item i;
R = relevancy rating for inspection sub-item j of item i;
kd = degree coefficient (tentative default value: 1.0);
ke = extent coefficient (tentative default value: 0.25);
a = relevancy exponent (tentative default value: 1.5); and
bp = � × ���� + � × ����������
= 4 × � + 4 × ��4�
Ipij ranges from 0 for D = 4 and E = 4, i.e. the worst condition, to 100 for D = 0 (no defect), i.e.
the best condition.
Inspection item priority index
The priority index of inspection item i, Ipi is calculated using the following equation:
��� =∑ ����������
�
Where: Ipij = priority index of inspection sub-item j of inspection item i
n = number of relevant inspection sub-items in the lowest category for
inspection item i
Ipi ranges from 0, i.e. the worst condition, to 100, i.e. the best condition. If an inspection item has a priority index of 100, it means that there are no defects on any of the relevant sub-items
making up the inspection item.
Structure Priority Condition Index:
The Structure Priority Condition Index (SPCI) is calculated using the following equation:
� !� =∑ ��� × "�����#���
∑ "����#���
Where: Ipi = priority index of inspection item i
wpi = priority weight for inspection item i
N = number of relevant inspection items
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Inspection items with no relevant inspection sub-items are excluded from the calculation of
the SPCI.
The inspection item weights (wpi) for the various structure types can be the same as the wci
values presented in the Tables 1 to 6 of Appendix J-7, or can be changed for the SPCI
calculations.
SPCI ranges from 0, i.e. the worst condition, to 100, i.e. the best condition. If a structure has a SPCI of 100, it means that there are no defects on the structure.
E.2.5 Condition Indices – Ancillary Components
Where the condition of assets or components is rated directly the following set of Condition Indices
applies:
Table E-9: Condition Rating of Ancillary Components
Rating Description Condit ion Index
1 Very Good 92
2 Good 77
3 Fair 60
4 Poor 45
5 Very Poor 15
E.3 Functional Indices
E.3.1 Functional Indices: General
There are several functional indices used to provide a harmonized indication of the levels of service
offered by a road network.
The following four are used in road asset management systems:
• Capacity
• Riding Quality
• User Risk
• Road Safety
• Availability
Only capacity and riding quality are used at Level II analysis while safety and availability are added for
Level III and Level IV analyses respectively.
The following sections highlight the different Functional parameters that should be rated together with
the Functional Index (FI) values for each type of parameter.
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E.3.2 Road Capacity
The capacity of a road is based on its cross section and alignment as well as passing opportunities and intersection spacing.
For the purpose of Level II RAMS this is calculated using the Highway Capacity Manual (HCM) and is
expressed in Equivalent Vehicle Units (EVUs) per day.
Typical road capacities in EVUs per hour are provided in Table E-10 for Level II analysis.
Table E-10: Lane Capacity for Different Road Types (EVU/lane/hour)
Topography
Road Type
Track Gravel Paved 2
lane
Dual Undivided 4
lane Freeway
Flat 20 50 1 000 1 500 2 000
Rolling 15 30 800 1 200 1 800
Mountainous 10 20 500 1 000 1 500
The volume/capacity ratio is normally determined for the typical peak hour in the case of urban roads
and for the 30th highest hour in the year for rural roads.
The equivalency factors for trucks vary for the type of truck and terrain but in the case of a typical
Level II analysis the values in the table below can suffice.
Topography Passenger car equivalency per heavy vehicle (PCE)
Flat 3
Rolling 5
Mountainous 8
The formula for calculation of EVU is as follows (Note PCE -1 as heavy vehicles are already counted once in the AADT):
EVU/day = AADT + (PCE – 1) x %Hvy x AADT
For example on a typical gravel road in flat terrain with an AADT of 300 and 15% heavy:
EVU/day = 300 +2 x 0.15 x 300 = 390
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The EVU in the peak hour is then determined by multiplying the above result with the peaking factor.
The peaking factors (k) depend on the traffic flow characteristics and how it varies throughout the day and year. Typical factors that are adequate for Level II analysis are:
• Rural road : 15% for volume in the 30th highest hour of the year
• Urban road : 10% for volume in the peak hour
• Rural with high-holiday traffic : 20% for volume in the 30th highest hour of the year
Therefore for a typical unpaved road in the above example the capacity expressed in terms of
EVU/hour in the peak hour = 390 x 15% = 59
The above hourly volume can be expressed as EVUs/lane/day by multiplying by the traffic directional
factor that expresses the volume in the primary direction in the peak hour.
Typical directional distribution factors are 60/40 for most roads in the peak hour and can be as high as
70/30 for roads with high volumes of recreational traffic.
Therefore, in the above example for a typical Gravel road in flat terrain the volume per
direction is
59 x 60% = 35.4
As there is only 1 lane per direction no adjustment is required.
The volume capacity ratio (V/C) is therefore:
V/C = 35.4/50 = 0.7
The V/C ratios are converted into Functional Indices as shown in Figure E.2.
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Figure E.2: Functional Index for Volume Capacity (V /C) Ratio
Figure E.2 and related formula indicate that an intervention is required when the V/C ratio is 1 at
which point the FIV/C is 49 while very poor service levels are provide when the V/C is greater than
1.15.
E.3.3 Availability
The use of availability is normally only required for Level IV asset management and involves
determining the number of hours or days an asset is available in the year and the consequence of
closure in terms of time delay and additional kilometres that have to be travelled. No details are
provided here as norms and standards will take some time to develop.
E.3.4 Riding Quality
The riding quality of a road link (asset) is expressed in terms of IRI with measured values per 100m
segment. The cumulative distribution of IRI data can be presented as shown in Figure E-3 below
together with limiting values for various IRI percentiles. As the riding quality deteriorates the
cumulative distribution graph will move toward the right of the graph and the inflection point at the higher IRI values will move down as shown as shown on the Figure below for 2009 relative to 2004
and 2006 . At some point the distribution curve will cross the area demarcating the “prohibited zone”
indicating for improvements or a terminal condition depending on the extent of repairs that are
required to re-instate the riding quality.
There are a few issues that need to be recognised when setting the trigger conditions and terminal condition for IRI at a network level. In view of the fact that there are many IRI values for each road
asset these limits normally constitute a maximum value as well as a percentage of the road asset
which may have values less than the limiting value. This is shown in the figure below where a 80th
percentile limiting value is 3.2, the 95th percentile limiting value is 3.6 and the 100 percentile limiting value is 4.5.
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If there are only a few locations where IRI values exceed the limiting value (enter the prohibited zone,)
it may be worthwhile carrying out some local repairs to improve the riding quality locally, assuming that the balance of the road is still in a satisfactory condition. Then the road cannot be said to have
reached the end of its useful life. Alternatively if the percentile at which a limiting value is set is too
high such as the 80th percentile, then there could be some isolated areas where the IRI exceeds this
limiting value and are not acceptable from a user point of view, yet the road is still acceptable in terms of the limiting criterion.
In Level III and IV practice several limiting values and related percentiles are set for high class roads.
However, for Level II practice on a road network it is difficult to set and manage performance relative
to a range of limiting values with different percentiles. Therefore, a single representative percentile
should be selected for all roads.
Figure E-3: Asset IRI Distribution over time
Setting a limiting value at the 90th percentile of IRI is probably reasonably sensible and this is
proposed for general use even though it is recognised that the spread of IRI values will increase as the road ages or will be wider for lower classes of roads where less attention is paid to constructing
riding quality improvements. In addition, it is also recognised that for different classes of road,
different percentages that exceed the terminal value could signify the end of useful life. However, this
would add a layer of complexity that may not be justified at the network level.
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Therefore, for the purpose of National guidelines it is suggested that a uniform FIIRI be applied to all
classes of road and that different terminal values be set for each class of road in order to harmonise this with other indices.
Figure E.4: Functional Index for International Roug hness Index (IRI)
The Formula for converting IRI (90th percentile) to FIIRI is as shown in Figure E.4 with a max CI of 100
and a Max IRI of 13. Intervention is required when the 90th percentile of IRI exceeds 4.2 with very
poor service levels when the 90th percentile of IRI exceeds 6.
The colour bands on the graph show the typical IRI range associated with a visual rating of riding quality.
In conformance with figure Figure E.1: Comparative Performance Curves Illustrating ‘End of Life’
Concepts, a Class 1 road will have reached a terminal condition when the FI is 45 which corresponds
with a 90th percentile IRI of 4.6 while a Class 5 road will reach a terminal condition at an FI of 30 which corresponds to a 90th percentile IRI of 6.
E.3.5 User Risk
Road safety depends on many factors such as
• Driver behaviour
• Driver information
• Law enforcement
• Vehicle factors
• Visibility factors
• Road surface and shoulder conditions
• Road geometry – width, sharp curves, sight distance, etc.
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• Transient roadside factors – pedestrians, animals, etc.
• Semi-permanent roadside factors – vegetation, presence of dangerous situations, etc.
Any one of the above factors can override all others. For example, if conditions are very dangerous and the driver is adequately warned of the situation, then accident risks will decline. The most
appropriate method of identifying road infrastructure related contributions to accidents is to record
accidents and seek areas with high accident rates in terms of accidents per 100 million vkm. This is
described in Section E.3.6.
The custodians of road infrastructure can assess conditions and seek areas that may increase the
risk of accidents and to mitigate these risks through appropriate actions and improvements. In order
to assist in the process, the following set of deduct points should be computed at Level II RAMS to
rate accidents risk of a road based on its condition.
Considering the range of inspections and measurements that form part of a Level II RAMS as well as the most significant network level factors that signify risk, the following risk factors and deduct points
can be identified:
• Skid risk as a function of road surface skid resistance
• Safety risk related to road roughness
• Safety risk related to road width
The calculation of functional ratings related to each of these risks as well as a composite index for all
three together are discussed below.
a) Skid Risk
Skid risk is a function of various factors ranging from typical vehicle speeds to through the
skid resistance of the surfacing to the amount of water that may pond on the road and cause
aquaplaning.
Most of the work done on basic skid resistance accepts that skid resistance at a slow speed is a function of the micro-texture of the tyre-surface interface and that the total skid resistance of
a wet road changes as the speed changes and the degree of change is a function of the
macro-texture of the surfacing. Coarser macro texture tends to be able to reduce the risk of
aquaplaning.
The International Friction Index makes use of these parameters in an attempt to obtain an objective index for skid resistance as follows:
If the IFI = FN60 = is equal to Friction Number at 60 km/h6:
IFI = µ x e ((s – 60)/Sp)
Where: µ = measured friction at slip speed s
6 International Experiment to Compare and Harmonize Skid Resistance and Texture Measurements
1995. Author(s) PIARC Technical Committee 1 on Surface Characteristics, PIARC Ref. 01.04.TEN
ISBN 84-87825-96-6
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s = slip speed km/h
s = 17 kph for the SCRIM and 9.4kph for the Grip Tester
Sp = Speed number (slope of the Friction Number versus Slip speed curve, which
is a function of surface texture);
Sp = 14.2 + 89.7 MPD; or
Sp = -11.6 + 113.6 Tx (where Tx is the sand patch texture depth)
However, in view of the many other factors that influence skid related accident risk and the
expense associated with measuring slow speed skid resistance, most authorities only make
use of macro-texture measurements, which can be measured cost-effectively using laser
devices or estimated from visual evaluations, and investigate skid resistance where macro texture is low and skid related accidents occur. This is also the required practice for Level II
RAMS.
In this context the following table is provided to assist in initiating skid related accident
investigations:
Table E-11: Skid Resistance Deduct Points
Average MPD
Visual Texture
No Value >1.5 1 – 1.5 0.7 – 0.99 0.4 – 0.69 0.2 – 0.39
Speed > 100kph
None 0 15 30 40 50
Coarse 0 0 10 15 30 40
Medium 20 0 15 30 40 50
Fine 40 10 20 40 50 60
Speed 80 – 100 kph
None 0 0 5 20 30 40
Coarse 0 0 0 5 20 30
Medium 10 0 15 20 30 40
Fine 30 0 10 30 40 50
Speed < 80kph
None 0 0 0 10 20 30
Coarse 0 0 0 0 10 20
Medium 0 0 5 10 20 30
Fine 20 0 0 20 30 40
The above deduct points are adjusted for rut depth and the risk of aquaplaning where the
degree and extent of rut are both > 3 by increasing the deduct value by 30%, i.e. multiplying
by a factor of 1.3.
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b) Pavement Roughness and Undulation Risks
Roughness and undulations add to road safety problems, particularly at higher speeds. The following set of deduct points can be used to compute the risk of roughness related road
safety.
Table E-12: Road Safety Deduct Points for Roughnes s
Riding Quality Rating
Very Good (IRI < 2.5)
Good (IRI 2.5 to 3 )
Fair (IRI 3 to 4.2)
Poor (IRI 4.2 to 6)
Very Poor (IRI > 6)
Speed > 100kph 0 15 30 50 70
Speed 80 – 100 kph 0 15 30 40 50
Speed < 80kph 0 10 15 30 40
c) Surfaced Width Risks
Narrow, 2 lane, high speed paved roads with edge breaks and high volumes are very unsafe.
The deduct points associated with this depend on the traffic volume and effective road width
that can be used. Where edge breaks occur, the effective width of the road could be reduced
substantially and should be taken into account.
Therefore, in this context the effective paved lane width can be defined as follows:
Effective lane width (ELW) = paved lane width – edge break amount
Paved lane width = paved width/ number of lanes (m)
Edge Break amount = Degree Edge Break x 0.05 (m)
The following table puts forward deduct points based on the traffic volume and related
effective lane width.
Table E-13: Road Safety Deduct Points for Road Widt h (2 lane paved roads)
Posted Speed >100 kph Posted Speed > 80 kph
Daily EVU Daily EVU
< 1000 1000 – 4000 > 4000 < 1000 1000 – 4000 > 4000
ELW > 3.5m 0 0 0 0 0 0
ELW 3.3 to 3.5m 0 15 30 0 0 10
ELW 3.1 to 3.3m 30 40 60 20 30 40
ELW <3.1m 60 70 80 40 60 70
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d) Composite User Risk Functional Index
The three deduct points are consolidated into a single functional index that reflects the condition-based risk of accidents on the road.
FIUSER RISK = 100 – [100% x max-Deduct (Skid, Roughness, Width) + 30% x
2nd rank deduct (Skid, Roughness, Width) + 10% x min Deduct
(Skid, Roughness, Width)] Minimum 0
E.3.6 Safety – Accident Record
In addition to safety risks based on condition the actual accident rate of the road also needs to be
considered.
The safety record of a road is calculated as the number of accidents that occur relative to the traffic
volumes on the road. This is normally expressed as the Personal Injury Accident (PIA) rate in PIAs per 100 million vehicle-kilometres (vkm). Normally only the PIA is used as records for “damage-only
accidents” are poor and the location records of these accidents are also not reliable.
Typical average PIA norms for South African conditions7 are:
PIAR = ( Rbase + Rintersections + Rmedian ) x fc x fv x fl x fs
Where: PIAR = PIA Rate = number of PIAs per 100 million vkm
Rbase = base accident rate (24 for multi-lane highways, 34 for surfaced single
carriageway roads and 75 for single carriageway gravel roads)
Rintersection = 0 if intersections are grade separated, or 30 if intersections are at-grade
Rmedian = 0 if median is 18 m or wider, or contains guard rail or New Jersey Barrier,
varying linearly to 15 at a median width of 0 m, i.e. no median
fc = adjustment factor for curvature: 1,15 if curves are sharp, and 1,00 if curves
are flat
fv = adjustment factor for verges: 0,80 if verges are very accommodating, and
1,00 if verges are narrow
fl = lane width adjustment factor, varying as shown in Table E-14 below
fs = shoulder adjustment factor, varying as shown in Table E-14 below
Table E-14: PIA R Adjustment Factors for Lane and Shoulder Widths
Lane Width (m)
Lane width
adjustment
Factor
Shoulder Width
Shoulder Width Adjustment Factor
Paved Unpaved
7 JORDAAN, P.W. (1994) Some Aspects of the HDM-III Evaluation of the Mbabane - Ngwenya Road
in Swaziland. Proceedings of the International Workshop on HDM-4 held at the Institute Kerja Raya
(IKRAM) Kuala Lumpur, Malaysia. (28 November to 1 December 1994)
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< 3 1.18 0 1.57 1.57
3.0 1.04 1 1.29 1.40
3.4 1 1.7 1.14 1.30
3.6 1 2.3 1.02 1.23
Considering that road deaths in South Africa are some of the highest in the world it is considered
essential that accident reporting be improved and that roads with safety problems be identified and improved. In Level IV asset management the location of all injury accidents should be reported by
road number and kilometre distance on rural roads and street name and intersection in the case of
urban roads. Obtaining precise details of the accident location is becoming increasingly viable with
the availability of cell phones with cameras and GPS capability. Normal GIS software can be used to
snap these records to the nearest road and kilometre distance of other location reference marker.
When all the personal injury accidents are recorded for a year they should be associated with the
relevant road link and the PIA rate calculated for that link.
For Level II asset management (2017) the following table shows typical PIA base rates that can be
used at a network level to identify problem road links.
Topography Gravel Paved 2 lane Dual Freeway
Flat 75 70 54 24
Rolling 90 80 60 27
Mountainous 100 90 70 30
The ratio of PIAactual to PIABase is used as to compute a functional index as shown in the figure below.
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TMH 22 Road Asset Management Manual -E-26-
Figure E.5: Functional Index based on Personal Inju ry Accidents (PIA)
In addition to the PIA it is also useful to collect accident data and express it in terms of accidents per
year on a particular link. If these data are ranked it will show which links have the ` most accidents
and where law enforcement attention will need to be focused.
E.3.7 Functional Index – Structures
This needs a deduct points system
FI width
FI Roughness
FI Protection for vehicles and pedestrian
E.3.8 Importance Factor – Structures
Importance Factor is not required as The Road class is implicitly included in the reporting by road
class and overall traffic is brought into account in Bundling FI by vkm with each bridge taken as 1km
long?
The Importance Factor (IF) is a measure of the strategic importance of the structure and is calculated using a multi criteria assessment. It is calculated by means of normalized weighted values linked to
the specific parameters.
The parameters and their corresponding weights used to calculate the IF are presented in Table E-15.
Table E-15: Importance Factor Parameters and Weight s
Parameters Symbol Weight
1 Highest Class of Road Impacted by Failure of Structure RCW 80
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2 Traffic Flow on Roads Impacted by Failure of Structure TVW 100
3 Detour Length/ Class of detour DLW 50
4 Class of Detour DRCW 20
5 Heavy Vehicle Usage HVUW 10
a) Road Class Factor
The Road Class Factor (RCF) takes the class of the road(s) that will be impacted should the
structure fail into account. The TRH 26 road classification system is used.
The values for RCF are presented in Table E-16.
Table E-16: Road Class Factor Values
Road Class Factor Value
R1/U1 100
R2/U2 100
R3/U3 80
R4/U4 50
R5/U5 40
R6/U6 40
b) Traffic Volume Factor
The Traffic Volume Factor (TVF) takes into account the sum of the ADT of all roads that will
be impacted should the structure fail.
The values for TVF are presented in Table E-17.
Table E-17: Traffic Volume Factor Values
ADT Factor Value
ADT ≥ 10 000 100
5 000 ≤ ADT < 10 000 90
1 000 ≤ ADT < 5 000 80
500 ≤ ADT < 1 000 70
ADT < 500 50
c) Detour Length Factor
The Detour Length Factor (DLF) takes into account the sum of the length of the roads forming
the detour should the structure fail.
The values for DLF are presented in Table E-18.
Table E-18: Detour Length Factor Values
Detour Length (km) Factor Value
DL ≥ 100 100
50 ≤ DL < 100 90
20 ≤ DL < 50 70
10 ≤ DL < 20 60
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Detour Length (km) Factor Value
DL < 10 50
d) Detour Road Class Factor
The Detour Road Class Factor (DRCF) takes into account the lowest road class forming part
of the detour should the structure fail.
The values for DRCF are presented in Table E-19.
Table E-19: Detour Road Class Factor Values
Road Class Factor Value
R1/U1 10
R2/U2 20
R3/U3 50
R4/U4 80
R5/U5 100
e) Heavy Vehicle Usage Values
The Heavy Vehicle Usage Factor (HVUF) takes into account the highest percentage of heavy
vehicles on all roads that will be impacted should the structure fail.
The values for HVUF are presented in Table E-20.
Table E-20: Heavy Vehicle Usage Values
Percentage Heavy Vehicles Factor Value
% HV ≥ 30 100
20 ≤ %HV < 30 80
10 ≤ %HV < 20 50
%HV < 10 10
f) Calculation of Importance Factor
The Importance Factor (IF) for the structure is calculated using the following equation:
�$ =�!$ × �!% + &'$ × &'% + �($ × �(% + ��!$ × ��!% + )'*$ × )'*%
�!% + &'% + �(% + ��!% + )'*%
Where: IF = Importance Factor for the structure
RCF = Value for the Road Class Factor
RCW = Weight for Road Class Factor
TVF = Value for Traffic Volume Factor
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TVW = Weight for Traffic Volume Factor
DLF = Value for the Detour Length Factor
DLW = Weight for the Detour Length Factor
DRCF = Value for the Detour Road Class Factor
DRCW = Weight for the Detour Road Class Factor
HVUF = Value for the Heavy Vehicle Usage Factor
HVUW = Weight for the Heavy Vehicle Usage Factor
and RCW+TVW+DLW+DRCW+HVUW = 80+100+50+20+10 = 260
The IF value ranges from a maximum of 100 to a minimum of 6.5. A structure with an IF = 100
is a structure with a very high strategic importance.
E.3.9 Functional Index – Structure
The Functional index of the structure is an index depicting how well it fulfils its functions factored by
the IF to indicate the consequences of failure.
E.4 Composite Indices
Indices can be combined in various ways to summarise or consolidate condition and functional data.
The following different forms of combination are possible:
• Composite – composite indices involve determining a composite functional index of an asset
based on its functionality in various areas.
• Bundling – this involves bundling indices and condition data of components into assets. The
primary purpose is to obtain a replacement cost of the asset based on the relative values and
remaining useful lives of its components. The values and conditions of assets can in turn be
bundled for facilities or entire road networks. Indices for different assets can also be bundled
for facilities or road networks weighted based on usage.
• Combining – this is to obtain a combined index of condition and function with a view to
obtaining an overall combined condition and functional rating of the asset
E.4.1 Composite Functional Indices
Composite indices involve combining several unrelated indices in an attempt to produce an overall index that reflects the overall functional status of the road network.
In the context of individual engineering and functional condition indices the above procedure of
bundling the indices by weighing the condition of the various components by value or of weighing the
functional indices by usage can provide a representative result.
However, in order to present the overall functionality of a road network as a single number that is
comparable across road classes and road authorities it is useful to aggregate the various indices in a
Road Asset Management: Part E Indices
TMH 22 Road Asset Management Manual -E-30-
manner that attempts to produce a result that fairly reflects user perceptions. The deduct point
approach is preferred and is obtained by ranking the FIs in ascending order and is described as follows:
FICOMPOSITE = 100 – [100 - Min (FIV/C, FIROUGHNESS, FISAFETY, FIPIA)] – 20% x
[100 – second ranked FI] – 10% x [100 - third ranked FI] –
10% x [100 – fourth ranked FI]
E.4.2 Bundling Indices
A useful approach is to bundle indices per component to display results per asset, and facility. For
example, the condition index of each component of an asset, such as the surfacing, pavement and
formation indices of a road link can be bundled to show the overall condition of link and then the
values for all links that form part of a road, route or region can be bundled to show trend lines for various defects and indices. In most cases this involves weighting the indices for each part of the
road network and producing weighted averages to produce realistic and comparative statistics. This
is described for each type of index below.
a) Bundling Condition Indices per Link
Where the CIs of components or groups of assets of similar category are summarised they
are weighted pro-rata to the relative cost (CRC) of the asset and the result is reduced to a
value between 0% and 100%. This can be grouped at higher and higher levels up to the
Network Condition Index for an entire network or functional class.
For example, a route consists of 3 road links:
• Link 1 = 10 km
• Link 2 = 20 km
• Link 3 = 5 km
The component conditions and combined condition indices per asset (link) and for the entire facility are shown in the table below.
The table shows that the CRC of the entire route is R224.1 million the links having a CRC of
R92 million, R104 million and R21.5 million respectively and the bridges R10.4 million and
R6.2 million respectively.
The Condition Indices of the components, ie the surfacing, pavement and formation of the
various links range from 20% to 70% while the expected useful lives (EUL) range from 12 to
50 years. Similarly, for the bridges the CI ranges between 60% and 74% with a RUL of
between 29 and 39 years. Using a power curve for deterioration the remaining useful lives of the components ranges from 1.3 years to 35 years. Using the formula for Depreciated
Replacement Cost (DRC) = CRC x RUL/EUL:
DRC = CRC x RUL/EUL
gives a range of depreciated replacement costs of the components from R0.4 million to R29.4
million. Summing the DRC for a link 1, for example, gives a total DRC for the link of R42.7
Road Asset Management: Part E Indices
TMH 22 Road Asset Management Manual -E-31-
million. Therefore the CI of the link (asset) is R42.7 million/ R92 million = 46%. Similarly for
Link 2 the CI of the asset is 35% and for Link 3 it is 24%.
The two bridges on the route have CIs of 74% and 60% respectively resulting in RULs of 39.2
and 29.4 years. Their depreciated replacement costs are therefore less than 50% of the
CRC.
The total DRC of the entire route is R91.9 million and the route has a CI of R91.9 million/ R234.1 million = 39%.
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Road Asset Management: Part E Indices
TMH 22 Road Asset Management Manual -E-33-
b) Bundling Functional Indices
Where FIs are summarised the usage of the asset or elements or items of the asset are used to weight the contributions of each asset. In the case of roads this grouping is therefore
weighted by vkm.
An example for the same route as above is provided in the table below <<to be corrected>>.
Facility Asset
Length
(km) AADT vkm veh/hr
Capacity
(Veh/hr) V/C
FI
(Capacity)
IRI
90th
%
Route
Min IRI
FI
(IRI)
Route 1 42 500 100% 3 87%
Link 1 10 2 000 20 000 300 1 000 0.30 100% 3 3 100%
Link 2 20 1 000 20 000 150 1 000 0.15 100% 4 3 80%
Link 3 5 500 2 500 75 800 0.09 100% 5 3 40%
The FI for V/C and IRI for each link are read off the respective graphs or calculated using the
formulae shown on the graphs.
The FI for the entire route is FIs of each link weighted by vkm.
Therefore, FIV/C Route= (75% x 50 000 + 0% x 180 000 + 75% x 20 000)/ 250 000 = 21% and
FIIRI = (75% x 50 000 + 55% x 180 000 + 40% x 20 000)/ 250 000 = 58%
Similarly FIs of routes can be bundled for classes of road and entire networks.
E.4.3 Combined Index – Structures
The Combined Condition Index (CCI) for structures is a weighted combination of the Priority Condition
Index and the Functional Index and is calculated using the following formula:
!!� = � !� × "+, + 100 − $�� × "-,
Where: SPCI = Structure Priority Condition Index
FI = Functional Index for the structure
wPI = weight factor for the SPCI
wFI = weight factor for the FI
wPI + wFI = 1
Road Asset Management: Part E Indices
TMH 22 Road Asset Management Manual -E-34-
E.5 Summary
The following are the requirements for Level II RAMS
• A condition index for all components of all assets that is harmonised with the indices described in this manual.
• Functional indices for congestion and roughness for all road assets. Functional indices for safety and personal injury accident rates should be added in 4 years (2017).
• Bundling of indices to have an overall CI and FI for all road assets that can be used to
monitor trends.
• Functional Indices for Bridges should be added in 3 years (2016)
Road Asset Management: Part F Situational Analysis
TMH 22 Road Asset Management Manual -F-1-
PART F: SITUATIONAL ANALYSIS
F.1 Questions to be asked
Part F provides guidelines to an analysis of the extent and usage of assets, an analysis of current
conditions, specific distresses and problems, service levels achieved, risks, user costs, accident costs, asset values, RUL, road capacity and historic trends. These are all compared to KPI’s or
minimum service levels or condition guidelines as actual performance versus targets, mostly
differentiated by road class.
There are several elements to an analysis of the road network that are undertaken to answer the
following questions in respect of current condition:
(i) What is the overall condition of the road network?
(ii) How well is the network meeting its functional and structural requirements?
(iii) What are the predominant problems that occur?
(iv) What do past trends say about the efficacy of the Asset Management Plans?
The data collected is analysed and a wide range of reports are produced to provide guidance and
support to answering the above questions and taking decisions to arrive at optimal asset
management plans. The analysis results presented here are typical to Level II and higher Asset
Management requirements. Components thereof are also applicable to lower level asset
management.
F.2 Extent of Assets
The first step in answering the above questions is to set out the extent of the road network and assets under consideration.
This involves a simple summary table along the lines of Table F-1 below. For clarity, similar tables can
be provided for carriageway km and lane km.
Table F-1: Road Lengths (km)
Freeway Dual Paved Gravel Track Total %
Class 1 100 200 500 0 0 800 5%
Class 2 10 30 2 000 800 0 2 840 17%
Class 3 0 0 4 200 1 000 0 5 200 30%
Class 4 0 0 1 200 3 000 500 4 700 27%
Class 5 0 0 100 2 700 800 3 600 21%
Total 110 230 8 000 7 500 1 300 17 140 100%
% 0.6% 1.3% 46.7% 43.8% 7.6% 100.0%
Road Asset Management: Part F Situational Analysis
TMH 22 Road Asset Management Manual -F-2-
This serves to show which types of roads are involved and the length of each type of road.
F.3 Usage
Usage data is obtained by showing the sum of vehicle-kilometres (vkm) for each road class and road
type. Table F-2: vkm (1 000s) per Road Type and Class
Freeway Dual Paved Gravel Track Total %
Class 1 5 000 6 000 1 500 0 0 12 500 35%
Class 2 400 600 6 000 320 0 7 320 20%
Class 3 0 0 12 600 300 0 12 900 36%
Class 4 0 0 2 400 600 10 3 010 8%
Class 5 0 0 50 135 8 193 1%
Total 5 400 6 600 22 550 1 355 18 35 923 100%
% 15.0% 18.4% 62.8% 3.8% 0.1% 100%
The above table and figure shows that around 34 000 000 of all vkm are travelled on paved roads
compared with only around 1 400 000 travelled on unpaved roads. This indicates that attention should not be over-focused on unpaved roads as these roads only serve 4% of all user-km.
F.4 Current Condition
The simplest and most appropriate method of showing the current condition is to produce stacked bars of the various condition indices for each element that is inspected or for each region and road
class.
Vkm travelled on different road types
Freeway
Dual
Paved
Gravel
Track
Road Asset Management: Part F Situational Analysis
TMH 22 Road Asset Management Manual -F-3-
Figure F.1: Example of CI PAVEMENT by Region Graph
Figure F.1 shows the difference in road length in each region as well as the condition. The next graph (Figure F.2) is used to show comparative statistics in terms of VCI per region.
Figure F.2: Example of Comparative Statistics in te rms of CI PAVEMENT by Region
Similar graphs can be developed for each of the indices recommended.
The road conditions per road class are also displayed as shown in Figure F.3. The graph shows that
the Class 3 roads represent the most roads in the Authority with significantly less Class 1 roads.
Road Asset Management: Part F Situational Analysis
TMH 22 Road Asset Management Manual -F-4-
Figure F.3: Example of CI PAVEMENT by Road Class Graph
The next graph (Figure F.4) is used to show comparative statistics in terms of VCI per road class. This graph shows that the VCI per road classes is well distributed with the higher classes of road
having generally better conditions.
Figure F.4: Example of Comparative Statistics in Te rms of CI PAVEMENT by Road Class
These graphs essentially answer the first two questions raised in Section F.1. The road network has
25% of the roads in a poor and very poor condition and these poor roads are primarily located in the
regions C and E and are Class 4 and 5 roads.
Further graphic breakdowns, for example per class per region are also possible. Similar graphs could
be prepared for all the indices that are recommended.
Road Asset Management: Part F Situational Analysis
TMH 22 Road Asset Management Manual -F-5-
F.5 Comparative Conditions
There are several graphic tools that can be used to display comparative conditions for each type of
distress or index. Figure F.5, for example shows the relative condition of the various types of distress
on the road network that were detected during visual inspections and computed using the deduct method.
Figure F.5: Example of Condition Ratings per Distre ss Type
It is useful to assess the situation in respect of an individual road or group of roads relative to the
overall averages and to compare individual values with one another. This is done using high-low
graphs (example shown in Figure F.6) and spider diagrams (also called radar charts – example shown in Figure F.7). This is particularly useful in Level III systems where extensive historic data is
available to show trends on a particular road section.
Road Asset Management: Part F Situational Analysis
TMH 22 Road Asset Management Manual -F-6-
Figure F.6: Example of High-Low Graph
Figure F.7: Example of Spider Diagram
Road Asset Management: Part F Situational Analysis
TMH 22 Road Asset Management Manual -F-7-
The analysis process should seek to identify particular issues on particular roads or routes. This is
relatively easy to carry out if data is readily available to drill into. Most software tools now provide functions to carry out this process.
For example, in the above graph it is easy to see that Route 102 has a problem in terms of CISURFACE
relative to all other parameters.
When carrying out comparative analyses between different parameters it is useful to ensure that all parameters are converted into indices that range from 1 to 100%. This makes comparisons and
graph scaling simple to assess and interpret.
F.6 Condition Trends
It is important to show trends in terms of network conditions to assess whether conditions are
improving or deteriorating. There a several ways that this can be presented and the graphs below
show some examples.
Figure F.8: Example of CI PAVEMENT for Roads over a 10-Year Period
Figure F.8 shows the distribution of CIPAVEMENT of the roads in each year and trends can be discerned. The graph shows a steady decline in the condition of the example road network which will need to be
taken into account in the asset management plan.
The graphs can be produced for the entire road network as well as per region and road class.
The summarised index for the whole network or parts of the network can also be displayed for the years of assessment as shown in Figure F.9.
Road Asset Management: Part F Situational Analysis
TMH 22 Road Asset Management Manual -F-8-
Figure F.9: Example of Changes in Condition and Fun ctional Indices over Time
Figure F.9 shows how the CISURFACE has declined rapidly in recent years as well as the CIPAVEMENT.
The FIIRI has also deteriorated which shows that the loss of CI is starting to result in a decline in riding quality. More recently the FIV/C has started to decline being indicative of increased traffic volumes and
congestion starting to occur. A drill down into these numbers by region, road class and route will
show where the problems occur that will need to be addressed in the asset management plan.
F.7 Minimum Condition and Functional Indices
Minimum conditions and service levels are set by the National Government and are updated from
time to time. In setting these conditions the needs of users as well as socio-economic factors, risks
and the consequences of failure are considered.
The following set of data is provided to show how risk increases depending on the class of road,
traffic volume and probability of failure occurring.
F.7.1 Risk
Risk is defined as: Risk = PF x CF
Where: PF = Probability of failure CF = Consequences of Failure
F.7.2 Probability of Failure
The probability of a road failing to meet its requirements depends on several factors that are linked to
the condition and functional indices. There are four possible modes of failure that can be identified:
• Condition Failure – where the road’s engineering condition become so poor that it is
impassable or only allows very slow and uncomfortable movement that does not support its
function.
Road Asset Management: Part F Situational Analysis
TMH 22 Road Asset Management Manual -F-9-
• Capacity Failure – where the road is completely congested for long hours of the day so that it can no longer fulfil its social and economic support functions.
• Level of Service Failure – which, in the context of a road, is related to its safety as the other functional aspects are captured in the above two failure modes.
• Budget Failure – where road conditions have deteriorated to a point where the available
budget no longer allows the road to be repaired.
The probability of these failure modes occurring are described in more detail in the table below:
Probability of Failure
CI/FI Likelihood of Failure Likely time to failure Statistical Probability
Very Good Rare >20 Years 0.02
Good Unlikely 10 - 20 0.05
Fair Moderate 6 - 10 0.1
Poor Likely 2 - 5 0.3
Very Poor Almost certain <2 0.8
F.7.3 Consequences of Failure
The other element to consider is the consequences of failure of any road link or related asset or
component.
For example, a relatively short term closure on a Class 1 mobility road with more than 100 000 vpd
can be classed as catastrophic and can result in millions of rand of economic losses to the country.
Alternatively, a long term failure of and closure of a Class 5 access road with only 100 vpd can be
relatively minor provided the users have an alternative route to travel on.
Table F-3 shows typical failure consequences for different levels of failure severity. When setting up
minimum service levels and condition indices the consequences of failure must be considered.
Table F-3: Consequences of Failure
Consequences of Failure
Failure Severity Direct and
indirect Costs Condition Failure Capacity Failure Safety Failure Image
1 Insignificant <R20 000/year
Insignificant road
closures for short
duration
Insignificant loss
of service few
people affected
Slightly better
than the norm
Individual
concerns
2 Minor <R100 000/year
Minor closures
and repairs on an
annual basis
Minor loss of
service or ca. 20
people affected
Safety record
approaching
the norm
Minor
community
interest
Road Asset Management: Part F Situational Analysis
TMH 22 Road Asset Management Manual -F-10-
Consequences of Failure
Failure Severity Direct and
indirect Costs Condition Failure Capacity Failure Safety Failure Image
3 Moderate <R1m/year
Some impact on
speed and
monthly closures
for repairs
Moderate loss of
service with over
100 people
affected
Safety record
on the norm
with some
occasional
fatalities
Public discussion
and media
interest
4 Major <R10m/year
Significant loss of
speed and daily
repairs
Major loss of
service for with
over 1000 people
affected
Safety record
exceeds the
norm with
several
fatalities per
year
Loss of
community
confidence
5 Catastrophic >R20m/year
Very slow speed
with users using
the shoulder.
Repairs not
affordable
Catastrophic loss
of service with
many thousands
of people affected
Multiple
fatalities occur
regularly
National Media
(Administrative
failure and Road
of death)
F.7.4 Risk Calculations
It is not practical to carry out risk calculations at a network level as in most cases these would be based on many assumptions in respect of the probability of failure as well as the consequences and
related probable cost.
It is more practical to set levels of minimum condition indices that should be exceeded to minimise
risks and ensure that failure does not occur.
F.7.5 Minimum Condition and Functional Levels
The following table show how the indices are adjusted for each class of road.
Road Functional Class
Minimum CI/FI with max 10% length of each class of network worse than minimum CI or max 10% of vkm travelled on road s in each class
with FI worse than minimum
Class 1 45
Class 2 40
Class 3 40
Class 4 35
Class 5 30
These indices may have to be adjusted depending on current situation and budget constraints.
Road Asset Management: Part F Situational Analysis
TMH 22 Road Asset Management Manual -F-11-
F.8 User Costs
It is a relatively simple matter to change roughness and congestion problems into broad-based
vehicle operating costs at a network level. The output of this can provide an indication of the quantum
of excess user costs being expended as a result of poor road conditions. While this is primarily a Level III RAMS operation, it is useful to have and maintain common cost values across the country for
comparative purposes. Hence these relatively simple user cost calculation methodologies are
provided to be applied in a Level II situational analysis.
F.8.1 Vehicle Operating Cost (VOC) and Excess VOC
There are several VOC models available that show VOCs as a function of IRI. These have been assessed and it appears that the typical World Bank model yields reasonable results. It has been
converted into polynomial model with a dimensionless factor for light and heavy vehicles and is shown
in Figure F.10.
Figure F.10: Relationship between User Cost Factor (UCF) and IRI
The formulae for calculating the User Cost Factor (UCF) are:
• Light UCF = 0.99 + 0.003 x IRI + 0.0025 x IRI2 (Min 1, Max 2)
• Heavy UCF = 0.975 + 0.023 x IRI + 0.00145 x IRI2 (Min 1, Max 2)
The user cost for each vehicle type is the unit cost per km for each vehicle type multiplied by the UCF.
Excess VOC (EUC) is defined as the difference between the VOC at the actual measured riding
quality and the VOC at a smooth riding quality.
Road Asset Management: Part F Situational Analysis
TMH 22 Road Asset Management Manual -F-12-
For example, assume that the National DoT publishes a light vehicle operating cost of R3/km and a
heavy vehicle operating cost of R12/km in a given year. Then for a segment of road with an IRI of 5 and an ADT of 1000 vpd with 20% heavy the excess user cost is:
Light UCF = 0.99 + 0.003 x 5 + 0.0025 x 25 = 1.068
Heavy UCF = 0.975 + 0.023 x 5 + 0.00145 x 25 = 1.126
Excess user cost for 1 km of road = 1.069 x 800 light vehicles + 1.126 x 200 heavy vehicles
= R854 + R225 = R1 079 per day
= R394 000 per year.
This approach should be applied to the entire road network to compute the annual roughness related
excess user cost and to identify the roads with the highest excess user costs and commence
investigations and planning to improve the situation.
F.8.2 Capacity Delays
As a road approaches capacity the speed of the road users will reduce and time delays will result.
While actual speed measurements are complex and are significantly affected by many factors such as
intersection and passing lanes, a Level II analysis can produce reasonable results using simplified assumptions.
The situation is very different for rural and urban roads and these are discussed separately below.
a) Rural Roads
For Level II analyses, the speed flow diagram shown in Figure F.11 is proposed for all rural
roads:
Figure F.11: Relationship between Speed and Volume Capacity (V/C) Ratio
Road Asset Management: Part F Situational Analysis
TMH 22 Road Asset Management Manual -F-13-
Figure F.11 shows the value for %SpeedVC for different V/C. This percentage of allowable or
achievable speed is used with the table below to calculate the mean speed at the ruling V/C in the peak hour to calculate the time lost by all vehicles in the peak hour traffic.
The table below shows the typical allowable or attainable speed for each type of road:
Table F-4: Max. Allowable or Attainable Speeds (Spe edAL) on Rural Roads (kph)
Road Type Terrain
Flat Rolling Mountainous
Freeway 120 120 100
Dual 120 120 100
Paved 120 120 80
Gravel 100 100 40
Track 60 40 20
With the above guidelines it is a relatively easy matter to compute the time lost due to
congestion suitable for a Level II analysis. This involves the following steps:
(i) Step 1: Determine the capacity of the road link using the information provided in Section E.3.2;
(ii) Step 2: Determine the V/C in the peak hour using traffic count data and the tables in section E.3.2;
(iii) Step 3: Determine the allowable speed from the table above.
(iv) Read-off the percentage of maximum allowable speed in the peak hour from the above graph based on the V/C.
(v) Compute the time lost per vehicle as:
TL1 = Link length /(%SpeedV/C x SpeedAL) – Link Length/SpeedAL
TL1 = Link Length/SpeedAL x (1/%SpeedVC – 1)
(vi) Compute the time lost for all vehicles in the peak hour
TL2 = TL1 x ADT x Peaking Factor (k)
(vii) Compute the number of hours of peak traffic
One of the problems in determining the number of hours of peak traffic is that the more the
facility approaches Capacity, the more the traffic causes queuing and the more hours are
affected. To a degree this is accommodated in the above speed flow curve which is on the conservative side.
Alternatively, people will change their behaviour and not travel in the peak hour. Therefore,
as a reasonable network level compromise, it is suggested that the number of peak hours be
increased as the V/C increases. Level III and IV analyses will involve a determination of the
number of peak hours and speeds on specific roads to determine time lost due to congestion.
Road Asset Management: Part F Situational Analysis
TMH 22 Road Asset Management Manual -F-14-
Therefore, for a Level II rural situation, the number of peak hours in a year is determined as:
NHP = Number of hours of peak traffic = 30 x V/C x 2
b) Urban Roads
As indicated in Section D, the peaking characteristics of urban streets very different and more
complex than for rural roads. The following needs consideration:
• Morning and afternoon peaks for every working day.
• More alternatives are available.
• Regular peaking encourages the use of alternative routes and different travel times.
• Many intersections and cross sectional changes make average speed calculations more complex.
Therefore a similar simplified approach is proposed as follows:
(i) The same speed – V/C relationship as shown in Figure E.2 is used.
(ii) The maximum allowable or attainable travel speeds as shown below are used.
Table F-5: Max. Allowable or Attainable Speeds (Spe edAL) on Urban Roads (kph)
Road Type Terrain
Flat Rolling Mountainous
Freeway 100 80 60
Dual 80 60 40
Paved 50 50 40
Gravel 40 40 30
Track 30 30 20
(iii) The number of hours of peak travel is estimated as:
NHP = Number of hours of peak traffic = 2 peaks per day x 250 working days per
year = 500 peak hours.
c) Time Costs
It is suggested that for Level II analysis the cost per hour be set as:
The latest Gross Domestic Product (GDP) released by Stats SA in their publication P0441
divided by the population as shown for the mid-year in the same year in Stats SA publication
P0302.
For 2011 the applicable figures are: R2 964 billion / 50 586 757 = R58 592 per year
Road Asset Management: Part F Situational Analysis
TMH 22 Road Asset Management Manual -F-15-
The unit rate per hour is the above annual figure divided by 1 800 working hours per year =
R33 per hour in the above case for 2011.
For a network level economic analysis, the value of time for non-working time is normally
taken as 25% of the above value, while 30% of all vehicle occupants are regarded as working
and 70% as non-working.
This means that the above cost must be multiplied by 30% x 75% + 70% x 25% = 40%
Therefore, Time Cost per occupant = 40% or R33 = R13 per hour.
This time cost per individual must be multiplied by the average occupancy for each vehicle
type to calculate the time cost per hour per vehicle for each vehicle type.
The occupancy figures will need to be determined from surveys for Level III and IV analyses,
but for Level II the following can be used.
• Car 2.5
• Taxi 10
• Bus 40
• Truck 2.75
d) Examples
Several examples are provided overleaf
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Road Asset Management: Part F Situational Analysis
TMH 22 Road Asset Management Manual -F-17-
F.9 Accident Costs
The accident costs per road link should be used to reflect the safety performance of the road. This is
used in a Level III or better analysis and includes recording all Personal Injury Accidents (PIA) on
each road link via the South African Police Service (SAPS) accident reports and accident inspections carried out by the Road Traffic Inspectorate.
The most challenging aspect of this is to obtain correct information on the accident location in terms of
road number and precise km distance. In South Africa, route numbers normally differ from road
numbers and km distance markers are very often non-existent. While GPS and camera equipped cell
phones are becoming commonly available and can readily be deployed to improve statistics, it still requires careful organisation and management to ensure that such data that is received is properly
post-processed and recorded to prevent duplication and other errors.
Difficulties are also encountered in respect of details of fatalities, where injured parties are transported
away from the scene and follow up is required to determine if these become fatalities.
This is why this important aspect of road asset management is often only attempted in Level III systems.
Typical accident rates used in Benefit Cost calculations in terms of PIA per 100 million vkm are as
follows:
• Unpaved roads 75 PIA/100 million vkm
• Paved Roads 34 PIA/100 million vkm
• Freeways 24 PIA/100 million vkm
Accident costs are always a sensitive issue in economic analyses in view of the difficulties on trying to
place a value on human life and injuries. Many assumptions have to be made that typically all involve the medical cost associated with the accident and the loss of production from the injury or death.
Similarly the severity of the accidents within the above average accident rates may also vary with
undivided 4 lane roads having a high proportion of fatalities for each PIA due to head-on collisions, for
example.
A suggested approach to valuing accidents is to used GDP/Capita figures and related assumptions. The following is a suggested simple approach for most network level applications:
• Assume the fatality had an economically useful life for 25 years after the accident.
• Assume that the ratio of fatalities to injuries is 1:3
• Assume an 8% discount rate to determine the NPV of the future loss of production.
• Assume that the cost of a PIA is around 10% of the cost of a fatality.
Road Asset Management: Part F Situational Analysis
TMH 22 Road Asset Management Manual -F-18-
F.10 Depreciated Asset Values
F.10.1 Depreciation Curves
Prediction models are used to predict the future asset or asset component conditions to be used in
prioritisation models or in optimisation processes. In financial analyses the analyst is primarily concerned with when the asset will reach the end of its expected useful life as well as calculating its
remaining useful life until it reaches that state and the resulting depreciated value of the asset.
The simplest form of performance prediction that is well suited to financial calculations is to use a
power curve as shown in Figure F.12.
Figure F.12: Component Deterioration Curves for Exp onents equal to 1, 2 and 3
The form of the curve will vary depending on the asset type and its maintenance regime but it will typically follow a curve with an increasing rate of deterioration.
The form of the curve is generally taken as:
PCI = 1 – (Age/EUL)N
Where: PCI = Predicted Condition Index
Age = Age in years
EUL = Expected Useful Life in years
N = Exponent
The deterioration will typically follow a curve with an exponent of 2 or 3 as shown in Figure F.12.
If the age of any asset as well as its EUL and exponent is known, then a condition can be predicted.
If the age is unknown and the condition is measured as a Condition Index (CI) then the age can be
back-calculated, assuming that the EUL and exponent are known as follows:
Road Asset Management: Part F Situational Analysis
TMH 22 Road Asset Management Manual -F-19-
Age = [(1-CI)1/N ] x EUL
RUL = EUL - Age
Typically, for road asset components an exponent of 2 is used for the various components, except the
formation where straight line depreciation (N=1) is normally representative of the usefulness of the
formation over time.
F.10.2 Remaining Useful Life (RUL)
In the context of RAMS the RUL of an asset component is the remaining life over which it can meet its
serviceability requirements.
In the context of financial analysis such using the power curve as shown above, the RUL is the life left
from the current CI to a CI of zero at which point the component has no remaining useful life.
F.10.3 Actual Deterioration
The actual deterioration, measured using various field observations and calculations of a CI is unlikely
to match the theoretical deterioration illustrated above.
For example, consider two assets with an EUL of 40 years: Asset 1 is inspected in year 20 and it has a CI of 0.5 and Asset 2 is also inspected at year 20 and its CI is 0.85. Neither of these matches the
theoretical curve that predicts a condition of 0.75 at year 20.
There are several means of adjusting the previous theoretical deterioration curve to achieve a better
match with the measured or actual deterioration. The models incorporated in HDM-4, for example,
provided a range of calibration variables that can be used to calibrate the performance predictions as discussed in Section G.9.4.
For relatively simple Level II financial analyses the following Section provides guidance.
F.10.4 Calibration for Financial Calculations
a) Apparent Age
Where power curves are used to predict performance and remaining life the apparent age can be calculated by inverting the formula for VCI in Section F.10.1 as follows:
AA=EUL x (1 - CI)1/N
Where: AA = Apparent Age
EUL = Predicted EUL
CI = Measured Condition Index
N = Exponent as per Section F.10.1
Using the above formula for the example in Section F.10.3 above, then:
• For Asset 1: AA = 40 x (1 – 0.50)1/2 = 28.2 say 28 years
• For Asset 2: AA = 40 x (1 – 0.85)1/2 = 15.49 say 15 years
Road Asset Management: Part F Situational Analysis
TMH 22 Road Asset Management Manual -F-20-
The actual deterioration, measured using various field observations and calculations of a CI is
unlikely to match the theoretical deterioration illustrated above.
There are several means of adjusting the previous theoretical deterioration curve to achieve a
better match with the measured or actual deterioration. The method proposed for use is to
apply the apparent age differential to adjust the EUL of the asset as shown in Figure F.13 and
described below.
Figure F.13: Example on how to Adjust EUL based on Calculated Age Differential
The difference in apparent age is used to adjust the EUL and in this case:
• Asset 1: EUL = 40 – (28 – 20) = 32 years; RUL = 32 – 20 = 12 years.
• Asset 2: EUL = 40 – (15 – 20) = 45 years; RUL = 45 – 20 = 25 years.
b) Further Inspections
The primary purpose of this exercise to find a method of predicting deterioration that
maintains consistency of predictions over time. Successive inspections should reflect reality
and not produce major swings in EUL or RUL but should bring the inspection results into consideration and ensure that each inspection improves the prediction of asset life and its
value.
c) Second Inspection with Further Deterioration
Consider the case where a further inspection is carried out in the following year (year 21) and
the asset condition continues to deteriorate.
• Asset 1: CI = 0.45 at age 21
• Asset 2: CI = 0.80 at age 21
0
0.1
0.2
0.3
0.4
0.5
0.6
0.7
0.8
0.9
1
0 10 20 30 40
Adjust EUL based on calculated Age Differential
N=2
Asset 1: less 8
Asset 2: Add 5
32 year EUL
45 year EUL
Road Asset Management: Part F Situational Analysis
TMH 22 Road Asset Management Manual -F-21-
Using the formula in Section F.10.4(a) above:
• For Asset 1: AA = 32 x (1 – 0.45)1/2 = 23.7 say 24 years
• For Asset 2: AA = 45 x (1 – 0.8)1/2 = 20.1 say 20 years
Now adjust EUL based on the difference in apparent age. Therefore:
• Asset 1: EUL = 32 – (24 – 21) = 29 years; RUL = 29 – 21 = 8 years
• Asset 2: EUL = 45 – (20 - 21) = 46 years; RUL = 46 – 21 = 25 years
d) Second Inspection with Improvement
Consider the case where the second inspection carried out in year 21 resulted in an
improvement of condition due to maintenance.
• Asset 1: CI = 0.6 at age 21
• Asset 2: CI = 0.9 at age 21
Using the formula in Section F.10.4(a) above:
• For Asset 1: AA = 32 x (1 – 0.6)1/2 = 20.2 say 20 years
• For Asset 2: AA = 45 x (1 – 0.9)1/2 = 14.2 say 14 years
Now adjust EUL based on the difference in apparent age. Therefore:
• Asset 1: EUL = 32 – (20 - 21) = 33 years RUL = 33 – 21 = 12 years.
• Asset 2: EUL = 45 – (14 - 21) = 52 years RUL = 52 – 21 = 31 years.
The RAMS should maintain a record of the current EUL and only assign the predicted EUL based on
the asset and component types upon acquisition. Thereafter the EUL should be adjusted regularly when the asset component conditions are recoded.
The above formulae and rationale are used to determine the EUL and RUL for all asset components
in the system.
F.10.5 Depreciated Component Values
The depreciated values of a component are determined as described in Part C using the above EUL and RUL values.
These are summarised for each class of road using the procedures outlined above.
Road Asset Management: Part F Situational Analysis
TMH 22 Road Asset Management Manual -F-22-
The resulting ratio of DRC/CRC should not be less than the following target values for each road
class and road type:
Road Class Road Type Minimum ratio of depreciated asset value to
current replacement value
Class 1R
Freeway 50
Dual 40
Paved 30
Class 2R
Freeway 50
Dual 40
Paved 30
Class 3R
Dual 40
Paved 30
Unpaved 20
Class 4R Paved 40
Unpaved 30
Class 5R Paved 40
Unpaved 20
Class 1U
Freeway 50
Dual 40
Paved 30
Class 2U
Freeway 50
Dual 40
Paved 30
Class 3U
Dual 40
Paved 30
Unpaved 20
Class 4U Paved 30
Unpaved 20
Class 5U Paved 30
Unpaved 20
F.11 Problem Statements
When all the graphs and trends are analysed the predominant problems can immediately be
discerned and can focus the attention of asset managers and decision makers. This is done by comparing the above statistics with requirements that are set for each class of road and each type of
condition indicator.
Road Asset Management: Part G Needs Determination
TMH 22 Road Asset Management Manual -G-1-
PART G: NEEDS DETERMINATION
G.1 Questions to be asked
There are several elements to an analysis of the investment needs of a road network that are
undertaken to answer the following questions:
a) Questions on treatments and priorities
(i) Which categories of treatment and actions should be applied?
(ii) What should the relative expenditure on each category be?
(iii) What are the priorities for each road segment and its treatment?
(iv) Which series of treatments for each road segment represents optimal expenditure within the constraints of the current budget?
b) Questions on overall budget requirements and con sequences
(i) How much money should be spent to retain the minimum required conditions?
(ii) How much money should be spent to achieve desirable conditions?
The data collected is analysed and a wide range of reports are produced to provide guidance and
support to answering the above questions and taking decisions to arrive at optimal asset
management plans.
Once the needs have been determined, the quantum needs to be assessed relative to the budget prognosis, and prioritisation and optimisation procedures launched, to allocate funds to individual
assets and components.
The extent of the needs determination depends on the level of asset management practiced and will
determine the degree of confidence associated with the outcomes of these procedures or to be
practiced for the relevant assets.
G.2 Categories of Needs
The determination of road needs is an essential first step in the development of the asset management plan. Table G-1 provides the different categories of needs and a brief description of
each category. Table G-1: Categories of Needs
Need Category Description
Routine Maintenance – Cyclical (3 months – 3 years)
This involves all routine cyclical activities that are carried out on a daily basis and include:
• Blading of unpaved roads and shoulders
• Drainage maintenance including bridge drainage
• Road Reserve and vegetation Maintenance
• Maintenance of ancillary components
Road Asset Management: Part G Needs Determination
TMH 22 Road Asset Management Manual -G-2-
Need Category Description
• Line-marking maintenance
Routine Maintenance – Condition
This involves all condition or event driven repair activities that are carried out at short notice and include:
• Drainage repair and reinstatement
• Waterway repair and reinstatement
• Repair of ancillary components
• Crack Sealing and Patching
• Repair of cut and fill slopes
• Reinstatement of Line-marking
• Minor repair of structures
• Spot regravelling
• Reshaping of unpaved roads
Periodic Maintenance (5-7 years)
This involves longer term cyclical activities such as:
• Surfacing rejuvenation and thin slurries
• Replacement of road sign faces
Resurfacing This involves the following activities that are initiated by condition
• Regravelling
• Resealing of the pavement surface using a chip and spray or thin overlay.
Special Maintenance • Resurfacing preceded by extensive patching and repair
• Bridge joints and bearing replacement
• Major repair of damage to roads, ancillary assets and structures
Rehabilitation This involves repairs to the pavement in order to restore condition and functionality. It includes:
• Light Rehabilitation (overlays and/or reworking of base layer)
• Heavy Rehabilitation (reworking of deeper layers or the addition of new base layer)
Reconstruction Reconstruction/replacement of the assets
Betterment This involves upgrades to certain elements of the asset such as:
• Specific alignment and drainage improvements
• Intersection improvements
• Accident black spot eliminations
• Bridge strengthening
Expansion Expansion of the road in terms of number of lanes (including structures)
Upgrading Upgrading of a road from one type to another
New Roads Construction of entirely new roads
Ancillary Assets The construction of facilities, such as weighbridges that are used to prevent damage to the road or any other major ancillary asset or component.
The needs determination should address each category of need and allocate funding based on a
rational and scientific approach. The determination should include consideration of the functional
Road Asset Management: Part G Needs Determination
TMH 22 Road Asset Management Manual -G-3-
class of the road as well as the ruling traffic volume and hence the consequences of failure or closure
of the road.
G.3 Initial Needs Assessment
As indicated in Table G-1, there are several categories of needs and the factors that drive the quantum of the needs typically involve the following broad issues:
• Quantity of each type of asset and component;
• Importance of the facility represented by the functional class which requires higher overall levels of service;
• Environmental factors:
o Rainfall;
o Social environment;
• Condition of the asset and its components;
• Usage of the asset (Traffic Volume and FIV/C).
The following set of factors provides estimates of the influence of each factor on the maintenance need calculated for each road type:
Road Type
Unpaved Paved single carriageway
Dual Freeway
Importance
Class 1 1.2 1.4 1.4
Class 2 1.4 1.1 1.2 1.2
Class 3 1.0 1.0 1.0 1.0
Class 4 0.7 0.8
Class 5 0.4 0.5
Rainfall (Weinert)
Wet 1.2 1.3 1.4 1.4
Moderate 1.0 1.0 1.0 1.0
Dry 0.9 0.7 0.6 0.6
Social Environment
Urban 1.0 1.2 1.2 1.3
Rural 1.0 1.0 1.0 1.0
Condition
Very Good 0.4
Good 0.7
Fair 1.0
Poor 1.5
Very Poor 2.0
Table G-2: Unit Rates for Maintenance Need Determin ation (2013 Rand Values)
Road Type
Unpaved Paved single carriageway
Dual Freeway
Routine Cyclical/km/yr 3 000 + 20 000 50 000 80 000
Road Asset Management: Part G Needs Determination
TMH 22 Road Asset Management Manual -G-4-
Road Type
Unpaved Paved single carriageway
Dual Freeway
0.002 x ADT
Routine Condition/km/yr 2 000 30 000 50 000 60 000
Periodic/sqm/yr 0 3 3 3
Resurfacing/sqm
(CISURF 35-50 and CIPAVE > 55) 7 80 80 80
Special Maint / sqm
(CISURF <35 and CIPAVE >= 50) 0 100 120 120
Rehabilitation/sqm (CIPAVE 30- 50)
0 200 220 240
Reconstruction/sqm
(CIPAVE < 30) 0 500 600 700
There are no simple costs that can be applied to estimate needs related to betterment and upgrading.
Simple benefit cost analyses need to be performed to estimate project costs and benefits and to
commence planning, programming and budgeting for these activities.
Some indications of user costs are provided in Section F.8 to assist in these calculations.
G.4 Technical Needs Determination
Technical needs determination involves determining the immediate (current) treatment needs based
on the current and past condition status of the road infrastructure assets, and related trends. These
are also sometimes referred to as engineering needs determination, as opposed to economic needs
determination as applied in Life Cycle Cost Benefit Analysis. However, technical needs determination
can serve as a base for comparing actual or planned investment levels against to identify potential budget shortfalls.
Technical needs determination shall answer the following questions:
• What is the overall current investment requirement for the road assets?
• Which categories of treatment should be applied currently, and to what investment needs?
• Which assets shall be treated now and at what cost?
Part F provides tools for preparation of various graphs and trends from which predominant problems
can be discerned. Analysing these by comparing the statistics with requirements that are set for each
class of road and each type of condition indicator assists in the preparation of general ‘Problem Statements’. This information is however also used for the following:
• The identification of specific road infrastructure that should be considered for treatment;
• the determination of actions to be taken to improve or maintain the present infrastructure condition;
• the estimation of the funds required for the treatment work;
Road Asset Management: Part G Needs Determination
TMH 22 Road Asset Management Manual -G-5-
• the selection of road infrastructure for inspection through panel inspections;
• the selection of road infrastructure for more detailed engineering investigations; and
• the initial prioritisation of identified projects.
The treatment selection for a technical needs determination is mostly ‘condition-responsive’, meaning
work is triggered when conditions reach critical thresholds, known as ‘intervention levels’. Typical selection rules are:
• Defect-based: Uses a matrix of relationships between measured or assessed defects and treatments
• Condition-index-based: Combines defects into groups using functional relationships for
treatment selection purposes
• Combination of defect-based and condition-index-based: Uses combinations of above
• Decision tree based: Uses a series of decisions based on occurrence of defects or values of condition indices to an eventual treatment recommendation
The above treatment selection rules usually represent current engineering practice of a road authority.
These can be influenced by policy decisions regarding the use of specific remedial measures, studies of cost-effectiveness and sometimes personal preferences. It is however prudent to remind that there
are many different strategies to maintain and upgrade road assets. Common sense should however
prevail, as shown in some examples of RAMS situations and related strategies and approaches for
current South African conditions in the boxes below.
Example 1: It is well known that in South African conditions with typical South African pavements
with thin surfacings, the road surface must be kept waterproof at all times. It is also well known that a
“worst –first” approach to pavement rehabilitation is not optimal – i.e. to focus attention and funds on
roads in the worst condition, instead of applying preventive maintenance to roads that are in a fair and
better condition. The RAMS effort should be focused on maximising the impact of every rand spent on the level of waterproofing that is achieved over the complete road network by a coherent resealing
programme. This is done through tactical management by immediately applying fog sprays wherever
possible followed by thin seals and slurries followed by more durable seals.
Example 2: It is well known that in South African conditions, it is more cost effective to carry out
good unpaved road maintenance practice rather than to pave roads at traffic volumes less than 300 vehicles per day (vpd) and that roads with traffic volumes that exceed 500 vpd should be paved.
Therefore, the road authority’s efforts should be focused on applying good practice in respect of
gravel road maintenance and achieving good and cost-effective levels of service in this regard.
Furthermore, it is a relatively simple calculation to assess the required budget for unpaved road upgrading to paved standards if all roads with more than certain levels of traffic are paved. The effort
here should be focused on determining whether the traffic counts are credible and how far they
extend down the unpaved road and how the road network can best be improved to accommodate this
traffic.
Road Asset Management: Part G Needs Determination
TMH 22 Road Asset Management Manual -G-6-
Examples of trigger method algorithms to classify pavement needs into need categories are provided
in Appendix J-8.
The methods used to determine technical needs normally involve two levels of detail, with each level
also requiring some form of prioritisation to determine the urgency for taking action. Initial
classification can be in terms of one of the Need Categories (Section G.2), followed by refinement of
the treatment through panel inspections or more detailed engineering investigations for those treatment choices involving significant cost. Figure G-1 shows investment needs per treatment
category.
Figure G-1: Investment required per need category
The graph shows which categories of treatment should be applied currently, as well as the relative investment per need category. If determined through any of the condition-responsive needs
determination methods, it also represents the current amount to be spent to achieve the minimum
conditions.
Section G.7 discusses methods for prioritisation of technical investment needs.
A more sophisticated technical need determination can be done through Life Cycle Cost-Benefit Analysis (refer to Section G.5). This is also referred to as an unconstrained life cycle analysis, where
no funding constraints are specified and the optimisation software is allowed to choose the
maintenance strategy8 with the highest benefit. All the first year treatments of the selected strategies
of all the analysed assets are then considered as the immediate technical needs and the technical budget need can be determined. Should a comparison be required of technical needs to available
budgets for a 5 year period, for example, then the first treatments over the 5 year period are
considered the technical needs of the five year period. Figure G-2 shows a comparison of technical
needs versus the current budget allocation to a provincial road authority. The figure shows the
shortfall between the technical investment need and the current available funding. It also shows the relative needs and planned budget allocations for the treatments.
8 A maintenance strategy is defined as the series of subsequent treatments over the life of an asset
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Figure G-2: Shortfall of current funding leve l compared to technical needs
G.5 Life Cycle Needs Determination
The above methods do not investigate the long-term impact of investment policies, maintenance
policies and funding levels on the infrastructure assets, the users and the road authority. Asset management at Level II and higher use life cycle cost-benefit analysis (LCCBA), and the purpose of
carrying out a LCCBA is to ensure that an adequate return in terms of benefits results from
committing expenditure. Expenditure can be considered as making an investment, and the purpose is
to ensure that the investment option adopted gives the highest return.
A LCCBA allows the asset manager to provide inputs into long term investment policies. Any number of maintenance alternatives/strategies to maintain, improve and repair assets over a life cycle period
can be considered. The alternative in which no investment takes place is known as the ‘do nothing’
case. As it is unusual for future investments to be absolutely zero, given requirements for some
minimum maintenance, the most realistic base should be a ‘do minimum’ rather than ‘do nothing’. The choice of a do minimum strategy is however a difficult decision and is often replaced by a ‘do nothing’.
The LCCBA requires prediction of deterioration and the effects of treatment works. Calculation of
economic performance measures then allows works programmes to be generated from candidate
projects ranked in order of decreasing economic worth.
The introduction of optimisation analysis in higher level asset management allows the investment alternatives to be selected from the candidate pool in order to optimise an objective function for the
road network (minimisation or maximisation) and to satisfy constraints (of budget or minimum
performance standards). More advanced analysis also includes social and environmental impacts in
the analysis.
Some of the critical questions to be answered then with life cycle needs determination are:
• What is the investment required for an asset type to meet a specified level of service or
intervention at a given time in future?
• Is it possible to preserve the road infrastructure asset in future to current performance
standards given the available fund allocation?
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• How should the available funds be split between the many needs and responsibilities of the road authority, to ensure optimal benefit for both road users and the road authority in the long-
term?
Level II and higher asset management should thus report on the long-term asset condition, the
predicted asset value, future compliance with performance standards and intervention levels, maintenance needs and impact on road users and the road authority.
Elements of a LCCBA for pavement assets are summarised in Figure G-3 below. It shows the input
requirements on the left, in the form of data and information, and the output on the right, with the Life
Cycle Cost-Benefit Analysis as the decision support tool.
Figure G-3: Flow Chart of the Elements of a Life Cy cle Cost-Benefit Analysis for Pavement
Assets
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G.5.1 Elements of a Life Cycle Cost-Benefit Analysi s (LCCBA)
Elements of a LCCBA are described below.
• Costs: Asset costs can normally be divided into road authority costs (consisting of capital or
construction costs, maintenance and rehabilitation costs, improvement costs and operational
costs), and road user costs (consisting of VOCs, accident costs and the costs of passenger or freight time).
• Benefits: Are considered as the difference between two sets of costs (comparing two
maintenance policies, then different levels of road authority costs will result in different levels
of user costs); or it may not be necessary to define the benefits (if a road authority is obligated
to deliver a certain minimum level of service, then the requirement is only to find the minimum
road authority cost); or the benefits can be expressed as the Area Under the condition Curve
(AUC) (referring to the area under the condition curve of a strategy less the area under the do-nothing curve).
• Financial and economic pricing: For publicly owned and operated assets, costs are
expressed in economic and financial terms. The difference is often only removal of taxes from the costs. Financial inflation is also normally not included in future estimation of costs in an
LCCBA.
• Discount rate: To represent the value of money over time, a discount rate is used.
• Economic indicators: In benefit/cost analysis, a number of indicators are typically used, e.g.
benefit/cost ratio, Net Present Value (NPV), Economic Internal Rate of Return (EIRR) and First Year Rate of Return. These can only be applied when all costs are expressed in the
same (normally monetary) terms.
• Performance models: These models form the core of a LCCBA as they form the linkage
between road authority and road user costs. In some models, initiation and progression of
individual distresses are predicted, and these are then combined to a composite index,
instead of predicting only the composite index. This improves the performance modelling.
• Treatments and strategies: These are the actions taken by the road authority to improve the
asset. A treatment is a single action taken in a single year on an asset, while a strategy is a
unique combination of treatments over the analysis period for that asset.
• Triggers: Intervention alternatives (treatments) are triggered when appropriate intervention
criteria (or triggers) are reached. Triggers have to be specified and often relate to levels of
service and/or technical decisions of experienced asset managers.
• Strategy generation: Given the defined triggers and treatments a variety of viable strategies
are generated over the analysis period for each of the assets being investigated. For each
strategy, the road user and investment (road authority) costs of the interventions are
calculated, as well as the benefits (as defined) and the effects of the treatment on the asset. These strategies are the ‘alternatives’ to be considered in the LCCBA.
G.6 Decision Support Systems
Procurement of LCCBA decision support systems should not be considered lightly. It is very strongly advised that road authorities rather either use consultants providing RAMS decision support services,
or if sufficient in-house capacity and skills are available, rather procure off-the-shelf decision support
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systems. In the latter case, the configuration, implementation, training and long-term post-
implementation support (minimum of 5 years) should be included in the procurement. Road authorities should not pursue in-house development or procurement of development services for
these sophisticated LCCBA systems without consulting with peer or higher level authorities.
Several off-the-shelf decision support systems are available to aid infrastructure asset managers in
the analyses of their road infrastructure asset needs. Should a road authority plan to procure any of these, a proper terms of reference will be required, thus a very good background is required to the full
RAMS requirements. The complexity of these systems varies and the level of accuracy is dependent
on the selected system and/or the configuration thereof. Some of the off-the-shelf available systems
cater only for the analysis of road networks (e.g. pavements), whilst others are generic and asset
neutral. Such software also typically incorporates a purpose developed database as well as analysis system that can be configured for all road infrastructure assets, including the use of any asset
performance algorithms.
G.7 Prioritisation
One of the key components of asset management is the comparison of investment alternatives (asset
needs) within some funding constraints. Generally, the goal is to provide the greatest benefit in
network condition for the funds expended. The result of the comparison should be information from
which a maintenance strategy and a prioritised programme of work can be compiled.
Various methods can be used to determine priorities for programming the work. These can range
from simple ranking procedures to true optimisation methods which can simultaneously consider and
evaluate all possible combinations of the three critical questions above. Thus prioritisation and
optimisation are not necessarily the same thing and will in many cases not give the same answer.
Table G-3 summarises the various classes of methods plus their advantages and disadvantages.
Although the results of the higher class methods are in theory closer to the optimal solution, these
results are dependent on the reliability and accuracy of the inputs and the performance models. The
achievement of acceptable reliability and accuracy in these fields should receive the required
attention. Table G-3: Different Classes of Priority Programmin g Methods 9
No Class of Method Advantages and Disadvantages
Level of Asset Management
1 Simple subjective ranking of
projects based on judgement
Quick, simple; subject to bias
and inconsistency; may be
far from optimal
Level I
2 Ranking based on parameters, such as
condition, serviceability, etc.
Simple and easy to use; may be far from optimal
Level I
3 Ranking based on
parameters with economic
Reasonable simple; should
be closer to optimal
Level II
9 After: Haas, R., Karan, M.A., Cheetham, A., Khalit, S. (1985). Pavement Programming: A Range of
Options. Proceedings: First North American Pavement Management Conference, Toronto, Canada.
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No Class of Method Advantages and Disadvantages
Level of Asset Management
analysis
4 Optimisation by mathematical programming model for year-
by-year basis
Less simple; may be close to optimal; effects of timing not
considered
Level III
5 Real optimisation using
heuristics and marginal cost-
effectiveness
Reasonably complex; can be
used in a microcomputer
environment; close to optimal results
Level IV
6 Comprehensive optimisation
by mathematical
programming model taking
into account the effects of
project timing
Most complex; can give
optimal programme
(maximisation of benefits)
Level IV
G.7.1 Project Ranking
Once projects have been identified (and preferably been evaluated through panel inspections), a
short list of projects is available for programming over the planning period. Depending on the
information that is further available, an appropriate ranking method can be applied to compile a
priority programme of projects.
While prioritisation is defined as the process of determining the urgency for attention that a project
requires, project ranking is defined as the process of drawing up a list of projects for execution, based
on the predetermined priority. Prioritisation procedures can vary from simple subjective ranking to
sophisticated mathematical programming. Whatever type of programming is used, it should be
directed to answering the following questions:
• Which projects should be selected?
• What measure should be applied?
• When should the measure be applied?
Given the requirement that road authorities should aim for at least Level II asset management, ranking will primarily be based on parameters such as condition, serviceability, etc. with economic
analysis at this lowest level of asset management. At higher levels, optimisation will be required.
The costs and benefits may be in present values or equivalent uniform annual costs. The projects that
provide the greatest benefit for the funds expended are considered the best choice. Projects may be ranked in order of decreasing benefit - cost ratios or decreasing internal rate of return (IRR). This
procedure can be applied to all identified projects in all treatment need categories.
Practically, the investment needs determined earlier per treatment category should be a guide to the
proportion of the budget needs per treatment category, as the total of these will inevitably have to be
downscaled due to budget constraints. Ranking within each of the treatment need categories, versus ranking of all projects combined, may lead to sub-optimal results, but the benefits of preventive
maintenance should not be undermined by this.
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Note that the reporting to upper management of project priorities should be through the use of priority
categories and priority index values. The priority index of a project can be classified into one of a number of priority categories e.g. top, medium and low priorities. Figure G-4 shows that the asset
manager considers the funding of the identified projects of the reseal and special maintenance need
categories as top priority in his drive for preservation of the road network.
Figure G-4: Prioritised Investments required per Ne ed Category
G.8 Optimisation
G.8.1 General
Prioritisation is concerned with one repair strategy, whether single-year or multi-year based.
Optimisation techniques, however, involve examining the effect of various repair strategies for each asset or element. They also select one repair strategy for each asset or element which meets the
objective function and satisfies the constraints.
Network optimisation thus offers a higher level of decision support than ranking. In general, it uses
system analysis concepts and mathematical models to allocate resources in an optimum (efficient) manner.
Optimisation can be used at two planning levels, namely strategic and tactical, as discussed in the
next Chapter. Although the most appropriate application of network optimisation is at strategic
planning level to determine optimum budget levels for each treatment category through impact
analyses, project lists are then also available for tactical planning.
a) Network Optimisation
Network optimisation requires a LCCBA and an optimisation procedure. The LCCBA was
discussed earlier, for the optimisation procedure some elements are discussed below.
• Resource constraints: Current and expected future budgets have to be specified,
they are often specified per treatment category especially if funded from different
sources, e.g. from PRMG and Equitable Share allocations. Other restraints could
be physical or institutional.
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• Strategy selection: The ultimate aim of the LCCBA is to find a single strategy from
amongst the many that have been generated for each asset. This is done in the
optimization under the resource constraints for the defined objective function.
• Objective functions: The aim of the optimization is to minimize costs or maximize
benefits. A typical objective function is the Total Transportation Costs (TTC) and the
optimization aims to minimise the TTC. Other objective functions may be
minimizing cost to the road authority, or minimizing cost to road users, or minimizing TTC while maintaining a minimum level of service, etc.
• Optimisation process: Certain objective functions have simple solutions, eg
‘minimize ownership costs’ requires that the lowest cost strategy for each asset be found. Under resource constraints, the optimization process becomes much more
complex as strategies for one asset are competing against strategies for another
asset for the limited funds available. For a large number of assets, each with
multiple alternative viable strategies, plus multi-year resource constraints, then the
mathematical process is immense and a true solution would require huge computing resources to consider all the available strategies. Some software employs heuristic
optimization methods (sometimes referred to as the ‘efficiency frontier method’) to
obtain a result very close to the true optimum.
• Analysis period: The choice of the analysis period depends on many factors. The
ultimate test is whether increasing the length of the analysis period affects the
outcome of the analysis. If not, then the additional computing time and increased
size of the database are not justified.
b) Optimisation Methods
Various optimisation methods can be used to perform the optimisation. These are
mathematical programming models that are applied to the specified objective function to
select alternatives that satisfy the function, within the stated constraints. These mathematical
models, in order of increasing complexity include the following:
• Linear programming
• Non-linear programming
• Integer programming
• Dynamic programming
In addition to the above-mentioned optimisation methods there are aIso heuristic methods.
Heuristic methods are approximations of true optimisation methods. These methods arrive at answers that are close to the true optimal solution, but they do so much quicker. However,
they have limitations and cannot guarantee accurate results. They are often used because of
the size limitations of problems that can be dealt with using true optimisation methods.
Marginal cost-effectiveness and incremental cost-benefit analyses are examples of
approaches which are used as heuristic methods. This type of approach has been shown to give near optimum results and unlike true optimisation techniques, it does not require
substantial amount of time for a network with many assets.
Some analyses software includes an interesting approach to the use of the Incremental
Benefit Cost approach. The incremental benefit-cost ratio is defined as the ratio between the
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increase in benefit to the increase in cost between successive strategies. Figure G-5 below
shows seven dots representing the costs and benefits for seven strategies for a single asset’s generated strategy list (a do-nothing and six repair strategies). The vertical axis shows the
present value benefits, the horizontal axis the present value costs.
The upper most dots are joined together in such a way that no strategy points exist above the
line and no line segment has a bigger slope than the previous line segment. This segmented line is called the efficiency frontier. The slope of each successive line segment is called the
incremental benefit cost of going from one strategy to the next. A second line is added below
the efficiency frontier, producing an efficiency envelope (not shown). During optimisation,
only strategies from within the efficiency envelope are selected for analysis, as that will give
the most benefits for the money spent. The heuristic optimisation happens after the calculation of the incremental benefit cost for all strategies on all of the assets.
Figure G-5: Principle of the Efficiency Frontier
G.8.2 Cross Asset Analysis and Optimisation
There is a growing realisation that optimisation within bins or silos of infrastructure asset types only (pavements, bridges, etc.) has the disadvantage that it does not assist overall optimisation of budget
allocations amongst infrastructure asset types. This subject is thus receiving more and more attention
in the asset management fraternity.
Cross asset optimisation is in theory no more difficult than optimizing a number of assets of the same
asset type. However, a major prerequisite is a consistent set of measures across all asset types.
A Cross Asset Analysis basically functions similar to the analysis for a single asset type. This
requires that various strategies are defined per asset within each asset type (a strategy being a viable
series of future treatments over the lifecycle of each asset type, i.e. the alternatives for investigation);
also budget scenarios that contain a minimum amount of funding for each asset type. Typically, a separate amount of additional funding is specified that the analysis can distribute to any of the assets
included in the analysis. The analysis software then optimizes the strategies based on the available
budget scenarios and the additional funding supplied and attempts to maximise the benefit for the
available budget. The key here is that the benefit model that is used has to work well across the asset
types and needs to be normalized somewhat for assets of varying values and varying lifecycles.
It is expected that cross asset analysis and optimisation will become standard practice in the near
future.
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G.8.3 Unit Costs
The earlier discussion regarding determination of Asset Values using Unit Rates (cf. Part C) concerned the determination of rates from analysis of bills of quantities. More global techniques are
typically used to determine unit project costs for LCCBA. These are based on a ‘broad brush’
approach, to obtain an overall project cost. This is also referred to as ‘ball-park’ estimating, providing
for example a cost per kilometre for road resurfacing, or a cost per square metre of bridge deck area.
This approach also relies on historical data, therefor requires consideration of inflation indices, a
judgement of market place influence to allow for the envisaged locations of the projects and timing of
the projects.
It is very important to document what costs are included in the unit costs. Furthermore, as the
identified treatments are often in broad categories in any case (e.g. ‘resurfacing’), average weighted project costs shall be determined for typical treatments according to the usage frequency of each
treatment.
G.8.4 Quantifying of Benefits
Quantifying of benefits was briefly referred to above under network optimisation, but warrants some more discussion.
It was indicated that it is important to quantify the benefits to be derived from the application of funds.
The benefits of publicly financed projects are not simple to define, or calculate, and if done incorrectly
the results may be misleading. The benefits derived from available funds can be classified into the
following three broad categories:
• user benefits;
• engineering benefits; and
• other related benefits (public, community, environmental, social).
Asset managers tend to place greater emphasis on engineering benefits, while funding agencies emphasise user benefits. Other related benefits are also gaining in prominence.
a) User Benefits
In general, user benefits are difficult to define and most measures of user benefits are
subjective. User benefits may be based on savings in the following items when a road is
improved:
• Travelling time;
• VOCs,
• Accident costs (safety), and
• User comfort costs.
Quantification of travel time savings, or accident cost savings, is problematic. Savings in VOC
is therefore often considered the most objective measure of user benefit. VOCs are directly related to riding quality (roughness) and can also be quantified in terms of excess user costs.
Savings in excess user costs can then be used as a measure of user benefit. However,
savings in user costs can also be used as measure of benefit.
Section F.9 provides details of quantifying accident costs.
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b) Engineering Benefits
The primary measures of engineering benefits are also referred to as non-cost benefits (effectiveness). The effectiveness value is normally more easily determined and is used as a
surrogate for the user benefits. These benefits, which are all related to user benefits in the
long term, include the following:
• Gain in condition indices;
• Remaining life; and
• Area under the deterioration curves.
The effective benefit is often multiplied by some traffic volume factor representing usage,
which better represents the effectiveness of the treatment for the user public.
(i) Gain in condition indices
Condition indices are a utility measure of a road or road network’s condition. Engineering
benefit, due to an applied maintenance or rehabilitation measure, can be measured by the
gain in the road asset condition indices. The effective benefit of an applied measure or set of
measures is the gain in value of the respective indices divided by the cost of the measures. Road network condition indices are commonly used measures of the effectiveness of budgets
and of their derived benefits.
The gain in Condition Index is the only one of the three measures of benefit that does not
require a pavement performance prediction model, since it refers only to the immediate gain
at the time of application of the measure.
(ii) Remaining life
Remaining life is generally defined as the time from any selected condition until the pavement
is projected to reach a designated terminal condition level. Remaining life can be based on
ratings of individual distress types or a combined Condition Index.
Although remaining life is better than just a change in condition, since it makes a prediction of
how long the pavement will last, it does not indicate how the condition will change over time.
(iii) Area under the deterioration curves
This method projects the condition over time (with or without further treatment) until it reaches
a designated terminal level, or the end of the analysis period.
The effective benefit of a treatment is the area under the deterioration curve divided by the
annualised cost of the measure over the deferred maintenance period.
Alternatively, the effective benefit of a treatment is the area between the repair strategy curve
and the do-nothing curve, as shown in Figure G-6.
The effective benefit of a measure is typically adjusted to take into account the traffic carried by a road, by multiplying it by a function of AADT.
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Figure G-6: Area-Under-Condition Curve Benefit
c) Other Related Benefits (public, community, envir onmental, social)
There is increased pressure to include other benefits than engineering and user benefits in
the quantification of benefits. National Government requires for example that work opportunities be created, youths (aged 18 to 35), women and people living with disabilities be
employed, emerging contractor development opportunities be created, graduates be provided
with experiential internships and assisted to register with the Engineering Council of South
Africa (ECSA). In general, the investment in road maintenance should be done in line with the
S’hamba Sonke Road Programme, which requires many of the mentioned benefits to be realised. Included in this are all the requirements of the EPWP as well.
Apart from the above, there is a growing realism that impoverished communities should
benefit from Government investments in infrastructure, that development corridors be
identified and roads to social facilities be made more accessible.
Lastly, environmental issues regarding the provision and maintenance of road infrastructure
should receive more emphasis as legislation in this regard is enacted and implemented.
To quantify the benefits of these indirectly related aspects in a LCCBA is not easy. It is most
likely better to attempt this per need category, for example by executing routine maintenance
through emerging contractors, or per project within a need category such as Upgrading.
G.9 Recommended Treatments
G.9.1 Levels of Planning
Good planning is required for the effective operation of a road network. The planning function can be
subdivided into three levels of planning which can be defined as follows (Curtayne et al, 1983):
• Strategic Planning
• Tactical Planning
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• Operational Planning
Operational planning (which includes design) is a project-level activity not covered by this document.
The design for each project involves the preliminary design and detailed design in accordance with
the protect alternative which best fits the available budget and is generally a compromise between
economy and the level of service provided to the road users. Operational planning also involves the detailed scheduling of projects and activities within projects, together with detailed project budgeting.
G.9.2 Strategic Planning and Outputs
Strategic planning is long-term planning in order to determine the budget and policy and resources
required to fulfil the aims of the road authority. It concerns an analysis of the costs of alternative policies and their effect on the level of service provided by the road network and to secure the
resources for the most attractive policy. This can best be achieved through a network optimisation
process as available in higher level decision support systems.
Road maintenance and rehabilitation policies should be based on a strategic approach where certain
targets are set for the future for the whole or portions of the road network. The following are examples of such targets, most of which would be captured in the road authority’s Road Infrastructure Asset
Management Policy given national requirements and targets published in this document per RCAM
road class:
• The maximum percentage of a road network in a poor and very poor condition;
• the maximum percentage of a road network below a desired level of serviceability (based on riding quality);
• a minimum network condition number or average condition number for a road network;
• a maximum EUC per kilometre travelled for a road network; or
• maximum resurfacing cycles for the various surfacing types, etc.
The physical road network is sometimes characterised at strategic planning stage by the lengths of
road, or percentage of network, in various categories defined by parameters such as road class,
traffic flow or congestion, pavement type and physical condition. Some network level analysis tools
however base the analysis on a link-by-link basis.
The outputs of the strategic planning exercise are of most interest to policy makers in the road sector, both political and professional. These typically concern graphic and tabular displays of:
• Key performance indices, showing both historic and expected future values, for various policy
and budget scenarios
• Road user impacts for various policy and budget scenarios
• Expected budget impacts on key performance indices 5 and 10 years from now
• Expected backlogs10 likely for various policy and budget scenarios
• Required network-level budgets
10 Backlog is defined as the percentage of an asset, or asset component, in a poor and very poor
condition
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Strategic planning and impact or consequence analysis requires extensive background and insight
and should not be conducted by staff who does not have the necessary expertise and experience. Wrong or misguided interpretation of results from these analyses could easily portray a skewed
situation about the road infrastructure and lead to under or over estimates of future conditions and
thus funding needs.
Strategic network analysts typically use the results to motivate for increased funding, or change of policy. Strategic analysis is most efficient to determine the impact of poor maintenance policies (eg
worst-first, neglect of preventive maintenance, run to death / do nothing).
One of the major outputs of a strategic level analysis is the determination of network level funding
requirements. Network-level budgets are defined as budgets based on strategic plans and
maintenance and rehabilitation policies, using network-level information. These budgets address the total funding needs per maintenance and rehabilitation category over a medium to long term planning
period, but do not provide detailed budgets for specific projects.
The major steps required to compile network level budgets are:
• Step 1: Set strategic goals and maintenance, rehabilitation / repair policies. Some are mentioned above, in general these should correspond with the road authority’s strategic goals
and policies, as expressed in their Road Asset Management Policy Document given specified
targets of this document.
• Step 2: Do network optimisation. This is performed to determine the most efficient manner of
resource allocation. The optimisation process uses the current and predicted condition of the
road network infrastructure and determines the required funding levels to achieve the strategic goals under the current policies.
• Step 3: Do impact / consequence analysis. In most cases the resources available will be
insufficient to achieve the required optimum funding levels. An impact analysis using the optimisation procedure must then be performed to show the optimum split of available funds
between the various maintenance and rehabilitation categories (and asset types in a cross
asset analysis) and also show the impact of changes in funding level (or policies) on the
future network condition, the road users and the road authority’s risk exposure.
• Step 4: Set budget levels. Based on the results of the impact analysis and budget constraints, network-level budget proposals can be prepared which should address the
following facets:
o The proposed annual expenditure for the planning period (e.g. 5 years)
o The proposed division of these funds between the maintenance and rehabilitation
categories and the asset types
o The anticipated future road asset infrastructure conditions based on the proposed
budget, anticipated effect on road users and the effect on the road authority (e.g. on its risk exposure)
o Alternative budget scenarios and the corresponding implications for the road network
infrastructure, road users and road authority
o It may also be prudent to show the extent of high visibility projects that cannot be addressed due to budget constraints
Example graphs of strategic level outputs follow:
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• Figure G-7 shows the historic overall paved road condition, as well as the impact of the Do Nothing, Current Provincial and an Improve Budget on the overall paved road condition index.
It is clear that the ‘Current Provincial Budget’ can only improve the network conditions for a
few years, unlike the ‘Improve Budget’, which will arrest the general historic deterioration
trend and improve road conditions to the threshold between fair and good (CI = 70%).
Figure G-7: Expected impact of three Budget Levels on Overall Paved Network Condition
• Figure G-8 shows the condition category distribution of the ‘Improve Budget’ referred to in
Figure G-7 for expected future conditions. It is clear that the ‘Improve Budget’ manages to reduce the backlog (percentage poor and very poor roads) to below 10%.
Figure G-8: Expected Condition Distribution of ‘Imp rove Budget’
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• Figure G-9 shows the predicted backlog as percentage roads for both the paved and unpaved road networks together for three budget levels. Note the difference in the percentage backlog
length between the Current Provincial Budget and Improve Budget.
Figure G-9: Expected Backlog for both Paved and Unp aved Networks
• Figure G-10 shows the predicted asset value (current depreciated replacement cost) for both paved and unpaved road networks combined. The dotted line shows the current replacement
cost as the theoretical potential asset value.
Figure G-10: Expected Asset Values for both Paved a nd Unpaved Networks
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• Figure G-11 shows the distribution of fund allocation to various need categories for the Current Provincial and Improve Budget scenarios. It is interesting that the optimisation
analysis finds enough benefits for re-gravelling an extensive length of unpaved road under the
Improve Budget.
Figure G-11: Distribution of Fund Allocation for tw o Budget Scenarios
• Lastly, a Budget Impact graph is presented for the paved road network in Figure G-12. This figure shows the expected condition, in 5 years’ time, versus investment needs. It shows that,
in order to have a paved network in a mid ‘Good’ condition in five years’ time, an investment
of R810 million per annum for the 5 years is required.
Figure G-12: Budget impact Graph (predicted conditi on in 5 years’ time)
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The strategic level needs analysis shall be well planned and executed. Together with the outputs of
the current situational analysis discussed under Part E, a well presented case shall be made for
increased funding levels. Should this not be possible, the management of the road authority shall be
made well aware of the consequences of the current funding levels.
G.9.3 Tactical Planning and Outputs
Tactical Planning is short-to-medium-term planning by which the actions and their timing are specified
in accordance with the aims, policy and resources of the road authority. Such planning is used to
identify deficiencies in the network, to generate alternative solutions to these deficiencies and to
prioritise and optimise the scheduling of the projects in accordance with available resources (funds).
In most analysis systems tactical planning outputs flow from strategic level outputs, as the strategic
level analysis is based on individual assets rather than groupings of assets (e.g. in similar conditions).
Given the accepted network-level budgets, short to medium term programmes listing specific projects
can be prepared for each maintenance and rehabilitation category. The major steps to compile the
network-level programmes are:
• Step 5: Identify and prioritise projects. The first step is to identify projects in each Need
Category, unless already available from the strategic analysis. These projects are then
prioritised based on one of the methods described earlier, including prioritisation by optimisation.
• Step 6: Do project selection. Based on the prioritisation of Step 5 and the budget levels
defined in the strategic planning phase, the appropriate projects for the planning period can be selected. As mentioned, this may not be necessary if the projects are already available
from the strategic analysis.
• Step 7: Do limited evaluation. The limited evaluation could range from only panel inspections in the case of periodic maintenance projects to cost benefit analyses (e.g. to determine IRR, if
not already available) in the case of more expensive measures. Often, very short projects,
non-viable due to their short lengths, are combined with others or advanced to earlier dates
(or postponed to later dates) to enhance the viability of other projects. During this step, allowance should also be made for related work identified by other systems. Use of a GIS
greatly enhances this step.
• Step 8: Compile programmes. The results of the evaluation of the projects are used to compile network-level programmes for the planning period, ensuring that the cost estimates
are within the annual network level budgets. Annual network level budgets are finally revised,
based on the network level programmes for each Need Category.
One of the outputs of the strategic and tactical level planning is the list of projects that cannot be addressed, as required, due to budget or other constraints. It is just as important to maintain a record
(and publish) these:
• Projects that are addressed through holding actions and are thus currently included in the programmes
• Projects that are not included at all in the programmes.
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G.9.4 Pavement Performance Prediction
Approaches to condition prediction can be grouped into two basic classes:
• Probabilistic: Where condition is predicted as a probability function of a range of possible
conditions – this includes probability distribution and markovian functions
• Deterministic: Where condition is predicted as a precise value on the basis of mathematical functions of observed or measured deterioration – this includes regression, mechanistic and
mechanistic-empirical functions
Over the past two decades two sets of pavement performance modelling systems were used on
South Africa’s provincial and national road networks. These are the HDM-4 pavement performance
prediction models for paved and unpaved roads, and the steady state prediction models for unpaved
roads, developed by P Page-Green11. These are both deterministic models.
The calibration of the universal HDM-4 pavement performance models to local conditions (which is a definite requirement) has been on-going since the early 1990s. For this purpose two sets of carefully
selected pavement monitoring sections were established (500m in length), representing the road
networks of the Western Cape and of the Northern provinces in terms of climate, pavement type, age,
traffic loading, etc. While the annual monitoring of the Western Cape sections is continuing, the
monitoring of the sections in the Northern provinces were stopped in the mid 2000s due to budgetary constraints.
The pavement performance monitoring sections were monitored according to both the HDM condition
assessment approach and the TMH9 approach. This also assisted to develop and update conversion
relationships, for converting for example degree and extent cracking to area of cracking for HDM-4.
Extensive studies conducted on the data collected over many subsequent years have aided in the
continuous improvement of the calibration of the HDM-4 performance prediction models, and in the
modelling of pavement performance in all of the provinces.
The establishment and especially the monitoring of pavement performance monitoring sections are
long-term endeavours of a minimum of 10 years, which should be sufficiently funded. However, as equipment for automatic recording of specifically pavement distresses such as cracking becomes
available, it may be possible to better collect these over a full network than it was possible through
visual assessments. This may negate the use of monitoring sections, allowing network level data to
be used in time series analysis.
Given the importance of acceptable projection of future conditions, the limited number of monitoring
sections currently in operation, and the unknowns regarding when equipment for automatic recording
of distress information will be commercially available, it is strongly recommended that:
• The responsibility for funding the establishment of new pavement monitoring sections representing all rural and urban roads across South Africa should be elevated to national level
• The monitoring sections should be established and monitored annually for at least 10 years, or until automatic distress recording has matured and at least 5 years of data has been
collected on networks across the country
11 Paige-Green, P. A re-evaluation of the southern African unpaved road deterioration models. Proceedings of the 6th International Conference on Low Volume Roads, Minneapolis, 1995.
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• The data from the monitoring sections be used to determine and continuously update the HDM-4 road deterioration calibration factors
Pavement asset managers depend on such studies to obtain meaningful results for decision support
from their decision support systems. The use of poorly calibrated pavement performance prediction
models will lead to under or over-estimated maintenance budgets and needs. This can lead to decreased confidence from Treasury in road needs financial requests and seriously undermine road
infrastructure asset management.
G.10 Panel Inspections
The maintenance and rehabilitation needs of the various assets of the road network are initially
determined from the collection and analysis of the asset condition data. Some of the network-level
condition data are however aggregated data collected per road segment (e.g. visual assessment
and/or roughness data). The results of the network-level data analysis for the determination of measures should therefore be confirmed through further investigation before programming and
implementation.
Typically, the pavement condition will be the driver of identified work packages or projects and the
other assets related to that road link will be identified for maintenance or rehabilitation. However, that does not preclude assets such as Tunnels or Toll Plaza’s being the main driver for work packages or
projects and maintenance to the pavement being done simultaneously.
The first step in the further investigation is the panel inspection. As discussed below this inspection
may be the final confirmation of actions to be taken for projects in the routine periodic maintenance
categories. The projects in the special maintenance and rehabilitation categories will, however, require further investigation (e.g. material sampling and testing, structural analysis, etc.) before a final
decision can be made.
G.10.1 Purpose of the Panel Inspection
The role which the results of the panel inspections will play within the overall planning of network
maintenance and rehabilitation programme depends on various facets, as follows:
• RAMS procedures
The purpose of the panel inspection is primarily to confirm the state of the asset as reported from the condition assessments, to confirm the urgency of the project, based on the
evaluation by the panel plus external factors known to the panel. This priority will then be
used to programme the projects for further investigation.
• M&R category
The type of action to be taken on the road or related assets and the cost thereof may
influence the need for further investigation. For example, it may be possible to confirm the
need for an application of a diluted emulsion spray or slurry owing to aggregate loss through a
panel inspection only, since the active distress can be assessed visually. At the other extreme rehabilitation projects will require further detailed investigation before final
programming and execution can take place.
• Importance of the road
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The importance or class of a road will also have an influence on the need for further
investigation on the asset in question. An important road with high traffic volumes is much less forgiving of potential problems, both physically and politically, than a low volume,
unimportant road.
Based on the abovementioned facets, panel inspections can have one of the following two main
objectives:
a) Results used for prioritisation only:
In this case the projects are prioritised for further investigation. Normally inspections of
important roads and their related assets and/or projects in the major M&R categories will have
this objective.
b) Results used for final programming:
The panel inspection of less important roads and related assets and/or projects in the minor
M&R categories (e.g. reseal) could have this objective. The purpose of these inspections is to
confirm the M&R measure (e.g. type of seal, extent of embankment repair, etc.), to determine
the type of pre-treatment, to determine the related assets maintenance required and also to determine the urgency for action (priority).
Where, for example, pavement maintenance is required, it is possible that a seal is required as a
holding action until funds become available for a rehabilitation measure. It is therefore possible to
place projects into both rehabilitation and periodic maintenance categories.
Two further objectives, in addition to the abovementioned objectives, are also important. The first one relates particularly to road networks that have been subdivided into maintenance districts or regions.
In these cases it is important to ensure uniformity in decision-making through head office
representation in panel inspections. The second objective is to determine the exact limits of the
proposed projects.
It should be noted that it is not the primary purpose of the panel inspection to check the accuracy of the condition data collected. However, it could be used for spot checks.
G.10.2 Information Required for Panel Inspection
The information required for a panel inspection can be classified into essential and desirable
information.
a) Essential Information
The following information is classified as essential information to make appropriate decisions
during panel inspections:
(i) TMH 9 Visual assessment data, consisting of individual distress ratings, preferably on assessment forms. If available, graphical presentation of the information along the length of a road will provide added benefit;
(ii) Condition and priority indices as well as type of action proposed by RAMS algorithm;
(iii) Instrument-measured data such as roughness, rutting and deflections. If available, graphical presentation of the information along the length of a road will provide added benefit;
(iv) Daily traffic volumes, including number of heavy vehicles;
(v) Pavement type, seal type and seal age;
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(vi) Structure assessment data and recommended treatment;
(vii) Other assets condition data and recommended treatment;
(viii) Programme of approved (committed) projects;
(ix) Road network map;
(x) Unit price for types of work (for final programming only);
(xi) Excess user cost category (for final programming only).
b) Desirable Information
In addition to the essential information, the following desirable information will lead to more
results from the panel inspections:
(i) Pavement layer structural data, including layer thicknesses, material types and quality;
(ii) Date of (re)construction;
(iii) Most recent annual routine maintenance costs;
(iv) Historical information on application of reseals and diluted emulsions;
(v) Historical riding quality data;
(vi) Present and historical deflection and rut data;
(vii) All assets historical condition data to determine rate of deterioration;
(viii) Rainfall data (climatic information);
(ix) Non-pavement related factors that may influence priority (e.g., capacity problems).
G.10.3 Composition of Panel
To achieve the most benefit from a panel inspection, the following should be taken into account for
the composition of a panel:
(i) Person(s) with local technical knowledge who can provide input with respect maintenance history, any past occurrences and environmental influences that of relevance.
(ii) Person(s) with local management knowledge with regard to the future of the road, political
influences, etc.
(iii) Knowledgeable persons in the technical field who can assess the urgency of the action to be
taken and who can provide input regarding the type of treatment required for the given asset situation.
(iv) On rehabilitation inspections, knowledgeable person(s) who can provide an indication of
potential problems other than pavement related factors, such dangerous junctions, etc., that
may be addressed during rehabilitation work.
(v) Person(s) who will attend all panel inspections within a road authority to ensure uniformity of
approach and decisions.
Based on the above considerations, the typical panel should include at least a representative from the
region, one from the Asset Management section, one from the structures section and one from the
pavement materials section. The total could, however, consist of:
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• the Regional/District Engineer or his representative;
• the District Road Superintendent;
• a representative from the Asset Management section;
• a representative from the pavement materials section;
• a representative from the structures section
• the person responsible for the approval of seal designs.
It is essential that all panel members should understand fully the objectives of the panel inspections
and be familiar with the predefined guidelines and procedures. The panel members should be aware
of departmental policies and any problems that have previously been encountered with specific types of reseals, structure repairs, stormwater drainage improvements, etc. In addition, the extent to which
standards can be lowered, e.g. resealing within the travelled lanes only, should also be known.
All panel members should be communicative people so that co-operation can be achieved in
discussing the various problems encountered during the inspections. A chairman should be
appointed to ensure that the objectives of the inspections are achieved and to facilitate the process of achieving co-operation.
G.10.4 Panel Inspection Procedure
The procedure should be of such a kind that it allows sufficient time to obtain an overall impression of
the specific projects, while at the same time being fast enough to assess all the projects envisaged
within as short a time as possible.
The inspection should not entail filling in too many forms. Inspections should be carried out as soon
as possible after completion of the condition data collection process. The procedure should consist of
the following steps:
(i) Preparation: All available information listed in Section G.10.2 should be made available to panel members before the inspection so that they can familiarise themselves with it. Panel
members must also receive and study the objectives of and guidelines to panel inspections.
(ii) Pre-inspection meeting: The Asset Management representative should convene a pre-
inspection meeting in each region to discuss the proposed list of roads and related assets to
assess for the panel inspection. The list may be reduced owing to prior inspections or to external factors that make implementation not possible.
(iii) Briefing session: The inspections should start with a briefing session by the chairman to
discuss plan of action and inspection procedures and to obtain any feedback from panel
members based on the information provided. Steps (ii) and (iii) may be combined.
(iv) Safety: Arrangements with traffic authorities should be made in advance if protection is
required. Reflective jackets must be worn by all panel members. The vehicle used must be
fitted with a yellow flashing light and a large sign on the back with the words "ROAD
SURVEY" or "ROAD INSPECTION".
(v) Vehicle: The size of the panel should be limited to 8 persons so that all can fit comfortably into a minibus. This will facilitate discussion between members of the panel.
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(vi) Inspection stops: In the case of pavements, there should be at least two stops per project to
examine the road surface. These stops should be on representative sections and the number of stops will depend on the size and number of these sections. For other assets the number of
stops should be related to the type of asset being assessed. For example, a stop at each
major structure will be required. However for guardrails, the type and extent can be assessed
from the moving vehicle.
(vii) Consistency of decisions: To promote consistency of decisions, it is recommended that
decisions be made according to a decision diagram. Notes should be made of the reasons
for deviating from the diagram. Decision diagrams should be prepared by the Asset Manager.
(viii) Recording of decisions: The following information should be recorded where appropriate:
• Road and section number
• Start and end km
• For pavement / surface treatment:
o Width of application
o Lanes to be treated (e.g. all lanes, excluding shoulders) Panel judgment of road condition category
o Type of measure (e.g. type of binder and stone size on reseal inspections)
o Pre-treatments required (reseal inspections)
o Urgency classification
o Reasons for decisions
• For other assets:
o Asset and/or component of the asset requiring treatment
o Type of treatment
o Extent of treatment
o Urgency classification
o Reasons for decision
• Further action required (e.g. skid measurements, detailed investigation, etc.)
G.10.5 Presentation of Results
The results of the panel inspection are used for further investigation, for programming and for
budgeting purposes. The results must therefore be presented in such a format that will assist decision making in these respects and can be easily incorporated back into the asset management system for
future reference.
An example of the Panel Inspection Form is presented in Appendix J-9.
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TMH 22 Road Asset Management Manual -H-1-
PART H: ASSET MANAGEMENT PLANS
H.1 Developing Asset Management Plans
H.1.1 Considerations
The development of asset management plans is an interactive process that starts with the identification of service delivery needs and ends with an approved “multiyear” budget based upon the
most cost-effective method of delivering that service. During that process the asset manager should:
• consider the service-level requirements;
• review the current levels of service provided from the relevant assets;
• conduct a “gap analysis” of the required vs. current service levels;
• identify a range of options to resolve that service-level gap;
• conduct a preliminary assessment of the feasibility of various options;
• develop a business case for the most feasible option or options.
This business case should include:
• the proposed service delivery option;
• identified benefits and identified needs;
• a full life-cycle-costs forecast;
• credible revenue forecasts including other funding sources;
• a risk assessment across the whole life cycle of each option, and
• performance measures that can be used to assess the success of the options and implementation progress.
The asset manager will consult with other divisions in the development of the road authority’s asset
management plans. For example they should:
• review any legislative issues;
• review any human resource issues with the human resource manager; and
• review other issues with any other relevant managers, e.g. Information Technology, CFO and
Human Resources.
Asset management plans should also include asset maintenance plans to ensure provision in the
budget for appropriate funding to guarantee that existing assets continue to perform at the required
levels and standards of service.
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H.1.2 Maintenance Strategy
A maintenance strategy is a comprehensive plan that:
• defines the asset, the performance required of it, and the level to which it is to be maintained;
• identifies the risks associated with the chosen strategy in terms of service delivery in the event of asset failure;
• describes the systems (not specifically IT) and procedures to be used to plan and manage the maintenance work;
• specifies the types of maintenance to be carried out (i.e. in-house or outsourced), and why;
• nominates the means of resourcing and implementing maintenance;
• indicates any requirements for in-house spare parts and any specialist equipment needed to maintain certain assets; and
• outlines the projected costs of routine (and corrective/preventive) maintenance and forecasts major replacements for the next 5–10 years, depending on the type of asset.
In developing a maintenance strategy, two considerations are particularly important: the level of
maintenance required for the asset and maintenance priorities.
a) Level of Maintenance
The level of maintenance required for an asset, and the performance expected of it, should be
clearly established. The level set should:
• be consistent with the role that the asset will play in the delivery of services, relative to other like assets in the portfolio of the road authority;
• reflect obligations for compliance with statutory requirements in terms of
occupational health and safety, fire, environmental management and the like;
• be realistically attainable, given the age, condition and expected life of the asset;
• be capable of being achieved within planned resource availability; and - be agreed upon with the users of the asset.
The level of maintenance should specify the extent to which the performance of the asset is
operationally critical and to which visual appearance is important. It should also stipulate the necessary response times in the event of failure.
b) Maintenance Priorities
Higher-priority maintenance tasks are identified in the maintenance strategy. This will enable
maintenance efforts to be focused on these areas if resources fall below the planned levels.
H.1.3 Operation Plan
The operational plan should include
• resources required to operate and maintain assets;
• responsibility for, control of, access to, and security of the asset (Logistics Management);
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• operating policies (i.e. working hours, security, cleaning, energy management and the like);
• the level and standard of performance required of the asset;
• arrangements for collecting, monitoring and reporting performance data;
• training staff in use of the asset; and
• estimates of operating costs.
H.1.4 Maintenance Plan
The maintenance plan should include
• definition of maintenance standards;
• allowance for the rectification of existing defects;
• description of the work to be carried out; and
• forecast of the necessary maintenance, major repairs and preventative maintenance expenditure for the planning period.
H.2 Operational Efficiency
This provides an indication of the efficiency of operating and maintaining roads and related
infrastructure and includes:
• Congestion Management per road type.
• Maintenance and operating costs per road link per year;
• Availability of the road to users (number of days open/365);
• Traffic safety and requirements for enforcement per road class; and
• Drainage efficiency per road link.
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TMH 22 Road Asset Management Manual -I-1-
PART I: FEEDBACK LOOP
I.1 Continuous Improvement
The Asset management system is depicted in broad terms below
Asset Management System
Inventory
Condition Surveys
Valuations
Asset Management
Plans
Implementation
Assessment
The system needs to be managed and improved over time. In particular, asset and component
details will be refined over time and asset management plans improved as experience is gained with
particular activities and their performance.
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TMH 22 Road Asset Management Manual -J-1-
PART J: APPENDICES
APPENDIX J-1: Road Infrastructure Asset Management Policy Document Example
APPENDIX J-2: RAMS Self-Assessment Gap Analysis Template
APPENDIX J-3: Minimum Data Requirements for Level II RAMS Maturity
APPENDIX J-4: Example of TMH 9 Data Verification Routine
APPENDIX J-5: The Deduct Point System
APPENDIX J-6: Method for the Calculation of the Visual Condition Index (VCI) for Flexible
Paved Roads
APPENDIX J-7: Method for Calculating the Average Structure Condition Index (ASCI)
APPENDIX J-8: Examples of Distress Trigger Method Algorithms to Classify Pavement Needs
into Need Categories
APPENDIX J-9: Panel Inspection Form
APPENDIX J-10: Guide and Format for Preparation of a Road Asset Management Plan (RAMP)
APPENDIX J-1
ROAD INFRASTRUCTURE
ASSET MANAGEMENT POLICY
DOCUMENT EXAMPLE
ROAD INFRASTRUCTURE ASSET MANAGEMENT POLICY DOCUMEN T
c:\users\bverhaeg\desktop\app j-1 road asset management policy v3b.docx/u@
13/05/04 (i)
FOREWORD
[This document provides an example of a road infrastructure asset management policy document that will meet the requirements of the ISO 55000 Asset Management International Standard and Act No. 19 of 2007: The Government Immovable Asset Management Act (GIAMA).
The document is intended to serve as an example to Road Authorities to develop their own road infrastructure asset management policies and related systems.
The document strives to address the issues identified in ISO 55001 that need to be addressed in an Asset Management Policy namely:
� are appropriate to the purpose of the organization
� provide a framework for setting asset management objectives
� include a commitment to satisfy applicable requirements
� include a commitment to continual improvement of the asset management system.
The road infrastructure asset management policy shall:
� be consistent with the organizational strategic plan(s)
� be consistent with other relevant organizational policies
� be appropriate to the nature and scale of the organization’s assets and operations
� be available as documented information
� be communicated within the organization
� be available to stakeholders, as appropriate
� be implemented and be periodically reviewed and updated.
The users of this document should adapt it to suit their road authority’s needs and address all of the issues and text that do not fit their organisational structure.]
ROAD INFRASTRUCTURE ASSET MANAGEMENT POLICY DOCUMEN T
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TABLE OF CONTENTS
Page No
1. BACKGROUND ........................................ .................................................... 4
2. TERMS AND DEFINITIONS .......................................................................... 5
3. POLICY STATEMENT CONTENT .......................... ...................................... 8
4. ORGANISATIONAL CONTEXT ............................ ........................................ 9
4.1 Our organisation and its context .............................................................................. 9
4.2 Our stakeholders, their needs and expectations .................................................... 10
4.3 Scope of our Asset Management System .............................................................. 11
4.4 Our road asset management system ..................................................................... 12
5. LEADERSHIP ........................................ ..................................................... 13
5.1 Leadership and commitment ................................................................................. 13
5.2 Policy .................................................................................................................... 13
5.3 Organisational roles, responsibilities and authorities ............................................. 14
6. PLANNING .......................................... ........................................................ 15
6.1 Actions to address risks and opportunities for the asset management system ...... 15
6.2 Asset management objectives and planning to achieve them ................................ 15
6.2.1 Asset management objectives ................................................................. 15
6.2.2 Planning for asset management .............................................................. 17
6.3 Asset management plans ...................................................................................... 18
6.4 Strategic plan ........................................................................................................ 18
7. SUPPORT ................................................................................................... 20
7.1 Resources ............................................................................................................. 20
7.2 Competence .......................................................................................................... 20
7.3 Awareness ............................................................................................................ 20
7.4 Communication ..................................................................................................... 21
7.5 Information requirements ....................................................................................... 21
7.6 Documented information ....................................................................................... 22
7.6.1 Creating and updating ............................................................................. 22
7.6.2 Control of documented information .......................................................... 22
8. OPERATION ............................................................................................... 23
8.1 Operational planning and control ........................................................................... 23
8.2 Management of change ......................................................................................... 23
8.3 Outsourcing ........................................................................................................... 23
9. PERFORMANCE EVALUATION ............................ .................................... 24
9.1 Monitoring, measurement, analysis and evaluation ............................................... 24
9.2 Internal audit ......................................................................................................... 24
9.3 Management review .............................................................................................. 25
10. IMPROVEMENT .......................................................................................... 27
10.1 Nonconformity and corrective action...................................................................... 27
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10.2 Preventive action ................................................................................................... 27
10.3 Continual improvement.......................................................................................... 27
11. BENEFITS FORESEEN .............................................................................. 28
12. POLICY ....................................................................................................... 29
APPENDIX J-1B: ASSET MANAGEMENT COMMITTEE AND RESPONSIBILITIES
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1. BACKGROUND
This document presents the Road Infrastructure Asset Management Policy Statement for [insert name of province].
This policy statement concerns management of the road infrastructure assets in [insert name of province] entrusted to the [insert name of province] Roads Authority.
The goal of our road infrastructure asset management policy is:
“To ensure that the [insert name of the province] r oads provide the best possible level of sustainable service to users and optimal economic growth of the [insert name of the province], subject to budge t constraints.”
As organisation established to manage and maintain the roads infrastructure assets of the [insert name of the province] we have established the following vision, mission and values:
Vision: [insert your organisation’s vision]
Mission: [insert your organisation’s mission]
Values: [insert your organisation’s values]
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2. TERMS AND DEFINITIONS
For purposes of this policy statement, unless otherwise stated, the following terms and definitions shall apply:
“Asset” - something that has potential or actual value to an organization
“Asset life” - period from conception to end-of-life
“Asset life cycle” - all of the stages that an asset experiences over the asset life
“Asset life cycle stage” - identifiable segment of an asset life cycle
“Asset management” - coordinated activities of an organization to realize value from assets
“Asset portfolio” - assets that are within the scope of the asset management system
“Asset system” - set of assets that interact or are interrelated
“Asset type” - a grouping of assets having common characteristics that distinguish those assets as a group or class
“Audit” – a systematic, independent and documented process for obtaining audit evidence and evaluating it objectively to determine the extent to which the audit criteria are fulfilled
“Capability” - measure of the ability of the organization to achieve its objectives
“Competence” - ability to apply knowledge and skills to achieve intended results
“Conformity” - fulfilment of a requirement
“Continual improvement” - recurring activity to enhance performance
“Correction” - action to eliminate a detected nonconformity
“Corrective action” - action to eliminate the cause of a nonconformity and to prevent recurrence
“Critical asset” - asset having significant potential to impact on the achievement of the organization’s objectives
“Documented information” - information required to be controlled and maintained by an organization and the medium on which it is contained
“Effectiveness” - extent to which planned activities are realized and planned results achieved
“Level of service” - parameters or combination of parameters that reflect social, environmental and economic outcomes that the organization has agreed to deliver
“Life cycle costs” - total cost of an asset over its asset life cycle
“Management system” - set of interrelated or interacting elements of an organization to establish policies and objectives and processes to achieve those objectives
“Monitoring” - determining the status of a system, a process or an activity
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“Measurement” - process to determine a value
“Nonconformity” - non-fulfilment of a requirement
“Objective” - result to be achieved
“Organization” - person or group of people that has its own functions with responsibilities, authorities and relationships to achieve its objectives
“Organizational strategic plan” - organization’s goals and objectives and means for achieving them
“Outsource” - make an arrangement where an external organization performs part of an organization’s function or process
“Performance” - measureable result
“Plan” - detailed formulation of a programme to achieve an objective
“Policy” - intentions and direction of an organization as formally expressed by its top management
“Predictive action” - action to monitor the condition of an asset and predict the need for preventive action or corrective actions
“Preventive action” - action to eliminate the cause of a potential nonconformity or other undesirable potential situation
“Process” - set of interrelated or interacting activities which transforms inputs into outputs
“Requirement” - need or expectation that is stated, generally implied or obligatory
“Risk” - effect of uncertainty on objectives
“Stakeholder” - person or organization that can affect, be affected by, or perceive themselves to be affected by a decision or activity
“Top management” - person or group of people who directs and controls an organization at the highest level
In terms of ISO 55000, asset management involves a broad range of principles, concepts and processes that help to translate organizational objectives into decisions and actions on assets to achieve the objectives. Assets are seen as entities that hold potential or actual value, and asset management enables realization of this value.
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ISO 55001 distinguishes requirements that relate to asset management (i.e. the planning and delivery of activities undertaken on assets to derive value) from those that apply to the ‘asset management system’ needed to coordinate and enable asset management activities. Asset management is the core route to deriving value from assets and this is supported, controlled and sustained by a management system that comprises a number of ‘enablers’ and ‘capabilities’ (as shown in the top and bottom sections of the figure).
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3. POLICY STATEMENT CONTENT
This policy statement was developed by top management of the [insert name of the province] and covers the full road asset management system, dealing with:
(i) Our organisational context;
(ii) Our assets;
(iii) Our asset management functions as defined through our road infrastructure asset management policy, asset management planning and operations;
(iv) ‘Enablers’ to our road asset management system, i.e. organisation, people and information; and
(v) ‘Capabilities’ to our road asset management system, i.e. management of risk, performance evaluation and improvement.
By considering the above broad aspects of asset management, we believe our policy statement:
� is appropriate to the purpose of our organization,
� provides a framework for setting asset management objectives,
� includes our commitment to satisfy applicable requirements, and
� includes our commitment to continual improvement of the asset management process and road asset management system.
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4. ORGANISATIONAL CONTEXT
4.1 Our organisation and its context
The external and internal issues that are relevant to our purpose and affect our ability to achieve the intended outcomes of our road infrastructure asset management are:
(i) Stakeholders that are relevant to our asset management process and their requirements, as listed below.
(ii) The ISO 55000 series of documents which guide the overall development and implementation of our road asset management system.
(iii) Political requirements in respect of service delivery, job creation and improved accessibility and mobility.
(iv) Financial reporting requirements set by Treasury in respect of the Division of Revenue Act (DORA).
(v) Department of Transport’s Requirements in respect of the Road Maintenance Grant.
(vi) Road infrastructure asset parameters in respect of data collection and condition and performance levels set for each class of road as documented in relevant TMH documents.
(vii) GIAMA, setting out the following principles:
� Efficient Use, involving:
• Ensuring all bottlenecks in respect of traffic congestion are identified and addressed.
• Ensuring that all road accident black spots are addressed and the roads are generally safe to use.
• Ensuring that all roads afford users with a smooth and comfortable ride commensurate with the class and purpose of the road.
• Ensuring that all roads that are generally congested are upgraded timeously so as to not constrain the overall economic development of the [insert name of the province].
� Demand minimisation, by:
• Reducing the need for transport generally by integrating land use and transport planning so that homes are close to jobs and the production and demand for goods are located as close together as reasonably possible.
• Providing safe, regular, affordable and efficient public transport.
� Acquisition – this relates to substantial upgrading of existing facilities or the construction of new roads as follows:
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• Ensuring that upgrading occurs when necessary and that the total benefits (owner and user benefits) of upgrading significantly outweigh the total cost of capital and maintenance cost of the upgraded facility.
• New roads are only built in exceptional circumstances where upgrading and capacity improvements of existing roads are no longer possible while the density of development is such that additional roads are required or where new routes can result in substantial savings to users.
� Operational and Functional - Maintaining roads in a good operational and functional condition is essential to minimizing overall transport costs and involves:
• Ensuring the roads surfacing is kept as waterproof as possible to prevent moisture ingress and accelerated distress.
• Ensuring that the pavement structure is adequate for the traffic loads and is upgraded when required.
• Ensuring that the functional aspects of the road pavement (riding quality and skid resistance) are commensurate with its function and use.
• Ensuring that the road’s capacity is adequate for the ruling traffic volumes and
• that the safe speed on the road supports its purpose i.e. mobility or access.
� Disposal and Alternative Uses - With respect to the road network this occurs when:
• Roads are transferred from one authority to another depending on the changing function of the road over time.
• Where new roads are built on a new alignment the materials from the old road are incorporated in the new road and the old road is ripped up and returned to agricultural use where relevant or possible.
• During road pavement upgrading all the materials in the road shall be re-used and efforts made to use high value materials in high value situations within the road pavement.
Various other requirements are set by higher levels of Government from time to time and the road asset management system will be reviewed annually to ensure that it complies with these requirements.
4.2 Our stakeholders, their needs and expectations
We recognize the following stakeholders who will derive benefits and value from our sustained application of our road asset management system:
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(i) Road Users – who will benefit from improved road conditions and service levels;
(ii) Public Transport Operators – who will reduce operating costs by travelling over good quality roads;
(iii) Departmental Staff – who will benefit from being involved in competent and effective management that results in proven value of programmes and policies and enhance the reputation of our organization;
(iv) Road Industry – who will benefit from consistent and regular work arising from programmes and projects;
(v) Taxpayers – who will benefit from reduced taxes due to more efficient and effective use of tax revenues and improved returns on investments; and
(vi) Citizens – who will benefit from reduced transport costs and the related costs of products.
4.3 Scope of our Road Asset Management System
As top management we realise that asset management involves a broad range of principles, concepts and processes that help to translate organizational objectives into decisions and actions on assets to achieve the objectives. Our road asset management system will be developed to take all of the requirements for asset management into account, also the ‘enablers’ (organisation, people, information) and ‘capabilities’ (risk management, performance evaluation, improvement).
Given the external and internal issues referred to and the stakeholder requirements, as well as interfaces with other management systems, as needed, the scope of our information and decision support systems has been defined as:
(i) A central road network register, with spatial display in a related Geographic Information System;
(ii) A pavement management system;
(iii) An unpaved road management system;
(iv) A bridge management system with bridge inventory;
(v) An inventory management system for road furniture, including drainage assets; and
(vi) A traffic information system.
We will document the scope of our road asset management system appropriately.
The following assets have been defined as within the scope of our asset management:
� All [state your jurisdiction, e.g. proclaimed roads] within the [insert name of the province] boundary as well as all the other road transport infrastructure assets that form our asset portfolio.
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It therefore includes the following asset types:
� Freeways
� Dual carriageway roads
� Paved roads – 2 lane
� Unpaved roads
� Bridges
� Tunnels
� Bus stops
� Clearly identified Non-motorised Transport (NMT) paths and tracks.
� Land on which the roads are located (where ownership has been transferred)
� Associated assets that facilitate road transport such as drainage structures, road furniture, borrow pits and the like.
4.4 Our road asset management system
It is our intention to establish, implement, maintain and continually improve a road asset management system, including the processes needed and their interactions, in accordance with the requirements of the ISO 55001.
It is furthermore our intention to develop a strategic plan for asset management which also documents the road asset management system to support delivery of our asset management objectives.
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5. LEADERSHIP
5.1 Leadership and commitment
As top management we will ensure:
(i) The alignment of our risk management system and our road asset management system;
(ii) That this road infrastructure asset management policy and our asset management objectives to be established are compatible with our strategic direction;
(iii) The integration of the road asset management system requirements to our business processes;
(iv) The availability of resources for the road asset management system;
(v) Communicating of the importance of effective asset management and of conforming to the road asset management system requirements;
(vi) Achieving of the road asset management system’s intended outcomes;
(vii) Directing and supporting staff to contribute to the effectiveness of the road asset management system;
(viii) Promoting continual improvement of the road asset management system; and
(ix) Supporting other relevant management roles to demonstrate their leadership as it applies to their area of responsibility.
5.2 Policy
This policy was developed by top management of the [insert name of the province] and:
� is considered appropriate to the purpose of our organization,
� provides a framework for setting our asset management objectives,
� includes our commitment to satisfy applicable requirements, as documented in this policy statement, and
� includes our commitment to continual improvement of the asset management process and road asset management system.
It is our intention that our road infrastructure asset management policy will:
� be consistent with our organizational strategic plan(s),
� be consistent with other relevant organizational policies,
� be appropriate to the nature and scale of our organization’s assets and operations,
� be available as documented information,
� be communicated within the organization,
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� be available to stakeholders, as appropriate, and
� be implemented and be periodically reviewed and updated.
5.3 Organisational roles, responsibilities and auth orities
As top management we will assign the responsibility and authority for
(i) ensuring that the road asset management system supports delivery of the organizational strategic plan;
(ii) ensuring that the road asset management system conforms to the requirements of the ISO 55000 International Standard;
(iii) approval of the road asset management plans;
(iv) reporting on the performance of the road asset management system to all stakeholders; and
(v) ensuring the suitability, adequacy and effectiveness of the road asset management system.
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6. PLANNING
6.1 Actions to address risks and opportunities for the road asset management system
When planning for the road asset management system, we will consider the issues referred to in 4.1 and the requirements referred to in 4.2 and determine the risks and opportunities that need to be addressed to:
(i) assure the road asset management system can achieve its intended outcomes;
(ii) prevent, or reduce undesired effects; and
(iii) achieve continual improvement.
As roads authority, we will plan:
(i) actions to address these risks and opportunities, and how these can change with time, and
(ii) how to
� integrate and implement the actions into our road asset management system processes, and
� evaluate the effectiveness of these actions.
6.2 Asset management objectives and planning to ach ieve them
6.2.1 Asset management objectives
We will consider the requirements of our relevant stakeholders, and other financial, technical, legal, regulatory and organizational requirements in the asset management planning process to establish our asset management objectives.
The roadmap for setting our asset management objectives is as follows:
(i) Top management will form, develop and sustain an asset management committee that includes heads of each division involved in:
� Finance,
� Network identification and proclamation,
� Traffic, planning and road and bridge design,
� Pavements and materials,
� Public transport,
� Road safety,
� Information technology,
� Asset maintenance, and
� Asset management
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that forms the core team of people who will be responsible for carrying out road infrastructure asset management and include asset management responsibilities for elements appropriate to their roles in our organisation as part of their job descriptions. The individuals and responsibilities in respect of the road asset management system are contained in Appendix J-1B.
(ii) Assess departmental capacity in respect of road infrastructure asset management and appoint consultants and contractors where required to assist.
(iii) Assign responsibilities for the various elements of road infrastructure asset management as set out below.
(iv) Obtain and update details of
� Inventory of roads, bridges and other significant assets and related functional classes,
� Road and asset usage,
� Road and asset conditions and performance,
� Accidents,
� Asset values and remaining useful life, and
� Current unit replacement costs of road components to update asset registers
on a basis as documented in TMH documents and store these details on a systematic basis as part of the road asset management system and publish and communicate outputs as documented in TMH documents and in a format suitable for audit purposes.
(v) Assess asset values and road infrastructure condition and performance trends over time.
(vi) Assess these parameters against guidelines and limits set for each class of road in TMH documents.
(vii) Identify shortcomings in conditions and performance through both a technical analysis of condition parameters against criteria set by COTO and an evaluation of stakeholder complaints and stakeholder evaluations that are carried out in respect of specific issues from time to time.
(viii) Hold discussions with higher and lower order road authorities as well as individuals and civic organisations, where appropriate, to discuss road network ownership and transfers of assets that are more suited to ownership by others.
(ix) Set objectives in the format of key result areas (KRA’s) and key performance indicators (KPI’s) for each critical parameter in order to ensure compliance with the minimum standards for each class of road.
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In defining our asset management objectives, we will attempt to define these objectives to:
� be consistent with our road infrastructure asset management policy,
� be consistent with our organizational objectives,
� be developed as part of our strategic plan for asset management,
� be developed using asset management decision making criteria,
� be measurable (if practicable),
� take into account applicable requirements,
� integrate the asset management planning with other organizational planning activities, including financial and human resource planning,
� be monitored,
� be communicated to relevant stakeholders, and
� be updated as appropriate.
We will retain documented information on our asset management objectives.
6.2.2 Planning for asset management
As major output of our planning for asset management we will establish, document and maintain road asset management plans to achieve our asset management objectives. These plans will be in accordance with our road infrastructure asset management policy to achieve our organizational objectives.
We will document our method for decision making and prioritizing of the activities and resources to achieve our road asset management plans and objectives.
In planning how to achieve our asset management objectives, we will determine:
� a strategic plan for asset management and methods to be employed in managing our assets over their life cycles,
� the risks that assets will not deliver our organization’s objectives, including the risks, costs and benefits that can arise from changes in the external context and how the risks can change with time,
� what will be done,
� what resources will be required,
� who will be responsible,
� when it will be completed,
� how the results will be evaluated,
� the appropriate time horizon for the road asset management plans,
� the financial and non-financial risk implications of the road asset management plans, and
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� the review period for the road asset management plans (see 9.1 and 10).
We will ensure that our asset related risks are considered in our risk management approach.
6.3 Road asset management plans
The outputs of the above studies will be incorporated into road asset management plans for each class and type of asset. In order to achieve this we will:
(i) Use appropriate systems and tools that are available in the road infrastructure asset management industry to determine how best to address the shortcomings and issues subject to budget constraints and to minimize risks.
(ii) Set objectives in respect of asset values, condition and performance parameters and their trends.
(iii) Hold strategy discussions to assess how to tackle the objectives in the most efficient and effective manner and develop strategies and tactics to achieve the objectives.
(iv) Develop asset maintenance, rehabilitation, upgrading and new infrastructure plans to address objectives and publish and communicate these on a basis as agreed by COTO and required by law.
(v) Initiate studies and projects and go through the normal project development stages of
• Investigations and project definition,
• Concept and viability,
• Design development,
• Procurement,
• Construction, and
• Close out
to develop and implement each project.
(vi) Initiate studies to improve design criteria and standards where poor performance is identified.
(vii) Initiate discussions and assess areas for improvement of road infrastructure asset management in respect of data collection, storage and analysis procedures and make improvements, where considered appropriate, by the asset management committee.
All on an annual basis.
6.4 Strategic plan
The above objectives and road asset management plan will be evaluated and incorporated in a three year strategic plan that is aligned with our organizational
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strategic objectives and stakeholder needs and requirements, as ascribed through appropriate key result areas (KRA’s) and key performance indicators (KPI’s).
Asset management investment plans will be included in the strategic plan that balance costs, risks and benefits over the required timeframes through the establishment of level of service standards, in accordance with the road classification, target and current levels of service, asset performance gap analyses and stakeholder consultations.
The strategic plan will ensure that the road asset management plans are implemented efficiently and effectively and control asset-related risks; and regularly measure asset and asset management performance, to enable continuous improvement of our road asset management system.
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7. SUPPORT
7.1 Resources
We will determine and provide the resources needed for the establishment, implementation, maintenance and continual improvement of the road asset management system.
We will also provide the resources required for meeting the asset management objectives and undertaking the activities specified in the road asset management plans.
7.2 Competence
As top management, we will:
� determine the necessary competence of persons doing work under our control that affects our asset management performance,
� ensure that these persons are competent on the basis of appropriate education, training, or experience,
� where applicable, take actions to acquire the necessary competence, and evaluate the effectiveness of the actions taken,
� retain appropriate documented information as evidence of competence, and
� periodically review current and future competency needs and requirements.
We realise that applicable actions may include, for example, the provision of training to, the mentoring of, or the re-assignment of currently employed persons; or the hiring or contracting of competent persons and organisations.
When outsourcing any aspect of the road asset management system, we will ensure that the external resource providers can demonstrate competence against the required activities.
7.3 Awareness
We are aware that persons doing work under our control, who can have an impact on the achievement of the asset management objectives, must be aware of:
� our road infrastructure asset management policy,
� their contribution to the effectiveness of our road asset management system, including the benefits of improved asset management performance, and
� the implications of not conforming to the road asset management system requirements.
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We will strive to improve the level of organisation awareness through available internal marketing means and inclusion of asset management as a topic in staff and management meetings.
7.4 Communication
As top management, we will determine the need for internal and external communications relevant to assets, asset management and the road asset management system. We will develop a communication plan to all stakeholders, defining on what it will communicate, when to communicate, with whom to communicate and how to communicate. We realise that relevant periodical communication to our stakeholders is as an integral part of our road asset management system.
7.5 Information requirements
We will determine our information requirements to support our assets, asset management, road asset management system, and the achievement of our organizational objectives. In doing this:
(i) We will include consideration of:
� the significance of the identified risks,
� the roles and responsibilities for asset management,
� the asset management processes, procedures and activities,
� the exchange of information with our stakeholders, including service providers, and
� the impact of quality, availability and management of information on organizational decision making.
(ii) We will determine:
� the attribute requirements of identified information needs,
� the quality requirements of identified information needs, and
� the methods for the collection of information (including the frequency of collection), its analysis and evaluation
(iii) Regarding the attribute, quality and methods for the collection of information mentioned in (ii) we will comply with any legal requirements for information;
(iv) We will specify, implement and maintain processes for managing our information; and
(v) We will ensure that there is consistency and traceability between the financial and non-financial data, including technical data, to the extent required to meet our organizational objectives, and legal and regulatory requirements, whilst considering our stakeholders' requirements.
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7.6 Documented information
Our road asset management system will include
� documented information as required by the ISO 55000 International Standard, and
� documented information determined by us as being necessary for the effectiveness of the road asset management system as specified in section 7.5
7.6.1 Creating and updating
When creating and updating documented information we will ensure appropriate
� identification and description (e.g. a title, date, author, or reference number),
� format (e.g. language, software version, graphics) and media (e.g. paper, electronic), and
� review and approval for suitability and adequacy.
7.6.2 Control of documented information
Documented information required by the road asset management system and by the ISO 55000 International Standard will be controlled to ensure:
� it is available and suitable for use, where and when it is needed, and
� it is adequately protected (e.g. from loss of confidentiality, improper use, or loss of integrity).
For the control of documented information, we will address the following activities, as applicable:
� distribution, access, retrieval and use,
� storage and preservation, including preservation of legibility,
� control of changes (e.g. version control), and
� retention and disposition.
Documented information of external origin determined by us to be necessary for the planning and operation of the road asset management system shall be identified as appropriate, and controlled.
With ‘Access’ we imply a decision regarding the permission to view the documented information only, or the permission and authority to view and change the documented information, etc.
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8. OPERATION
8.1 Operational planning and control
We will plan, implement and control the processes needed to meet requirements, and to implement the actions determined in 6.1 and the road asset management plan(s) determined in 6.3, by
� establishing criteria for the processes,
� implementing the processes, actions and road asset management plan(s),
� implementing the control of the processes in accordance with the criteria, and
� keeping documented information to the extent necessary to have confidence and evidence that the processes have been carried out as planned.
We will control planned changes and review the consequences of unintended changes, taking action to mitigate any adverse effects, as necessary (see 8.2).
We will also ensure that outsourced processes are controlled (see 8.3).
8.2 Management of change
When any change is identified that can have an impact on achieving our asset management objectives, we will assess the associated risks before the change is implemented.
We will ensure that such risks are managed within our risk management processes.
8.3 Outsourcing
When we choose to outsource any activities that have or can have an impact on the achievement of our asset management objectives, we will ensure control over such activities. We will determine and document how these activities will be controlled and integrated into our road asset management system. For this purpose, we will determine:
� the processes and activities that are to be outsourced (including the scope and boundaries of the outsourced processes and activities and their interfaces with our own processes and activities),
� the processes and scope for the sharing of knowledge and information between us and our contracted service provider(s), and
� the responsibilities and authorities within our organization for managing the outsourced processes and activities.
When outsourcing any activities, we will ensure that the outsourced resources meet the requirements of clauses 7.2 and 7.3 and that the performance of the outsourced activities is monitored in accordance with clause 9.1.
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9. PERFORMANCE EVALUATION
9.1 Monitoring, measurement, analysis and evaluatio n
We will determine:
� what needs to be monitored and measured,
� the methods for monitoring, measurement, analysis and evaluation, as applicable, to ensure valid results,
� when the monitoring and measuring shall be performed, and
� when the results from monitoring and measurement shall be analysed and evaluated.
We will evaluate and report on the asset performance, asset management performance, including financial and non-financial performance, and the effectiveness of the road asset management system.
We will retain appropriate documented information as evidence of the results of monitoring, measurement, analysis and evaluation.
We will ensure that our monitoring and measurement enables us to meet the requirements of 4.2.
9.2 Internal audit
We will conduct internal audits at planned intervals to provide information to assist in the determination on whether our road asset management system:
(i) conforms to
� our own requirements for our road asset management system,
� the requirements of the ISO 55001 International Standard,
(ii) is effectively implemented and maintained.
We will
(iii) plan, establish, implement and maintain an audit programme(s), including the frequency, methods, responsibilities, planning requirements and reporting. The audit programme(s) shall take into consideration the importance of the processes concerned and the results of previous audits;
(iv) define the audit criteria and scope for each audit;
(v) select auditors and conduct audits to ensure objectivity and the impartiality of the audit process;
(vi) ensure that the results of the audits are reported to relevant management; and
(vii) retain documented information as evidence of the results of the implementation of the audit programme and the audit results.
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9.3 Management review
As top management we will review our organization's road asset management system, at planned intervals, to ensure its continuing suitability, adequacy and effectiveness.
Our management review will include consideration of:
(i) the status of actions from previous management reviews;
(ii) changes in external and internal issues that are relevant to our road asset management system;
(iii) information on the asset management performance, including trends in:
� nonconformities and corrective actions,
� monitoring and measurement results, and
� audit results;
(iv) asset management activities;
(v) opportunities for continual improvement;
(vi) changes in the profile of risks and opportunities;
(vii) asset performance and condition.
The outputs of the management review will include decisions related to continual improvement opportunities and any need for changes (see 8.2) to our road asset management system.
We will retain documented information as evidence of the results of management reviews.
Similarly, on a wider asset management system basis, we will, on a regular basis:
(i) Determine and review the external and internal contexts relevant to the purpose of our road asset management system;
(ii) Investigate and understand the needs and expectations of our stakeholders, and assess the criteria for asset management decision making;
(iii) Re-evaluate and clearly define which assets are within the scope of our road asset management system;
(iv) Ensure that our road asset management system supports the development of road asset management plans that have specific and measurable outcomes, and provide the interface for our strategic plan and unit-level business plans and operating plans;
(v) Review the scope of our road asset management system in terms of the above, and its interfaces with other management systems;
(vi) Conduct reviews of our current asset management processes and our road asset management system and compare these against the requirements of
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ISO 55001, to determine the extent to which the ISO 55001 requirements are being met or whether improvements are required;
(vii) Develop a plan for the continued improvement, implementation, maintenance and funding of our road asset management system, describing and providing the structures, roles and responsibilities necessary to establish and improve the road asset management system and operate it effectively;
(viii) Establish appropriate and effective processes for managing the competence of persons undertaking asset management activities, including operating and maintaining our road asset management system;
(ix) Determine the actions that are necessary for addressing risks and implementing preventative and corrective actions for the continued improvement and operation of the road asset management system.
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10. IMPROVEMENT
10.1 Nonconformity and corrective action
When a nonconformity or incident occurs, we will:
(i) react to the nonconformity or incident, and as applicable
� take action to control and correct it, and
� deal with the consequences;
(ii) evaluate the need for action to eliminate the causes of the nonconformity or incident, in order that it does not occur or recur elsewhere, by
� reviewing the nonconformity or incident,
� determining the causes of nonconformity or incident, and
� determining if similar nonconformities exist, or could potentially occur;
(iii) implement any action needed;
(iv) review the effectiveness of any corrective action taken; and
(v) make changes (see 8.2) to the road asset management system, if necessary.
Corrective actions shall be appropriate to the effects of the nonconformities or incident encountered.
We will retain documented information as evidence of
(i) the nature of the nonconformities or incident and any subsequent actions taken, and
(ii) the results of any corrective action.
10.2 Preventive action
As top management we will have processes to identify potential nonconformities and evaluate the need for preventive action to prevent their occurrence.
When a potential nonconformity is identified we will apply the requirements of 10.1.
10.3 Continual improvement
We will continually improve the suitability, adequacy and effectiveness of our road asset management system and our asset management.
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11. BENEFITS FORESEEN
As top management we recognise that a road asset management system is required to formalise monitoring and upgrading of the road transport infrastructure to meet requirements and in order to improve our asset management capability and achieve our goals. We recognize that asset management supports the achievement of several benefits while balancing cost, risk and performance related to assets.
We understand and foresee that the benefits of a road asset management system include:
(i) Improved financial performance - improved services, outputs, return on investment and reduced costs without sacrificing short or long-term organizational performance. This can also lead to the preservation of asset value.
(ii) Managed risk – reduced financial losses, improved safety, minimized environmental and social impact, resulting in reduced liabilities such as injury accident and injury claims.
(iii) Improved service delivery – consistently matching the needs and expectations of the customer and achieving required service levels.
(iv) Corporate/social responsibility – improved ability to demonstrate socially responsible and ethical business practices within the [insert name of province].
(v) Demonstrated compliance – transparent conformity with requirements and adherence to asset management standards, policies and processes.
(vi) Enhanced reputation – through improved customer satisfaction, stakeholder awareness and confidence.
(vii) Improved organizational sustainability – appropriate handling of short and long-term effects, expenditures and performance will improve staff job satisfaction and organizational morale.
(viii) Continuous Improvement of the organization and its staff while achieving its vision.
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12. POLICY
Top management recognises that developing a Road Asset Management System in line with the framework as set out above will deliver significant benefits to stakeholders and ensure that we achieve our vision, meet our objectives and are committed to ensuring that it is implemented in a sustainable manner.
As top management we now hereby establish a road infrastructure asset management policy in line with our organisational strategic objectives, and hereby endorse commitment to the following:
(i) Managing the road infrastructure assets to best practice according to international standards as embodied in ISO 55000, and continuous compliance with the requirements of this standard.
(ii) Implementing, operating, maintaining and continuously improving a suitable road asset management system that will provide relevant decision support information to guide us in the management of our road infrastructure assets. For this purpose we will follow the requirements of the ISO 55000 standard in achieving an effective, efficient and suitable road asset management system and ensure that the system meets all legal requirements.
(iii) Have the policy documented in suitable media.
(iv) Certification of the [insert name of province] Roads Authority to ISO 55000 encompassing all requirements of the certification process and regular audits.
Signed CEO
Date: _____________________
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APPENDIX J-1B
ASSET MANAGEMENT COMMITTEE AND
RESPONSIBILITIES
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Asset Management Responsibilities
Element Responsible Person
Accepted Date
Finance
Network identification and proclamation
Inventory
Pavements and materials
Road and bridge design
Traffic
Planning
Public transport
Road safety
Asset valuation
Asset maintenance
Road asset management system
Information technology
APPENDIX J-2
RAMS SELF-ASSESSMENT
GAP ANALYSIS TEMPLATE
TARGET RAMS LEVEL III
RAMS Area Element Criteria Current Practise Current ScoreImprovement
Required
RIAMP Has the requiremnts of COTO RIAMP been studied
TMH22 Has the COTO TMH22 Manual requirements been studied
RAAMPHas a Road Authority Asset Management Policy been formulated
by top management and signed by them
AM
Committee
Has an Asset Management Committee been established as
defined in the RAAMP
Has the Road Network been defined
Have the fixed assets in the network been identified
Has the fixed asset register been prepared
Facility Is a detailed list and length of different roads available
Asset,
Component,
Item
Are the Roads divided into the different asset types, their
components and Items
GIS Is an Integrated GIS developed
Valuation Extent Has the extent/size of each asset been defined
Roads VisualsHave visual evaluations on the roads been carried out in the past
two years according to TMH9
Roads
Instrument
Have Instrument Roughness, Rutting and Texture measurements
on the roads been carried out in the last two years
Roads
Deflection
Have Deflection measurements on the roads been carried out in
the last 5 years
Traffic Have Traffic counts been carried out in the last 3 years
StructuresHas inspections on the structures been carried out in the last 3
years according to TMH ??
Ancillary
Assets
Has inspections on the ancillary assets been carried out in the
last 3 years
Data
ManagementIs a Database in place to store the condition data
Data QualityIs a Data Quality Management process in place to validate the
condition data and check accuracy & Integrity
Condition
Indices
Is a RIAMS in place that can process the Condition data to
produce Condition Indices
Functional
Indices
Is a RIAMS in place that can process the Condition & Traffic data
to produce Functional Indices
Identification
of treatment
Is a RIAMS in place that can process the Condition data to
produce maintenance and rehabilitation actions for each asset
PrioritisingIs a RIAMS in place that can rank the maintenance and
rehabilitation actions identified
User Cost Is a system in place that can calculate User Costs
Depreciation Is a RIAMS in place that can calculate remaining useful life
Project
confirmation
Is a programme in place for panel inspections and has any been
done the past 3 years
PlanAre annual Road Assessment Management Plans being prepared
according to TMH22 requirements
Is a maintenance strategy in place
Is an operational plan in place
Financial Is the asset valuation calculated
FeedbackIs a feedback system in place to ensure continual updating of the
RIAMS
RAMS SELF ASSESSMENT GAP ANALYSIS TEMPLATE
Inventory
Usage and
Condition
Decision
Support
Management
Plans Strategy
Network
Policy
LEGEND
Score Current practice
0 No - Not practised
1 Partially implemented
2 Yes - Fully implemented
APPENDIX J-3
MINIMUM DATA
REQUIREMENTS FOR
LEVEL III RAMS MATURITY
MINIMUM DATA REQUIREMENTS FOR LEVEL III RAMS MATURITY
DATA TYPE DATA ITEMS
Inventory
• Road Inventory
• Structure Inventory
• Tunnel Inventory
• Plaza Inventory
• BRT Station Inventory
• Drainage Inventory
• Ancillary Asset Inventory
• Integrated GIS centreline map
Asset Condition
• Traffic Counts
• Roads Visual Assessment (TMH9)
• Roads Instrument
o Roughness
o Rutting
o Texture
o Deflection
• Structures Assessment (TMH 19)
Asset Valuation
• Unit Rates
• Current Replacement Cost (CRC)
• Depreciated Replacement Cost (DRC)
• Depreciation
Processed Data
• Condition Indices for Roads
o Visual Condition Index
o Condition Index – Surfacing (CISURF)
o Condition Index – Flexible Pavement
Structure (CIFPAVE)
o Condition Index – Concrete
Pavement Structure (CICPAVE)
o Condition Index – Block Pavement
Structure (CIBPAVE)
o Condition Index – Formation
(CIFORM)
o Condition Indices – Unpaved Roads
(CIUNPAVED)
o Condition Indices - Roadway
• Condition Indices for Structures
o Overall Condition Index
� Inspection sub-item
condition index
� Inspection item condition
index
• Condition Indices for Ancillary Components
• Functional Indices
o Road capacity
o Structures
• Composite Indices
o Functional Index
o Structures
• Priorities
• M & R Plans
APPENDIX J-4
EXAMPLE OF TMH 9
DATA VERIFICATION ROUTINE
EXAMPLE OF TMH 9 DATA VERIFICATION ROUTINE
VERIFICATION
ITEM
CONDITION
RATING
CONTROL ITEM CONFLICTING CONDITION
RATING
ERROR
MESSAGE
DEGREE EXTENT DEGREE EXTENT
A: SURFACE
Texture
Texture
Texture
Voids
Voids
Voids
Patching
Binder
Bleeding
5
5
1
1
5
5
≥ 4
≥ 4
≥ 3
-
-
-
-
-
-
≥ 4
≥ 4
≥ 3
Bleeding
Skid resistance
Skid resistance
Skid resistance
Bleeding
Skid resistance
Riding quality
Bleeding
Skid resistance
≥ 4
≥ 3
0
0
≥ 3
4
0
≥ 4
≤ 1
≥ 4
-
-
-
≥ 2
-
-
≥ 4
-
10
11
11
12
13
12
14
15
16
B: STRUCTURE
Crocodile
cracking
Pumping
Rutting
Rutting
Undulation
Undulation
Patching
Failure
≥ 4
≥ 4
≥ 4
≥ 4
≥ 3
≥ 5
≥ 4
≥ 3
≥ 4
-
≥ 3
≥ 3
≥ 3
≥ 3
≥ 4
≥ 3
Riding quality
Block, longitudinal,
transverse and
crocodile (Error if
all ratings are nil)
Block, longitudinal,
transverse
Surface drainage
Riding quality
Riding quality
Surface drainage
Riding quality
Riding quality
0
0
0
0
< 2
0
≤ 2
≤ 2
-
-
-
-
-
-
-
-
20
21
23
24
25
26
27
28
ERROR MESSAGE NUMBER MESSAGE
10
11
12
13
14
15
16
20
21
23
24
25
26
27
28
Texture conflicts with bleeding
Texture conflicts with skid resistance
Voids conflict with skid resistance
Voids conflict with bleeding
Patching conflicts with riding quality
Binder condition conflicts with bleeding
Bleeding conflicts with skid resistance
Crocodile cracking conflicts with riding quality
Pumping conflicts with cracking
Rutting conflicts with surface drainage
Rutting conflicts with riding quality
Undulation conflicts with riding quality
Undulation conflicts with surface drainage
Patching conflicts with riding quality
Failure conflicts with riding quality
APPENDIX J-5
THE DEDUCT POINT
SYSTEM
THE DEDUCT POINT SYSTEM
1. INTRODUCTION
This Appendix describes the Deduct Point approach to quantify a road condition or component index e.g. Surfacing Index. It is based on work done for the PAWC by Andre van der Gryp and Gerrie van Zyl. This index could assist in the valuation of road asset components or be used as an input parameter in the prioritisation of scheduled maintenance projects at the tactical network level.
The Deduct Point approach is not new and has been used for similar and other purposes world-wide.
2. DEDUCT POINT APPROACH AND DEVELOPMENT METHODOLOG Y
a) Principles
For purposes of standardisation of the Deduct Point Approach in South Africa:
• All condition index values are presented on a percentage basis, therefore between 0 and 100
• The cut-off value between acceptable and not-acceptable or between “warning/ Fair” and “Poor” is 50%.
• The five condition categories defined in Table 1 also applies to the Condition Indices calculated with the Deduct Point System:
Table 1: Condition Category Ranges
Condition Category Minimum Maximum
VG 85 100
G 70 <85
F 50 <70
P 30 <50
VP 00 <30
• Even if only one defect is visible and significant enough to define an unacceptable condition, the resultant condition index should be less than 50%
• Each defect is described in terms of a Degree and an Extent, or in some cases, just as a general degree over the assessment segment.
• For road condition assessments the Degree and Extent are rated on a scale of 1 to 5 (zero noted when the defect does not occur). For structure condition assessments the Degree and Extent ratings are on a scale of 0 to 4.
b) Algorithm Development
This sub-section describes the four steps that are normally used to develop the Deduct Point Algorithm for a specific condition index. A condition index for paved roads is used as an example.
i. Step 1: Condition Categorisation
For each defect contributing towards the condition index (e.g. CISURF), a matrix of “road condition categories” is drawn up defining each possible “Degree” and “Extent “combination, as illustrated in Table 2 for Crocodile Cracking.
For each combination of Degree and Extent in Table 2, one of the five condition category as defined above, is allocated to the road as if that defect is the only defect occurring on the road.
These condition categories normally allocated by an “expert” panel.
Table 2: Example of Condition Categorisation: Croc odile Cracking
Cracks : Crocodile
Degree Isolated ���� Extent ���� Extensive
1 2 3 4 5
1 VG VG G G G
2 VG G G F F
3 G F F P P
4 G F P P VP
5 G P P VP VP
ii. Step 2: Assign Deduct Points
Based on the generic condition category ranges defined in Table 1 above, a Deduct Point range is also defined for each condition category in Table 3 below.
Table 3: Condition Category Ranges and Related Ded uct Point Ranges
Condition Category Condition Index Range Deduct Point Range
Minimum Maximum Minimum Maximum
VG 85 100 00 15
G 70 <85 >15 30
F 50 <70 >30 50
P 30 <50 >50 70
VP 00 <30 >70 100
The Second Step is to select an appropriate Deduct Point within the Condition Category range for each Degree and Extent combination in the matrix. Table 4 represents the Deduct Points selected for crocodile cracking by the expert panel.
Table 4: Example of assigned Deduct Points for Cro codile Cracks
Cracks : Crocodile
Degree Isolated ���� Extent ���� Extensive 1 2 3 4 5
1 4 12 16 21 28
2 12 18 24 31 35
3 16 31 40 51 58
4 21 50 60 67 75
5 25 55 70 75 80
Graphical displays are also used to visualise the Deduct Point allocations and ensure smooth transitions between condition categories. Figure 1 provides an illustration of the Deduct Point allocation for the crocodile cracking example used in the subsection.
It is important to note that the allocation of these Deduct Points is specific to the condition index being calculated. For example the crocodile cracking Deduct Point for the Condition Index - Surfacing (CISURF) will be different to the crocodile cracking Deduct Point for the Condition Index – Pavement (CIPAVE). A Deduct Point of zero could even be allocated if the defect does not contribute to the Condition Index being calculated.
Figure 1: Example of graphical display of deduct v alues
iii. Step 3: Comparing Scenarios for All Defects
Following the allocation of Deduct Points to all Degree/Extent combinations for all defects used in the condition index being developed, the defect combinations for all defects are then ranked according to the assigned Deduct Points, as shown in Table 5 for the highest ranked combinations.
Table 5: Degree/Extent combinations for all defect s ranked by Deduct Points
Defect D/E Deduct Point C/Cat
Potholes 5/5 90 VP Potholes 5/4 83 VP Cracks-crocodile 5/5 75 VP Undulations 5/5 75 VP Potholes 5/3 75 VP Potholes 4/5 72 VP Cracks-crocodile 4/5 70 VP Rutting 5/5 70 VP Undulations 5/4 70 VP Riding Quality 5/4 70 VP Cracks-crocodile 5/4 70 VP Potholes 3/5 69 P Potholes 4/4 65 P Surfacing Failures/Patching 5/5 65 P Undulations 5/3 65 P Cracks-crocodile 4/4 63 P Cracks-crocodile 5/3 62 P Rutting 5/4 61 P
Using the opinions of the “Expert panel”, the deduct value of each defect Degree/Extent combination is compared to the deduct value of the Degree/Extent combination for other defects above and below. If for example, the general opinion is held that a particular defect combination deduct value is too conservative, it is moved down the ranking to where it should fit and a revised “Deduct point” assigned to the combination. The relevant matrix for this
particular defect (say for crocodile cracking – Table 4) is then adjusted and all the Defect combinations’ deduct points re-ranked.
The process continues until the panel is confident that the ranking represents the correct contribution to the specific condition index.
iv. Step 4: Aggregation
In the final step the contribution of different defects are aggregated to a “Total Deduct Point (TDP)” (Maximum 100). Experience in evaluating feedback from practitioners, indicates that:
• In giving reasons for placing a road in a certain condition category (e.g. poor), there is seldom the need to use more than 3 significant defects. (For example, a road is in a poor condition due to crocodile cracking, pumping and potholes). In the Deduct Point System used here, provision has been made to incorporate up to six (6) defects
• The contribution of the primary defect (highest Deduct Point) should be taken as the full value (100%).
• The contribution of the secondary defect should be in the order of 20% to 30% of the assigned Deduct Point.
• The contribution of the tertiary defect should be in the order of 10% of its Deduct Point.
• Contribution of additional defects should not be more than 5%. • This gives a total of 170% of all deduct points for 6 defects. • Limit the TDP to 100 in order not to obtain negative values. • Specify that certain defects cannot act as Primary defects. Pumping of fines is one
such an example
The Total Deduct Point (TDP) is therefore defined as:
TDP = DP1PRIM+(a)*DP2SEC+(b)*DP3TERT+(c)*DP4OTHER+(d)*DP5OTHER+(e)*DP6OTHER
DP1 = Deduct Point with highest value
DP2 = Deduct Point with next highest value, etc.
(a) = 0.20
(b) = 0.10
(c) = 0.05
(d) = 0.05
(e) = 0.05
3. DEDUCT POINT APPLCATION: CONDITION INDEX SURFAC ING (CISURF)
a) Deduct Point Equation
The Condition Index Surfacing (CISURF) is defined as:
CISURF = DP1Prim + (a)*DP2Sec+(b)* DP3Tert+(c)*DP4other +(c)*DP5other +(c)*DP6other
(a) = 0.20
(b) = 0.10
(c) = 0.05
(d) = 0.05
(e) = 0.05
The Deduct Points for each defect contributing to the CISURF can be read from the Tables 8-1 to 8-19.
Table 6: Example of Deduct Point Calculation (CI SURF)
Condition Index (CI SURF)
Defect Degree Extent Deduct Point
Sorted Deduct
Corresponding Defect
Index contribution
Surf: Failure/Patching 5 1 20 65 Crocodile Cracks 65 (100%)
Surfacing Cracks 0 0 0 45 Binder Condition 9 (20%)
Aggregate Loss 3 2 20 42 Pumping 4 (10%)
Binder Condition 3 5 45 35 Rutting 2 (5%)
Bleeding/Flushing 3 3 17 35 Patching 2 (5%)
Block/Stab. Cracks 0 0 0 30 Surface Drainage 1 (5%)
Longitudinal Cracks 3 2 26
Transverse Cracks 3 2 26
Crocodile Cracks 4 4 65
Pumping 3 4 42
Rutting 4 3 35
Undulation/Settlement 2 1 8
Patching 3 3 35
Struct:Failure/Potholes 5 1 0
Riding Quality 2 4 8
Skid Resistance 2 4 10
Surface Drainage 4 4 30
Unpaved Shoulders 0 4 0
Edge Breaking 5 1 3 Total Deduct Points 83
CI = 100 –Total Deduct 17 Condition Category Very Poor
4. DEDUCT POINT APPLCATION: CONDITION INDEX PAVEME NT (CIPAVE)
b) Deduct Point Equation
The Condition Index Surfacing (CIPAVE) is defined as:
CIPAVE = DP1Prim + (a)*DP2Sec+(b)* DP3Tert+(c)*DP4other +(c)*DP5other +(c)*DP6other
(a) = 0.20
(b) = 0.10
(c) = 0.05
(d) = 0.05
(e) = 0.05
The Deduct Points for each defect contributing to the CISURF can be read from the Tables 8-20 to 8-31.
Table 7: Example of Deduct Point Calculation (CI PAVE)
Condition Index (CI PAVE)
Defect Degree Extent Deduct Point
Sorted Deduct Corresponding Defect Index
contribution
Block/Stab. Cracks 0 0 0 44 Patching 44 (100%)
Longitudinal Cracks 3 2 25 40 Crocodile Cracks 8 (20%)
Transverse Cracks 3 2 25 38 Struct: Failure/Potholes 4 (10%)
Crocodile Cracks 3 3 40 31 Pumping 2 (5%)
Pumping 3 3 31 30 Surface Drainage 1 (5%)
Rutting 3 1 18 25 Longitudinal Cracks 1 (5%)
Undulation/Settlement 2 1 15
Patching 3 3 44
Struct: ailure/Potholes 5 1 38
Surface Drainage 4 4 30
Unpaved Shoulders 0 4 0
Edge Breaking 5 1 18
Total Deduct Points 60 CI = 100 –Total Deduct 40 Condition Category Poor
DE
DU
CT
PO
INT
AP
PLI
CA
TIO
N:
5. C
ON
DIT
ION
IND
EX
SU
RF
AC
ING
(C
I SU
RF)
DE
DU
CT
PO
INT
MA
TR
ICE
S
Tab
le 8
-1
Sur
faci
ng F
ailu
res/
Pat
chin
g
Few
<--
Ext
ent
-->
Man
y
Deg
ree
12
34
5
1N
one
Non
eC
BB
2N
one
CC
BB
3N
one
CB
BA
4C
BB
AA
5C
BB
AA
Sur
faci
ng F
ailu
res/
Pat
chin
g
Few
<--
Ext
ent
-->
Man
y
Deg
ree
12
34
5
12
924
3035
28
1729
3543
313
2436
4453
418
3043
5263
520
3448
5868Sur
faci
ng F
ailu
res/
Pat
chin
g
0 10 20 30 40 50 60 70 80 90 100
12
34
5
Deg
ree
Sur
faci
ng F
ailu
res/
Pat
chin
g
Ext
en
t -1
Ext
en
t -2
Ext
en
t -3
Ext
en
t -4
Ext
en
t -5
Tab
le 8
-2
Sur
faci
ng c
rack
s
Few
<--
Ext
ent
-->
Man
y
Deg
ree
12
34
5
1N
one
Non
eN
one
Non
eN
one
2N
one
Non
eC
CC
3N
one
CC
BB
4C
BB
AA
5C
BA
AA
+
Sur
faci
ng c
rack
sF
ew<
-- E
xten
t -
->M
any
Deg
ree
12
34
51
24
812
142
511
1821
253
1020
2938
454
1532
4352
605
2242
5563
70
Sur
faci
ng c
rack
s
0 10 20 30 40 50 60 70 80 90 100
12
34
5
Deg
ree
Sur
faci
ng c
rack
s
Ext
en
t -1
Ext
en
t -2
Ext
en
t -3
Ext
en
t -4
Ext
en
t -5
Tab
le 8
-3
Agg
rega
te lo
ss
Few
<--
Ext
ent
-->
Man
y
Deg
ree
12
34
5
1N
one
Non
eN
one
Non
eN
one
2N
one
Non
eC
CC
3N
one
CC
BB
4C
BB
AA
5C
BA
AA
+
Agg
rega
te lo
ssF
ew<
-- E
xten
t -
->M
any
Deg
ree
12
34
51
24
812
142
511
1821
253
1020
2938
454
1532
4352
605
2242
5563
70
Agg
rega
te lo
ss
0 10 20 30 40 50 60 70 80 90 100
12
34
5
Deg
ree
Agg
rega
te l
oss
Ext
en
t -1
Ext
en
t -2
Ext
en
t -3
Ext
en
t -4
Ext
en
t -5
Tab
le 8
-4
Dry
-Brit
tle
Few
<--
Ext
ent
-->
Man
y
Deg
ree
12
34
5
1N
one
Non
eN
one
Non
eN
one
2N
one
Non
eC
CC
3N
one
CC
BB
4N
one
CB
AA
5C
BA
AA
+
Dry
-Brit
tleF
ew<
-- E
xten
t -
->M
any
Deg
ree
12
34
51
24
812
142
48
1520
253
815
2535
454
1226
3750
605
1835
5065
80
Dry
-Brit
tle
0 10 20 30 40 50 60 70 80 90 100
12
34
5
Deg
reeDry
-Brit
tle
Ext
en
t -1
m
Ext
en
t -5
m
Ext
en
t -1
0m
Ext
en
t -2
0m
Ext
en
t -5
0m
0 10 20 30 40 50 60 70 80 90 100
12
34
5
Deg
reeDry
-Brit
tle
Ext
en
t -1
Ext
en
t -2
Ext
en
t -3
Ext
en
t -4
Ext
en
t -5
Tab
le 8
-5
Ble
edin
g-F
attin
ess
Few
<--
Ext
ent
-->
Man
y
Deg
ree
12
34
5
1N
one
Non
eN
one
Non
eN
one
2N
one
Non
eN
one
Non
eN
one
3N
one
Non
eC
CC
4N
one
Non
eC
BB
5C
CB
AA
Ble
edin
g-F
attin
ess
Few
<--
Ext
ent
-->
Man
yD
egre
e1
23
45
10
12
34
22
48
1012
34
1017
2229
48
1425
3542
515
2537
5060
Ble
edin
g-F
attin
ess
0 10 20 30 40 50 60 70 80 90 100
12
34
5
Deg
ree
Ble
edin
g-F
attin
ess
Ext
en
t -1
Ext
en
t -2
Ext
en
t -3
Ext
en
t -4
Ext
en
t -5
Tab
le 8
-6
Cra
cks-
Blo
ckm
ed
Few
<--
Ext
ent
-->
Man
y
Deg
ree
12
34
5
1N
one
Non
eN
one
CC
2N
one
CC
CF
3C
CF
FF
4C
FP
PP
5C
FP
PA
+
Cra
cks-
Blo
ckm
edF
ew<
-- E
xten
t -
->M
any
Deg
ree
12
34
51
612
1418
252
921
2529
353
1526
3540
454
1835
4553
605
2140
5363
70
Cra
cks-
Blo
ckm
ed
0 10 20 30 40 50 60 70 80 90 100
12
34
5
Deg
ree
Cra
cks-
Blo
ckm
ed
Ext
en
t -1
Ext
en
t -2
Ext
en
t -3
Ext
en
t -4
Ext
en
t -5
T
able
8-7
Cra
cks-
Long
itudi
nal
Few
<--
Ext
ent
-->
Man
y
Deg
ree
12
34
5
1N
one
Non
eN
one
CC
2N
one
CC
CB
3C
CB
BB
4C
BB
AA
5C
BA
AA
+
Cra
cks-
Long
itudi
nal
Few
<--
Ext
ent
-->
Man
yD
egre
e1
23
45
16
1214
1825
29
2125
2935
315
2635
4045
418
3545
5360
521
4053
6370
Cra
cks-
Long
itudi
nal
0 10 20 30 40 50 60 70 80 90 100
12
34
5
Deg
ree
Cra
cks-
Long
itudi
nal
Ext
en
t -1
Ext
en
t -2
Ext
en
t -3
Ext
en
t -4
Ext
en
t -5
T
able
8-8
Cra
cks-
Tran
sver
se
Few
<--
Ext
ent
-->
Man
y
Deg
ree
12
34
5
1N
one
Non
eN
one
CC
2N
one
CC
CB
3C
CB
BB
4C
BB
AA
5C
BA
AA
+
Cra
cks-
Tran
sver
seF
ew<
-- E
xten
t -
->M
any
Deg
ree
12
34
51
612
1418
252
921
2529
353
1526
3540
454
1835
4553
605
2140
5363
70
Cra
cks-
Tra
nsve
rse
0 10 20 30 40 50 60 70 80 90 100
12
34
5
Deg
ree
Cra
cks-
Tra
nsve
rse
Ext
en
t -1
Ext
en
t -2
Ext
en
t -3
Ext
en
t -4
Ext
en
t -5
T
able
8-9
Cra
cks-
croc
odile
Few
<--
Ext
ent
-->
Man
y
Deg
ree
12
34
5
1N
one
Non
eC
CC
2N
one
CC
BB
3C
BB
AA
4C
BA
AA
+
5B
BA
+A
+A
+
Cra
cks-
croc
odile
Few
<--
Ext
ent
-->
Man
yD
egre
e1
23
45
14
1216
2128
211
1824
3035
318
3040
5058
425
4357
6575
533
5570
7785
Cra
cks-
croc
odile
0 10 20 30 40 50 60 70 80 90 100
12
34
5
Deg
ree
Cra
cks-
croc
odile
Ext
en
t -1
Ext
en
t -2
Ext
en
t -3
Ext
en
t -4
Ext
en
t -5
T
able
8-1
0
Pum
ping
Few
<--
Ext
ent
-->
Man
y
Deg
ree
12
34
5
1N
one
Non
eC
CB
2N
one
CC
BB
3N
one
CB
BA
4C
BB
AA
5C
BB
AA
Pum
ping
Few
<--
Ext
ent
-->
Man
yD
egre
e1
23
45
12
1218
2430
26
1925
3138
310
2431
4250
415
3038
5059
518
3445
5767
Pum
ping
0 10 20 30 40 50 60 70 80 90 100
12
34
5
Deg
reeP
umpi
ng
Ext
en
t -1
Ext
en
t -2
Ext
en
t -3
Ext
en
t -4
Ext
en
t -5
T
able
8-1
1
Rut
ting
Few
<--
Ext
ent
-->
Man
y
Deg
ree
12
34
5
1N
one
Non
eN
one
Non
eN
one
2N
one
CC
CC
3N
one
CC
BB
4C
CB
BA
5C
BB
BA
Rut
ting
Few
<--
Ext
ent
-->
Man
yD
egre
e1
23
45
12
46
810
28
1517
1921
312
2028
3540
415
2535
4250
519
3038
4859
Rut
ting
0 10 20 30 40 50 60 70 80 90 100
12
34
5
Deg
ree
Cra
cks-
croc
odile
Ext
en
t -1
m
Ext
en
t -5
m
Ext
en
t -1
0m
Ext
en
t -2
0m
Ext
en
t -5
0m
0 10 20 30 40 50 60 70 80 90 100
12
34
5
Deg
reeR
uttin
g
Ext
en
t -1
Ext
en
t -2
Ext
en
t -3
Ext
en
t -4
Ext
en
t -5
T
able
8-1
2
Und
ulat
ions
Few
<--
Ext
ent
-->
Man
y
Deg
ree
12
34
5
1N
one
Non
eN
one
Non
eN
one
2N
one
CC
CC
3N
one
CC
BB
4C
CB
BA
5C
BB
BA
Und
ulat
ions
Few
<--
Ext
ent
-->
Man
yD
egre
e1
23
45
12
46
810
28
1517
1921
312
2028
3540
415
2535
4250
519
3038
4859
Und
ulat
ions
0 10 20 30 40 50 60 70 80 90 100
12
34
5
Deg
ree
Cra
cks-
croc
odile
Ext
en
t -1
m
Ext
en
t -5
m
Ext
en
t -1
0m
Ext
en
t -2
0m
Ext
en
t -5
0m
0 10 20 30 40 50 60 70 80 90 100
12
34
5
Deg
ree
Und
ulat
ions
Ext
en
t -1
Ext
en
t -2
Ext
en
t -3
Ext
en
t -4
Ext
en
t -5
T
able
8-1
3
Pat
chin
g
Few
<--
Ext
ent
-->
Man
y
Deg
ree
12
34
5
1N
one
Non
eC
CB
2N
one
CC
BB
3C
CB
BA
4C
CB
BA
5C
BB
AA
Pat
chin
gF
ew<
-- E
xten
t -
->M
any
Deg
ree
12
34
51
48
1826
352
1220
2838
473
1626
3545
554
1829
3948
585
2030
4050
60
Pat
chin
g
0 10 20 30 40 50 60 70 80 90 100
12
34
5
Deg
reeP
atch
ing
Ext
en
t -1
Ext
en
t -2
Ext
en
t -3
Ext
en
t -4
Ext
en
t -5
T
able
8-1
4
Pot
hole
s
Few
<--
Ext
ent
-->
Man
y
Deg
ree
12
34
5
1N
one
Non
eN
one
Non
eN
one
2N
one
Non
eN
one
Non
eN
one
3N
one
Non
eN
one
Non
eN
one
4N
one
Non
eN
one
Non
eN
one
5N
one
Non
eN
one
Non
eN
one
Pot
hole
sF
ew<
-- E
xten
t -
->M
any
Deg
ree
12
34
51
00
00
02
00
00
03
00
00
04
00
00
05
00
00
0
Pot
hole
s
0 10 20 30 40 50 60 70 80 90 100
12
34
5
Deg
reeP
otho
les
Ext
en
t -1
Ext
en
t -2
Ext
en
t -3
Ext
en
t -4
Ext
en
t -5
T
able
8-1
5
RID
ING
QU
ALI
TY -
SC
I
Few
<--
Ext
ent
-->
Man
y
Deg
ree
12
34
5
1N
one
2N
one
3C
4C
5B
RID
ING
QU
ALI
TY -
SC
IF
ew<
-- E
xten
t -
->M
any
Deg
ree
12
34
51
02
83
184
265
34
RID
ING
QU
ALI
TY
- S
CI
0 10 20 30 40 50 60 70 80 90 100
12
34
5
Deg
ree
RID
ING
QU
ALI
TY
-S
CI
Ext
en
t -G
en
era
l
T
able
8-1
6
Ski
dres
ista
nce
Few
<--
Ext
ent
-->
Man
y
Deg
ree
12
34
5
1N
one
2N
one
3C
4A
5A
+
Ski
dres
ista
nce
Few
<--
Ext
ent
-->
Man
yD
egre
e1
23
45
10
210
328
453
580
Ski
dres
ista
nce
0 10 20 30 40 50 60 70 80 90 100
12
34
5
Deg
ree
Ski
dres
ista
nce
Ext
en
t Ge
ner
al
T
able
8-1
7
Sur
face
Dra
inag
e
Few
<--
Ext
ent
-->
Man
y
Deg
ree
12
34
5
1N
one
2N
one
3C
4B
5B
Sur
face
Dra
inag
eF
ew<
-- E
xten
t -
->M
any
Deg
ree
12
34
51
02
103
204
305
40
Sur
face
Dra
inag
e
0 10 20 30 40 50 60 70 80 90 100
12
34
5
Deg
ree
Cra
cks-
croc
odile
Ext
en
t -1
m
Ext
en
t -5
m
Ext
en
t -1
0m
Ext
en
t -2
0m
Ext
en
t -5
0m
0 10 20 30 40 50 60 70 80 90 100
12
34
5
Deg
ree
Sur
face
Dra
inag
e
Ext
en
t -G
en
era
l
T
able
8-1
8
Unp
aved
Sho
ulde
rs
Few
<--
Ext
ent
-->
Man
y
Deg
ree
12
34
5
1N
one
2N
one
3N
one
4N
one
5N
one
Unp
aved
Sho
ulde
rsF
ew<
-- E
xten
t -
->M
any
Deg
ree
12
34
51
02
03
04
05
0
Unp
aved
Sho
ulde
rs
0 10 20 30 40 50 60 70 80 90 100
12
34
5
Deg
ree
Cra
cks-
croc
odile
Ext
en
t -1
m
Ext
en
t -5
m
Ext
en
t -1
0m
Ext
en
t -2
0m
Ext
en
t -5
0m
0 10 20 30 40 50 60 70 80 90 100
12
34
5
Deg
ree
Unp
aved
Sho
ulde
rs
Ext
en
t -G
en
era
l
T
able
8-1
9
Edg
e B
reak
ing
Few
<--
Ext
ent
-->
Man
y
Deg
ree
12
34
5
1N
one
Non
eN
one
Non
eN
one
2N
one
Non
eN
one
Non
eN
one
3N
one
Non
eN
one
Non
eN
one
4N
one
Non
eN
one
Non
eC
5N
one
Non
eN
one
CC
Edg
e B
reak
ing
Few
<--
Ext
ent
-->
Man
yD
egre
e1
23
45
11
12
34
21
24
68
32
36
912
43
48
1216
53
510
1520
Edg
e B
reak
ing
0 10 20 30 40 50 60 70 80 90 100
12
34
5
Deg
ree
Edg
e B
reak
ing
Ext
en
t -1
Ext
en
t -2
Ext
en
t -3
Ext
en
t -4
Ext
en
t -5
DE
DU
CT
PO
INT
AP
PLI
CA
TIO
N:
6. C
ON
DIT
ION
IND
EX
PA
VE
ME
NT
(C
I PA
VE)
DE
DU
CT
PO
INT
MA
TR
ICE
S
Tab
le 8
-20
Cra
cks-
Blo
ckm
ed
Few
<--
Ext
ent
-->
Man
y
Deg
ree
12
34
5
1V
GV
GV
GG
G
2V
GG
GG
F
3G
FF
FF
4G
FP
PP
5G
FP
PP
Cra
cks-
Blo
ckm
edF
ew<
-- E
xten
t -
->M
any
Deg
ree
12
34
51
612
1418
252
921
2529
353
1530
3540
454
1835
5055
605
2140
5560
65
Cra
cks-
Blo
ckm
ed
0 10 20 30 40 50 60 70 80 90 100
12
34
5
Deg
ree
Cra
cks-
Blo
ckm
ed
Ext
en
t -1
Ext
en
t -2
Ext
en
t -3
Ext
en
t -4
Ext
en
t -5
T
able
8-2
1
Cra
cks-
Long
itudi
nal
Few
<--
Ext
ent
-->
Man
y
Deg
ree
12
34
5
1V
GV
GV
GV
GV
G
2V
GG
GG
G
3V
GG
FF
F
4G
FF
PP
5G
FP
PP
Cra
cks-
Long
itudi
nal
Few
<--
Ext
ent
-->
Man
yD
egre
e1
23
45
12
48
1214
24
1518
2125
38
2530
3540
415
3042
5055
521
3550
5560
Cra
cks-
Long
itudi
nal
0 10 20 30 40 50 60 70 80 90 100
12
34
5
Deg
ree
Cra
cks-
Long
itudi
nal
Ext
en
t -1
Ext
en
t -2
Ext
en
t -3
Ext
en
t -4
Ext
en
t -5
T
able
8-2
2
Cra
cks-
Tran
sver
se
Few
<--
Ext
ent
-->
Man
y
Deg
ree
12
34
5
1V
GV
GV
GV
GV
G
2V
GG
GG
G
3V
GG
FF
F
4G
FF
PP
5G
FP
PP
Cra
cks-
Tran
sver
seF
ew<
-- E
xten
t -
->M
any
Deg
ree
12
34
51
24
812
142
415
1821
253
825
3035
404
1530
4250
555
2135
5055
60
Cra
cks-
Tra
nsve
rse
0 10 20 30 40 50 60 70 80 90 100
12
34
5
Deg
ree
Cra
cks-
Tra
nsve
rse
Ext
en
t -1
Ext
en
t -2
Ext
en
t -3
Ext
en
t -4
Ext
en
t -5
T
able
8-2
3
Cra
cks:
Cro
codi
le
Few
<--
Ext
ent
-->
Man
y
Deg
ree
12
34
5
1V
GV
GG
GG
2V
GG
GF
F
3G
FF
PP
4G
PP
VP
VP
5G
PV
PV
PV
P
Cra
cks:
Cro
codi
leF
ew<
-- E
xten
t -
->M
any
Deg
ree
12
34
51
412
1621
282
1218
2430
353
1530
4050
584
2150
6067
755
2555
7075
80
Cra
cks:
Cro
codi
le
0 10 20 30 40 50 60 70 80 90 100
12
34
5
Deduct Points
Deg
ree
Cra
cks:
Cro
codi
leE
xte
nt -
1E
xte
nt -
2E
xte
nt -
3E
xte
nt -
4E
xte
nt -
5
VG
VPPFG
T
able
8-2
4
Pum
ping
Few
<--
Ext
ent
-->
Man
y
Deg
ree
12
34
5
1V
GV
GG
GF
2V
GG
GG
F
3V
GG
FF
P
4G
FF
PP
5G
FF
PP
Pum
ping
Few
<--
Ext
ent
-->
Man
yD
egre
e1
23
45
12
1218
2130
24
1925
2935
38
2631
4250
415
3036
5055
518
3440
5460
Pum
ping
0 10 20 30 40 50 60 70 80 90 100
12
34
5
Deg
reePum
ping
Ext
en
t -1
Ext
en
t -2
Ext
en
t -3
Ext
en
t -4
Ext
en
t -5
T
able
8-2
5
Rut
ting
Few
<--
Ext
ent
-->
Man
y
Deg
ree
12
34
5
1V
GV
GV
GV
GV
G
2V
GG
GG
G
3G
FP
PP
4G
FP
VP
VP
5F
PV
PV
PV
P
Rut
ting
Few
<--
Ext
ent
-->
Man
yD
egre
e1
23
45
12
46
810
28
1517
1921
318
3050
5660
425
4062
7075
530
5071
7680
Rut
ting
0 10 20 30 40 50 60 70 80 90 100
12
34
5
Deg
ree
Cra
cks-
croc
odile
Ext
en
t -1
m
Ext
en
t -5
m
Ext
en
t -1
0m
Ext
en
t -2
0m
Ext
en
t -5
0m
0 10 20 30 40 50 60 70 80 90 100
12
34
5
Deg
reeR
uttin
g
Ext
en
t -1
Ext
en
t -2
Ext
en
t -3
Ext
en
t -4
Ext
en
t -5
T
able
8-2
6
Und
ulat
ions
Few
<--
Ext
ent
-->
Man
y
Deg
ree
12
34
5
1V
GV
GV
GV
GV
G
2G
GG
FF
3F
FP
PV
P
4F
PV
PV
PV
P
5F
PV
PV
PV
P
Und
ulat
ions
Few
<--
Ext
ent
-->
Man
yD
egre
e1
23
45
12
46
810
215
2025
3033
330
4050
5660
435
5070
7579
538
5373
7884
Und
ulat
ions
0 10 20 30 40 50 60 70 80 90 100
12
34
5
Deg
ree
Cra
cks-
croc
odile
Ext
en
t -1
m
Ext
en
t -5
m
Ext
en
t -1
0m
Ext
en
t -2
0m
Ext
en
t -5
0m
0 10 20 30 40 50 60 70 80 90 100
12
34
5
Deg
ree
Und
ulat
ions
Ext
en
t -1
Ext
en
t -2
Ext
en
t -3
Ext
en
t -4
Ext
en
t -5
T
able
8-2
7
Pat
chin
g
Few
<--
Ext
ent
-->
Man
y
Deg
ree
12
34
5
1V
GG
GF
F
2V
GG
FF
F
3G
FF
PP
4F
FP
PP
5F
PP
PP
Pat
chin
gF
ew<
-- E
xten
t -
->M
any
Deg
ree
12
34
51
418
2535
402
1226
3745
493
2136
4454
604
3042
5258
645
3550
5662
68
Pat
chin
g
0 10 20 30 40 50 60 70 80 90 100
12
34
5
Deg
reeP
atch
ing
Ext
en
t -1
Ext
en
t -2
Ext
en
t -3
Ext
en
t -4
Ext
en
t -5
T
able
8-2
8
Pot
hole
s
Few
<--
Ext
ent
-->
Man
y
Deg
ree
12
34
5
1 2 3G
FP
PP
4F
PV
PV
PV
P
5F
PV
PV
PV
P
Pot
hole
sF
ew<
-- E
xten
t -
->M
any
Deg
ree
12
34
51 2 3
2140
5560
694
3451
7076
845
3856
7583
90
Pot
hole
s
0 10 20 30 40 50 60 70 80 90 100
12
34
5
Deg
reeP
otho
les
Ext
en
t -1
Ext
en
t -2
Ext
en
t -3
Ext
en
t -4
Ext
en
t -5
T
able
8-2
9
Sur
face
Dra
inag
e
Few
<--
Ext
ent
-->
Man
y
Deg
ree
12
34
5
VG
VG
GV
G
FG
PF
VP
P
Sur
face
Dra
inag
eF
ew<
-- E
xten
t -
->M
any
Deg
ree
12
34
51
02
123
214
305
50
Sur
face
Dra
inag
e
0 10 20 30 40 50 60 70 80 90 100
12
34
5
Deg
ree
Cra
cks-
croc
odile
Ext
en
t -1
m
Ext
en
t -5
m
Ext
en
t -1
0m
Ext
en
t -2
0m
Ext
en
t -5
0m
0 10 20 30 40 50 60 70 80 90 100
12
34
5
Deg
ree
Sur
face
Dra
inag
e
Ext
en
t -G
en
era
l
T
able
8-3
0
Unp
aved
Sho
ulde
rs
Few
<--
Ext
ent
-->
Man
y
Deg
ree
12
34
5
VG
VG
GV
G
FG
PF
VP
P
Unp
aved
Sho
ulde
rsF
ew<
-- E
xten
t -
->M
any
Deg
ree
12
34
51
02
133
254
385
50
Unp
aved
Sho
ulde
rs
0 10 20 30 40 50 60 70 80 90 100
12
34
5
Deg
ree
Cra
cks-
croc
odile
Ext
en
t -1
m
Ext
en
t -5
m
Ext
en
t -1
0m
Ext
en
t -2
0m
Ext
en
t -5
0m
0 10 20 30 40 50 60 70 80 90 100
12
34
5
Deg
ree
Unp
aved
Sho
ulde
rs
Ext
en
t -G
en
era
l
T
able
8-3
1
Edg
e B
reak
ing
Few
<--
Ext
ent
-->
Man
y
Deg
ree
12
34
5
1V
GV
GV
GV
GV
G
2V
GV
GG
GG
3V
GG
GF
F
4G
FF
PP
5G
FP
PP
Edg
e B
reak
ing
Few
<--
Ext
ent
-->
Man
yD
egre
e1
23
45
12
48
1214
24
815
2025
38
1525
3545
415
3040
5060
518
3550
5865
Edg
e B
reak
ing
0 10 20 30 40 50 60 70 80 90 100
12
34
5
Deg
ree
Edg
e B
reak
ing
Ext
en
t -1
Ext
en
t -2
Ext
en
t -3
Ext
en
t -4
Ext
en
t -5
APPENDIX J-6
METHOD FOR THE CALCULATION OF THE VISUAL CONDITION INDEX (VCI) FOR
FLEXIBLE PAVED ROADS
METHOD FOR THE CALCULATION OF THE VISUAL CONDITION INDEX (VCI) FOR FLEXIBLE PAVED ROADS
The calculation of the visual condition index requires the selection of a weighting factor for each type of distress. The formulae for calculating the VCI are given in equations below.
���� = 100 1 − � × � ��
����
Where: VCIp = Preliminary VCI
Fn = Dn x En x Wn
n = Visual assessment item number (see Table below)
Dn = Degree rating of defect n
Range: 0 to 4 for function defects and 0 to 5 for structural defects
En = Extent rating for defect n
Range: Default 3 for functional defects and 0 to 5 for other defects
Wn = Weight for defect n (see Table below)
C = 1 ÷ ∑ F����� (max) Fn(max) = Fn with degree and extent ratings set at maximum. Where two or
more options are available per distress, e.g. aggregate loss, use the
average Wn for the calculation of Fn(max).
The following equation is applied to transform the VCIp to a standard percentage scale:
��� = �� × ���� + ×����!"!
Where: a = 0,02509
b = 0,0007568
VCImax = 100
VCImin = 0
Factors a and b have been derived from processing condition data collected through an
expert panel throughout South Africa. The weights for each defect are presented in the Table below.
Proposed Weight Set for VCI Formula
Item No. Assessment Items Weight (Wn)
1
2
3
4
5 A
5 N
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
Texture
Voids
Surfacing failures
Surfacing cracks
Aggregate loss (Active)
Aggregate loss (Non-active)
Dry/Brittle
Bleeding/flushing
Cracks: Block/Stabilisation
Cracks: Longitudinal/Slippage
Cracks: Transverse
Cracks: Crocodile
Pumping
Rutting
Surfacing deformation / Shoving
Undulation/Settlement
Patching
Failures/Potholes
Edge defects
Riding quality
Skid resistance
Surface drainage
Unpaved shoulders
0
0
6.5
5.0
4.0
2.0
3.0
3.0
6.0
4.5
4.5
10.0
10.0
8.0
8.0
4.0
8.0
15.0
3.5
5.5
3.0
3.0
3.5
APPENDIX J-7
METHOD FOR CALCULATING THE AVERAGE STRUCTURE CONDITION
INDEX (ASCI)
METHOD FOR CALCULATING THE AVERAGE STRUCTURE CONDITION INDEX
Introduction
The degree (D) and extent (E) ratings allocated during the inspection of a structure are used to
calculate an Overall Condition Index for the structure. Condition indices are calculated at inspection
sub-item level. These inspection sub-item condition indices are then used to calculate condition
indices at inspection item level, which in turn are used to calculate an Average Condition Index for the
structure.
The Average Structure Condition Index (ASCI) is used at network level for the:
• Evaluation of the present structure condition;
• Evaluation of the change in structure condition over time; and
• Prediction of structure performance over time.
However, while the ACI gives an indication of the average condition of a structure, it is not suitable to
be used to identify structures that require urgent maintenance. This may be explained in the following
example:
Consider a two span bridge with only a few minor defects, with the exception of a critical defect on the pier that could cause the pier (and therefore the bridge) to collapse. The average condition of the
structure would be good with a fairly high Average Condition Index. The one critical defect is “hidden”
in this average condition. It is therefore important to identify the structures where items require urgent
maintenance or repairs, irrespective of the average condition of the structure.
To address this problem and to identify those structures with critical defects that should receive urgent attention, prioritisation indices are also calculated for each structure. The prioritisation indices that can
be calculated are:
• Priority Condition Index;
• Functional Index; and
• Overall Condition Index.
The degree (D); extent (E); and relevancy (R) ratings, allocated during the inspection of the structure,
are used to calculate the Priority Index for the structure. Priority indices are calculated at inspection
sub-item level. These inspection sub-item priority indices are used to calculate priority indices at inspection item level, which in turn are used to calculate a Priority Condition Index for the structure.
Certain inspection items and sub-items are excluded from these calculations.
The sections below only deal with the calculation of the Average Structure Condition Index.
Average Structure Condition Index (ASCI) Calculation Procedure
The procedure for calculation of the average condition index for a structure is as follows:
• A condition index is calculated for each relevant inspection sub-item (a sub-item with a D-rating of 0; 1; 2; 3; or 3);
• The condition indices for all relevant inspection sub-items making up an inspection item are added together and divided by the number of relevant sub-items to give the condition index
for the inspection item;
• The condition index for each inspection item is then multiplied by an inspection item weight; and
• These weighted inspection item condition indices for all the inspection items are then added together and divided by the sum of the weights to arrive at the Average Structure Condition
Index.
For inspection sub-items with a D-rating of U (unable to inspect) the following default ratings are
used in the calculation of the condition index for the inspection item:
Inspection Item D E
Foundations 0 -
All other items 2 2
Inspection sub-item condition index:
The condition index of inspection sub-item j of inspection item i, Icij is calculated using the following
equation:
���� = 100 −100 + �
��
Where: D = degree rating for inspection sub-item j of inspection item i
E = extent rating for inspection sub-item j of inspection item i
bc = Dmax + Emax = 4 + 4 = 8
Icij ranges from 0 for D = 4 and E = 4, i.e. the worst condition, to 100 for D = 0 (no defect), i.e. the best condition.
Inspection item condition index:
The condition index of inspection item i, Ici is calculated using the following equation:
��� =∑ ����������
�
Where: Icij = condition index of inspection sub-item j of inspection item i
n = number of relevant inspection sub-items in inspection item i
Ici ranges from 0, i.e. the worst condition, to 100, i.e. the best condition. If an inspection item has a
condition index of 100, it means that there are no defects on any of the relevant sub-items making up
the inspection item.
Average Structure Condition Index (ASCI):
The overall condition index for the structure, Ic, is calculated using the following equation:
���� =∑ ��� ×��� ������
∑ ���������
Where: Ici = condition index of inspection item i
wci = condition weight for inspection item i
N = number of relevant inspection items
Inspection items with no relevant inspection sub-items are excluded from the calculation of the ASCI.
ASCI ranges from 0, i.e. the worst condition, to 100, i.e. the best condition. If a structure has an
Overall Condition Index of 100, it means that there are no defects on the structure.
Proposed weight sets for structure types:
The proposed inspection item weights (wci in the equation for ASCI above) for the various structure
types are presented in Tables 1 to 6 below.
Table 1: Proposed Weight Set for ACI Calculation for a Bridge (General, Arch and Cable)
Inspection Item Weight for CI Calculation
01. Approach Embankment 2
02. Guardrail 1
03. Waterway 1
04. Approach Embankment Protection Works 2
05. Abutment Foundations 4
06. Abutments 4
07. Wing/ Retaining Walls 3
08. Surfacing 1
09. Superstructure Drainage 1
10. Kerbs / Sidewalks 1
11. Parapet 3
12. Pier Protection Works 1
13. Pier Foundations 4
14. Piers, Columns & Arch Springings 5
15. Bearings 3
16. Support Drainage 1
17. Expansion Joints 1
18. Longitudinal Members & Cable Groups 5
19. Transverse Members 5
20. Decks, Slabs & Arches 5
21. Miscellaneous Items 1
Table 2: Proposed Weight Set for ACI Calculation for a Bridge (Cellular) and Major Culvert
Inspection Item Weight for CI Calculation
01. Apron Slabs & Cut Off Walls 1
02. Wing / Ret / Head Walls 3
03. Scour Protection Works 3
04. Embankment/s 2
05. Waterway 5
06. Road Slabs 3
07. Roadway Joints 1
08. Guardrails 1
09. Parapets / Handrails 3
10. Walls 5
11. Top Slab 5
12. Invert Slab/Foundations 5
13. Cell Deformation 5
14. Miscellaneous Items 1
Table 3: Proposed Weight Set for ACI Calculation for a Lesser Culvert
Inspection Item Weight for CI Calculation
01. Inlet Works 1
02. Outlet Works 1
03. Barrel(s) 5
04. Waterway 5
05. Embankments 3
Table 4: Proposed Weight Set for ACI Calculation for a Retaining Wall
Inspection Item Weight for CI Calculation
01. External Drainage 2
02. Slope Protection 2
03. Wall 4
04. Joints 1
05. Internal Drainage 2
06. Foundation 3
07. Miscellaneous 1
Table 5: Proposed Weight Set for ACI Calculation for a Gantry
Inspection Item Weight for CI Calculation
01. Guardrails 1
02. Foundations 3
03. HD Bolts and Base Plates 3
04. Vertical Member 3
05. Horizontal Member 3
06. Sign Face 2
07. Sign Fasteners 2
08.Miscellaneous Items 1
Table 6: Proposed Weight Set for ACI Calculation for a Tunnel
Inspection Item Weight for CI Calculation
01. Portals 3
02. Slope Protection 2
03. Rock Fall Protection 2
04. Drainage 2
05. Road Surface 2
06. Lining 4
07. Joints 1
08. Operational Services 4
09. Miscellaneous 1
APPENDIX J-9
PANEL INSPECTION FORM
PANEL INSPECTION FORM
Road No. Date / /
From Description Km
To Description Km
Project Status
VCI Too Low Correct Too High
FI Too Low Correct Too High
PROPOSED M&R CATEGORY
Routine Maint.
Periodic Maint.
Resurfacing
Special Maint.
Rehabi-litation
Recon-struction
PROPOSED M&R MEASURES
Patching Isolated Extensive Crack Seal Isolated Extensive
Seal/Surface Type Stone Size Binder
Layer Work
Shoulder Work Subsoil
Climbing Lanes Geometry
STRUCTURES
Description Km Make Safe Routine Specific
OTHER ASSETS
Description Km M&R Required
FURTHER INVESTIGATIONS
District Consultant H/Office
PRIORITY
E. Urgent Urgent Important L. Important
REMARKS
Road Asset Management Plan (RAMP) – March 2013 Page 1
APPENDIX J-10
GUIDE AND FORMAT FOR PREPARATION OF A ROAD
ASSET MANAGEMENT PLAN (RAMP)
(TEMPLATE 2013)
Road Asset Management Plan (RAMP) – March 2013 Page 2
This guide and format for preparation of a Road Asset Management Plan (RAMP) is provided as
companion document to the TMH22 technical methods for Road Asset Management Systems.
It provides the format to be used by South African road authorities in preparation of their annual
Road Asset Management Plans.
It is based on a template made available by the National Department of Transport and follows
the template layout.
Road Asset Management Plan (RAMP) – March 2013 Page 3
Table of Contents
Executive Summary ....................................................................................................................... 4
Section 1: Introduction ................................................................................................................. 4
1.1 Statement ............................................................................................................................................... 4
1.2 Background ........................................................................................................................................... 5
1.3 Goals and Objectives of the RAMP .................................................................................................. 5
1.4 RAMP Framework ............................................................................................................................... 5
1.5 Planning Approach and Methodology ........................................................................................... 5
Section 2: Road Network ............................................................................................................. 6
Section 3: Level of Service .......................................................................................................... 6
Section 4: Situational Analysis (Current asset condition and performance) ............ 7
4.1 Inventory Data ..................................................................................................................................... 8
4.2 Usage of the Assets .............................................................................................................................. 9
4.3 Engineering Condition of the Assets .............................................................................................. 9
4.4 Functional Condition of the Assets ............................................................................................... 10
4.5 Comparative Conditions .................................................................................................................. 10
4.6 Vehicle Operating Costs and Excess User Costs ........................................................................ 11
4.7 Asset Valuation .................................................................................................................................. 11
4.8 Remaining Useful Lives of Assets .................................................................................................. 12
4.9 Risks ...................................................................................................................................................... 12
4.10 Trend Analysis ................................................................................................................................. 12
4.11 Performance Gap Analysis (Problem Statements) ................................................................ 13
4.12 Summarising of Indices / Determining Composite Indices ................................................. 13
Section 5: Demand or Need Determination ......................................................................... 14
5.1 Need Determination for Current Assets ...................................................................................... 14
5.2 Demand for new assets .................................................................................................................... 18
Section 6: Asset Management ................................................................................................. 19
Section 7: Financial Summary ................................................................................................. 21
Section 8: Organisational and Support Plan Structure ................................................... 22
Section 9: Plan Improvement and Monitoring .................................................................... 23
Section 10: Job Creation and Skills Development ............................................................ 24
Section 11: SWOT Analysis ...................................................................................................... 26
Section 12: References and Appendices ............................................................................. 26
Declaration ...................................................................................................................................... 27
Ro
ad
Ass
et M
an
ag
emen
t P
lan
(R
AM
P)
– M
arc
h 2
01
3
Pa
ge
4
Exe
cuti
ve S
um
mar
y
The
Exe
cutiv
e S
umm
ary
shou
ld e
mph
asiz
e th
e ke
y is
sues
and
rec
omm
enda
tions
cont
aine
d in
the
bod
y of
the
RA
MP
and
pro
vide
a c
onci
se o
verv
iew
of
the
entir
e
plan
.
Sec
tion
1:
Intr
od
uct
ion
1.1
Sta
tem
ent
The
cus
todi
an o
f the
roa
d in
fras
truc
ture
sho
uld
stat
e:
• T
he n
ame
of th
e ow
ner
of th
e ro
ad in
fras
truc
ture
T
MH
22 –
Def
initi
on fo
r ‘o
wne
r’ (in
GIA
MA
re
ferr
ed to
as
‘Cus
todi
an’)
• th
e na
me
of th
e cu
stod
ian
of th
e ro
ad in
fras
truc
ture
ass
ets
(the
nam
e of
the
Roa
d A
utho
rity)
T
MH
22 –
Def
initi
on fo
r ‘c
usto
dian
’ (in
GIA
MA
re
ferr
ed to
as
‘Use
r’)
• th
e na
me
of th
e in
fras
truc
ture
uni
t of t
he R
oad
Aut
horit
y th
at p
repa
red
the
RA
MP
• th
e ro
ad a
sset
man
agem
ent l
evel
bei
ng p
ract
iced
by
the
Roa
d A
utho
rity
(if
diffe
rent
for
asse
t typ
es, t
hen
prov
ide
a ta
bula
r lis
ting)
T
MH
22
– A
.3.3
Lev
els
of A
sset
Man
agem
ent
• th
e na
mes
and
qua
lific
atio
ns o
f the
offi
cial
/s o
f the
Roa
d A
utho
rity
that
su
perv
ised
the
prep
arat
ion
of th
e R
AM
P
• th
at th
e R
oad
Aut
horit
y ha
s pr
epar
ed a
nd s
igne
d a
‘Roa
d A
sset
M
anag
emen
t Pol
icy’
doc
umen
t of w
hich
a c
opy
is a
ttach
ed a
s A
ppen
dix
A
TM
H22
– A
.3.1
Pol
icy
• th
at th
e de
clar
atio
n of
the
age
of th
e da
ta a
nd th
e qu
ality
ther
eof i
s at
tach
ed
as A
ppen
dix
B a
nd s
igne
d by
the
Roa
d A
utho
rity
To
conf
irm th
e ag
e an
d qu
ality
of t
he d
ata
• th
at th
e D
ecla
ratio
n of
App
endi
x B
is a
lso
com
plet
ed r
egar
ding
oth
er m
atte
rs
of th
e pr
epar
atio
n of
the
RA
MP
•
that
the
gap
anal
ysis
of t
he a
sset
man
agem
ent m
atur
ity le
vel o
f the
Roa
d A
utho
rity
is a
ttach
ed a
s A
ppen
dix
C
To
conf
irm th
e st
atus
of a
sset
man
agem
ent b
y
Ro
ad
Ass
et M
an
ag
emen
t P
lan
(R
AM
P)
– M
arc
h 2
01
3
Pa
ge
5
the
Roa
d A
utho
rity,
at t
he ti
me
of th
e pr
epar
atio
n of
the
RA
MP
1.2
Bac
kgro
un
d
Pro
vide
an
over
view
of
wha
t is
bein
g ad
dres
sed
in th
e R
AM
P.
Thi
s is
in fa
ct a
pr
oble
m s
tate
men
t. It
sho
uld
also
giv
e a
chro
nolo
gica
l ped
igre
e in
to th
e pr
oble
m.
Pro
vide
a h
igh
leve
l ove
rvie
w. T
he s
ervi
ce
deliv
ery
mod
el s
houl
d in
fluen
ce th
e pl
an.
Ref
er to
this
and
any
sal
ient
feat
ures
of t
he
deliv
ery
mod
el .
1.3
Go
als
and
Ob
ject
ives
of
the
RA
MP
P
rovi
de th
e re
ason
s an
d ju
stifi
catio
ns a
s to
why
it is
nec
essa
ry to
man
age
the
road
in
fras
truc
ture
in s
uppo
rt o
f the
rel
evan
t ow
ner
auth
ority
func
tions
.
1.4
RA
MP
Fra
mew
ork
Thi
s is
a li
stin
g of
the
cont
ent o
f the
RA
MP
, with
a v
ery
brie
f sum
mar
y of
eac
h se
ctio
n th
at p
rovi
des
the
read
er w
ith a
gui
de o
r ro
ad m
ap fo
r st
ruct
ured
rea
ding
.
For
ass
ets
man
aged
at L
evel
III a
sset
man
agem
ent,
the
RA
MP
wou
ld o
nly
be fo
r a
few
yea
rs; f
or a
sset
s m
anag
ed a
t Lev
el IV
and
hig
her,
the
RA
MP
sho
uld
be fo
r 10
ye
ars.
The
RA
MP
sho
uld
be u
pdat
ed a
nnua
lly.
1.5
Pla
nn
ing
Ap
pro
ach
an
d M
eth
od
olo
gy
Des
crib
e th
e R
oad
Aut
horit
y’s
plan
ning
app
roac
h fo
r id
entif
icat
ion
of n
eeds
for
mai
nten
ance
and
reh
abili
tatio
n of
exi
stin
g in
fras
truc
ture
, and
nee
ds fo
r be
tterm
ent,
upgr
adin
g an
d ne
w in
fras
truc
ture
. In
clud
e th
e m
odel
ing
skill
s ne
cess
ary
to d
evel
op
scen
ario
s of
futu
re n
eeds
and
ele
gant
sol
utio
ns to
the
prob
lem
s. I
nclu
des
a br
ief
desc
riptio
n of
the
Roa
d A
utho
rity’
s co
mpu
ter
syst
ems
(RA
MS
, but
see
com
men
t rig
ht),
its
func
tiona
litie
s an
d st
ate
of r
eadi
ness
to a
chie
ve th
e ou
tline
d ob
ject
ives
.
Thi
s is
a U
-AM
P (
cust
odia
n), n
ote
if a
stra
tegi
c pl
anni
ng p
roce
ss w
as h
eld
with
the
TM
H22
- A
.3.7
RA
MS
enc
ompa
sses
muc
h m
ore
than
the
com
pute
r sy
stem
s re
quire
d to
m
anag
e th
e as
set d
ata
and
rela
ted
algo
rithm
s, p
roce
dure
s an
d re
port
s.
GIA
MA
, Act
19
of 2
007,
Sec
tions
6 a
nd 7
Ro
ad
Ass
et M
an
ag
emen
t P
lan
(R
AM
P)
– M
arc
h 2
01
3
Pa
ge
6
owne
r (C
-AM
P)
for
alig
nmen
t to
stra
tegi
c se
rvic
e de
liver
y ob
ject
ives
of t
he o
wne
r.
Sec
tion
2:
Ro
ad N
etw
ork
Pre
sent
all
the
road
net
wor
ks w
ithin
the
area
of j
uris
dict
ion
of th
e R
oad
Aut
horit
y as
w
ell a
s th
e se
ctio
n of
the
netw
ork
that
the
Roa
d A
utho
rity
of th
is R
AM
P is
ac
coun
tabl
e fo
r. S
peci
fic r
efer
ence
to r
oad
netw
orks
of a
ny h
ighe
r ro
ad a
utho
ritie
s al
so r
epre
sent
ed in
the
area
of j
uris
dict
ion
shou
ld b
e m
ade,
as
wel
l as
low
er le
vel
road
aut
horit
ies.
The
se s
houl
d al
l be
liste
d, p
rovi
ding
the
broa
der
cont
ext w
ithin
w
hich
the
Roa
d A
utho
rity
oper
ates
as
cust
odia
n, b
ut p
erha
ps a
lso
prov
idin
g su
ppor
t to
oth
er r
oad
auth
oriti
es.
The
roa
d ne
twor
k of
the
Roa
d A
utho
rity
shou
ld b
e re
pres
ente
d th
roug
h a
GIS
map
(o
nly
show
ing
whi
ch r
oads
are
und
er th
e ju
risdi
ctio
n of
the
Roa
d A
utho
rity)
, as
wel
l as
in ta
bula
r su
mm
ary
form
at –
list
cle
arly
as
road
km
and
car
riage
way
km
leng
ths
per
road
type
.
TM
H22
– P
AR
T F
.2 E
xten
t of A
sset
s
For
car
riage
way
km
leng
ths,
bot
h th
e ca
rria
gew
ays
of d
ual r
oads
and
div
ided
roa
ds
are
adde
d to
the
tota
l len
gth
Sec
tion
3:
Lev
el o
f S
ervi
ce
Min
imum
con
ditio
ns a
nd s
ervi
ce le
vels
are
set
by
Nat
iona
l Gov
ernm
ent a
nd u
pdat
ed
from
tim
e to
tim
e. In
set
ting
thes
e co
nditi
ons
the
need
s of
use
rs a
s w
ell a
s so
cio-
econ
omic
fact
ors,
ris
ks a
nd th
e co
nseq
uenc
es o
f fai
lure
are
con
side
red.
The
TM
H22
doc
umen
t dis
cuss
es d
ata
colle
ctio
n is
sues
for
usag
e an
d co
nditi
on
data
, and
the
stat
us o
f the
se, a
s us
ed in
this
RA
MP
, sha
ll be
dec
lare
d in
App
endi
x A
to
this
RA
MP
. T
he p
urpo
se o
f the
dec
lara
tion
is in
ter
alia
to h
ave
a re
cord
of t
he
age
and
qual
ity o
f the
dat
a.
The
TM
H22
doc
umen
t als
o re
flect
s th
e m
inim
um s
tand
ards
for
road
infr
astr
uctu
re
cond
ition
and
func
tiona
l con
ditio
n, in
gen
eral
per
RC
AM
cla
ss o
f roa
d, a
nd
expr
esse
d as
con
ditio
n an
d fu
nctio
nal i
ndic
es.
It al
so r
efle
cts
inte
rven
tion
leve
ls fo
r
TM
H22
– P
AR
T D
Usa
ge a
nd C
ondi
tion
Dat
a
TM
H22
– P
AR
T F
, F.7
pro
vide
s m
inim
um
cond
ition
and
ser
vice
leve
ls, p
er r
oad
clas
s.
Ro
ad
Ass
et M
an
ag
emen
t P
lan
(R
AM
P)
– M
arc
h 2
01
3
Pa
ge
7
trea
tmen
ts.
Sec
tion
3 sh
ould
con
tain
a s
umm
ary
of m
inim
um c
ondi
tions
and
sta
ndar
ds u
sed
for
this
RA
MP
. W
here
diff
eren
t sta
ndar
ds a
re a
imed
for,
thes
e sh
ould
be
disc
usse
d,
with
mot
ivat
ions
reg
ardi
ng th
ese
diffe
rent
targ
et le
vels
. W
here
the
sam
e st
anda
rds
as p
ublis
hed
in T
MH
22 a
re u
sed,
this
fact
sho
uld
be c
onfir
med
. W
here
no
stan
dard
s ar
e pr
ovid
ed in
TM
H22
, the
sta
ndar
ds u
sed
shou
ld b
e pr
esen
ted.
A ta
ble
indi
catin
g th
e va
rious
indi
ces
per
road
cla
ss, t
he p
ublis
hed
valu
es o
f TM
H22
and
va
lues
use
d in
the
RA
MP
with
mot
ivat
ions
whe
re d
iffer
ent,
wou
ld s
uffic
e. W
here
di
ffere
nt a
ppro
ache
s ar
e us
ed th
an p
ublis
hed
in T
MH
22 (
eg in
sum
mar
izin
g in
dice
s)
thes
e sh
ould
be
docu
men
ted.
Sec
tion
3 sh
ould
als
o do
cum
ent a
ny c
hang
es to
leve
ls o
f ser
vice
, as
publ
ishe
d in
D
OR
A o
f any
par
ticul
ar y
ear,
and
app
lied
(or
not a
pplie
d) in
pre
para
tion
of th
is
RA
MP
.
It m
ay b
e ne
cess
ary
to lo
wer
som
e st
anda
rds
curr
ently
giv
en b
udge
t con
stra
ints
and
as
set c
ondi
tions
. If s
o, th
is s
houl
d be
sta
ted
here
, and
the
plan
to a
chie
ve s
tand
ards
in
the
long
er te
rm d
ocum
ente
d he
re.
Thi
s w
ill b
e kn
own
once
Sec
tion
5 ha
s be
en
com
plet
ed.
Sec
tion
4:
Sit
uat
ion
al A
nal
ysis
(C
urr
ent
asse
t co
nd
itio
n a
nd
per
form
ance
)
Thi
s se
ctio
n sh
ould
pre
sent
a s
ituat
iona
l ana
lysi
s, c
ompa
ring
actu
al c
ondi
tions
and
se
rvic
e le
vels
bei
ng p
rovi
ded
(the
cur
rent
sta
te)
agai
nst t
he m
inim
um a
s do
cum
ente
d in
Sec
tion
3 fo
r th
is R
AM
P (
the
min
imum
sta
te).
The
situ
atio
nal a
naly
sis
is a
ver
y im
port
ant p
art o
f the
RA
MP
. It
will
con
cern
an
alyz
ing
of th
e co
llect
ed d
ata,
pro
cess
ing
ther
eof t
o th
e va
rious
indi
ces,
follo
wed
by
com
paris
ons
to v
ario
us le
vels
of s
ervi
ce a
s do
cum
ente
d as
min
imum
targ
ets.
TM
H22
– P
AR
T F
Situ
atio
nal a
naly
sis
Ro
ad
Ass
et M
an
ag
emen
t P
lan
(R
AM
P)
– M
arc
h 2
01
3
Pa
ge
8
The
situ
atio
nal a
naly
sis
will
, nec
essa
rily,
be
RC
AM
cla
ssifi
catio
n dr
iven
. It
assu
mes
th
at th
e R
CA
M c
lass
ifica
tion
has
been
pro
perly
com
plet
ed (
refe
r th
e D
ecla
ratio
n,
App
endi
x B
). N
ote
how
ever
that
the
RC
AM
cla
ssifi
catio
n us
es a
‘fut
ure
year
’ cl
assi
ficat
ion
appr
oach
, ie
road
s ar
e cl
assi
fied
acco
rdin
g to
thei
r fu
ture
req
uire
d cl
assi
ficat
ion,
but
this
nor
mal
ly o
nly
affe
cts
a m
inim
um n
umbe
r of
roa
ds. I
t sho
uld
be
docu
men
ted
whi
ch r
oads
are
cla
ssifi
ed h
ighe
r th
an th
eir
curr
ent R
CA
M c
lass
es, a
nd
if su
bsta
ntia
l, th
e si
tuat
iona
l ana
lysi
s sh
ould
rat
her
be d
one
in te
rms
of th
e ‘c
urre
nt
clas
sific
atio
n’ b
ased
on
the
curr
ent f
unct
ions
. .
The
situ
atio
nal a
naly
sis
will
incl
ude,
as
a m
inim
um, a
num
ber
of ta
bles
, all
supp
orte
d by
cle
ar g
raph
s of
the
tabu
lar
data
and
cle
ar d
escr
iptio
ns o
f gen
eral
and
not
e-w
orth
y as
pect
s. A
part
from
com
paris
ons
per
RC
AM
cla
ss, c
ompa
rison
s pe
r ad
min
istr
ativ
e ar
eas
may
als
o be
req
uire
d to
obt
ain
an u
nder
stan
ding
of t
he r
elev
ant d
iffer
ence
s am
ong
the
area
s. G
raph
s sh
owin
g ro
ad le
ngth
s or
ass
et n
umbe
rs s
houl
d be
use
d,
but g
raph
s sh
owin
g pe
rcen
tage
s m
ay in
som
e ca
ses
be m
ore
expr
essi
ve.
TR
H 2
6, R
CA
M
4.1
Inve
nto
ry D
ata
• A
tabu
lar
sum
mar
y of
the
road
net
wor
k un
der
juris
dict
ion
of th
e R
oad
Aut
horit
y, p
er r
oad
type
and
RC
AM
cla
ss, o
r pe
r ad
min
istr
ativ
e ar
ea.
In
addi
tion,
sta
te th
e le
ngth
pro
clai
med
and
un-
proc
laim
ed p
er c
lass
and
type
an
d be
ing
mai
ntai
ned.
Als
o st
ate
wha
t len
gths
are
und
er th
e ju
risdi
ctio
n of
th
e R
oad
Aut
horit
y, b
ut n
ot m
aint
aine
d. T
o av
oid
conf
usio
n, s
how
roa
d le
ngth
s as
wel
l as
carr
iage
way
leng
ths
and
lane
leng
ths.
Sui
tabl
e G
IS m
aps
can
also
dis
play
roa
d ty
pes,
RC
AM
cla
sses
, pro
clai
med
and
un-
proc
laim
ed,
mai
ntai
ned
and
unm
aint
aine
d ro
ads.
• A
tabu
lar
sum
mar
y of
the
num
bers
of o
ther
ass
ets
bein
g m
aint
aine
d, e
g br
idge
s, m
ajor
cul
vert
s, r
oad
sign
s, g
antr
ies,
etc
, or
leng
ths
of li
near
ass
ets
bein
g m
aint
aine
d, p
er r
oad
type
and
RC
AM
cla
ss o
r ad
min
istr
ativ
e ar
ea.
• A
tabu
lar
sum
mar
y of
the
age
of th
e as
sets
, per
ass
et ty
pes,
if n
eces
sary
per
TM
H22
, PA
RT
F.2
Ext
ent o
f the
ass
ets
Ro
ad
Ass
et M
an
ag
emen
t P
lan
(R
AM
P)
– M
arc
h 2
01
3
Pa
ge
9
com
pone
nt ty
pes.
4.2
Usa
ge
of
the
Ass
ets
A ta
bula
r su
mm
ary
of th
e us
age
of th
e as
sets
, per
roa
d ty
pe a
nd R
CA
M c
lass
(or
ad
min
istr
ativ
e ar
ea),
in A
AD
T a
nd v
km (
base
d on
car
riage
way
leng
ths)
. S
uita
ble
GIS
map
s ca
n al
so p
ortr
ay a
sset
usa
ge; o
ther
s ca
n di
spla
y pu
blic
tran
spor
t and
fr
eigh
t cor
ridor
s. F
or c
onfir
mat
ion
and
cont
ext,
AA
DT
of h
ighe
r ro
ad a
utho
rity
road
s sh
ould
be
obta
ined
and
sho
wn
in G
IS m
aps
as w
ell.
TM
H22
, PA
RT
F.3
Usa
ge
4.3
En
gin
eeri
ng
Co
nd
itio
n o
f th
e A
sset
s
The
se c
once
rn e
ngin
eerin
g in
dice
s. R
epor
ting
shou
ld b
e in
tabu
lar
sum
mar
ies
and
grap
hs, i
n te
rms
of th
e co
nditi
on c
ateg
orie
s, ty
pica
lly p
er r
oad
type
and
RC
AM
cla
ss
and
adm
inis
trat
ive
area
and
for
the
netw
ork
as a
who
le. L
engt
hs s
houl
d be
in te
rms
of c
arria
gew
ay le
ngth
s. T
he in
dice
s to
be
incl
uded
sho
uld
be a
t lea
st th
e fo
llow
ing.
• T
he c
ondi
tion
of th
e ro
ad li
nks,
in te
rms
of th
e va
rious
con
ditio
n in
dice
s, p
er
com
pone
nt.
• T
he c
ondi
tion
dist
ribut
ion
(leng
ths
and
perc
enta
ges
in v
ery
good
, goo
d, fa
ir,
poor
and
ver
y po
or).
• T
he p
rofil
ing
mea
sure
men
ts, i
n ca
tego
ries.
• T
he d
efle
ctio
n m
easu
rem
ents
, in
cate
gorie
s.
• T
he te
xtur
e m
easu
rem
ents
, in
cate
gorie
s.
• T
he c
ondi
tion
of th
e st
ruct
ure
asse
ts (
brid
ges,
maj
or c
ulve
rts,
etc
), in
term
s of
the
vario
us c
ondi
tion
indi
ces,
per
ass
et ty
pe.
• T
he c
ondi
tion
of th
e an
cilla
ry c
ompo
nent
s, in
term
s of
the
vario
us c
ondi
tion
TM
H22
, PA
RT
F.4
Cur
rent
Con
ditio
ns
Ro
ad
Ass
et M
an
ag
emen
t P
lan
(R
AM
P)
– M
arc
h 2
01
3
Pa
ge
10
indi
ces,
per
com
pone
nt.
4.4
Fu
nct
ion
al C
on
dit
ion
of
the
Ass
ets
The
se c
once
rn fu
nctio
nal i
ndic
es. R
epor
ting
shou
ld b
e in
tabu
lar
sum
mar
ies
and
grap
hs, i
n te
rms
of th
e fu
nctio
nal c
ateg
orie
s, ty
pica
lly p
er r
oad
type
and
RC
AM
cla
ss
and
adm
inis
trat
ive
area
and
for
the
netw
ork
as a
who
le. L
engt
hs s
houl
d be
in te
rms
of c
arria
gew
ay le
ngth
s. T
he in
dice
s to
be
incl
uded
sho
uld
be a
t lea
st th
e fo
llow
ing.
• V
olum
e ca
paci
ty o
r H
TM
.
• R
idin
g qu
ality
• S
kid
resi
stan
ce
• M
acro
text
ure
(MP
D)
• P
erso
nal i
njur
y ac
cide
nt o
r N
ET
SA
VE
• S
moo
th T
rave
l Exp
osur
e.
• Lo
w R
ut E
xpos
ure.
• H
igh
Tex
ture
Exp
osur
e
• F
unct
iona
l ind
ices
for
stru
ctur
es (
brid
ges,
maj
or c
ulve
rts,
ret
aini
ng w
alls
, ga
ntrie
s, tu
nnel
s, e
tc)
• O
vera
ll B
ridge
Con
ditio
n E
xpos
ure.
TM
H22
, PA
RT
F.4
Cur
rent
Con
ditio
ns
4.5
Co
mp
arat
ive
Co
nd
itio
ns
The
re a
re s
ever
al g
raph
ic to
ols
that
can
be
used
to d
ispl
ay c
ompa
rativ
e co
nditi
ons
for
each
type
of d
istr
ess
or in
dex
whe
re s
peci
fic is
sues
hav
e to
be
poin
ted
out i
n th
e
TM
H22
, PA
RT
F.5
Com
para
tive
cond
ition
s
Ro
ad
Ass
et M
an
ag
emen
t P
lan
(R
AM
P)
– M
arc
h 2
01
3
Pa
ge
11
deve
lopm
ent o
f the
RA
MP
. T
hese
sho
uld
be in
clud
ed h
ere.
4.6
Veh
icle
Op
erat
ing
Co
sts
and
Exc
ess
Use
r C
ost
s
The
Veh
icle
Ope
ratin
g C
ost f
or th
e ne
twor
k as
a w
hole
sho
uld
be c
alcu
late
d fo
r lig
ht
and
heav
y ve
hicl
es s
epar
atel
y, in
Ran
d pe
r km
. It
shou
ld a
lso
be c
alcu
late
d pe
r R
CA
M c
lass
and
roa
d ty
pe, a
nd if
con
side
red
appr
opria
te, p
er a
dmin
istr
ativ
e ar
ea,
and
disp
laye
d in
tabu
lar
and
grap
h fo
rmat
s.
Exc
ess
Use
r C
ost s
houl
d be
cal
cula
ted
as w
ell,
with
a s
peci
fic s
tate
men
t of w
hat I
RI
valu
e w
as u
sed
to c
alcu
late
the
EU
C.
It ca
n al
so b
e ca
lcul
ated
per
RC
AM
cla
ss a
nd
road
type
, for
the
netw
ork
as a
who
le o
r pe
r ad
min
istr
ativ
e ar
ea.
TM
H22
, PA
RT
F.1
0, V
ehic
le O
pera
ting
Cos
t an
d E
xces
s U
ser
Cos
ts.
4.7
Ass
et V
alu
atio
n
The
RA
MP
sho
uld
prov
ide
info
rmat
ion
on th
e va
luat
ion
of th
e in
fras
truc
ture
ass
ets.
T
his
shou
ld in
clud
e th
e re
plac
emen
t val
ue o
f the
ass
ets,
as
wel
l as
the
depr
ecia
ted
repl
acem
ent v
alue
.
The
Cur
rent
Rep
lace
men
t Cos
t (C
RC
) sh
ould
pro
vide
a fa
ir an
d re
ason
able
val
ue o
f w
hat i
t wou
ld c
ost t
o re
plac
e th
e as
set b
ased
on
rece
nt c
onst
ruct
ion
cost
of s
imila
r as
sets
. U
nit r
ates
sho
uld
incl
ude
mar
k up
s fo
r pl
anni
ng, d
esig
n an
d ad
min
istr
atio
n.
The
Dep
reci
ated
Rep
lace
men
t Cos
t (D
RC
) or
cur
rent
ass
et v
alue
sho
uld
be
calc
ulat
ed fo
r fin
anci
al r
epor
ting
as th
e pr
oduc
t of t
he C
RC
and
the
RU
L/E
UL
ratio
, w
here
RU
L is
the
rem
aini
ng u
sefu
l life
of e
ach
com
pone
nt a
s de
term
ined
from
its
cond
ition
and
the
age
of th
e as
set a
nd it
s de
prec
iatio
n cu
rve,
and
EU
L is
the
expe
cted
use
ful l
ife fo
r ea
ch c
ompo
nent
type
of e
ach
stan
dard
. P
ublis
hed
expe
cted
us
eful
live
s fo
r ea
ch c
ompo
nent
type
sho
uld
be u
sed
initi
ally
for
EU
L, b
ut s
houl
d be
ad
just
ed la
ter
base
d on
act
ual c
ondi
tion
data
of t
he c
ompo
nent
type
.
Gra
phic
dis
play
s of
DR
C v
c C
RC
for
vario
us a
sset
type
s sh
ould
be
prov
ided
in th
is
TM
H22
, PA
RT
C A
sset
Val
uatio
ns
TM
H22
, PA
RT
F.1
2 D
epre
ciat
ed A
sset
V
alue
s
Ro
ad
Ass
et M
an
ag
emen
t P
lan
(R
AM
P)
– M
arc
h 2
01
3
Pa
ge
12
sect
ion.
It w
ould
pro
vide
a c
ompa
rison
of t
he r
elev
ant v
alue
s of
the
vario
us a
sset
ty
pes,
as
wel
l as
the
depr
ecia
tion
of e
ach
asse
t typ
e.
4.8
Rem
ain
ing
Use
ful L
ives
of
Ass
ets
Fin
anci
al r
epor
ting
requ
ires
the
calc
ulat
ion
of r
emai
ning
use
ful l
ives
(R
ULs
) of
as
sets
. T
he R
UL
is th
e lif
e le
ft fr
om th
e cu
rren
t con
ditio
n in
dex
to a
con
ditio
n in
dex
of z
ero
at w
hich
poi
nt th
e co
mpo
nent
has
no
rem
aini
ng u
sefu
l life
.
Pow
er c
urve
s sh
ould
be
used
for
perf
orm
ance
pre
dict
ion.
Typ
ical
ly, f
or r
oad
asse
t co
mpo
nent
s an
exp
onen
t of 2
is u
sed
for
the
vario
us c
ompo
nent
s ex
cept
the
form
atio
n w
here
str
aigh
t lin
e de
prec
iatio
n is
nor
mal
ly r
epre
sent
ativ
e of
the
usef
ulne
ss o
f the
form
atio
n ov
er ti
me.
App
aren
t age
cal
cula
tions
and
EU
L ad
just
men
ts s
houl
d be
don
e be
fore
RU
L ca
lcul
atio
ns a
re fi
nalis
ed.
Gra
phic
dis
play
s of
per
cent
age
of a
sset
s w
ith R
UL
in v
ario
us a
ge c
ateg
orie
s sh
ould
be
pro
vide
d in
this
sec
tion.
TM
H22
, PA
RT
F.1
2 D
epre
ciat
ed A
sset
V
alue
s.
4.9
Ris
ks
Ris
k ca
lcul
atio
ns o
n ne
twor
k le
vel a
re n
ot c
urre
ntly
req
uire
d. H
owev
er, i
t sho
uld
not
dete
r as
set m
anag
ers
from
sta
ting
pote
ntia
l hig
h ris
ks d
ue to
con
ditio
n fa
ilure
of
asse
ts, c
apac
ity fa
ilure
, lev
el o
f ser
vice
failu
re a
nd b
udge
t fai
lure
.
TM
H22
, F.7
Min
imum
Con
ditio
ns a
nd S
ervi
ce
Leve
ls
4.10
Tre
nd
An
alys
is
Tre
nd a
naly
sis
form
s an
impo
rtan
t par
t of a
ny s
ituat
iona
l ana
lysi
s an
d co
ncer
ns
com
paris
on o
f cur
rent
and
his
toric
indi
ces.
Tre
nd a
naly
sis
assi
sts
to s
how
the
effe
ctiv
enes
s of
pre
viou
s as
set m
anag
emen
t pla
ns, a
nd s
houl
d be
don
e fo
r co
nditi
on a
nd fu
nctio
nal a
naly
sis
of a
ll as
sets
.
TM
H22
, PA
RT
F.6
Con
ditio
n tr
ends
Ro
ad
Ass
et M
an
ag
emen
t P
lan
(R
AM
P)
– M
arc
h 2
01
3
Pa
ge
13
Tre
nd a
naly
sis
grap
hs s
houl
d sh
ow th
e di
strib
utio
n of
con
ditio
n of
the
road
s in
eac
h hi
stor
ic y
ear
incl
udin
g th
e la
test
, allo
win
g tr
ends
to b
e di
scer
ned,
for
taki
ng in
to
acco
unt i
n th
e R
AM
P p
repa
ratio
n. T
he g
raph
s sh
ould
be
prod
uced
for
the
entir
e ro
ad n
etw
ork
as w
ell a
s pe
r ad
min
istr
ativ
e ar
ea a
nd R
CA
M c
lass
.
The
sum
mar
ised
indi
ces
for
the
who
le n
etw
ork
or p
arts
of t
he n
etw
ork
shou
ld a
lso
be d
ispl
ayed
for
the
year
s of
ass
essm
ent.
The
tren
d an
alys
is s
houl
d in
clud
e cl
ear
desc
riptio
ns o
f gen
eral
and
not
e-w
orth
y as
pect
s.
4.11
Per
form
ance
Gap
An
alys
is (
Pro
ble
m S
tate
men
ts)
The
mai
n pu
rpos
e of
the
situ
atio
nal a
naly
sis
is to
com
pare
act
ual c
ondi
tions
and
se
rvic
e le
vels
bei
ng p
rovi
ded
(the
cur
rent
sta
te)
agai
nst t
he m
inim
um a
s do
cum
ente
d in
Sec
tion
3 fo
r th
is R
AM
P (
the
min
imum
sta
te).
Thi
s is
don
e by
co
mpa
ring
the
abov
e st
atis
tics
with
req
uire
men
ts th
at a
re s
et fo
r ea
ch R
CA
M c
lass
of
roa
d an
d ea
ch ty
pe o
f con
ditio
n in
dica
tor.
All
the
grap
hs a
nd tr
ends
sho
uld
be a
naly
sed
to d
isce
rn a
nd s
umm
aris
e th
e pr
edom
inan
t pro
blem
s an
d pr
epar
e th
e pr
oble
m s
tate
men
ts.
It sh
ould
be
done
suc
h th
at it
focu
ses
the
atte
ntio
n of
ass
et m
anag
ers
and
deci
sion
mak
ers
on th
ese
prob
lem
s. B
ulle
t poi
nt s
umm
arie
s, s
uppo
rted
by
grap
hica
l dis
play
s an
d w
here
re
leva
nt G
IS m
aps
(to
high
light
spa
tial i
nequ
aliti
es o
r di
ffere
ntia
l pro
blem
s) s
houl
d be
use
d to
pre
sent
the
perf
orm
ance
gap
s.
TM
H22
, PA
RT
F.1
3 P
robl
em S
tate
men
ts
4.12
Su
mm
aris
ing
of
Ind
ices
/ D
eter
min
ing
Co
mp
osi
te In
dic
es
In a
ll ca
ses
it sh
ould
be
stat
ed w
hat a
ppro
ache
s w
ere
used
to s
umm
aris
e co
nditi
on
and
func
tiona
l ind
ices
to n
etw
ork
leve
l ind
ices
, eg
per
asse
t, pe
r ad
min
istr
ativ
e ar
eas,
per
RC
AM
cla
ss o
r pe
r fu
ll ne
twor
k.
TM
H22
, PA
RT
F.8
Sum
mar
isin
g In
dice
s
TM
H22
, PA
RT
F.9
Com
posi
te In
dice
s
Ro
ad
Ass
et M
an
ag
emen
t P
lan
(R
AM
P)
– M
arc
h 2
01
3
Pa
ge
14
Sec
tion
5:
Dem
and
or
Nee
d D
eter
min
atio
n
Dem
and
and
need
det
erm
inat
ion
is s
plitt
ed in
two,
dea
ling
first
ly w
ith n
eed
dete
rmin
atio
n of
cur
rent
ass
ets,
and
sec
ondl
y de
alin
g w
ith n
eed
dete
rmin
atio
n fo
r ne
w a
sset
s.
5.1
Nee
d D
eter
min
atio
n f
or
Cu
rren
t A
sset
s
The
bas
is o
f the
nee
d de
term
inat
ion
for
curr
ent a
sset
s sh
ould
be
the
situ
atio
nal
anal
ysis
of S
ectio
n 4,
spe
cific
ally
the
gap
anal
ysis
/ pr
oble
m s
tate
men
ts o
f 4.1
1.
The
nee
d an
alys
is s
houl
d be
aim
ed a
t lea
st a
t Ass
et M
anag
emen
t Lev
el II
I, bu
t R
oad
Aut
horit
ies
with
prim
arily
hig
her
orde
r ro
ads
shou
ld a
im fo
r Le
vel I
V a
nd
high
er.
How
ever
, diff
eren
tiatio
n in
ass
et ty
pes
wou
ld a
lso
be p
ossi
ble,
for
exam
ple
that
sur
faci
ngs,
pav
emen
ts a
nd fo
rmat
ions
of r
oad
links
be
man
aged
at L
evel
IV,
whi
le r
oad
sign
s ar
e m
anag
ed a
t Lev
el II
I.
The
nee
ds d
eter
min
atio
n sh
ould
add
ress
eac
h ca
tego
ry o
f nee
d an
d al
loca
te
fund
ing
base
d on
a r
atio
nal a
nd s
cien
tific
app
roac
h. T
he d
eter
min
atio
n sh
ould
in
clud
e co
nsid
erat
ion
of th
e R
CA
M fu
nctio
nal c
lass
of t
he r
oad
as w
ell a
s th
e ru
ling
traf
fic v
olum
e.
Nee
d de
term
inat
ion
shou
ld c
onsi
der
all o
f the
follo
win
g:
• C
yclic
al r
outin
e an
d pe
riodi
c m
aint
enan
ce n
eeds
: Use
alg
orith
ms
to
dete
rmin
e th
ese
with
diff
eren
tiatio
n by
RC
AM
cla
ss, w
eath
er a
nd tr
affic
se
nsiti
vity
• E
vent
driv
en r
outin
e m
aint
enan
ce n
eeds
: Use
his
toric
info
rmat
ion
to
dete
rmin
e es
timat
es o
f rep
airs
at s
hort
not
ice
• E
ngin
eerin
g co
nditi
on r
espo
nsiv
e ne
eds:
Det
erm
ine
the
need
s fo
r ro
utin
e m
aint
enan
ce, r
esur
faci
ng, r
egra
velli
ng, s
peci
al m
aint
enan
ce, r
ehab
ilita
tion
TM
H22
,PA
RT
A.3
.3 L
evel
s of
Ass
et
Man
agem
ent
TM
H22
, PA
RT
G.2
Cat
egor
ies
of N
eeds
TM
H22
, PA
RT
G.3
(a)
Mai
nten
ance
TM
H22
, PA
RT
G.4
Tec
hnic
al N
eeds
D
eter
min
atio
n
TM
H22
, PA
RT
G.5
Life
Cyc
le N
eeds
Ro
ad
Ass
et M
an
ag
emen
t P
lan
(R
AM
P)
– M
arc
h 2
01
3
Pa
ge
15
and
reco
nstr
uctio
n ba
sed
on e
ngin
eerin
g co
nditi
on d
ata
in a
tech
nica
l nee
ds
anal
ysis
bas
ed o
n in
terv
entio
n le
vels
and
trea
tmen
t sel
ectio
n ru
les
(unc
onst
rain
ed b
udge
t sce
nario
), a
s w
ell a
s fo
r ot
her
budg
et s
cena
rios
incl
udin
g th
e cu
rren
t bud
get,
and
vario
us b
udge
t sce
nario
s to
dem
onst
rate
im
pact
of b
udge
t sce
nario
s on
ass
et u
sers
, the
ass
ets
and
the
Roa
d A
utho
rity
• F
unct
iona
l con
ditio
n re
spon
sive
nee
ds: D
eter
min
e th
e ne
eds
for
bette
rmen
t, ex
pans
ion
and
upgr
adin
g ba
sed
on fu
nctio
nal c
ondi
tion
data
in a
tech
nica
l ne
eds
anal
ysis
bas
ed o
n in
terv
entio
n cr
iteria
suc
h as
traf
fic, a
ccid
ent d
ata,
vo
lum
e/ca
paci
ty a
naly
sis,
etc
• N
ew r
oads
and
new
anc
illar
y as
sets
: Ref
er 5
.2
Tec
hnic
al N
eeds
Det
erm
inat
ion
The
men
tione
d te
chni
cal n
eeds
ana
lysi
s an
d its
res
ulta
nt in
vest
men
t nee
ds p
er
need
cat
egor
y sh
ould
ser
ve a
s ba
sis
for
com
parin
g th
e cu
rren
t bud
get a
nd it
s sp
lits
amon
gst t
reat
men
t (ne
ed)
cate
gorie
s ag
ains
t.
Thi
s pr
ovid
es th
e bu
dget
sho
rtfa
ll in
to
tal a
nd p
er n
eed
cate
gory
and
eva
luat
es th
e al
loca
tions
of t
he c
urre
nt b
udge
t to
the
vario
us n
eed
cate
gorie
s.
The
se b
udge
t sho
rtfa
lls s
houl
d be
dis
play
ed in
tabu
lar
and
grap
hic
form
at.
The
tech
nica
l nee
ds a
naly
sis
is ty
pica
lly o
f im
med
iate
to s
hort
-ter
m d
urat
ion
and
does
not
add
ress
futu
re n
eeds
bas
ed o
n pe
rfor
man
ce p
redi
ctio
n, u
nles
s do
ne
thro
ugh
a Li
fe C
ycle
Cos
t Ben
efit
Ana
lysi
s, w
here
the
first
trea
tmen
ts o
f str
ateg
ies
over
a s
hort
term
(1
to 5
yea
rs),
und
er n
o bu
dget
con
stra
ints
, are
con
side
red
as th
e te
chni
cal n
eeds
. Suc
h an
ana
lysi
s is
not
req
uire
d no
r po
ssib
le fo
r Le
vel I
II as
set
man
agem
ent.
Life
Cyc
le N
eeds
Det
erm
inat
ion
The
det
erm
inat
ion
of th
e lif
e cy
cle
need
s is
req
uire
d fo
r Le
vel I
V a
nd h
ighe
r as
set
Det
erm
inat
ion
TM
H22
, PA
RT
G.4
Tec
hnic
al N
eeds
D
eter
min
atio
n
TM
H22
, PA
RT
G.4
Tec
hnic
al N
eeds
D
eter
min
atio
n
Ro
ad
Ass
et M
an
ag
emen
t P
lan
(R
AM
P)
– M
arc
h 2
01
3
Pa
ge
16
man
agem
ent.
A L
ife C
ycle
Cos
t Ben
efit
Ana
lysi
s (L
CC
BA
) ca
n on
ly b
e do
ne
thro
ugh
suita
ble
softw
are
that
allo
ws
capt
urin
g / c
onfig
urat
ion
of p
erfo
rman
ce
pred
ictio
n m
odel
s, tr
igge
rs /
inte
rven
tion
leve
ls, s
trat
egy
gene
ratio
n w
ith u
ser
and
engi
neer
ing
bene
fit q
uant
ifica
tion,
as
wel
l as
life
cycl
e co
st, s
peci
fyin
g of
ben
efit
func
tion,
net
wor
k op
timiz
atio
n.
The
LC
CB
A is
par
t of t
he s
trat
egic
ana
lysi
s an
d th
e fo
llow
ing
anal
yses
sho
uld
be
done
to o
btai
n an
und
erst
andi
ng o
f the
impa
cts
of th
e po
licy
and
budg
et s
cena
rios
on th
e ro
ad u
sers
, the
roa
d as
sets
and
the
Roa
d A
utho
rity:
• T
he c
urre
nt b
udge
t, op
timiz
ed, d
eter
min
ing
its im
pact
s an
d th
e op
timum
in
vest
men
t allo
catio
n pe
r tr
eatm
ent c
ateg
ory,
als
o fo
r co
mpa
rison
with
any
pl
anne
d al
loca
tion
of th
e cu
rren
t bud
get b
y th
e R
oad
Aut
horit
y (s
ee n
ext
bulle
t); m
axim
izin
g pr
eser
vatio
n of
the
asse
ts a
nd m
inim
izin
g to
tal
tran
spor
tatio
n co
sts
(roa
d us
er a
nd R
oad
Aut
horit
y co
sts)
• T
he c
urre
nt b
udge
t, no
t opt
imiz
ed, d
eter
min
ing
its im
pact
s du
e to
the
plan
ned
allo
catio
n of
the
curr
ent b
udge
t to
the
need
cat
egor
ies
by th
e R
oad
Aut
horit
y
• T
he le
vel o
f ser
vice
and
sta
ndar
ds n
eeds
ana
lysi
s, d
eter
min
ing
its im
pact
s an
d th
e o
ptim
um in
vest
men
t nee
ds p
er tr
eatm
ent c
ateg
ory
to a
chie
ve th
e le
vel o
f ser
vice
and
sta
ndar
ds o
f Sec
tion
3
• A
ny o
ther
pol
icy
and/
or b
udge
t sce
nario
ana
lysi
s th
at m
ight
be
nece
ssar
y to
de
mon
stra
te h
ow im
prov
ed n
etw
ork
perf
orm
ance
can
be
obta
ined
thro
ugh
polic
y (in
clud
ing
leve
l of s
ervi
ce a
nd s
tand
ards
) an
d bu
dget
adj
ustm
ents
. T
his
incl
udes
a r
e-an
alys
is o
f the
leve
l of s
ervi
ce a
nd s
tand
ards
nee
ds
anal
ysis
sho
uld
any
of th
ese
be lo
wer
ed fo
r an
y of
the
RC
AM
cla
sses
as
an
inte
rim m
easu
re.
The
res
ults
of t
hese
ana
lyse
s sh
ould
be
grap
hic
and
tabu
lar
disp
lays
of:
TM
H22
, PA
RT
G.5
Life
Cyc
le N
eeds
D
eter
min
atio
n
TM
H22
, PA
RT
G.6
Dec
isio
n S
uppo
rt S
yste
ms
TM
H22
, PA
RT
G.9
.2 S
trat
egic
pla
nnin
g an
d ou
tput
s
Ro
ad
Ass
et M
an
ag
emen
t P
lan
(R
AM
P)
– M
arc
h 2
01
3
Pa
ge
17
1 B
ack
log
is
de
fin
ed
as
the
pe
rce
nta
ge
of
an
ass
et,
or
ass
et
com
po
ne
nt,
in
a p
oo
r a
nd
ve
ry p
oo
r co
nd
itio
n
• Le
vel
of s
ervi
ce a
nd s
tand
ards
ind
ices
, sh
owin
g bo
th h
isto
ric a
nd e
xpec
ted
futu
re v
alue
s, fo
r th
e an
alys
ed s
cena
rios
• R
oad
user
impa
cts
for
the
anal
ysed
sce
nario
s
• E
xpec
ted
budg
et im
pact
s on
sel
ecte
d le
vel o
f se
rvic
e in
dice
s 5
and
10 y
ears
fr
om n
ow
• E
xpec
ted
back
logs
1 like
ly fo
r th
e an
alys
ed s
cena
rios
The
out
puts
of
the
stra
tegi
c an
alys
is s
houl
d be
pre
sent
ed t
o to
p m
anag
emen
t an
d a
final
dec
isio
n sh
ould
be
obta
ined
reg
ardi
ng t
he m
ost
likel
y in
vest
men
t sc
enar
io f
or
the
next
10
year
s.
For
Lev
el II
I ass
et m
anag
emen
t ran
king
with
in th
e va
rious
trea
tmen
t cat
egor
ies
shou
ld b
e do
ne a
ccor
ding
to e
cono
mic
par
amet
ers.
The
‘spe
cific
atio
n’ o
f eac
h LC
CB
A s
houl
d be
doc
umen
ted
for
repo
rtin
g w
ith th
e st
rate
gic
resu
lts a
nd th
e ta
ctic
al m
ulti-
year
mai
nten
ance
and
reh
abili
tatio
n pl
ans
(ref
er S
ectio
n 6)
. The
follo
win
g sh
ould
be
reco
rded
:
• A
des
crip
tion
of th
e an
alys
ed s
cena
rio a
nd it
s pu
rpos
e
• T
he to
tal b
udge
t of t
he s
cena
rio
• T
he d
ecis
ion
supp
ort s
yste
m u
sed
• T
he p
erfo
rman
ce p
redi
ctio
n m
odel
s us
ed
TM
H22
, PA
RT
G.7
.1 P
roje
ct r
anki
ng
TM
H22
, PA
RT
G.6
Dec
isio
n su
ppor
t sys
tem
s
TM
H22
, PA
RT
G.5
.1 E
lem
ents
of a
LC
CB
A;
PA
RT
G.9
.4 P
avem
ent P
erfo
rman
ce
Pre
dict
ion
Ro
ad
Ass
et M
an
ag
emen
t P
lan
(R
AM
P)
– M
arc
h 2
01
3
Pa
ge
18
• T
he u
nit c
osts
use
d
• T
he o
bjec
tive
func
tion
used
• T
he d
isco
unt r
ate
used
• W
heth
er fi
nanc
ial i
nfla
tion
was
inco
rpor
ated
in th
e an
alys
is
• T
he tr
igge
rs u
sed
to id
entif
y tr
eatm
ents
• T
he a
naly
sis
perio
d
• T
he q
uant
ifica
tion
of b
enef
its
• T
he o
ptim
izat
ion
met
hod
TM
H22
, PA
RT
G.8
.3 U
nit c
osts
TM
H22
, PA
RT
G.8
(a)
Net
wor
k O
ptim
isat
ion
TM
H22
, PA
RT
G.5
.1 E
lem
ents
of a
LC
CB
A
TM
H22
, PA
RT
G.5
.1 E
lem
ents
of a
LC
CB
A
TM
H22
, PA
RT
G.5
.1 E
lem
ents
of a
LC
CB
A
TM
H22
, PA
RT
G.8
(a)
Net
wor
k O
ptim
isat
ion
TM
H22
, PA
RT
G.8
.4 Q
uant
ifyin
g B
enef
its
TM
H22
, PA
RT
G.8
(b)
Opt
imis
atio
n m
etho
ds
5.2
Dem
and
fo
r n
ew a
sset
s
Des
crib
e th
e ba
sis
of d
eman
d de
term
inat
ion
give
n na
tiona
l roa
d po
licie
s (ie
R
ISF
SA
), p
rovi
ncia
l and
loca
l str
ateg
ic d
evel
opm
ent p
lans
that
are
like
ly to
influ
ence
de
man
d (t
he in
crea
se o
r re
duct
ion
of d
eman
d).
Eco
nom
ic a
nd s
ocia
l str
ateg
ies
influ
ence
dem
and,
als
o sp
atia
l dev
elop
men
t ini
tiativ
es a
nd la
nd u
se d
evel
opm
ents
. A
goo
d un
ders
tand
ing
of th
ese
issu
es s
houl
d he
lp to
iden
tify
dem
and
and
ther
efor
e al
low
pla
nnin
g to
be
done
acc
ordi
ngly
.
Dem
and
plan
ning
sho
uld
also
take
into
acc
ount
the
back
logs
in r
oad
infr
astr
uctu
re
prov
isio
n th
at e
xist
as
wel
l as
issu
es o
f acc
essi
bilit
y to
eco
nom
ic a
nd s
ocia
l am
eniti
es.
Dem
and
Man
agem
ent P
lan
Thi
s is
a g
ap a
naly
sis,
whe
re th
e R
oad
Aut
horit
y ha
s to
pro
vide
mor
e in
fras
truc
ture
to
mat
ch th
e ne
ed fo
r it.
Bes
ides
mat
chin
g in
fras
truc
ture
nee
ds, t
his
shou
ld b
e a
refle
ctio
n of
how
the
bala
nce
will
be
esta
blis
hed
betw
een
incr
easi
ng a
nd d
ecre
asin
g
Ro
ad
Ass
et M
an
ag
emen
t P
lan
(R
AM
P)
– M
arc
h 2
01
3
Pa
ge
19
dem
and
whe
re a
ppro
pria
te.
Thi
s sh
ould
be
influ
ence
d by
full
unde
rsta
ndin
g of
ov
eral
l str
ateg
ic d
evel
opm
ent p
riorit
ies,
pop
ulat
ion
tren
ds, t
rans
port
mod
es, e
tc.
Cha
nges
in T
echn
olog
y
The
se a
re la
bour
inte
nsiv
e te
chno
logi
es th
at a
re d
irect
ly a
ssoc
iate
d w
ith r
oad
cons
truc
tion
and
thei
r ef
fect
on
prod
uctiv
ity b
oth
in te
rms
of p
hysi
cal q
uant
ity a
nd
labo
ur o
utpu
t.
Dem
and
For
ecas
t / A
ntic
ipat
ion
Dem
and
is b
oth
curr
ent a
nd fu
ture
. It
coul
d be
that
the
Roa
d A
utho
rity
is m
eetin
g th
e cu
rren
t nee
d bu
t, at
som
e tim
e in
the
futu
re, i
t will
not
be
capa
ble
to m
eet t
he
then
cur
rent
dem
and.
Fai
lure
to m
eet c
urre
nt d
eman
d m
ay b
e du
e to
bac
klog
s. T
his
shou
ld b
e in
dica
ted
and
addr
esse
d in
this
sec
tion.
Car
eful
con
side
ratio
n sh
ould
be
give
n to
alig
nmen
t with
bro
ader
nat
iona
l, pr
ovin
cial
and
loca
l str
ateg
ic fu
ture
pla
ns.
Sho
uld
any
new
roa
ds o
r in
fras
truc
ture
faci
litie
s be
pla
nned
for
the
next
10
year
s,
thes
e sh
ould
be
note
d an
d co
sted
for
incl
usio
n in
the
RA
MP
.
Sec
tion
6:
Ass
et M
anag
emen
t
The
str
ateg
ic a
naly
sis
of S
ectio
n 5
shou
ld le
ad to
a d
ecis
ion
on th
e fin
al b
udge
t st
ream
mos
t lik
ely
bein
g av
aila
ble
for
the
next
5 to
10
year
s. T
he a
gree
d m
ulti-
year
ta
ctic
al p
lans
bas
ed o
n th
is a
ppro
ved
budg
et s
trea
m fo
r th
e m
anag
emen
t of t
he r
oad
infr
astr
uctu
re a
sset
s sh
ould
be
incl
uded
in th
is s
ectio
n. F
or L
evel
III a
sset
m
anag
emen
t, it
incl
udes
typi
cally
sho
rt te
rm p
lans
for
the
next
yea
r or
two
only
. F
or
Leve
l IV
and
hig
her,
it in
clud
es m
ulti-
year
opt
imiz
ed p
lans
for
the
vario
us tr
eatm
ent
cate
gorie
s. P
rior
to th
e fin
aliz
atio
n of
the
plan
s, c
onsi
dera
tion
shou
ld b
e gi
ven
to
‘pro
ject
bui
lt-up
’:
• C
onfir
mat
ion
of tr
eatm
ent r
ecom
men
datio
ns th
roug
h pa
nel i
nspe
ctio
ns,
whe
re a
ppro
pria
te; o
r m
ore
deta
iled
engi
neer
ing
inve
stig
atio
ns fo
r m
ore
TM
H22
, PA
RT
G
Ro
ad
Ass
et M
an
ag
emen
t P
lan
(R
AM
P)
– M
arc
h 2
01
3
Pa
ge
20
cost
ly tr
eatm
ents
(w
hich
mig
ht m
ove
thes
e ca
ndid
ates
to la
ter
year
s du
e to
tim
e re
quire
d fo
r de
sign
and
con
trac
tor
proc
urem
ent)
• C
ompi
latio
n of
mor
e vi
able
pro
ject
s, th
roug
h m
ergi
ng o
f can
dida
te p
roje
cts
acro
ss tr
eatm
ent t
ypes
and
yea
rs to
incr
ease
pro
ject
leng
ths
• In
clus
ion
of id
entif
ied
wor
k fo
r st
ruct
ures
with
roa
d pr
ojec
ts
• F
air
dist
ribut
ion
of fu
nds
amon
g ad
min
istr
ativ
e ar
eas
• T
ime
requ
ired
for
envi
ronm
enta
l app
rove
men
ts
• O
ther
soc
ial c
onsi
dera
tions
On
com
plet
ion
of th
e ab
ove,
mul
ti-ye
ar p
lans
sho
uld
be a
vaila
ble
for:
• C
yclic
al r
outin
e an
d pe
riodi
c m
aint
enan
ce n
eeds
(no
t per
roa
d)
• E
vent
driv
en r
outin
e m
aint
enan
ce n
eeds
(no
t per
roa
d)
• E
ngin
eerin
g co
nditi
on r
espo
nsiv
e ne
eds
for
rout
ine
mai
nten
ance
(no
t per
ro
ad),
res
urfa
cing
, reg
rave
lling
, spe
cial
mai
nten
ance
, reh
abili
tatio
n an
d re
cons
truc
tion
(all
per
road
)
• F
unct
iona
l con
ditio
n re
spon
sive
nee
ds fo
r be
tterm
ent,
expa
nsio
n an
d up
grad
ing
(per
roa
d)
• N
ew r
oads
and
new
anc
illar
y as
sets
(pe
r ro
ad)
The
act
ual p
lans
for
each
of t
hese
cou
ld b
e in
clud
ed in
app
endi
ces
to th
e R
AM
P,
but t
he in
vest
men
t nee
ds fo
r th
e va
rious
trea
tmen
t cat
egor
ies
as p
lann
ed fo
r th
e ne
xt 1
0 ye
ars
shou
ld b
e su
mm
ariz
ed in
tabu
lar
and
grap
hic
disp
lays
.
A d
escr
iptio
n on
how
info
rmat
ion
for
the
RA
MS
wou
ld b
e up
date
d an
d m
anag
ed
Ro
ad
Ass
et M
an
ag
emen
t P
lan
(R
AM
P)
– M
arc
h 2
01
3
Pa
ge
21
thro
ugho
ut th
e in
fras
truc
ture
ser
vice
live
s sh
ould
be
incl
uded
her
e as
wel
l.
It is
a s
peci
fic r
equi
rem
ent t
hat r
oads
that
has
bee
n ce
ded
or tr
ansf
erre
d ov
er th
e la
st fe
w y
ears
to o
ther
roa
d au
thor
ities
, or
plan
ned
for
tran
sfer
in th
e 10
yea
r pl
anni
ng h
oriz
on o
f the
RA
MP
, be
liste
d w
ith r
easo
ns.
Tab
ular
list
ing
is
reco
mm
ende
d, a
nd if
rel
evan
t due
to s
igni
fican
ce a
lso
disp
laye
d in
GIS
.
Sec
tion
7:
Fin
anci
al S
um
mar
y
Thi
s se
ctio
n su
mm
aris
es th
e fin
anci
al r
equi
rem
ents
dis
cuss
ed in
the
prec
edin
g se
ctio
ns 5
and
6 o
f the
RA
MP
, as
final
ized
in S
ectio
n 6.
Roa
d A
utho
ritie
s sh
ould
pr
esen
t onl
y th
e se
lect
ed in
vest
men
t sce
nario
.
Fin
anci
al S
tate
men
ts a
nd P
roje
ctio
ns
The
se s
houl
d be
pre
pare
d fo
r at
leas
t 10
year
s an
d in
clud
e:
• C
ash
flow
fore
cast
s by
yea
r, a
t pro
gram
me
leve
l
• B
reak
dow
n of
exp
endi
ture
by:
o
Cyc
lical
rou
tine
and
perio
dic
mai
nten
ance
nee
ds
o
Eve
nt d
riven
rou
tine
mai
nten
ance
nee
ds
o
Eng
inee
ring
cond
ition
res
pons
ive
need
s fo
r ro
utin
e m
aint
enan
ce,
resu
rfac
ing,
reg
rave
lling
, spe
cial
mai
nten
ance
, reh
abili
tatio
n an
d re
cons
truc
tion
o
Fun
ctio
nal c
ondi
tion
resp
onsi
ve n
eeds
for
bette
rmen
t, ex
pans
ion
and
upgr
adin
g
o
New
roa
ds a
nd n
ew a
ncill
ary
asse
ts
Ro
ad
Ass
et M
an
ag
emen
t P
lan
(R
AM
P)
– M
arc
h 2
01
3
Pa
ge
22
• B
reak
dow
n of
exp
endi
ture
by
rout
ine
mai
nten
ance
, pla
nned
mai
nten
ance
an
d ne
w w
orks
exp
endi
ture
• E
xpen
ditu
re tr
ends
from
the
prev
ious
2 to
3 y
ears
.
Fun
ding
str
ateg
y
Pro
vide
a s
umm
ary
of fu
ndin
g so
urce
s, a
nd a
mou
nts
for
the
10 y
ears
:
• G
rant
s (n
amed
)
• G
over
nmen
t Fis
cal f
undi
ng (
eg E
quita
ble
Sha
re)
• A
ltern
ativ
e re
venu
e so
urce
s (s
peci
fy a
nd fo
r w
hat p
urpo
ses)
Sec
tion
8:
Org
anis
atio
nal
an
d S
up
po
rt P
lan
Str
uct
ure
Thi
s sh
ows
the
Roa
d A
utho
rity’
s ca
pabi
lity
to e
ffect
ivel
y ex
ecut
e th
e R
AM
P.
The
pr
inci
ple
of o
rgan
izat
iona
l Nee
ds, S
uppl
y an
d th
e re
sulta
nt G
ap s
houl
d ap
ply.
The
Roa
d A
utho
rity
shou
ld s
peci
fy:
• th
e hu
man
res
ourc
e it
requ
ires;
• th
e or
gani
satio
nal s
truc
ture
with
in w
hich
this
hum
an r
esou
rce
is to
be
depl
oyed
;
• th
e co
st o
f mai
ntai
ning
the
func
tiona
lity
of th
e R
oad
Aut
horit
y; a
nd
• th
e sy
stem
s an
d pr
oces
ses
it re
quire
s, i.
e. in
form
atio
n m
anag
emen
t sys
tem
s re
quire
d or
use
d to
man
age
road
ass
ets
(sof
twar
e an
d fil
es)
.
Hum
an R
esou
rces
Ro
ad
Ass
et M
an
ag
emen
t P
lan
(R
AM
P)
– M
arc
h 2
01
3
Pa
ge
23
The
Roa
d A
utho
rity
shou
ld r
epor
t on:
• T
he h
uman
res
ourc
es r
equi
red
to s
uppo
rt th
e im
plem
enta
tion
of th
eir
RA
MP
;
• T
he r
equi
red
skill
s le
vels
; and
• T
he n
umbe
r of
hum
an r
esou
rces
ava
ilabl
e to
the
Roa
d A
utho
rity
O
rgan
isat
iona
l T
he R
AM
P s
houl
d sp
ell o
ut th
e en
visa
ged
type
of o
rgan
izat
iona
l str
uctu
re a
nd
prov
ide
an o
rgan
ogra
m to
sup
port
impl
emen
tatio
n of
the
RA
MP
. F
inan
cial
The
cos
ts a
ssoc
iate
d w
ith th
e R
AM
P s
houl
d be
qua
ntifi
ed.
Sys
tem
s an
d P
roce
sses
Thi
s se
ctio
n sh
ould
pro
vide
an
outli
ne o
f the
ass
et m
anag
emen
t inf
orm
atio
n av
aila
ble,
the
info
rmat
ion
syst
ems
used
(i.e
. sof
twar
e, fi
les)
and
the
proc
ess
used
to
mak
e as
set m
anag
emen
t dec
isio
ns.
Thi
s se
ctio
n sh
ould
als
o sh
ow th
e ef
ficie
ncy,
or
lack
ther
eof,
of th
e av
aila
ble
syst
ems
and
proc
esse
s th
at th
e R
oad
Aut
horit
y po
sses
ses.
A la
ck o
f sys
tem
s ha
s,
as a
con
sequ
ence
, tha
t som
e fu
nctio
ns th
at th
e R
oad
Aut
horit
y sh
ould
car
ry o
ut
wou
ld g
et o
verlo
oked
. In
ord
er to
rep
ort t
his,
the
info
rmat
ion
flow
req
uire
men
ts a
nd
proc
esse
s sh
ould
be
indi
cate
d an
d w
here
ther
e ar
e ga
ps.
Sec
tion
9:
Pla
n Im
pro
vem
ent
and
Mo
nito
rin
g
The
inte
ntio
n is
that
the
RA
MP
itse
lf sh
ould
be
criti
cally
rev
iew
ed in
futu
re y
ears
.
Ro
ad
Ass
et M
an
ag
emen
t P
lan
(R
AM
P)
– M
arc
h 2
01
3
Pa
ge
24
The
re s
houl
d be
cle
ar k
ey a
reas
that
are
bei
ng m
onito
red
and
key
indi
cato
rs th
at
shou
ld h
elp
dete
rmin
e if
ther
e is
impr
ovem
ent.
The
se s
houl
d be
gui
ded
by th
e ag
reed
key
str
ateg
ic o
bjec
tives
and
prio
ritie
s fo
r th
at p
artic
ular
per
iod.
Per
form
ance
Mea
sure
s
The
Roa
d A
utho
rity
shou
ld m
easu
re th
e ac
cura
cy a
nd e
ffect
iven
ess
of th
e R
AM
P
and,
in th
is s
ectio
n of
the
Pla
n, d
escr
ibe
how
this
wou
ld b
e do
ne. I
nclu
ded
in th
is
sect
ion
shou
ld b
e cl
ear
effe
ctiv
e in
dica
tors
bas
ed o
n th
e el
emen
ts o
f the
pla
n.
The
se w
ould
be
mon
itore
d an
d ev
alua
ted.
Ulti
mat
ely
they
sho
uld
influ
ence
the
impr
ovem
ent a
ctio
ns.
Impr
ovem
ent P
rogr
amm
e
Hav
ing
iden
tifie
d an
y w
eakn
esse
s th
at m
ay e
xist
in th
e cu
rren
t ver
sion
of t
he P
lan,
th
e R
oad
Aut
horit
y sh
ould
then
pro
vide
det
ails
of a
ctio
ns th
at w
ill b
e ta
ken
to
impr
ove
the
accu
racy
and
con
fiden
ce in
the
Pla
n. T
he im
prov
emen
t are
as s
houl
d be
ca
tego
rized
per
iden
tifie
d ga
ps. F
urth
er, t
here
sho
uld
be a
chie
vem
ent t
arge
ts.
Mon
itorin
g an
d R
evie
w P
roce
dure
s an
d R
epor
ting
The
pro
cedu
res
to b
e se
t in
plac
e fo
r m
onito
ring
and
a tim
etab
le fo
r re
port
ing
on th
e ou
tcom
e of
mon
itorin
g sh
ould
be
put i
n pl
ace.
Typ
ical
ly, t
he in
itiat
ion
of th
e up
datin
g of
the
RA
MP
sho
uld
be p
rece
ded
by a
n in
-hou
se r
evie
w o
f the
per
form
ance
of t
he
prev
ious
yea
r’s P
lan.
Sec
tion
10:
Jo
b C
reat
ion
an
d S
kills
Dev
elo
pm
ent
In th
e co
ntex
t of S
outh
Afr
ica
the
road
s se
ctor
is id
entif
ied
as o
ne o
f the
sec
tors
that
sh
ould
driv
e jo
b cr
eatio
n. T
his
is th
roug
h cr
eatio
n of
em
ploy
men
t opp
ortu
nitie
s in
ro
ad in
fras
truc
ture
ass
et m
aint
enan
ce, r
epai
r an
d re
cons
truc
tion.
Bas
ed o
n th
e
Ro
ad
Ass
et M
an
ag
emen
t P
lan
(R
AM
P)
– M
arc
h 2
01
3
Pa
ge
25
deci
sion
to m
aint
ain
or r
epai
r ro
ad in
fras
truc
ture
ass
ets
or c
onst
ruct
a n
ew r
oad,
the
Roa
d A
utho
rity
shou
ld b
e ab
le to
rep
ort o
n th
e nu
mbe
r of
jobs
cre
ated
. T
hese
sh
ould
als
o be
cat
egor
ised
per
num
ber
of w
omen
and
you
th e
mpl
oym
ent
oppo
rtun
ities
as
wel
l. S
kills
dev
elop
men
t in
the
road
s se
ctor
for
youn
g en
gine
erin
g gr
adua
tes
is a
lso
one
of th
e ob
ject
ives
of t
he R
oad
Aut
horit
y an
d N
atio
nal
Gov
ernm
ent.
The
se s
houl
d be
ref
lect
ed in
the
plan
sin
ce it
is o
ne o
f the
prio
ritie
s.
Num
ber
of J
obs
Cre
ated
Thi
s se
ctio
n of
the
plan
sho
uld
prov
ide
the
num
ber
of jo
bs c
reat
ed d
urin
g m
aint
enan
ce, r
epai
r an
d ne
w c
onst
ruct
ion
of r
oad
asse
ts o
ver
the
prev
ious
yea
r/s
of
the
RA
MP
. T
he n
umbe
r of
jobs
sho
uld
be c
ateg
oris
ed a
nd s
peci
fical
ly in
clud
e w
omen
and
you
th. S
econ
dly
it sh
ould
ref
lect
the
type
of s
kills
gai
ned.
Ski
lls D
evel
opm
ent f
or Y
oung
Gra
duat
es
Thi
s se
ctio
n of
the
plan
sho
uld
refle
ct th
e nu
mbe
r of
gra
duat
es th
at h
as b
een
empl
oyed
ove
r th
e pr
evio
us y
ear/
s of
the
RA
MP
. S
econ
dly
ther
e sh
ould
be
a re
flect
ion
of p
ract
ical
ski
lls s
ets
that
has
bee
n ga
ined
.
Con
trac
tor
Dev
elop
men
t / S
mal
l Ent
erpr
ises
Thi
s se
ctio
n sh
ould
ref
lect
the
prog
ress
mad
e on
con
trac
tor
deve
lopm
ent a
s a
resu
lt of
roa
d in
fras
truc
ture
mai
nten
ance
, rep
air
and
new
con
stru
ctio
n. T
he r
efle
ctio
n sh
ould
be
in a
form
of t
he n
umbe
r of
job
oppo
rtun
ities
cre
ated
as
refle
cted
in th
e O
utpu
t sec
tion
of th
e D
OR
A B
ill.
Ro
ad
Ass
et M
an
ag
emen
t P
lan
(R
AM
P)
– M
arc
h 2
01
3
Pa
ge
26
Sec
tion
11:
SW
OT
An
alys
is
Whi
le th
ere
is a
n in
dica
tion
of s
tren
gths
, wea
knes
s, o
ppor
tuni
ties
and
thre
ats
in th
e va
rious
sec
tions
of t
he p
lan,
an
inte
grat
ed S
WO
T A
naly
sis
shou
ld b
e do
ne.
The
an
alys
is s
houl
d co
nsid
er th
e ro
ad in
fras
truc
ture
ass
esse
d, th
e st
rate
gic
obje
ctiv
es o
f th
e R
oad
Aut
horit
y, th
e fin
anci
al r
equi
rem
ents
as
wel
l as
the
inst
itutio
nal a
nd
orga
nisa
tiona
l cap
acity
of t
he R
oad
Aut
horit
y.
Sec
tion
12:
Ref
eren
ces
and
Ap
pen
dic
es
The
sui
te o
f doc
umen
ts u
sed
as s
ourc
e m
ater
ial f
or R
AM
P d
evel
opm
ent n
eeds
to b
e re
fere
nced
. R
efer
ence
s sh
ould
be
reco
rded
in s
uffic
ient
det
ail s
o th
at r
eade
rs in
the
futu
re w
ill b
e ab
le to
acc
ess
them
with
out d
iffic
ulty
. R
efer
ence
s
The
sui
te o
f doc
umen
ts u
sed
as s
ourc
e m
ater
ial f
or th
e R
AM
P s
houl
d be
re
fere
nced
.
App
endi
ces
The
des
crip
tive
text
of t
he v
ario
us s
ectio
ns o
f the
RA
MP
will
incl
ude
logi
cal
argu
men
t, co
nclu
sion
s dr
awn
and
inte
ntio
ns d
escr
ibed
. T
he d
etai
l on
whi
ch th
e ar
gum
ents
are
bas
ed is
typi
cally
con
tain
ed in
app
endi
ces.
A
ppen
dix
A: R
oad
Ass
et M
anag
emen
t Pol
icy
App
endi
x B
: Dec
lara
tion
A
ppen
dix
C: G
ap A
naly
sis
of A
sset
Man
agem
ent M
atur
ity L
evel
Ro
ad
Ass
et M
an
ag
emen
t P
lan
(R
AM
P)
– M
arc
h 2
01
3
Pa
ge
27
Oth
er s
uppo
rtin
g ap
pend
ices
to b
e ad
ded
here
.
AP
PE
ND
IX B
: D
ecla
rati
on
The
Roa
d A
utho
rity
shou
ld d
ecla
re th
e fo
llow
ing:
• T
he n
ame
of th
e in
fras
truc
ture
uni
t tha
t pre
pare
d th
e R
AM
P
• T
he r
oad
asse
t man
agem
ent l
evel
at w
hich
the
RA
MP
was
pre
pare
d (if
di
ffere
nt fo
r di
ffere
nt a
sset
type
s, li
st in
divi
dual
ly)
• T
he n
ames
, qua
lific
atio
ns a
nd r
elev
ant w
ork
expe
rienc
e of
the
offic
ials
and
te
chni
cal c
onsu
ltant
s th
at p
repa
red
the
RA
MP
• T
he s
peci
fic d
ata
sets
that
wer
e co
llect
ed fo
r th
e R
AM
P, t
he c
ompl
eten
ess
and
the
max
imum
age
of d
ata
in e
ach
of th
e da
ta s
ets
(sho
w a
n ag
e an
alys
is)
- st
ate
com
plia
nce
with
TM
H22
(in
vent
ory
data
, ass
et c
ondi
tion
data
(vi
sual
and
sur
veill
ance
), a
sset
usa
ge d
ata,
ass
et v
alua
tion
data
)
• T
he n
ames
of t
he o
ffici
als
and
tech
nica
l con
sulta
nts
that
col
lect
ed e
ach
of
the
abov
e da
ta s
ets
• T
he n
ames
of t
he o
ffici
als
and
tech
nica
l con
sulta
nts
that
dec
lare
d ea
ch o
f th
e ab
ove
data
set
s as
acc
epta
ble
in te
rms
of th
e D
ata
Qua
lity
Man
agem
ent
Pla
n fo
r ea
ch o
f the
dat
a se
ts
• T
hat a
Fix
ed A
sset
Reg
iste
r w
as c
ompi
led
– lis
t det
ails
of t
he r
egis
ter
(ass
ets,
com
pone
nts,
item
s), s
tate
its
com
plet
enes
s an
d ac
cura
cy a
s w
ell a
s ga
ps
• T
he s
tatu
s of
the
road
cla
ssifi
catio
n in
term
s of
RC
AM
• T
he s
ub-s
yste
ms
impl
emen
ted
by th
e R
oad
Aut
horit
y (c
entr
al r
oad
netw
ork
A d
ecla
ratio
n sh
all a
ccom
pany
the
RA
MP
as
App
endi
x B
TM
H22
- P
AR
T D
.5.3
TM
H22
– P
AR
T B
.7
TR
H 2
6 R
CA
M
Ro
ad
Ass
et M
an
ag
emen
t P
lan
(R
AM
P)
– M
arc
h 2
01
3
Pa
ge
28
regi
ster
, GIS
, PM
S, U
RM
S, B
MS
, inv
ento
ry s
yste
m fo
r an
cilla
ry a
sset
s, T
IS)
• F
or a
sset
man
agem
ent a
t Lev
el IV
and
abo
ve, t
he n
ame
of th
e de
cisi
on
supp
ort s
oftw
are
used
to d
o th
e op
timiz
atio
n an
alys
is
TM
H22
– P
AR
T