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

Road Asset Management: Part A General and Organisa tion

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



� 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;



(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



(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.



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.



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.



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.



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:



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.



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.



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.



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



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.



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



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.



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).



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.



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.



• 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


of ancillary assets

R90 /km

Urban metro, paved Visual assessment R300 /carriageway km


of ancillary assets




Asset type Data item Indicative unit cost

Urban metro, unpaved Visual assessment R250 /km


of ancillary assets

R250 /km

Urban municipal, paved Visual assessment R250 /carriageway km

Inventory survey and condition rating of ancillary assets


Urban municipal,

unpaved

Visual assessment R250 /km


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


Deflection measurement, 200m

frequency, one direction only


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:



• 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.



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

Road Asset Management: Part B Inventory

TMH 22 Road Asset Management Manual -B-1-

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



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.



• 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.



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



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.



• 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.



• 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



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



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



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



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



Asset Component Type

Unit of Measure


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



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.



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



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.



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



• 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



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



Component Data Comments Required/ Optional

reconstructed

Quantity Sq. Metres – length x width R


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


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.

Road Asset Management: Part C Asset Valuation

TMH 22 Road Asset Management Manual -C-1-

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



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




15 Road Road Pavements Cemented ES0 (0.003 -0.3 MESA) m2 200 20




(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




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




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




(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



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



103 Ancillary Ret Structures Gabions > 8 m m 40 000 20




(Rand 2013) EUL

104 Ancillary Ret Structures Ground Anchors - 2 to 4m m 9 000 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



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



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.



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



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.



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).



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.



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.



Condition Category


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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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.



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).



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.



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.



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.



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.



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



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.



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



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



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



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



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:



• 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.



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


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.



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



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:



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.



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.



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




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


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




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


Random cracking

Longitudinal cracks

Transverse cracks

Corner cracking

Cluster cracking

Pumping




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


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


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.



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


Potholes

Corrugations

Rutting

Loose Material




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


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.



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



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



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.



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



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.



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.



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.



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.



• 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



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.



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



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)



< 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.



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



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



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



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



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



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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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



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%



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



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.



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.



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.



Figure F.6: Example of High-Low Graph

Figure F.7: Example of Spider Diagram



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.



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.



• 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



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.



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.



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



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.



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



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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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.



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:



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




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


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



Using the formula in Section F.10.4(a) above:



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.



Using the formula in Section F.10.4(a) above:



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.



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



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



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


Dual Freeway

Routine Cyclical/km/yr 3 000 + 20 000 50 000 80 000



Road Type


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;



• 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.



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



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?



• 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



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



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.



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.



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.



• 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



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.



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.



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.



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



• 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



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:



• 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’



• 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



• 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)



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.



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.



• 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



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;



(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:



• 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.



(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.


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.



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);



• 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.


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.


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.]


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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.


22

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.


23

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.


24

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.


25

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


26

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.


27

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.


28

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.


29

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: _____________________


APPENDIX J-1B

ASSET MANAGEMENT COMMITTEE AND

RESPONSIBILITIES


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

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ping

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ent

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yD

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e1

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1218

2130

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1925

2935

38

2631

4250

415

3036

5055

518

3440

5460

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ping

0 10 20 30 40 50 60 70 80 90 100

12

34

5

Deg

reePum

ping

Ext

en

t -1

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en

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en

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en

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en

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able

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ting

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ent

-->

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y

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ree

12

34

5

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GV

GV

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GV

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G

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ting

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ent

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yD

egre

e1

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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

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en

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able

8-2

6

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ulat

ions

Few

<--

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ent

-->

Man

y

Deg

ree

12

34

5

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GV

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ulat

ions

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ent

-->

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yD

egre

e1

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46

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2025

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5660

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5070

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7884

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ulat

ions

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12

34

5

Deg

ree

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cks-

croc

odile

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en

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m

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en

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m

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en

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en

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en

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0 10 20 30 40 50 60 70 80 90 100

12

34

5

Deg

ree

Und

ulat

ions

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en

t -1

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en

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en

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en

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en

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able

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7

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chin

g

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<--

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ent

-->

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y

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ree

12

34

5

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ew<

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t -

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ree

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2136

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3042

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5662

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chin

g

0 10 20 30 40 50 60 70 80 90 100

12

34

5

Deg

reeP

atch

ing

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en

t -1

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en

t -2

Ext

en

t -3

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en

t -4

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en

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able

8-2

8

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hole

s

Few

<--

Ext

ent

-->

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y

Deg

ree

12

34

5

1 2 3G

FP

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4F

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hole

sF

ew<

-- E

xten

t -

->M

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ree

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34

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2140

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90

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hole

s

0 10 20 30 40 50 60 70 80 90 100

12

34

5

Deg

reeP

otho

les

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en

t -1

Ext

en

t -2

Ext

en

t -3

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en

t -4

Ext

en

t -5

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able

8-2

9

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face

Dra

inag

e

Few

<--

Ext

ent

-->

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y

Deg

ree

12

34

5

VG

VG

GV

G

FG

PF

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face

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inag

eF

ew<

-- E

xten

t -

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any

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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

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en

t -G

en

era

l

T

able

8-3

0

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aved

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ulde

rs

Few

<--

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ent

-->

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y

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ree

12

34

5

VG

VG

GV

G

FG

PF

VP

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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


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


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


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


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


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)


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.


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

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