Assessment of Quality of Road Maintenance Works in Ukraine

Transcription

Assessment of Quality of
Road Maintenance Works
in Ukraine
Client
NGO “My Road” & Ministry of
Infrastructure of Ukraine
Document title
Road Maintenance Quality in Kiev Region:
Final Report
04.08.2015
Revision: 1
iC consulenten LLC
Reytarskaya str., 37, 3rd floor,
Kyiv, 04053, Ukraine
T: +38 044 38 44 337
www.ic-consulenten.com.ua
Road Maintenance Quality in Kiev Region: Final Report
iC consulenten
04.08.2015
DOCUMENT CONTROL SHEET
PROJECT NUMBER:
Project number 52xUA004
PREPARED BY:
iC consulenten Ziviltechniker GesmbH
Schönbrunner Strasse 297, A-1120 Vienna
Tel: +43 1 521 69 0
Fax: +43 1 521 69 180
E-Mail: [email protected]
iC consulenten LLC
Reytarskaya str, 37, 3rd floor, Kyiv 04050, Ukraine
Phone: +38 044 38 44 337
E-Mail: [email protected]
PREPARED FOR:
NGO “My Road” & Ministry of Infrastructure of Ukraine
Roman Khmil
DATE:
04.08.2015
EDITOR:
James Mathews;Oleksii Melnyk
Date
Revision No.
Editor
Checked by
Approved by
24/07/ 2015
Rev. 0
Mathews/ Melnyk
Useini
Woetzinger
03/08/ 2015
Rev. 1
Mathews/ Melnyk
Useini
Woetzinger
Revision: 1
Signature
Page I
iC consulenten
04.08.2015
CONTACT SHEET
Full legal name of Organisation:
iC consulenten Ziviltechniker GesmbH
Trading Name (if different from above):
---
Country of Registration:
Austria
Address of registered office:
Schönbrunner Strasse 297
1120 Wien
Postal address (if different from above):
Telephone number:
--+43
country code
+43
country code
Fax number:
Main contact person for this project:
Main contact
Organisation:
person’s
position
1
city code
1
city code
521 69 – 256
Number
521 69 – 180
number
Mr James Mathews
in
the
Project Manager
Contact person’s email address:
[email protected]
Website of the Organisation:
www.ic-group.org
Full legal name of Organisation:
iC consulenten LLC
Trading Name (if different from above):
---
Country of Registration:
Ukraine
Address of registered office:
ave. Heorgiya Gongadze 20,
04215 Kyiv, Ukraine
Postal address (if different from above):
Reytarskaya str., 37, 3rd floor, Kyiv 04053
Telephone number:
+38
044
38 44 337
country code
city code
Number
country code
city code
number
Fax number:
Main contact person for this project:
Main contact
Organisation:
person’s
position
Elena Rybak
in
the
Managing Director
Contact person’s email address:
[email protected]
Website of the Organisation:
http://ic-consulenten.com.ua/
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CONTENT
EXECUTIVE SUMMARY........................................................................................................................ 1
1.
Introduction ..................................................................................................................... 4
1.1.
Roles and Responsibilities .......................................................................................................... 5
1.2.
Cooperation ................................................................................................................................ 5
1.3.
Scope of work ............................................................................................................................. 6
1.4.
Report structure ......................................................................................................................... 7
1.5.
Sites visited ................................................................................................................................. 7
1.6.
Map location............................................................................................................................... 8
1.7.
Site visit schedule, roads, contractors, supervisors, description of the road condition. ........... 9
1.8.
Information received ................................................................................................................ 11
1.9.
Meetings held ........................................................................................................................... 11
2.
Methodology of the study .............................................................................................. 13
2.1.
Methodology of the roads selected for Inspections. ............................................................... 13
2.2.
Methodology of assessment and inspection ............................................................................ 14
2.3.
Changes in study methodology and project scope. ................................................................. 15
2.4.
List of Ukrainian standards and rules for repair works ............................................................ 15
2.5.
Assessment of documents received. ........................................................................................ 16
2.6.
Assessments of the selection procedure and methodology of Repair methods ..................... 18
3.
Findings and Results ....................................................................................................... 19
3.1.
Quality inspection results summary ......................................................................................... 19
3.2.
Assessments of the completed repairs .................................................................................... 30
3.3.
Сore samples ............................................................................................................................ 33
3.4.
Quantity cross check of performed works ............................................................................... 35
3.5.
Summary................................................................................................................................... 35
4.
Recommendations.......................................................................................................... 40
4.1.
Definition of scope and methodology of repair works............................................................. 40
4.2.
Procurement of road maintenance .......................................................................................... 44
4.3.
High-level economic analyses of Ukrainian road maintenance techniques ............................. 45
4.3.1. Economic viability of patch repairs and resurfacing ................................................................ 45
4.3.2. Economic analysis of two maintenance strategies for a sample road kilometre ..................... 46
4.3.3. Assumptions ............................................................................................................................. 47
4.3.4. Results and provisional conclusions ......................................................................................... 49
5.
Methodology for forthcoming road maintenance inspection programme for international
Consultants .................................................................................................................... 51
6.
Conclusions .................................................................................................................... 52
7.
Appendices .................................................................................................................... 54
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7.1.
APPENDIX 1. Register of Documents Received ........................................................................ 54
7.2.
APPENDIX 2. Minutes of meetings ........................................................................................... 59
7.3.
APPENDIX 3. Example site visit check list ................................................................................. 66
7.4.
APPENDIX 4. Terms of reference for future road maintenance quality Inspection contracts . 68
7.5.
APPENDIX 5. Photos of site inspections ................................................................................... 71
7.6.
References and Bibliography .................................................................................................... 97
TABLES
Table 1: Site visit schedule, roads, contractors, supervisors, description of the road condition. ........ 10
Table 2: Works performed .................................................................................................................... 35
Table 3: Typical road deformations and destructions, causes and solutions ....................................... 36
Table 4: Standards requirements and road conditions ......................................................................... 39
Table 6: Typical economic road user costs vs. road roughness levels. ................................................. 48
Table 7: Cost-Benefit Analysis results: M01 sample section ................................................................. 50
FIGURES
Figure 1: Map location ............................................................................................................................ 8
Figure 2: Locations of inspected section ............................................................................................... 29
Figure 3: Patch repair ............................................................................................................................ 30
Figure 4: Lack of gravel, used for spray injection method .................................................................... 32
Figure 5: Spray injection method .......................................................................................................... 32
Figure 6: Cracks repair with crack master material and covered with stone screening dust ............... 33
Figure 7: Thickness of the patch repair layers....................................................................................... 34
Figure 8: Preventative maintenance and correct repair ....................................................................... 37
Figure 9: Investigation and assessment process ................................................................................... 41
Figure 10: Maintenance Treatment Options for Flexible Pavements with Asphalt Base ..................... 42
Figure 11: Patch procedure ................................................................................................................... 43
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EXECUTIVE SUMMARY
iC consulenten (the Consultant) was awarded the service contract by the NGO “My
Roads” on June 15, 2015 for a one month pilot project in the Kiev region “Assessment of
Quality of the Road Maintenance Works” (the Project). The Project commenced on June
22, 2015 as the first documentation was received from Ukravtodor.
iC consulenten formed an independent team consisting of an International Expert and a
Ukrainian Expert to support the regional road administrations in performing quality
/performance inspections for road rehabilitation/maintenance works.
During the Project, nine roads of the Kyiv region were inspected, which included 22 spot
checks of performed works and two sites with ongoing works. Inspections covered three
types of roads: International, National and Regional (Territorial), and included those
with larger scope of works, different contractors and all types of repair works performed
during the inspected period.
During the Project, the co-operation between the Ministry of Infrastructure of Ukraine,
Ukravtodor and the Consultant has been very positive and productive.
A significant finding during the Project was that the patch repair overall has a good
quality. Three, four, five-year-old patches and older are still in place and in relatively
good condition. The Consultant team noted that the majority of patch repairs were in
good condition and that the ones that had failed had done so because the surrounding
road had continued to fail or because the road base layer had failed under the patch
repair. However, the spray injection repair was being over-used and/or used in
inappropriate applications such as filling deep or large potholes. Also in many cases,
stone or gravel was not being added to the repair, which will reduce the expected life of
the repair. This type of repair was often starting to fail after just 1 or 2 years.
This demonstrates that the construction quality of the asphalt patch repairs is sound
and that the repairs are achieving and exceeding their expected design life of 5 years.
The problem however is that in many cases the road is simply failing around the patch
repair.
During site inspections, the core samples were visually evaluated. From a visual
assessment of the core samples, it can be seen that asphalt mixtures used for repair
works at some sections have small size gravel with particles less than 15mm that
correspond to the standard requirements to have thickness of the compacted layer not
less than a ratio of 2.5 times the diameters of the largest gravel size. However, in
another sections, the used asphalt mixture has particles with diameter around 25mm
that does not correspond to either the Ukraine or the international standards.
Through the course of the site investigations, the Consultant team noted that in general,
all roads have very similar problems. Many sections of roads have structural cracks and
rutting which indicate a failure at the foundation of the road and wearing course is
fatigued and in a worn-out state.
The inability of the current road maintenance repairs to effectively repair the damaged
road is causing the road to continue to fail. Which in turn will increase the amount of
repairs required and the severity of the failure each passing year.
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The Consultant team consider that a fundamental problem lies with the prescription
and usage of types of repair works, which only offer short-term partial solutions and
are not preventing the continued decline of the quality of the road in the medium to
long-term. Emergency and ongoing small repair works in many instances should be
substituted with Capital repairs.
The Consultant suggests that a procedure is established to more accurately detail the
scope, quantity and location of maintenance repair works required.
It is recommend to further develop the requirements for execution of reports on
performed works compiled by the contractors. This will enable Ukravtodor to better
inspect the completed works, cross check estimates of material used, check that the
specified material and maintenance technique has been implemented in the required
location.
The Consultant recommends that road condition inspection methods are implemented
to develop the scope of repair works required documents. These scope of repair works
required documents could then be used to estimate the financial cost of repair works
required and accurately specify them. This will also enable Ukravtodor to easier
crosscheck and verify the repair works undertaken by the contractors.
It is also apparent that the majority of the repairs undertaken in recent months were
only shallow repairs of 5-6cm depth. These shallow repairs do not solve the problems
with the road’s base course or foundations. Consequently, these shallow repairs will not
prevent the road from deteriorating faster than it would do if it were properly
maintained.
It is the Consultant’s understanding that there is currently no set procedure contained in
the Ukrainian standards to define and control how maintenance works are specified and
defined. Although the standards contain information on the types of pavement
investigation works to be undertaken, there is no guidance on how this survey
information is to be interpreted and how the appropriate maintenance solution is to be
chosen and specified.
It is recommend to implement a defined set of procedures and methodology that will:
1. Provide a maintenance assessment process: Data survey and pavement
investigation results to be interpreted and analysed;
2. Decision making during evaluation of road conditions to define type of repair;
3. Pavement treatment design. Selection of the appropriate road maintenance
procedure and design of the repair.
The Consultant team was made aware of the limited financial budget available for
highway maintenance works and that this has directly impacted on the type and scope
of the maintenance works being undertaken. The Consultant has considered this
contributing factor throughout the study and all of the Consultant’s findings and
recommendations were made with this fact in mind.
The Consultant has undertaken a high level cost comparison and of different road
maintenance scenarios:

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a basic analysis of economic viability regarding the share of road surface
repaired by annual patching versus resurfacing of larger areas;
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
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a more comprehensive (yet still high-level) economic analysis for two
maintenance/reconstruction scenarios for a sample kilometre on the
Ukrainian M01 road comparing the respective costs and benefits for a 20 year
operation period.
Based on the 5 years of useful life typically assumed for patch repairs and the according
price data, our findings suggest that patching is preferable as long as the road area being
patched within this period does not exceed 54% of the total road surface. Put
differently, if each year, the average annual amount of road surface being patched
exceeds some 11% in a given section, then it would be more economical to choose
resurfacing as the primary method of maintaining the road surface.
The Consultant has noted that on many sections of road, more than 11% of the surface
is being patched each year. Consideration should be given to assessing the area of road
needed to be patched that year and also assessing the likely area of road which will
need to be patched the next year, in a given section. Proper planning and coordination
of road maintenance could lead to the selection of road maintenance methods, which
can deliver a more cost effective solution.
Also, that reconstructing certain stretches of the M01 (this road was taken only as an
example for the analyses) are economically preferable to continuing the current practice
of patching and re-patching.
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1.
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INTRODUCTION
The Ukraine Government is looking for solutions, which will help to improve the
Ukrainian roads conditions. As a part of reforms in the road sector of Ukraine, the
Ministry of Infrastructure, NGO “My Road” implemented a Pilot Project to investigate
and report on the quality of the road maintenance in the Kiev region. This involved the
inspection of rehabilitation works in progress, the retrospective inspection of already
implemented works (during March-May 2015), the reporting of findings, analysis and
recommendations on the quality of the road maintenance works. If this pilot project is
successful then the Ukraine Government has indicated that it intends to expand the
investigation of road maintenance quality to include all regions of Ukraine.
As this is initially to be considered as a pilot project, consequently the task description
and methodology has been adjusted as the project developed in accordance with the
initial findings and the availability of information.
iC consulenten was awarded the service contract by My Roads on the 15th June 2015 for
a 1 month pilot project in the Kiev region. The Project commenced on the 22nd June,
2015 as the first documentation was received from Ukravtodor.
iC consulenten formed an independent team of experts consisting of an International
expert and a Ukraine Expert to support the regional road administrations in performing
quality /performance inspections for road rehabilitation/maintenance works.
This report will summarise the findings from the team’s visual inspection of recently
completed road maintenance and comment on the quality of the repairs in relation to
Ukraine and international standards. This report will also comment on the
appropriateness of the type of repair undertaken and suggest possible improvements to
the procurement and implementation of road maintenance.
Additionally, this report will also provide comment on the cost benefit analysis of a
comparison of different road maintenance methods and scenarios.
In accordance with the agreed Terms of Reference, the Consultant has not undertaken a
financial investigation into the costs of the road maintenance but has instead focused on
the quality of the maintenance.
The Consultant team was made
aware of the limited financial
budget available for highway
maintenance works and that this
has directly impacted on the
type and scope of the
maintenance
works
being
undertaken. The Consultant has
considered this contributing
factor throughout the study and
all of the Consultant’s findings
and recommendations were
made with this fact in mind.
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1.1.
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ROLES AND RESPONSIBILITIES
The table below identifies the Ministry of Infrastructure representatives, the
Consultants Key Experts and the Ukravtodor’s staff members who have been involved in
this study.
Company
Ministry
of
Infrastructure
Ministry
of
Infrastructure
iC consulenten
iC consulenten
iC consulenten
iC consulenten
Roman Khmil
Oleksii Zaryckyi
Ukravtodor
Mr. James Mathews
Mr. Oleksiy Melnyk
Ms. Elena Rybak
Ms. Galina Teriohina
Ms. Irina
Omelianenko
Oleg Fedorenko
Ukravtodor
Oleg Slobodyan (OS),
Ukravtodor
Volodymyr Sarancha
Ukravtodor
Sergey Oshkalo
Ukravtodor
Anatoliy Zynka
Ukravtodor
Maxim Pogrebniak
Ukravtodor
Vitaliy Stiozhka
Ukravtodor
Manitskyy Eugene
Ukravtodor
Manitskyy Eugene
Ukravtodor
Gaydamaka Maxim
Ukravtodor
Gaydamaka Maxim
Ukravtodor
Peristyy Alexander
Ukravtodor
Gaydamaka Maxim
Ukravtodor
Anatoly Kirichenko
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1.2.
Name
Function
Client
Ministry representative
International Highway Engineer
Ukraine Highway Engineer
Principal client contact/ Director iC Ukraine
Project Assistant
Translator / Project administrator
Head of Ukravtodor road service and safety
Deputy of the head of Road Service department in
Kyiv region
First Deputy to the Head of Road Service in Kiev
region
Head of the Quality assurance, technical control and
new technologies department in Kyiv region
Head of Ukravtodor innovation development and
costing department
Head of economic monitoring of financial and
economic department
Deputy Director, State enterprice “Center for
scientific and technical support of road works and
certification of road products (SE DorCentr)
Supervisor for production unit "Kyiv Regional Road
Management M01
Management N 07
Management M 03
Management T10-18
Management N 01
Management N 08
Management M 07
COOPERATION
The Consultant would like to mention that the co-operation between the Ministry of
Infrastructure, Ukravtodor and the Consultant has been very good throughout the
project with all meetings being very productive. All of the representatives of the
Ministry and Ukravtodor have endeavoured to provide us with the information we
requested in a reasonable time frame. Representatives of the Ukravtodor have escorted
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us on site visits to personally provide additional technical information on the roads and
the road maintenance.
1.3.
SCOPE OF WORK
The Consultant`s assessment of the quality of road maintenance works in the Kiev
region included the following activities:
Visual inspection of completed repairs, which were undertaken in the period March May and are within the contractor’s 1-year warrantee period.
The following tasks were undertaken:
 Visual evaluation of the suitability of the construction materials used for patch
hole fill works.
 Visual assessment of the quality of the repair and the methodology
undertaken.
 Visual assessment of the suitability/ appropriateness of the repair works
undertaken.
 Visual evaluation of the amount of repairs undertaken on the specified section
of road.
 Selection of a small number of repairs to be core drilled and analysed in a
laboratory. Core drilling and laboratory to be organised by a third party.
 Cross check of amounts and type of work undertaken against the Reports on
Performed Tasks for the corresponding section of road.
 Assessment of how the repairs of pot holes comply with relevant EU standards
and Ukraine standards such as Classification of Works for Service of Public
Roads and repairing of Public Roads, Types of repairs and Lists of Works.
Spot check inspection of ongoing repair works.
The following tasks were planned to be undertaken:
 Assessment of methodology and equipment used.
 The Contractor will be required to reopen a completed repair to allow the
Consultant to inspect the quality of the repair.
 Assessment of how the Classification of Works for Service of Public Roads and
Repairing of Public Roads - SOU 42.1-37641918-105:2013 Repairing of Public
Roads, Types of Repairing and List of Works - GBN G-1.218-182:2011 repairs
comply with relevant EU standards and Ukrainian standards such as
Classification of Works for Service of Public Roads and repairing of Public
Roads, Types of repairs and Lists of Works.
undertaken.
 Visual evaluation of the amount of repairs undertaken on the specified section
of road.
 Visual evaluation of the suitability of the construction materials used for patch
hole fill works.
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1.4.
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REPORT STRUCTURE
The Consultant has prepared this report to present on the findings, assessment and
recommendations following the inspection works undertaken.
For each site inspection that was performed, a brief inspection report was prepared.
This report includes the following information for the Kiev region:
 A description of the section of roads inspected and corresponding dates along with
the details of the sub-contractor who undertook the repairs for the section.
 A summary of the findings from each section of the roads inspected
 The Consultant’s assessments based on the visual inspections, which will include
comment on; methodology, materials, quantity of repairs and compliance with EU
and Ukraine standards.
 A selective assessment of the key materials used based on the material certificates
(passports) provided by the contractor. Material certificates are to be supplied to the
Consultant prior to the commencement of the Consultant’s works.
 The Engineer’s assessment of the core samples and the laboratory analysis. This will
comment on the material used, method and quality of the repair.
 Assessment of how the repairs of pot holes comply with relevant EU standards and
Ukraine standards such as Classification of Works for Service of Public Roads and
repairing of Public Roads, Types of repairs and Lists of Works.
 Based on the results of the visual inspection, the core samples, observing on going
repairs, this report comments on the compliance of the repairs of pot holes with EU
and Ukraine standards such as Classification of Works for Service of Public Roads and
Repairing of Public Roads - SOU 42.1-37641918-105:2013 Repairing of Public Roads,
Types of Repairing and List of Works - GBN G-1.218-182:2011. this report will also
report on the results of a cross check against the Contractor’s Report on Performed
Works and this will assess descriptions of the repair works undertaken.
 This report comments on the general effectiveness of the repairs undertaken on each
section of road. The Consultant will make recommendations and suggested
alternative methods of repair, which may be more appropriate and fit for purpose.
 This report outlines a suggested method statement, which will set out, based on the
Consultant’s experience during this pilot project, the scope of works and
methodology for the forthcoming road maintenance inspection programme to be
undertaken by international Consultants.
1.5.
SITES VISITED
As the methodology and programme for the site visits was developed, a site visit
schedule was created, that includes different locations, categories of the roads, different
contractors, and different types of repair works.
The Consultant team visited three classes of the road – international, national, and
territorial, class 1, 2 and 3 roads, different locations and distance form Kyiv, different
directions – North, South, East, West, and checked 6 different contractors.
Table 1 below shows details of site visit schedule, road names, contractors, supervisors
and general description of the road condition.
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1.6.
MAP LOCATION
Figure 1: Map location
Legend:
Day 1. 2015/06/24
Day 4. 2015/06/29
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Day 2. 2015/06/25
Day 5. 2015/06/30
Day 3. 2015/06/25
Day
6.
2015/06/01
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1.7.
№
SITE VISIT SCHEDULE, ROADS, CONTRACTORS, SUPERVISORS, DESCRIPTION OF THE ROAD CONDITION.
Date
Road
Name
1
24.06.2015 М-01
2
24.06.2015
3
4
5
Н-07
(N-07)
25.06.2014 М-03,
25.06.2015 Т 10-18
26.06.2015
Revision: 1
Н-01
(N-01)
Road
Contractors names
Category
Subsidiary production unit "Kyiv Regional Road
Management (publicly-traded corporation, public
1
corporation)" "Roads of Ukraine" affiliated
organization
"Brovary
Road
maintenance
Department"
2
organization
"Brovary
Road
maintenance
Department"
1
organization "Kiev Road maintenance Department"
3
2
Supervisor
Manitskiy
Eugen
Manitskiy
Eugen
Gaydamaka
Maksym
corporation)" "Roads of Ukraine" affiliated Gaydamaka
organization "Zgurovsky Regional road department"
Maksym
Peristyi
Olexandr
organization "Concha-Zaspivsk Road maintenance
Department"
Road description
Road is very badly cracked, surface course is fretting and has
many small shallow holes. Road is not rutting and is relatively
even which suggests that the road foundation is not
overloaded. Fatigue cracking may indicate structural failure of
base course, which is being accelerated by water ingress.
Road is cracked, surface course is fretting and has some
shallow potholes. Road is even and not undulating or rutting.
Approx. 40% of the road surface in this section has been
patched over the last few months
Road was repaired with surface dressing in 2001 in this
section. In general uneven. At the connection point with
Northbound P03 large area (3026,36 m2) have been repaired
in April, 2015. Sections of the resurfaced carriageway are
already rutting, suggesting a problem with the base course
layers. At the tight radius turnaround areas structure of new
(2015) repaired patches is already cracking and rutting.
Road is cracked along both sides and across the road. Cracks
are unevenly distributed on the sections - some areas with
high density, some areas has no cracks. Cracks extend out
from potholes. Asphalt patch in a small areas along cracked
sections. In newly repaired areas cracked asphalt is still
unrepaired. Road is rutting along cracked areas.
Road is cracked, surface course is fretting. Road is even and
not undulating or rutting. Old and new patches cover the
road. Road in the past have been treated with slurry mixture.
In some areas big spaces (over 20m2) recently been repaired.
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№
6
7
8
Date
Road
Name
29.06.2015 М-05
30.06.2015
Н-08
(N-08)
01.07.2015 М-07
Road
Contractors names
Category
1
2
2
Supervisor
corporation)" "Roads of Ukraine" affiliated n/a
organization "Bila Tserkva Road maintenance
Department"
corporation)" "Roads of Ukraine" affiliated Gaydamaka
organization "Kiev Road maintenance Department"
Maksym
corporation)" "Roads of Ukraine" affiliated Kyrychenko
organization "Kyiv-Svyatoshin Road maintenance Anatolii
Department." Limited Liability Company "Dorstroy
installation"
Road description
Road is cracked, uneven, surface course is worn out, fretting,
rutting. Potholes are developing at the wheel tracks and
surface is rutting where more cracks to be beginning to
appear.
Patch repair completed in March, 2015.Spray injection
method used in previous 1-2 years is failing. Road surface is
cracked, Cross cracks have symmetric location – looks like
concrete slabs underneath. One lineal crack goes directly at
the middle of the road. Spray injection works completed in
previous years are starting to fail.
Road surface is even. Net of cracks and small size potholes.
Patch repair performed with spray injection method. On the
surface of repair small size gravel poured. Works completed
in May, 2015 Some of the cracks repaired with mastic and
some areas repaired with spray injection method.
Table 1: Site visit schedule, roads, contractors, supervisors, description of the road condition.
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1.8.
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INFORMATION RECEIVED
For each inspected road section, the following documentation was supplied to the
Consultant team by Ukravtodor and was considered as input data:
-
Reports on performed works.
Defect acts (if present)
Material certificates and passports;
Core samples laboratory results (if present);
List of roads sections and scope of works, performed by contractors during last 3
month;
List of contractors, which performed the works;
Comments from the Supervisors, who are responsible for inspected roads;
Map of Kyiv region road network
Rejection delivery of works, performed by Contractor (for road N-08);
Appendix 1 contains a detailed list of all documents received.
1.9.
MEETINGS HELD
A number of meetings have been held during project implementation. Set out below is a
brief summary of the key meetings.
Initial meeting. Ministry of Infrastructure, Ukravtodor, Kyiv, Ukraine.
This meeting was held on 25th of May, 2015 to discuss the Terms of Reference and
Contract details.
During meeting the Project objectives, location, scope, approach and methodology was
agreed in principle. In addition, the current situation with the roads in Ukraine, existing
procedures for works supervision, list of information and documentation required for
the Project was discussed.
Please see full version of this minutes of meeting in Appendix 2.
Introduction meeting with Motorway service department in Kyiv region, Kyiv, Ukraine.
This meeting have been held in Kyiv on 22nd of June, 2015, after contract signature.
Communication procedures, documents transferring and site visit schedule were
discussed. During the meeting, MSDKR stated that due to that fact that medium
maintenance works are not ongoing, detailed defect lists are not provided to the
Contractor – only approximate scope of works and sections are defined (e. g. how many
m2 to be repaired in the section X-X). Currently there are no detailed description of
works to be performed, methods to be applied are contractor’s decision. Also, it was
agreed that Motorway Servicer Department in Kyiv region will provide laboratory core
samples analysis at the locations which are to defined by the Consultant experts.
Meetings with local experts:
Oleg Ostroverhyi. NGO “My road” expert.
In the meeting, the current situation and condition of the roads were discussed. Types of
repair works, methodology used by Ukravtodor. Existing standards and norms in road
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design, construction and maintenance. Organization structure of Ukravtodor’s quality
control system.
Sergey Kuzmenko. NGO “My road”.
Road traffic and roads current condition were discussed.
Interim meeting with Ministry of Infrastructure, Roman Khmil. Kyiv, Ukraine. 02, July,
2015.
Project findings to date and status update. Next steps to be taken by team to undertake
the study in the most efficient way. It was agreed that investigation works will be to
discontinue with further inspections of completed works and instead to focus on looking
into the methodology of prescribing repair works and the definition of the repair works,
which are contracted. Laboratory core samples and terms for Project Report and final
presentation were also agreed.
Meetings during site visits with Supervisors on quality of repair works
During all site visits, The Consultant team were accompanied by the Road Supervisors,
responsible for the road maintenance works quality control from Kyiv regional road
service department for the relevant road.
During these meetings, the current situation of the inspected roads was discussed and
additional information received from the road supervisors including:
- location of repaired sections were specified;
- year of construction or capital repair (if available);
- maintenance works from previous periods – type of repair, methodology;
- how repaired sections were defined, which parts to be repaired;
- methods, used for recent repair works;
- how supervision of works performs and how the scope of work is checked.
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2.
METHODOLOGY OF THE STUDY
2.1.
METHODOLOGY OF THE ROADS SELECTED FOR INSPECTIONS.
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Based on the initial information received from the ministry and Ukravtodor, the
following methodology was developed in order to define the roads, locations and
sections to be inspected by the Consultant expert team.
1.
Information was supplied by the Ministry, which contained details of the
extent and locations of the road maintenance repairs from March until
June.
2.
These initial documents, issued by the Ministry to the experts, included:
a. Road Defect act sheets;
b. Reports on the performed works for the last three months;
c. Repair works schedule;
d. Road map of Kiev region;
e. Materials certificates and passports, used by Contractor to perform
repair works;
f. List of Contractors, which performed the works.
3.
The following types of the road were considered:
a. Class 1: M – International road (5% of all roads of Ukraine);
b. Class 2: H - national road (3% of all roads of Ukraine);
c. Class 3: T – territorial roads (18% of all roads of Ukraine).
4.
Scope of works, performed by Contractors on the defined sections of the
road
a. The scope of the repair works and the amount of repair works were
considered.
5.
Road direction: North, West, South, East and distance from Kiev.
6.
Type and methods of repair: asphalt patch, cracks repair, spray injection
method, resurfacing.
After analysis of the received information, it was decided that the inspection sites
should include:
- Four directions: East, South, West, North. This criteria will allow the inclusion of
different types of topography and traffic conditions at different quarters of the
region;
- Three types of roads: International, National and Regional (Territorial). This
criteria will allow the inspection of the road maintenance quality of different road
construction thicknesses and traffic levels;
- Sections of roads where a larger scope of works was performed during last three
month. This criteria allows the inspection of larger sections during limited time of
the Project;
- The different types of repair works. It is important to evaluate methods, approach
and quality of all types of repair – to see the difference between them and to find
out what type of repair are efficient, and what may be improved.
As a result of the above criteria, the following list of roads was draw up:
- M-01 – International road in North direction, 1st category, amount of repair works
5460m2;
- N-07 (H-07) - national road in North - East direction, 2nd category, amount of
repair works 2360m2;
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- M-03 – international road in East direction, 1st category, amount of repair works
756m2;
- T-10-18 – local road in East direction, 3rd category, amount of repair works
467m2;
- N-08 (H-08) – national road in East- South direction, 2nd category, amount of
repair works 3639m2;
- N-01 (H-01) – national road in South - East direction, 2nd category, amount of
repair works 7125,2m2;
- M-05 – international road in South direction, 1st category, amount of repair works
10350,4m2;
- M-07 – international road in West direction, 2nd category, amount of repair
works 703m2.
2.2.
METHODOLOGY OF ASSESSMENT AND INSPECTION
The received documentary information was analysed and the following methodology
was implemented by the Consultant team:
-
Assessment of standards and rules for repair works. Consultants analysed
existing Ukrainian standards for repair works. The document, described type
and methods of repair works is P-G.1-218-113:2009 Public roads repair and
maintenance works. Based on this document a comparison of the actual road
condition in relation to the road condition required by the standards and a
comparison of methods used for repair works and methods described in
standard have been performed.
An assessment of the road maintenance repair in relation to international
standards. Specifically the UK standards the Design manual for Roads and
Bridges document HD 31/94.
Assessment of received documentation to confirm that:
o The scope of works and methods for road repair were defined in an
appropriate way;
o The materials used for works correspond to national standards
(based on material certificates);
o The previously performed laboratory tests correspond to national
standards.
-
-
During the site inspection of completed maintenance works, the following inspection
methodology was implemented by the Consultant team:
-
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Visual inspection of recently repaired sections. For this purpose special
form of Site visit check list was developed (see Appendix 3), in which the
following information was recorded:
o Date, time, location, class of the road;
o Condition of the road – description of general conditions of the
road/ section, how it visually looks, quality of the road, repairs
(recently performed and from previous periods), potholes on the
section. All details of visual inspection written and photos prepared;
o Possible cause of road failure – visually to evaluate possible cause
of road problems: cracks, potholes, rutting, etc. Based on expert
assumptions and table 2.4 of VBN V.2.3-218-186:2004 Roads
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-
2.3.
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Bituminous pavement cause of road failure specified. Further
laboratory tests would be required to have clear understanding of
the failure;
o Type of repair, methodology and materials used;
o Appropriateness of repair – recently performed works as well as
repairs, performed in previous years;
o Visual assessment of methodology to check compliance with local
and international standards;
o Description of repair quality, both the recent repairs and the repairs
from previous years;
o Notes and necessity to perform core samples for laboratory tests;
Photo report of the inspected sections.
CHANGES IN STUDY METHODOLOGY AND PROJECT SCOPE.
During the course of the initial phases of the study and after meetings with the Ministry
and Ukravtodor and following receipt of the requested information, the Consultant
team decided that it will be necessary to adjust the methodology of the study. For site
visits, the following changes were implemented:
Cross check of defect lists against visual inspection of road. The
Consultant discovered that the defect list is exactly the same as the act of
performed works record. There was no proper description of the state of
the road to be repaired or a definition of the scope of works before
execution. Thus, it was not possible to check how the scope of repair works
is defined in defect acts;
Area of repair section it was not possible to quantify the amount of repairs,
as acts of performed works records were organized without details on the
location of the individual repairs and lacked sufficient detail. Also the
sections of road repair are so long that it would not be feasible to
undertake a re-measure of the areas of patch repairs;
Difference between report on performed works and site inspection –
reports on performed works do not have sufficient details on the precise
location of individual repairs, thus no possibility to track differences.
2.4.
LIST OF UKRAINIAN STANDARDS AND RULES FOR REPAIR WORKS
The following standards are in use for repair and maintenance works and were
considering during assessment of works methodology, materials used and type or repair:
1.
DBN B.2.3.-4-2007 Transport facilities. Roads and Motorways. Part 1. Design.
Part 2. Construction.
This standard describes the methodology and design parameters for the public roads
and motorways construction, capital reconstruction and repair works.
2.
DSTU 3587-97 Road traffic safety. Automobile roads, streets and railway
crossings. The requirements to operation condition.
This standard sets the requirements to road operating condition. Consultant’s
assessment of roads condition and comparability to national standards was
undertaken with reference this document.
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3.
DSTU B V.2.7-127:2006 Building materials. Stone mastic road concrete mix
and stone mastic asphalt. Specifications.
Using this standard, the Consultants checked the materials certificates, passports
and tickets on the correspondence to national standards.
4.
DSTU B V.2.7-119:2003 Building materials. Asphaltic concrete mixtures, road
and aerodromes asphaltic concrete. Specification.
Using this standard, the Consultants checked materials certificate, passports and
tickets on the correspondence to national standards.
5.
SOU 42.1-37641918-105:2013 Classification of Works for Service of Public
Roads and Repairing of Public Roads.
This standard contains a list of activities and types of emergency works applied on
the roads.
6.
GBN G-1.218-182:2011 Repairing of Public Roads, Types of Repairing and List
of Works.
In this standard is a description of repair works types: capital, ongoing small, ongoing
medium and list of works for each type of repair.
7.
VBN G.1-218-050-2001 Repair interval for road coatings and surface for the
roads of public use.
Standard describes intervals for repair and maintenance works after capital and
medium repair works.
8.
VBN V.2.3-218-532:2007 Thin surfacing on the roads of nationwide scale
In this standard usage of thin surfacing application and methods described type of
materials and thickness allowed.
9.
VBN V.2.3-218-186:2004 Roads Bituminous pavement.
Standard describe requirements to the design and condition evaluation of road
surface.
10.
P-G.1-218-113:2009 Public roads repair and maintenance works. Technical
rules.
In this standard requirements to the road condition for comfortable, safe, continuous
movement. Rules set requirements for road surface condition, type and methods of
repair works and maintenance of the road.
2.5.
ASSESSMENT OF DOCUMENTS RECEIVED.
Defect acts.
The Consultant was provided with the defect acts by Ukravtodor for the sections of
road to be inspected. The defect acts received by the Consultant team, were simply
copies of the acts of performed works records but the costs removed. The Consultant
team was also informed by Ukravtodor that for the repair works, the scope and a
description of works and defect acts are provided upon completion of the works at the
section by the contractor. Such an approach didn’t allow the Consultant team to
provide an comparison or cross check of the amount of repairs undertaken at the
section in relation to the defect acts and reports on performed works.
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The Consultant team had expected to be provided with a report on the condition of the
road section selected for repair, which contained a description of the road failure and a
specification of the types of repair to be implemented at specific locations along the
road along with approximate measurements of the repair work required.
Reports on performed acts.
The Consultant was provided with the reports on the performed acts by Ukravtodor for
the sections of road to be inspected. The reports were executed in KB-2 form according
to the requirements for State owned companies. A report on the performed acts
consists of information on the road name, section, Contractor assigned to, type and
scope of repair works undertaken, materials used, unit rates and cost of works. The
reports are compiled on a monthly basis and contain information on the works
undertaken in the month on the specific road.
Each report is prepared for the whole section of the road, which is in the responsibility
of the contractor and there were locations of the repaired sections/ potholes defined.
Few sites contained drawings and list of patch repairs, where location and amount of
performed works described. Due to the extremely long sections of road repaired and the
lack of properly defined repair locations, it was not possible to provide cross check of
amounts and type of work undertaken against the Reports on performed works for the
corresponding section of the road. This problem was further compounded by the fact
that the same lengths of roads had been repaired on separate occasions on different
months and it was there for impossible to distinguish between a repair undertaken in
May from a repair undertaken in March and compare the repair to the appropriate
report on the act of performed works.
The Consultant undertook a cross check of the methods of repair works as described on
the act of performed works reports. The methods are clearly described and are in full
compliance with Ukraine standards (P-G.1-218-113:2009 Public roads repair and
maintenance works)
Materials certificates and tickets (passports)
Each act of performance report contains Materials certificates and tickets of the
mixtures, bitumen, and gravel used by the contractor during maintenance work
execution.
The Consultant team under took a cross check of the materials used as described on the
material passports against the Ukraine standards. The recommendation on the type of
materials to use for the repair works can be found in P-G.1-218-113:2009 Public roads
repair and maintenance works and DSTU B V.2.7-127:2006 Construction materials.
Asphalt cement and asphalt concrete mixtures. Technical requirements.
Based on the analysis of received documentation – material certificates, tickets – all
materials, used for repair works correspond to national standards.
The Consultant noted that there are often several different types of material used on
each section of road but the reports do not specify which material was used in which
location and for what type of repair.
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Laboratory analysis
On the M03 a capital repair resurfacing work had been undertaken and as part of these
works core samples had been taken by Ukravtodor and laboratory analysis executed.
The Consultant team were provided with copies of the laboratory test results and the
Consultants undertook a check against compliance with standards requirements (DSTU B
V.2.7-127:2006 Construction materials. Asphalt cement and asphalt concrete mixtures.
Technical requirements) – no deviations were found, all characteristics of laboratory test
fully comply with the existing standards in Ukraine.
2.6.
ASSESSMENTS OF THE SELECTION PROCEDURE AND METHODOLOGY OF REPAIR
METHODS
Methodology of repair works described in Ukraine Standards (5, 6, 7, 10). Standards
describe:
types of repair works: capital repair, ongoing medium and small, emergency
repair works;
intervals for repair works;
list and type of methods for repair works;
maintenance activities;
criteria to evaluate road condition;
Standards do not have:
identification of possible maintenance schemes;
decision making guidance during evaluation of road condition to define type
of repair;
selection procedure of most suitable repair method to be applied;
repair design requirements;
requirements to consider economic implications of selection of maintenance
procedure.
Actual process of repair works include:
procurement of a service contract with contractor for a period of one year. In
contract sections and roads to be maintained and budget defined;
contractor is instructed to provide repair works in the defined sections;
road supervisor provide assessment on the scope of works in cooperation
with contractor;
depending on financing available, section supervisor and contractor define
most urgent area for repair and type of repair works;
supervisor not always present at the ongoing works;
scope of works inspected by supervisor considering information of materials
used for repair works.
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3.
FINDINGS AND RESULTS
3.1.
QUALITY INSPECTION RESULTS SUMMARY
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During the quality inspection of the completed road maintenance repairs for each road
section, a “Site visit check list” was completed. An example site visit check list is
contained in Appendix 3
Set out below is a summary of the findings from each section and road inspection, type
of repair used, quality, appropriateness and effectiveness of repair works, road failure
and the possible cause of the road failures.
A Map of the inspected locations is included as Fig. 2.
Day 1. 2015/06/24
Road M-01. International road, class 1.
Section KM 18+730-20 North
Road condition. Road is very badly cracked, surface course is fretting and has many
small shallow holes. Road is not rutting and is relatively even which suggests that the
road foundation is stable.
Cause of road failure. Road surface is worn out. Failure could be caused by very old
asphalt surface becoming brittle. Water ingress through cracks could be causing freeze
thaw action to destroy surface course. Fatigue cracking may indicate structural failure of
base course.
Type of repair, materials and method used. Spray injection and asphalt patch using
asphalt or asphalt emulsion
Repair quality. Repairs have been carried out on top of previous pothole repairs.
Patches are level and even and appear to be in good condition. Older patch repairs from
previous years are still in good condition. This suggests a good quality patch repair. The
spray injection repairs are already being worn away. No evidence of stone or gravel
being applied with spray injection.
Appropriateness of repair. The road surface is worn out. Patches and spray repairs have
not covered all of the cracks and small holes. Water will still ingress and freeze thaw
action in the winter months will further damage this aged and brittle road pavement.
Areas of densely packed patch and spray repairs. Consideration should be given to a
resurfacing or reconstruction of asphalt layers in this section.
This is not considered to be a cost effective maintenance strategy.
Section KM 25-27-31 North
small shallow holes. Road is not rutting and is relatively even which suggests that the
road foundation is stable.
thaw action to destroy surface course. Fatigue cracking may indicate structural failure of
base course.
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Type of repair, materials and method used. Spray injection and asphalt patch. From
visual inspection only, Asphalt or Asphalt emulsion. Throw and roll asphalt patches have
straight cut edges. Spray injection repairs do not have cut edges.
Repair quality. Repairs have been carried out on top of previous pothole repairs.
Patches are level and even and appear to be in good condition. Older patch repairs from
previous years are still in good condition. This suggests a good quality patch repair.
The spray injection repairs from previous years are already being worn away. No
evidence of stone or gravel being applied with spray injection.
Appropriateness of repair. The road surface is worn out. Patches and spray repairs have
not covered all of the cracks and small holes. Water will still ingress and freeze thaw
action in the winter months will further damage this aged and brittle road pavement.
Areas of densely packed patch and spray repairs. Consideration should be given to a
resurfacing or reconstruction of asphalt layers in this section.
Section KM 29 South
Road condition. Road is badly cracked, surface course is fretting and has some shallow
holes. Road is even and not undulating or rutting. Road section is completely covered in
patch repairs. The sections of road which are not patched are badly cracked.
asphalt surface becoming brittle. Water ingress from standing water through cracks
could be causing freeze thaw action to destroy surface course. Road is even which
suggests that the road foundation is satisfactory. Fatigue cracking may indicate
structural failure of base course.
Type of repair, materials and method used. Asphalt patch. From visual inspection only,
Asphalt and Bitumen emulsion. Throw and roll asphalt patches have straight cut edges.
Spray injection repairs have no cut edges.
Repair quality. Patches are level and even and appear to be in good condition. Many
patch repairs from previous years are still in good condition. This suggests a good quality
patch repair. Some patches from previous years have failed.
Spray injection repairs from previous years have started to fail.
The repairs do not cover all of the cracks and holes.
Appropriateness of repair. The road surface is worn out. Patches have not covered all of
the cracks and small holes. Water will still ingress and freeze thaw action in the winter
months will further damage this aged and brittle road pavement. Road section is
completely covered in patch repairs. Patch repairs are on top of patch repairs from
previous years. Consideration should be given to reconstruction of asphalt layers in this
section.
Summary for the road M-01.
Road surface is worn out. In some areas - weak foundation layers should be considered
to be repaired. In general the whole section sections of the surface course and most
likely also the base course and possibly the road foundation need to be replaced. The
amount of work needed to properly repair the road can only be determined by a series
of road investigation tests.
Day 1. 2015/06/24
Road H-07. National road, class 2.
Section KM 32+300 East
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small shallow holes. Evidence of standing water. Road is undulating which suggests
problems with road foundation layers.
could be causing freeze thaw action to destroy surface course. Road is undulating which
suggests problems with road foundation layers.
asphalt. Throw and roll asphalt patches have straight cut edges.
Repair quality. Patches are level and even and appear to be in good condition. Older
patch repair.
One patch repair from three years previous has failed.
months will further damage this aged and brittle road pavement. Areas of densely
packed patch repairs. Consideration should be given to reconstruction of asphalt layers
in this section.
Section KM35+000
small shallow holes. Evidence of standing water. Road is undulating which suggests
problems with road foundation layers
could be causing freeze thaw action to destroy surface course. Road is undulating which
asphalt. Throw and roll asphalt patches have straight cut edges.
patch repair.
months will further damage this aged and brittle road pavement. Areas of densely
packed patch repairs. Consideration should be given to reconstruction of asphalt layers
in this section.
Section KM 43, West
Road condition. Road is cracked, surface course is fretting and has some shallow holes.
Road is even and not undulating or rutting. Approx. 40% of the road surface in this
section has been patched over the last few months.
suggests that the road foundation is satisfactory. Fatigue cracking may indicate
structural failure of base course.
Asphalt. Throw and roll asphalt patches have straight cut edges.
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patch repair. Some patches are over 10m2.
months will further damage this aged and brittle road pavement. Approx. 40% of the
road surface in this section has been patched over the last few months. Consideration
should be given to reconstruction of asphalt layers in this section.
Summary for the road H-07.
Road surface is worn out. Foundation of the road is weak. The whole section requires
capital repair.
Day 2. 2015/06/25
Road M-03. International road. Class 1
Section 19+800 – 20 East, built in 2004
Road condition. Road is in a good condition, no systematic cracks, no potholes, no
rutting. Existing cracks are filled with bitumen. In some areas two-three year old asphalt
patch repair is performing well and in a good condition – no cracks or fretting.
Cause of road failure. Failure on this section could be caused by heavy truck on first two
lanes, as on the 3rd and 4th lanes there are almost no cracks. Depth of cracks is unclear
Type of repair, materials and method used. Cracks filling with bitumen. Spray Injection,
Asphalt patch, Asphalt (for 2012-2013 repair), Bitumen spray. Old asphalt patches have
straight cut edges, no cracks appeared. Cracks filled with bitumen in a proper way and
no gaps.
Repair quality. Cracks repair is even and looks tight. Spray injection repairs are failing on
the surfaces and already squeezed out. This may be due to the repair being too deep for
this method.
Appropriateness of repair. Asphalt patch and cracks repair is appropriate for road
condition. Spray injection method better to be replaced on asphalt patch. No evidence
of stone or gravel being applied with spray injection.
Section 41+300 – 45, East
Road condition. Road was repaired with surface dressing in 2001 in this section (micro
surfacing with 20 mm thickness). In general uneven. At the connection point with
Northbound P03 large area (3026,36 m2 according to acts of performed works) have
been repaired in April, 2015. Sections of the resurfaced carriageway are already rutting,
suggesting a problem with the base course layers. At the tight radius turnaround areas
structure of new (2015) repaired patches is already cracking and rutting.
Cause of road failure. Base course layer has not been replaced in the last capital repair
and may be damaged, possibly by heavy truck traffic.
Type of repair, materials and method used. Asphalt inlay 6cm thick. Asphalt. Cutting old
material and edges. Asphalt inlay machine laid.
Repair quality. Asphalt patch looks performed in a proper way – cut edges and primed
Appropriateness of repair. New inlay has signs of rutting, a deeper repair and also
repair of road foundation may have also been required. At the turn around area, new
asphalt has cracks due to heavy tracks and lateral forces of turning trucks. Stronger
material could have been applied in this area.
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Section 18-35 is in a good condition. Cost benefit analysis for preventive maintenance
recommended for this section – using of surfacing will allow increase life cycle of the
section.
For the section 41+300-45+000 is recommended capital repair works as heavy traffic
transit damages newly rolled asphalt. Use of stronger material recommended in the
section, where turnabout is located.
Day 2. 2015/06/25
Road T-10-18. Local road, class 3.
Section 55+000 – 70, East
Road condition. Road is cracked along both sides and across the road. Cracks are
unevenly distributed on the sections - some areas with high density, some areas has no
cracks. Cracks lead to potholes. Asphalt patch in a small areas along cracked straps. In
newly repaired areas cracked asphalt create new potholes. Road is rutting along cracked
areas.
Cause of road failure. Old road – surface is worn out. Failure could be causing by rutting
and cracks to be appear. Cracks leads to water ingress and following destroy of surface
course.
Type of repair, materials and method used. Asphalt patch, performed in local small
patches. Asphalt. Cutting old material and edges. Throw and roll asphalt.
Repair quality. Asphalt patch looks performed in a proper way – cut edges and primed,
in some areas edges are uneven and new asphalt overlap old in unappropriated way.
Appropriateness of repair. In general whole section require capital repair due to
amount of cracks. Cracks near new patches asphalt allows water to go under, there is a
risk of damage of patches in a season, and new potholes to be appear. Optionally – all
cracks to be repaired. Not all of the heavily cracked and damaged sections of road have
been repaired by the patches.
Summary for the road T-10-18.
Section 55+000-70 requires capital repair work including foundation repair.
Day 3. 2015.06.26
Road H-01. National road. Class 2.
Section South KM 34+800 – 45
Road condition. Road is cracked, surface course is fretting. Road is even and not
undulating or rutting. Old and new patches cover the road. Road in the past have been
treated with slurry mixture. In some areas big spaces (over 20m2) recently been
repaired.
Cause of road failure. Road surface is worn out. Road is even which suggests that the
road foundation is satisfactory. Fatigue cracking may indicate structural failure of base
course.
Type of repair, materials and method used. Asphalt patch. Asphalt.
Repair quality. In general patches are level and even and appear to be in good
condition. In some patches new layer is lower than old one - this suggest that
besecourse (or roadbase) to be weak. Old patches looks in a good condition – no cracks.
This suggests a good quality patch repair. Some patches are over 5m2.
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months will further damage this aged and brittle road pavement. Consideration should
be given to reconstruction of asphalt layers in this section and revision of basecourse
and roadbase.
This is not considered to be a cost effective maintenance strategy
Section South KM 53+000 – 61+300
Road condition. Road is cracked, surface course is worn out and fretting. On the
downhills and uphill undulation appeared. Rolls of asphalt along the right sides of the
road.
Cause of road failure. Road surface is worn out. It looks like during hot period heavy
trucks roll out asphalt, creating rutting and roll asphalt out. Also, roadbase is weak to
carry the upper layers with loadings.
Type of repair, materials and method used. Asphalt patch. Cold Asphalt. Asphalt. Throw
and roll asphalt, cutting edges
Repair quality. In this section cold asphalt have been poured during the cold season.
Material is looks solid after several month on the road. Also, old patches carry the heavy
loads and in a good condition
Appropriateness of repair. The road surface is worn out. Patches have not covered all
rutting along the road. Section requires capital repair of the roadbase and asphalt.
Road condition. Road is badly cracked, surface course is worn out and fretting. Cracks
created along wheelspan. Section has new patch repair. Also patches of 2, 3, 4 years old
on the section. Rutting and cracks are appear at the new patched areas.
Cause of road failure. Road surface is worn out. As road is even the cause of failure
could be very old asphalt. New rutting gives an idea that roadbase to be inspected.
Type of repair, materials and method used. Asphalt patch. From visual inspection only –
asphalt. Throw and roll asphalt, cutting edges.
Repair quality. Patches has straight edges and signs of bituminous at the edges.
Appropriateness of repair. The road surface is worn out. Cracks not repaired, that will
lead to new potholes after water ingress and freeze thaw action in the winter months.
Patch repair will not solve the problems of the section and resurfacing or capital repair is
advised.
Section North KM 64+000 – 66+000
Road condition. Road is cracked, surface course is worn out and fretting. Big areas (over
20%) are patched on the section. Potholes appear at the wheelspan and rutting.
Cause of road failure. Road surface is worn out. Road is uneven. New rutting gives an
idea that roadbase to be inspected.
Type of repair, materials and method used. Asphalt patch. From visual inspection,
Repair quality. Patches has straight edges and signs of bituminous at the edges. Patches
are level and even. In general, patch repair has good quality.
Appropriateness of repair. The road surface is worn out. Roadbase to be proper
inspected and capitally repaired if necessary. Cracks repair in such amount and condition
is considered as not cost effective method. It is reasonable to resurface asphalt or
reconstruct the road.
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All inspected sections of the road requires capital repair works including foundation
repair.
Day 4. 2015/06/29
M-05. International road. Class 1
Road condition. Road is cracked, uneven, surface course is worn out, fretting, rutting.
Potholes appear at the wheel tracks and rutting where more cracks to be appear.
Cause of road failure. Road surface is worn out. Cracks allows water ingress and by
causing freeze thaw action destroy surface course. New rutting gives an idea that road
base needs to be inspected.
Repair quality. Patch has straight edges. Patch is level and even. In general, patch repair
has good quality.
Appropriateness of repair. The road surface is worn out. At the surface of repaired
patch new wheels tracks to appear. It looks like repair of wearing course is not effective
at this section.
Road condition. Road is cracked, uneven, rutting. Areas covered in previous patch repair
with new patches around.
Cause of road failure. Road surface is worn out, old. Cracks allows water ingress and by
causing freeze thaw action destroy surface course. Also, as cause could be heavy traffic.
Repair quality. Patch has straight edges. Patch is level and even.
Appropriateness of repair. The road surface is worn out. At the surface of repaired
patch new wheel tracks to appear.
Section North KM 90+500 – 92+000
Road condition. Road is cracked. Areas covered in patch repair of previous years.
Cause of road failure. Road surface is worn out, old. Cracks allows water ingress and by
causing freeze thaw action destroy surface course. Heavy traffic could be as a cause.
Type of repair, materials and method used. Spray injection. Bitumen and stones. Spray
injection of bitumen and stone.
Repair quality. Bitumen with gravel have been injected at the cracks (small potholes
(diam. less than 50cm)). Not all area of cracks repaired.
Appropriateness of repair. Repair works will not influence at the whole situation at the
road with many cracks around. In a period of 2-3 month after works completion,
repaired surface is worn out.
Road requires capital repair, some section need road foundation repair.
Day 5. 2015/06/30
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Section South East KM 1+900 – 2+000
Road condition. Road in cracks. Section supervisor did not accept Works as wrong
materials used.
Cause of road failure. Road surface and is worn out. It looks like cause of the problem is
road base.
Type of repair, materials and method used. Cracks repair. Bitumen. Filling cracks with
liquid bitumen.
Repair quality. Material, used for repair has low quality.
Appropriateness of repair. Method, used for repair works is an unappropriated.
Material is leaking from cracks at the hot temperature.
Road condition. Road is cracked, even. Cross cracks have symmetric location – looks like
concrete slabs underneath. One lineal crack goes directly at the middle of the road.
Spray injection works completed in previous years does not look good.
Cause of road failure. Road surface is old. Could be the cause of weak roadbase.
Type of repair, materials and method used. Crack filling with mastic and small size (35mm) gravel on top. Mastic and stones. Blow of hot air in the crack for cleaning and
drying. Cracks filled with mastic and covered with gravel of 3-5mm size. Crackmaster
material used.
Spray injection method of previous years.
Repair quality. In a three month period since works completed quality of repair works is
good.
Appropriateness of repair. Method, used for crack repair is appropriate.
Road condition. Patch repair completed in March, 2015.Spray injection method used in
previous 1-2 years is crippled. Many cracks on the road and small size potholes and
pitting. Rutting.
Cause of road failure. Road surface and is worn out. It looks like roadbase need
repaired.
Type of repair, materials and method used. Patch repair. From visual inspection –
Asphalt. Cutting and cleaning of potholes. Cutting edges. Lay and roll asphalt.
Repair quality. Repaired areas has straight edges and well compacted.
Appropriateness of repair. Patch repair, performed this year is sinking. This repair works
will not solve the problem with layers underneath. Rutting is suggest that problem in the
roadbase. Cracks around repaired areas will let water ingress and continue to destroy
wearing course.
Some sections of the road requires surface treatment and some capital repair including
foundation repair.
Day 6. 2015/07/01
Road M-07. International road, class 2.
Section West KM 24+000 – 25+000
Road condition. Road surface is even. Net of cracks and small size potholes. Some of the
cracks repaired with mastic and some areas repaired with spray injection method.
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Cause of road failure. Structural cracking possibly caused by road design traffic being
exceeded or possibly thermal cracking.
Type of repair, materials and method used. Spray injection. Cracks repair. From visual
inspection – Mastic and gravel for cracks and bitumen emulsion with gravel for spray
injection method. Cutting (width and depth - 12-15mm) and cleaning of cracks with
filling of mastic (200C) and pouring of small size gravel. Spray injection.
Repair quality. Repaired cracks in a month after repair looks good and no damages
appear.
Appropriateness of repair. Cracks repair is appropriate.
Section West KM 66+300
Road condition. Road surface is even. Net of cracks and small size potholes. Patch repair
performed with spray injection method. On the surface of repair small size gravel
poured. Works completed in May, 2015.
Cause of road failure. Probably road base is weak or failure in the wearing course.
Structural cracking possibly caused by road design traffic being exceeded or possibly
thermal cracking.
Type of repair, materials and method used. Spray injection. From visual inspection –
bitumen emulsion and gravel. Spray injection of bitumen emulsion and gravel.
Repair quality. In this location, sprayed emulsion covered with gravel, which will protect
emulsion in the future.
Appropriateness of repair. Local repair does not cover all cracks around and water will
continue to ingress and destroy wearing course with freeze thaw action. The remaining
cracks should be sealed or the wearing course replaced.
Section West KM 74+900
Road condition. Road is even and no rutting. Road has small cracks, small size shallow
potholes, Patch repair works completed in May, 2015.
Cause of road failure. Road surface is worn out.
Type of repair, materials and method used. Patch repair. From visual inspection –
asphalt. Cutting asphalt, edges. Lay and roll asphalt.
Repair quality. In a month since works completed patches looks good- no cracks or
holes.
Appropriateness of repair. Local repair does not cover all cracks around and water will
continue to ingress and destroy wearing course with freeze thaw action Around recently
repaired patches new potholes appear as old asphalt is continue to destroy. The
remaining cracks should be sealed or the wearing course replaced.
Some sections at the road requires re-surfacing, some sections to be repaired including
foundation of the road.
Day 7. 2015/07/21
Section Westbound KM 50
Road condition. Road is cracked, surface course is fretting and has some shallow holes.
Road is even and not undulating or rutting. Road surface in this section has been
patched over the last few years.
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thaw action to destroy surface course. Road is even which suggests that the road
foundation is satisfactory. Fatigue cracking may indicate structural failure of base
course.
Type of repair, materials and method used. Asphalt patch. From visual inspection –
asphalt. Cutting potholes, cutting edges and debris removal. Cleaning with compressed
air. Grounding with bitumen. Throw and roll asphalt.
Repair quality. Asphalt mixture has temperature lower, that in material ticket.
Equipment used for repair works is old and has low quality for cutting and rolling.
months will further damage this aged and brittle road pavement.
Day 8. 2015/07/23
Road T1027. National road, class 1.
Section Westbound KM 50
Road condition. Rutting on the road. Road is cracked. Road surface in this section has
been patched over the last few years and has been repaired on the surface of 70-80%.
suggests that the road foundation is satisfactory.
Type of repair, materials and method used. Spray injection. From visual inspection only,
gravel 5-8mm, bitumen emulsion. Cleaning of the cracks with compressed air, Blowing
emulsion, blowing mixture of gravel and emulsion, blowing of gravel on top to protect.
Appropriateness of repair. The road surface is worn out. Spray injections have not
covered all of the cracks and small holes. Water will still ingress and freeze thaw action
in the winter months will further damage this aged and brittle road pavement. This is
not considered to be a cost effective maintenance strategy.
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Location data list
2015/06/24 M-01 - 1
2015/06/24 M-01 - 2
2015/06/24 M-01 - 3
2015/06/24 H-07 - 1
2015/06/24 H-07 - 2
2015/06/24 H-07 - 3
2015/06/24 M-01 - 4
2015/06/25 M-03 - 1
2015/06/25 M-03 - 2
2015/06/25 T-10-18 - 1
2015/06/26 H-01 - 1
2015/06/26 H-01 - 2
2015/06/26 H-01 - 3
2015/06/26 H-01 - 4
2015/06/29 M-05 - 1
2015/06/29 M-05 - 2
2015/06/29 M-05 - 3
2015/06/30 H-08 - 1
2015/06/30 H-08 - 2
2015/06/30 H-08 - 3
2015/07/01 M-07 - 1
2015/07/01 M-07 - 2
2015/07/01 M-07 - 3
Figure 2: Locations of inspected section
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3.2.
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ASSESSMENTS OF THE COMPLETED REPAIRS
Set out below are the Consultant’s general comments on the quality of the types of
highway maintenance which were in evidence at the site of the site visits.
The Following types of repair works were inspected.
1. Patch repair. From the Consultants inspections and assessment of the act of
performed works records, it would appear that the methods used on the inspected
sections are in compliance with the requirements of national and international
standards, in particular with P-G.1-218-113:2009 Public roads repair and
maintenance works (section 4.7). All potholes cut with straight edges and signs of
bitumen (as primer) are presented, Due to that fact, that works completed it is hard
to prove whether surface was cleaned, dried and primed with bitumen properly.
Considering that patch repair from previous years in good condition, which gives an
idea of good quality of hidden works during patch repair.
At some sections, the patch repair implemented was smaller than it should be
according to standards. As shown at the Figure 1 patched area will not solve the
problem and cracks around repaired area will allow water to ingress and continue to
destroy wearing course. According to Standard (10 section 4.7.7.) repaired area
should be wider that area of cracks.
Although the Consultant only undertook a visual inspection, the Ukravtodor
representative clarified that the patch repairs are usually only a maximum 5cm deep
irrespective of the type and cause of the road failure. In many instances the design
life of a shallow repair will be limited as the road failure may be due to problems with
the road foundation or base course. A 5cm deep repair will not resolve these
problems and will therefore be only a short term solution.
The Consultants were informed that due to limited financing, such works are not
undertaken strict accordance with the standards.
Figure 3: Patch repair
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The Consultant observed on going patch repair works and noted that the methodology
used by the contractor was in line with both Ukraine and International standards.
During visit of ongoing patch repair works it was noted that:
Area of repair is not cover all problem areas at the section - cracks and small
size pothole still will be around repaired area. This will lead to further
destruction of road surface with “thaw-freeze” process and necessity to make
new patch repair at the same section next season;
Equipment used – cut machine does not provide required quality of cutting –
this leads to increase in additional workforce and lower quality of adhesion;
Asphalt mixture – truck, delivered mixture was not covered, that led to
decrease of mixture temperature;
Grounding – has to be improved, as at the moment worker pour the liquid
bitumen with law efficiency;
Roller – 1,5t roller is very old and have very low compaction efficiency.
Please see the quality inspection reports summary section of this report, for a more
detailed report of ongoing works site visit. A complete set of photographs showing the
methodology are contained in Appendix 5 of this report.
2. Spray injection. The Consultant noted that this is a widely used method due to its
speed of application and lower cost. Liquid bitumen emulsion with small size gravel (25mm) injected into the destroyed areas, in shallow potholes only and where area is
less than 0.5 m2. This method requires cleaning and drying of the patch surface, but no
cutting of the edges. In most of the repaired areas – only bitumen is visible. The
standards state that after pothole filling with bitumen and protection layer of gravel
has to be applied on top. The Consultant noted that in the majority of roads there was
no gravel or stone in the bitumen and only 1 road had been repaired with a spray
injection mixture containing gravel or stone. Injected mixture of bitumen emulsion
should be carefully designed to achieve the correct density.
The Consultant noted that in many places the spray injection repair was beginning to
fail after 1 or 2 years. Also that the spray injection repair was being over used in
inappropriate applications such as crack sealing or filling deep or large pot holes.
The Consultants inspected one site with ongoing spray injection works.
The observed method includes the following procedures:
Cleaning with compressed air. While visually inspected cracks and small size
potholes, where cleaning works performed with compressed air in cracks with
above 20mm width still has signs of dust and debris inside;
Injection of bitumen emulsion. Injection of bitumen emulsion allows to
penetrate deeply and provide efficient cohesion with asphalt;
Injection of gravel and emulsion mixture. This process fill cracks and potholes
with mixture that will carry the traffic;
Injection of gravel protection layer. Very importance process in this method,
that protects newly repaired area from emulsion removal. Also, as no any
compaction process applied, gravel has to be on top considering following
compaction with traffic passing by.
In the inspected section it was plan to repair cracks with width over 20mm as gravel
size used for repair was 5-8mm.
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Important note! In many visited areas, the Consultant noted, that only bitumen
emulsion is visible and lack of gravel leads to a reduction of the life of the repaired
area. This has to be taking into consideration by Ukravtodor and the quality of this
type of works should be improved.
Figure 4: Lack of gravel, used for spray injection method
Please, see Appendix 3 for detailed report of ongoing works site visit
Figure 5: Spray injection method
3. Crack repair. This type of repair use different methods: with cutting of the crack or
without cutting. Also, method use different type of materials: mastic, bitumen
emulsion, poured with stone screening dust. Usually at the areas, where cracks have
width and length less than 15mm cutting performed and special heated bitumen
poured in the crack and stone screening dust on the top applied. The Consultant team
noted that the crack sealing had in some areas been undertaken using in appropriate
materials. This repair work had been failed by Ukravtodor as being substandard in
quality.
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Figure 6: Cracks repair with crack master material and covered with stone screening dust
3.3.
СORE SAMPLES
With the support of Ukravtodor and Road Maintenance Service Department in Kyiv
region, it became possible to take core samples of the recently competed repairs.
During site inspection the core samples were visually evaluated:
Thickness of patch repair;
Quality of adhesion with old layer;
Visual evaluation on the quality of mixture.
Further laboratory tests will provide information on:
Correspondence of material used to national standards;
Correspondence of material used to the material tickets (certificates);
Correspondence of material used to international standards.
During site inspection three characteristic sections were defined, where core sampling
has to be performed. Following sections of the roads were included:
Road H-07, section 43km;
Road M-05, section 101km;
Road H-08, section 32km.
In general, following number of core samples were taken:
H-07: 5 drilled core samples;
M-05: 10 drilled core samples;
H-08: 4 drilled core samples.
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Visual inspection showed that thickness of the patch repair layers is following:
H-07: 5-5.5cm
-
M-05: 5cm
-
H-08: 6-7cm
Figure 7: Thickness of the patch repair layers
From a visual assessment of the core samples, it can be seen that asphalt mixtures used
for repair works at H-07 and H-08 have small size gravel with particles less than 15mm
that correspond to the standard requirements (4, art. 4.3.3) to have thickness of the
compacted layer not less than a ratio of 2.5 times the diameters of the largest gravel
size. While the asphalt mixture, used at M-05 has particles with diameter around 25mm,
that does not correspond to either the Ukraine or international standards.
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The results of the laboratory tests confirmed that all of the core samples are compliant
with Ukraine standards in terms of compressive strength, compaction, density, bitumen
content and water saturation.
The core samples laboratory tests confirmed the Consultant's visual assessment of
materials used for patch repair.
For the inspected sections on the roads H-08 and H-07 all characteristics correspond to
national standards requirements and that the use of the materials was appropriate.
For the inspected section at M-05, the maximum size of the gravel grains was 40mm in
the asphalt mixture used for patch repair. This confirmed Consultant's visual
assessment, that this material was inappropriate, as the layer thickness is 5cm thick and
the maximum gravel size should therefore be 20mm.
3.4.
QUANTITY CROSS CHECK OF PERFORMED WORKS
Due to low level of details in the reports on the performed works it was decided to
check two sections with the area of repair and amount of asphalt mixture to provide
high level cross check on the amount of material used and repaired area.
The figures you can see in the table below.
#
position
units March April
May
Total
Repaired surface on H-07 Kiev1
Sumy-Unakivka
1.1 Potholes asphalt repair
m2
33.4
708.33 1122
1863.7
1.2 Asphalt
t
Repaired surface on M-07 Kyiv2
Kovel-Yahotyn
2.1 Potholes asphalt repair
m2
2.2 Asphalt
t
Table 2: Works performed
3.025
85
134.64
222.67
63
7.56
830
99.68
108.33
13
1001.3
120.24
Considering average thickness of the patch repair 5cm we can find volume of the
asphalt:
H-07: 1863.7*0.05=93.187 m3 of compacted asphalt
M-07: 1001.3*0.05=50.067 m3 of compacted asphalt
Compaction factor will be:
H-07: 222.67t / 93.187m3 = 2.39 t/m3
M-07: 120.24t / 50.067m3 = 2.4 t/m3
The Consultant team considers that this is a reasonable compaction factor and that the
volume of material used broadly corresponds to the area of patch repairs, which the
contractor claims to have completed.
3.5.
SUMMARY
Through the course of the site investigations, the Consultant team noted that in
general, all roads have very similar problems. Many sections of roads have structural
cracks and rutting which indicate a failure at the foundation of the road and wearing
course is fatigued and in a worn-out state.
In Table 3 you can see description of the problems, its causes and type or repair to be
applied.
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Type of deformation,
Structural cracks
Possible cause of failure
Wearing course is worn out/ road
foundation is weak (water ingress
though cracks)
Rutting
Road foundation failure. Overloading
of road (numbers of heavy trucks
exceeding design strength )
Fretting or surface Road surface is worn out
cracks
Surface worn out
Surface course life cycle is expired
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Best
practice
solution
repair
Capital repair including
base course or road
foundation replacement
Road base course or
foundation repair
Surface dressing repair
Resurfacing. Preventive
maintenance
to
be
implemented for longer
life period of the roads
Table 3: Typical road deformations and destructions, causes and solutions
The road maintenance quality study has shown that the majority of the roads
investigated have only received an emergency type of repair such as patch repair or
spray injection repair or crack sealing. The Consultant is aware of the financial
limitations of the highways maintenance budget and that this is a possible reason why
preventative works and capital repairs such as resurfacing or reconstruction of the
carriageway are only being implemented in a few isolated areas.
It should be stated however that the 5cm deep shallow repairs do not address many of
the problems causing the failure of the road such as road base course failure or road
foundation failure. Additionally many of the cracks in the road surface, which should be
sealed with a slurry seal or a resurfacing of the road remain open.
The financial limitations on the road maintenance budget are noted but this should be a
motivation to ensure that all road repairs are undertaken in the most economically and
financially efficient manner.
The inability of the current road maintenance repairs to effectively repair the damaged
road is causing the road to continue to fail. Which in turn will increase the amount of
repairs required and the severity of the failure each passing year.
The diagram below shows how preventative maintenance and correct repair can ensure
that the road has a longer life and requires less sever reconstruction works, which are
more expensive.
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Figure 8: Preventative maintenance and correct repair
The patch repair has depth of 5cm only, and such approach will not solve existing
problems with road foundations. As shown on Fig. 1 (p. 15) it is typical situation.
Spray injection method are being overused. In many areas, it could be more efficient to
use patch repair for the larger or deeper damaged areas or specific materials designed
for crack sealing.
The procedure for procuring and specifying the maintenance works does not appear to
specify which of the above mentioned methods – patch repair and spray injection, are to
be used for each type of failure. This is often left to the contractor’s own judgement.
The crack repair in many areas would not be efficient due to the high number and dense
net of cracks and the repair of such areas is considered to be not cost effective.
Preventive maintenance of the surface should be applied in advance, when amount of
cracks is minimal to prevent water ingress, which further weakens the road. Resurfacing
or slurry sealing should be considered to seal the road surface to prevent water ingress.
Most of the sections of roads visited by the Consultant team were found to require
capital repair works including repair of road asphalt base course, resurfacing, or full
depth reconstruction of the road.
A significant finding during inspection visits by the Consultant team was that the patch
repair has a good quality. Three, four, five-year-old patches and older are still in place
and in relatively good condition. The Consultant team noted that the majority of all
patch repairs were in good condition and that the ones that had failed had done so
because the surrounding road had continued to fail or because the road base layer had
failed under the patch repair.
This demonstrates that the construction quality of the asphalt patch repairs is sound and
that the repairs are achieving and exceeding their expected design life of 5 years. The
problem however is that in many cases the road is simply failing around the patch
repair.
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The Consultant team consider that a fundamental problem lies with the prescription
and usage of types of repair works, which only offer short-term partial solutions and
are not preventing the continued decline of the quality of the road in the medium to
long term - emergency and ongoing small repair works in many instances should be
substituted with Capital repairs.
In Table 4 the requirements of the Ukraine national standards and the assessment of the
road conditions are shown. The table highlights areas where the, road conditions do not
correspond to the standard’s requirements. Most of the roads are overdue for capital
repairs and this is leading to the worsening conditions each year.
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№
1
Standard requirements
Road condition ( 1, 2 category)
Standard, article
The wearing course must not have any depressions, potholes, rutting Sections of the roads are cracked, surface course is worn out DSTU 3587-97. 3.1.1
or other deformations, which obstruct the traffic.
and fretting, sections of the carriageway are rutting.
2
The limited depth of the individual depressions, potholes should not Sections of the rods contain depressions, potholes with DSTU 3587-97. 3.1.1
exceed 4 centimetres in area for roads 1-3 categories and groups A, B different size and depth. Many of them are more than 4
for roads and streets of settlements.
centimetres.
3
The limited height of rutting should not exceed 2 cm for roads 1-3 Sections of the roads contain rutting which are in excess of 2 DSTU 3587-97. 3.1.2
categories and groups A, B for roads and streets of settlements.
centimetres in height.
4
If the size of the individual depressions, holes, potholes, rutting is Many of the depressions, holes, potholes and rutting, which DSTU 3587-97. 3.1.2
inappropriate, the terms of their repair should not exceed 5 days for are inappropriate for roads of class 1 and 2 appear to have
1, 2 categories of roads, 7 days for 3 category of roads.
exceeded the time period stated in the standards.
5
It is essential to place protective layers with emulsion mineral Sections of the roads have a surface course, which is worn out SOU 42.1-37641918mixtures and surface treatment on places scaling and fretting roads and have not been sealed. Furthermore the Consultant is not 105:2013. 5.3
and pavements.
aware of planned works to seal the surface course
6
To remove rutting on roads it is used cutting method. Also, surfacing Cutting method is widely used, but it is very unsuitable for SOU 42.1-37641918with emulsion mineral mixtures and surface treatment, where rutting exploitation of the road in the future. The top layer becoming 105:2013. 5.3
width is less than 0,8 meters
thinner that leads wearing course to be destroyed faster.
Table 4: Standards requirements and road conditions
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4.
RECOMMENDATIONS
4.1.
DEFINITION OF SCOPE AND METHODOLOGY OF REPAIR WORKS
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Asphalt is a flexible material able to flex and stretch a little when it is fairly new but the
bitumen binder becomes brittle as it gets older. When this happens – typically between
ten and twenty years into its life – cracks can open in the surface of the material.
Water can get into these cracks and freeze, widening the crack. In poor weather, this
‘freeze-thaw’ effect can lead to a quick deterioration in the asphalt surface and the rapid
formation of potholes. This is why potholes are so much more common in cold, wet
weather.
If the deterioration goes too far, the surface may lose integrity and water can get
through into the lower layers of the road, damaging them too. For this reason, keeping
the surface sealed is key to getting the most life out of a road.
This type of surface failure is the most common cause of problems on Ukraine’s roads.
The good news is that, caught early enough, the surface can often be resealed cheaply
and effectively using a surface treatment to extend its life by ten or more years for a
fairly modest cost.
The Consultant is aware of the financial limitations of the road maintenance budget and
the impact this is currently having on the selection of road maintenance methods. There
is therefore a strong need to undertake all road maintenance in a financially and
economically efficient way to ensure that the maintenance budget delivers maximum
benefit. The Consultant also notes that there are only a very limited number of
resurfacing and slurry sealing maintenance projects being undertaken and that there are
very little preventative maintenance works.
It is also apparent that the majority of the repairs undertaken in recent months were
only shallow repairs of 5-6cm depth. These shallow repairs do not solve the problems
with the road’s base course or foundations. Consequently these shallow repairs will not
prevent the road from deteriorating faster than it would do if it was properly
maintained.
It is the Consultant’s understanding that there is currently no set procedure contained
in the Ukraine standards to define and control how maintenance works are specified
and defined. Although the standards contain information on the types of pavement
investigation works to be undertaken, there is no guidance on how this survey
information is to be interpreted and how the appropriate maintenance solution is to be
chosen and specified.
1. Provide a maintenance assessment process: Data survey and pavement
investigation results to be interpreted and analysed.
2. Decision making during evaluation of road conditions to define type of repair
3. Pavement treatment design. Selection of the appropriate road maintenance
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An example flow chart is contained below. This example is taken from the British Design
Manual for Roads and Bridges document.
Figure 9: Investigation and assessment process
(source: http://www.standardsforhighways.co.uk/ha/standards/dmrb/vol7/section3.htm )
This flowchart is suggested as a guide to allow highway engineers to develop the most
effective repair method. Below, example of flowchart from the UK Road standards,
Design Manual for Roads and Bridges HD 30/08.
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Figure 10: Maintenance Treatment Options for Flexible Pavements with Asphalt Base
(source: http://www.standardsforhighways.co.uk/ha/standards/dmrb/vol7/section3.htm)
4. Repair design requirements.
It is recommended to prepare typical design sections, which specify how the repair
works for different types of repair should be performed.
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Figure 11: Patch procedure
(source: http://www.standardsforhighways.co.uk/ha/standards/dmrb/vol7/section3.htm)
5. Requirements to consider the economic and financial implications of the
selection of the type of road repair.
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4.2.
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PROCUREMENT OF ROAD MAINTENANCE
The defects lists supplied to the Consultant team appear to have been prepared by the
contractor and not by Ukravtodor. The Consultant understands that Ukravtodor have
procured laser scanning equipment in order to allow them to locate and measure the
amount of potholes and their locations.
The Consultant recommends that this equipment along with traditional visual inspection
methods are implemented to build up scope of repair works documents. These scope of
repair works documents could then be used to estimate the financial cost of repair
works required and accurately specify and to cross check and verify the repair works
undertaken by the contractors.
Defect Reports.
The Consultant suggests that the procedure described above is established to more
accurately detail the scope, quantity and location of maintenance repair works required.
The defect acts reports should detail the:
- Section location with length of the section of specific repairs required;
- Location of problem areas and description of repair required;
- Surface area of required repair.
Report on performed works.
The reports of performed works supplied to the Consultant team did not contain
sufficient information on the precise locations of the works undertaken. Consequently it
was not possible to understand which materials were used in which locations and how
this corresponded to the repair methodology.
It is recommend to further develop the requirements for execution of reports on
performed works compiled by the contractors. Allocating each set of material passport
documents to the corresponding repaired section and type of repair. This will enable
Ukravtodor to inspect the completed works, cross check estimates of material used,
check that the specified material and maintenance technique has been implemented in
the required location. The following should be specified:
1. Location of each section for repair works within 1 km
2. Link the material used to the corresponding methodology and location
3. Quantities of material and material specification and certificates linked to each
method of repair and location.
4. Dates of works undertaken.
Types of repair
1. Patch repair. This method is widely used in many countries around the world
and the Ukrainian methodology is similar to that specified in other countries.
The Consultant team noted that these repairs appear to be good in quality and
are still in place after several years. However, in many places patch repaired
surface is less than it should be according to road conditions. This not the
problem of the method itself, but the approach to define the correct scope of
repair work.
2. Spray injection. The Consultant noted overuse of this method in many places.
This method is best used in small shallow failures and the repair mixture should
contain or be coated with gravel or stone as well as bitumen spray. In many
areas a patch repair would have been more suitable than the spray injection
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method. Also, many repair areas contain no gravel or stone, which is required. It
is recommended for this method:
a. Assessment on the materials, used for this type of repair – in many
places bitumen has no coating protection with gravel and this is
reducing the life of the repair;
b. Proper implantation of this method of repair. Should not be used in
large or deep potholes.
c. It is recommended to perform monitoring of the design bitumen
mixture used in this type of repair and also the size of the pot holes in
which it is used, in order to assess its effectiveness;
3. Crack repair. It is recommend that more cracks are repaired. In many sections of
the road there are open cracks which are allowing water to ingress into the road
construction. Water ingress is a major cause of road failure and this significantly
reduces the design life of the road.
4.3.
HIGH-LEVEL ECONOMIC ANALYSES OF UKRAINIAN ROAD MAINTENANCE TECHNIQUES
The Consultant has undertaken two kinds of preliminary economic analyses regarding
the viability of current maintenance policies for roads in the Ukraine, namely:
 a basic analysis of economic viability regarding the share of road surface
repaired by annual patching versus resurfacing of larger areas;
 a more comprehensive (yet still high-level) economic analysis for two
maintenance/reconstruction scenarios for a sample kilometre on the Ukrainian
M01 road comparing the respective costs and benefits for a 20 year operation
period;
It should be kept in mind the results yielded in these analyses should be considered as a
guide only as the assumptions are based on unverified data. However, they can be
considered as a high level guide to give an approximation on whether the considered
maintenance alternatives are in principle economically valid or not.
4.3.1.
Economic viability of patch repairs and resurfacing
The Consultant has undertaken a cost comparison exercise to establish the approximate
threshold value of the share of road surface being patched every year in an economically
viable fashion. Thus, we balanced the unit cost of patching (338,35 UAH or 14,10 EUR 1
per sqm) and resurfacing (291,67 UAH or 12,16 EUR per sqm) against each other,
considering the useful life (5 years and 8 years, respectively) of the repair measure in
order to compute the critical share of road surface being patched in a certain period
before the patching alternative becomes uneconomic. The unit prices stated above are
example rates only, which the Consultant has used to enable a comparison of these two
maintenance methods.
Based on the 5 years of useful life typically assumed for patch repairs and the according
price data, our findings suggest that patching is preferable as long as the road area being
patched within this period does not exceed 54% of the total road surface. Put
differently, if each year, the average annual amount of road surface being patched
1
The consultant used an exchange rate of 23,98 UAH= 1 EUR as of 2015-07-09.
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The Consultant has noted that on many sections of road, more than 11% of the surface
is being patched each year. Consideration should be given to assessing the area of road
needed to be patched that year and also assessing the likely area of road which will
need to be patched the next year, in a given section. Proper planning and coordination
of road maintenance could lead to the selection of road maintenance methods, which
can deliver a more cost effective solution.
It shall be noted that this analysis is considering maintenance costs only, i.e. the
potential benefits of having a smoother road surface are not included in the calculation
at this stage. The economic viability of resurfacing may well increase further since a
better road surface condition can be typically expected from resurfacing compared to
constantly patching and re-patching a road.
4.3.2.
Economic analysis of two maintenance strategies for a sample road kilometre
Economic appraisals are a vital part of project preparation assistance particularly when
IFI funds are involved in financing the project. Economic appraisals take a broader view
in order to include all relevant benefits and costs to society, accounting for all resources
used by the project (human, technical, natural) and gauge the value created by the
project to all stakeholders. Put differently, they aim at finding out whether society at
large gains from the investment or not.
While privately financed projects will typically require a financial appraisal, major
projects involving public funds will be most likely appraised economically. The main
difference between financial and economic appraisal is the perspective and hence the
stakeholder groups considered: while financial appraisals will look at the financial
sustainability of a project and its financial rate of return (thus reflecting the investor’s
perspective), economic appraisals go beyond that level in that they also include costs
and benefits accruing to the whole society (i.e. agents in the economy other than those
who sponsor the project).
In the context of road construction and road rehabilitation projects this will typically
include analysing the following cash inflow and outflow items: economic investment
costs, maintenance costs (and their savings), savings in vehicle operation costs, value of
time costs, emission costs and road safety costs. Put differently the analysis spans
several relevant externalities created in private transport on the road.
That said, projects in the public infrastructure sector frequently perform poorly in a
financial appraisal, however they reveal their desirability when appraising them in
economic terms.
In several sections of the road, which the Consultant visited, it was noted that the road
most likely required a full reconstruction to properly repair it as the base course or road
foundations were failing. However, the only maintenance noted in this sections was
patching of the surface. It many sections the patch repairs now covered a significant
percentage of the road surface.
The Consultant has undertaken a high level cost benefit analysis comparing continued
patching of the road surface with undertaking a full reconstruction of the road.
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This economic appraisal is based on a cost-benefit analysis (CBA) that values the net
economic cash flows comparing a business-as-usual (BAU) scenario and a do-something
(RECONSTR) scenario over a 20 year operational period. Thus, we were comparing two
scenarios:
 BAU: annual patching of 10% of the total road surface;
 RECONSTR: full reconstruction of the road, corresponding road maintenance
expenditures.
Cost streams considered in this CBA include investment costs (for road works), residual
values, maintenance costs and road user costs (being the total of vehicle operation
costs, value of time costs, emission costs and road safety costs). The analysis was
exemplarily carried out for a busy stretch of the Ukrainian M01 road serving a total
AADT (average annual daily traffic) of 30.019 vehicles. The CBA table presents costs with
a negative (-) sign, whereas benefits (or costs savings) are indicated as positive values.
The AADT used in the CBA is an estimation which has not been verified.
4.3.3.
Assumptions
The price information for the road improvement works is based on typical unit financial
highway construction costs in Ukraine. Both the economic costs for road rehabilitation
works and for road maintenance were estimated based on the estimated financial cost
of civil works and construction, excluding price contingencies and profits.
The road maintenance expenditures were estimated based on data delivered by the
Ukravtodor (for the BAU scenario applying patch repairs with an assumed road surface
share of 10% being patched annually) and verified literature figures (annual financial
maintenance costs for the do-something scenario) provided by the Consultant.
As in the previous section the useful life of a patch repair was assumed to be 5 years,
whereas the design life of a newly constructed road was assumed to be 30 years.
Straight line depreciation was used to estimate the residual value of the road after the
20 years operation period.
Regarding road user costs (the total of vehicle operation costs, value of time costs,
emission costs and road safety costs) it is essential to make assumptions on the road
roughness (measured in IRI units) since roughness is the key driver of roads borne by the
road users. In terms of driving conditions, we were applying the World Bank HDM-4 to
simulate the effects of the physical characteristics and condition of the road on the
operating speeds of various types of vehicles, on their consumption of fuel and
lubricants, on the tire wear, on their maintenance requirements, etc. , and to determine
their total unit road user cost (unit=vehicle kilometre). The quantities of resources
consumed, such as litres of fuel, number of tires, man-hours of labour, etc., are
determined together with vehicle speeds as a function of the characteristics of each
type of vehicle and the geometry, surface type, and current condition of the road. Costs
are then found by multiplying the various resource quantities by user-specified
economic unit costs and adding allowances for depreciation, interest, road safety costs
and overhead costs and for the time values of passenger delays and cargo holding.
Apart from vehicle fleet characteristics that were adapted in order to duly reflect
Ukrainian country-specific values (e.g. typical fuel consumption, lubricant consumption,
annual mileage, etc.) and average vehicle fleet unit costs, road-specific road user costs
are subject to roadside driving conditions (e.g. road surface roughness, type) as well as
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the respective current level of service on a given road. The latter depends on the degree
of saturation of the road’s capacity2. Thus, in order to integrate this correlation into the
calculation of unit RUC we fed the traffic flows into the model (HDM-4) that was used in
this economic appraisal to compute unit road user costs. Put differently, the magnitude
of traffic flows (per vehicle class) affects both unit road user costs (particularly when
traffic flows are close or above a road’s nominal capacity) and total road user costs.
The roughness level of the road surface measured in IRI (ranging from 1 to 20 where 20
is roughest) clearly has a positive correlation with road user costs: high IRI values
indicating rough road surfaces and poor driving conditions (particularly under adverse
weather conditions) will result in reduced travel speeds, inefficient driving patterns,
increased car and tyre wear, increased fuel consumption, reduced road safety, etc., thus
increasing user costs; Conversely, when investing into road improvement considerable
reductions for the road user costs can be expected. By including each road’s annual
current roughness index as well as the road surface type information (paved or
unpaved) for both scenarios we are able to quantify and isolate the unit user cost effects
of improving and rehabilitating the Ukraine roads. Below Table 5: Typical economic road
user costs vs. road roughness levels shows typical correlations between road roughness
levels and user costs by vehicle category.
T ypical Economic Unit Road User Costs per Roughness Level
FourRoughness
Motor_ Small Medium Delivery Wheel
(IRI)
cycle
Car
Car Vehicle Drive
2
0,124 0,140 0,143
4
0,126 0,143 0,148
6
0,131 0,149 0,158
8
0,141 0,160 0,172
10
0,155 0,176 0,190
12
0,171 0,194 0,209
14
0,188 0,214 0,229
16
0,205 0,233 0,249
for Flat T errain (US$ per vehicle-km)
Light Medium Heavy Articulated Small Medium
T ruck T ruck T ruck
T ruck
Bus
Bus
0,228 0,291 0,436
0,697
0,141 0,488
0,238 0,304 0,457
0,733
0,143 0,514
0,259 0,328 0,492
0,780
0,150 0,571
0,284 0,356 0,529
0,843
0,162 0,647
0,316 0,392 0,579
0,926
0,179 0,739
0,351 0,433 0,637
1,017
0,201 0,838
0,387 0,475 0,698
1,112
0,223 0,941
0,425 0,518 0,761
1,210
0,247 1,045
Large
Bus
0,792
0,826
0,901
1,028
1,190
1,361
1,535
1,710
Table 6: Typical economic road user costs vs. road roughness levels.
Prices are given in 2005 US$; source: The World Bank (2006), Road Use Cost Study Results;
For the subject road section we made the following assumption regarding road
roughness:
 BAU scenario: the base year roughness was assumed to be IRI=5 growing at 0,5
IRI per year
 RECONSTR scenario: the base year roughness was assumed to be IRI=2,5 growing
at 0,1 IRI per year
However, in order to keep things relatively simple at this stage we did not compute
specific road user costs for each operational year but average values that aim at
resembling a typical year’s road user costs on the sample M01 stretch. Hence the mean
roughness in each scenario (IRI=9,75 in BAU, IRI=3,45 in RECONSTR) was used to compute
the respective unit road user costs.
Future inflows and outflows (occurring between years 01 to year 20) have been
discounted by the social discount rate (SDR) in order to reflect the social preference over
time; that is how future benefits and costs are valued against present ones. Put
A road’s ultimate and nominal capacity is inter alia governed by its dimensions (carriageway width) and the
number of lanes. The respective parameters have been put in on a road by road basis when calculating unit road
user costs.
2
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differently, it reflects the opportunity costs of capital. Based on related studies3 and
World Bank4 resources a SDR of 12% was selected.
4.3.4.
Results and provisional conclusions
As can be seen from the below Error! Reference source not found. the results from this
CBA exercise suggest that the reconstruction alternative is well worth pursuing form a
societal perspective: at 16,57% the economic internal rate of return (EIRR) of the
reconstruction project is significantly exceeding the assumed social discount rate for the
Ukraine (12%). Thus, reconstructing this particular stretch of the M01 seems preferable
over continuing the current practice of patching and re-patching.
It should be noted that this result will typically apply to busy road sections sharing the
same settings of relevant key variables (current road conditions, maintenance practice
and costs, etc.). Clearly, the total benefits in terms of road user cost savings largely
depend on the number of road users (hence, the number vehicles) using the subject
road. That said, the above findings cannot easily be generalized: for less busy roads the
result may look somewhat different. In very generic terms, for secondary roads or
primary roads that serve considerably lower traffic flows, patching or resurfacing might
be the most economic option.
3
cf. e.g. Asian Development Bank (2010) Armenia: Preparing the North-South Road Corridor Development
Project
4 Robin Carruthers, World Bank (2004) Choice of discount rate in World Bank Transport Projects, PowerPoint
presentation
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Ukrainian Example M01 (1km)
year index
discount factor
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year_01
year_02
0
1
year_03
1
0,892857143
year_04
2
0,797193878
year_05
3
0,711780248
year_06
4
0,635518078
year_07
5
0,567426856
year_08
6
0,506631121
year_09
7
0,452349215
year_10
8
0,403883228
year_11
9
0,360610025
year_12
10
0,321973237
year_13
11
0,287476104
year_14
12
0,256675093
year_15
13
0,22917419
year_16
14
0,204619813
year_17
15
0,182696261
year_18
16
0,163121662
year_19
17
0,145644341
year_20
18
0,13003959
19
0,116106777
undiscounted flows
(1) investment costs
(2) residual value
-
1.600.000,00
maintenance costs (BAU)
-
105.766,88
533.333,33
-
-
-
-
-
3.520,00 -
3.520,00 -
3.520,00 -
3.520,00 -
105.766,88 -
3.520,00
maintenance costs (RECONSTR)
-
(3) maintenance cost savings
RUC (road user costs)
-
105.766,88
-
-
-
-
-
3.520,00 -
3.520,00 -
3.520,00 -
3.520,00 -
3.520,00 -
102.246,88 -
3.520,00
105.766,88
-
-
-
-
-
3.520,00 -
3.520,00 -
3.520,00 -
3.520,00 -
3.520,00 -
102.246,88 -
3.520,00
105.766,88
-
-
-
3.520,00 -
3.520,00 -
3.520,00 -
3.520,00 -
151.592,06
-
102.246,88 -
151.592,06
3.520,00 -
3.520,00 -
3.520,00 -
3.520,00 -
3.520,00 -
3.520,00 -
3.520,00 -
3.520,00 -
3.520,00 -
3.520,00 -
3.520,00 -
3.520,00 -
vehicle operation cost (do minimum scenario)
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
vehicle operation cost (do something scenario)
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
vehicle operation cost savings
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
value of time cost (do minimum scenario)
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
value of time cost (do something scenario)
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
value of time cost savings
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
emission cost (do minimum scenario)
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
emission cost (do something scenario)
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
emission cost savings
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
road safety cost (do minimum scenario)
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
road safety cost (do soemthing scenario)
road safety cost savings
RUC (BAU)
RUC (RECONSTR)
(4) RUC savings
-
net cash flow (1+2+3+4)
-
Ukrainian Example M01 (1km)
3.604.920,95 3.394.532,10 210.388,85
3.604.920,95 3.394.532,10 210.388,85
3.604.920,95 3.394.532,10 210.388,85
3.604.920,95 3.394.532,10 210.388,85
3.604.920,95 3.394.532,10 210.388,85
3.604.920,95 3.394.532,10 210.388,85
3.604.920,95 3.394.532,10 210.388,85
3.604.920,95 3.394.532,10 210.388,85
3.604.920,95 3.394.532,10 210.388,85
3.604.920,95 3.394.532,10 210.388,85
3.604.920,95 3.394.532,10 210.388,85
3.604.920,95 3.394.532,10 210.388,85
3.604.920,95 3.394.532,10 210.388,85
3.604.920,95 3.394.532,10 210.388,85
3.604.920,95 3.394.532,10 210.388,85
3.604.920,95 3.394.532,10 210.388,85
3.604.920,95 3.394.532,10 210.388,85
3.604.920,95 3.394.532,10 210.388,85
3.604.920,95 3.394.532,10 210.388,85
206.868,85
206.868,85
206.868,85
206.868,85
312.635,73
206.868,85
206.868,85
206.868,85
206.868,85
312.635,73
206.868,85
206.868,85
206.868,85
206.868,85
312.635,73
206.868,85
206.868,85
206.868,85
1.283.844,27
year_01
year_02
year_03
year_04
year_05
year_06
year_07
year_08
year_09
year_10
year_11
year_12
year_13
year_14
year_15
year_16
year_17
year_18
year_19
3.604.920,95
3.394.532,10
210.388,85
592.130,11
year_20
discounted flows
(1) investment costs
(2) residual value
maintenance costs (do minimum scenario)
maintenance costs (do something scenario)
(3) maintenance cost savings
RUC (road user costs)
-
vehicle operation cost (do minimum scenario)
vehicle operation cost (do something scenario)
vehicle operation cost savings
value of time cost (do minimum scenario)
value of time cost (do something scenario)
value of time cost savings
emission cost (do minimum scenario)
emission cost (do something scenario)
emission cost savings
road safety cost (do minimum scenario)
road safety cost (do soemthing scenario)
road safety cost savings
RUC (do minimum scenario)
RUC (do something scenario)
(4) RUC savings
-
net cash flow (1+2+3+4)
discount rate
economic net present value
EIRR
-
1.600.000,00
105.766,88
105.766,88
3.604.920,95
3.394.532,10
210.388,85
1.283.844,27
12,00%
398.029,22
16,57%
-
-
3.142,86
3.142,86
3.218.679,42
3.030.832,24
187.847,18
184.704,33
-
-
2.806,12
2.806,12
2.873.820,91
2.706.100,21
167.720,70
164.914,58
-
-
2.505,47
2.505,47
2.565.911,53
2.416.160,90
149.750,62
147.245,16
-
-
2.237,02
2.237,02
2.290.992,43
2.157.286,52
133.705,92
131.468,89
-
-
60.014,97
1.997,34
58.017,63
2.045.528,96
1.926.148,68
119.380,28
177.397,91
-
-
1.783,34
1.783,34
1.826.365,14
1.719.775,61
106.589,54
104.806,20
-
-
1.592,27
1.592,27
1.630.683,16
1.535.513,93
95.169,23
93.576,96
-
-
1.421,67
1.421,67
1.455.967,11
1.370.994,58
84.972,53
83.550,86
-
-
1.269,35
1.269,35
1.299.970,63
1.224.102,31
75.868,33
74.598,98
-
-
34.054,10
1.133,35
32.920,76
1.160.688,07
1.092.948,49
67.739,58
100.660,34
-
-
1.011,92
1.011,92
1.036.328,63
975.846,86
60.481,77
59.469,85
-
-
903,50
903,50
925.293,42
871.291,84
54.001,58
53.098,08
-
-
806,69
806,69
826.154,84
777.939,15
48.215,69
47.409,00
-
-
720,26
720,26
737.638,25
694.588,52
43.049,73
42.329,46
-
-
19.323,21
643,09
18.680,12
658.605,58
620.168,32
38.437,26
57.117,38
-
-
574,19
574,19
588.040,70
553.721,72
34.318,98
33.744,79
-
-
512,67
512,67
525.036,34
494.394,39
30.641,94
30.129,28
-
-
457,74
457,74
468.782,44
441.423,56
27.358,88
-
-
26.901,14
68.750,32
UKR_daily_report_OM_r00.xls
Table 7: Cost-Benefit Analysis results: M01 sample section
Revision: 1
61.923,61
17.600,87
17.600,87
418.555,75
394.128,18
24.427,57
Page 50
5.
iC consulenten
04.08.2015
METHODOLOGY FOR FORTHCOMING ROAD MAINTENANCE INSPECTION PROGRAMME
FOR INTERNATIONAL CONSULTANTS
The Consultant has prepared a draft Terms of Reference document, which can be used as
part of the procurement of future road maintenance quality inspection studies. This
document is presented in Annex 4
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6.
iC consulenten
04.08.2015
CONCLUSIONS
International and local experts form iC consulenten have undertaken an assessment of the
quality of the road maintenance in the Kiev region. The expert team consisting of
international and local experts have reached the following conclusions:
A significant finding during inspection visits by the Consultant team was that the patch
repair has a good quality. Three, four, five-year-old patches and older are still in place and in
relatively good condition. The Consultant team noted that the majority of all patch repairs
were in good condition and that the ones that had failed had done so because the
surrounding road had continued to fail or because the road base layer had failed under the
patch repair.
However the spray injection repair was being over used and in inappropriate applications
such as filling deep or large potholes. Also in many cases, stone or gravel was not being
added to the repair, which will reduce the expected life of the repair. This type of repair was
often starting to fail after just 1 or 2 years.
This demonstrates that the construction quality of the asphalt patch repairs is sound and
that the repairs are achieving and exceeding their expected design life of 5 years. The
problem however is that in many cases the road is simply failing around the patch repair.
From a visual assessment of the core samples, it can be seen that asphalt mixtures used for
repair works at H-07 and H-08 have small size gravel with particles less than 15mm that
correspond to the standard requirements (4, art. 4.3.3) to have thickness of the compacted
layer not less than a ratio of 2.5 times the diameters of the largest gravel size. While the
asphalt mixture used at M-05 has particles with diameter around 25mm, that does not
correspond to either the Ukraine or the international standards.
The Consultant team consider that a fundamental problem lies with the prescription and
selection of types of repair works, which only offer short-term partial solutions and are
not preventing the continued decline of the quality of the road in the medium to long
term - emergency and ongoing small repair works in many instances should be substituted
with Capital repairs.
The Consultant suggests that a procedure is established to more accurately detail the
scope, quantity and location of maintenance repair works required. The defect acts reports
should detail the
- Section location with length of the section of specific repairs required;
- Location of problem areas and description of repair required;
- Surface area required repair.
It is recommend to further develop the requirements for execution of reports on performed
works compiled by the contractors. This will enable Ukravtodor to better inspect the
completed works, cross check estimates of material used, check that the specified material
and maintenance technique has been implemented in the required location.
The Consultant recommends that road condition inspection methods are implemented to
develop the scope of repair works required documents. These scope of repair works
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iC consulenten
04.08.2015
required documents could then be used to estimate the financial cost of repair works
required and accurately specify the repair works required. This will also enable Ukravtodor
to easier cross check and verify the repair works undertaken by the contractors.
It is also apparent that the majority of the repairs undertaken in recent months were only
shallow repairs of 5-6cm depth. These shallow repairs do not solve the problems with the
road’s base course or foundations. Consequently, these shallow repairs will not prevent the
road from deteriorating faster than it would do if it was properly maintained.
It is the Consultant’s understanding that there is currently no set procedure contained in the
Ukraine standards to define and control how maintenance works are specified and defined.
Although the standards contain information on the types of pavement investigation works
to be undertaken, there is no guidance on how this survey information is to be interpreted
and how the appropriate maintenance solution is to be chosen and specified.
- Provide a maintenance assessment process: Data survey and pavement
investigation results to be interpreted and analysed;
- Decision making during evaluation of road conditions to define type of repair;
- Pavement treatment design. Selection of the appropriate road maintenance
The Consultant has undertaken a high level cost comparison and of different road
maintenance scenarios:
 a basic analysis of economic viability regarding the share of road surface repaired
by annual patching versus resurfacing of larger areas;
 a more comprehensive (yet still high-level) economic analysis for two
maintenance/reconstruction scenarios for a sample kilometre on the Ukrainian
M01 road comparing the respective costs and benefits for a 20 year operation
period;
This concluded that, if each year, the average annual amount of road surface being patched
Also, that reconstructing certain stretches of the M01 are economically preferable to
continuing the current practice of patching and re-patching.
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7.
APPENDICES
7.1.
APPENDIX 1. REGISTER OF DOCUMENTS RECEIVED
iC consulenten
04.08.2015
Date of transmission - 22.06.2015
Document
Date
Summary
Title
(КБ-3)
03.2015
Maintenance works of highways M-01 Kyiv-Chernihiv-Novi Yarylovychi
Information on 04.2015
km 18 + 730- km 61 + 160, M-01 entrance to the Brovary city km 0 +
value
of 05.2015
000- km 5 + 071, N-07 Kyiv-Sumy-Yunakivka km 25 + 480- km 65 + 500,
construction
R-03 North eastern bypass Kyiv km 0 + 000 - km 28 + 000, access to Mworks
and
03 km 0 + 000- km 5 + 500.
costs.
(КБ-2в)
03.2015
Local costs estimation (1-1-1). Maintenance works of highways M-01
Report on the 04.2015
Kyiv-Chernihiv-Novi Yarylovychi km 18 + 730- km 61 + 160, M-01
performed
05.2015
entrance to the Brovary city km 0 + 000- km 5 + 071, N-07 Kyiv-Sumyworks.
Yunakivka km 25 + 480- km 65 + 500, R-03 Kyiv North eastern bypass
km 0 + 000- km 28 + 000, access to M-03 km 0 + 000- km 5 + 500.
Summary
02.2015
information
03.2015
resources.
04.2015
R-03 Kyiv North eastern bypass km 0 + 000- km 28 + 000, access to M03 km 0 + 000- km 5 + 500.
Defect acts.
03.2015
Kyiv-Chernihiv-Novi Yarylovychi km 33+000- km 61+160, entrance to
04.2015
the Brovary city km 0 + 000- km 5 + 071.
05.2015
(5)
02.2015
Construction
03.2015
cost estimate 04.2015
summary.
05.2015
Explanatory
02.2015
note.
03.2015
04.2015
05.2015
(1-1-1)
03.2015
Activity
04.2015
dependent cost 05.2015
estimate.
(1-1-1)
03.2015
Payments
04.2015
overhead cost 05.2015
to
local
R-03 Kyiv North eastern bypass km 0 + 000-km 28 + 000, access to Mestimates.
03 km 0 + 000- km 5 + 500.
(1а)
02.2015
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Information
03.2015
resources
to 04.2015
local estimates. 05.2015
(9)
Contract 03.2015
price.
04.2015
05.2015
CMR note.
11.03.201
530.04.201
5
Certificates of 23.03.201
origin.
504.05.201
5
iC consulenten
04.08.2015
Names of the objects, start-up facilities; Value of Work Done and
consumption.
№ 8;12;16;18;12;7;27;15;9;41;4;41;12;5;2 ;7 ,8,14,1,4,8,33,7,23,12,32
, ОВ2, 10; 5;2;2.
Document
Date
Summary
Title
(КБ-2в)
04.2015
T-10-25 Peremoga- Baryshevka-Pereyaslav-Khmelnitsky km 0 + 000Acceptance
km 47 + 300. Emergency work, roadbed and drainage.
report.
(КБ-2в)
03.2015
Local costs estimation (2-1-1), maintenance works of roads of national
Report on the
importance general use road in Kyiv-Baryshevsk region, T-10-18
performed
Borispol–Berezan-Yahotyn-Zhoravka km 18 + 800- km 55 + 040, T-10works.
243 Hurivka -Berezan M-03 km 18 + 020- km 42 + 090, T-10-25
Peremoga- Baryshevka-Pereyaslav-Khmelnitsky km 0 + 000- km 47 +
300. Emergency work, patching repairs, roadbed and drainage.
Certificate of 29.04.201 № 2;13;4;5
origin.
5Bitumen emulsion.
26.05.201
5
Passport bill
05.05
№ 05-05
Certificate of 11.07.201
conformance
1
04.05.201
6
Document
Date
Summary
Title
(КБ-2в)
2015
Kyiv-Znamenka km 14 + 740 - km 123 + 750. Sections: patching repairs
Report on the
with using hot and cold asphalt mixes. Mironovka-Kanev-Sofievka km 0
performed
+ 000-km 21 + 700. N-01 entrance to Obukhov city km 0 + 000-km 8+
works.
300. Kyiv-Obukhiv km 16 + 010-km 36 + 310.
Certificates of 23.03;12.0 Tests with asphalt coating (core). № 3;23;47;53
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origin.
1
13.02;16.0
2
16.0304.05
Stub
for 3.06; 2.06
asphalt
5.05; 6.05;
mixtures.
26.0328.04
Passport check 07.05-2705
30.04;29.0
4;
iC consulenten
04.08.2015
№ 35;30;43;46;40;18;21; 32;28;15;24;12;16; 30;26;32;42;23
№605; 594 №389; 388; 406; 408
№ 276; 272;298;306;252;250;259;200;220; 188;189;157;149; 180;
167; 132;118; 144;131;92;76;107;106;51;60
Tests with asphalt coating (core ) №123-05;122-05;116-06;115-05;
111-05;110-05;103-05;102-05;89-05;88-05;
81-05;80-05;73-05;7005;66-05;64-05;55-05;58-05;41-05;44-05;27-05; 30-05;15-05№ 3004;31-04;29-04;28-04
Document
Date
Summary
Title
(КБ-2в)
03.2015
Local costs estimation (5-1-1). Maintenance works of roads of national
importance general use road in Kyiv region, M-03 Kyiv-Kharkiv km 18 +
performed
000 - km 126+700 (patching repair). Section Kyiv-Kharkiv km 18 + 000works.
km 35 + 000, km 41 + 300- km 45 + 000, km 54 + 000- km 94 + 000 km
94 + 000 - km 126 + 700.
(КБ-2в)
03.2015
Local costs estimation (5-1-1) Maintenance works of roads of national
importance general use road in Kiev region ,M-03 Kyiv-Kharkiv km 18 +
performed
000- km 126+700 (patching repair). Section Boryspil-Dnipropetrovsk
works.
km 0 + 160- km 21 + 000, km 21 + 000- km 81 + 300
CMR
note, 24.03,12.0 № 30; 3
certificate of 3
origin.
Certificates of 8.05origin.
13.05
Protocol
20.0418.05
Protocol
21.05
№ 5;10;6;12;4;1;8;9;81;3;1;7;4;9;2;5;6;14;5;2;7;1;3;11;13
Proportioning of coarse bituminous concrete hot mix, type B1-1, А-10,
1 grade for dense asphalt, for cover roads, macadam-sand mixture. №
603, 602-А, 633, 631, 632
Certificates of 25.05;14.0 Asphalt emulsion
origin.
4
НВ7;НВ2;НВ9
08.06
Tests with asphalt coating (core №141; 140; 139; 138; 137; 136; 135;
134; 133; 132)
Document
Date
Summary
Title
(КБ-2в)
03.2015
Local costs estimation (5-1-1/11). Work on the winter maintenance,
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Document
Date
Title
performed
05.2015
works.
(КБ-2в)
03.2015
Report on the
performed
works.
(КБ-2в)
03.2015
Report on the
performed
works.
(КБ-2в)
03.2015
Report on the
performed
works.
24.05
Stub
asphalt
mixtures.
for 10.0319.05
Protocol
16.04;
4.03
of 31.05
Certificate
conformance
Radiation
certificate
11.04.201
4
11.04.201
5
13.03.201
5
13.03.201
6
iC consulenten
04.08.2015
Summary
the road M-05, Kiev-Odessa km 87 + 000-km 143 + 028. Works for
winter maintenance. Subgrade and drainage. Emergency work. Pits
patching using spray injection technology.
Local costs estimation (2-1-1). Maintenance works of roads of national
importance general use road in Kiev region. Patch repair Kyiv-Odesa
km 108- km 109. Emergency works. Patch repair Kyiv-Odesa km
128+000- km 130+000 km 111+400- km 112+200, km 109+000- km
112+300.
Local costs estimation (1-1-1). М-05 Kyiv-Odesa km 11+660- км
17+740; km 36+500- km 42+000. Patch repair using hot asphalt.
Local costs estimation (1-1-1). М-05 Kyiv-Odesa km 11+660- km
17+740; km 36+500 - km 42+000; R-19 Fastiv-Mytnytsia-ObuchivRzhyschiv-Kaniv, km 11+200- km 28+300;grade crossing km 22+510;
km 34+890- km 60+370. Patch repair.
Road concrete mix. Bitumen emulsion. Bitumen emulsion with cation
Modification grade ОB60КМ. Sand made from crushed stone rocks.
№4;29;ОВ2;ОВ2;ОВ2;ОВ2;42;46;51;53;37;61;17
№166;175;355;357;358;351;330;333;325;337;338;339;328;334;264;
318;279;283;271;285;87;284;288;280;286;309;313;305;312311;308;
310;302;251;234244;303;336;350;390;233;248;282;275;226;370;372;
369;373;255260;242;236;413;412;415;416;411;405;407;414;409; 404;
353;162;478;474;456;482;483;484;485;470;469;471;475; 426;430;428;
442;431;427; 425;418; 457;217;86; 105; 201;147;121;104; 77;89;13;9;
4;3; 35; 48;17;217
Control testing of rock fill.
№102; 17
№ 47; 1
Document
Date
Summary
Title
(КБ-2в)
03.2015
Local costs estimation (5-1-1.). Maintenance works of roads of national
importance general use road in Kiev region М-03 Kyiv-Kharkiv km
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iC consulenten
04.08.2015
performed
works.
(КБ-2в)
04.2015
Report on the
performed
works.
18+000-км 126+700, patch repair. Kyiv-Kharkiv km18+000- km
35+000.
importance general use road in Kiev region. М-03 Kyiv-Kharkiv km
18+000- km 126+700, patch repair. Boryspil-Dnipropetrovsk km
21+000- km 81+300
(КБ-2в)
04.2015
Report on the
performed
works.
importance general use road in Kiev region N-08 BoryspilDnipropetrovsk km 0+160- km 81+30, patch repair km 18+000-km
126+700. Boryspil-Dnipropetrovsk km 21+000- km 81+300
25.05
№
11;24;25;14;24;36;26;20;
10;34;42;32;25;49;
12;25;22;52;18; 13;40;49;46;25;7;27;28;
Passportinvoices.
Quality
passport.
№ 04-05;11-05;31-05 45-05;59-05; 67-05; 74-05;82-05; 90-05
05.0521.05
27;
37;
Tough oiled bitumen for roads № 29
Document
Date
Summary
Title
(КБ-2в)
03.2015
Local costs estimation (5-1-1.). Operational maintenance
(emergency patch repair) № 4,3,3,1,1. M-07 Kyiv-Kovel-Yahotyn km 19
performed
05.2015
+ 000- km 79 + 390 (capital repair km 30 + 600- km 64 + 000). Section.
works.
Realized works (ДРП-3) (emergency patching repair).
(КБ-2в)
05.2015
Report on the
performed
works.
Local costs estimation (5-1-1.). M-07 Kyiv-Kovel-Yahotyn km 19 +
000- km 79 + 390 (capital repair km 30 + 600- km 64 + 000). Patch
repair, using the method of spray injection.
Quality
passport.
Passports
03.2015
04.2015
03.2015
04.2015
Waybill
Protocol
04.2015
18.06.
2015
Bitumen emulsion (ЕКШМ-60)
Bitumen Cementing
Hot asphalt mixtures № 29; 25; 39; 36;
Asphalt mixtures № 1; 8
Bitumen emulsion № ОВ2; 73
№ 1 Asphalt mixture
The test of crushed stone fr. 5-10 mm № 166
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7.2.
iC consulenten
04.08.2015
APPENDIX 2. MINUTES OF MEETINGS
Ukrainian Motorway Maintenance Works
Kiev
2015/05/25
Participants:
Ministry of Infrastructure:
Roman Khmil (RKh)
Aleksei Zaryckyi (AZ)
Ukravtodor:
Oleg Fedorenko (OF), Head of
Ukravtodor road service and safety
Anatoliy Zynka (AZ), Head of
Ukravtodor innovation development
and costing department
Maxim Pogrebniak (MP), Head of
economic monitoring of financial and
economic department
Vitaliy Stiozhka, Deputy Director,
State enterprice “Center for scientific
and technical support of road works
and certification of road products (SE
DorCentr)
iC consulenten Ukraine:
Elena Rybak (ER)
James Mathews (JM)
Vitaliy Shapovalenko (VSh)
Irina Omelianenko (IO)
Oleksii Melnyk (OM)
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2
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Content
Welcome
o Welcome and Introductions
Objectives of the Assessment of Quality of Ukrainian Road Maintenance Works Project
o To provide the independent quality assurance system for new construction and the
maintenance works
o An independent international contractor will perform inspections of maintenance
works and develop methodology to assess the quality of the works undertaken.
o Involving of the international QA specialists from surveying to the acceptance tests in
the future
o To check whether the maintenance works were performed in accordance with local
standards and whether local standards are in line with European standards
o To increase understanding between Ukravtodor and CM (cabinet of ministers) relating
to the quality of road maintenance.
o International experts will be involved and quality control procedures will be
developed, international financing will be achieved for road maintenance projects.
3
o
o
o
o
o
o
o
o
o
o
o
o
4
o
o
o
o
o
o
o
Pilot project
As a first step towards the above defined project, the Ministry of Infrastructure will
engage the services of an international Consultant to:
Undertake the supervision of rehabilitation works under progress, the retrospective
inspection of already implemented works, the reporting of findings, analysis and
recommendations and one presentation to the Ministry of Infrastructure
Project organization
Indirect Client - Cabinet of Ministers
Direct client – Ukravtodor and Kyiv region Motorway agency in particular
This Project will form the basis and will lead on to a formal tender in 2016 for road
maintenance works quality supervision and inspection
2-5 regions to be involved in Pilot Project of QA, (iC will initially be engaged with the
QA of the Kiev region)
A couple of international companies will be involved in the pilot project
25 regions in Ukraine can be involved in this Project, all can sign the contract on
simplify procedures, without tender
40 - 45 mobile teams on permanent basis in the future could be involved to cover all
road network of Ukraine
Spot check – 15 teams, 60 000 km for repair
15-20 teams on regular basis: repair of the holes and new construction
Ukravtodor has experience of such type of contracts and can provide with contract
draft
Presence of one international expert for supervision in team is must
Financing of work of international Consultants will be organized by Ministry
General description of the roads situation
170 000 km of existing road network in Ukraine to be maintained
9 mln m2 of roads to be maintained this year, including 3 mln m2 from 2014
4 mln m2 of major maintenance required
It is planned to finance with 700M UAH regions for road maintenance, starting in
August this year
It is planned to finance with 700Mln UAH to regions, starting in August
Road maintenance in delay due to financing is suspended before international
expertize will be provided
It is currently foreseen that the Kiev region will be the initial area to be inspected by
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6
7
8
9
iC consulenten
04.08.2015
Content
iC. The Consultant understands that, the length of roads, which are the subject of the
reconstruction works in accordance with the defect list, is 1,544km. The Consultant in
accordance with the agreed methodology will perform a selected inspection of the
works undertaken in this region.
Current status of QA at the roads
o Lack of transparency and quality monitoring. Ukravtodor currently is responsible for
their own legal entity – State enterprise DorNII
o Comments on existing procedures of work performance (OF):
 Each inspector has several sites and one site is visited one time in 2-4 days
 Contractors provide their own work plans
 In circumstances of limited financing – physical ability to be presented on site is
equal to 20% - starting from asphalt plant to the site
 In case of any deviations from existing standards an act of defects is prepared –
and contractor has to correct all defects. After this new act of performance of
works provides to the Client.
 Laboratory analysis provides not for all types of works but only for those, which
are required according to existing standards.
 After all act are signed - payments are proceeded.
 Financial inspection is checking all acts with volumes and financial documentation.
In case of necessity they involve technical specialists and laboratories to confirm
on the quality and scope of works. If there any discrepancies were found Contractor has to return the money.
o Factors that leads to rough road: lack of water drainage, motorway embankment
higher that motorway itself that not allowed to drain the water, sand from winter
period is not removing proper
o The key problem that work was done in line with norms but it will not solve the
problem
Approaches to provide quality control
o On-going works control - when expert in place during work performance
o To make a spot check: visual control, materials control with samples and to assess
where is the problem: on the top layer or with soil
o Involving of subcontractors to drill a hole, make laboratory analysis will be provided by
Client
o To check in accordance with local norms and rules (GBN and SOU)
Outputs of the Project
o To develop methodology for technical supervision: what to evaluate and how to
evaluate
o Accuracy of assessment of defects – recommendation could be required if not all
works included or it was included too much
o To be checked:
 Quality
 Volumes of recorded defects
 To check whether listed works are performed
 To bring clear understanding to Ministry on efficiency of performed works
Contracting
o Region for the Pilot Project - Kiev
o Contract draft will be based on standard form of contract by Ukravtodor with
DorCentr for QA
Additional issues
o Invitation to surveying in Lviv – Ivano-Frankivsk major repair works:
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Content
 Medium capital repair
 Start in September
 QA funded with State or World bank
 Main works start in 2016
o Other Projects
Action plan
o Ministry will provide following documentation
 Defect lists
 Acts of performed works in the period of March 2015 – 15/05/2015
 Location and programme of works
 Certificates for materials
o Contract draft used by Ukravtodor to be provided to iC consulenten
o ToR to be prepared by iC consulenten
iC consulenten
04.08.2015
26.05.
2015
Prepared: O. Melnyk
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iC consulenten
04.08.2015
MEETING WITH
22 JUNE, 2015 (KYIV)
LIST OF PARTICIPANTS
Project Consultant (PC)
James Mathews (JM)
Irina Omelianenko (IO)
Oleksii Melnyk (OM)
Ministry of Infrastructure
Oleksii Zaryckyi (AZ)
Motorway service department in Kiyv region (MSDKR):
Oleg Slobodyan (OS),
Volodymyr Sarancha
Sergey Oshkalo
Issue description
1. Meetings objectives
 Set up of documentation transfer process from Client to PC, in particular
from MSDKR to IC
2. List of documents to be transferred and status
a. Defect acts;
i. MSDKR stated that due to that fact that medium maintenance works are
not ongoing detailed defect lists are not provided to the Contractor –
only approximate scope of works and sections are defined (e. g. how
many m2 to be repaired in the section X-X). No detailed description of
works to be performed, methods to be applied are contractor’s decision
b. Reports on the performed works were supplied to iC consulenten:
i. MSDKR prepared reports for the following roads and sections: M-01 (1832, 32-60, 0-5), H-07 (32-45), P-03 (0-27, 0-5+500)
c. Repair works schedule;
i. MSDKR informed that there is no long term planning (e. g. next month)
and only next week planning is available each Friday evening. This
information can found on site of service department
d. Road map of Kiev region: MSDKR will send information on zero km of each
road.
e. Material certificates and passports, used by Contractor to perform
potholes repair works:
i. MSDKR prepared certificates for the following roads and sections: M-01
(18-32, 32-60, 0-5), H-07 (32-45), P-03 (0-27, 0-5+500) – supplied to IC
List of Contractors, which performed works: included in the reports and
files, sent on June, 16.
3. Laboratory
a. MSDKR is ready to provide assistance with laboratory for core
samples
Revision: 1
Responsibl
e person
Deadline
22/06/15
23/06/15
22/06/15
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Issue description
iC consulenten
04.08.2015
Responsibl
e person
b. Only asphalt layers can be core sampled
Three days for laboratory analysis
4. Documents to be transferred
- IC will clarify scope and details of information required for the roads to be OM
examined and will inform MSDKR - roads M-03, M-05, H-01, T-10-18.
Agreed 2 days to transfer.
5. Other issues
Contact person from MSDKR is Slobodyan Oleg
Revision: 1
Deadline
23/06/15
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iC consulenten
04.08.2015
MEETING WITH
02 JULY, 2015 (KYIV)
LIST OF PARTICIPANTS
Project Consultant (PC)
Elena Rybak (ER)
James Mathews (JM)
Oleksii Melnyk (OM)
Ministry of Infrastructure
Roman Khmil (RKh)
Issue description
Responsibl
e person
JM briefly described the status of the investigation works undertaken so far.
The main points were:
 A total of 8 roads have been visited and 20 sites of completed repair works
investigated. These roads were selected to give a broad spectrum of sites to
North, South, East and West of Kiev and class 1, 2 and 3 roads and a number of
different contractors. The Consultant team have noticed the same types of
repair and quality of repair at all of the locations.
 The Consultant team now believe that the most efficient methods for
proceeding with the investigation works will be to discontinue with further
inspections of completed works and instead to focus on looking into the
methodology of prescribing repair works and the definition of the repair works
which are contracted.
 There are currently no ongoing repair works in the Kiev district to be
investigated. The Consultant team will instead coordinate with the Ministry
and Ukravtodor to locate on going repair works in neighbouring regions, which
can be inspected.
 Three sites have been selected for core samples to be taken by Ukravtodor. The
Consultant team will also investigate the possibility of using an independent
laboratory to test the core samples. The Consultant team will provide details of
laboratory costs and time scales for this work.
ER set out possible dates for issuing the report and presenting the final report.
It is currently envisaged that the Consultant will issue the report to the ministry for their
comment on the 23rd July.
Once comment from the ministry has been received and changes made to the report, the
possible dates for presenting the final report will be the 6th or 7th of August.
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APPENDIX 3. EXAMPLE SITE VISIT CHECK LIST
DATE YYYY / MM/ DD
TIME
LOCATION, ROAD NAME,SECTION
DIRECTION
CLASS OF ROAD
PHOTO FILES #
CONTRACTOR REPORT ON PERFORMED
TASK REF NUMBER
MATERIALS PASSPORT REF NO.
FOR ONGOING WORKS
SUPERVISOR NAME
CONTRACTOR
NAME
CONTACT PERSON
24.6.2015
11:55
H07 Eastbound KM 32+300
Class 2
From 6625
to 6622
(КБ-3) Information on value of construction works and costs; (КБ-2в) Report
on the performed works; Summary information resources; Defect acts;
Construction cost estimate summary; Explanatory note; Activity dependent
cost estimate; Payments overhead cost to local estimates; Information
resources to local estimates; Contract price.
Maintenance works of highways M-01 Kyiv-Chernihiv-Novi Yarylovychi km
18 + 730- km 61 + 160, M-01 entrance to the Brovary city km 0 + 000- km 5
+ 071, N-07 Kyiv-Sumy-Yunakivka km 25 + 480- km 65 + 500, R-03 Kyiv
North eastern bypass km 0 + 000- km 28 + 000, access to M-03 km 0 + 000km 5 + 500.
CMR note; Material tickets
№8;12;16;18;12;7;27;15;9;41;4;41;12;5;2 ;7; 8;14;1;4;8;33;7;23;12;32; ОВ2;
10; 5;2;2.
Manitskyy Eugene
AND
Subsidiary production unit "Kyiv Regional Road Management (publicly-traded
corporation, public corporation)" "Roads of Ukraine" affiliated organization
"Brovary Road maintenance Department"
PROGRESS OF ONGOING WORKS
For ongoing and completed
repairs
CONDITION OF ROAD
CAUSE OF ROAD FAILURE
TYPE OF REPAIR
DESCRIPTION OF REPAIR QUALITY
Road is very badly cracked, surface course is fretting and has many small shallow
holes. Evidence of standing water. Road is undulating which suggests problems
with road foundation layers.
Road surface is worn out. Failure could be caused by very old asphalt surface
becoming brittle. Water ingress from standing water through cracks could be
causing freeze thaw action to destroy surface course. Road is undulating which
Asphalt patch
MATERIALS USED
Patches are level and even and appear to be in good condition. Older patch repairs
from previous years are still in good condition. This suggests a good quality patch
repair.
One patch repair from three years previous has failed.
From visual inspection only, Asphalt
METHODOLOGY USED
Throw and roll asphalt patches have straight cut edges.
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APPROPRIATENESS OF REPAIR
COMPLIES
WITH
NATIONAL
STANDARD
COMPLIES WITH INTERNATIONAL
STANDARD
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The road surface is worn out. Patches have not covered all of the cracks and small
holes. Water will still ingress and freeze thaw action in the winter months will
further damage this aged and brittle road pavement. Areas of densely packed
patch repairs. Consideration should be given to reconstruction of asphalt layers in
this section.
This is not considered to be a cost effective maintenance strategy
From the visual inspection the patch appears to comply with standards
From the visual inspection the patch appears to comply with standards
NOTES:
LOCATION AND DECRIPTION OF FUTHER CORE SAMPLES EQUIRED:
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APPENDIX 4. TERMS OF REFERENCE FOR FUTURE ROAD MAINTENANCE QUALITY
INSPECTION CONTRACTS
Assessment of Quality of Ukrainian Road Maintenance Works
Terms of Reference
General comments on the description of work
 The estimated experts involvement is based on the assumption that an
independent team of International and Ukraine Experts is supporting the regional
road administrations in performing quality/performance inspections for road
rehabilitation/maintenance works
 The area to be investigated will be the xxxxx region.
 The time frame for performing the quality inspections is currently foreseen to
commence in xxxxxx and will run for 1 calendar month.
 It is currently foreseen that 1 expert team consisting each of 1 International expert
and 1 Ukrainian expert are foreseen to perform the services for the area.
 The services offered consist of the setup of the quality/performance inspection
programme, the supervision of rehabilitation works under progress, the
retrospective inspection of already implemented works, the reporting of findings,
analysis and recommendations and one presentation to the Ministry of
Infrastructure
 For the verification of already implemented works a selection of core samples
should be taken and analysed by the expert teams. The expert team will perform
the visual inspection of the core samples and will, supported by Ukravtodor’s
laboratory. It is assumed that sampling and laboratory analysis will be performed by
the regional road administration or the works contractor.
Task 1: Preparatory services in the region
The Consultant will require the list of the recently completed maintenance works and
ongoing and scheduled maintenance works for the region and the Reports on Performed
Tasks from the last four months. The Consultant will in agreement with the Ministry of
Infrastructure, agree an inspection schedule for the region. Due to the limited time
frame, the limited number of expert teams and depending on amount of repair projects
contained in the defect lists and the Reports on Performed Tasks, the number of spot
checks for the region are defined and limited.
It is currently foreseen that the xxxxxx region will be the initial area to be inspected. The
Consultant in accordance with the agreed methodology will perform a selected
inspection of the works undertaken in this region.
Task 2: Performance of the quality/performance inspection
The quality/performance inspections (spot checks) will be performed on site and will
include the spot check of works under progress and the verification of already
implemented works and section based spot checks of the defect list.
The Consultant`s tasks as Quality Control Expert include the following activities:
Visual inspection of completed repairs, which were undertaken in the period and are
within the contractor’s 1 year warrantee period.
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The following tasks will be undertaken:
 Visual evaluation of the suitability of the construction materials used for patch hole
fill works.
 Visual assessment of the quality of the repair and the methodology undertaken.
undertaken.
 Visual evaluation of the amount of repairs undertaken on the specified section of
road.
 Selection of a small number of repairs to be core drilled and analysed in a
laboratory. Core drilling and laboratory to be organised by a third party.
 Cross check of amounts and type of work undertaken against the Reports on
Performed Tasks for the corresponding section of road.
 Assessment of how the repairs of pot holes comply with relevant EU standards and
Ukraine standards such as Classification of Works for Service of Public Roads and
repairing of Public Roads, Types of repairs and Lists of Works.
Spot check inspection of ongoing repair works.
 Assessment of methodology and equipment used.
 The Contractor will be required to reopen a completed repair to allow the
Consultant to inspect the quality of the repair.
 Assessment of how the Classification of Works for Service of Public Roads and
Types of Repairing and List of Works - GBN G-1.218-182:2011 repairs comply with
relevant EU standards and Ukrainian standards such as Classification of Works for
Service of Public Roads and repairing of Public Roads, Types of repairs and Lists of
Works.
undertaken.
 Visual evaluation of the amount of repairs undertaken on the specified section of
road.
 Visual evaluation of the suitability of the construction materials used for patch hole
fill works.
 Procure or arrange for core samples and laboratory test on a small sample of
recently completed repairs.
Section based spot checks on the defect list.
 Visual assessment of the repairs required on the section of road to be inspected.
 Cross check against the repair works identified on the defects list. Overall
assessment of quantity and appropriateness/ suitability of repairs identified.
Investigation into the procurement process and selection of maintenance type.
 Assess the methods used in procuring the maintenance works;
 Assess the processes currently used to identify and specify repair works;
 Assess the procedure used to select the maintenance method;
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 Assess the control and checking of completed repair works.
Task 3: Reporting and Work out of a method statement on patch hole fill works
The Consultant will report on the findings, assessment and recommendations following
the inspection works undertaken. The reports will be provided at the end of the
inspection of each region.
For each inspection performed a brief inspection report will be prepared. The
Consultant will prepare per region one final report including the following information:
A description of the section of roads inspected and corresponding dates along with the
details of the sub-contractor who undertook the repairs for the section.
A summary of the findings from each section of road inspected, this will be divided into
the following sections:
 The Consultant’s assessments based on the visual inspections, which will include
comment on; methodology, materials, quantity of repairs and compliance with EU
and Ukraine standards. If no core drilling or digging out of the repair is undertaken,
then this visual assessment will be somewhat limited in its scope and only a partial
assessment of the materials, methodology and compliance with standards may be
possible;
 A selective assessment of the key materials used based on the material certificates
(passports) provided by the contractor. Material certificates are to be supplied to
the Consultant prior to the commencement of the Consultant’s works;
 The Engineer’s assessment of the core samples and the laboratory analysis. This will
comment on the material used, method and quality of the repair;
 Results of the sector based spot check of the defects list containing; a cross check
against the repair works identified on the defects list. Overall assessment of
quantity and appropriateness/ suitability of repairs identified on the list.
Recommendations of ways in which the quality of the road maintenance could be
improved.
Based on the results of the visual inspection, the core samples, observing of ongoing
repairs, the Consultant will comment on the compliance of the repairs of pot holes with
EU and Ukraine standards such as Classification of Works for Service of Public Roads and
Types of Repairing and List of Works - GBN G-1.218-182:2011. The Consultant will also
report on the results of a cross check against the Contractor’s Report on Performed
Works and this will assess descriptions of the repair works undertaken.
The Consultant will comment on the general effectiveness of the repairs undertaken on
each section of road. The Consultant will make recommendations and suggested
alternative methods of repair, which may be more appropriate and fit for purpose.
The Consultant will comment on the procurement, specification and control of
maintenance works and make recommendations on how these areas could be improved.
Task 4: Presentation to the Ministry
At the end of the project period the Consultant will present the findings to the Ministry
of Infrastructure.
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APPENDIX 5. PHOTOS OF SITE INSPECTIONS
2015.06.24 _H-07_East_KM_32+000
General view
Net of cracks, potholes
Net of cracks, potholes
Previous repair is failed
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2015.06.24 _H-07_East_KM_35+000
Patch repair
Patch repair
General view
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2015.06.24 _H-07_East_KM_43+000
Potholes and cracks
Patch repair in large areas
Patch repair in large areas
Crack along the road
General view
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2015.06.24 _M-01_ KM_18+000-KM_20+000
General view
Cracks
Spray injection
Spray injection
Spray injection
Spray injection
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2015.06.24 _M-01_ KM_25+000- KM _27+000- KM_31+000
Spray injection
Net of cracks
General view
Cracks
Cracks
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2015.06.24._ M-01_KM_29+000
General view
Cracks along the road
Spray injection
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2015.06.25_M-03_KM_19+800
General view
Spray injection and patch repair
Spray injection and patch repair
Spray injection
Spray injection
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2015.06.25_M-03_KM_44+800
General view
Patch repair
Concrete roadside
New repair is destroying
Places from core examples
View at the turn of the road
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2015.06.25._T-10-18_KM_55+000-KM_70+000
New patch repair with net of cracks around
Patch repair
New patch repair over old patch repair
New patch repair over old patch repair
Patch repair
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2015.06.26_H-01_Північ_KM_64+000-KM_66+000
Long area of patch repair
Rutting on the road
Patch repair
Patch repair is sunk
General view
New pit near repaired area
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2015.06.26._H-01_South_KM_34+000
General view
Old and new patch repair
Cracks along the repaired area
General view
New patch repair
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2015.06.26._H-01_South_KM_53+000
General view
Net of crack along the road
Pit on the repaired area
Rutting on the road
Rutting on the road
Rutting on the road
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2015.06.26._H-01_South_KM_81+000
The wearing course is worn out
Net of cracks
Patch repair
Cracks along the road
Destroyed road
Patch repair in large area
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2015.06.29._M-05_North_KM_90+500-KM_92+000
General view
Net of cracks
Spray injection
Spray injection
Potholes and cracks
Cracks, old and new repairs
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2015.06.29._M-05_South_KM_101+650-KM_102+000
Spray injection
Old repair
General view
General view
Patch repair
Patch repair
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2015.06.29._ M-05_South_KM_107+500-KM_108+000
Potholes and cracks
Spray injection
Patch repair
Earlier repaired area
Potholes and cracks
Potholes and cracks
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2015.06.30._H-08_North-West_KM_1+900
Cracks repair
Cracks repair
Cracks repair
Cracks repair
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2015.06.30._H-08_South-East_KM_8+000
Cracks repair
Cracks repair
Cracks repair
Cracks near repaired area
Spray injection
Long cracks across the road
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2015.06.30_H-08_South-East_KM_32+000
Patch repair
Patch repair
Cracks near repaired area
Cracks in area of spray injected repair
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2015.07.01._M-07_West_КМ_24+000-KM_25+000
Crack repair
Repaired crack across the road
General view
Repaired crack across the road
Crack repair
Crack repair and spray injection
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2015.07.01 _M-7_West_KM_66+300
General view
Spray injection
Spray injection
Spray injection
Spray injection
Spray injection
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2015.07.01. _M-07_West_KM_74+900
Patch repair
General view
Patch repair
Net of cracks
Little pit area
Patch repair
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2015.07.23 _T1018_West_KM_14+900 Spray injecting works
Car for spray injecting
Cleaning with compressed air
Injection emulsion
Injection emulsion with gravel
Filling the protective layer of gravel
Repaired area with cracks around
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2015.07.21 _H-07_East_KM_55+000 Patch repairing works
Area of repairing – general view
Already сut potholes
Cutting
Depth of cutting
Cutting car
Cutter
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Cutting edge
Hammer breaking of edges
Cleaning with compressed air
Priming with bitumen
Priming
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Filling with asphalt
Compaction roller
Just repaired area
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7.6.
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REFERENCES AND BIBLIOGRAPHY
1. DBN B.2.3.-4-2007 Transport facilities. Roads and Motorways. Part 1. Design. Part 2.
Construction. (1)
2. DSTU 3587-97 Road traffic safety. Automobile roads, streets and railway crossings.
The requirements to operation condition. (2)
3. DSTU B V.2.7-127:2006 Building materials. Stone mastic road concrete mix and stone
mastic asphalt. Specifications. (3)
4. DSTU B V.2.7-119:2003 Building materials. Asphaltic concrete mixtures, road and
aerodromes asphaltic concrete. Specification. (4)
5. SOU 42.1-37641918-105:2013 Classification of Works for Service of Public Roads and
Repairing of Public Roads (5)
6. GBN G-1.218-182:2011 Repairing of Public Roads, Types of Repairing and List of
Works (6)
7. VBN G.1-218-050-2001 Repair interval for road coatings and surface for the roads of
public use (7)
8. VBN V.2.3-218-532:2007 Thin surfacing on the roads of nationwide scale (8)
9. VBN V.2.3-218-186:2004 Roads Bituminous pavement (9)
10. P-G.1-218-113:2009 Public roads repair and maintenance works. Technical rules. (10)
11. Design Manual for Roads and Bridges HD 29/08
Internet resources
http://sealmaster.net/road-maintenance/
http://www.fhwa.dot.gov/pavement/t508014.cfm
http://www.fhwa.dot.gov/pavement/concrete/pubs/hif08009/s02.cfm
http://www.standardsforhighways.co.uk/ha/standards/dmrb/index.htm
http://www.kmu.gov.ua/control/uk/publish/article?art_id=248069124&cat_id=2442772
12
http://www.ukravtodor.gov.ua/diyalnist-golovnogo-rozporyadnika-byudzhetnikh-koshtivzviti-pro-vikoristannya-koshtiv/%D1%81_zvit-derzhavnogo-agentstva-avtomobilnikhdorig-ukraini-pro-vikonannya-derzhavnogo-byudzhetu-ukraini-za-2014-rik.html
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Assessment of Quality of Road Maintenance Works in Ukraine

Transcription

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