Manual for

Energy Management and Operation & Maintenance of 16 Selected MCs Services Infrastructure
Assets Project

JUNE 16, 2023

PITCO (Private) Limited

Contents
1. INTRODUCTION.....................................................................................................................................................4
1.1 The Objective of Road Maintenance and Repair......................................................................................4
1.2 Scope of the Manual......................................................................................................................................4
2. UNDERSTANDING MUNICIPAL ROADS.......................................................................................................5
2.1 Definition and Types of Municipal Roads.................................................................................................5
2.1.1 Macadam Road...........................................................................................................................5
2.1.2 Murram Road..............................................................................................................................5
2.1.3 Metaled Road..............................................................................................................................6
2.1.4 Unmetalled Road........................................................................................................................6
2.1.5 Brick Paved Roads......................................................................................................................6
2.2 Role of Municipal Roads in Urban Development.....................................................................................7
3. ROAD MAINTENANCE.........................................................................................................................................8
3.1 The Need for Regular Maintenance............................................................................................................8
3.2 Preventative Maintenance Techniques......................................................................................................8
3.3 Routine Maintenance Practices...................................................................................................................8
3.4 Periodic Maintenance...................................................................................................................................9
4. ROAD REPAIR........................................................................................................................................................10
4.1 Identifying Road Damage..........................................................................................................................10
4.1.1 Preliminary Planning...............................................................................................................10
4.1.2 Inspection...................................................................................................................................11
4.1.3 Data Analysis.............................................................................................................................11
4.1.4 Reporting....................................................................................................................................12
4.2 Techniques for Road Repair.......................................................................................................................12
4.2.1 Pothole Repair...........................................................................................................................12
4.2.2 Crack Sealing and Filling.........................................................................................................13
4.2.3 Surface Treatments...................................................................................................................14
4.2.4 Overlays.....................................................................................................................................14
4.2.5 Reconstruction...........................................................................................................................15
4.2.6 Application of Road Markings...............................................................................................15
4.3 Special Considerations for Urban Roads.................................................................................................16
5. PLANNING AND PRIORITIZATION...............................................................................................................19
5.1 Development of Improved Information Base.........................................................................................19
5.1.1 Primary Information.................................................................................................................19
5.1.2 Comprehensive Information Repository...............................................................................20
5.2 Enhancement of Management for Optimized Operation & Maintenance (O&M)............................21
5.3 Decentralized Approach to Road Inspection and Repair......................................................................21
5.3.1 Delegation of Powers and Responsibilities...........................................................................22
5.4 Engaging Private Contractors....................................................................................................................22
5.5 Establishment of Monitoring Systems for Operations & Maintenance (O&M).................................23
5.6 Schedules of O&M Tasks............................................................................................................................23
6. ENVIRONMENTAL AND SOCIAL IMPLICATIONS...................................................................................25
6.1 Environmental Impact of Road Maintenance and Repair.....................................................................25
6.2 Social Implications and Community Engagement.................................................................................26
6.3 Health and Safety Considerations............................................................................................................26
ANNEXURE-A.............................................................................................................................................................28
ANNEXURE-B.............................................................................................................................................................32
List of Tables
Table 1: Sample Hierarchy Form..........................................................................................................10
Table 2: Road Map Samples.................................................................................................................11
Table 3: Ambient Air Quality Standards...............................................................................................25
Table 4: Noise Quality Standards.........................................................................................................25
Table 5: National Environmental Quality Standards for Effluent Discharge.........................................26
Table 6: Detail of MC Road...................................................................................................................28
Table 7: Detail of MC roads (Main / Primary Roads)............................................................................28
Table 8: Secondary Roads or Access Roads..........................................................................................29
Table 9: Tertiary Road or Distributors (Streets and lanes)....................................................................29
Table 10: Roads Repaired in Last Year and Targets for Current Year....................................................30
Table 11: Road Marking (Staff Deployed and Requirement)................................................................30
Table 12: Road Marking & Traffic Signals (Completed in Last Year and Targets for Current Year)........30
Table 13: Repair and Maintenance Teams and cost / Target...............................................................31
Table 14: Problem Spots......................................................................................................................31
Table 15: M & R Schedule of Tasks - Roads and Paving........................................................................32

List of Figures
Figure 1: Macadam Road.......................................................................................................................5
Figure 2: Murram Road..........................................................................................................................5
Figure 3: Water-Bound Macadam Road.................................................................................................6
Figure 4: Unmetalled Road....................................................................................................................6
Figure 5: Brick Paved Road.....................................................................................................................7
Figure 6: Potholes on the road............................................................................................................13
Figure 7: Repair of pothole..................................................................................................................13
Figure 8: Cracks on the Road...............................................................................................................14
Figure 9: Repair of Cracks using Saw and Seal Method........................................................................14
Figure 10: Thin Overlay on existing Road.............................................................................................15
Figure 11: Thick Overlay on existing Road...........................................................................................15
Figure 12: Road marking by marking Machine.....................................................................................16
Figure 13: Proper Marked Road...........................................................................................................16
Figure 14: Traffic Diversion while road Repair......................................................................................17
Figure 15: Road Works Sign.................................................................................................................17
1. INTRODUCTION
1.1 The Objective of Road Maintenance and Repair
The main purpose of municipal road maintenance and repair is to provide a safe, efficient, and
reliable transportation network for its users. These users encompass motorists, cyclists, and
pedestrians alike, making it paramount to maintain the infrastructure's integrity and safety. This is
achieved through various activities, such as repairing potholes, updating signage, managing road
markings, and maintaining streetlights. Any potential hazards are addressed promptly, ensuring the
safety of all who utilize these public roads.

Additionally, the functionality of roads is a key aspect that requires regular attention. Effective
maintenance of road surfaces, sidewalks, bicycle lanes, and drainage systems help ensure a smooth
traffic flow and prevent potential issues like flooding. This functionality is not just about the present
but also aims to guarantee the longevity of the roadways. Routine maintenance plays a vital role in
mitigating minor issues before they escalate into major problems, thus saving money in the long
term by reducing the need for large-scale repairs or complete road replacements.

Comfort is another vital aspect addressed by municipal road maintenance. Regular upkeep helps to
rectify surface irregularities that could potentially lead to discomfort for passengers or damage to
vehicles. The journey's comfort and safety reflect directly on the municipality's responsibility
towards its residents.

Road maintenance also significantly contributes to the economic efficiency of a municipality. Well-
maintained roads reduce vehicle operating costs by causing less wear and tear on the vehicles,
minimizing traffic delays, and facilitating better connectivity for economic activities. This economic
efficiency also ties in with the environmental responsibility of the municipality. Smooth and well-
designed roads can potentially lead to reduced vehicle emissions by ensuring a more efficient traffic
flow, thus contributing to environmental sustainability.

Lastly, the aesthetics of well-maintained roads can foster a sense of community pride. The overall
appearance of a city or town reflects the administration's dedication to its residents. Therefore, road
maintenance and repair is not just about functionality, safety, and economy—it also contributes to
the community's pride and the city's overall aesthetic appeal.

1.2 Scope of the Manual

The Manual for Repair and Maintenance of Municipal Roads serves as a comprehensive guide to
ensure the effective management and upkeep of urban road networks. This manual typically outlines
the procedures, methods, and practices required for preserving municipal roads in an optimum state
of usability, ensuring safety, functionality, and longevity.

The manual provides detailed procedures for routine, preventive and corrective maintenance
activities. Another crucial part of the manual is dedicated to the principles and practices for road
repair works, including both minor and major repairs. It covers the best practices for conducting
road repairs, with guidelines on managing traffic during repairs, ensuring worker and public safety,
and minimizing environmental impact.

Finally, the manual provides guidance on planning, scheduling, implementing and documenting
maintenance activities and their reporting.
2. UNDERSTANDING MUNICIPAL ROADS
2.1 Definition and Types of Municipal Roads
Municipal roads, which form an integral part of an urban transportation network, are of various
types depending on the materials used in their construction, the kind of traffic they handle, and their
location. A detailed description of the various types of municipal roads is given below

2.1.1 Macadam Road

Named after the Scottish engineer John McAdam, Macadam roads are built using broken stone
layers. The base layer consists of large stones, while the upper layers use progressively smaller
stones, creating a hard surface. McAdam also suggested that the stones should be covered with a
layer of stone dust to bind the pieces together. Modern versions of these roads, often called "tar
macadam" or "tarmac," include a layer of tar or bitumen to bind the stones together, providing a
smoother surface and better water resistance.

Figure 1: Macadam Road

2.1.2 Murram Road

Murram roads are usually found in regions like East Africa and the Indian Subcontinent. These roads
are made using murram, a type of laterite soil that becomes hard upon wetting and drying, making it
a suitable, cost-effective option for road construction in regions where it's abundantly available.
Murram roads need regular maintenance as they can get muddy and slippery in the rainy season and
dusty during the dry season.

Figure 2: Murram Road

2.1.3 Metaled Road
Metaled roads are those where the carriage way is made using broken stone or gravel in a simple
sense. They are also known as "water-bound macadam" roads. These types of roads are suitable for
both motor and non-motor traffic. After the stones are laid, they are compacted with a roller and
bound together with fine gravel and clay, creating a hard and durable surface.

Figure 3: Water-Bound Macadam Road

2.1.4 Unmetalled Road

Unmetalled roads, also known as "dirt roads," "gravel roads," or "unpaved roads," have a surface
made from native material, such as gravel, murram, sand, or clay, depending on the location. These
roads are cheaper to build but require frequent maintenance due to their susceptibility to wash
boarding, potholes, dust, and mud. They are often found in rural or undeveloped areas.

Figure 4: Unmetalled Road

2.1.5 Brick Paved Roads

Brick paving is a method of road construction that dates back to ancient times, and it has seen a
resurgence in recent years due to its aesthetic appeal and durability. Brick paved roads are
composed of bricks, typically made from clay or concrete, that are laid on a prepared subsurface.

The construction process usually starts with the preparation of a solid foundation, often a bed of
sand or a layer of compacted aggregate, over which the bricks are laid. The bricks can be placed in a
variety of patterns, such as herringbone, basketweave, or running bond, depending on aesthetic
preference and the need for durability. Once the bricks are laid, the gaps between them are filled
with sand or another filler, which is then compacted and sealed. This process locks the bricks into
place and provides additional stability.

Figure 5: Brick Paved Road

2.2 Role of Municipal Roads in Urban Development

Municipal roads play a central role in fostering economic development and ensuring accessibility and
mobility within a city. They act as the veins of a city's economy, connecting different regions and
facilitating commerce by enabling easy transportation of goods and services. Businesses rely on
these roads to reach their customers and suppliers, thereby fostering economic growth and job
creation. Moreover, these roads are essential for providing access to vital facilities like schools,
hospitals, and recreational centers. A well-structured and maintained road network enhances
mobility, making it easier for residents to navigate around the city and significantly improving their
quality of life.

The importance of municipal roads extends to urban planning, public health and safety, and
promoting social equity. The design and layout of roads shape the urban landscape and dictate land
use patterns, influencing the positioning of residential, commercial, and industrial zones. By
contributing to sustainable urban development, road planning can promote efficient land use and
help combat urban sprawl. Moreover, safe and well-kept roads contribute significantly to public
health by minimizing the risk of traffic accidents. They can also support public health initiatives by
incorporating features like bike lanes or pedestrian paths, thereby encouraging physical activity.
Furthermore, municipal roads can bolster social equity by providing access to all parts of the city,
ensuring that residents, irrespective of their dwelling place, have equal access to public services and
economic opportunities.

Lastly, municipal roads contribute to environmental sustainability when designed and maintained
correctly. Efficient traffic flow on well-designed roads can mitigate vehicle emissions, thus reducing
the city's overall carbon footprint. Additionally, adopting sustainable materials and practices in road
construction and maintenance can further minimize environmental impact. Therefore, the role of
municipal roads in urban development is multifaceted, influencing the city's economy, public health,
social equity, and environmental sustainability.
3. ROAD MAINTENANCE
3.1 The Need for Regular Maintenance
Regular maintenance of roads is of paramount importance for multiple reasons. Firstly, it ensures
the safety of all road users. Poorly maintained roads can lead to numerous safety hazards, such as
accidents caused by potholes, malfunctioning streetlights, or faded road markings. Regular
maintenance helps to promptly identify and address such issues, thereby ensuring a safer
environment for pedestrians, cyclists, and motorists.

Another crucial aspect of regular maintenance is that it contributes to the longevity of the road
infrastructure. Roads are subjected to constant wear and tear due to weather conditions, heavy
traffic, and natural aging of materials. Regular maintenance helps to minimize this deterioration by
addressing minor issues before they escalate into significant problems. This not only extends the life
of the roadways but also proves to be cost-effective in the long run, as the cost of large-scale repairs
or road replacement is substantially higher than that of regular upkeep.

Additionally, regular maintenance enhances the functionality and comfort of the road for users. It
ensures smooth traffic flow, minimizes disruptions due to road defects, and provides a comfortable
journey for drivers and passengers. From an environmental perspective, well-maintained roads can
reduce vehicle emissions by improving traffic flow and minimizing the need for frequent stops and
starts. Lastly, the aesthetic aspect should not be overlooked - a well-maintained road network
contributes to the overall appearance of the city and fosters a sense of community pride.

3.2 Preventative Maintenance Techniques

Preventive maintenance refers to proactive measures taken to preserve the condition of the road
and prevent premature deterioration. One common technique is crack sealing, where cracks are
cleaned and filled with a sealant to prevent water infiltration, which can cause damage to the
underlying pavement structure.

Another technique is surface treatments such as chip sealing or micro-surfacing. These treatments
involve applying a thin layer of asphalt and aggregate to the road surface. This not only provides a
new wearing surface but also seals the existing pavement, protecting it from water damage and
oxidation.

Preventive maintenance also includes the management of drainage systems. Ensuring that water
drains properly off the road surface is crucial to prevent damage caused by water infiltration and
freezing. This involves maintaining ditches, culverts, and storm drains, as well as ensuring that the
road surface is properly graded to direct water away.

3.3 Routine Maintenance Practices

Routine maintenance involves regular, often daily, or weekly, activities aimed at preserving the
functionality of the road. This includes tasks such as street sweeping to remove debris that could
cause damage or pose a safety hazard, and grass cutting along roadside verges to maintain visibility.

Another routine maintenance practice is pothole repair. Potholes are not only a safety hazard, but
they can also cause damage to vehicles. Repairing them promptly can prevent accidents and reduce
maintenance costs for road users.

Routine maintenance also includes the upkeep of street furniture such as benches, trash bins, and
signage, as well as the maintenance of streetlights to ensure visibility and safety at night.
3.4 Periodic Maintenance
Periodic maintenance refers to major activities carried out at longer intervals, typically every few
years, to restore the road's structural integrity and surface characteristics. This might involve
resurfacing or overlaying the road when the pavement has deteriorated to a point where simple
surface treatments are no longer effective.

Rehabilitation works also come under periodic maintenance, which may include full-depth repairs
where portions of the pavement structure are completely reconstructed. In some cases, periodic
maintenance might involve road widening to accommodate increased traffic volume or changes in
traffic patterns.

Periodic maintenance also includes major repairs or replacement of road-related structures such as
bridges, culverts, and large signs. These activities are planned based on regular inspections that
assess the condition of these structures.
4. ROAD REPAIR
4.1 Identifying Road Damage
Municipal road damage comes in many forms, from simple potholes to more serious structural
failures. To properly identify and document these issues, one needs to follow a systematic process
that involves several steps:

4.1.1 Preliminary Planning

 Develop a checklist: MC should develop a detailed checklist of possible types of damage,
including potholes, cracks, rutting, depression, raveling, shoving, bleeding, stripping, and
block cracking.
 Get appropriate tools: MC will need a variety of tools to measure damage and record its
findings. These could include a measuring tape, a camera, a notepad, or mobile device for
making notes, and safety gear (like a reflective vest).
 Define the survey area: Identify the stretch of road to be inspected. This could be all the
roads in a particular area of the city, or it could be specific roads known to have issues.
 Hierarchy Map: For identifying provincial, District and MC roads we need to prepare a
hierarchy map of these roads showing clearly provincial roads, NHA roads, District roads and
MC roads in different colors. This map will used by each Engineer, and other officers and
officials of MC. The information can be compiled in the proforma as under:

Table 1: Sample Hierarchy Form

Approx. length (km)
S. # Road Hierarchy
Kacha Metaled
1.
2.
3.
4.

 MC Road Map: Create a proper road map for each MC. For creating a permanent reference
of each road in MC records, each road should be numbered. The following designation may
be used for different kinds of roads.

o Primary or main roads -P

o Secondary or approach/Access roads -S
o Tertiary or distribution roads/lanes -T

Each designation will have separate Serial Numbers. These numbers should be written with their
designation on the detailed map of MC preferably on 1:500 or 1” = 400ft. If possible, a map of 1” =
200’ may be prepared in part and fixed on wall of Committee/Conference room to show the detailed
streets as well. This will help to assess the current position of roads and streets in the town and will
also help in planning process. Undermentioned symbols may be used in preparation of this map.
Table 2: Road Map Samples
Sr. # Description of road/structure Symbol Colour
1. NHA Roads Pink bold line
2. Provincial Roads Black bold line
3. District roads Red bold line
4. MC Roads: Green bold line
Metaled
Brick Paved Green thin line
Unmetalled Green dotted line
5. Culvert / Bridge Black

6. Road Designation & ROW (ft) S-15 Black

18
number
Metaled width (ft)
18
7. Chowks (crossroads) Orange colour fill with
3 chowk number inside in
black
Flyovers Thick loop of the same
1
colour as that of flying
road with flyover No. in
circle
9. Underpass Thick arrow on under
passing road in its colour
1 with underpass No. in
circle.
10. Traffic Signal Black line with colour fill
green on right red on left

4.1.2 Inspection
 Visual inspection: The relevant MC staff should walk or drive slowly along the road, looking
carefully for any signs of damage. The staff should use its checklist to ensure they do not
overlook anything.
 Measurement: When the staff finds a problem, it should measure the extent of damage. For
a pothole or crack, the staff will need to record its length, width, and depth. For other types
of damage, the staff may need to use different measurement techniques.
 Photographic evidence: The MC staff should take clear, well-lit photos of the damage from
multiple angles. This will help others understand the extent of the problem and assist in
planning repairs.
 Notation: The staff should make notes about the location and extent of the damage. They
might find it helpful to sketch a quick map or could use a GPS-enabled device to record
precise locations.

4.1.3 Data Analysis

 Identify Patterns: The staff needs to look for certain areas where damage is more prevalent,
or certain types of damage that may occur together. This could point to underlying issues
that need to be addressed.
  Prioritize Issues: Not all damage is equal. Some issues might be cosmetic, while others could
be safety hazards. The MC staff should rank the issues it finds in terms of urgency.

4.1.4 Reporting
 Compile your findings: The staff should bring together all the notes, measurements, and
photographs taken into a single report.
 Include recommendations: Based on the observations and the severity of the issues found,
the staff should make recommendations as to which problems should be addressed first and
suggest possible solutions or further investigations if needed.
 Present the report to the relevant authority: The final step is to present the findings to the
municipal authorities or other relevant bodies. They can then use the report to plan repairs
and allocate resources.

4.2 Techniques for Road Repair

Repairing municipal roads is a complex process that requires a deep understanding of the different
types of damage and the appropriate repair techniques for each one. The appropriate technique
depends on the severity and type of road damage, the volume and type of traffic on the road, the
local climate, and the available budget. The repair process usually also includes quality assurance
procedures to ensure that the work was done properly.

Here's a review of several common repair techniques for various types of road damage:

4.2.1 Pothole Repair

 Throw-and-go: As an expedient and cost-effective solution, the throw-and-go method is
often deployed for immediate fixes, particularly in adverse weather conditions or in high-
traffic areas where more extensive repairs might cause unnecessary delays. In this method,
workers shovel a cold patch asphalt mixture directly into the pothole. This mixture typically
includes a solvent that stays pliable even in colder temperatures, making it a go-to option for
emergency winter repairs. While it's the fastest method, the downside is its lack of
longevity; the fill material often dislodges due to traffic or weather conditions, necessitating
repeated applications.
 Throw-and-roll: The throw-and-roll method is a slight upgrade from the throw-and-go
process. It involves the same filling of the pothole with a cold patch asphalt mixture.
However, in this method, the patch is further compacted using a roller or even the repair
vehicle's tire. Compaction helps to create a flush surface with the existing pavement and
allows for better bonding of the new material, increasing the repair's durability. Although
still a temporary fix, this approach is preferable when there's a need for an immediate, yet
slightly more long-lasting, solution.
 Semi-permanent: This method offers a more enduring solution for pothole repair. It begins
with removing any water and debris from the hole, a step that is often skipped in quicker
methods but is critical to ensure a strong bond between the existing road surface and the
new material. The edges of the pothole are squared off using a pavement saw or
jackhammer, facilitating a better connection and reducing the chances of the repair material
becoming dislodged. The hole is then filled with a hot or cold patch material and compacted
with a roller or vibratory plate. Due to its thorough process, this method provides a longer-
lasting repair compared to the previous two methods.
 Spray-injection: As the most sophisticated method, spray-injection requires specialized
machinery and trained operators. In this method, the pothole doesn't need to be cut or
 squared off, nor does it need to be manually cleared of water or debris. Instead, a truck-
mounted system uses high-pressure air to remove debris and moisture from the pothole. It
then applies a tack coat of binder to the cleaned hole to help the repair material adhere
properly. The system injects a mixture of asphalt and aggregate into the pothole, and the
material is then left to compact under traffic. Given its mechanized process and the
durability of the repair, this method is an ideal choice for larger potholes or for use in
regions with substantial budgets for road maintenance.

Figure 6: Potholes on the road Figure 7: Repair of pothole

4.2.2 Crack Sealing and Filling

 Clean and seal: The clean and seal method is typically utilized for active or "working" cracks,
which show movement of more than approximately 2.5mm due to temperature changes and
pavement movement. The first step in this method involves thorough cleaning of the crack
to remove any debris, dust, or vegetation. High-pressure air or heat lances are commonly
used to ensure the crack is free of moisture and other contaminants, providing a clean
surface for the sealant to adhere to. Once cleaned, a high-quality sealant material is applied
into the crack. Sealants usually consist of rubberized asphalt or silicone that can move with
the crack while providing a waterproof seal. The primary purpose of the clean and seal
method is to prevent water intrusion into the pavement subbase, which can cause
significant damage and reduce the overall lifespan of the pavement.
 Saw and seal: The saw and seal method is a preventive maintenance technique primarily
used in new pavements or as a part of a rehabilitation project. In this technique, a pavement
saw is used to induce a clean, well-defined crack in the pavement, which is expected to be
the point of least resistance for future crack formation. The induced crack is then filled with
a sealant, creating a 'controlled' crack that helps manage pavement cracking and can
prevent the formation of random, uncontrolled cracks. By preemptively establishing where
the crack will form and ensuring it is properly sealed, this method mitigates potential
damage to the pavement structure caused by water infiltration and subsequent freeze-thaw
cycles. Although the upfront costs for the saw and seal method can be higher due to the
need for specialized equipment and labor, the long-term benefits in extending pavement life
can make it a cost-effective option.
 Figure 8: Cracks on the Road Figure 9: Repair of Cracks using Saw and Seal Method

4.2.3 Surface Treatments

 Chip seal (or Tar-and-Chip): This is a cost-effective method that involves the application of a
layer of asphalt emulsion or hot liquid asphalt on the road surface, followed by a layer of
crushed stone or gravel. These materials are then rolled to embed the stones into the
asphalt. This technique provides a rugged and durable driving surface, improves traction,
and seals small cracks, preventing water intrusion. Chip sealing is particularly effective for
low-traffic roads and rural areas.
 Micro surfacing or slurry seal: Both these techniques involve the application of a thin layer
of asphalt emulsion mixed with finely crushed stone to the road surface. In micro-surfacing,
a polymer-modified asphalt emulsion is used, and it can be applied in thicker layers, allowing
it to correct minor road imperfections or ruts. Slurry sealing, on the other hand, uses a non-
modified asphalt emulsion and is typically applied in a thinner layer. Both methods seal the
road surface from water intrusion, restore friction, and improve road appearance. These
treatments are fast-drying, allowing roads to be reopened to traffic soon after application.
 Fog seal: Fog sealing is a light application of diluted, slow-setting asphalt emulsion over the
existing road surface. The emulsion fills small voids and cracks and seals the pavement
surface from water infiltration. It also helps to reduce surface raveling by gluing together
loose stones on the asphalt surface. This method is cost-effective and can prolong the
lifespan of the pavement, but it's primarily used on low-traffic roads as it doesn't
significantly enhance the road's structural capacity.

4.2.4 Overlays
 Thin overlays: Thin overlays typically consist of layers of asphalt mix that are 1 to 2 inches
thick. These overlays are commonly composed of high-quality, durable aggregates mixed
with modified asphalt binder, ensuring a combination of strength, durability, and flexibility.
Thin overlays serve a dual purpose - they enhance ride quality by providing a smooth, even
surface and reduce pavement distress by sealing the existing pavement from water intrusion
and oxidative damage from sunlight. Additionally, they can improve surface friction, leading
to safer driving conditions. Thin overlays are a cost-effective solution for maintaining
roadways, as they require less material and time to apply compared to thicker overlays. They
can be used on various types of roadways, from residential streets to high-speed highways.
 Figure 10: Thin Overlay on existing Road

 Thick overlays: Thick overlays, often more than 2 inches thick, are used when the pavement
requires a significant structural boost or when major improvements in ride quality are
desired. They are designed to bear heavier traffic loads and to correct structural deficiencies
in the existing pavement, such as rutting or fatigue cracking. Like thin overlays, they're
composed of an asphalt mix, but the aggregate size and mixture proportions may vary
depending on the intended use. Applying a thick overlay can also help to restore proper
drainage and cross-slope, or the side-to-side tilt of the roadway. While thick overlays
demand a higher upfront cost due to the increased amount of material and labor needed for
application, they offer long-term benefits by significantly extending the roadway's service
life.

Figure 11: Thick Overlay on existing Road

4.2.5 Reconstruction
 This is required when the pavement has completely failed. It involves the complete removal
and replacement of the existing pavement. This is the most expensive solution but is
sometimes the only viable option for severely damaged roads.

4.2.6 Application of Road Markings

Road markings play a crucial role in maintaining orderly traffic and promoting safety on our roads.
Here's a detailed explanation of how these markings are typically applied:

 Preparation: Before any new marking is applied, the road surface must be properly
prepared. This can involve cleaning the surface to remove any dirt, oil, or existing loose
material. In some cases, especially if the road surface is old or worn, it may be necessary to
 remove existing markings using methods such as sandblasting or grinding. For new asphalt, it
is essential to ensure that the surface is cured adequately before applying markings.
 Layout: The next step is to lay out the road markings. This typically involves measuring and
marking where the lines will go using chalk or temporary marking paint. This layout will act
as a guide when applying the permanent markings.
 Application of Paint: There are several methods to apply road markings, but the most
common is the use of specialized vehicles equipped with marking machines. These machines
can accurately dispense the marking material (paint, thermoplastic, tape, etc.) following the
pre-marked guides. The paint is usually applied with a spray gun that is set at a specific
pressure to ensure an even distribution.
 For straight lines, such as lane divisions and crosswalks, the marking machine can move
continuously along the road. For more complex patterns, like arrows or words, a stencil is
often used.
 Road marking paint usually contains reflective glass beads. These beads are sprinkled on the
wet paint immediately after it is applied to increase visibility at night. The beads reflect light
from vehicle headlights back to the driver, making the markings easier to see.
 Curing: Once applied, the marking material needs time to dry or cure. The exact time
depends on the type of material used and the weather conditions. During this time, the road
section is usually closed off to prevent vehicles from smearing the fresh paint.
 Quality Control: After the markings have dried, a final inspection is carried out to ensure the
markings are clear, straight, and meet the required standards. Any necessary touch-ups are
made at this stage.

Figure 12: Road marking by marking Machine Figure 13: Proper Marked Road

The materials used for road markings, such as paint, thermoplastic, preformed tape, or epoxy, can
vary depending on factors like the expected traffic volume, weather conditions, and the road surface
material. Each material has its benefits and trade-offs in terms of cost, durability, application
method, and drying time. The choice of material will greatly influence the application process. The
MC should keep track of the road markings and allocate sufficient staff for replace/redo the
markings when required (refer to Table 11&12 for details).

4.3 Special Considerations for Urban Roads

Urban road repair has its unique set of challenges due to various factors such as the volume of
traffic, the presence of businesses and homes, and the underlying utilities. Here are some special
considerations to keep in mind:
 Traffic Management: This is one of the most significant challenges for urban road repair. It's
essential to minimize disruptions to traffic flow and ensure the safety of road users during
repair work. This might involve working during off-peak hours, setting up detours, or
maintaining at least one lane of traffic open at all times. Proper signage and safety measures
should also be put in place.

Figure 14: Traffic Diversion while road Repair Figure 15: Road Works Sign

 Pedestrian and Cycling Infrastructure: Urban roads often include pedestrian walkways and
cycling lanes. The maintenance and repair work should consider these elements to ensure
safety and accessibility.
 Noise and Dust Control: Urban areas are dense with residents and businesses, so noise and
dust from repair work can be a significant issue. Contractors may need to use noise-
reduction equipment, dust suppression techniques, or schedule work during certain hours to
minimize the impact on the surrounding community.
 Access to Businesses and Homes: Repair work shouldn't cut off access to homes or
businesses. Temporary access routes may need to be set up, and stakeholders should be
informed of the work schedule and how it will affect them.
 Public Transport: Buses, trams, or other public transport systems might use urban roads, and
any repair work could disrupt their schedules. It's essential to work with the public transport
agencies to mitigate the impact.
 Utilities: Urban roads often have various utilities running underneath them, including water,
gas, electricity, and telecommunications services. Any road repair work needs to consider
these and take steps to avoid damaging them. In some cases, repair work can be
coordinated with utility maintenance or upgrade schedules.
 Parking: In many urban areas, street parking is a valuable resource. Road repair work could
temporarily eliminate parking spots, so alternatives should be considered and
communicated.
 Environmental Impact: The environmental impact of road repairs, including emissions from
equipment and vehicles, disposal of old road materials, and runoff of materials into local
waterways, should be minimized.
 Community Engagement: Communication with the local community is critical. Residents,
businesses, and other stakeholders should be informed about the schedule, the expected
disruptions, and the benefits the repairs will bring.
 Aesthetic and Cultural Considerations: In some urban areas, particularly historic districts,
there might be aesthetic or cultural considerations to take into account. The materials and
 methods used for road repair might need to be compatible with the surrounding
streetscape.

In summary, urban road repair requires careful planning and coordination with various stakeholders
to minimize disruptions, ensure safety, and maximize the effectiveness of the repairs.
5. PLANNING AND PRIORITIZATION
The following aspects needs to be taken into account, for development of an effective road
maintenance and repair plan

 Developing improved information systems to promptly address issues: Gain a

comprehensive understanding of repair and maintenance requirements, and thus establish a
robust basis for budgeting.
 Taking measures to build support for improved operations and maintenance (O&M):
Specifically, the MC management should document the outcomes of recently conducted
maintenance activities executed and share the results with the Chairperson, Vice
Chairperson, and other municipal officials and elected representatives.
 Alterations in the design of new roads to simplify maintenance: Such alterations might
include making additional arrangements for drainage (as roads and drains should be
considered in tandem) and perhaps increasing the use of concrete roads in areas prone to
regular flooding.
 Creating a Year-Round Repair Schedule: Once a comprehensive database of all the roads
and their respective repair and maintenance costs per annum is developed, it will be
possible to formulate an appropriate year-round repair schedule for roads. Roads of highest
importance should be addressed first.

5.1 Development of Improved Information Base

To secure the necessary funds for road maintenance and repair in the Annual Budget, the MC must
accurately determine the required financial resources. This task is impossible without having a
comprehensive understanding of the infrastructure at hand. Therefore, the information that needs
to be gathered includes:
 Surface area of the road that needs maintenance and repair.
 Kinds of surfaces involved.
 Expense associated with such repairs
5.1.1 Primary Information
To allocate funds in the upcoming budget, MC must make a swift preliminary estimation of the cost
of repair and maintenance, particularly when there is not enough time to gather precise details. For
this purpose, the following steps might be pursued:
 Determine the total length of roads under the MC's jurisdiction.
 Measure the surface area of primary/secondary and tertiary roads/lanes separately.
 Compute the maintenance cost for primary/secondary roads and tertiary roads/lanes
independently.
 Assess the length of cross-drainage works and calculate the potential cost.
 Combine these costs to figure out the expense for repair and maintenance of
primary/secondary roads and tertiary roads/lanes separately.
 Utilize the combined sum as an initial estimation of the funds that need to be allocated for
road maintenance and repair. Current spending on maintenance and repair is likely to be
lower than this figure, so the approximate figure should be used to advocate for increased
funding for maintenance and repair. When making the case for increased maintenance and
repair funds, emphasize that neglecting regular maintenance and repair could significantly
increase the long-term cost of repair and rehabilitation.
5.1.2 Comprehensive Information Repository
5.1.2.1 The Infrastructure Database.
The MC should carry out detailed survey of roads and record relevant data for development of
comprehensive database for roads. The templates for data collection are provided in Annexure-A.
After the inspection and survey of each road, the data required in tables 6, 7, 8, and 9 should be
compiled for a permanent record in the office. Prioritize the primary/secondary roads first, followed
by tertiary roads/lanes.

This database will be instrumental in future planning, budgeting for maintenance and repairs, and
accurate estimation of repairs. MO (I & S) can constitute a dedicated team comprising sub-engineers
and a surveyor for surveying all the MC roads to compile this database. The data will be collected in
relation to each type of road found within the MC. These may include

a) Bituminous roads such as

 Asphalt concrete roads
 Triple surface treatment roads
b) Concrete roads and walkways
c) Water-bound macadam (WBM) roads
d) Unpaved roads and pathways

Each of these roads will have a different anticipated lifespan and varying maintenance needs. Data
must be gathered on the area and condition of road surface and the average maintenance cost.
Local conditions may influence the latter. For example, maintenance costs for bituminous roads
subjected to frequent flooding, or built on poor soils, will be significantly higher than in other areas.

5.1.2.2 Road Database register

A register should be established to store this data for future reference. All the information in these
tables will be based on the physical characteristics and construction type of the roads. In addition to
these features, emphasis must be placed on gathering the following information:

a) When was the road last repaired or resurfaced?

b) Factors impacting the maintenance level, such as heavy traffic, frequent flooding, high water
table, higher axle loads, and similar issues.
c) The current condition of the road, which might include:
 Smooth surface in a good state
 Generally good condition but with water-induced deterioration
 Generally good condition but with edge failure
 Surface with potholes
 Rough and damaged surface
 Cracked surface
 Surface with ruts and ravels
 Any other condition
d) The action required, which would briefly indicate whether the road needs minor repairs,
special repairs, pothole filling, edge remaking, or complete reconstruction with or without
elevation.

5.1.2.3 Repair and Maintenance Cost Estimate

After determining the surface area of different types of roads, MC staff can estimate the total cost of
repair and maintenance for each road separately. The preliminary unit cost of repair and/or
maintenance of surface area can be calculated using the current rates of labor and materials. These
rates can later be adjusted based on the actual cost of repair and the difference between the
estimated rates and the actual repair costs.
5.1.2.4 Management Information
The scope of management information should include:

 The availability of data such as plans, details of problematic areas, etc. (Table - 14).
 Details of repair/maintenance teams along with their responsibilities, with particular
attention to the areas they manage (Table - 13).
 Records of standard maintenance routines, performed repair tasks, materials utilized, and
costs incurred. This necessitates recording each repair task, along with the time and
materials needed to complete it (Table - 10 & 13).
 Documentation of the locations of maintenance and repair activities (Table - 13). This will
contribute to understanding where the maintenance needs seem to be more pronounced.
Such understanding will allow further investigation to determine if the increased frequency
of maintenance and/or repair is justified by local conditions or if there's a need to improve
procedures to ensure tasks are carried out correctly.
 Information should be maintained at the municipal level. If some maintenance and repair
responsibilities are devolved to the local level, supervisors overseeing those areas should be
motivated to maintain their own records and to submit these records to the "central" body
for inclusion in the municipality records.

This data can be consolidated into a database, which can be connected to system plans and
eventually integrated into a Geographical Information System (GIS).

5.2 Enhancement of Management for Optimized Operation & Maintenance

(O&M)
Establishing enhanced information systems, as discussed above, is a crucial first move in devising
improved management strategies for O&M. Only when a registry of roads exists, comprising data on
construction type, condition, history, and costs of repair and maintenance, can informed
management decisions be made.

However, this is only the initial step. It will also be essential to ensure that the necessary repairs are
executed promptly, competently, and to the required standard, necessitating improved
management systems.

At the structural level, MC’s management should contemplate two options:

 Decentralization of powers and responsibilities for various aspects of road maintenance, to

lower echelons within the MC.
 Increased participation of private contractors in O&M.

5.3 Decentralized Approach to Road Inspection and Repair

a) It will be unfeasible for the MO (I & S) to regularly inspect every road within the MC. A more
viable option would be to delegate responsibilities.

Municipal engineering staff should inspect all MC roads. As a rule, each road should undergo
inspection for visible signs of wear tear every three months, especially after heavy rainfall.

Responsibility for inspecting roads should be delegated to lower levels such as Sub Engineers, with
each officer assigned different areas of responsibility. Following each inspection, every team leader
should establish a register of roads according to the provided template. All data should then be
transferred to the main register with the MO (I&S).

b) Encourage community members to report any issues concerning road surfacing and drain
performance.
c) Classify problems into those requiring immediate action and those that can be attended to
later. Generally, a problem will necessitate immediate attention if one or more of the
following conditions apply:
 It occurs on a heavily trafficked road.
 It occurs in a low-lying area prone to frequent flooding.
 It has developed rapidly, posing a risk of further deterioration if left unaddressed.

5.3.1 Delegation of Powers and Responsibilities

There may be benefits in adopting a decentralized structure where maintenance and repair staff are
segregated into teams, with each team being accountable for a specific area within the city. This
would ensure that each team is familiar with its respective area and comprehends the potential
issues that could arise there. The teams can be formed depending upon the size of the MC and the
staff available within.

 MCs led by a grade 17 officer as Municipal Officer (I&S)

Constitute teams with a sub-engineer as the lead and supervisors as team members.

 MCs led by a grade 18 or 19 officer as Municipal Officer (I&S)

Constitute teams with Sub Engineers as the team members.

To guarantee effective operation, it will be necessary to:

 Precisely delineate the area to be managed by each maintenance team, as presented in

Table 12 above.
 Establish detailed records of the roads within the maintenance area and ensure that these
records are accessible to the leader of the delegated team.
 Guarantee that team leaders have straightforward access to the materials and equipment
needed to execute repairs.
 Ensure the existence of clear procedures for documenting work as it is done and for keeping
track of materials used.

5.4 Engaging Private Contractors

A key benefit of a decentralized approach to repair and maintenance management is the potential to
engage private contractors for executing maintenance and repair tasks within specific zones. If this
option is pursued, it's crucial to maintain comprehensive records and establish a system to oversee
the maintenance and repair work. The oversight must consider:
 Work completion volume – is the contractor fulfilling the responsibilities they've been
contracted for?
 Work quality – is the contractor meeting the necessary standards and specifications?
Efficient monitoring relies on clear and enforceable contracts, which in turn is dependent on the
quality of contract documentation. Standard specifications and agreed payment rates should be
established for common maintenance and repair tasks, and these should be included in the contract
documentation. After the contract has been awarded, straightforward pro-forma record sheets can
be maintained to note when and where maintenance and repair tasks have been performed,
including the area serviced and costs incurred.
Don't take for granted that hiring a private contractor will inherently resolve all maintenance and
repair issues of the MC. Keep in mind that contractors, regardless of their size, need to profit and
might falter if they face substantial cash-flow issues. This implies the need to ensure that:
 Agreed rates are reasonable, and
 Payments are made regularly, without unnecessary delays.
On the other hand, contractors should be highly capable to perform tasks to the highest standard
and must execute tasks effectively and efficiently. This indicates the need for:
 Robust procedures for selecting operation and maintenance contractors. Generally, MC's
management should aim to develop a select list of contractors and only award contracts if a
minimum of 3 responsive bids are received.
 One possible exception to the last point could be granting small contracts to community
contracting groups to perform essential maintenance and repair within their own areas.
 Ensuring the contract documentation is unambiguous and equitable.
 Effectively monitoring the contractors' performance.

5.5 Establishment of Monitoring Systems for Operations & Maintenance (O&M)

Performance targets serve as a clear metric for the intended achievements in operations and
maintenance. For them to be valuable, they need to be quantifiable and defined based on some sort
of objectively verifiable indicator (OVI).
Here are some potential OVIs. The management of the MC should select the indicators that their
respective MC can easily measure. Avoid selecting indicators that are impractical to measure:
 Percentage of roads rated as poor
 Number of potholes (with an area exceeding 1.0 sq ft) per kilometer
 Citizen satisfaction rate with the roads
 Number of road-related accidents in the MC
 Percentage of fully operational traffic lights in MC
 Number of registered complaints about the roads
 Citizen satisfaction rate with traffic and street signs
 Number of traffic and street signs with limited or no visibility
Maintenance and repair costs should be minimal for the first few years following a road's surfacing
or resurfacing; however, they will likely increase over time. When compiling data on the cost of
maintenance, it's advisable to initially focus on roads that have been surfaced or resurfaced. For
each road, maintain an annual record of the required maintenance and repair actions and the
associated costs (refer to Table 13). Although some variation is to be expected, these records will
help the MC to develop an understanding of how much they should anticipate spending on
maintenance and repair for roads of different ages. A delay in addressing issues may lead to road
surface failure and subsequently high costs for replacing parts or the entire road.

5.6 Schedules of O&M Tasks

a) The next course of action should involve constructing detailed timetables for the execution
of operations and maintenance tasks, as outlined below:
 Identify system components in need of maintenance and repair. (Refer to the
subsequent table for a list of components.) The management of the MC should review
this in consideration of their unique local circumstances and make necessary additions
or deletions.
  For each system component, scrutinize existing O&M processes and identify available
resources, current responsibilities, and ongoing issues and shortcomings.
 Drawing from this analysis, form a list of tasks to be performed for each system
component. Document these tasks in a table, providing details on the task, the method
and timing of execution, any necessary equipment and materials, and the process for
tracking implementation. See Annexure-B for details.
b) The MO (I & S) and other senior municipal personnel should possess a copy of the
comprehensive task list. Individuals responsible for specific system components should have
copies of the portions of the list related to their areas of responsibility.
c) MC staff may feel they lack sufficient information to finalize the task list. In such cases, it's
generally recommended to complete the list to the best of their ability using current
knowledge and information, and subsequently update and refine it based on experience.
d) Pay close attention to new equipment, ensuring that it undergoes regular inspections in its
initial weeks and months of operation so potential issues can be detected and rectified.
e) Make sure the procedures to follow in the event of problems and failures are clear. If
suitable, provide a simple flow chart. This should illustrate the steps to be taken from the
initial inspection report to the completion of the work necessary to address a problem,
outlining the responsibilities at each stage and establishing a maximum allowable time for
each phase of the process.
6. ENVIRONMENTAL AND SOCIAL IMPLICATIONS
6.1 Environmental Impact of Road Maintenance and Repair
Road maintenance and repair activities can have a significant impact on the environment so, the
National Environmental Quality (Protection and Quality Regulations 1990, 1996 and 2000) identifies
specific industrial sources to control and issue an Environmental Protection License is required to
discharge wastes to the environment under controlled conditions. Where the project contractors
require cement, concrete or granite-based products for improvement projects, the materials must be
obtained from facilities having a relevant and current Environmental Protection License.

Some key environmental considerations include:

 Emissions and Air Quality: Road repair activities often involve the use of machinery that emits
greenhouse gases. Moreover, dust generated during the work can degrade local air quality.
In pursuance of the statutory requirement under clause (e) of sub-section (1) of section (6) of
the Pakistan Environmental Protection Act, 1997(XXXIV of 1997), the Pakistan Environmental
Protection Agency, with prior approval of the Pakistan Environmental Protection Council,
revised the NEQS for Ambient Air in 2010.

Table 3: Ambient Air Quality Standards

Concentration in
Time-weighted Method of
Pollutants Ambient Air (Effective
average Measurement
from 1st January 2012)
Annual Average* 80 µg/m3 Ultraviolet Fluorescence
Sulphur Dioxide (So2)
24 hours** 120 µg/m3 method
Oxide of Nitrogen Annual Average* 40 µg/m3 Gas Phase
(NO) 24 hours** 40 µg/m3 Chemiluminescence
Oxide of Nitrogen as Annual Average* 40 µg/m3 Gas Phase
(NO2) 24 hours** 80 µg/m3 Chemiluminescence
Annual Average* 1 µg/m3 ASS method after
sampling using EPM
Lead (PB)
24 hours** 1.5 µg/m3 2000 or equivalent Filter
paper
3
Annual Average* 5 µg/m Nom Dispersive Infra-
Carbon Monoxide (CO)
10 µg/m3 Red (NDIR) method
*Annual arithmetic mean of minimum 104 measurements in a year taken twice a week 24 hourly at
uniform interval
** 24 hourly /8 hourly values should be met 98% of the year, 2% of the time, it may exceed but not in
two consecutive days

 Noise Pollution: Road repair works can cause considerable noise, affecting local wildlife and
ecosystems.
In pursuance of the statutory requirement under clause (c) of sub-section (1) of section (6) of
the Pakistan Environmental Protection Act, 1997 (XXXIV of 1997), the Pakistan Environmental
Protection Agency, with prior approval of the Pakistan Environmental Protection Council,
revised the NEQS for Noise (2010). These standards are established for four different categories
which include residential area, commercial area, industrial area and silent zone. These standards
vary according to the day and night timing, daytime hours are 6:00 am to 10:00 pm and
nighttime hours are 10:00 pm to 6:00 am. USEPA standards and World Bank guidelines along
with National Environmental Quality Standards for noise effective from January 2012 are given
below

Table 4: Noise Quality Standards

Sr. NEQS WB guidelines USEPA Standards
# Category of Area Day Time Nighttime Day Time Nighttime Indoor Outdoor
(dB) (dB) (dB) (dB) (dB) (dB)
1 Residential Area 55 45 55 45 45 55
2 Commercial Area 65 55 70 70 70 70
  Water Quality: Improper disposal of materials or run-off from the repair site can contaminate
local water sources, affecting both wildlife and human populations. So, NEQs specifies some
standard for discharges to reduce their impact.
The parameters which are relevant to the contractor’s activity and discharges to surface water
or surface water courses and their limits during the proposed project are listed in table below

Table 5: National Environmental Quality Standards for Effluent Discharge

Sr. # Parameter Limit
1 Temperature <40 C
2 pH >6 and <10
3 Biological Oxygen Demand (BOD5) <80 mg/l
4 Chemical Oxygen Demand (COD) <150 mg/l
5 Total Suspended Solids (TSS) <150 mg/l
6 Grease and Oil <10 mg/l
7 An-ionic detergents (as MBAS) <20 mg/l
8 Ammonia (NH3) <40 mg/l
9 Chlorine <1.0 mg/l

 Waste Management: Waste materials, especially non-biodegradable ones like asphalt and
concrete, need to be properly managed to prevent environmental harm.
 Biodiversity: Construction activities can disrupt local habitats, affecting local flora and fauna.

To mitigate these impacts, it's crucial to incorporate environmentally friendly practices, such as using
low-emission machinery, recycling and reusing materials, implementing noise control measures,
ensuring proper waste disposal, and minimizing disruption to local habitats.

6.2 Social Implications and Community Engagement

The social implications of road maintenance and repair include:

 Mobility and Accessibility: Road repair works can disrupt normal traffic flow and limit access to
homes, businesses, and other facilities. This can affect people's daily lives, including their ability
to commute to work or school, and access services.
 Noise and Dust: Construction activities can generate noise and dust that affect local residents,
particularly those who are vulnerable, such as the elderly and those with respiratory issues.
 Employment Opportunities: On the positive side, road repair projects can generate local
employment opportunities.

Effective community engagement is key to managing these social implications. This includes:

 Communication: Informing residents and businesses about the timing, scope, and impact of
road repair works. This can be done through public meetings, newsletters, websites, and social
media.
 Consultation: Consulting with the community before and during the project to understand their
concerns and take them into account in the planning and implementation of the project.
 Complaints Management: Providing a mechanism for people to raise concerns or complaints
and ensuring these are addressed in a timely and fair manner.
 Benefits Sharing: Where possible, benefits from the project (such as employment opportunities)
should be shared with the local community.

By considering the environmental and social implications of road maintenance and repair, and by
engaging effectively with the community, municipalities can minimize negative impacts and maximize
the benefits of these projects.

6.3 Health and Safety Considerations

Health and safety are paramount in road maintenance and repair projects. Measures to ensure health
and safety include:

 Risk Assessment: Identify and assess potential risks to workers and the public. This includes risks
related to machinery, traffic, hazardous materials, noise, and dust.
 Safety Training: All workers should be properly trained in safety procedures. This includes the
correct use of equipment, handling of materials, and response to emergencies.
 Personal Protective Equipment (PPE): Workers should be equipped with appropriate PPE,
including hard hats, high-visibility clothing, safety footwear, and hearing protection.
 Traffic Management: Develop and implement a traffic management plan to ensure the safety of
road users and workers. This includes appropriate signage, barriers, and diversions.
 Emergency Preparedness: Have a plan in place for dealing with emergencies. This includes first
aid facilities, firefighting equipment, and procedures for evacuation or sheltering in place
ANNEXURE-A
Road Designation ____________ Road Number ____________
Name of Road ____________
Table 6: Detail of MC Road
Metalled width Surface area of other pavements
Shoulders Foot Paths
(each side) (sft)
Kind of surface
Length ROW Pavement Surface area of
S. # From To One / One / Pavement asphalt / TST /
(ft) width (ft) Width Bricks / Width metalling (sft) Brick Concrete
Single Dual both both brick / concrete
(ft) C. Pavers/ (ft) pavement. pavements.
side sides c. pavers
Kacha
1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17.

Total

Table 7: Detail of MC roads (Main / Primary Roads)

Metaled width Surface area of Road drainage (longitudinal / cross) Average cost
Width Surface area of metaling Factors
Road Name each side footpaths and When last of annual
S. Length of (sft) Drains Sewers affecting level Action
designation of (ft) shoulders (sft) repaired / Condition maintenance
# (ft) ROW of required
and number road Brick Concrete Type Length DIA Length resurfaced (Rs.)
(ft) Single Dual Asphalt TST Concrete maintenance *
Pav. pavers / size (ft) (inches) (ft)
1.
2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18. 19. 20.

Total
*Factors affecting level of maintenance might be heavy traffic, frequent flooding, higher water table, higher axel loads and others
Table 8: Secondary Roads or Access Roads
Metaled width Surface area of Road drainage (longitudinal / cross) Factors
Width Surface area of metaling Average cost
Road Name each side footpaths and When last affecting level
S. Length of (sft) Drains Sewers Action of annual
designation of (ft) shoulders (sft) repaired / Condition of
# (ft) ROW required maintenance
and number road Brick Concrete Type/ Length DIA Length resurfaced maintenance
(ft) Single Dual Asphalt TST Concrete (Rs.)
Pav. pavers size (ft) (inches) (ft) *
1.
2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18. 19. 20. 21.

Total
*Factors affecting level of maintenance might be heavy traffic, frequent flooding, higher water table, higher axel loads and others

Table 9: Tertiary Road or Distributors (Streets and lanes)

Metaled width Surface area of Road drainage (longitudinal / cross) Factors
Width Surface area of metaling Average cost
Road Name each side footpaths and When last affecting level
S. Length of (sft) Drains Sewers Action of annual
designation of (ft) shoulders (sft) repaired / Condition of
# (ft) ROW required maintenance
and number road Brick Concrete Type/ Length DIA Length resurfaced maintenance
(ft) Single Dual Asphalt TST Concrete (Rs.)
Pav. pavers size (ft) (inches) (ft) *
1.
2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18. 19. 20. 21.

Total
*Factors affecting level of maintenance might be heavy traffic, frequent flooding, higher water table, higher axel loads and others
 Table 10: Roads Repaired in Last Year and Targets for Current Year
Completed in last year (km) Targets for current year (km)
S. By Cos By Cos
Activity Unit own By Tot t own By Tot t
#
labo contractor al (Rs labou contractor al (Rs
ur .) r .)
1.
Patch work Km
2.
Road cuts Nos
Road
Resurfacing

3. TST Km
Asphalt Km
PCC Km
Concrete
Km
pavers
Total

Table 11: Road Marking (Staff Deployed and Requirement)

S. Description Required strength Actual Available Short Fall
# of Post Regular Contract Total Regular Contract Total Regular Contract Total
1.
Supervisors
2.
Painters
3.
Beldaars
4.
Others

Table 12: Road Marking & Traffic Signals (Completed in Last Year and Targets for Current Year)
S. # Activity Unit Completed in last year Targets for current year
1. Road length
Road marking
(Km)
2.
Zebra crossing Nos.
3.
Kerbs painting Length (Km)
4.
Sign boards for traffic Nos.
5.
Traffic Signals
(i) New installed Nos.
 (ii) Old repaired Nos.

Total cost of road marking

Completed in last year =Rs. __________Estimated cost of current year
=Rs. __________Repair

Table 13: Repair and Maintenance Teams and cost / Target

Staff Deputed Name of roads / areas repaired / maintained
Team Time Period
Name of Length Cost
. No. Designation Nos.
roads (km) From To Days (Rs.)
Supervisor
Tar boiler
operators
Road roller
drivers
1.
Dumper/
tractor /trolley
drivers
Beldars
others
2. As above As above
3. As above As above

Table 14: Problem Spots

Name of
Road no. Length When
S. road Description Cause of
with under Cost of repair last
# having of problem problem
designation problem repaired
problem
1
2
3
4
ANNEXURE-B

Table 15: M & R Schedule of Tasks - Roads and Paving

M & R Schedule of Tasks - Roads and Paving

HOW to do?
WHEN to do?
(Follow SOP Ref. WHO to do? (Conducted by?) Do WITH what? Check DONE? (How to check?) Who to CHECK?
WHAT to do? (Define the O&M Task) (Frequency)
Ref. # #) (To be checked
Class of (Spares, by?)
Worker Special Tools, Equipment
Work Materials)
1 BITUMEN TOP – ROADS
1.A Pot holes and Ruts M R Sub-Engineer Visual/ driver observation MO (I & S)
1.B Waviness M R Sanitary Inspector Visual/ driver observation Sub-Engineer
1.C Cracking, Bleeding and Crazing M R Road Mason Visual observation Sub-Engineer
1.D Road shoulders M R Sanitary Inspector Visual/public observation Sub-Engineer
1.E Edge Failures 6M R Sub-Engineer Visual/ driver observation MO (I & S)
1.F Kerb stones M M Sanitary Inspector Visual/public observation Sub-Engineer
1.G Side drain W M Sanitary Inspector Visual/public observation Sub-Engineer
2 CEMENT CONCRETE (CC) ROADS Sub-Engineer
2.A Expansion joints sealing 3M M Sanitary Inspector Visual observation Sub-Engineer
2.B Contraction joints cracks sealing 3M M Sanitary Inspector Visual observation Sub-Engineer
2.C Edge protection M M Sanitary Inspector Visual observation Sub-Engineer
2.D Failed areas replacement 3M R Sub-Engineer Visual/ driver observation MO (I & S)
3 WATER BOUND MACADAM (WBM) ROADS
3.A Low spots filling W M Road Mason Visual/ driver observation Sanitary Inspector
3.B Gulley’s erosion M M Road Mason Visual/ driver observation Sanitary Inspector
3.C Soft-spots D M Sanitary Inspector Visual/ driver observation Sub-Engineer
3.D Drain Crossing repair W R Sanitary Inspector Visual/public observation Sub-Engineer
3.E Lay-byes, passing places M M Sub-Engineer Visual/public observation MO (I & S)
3.F Road shoulders W M Sanitary Inspector Visual/public observation Sub-Engineer
4 UNMADE / EARTHEN ROADS
4.A Regrading 6M M Sub-Engineer Visual/ driver observation MO (I & S)
4.B Low spots W M Sanitary Inspector Visual/ driver observation Sub-Engineer
4.C Erosions M M Sanitary Inspector Visual/ driver observation Sub-Engineer
4.D Drain Crossing M M Sanitary Inspector Visual/public observation Sub-Engineer
4.E Lay-byes, passing places M M Sanitary Inspector Visual/public observation Sub-Engineer
5 CROSS DRAINAGE WORKS
5.A Parapet walls M R Sanitary Inspector Visual/public observation Sub-Engineer
5.B Edge stones M R Sanitary Inspector Visual/ driver observation Sub-Engineer
5.C RCC slab 3M R Sub-Engineer Visual observation MO (I & S)
5.D Revetment in slopes M R Sanitary Inspector Visual observation Sub-Engineer
5.E Protection works M R Sub-Engineer Visual/public observation MO (I & S)
5.F Erosion of Bed/ deck slab M R Sub-Engineer Visual/public observation MO (I & S)
6 TRAFFIC ISLANDS AND DIVIDERS
6.A Civil works M R Sanitary Inspector Visual observation Sub-Engineer
6.B Signals & fabrication work W R Sub-Engineer Visual/ driver observation MO (I & S)
7 INTERSECTIONS AND JUNCTIONS
7.A Markings & Painting 3M M Sanitary Inspector Visual observation Sub-Engineer
7.B Dividers/ Demarcation 3M M Sub-Engineer Visual/ driver observation MO (I & S)
7.C Road in embankment M M Sanitary Inspector Visual observation Sub-Engineer
7.D Road in Cutting M M Sub-Engineer Visual observation MO (I & S)
8 COMMUNITY FACILITIES
8.A Bus Stops M M Sub-Engineer Visual/public observation MO (I & S)
8.B Service Parking 3M M Sub-Engineer Visual/ driver observation MO (I & S)
8.C Pedestrian protection M M Sub-Engineer Visual/public observation MO (I & S)
8.D Road Marking 3M M Sanitary Inspector Visual/public observation MO (I & S)
8.E Traffic Signals 3M M Sub-Engineer Visual/public observation MO (I & S)