road maintenance works in ukraine...ic consulenten llc reytarskaya str., 37, 3rd floor, kyiv, 04053,...

iC consulenten LLC Reytarskaya str., 37, 3rd floor, Kyiv, 04053, Ukraine T: +38 044 38 44 337 www.ic-consulenten.com.ua

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

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iC consulenten Road Maintenance Quality in Kiev Region: Final Report 04.08.2015

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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 Signature

24/07/ 2015 Rev. 0 Mathews/ Melnyk Useini Woetzinger

03/08/ 2015 Rev. 1 Mathews/ Melnyk Useini Woetzinger

mailto:[email protected]


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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 1 521 69 – 256

country code city code Number

Fax number: +43 1 521 69 – 180

country code city code number

Main contact person for this project: Mr James Mathews

Main contact person’s position in the Organisation:

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

Fax number:

country code city code number

Main contact person for this project: Elena Rybak

Main contact person’s position in the Organisation:

Managing Director

Contact person’s email address: [email protected]

Website of the Organisation: http://ic-consulenten.com.ua/

mailto:[email protected]

http://www.ic-group.org/


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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:

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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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. 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. 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 Name Function

Ministry of Infrastructure

Roman Khmil Client

Ministry of Infrastructure

Oleksii Zaryckyi Ministry representative

iC consulenten Mr. James Mathews International Highway Engineer

iC consulenten Mr. Oleksiy Melnyk Ukraine Highway Engineer

iC consulenten Ms. Elena Rybak Principal client contact/ Director iC Ukraine

iC consulenten Ms. Galina Teriohina Project Assistant

iC consulenten Ms. Irina Omelianenko

Translator / Project administrator

Ukravtodor Oleg Fedorenko Head of Ukravtodor road service and safety

Ukravtodor Oleg Slobodyan (OS), Deputy of the head of Road Service department in Kyiv region

Ukravtodor Volodymyr Sarancha First Deputy to the Head of Road Service in Kiev region

Ukravtodor Sergey Oshkalo Head of the Quality assurance, technical control and new technologies department in Kyiv region

Ukravtodor Anatoliy Zynka Head of Ukravtodor innovation development and costing department

Ukravtodor Maxim Pogrebniak Head of economic monitoring of financial and economic department

Ukravtodor Vitaliy Stiozhka Deputy Director, State enterprice “Center for scientific and technical support of road works and certification of road products (SE DorCentr)

Ukravtodor Manitskyy Eugene Supervisor for production unit "Kyiv Regional Road Management M01

Ukravtodor Manitskyy Eugene Supervisor for production unit "Kyiv Regional Road Management N 07

Ukravtodor Gaydamaka Maxim Supervisor for production unit "Kyiv Regional Road Management M 03

Ukravtodor Gaydamaka Maxim Supervisor for production unit "Kyiv Regional Road Management T10-18

Ukravtodor Peristyy Alexander Supervisor for production unit "Kyiv Regional Road Management N 01

Ukravtodor Gaydamaka Maxim Supervisor for production unit "Kyiv Regional Road Management N 08

Ukravtodor Anatoly Kirichenko Supervisor for production unit "Kyiv Regional Road Management M 07

1.2. 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.





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1.4. 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.


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 2. 2015/06/25 Day 3. 2015/06/25 Day 4. 2015/06/29 Day 5. 2015/06/30 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

Road Category

Contractors names Supervisor Road description

1 24.06.2015 М-01 1

Subsidiary production unit "Kyiv Regional Road Management (publicly-traded corporation, public corporation)" "Roads of Ukraine" affiliated organization "Brovary Road maintenance Department"

Manitskiy Eugen

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.

2 24.06.2015 Н-07 (N-07)

2


Manitskiy Eugen

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

3 25.06.2014 М-03, 1

Subsidiary production unit "Kyiv Regional Road Management (publicly-traded corporation, public corporation)" "Roads of Ukraine" affiliated organization "Kiev Road maintenance Department"

Gaydamaka Maksym

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.

4 25.06.2015 Т 10-18 3

Subsidiary production unit "Kyiv Regional Road Management (publicly-traded corporation, public corporation)" "Roads of Ukraine" affiliated organization "Zgurovsky Regional road department"

Gaydamaka Maksym

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.

5 26.06.2015 Н-01 (N-01)

2

Subsidiary production unit "Kyiv Regional Road Management (publicly-traded corporation, public corporation)" "Roads of Ukraine" affiliated organization "Concha-Zaspivsk Road maintenance Department"

Peristyi Olexandr

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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Table 1: Site visit schedule, roads, contractors, supervisors, description of the road condition.

№ Date Road Name

Road Category

Contractors names Supervisor Road description

6 29.06.2015 М-05 1

Subsidiary production unit "Kyiv Regional Road Management (publicly-traded corporation, public corporation)" "Roads of Ukraine" affiliated organization "Bila Tserkva Road maintenance Department"

n/a

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.

7 30.06.2015 Н-08 (N-08)

2

Subsidiary production unit "Kyiv Regional Road Management (publicly-traded corporation, public corporation)" "Roads of Ukraine" affiliated organization "Kiev Road maintenance Department"

Gaydamaka Maksym

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.

8 01.07.2015 М-07 2

Subsidiary production unit "Kyiv Regional Road Management (publicly-traded corporation, public corporation)" "Roads of Ukraine" affiliated organization "Kyiv-Svyatoshin Road maintenance Department." Limited Liability Company "Dorstroy installation"

Kyrychenko Anatolii

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.


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1.8. 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. Please see full version of this minutes of meeting in Appendix 2. 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. Please see full version of this minutes of meeting in Appendix 2. 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.

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:

- 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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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.

2.3. 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

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 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.


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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. This is not considered to be a cost effective maintenance strategy. 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. Cause of road failure. 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 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. This is not considered to be a cost effective maintenance strategy. 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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Road condition. 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. Cause of road failure. 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 suggests problems with road foundation layers. Type of repair, materials and method used. Asphalt patch. From visual inspection only, 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 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. 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. 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. Section KM35+000 Road condition. 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 Cause of road failure. 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 suggests problems with road foundation layers. Type of repair, materials and method used. Asphalt patch. From visual inspection only, 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 repairs from previous years are still in good condition. This suggests a good quality patch repair. 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. 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. 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. Cause of road failure. 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 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. Throw and roll asphalt patches have straight cut edges.


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Repair quality. 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. Some patches are over 10m2. 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. 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. This is not considered to be a cost effective maintenance strategy. 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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Summary for the road M-03. 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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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. 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. Section South KM 81+000 – 82+300 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, asphalt. Throw and roll asphalt, cutting edges. 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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Summary for the road H-01. All inspected sections of the road requires capital repair works including foundation repair. Day 4. 2015/06/29 M-05. International road. Class 1 Section South KM 101+650 – 102+000 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. Type of repair, materials and method used. Asphalt patch. From visual inspection, asphalt. Throw and roll asphalt, cutting edges. 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. Section South KM 107+500 – 108+000 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. Type of repair, materials and method used. Asphalt patch. From visual inspection, asphalt. Throw and roll asphalt, cutting edges. 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. Summary for the road M-05. Road requires capital repair, some section need road foundation repair. Day 5. 2015/06/30


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Road H-08. National road, class 2. 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. Section South East KM 8+000 – 9+000 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 (3-5mm) 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. Section South East KM 32+900 – 33+000 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. Summary for the road H-08. 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. Summary for the road M-07. Some sections at the road requires re-surfacing, some sections to be repaired including foundation of the road.

Day 7. 2015/07/21 Road H-07. National road, class 2. 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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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. 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. 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. This is not considered to be a cost effective maintenance strategy. 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%. Cause of road failure. 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 even which 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. 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 (2-5mm) 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

1 Repaired surface on H-07 Kiev-Sumy-Unakivka

1.1 Potholes asphalt repair m2 33.4 708.33 1122 1863.7

1.2 Asphalt t 3.025 85 134.64 222.67

2 Repaired surface on M-07 Kyiv-Kovel-Yahotyn

2.1 Potholes asphalt repair m2 63 830 108.33 1001.3

2.2 Asphalt t 7.56 99.68 13 120.24

Table 2: Works performed

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, Possible cause of failure Best practice repair solution

Structural cracks Wearing course is worn out/ road foundation is weak (water ingress though cracks)

Capital repair including base course or road foundation replacement

Rutting Road foundation failure. Overloading of road (numbers of heavy trucks exceeding design strength )

Road base course or foundation repair

Fretting or surface cracks

Road surface is worn out Surface dressing repair

Surface worn out Surface course life cycle is expired 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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№ Standard requirements Road condition ( 1, 2 category) Standard, article

1 The wearing course must not have any depressions, potholes, rutting or other deformations, which obstruct the traffic.

Sections of the roads are cracked, surface course is worn out and fretting, sections of the carriageway are rutting.

DSTU 3587-97. 3.1.1

2 The limited depth of the individual depressions, potholes should not exceed 4 centimetres in area for roads 1-3 categories and groups A, B for roads and streets of settlements.

Sections of the rods contain depressions, potholes with different size and depth. Many of them are more than 4 centimetres.

DSTU 3587-97. 3.1.1

3 The limited height of rutting should not exceed 2 cm for roads 1-3 categories and groups A, B for roads and streets of settlements.

Sections of the roads contain rutting which are in excess of 2 centimetres in height.

DSTU 3587-97. 3.1.2

4 If the size of the individual depressions, holes, potholes, rutting is inappropriate, the terms of their repair should not exceed 5 days for 1, 2 categories of roads, 7 days for 3 category of roads.

Many of the depressions, holes, potholes and rutting, which are inappropriate for roads of class 1 and 2 appear to have exceeded the time period stated in the standards.

DSTU 3587-97. 3.1.2

5 It is essential to place protective layers with emulsion mineral mixtures and surface treatment on places scaling and fretting roads and pavements.

Sections of the roads have a surface course, which is worn out and have not been sealed. Furthermore the Consultant is not aware of planned works to seal the surface course

SOU 42.1-37641918-105:2013. 5.3

6 To remove rutting on roads it is used cutting method. Also, surfacing with emulsion mineral mixtures and surface treatment, where rutting width is less than 0,8 meters

Cutting method is widely used, but it is very unsuitable for exploitation of the road in the future. The top layer becoming thinner that leads wearing course to be destroyed faster.

SOU 42.1-37641918-105:2013. 5.3

Table 4: Standards requirements and road conditions


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4. RECOMMENDATIONS

4.1. DEFINITION OF SCOPE AND METHODOLOGY OF REPAIR WORKS

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.

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



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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.

http://www.standardsforhighways.co.uk/ha/standards/dmrb/vol7/section3.htm


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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. 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 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 EUR1 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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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. 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.

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

2 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.

Typical Economic Unit Road User Costs per Roughness Level for Flat Terrain (US$ per vehicle-km)

Four-

Roughness Motor_ Small Medium Delivery Wheel Light Medium Heavy Articulated Small Medium Large

(IRI) cycle Car Car Vehicle Drive Truck Truck Truck Truck Bus Bus Bus

2 0,124 0,140 0,143 0,228 0,291 0,436 0,697 0,141 0,488 0,792

4 0,126 0,143 0,148 0,238 0,304 0,457 0,733 0,143 0,514 0,826

6 0,131 0,149 0,158 0,259 0,328 0,492 0,780 0,150 0,571 0,901

8 0,141 0,160 0,172 0,284 0,356 0,529 0,843 0,162 0,647 1,028

10 0,155 0,176 0,190 0,316 0,392 0,579 0,926 0,179 0,739 1,190

12 0,171 0,194 0,209 0,351 0,433 0,637 1,017 0,201 0,838 1,361

14 0,188 0,214 0,229 0,387 0,475 0,698 1,112 0,223 0,941 1,535

16 0,205 0,233 0,249 0,425 0,518 0,761 1,210 0,247 1,045 1,710


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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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Table 7: Cost-Benefit Analysis results: M01 sample section

Ukrainian Example M01 (1km) 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 year_20

year index 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19

discount factor 1 0,892857143 0,797193878 0,711780248 0,635518078 0,567426856 0,506631121 0,452349215 0,403883228 0,360610025 0,321973237 0,287476104 0,256675093 0,22917419 0,204619813 0,182696261 0,163121662 0,145644341 0,13003959 0,116106777

undiscounted flows

(1) investment costs 1.600.000,00-

(2) residual value 533.333,33

maintenance costs (BAU) 105.766,88- - - - - 105.766,88- - - - - 105.766,88- - - - - 105.766,88- - - - -

maintenance costs (RECONSTR) - 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- 3.520,00- 3.520,00- 3.520,00- 3.520,00- 3.520,00- 3.520,00- 151.592,06-

(3) maintenance cost savings 105.766,88 3.520,00- 3.520,00- 3.520,00- 3.520,00- 102.246,88 3.520,00- 3.520,00- 3.520,00- 3.520,00- 102.246,88 3.520,00- 3.520,00- 3.520,00- 3.520,00- 102.246,88 3.520,00- 3.520,00- 3.520,00- 151.592,06-

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 (BAU) 3.604.920,95- 3.604.920,95- 3.604.920,95- 3.604.920,95- 3.604.920,95- 3.604.920,95- 3.604.920,95- 3.604.920,95- 3.604.920,95- 3.604.920,95- 3.604.920,95- 3.604.920,95- 3.604.920,95- 3.604.920,95- 3.604.920,95- 3.604.920,95- 3.604.920,95- 3.604.920,95- 3.604.920,95- 3.604.920,95-

RUC (RECONSTR) 3.394.532,10- 3.394.532,10- 3.394.532,10- 3.394.532,10- 3.394.532,10- 3.394.532,10- 3.394.532,10- 3.394.532,10- 3.394.532,10- 3.394.532,10- 3.394.532,10- 3.394.532,10- 3.394.532,10- 3.394.532,10- 3.394.532,10- 3.394.532,10- 3.394.532,10- 3.394.532,10- 3.394.532,10- 3.394.532,10-

(4) RUC savings 210.388,85 210.388,85 210.388,85 210.388,85 210.388,85 210.388,85 210.388,85 210.388,85 210.388,85 210.388,85 210.388,85 210.388,85 210.388,85 210.388,85 210.388,85 210.388,85 210.388,85 210.388,85 210.388,85 210.388,85

net cash flow (1+2+3+4) 1.283.844,27- 206.868,85 206.868,85 206.868,85 206.868,85 312.635,73 206.868,85 206.868,85 206.868,85 206.868,85 312.635,73 206.868,85 206.868,85 206.868,85 206.868,85 312.635,73 206.868,85 206.868,85 206.868,85 592.130,11

Ukrainian Example M01 (1km) 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 year_20

discounted flows

(1) investment costs 1.600.000,00- - - - - - - - - - - - - - - - - - - -

(2) residual value - - - - - - - - - - - - - - - - - - - 61.923,61

maintenance costs (do minimum scenario) 105.766,88- - - - - 60.014,97- - - - - 34.054,10- - - - - 19.323,21- - - - -

maintenance costs (do something scenario) - 3.142,86- 2.806,12- 2.505,47- 2.237,02- 1.997,34- 1.783,34- 1.592,27- 1.421,67- 1.269,35- 1.133,35- 1.011,92- 903,50- 806,69- 720,26- 643,09- 574,19- 512,67- 457,74- 17.600,87-

(3) maintenance cost savings 105.766,88 3.142,86- 2.806,12- 2.505,47- 2.237,02- 58.017,63 1.783,34- 1.592,27- 1.421,67- 1.269,35- 32.920,76 1.011,92- 903,50- 806,69- 720,26- 18.680,12 574,19- 512,67- 457,74- 17.600,87-

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) 3.604.920,95- 3.218.679,42- 2.873.820,91- 2.565.911,53- 2.290.992,43- 2.045.528,96- 1.826.365,14- 1.630.683,16- 1.455.967,11- 1.299.970,63- 1.160.688,07- 1.036.328,63- 925.293,42- 826.154,84- 737.638,25- 658.605,58- 588.040,70- 525.036,34- 468.782,44- 418.555,75-

RUC (do something scenario) 3.394.532,10- 3.030.832,24- 2.706.100,21- 2.416.160,90- 2.157.286,52- 1.926.148,68- 1.719.775,61- 1.535.513,93- 1.370.994,58- 1.224.102,31- 1.092.948,49- 975.846,86- 871.291,84- 777.939,15- 694.588,52- 620.168,32- 553.721,72- 494.394,39- 441.423,56- 394.128,18-

(4) RUC savings 210.388,85 187.847,18 167.720,70 149.750,62 133.705,92 119.380,28 106.589,54 95.169,23 84.972,53 75.868,33 67.739,58 60.481,77 54.001,58 48.215,69 43.049,73 38.437,26 34.318,98 30.641,94 27.358,88 24.427,57

net cash flow (1+2+3+4) 1.283.844,27- 184.704,33 164.914,58 147.245,16 131.468,89 177.397,91 104.806,20 93.576,96 83.550,86 74.598,98 100.660,34 59.469,85 53.098,08 47.409,00 42.329,46 57.117,38 33.744,79 30.129,28 26.901,14 68.750,32

discount rate 12,00%

economic net present value 398.029,22

EIRR 16,57% UKR_daily_report_OM_r00.xls


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5. 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. 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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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. It is recommend to implement a defined set of procedures and methodology that will:

- 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 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 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. 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

Date of transmission - 22.06.2015

Document Title

Date Summary

(КБ-3) Information on value of construction works and costs.

03.2015 04.2015 05.2015

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 North eastern bypass Kyiv km 0 + 000 - km 28 + 000, access to M-03 km 0 + 000- km 5 + 500.

(КБ-2в) Report on the performed works.

03.2015 04.2015 05.2015

Local costs estimation (1-1-1). 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 + 000- km 5 + 500.

Summary information resources.

02.2015 03.2015 04.2015

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 + 000- km 5 + 500.

Defect acts. 03.2015 04.2015 05.2015

Kyiv-Chernihiv-Novi Yarylovychi km 33+000- km 61+160, entrance to the Brovary city km 0 + 000- km 5 + 071.

(5) Construction cost estimate summary.

02.2015 03.2015 04.2015 05.2015


Explanatory note.

02.2015 03.2015 04.2015 05.2015


(1-1-1) Activity dependent cost estimate.

03.2015 04.2015 05.2015


(1-1-1) Payments overhead cost to local estimates.

03.2015 04.2015 05.2015

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 + 000- km 5 + 500.

(1а) 02.2015 Maintenance works of highways M-01 Kyiv-Chernihiv-Novi Yarylovychi

http://www.multitran.ru/c/m.exe?t=5766389_1_2&s1=%F2%E5%EA%F3%F9%E8%E9%20%F0%E5%EC%EE%ED%F2%20%E4%EE%F0%EE%E3%E8

http://www.multitran.ru/c/m.exe?t=1767789_1_2&s1=%E0%EA%F2%20%EF%F0%E8%B8%EC%E0

http://www.multitran.ru/c/m.exe?t=4179430_1_2&s1=%EB%EE%EA%E0%EB%FC%ED%E0%FF%20%F1%EC%E5%F2%E0



http://www.multitran.ru/c/m.exe?t=5918008_1_2&s1=%F1%E2%EE%E4%ED%FB%E9%20%F1%EC%E5%F2%ED%FB%E9%20%F0%E0%F1%F7%B8%F2%20%F1%F2%EE%E8%EC%EE%F1%F2%E8%20%F1%F2%F0%EE%E8%F2%E5%EB%FC%F1%F2%E2%E0




http://www.multitran.ru/c/m.exe?t=5856144_1_2&s1=%EF%EE%FF%F1%ED%E8%F2%E5%EB%FC%ED%E0%FF%20%E7%E0%EF%E8%F1%EA%E0










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Information resources to local estimates.

03.2015 04.2015 05.2015

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 + 000- km 5 + 500.

(9) Contract price.

03.2015 04.2015 05.2015

Names of the objects, start-up facilities; Value of Work Done and consumption.

CMR note. 11.03.2015-30.04.2015

Certificates of origin.

23.03.2015-04.05.2015

№ 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 Title

Date Summary

(КБ-2в) Acceptance report.

04.2015 T-10-25 Peremoga- Baryshevka-Pereyaslav-Khmelnitsky km 0 + 000- km 47 + 300. Emergency work, roadbed and drainage.


03.2015 Local costs estimation (2-1-1), maintenance works of roads of national importance general use road in Kyiv-Baryshevsk region, T-10-18 Borispol–Berezan-Yahotyn-Zhoravka km 18 + 800- km 55 + 040, T-10-243 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 origin.

29.04.2015-26.05.2015

№ 2;13;4;5 Bitumen emulsion.

Passport bill

05.05 № 05-05

Certificate of conformance

11.07.2011 04.05.2016


Document Title

Date Summary


2015 Kyiv-Znamenka km 14 + 740 - km 123 + 750. Sections: patching repairs with using hot and cold asphalt mixes. Mironovka-Kanev-Sofievka km 0 + 000-km 21 + 700. N-01 entrance to Obukhov city km 0 + 000-km 8+ 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;16.02 16.03-04.05

№ 35;30;43;46;40;18;21; 32;28;15;24;12;16; 30;26;32;42;23

Stub for asphalt mixtures.

3.06; 2.06 5.05; 6.05; 26.03-28.04

№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

Passport check

07.05-27-05 30.04;29.04;

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;70-05;66-05;64-05;55-05;58-05;41-05;44-05;27-05; 30-05;15-05№ 30-04;31-04;29-04;28-04


Document Title

Date Summary


03.2015 04.2015

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 + 000 - km 126+700 (patching repair). Section Kyiv-Kharkiv km 18 + 000- km 35 + 000, km 41 + 300- km 45 + 000, km 54 + 000- km 94 + 000 km 94 + 000 - km 126 + 700.


03.2015 04.2015

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 + 000- km 126+700 (patching repair). Section Boryspil-Dnipropetrovsk km 0 + 160- km 21 + 000, km 21 + 000- km 81 + 300

CMR note, certificate of origin.

24.03,12.03

№ 30; 3


8.05-13.05

№ 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

Protocol

20.04-18.05

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 origin. НВ7;НВ2;НВ9

25.05;14.04 08.06

Asphalt emulsion

Protocol

21.05 Tests with asphalt coating (core №141; 140; 139; 138; 137; 136; 135; 134; 133; 132)


Document Title

Date Summary

(КБ-2в) 03.2015 Local costs estimation (5-1-1/11). Work on the winter maintenance,


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Document Title

Date Summary

Report on the performed works.

04.2015 05.2015

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.


03.2015 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.


03.2015 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.


03.2015 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-Obuchiv-Rzhyschiv-Kaniv, km 11+200- km 28+300;grade crossing km 22+510; km 34+890- km 60+370. Patch repair.


2.04-24.05

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

Stub for asphalt mixtures.

10.03- 19.05

№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

Protocol

16.04; 4.03

Control testing of rock fill. №102; 17

Certificate of conformance

31.05

Radiation certificate

11.04.2014 11.04.2015 13.03.2015 13.03.2016

№ 47; 1


Document Title

Date Summary

(КБ-2в) Report on the

03.2015 04.2015

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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performed works.

18+000-км 126+700, patch repair. Kyiv-Kharkiv km18+000- km 35+000.


04.2015

Local costs estimation (5-1-1.). Maintenance works of roads of national importance general use road in Kiev region. М-03 Kyiv-Kharkiv km 18+000- km 126+700, patch repair. Boryspil-Dnipropetrovsk km 21+000- km 81+300


04.2015

Local costs estimation (5-1-1.). Maintenance works of roads of national importance general use road in Kiev region N-08 Boryspil-Dnipropetrovsk km 0+160- km 81+30, patch repair km 18+000-km 126+700. Boryspil-Dnipropetrovsk km 21+000- km 81+300


23.03- 25.05

№ 11;24;25;14;24;36;26;20; 10;34;42;32;25;49; 27; 37; 12;25;22;52;18; 13;40;49;46;25;7;27;28;

Passport-invoices.

05.05- 21.05

№ 04-05;11-05;31-05 45-05;59-05; 67-05; 74-05;82-05; 90-05

Quality passport.

Tough oiled bitumen for roads № 29


Document Title

Date Summary


03.2015 04.2015 05.2015

Local costs estimation (5-1-1.). Operational maintenance (emergency patch repair) № 4,3,3,1,1. M-07 Kyiv-Kovel-Yahotyn km 19 + 000- km 79 + 390 (capital repair km 30 + 600- km 64 + 000). Section. Realized works (ДРП-3) (emergency patching repair).


05.2015

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.

03.2015 04.2015

Bitumen emulsion (ЕКШМ-60) Bitumen Cementing

Passports 03.2015 04.2015

Hot asphalt mixtures № 29; 25; 39; 36; Asphalt mixtures № 1; 8 Bitumen emulsion № ОВ2; 73

Waybill 04.2015 № 1 Asphalt mixture

Protocol 18.06. 2015

The test of crushed stone fr. 5-10 mm № 166














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7.2. 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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Nr. Content

1 Welcome

o Welcome and Introductions

2 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. 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

3 Project organization

o Indirect Client - Cabinet of Ministers o Direct client – Ukravtodor and Kyiv region Motorway agency in particular o This Project will form the basis and will lead on to a formal tender in 2016 for road

maintenance works quality supervision and inspection o 2-5 regions to be involved in Pilot Project of QA, (iC will initially be engaged with the

QA of the Kiev region) o A couple of international companies will be involved in the pilot project o 25 regions in Ukraine can be involved in this Project, all can sign the contract on

simplify procedures, without tender o 40 - 45 mobile teams on permanent basis in the future could be involved to cover all

road network of Ukraine o Spot check – 15 teams, 60 000 km for repair o 15-20 teams on regular basis: repair of the holes and new construction o Ukravtodor has experience of such type of contracts and can provide with contract

draft o Presence of one international expert for supervision in team is must o Financing of work of international Consultants will be organized by Ministry

4 General description of the roads situation

o 170 000 km of existing road network in Ukraine to be maintained o 9 mln m2 of roads to be maintained this year, including 3 mln m2 from 2014 o 4 mln m2 of major maintenance required o It is planned to finance with 700M UAH regions for road maintenance, starting in

August this year o It is planned to finance with 700Mln UAH to regions, starting in August o Road maintenance in delay due to financing is suspended before international

expertize will be provided o It is currently foreseen that the Kiev region will be the initial area to be inspected by


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Nr. 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.

5 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

6 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)

7 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

8 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

9 Additional issues

o Invitation to surveying in Lviv – Ivano-Frankivsk major repair works:


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Nr. Content

Medium capital repair Start in September QA funded with State or World bank Main works start in 2016

o Other Projects

10 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

26.05. 2015

Prepared: O. Melnyk


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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 Responsible person

Deadline

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 (18-

32, 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.

22/06/15 23/06/15 22/06/15

3. Laboratory a. MSDKR is ready to provide assistance with laboratory for core

samples


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Deadline

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

examined and will inform MSDKR - roads M-03, M-05, H-01, T-10-18. Agreed 2 days to transfer.

OM

23/06/15

5. Other issues Contact person from MSDKR is Slobodyan Oleg


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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)


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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7.3. APPENDIX 3. EXAMPLE SITE VISIT CHECK LIST

For ongoing and completed repairs

CONDITION OF ROAD 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.

CAUSE OF ROAD FAILURE 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 suggests problems with road foundation layers.

TYPE OF REPAIR Asphalt patch

DESCRIPTION OF REPAIR QUALITY 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.

MATERIALS USED From visual inspection only, Asphalt

METHODOLOGY USED Throw and roll asphalt patches have straight cut edges.

DATE YYYY / MM/ DD 24.6.2015

TIME 11:55

LOCATION, ROAD NAME,SECTION DIRECTION

H07 Eastbound KM 32+300

CLASS OF ROAD Class 2

PHOTO FILES # From 6625 to 6622

CONTRACTOR REPORT ON PERFORMED TASK REF NUMBER

(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 + 000- km 5 + 500.

MATERIALS PASSPORT REF NO. 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.

FOR ONGOING WORKS

SUPERVISOR NAME

Manitskyy Eugene

CONTRACTOR NAME AND CONTACT PERSON


PROGRESS OF ONGOING WORKS








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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. 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

COMPLIES WITH NATIONAL STANDARD

From the visual inspection the patch appears to comply with standards

COMPLIES WITH INTERNATIONAL STANDARD

From the visual inspection the patch appears to comply with standards

NOTES:

LOCATION AND DECRIPTION OF FUTHER CORE SAMPLES EQUIRED:


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7.4. 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 assessment of the quality of the repair and the methodology undertaken.



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.


Spot check inspection of ongoing repair works. The following tasks will 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.




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.

The following tasks will be undertaken:

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. The following tasks will be undertaken:

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 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. 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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7.5. 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



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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 Long area of patch repair

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


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



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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



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2015.06.30._H-08_South-East_KM_8+000


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


Long area of patch repair Long area of 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




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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. 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 12. Design Manual for Roads and Bridges HD 30/08 13. Design Manual for Roads and Bridges HD 31/94

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-koshtiv-

zviti-pro-vikoristannya-koshtiv/%D1%81_zvit-derzhavnogo-agentstva-avtomobilnikh-dorig-ukraini-pro-vikonannya-derzhavnogo-byudzhetu-ukraini-za-2014-rik.html

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=244277212

http://www.kmu.gov.ua/control/uk/publish/article?art_id=248069124&cat_id=244277212