1 Highway Engineering-III

CHAPTER 3
PAVEMENT
MANAGEMENT
SYSTEMS

Instructor: Firazzar Berhanu

ASTU HIGHWAY ENGINEERING-III
 INTRODUCTION
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 Pavement Management System (PMS) is a

planning tool utilized to:
 Collect and monitor current pavement condition
information,
 Evaluate and prioritize alternative maintenance,
rehabilitation and reconstruction (repair) strategies,
and
 Provide decision makers with necessary information
for understanding the long-term consequences of short-
term budgeting decisions.

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PMS will help to answer some very important



questions, such as:

 What is the current condition of the roadway network?
 Which road should be repaired first?
 What techniques should be used for best results?
 What are the projected long-term consequences if we
delay or defer repairs?

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 PAVEMENT MANAGEMENT SYSTEM
COMPONENTS
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 Pavement condition surveys: refining measurement and data
collection.
 Database containing all related pavement information :-enable
users to view and manipulate data in a meaningful way.
 Analysis scheme:-
 Analysis schemes are those algorithms used to interpret data in meaningful
ways
 Refining life-cycle costing analysis, optimization algorithms and

performance prediction.
 Decision criteria. delay, vehicle operating costs and environmental
effects
 Implementation procedures:- apply management decisions to
roadway sections.
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Condition
Network Inventory Network Definition Assessment

Database System
Customization
Models
Reports Costs
Treatment Rules
Analysis
Tools

Figure 1. Components PMS

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 Network Inventory

 Type of Data to be Collected

 Physical characteristics
 Construction and maintenance history
 Traffic levels
 Climate information
 Soils information
 Minimal Amount of Information Required
 Surface type
 Last construction date
 Physical dimensions

Network Definition
 Used to link network inventory information to a physical location in the field
 Determine section boundaries by evaluating the road characteristics. Sections
should be similar in terms of surface type, structure, and traffic.
 Identify beginning and end points and width
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 Network definition in PMS

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Figure . Dynamic Segmentation and concurrent transformation of Network

definition in PMS ASTU HIGHWAY ENGINEERING-III
 Types of Pavement Condition Data Collected

Types of Pavement Condition Data  Approaches to Collecting

Collected Pavement Condition Data
 Surface distress (cracking, surface  Manual
deformation)  Semi-automated
 Roughness (ride)  Automated
 Faulting  Condition Indices
 Rutting  Ride Index
 Skid resistance  Structural Index
 Structure (pavement strength and  Cracking Index
deflection)
 Database
 Inventory Data
 Condition Data
 Record Retrieval and Reporting

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 Capabilities Once The Database Is Established

 Inventory reports
 Condition ratings
 By functional classification and By surface type
 Pavement distress data analysis
 Overall condition, Rate of deterioration, Cause of deterioration
 Ranked lists of road needs M $ R Worst first or weighted rankings
 Building From a Database System
 To develop multi-year programs,
 To compare different options,
 To predict future conditions,

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 Models
 Analysis Models
 Pavement performance prediction models
 Treatment rules
 When should a treatment be considered feasible?
 What happens after the treatment is applied?
 Cost models
 Budgets
 Treatment cost models
 Pavement Performance Models
 Group pavements by similar features (develop a family)
 Plot all condition and age (traffic) data for the sections in the family
 Use statistics to determine best fit curve through data
 If no data are available, use expert opinion to develop model
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Ride (IRI) Performance Model -- AC Pavements
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f(x) = − 0.00229811984443741 x³ − 0.0261676197778684 x² − 1.06415038119524 x + 100
90 R² = 0.999999996206367

80

70

60
Index

50

40

30

20

10

0
0 5 10 15 20 25 30 35 40

Age, years

Figure 4 Example of pavement performance model

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 Treatment Impact Rules

 What happens to the condition of a section after
the treatment has been applied?
 Do conditions return to a perfect score? (Is the
distress eliminated?)
 Does the severity of the distress change?
 Does it deteriorate the same way it did before the
treatment was applied?

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Figure 5 Example of Treatment Impact rule

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 Cost Models
 Treatment Costs
 Based on recent bid documents
 May vary based on certain factors (location, street network, and so on)
 Budgets
 Funds available for each analysis year
 Some agencies have separate budgets for maintenance and rehabilitation activities
 Analysis Approaches
 Once needs are identified, there must be a way of prioritizing the list and
determining which projects should be funded
 Three approaches
 Ranking
 Multi-Year Prioritization
 Optimization
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 Ranking
 Most simplistic of the approaches
 Traditionally used in worst-first scenarios
 Often doesn’t use predictions of condition
 In most cases, alternate programs are not considered
 Multi-Year Prioritization
 Moderate level of sophistication
 Allows multiple alternatives to be considered during a multi-
year program
 Fairly easy to explain and justify recommendations
 Results in “near optimal” solutions
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 Optimization
 Most sophisticated approach
 Two step process
 First, set optimal program strategy recommendations
 Second, select projects to fit strategy
 Linear Programming
 Dynamic Programming
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 Benefits of Pavement Management

 More efficient use of available resources
 Ability to justify funding needs and Improved communication
 More accurate and accessible information on the pavement network
 Ability to show impacts on condition
 Application of Pavement Management
 Understanding Network Extent and Usage
 Analyzing Current Network Condition, Network Historical Condition
and Funding Options, Research
 Applications in Construction, Design and Materials, Maintenance
 Decision Making and Marketing
 Interaction Between Top Management and Politicians
 Developing Single and Multi-year Programs
 Establishing Treatment Selection Methodologies
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 2.Pavement Management Methodologies
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The structure of a pavement management system can be

separated into two general levels;
 Network level: deals with the pavement network as a whole

and are generally concerned with high-level decisions

relating to network-wide planning, policy and budget.
 (top down approach) Network optimization models

 project level: deals with smaller constituent sections within

the network and is generally concerned with lower-level
decisions relating to maintenance, reconstruction and
rehabilitation (MR&R) assignment.
 (bottom to top approach) Priority assessment models
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 3.5.1 Network-Level Approach

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 It uses aggregate data (e.g., traffic, ESAL, safety, inventory,

Pavement condition to identify optimum network strategies first
 Key elements in a network-level approach are
 System definition.
 Network model.

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 Network-Level Approach Advantages
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 Optimize solutions for the entire network

 Quickly and accurately produce conditional

scenarios.
 Prioritize broad areas of MR&R.

 Use consistent inputs in scenario comparisons

 More easily obtain top management attention

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 3.5.2 Project Level Approach
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 uses a bottom-up methodology to combine

methods, procedures, data, software, policies and
decisions to produce network solutions.
 In essence, a project-level approach first uses
individual section data
 The key elements in a project-level approach are:
 Project-level vs. network-level goals.
 Project ranking.

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 Project-Level Approach Advantages

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 Relies less on aggregate data.

 Able to be used with little data.
 Better link between network-level and project-level
management decisions.
refer the Highway Design and Maintenance Standards Model (HDM-4),

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Refer the Highway Design and Maintenance Standards Model (HDM-4),

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 Thank You!
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QUESTIONS?

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