Section 4

Pavement Management Systems

4.1 PMS Process

A Pavement Management System (PMS) is a process to cost-effectively

manage a roadway system. The formal process includes a systematic,
consistent approach to gathering and analyzing data and generating
recommendations and reports so those who control road maintenance
budgets can make informed investment decisions. PMS uses computer
software for storing and analyzing data, and providing information and
recommendations to assist in road-related decision-making. Trained
personnel gather information for the PMS database in a variety of ways,
including observation, or collection of pavement samples by automated
collection equipment.

Two Levels of PMS Information are collected:

1) Network Level
2) Project Level

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4.1.1 Network Level
An overview of the condition of a network of roads. An
entire network typically encompasses many miles of roadway. Most
agencies cannot afford to do an in-depth survey of each street or
segment of roadway due to the extremely high cost of a detailed
analysis. Therefore, the minimum amount of information is
collected at the network level that is needed to support the analysis
of overall condition of the network and determine which streets
require repairs.

Network-level elements include:

n Defining the limits of the network

n Developing an inventory of the streets within the network
n Performing a condition survey which identifies different
pavement distresses
n Developing maintenance strategies, cost estimates, and life
expectancy
n Determining repair needs
n Analyzing costs of repair
n Determining overall needs of the network
n Prioritizing repair strategy needs based on limited funds
n An interactive process to:
- select candidate projects
- analyze impact of decisions on future conditions and
funding
- develop a long-term budget
n Implementing a feedback system to:
- update costs and life expectancies
- revise repair strategies
- improve reliability of the system

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 Figure 4-1
1 Network Level
Network Level
Information
Gathering Data
n Road Inventory
n Condition Survey

Analyzing Data

Recommending Repair Strategies

Generating Reports

Developing Budgets

Feedback Process

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4.1.2 Project Level
Specific road projects and detailed scopes-of-work. Since the
maintenance alternatives suggested by the network level study are
not based on in-depth surveys, more detailed information is needed
to finalize the list of projects and to provide a detailed scope-of-
work for each individual project. This information must be gathered
to ensure that each project is properly designed and constructed, as
well as, to determine more accurate cost estimates after the exact
scope of work has been defined for each project.

Project Elements could possibly include:

n Up-close survey of each street to identify the cause of all

pavement distresses
n Field measurements to determine extent of work area
n Soil and pavement samples
n Investigation of existing drainage facilities, etc.
n Non-destructive tests to ascertain the remaining structural
capacity of the pavement.
n Required engineering analysis and design
n Write contracts and specifications for each project, and
provide inspection

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 Figure 4-2
Project Level
Information

2 Project Level

Project 1
Project 2
Project 3
Project 4

Gathering Data
n Up-close Survey
n Field Measurements
n Soil/Pavement Samples
n Investigating Existing Conditions

Finalizing Project List

Developing Detailed Scope of Work

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 PMS Software Components

3 Different Types of Data Go into the Program

1 2 3
Road Pavement Repair
Condition Strategies,
Inventory Survey Costs, etc.

Feed into 3 Basic Components of the Software

Database
1

2 Data Analysis

3 Reports

Figure 4 – 3: Pavement Management Software

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4.2 Three Different Types of Data Go
Into the PMS Software Program

A road inventory, pavement condition survey and various repair

strategies and options are fed into the PMS Software Database.

4.2.1 Road Inventory

The purpose of the road inventory is to define the physical
characteristics for each road. This information is stored in road
inventory files in the PMS database. Each road is divided into
manageable sections called “road segments.” The data for each road
segment includes such information as:

n Segment Identification
n Starting Point
n Stopping Point
n Width
n Length
n Surface Type
n Traffic data

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4.2.2 Pavement Condition Survey
The purpose of the condition survey is to determine the condition of
each road segment based on pavement distresses. The condition survey
is a critical part of pavement management, since specific distresses are
very much related to certain causes of pavement deterioration.

Due to this direct correlation, PMS software programs link distress

types to Preventive Maintenance, Rehabilitation & Reconstruction
strategies (repair strategies). An accurate condition survey is critical in
helping determine appropriate repair strategies to restore a
deteriorated pavement to an acceptable level.

Common distresses found in asphalt pavement are listed below and

shown on the following pages:

Asphalt Concrete
Pavement Distresses

Alligator Cracking

Block Cracking

Environmental Cracking

Potholes/Patches

Raveling

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PAVEMENT DISTRESSES

Figure 4-4
Alligator
Cracking

Figure 4-5
Block Cracking

Figure 4-6

Environmental
Cracking

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PAVEMENT DISTRESSES

Figure 4-7
Poor Patching

Figure 4-8

Raveling

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4.2.3 Repair Strategies
Research has shown that when certain maintenance techniques are
applied too early or too late, they are not cost-effective. For example,
crack-sealing roads that have extensive structural damage is not cost-
effective. Therefore, it is imperative that the correct repair alternative
be selected for the specific condition of each road segment. This is
accomplished using the established repair strategies in the software
program.

There are 5 different repair strategies:

(See Chapter 3 for complete definitions)

n Routine Maintenance
n Preventive Maintenance
n Deferred Maintenance
n Rehabilitation
n Reconstruction

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4.3 Repair Alternatives

There are different repair alternatives for each Preventive Maintenance,

Rehabilitation & Reconstruction strategy and pavement type. For
example, preventive maintenance on asphalt might involve tar and chip
sealing, micro-surfacing, thin overlays or leveling courses. On a
concrete surface, the alternatives are cleaning and sealing joints, slab
stabilization and micro surfacing.

Accurate information is essential in developing a complete database of

options. Cost data and life expectancy of different techniques can vary
greatly from location to location due to many factors, and the ultimate
goal is to provide the appropriate repairs for any given location.

(For a complete list of strategy/alternatives see Chapter 3)

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4.4 Data Analysis

The Pavement Management System software contains analysis tools that

will:

n Identify potential repair alternatives for each segment

n Calculate the associated estimated repair costs
n Select the most cost-effective solution for each road segment
n Prioritize potential projects for budgeting

4.4.1 Single Year Prioritization

It will also rank and prioritize the segments most worthy of funding for
a single year, based on common ranking criteria such as:

n Pavement Condition
n Initial Cost
n Life Cycle Cost
n Benefit vs. Cost

The following diagram shows how priorities are decided for a single
year.

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 Figure 4-9
DATA ANALYSIS Analysis
Prioritization
Current Approach
Pavement Condition

Potential Treatment

Estimate Repair Cost

Cost-Effective Solution

Apply Weighting Factors

Rank by Criteria

Match Ranked List with

Ref: Adapted Budget
from FHWA
Demo 108

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4.4.2 Multi-Year Prioritization

More complex programs contain mathematical optimization models that

are used to perform multi-year prioritization (MYP). An MYP analysis
determines the most appropriate combinations of projects, treatments
and application timings for a specific budget level over a fixed analysis
period. An agency is able to evaluate the long-term impacts of
accelerating or postponing projects from one year to another, or
modifying budget levels in each of the analysis years included in the
program.

Multi-Year Analysis Optimization Approach (Figure 4-10)

(From FHWA Demo 108)

Current or Predicted Input Budget

Pavement Condition

Select Project that Optimize Overall

Fits Strategy Network Strategy

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4.5 PMS Software Reports
Since the software’s analysis component produces tremendous amounts
of information, it is important that the information be in a variety of
formats, including:

n Pie Charts
n Bar Graphs
n Tables

Using querying capabilities, reports can be separated by such things as:

n Districts (Maintenance or Political)

n Type of Pavement
n Age or Condition of Pavement

4.5.1 Report Type A: Charts

Very Poor Excellent

15% 20%

Poor Good
25% 10%

Fair
30%

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4.5.2 Report Type B: Graphs
$30

30

25 $21

Cost of Repairs 20
(in Millions)
15
$8
10
$2
$1
5

0
Excellent Good Fair Poor Very Poor
Pavement Condition

4.5.3 Report Type C: Tables

Name of Repair Cost of

Street Description Repair

Tenby Dr. Patch $6,500

Maryland Ave Patch $5,400

Dewey St. Crack Seal $2,100

Bowers Blvd. Micro-Surface $12,000

Elsmere Way Overlay $42,000

Odessa Run Overlay $68,500

Camden St. Rebuild $162,800

Total Repair Cost $299,300

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