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Pavement Maintenance Management System: A Review

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 Trends in Transport Engineering and Applications
ISSN: 2394-7284(online)
Volume 3, Issue 2
www.stmjournals.com

Pavement Maintenance Management System: A Review

Saad Issa Sarsam*
Department of Civil Engineering, College of Engineering, University of Baghdad, Iraq

Abstract
Maintenance plays an essential and integral part in the life of a pavement. The pavement
maintenance management system (PMMS) is a systematic method for inspection and rating
the pavement condition in a given area. The system also performs a cost effectiveness analysis
of various maintenance and rehabilitation strategies. Finally the system prioritize and
recommend pavement rehabilitation and maintenance to maximize results within a given
budget amount. During execution of maintenance activity, the system also tracks labor,
materials, equipment, and cost for activities performed. The system also emphasizes economic
use of personnel, equipment, and materials. The system implements visual or automated field
inspection and rating of each street segment which is then entered into a database. The
information is analyzed using a software or expert idea, and provide recommendations and
project future conditions. The pavement management system generates a deterioration curve
for each segment based on input then assigns the most cost-effective maintenance strategy
based on condition, surface type and functional classification, and available budget. This
work thoroughly investigates the PMMS and its capabilities to assist in applying the right
treatment to the right pavement at the right time so that the expected service life of the
pavement is extended as long as possible with acceptable cost.

Keywords: Maintenance, pavement, management system, visual assessment, budget

*Author for Correspondence E-mail: saadisasarsam@coeng.uobaghdad.edu.iq

INTRODUCTION The type of treatment is at present selected

Transportation is a major component of the
economy, it provides links between
businesses, industries and consumers and
moreover, it affects the development of
economy and social activities for the country.
Reservation of the transportation network is
generally governed by the limitations in the
allocated budget for pavement maintenance
works, the interferences in the process of
decision-making between technical and
administrative issues, and absence of the
effective decision-making tools [1]. Road
maintenance management system was
improved in order to reduce time and cost [2].
It was stated that the study was carried out
through interviews, questionnaires and
archives from the Public Work Department in
Malaysia. An average index method was
developed to analyze the data collected. The
results showed that the most common problem
associated with the implementation of road
maintenance management system was the
funds for the road maintenance. Sudhakar R
[3] stated that various maintenance treatments
are being practiced in India for urban roads.
arbitrarily by the field engineers without any
scientific basis. It was stated that the study
deals with optimum maintenance treatment
identified for the urban roads among the
various alternatives recommended in
Government of India specifications using a
sophisticated and modern scientific tool
namely HDM - 4 developed by the World
bank. Kumar and Gupta [4] evaluated the
possible causes of pavement distresses, and
recommend remedies to minimize distress of
the pavement. Lessons learnt from pavement
failures and problems experienced have been
described during few years on a number of
projects in India.
Based on the past experiences, various
pavement preservation techniques and
measures are also discussed which will be
helpful in increasing the serviceable life of
pavement. Sims and Zhang [5] presented the
causes of deterioration of the surface and the
subsurface of degraded or slippery pavements
and shoulders as well as preventive and
corrective measures involved in improving

TTEA (2016) 19-30 © STM Journals 2016. All Rights Reserved Page 19
Pavement Maintenance Management System: A Review
such conditions. The Transportation Research
Board developed a strategic highway research
program to provide a consistent, uniform basis
for collecting distress data for the long-term
pavement performance (LTPP) Program [6]. A
manual for distress identification was
presented. It allowed to provide accurate,
uniform and comparable information on the
condition of test sections. It provides a
common language for describing cracks,
potholes, rutting, spoiling, and other pavement
distresses being monitored by the LTPP
program. As a distress dictionary, the manual
will improve inter- and intra-agency
communication and lead to more uniform
evaluations of pavement performance. A
process was developed for the selection of
appropriate rehabilitation strategies for the
ranges of pavement types and conditions
found in the United States [7].
A review of the pavement rehabilitation
practices of State DOTs, and the literature
available on pavement evaluation,
rehabilitation techniques, and selection of
rehabilitation strategies were presented. The
rehabilitation strategy selection procedures
used by the various highway agencies differ in
their details, typically consist of data
collection and pavement evaluation, selection
of rehabilitation techniques and strategies, life
Fig. 1: Modular System Framework [9].
TTEA (2016) 19-30 © STM Journals 2016. All Rights Reserved
Saad Issa Sarsam
cycle cost analysis, and finally selection of one
pavement rehabilitation strategy from among
the alternatives considered. Detailed guidance
on how to conduct a life cycle cost analysis of
rehabilitation strategy alternatives have been
provided.
BASICS AND CONCEPTS OF
PAVEMENT MAINTENANCE
MANAGEMENT SYSTEM
The pavement maintenance management
system is a set of tool that helps decision
maker to determine optimum strategies for
existing pavement condition by evaluation and
maintenance of the pavement to reserve an
acceptable serviceability for a desired period
of time. For a small city or rural roadway
networks, a simple system based on visual
inspection may be sufficient [8]. On the other
hand, for a bigger city or urban roadway
network, an automated monitoring system is
usually appropriate. The function of PMMS is
to provide feedback data to improve the
efficiency decision-making. The system of
PMMS need huge massive data to store in the
database, then, through processing, the system
will convert them into information. The
information after processing is used in
supporting the decision and planning. Figure 1
illustrates the system framework [9].
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Trends in Transport Engineering and Applications
Volume 3, Issue 2
ISSN: 2394-7284(online)
Types of Maintenance Management System
There are two types of maintenance
management system, the first one is the
information system, which collects, organizes
and stores data as network information. The
second type is the decision-support systems,
which comprises applications modules to
process the data and provide the information
on which decisions can be based, and
ultimately, implemented [10]. The system has
four stages, planning; programming;
preparation; and operations. The planning
stage of the decision-support system is
undertaken to develop long-term and strategic
plans for the roadway network as a whole;
planning time is typically of five years or more
undertaken to determine future budget needs,
consequential pavement conditions, and user
costs [11, 12].
The tactical programming stage of the
decision-support system is concerned with
determining need in the budget year; planning
time is typically of one to three years;
including identification of sections from the
network, which require treatment, and the
suitable timing of treatments, it is also
concerned with cost estimating, prioritization,
budgeting, monitoring. The third stage of the
decision-support system is for project
preparation, including project formation and
design, costing, works order or contract
preparation and issue. The fourth stage of the
decision-support system is for the management
of operations on a daily or weekly basis. It
includes defining work to be carried out,
developing appropriate costs and requirements
of labor, equipment and materials, and making
arrangements for carrying out the work by
self-force or by contract [13].
Levels of Pavement Maintenance
Management System
Pavement management may be implemented
at the project level and the network level.
Network level management is concerned with
the evaluation of all pavements under an
agency’s responsibility. The main goal of
network level management is to prepare an
agency-wide prioritized pavement repair
program that will yield the greatest benefit or
least total cost under overall budget
constraints. Also, network level management
TTEA (2016) 19-30 © STM Journals 2016. All Rights Reserved
depends on more approximate data than
project level management [14]. At the network
level, questions concerning short and long-
range budget needs and the overall condition
of the network (both current and future) are
answered. In addition, network level
management assists in prioritizing which
pavement section should be rehabilitated,
reconstructed or has maintenance performed
on them [15]. The level of inspection utilized
in this type of evaluation is generally basic,
consisting mainly of visual inspection of
portion of surface of each of the pavement
sections contained within the network.
On the other hand, Project level management
is concerned with a particular location and it
usually comes after the analysis of network
level in local agencies. Once a section has
been identified for repair at the network level,
then an engineering analysis is performed at
the project level. A more detailed evaluation is
required through this analysis, since the
information collected at the network level does
not normally contain the type of data required
to make detailed decisions for an individual
project design. During a project level analysis,
additional testing such as visual inspection,
nondestructive and coring testing are often
conducted to give additional information about
pavement condition and the cause of
deterioration [10].
At the project level, management decision are
made regarding to the most cost-effective
maintenance and rehabilitation alternative for
a given pavement section. The evaluation of
the project level is typically more analyzed in
detail then at the network level. The
pavements that were assigned as candidates
for maintenance and rehabilitation actions
during the network - level analysis are further
assessed. A higher sampling rate for pavement
inspection is often used. In addition,
supplementary testing method such as texture
and roughness testing may be conducted based
on specific needs [16, 17].
System Analysis Tools
PMMS include a set of analysis tools that may
be used by the manager for evaluating
strategies in a systematic and coordinated
manner with the objective to operating a
Page 21
Pavement Maintenance Management System: A Review Saad Issa Sarsam

network system at minimum cost and 6. Consideration of the life cycle costing in
maximum efficiency [18]. Such system the decision process.
involves the following elements and shown in 7. Optimization.
Figure 2. 8. Link to the budget process.
1. Strategic goals (exceptional). 9. Improvement in teamwork and
2. Inventory, condition and performance. communication.
3. Measure of goals and expectations. 10. Continuous improvement in the road
4. Prediction tools. maintenance management strategies.
5. Decision analysis and system integration.

Fig. 2: Schematic Representation of PMMS Modules [18].

TTEA (2016) 19-30 © STM Journals 2016. All Rights Reserved Page 22
Trends in Transport Engineering and Applications
Volume 3, Issue 2
ISSN: 2394-7284(online)

METHODOLOGY OF PMMS 21, 23, 24]. The total deduct value is

1. The classification of the roadway network
(urban or rural) is the first step in the
implementation of the system. It is
followed by Zonings, if it is an urban area;
the roadway network is divided into
municipality zones, while if it is rural area,
then road sections and segments of the
section are considered.
2. The roadway numbering and identification
are implemented; the roadway is divided
at the municipality zone into sections of
50 to 300 m length. Identification of the
roadway network by an (ID) is required
for each section or segment, the section
covers one lane only, (3 to 3.5 m wide),
and the traffic direction is also fixed [19].
The GIS and The GPS techniques could be
implemented at this step to simplify the
documentation process of the data [20].
3. The third step is the evaluation of
pavement surface condition either visually
or by automated techniques, the surface
defects is reported on a sketch or by
photograph. The report is subjected to
evaluation at the office to fix the severity
and extent of each distress type (low,
medium, or high) [16, 21].
4. The fourth step concerns with calculating
the area or leaner length of the defected
area, and finding the deduct value for each
distress type and severity based on the
mathematical models presented by [12, 19,
calculated and corrected based on Figure 3
after considering different types of
distresses.
5. At the fifth step, the expert or software
will decide the rating of each section in
accordance of the distress types fixed. The
final rating is obtained then the required
maintenance alternative is decided using
the optimization process. The cost of each
maintenance alternative is evaluated and
the expert will decide providing the budget
for the section [25].
6. At this sixth step, the roadway network
will be monitored periodically or each six
months using the long-term pavement
performance monitoring system (LTPPS),
the data of the pavement condition will be
added to the database so that the
deterioration model is created. The life
cycle cost analysis model is created at this
step. The deterioration model is used to
develop the design procedure of
maintenance for the pavement
[12, 26, 27].
Selection of Maintenance Alternative
The logic step-by-step approach, which could
determine the causes of distress, and develop a
list of solution that will properly maintain and
prevent future reoccurs of that distress is
implemented.

300
1 y=x
2 y = 1.59x - 5.9545
Total deduct values %

250
3 y = 1.6945x - 0.9091
4 y = 1.84x + 2
200
5 y = 1.97x + 4.5
6 y = 2.0682x + 6.5
150
7 y = 2.3209x + 0.3182
100

50

0
0 20 40 60 80 100
Corrected deduct value %
Fig. 3: Impact of Number of Distresses on Deduct Value [21].

TTEA (2016) 19-30 © STM Journals 2016. All Rights Reserved Page 23
Pavement Maintenance Management System: A Review
Maintenance alternative may include more
than one repair technique, which may be
necessary to repair single, or multiple distress
in the same project. The final choice of
maintenance alternative and the technique to
be considered as feasible maintenance for
specific pavement will be based on project
evaluation results, service life extension
expected, duration of maintenance, traffic
control problems, and cost analysis.
Availability of various definitions of
maintenance techniques can help to create a
common basis for understanding the concepts
associated with maintenance.
1. Preventive Maintenance as mentioned by
AASHTO, is a planned strategy of cost-
effective treatments to an existing
roadway system and its appurtenances that
preserves the system, retards future
deterioration, and maintains or improves
the functional condition of the system
without increasing the structural capacity
[1, 28].
2. Pavement Preservation as defined by
FHWA is the sum of all activities
undertaken to provide and maintain
serviceable roadways; this includes
corrective maintenance and preventive
maintenance, as well as minor
rehabilitation projects [29–31].
3. Pavement Rehabilitation as defined by
AASHTO; is resurfacing, restoration, and
rehabilitation work undertaken to restore
serviceability and to extend the service life
of an existing facility [1]. This may
include partial recycling of the existing
pavement surface, placement of additional
surface materials or other work necessary
to return an existing pavement, including
shoulders, to a condition of structural or
functional adequacy [32].
Presentation of PMMS Requirements
The presentation of PMMS requirements may
be conducted through different approaches, the
first approach is need analysis, which involves
developing maintenance and rehabilitation
schedules for pavement being managed. It
required that appropriate maintenance
activities be selected for each pavement
section based on predicted pavement
TTEA (2016) 19-30 © STM Journals 2016. All Rights Reserved
Saad Issa Sarsam
performance. Budget constraints are
considered during the development of need
analysis so the maintenance activities must be
prioritized. The output is a list of annual or
semi-annual prioritized maintenance project
with cost. The second approach is the impact
analysis, which involves comparing different
maintenance plans to determine the impact
that different decisions will have on the
pavement network. By assessing condition
trends over time, the road department can
quickly determine whether the overall health
of the network is improving or deteriorating
under certain funding level [33].
The third approach is prioritization guidelines,
which will act as a sort of ranking system for
the pavement projects identified during the
analysis as a needing maintenance action when
available funds are limited. Such guidelines
are based on the practice of the road
department and pavement condition.
DETERIORATION MODEL AS A
GUIDE IN PMMS
Figure 4 illustrates how a pavement generally
deteriorates and the relative cost of
rehabilitation at various times throughout its
life. On the other hand, Figure 5 shows the
impact of delaying the maintenance on the
condition of pavement, a rapid drop in the
serviceability could be noticed. From the
theoretical point of view, asphalt concrete
pavement generally performs well for the
majority of its design life, after which it loses
its flexibility due to oxidation of asphalt and
aging, reaches a critical condition and begins
to deteriorate rapidly.
Several studies have shown that maintaining a
pavement in an acceptable condition versus
periodically rehabilitating a pavement in poor
condition is four to five times less expensive.
The number of years a pavement stays in good
condition before rapidly deteriorating depends
on several factors, including construction type
and quality, pavement use, climate, and
maintenance. Figure 6 shows that the ideal
time for major rehabilitation is just as a
pavement’s rate of deterioration begins to
increase.
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Trends in Transport Engineering and Applications
Volume 3, Issue 2
ISSN: 2394-7284(online)

Maintenance and rehabilitation solutions Distress identification manuals can assist in

would be easy to plan if pavements
experiences a monitoring system based on
PMMS since it was opened to traffic. The
shape of the deterioration curve, and therefore,
the optimal maintenance and repair points vary
considerably within a pavement network.
identifying the type of distress and can suggest
the possible maintenance treatment from the
technical point of view [34–38]. Figure 7
shows the pavement rating scale as presented
by many researchers [39–42].

Fig. 4: Effect of Treatment Timing on Repair Costs.

Fig. 5: Treatment Costs Through Pavement’s Life.

TTEA (2016) 19-30 © STM Journals 2016. All Rights Reserved Page 25
Pavement Maintenance Management System: A Review
Fig. 6: Different Approaches to Maintenance.
Fig. 7: Pavement Condition Rating Scale.
Optimization of Maintenance Requirements
To optimize the processes of treatment
selection, the selection process always
incorporate more than one pavement condition
indicator such as; distress types and roughness
index, structural capacity index, skid
resistance number, and the expected increment
in pavement service life if such alternative is
implemented. Cost effectiveness analysis
shows that some required maintenance tasks
can be accomplished by several alternatives
that differ in both cost incurred and degree of
performance obtained [43]. The effectiveness
of each alternative is therefore, expressed in its
cost then compared. The basic criteria for
selecting the optimum alternative using cost
effectiveness analysis is to maximize net
benefits, minimize the amount of resources
TTEA (2016) 19-30 © STM Journals 2016. All Rights Reserved
Saad Issa Sarsam
required to achieve a given level of service
and meet other requirements demanded of the
particular situation, and maximize the level of
service or from a given level of investments
and operating costs. As long as cost
constraints can be pre-established, while
significant variations in the level of service
and other objectives can occur among
alternatives, this criterion can provide a basis
for evaluation [15, 17].
PROBLEMS INCORPORATING THE
IMPLEMENTATION OF PPMS FOR
DEVELOPING COUNTRIES
The need to process data and provide
meaningful information through management
reports for the maintenance process can be
greatly facilitated by using computers. The
installation of operational management
systems can therefore, make an essential
contribution to the effective operation of
highway organizations [44]. The systems need
to be structured to support the primary
management functions of: planning (including
budgeting), organizing (including staffing),
directing, and controlling. Unfortunately,
experience with the implementation of systems
in many countries has been disappointing.
Reasons for this include:
a) User attitudes which includes lack of
genuine commitment to the
implementation; expectation of high-tech
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Trends in Transport Engineering and Applications
Volume 3, Issue 2
ISSN: 2394-7284(online)
solutions when, in fact, simple common
sense solutions are appropriate; and
resistance to change.
b) Cultural issues including problems of
introducing modern management
practices, and including incentives, into
cultures with no management tradition.
c) Economic and financial problems, which
is concerned with weak local economies
and foreign exchange shortages preventing
the purchase of even basic commodities
needed to support the system; and local
budgets dominated by the payment of staff
salaries, with residual funds being
insufficient to pay for maintenance works
to be carried out.
d) Key staff positions not filled, or filled with
staff of insufficient experience.
e) Training which includes operational
requirements preventing local staff being
released for training, over-ambitious
training programs with instructors being
inadequately prepared, and insufficient
follow-up training and revision.
f) Deficient computer facilities and
inadequate availability of hardware, and
poor availability of data.
g) Systems being too complicated and
demanding to be sustainable with local
resources.
PMMS STUDIES IN IRAQ
In Iraq, the studies concerned with application
of pavement maintenance management system
(PMMS) were scares and scattered [11, 15–17,
21, 45, 46]. An expert system assigned
VEACPSC (Visual Evaluation of Asphalt
Concrete Pavement Surface Condition) was
developed [25] using visual inspection method
for monitoring the pavement surface
condition. The pavement surface was divided
into sections, and the condition was evaluated
visually. Each type of distress was measured,
classified, and rated according to type,
severity, and extent. Then, the collected data
were fed to the expert system using a
computer program. Various types of pavement
distresses with their severity and intensity
were analyzed by the system and PCR
(Pavement Condition Rating) values for all
pavement sections were determined. The
developed system suggests different
maintenance alternatives to handle the distress
TTEA (2016) 19-30 © STM Journals 2016. All Rights Reserved
condition.
Software assigned PMMS-2009 was
developed [19] for evaluating the asphalt
concrete pavement surface condition.
Common types of distresses with their
severities and intensities were included in the
developed system as database. Visual
inspection technique was adopted to evaluate
pavement condition using special designed
forms. Then, collected data were fed to the
developed system and analyzed to determine
the present condition rating (PCR) value of the
pavement section.
A prototype decision-support system (DSS)
was presented [11] for pavement maintenance
management with visual inspection method for
evaluating the condition of asphalt concrete
surface. Also, a computer program using
Microsoft Visual Basic was developed in this
study. Sarsam and Al-Geelawe [17] described
the implementation of computer-aided system
to assess in the management of asphalt
pavement maintenance decision using
Vanguard Software. The visual inspection and
the walk through techniques for evaluating the
Asphalt Concrete pavement surface condition
have been utilized. The present condition-
rating index (PCRI) of the pavement is
determined.
The decision tree of the system suggests the
required maintenance action based on the
budget available, classification of the roadway,
and the expected change in the design life of
the pavement when such maintenance decision
is implemented. Sarsam et al. [15] studied the
automated monitoring of pavement surface; an
optimization model using the prioritization
technique of pavement maintenance works
was developed. The developed model which is
named RMPI (Road Maintenance Priority
Index) can help in making effective decisions
for the selection of roads that should be
maintained firstly according to the allocated
budget. The decision-makers will be able to
overcome the challenge of external
interferences and to raise the performance
level of roads network by selecting the roads
which need maintenance with the highest
priority index. The structural condition of
asphalt concrete pavement in terms of the
deviation of the physical properties from the
Page 27
Pavement Maintenance Management System: A Review
specification limits was investigated [25], an
expert system named ACQAES was
developed, the system assist the decision
maker to take action regarding the acceptance
of the executed work as it is or reject the work,
a third alternative is to accept the work with
cost reduction.
Current Practice of Managing Pavement
Maintenance in Iraq
The current pavement maintenance practice
applied in Iraq is to provide the maintenance
and rehabilitation treatments based on
subjective judgment, engineering experience
or individual opinion since the pavement
maintenance management system was not yet
established. The causes for roads deterioration
and inadequate maintenance treatments often
remain unevaluated because of nonavailability
of objective database needed for the analysis
of various processes such as; planning, design,
construction, maintenance and rehabilitation,
etc. [46]. The roadway network in Iraq had not
been monitored and/or maintained using
maintenance or management programs.
This leads to nonregular maintenance, in
addition, absence of funding arrangement for
roadways maintenance as a basic element in
transportation section, had negative impact on
roadway performance. As reported by state
commission for roads and bridges, more than
70% of the existing roadway network are not
in a satisfactory condition and were in need of
maintenance. The Ministry of Housing and
Construction yearly prepares a plan for the
maintenance of roads all over the country, but
the execution does not follow a schedule of
priorities, impotency for the available
funds [16].
CONCLUSIONS
1. The development of scientific PMMS will
enable the engineers, projects managers,
and decision-makers to define the
requirement of budget to maintain the road
network at an acceptable level of
serviceability.
2. The introduction of PMMS will have a
significant impact on the existing highway
Organization. Changes are to be made
with full support of strong political
leadership and government commitment to
the need for change and implementing the
TTEA (2016) 19-30 © STM Journals 2016. All Rights Reserved
Saad Issa Sarsam
change.
3. The determination of maintenance
alternatives to be performed at both
project and network levels is based on the
analysis performed of different types of
maintenance alternatives with respect to
the rate at which various type of pavement
distress reoccurred.
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Trends in Transport Engineering and Applications
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