Pavement Management System 1

PAVEMENT MANAGEMENT SYSTEMS
Prepared and Presented by : Mr. Jaykumar Soni 1
TOPICS TO BE COVERED
01 ANSWERS TO: WHAT,

WHY AND HOW
02 SYLLABUS
CONTENT
COMMENCEMENT OF 1ST
UNIT
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ANSWERS TO WHY
India stands with rank 3 in road accidents with 4,49,002 accidents due
to road features, In which the 4775 accidents were due to potholes.
According to MORTH, 25000 injuries and 9300 deaths have been
reported due to potholes.
India is investing 1,20,000 crore/ annum for road development.
In next five years, India is going to invest $60 billion to built 35,000 km
of road. But the roads which are constructed now will be ready for
rehabilitation or maintenance then.
Road transport is one of the most common mode of transportation as

64.5% of freight transport and 90% of total passenger traffic uses it.
India has 1% of vehicles but 6% of total world’s traffic accidents.
ANSWERS TO WHY
In India, in every 1 km you will find a pothole.

Over a period of 24 years from 2014 to 2038, if India could have saved the deaths
and injuries due to road traffic, its GDP could increase by 7 percent (World Bank
Report-2018).
Road accidents cost India 3-5 percent of gross domestic product every year.
Some 1.5 lakh people die, and more than 4.5 lakh people are injured in road accidents every
year in the country – 415 deaths per day in road accidents.
3.14 percent of national GDP is the socio-economic loss from these accidents, and 70% of the
deaths are in the age group of 18 to 45 years old.
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ANSWERS TO WHY
In 2020-21 the Ministry has allocated Rs 2,618 crore towards maintenance of roads and highways (including toll bridges).
This is Rs 492 crore (16%) lower than the revised estimates of 2019-20.
The Ministry has allocated about 3% of its budget towards maintenance of

NHs. This is for a total NH length of 1.14 lakh km. In comparison, in 2020-21
the US government seeks to allocate $23.74 billion (51% of its total budget on
highways) towards its National Highway Performance Program, to improve
the condition and performance of their National Highway System (roughly 2.2
lakh miles of length).
The National Transport Development Policy Committee (2014) had noted that the
amount spent on maintenance of roads is low. This results in roads with potholes, weak
bridges, and poor pavements, and has safety consequences. Further, maintenance is
carried out only when required, as opposed to being a part of preventive measures.
ANSWERS TO WHY
• INCREASED TRAFFIC,
• LOWER AVAILABILITY OF FUND,
• INCREASED ACCIDENT RATES,
• INCREASED VOC,
• LOWERING DOWN OF ROAD ASSET SYSTEM
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ANSWERS TO WHY: OPPORTUNITIES
ANSWERS TO WHAT
Pavement Engineering Pavement Management

Pavement engineering is a branch of civil Pavement management is the process of
engineering that uses engineering techniques to planning the maintenance and repair of
design and maintain flexible and rigid a network of roadways or other paved
pavements. facilities in order to optimize pavement
conditions over the entire network.
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ANSWERS TO WHY: S
PMS
MODULES
1. INTRODUCTION TO PAVEMENT MANAGEMENT
• Historical perspectives of PMS- • Inventory and monitoring databases
• Evolution of PMS concepts • Planning pavement investments process
• Basic components of PMS- • Benefits of pavement management

• System- network and project levels of PMS
• Data Needs
• GIS applications
• Database design
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PMS
MODULES
2. PAVEMENT PERFORMANCE MODELS
• General concepts • Priority programming methods
• Pavement evaluation with respect to user cost • Pavement life cycle cost analysis
• Pavement evaluation technologies, • Decision tree, PMS analysis software

• Techniques for developing prediction models deterministic- probabilistic
• Expert system of PMS models
• Remaining service life- AASHO- CRRI and HDM models

• Deterioration concepts and modelling
PMS
MODULES
3. DESIGN ALTERNATIVES
• Design Alternatives
• Evaluation and selection
• Framework for pavement design
• Design objectives and constraint

• Generating alternative pavement design strategies
• Methods of economic evaluation- economic evaluation of alternative pavement design strategies and
selection of optimal design strategies
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PMS
MODULES
4. PAVEMENT PRIORITIZATION TECHNIQUES
• General concepts- ranking methods and procedures
• Prioritization based on befit cost ratio
• Mathematical optimization for prioritization of M- R&R Work Programs
• Markov and heuristic approaches and ANN techniques for Prioritization of M-R&R Work programs.
TOPICS TO BE COVERED
• INTRODUCTION TO PAVEMENT
MANAGEMENT
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INTRODUCTION TO PAVEMENT MANAGEMENT

What is ‘Pavement’ and ‘Pavement Engineering’?
• Highway Pavement is a structure consisting of superimposed
layers of processed materials above
natural sub-grade whose primary function is to distribute the applied loads to the subgrade.
• ‘Pavement Engineering’ is a branch of Civil Engineering which deals with the Design (Structural, Mix and
Geometric), Construction and Maintenance of pavements (Flexible and Rigid).
DESIRABLE CHARACTERISTICS OF PAVEMENTS

Functional Characteristics
 Adequate coefficient of friction to prevent skidding of vehicles.

 Smooth surface to provide comfort to road users even at high
speeds.
 Produce least noise from moving vehicles.
 Dust proof surface so that traffic safety is not impaired by
reducing visibility.
 Impervious surface, so that sub-grade soil is well protected.
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Structural Characteristics
 Sufficient Thickness to distribute the wheel load stresses to a safe value

on the sub-grade soil.
 Structurally strong to withstand all types of stresses imposed upon it.
 Provide a hard wearing surface to resist the abrasion
 action of wheels causing surface damage.
 Pavement should have long life & low annual maintenance cost.
PAVEMENT TYPES
 The pavements can be classified based on the

structural performance as:
 Flexible Pavements
 Rigid Pavements
 Composite Pavements
 Segmental Pavements
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PAVEMENT TYPES: FLEXIBLE PAVEMENT
 Flexible Pavement
 Hot mix asphalt (HMA) pavements.

 Called "flexible" since the total pavement structure bends (or flexes) under traffic
loads.

 Wheel loads are transferred by grain-to-grain
contact of the aggregate through the granular
structure.
 Flexible Pavements having less flexural

strength, acts like a flexible sheet (eg. Bituminous
roads)
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Flexible Pavement Load Distribution
TYPES OF FLEXIBLE PAVEMENT

 The following types of construction have been used in flexible pavement :
1. Conventional layered flexible pavement,
2. Full - depth asphalt pavement, and
3. Contained rock asphalt mat (CRAM).
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 Conventional layered flexible pavement :

 These are layered systems with high quality expensive materials placed in the top
where stresses are high, and low quality cheap materials are placed in lower
layers.
 Full - Depth Asphalt Pavement :
 These are constructed by placing bituminous layers directly on the soil subgrade.
 This is more suitable when there is high traffic.
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 Contained Rock Asphalt Mats (CRAM) Pavement

 They are constructed by placing dense/ open aggregate layers in between two
asphalt layers.
 Modified dense graded asphalt concrete significantly reduce the vertical compressive
strain on soil sub-grade and protect from surface water.
PAVEMENT TYPES: RIGID PAVEMENT
 Rigid Pavement
 Portland cement concrete (PCC) pavements.
 Called “rigid” since PCC‟s high modulusof elasticity does not allow them to flex
appreciably.
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 Wheel loads are transferred to sub-grade soil by flexural strength of the

pavement.
 Rigid pavement acts like a rigid plate (eg. Cement Concrete roads)
TYPES OF RIGID PAVEMENT

Rigid pavements can be classified in four types:
1. Jointed plain concrete pavement (JPCP) ,

2. Jointed reinforced concrete pavement (JRCP),
3. Continuous reinforced concrete pavement (CRCP), and
4. Pre-stressed concrete pavement (PCP)
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 Jointed Plain Concrete Pavement (JPCP)
• It uses contraction joints to control cracking and does not use any reinforcing steel.

 Jointed Reinforced Concrete Pavement
(JRCP)
• Jointed reinforced concrete pavements (JRCP) contain steel mesh reinforcement (sometimes called distributed steel). In JRCP, designers intentionally
increase the joint spacing and include reinforcing steel to hold together mid-panel cracks.
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 Continuously Pavement Reinforced Concrete
(CRCP)
• Continuously reinforced concrete pavements (CRCP) is a type of concrete pavement that does not require any transverse contraction joints. Transverse
cracks are expected in the slab, usually at intervals of 1.5 - 6 ft (0.5 - 1.8 m)

 Pre-stressed Concrete Pavement (PCP)
• Pre-stressed concrete pavements are designed and produced to be pre-stressed to bear tensile forces caused by external loads by various live objects such
as vehicles on the roads or aircraft in the airports.
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PAVEMENT TYPES: COMPOSITE PAVEMENT
 A composite pavement is composed of both HMA and PCC .
 The use of PCC as a bottom layer and HMA as a top layer results in an ideal pavement
with the most desirable characteristics.
SEGMENTAL PAVEMENTS (CONCRETE)
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SEGMENTAL PAVEMENTS (CONCRETE)
• For parking areas designated principally for passenger cars and light utility or delivery
vans weighing less than 3 t gross.
• For pedestrian areas likely to be subject to occasional light service vehicle use.
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COMPARISON: FLEXIBLE AND RIGID PAVEMENTS

Features/ Flexible Pavement Rigid Pavement
Characteristics
Effect of Normal Undergoes Elastic Acts as slab and
Loading Deformation resists deformation
Excessive Local depression on Cracks on the
Loading surface surface
After removal of Self healing to some Permanent damage
heavy loading extent on surface
Temperature Temp. effect considered Heavy temp.
effect in mix design stresses
Load Transfer Grain-to-grain action Slab action with
dowel bar & steel
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Characteristics
Structure Series of Layers One course of PCC
with base/subbase
Effect of Sub- Reflects deformation Bridges over the
grade deformation over surface localized failures
Construction Less supervision & More supervision &
Techniques skilled workmanship skilled workers
Design Life 10-15 years 25-30 years
Stage Possible Not possible

Construction

Characteristics
Design Parameter Sub grade Strength Sub grade Strength
(CBR), MR of each (k), Flexural Strength
layer of Concrete
Types of Failures Corrugations, cracks, Blow-ups, Pumping,
Potholes, etc etc.
Opening of Traffic Immediately after After 14-28 days
rolling curing
Initial Construction Less More
Cost
Maintenance Cost More Less
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INTRODUCTION TO PMS
General Pavement Deterioration Curve

• A generic deterioration curve and illustrates how the overall condition of the pavement changes as it ages.
• When first built, the pavement is hopefully in very good condition. Typically, the condition slowly decreases in the first years
of service from very good to good condition. As the pavement approaches the end of its service life, the rate of deterioration
accelerates.
INTRODUCTION TO PMS
 History of Pavement Management System
 PMS activities
 Application of Systems Methodology to PMS
 Terminologies of PMS
 Components of PMS
 Influence levels of PMS
 Working levels of PMS
 Functions of PMS
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SOCIETAL PERSPECTIVES
• The highway network of a country forms the backbone of its economy and represents a huge investment in millions of
dollars that allows for the safe and efficient movement of people and goods.
• Economically feasible and technically sound decisions on design, construction, maintenance, rehabilitation, and
reconstruction of highway pavements are crucial for preserving the highway network in an acceptable condition.
• The economic prosperity of a country is strongly associated with the relative size and physical condition of its road network,
which is the most important component of its transportation infrastructure (Hudson et al., 1997).
High paved road density values in Km per million inhabitants (Queiroz et al., 1994; Mobility, 2001; Uddin, 2002a) are reported
for industrialized countries (examples: 12,517 for the United States; 9,330 for the European Union of Western European
countries; 9,200 for Japan; and 7,880 for Central and Eastern European countries). Comparatively low values of this important
economic development indicator are observed in developing countries (examples: 104 for Afghanistan; under 200 for China and
India; 310 for Nigeria; and 763 for Brazil).
These trends show that new construction and upgrade road

projects consume most road funds in many developing
countries, and more funds are allocated in industrialized
nations to maintenance, rehabilitation, and preservation
of the existing pavement assets.
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• As competition for funding among different sectors of the economy and society has grown, there is a critical need to
implement modern management and systems engineering tools to assist decision makers for cost-effective and longer
lasting pavement construction and effective use of funds for timely maintenance to preserve the condition and prolong the
life of pavement assets.
HISTORICAL HIERARCHY
1. Good pavement construction and maintenance practices in the Pre-Christian era were established first by Romans who built
an impressive road network throughout Europe and the Middle East primarily for military and commercial use
2. For many hundreds of years the road network and pavement technology did not improve until the pioneering pavements
constructed in the late 1700s and early 1800s for the French and British kings
3. The invention of the motor vehicle led to modern highway pavement design and construction in the late 19th century.
• Historically, design and construction of pavements have been based on methodical specifications, and the maintenance
functions were treated mostly on an ad-hoc basis reflecting local experience. In modern times the primary economic
development is focused on the general public and commercial users who benefit from a well maintained highway network.
• For that reason and to provide valuable assistance to decision makers, the concept of pavement management system (PMS)
evolved in the late 1960s and 1970s. Since that time PMS has been recognized as the most effective way to select cost-
effective strategies for constructing and maintaining pavements in serviceable condition within the constraints of available
funds.
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ASSET MANAGEMENT SYSTEM
Pavement
Management
Systems is a
component in
Asset
Management
Systems
HW: RAMS
EVOLUTION OF PMS CONCEPT

• The following list of key milestones is recognized for their contributions in the process of successful PMS development and
implementation.
(a) AASHO Road Test — 1959 to 1961: The American Association of State Highway Officials (AASHO) Road Test gave the first
comprehensive concept of relating pavement serviceability to performance and methods of their measurements
(AASHO, Serviceability—the
Present 1962). This was followed byofana unprecedented
ability specific sectionfreeway and highway
of pavement construction
to serve program
high- speed, throughout
high-volume, the United
mixed (truck
States (U.S.) of America.
and automobile) traffic in its existing condition.
(b) NCHRP Project 1-10, 1968: National Cooperative Highway Research Program (NCHRP) Application of systems approach for
pavement design and PMS concept (Hudson et al., 1968).
(c) Systems Approach to Pavement Design : Texas State Highway Department Project 123, “Application of PMS concept for the
development of pavement design systems”(Hudson et al., 1970), working system models for flexible and rigid pavement
designs (Hudson et al., 1972, 1973).
(d) International In-Service Road Performance Studies, early 1070s and 1980s: The Brazilian study on road performance and
vehicle operating cost (VOC), sponsored by The World Bank and United Nations Development Program (UNDP), made significant
contributions in pavement engineering as it included inadequately maintained paved and unsurfaced roads (Watanatada et al.,
1987)
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(e) NCHRP Report 215, 1979: Application of PMS concept for highway network (Hudson et al., 1979).
(f) PMS Workshop and Conferences in North America: FHWA Pavement Management Workshop Proceedings, 1978 (FHWA,
1978); Pavement Management Conferences, 1985, 1987 (Kher,1985; MOT, 1987).
(g) FHWA — PMS Policy, 1989 : The U.S. Department of Transportation Federal Highway Administration (FHWA) required all state
highway agencies in the U.S. to implement basic PMS by 1993 (FHWA, 1989)
(h) AASHTO — PMS Guidelines, 1990 : The American Association of State Highway and Transportation Officials (AASHTO) issued
the PMS guidelines (AASHTO, 1990) to support state highway agencies in the U.S. in their efforts to implement PMS.
The serviceability–performance concept developed at the AASHO Road Test (AASHO,1962) provided
the first comprehensive approach to assess pavement physical condition by periodic monitoring, and
quantify the effect of different design strategies on pavement life.

• Pavement performance is the history of Serviceability or the area under the curve in Figure 18.1
(Haas and Hudson, 1978; Fwa and Sinha, 1991)
• The ordinate shows serviceability or Present Serviceability
Rating (PSR) on a subjective rating scale from five (excellent)
to zero(failed or impassable) when the pavement is
extensively broken and unsafe for use by vehicles.
• The Present Serviceability Index (PSI) is an objective

assessment of serviceability on the same scale from five to
zero by measuring one or more appropriate pavement
condition attributes, such as longitudinal roughness
measurement, on a subjective rating scale from five (excellent)
to zero(failed).
• The minimum acceptable serviceability or PSR or PSI is taken

as 2.5 for freeway and super highways with high traffic volume
or 2.0 for secondary highways with less traffic volume.
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PMS ANSWERS FOLLOWING:

• What are the needs? – How much
• How much money do I get to manag
• How should I spend the money in th
• When in time should I spend them?
• What treatments should I select?
• Which strategy will I have?
• How will my network perform in the short term?
• How will my network perform in the long term?
• What are the benefits for me as a manager?
• What are the benefits for the society – for different stakeholders?
• How well can I explain this complex reality for the politicians that
decide?
REAL TIME CASE-STUDY: PAPER 1
WHY?
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What does it tracks?
What does it implements?
What does it generates?
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Limitations
Proposed benefits
One of the methods and its elements
Current Scenario
About HDM-4
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AIM
About LTPP Program
*The Transportation Research Board (TRB) is a division of the National Academy of Sciences, Engineering, and Medicine, promotes innovation
and progress in transportation through research in an objective and interdisciplinary setting.
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Detailing of rehabilitation strategy selection
Selection of PMS for smaller area and larger area
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Types of maintenance management system:
Stages of maintenance management system:
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LEVELS of PMS:
• Project Level
• Network Level: Agency-wise
NLM: In addition, network level management assists in prioritizing which pavement section should be
rehabilitated, reconstructed or has maintenance performed on them.
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• Strategic goals (exceptional).

• Inventory, condition and performance.
• Measure of goals and expectations.
• Prediction tools.
• Decision analysis and system integration
• Consideration of the life cycle costing in the decision process.
• Optimization.
• Link to the budget process.
• Improvement in teamwork and communication.
• Continuous improvement in the road maintenance management strategies.
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STEPWISE METHODOLOGY OF PMMS
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1.
2.
3.
4.
5.
6.
7.
8.
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FIRST APPROACH: NEED ANALYSIS
SECOND APPROACH: IMPACT ANALYSIS
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THIRD APPROACH: NEED ANALYSIS
Figure illustrates how a pavement generally deteriorates and the relative cost of rehabilitation at various times throughout its
life.
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On the other hand, This figure 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.
Figure shows that the ideal time for major rehabilitation is just as a pavement’s rate of deterioration begins to increase.
Maintenance and rehabilitation solutions would be easy to plan if pavements experiences a monitoring system based on
PMMS since it was opened to traffic.
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Figure 7 shows the pavement rating scale as presented by many researchers.
BASIC CRITERIA FOR SELECTING OPTIMUM ALTERNATIVE
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1. User attitudes which includes lack of genuine commitment to the implementation; expectation of high-tech solutions
when, in fact, simple common sense solutions are appropriate; and resistance to change.
2. Cultural issues including problems of introducing modern management practices, and including incentives, into cultures with
no management tradition.
3. 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.
4. Key staff positions not filled, or filled with staff of insufficient experience.
5. 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.
6. Deficient computer facilities and inadequate availability of hardware, and poor availability of data.
7. Systems being too complicated and demanding to be sustainable with local resources.
PMMS STUDIES IN IRAQ

An expert system assigned VEACPSC (Visual Evaluation of Asphalt Concrete Pavement Surface
Condition) was developed 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 condition.
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A prototype decision-support system (DSS) was presented 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 described the implementation of computer-aided system to assess in the
management of asphalt pavement maintenance decision using Vanguard Software.
The present condition rating index (PCRI) of the pavement is determined.
Software assigned PMMS-2009 was developed 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.
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will enable the engineers, projects managers, and

The development of scientific PMMS
decision-makers to define the requirement of budget to maintain the road network at an
acceptable level of serviceability.
The determinationof 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.
NETWORK LEVEL VS. PROJECT-LEVEL PMS FUNCTIONS
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KEY COMPONENTS OF PMS

• “A set of tools or methods that (can) assist decision markers in finding cost-effective strategies for providing, evaluating,
and maintaining pavements in a serviceable condition.”
-Definition of PMS is provided by the FHWA and AASHTO(FHWA, 1989; AASHTO,
1990).
• The decision-making process is based on information from a working PMS and involves engineering experience, budget
constraints, scheduling needs, management priorities, public input, and political considerations.
• The pavement management process is developed to respond to managing the most substantial area of investment in
transportation infrastructure. It incorporates all activities required to provide and maintain pavements.
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• Figure shows the influence level concept of these major PMS components over the life-cycle of a highway project (Haas et
al., 1994), which clearly
demonstrates that decision taken during construction phase can greatly
impact the cost of pavement maintenance and rehabilitation.
LEGISLATIVE LEVEL ISSUES

• The legislative level issues as given below are fairly broad in scope and must be recognized by the administrative and
technical levels.
Justification of budget requests
Effects of less capital and maintenance funding
Effects of deferring work or lowering standards.
Effects of budget request on future status of the network.
Effects of increased load limits.
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ADMINISTRATIVE LEVEL ISSUES

• The administrative level issues are related to the decision-making process including budget and programing priorities.
An objectively based priority program to provide

justification for budget requests.
A summary assessment of the current status of the network, in graphical and tabular format,
based on inventory measurements
The means for quantitatively determining the effects of lower budget levels, and the budget level
required to keep the network in its present state.
The means for quantitatively demonstrating the effects of deferring maintenance or

rehabilitation.
Estimates of the future status of the network (in terms of average serviceability,condition, safety,
etc.) for the expected funding
ADMINISTRATIVE LEVEL ISSUES

• The administrative level issues are related to the decision-making process including budget and programing priorities.
Benefits of a PMS, its major features or

“deliverables,” etc.
Costs of pavement management implementation, including inventory; assignment of

Responsibility and manpower requirements; implementation staging and schedule.
Implementation experience of others; documentation of their experience.
Relationship between pavement management and existing maintenancemanagement system
Interfacing of a PMS with highway management in general.
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TECHNICAL LEVEL ISSUES

• From a technical perspective, pavement management involves a large number of issues and questions.
Inventory database design and operation
Methods and adequacy of inventorydatabase
Models for predicting traffic, performance, distress, skid
Criteria for minimum serviceability, minimum skid, maximum distress, minimum structural adequacy
Models for priority analysis and network optimization
Verification of models.
TECHNICAL LEVEL ISSUES

• From a technical perspective, pavement management involves a large number of issues and questions.
Relating project (sub) optimization to network optimization
Methods for characterizing materials and using results
Sensitivity of model analysis results to variations in factors
Relationships between VOCs and pavement characteristics.
Construction quality control.
Effects of construction and maintenance on pavement performance.
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PMS ACTIVITIES
 Pavement Management System consists of a

comprehensive, coordinated set of activities associated
with the planning, design, construction, maintenance,
evaluation and research of pavements.
 This can be represented conceptually in Figure.

 Six major classes of activities or subsystems in PMS:
 Planning; Design; Construction;
 Maintenance; Pavement Evaluation; and Research
PMS ACTIVITIES
 Construction: includes detailing of specifications and contract documents, scheduling, construction operations,
quality control and acquisition and processing of data for data bank.
 Maintenance : includes establishment of a program and schedule of repair work, operations of crack filling, patching
or rehabilitation and acquisition and processing of data for data bank.
 Pavement Evaluation: Important phase of PMS since last decade. Includes actual measurement of pavement
characteristics such as structural and functional, and transmittal of data to the data bank.
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PMS ACTIVITIES
Major Classes of
Activities in a PMS
Source: Pavement Management

System, Haas and Hudson, 1978
PMS ACTIVITIES
 Planning: Assessment of deficiencies or improvement needs on a network basis, establishment of priorities for
eliminating deficiencies, and development of scheduled programme and budget for proposed work.
 Design : involves in acquisition of variety of input information, generation of alternative design strategies,
analysis of best strategies, their economic evaluation, and finally optimization to select best strategy.
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PMS ACTIVITIES
 Data bank: The data gathered during construction, maintenance and evaluation
phases can be used for:
i. Checking the adequacy with which the pavement is fulfilling its intended needs,
ii. Planning and programming future rehabilitation needs,

iii. Improving the technology of design, constructions and
maintenance
PMS ACTIVITIES
 Research: Importance of research in PMS depends on a resources and requirements of the

agency involved.
 Research can be initiated from the problems arising in planning, design, construction and
maintenance and uses extensively the information acquired during pavement evaluation.
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APPLICATION OF SYSTEMS METHODOLOGY FOR PMS
• Systems Methodology comprises of an elements that has been developed for the :
(i) Efficient planning, design and implementation of new systems, and
(ii) For structuring the state of knowledge on an existing system
• Two main interrelated parts of Systems Methodology:

1. Framing or structuring of a problem, and
2. The use of analytical tools for actually modeling and solving the problem.
CERTAIN OPTIMIZATION TOOLS TO BE STUDIES

• Direct search method
• Gradient based method
• Simplex method and linear programming
• Integer linear programming
• Genetic algorithm
• Particle swarm optimization
• Differential Evolution
• Ant Colony Optimization Algorithm
•
•
Simulated Annealing Algorithm
Jaya Algorithm
HW
• Teaching Learning based Optimization Algorithm
• Rao Algorithm
• Single Variable Optimization Method
• Multi Variable Optimization Method
• Constrained Optimization Method
• MCDM
• Neural Networks and its Application
• Fuzzy Logic
• Hybrid Intelligent system
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STRUCTURE OF THE SYSTEMS METHOD

• Structure of any problem-solving process should
provide for systematic incorporation of all the technical,
economic, social and political factors of interest.
• The process is continuous and iterative.
• It is applicable to both the overall problem

being considered and its many components
sub problems, basically at three levels:
1. The systems approach
2. Systems analysis
3. Systems engineering
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STRUCTURE OF THE SYSTEMS METHOD

1. The systems approach : It involves only the problem- recognition phase, and the problem definition phase in an
initial manner.
2. Systems analysis : It encompasses the systems approach and extends it to a consideration of alternative
strategies. It provides methodology for analyzing and optimizing these alternatives.
3. Systems engineering : It is a more complete manifestation of the systems method, with design, implementation,
and performance evaluation aspects given strong attention.
1. The systems approach – 3. Systems engineering – Design and Implementation

Problem Recognition
2. Systems analysis – Alternative Strategies, Analyzing &

Optimization
PMS – BASIC COMPONENTS, LEVELS AND ITS FUNCTIONS

Various Techniques used for problem solving
• Linear Programming / Optimization
Parametric linear programming, integral linear programming and piecewise linear programming.
• Non-linear methods
Differential calculus, Lagrange multipliers, geometric programming.
• Multi-criteria Decision Making techniques

AHP, ANP, etc.
• Random and queuing models

Monte carlo methods, Markov chain techniques, etc.
• Scheduling techniques
CPM, PERT, etc.
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TERMINOLOGIES - PMS
 Pavement Management involves the identification of optimum strategies at various management levels as well as
the implementation of these strategies.
 Pavement Management System provides decision makers at all management levels with optimum strategies
derived through established rational procedures.
 It encompasses the process that covers all those activities involved in providing and maintaining pavements at an
adequate level of service.
 A PMS evaluates alternative strategies over a specified analysis period on

basis of predicted values of quantifiable pavement attributes, subject to
predetermined criteria and constraints.
TERMINOLOGIES - PMS
 Activities: information acquisition, programming, execution of construction, maintenance and rehabilitation
Activities: involves an integrated treatment of all areas of pavement management, and it is a

dynamic process that
incorporates feedback regarding various attributes and constraints.
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MAJOR COMPONENTS OF PMS
COMPONENTS OF PMS
 Components of Project Level Pavement Management System as identified in 1965-67 is as shown in Figure and
described below:
Source: Modern
Pavement
Management, Haas
and Hudson, 1995
Fig: Simplified Diagram of the major components of a project level

pavement design system
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COMPONENTS OF PMS
3. Decision Criteria
4. Compare-Optimize
5. Implementation
6. Feedback
i. Behavior - Distress
1. Inputs
ii. Performance - Output
2. Models
iii. Safety
iv. Costs
COMPONENTS OF PMS
1. Inputs: Number of different variables must be established.
2. Models: Pavement response for different variables (like traffic, environment, etc.)
needs to studied.
3. Behavior – Distress : Prediction models for various material responses and pavement
distresses needs to be developed.
4. Performance - Output Function: Accumulated distresses reduces pavement serviceability.
Performance output based on prediction models should be analyzed. (OPRC)
5. Safety : Skid resistance and other safety response (accidents) are important.
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COMPONENTS OF PMS
6. Costs : Life cycle economic analysis is a vital part in PMS.

7. Decision Criteria : Decisions are based on allowable costs versus the resulting benefits related to a particular
treatment choice.
8. Compare-Optimize: Selecting the optimal alternatives or strategy is an important step in decision making.
9. Implementation : Construction of the selected strategy and periodic maintenance plus rehabilitation when
required. OR Implement PMS itself as a whole.
COMPONENTS OF PMS
Detailed Project-Level Pavement Management System and its Major Components
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INPUTS – LOAD VARIABLES

T R A F F IC VO L U M E &
G R O W T H R AT E S
T R A F F IC C O M P O S IT IO N
AXLE LOAD SPECTRUM

Traffic
In fo r m a tio n R O A D C A PA C IT Y &
Database S P E E D R E D U C T IO N FA C T O R S
(T IS )
V E H IC L E C H A R A C T E R IS T IC S
E C O N O M IC C O S T S
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INPUTS – LOAD VARIABLES

Vehicle related data:
• Vehicle Characteristics – No. of axles,

wheels, utilization, etc.
• ESAL values
• Vehicle economic and financial
costs Fuel costs
• Crew costs
• Passenger and value of time
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INPUTS – ENVIRONMENTAL VARIABLES

2. Environmental Variables:
• Humidity, dryness and coldness of the

climate, Number of dry and wet days,
• Maximum, Minimum and average Temperature in

a year
INPUTS – CONSTRUCTION VARIABLES

3. Construction
Variables:
• Construction quality
• Construction Year
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INPUTS – MAINTENANCE VARIABLES
ROUTINE TYPE
M AIN T E N AN C E S
P E R IO D IC T Y P E
M AIN T E N AN C E S
S P E C I AL M AI N T E N AN C E
WORK
S TA N D A R D
& R O AD I M P ROV E M ENT
IMPROVEMENTS
E C O N O M IC C O S T S
IN T E R V E N S IO N C R IT E R IA
12
7
WORK STANDARDS – IMPROVEMENT ALTERNATIVES

Improvement of the pavement include :
• Widening the road

• Adding Extra Lanes
• Constructing New Bypass
• Upgrading existing surface :
• From Gravel to Bituminous
• From Bituminous to Concrete
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WORK STANDARDS – MAINTENANCE ALTERNATIVES

Routine Maintenance Rehabilitation
 Crack Seal  Thick overlays
 Pothole Patching  Mill & Overlays
 Drain cleaning  Full depth patching
Preventive Maintenance Reconstruction
 Chip Seal (Tar & chip)  Cold in-place recycling

 Micro-Surfacing  Full depth reconstruction
 Fog seal or slurry seal  Full depth reclamation -
RAP
MAINTENANCE VARIABLES
Intervention Levels for Urban Roads
Serviceability Levels
Sr.
Serviceability Indicator Arterial Sub-Arterial Other
No.
Roads Roads Roads
1. Deflection 1.0 mm 1-1.5 mm 1.5-2.0 mm
Roughness by Bump Integrator 2000 4000
3000 mm/km
2. (max. permissible) Equivalent (IRI) mm/km mm/km
4.0 m/km
2.8 m/km 5.2 m/km
3. Potholes per km (max. number) Nil 2-3 4-8
Cracking and patching area (max. 10-15
4. 5 percent 10 percent
permissible) percent
Rutting – 20 mm (maximum
5. 5 mm 5-10 mm 10-20 mm
permissible)
Skid Number (minimum
6. 50 SN 40 SN 35 SN
desirable)
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SYSTEM – ROAD NETWORK INFORMATION

U N I Q U E I D E N T I F I C AT I O N O F
SECTIONS W I T H AAD T
PAV E M E NT S T R U C T U R E &
S U B B A S E DATA
H I S T O RY O F M AI N T E N AN C E
& IMPROVEMENT
Road
I n fo rm a t io n
R O AD G E O M E T R Y
Database
(R IS )
S P E E D C H AR A C T E R I S T I C S
D I S T R E S S D E TAI L S
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PRIMARY RESPONSE - BEHAVIOR

 MECHANISTIC EMPERICAL APPROACH is adopted in IRC 37-2012.
 Mechanical responses like stresses, strains and deflections within a pavement structure are observed –
Mechanistic approach.
 Inputs - Material properties, layer thickness, loading conditions, climatic condition (temperature)
 Outputs - Stresses, strains and deflections within a pavement

structure
PRIMARY RESPONSE - BEHAVIOR

 MECHANISTIC APPROACH
 SUR P
p, a
Wearing Course
E1, µ1 , h1
Binder Course Tensile strain t
Granular Base
E2, µ2, h2
Granular Sub Base
Compressive strain v
Subgrade E3, µ3
13
4
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LIMITING RESPONSE - DISTRESS

1. Cracking (Rupture)
Several different types of cracks can develop in pavements. Some cracks are load-related and some are attributable to
temperature or environment.
2. Distortion
Distortions in pavement are caused by instability of an asphalt mix or weakness of the base or subgrade layers.
3. Disintegration
Disintegration is the breakup of a pavement into small pieces that are lost with time and traffic.
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LIMITING RESPONSE - DISTRESS

1. Cracking (Rupture)
Fatigue cracking, Block cracking, Edge cracking, etc..
2. Distortion
Rutting, depressions, patch failures, etc..
3. Disintegration
Raveling and potholes.
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SYSTEM OUTPUT FUNCTION

CRACKING, RAVELING AND POTHOLES
INITIATION AND PROGRESSION
Initiation
Progression
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DECISION CRITERIA
• Availability of funds
• Time period of analysis
• Maintenance alternatives feasible
• Safety
• Riding quality/ Serviceability level
• Etc.
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COMPARE AND OPTIMIZE

• Life-cycle economic analyses
• Evaluation of alternative budget levels
• Priority analysis
• Technical and economic evaluation.
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Life Cycle Cost Analysis for Urban Road Network:

Section – Wise Unconstrained Works Programme List
All costs are expressed in: INR (millions)
Length NPV/ Financial Cumulative

Section Year Work Description
(KM) CAP Cost Cost
UR 01 3.80 2014 Overlay 40 mm 13.52 14.28 14.28
3.80 2018 Overlay 40 mm 13.52 14.28 28.57
3.80 2021 Surface Dressing 13.52 5.51 34.07
3.80 2023 Surface Dressing 13.52 5.51 39.58
UR 02 3.50 2014 Strengthening 90 mm 13.68 27.53 67.11
3.50 2022 Strengthening 90 mm 13.68 27.53 94.63
UR 03 6.00 2014 Strengthening 90 mm 12.19 47.19 141.82
6.00 2022 Strengthening 90 mm 12.19 47.19 189.01

Work Programme Optimized by Year: 60% Capital Budget

All costs are expressed in: INR (millions)
Length Financial Cumulative

Section Year Work Description NPV/CAP
(KM) Cost Cost
UR 01 3.80 2014 Overlay 25 mm 14.92 8.90 8.90
3.80 2016 Overlay 25 mm 14.92 8.90 17.80
3.80 2019 Overlay 25 mm 14.92 8.90 26.69
UR 02 3.50 2022 Overlay 25 mm 14.92 8.90 35.59
3.50 2014 Overlay 25 mm 22.35 8.20 43.79
3.50 2015 Overlay 25 mm 22.35 8.20 51.98
3.50 2017 Overlay 25 mm 22.35 8.20 60.18
UR 03 6.00 2020 Overlay 25 mm 22.35 8.20 68.37
6.00 2014 Overlay 25 mm 20.11 14.05 82.42
6.00 2016 Overlay 25 mm 20.11 14.05 96.47
6.00 2018 Overlay 25 mm 20.11 14.05 110.52
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400 5
Budget Requirement
Average IRI (m/km)

300 4
(Million Rs.)
3
200 Year-wise Comparison
2
100 of Expenditure and
1
Condition Profile for
0 0
Unconstrained Budget
2014 2015 2016 2017 2018 2019 2020 2021 2022 2023
Scenario
Year
200 5
Budget Requirement
Average IRI (m/km)

4
150
Year-wise Comparison of (Million Rs.)
3
Expenditure and Condition 100
Profile for Constrained 2
Budget Scenario 50 1
0 0
2014 2015 2016 2017 2018 2019 2020 2021 2022 2023
Year

Priority Ranking For Urban Road Sections under Unconstrained Budget for Year 2014
Section Work Description Traffic (AADT) NPV/CAP Priority Ranking

UR 04 Strengthening 90 mm 42296 24.89 1
UR 01 Overlay 40 mm 45157 13.52 7
UR 16 Overlay 40mm 4583 12.82 8
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Priority Ranking For Urban Road Sections under Constrained Budget
Priority
Section Work Description Traffic (AADT) NPV/CAP
Ranking
UR 04 Overlay 40 mm 42296 34.08 1
UR 05 Overlay 25 mm 32213 32.53 2
UR 02 Overlay 25 mm 36053 22.35 3
UR 08 Surface Dressing 25756 20.45 4
UR 03 Overlay 25 mm 46708 20.11 5
UR 01 Overlay 25 mm 45157 14.92 8
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INFLUENCE LEVELS OF PMS COMPONENTS

• Four major components i.e. planning, design, construction and maintenance plus rehabilitation impact effectively
in terms of „level-of-influence‟ concept.
• This concept shows how the effect on the life-cycle cost of a project decreases as the project
evolves.
INFLUENCE LEVELS OF PMS COMPONENTS
Source: Modern Pavement Management, Haas and Hudson, 1968
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Working Levels of PMS
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LEVELS OF PMS
 PMS is a process which has two basic working or operational levels: Network level and Project level.
 Fig. lists the major activities occurring at each level.
 Network level management has its primary purpose as the development of a priority program and schedule of
work, within overall budget constraints.
 Project level work thus comes on stream at the appropriate time in the schedule, and represents the actual
physical implementation of network decisions.
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THREE LEVELS OF PMS

 PMS is categorized into the network level and project level.
 Network level is further divided into project selection level and the program level.
• Project selection level: Involves prioritization to identify which projects should be taken up in each year of program
period
 Program level: Budgets are established and allocations are made over the entire network.
 3 level concept is illustrated in Fig.
HISTORY OF PMS DEVELOPMENT
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DATA NEEDS, DECISION-SUPPORTSYSTEMS, GIS,

DATABASE DESIGN
DATA NEEDS AND RELATED INFORMATION TECHNOLOGIES

• Pavement management data needs require that data be stored in an organized way so that it can be efficiently expanded,
updated, and retrieved rapidly for various different users.
• There has been a computing revolution from the mainframe and expensive computers and associated database management
system software in the 1970s to the relational and object-oriented databases on powerful personal computers and
workstations in the late 1990s.
• Other information technologies available for enhanced pavement management database applications include knowledge-
based expert systems, artificial neural networks, video logging and digital photos, satellite imagery and spatial data
visualization using a GIS, and three dimensional virtual reality visualization.
• The advancement in networking and remote data communications commonly used for intelligent transportation systems
(ITS) are also available for pavement management database applications.
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• All highway agencies have a computer based system for their data, and the PMS database design must consider the existing
computer equipment and database management software at the outset of system design.
• The database may be organized as a single file or multiple files. Information technology professionals in the agency must be
consulted to know the existing computer systems in the agency and assess the need for an upgrade based on an estimate of
PMS data needs.
• Examples of operating software are Windows for PCs, Unix for minicomputers and workstation, and MVS-XA for mainframe
computers. Currently, most of large databases are established on mainframe and workstations which can be accessed by PCs
through client–server network applications.
• Database management software is commercially available products designed for specific category of computer platforms
and operating systems. The database software enables application programers to write programs that can take advantage of
data structure facilities and perform functions of data access, retrieve, manipulation, and queries. The relational
database management system (RDBMS) software is most commonly used on mainframe and PCs, such as
Oracle.
facilitates the use

• The relational database software
of high-level query languages using plain
English-like commands to perform complex
retrievals form the database. A popular
example is the structures query language
(SQL) used by most relational databases.
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• These userfriendly programs are nowadays written using high level programing languages and
object-oriented programing tools. On the other hand, application programs, such as PMS analysis software, are
usually unique to the application.
DECISION-SUPPORT SYSTEMS
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DECISION-SUPPORT SYSTEMS (DSS)

• A decision-support system (DSS) term refers to the computerized data storage, processing, queries, analysis, and
display of results and information used to support decision-making.
• DSS is an integral part of a PMS, which

replaces the traditional paper based
subjective judgment practice and provides
rational decision making and better service
to the public.
• Once a DSS is established, the preparation of
network level M,R&R work programs is
streamlined as an automatic PMS output,
which can be conveniently updated based on
changed constraints and feedback to the database.
DECISION-SUPPORT SYSTEMS (DSS)

• A successful DSS application program requires the flow of support requests from the decision maker to the technical
staff and relies on efficient data management and evaluation of alternatives.
IN SUMMARY
• DSS uses data tables and necessary analytical models to generate decision-support rationales and reports
• A centralized and maintained database is the heart of a DSS
• The size of the highway network and complexity of data collection activities dictate the computer memory and
hard-disk storage requirements.
• Graphical databases demand several times more memory and storage requirements than the traditional nongraphic
databases.
• Temporal and spatial data attributes are important for good database management and DSS applications. This
requires a spatial location referencing system to identify the boundaries and physical characteristics of
homogeneous pavement sections.
• The development and implementation of GIS can greatly enhance the spatial location referencing for database
management and field data collection by using geographical coordinates to designate the limits of a pavement
section.
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GIS APPLICATIONS
• A graphical display of the highway network on a map and queries to any feature on the map using A GIS application makes it
easy for end-users to work with complex databases and DSS applications.
GIS APPLICATIONS
• GIS applications have also become popular for PMS development as shown in a detailed example by Hudson et al. (1997).
• A GIS database consists of geographic and non-geographic

data.
• The geographic data are map features represented by geo-

coordinates of vector maps (points, lines, polygon areas)
and raster maps (pixel, cell, grid)
• The database tables describing the locations and attributes

of roads meeting at an interchange can be simply displayed
by an easy-to-read map.
• A geographic data element can be associated with non-

geographic data attribute tables. A series of layers can be
used to show different map features. Each layer of
homogenous features is separated through logical
relationships and linked to other layers through the
common geo-coordinate data.
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GIS APPLICATIONS
• The DSS results can be simply displayed as GIS layers, such as separate layer of all roads in different colors showing (a)
different condition in terms of ranges of PSR values, (b) different categories of traffic volumes, and (c) the roads which were
treated with major M,R&R during the last five years.
CASE STUDY BASED ON GIS APPLICATION IN PMS
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GIS APPLICATIONS
GIS APPLICATIONS
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GIS APPLICATIONS
GIS APPLICATIONS
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GIS APPLICATIONS
GIS APPLICATIONS
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GIS APPLICATIONS
GIS APPLICATIONS
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GIS APPLICATIONS
GIS APPLICATIONS
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GIS APPLICATIONS
GIS APPLICATIONS
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GIS APPLICATIONS
GIS APPLICATIONS
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GIS APPLICATIONS
GIS APPLICATIONS
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GIS APPLICATIONS
GIS APPLICATIONS
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GIS APPLICATIONS
GIS APPLICATIONS
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PMS DATA NEEDS AND DATABASE DESIGN

• RDBMS software serves PMS needs better because it allows a large number of different database tables, which can be linked
through one or more common key field
• A key field is simply a unique alphanumeric code assigned to each homogenous pavement section in the PMS database.
• The PMS database should have some common data for use at network level and project-level. The network level data
summaries are often available on-line through computer networking. However, detailed condition data for both network and
project-levels are made available off-line on as-needed basis.
• Research & development data needs are more detailed, precise, and study specific than the data needs at the project-level.
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• The following list gives general PMS data needs and data collection frequency at network- and project-levels:
Collected once and updated after

INVENTORY DATA
every major rehabilitation and
reconstruction.
(section-specific road classification, historical data describing

construction history
and costs, physical dimensions and boundaries, and
pavement material data

Every other year; initially based on

design information and
TRAFFIC HISTORY
DATA periodically updated from traffic
monitoring sites and truck weigh
station records.
Highway-specific traffic volume, directional split, vehicle mix, truck
load data, equivalent single axle load (ESAL) data used for design and
accumulated history, and speed data.
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GIS APPLICATIONS
• Network level usually represent PAVEMENT SECTIONS.

• These sections have start and end points which are used as a reference for deterioration and maintenance data.
• These sections must have UNIQUE REF. NAMES AND NUMBERS to identify prioritized sections.
GIS APPLICATIONS
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SENSITIVITY ANALYSIS
is also called What-if analysis
Sensitivity analysis is the assessment of the

impact for an output of a system by changing
its inputs
GIS APPLICATIONS
In budgeting process there are always variables that are uncertain such as
interest rates
Future tax rates
"if these variables deviate from expectations, what will the effect be (on the
business, model, system, or whatever is being analyzed), and which
variables are causing the largest deviations?"
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GIS APPLICATIONS
Partial Sensitivity Analysis
In a partial sensitivity analysis, you select one variable, change its value while holding the values of
other variables constant.
Best-case and worst-case scenarios

Best- and worst-case scenarios establish the upper (best-case) and lower (worst-case) boundaries of a cost-benefit study’s
results. This type of sensitivity analysis shows how a broad range of a program or policy’s possible outcomes affect the bottom
line.
GIS APPLICATIONS
To Perform
Best Case Analysis
Worst Case Analysis
Use all of the Use all of the least-

most-favorable favorable
assumptions assumptions
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GIS APPLICATIONS
Break-even analysis
If you are unable to estimate a policy’s most likely effects or cannot find comparable studies to
help determine its best-case and worst-case scenarios,
you can use
GIS APPLICATIONS
Monte Carlo analysis
You can use Monte Carlo analysis to
examine multiple variables simultaneously and

simulate thousands of scenarios, resulting in a range of
possible outcomes and the probabilities that they will
occur.
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Annually acquired from publicly available weather station

ENVIRONMENTAL data and appropriate historical data summaries stored in
DATA the database; annual or periodic updates (section specific or
regional)
(General climatic data in different region, detailed
environmentaldata history such as air temperature needed
for pavement and hot mix asphalt design, special pavement-
specific data collected on site)

Every 3–5 years periodically collected in

field on regularly basis. Data collection
PAVEMENT CONDITION
MONITORING AND frequency depends on the network
EVALUATION DATA decision criteria for M,R&R intervention
and annual monitoring budget because
condition data are the most costly
Section-specific real-time pavement quality components of PMS database.
measurementoflongitudinal roughness, manual and
video-based visual distress survey including cracking
and rutting,friction or skid resistance, deflection
testing for structural evaluation, safety and noise
audits
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Annually and as required by executive management and

M,R&R HISTORY decision makers.
DATA
Prioritized list of roads and allocation of funds for the entire

network

One time and updated as needed
DECISION CRITERIA AND

CONSTRAINTS
M,R&R intervention policies, decision criteria related

to pavement quality and performance measure, unit
cost and budget data established for the entire
network
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Annually and as required by executive

ANNUAL AND MULTIYEAR management and decision makers.
M,R&R WORK PROGRAMS
Prioritized list of roads and allocation of funds for the entire

network

FEEDBACK FROM AS-BUILT RECORDS

AND M,R&R WORK PROGRAM
IMPLEMENTATION
Annually and as soon as available for

new construction and major M,R&R
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• Exact levels of details and data collection
frequency will depend on overall PMS work
plan and database design as well as committed
funding sources.
• The detail and complexity of analysis models

limit the amount and details of data at the
network level. However, detailed section
specific data of material properties and
deflection data for structural evaluation are
needed for performance modeling and M,R&R
analysis at project-level.
• Some lack of details can be compensated by

having higher number samples in order to
increase the reliability and accuracy of each
data point.

For example, the condition data are collected in
the field at significantly high cost and other
databases are developed after lots of effort.
1. Usually one person in the central office is given

the authority to maintain tight control on the
functioning aspects of the PMS database to ensure
database integrity and security through database
manager software and specially developed client–
server application programs.
In addition to periodic backups of the PMS

database, it is important to keep an off-site
permanent backup copy with annual updates
against the data loss resulting from an
unfortunate catastrophic disaster.
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NETWORK PARTITIONING, INVENTORY AND

MONITORING DATABASES
NETWORK PARTITIONING AND LOCATION REFERENCING SYSTEM

• The partitioning of a highway or road network in homogeneous sections is the most important first step for the
development of PMS database.
• The purpose is to create relatively uniform and homogeneous pavement sections.
• A homogenous PMS section should have the same functional classification and similarity with respect to pavement width,
surface type, layer structure, and other criteria along its length
• This step is important for efficient condition data analysis and assigning uniform M,R&R and routine maintenance treatment
on the candidate sections.
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• Network partitioning of highways or roads in homogenous PMS sections is conducted by identifying key data and selected
criteria related to:
• Same administrative boundaries, zones, functional class, highway or road number, adjacent road references

• Same construction project number, construction year or year of last major M,R&R, pavement surface type
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• Same number of lanes, width, shoulder type and width

• Similar daily traffic volume range, %truck
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• In order to be effective, inputs must be sought from members of the PMS steering committee representing all key
departments and file maintenance staff.
• A prioritized list of selected partitioning factors from the above should be established.
• The level of complexity of network partitioning depends on the use of data and available resources.
• The partitioning procedure should be computerized as a part of the DSS framework and programs be developed to assign
appropriate inventory data automatically to all PMS sections on a highway within one jurisdiction.
• These common inventory data may include jurisdiction and administrative zone, highway number and name, functional
class and surface type, date of original construction, design traffic volume and design ESAL applications.
• The homogenous pavement sections are necessary to facilitate automatic calculations of age, surface area, volume of
M,R&R work, and prediction of future condition.
• Dynamic segmentation can be easily displayed on a GIS database using its query options.
• RDBMS software uses one or more common key field to link the section-specific data stored in a large number of
different PMS database tables.
• The key field is a unique alphanumeric code assigned to each homogenous pavement section in the PMS database.
• The key field is often a common location referencing system or a cross-correlated referencing system. Most highway
agencies use kilometer or milepost markers as the most common referencing points to identify the beginning or end of the
section.
• In addition, GIS-based geographic coordinates (longitude, latitude, altitude) at both ends of a section are also being
specified or provided in inventory data.
• Longitudinal chainage and transverse location referencing systems are also needed to define positions of standalone
features like a bridge or overpass, culverts and ditches, traffic control devices and large overhead traffic information
features (directional sign or ITS variable message sign), and roadside appurtenance items (guardrail, crash protection
devices, signs). These are additional benefits of a well planned PMS inventory database.
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INVENTORY OF PAVEMENT SECTIONS AND RELATED ASSET

• The inventory data of pavement for PMS sections and related assets can be numerous.
• These must be listed and prioritized based on their importance for both network and project-levels before devoting too
much effort to collect detailed project-level data.
• Some of these details can be left blank in the initial stages of PMS database development.
• A typical highway and road inventory database file contains the following data (description and codes).
Planning and • PMS section ID, location referencing codes, geographic coordinates, name Administrative zone,
identification data functional class (freeway, expressway, arterial, toll, etc.)
Carriageway • Single or divided, number of lanes, lane width, pavement width, length Inside and outside shoulder
geometry data width, sidewalk, fill and cut data
Construction and • Construction number and date, project ID, pavement surface type (asphalt or concrete), construction
design data costs, annual maintenance cost, design traffic mix, design ESALs and typical annual traffic volume, etc.
Pavement structure • Layers, layer thickness and material data (codes), layer material properties, Shoulder material type,
and material data pavement marking materials, etc.
• Location of interchange, bridge, culvert and drainage structures, ditch, etc. Crossings over or under
Other structure data roads, rail road, utility pipeline, dirt, river or stream, etc
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Appurtenance
features (identified
• Traffic control devices, overhead signs, lighting, guardrail, barriers, etc.
by either, a point,
• ITS video surveillance equipment, etc
line, area, or a
reference file)
• The cost of inventory data collection and processing can vary depending upon the existing resources, level of details, and
scope of any field inventory data collection.
• The extent of geometry, structural, and material data can

vary from a few mandatory items to hundreds
of items, depending on the facility and intended use of data. Therefore, only essential items
should be prioritized and collected in the initial PMS development phase and more details be collected in
later stages.
• Most of the inventory data do not change from year to year, and any changes resulting from a major M,R&R work are
updated upon the completion of that work.
MONITORING DATABASE
• In-service monitoring and evaluation of pavement condition is an essential component of PMS.
Good monitoring and evaluation information is required to
(a) to establish condition database for pavement maintenance management functions,
(b) measure the effectiveness of different M,R&R strategies in different environmental regions and considering local design
and construction practices,
(c) develop and calibrate performance models to improve design, construction and maintenance policies.
• The evaluation phase of pavement management involves the determination and continuous monitoring of the condition of
the roadways within the agency’s purview.
• The evaluation provides the primary source of information for use at all levels and in all activity areas of a PMS.
• Monitoring involves the routine-collection of field data and recording such data in a useful form. Evaluation Encompasses
monitoring, but involves a judgment or determination of the meaning of the information collected.
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MONITORING DATABASE
• The first basic requirement for condition data collection in the field is some reference system for identifying locations. It is
desirable to have a common location referencing scheme across an agency so that the databases for inventory, condition
monitoring, and maintenance, etc., can be linked, such as the use of GPS and geographical coordinates.
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Pavement Management System 1

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PAVEMENT MANAGEMENT SYSTEMS

Prepared and Presented by : Mr. Jaykumar Soni 1

01 ANSWERS TO: WHAT,

Prepared and Presented by : Mr. Jaykumar Soni 2

India is investing 1,20,000 crore/ annum for road development.

Road transport is one of the most common mode of transportation as

India has 1% of vehicles but 6% of total world’s traffic accidents.

In India, in every 1 km you will find a pothole.

The Ministry has allocated about 3% of its budget towards maintenance of

Prepared and Presented by : Mr. Jaykumar Soni 6

ANSWERS TO WHY: OPPORTUNITIES

Prepared and Presented by : Mr. Jaykumar Soni 7

PAVEMENT MANAGEMENT SYSTEMS

Pavement Engineering Pavement Management

Prepared and Presented by : Mr. Jaykumar Soni 8

Prepared and Presented by : Mr. Jaykumar Soni 9

• Evolution of PMS concepts • Planning pavement investments process

• Basic components of PMS- • Benefits of pavement management

Prepared and Presented by : Mr. Jaykumar Soni 10

• Pavement evaluation technologies, • Decision tree, PMS analysis software

• Remaining service life- AASHO- CRRI and HDM models

Prepared and Presented by : Mr. Jaykumar Soni 11

• Evaluation and selection

• Framework for pavement design

• Design objectives and constraint

Prepared and Presented by : Mr. Jaykumar Soni 12

• Prioritization based on befit cost ratio

• Mathematical optimization for prioritization of M- R&R Work Programs

Prepared and Presented by : Mr. Jaykumar Soni 13

Prepared and Presented by : Mr. Jaykumar Soni 14

INTRODUCTION TO PAVEMENT MANAGEMENT

Geometric), Construction and Maintenance of pavements (Flexible and Rigid).

Prepared and Presented by : Mr. Jaykumar Soni 15

DESIRABLE CHARACTERISTICS OF PAVEMENTS

 Adequate coefficient of friction to prevent skidding of vehicles.

Prepared and Presented by : Mr. Jaykumar Soni 16

DESIRABLE CHARACTERISTICS OF PAVEMENTS

 Sufficient Thickness to distribute the wheel load stresses to a safe value

Prepared and Presented by : Mr. Jaykumar Soni 17

 The pavements can be classified based on the

Prepared and Presented by : Mr. Jaykumar Soni 18

PAVEMENT TYPES: FLEXIBLE PAVEMENT

 Hot mix asphalt (HMA) pavements.

Prepared and Presented by : Mr. Jaykumar Soni 19

PAVEMENT TYPES: FLEXIBLE PAVEMENT

 Flexible Pavements having less flexural

Prepared and Presented by : Mr. Jaykumar Soni 20

PAVEMENT TYPES: FLEXIBLE PAVEMENT

Flexible Pavement Load Distribution

Prepared and Presented by : Mr. Jaykumar Soni 21

TYPES OF FLEXIBLE PAVEMENT

1. Conventional layered flexible pavement,

2. Full - depth asphalt pavement, and

3. Contained rock asphalt mat (CRAM).

Prepared and Presented by : Mr. Jaykumar Soni 22

TYPES OF FLEXIBLE PAVEMENT

 Conventional layered flexible pavement :

TYPES OF FLEXIBLE PAVEMENT

 Full - Depth Asphalt Pavement :

 This is more suitable when there is high traffic.

Prepared and Presented by : Mr. Jaykumar Soni 24

DESIRABLE CHARACTERISTICS OF PAVEMENTS

 Contained Rock Asphalt Mats (CRAM) Pavement