2019-Q2 PIARC Routes (Road Asset Management)

n°381 - 2nd quarter 2019
World Road Association n°381 - 2nd quarter 2019

www.piarc.org
World Road Association

FEATURES
Road Asset Management

Routes/Roads n°381
English Version
EDiTORIAL P. 3
CONTENTS
Patrick Malléjacq
WHAT’S NEW? P. 4
News: Update on the World Road Association’s Actions .................................................................................................................. 4
Update
Mexico: Numerical Modelling of a Pavement Taking into Consideration
Moisture Conditions and Type of Foundation Level .................................................................................................................................. 10
SPOTLIGHT ON YOUNG PROFESSIONALS P. 14

Omar Viveros Carrera (Mexico)
FORUM FOR NATIONAL COMMITTEES P. 16

Cover: Tunisia
© Adobe Stock, Gena
FEATURES P. 21
World Road Association
www.piarc.org . info@piarc.org Road Asset Management: from Local Level to Supranational Perspectives,
La Grande Arche
Paroi Sud - Niveau 5 from Successfully Implemented Approaches to Visions for the Future 21 ...........................
92055 La Défense Cedex - France Thomas Linder

Téléphone : +33 1 47 96 81 21
President Digitalization 4.0 in Asset Management - A challenge for the future! ................................. 22
Claude Van Rooten (Belgium) Alfred Weninger-Vycudil
Director of publication
Patrick Malléjacq
Editor
Common Framework for a European Life-Cycle Based Asset Management
Robin Sébille Approach for Transport Infrastructure Networks ...................................................................................................................................... 27
Publications Manager Darko Kokot
Cécile Jeanne
Translations:
Marie Pastol
ISO 55001 Certification – An example from the UK* ........................................................................................................................ 30
(World Road Association) Sam Beamish
Id2m (Rennes, France)
Isabelle Chemin,
Isabelle Couté-Rodriguez, Requirements for the Education of Road Asset Managers -
Robert Sachs A PIARC Approach* .......................................................................................................................................................................................................................................................................................... 33
Printing: IMB (France) ; David Darwin, Slawomir Heller and Ylva Lindstrom
Diffusion : GIS (France)
Multi-Objective Approaches to Cross-Asset Resource Allocation

ISSN : 0004-556 X
in Transportation Asset Management .............................................................................................................................................................................................. 37
Vittorio Nicolosi, Maria Grazia Augeri and Fulvio Soccodato
Development of Advanced Asset Management Systems

for Japanese Expressways ......................................................................................................................................................................................................................................................... 45
Shigeru Shimeno, Isao Ueda and Tomonobu Tanino
Advances in the Implementation of Road Asset Management in Chile .......................... 50

Miguel Valdés Flores and Carlos Ruiz Trevizan
Maintenance Programming for Performance-based Contracts

using the HDM-4 ....................................................................................................................................................................................................................................................................................................... 53
Ricardo Solorio
ROAD STORIES P. 56
Roads Across Africa
PUBLICATIONS FROM THE WORLD ROAD ASSOCIATION P. 60
SUMMARIES P. 64
Routes/Roads 2019 - N° 381 - www.piarc.org 1

EDiTORIAL
Patrick Malléjacq
Secretary General of the World Road Association
W hen the next issue of Routes/Roads is released, the Association will be gathered in Abu Dhabi (United Arab
Emirates) for its 26th World Road Congress. This event will mark the fruitful outcome of extensive preparatory
work, undertaken over a four-year period, during which more than 1,000 experts from around the world will have
provided input to the 23 Technical Committees and Task Forces, assembled into 5 Strategic Themes and tasked with
this effort. As these experts apply the finishing touches to the agendas of their technical sessions, I’d like to take this
opportunity to laud the accomplishments of all involved, especially the Committee Chairs and Secretaries. As of now,
we’ve already published some ten technical reports for the Association’s 2016-2019 activity cycle, with many others
undergoing final revision. Such productivity is most encouraging and suggests that a majority of these reports will
indeed be published before the Congress opens, thus making it possible to cite and discuss them among the various
delegations.
Not to sound presumptuous, but I’d like to draw a correlation in disseminating operational knowledge for application
between the work of these Committees, the support across the sector. Let’s hope that this toolbox can address the
and oversight offered by the Secretary General’s Office needs of all interested road agencies and facility managers,
and this issue’s emphasis, in attracting a wide audience for
“
namely road infrastructure this Committee’s papers delivered
asset management. All these at the Abu Dhabi Congress.
contributions require dedication The diversity of approaches on
while not garnering much display in this issue of Routes/Roads Let me close with a few words
attention, yet they do yield reveals the current level of interest on the upcoming Congress.
distinct benefits over the long in the topic by road agencies, which At present, several hundred
run. The diversity of approaches participants, representing over
everywhere must meet the dual
on display in this issue of Routes/ 60 countries, have signed up to
Roads reveals the current level objective of optimizing infrastructure attend. Given the tendency these
of interest in the topic by road use while allocating adequate days to put off decisions until
agencies, which everywhere financial resources to facility the last minute, this number of
”
must meet the dual objective maintenance. registrants, at five months before
of optimizing infrastructure the opening date, is a very good
use while allocating adequate sign and a legitimate indicator of
financial resources to facility a successful 26th pinnacle event
maintenance. The findings for our Association. This edition’s
derived under the aegis of Technical Committee D.1 Asset program has been significantly enhanced by adding foresight
Management and shared here expose not only an array of sessions, along with a number of theme-based workshops.
technical tools but also the associated regulatory framework, The confirmations received to host national pavilions have
contracting practices, training of key actors and even complex already surpassed our most optimistic forecasts. All the
mathematical modeling. By its nature, such a toolbox may be conditions are therefore aligned to make this Abu Dhabi
deployed, given the requisite transpositions, in any technical World Road Congress a truly memorable gathering. We look
and economic context, underscoring the Association’s role forward to a large turnout.#

XXVIth World Road Congress, Abu Dhabi, 6-10 October 2019
EXCITING ROLE FOR PRIVATE COMPANIES

AT THE XXVIth WORLD ROAD CONGRESS ABU DHABI 2019
EXPLORED IN RECENT WORKSHOP
T he World Road Congress Abu Dhabi 2019 provides a real opportunity for the private sector to “meet the decision
makers” in the roads and transport industry, a recent workshop hosted by the Department of Transport – Abu
Dhabi has heard.
On the 1st of May 2019 in Abu Dhabi, companies from across the UAE came together at a workshop to discuss the benefits that
will come from being involved in the world’s foremost congress for the road industry, being held in Abu Dhabi this October.
The workshop saw the participation of 50 organizations – all forerunners in the road and transport sector - including
Hyperloop, Siemens, Al Naboodah, Atkins Acuity and Agility Engineering among others.
Participants discussed the innovative transport projects from the UAE which will be showcased at the Congress as well as the
benefits to business of networking with international contacts in the industry and in governments.
Hearing about the latest technologies in the road and transport industry as well as the development of projects in Africa were
key reasons UAE companies gave for seeking to attend the first ever World Road Congress to be held in the Middle East.
Hosted by the Department of Transport (DoT) in Abu Dhabi and the World Road Association (PIARC) the workshop provided
an opportunity to explore how companies can get involved in the five-day World Road Congress Abu Dhabi 2019.
Road network improvements, traffic management, best practices and innovations in smart cities, road designs and smart
transport systems are all topics which will feature at the Congress at Abu Dhabi National Exhibition Centre.
Held between 6 -10 October 2019, the event is expected to be attended by 5,000 delegates with representatives of
governments and private industry from 60 countries all over the world
Ahmed Al Hammadi, Chairman of the Organisation Patrick Malléjacq,

Committee of the World Road Congress Abu Dhabi 2019, Secretary General, PIARC World Road Association said:
Department of Transport – Abu Dhabi said:
"The roads and transport infrastructure industry in the UAE is “The workshop provided an excellent opportunity for industry
going from strength-to-strength with real opportunities for the experts to exchange their views as well as to understand more
private sector to take advantage of this growing market. The about the opportunities that the World Road Congress Abu
World Road Congress Abu Dhabi 2019 – being held in the Middle Dhabi 2019 will provide for businesses around the world to be at
East for the first time – provides a fantastic opportunity for the forefront of the latest innovation in the industry."
companies to meet the world’s decision makers and understand
the current and future landscape for the industry. The workshop
was an opportunity for companies to explore with event
organizers how they can make the most of the opportunity of
the Congress and how we can ensure this seminal event delivers
a positive legacy for the industry in the UAE."
4 Routes/Roads 2019 - N° 381 - www.piarc.org

Workshop held by the Abu Dhabi DoT for the private sector of the road transport industry based in Abu Dhabi,
Westin Hotel, 1st May, 2019. Samira Azarba / ESL Network Middle East
Christian Abrahamsen, Vice President of Transportation Hosted by the Department of Transport (DoT) Abu Dhabi and
at Khatib & Alami (K&A), a planning, architectural and the World Road Association (PIARC) the XXVIth World Road
engineering consulting company and a sponsor of the Congress 2019 will be held under the theme of
XXVIth World Road Congress Abu Dhabi 2019, said:
‘Connecting Cultures, Enabling Economies
“It is a major achievement for the World Road Congress to be
convening in the Middle East for the first time, and it clearly The event will emphasize the world-class quality of the UAE’s
demonstrates the UAE’s status as a world leader in the sector. road infrastructure and showcase Abu Dhabi as the global
The event provides a great opportunity to showcase the vital hub of major events and conferences worldwide.#
contribution that well-planned transport infrastructure makes
towards social and economic development. We’re looking
forward to highlighting the key role that K&A has played in
major projects across the region over the past 50 years, and also
to sharing the work we are doing to support future sustainable
growth, with a focus on smart systems and technologies."

Abu Dhabi 2019 – The Foresight Sessions
F oresight Sessions are designed to consolidate the relationship between PIARC and other international and
regional organisations active in the field of road and transport. Foresight Sessions are also an opportunity to
present important and newly emerging topics that have not yet been addressed by PIARC’s Strategic Plan. Foresight
Sessions aim at being forward-looking, broadening, and giving concrete examples of solutions and directions that
are relevant for the audience.
FS 01 Socioeconomic Impacts of Connected Vehicles

Vehicles that are increasingly connected, automated, and shared have the
potential to change personal, freight, and public transportation profoundly. While
the transition to widespread adoption of connected and automated vehicles and
shared mobility is underway in the United States and in the European Union,
uncertainty exists around the pace, scope, and impacts of the potential end states
of the transition. The potential benefits to society are immense. On the other hand,
technologies will solve some problems but could also create new ones. In this
session, we will consider further moving the finding into research.
FS 02 Building Partnerships for Better Road Safety

The Decade of Action for Road Safety and the Sustainable Development Goals
© Adobe Stock
(SDGs) has as objective to halve road safety deaths and injuries by 2020. These
targets are a shared responsibility with the potential to unlock the transformative
power of joint collaborations between all stakeholders: governments, academia,
private sector, nongovernmental organisations, etc. The session will explore the
importance of inter-agency collaboration and multi-stakeholders’ partnerships and
will be focusing on LMICs.
FS 03 Road Infrastructure Resilience -

What does It Mean and How Resilient are We?
Resilience is one of the key concepts to plan, design, construct and maintain
infrastructure, including roads and transportation networks in both developing
and developed countries. Various factors have significant impacts on road
infrastructure and its function, e.g., natural and human-made disasters, climate
change and extreme weather, and ageing of the structure. Their impacts have been
increasing as never before. Even if it is inevitable to suspend or partially restrict
the functions of road infrastructure in a crisis, road administrators are required to
restore them as soon as possible. This foresight session aims to invite specialists,
experts and practitioners on road infrastructure resilience, to exchange their views,
and share the latest information with the audience.
FS 04 Pavement Solutions -
On the Road to Climate Resilience & Energy Efficiency
Global commitments to reduce carbon emissions and simultaneously increase
the resilience of critical infrastructure to extreme weather events have placed
greater societal expectations on road builders to design and deliver sustainable
pavements that are both affordable and scalable. This session will present a
comparative benchmark of the state of readiness of the most promising pavement
technologies, and endeavour to achieve a high-level consensus on the political
and financing framework required to operate the transition from prototypes today
to large-scale deployment tomorrow.

FS 05 Sustainable Financing for Transport Infrastructure

Public-Private Partnerships (PPPs) as a concept predate the 20th century. After
years of experience, policymakers are still not fully clear whether and where PPPs
lead to value for money. There is an increasingly strong contrast between political
declarations to mobilise more private finance at the top (G20) political levels
and reports on the performance of the model. In Europe in recent years we have
witnessed a consistent flow of reports from national audit offices that criticise
the model. In response to these concerns, the ITF recently concluded a major
research project that breaks new ground in examining alternative forms of public
procurement and private investment in transport infrastructure.
FS 06 Sustainable Urban Freight Transport -

New Opportunities and Challenges
We face complicated and difficult issues of urban freight transport in terms of
economic growth, environment, safety and security. Most of goods distribution
in urban areas is executed using trucks and vans on road networks. Efficient
and environmentally friendly urban freight transport systems are required
for a sustainable society. Recently smart solutions of city logistics using ICT,
ITS, autonomous vehicles etc. for tackling these problems are proposed and
implemented in some cities. The session will highlight the new opportunities and
challenges for sustainable urban freight transport.
FS 07 Transport is not Gender Neutral: From

Increasing Mobility to Enhancing Employment
The session aims to showcase that transport and road infrastructure are not gender
neutral and that the Road Sector has a key role designing and planning for roads
that meaningfully address women’s mobility, which will be relevant for enhancing
their accessibility to economic opportunities and services, whilst boosting
development in general. In this context, this event adopts a holistic approach
towards “gendered” road transport and infrastructure and discusses key issues.
FS 08 Implementing Innovative Technologies:

The Role of the Private and Public Sector
This Session aims to discuss and debate the changing roles of the public and
private sectors’ involvement in funding and supporting of research and post-
research activities for the implementation of innovative policy, organizational and
administrative solutions related to road infrastructure, safety, and maintenance
on one hand and Connected and Autonomous Vehicles on the other hand. Over
the past few years, we are witnessing a remarkable transformation in the role and
types of involvement of the public and private sectors in Transport Research and
Innovation activities in general.
FS 09 Disability-Inclusive Road Transport

Inclusive road transport that enables independent travel provides a unique
opportunity to change the lives of the 1 billion people in the world who live with
disability and the one in four households affected by it. This has a significant
impact both on the economic and social life chances of the individual and their
families as well as on economic prosperity at national and international levels.
It is the first time in its long history that PIARC has addressed this topic and the
organisers hope that it will attract the attention and support of delegates from
around the world for whom this may be a new field but one with profound social
and economic impacts.

FS 10 Connected & Autonomous Mobility:

is our Road Network Ready?
Mobility services are expected to undergo spectacular changes within the next two
decades with the introduction and widespread use of connected and autonomous
vehicle technology. However, the transition phase from human driving to self-
driving will be gradual, requiring incremental interventions on the physical and
digital road network to allow it to cope with mixed vehicular traffic. Designed
to support an interactive dialogue with local government leaders and highway
agency executives, this panel will offer a strategic review of deployment scenarios
and engineering measures that are being developed by the road sector to assist
this transition process, and ensure that public benefits from connected vehicles
and shared mobility are maximized.
FS 11 Rolling out BIM for Highways

BIM stands for Building Information Modelling or Building Information Management
and is getting more attention and support from governmental bodies on a policy
level as the infrastructure industry is facing a major task of managing the flow of
digital information. With the right information, the owner can make decision that
minimises the costs of operation, maintenance and construction and realises
maximum performance of the infrastructure networks. This session will introduce
the world of BIM and present the latest visions and developments from all over the
world.
FS 12 Promoting a Culture of Transparency and

Integrity in Transport Administrations
Numerous stakeholders are involved in transportation projects, regardless of their
size and scope, not least the public at large; the costs and effects of the projects
impact citizens and society. Transparency is needed, and the best way to achieve
collective trust and confidence is through collective action. In addition to dealing
with governance of transport administrations, the need to outreach to other
organizations that have dealt with these issues has appeared more relevant since
last years have witnessed profound changes in the way such organizations have
managed governance issues at large.
FS 13 Long Distance Road Freight Transport

The session will focus on new challenges for greener, sustainable, and efficient
long-distance road freight transport and heavy vehicles management on highways.
High capacity vehicles, platooning of heavy vehicles, facilities along highways will
be discussed, and the truck driver perspective will be presented. Solutions such as
electric road systems, eco-driving strategies and alternative fuel solutions will also
be addressed in this session. #
All news available at:

https://www.piarcabudhabi2019.org
News WHAT’S NEW?
NORWEGIAN ROAD DIRECTOR AND FIRST DELEGATE

TO PIARC TERJE MOE GUSTAVSEN DIES AT THE AGE OF 64
Director General of the Norwegian Public Roads Administration (NPRA)

since November 2007 and First Delegate to PIARC since 2008, Mr Terje Moe
Gustavsen passed away on May 4th, 2019. He was an enthusiastic and clear
leader who made a great difference. Among many important issues, he was
particularly concerned with road safety. He was a relentless driving force in
the battle against road traffic mortality. When he took over as head of the
NPRA in 2007, 233 people lost their lives on Norwegian roads; NPRA had
managed to reduce fatalities to 108 by 2018. In the last five years, Norway
has been the country in Europe where people have the lowest risk of dying in
traffic, according to the European Transport Safety Council.
He had previously occupied high-ranking positions in the Norwegian Postal Services, as well as in the Trade Union of Public
Servants, several employers’ associations and served as Transport Minister in 2000-2001. Particularly committed to PIARC,
Mr. Gustavsen had been member of its Executive Committee in 2012-2015.#
UNITED NATIONS GLOBAL

ROAD SAFETY WEEK NEW FIRST DELEGATES
May 6-12, 2019
Algeria Nepal
M. Boualem Chetibi, Director M. Keshab Sharma, Director
General of Infrastructures General of Department of
Roads
Argentina
At their recent meetings, Technical Committees Ms. Patricia Guttiérez, Director Nicaragua
C1, National Road Safety Policies and Programmes, General, Dirección Nacional de Ms. Tania Diaz Flores, Vice-
and C2, Design and Operation of Safer Road Vialidad Minister for Infrastructure,
Infrastructure, and as part of Global Road Safety Ministry of Transport and
Week, committed themselves to «Speak Up» by Australia Infrastructure
contributing to global road safety. The results of M. Neil Scales, Director General,
the Committees’ work are being finalised, new Queensland Department of Norway
technical reports on road safety topics will be Transport and Main Roads Mr. Bjørne Grimsrud, Director
published and an updated version of the PIARC General of the NPRA
Road Safety Manual will be launched as part of the Bulgaria
2019 World Road Congress in Abu Dhabi! M. Georgi Terziyski, Chairman Poland
of the Management Board, M. Tomasz Zuchowski, General
Road Infrastructure Agency Director, General Directorate for
HAZARDOUS MATERIALS IN TUNNELS: National Roads and Motorways
A NEW PIARC SOFTWARE! Indonesia
M. Sugiyartanto, Director South Korea
A new version of the DG-QRAM General of Highways M. Chang Young-soo, Assistant
software (Quantitative Risk Minister for Roads, Ministry
Assessment Model for the Malaysia of Land, Infrastructure and
Transport of Dangerous Dato’ Ir. Dr. Meor Abdul Aziz bin Transport (MOLIT)
Goods in Road Tunnels) has Osman, Director General, Public
just been published! Training Works Department Tanzania
sessions are planned for June Mr. Elius A. Mwakalinga,
24, 25 and 26, 2019 in Paris Morocco Permanent Secretary for Works,
(in English). Ahmed Imzel, Director General, Ministry of Works, Transport and
Ministry of Infrastructure and Communication
Transports

WHAT’S NEW? Update
Numerical Modelling of a Pavement,

Taking into Consideration Moisture Conditions
and Type of Foundation Level
Omar Viveros Carrera M.I., Dr. Carlos Chávez Negrete, Michoacan University of Saint Nicholas of Hidalgo, Mexico
Illustrations © Authors
Illustration 1 - Location of the city of Morelia in Mexico (Arreygue et al, 2012),on the left, Section of road studied on the right
T he history of roadbuilding can

be traced back some 3,500 years.
These early roads were for
Moisture conditions and the type of
foundation level play an extremely
important role in the short-, medium-
when it is subjected to real vehicle
load cycles and climate conditions.
ceremonial purposes and may and long-term performance of both

have carried little, if any wheeled rigid and flexible pavements. One of BACKGROUND
traffic. It was not until the rise of the the most important material tests
Roman Empire that a large network currently employed for designing The Michoacan University of Saint
of roads was first constructed. Such pavement layers is the resilient Nicholas of Hidalgo has researched
was the desire to secure the Empire modulus, which is used to determine the pavement behaviour and
against enemies that, at its peak, mechanical behaviour. structural changes resulting from a
around 0.5 km were built every range of factors in typical conditions
day. The engineers responsible for FEM (finite element method) in Mexico and the study area.
these pavements understood some modelling is a useful tool, which
important truths about pavement enables the behaviour of a pavement For our case study, we took the city
drainage – truths which in many to be calculated. Using this method, of Morelia, Michoacán. A 40-year old
parts of the world are sometimes it is possible to determine quite road pavement has been suffering
still not recognised today (Dawson, accurately how the structure will problems as a result of the quality
2008). behave throughout its service life, of the materials used and a body of
Illustration 2 - Transverse profile of Avenida Solidaridad

Update WHAT’S NEW?
Illustration 3 - Graph of resilient modulus for a tezontle material Illustration 4 - Conditions of the
pavement arrangement
water running alongside the road. Whenever the soil is infiltrated by water, the • grading,
volume of the road foundation changes. It also causes changes in the suction • Atterberg limits,
of the soil in the pavement structure, leading to a variation in the resilient • maximum dry volumetric mass
modulus, thus reducing the service life. and optimum moisture content
percentage. Based on AASHTO
The city of Morelia has a wide variety of soil types; however, highly plastic standard and modified tests,
argillaceous soils predominate in the lower areas around the Rio Grande and depending on soil type,
Rio Chiquito rivers. The area is surrounded by clays of up to 3 metres in depth • California Bearing Ratio (CBR),
(Mier et al., 1982). • permeability,
• estimation of Characteristic Curve,
• resilient modulus at different
LOCATION moisture contents, preserving the
in-field volumetric mass.
The state of Michoacán forms part of the west central region of Mexico. It
has a land area of 60,093 square kilometres. The hydrography of the state is We measured the section
dominated by two major rivers: the Rio Balsas and the Rio Lerma. The state of the river and road, and
capital, Morelia, covers an area of 1,308 square kilometres (illustration 1, left). the spring hydraulic depth
The city is crossed by the Rio Grande and Rio Chiquito, the two main rivers (15 cm), and researched changes in
draining the Lake Cuitzeo basin (Arreygue et al, 2012). hydraulic depth over the different
seasons. Having obtained the
In recent years, the area has seen some extraordinary torrential events, most necessary laboratory information, we
frequently in the month of September. This has led to a deterioration in the began 2D and 3D modelling to gain
roads adjoining the rivers, including Avenida Solidaridad, where the impact is a clearer idea of how the pavement
evident and is felt by daily road users. structure behaved in the event of an
increase in the hydraulic depth of the
river that changed the characteristics
METHODOLOGY of the foundation level and grading
layers and made the structure
Avenida Solidaridad is one of the principal communication routes for the city of more susceptible to buckling and
Morelia (Illustration 1b). Conditions of driving comfort are deficient. Given this deterioration.
situation, the road was examined to visually identify the sections with greatest
relative damage. IRI (International Roughness Index) data were also obtained
to determine the severity of the problem, based on the degree of surface RESILIENT MODULUS
deterioration. It was decided to use a parameter that would reflect the level of
impact in simple form (Arriaga et al., 2008). The key idea underlying the use
of this concept is that the resilient
We sampled material from the site and for each layer identified down to a depth of 4 m. modulus varies depending on stress
The variables measured were: layer thickness, volumetric weight and moisture content. status and moisture content. We
obtained the moduli for each
For the materials sampled, we then determined the following characteristics in the material based on conditions
laboratory: in the field (specific
weight in the field and

WHAT’S NEW? Update
Illustration 5 - Modelling of hydraulic depth vs. time
Material MR Surface (MPa) different moisture content levels). Using this information,
Base 111,431 we represented changes in the resilient moduli of the
pavement layers due to water infiltration caused by an
Subgrade 118,764
increase in the hydraulic depth of the river.
Filter 240,004
Clay 13,578
Hardened volcanic soil “Tepetate” 28,840 NUMERICAL MODELLING
Illustration 6 - Moduli obtained using 2D modelling
We modelled the pavement structure using a finite
element program. The program used was CodeBright
Version 7, developed by the Polytechnic University of
Catalonia, Spain (CodeBright, 2017). The roadway is
divided into two lanes. We allowed for stress in each lane
caused by the axle of a type C2 truck, exercising a vertical
stress of 0.5687 MPa (SCT, 2017), in the contact radius
of the two tyres on either side. The transverse section
is confined, i.e. it is secured at either end and below
(illustration 4). The layers were deemed to be made up
of porous, elastic materials, enabling the water to flow
through them, with properties estimated in laboratory
Illustration 7 - 3D model of the body of the pavement with mesh trials; the river zone has greater porosity to simulate the
increase in hydraulic depth. We took a hydraulic grade line
located in the bed of the river, from which the fluctuation
was made based on a hydrological analysis of the area.
2D MODELLING, INCREASE IN FLOW

We simulated an increase in the hydraulic depth, taking
the following stages: a 3-hour period of stabilisation with
hydraulic grade line only; followed by an increase in the
hydraulic depth to maximum height over the space of
2 hours, and a fall in hydraulic depth over a 6-hour period. We
selected the times by monitoring the hydraulic depth of the
river. We thus obtained data on variations in resilient modulus,
suction, degree of saturation and stress status (illustration 5).
3D MODELLING, STRESS STATUS

Simplified 3D modelling (no flow) was performed only
Illustration 8 - Pavement slab in the Z direction to check the mechanical behaviour of the pavement. The

Update WHAT’S NEW?
resilient moduli were obtained using

2D modelling (Illustration 6), where the
variation in the moduli was determined
from the conditions of change in water
content from infiltration. Only the
pavement structure was modelled.
The illustration shows stress status in
the Y direction, due to tyre stresses.
Concentrations of compressive
stresses (shown as negative values)
can be seen in areas where loads and
tensile stresses (shown as positive)
are applied in adjoining areas. Illustration 9 – Graph of stress in X vs depth
The stresses that cause cracking in

the slab are the tensile stresses in the CONCLUSION
X and Z directions. In the distribution
of stresses in the Z direction, This model has proved useful for predicting pavement behaviour in terms of
concentrations of compressive variation in moisture content and its influence on the resilient modulus. In the
stresses can be seen in the load case presented here, failure of the pavement is very clearly due to the influence
application area, with tensile stresses of the moisture content on the mechanical properties of the layers. However,
at the bottom of the slab, as shown in it is not easy to quantify, since it requires a very complex operation involving
illustration 7. associated analyses of water flow with stress and buckling analyses. Recent
versions of the programs for analysis and design of pavements recognise this
X direction were plotted for depth. problem and have adopted simplified solutions.
Wheels 1 and 3 can be seen to be the
ones that are subjected to a greater As an alternative solution for the pavement failure analysed here, we propose
tensile stress in the lower area of the to install an efficient drainage system, which would prevent alterations of the
slab. These stresses cause cracking in mechanical properties of the layers due to water content. However logical
the slab, as well as structural failure this step might seem, less importance tends to be given to this aspect than to
with a subsequent impact on user the structural design of the pavement and selection of the type of roadway,
comfort, as shown in iIllustration 8. despite the possibility of failure as a result of poor drainage.#
REFERENCES
[1] Dawson, A. (2008). Water in Road Structure. Nottingham, R.-U. : Springer.

[2] Mier, J. Mejía, J. Núñez, A. et Paniagua, W. (1982). El Subsuelo de la Ciudad de Morelia.
[3] Arreygue Rocha, E., Pastor Gómez, N., Chávez Negrete, C. et Alarcón Ibarra, J. (2012). Estudio de las inundaciones
en la ciudad de Morelia, Michoacán, México. ASAGAI, (28), p. 8.
[4] Garnica P., Pérez N., Nutes H. et Gudiño M. (2012). Evaluación del módulo de resiliencia, en trayectorias de
humedecimiento y secado. Publication technique n° 355, Institut mexicain des transports.
[5] Arriaga Patiño Mario C., Garnica P. et Rico Rodríguez A. Índice de Rugosidad Internacional en la Red Carretera de
México. Publication technique n° 108, Institut mexicain des transports.
[6] Barrera M., Garnica P. et Martínez F. (2004). Influencia De La Succión En Los Cambios Volumétricos De Un Suelo
Compactado. Publication technique n° 238, Institut mexicain des transports.
[7] Fredlund D.G., Rahardo H. et Fredlund M.D. (2012). Unsaturated Soil Mechanics in Engineering Practice. Canada :
Wiley.
[8] CodeBright. (2017). User´s Guide. Université polytechnique de Catalogne, Espagne.
[9] Garnica P. et Gómez J.A (2002). Mecánica de Materiales para Pavimentos. Publication technique n° 197, Institut
mexicain des transports.
[10] Chávez C. Capítulo 01 Suelos Parcialmente Saturados. Master en infrastructures de transport terrestres.
Département de génie civil de l’Universidad Michoacana de San Nicolás de Hidalgo.
[11] Lu Ning et Likos W. J. 2004. Unsaturated Soils Mechanics. Jhon Wiley & Sons Inc, New Jersey, États-Unis.
[12] Secrétariat des communications et des transports. (2017). NOM-0.12-SCT-2-2017. 2017. http://dof.gob.mx/nota_
detalle.php?codigo=5485841&fecha=07/06/2017

SPOTLIGHT
ON YOUNG PROFESSIONALS
Omar Viveros Carrera, 28,
An external collaborator in the Department of New Technology for materials, products, and systems for road infrastructure at
the Directorate-General of Technical Services (DGST) within the Ministry of Communications and Transportation of Mexico.
His field of interest is to verify through research both at laboratory and fieldwork the behavior and benefits
of New Technology products for convenient implementation in road works.
How did you come to work in the

transport and road sector?
My career started from the first time

I saw a topography brigade using a
theodolite, an issue that unexpectedly
caught my attention, and by asking
and investigating what they were
doing I understood that this was
the way to go in my professional life.
I studied at the Universidad
Michoacana de San Nicolás de
Hidalgo (UMSNH) and got a
degree in Civil Engineering (2008-
2013). Later, I worked in Sahuayo
(State of Michoacán) for a year in
the construction of urban roads,
agricultural warehouses and
participated in the logistics of material
banks and concrete batches until mid-
2014 and then I returned to Morelia,
Michoacán and dedicated myself
to perform civil works on my own
mainly in building, I participated in the
remodeling of the Benito Juarez zoo in
Morelia, all this without forgetting that
my preference was always the roads.
At the beginning of 2015, I started
my Master in Transport Infrastructure
in the Branch of Roadways of the
Civil Engineering Graduate Division
of the UMSNH, after being awarded a
scholarship by the National Council Omar Viveros Carrera
of Science and Technology CONACyT.
I did my postgraduate thesis on the
modeling of a pavement structure What attracted you to the road sector? What attracted you to this particular sector?
based on the implementation of a
Resilient Module in different layers, Roads are the most important means of interconnection for a country and
with variations of seasonal humidity between neighboring countries where most of the raw materials, consumer
with a body of water presence. products, and passengers are mobilized from one point to another, maintaining
I obtained my degree as master in a balance in the economy. It is the responsibility of the road professionals and
engineering in May 2018 and was the entities in charge of road infrastructure to maintain a network in optimal
fortunate to receive the same day conditions for the growth and development of the population. Therefore, I am
I was granted the appointment, the pleased to participate in this sector, where there is the possibility of learning
invitation to work externally in the and providing a service that will positively reward Mexican society. I have
Directorate-General of Technical particular interest in the behavior of soils, materials, and their integration to
Services, where I currently continue elaborate a structure capable of bearing loads to which it will be subjected
working on various projects. in its useful life. The road sector is vast and every day I find a new subject to

SPOTLIGHT
ON YOUNG PROFESSIONALS
learn therefore, that is for me great
motivation.
Could you tell us about a particularly

positive experience?
I’m 28 years old so my professional

life began recently, and in my
short career as an engineer, I have
known different angles of this noble
profession within the roadways
especially in New Technologies
where I found that there has been
much progress in the knowledge of
the behavior of materials and road
structures. Therefore, inside the road
sector, I have found a vast range of
experience and knowledge. The area
of tests, both in the work field and
laboratory is my favorite. On the
occasion of a visit to the Mexican
Institute of Transportation, I had the
opportunity to use the Heavy Vehicle
Simulator which I found fascinating,
to see it operating and knowing all
the information that can be obtained
and with it, to improve the progress
in the area of pavements, is a reason
to continue working closely and
learn a lot.
In your opinion, what is the main

challenge of a country’s road sector?
Indisputably, to maintain a balance

between the economic, productive
and social sectors, to provide an
infrastructure of high quality, durable,
comfortable, efficient, and that does I will continue working with the federal government to learn and technically
not represent a high cost for users, contribute with the development of an optimal road infrastructure to ensure
through good practice and the that the future of Mexicans is prosperous and solid while being able to grow
implementation of new strategies, professionally with my colleagues and pass on knowledge to new generations.#
knowledge and methodologies of
designs of pavements, development
of deterioration models to predict the
behavior of the structures to short,
medium and long term, the utilization
of products of new technology that
increase the performance and the
useful life of a road.
How do you see your own future? Are

there projects in your country in which
you would like to participate?
I received the opportunity to

participate in relevant projects in
Mexico, so with effort and dedication

FORUM National Committees of the World Road Association
Tunisia Now Boasts its Own National

Road Association
Illustrations © National Committee of Tunisia
T he country of Tunisia is located at

the northern extremity of Africa
and only lies some 100 kilometers
from Italy. It is bordered on both its
northern and eastern sides by the
Mediterranean Sea, while Algeria
sits to the west and Libya to the
south. Its 11.4 million population in
2017 resides in a land area covering
163,610 km².
Tunisia has always stood at the

crossroads of civilizations. Its first
inhabitants were known as the
Numides. Around 814 B.C., the
Phoenician people settled here
and founded Carthage, followed by
the Romans, Byzantines, Vandals,
Omeyyades, Aghlabids, Fatimids,
Illustration 1 - Location of Tunisia © Wikipedia
Illustration 2 - The Carthage archaeological site © Patrick Giraud Illustration 3 - The Roman archaeological site at Dougga
© Mohamed Amine Abassi
Illustration 4 – Kairouan, Maghreb’s first Muslim metropolis Illustration 5 - A paved Roman road linking the island of Djerba
© https://pxhere.com/fr/photo/1576729 to the continent © Wikipedia

National Committees of the World Road Association FORUM
Hafsids, Ottomans and French. This blending of occupants position at the junction between the Mediterranean Basin,
from varied civilizations, combined with Tunisia’s unique Europe and Africa, has given rise to the country’s diversity
and cultural richness.
The history of roads in Tunisia is closely tied to this extensive

human history several millennia old; even today, the term
Roman roads is still used to refer to certain stretches of
highway.
THE EXISTING ROAD NETWORK
Tunisia’s road network is managed by the nation’s Ministry

of Public Works, Housing and Regional Planning, through its
General Directorate of Infrastructure.
At the present time, this Ministry oversees some

20,000 kilometers of paved network and over 50,000 kilometers
of unpaved rural routes. In all, these roads contain 4,000 civil
engineering structures, a hundred of which extend more
than 100 m in length.
The paved network can be broken down as shown in table 1.
NATIONAL STRATEGY
FOR ROAD IMPROVEMENTS
The development model practiced by Tunisia for more than

four decades has shown its limitations, as evidenced by an
inability to reduce regional disparities for having failed to
equip the country’s interior with the means to enhance
competitiveness. Such defiance most likely contributed to
the uprising that shook the country at the end of 2010 and
into 2011.
Since that time, the nation’s new Constitution has enshrined

the principle of positive discrimination in the areas of
regional development and decentralization. Toward this end,
the Ministry of Public Works has implemented a strategy
to improve accessibility for the interior via connections to
Tunisia’s predominant economic hubs.
This strategy, whose timeline extends to 2030, is mainly

intended to provide:
Illustration 6 - Road map of Tunisia © MEHAT Ministry

• excellent connectivity:
* offering all residents accessibility to the basic road
network;
TABLE 1 - PAVED ROAD NETWORK AT THE END OF 2018 * ensuring accessibility to motorways and express
Designation Number Total length % highways within a distance of 60 km across the entire
Motorways 3 622 3% national territory;
RN - National highway corridors 30 4,746 24% • a reduction in the level of isolation experienced by the
most underserved zones:
RR - Interregional connections 149 6,507 33%
* creating thoroughfares to connect interior cities with
RL - Links between localities 468 5,928 30%
the coast’s major economic hubs,
R ECC - Awaiting classification 1,961 10% * upgrading the unpaved network as much as
Total 650 19,764 100% possible to better serve rural communities;
• institution of a maintenance program for the

FORUM National Committees of the World Road Association
existing road network in compliance

with standards in order to preserve
recent achievements and offer a high
level of service.
This vision will be reinforced by the

following set of actions:
• motorways:
* completion of the Ecoso motorway
project (north-south corridor Illustration 7 - Pont Radès - La Goulette: Cable-stayed bridge spanning the Lake of Tunis © Citizen59
through the middle of the
country): 385 km,
* finalization of the Maghreb
motorway extending to the
Algerian border: 80 km,
* execution of the KEF motorway
project: 100 km;
• reaching 2,000 km of express roads
through widening paved roads and
bypassing cities;
• primary arterials:
* completion of the permanent link
for the City of Bizerte,
* completion of urban ring roads,
* completion of interchanges and
engineering structures;
• rehabilitation and upgrades to Illustration 8 - ATR’s principal founders © ATR
9,500 km of the paved network;
• upgrades to 9,000 km of rural roads;
• reinforcement and maintenance of
the existing network.
THE TUNISIAN ROAD

ASSOCIATION (ATR)
In the aim of supporting the

government in its effort to introduce
reforms and reduce disparities,
a handful of highway engineers felt
that the time was ripe for Tunisia
Illustration 9 - Scene from the seminar entitled: “Best practices for earthworks and rural road-building”
to set up its own road association,
© ATR
endowed with the means to influence
policy. Against this backdrop,
the Tunisian Road Association
(known as ATR) was officially created
in July 2018 (table 2).
ATR’s objectives are fivefold:
• assembling all road professionals and

organizing exchanges among them;
• providing coherent and sustained
input to all public interest initiatives
involving road-related activities;
• supporting actions intended to
improve the level of professionalism Illustration 10 - Seminar devoted to “Best practices for earthworks and rural road-building” © ATR
through hosting conferences,

National Committees of the World Road Association FORUM
roundtable discussions and training

sessions;
• accompanying universities in
establishing close ties between the
profession and students;
• promoting cooperation with
similar associations, experts and
professionals at both the regional
and international levels.
ATR’s first event was held in Tunis, in

collaboration with the national Ministry
of Public Works and PIARC. The three-
day program (November 14-16) was
entitled: «Best practices for earthworks
and rural road-building». This event
gathered over 230 professionals from
a wide range of backgrounds and was
hailed as a tremendous success.
ATR was officially recognized by PIARC

as a National Committee in April 2019.
Once adopted, ATR’s statutes will serve
to validate its mode of operations,
create a membership structure, and
implement its action plan.#
Illustration 11 - From the PIARC archives - A document dating back to 1909

attesting to Tunisia’s membership in the World Road Association
TABLE 2 - LIST OF ATR’S FOUNDERS

Mr. Slah Zouari Senior Managing Engineer Association President
Ms. Aïda Bergaoui Director, LCI consulting firm Vice President
Ms. Sihem Mbarki Senior Manager, Public Works Ministry Secretary General
Ms. Kaouther Machta University Professor Deputy Secretary General
Mr. Anouar Khadhr Director, Setting consulting firm Treasurer
Ms. Saloua Triki Director, engineering Deputy Treasurer
design consultancy
Mr. Mourad Hamrouni Regional Public Works Director Member
Mr. Adnène Dhraief Engineer, SCET Design Office Member

FEATURES
Road Asset Management: from Local Level to
Supranational Perspectives, from Successfully
Implemented Approaches to Visions for the Future
Thomas Linder, Road Network Manager for Southern Bavaria,
Bavarian State Ministry of Housing, Building and Transport, Munich, Germany
Chair of Technical Committee D.1 Asset Management of the World Road Association
Illustration © Fotolia, Cover of Technical Report 2012R22, High Level Management Indicators,
Technical Committee D.1 Management of Road Infrastructure Assets
A developed, high-capacity and safe road network is the basis for growth and prosperity
in all national economies. It enables mobility, which is an essential prerequisite for our
globalised, work-sharing economy and for a high quality of life and, therefore, for a society’s
prosperity. In short: the national economy is reliant on road infrastructure. This applies equally Thomas Linder
to developing countries, to countries in transition and to developed countries.
In developed countries especially, the core network in October 2017 (https://road-asset.piarc.org). This manual
with key roads already exists. Hence, the consequences aims to help countries maintain their infrastructures
of a failure of this infrastructure would be catastrophic. and implement strategies to manage their road assets.
As a result of technical enhancements, as well as due The manual contains case studies that describe practical
to the requirement of globalisation and international experiences of an organisation or administration in the
interdependence, infrastructure is becoming ever more field of road asset management. The manual serves to
efficient, but at the same time more and more complex and, spread the knowledge of asset management, from already
therefore, potentially more vulnerable. Thus, reliability will widely accepted practises to more innovative methods.
play an increasingly important role in the future. To make
matters worse, road and bridge infrastructure in these The manual was developed by the PIARC Technical
countries have reached an unfavourable age structure Committee D.1 Asset Management and the extension
and, at the same time, the stress on the infrastructure and continuous update of the manual is one of the key
is continuously increasing as a result of higher traffic ongoing tasks for the committee. In addition, as education
volumes and heavier truck loads. Reconstruction of and dissemination play a key role in deriving benefits
pavements and restoration and strengthening of from asset management, the Technical Committee D.1
engineering structures will be the future challenges. For Asset Management has also dedicated itself to developing
example the German Ministry of Transport and Digital requirements for education and raising awareness in
Infrastructure estimates the average annual funding the field of asset management. The remit of Technical
required for structural maintenance of the approximately Committee D.1 Asset Management does, however,
52,000 km German federal trunk road network to extend beyond these two items to include looking into
be around EUR 4.5 billion (about USD 5.2 billion). innovative approaches in asset management and ongoing
Carriageway pavement maintenance accounts for more development of HDM4.
than half of this amount.
Are you curious? The following articles of this edition
The high importance of road infrastructure and the of Routes/Roads give you an interesting overview
mentioned frame conditions require modern methods of the wide spectrum of road asset management:
of managing this key public asset for the demands and from local level to supranational perspectives,
constraints of the 21st century. from successfully implemented approaches to
visions for the future. But this is only an appetizer.
Asset management is a well-established discipline that This topic will be covered widely during the
is successfully implemented in many countries for the XXVIth World Road Congress 2019 in Abu Dhabi in October
management of all kinds of roads and other physical 2019. Just save the date in your calendar: the session of
assets. Asset management meets the demands of a Technical Committee D.1 Asset Management is scheduled
nation’s citizens and industry for greater accountability and for Monday, October 7th at 2 pm.
transparency, more efficient use of funds, greater focus on
customer expectations and more sustainable solutions. I am looking forward to welcoming you in Abu Dhabi
in October.#
For this purpose, the World Road Association (PIARC)
published an online Manual on Road Asset Management

FEATURES
Digitization 4.0 in Asset Management
A challenge for the future!
Dr. Alfred Weninger-Vycudil, Vice-President Engineering – Deighton Associates Ltd. / PMS-Consult, Vienna, Austria
Member of Technical Committee D.1 Asset Management of the World Road Association
Illustrations © Author
T he development of new technologies is changing the world on a scale not seen before.
Social scientists define this progress as the 4th industrial revolution and using the term
“Industry 4.0” to describe these trends. “Industry 4.0” is a name given to the current
developments of automation and data exchange in technologies. Global data networks like
the world-wide-web, are influencing the way of decision-making, including benefits but also
different risks. Alfred Weninger-Vycudil
The trend of digitalization can also be seen in asset data from different assets or from different phases of the
management. On the one hand in the design or whole life-cycle process.
maintenance of new or existing assets and on the other
hand in the day to day tasks of road operation. This article The conversion of information into data is still an
tries to give an overview how Digitalization 4.0 (in the ongoing task, especially for those asset categories,
context of Industry 4.0) challenges road administrations which are showing less importance in the maintenance
today and in the future. processes. Thus, the collection of (new) data is still a
challenge in moving forward for road administrations,
although most of this data are stored somewhere in the
WHAT IS DIGITALIZATION? digital world.
The basic principle of digitalization is a process, where The basis for a successful digitalization is a clear
information will be converted into a digital format, understanding of the different life-cycle phases of road
which can be used by computers. In the context of asset infrastructure assets, considering the data needs and
management, digitalization converts properties and requirements:
characteristics of the road infrastructure assets (inventory,
condition, etc.) into digital data and enables to manage • the planning and design phase is the starting point of
this data by using asset management software tools. digitalization. Digital planning is state of the technology
Digitalization is related to different tasks and linked almost everywhere, where the basic information about
with processes, especially in the context of data quality, the inventory, the construction, the materials, etc. will
management and analysis. The benefit can be manifold be produced;
but requires an efficient use of the digital information • the construction phase uses data from the planning and
from the beginning. design phase and extends it with actual information
from the construction;
• the maintenance phase covers most of the service-
THE CHALLENGE OF DIGITALIZATION life of an asset. Changes on inventory and condition
must be collected and integrated into the process. A
The way into digitalization holistic asset management framework covers both,
the operational and the maintenance tasks. It includes
The basis for digitalization is data. In the last decades all kind of activities, from routine maintenance to
many data collection activities took place, starting with heavy maintenance, but also organizational activities
pavements, bridges and tunnels. Inventory data were like planning of inspections, data implementation,
taken from drawings and plans, and often stored in measuring of performance, etc.;
complex asset specific database systems. The first asset • the reconstruction and recycling phase characterizes
management systems started as individual solutions the end of the service-life of an asset. The knowledge
(PMS, BMS, etc.) taking only this information into account, about actual materials becomes a decisive factor from
which could be directly addressed to the asset category the recycling and the new planning point of view.
and the respective tasks. Analysis solutions were related
to analyze single assets using ranking or prioritization A successful way into digitalization requires the use of
models to define the necessary maintenance treatments. digital information in all phases. At the moment, the
Only a few applications offered the possibility to link maintenance phase is often a stand-alone solution,

Digitization 4.0 in Asset Management - A challenge for the future! FEATURES
Illustration 1 - Combination of pavement condition data stored in PMS database with external accident information (web-link) on a map
© Deighton Associates Ltd.
starting with the basic data collection as the initial • controlling, adjustment and improvement of road
task. Of course, many assets have never been digitally infrastructure maintenance and operation processes;
planned or designed and existing (old) data formats • understanding of relationships and mapping of life-
does not fulfill the requirements of data storage in the cycle phases;
maintenance phase. These problems must be solved • etc.
in any case and will be one of the major challenges for
digitalization. The risk of digitalization
The benefit of digitalization Digitalization includes complex processes and different

risks need to be managed from the beginning. Especially
Digitalization is a starting point and not the solution. the quality and quantity of data is often the critical factor
The planning of maintenance activities, the estimation for a successful implementation. The main risks can be
of the maintenance needs, the reduction of maintenance seen as follows:
backlogs, etc. are still the objectives of asset management.
Digitalization is an instrument, providing an objective • data quality,
and understandable base for the different levels of users • data quantity (from Big Data to Smart Data),
(engineers, managers, customers, etc.). The benefit is • management of incorrect and incomplete data,
strongly related to an efficient use of data. Digitalization • data sources using different formats and/or referencing
is more than data storage, it includes the use of data in systems,
the assessment and analysis processes to the maximum • data accessibility and security,
possible extent. Thus, the benefit of digitalization can be • performance of asset management software solutions,
summarized as follows: • data communication, visualization, user interfaces.
• provision of digital information for managing the assets; It is necessary to analyze the risks before starting
• support of decision processes on different levels an implementation process. In many cases the
(project, network, strategic); organizational structure of the road administration
• improvement of internal and external communication; offers an additional risk, which is independent from the
• assessment and analysis of actual situation, technologies to be applied but a decisive factor for
extrapolation (prediction) of future situation for the use of the new technologies in the context of
different what-if-scenarios; digitalization.
• combination of data from different sources
(interoperability);

FEATURES Digitization 4.0 in Asset Management - A challenge for the future!
Illustration 2 - Integration of Google Street View into asset management system

INTEROPERABILITY Basic data
Interoperability is the key word in digitalization. Although The combination and communication of data from
many road administrations still setting up new databases different sources will define new requirements for
and collecting information from scratch, the definition modern asset management. Databases will become
of links and data interfaces is a challenge for a successful communication platforms between different sources,
entry into the digital world. There is no world-wide where the origin data should stay at the origin place.
database, which stores all information of the internet, Thus, an asset management database must to be able
but there are many databases, which understands, to communicate with all kind of basic information, like
where to find the requested information. Asset manager spatial information from BIM or from network information
must understand this principle, otherwise digitalization systems (e.g. GIS).
becomes extremely cost intensive and low efficient. Of
course, the assessment of data quality is a critical task and Live data
requires an understanding of the information to be used
in the different processes. A focus is to link different data Live-data from different sources become more and more
sources and to find a common language for the exchange importance. A bridge engineer is inspecting a bridge and
of information. Illustration 1 shows the combination of sends the data through a live-link into the database. This is
pavement condition data with accident information from not a big task, but if 100 engineers are doing it at the same
an internet source on a map. time or a fleet of drones collects data permanently, then
the effort will increase significantly. A specific requirement
for databases will be the incorporation of live-data into
DATA AROUND THE GLOBE the decision processes, either stored temporarily or for
real-time decision making.
Within the last decades the way how a user communicates
with data has changed progressively. Especially the Spatial data
visualization or mapping of data become a high
importance in management systems. Furthermore, the Since Google street view got online, spatial data are state
number of different data sources is growing and terms of the art in many systems. Spatial data from 3D video
like Big Data, Smart Data, Fast Data are buzz words in or scanning systems (e.g. LIDAR - light detection and
the challenging world of digitalization. Especially, the ranging) become a standard in data collection and must
selection of those data, which are useful and necessary be incorporated into the analysis processes.
becomes a big challenge.

Digitization 4.0 in Asset Management - A challenge for the future! FEATURES
BIM data • big data: the amount of data from permanent data
collection processes will increase significantly during
Building information modeling (BIM) becomes a standard the next years. New methods of data collection in the
in the design and construction processes of infrastructure different fields are under development or testing. E.g.
assets. In many countries public tenders for road design the use of drones for condition inspection is a cheap
projects test how BIM will work successfully in this field. and easy technology and will bring up more and more
Thus, a modern asset management solution should be data in the short term. Therefore, procedures need to
able to edit, view and adjust this data and to link it with be developed and implemented to select the right
existing information from the assessment and analysis information from Big Data sources;
(condition, maintenance treatments, etc.). • smart data are pre-selected digital information, which
are based on intelligence filtering procedures. Big Data
needs to be transformed into Smart Data in any case;
SELECTION OF DATA • fast data: as-it-happens information enables real-time
decision-making. This type of data needs to be linked
The amount of data is still crowing, and modern asset with automated or semi-automated decision process.
management systems should avoid producing data Work-flow based data management will be necessary to
graveyards, where data will be stored only. Here an handle Fast Data in an efficient way.
example: Every minute, 48 hours of video are uploaded
onto YouTube, 204 million e-mail messages are sent, and
600 new websites generated (2015 data). The selection of NEW TECHNOLOGIES
data is a challenge for all parties to be incorporated:
The management, assessment and analysis of a high
• useful data: the selection of useful data requires a high number of different data is a critical factor in digitalization.
flexibility in the design of databases. New types of tables, New technologies can support the users and enable to
attributes and relations must be checked about their handle the data in an efficient way.
added values and should be implemented if necessary. The
objectives of using specific data must be defined from the Artificial Intelligence (AI)
beginning, considering future needs and demands;
Artificial intelligence can support the users on different
levels, considering experiences from previous processes.
The “machine” will be able to support processes like
data selection, data preparation and data analysis based
on lessons learned before (from instructors or previous
processes). Self-paced learning can significantly reduce
the effort in managing data, where the quality of the
result is the main indicator for the quality of the approach.
Augmented Reality (AR)
The combination of digital information with the real

world is the main objective of Augmented Reality (AR).
Since “Pokémon Go” AR is state of the art. In the same way
data from asset management systems can be forwarded
on site. The road operator sees on his smartphone the
work order for an asset, executes the request and closes
the order. The system guides the operator to the right
asset (illustration 3), through the right process and finally
collects the effort to fix the issue. Furthermore, AR enables
the user to view information on-site, by a digital projection
of data on the real asset (finding damages, subsurface
utilities, etc.).
Visualization
The next generation of visualization allows the user to
communicate interactively with data and analysis
results. The user will be able to view relations and
Illustration 3 - Augmented Reality in asset search for data on different levels of detail.
management © Deighton Associates Ltd. Modern Business Intelligence (BI) systems

FEATURES Digitization 4.0 in Asset Management - A challenge for the future!
Illustration 4 - Business Intelligence using MS Power BI

and dashboards support this form of data visualization, using different types of graphs and dialogues as seen in
illustration 4.
The communication between systems and users through different user interfaces is a big challenge for both, the system
designer and the operators. A close cooperation between developers and engineers is essential.
CONCLUSION
Digitalization in asset management is the future. The use of an objective digital basis for a sustainable and future
oriented maintenance planning underlines the motivation of moving into the digital world. Especially the integration of
new technologies (e.g. AI) will enable to manage the increasing number of data in the different processes.
Digitalization shows a high number of benefits but also risks. A clear understanding how digital information can be used
in the different life-cycle phases of road infrastructure assets is an essential requirement for an efficient and successful
step into a future oriented digital solution.#

FEATURES
Common Framework for a European Life-Cycle
Based Asset Management Approach for Transport
Infrastructure Networks
Darko Kokot, Slovenian National Building and Civil Engineering Institute, Slovenia
A smoothly functioning road network is key to sustained success in modern economies.

The quality and completeness of a transport network, as well as how well it’s managed,
determine its contribution to a successful economy. This comes at a price - meeting increasing
demands and requirements poses significant challenges to managers of road assets. The
need for efficient use of funds requires continuous improvement, in management and in
maintenance of assets. Proper maintenance is therefore very important and is affected by Darko Kokot
the available budget to a large extent.
Holistic asset management is an improved management process of operating, maintaining, upgrading and acquiring
process, with one of its key tasks being optimized or disposing of transportation infrastructure effectively
coordination of all maintenance activities on the different throughout its lifecycle to deliver on customer requirements.
asset types, when the question immediately becomes what It focuses on business and engineering practices for resource
measures to use for such a purpose. Can this be done by allocation and utilization, with the objective of better decision
implementing common elements for managing assets that making based upon quality information and well-defined
most Road Authorities share and which are understood objectives“.
across all borders?
PIARC Technical Committee D.1 Management of Road
Infrastructure Assets (cycle 2009-2012) has conducted a
PIARC ON CROSS ASSET MANAGEMENT survey among member countries to establish the most
commonly used approaches in allocating resources
PIARC has its own definition related to transportation between different assets (PIARC Report 2012R21EN:
infrastructure, and according to its Terminology manual Allocation of Resources Across Asset Classes, 2012). At
asset management is defined as: “A strategic and systematic the time the only budget allocation method between
Illustration 1 - How Road Authorities allocate the budget between asset classes
(dark columns for all road networks, light columns for national networks)

FEATURES Common Framework for a European Life-Cycle for Transport Infrastructure Networks
asset classes used sometimes to often by all interviewed strategic targets and asset specific targets. It is important to
authorities for both capital and operational budgets provide and assess the asset specific data, like inventory and
allocations was based on historical splits; the remaining condition, and maintenance needs in a cross asset specific
methods were used seldom to never and the use of form. The recommended procedure is a combination of
advanced methods was not a common practice at most bottom-up and top-down approaches. The strategic targets
respondents. Illustration 1 shows current practices at the are defined by the road authority or by the government and
time, where Risk ranking means risk ranking based on compared with the results from the technical assessment of
the consequences of failure and probability of failure; single assets on the object level. Cross-asset maintenance
Corridor means corridor approach (all assets for section of strategies will be carried out on a level between the strategic
road); Interest group surveys means allocation based on and the object level, where the maintenance activities are
outcomes from road users or other interest group surveys essentially an aggregation of the technical maintenance
and common economic indicators are indicators such as needs of the different assets.
net present value, benefits/costs ratio or internal rate of
return. The results of the survey summarized here are for
operational costs only; and separately for all road networks COMMON FRAMEWORK FOR ASSET
(this includes national, regional and local networks; dark MANAGEMENT APPROACH AS PROPOSED BY
columns) and for national road networks (light columns). AM4INFRA PROJECT
PIARC Technical Committee C.4.1 Management of Road Assets AM4INFRA project (www.am4infra.eu), has developed
from the successive cycle 2013-2016, has reported that one guidance for EU transport infrastructure owners, managers
of the key tasks for holistic asset management processes is and operators for developing a lifecycle and risk-based asset
an improved and optimized coordination of all maintenance management implementation, including a framework that
activities on the different asset types according to the can be applied to meet the strategic, tactical and operational
expectations and requirements of different stakeholders needs (A4INFRA Deliverable D2.3: Framework for adopting
(PIARC Report 2016R04EN: Assessment of budgetary needs whole life and risk-based approach in Europe, 2018). This
and optimisation of maintenance strategies for multiple also allows identification of a more harmonised approach
assets of road network, 2016). This is a complex process that to infrastructure asset management across Europe, which
needs flexible and adaptable methods, the experience of would support the Trans European Network policies.
the road owners and operators, and a clear definition of
Illustration 2 - AM4INFRA Line of sight - common elements of managing transportation infrastructure supported by six building blocks
© Van der Velde, J., Pasquali, F., Walsh, G., Sinhal, R., Kokot, D. and Smit, R. Common framework for a European Life Cycle based Asset
Management approach for transport infrastructure networks: Final report of AM4INFRA project. CEDR Technical Report 2018-02, 2018

Common Framework for a European Life-Cycle for Transport Infrastructure Networks FEATURES
The framework and guidance build for the users incorporating multiple asset types, multiple transport modes and
upon the so called six building blocks possibly across borders.
that were identified at the beginning
and have been refined to reflect the The AM4INFRA common framework links the common elements of managing
approach that has emerged during the assets that most transport infrastructure agencies share and which are understood
project. The building blocks are: across all borders. These elements can be attributed to three project stages, i.e.
Needs, Solutions and Delivery phase and are supported by the six building blocks
• drivers for renewal: these provide a (illustration 2).
direct link between asset condition
and/or performance and the
investment decision making process, CONCLUSION
thus representing a key mechanism
for controlling risk; The six building blocks represent core principles to support a lifecycle and risk-
• appropriate governance and based approach to transport infrastructure asset management that has been
processes: they are essential for tested and validated through the review of good practice and so called living labs.
the identification, evaluation The framework as proposed enables transport managers to perform activities not
and control of risk in transport only cross assets but also cross modes and across borders.#
infrastructure asset management.
Risk management may be an explicit
element of the process; ACKNOWLEDGMENT
• detailed knowledge of the assets:
a fundamental requirement for This project has received funding from the European Union’s Horizon 2020
lifecycle and risk-based approaches. Programme for research, technological development and demonstration under
Greater completeness, accuracy and Grant Agreement no. 713793.
currency will reduce the uncertainty
of decisions made. The data and Author thanks partners in the project, especially Ms. Neng Mbah, Ms. Geraldine
information could include inventory, Walsh, Mr. Ramesh Sinhal, Mr. Peter Scott, Mr. Mike Gibb, Mr. Jenne van der Velde,
construction data, condition and Mr. Ruud Smit, Mr. Arjan Hijdra and Mr. Fabio Pasquali who provided insight and
performance data, risks and safety expertise on which this article is greatly based.
issues associated with assets,
maintenance data, financial data and
operational data;
• deterministic and probabilistic
tools: they provide a means
for evaluating and managing
uncertainty in developing of
construction and maintenance
programs and solutions. Short
term (0 to 5 years) programmes are
typically deterministic, based on
knowledge and evidence; medium
term (5 to 10 years) programmes
should also incorporate probabilistic
models; long term (10 to 30 years)
programmes are likely to be based
primarily on probabilistic models.
• lifecycle analysis: lifecycle-based
approaches permit asset investment
decisions to be planned on a rational
basis over a timescale consistent
with the life of the asset and
determination of required resourcing
levels for maintenance and renewals,
to guard against risk of failure;
• route based renewal and
maintenance: a route-based
approach focuses on managing the
risks to the delivery of safer, reliable
and efficient end to end journeys

FEATURES
ISO 55001 Certification – An Example from the UK
Sam Beamish, Technical Director, Kier Highways, United Kingdom
K ier Highways has achieved certification for its asset

management practices and procedures against the
requirements of ISO 55001 on their Area 9 highway
network management contract for Highways England.
Sam Beamish
The article will describe the background to that
certification and the requirements of ISO 55001 for a
service provider in such a highways environment will
be discussed. The route taken in aligning practices and
procedures to ISO 55001 will also be described along with
some of the benefits of taking that approach.
HIGHWAYS ENGLAND’S AREA 9 STRATEGIC

ROAD NETWORK
Highways England has split its strategic road network into

12 areas for highway network management purposes.
Area 9 covers the network in the centre of England and

includes routes totalling 768 km which is approximately 10%
of the total network length. Area 9 is, however, one of the
most heavily trafficked parts of the network. It also contains
extensive structures and bridges stocks including the almost
50-year old Midland Links Viaducts, which provide 21km of
urban highway viaduct, along with a growing portfolio of
highways technology assets to ensure maximum efficiency
of the network. Illustration 1 – Highways England Maintenance Area Map
SCOPE OF KIER’S AREA 9 CONTRACT
Kier has a highway network management contract with

Highways England for Area 9. That includes for network
operation, asset development and repair, rehabilitation
and improvement scheme preparation and delivery. Asset
development includes for managing inventory, inspection
and condition data and asset needs identification, planning
and programming. Network operation involves day to day
operation and maintenance of the network and that also
includes for winter maintenance.
The contract includes responsibility for the full portfolio of

Area 9 highway network assets. That comprises drainage,
boundary fences, facilities, geotechnical assets, lighting,
paved areas, road markings and road studs, road restraint
systems, road traffic signs, environment and soft estate,
structures, tunnels and traffic signals.
Kier’s contract included a requirement for an asset

management system complying with the requirements of
BSI PAS 55: 2008. (PAS 55 is the British Standards Institution’s Illustration 2 – Area 9 Network Map

ISO 55001 Certification – An Example from the UK FEATURES
Illustration 4 – Asset Management Framework
Publicly Available Specification company. That new company included asset management system requirements in
for the optimised management of its licencing arrangements. Those requirements included:
physical asset). Compliance with PAS
55 was achieved in the early part of • maintaining high quality asset information;
the contract in the period 2014-16. • developing an asset management policy and strategy;
However, during that period the ISO • adopting an asset management approach consistent with ISO 55001 (Asset
55000 series for asset management Management – Requirements).
were issued and Highways England
changed its status from a government Highways England has produced an asset management framework broadly in
agency to a government owned line with that illustrated in illustration 4 and is in the process of adapting its asset
management practices to provide the ISO 55001 consistency required.
ISO 55001 COMPLIANT ASSET MANAGEMENT SYSTEM
Following the changes at Highways England, Kier with Highways England

agreement began a transition from PAS 55 compliance to ISO 55001 compliance
to allow Kier’s asset management system to interact more closely with that
developing at Highways England.
Kier had made asset management an integral part of its integrated asset
management system during its earlier journey to PAS 55 compliance. ISO 55000
definitions of asset management make an emphasis on the realisation of value
from asset. However, that value realisation will be achieved by balancing issues
of performance, risk and cost which comes back towards the PAS 55 definition of
asset management. The transition from Kier’s PAS 55 compliant asset management
system to ISO 55001 was, therefore, principally one of structure with many of the
benefits having been achieved in the earlier move to PAS 55.
Kier achieved ISO 55001 certification for its asset management system
Illustration 3 – Area 9 Network in February 2018 following a two staged assessment process

FEATURES ISO 55001 Certification – An Example from the UK
by Institute of Asset Management

Endorsed Assessors GHD. Certification
will be for three years subject to annual
surveillance.
KEY COMPONENTS
OF THE AREA 9 ASSET
MANAGEMENT SYSTEM
The key components of Kier’s Area

9’s asset management system are as
follows:
• asset management policy;

• strategic asset management plan;
• lifecycle asset management plan;
• asset specific asset management/ Illustration 5 – Kier Asset Management System
operating plans.
The asset management policy is reference to essential information for managing the asset. They also describe the
closely aligned to Kier’s Area 9 decision-making process and how risk is managed for the asset.
Business Strategy which in turn is
aligned to the key themes in Highways
Englands strategic business plan KEY BENEFITS AND MESSAGES
and includes planning for the future,
building stronger relationships, The following is a list of some of the benefits arising from the ISO 55001 compliant
efficient and effective delivery asset management system in Area 9:
and improving customer service.
The policy also defines the scope • a line of sight is provided from senior management though to those carrying out
of the asset covered by the asset asset operation, maintenance and improvement of the ground;
management system. • there is greater clarity around roles and responsibilities. Individual staff have
greater confidence in their role and appreciate the part they play in the whole
The strategic asset management plan asset management process;
includes a statement of visions and • there is greater clarity, awareness and visibility of asset management objectives.
goals for managing the assets along It demonstrates how asset management objectives are aligned with and flow
with asset management objectives from corporate organisational objectives. A mechanism is provided whereby
aligned to the key Highways England objectives can be tailored to and made specific to individual assets;
themes referred to in the asset • a framework is provided for robust and consistent decision-making;
management policy. The strategic asset • lifecycle and whole life asset considerations are encouraged along with more
management plan also includes rules awareness of the longer term implications of decisions taken;
for preparing the asset specific asset • asset management has encouraged engagement with stakeholders and provides
management plans. mechanisms whereby stake holder views can be taken into consideration;
• it provides a framework for communication of consistent asset messages.
The lifecycle asset management plan
is a key component of Highways The fact that people do asset management is implicit in many of the above and
England’s developing asset must be remembered. People are one of the most fundamental components of any
management framework. It is intended high performing organisation and their development, training and engagement
to cover a 30-year period, to integrate are all of high importance. In addition to in-house coach and mentoring, Kier
with shorter term 5 year programmes encourages its asset managers and other staff involved in the management
derived from asset needs identified of its asset portfolios to undertake training towards award of Institute of Asset
from condition inspections and to Management qualifications in asset management.
inform medium and longer term
investment planning. Development and training in asset management is also fully recognised within the
World Road Association’s Technical Committee D.1 Asset Management. One of the
The asset specific asset management working groups of the committee has been dealing with issues of dissemination
plans are essentially operating plans and training and they will be reporting on that topic.#
to achieve the asset management
strategy and objectives. They include

FEATURES
Requirements for the Education of Road Asset
Managers - A PIARC Approach
David Darwin, New Zealand Transport Agency, New Zealand
Slawomir Heller, HELLER Ingenieurgesellschaft mbH, Germany
Ylva Lindstrom, Swedish Transport Administration, Sweden
All three Members of Technical Committee D.1 Asset Management of the World Road Association
HISTORY
Asset Management is a relatively new discipline. It was

only established at the beginning of this century. However,
the foundations were laid as early as the 1980s and 1990s.
They were the result of the efforts of experts from several
countries and disciplines to develop a common concept
and language with the aim of supporting organizations to David Darwin Slavomir Heller Ylva Lindstrom
creating value from the available asset.
In 2004, the British Standards Institution, in cooperation focused on physical assets, i.e. road infrastructure asset,
with IAM, published the PAS 55 Asset Management but nevertheless also covers partly other types of assets,
specification. It contained two parts: namely human asset, information asset, intangible asset
and financial asset (illustration 1).
• Part 1 - Specification for the optimized management of
physical infrastructure assets. A logical consequence of the growing importance of the
• Part 2 - Guidelines for the application of PAS 55-1. new discipline was the establishment by the International
Organization for Standardization in 2010 of a Technical
The success of PAS55:2004 has led to a rapid acceleration Committee for Asset Management Systems with the
and intensification of efforts to further develop the task of developing ISO Standard. The ISO 55000 Asset
discipline of Asset Management. Experts from several Management was published at the beginning of 2014.
industries in 10 countries participated in the more
universal upgrade PAS55:2008, PAS55:2008 has always
IMPORTANCE OF COMPETENT ASSET
MANAGEMENT
The importance of competent asset management is

increasing as customers expectations of service levels
increase, we seek to do more with less and increase
the value for money of services, infrastructure systems
become more complex as new technology is added,
as existing infrastructure deteriorates, and as the new
information age threatens to overwhelm us with data.
We must manage the portfolio of assets so they

collectively provide customer services at the agreed level
for the least long-term cost. This requires us to move from
separately managing asset types to adopting a system
that integrates the management of these to realize
greater value than can be obtained from each part alone.
For example, both pavements and bridges are required to
provide access and it is better to manage investment in
these in a coordinated and optimized way to maximize
total value for money.
Illustration 1 - Types of assets in Asset Management It is more important than ever therefore that
(according to PAS 55:2008) we deliver asset management competently

FEATURES Requirements for the Education of Road Asset Managers - A PIARC Approach
Illustration 2 - Decision-making levels in Asset Management [PAS 55]
if we are to maximize the value for money of the services And so we see that the capability required for asset
we provide across all the infrastructure in a system. This management is far broader than that required for
requires a significant improvement in asset management managing assets. The PIARC programme focusses both
capability. on promoting the importance of this and the competence
required.
Asset Management focuses first on the external and
internal stakeholders and its objectives as well as on other
relevant conditions and second on the optimization of ASSET MANAGEMENT EDUCATION AND THE
the processes and decision-making tools, such as PMS or PIARC APPROACH
BMS, to achieve the best, long-term effect on the available
assets. In addition, Asset Management compliant action PIARC recognizes that not only technical progress
requires that the entire «asset portfolio» remains in focus, in the road sector, but also the dissemination and
i.e. not only the road infrastructure but also objects and implementation of modern asset management techniques
systems that enable the organization to function, such and skills, are fundamental to improving the efficient
as machinery, buildings, technical equipment and the and effective use of past, current and future expenditure,
relevant intangible assets (illustration 2). and capital investment in infrastructure operations,
maintenance and improvement. The asset management
Illustration 3 - Asset Management Plan

Requirements for the Education of Road Asset Managers - A PIARC Approach FEATURES
approach must therefore be
popularized as widely as possible by
promoting and supporting improved
asset management education and, if
necessary, by active participation in
educational projects.
PIARC’ recently published Asset

Management Manual is used as
the basis for this. The manual is
now available online and will be
successively updated.
The following target groups are to be

addressed first and foremost: Illustration 4 - General structure of Asset Management training modules
• owners of road infrastructure, in

particular employees of central and • specialized topics, e.g. pavement condition monitoring and assessment or
local governments, road inventory in the framework of asset management.
• road managers, i.e. the employees
of public road management and PIARC recognizes that both can be promoted by either short or long courses.
private concessionaires,
• service providers in the road Short courses are usually 1-day events or in special cases up to 3 days and are
sector. held either at the client’s location (in-house course) or at a central venue. A
special type of short course is a summer school, which usually takes up to 5
The knowledge of the Asset days. These typically enhance broad understanding or promote expertise on
Management methodology and, specific topics.
above all, the same understanding
of the Asset Management Plan Long courses extend over longer periods of time, for example one semester
(illustration 3) among the financed and are usually offered by universities or technical institutes to promote broad
road operators or service providers expertise.
helps to better assess the long-term
strategies and thus to better estimate Our review of current educational courses and of the needs for improved
the associated risks. competence have shown that there are two general requirements for
continuing and improving education.
One of the objectives of PIARC These are:

activities according to the
Dissemination and Education of Asset • basic principles of asset management: the module refers to asset
Management is the achievement management as a discipline and explains its basic principles and the
of a common understanding of all advantages of applying asset management. It describes the most important
general technical and organizational application cases, but without focusing on technical details.
circumstances among all relevant • Implementation of asset management in the organization and preparation
disciplines in the organization, such for certification (according to the ISO 55001 standard).
the engineers and technicians but
also the management and staff Currently most course on offer are specialized short course. These cover
departments (human resources, IT, subjects like:
finance, controlling, ...) as well as
among the stakeholders. • road asset inventory,
• monitoring and evaluation of road asset,
The PIARC approach to Asset • planning of maintenance and rehabilitation measurements, etc.
Management Dissemination and
Education therefore requires focusing These have been offered worldwide in hundreds of courses (illustration 4).
at the same time on both general and
specific content: However, the PIARC-compliant Road Asset Management training principles
require that we supplement specialized education in order to develop
• fundamentals of asset management asset management competence over that required for managing assets.
in line with the requirements of the The most important requirement is ensuring that specialized course
ISO 55000 standard, should always be presented in the context of Asset Management.

FEATURES Requirements for the Education of Road Asset Managers - A PIARC Approach
Above all, the general objective of the particular activity,

its role in Asset Management to deliver customer
services, the place in the Asset Management plan and the
connections to other key activities should be explained.
So, each specialized module should convey the following

four elements in regards to asset management in addition
to specific competence on the subject matter (illustration 5):
• fundamentals: explanations of the contents and general

objectives of the particular activity for the whole Asset
Management System, the place and role in the Asset
Management Plan (illustration 3, previous page) and the
connections to the other modules;
• requirements: the requirements the module must fulfill
in order to contribute to achieving the organization’s
goals, depending on the particular maturity level of Illustration 5 - Components of specialized modules
Asset Management within the organization;
• best practice: presentation of good, practical solutions,
and examples of the benefits of these;
• tools: aids for supporting work with the module, very often IT solutions, e.g. Pavement management system, or cross
asset optimization tools.
Asset Management also uses numerous universal methods and tools, for example:
• risk management,
• key performance indicators,
• continual improvement processes,
• economic efficiency analysis,
• optimization tools.
Efficient use of such universal tools and methods is fundamental prerequisite for the active and creative application of
Asset Management in practice.
The Working Group D1.2 Dissemination and Education has prepared some PowerPoint presentations for selected topics
according to the structure of the Asset Management Manual. They have been made available online to interested
persons and may be used by educational institutes.
OUTLOOK
An organization must have competent asset managers to maximize the value for money of the asset-based services it delivers.
They must be have both general asset management skills and specialized skills in each component of asset management if
the asset management system and each of its parts is to be delivered successfully.
In successful Asset Management, engineering decisions cannot be separated from management decisions, and nor can
customer service provision be separated from asset preservation decisions. So, the engineers must be equipped with
knowledge that enables them to understand the complex context of the decision-making environment in addition to their
professional competence, and investors equipped with knowledge that enables the tradeoffs between the risk, cost and
benefit. So, we need well-trained and multi-skilled employees who understand modern Asset Management, are open to
new challenges and willing to continuously develop their own qualifications. PIARC wants to contribute positively to the
achievement of this goal.#

FEATURES
Multi-Objective Approaches to Cross-Asset
Resource Allocation in Transportation
Asset Management
Vittorio Nicolosi, Professor, University of Rome “Tor Vergata”, Italy, Member of Technical Committee D.1 Asset Management
Maria Grazia Augeri, Researcher, University of Rome “Tor Vergata”, Italy
Fulvio Soccodato, Maintenance Director, ANAS Direzione Operation e Coordinamento Territoriale, Italy
Member of Technical Committee D.1 Asset Management
I nfrastructure asset management is emerging as

a major means for improving the management of
transportation facilities, and minimizing the impacts
of budget reductions. The main characteristics of this
approach, as it has been designed in some standards [1],
are the “holistic” point of view, including all sub-assets,
the orientation to transportation policy and goals,
the transparency/communication to stakeholders and Vittorio Nicolosi Maria Grazia Augeri Fulvio Soccodato
the consideration of risks (risk analysis). Therefore,
allocating limited resources across investment categories,
provided that objectives/goals are linked with the SOME REMARKS ABOUT CROSS BUDGET
transportation planning and programming, is one of ALLOCATION
the main activities in transportation infrastructure asset
management. As transportation organizations approach The issue of budget allocation across infrastructures may
high maturity levels of asset management processes, be analyzed at different levels: across transportation modes,
they look to performance-based cross-asset tradeoffs across networks, across assets and sub-assets, across
and optimization as the next generation of innovation programs. At each level the main question is always the
to improve their transparency, credibility, and decision- same: “what investments should be programmed to best meet
making. priorities?”.
A framework/methodology for performing trade-off analysis This study focuses on the operational level, in which the
among competing infrastructure asset classes, which reflects cross-asset resource allocation has to optimally distribute
both technical best practices and need of road organizations, the budget across multiple assets such as pavements,
was developed in the study (illustration 1). bridges, culverts, guardrails, and signals, and to promote
the quality of service of the entire facility. Typical practice
Illustration 1- Transportation resource allocation decisions levels

FEATURES Multi-Objective Approaches to Cross-Asset Resource Allocation
Illustration 2 - Transportation resource allocation decisions levels
was to allocate resources with one of the four methods decision-maker decides how to allocate resources among
[2-7]: historical-based, formula-based, asset value-based, assets based on an understanding of how each asset or
needs-based (illustration 2). program area will respond to a given funding level.
None of these methods take performances into account, This resource allocation mechanism remains partly a
and therefore they are not able to optimize the use of siloed approach and does not seek the optimal overall
the resources according to the objectives set. In order to solution.
carry out a performance-based resource allocation, two
approaches have been identified: bottom-up approach The top-down approach begins with the generation of
and top-down approach. sets of projects/interventions in the various assets for
maximizing performance goals. Projects are then selected
The bottom-up approach starts with an a priori split from the different sets to identify a portfolio of projects
of resources between different types of assets (such as that can maximize, at the infrastructure system level, the
pavements, bridges, signals, etc.) based on: historical overall objectives/utility (subject to constraints defined
proportions, value of the asset or experience of how by the analyst). The decision-maker decides how to split
each asset will respond to a given level of funding. The resources among assets based on the selected portfolio
resources allocated to each asset are then distributed that maximizes the overall utility of the decision-maker.
within each asset with the help of asset management
systems (i.e. PMS, BMS, etc.). The response, in term of Though the top-down approach ideally better represents
performances, of an asset to a given level of funding are Transportation Asset Management principles, it has some
used to generate response curves (performance measure disadvantages and difficulties exist to implementing it.
as a function of funding level), which provide immediate Critical to the top-down approach may be: the search
feedback about the implications of levels of funding. The of the optimal solution, as there is likely to be many
Formula 1
where:
max  PI1 ( MPab , s ) ; PI 2 ( MPab , s ) ;.......; PI n ( MPab , s )  PIi (MPab,s) is the value of the performance indicator “i” if the maintenance
 MPab ,s   programme “MPab,s “ is implemented

Cos t ( MPab , s ) ≤ b
 MPab,s is the maintenance program s (s is one of the m programmes
belonging to the Pareto frontier of the multi-objective/criteria
optimisation problem) on the asset “a” developed by setting
the budget limit “b”
Cost(MPab,s) is the cost of implementing the maintenance
program MPab,s on the asset “a”.
Formula 2
where:

max  PI1 ( PTz ) ; PI 2 ( PTz ) ;.......; PI n ( PTz )  PTj is the maintenance program “j” for the entire road infrastructure, obtained
PTz  by combining the maintenance programs for the individual assets
 generated in step 1 (e.g. PTjsMPpavement, b2, s5; MPbridge.b1, s2 ; …, MPa, b7, s8t)
Cos t ( PTz ) ≤ Total _ Budget PIi (GMPj) is the value of the strategic performance index “i” obtained for the
total maintenance program GMPj evaluated as a linear combinations
of the benefits induced by the individual asset maintenance programs:

Multi-Objective Approaches to Cross-Asset Resource Allocation FEATURES
portfolios of projects that maximize (or come close to INNOVATIVE METHODOLOGICAL FRAMEWORK
maximizing) usefulness; the assumption of mutual “utility” FOR CROSS-ASSET RESOURCE ALLOCATION
independence (i.e. utility gained from improving one asset
is the same regardless of the condition of other assets); In order to overcome employment difficulties and the
the extreme sensitivity of the solutions to the metric limitations of top-down and bottom-up approaches, a hybrid
indicators used, for representing the effects induced by framework for the allocation of resources between different
individual interventions on each of the objectives. assets was developed in this study. The framework allows the
use of any multi-criteria optimization method to identify the
The overall objective of this study has been to develop solution that can meet the goals under a budget constraint.
a performance-based multi-objective optimization
approach for cross-asset resource allocation in road The proposed approach is divided into two steps, the first
management; which combine the bottom-up and top- uses a bottom-up approach and the second a top-down, as
down approaches (hybrid approach). shown in illustration 3.
Illustration 3 - Framework of hybrid approach

In the first phase, each asset is assigned different values GMP = MPpav × MPbridge × … × MPa
of the budget, in an interval around the value used in the
past (e.g. ± 10%). For each value of the assigned budget, A generic element of the “GMP” set is of the type:
a maintenance program is generated for the individual GMPjsMPpav, 2, 5; MPbridge. 1, 2 ; …,MPa, 7, 8t) , where MPpav, 2, 5 is the
asset, optimizing the strategic performance indicators, or maintenance program of pavement asset for the solution
the technical indicators related to them, through the use s = 5 and the budget limit b = 2, MPbridge, 1, 2 is the maintenance
of mono-asset management systems (e.g. PMS, BMS, etc.). program of bridge asset for the solution s=2 and the budget
limit b=1, etc.
The problem can be formalized as in formula 1, box, previous
page. In the second phase the combination of the single-asset
maintenance programs that allows the optimization of the
Therefore, in the first phase, a set of possible strategic performance indicators, while respecting total
maintenance programs for each asset was obtained (e.g. budget constraints, is searched for. The problem can be
MPpavsMPpav1, 1, MPpav1, 2, … , MPpavU,St) for the different formalized as in formula 2, box, previous page.
budget allocations (u x m programs).
This approach has the following advantages:
Each program produces changes in the values of the
technical indices of a single road section, and therefore in • it allows a gradual and more sustainable change in budget
the values of the global strategic performance indicators. allocation from the historical one and therefore easily
applicable by the current road organizations;
Combining the maintenance programs obtained for each • it allows to identify the maintenance actions to be
asset with those of the other assets, you get the set “GMP” of implemented on each asset through the classic, and well
possible solutions in terms of global maintenance programs established, mono-asset maintenance management
(i.e. maintenance program for all parts of the infrastructure). systems (e.g. PMS, BMS);
Therefore, the “GMP” set is the following Cartesian product of • the search for the optimal allocation of resources
sets: between different assets is carried out by comparing
TABLE 1 - OBJECTIVES OF AN ASSET MANAGEMENT POLICY AND STRATEGIC INDICATORS

OBJECTIVES STRATEGIC INDICATORS
Accident Cost [8]
Safety
where:
• AC is the accidents cost for the analysis period
• Nf and Nin are respectively the number of fatalities and injuries in road accidents
• Cf and Cin are respectively the cost of fatality and injury
Asset Value [9]
nassets nsec tions
∑ ∑ ( RC a ,se − WDRCa , se )
AV = 1 − a =1 se =1
nassets nsec tions
∑ ∑
a =1 se =1
RCa ,se
Network Preservation
where:
• AV is the ratio between present and replacement value of the network [%]
• RCa,se defines asset “a” replacement cost on the section “se”.
• WDRCa, se is the value of the asset “a” on the section “se” considering the current condition:
• Ca,se is a coefficient depending on the condition of the asset “a” on section
“se” that varies from 0 (end of life) to 1 (new construction)
Comfort index
nsec tions
SI a ,se ⋅ AADTse ⋅ Lse
∑ nsec tions
nassets
se =1
∑ AADTse ⋅ Lse
Users Comfort CI = ∑a =1
se =1
nasset
where:
• SIa,se is the value of Serviceability Index “SI” for the section “se” of the asset a based
on the users’ guide perception (variable from 0 very bad to 5 very good),
• AADTse is average annual daily traffic on the section “se”,
• Lse is the length of the section se

programs rather than individual maintenance actions FRAMEWORK APPLICATION
(e.g. resurfacing on section x) and this allows to reduce the
possible distortions induced by an inaccurate assessment Strategic vs technical indicators
of the effects of interventions on strategic performance
indices. In order to move from theory to practice, a study to identify
strategic indicators capable of representing the objectives
The proposed approach assumes mutual independence of most widely used in Italy was conducted (table 1).
effects, and therefore does not go beyond this limitation
but mitigates its consequences by evaluating maintenance No indicators to account for seismic risk have been
programs and not individual maintenance actions. The introduced in the example, but a methodology for assessing
representation of strategic objectives through appropriate «potential losses from earthquakes» is being developed,
metric indices and the evaluation of the effects of similar to FEMA’s methodology called “Hazus” [10]. Therefore,
maintenance operations on the indices themselves represent it is hoped to introduce this indicator, both for bridges and
two fundamental aspects for the application of the proposed for roads in cutting/embankment, into the optimization
approach. Therefore, with reference to the procedures used process shortly. In order to assess the impact of the state of
on the Italian road network, a study was carried out to each asset on the goals, correlations have been introduced
identify strategic indicators and their correlations with the between the technical indicators (specific to each asset) and
technical indicators widely used to represent the state of the the strategic performance indicators (table 2).
assets.
TABLE 2: POSSIBLE CORRELATIONS BETWEEN STRATEGIC AND TECHNICAL INDICATORS TABLE 3 - RELATIONSHIP BETWEEN AVERAGE
RETROREFLECTIVITY OF ROAD SIGN MARKERS
OBJECTIVES AND USER COMFORT [25]
SAFETY PRESERVATION USER COMFORT
CIsign
STRATEGIC INDICATORS RLaverage User Comfort
ASSET Technical Accident cost Asset value Loss Comfort Indicator Value
Indicators
160≤RLaverage (mcd∙m-2∙l-1) 5 = Very Good
IRI (or PSI) see equation 7
and table 3
140≤RLaverage (mcd∙m-2∙l-1)<160 4 = Good
Pavements IFI see equation 1
and Illustration 4 125≤RLaverage (mcd∙m-2∙l-1)<140 3 = Fair
PCI see equation 3
80≤RLaverage (mcd∙m-2∙l-1)<125 2 = Poor
Bridges BDI (or BHI) see equation 4
Average see equation 2 0≤RLaverage (mcd∙m-2∙l-1)<80 1 = Very poor
Road
lighting luminance and Illustration 5
system LLC see equation 6
Average see equation 7
Road sign retroreflectivity and table 4
markers
Isign see equation 5
The effect of the road pavement surface characteristics and performance of the lighting system on safety were assessed as
follows:
∆AC pav = ∑ ∑ ∆Apav ( IFI ) ⋅ N a _ IFI ⋅  p f ⋅ C f + pin ⋅ Cin  (Equation 1) ∆AClighting = ∑ ∑ ∆Alighting ( Lum ) ⋅ N a _ night ⋅  p f ⋅ C f + pin ⋅ Cin  (Equation 2)
Yers sec tions Yers sec tions
where:
ΔACpav and ΔAClighting are the variations on the cost of road accidents caused by the performance of the pavement and the lighting system,
ΔApav(IFI) is the variation of accidents, statistically related to skid resistance (i.e. run-out of road and rear-end
collisions), as function of the technical indicator “IFI” (International Friction Index), illustration 4
ΔAlighting(Lum) is the variation of night-time fatal injuries as a function of the luminance produced by the lighting system, illustration 5
Na_IFI is the average number of accidents statistically related to skid resistance (3 years mean value),
Na_night is the average number of night-time accidents (3 years mean value),
pf and pin are respectively the percentage of fatalities and injuries per accident.

The effect of the road pavement surface characteristics, bridge condition and road sign markers condition on network
preservation were assessed as follows:
(Equation 3) (Equation 4) (Equation 5)

PCI se BDI se BHI se Isignse
C pav ,se = IS se = Cbridge ,se = 1− ≈ Csign , se =
100 100 100 100
where:
PCI is the pavement condition index [20]
BDI is the bridge deterioration index (similar to Bridge health Index BHI [21] but with an inverted scale), it varies from 0 (bridge in very good condition)
to 100 (bridge in very bad condition)
Isign is the sign quality index [22]
For lighting systems, it has been assumed that the loss of asset value is proportional to age through equation 6:
(Equation 6) (Equation 7)
LAGEse ( a⋅ IRI )
C pav ,se = PSI pav = 5 ⋅ e
LLCse
where LAGEse and LLCse are respectively the age and the life cycle of the lighting system on the section “se”.
TABLE 4 - PAVEMENT MAINTENANCE STRATEGIES TABLE 5 - BRIDGE MAINTENANCE STRATEGIES

Strategy id. and description Cost [EUR/km] Strategy id. and description Cost [EUR/km]
Minimal maintenance: crack BS0 No action EUR 0.00
PS0 sealing pothole repair etc. EUR 500,00
Functional and preventive maintenance (e.g. sealing deck
Non structural surface BS1 joints, clearing drainage areas, sealing cracks, painting EUR 2,760.00
PS1 rehabilitation EUR 71,296.00 exposed elements, removing trash and other debris,
protecting against scour, lubricating bearings, etc.)
PS2 Light structural rehabilitation EUR 239,363.25 Bridge restoration (returns bridges to full structural
BS2 integrity and corrects major safety defects). EUR 6,440.00
PS3 Medium to major structural EUR 541,978.92
rehabilitation BS3 Resilience increase and total bridge replacement EUR 8,222.50
The SI for road pavements corresponds Approximately 20 optimal maintenance plans have been identified for the
to the present serviceability rating pavements (illustration 6) and 6 for the bridges.
(PSR) indicator as introduced in
NCHRP 275 [23] and has been assessed A multiobjective optimization was carried out separately for pavements and
according to the IRI as indicated in bridges, optimizing the strategic indicators (table 1, previous page). Budget
equation 7 [24]. constraint was introduced, varying it within a range of ±10% around the
historical budget.
The SI for road signs has been
evaluated as a function of the average A subset of 20 Pareto optimal maintenance plans for the pavements and 6 for
retroreflectivity as shown in table 3, the bridges have been identified (illustration 6).
previous page.
Combining the two sets of optimal asset plans and considering the constraints
imposed on the total budget, only two solutions were identified in this simple
CASE STUDY RESULTS case:
The framework has been applied • Solution 1: CI= 3.02, AC=9.43 [million EUR], AV=75.29% , budget used= EUR
to a road corridor of about 50 km, 17,519,415.86
considering for simplicity only • Solution 2: CI= 3.19, AC=9.49 [million EUR], AV=75.29% , budget used= EUR
the two main assets: bridges and 17,325,654.47
pavements.
Therefore, extra preference information coming from the decision maker is
Four maintenance intervention needed to select the most preferred solution and many optimizations could be
strategies have been considered both used to solve such problems depending on how the decision-maker articulates
for the asset paving and bridges and these preferences and the following classification.
are briefly represented in tables 4
and 5.

SUMMARY AND
CONCLUSIONS
Identifying an equitable optimal

allocation of available funds across
assets (e.g., pavements, bridges, signs,
etc.) or programs (e.g., maintenance,
preservation, reconstruction) is one of
the major challenges in the highway
asset management.
This paper proposes a “hybrid”

framework, which combines top-
Illustration 4 - Percentage variation of accident directly related to the run-out of road and to down/bottom-up approaches, for
the rear-end collision of vehicles in any climatic condition due to pavement friction [11-14] allocating funds across highway asset
classes.
The proposed methodology allows

the use of mono-asset management
systems, often already existing in
administrations (i.e. PMS, BMS, etc.). It
also allows for a gradual change from
traditional budget allocation practices
and is therefore easily applicable by
road organisations.
Since one of the application problems

of the proposed method could be
the quantitative representation of
Illustration 5 - Percentage variation of all night-time accidents (fatal the objectives through appropriate
injuries) due to variation of pavement luminance [10, 15-19]
strategic indicators and the evaluation
of the effects of maintenance
interventions on the indicators
themselves, an example has been
developed referring to the objectives
most frequently used on the Italian
national road network.
The example, very briefly illustrated in

this paper, showed that the proposed
procedure allows to allocate resources
among the different assets of the road
infrastructure using the management
systems and technical indicators
currently used by road organizations.#
Illustration 6 - Pareto frontier of optimal solution for pavement asset and historical budget ACKNOWLEDGEMENT
We thank Alessandro Iovino for

assistance with figures development
and for comments that improved the
manuscript.

REFERENCES
[1] ISO (International Organization for Standardization) (2014). ISO 55000: Asset management–overview,
principles and terminology.
[2] Fwa, T. F., & Farhan, J. (2012). Optimal multiasset maintenance budget allocation in Highway asset
management. Journal of Transportation Engineering, 138(10), 1179-1187
[3] Maggiore, M., & Ford, K. M. (2015). Guide to Cross-asset Resource Allocation and the Impact on
Transportation System Performance (No. Project 08-91).
[4] OECD (2001). Asset Management for the Roads Sector. Organization for Economic Cooperation and
Development, Paris, France.
[5] Flintsch, G.W., and J.W. Jr. Bryant. Asset Management Data Collection for Supporting Decision
Processes. 2006. http://www.fhwa.dot.gov/asset/dataintegration/if08018/index.cfm.
[6] Wu, Z., Flintsch, G., Ferreira, A., & Picado-Santos, L. D. (2012). Framework for multiobjective
optimization of physical highway assets investments. Journal of Transportation Engineering, 138(12),
1411-1421.
[7] PIARC (2012). Allocation of resources across asset classes. PIARC Technical Committee D.1 -
Management of road infrastructure assets (ISBN : 978-2-84060-286-5)
[8] MIT (2011). Studio di valutazione dei Costi Sociali dell’incidentalità stradale. Ministry of Infrastructure
and Transport. Rome Italy (http://www.mit.gov.it/mit/mop_all.php?p_id=12919 accessed Gennuary
2019).
[9] Alyami, Z. (2017). Asset Valuation: A Performance Measure for Comprehensive Infrastructure Asset
Management.
[10] FEMA. (2012). Multi-hazard Loss Estimation Methodology: Earthquake Model . Hazus-MH 2.1—
Technical manual.
[11] Elvik, R., Vaa, T., Hoye, A., & Sorensen, M. (2009). The handbook of road safety measures. Emerald
Group Publishing.
[12] Wallman, & Aström. (2001). Friction measurement methods and the correlation between road friction
and traffic safety: A literature review. Statens väg-och transportforskningsinstitut. Sweden.
[13] Hemdorff, S., Leden, L., Sakshaug, K., Salusjärvi, M., & Schandersson, R. (1989). Trafiksäkerhet
och vägytans egenskaper (TOVE): slutrapport. Valtion teknillinen tutkimuskeskus. Tie-ja
liikennelaboratorio.
[14] Schulze K H; Gerbaldi A; & Chavet J. (1976). Skidding Accidents, Friction Numbers, and the Legal
Aspects Involved. report of the PIARC Technical Committee on Slipperiness and Evenness.
Washington, D.C.: Transportation research record, 623, 1-10.
[15] Jackett, M., & Frith, W. (2012). How does the level of road lighting affect crashes in New Zealand-–A
pilot study. New Zealand Transport Agency.
[16] Wilken, D., B Ananthanarayanan, P Hasson, PJ Lutkevich, CP Watson, K Burkett, . . . Unick, a. J. (2001).
European road lighting technologies. Report No. FHWA-PL-01-034.
[17] Jackman, A. (2012). Grid road street lighting paper to the Milton Keynes Council
[18] Gibbons, R. B. (2014). Design criteria for adaptive roadway lighting. No. FHWA-HRT-14-051. United
States. Federal Highway Administration.
[19] Frith, W. J., & Jackett, M. J. (2015). The relationship between road lighting and night-time crashes in
areas with speed limits between 80 and 100km/h (No. 573).
[20] ASTM (2018). Standard practice for roads and parking lots pavement condition index surveys.
ASTM Standard D6433—18. American Society for Testing and Materials International (ASTM), West
Conshohocken USA.
[21] Shepard, R. W.; & Johnson, M. B. (2001). California Bridge healt index: A Diagnostic Tool To Maximize
Bridge Longevity, Investment. TR News, (215).
[22] ANAS S.p.A. (s.d.). Il controllo prestazionale della segnaletica stradale orizzontale. Un caso applicativo
sulla rete stradale dell’ANAS in Sardegna. ..\..\..\Downloads\3866INGCOGHE_Ilcontr.pdf
[23] Janoff, M. S., Nick, J. B., Davit, P. S., & Hayhoe, G. F. (1985). NCHRP Report 275: Pavement Roughness
and Rideability. TRB, National Research Council, Washington, DC.
[24] Al-Omari, B., & Darter, M. I. (1994). Relationships between international roughness index and present
serviceability rating. Transportation Research Record, (1435).
[25] Parker, N., & Meja, M. (2003). Evaluation of performance of permanent pavement markings.
Transportation Research Record: Journal of the Transportation Research Board, (1824), 123-132.

FEATURES
Development of Advanced Asset Management
System in Japanese Expressways
Shigeru Shimeno, Senior Expert, Construction & Technology Division, East Nippon Expressway Com. Ltd., Japan
Isao Ueda, Director, SMH Promoting Team, Road Maintenance Division, East Nippon Expressway Com. Ltd., Japan
Tomonobu Tanino, Manager, Corporate Strategy Division, Central Nippon Highway Engineering Company, Japan
Associate member of Technical Committee D.1 Asset Management of the World Road Association
A s of the end of 2018, the total length of the Japanese

motorway network had reached approx. 9,500 km,
with most road segments being operated and maintained
by Nippon Expressway Companies (NEXCOs), which are
divided into the country’s Eastern, Central and Western
regions. This network comprises some 1,200 km of
bridge sections (accounting for roughly 15% of the total
length) and about 900 km of tunnel sections (approx. Shigeru Shimeno Isao Ueda Tomonobu Tanino
11%); in all, these infrastructure projects number about
16,000 bridges and 1,800 (tube) tunnels.
More than 60 years after inauguration of our network’s

first section (Meishin Expressway), today’s pressing
problem is how to maintain/rehabilitate such aging road
infrastructure. The share of road bridges over 30 years of
age accounts for 40% of the total (illustration 1), and we
are deeply concerned by the underlying danger posed
by a number of these bridges, which have become too
damaged to be considered safe. They are routinely and
repeatedly overloaded by heavy goods vehicles, while
being exposed to deterioration due to deicing salts
applied during the winter [1].
Under such difficult circumstances, three of the NEXCOs

launched in 2015 a large-scale rehabilitation/renewal
project, allocating 3 trillion JPY for: the replacement Illustration 1 - In-service period of bridges (16,112 bridges)
of certain faulty bridge decks

(illustration 2), repairs to some
compromised rebar anchored into
cut slopes, the construction of inverts
to reinforce old tunnel sections, and
the restoration of several severely
damaged buildings [1].
Moreover, we must address the issue

of a lack of skilled engineers due to
our declining birthrate and aging
population, while on the other hand
being overwhelmed by an increasing
and excessive workload of routine
maintenance/inspection, given
the network’s aging road
assets.
Illustration 2 - Example of bridge deck rehabilitation

FEATURES Development of Advanced Asset Management System in Japanese Expressways
We are also required to enhance the operational efficiency thus need to be addressed, namely: technological
of field work through the use of robots and various development, the provision of guidelines for work steps
systems/software as part of the cyclic maintenance and information access, establishment of an optimal work
processes of road infrastructure (any series of actions is structure for operating processes, and the training of
to begin with an inspection). The database system must human resources assigned to maintenance work.
be organized so as to both fully share information on
the status of each action in the maintenance cycle and The SMH master plan is intended to develop advanced
facilitate decision-making processes to better assess the technology that enables road inspection by the use
degree of deterioration in addition to devising an action of robots and image scanning tools, along with high-
plan. definition images and their automatic processing
techniques, to ensure achieving adequate inspection
accuracy. As regards field work, data input-related actions
THE SMH (SMART MAINTENANCE have been efficiently carried out on-site with mobile
HIGHWAY) PROJECT SPONSORED BY PC tablets, thereby saving time in manual data entry
NEXCO-EAST (illustration 4).
NEXCO-East [2, 3] has implemented this SMH project, in Moreover, the plan is aimed at enhancing information
which ICT and automation are widely and extensively storage and data analysis, in addition to introducing
employed to tackle various difficult issues arising the next-generation Road Maintenance Information
during on-site works. Consequently, a comprehensive Management System (RIMS). The current RIMS, which
maintenance system is expected to be developed in close serves to efficiently carry out road maintenance work,
coordination with engineering skills and experience- is composed of 16 individually developed units. The
based knowledge (illustration 3). corresponding data are neither recorded in the same
storage unit nor cross-managed in a centralized manner.
The SMH project encompasses 5 themes and 11 key topics Based on the concept of database federation, the next-
of focus. One strength of this project lies in optimizing the generation RIMS has therefore been designed for data
performance of each action for improved maintenance integration and access/visualization within different
through the use of ICT and automation. Another SMH databases by means of introducing architecture whose
highlight targets the entire maintenance cycle, whereby uniform API (Application Programming Interface) lies
the database system is rebuilt to innovatively streamline between a user interface and the database (illustration 5).
work flows and decision-making processes. Many topics
Illustration 3 – Concept of SMH project

Development of Advanced Asset Management System in Japanese Expressways FEATURES
Illustration 4 – SMH Master Plan
Illustration 5 - System architecture of next-generation RIMS

FEATURES Development of Advanced Asset Management System in Japanese Expressways
Illustration 6 - Example of Infrastructure Management Mode (Bridge)
In addition, the Multi-Scale making. In the next phase, AI (Artificial Intelligence), MR (Mixed Reality) and
Monitoring - User Interface (MSM-UI) sensing technology will be embedded into the system. Moreover, the MSM-UI
has been developed to display prototype has been established so as to confirm its potential applicability to
various kinds of data featuring practical work at six selected on-site offices, including information sharing
different dimensions. One example among employees and streamlined decision-making.
visualized by the system (road
infrastructure monitoring mode)
indicates the results of cross- ROAD STRUCTURE INSPECTION TECHNOLOGY PROMOTED
processed data from four different BY NEXCO-CENTRAL
databases (bridge management,
road asset management, photo/ A considerable body of road structure inspection technology has been
picture storage, and inspection data developed, and in some cases already being implemented to enhance working
management). Also, BI (Business efficiency as well as ensuring the technical accuracy of inspections. NEXCO-
Intelligence powered by Microsoft) Central, assigned to oversee motorway operations and construction in
software is installed to analyze data Japan’s central region, has taken the initiative by inventing robots specifically
from a multifaceted perspective, designed for bridge inspection. One such robot is the Unmanned Aerial Vehicle
with various user-requested graphics (UAV), also known as SCIMUS (or Structure Check Investigate MUlti-copter
being promptly created from stored System, illustration 7). SCIMUS was created by a consortium of NEXCO-Central
data in order to facilitate decision- companies, with three prototypes having been designed for each objective,
making since visualization simplifies namely: inspection of a bridge deck from a very high perch, a bridge pier, and
any assessment of physical road a truss bridge. In practice, it is used to generate many (high-definition) bridge
damage (illustration 6). deck images to be visualized locally. The most advanced one can be operated
automatically and safely through the use of laser beams. Remaining practical
SMH has currently entered the first challenges include a lack of UAV operators and the permission of authorities
development phase, during which to use UAV instead of human engineers. It then becomes necessary to both
fundamental IT infrastructure is provide our employees with adequate training in the application of SCIMUS
being built to regularly repeat and call on experienced professors and leading researchers able to convincingly
the road maintenance cycle of demonstrate the authority to promote UAV use.
standardized work flow and decision-

Development of Advanced Asset Management System in Japanese Expressways FEATURES
Illustration 7 - Example of UAV by NEXCO-Central (so-called SCIMUS)
Another example of our inspection technology showcases efforts of an inspector roped to the building. Inspections
the robot designed for a diagonal cable of a cable-stayed like these may place inspectors in danger and rarely
bridge. This cable, which is a structural lifeline of such achieve working efficiency.
a bridge, must typically be inspected conventionally,
e.g. use of an aerial work platform vehicle or the manual We have therefore invented a specially designed
inspection robot that can be automatically operated
through the cable and verified its exterior condition by
means of four affixed cameras (Illustration 8). In addition,
the robot enables us to diagnose the inside physical
condition of the cable through a magnetic survey
accessory. We are now able to conduct on-site inspections
much more safely and efficiently.
CONCLUSION
Many alternative technological approaches to road

infrastructure-related problems actually exist, and
our innovative methods for addressing several issues,
including social and complex ones (such as a declining
birthrate and aging population) will ultimately help us
facilitate road asset management and, in so doing, will
allow us to adapt to changes in road transport and the
society itself.#
REFERENCES
[1] East Nippon Expressway Co. Ltd. Homepage

https://www.e-nexco.co.jp/
[2] Ueda, Development of advanced asset management
system for expressway infrastructure through ICT and
mechanization, The Institute of Electrical Engineers
of Japan 2018 Annual Meeting Proceedings S21-5,
2018.3
[3] Ueda,Kubo,Itakura; Development of SMH in NEXCO-
EAST group, JSCE Construction Committee
36th Workshop on Issues of Construction Management
Proceedings Infrastructure Maintenance and
Illustration 8 - Example of a robot inspecting the diagonal cable i-Construction, 2018.12
of a cable-stayed bridge

FEATURES
Advances in the Implementation
of Road Asset Management in Chile
Miguel Valdés Flores, Head of the Road Management Department, Highway Office, Chile
Carlos Ruiz Trevizan, Head of the National Highways Laboratory Department, Highway Office, Chile
Respectively corresponding member and member of Technical Committee D.1
Road Asset Management of the World Road Association
C hile has a road network of 85,221 kilometres. It largely consists

of interurban roads and some sections in urban areas of strategic
interest. The network is administered by the Highways Office, apart from
3,000 kilometres which operate under private concessions. Management of
the road assets (divided into 9 different categories) has become an essential Miguel Valdés Flores Carlos Ruiz Trevizan
task over the past decade, as mass use of the systems has increased,
bolstering this strategic area of the Highways Office.
this system. This will mean that all

STRENGTHENING ROAD INFORMATION MANAGEMENT management will be supervised
by this world-class EAM (Enterprise
Until just a few years ago, information on the road network, both paved Asset Management)-type tool,
(25% of the network) and unpaved (the remaining 75%), was gathered, stored allowing reports and analyses to be
and updated locally, i.e. in each of the 16 administrative regions into which issued on request from users with
the country is divided. Given the importance of validating the information to different profiles or privilege levels
provide data for management systems and enable monitoring and traceability (illustration 1).
of the work carried out, the Máximo FEMN1 system was implemented. This
system is a computer platform for administering, managing and monitoring This platform is intended to unify
the country’s road assets, at all stages from incorporation through maintenance information on the road network
to de-listing. Six regions now have a unique validated road network (Red Vial for all assets classed as strategic,
Oficial Única or ROU) which can be shared and managed in real time with all specifically: roads, service roads,
systems linked to all forms of road maintenance. By 2020 it is expected that bridges, viaducts, overpasses,
the entire road network will be administered by the Highways Office under tunnels, cuttings, snow sheds and slip
roads.
1 FEMN: a term taken from the Mapugundun language which means to ‘do things well, in the
right way’. The Máximo FEMN system is fed
from information which is currently
collected by a variety of means. In this
new system, it can be compared and
validated using common parameters
to enable decisions to be made
regarding quality and suitability. An
essential part of the system is the
registering and inventory of all items
in the road infrastructure subject to
conservation and improvement works
by the Highways Office. A module
showing the economic aspects allows
the investments made in each asset
to be monitored as maintenance
works progress.
Illustration 1 - Main screen of the Máximo FEMN system

Advances in the Implementation of Road Asset Management in Chile FEATURES
INFORMATION FOR DECISION-MAKING aforementioned public assets,
particularly the road infrastructure.
Significant progress has been made over the last ten years in developing In 2018, we defined the Useful
and implementing road maintenance project assessment methods, and Design Life of 9 road assets,
particularly in adapting and calibrating HDM-4 software to local conditions. the formula for calculating the
This has enabled us to generate large quantities of information which is useful remaining useful service life and
for scheduling the maintenance of paved roads based on their real needs— the criteria for reappraising or
i.e. their structural or functional conditions. The status of the road network inspecting assets. The process is
has progressed from manual data-gathering to fully-automated systems expected to conclude in 2021, at
for gathering information on pavement condition. This process is followed which point we hope to have a
by a mathematical analysis to determine the status at any time of the entire complete valuation of the road
pavement, for almost all of the paved road network under the responsibility of assets in local currency. The
the Highways Office. Illustration 2 shows automated assessment (auscultation) system will be designed to be fed
and illustration 3 shows how the results are displayed. automatically from other systems,
such as Máximo FEMN, the Financial
In conjunction with these developments and in line with the validation and Administration System (SAFI) and
uniformity of information on the road infrastructure, contracts were awarded the PCI pavement condition index
in 2017 for assessing 5,500 kilometres of paved roads using geo-radar or GPR system. These improvements in our
(Ground Penetrating Radar). This enabled the characteristics of the different layers information systems will in turn
of pavement to be updated, augmenting the reliability of the information used by enable us to digitise many processes
the other systems (PCI , HDM-4, Máximo FEMN). Illustrations 4 and 5 show the GPR. currently managed on paper
(e.g. the Works Payment Statuses).
It will thus be possible to record
ADVANCES IN THE RECOVERY OF ROAD ASSETS road improvement and maintenance
works automatically in the system,
In 2018, the Highways Office took on the considerable challenge of allowing real-time valuation of the
gradually implementing International Public Sector Accounting Standards entire infrastructure administered by
(IPSAS). Ultimately, these standards will perform the accounting for the the Highways Office.
Asset valuation will mark a major

breakthrough for Chile’s Ministry of
Public Works, enabling us to deliver
financial statements associated with
public infrastructure, particularly
the road infrastructure, including
infrastructure administered via
the Highways Office and via the
concessions system. Delivering
financial statements for all public
Illustration 2 - Continuous automated assessment (auscultation) of Chile’s road network assets will require a robust asset
administration system, well-suited
to the task. It must be designed
sustainably and must take into
account the specific characteristics
of each element valued. It will have
to cover design criteria such as useful
service life, any improvements that
can be capitalised during its useful
service life (thus enabling that
service life to be prolonged) and
criteria for identifying wear and tear
in the infrastructure.
Recovery of tax assets (in this case

road assets) will allow public
authorities in the sector to
measure the efficiency of
spending by looking
Illustration 3 - Display of the results of the automated visual inspection at variations in this

FEATURES Advances in the Implementation of Road Asset Management in Chile
indicator over a given time series. The

greater the investment (i.e. the more
financial resources are allocated to
changes in the standards of the road
infrastructure and to capitalisable
improvements), the greater the asset
value. In this way, it will provide a
decision-making tool for allocating
financial resources associated with
the road network.
CONCLUSIONS
There has been a major boost in

the implementation of a road asset
management system in Chile in
recent years. The structure of a roads
inventory has now almost been Illustration 4 - 2 GHz geo-radar antenna
completed and all that remains is
to review some areas of the country
where the task has yet to be carried
out. The introduction of IT systems for
managing the assets provides a real
opportunity to finally launch an asset
management system that combines
a robust database, a means of
recording interventions, a database
of projects to be executed and
capacity to monitor works, quantities
of materials, physical and financial Illustration 5 - Images obtained using geo-radar
resources and indicators of efficiency
and effectiveness. Automated
processes will shortly be introduced to give a valuation of road assets, under IPSAS-CGR (Comptroller General of the
Republic) standards. This will mark the culmination of a long phase that has involved many developments and the
introduction of conceptual ideas to provide Chile’s Highways Office with a robust and sustainable system.#

FEATURES
Maintenance Programming
for Performance-based Contracts using HDM-4
Richard Solorio, Head of the Research Group on Road Infrastructure Management, Mexican Institute of Transport, Mexico
Spanish-language Secretary of Technical Committee D.1 Asset Management
BACKGROUND
In recent decades, it has become

common practice in various countries
for road conservation to be carried
out under performance-based Ricardo Solorio
contracts. The contracts stipulate
the service level required of the
road assets over a given period, thus
transferring part of the risk involved
to the contractors [1].
In Mexico, such contracts were first

introduced in the mid 2000s [2].
They have largely been used for the
rehabilitation of road sections, to
ensure that certain standards are
met and maintained throughout the
lifetime of the contract. As a general
rule, they also specify a minimum
remaining life of the pavement
subsequent to the conservation stage. Illustration 1 - Stages of a performance-based contract in Mexico
Illustration 1 shows irregularity trends
in previous stages.
As in other countries, the use of the HDM-4 by the ministry responsible for road
In terms of the state of the assets, use and conservation has made it one of the preferred systems for drawing
the contracts set standards for up pavement maintenance programmes operating under performance-based
the roadway, slopes, bridges and contracts. Nonetheless, it is worth remembering that (on paper, at least) the main
structures, drainage, signalling and purpose of HDM-4 is to identify the investments with the greatest social benefits,
safety devices. They also address and not necessarily to guarantee compliance with certain predefined standards of
aspects of the operation such as the performance.
functionality of the public space and
highway services.
HDM-4 APPLICATIONS
Since the 2000s, the General Office
of Road Maintenance of the Mexican The HDM-4 is the fourth generation of the Highway Development and
Transport and Communication Management system, a series of methodological and computer tools originally
Secretariat (Ministry) has been developed by the World Bank. It can be used to support investment analysis in
using the HDM-4 system as an road infrastructure or to devise research studies and public policies.
analysis tool for preparing its annual
maintenance programme for the The HDM-4 contains three main applications: strategy analysis, programme
toll-free federal network. Over the analysis and project analysis. These correspond respectively to the functions
years, HDM products have gained of planning, scheduling and preparing road asset management [3]. Of these
wide acceptance in developing functions, the first two apply at the level of the asset management network and
nations and countries with transition the third at project level.
economies, partly because they were
originally developed by the World The three applications use lifecycle cost/benefit analysis as the main
Bank and are currently supported by method for selecting the project alternatives, and all three implement
PIARC. it in a very similar way. Costs essentially include maintenance and

FEATURES Maintenance Programming for Performance-based Contracts using the HDM-4
improvement work, while benefits has a maximum budget allocated, for this phase one would have to anticipate
are the savings in user costs resulting budget constraints and the need to optimise the unconstrained solution, which is
from the works, particularly in terms of not possible with project analysis.
vehicle operation costs. Note that only
the strategy and programme analyses Although the programme can be optimised using programme analysis, with
generate work programmes and these this application the problem persists that both the selection of alternatives and
can be optimised when there are optimisation are based on criteria linked to social profitability.
budget constraints.
As already mentioned, the only HDM-4 application that uses alternative criteria
Table 1 shows key features of the to find the final solution is strategy analysis. As shown in table 1, in this type of
HDM-4 applications in terms of the analysis it is possible to use the improvement of the condition of a given pavement
criteria used to select alternatives and as the selection and optimisation criterion, expressed in terms of reduction in IRI
optimise unconstrained programmes. and marginal decrease in the IRI / Cost ratio, respectively. In the case of Mexico,
performance-based contracts normally establish standards for IRI and surface
In table 1, note that: deterioration, which can be reflected in the HDM-4 by setting intervention
thresholds.
• all HDM-4 applications have two
systems; Although it might seem contradictory at project level to use a form of analysis that
• the ‘by project’ project analysis mode was originally designed for strategic planning exercises, it should be borne in mind
selects the optimum alternative that the three HDM-4 applications perform the cost analysis of the life cycle in very
based on the NPV of the set of similar ways and use the same deterioration models. What really differentiates
sections / alternatives rather than each application, then, is the level of detail of the input data. And evidently, in
each individual section; performance-based contracts, a high level of detail is required.
• the ‘Multi-Year Forward Programme’
programme analysis mode assesses Taking all of these factors into consideration, we propose the following procedure
the advisability of not postponing for obtaining the works programme for a performance-based contract.
intervention in the sections involved;
in all other systems, life cycle analysis
is used; PROPOSED PROCEDURE
• strategy analysis is the only one
with a mode that uses a criterion Taking into account the use of the strategy analysis system based on improvement
other than social profitability to in the condition of the pavement, we propose the following procedure for
select alternatives or optimise obtaining work programmes linked to performance-based contracts:
the programme without budget
constraints. 1. divide the sections in the project into segments with a length equal to that
stipulated in the terms of the contract for monitoring performance standards;
Since the preparation of proposals 2. estimate deterioration of the segments using a run without maintenance
for awarding a performance-based alternatives;
contract stands at the level of asset 3. depending on the results, design the intervention alternatives required to
management project, the most achieve and maintain the required standards;
natural application for obtaining 4. check that the previous alternatives enable the specifications on remaining life
the maintenance programme might to be fulfilled, using a non HDM-4 method;
appear to be project analysis. However,
there are two obstacles: on the one
hand, depending on the analysis TABLE 1 - CHARACTERISTICS OF HDM-4 APPLICATIONS
mode used, inclusion of the works
APPLICATION MODE CRITERION FOR SELECTING OPTIMISATION CRITERION
proposed in the work programme is ALTERNATIVES
conditional, either on all the sections Net present value (NPV) of
By section each section / alternative N/A
having a socially profitable alternative Project
or on the NPV of a set of alternatives analysis NPV of the set of
By project sections / alternatives
/ sections being positive. If this is not
the case, one or more sections would Life cycle
end up with no scheduled works, Programme Multi-year
analysis forward NPV of each section Marginal increase in
compromising compliance with the programme / alternative NPV / Cost ratio
performance standards set out in the Optimisation
bidding specifications. Strategy by NPV
analysis Optimisation Decrease in IRI* for each Marginal decrease
At the same time, if we bear in mind by IRI section / alternative in IRI / Cost ratio
that the rehabilitation phase normally *IRI: International Roughness Index

Maintenance Programming for Performance-based Contracts using the HDM-4 FEATURES
5. using strategy analysis with the
criteria based on IRI decrease, obtain
the programme without budget
constraints;
6. optimise the previous programme in
order to distribute the investments
needed to meet performance
standards over the various years of
the rehabilitation phase. This involves
multiplying the alternatives designed
so that the rehabilitation work can be
performed in any of the years in that
phase;
7. manually rearrange the actions of
the optimised programme to obtain
reasonable work lengths in practical
terms, and create in the HDM-4 the
standards needed to accurately Illustration 2 – IRI and cracking (%) modelled with the HDM-4
reflect this rearrangement;
8. perform a new strategy analysis to
assess the rearranged programme layer with conventional asphalt and laying one with a particular type of modified
and check that it still complies with asphalt). Nonetheless, the HDM-4 is a very useful tool for identifying the most
the performance standards. suitable conservation strategy to fulfil the contract conditions. For example, it
allows us to see how a strategy based on frequent surface treatments compares to
Note that in the above list, the tasks one based on a single more radical action during the analysis period.
mentioned in Points 1, 3, 4 and 7 are
not performed in the HDM-4. This is The procedure proposed here has been applied by the Mexican Institute of
normal for any pavement management Transport for different purposes, with satisfactory results in most cases. As an
exercise; the system is essentially a example, Illustration 2 shows IRR and cracking (in percentage) as part of an analysis
tool for analysing road investment of the following project:
and needs to be complemented with
other tools for managing pavement • road type: four-lane highway;
information and engineering. • type of pavement: asphalt mix on granular base and asphalt mix on stabilised
base;
Remember, too, that the three types • duration of contract stages: Rehabilitation, 3 years; Conservation, 7 years;
of analysis use the same deterioration Remaining life, 3 years;
models, which cannot really be • performance standards (among others): IRI ≤ 2.5 m/km and % cracking. ≤ 5 %.
considered project-level management
models, since they lack the sensitivity One interesting result of the above example is that although some segments /
to differentiate between the behaviour alternatives were not profitable, the NPV of the complete set of segments and
of very similar actions (e.g. laying a alternatives selected was positive.#
REFERENCES
[1] G. Zielow, «Performance-based Management and Maintenance of Roads,»

[Online publication]. Available: http://www.performance-based-road-
contracts.com/. [Last accessed on 26 December 2018].
[2] SCT, «Asociaciones público-privadas para el desarrollo carretero en México,»
Secretaría de Comunicaciones y Transportes (SCT), Mexico City, 2006.
[3] H. R. G. Kerali, J. B. Odoki & E. E. Stannard, HDM-4, Desarrollo y gestión de
carreteras: Volumen 1, descripción general de HDM-4 versión 2.0, Paris:
World Road Association (PIARC), 2006.

ROAD STORIES
Roads Across Africa
Illustrations © Quai Branly Museum (France)
W ith the World Road Association’s

publication on its website of
two technical reports written by
regional French-speaking African
working groups, we felt it highly
relevant to focus on the theme
of «Roads across Africa», through
a series of recordings from the
eponymous exhibition staged in
Paris during the 2017 season at
the Quai Branly - Jacques Chirac
Museum. The following article is
composed of excerpts from these
recordings drawn from both text and
illustrations. It is being published
here with the Museum’s much-
appreciated permission.
Africa’s history is the world’s oldest;

specialists today agree on placing the
origins of human life in sub-Saharan
Africa. It was in southern Africa some
150,000 years before the Common Era
where the future Homo sapiens would
emerge and where his dispersion
across the globe would commence.
For thousands of years, the peoples

of Africa roamed. With the exception
of a few higher areas of relief in the
North and South and Ethiopia, the
African continent is composed of vast
open spaces, the hydrographic basins
of major rivers (Nile, Niger, Congo,
Zambezi) and plateaus dating back
to the Primary Era, at increasingly
higher elevations heading eastward.
This geography is quite favorable for
seasonal migration patterns, facilitating
the trading of food in exchange for
desert products, salt in exchange for
iron, gold in exchange for salt and
one crop exchanged for another, all of
which caused agrarian migrations, forest
clearcutting and intensive commercial
activity, necessitating accommodations
along the lengthy trade routes. Such
circulation, whether over land or by river,
has left numerous imprints, as revealed
in both objects and documents.
These African flows of people and

goods have never been self-contained. Illustration 1 - Catalan atlas in six panels - Two panels depicting Africa
Africa has always been a continent and the King of Mali’s pilgrimage, 1375. Paris, National Library of France

ROAD STORIES
open onto the rest of the world, as
demonstrated by the movement of
objects accompanied by people, their
languages and cultures along the
following timeline: the arrival of Afro-
Asian languages; a human crucible
formed by Egyptian and Carthaginian
land masses; expansion of populations
speaking Bantu; exchanges of plants
both to and from Africa; use of the
domesticated camel (via the Romans,
circa 1th century of the Common Era);
religious interactions with the advent
of Christianity in Egypt and Ethiopia Illustration 2 - Gold rhinoceros, 13th c., South Africa. University of Pretoria Museums
during the 4th century, then Islam in
Western Africa and later on along the
Eastern coastline beginning in the
8th through 10th centuries; Persia’s
influence in Eastern Africa (1th to 6th
c.); thriving activity around the Indian
Ocean; the effects of Zimbabwe’s gold
rush and Chinese expeditions (10th
through 15th c.); the gold roads that
would shape the «golden centuries»
in Western Africa during this same
period; the presence of ivory outside
of Africa at a very early date (already
found in Rome and throughout
Medieval Europe); historical circulation
of money cowry (shells used as
currency) in the Maldives of Western
Sahel. The routes forged would only
become more well-traveled with the
burgeoning slave trade, followed by
European interests.
Illustration 3 - Book of itineraries and kingdoms, Al-Istakhrî, 1068
(copy produced in Iran in 1820). Paris, National Library of France
THE SOURCES
Historians have access to quite and Europe via North Africa. Thanks to the Nile, Europe could also access sub-
varied sources. While archaeology Saharan resources through Egypt, by river connection with Nubia (current-
constitutes a vital source prior to the day Sudan). Going even further back in time, on Africa’s eastern side, Arabia
10th century, ancient manuscripts and India communicated by way of the Red Sea and the Indian Ocean, with
can still be found in myriad coastal shipping routes set up along a series of relay ports, including during
languages: Ge`ez (Ethiopia), Arabic the Middle Ages a reliance on Chinese boats. In the continent’s interior, people
(post 10th-century), Swahili (since and goods made crossings by navigating the major watercourses and trails
the 16th c.), and Fula (19th c.). As of the across forests and savannas. By canoe, sometimes horseback and definitely on
17th c., African writings appeared in foot, men exchanged with one another, shared knowledge, made war, created
European languages and Occidental alliances and migrated, just like their contemporaries elsewhere in the world.
sources: Portuguese, Dutch, then
English, French, Danish, German and Trading partners outside of Africa developed a mapping system; the first
Afrikaans. realistic contour drawn of the African continent, at the end of the 15th century,
is owed to the coastal discoveries by the Portuguese explorer Vasco de Gama
(circa 1460-1524). Previously, only the main commercial ports known had been
MEANS OF LOCOMOTION indicated on the atlases and both Arabic and European portolans. Over three-
fourths of the continent had yet to be charted.
Since Ancient times, horses and then
camels facilitated caravan-based
trade between the Southern Sahara

ROAD STORIES
TRADING ROUTES
The roads dedicated to salt, gold, ivory,

slaves, pearls, textiles and weapons
have given rise to urban stopovers
since Ancient times. In the Southern
Sahara, salt played a key role in
exchanges by virtue of its necessity for
human survival yet scarcity across the
subcontinent.
Glass paste beads were heavily used

in international transactions. The bead
owner, whether a man or woman,
would command prestige by wearing
them or having them placed on an
object. As of the 8th century, Arabic
glass pearls had already made their
way into sub-Saharan cities, the Venice
variety entered this market beginning
in the 16th century.
Illustration 4 - The continent’s railway network and mining centers
Archaeologists have determined
that the Indian Ocean coastline was
«paved with Chinese porcelain», as a the raw material but nurtured the craft of its sculpting.
transaction commodity with Africans.
As such, Chinese dishware was Ironwork dates back an extremely long time in Africa. Iron was an essential
found in Zimbabwe, as well as at the component in manufacturing the hoe, a most singular tilling device used by
former Arab trading post in Vohemar African farmers. Masters at the forge for thousands of years, these local artisans
(Madagascar). exported their iron production and then copper-based alloys to points both inside
and outside the continent’s land mass.
Commercial relations also developed
around textiles. Straps woven with These multiple routes promoted the spreading of plants,
African cotton, produced in Sahel from the nursery all the way to their medicinal uses.
towns, could be found throughout As of 1715, Bourbon (present-day Reunion) Island, a stopover for the French East
Western Africa. The eastern territories India Company under the reign of Louis XIV, was developing coffee plantations. At
also received Indonesian fabrics. India Versailles, Africa’s royal princes and ambassadors were invited to sign commercial
and China supplied both silk and deals in the presence of the French king.
printed cotton.
All these imports were traded for local

products. Zimbabwe gold left the east
coast of Africa for Asia, while Egyptian
and West African gold headed by
Saharan routes to Europe. Africa was
the world’s primary purveyor of gold
up until its discovery in America. This
trade served to build the fortunes of
the Western Sahel’s major empires that
controlled the means of production in
the valleys of Senegal and Niger, as well
as on the continent’s eastern plateaus.
Ivory was hauled across deserts,

seas and rivers. The tusks of Africa’s
elephants were much more impressive
than their Asian counterparts. When
the Portuguese set up outposts in the Illustration 5 - Rubber porters, 1944, Congo. Aix-en-Provence (France),
15th c., they were tapping not only into National Overseas Archives

ROAD STORIES
THE ROAD REVOLUTION (19TH AND 20TH CENTURIES) help improve service to isolated zones.
Social and linguistic mixing was the
For Africa, the 19th and 20th centuries meant a period of turmoil. From the norm. Upon returning to their native
steamboat, which became predominant around the middle of the 19th c., to the villages, workers introduced products
railroad and construction of paved roads at the end of the century, followed by that symbolized the modernity of
the introduction of airline transport in the 20th c., new modes of communication the outside world: hurricane lamps,
reached formerly isolated regions. In 1860, the opening of the Suez Canal imported blankets, bicycles, transistors
expanded the range of shipping lanes and reliance on them for trade with the as of the 1940’s, sheet metal for home
other continents. Steam-powered sailing enhanced the exportation of products construction, followed by cement.
like fats (peanuts, palm oil) but also Arabic gum used in the textile industry, certain The urban social strata, benefiting
spices and even wood for dyeing processes and shipbuilding. This was also a from school instruction, held new jobs
time, beginning in the 1870’s, when ore deposits were being discovered in both (in administration or sales, teachers,
Central and Southern Africa: diamonds, gold, copper. In exchange textiles, metals, specialized trades). Following the
alcohol, glass jewelry, manufactured goods all flowed in, undermining the local national independence movement,
trades while providing raw materials that offered creative opportunities for some these groups gained even greater
craftsmen. autonomy and went on to develop
relations with all parts of the globe,
The railroad would have the most destabilizing impact on the continent. The especially with Asia and the Middle
initial sections of track sought to accomplish both economic and military goals, East, whether to engage in business
like the stretch of railway connecting Dakar with Saint-Louis in Senegal (1885), or educate their children. Movement
which was of strategic importance in solidifying the conquest in addition to being within the continent had never been so
built to facilitate the peanut trade. In Western Africa, the railway map exposes vibrant.
the expansionist ambitions of the local economy: instead of a network designed
according to the rationale of Southern Africa’s, the track laid merely linked a port New modes of communication became
to an agricultural or mining production zone. After 1914, the projects to merge widespread. The telegraph, at first
sections or cross the Sahara were shelved. the exclusive domain of military and
administrative personnel, broadened
The majority of trip-making continued to use rural unpaved trails, which later to include commercial and private
on were widened into veritable roads that, after the 1920’s, accommodated uses. The telephone was slow to
truck traffic. For many years, manual carrying remained the preferred mode of penetrate in Africa; it would take until
transporting goods, at times assisted by pack animals or riverboats. Administrative the technological revolution and the
authorities gradually imposed standards, though rarely respected: 20 to 30 km availability of the Internet for text and
per day and 30 kg of load per porter; avoidance of excessive distances away from images to whip across the continent,
home; food rations should the home village be located at more than a two-day radically altering the day-to-day life of
walk. local populations, provided an energy
source could be tapped to recharge the
The airplane only became prevalent after world War II for passenger travel or batteries. Solar power would partially
specific high-end products. Some areas remained relatively disconnected from contribute as well.
the rest of the world, but the circulation of labor, whether forced or voluntary, did
At the dawn of the 21st century, the
African continent thus finds itself in a
state of flux. The metropolitan areas
and major thoroughfares are bustling
like never before; rural areas are
reeling due to an exodus toward urban
centers, international migration and
the explosion of new technologies.#
Illustration 7 - A camel’s saddle,

Illustration 6 - A millefiori pearl necklace, 19th c., 19th c., Tuareg-Ahaggar style, Algeria.
Ivory Coast. Murano pearls (Venice, Italy) Paris, Quai Branly Museum

PUBLICATIONS
http://www.piarc.org/en/publications/technical-reports
TECHNICAL COMMITTEE B.1

ROAD NETWORK OPERATIONS / INTELLIGENT TRANSPORTATION SYSTEMS
Low Cost ITS
2019R07EN, 978-2-84060-510-2, 122 pages
The Low Cost ITS concept was introduced for the first time during PIARC 2012-2015
cycle. The concept described ITS services that were attractive to resource limited
or Low- and Middle-Income Countries (LMICs). This was possible because of the
recent emergence of inexpensive technological solutions including information
systems based on the collection of probe vehicle data or information harvesting
from social networks-based software applications. However, the concept was not
formally defined. Upon further consideration, application of low cost ITS concerns
both LMICs and High-Income Countries (HIC’s). This is driven by the need to reduce
public expenditure, including investment and operating costs during the life cycle
of ITS services.
The objective of this report is to perform an in-depth investigation of the Low cost
ITS concept to clarify its definition and investigate all related aspects: service areas,
stakeholders and value chain, business model and costs, system architecture,
quality of service, system resilience, legal aspects, privacy and standardisation.
On these different aspects, whenever possible the comparison between traditional and low-cost approaches is addressed.
For this document to be more than a theoretical guide we have tried to anchor it in reality by illustrating it with twenty case
studies that are available in a separate booklet.
Thus, the report should be considered a guide for practitioners to help them making the best decisions when planning to
deploy a service based on a low-cost solution. However, this is also a guide for researchers to help them identify and target
open issues that need further research.
This report has some case studies under reference 2019CS07EN.#
WORKING GROUP PIARC/AGEPAR

Contribution to the improvement of the general guidelines for
the development, construction/reconstruction, rehabilitation
and maintenance of the Trans-African Highway network -
(Appendix II)
2019R06FR, in French only
This report is a review, for the purpose of improvement, of Annex II entitled

«General Guidelines for the Planning, Construction/Reconstruction, Rehabilitation
and Maintenance of the Transfrician Highway Network» of the African Union
Intergovernmental Agreement for the Harmonization of Norms and Standards on
the Trans-African Highway Network.
To this end, the following specific objectives have been set:
• examine the conformity of the standards contained in the document in

comparison with the different standards practiced in the various regions of the
continent;
• conduct discussions on the standards set out in the document;
• make proposals for improvements, with reasons, if necessary;
• produce a document to be submitted to the African Union Commission;
• propose a mechanism for its dissemination and appropriation by the structures in charge of road infrastructure in the
Member States of the Union.#

PUBLICATIONS
TECHNICAL COMMITTEE D.5 nature in terms of safety, the tunnel

ROAD TUNNEL OPERATIONS as a whole can remain open to users.
Introduction to the RAMS For all tunnels, whether in an urban or
Concept for Road Tunnel non-urban environment, the societal
Operation and economic impacts of a tunnel
2019R05EN, 978-2-84060-504-1, closure, even for a short period, are
38 pages evident.
Road tunnel operators are The maintainability of systems

increasingly aiming to adopt a contributes largely to their lifecycle
sustainable approach to road tunnel performance, reducing not only
operation whenever possible. They renewal costs but the environmental
are thus starting to look into ways of impact that such equipment renewal
optimising the lifecycle performance can have.
of systems and equipment, whilst
at the same time guaranteeing the The RAMS methodology has been
required level of safety. One possible extensively used in many industries.
means of achieving this is based on In the transport sector, it was first
monitoring the Reliability, Availability, used in the railway industry, where a
Maintainability and Safety (RAMS) RAMS standard (EN 50126) has been
of systems/equipment, based on developed. This standard can be The report also gives an overview
pre-defined requirements (these adapted to road transport, including of existing RAMS-based standards/
aspects are clearly outlined in PIARC road tunnels, and is thus gaining guidelines around the world
technical report 2017R02EN: Road increasing interest from both private and provides the results of an
tunnel operations: first steps towards and public road tunnel operators. international survey conducted by the
a sustainable approach). working group on how road tunnel
The aim of this report is to provide operators currently take into account
It can be argued that the RAMS an initial introduction to the RAMS reliability, availability, maintainability
methodology is directly linked to all concept. It first explains why and and safety aspects in their respective
three pillars of sustainable tunnel when the concept should be applied countries.#
operation (economic, social and within the context of road tunnel
environment). By guaranteeing the operation and then goes on to
reliability and availability of individual describe how the concept can be
tunnel systems/items of equipment, applied by using the standard EN
particularly when they are of a critical 50126 as a basis.
TECHNICAL COMMITTEE B.2

WINTER SERVICE
Intra- and Inter-Agency Integration of Winter Maintenance
Management: Case Studies
2019R04EN, 978-2-84060-503-4, 55 pages
PIARC Technical Committee B.2 Winter Maintenance» working group B.2.1.,

«Transportation Management during Winter Events» was tasked with identifying
noteworthy examples of cooperation within and between agencies responsible for
winter maintenance management.
A total of 10 case studies were received from seven nations: Czech Republic (1 case
study), Japan (3 case studies), Norway (2 case studies), Poland (1 case study), Scotland
(1 case study), and the United States (2 case studies).
Four of these case studies represent intra-agency cooperative management

efforts and six of these case studies represent inter-agency (in some cases,
international) cooperative management efforts.#

PUBLICATIONS
TECHNICAL COMMITTEE D.5

ROAD TUNNEL OPERATIONS
Prevention and Mitigation of Tunnel-Related Collisions
2019R03EN, 978-2-84060-502-7, 255 pages
Because a road tunnel is an enclosed However, to ensure the required level

space, many tunnel safety measures of safety of the tunnel, or to improve
are rightfully aimed at controlling the safety when needed it is essential
risks of fires and dangerous goods. for the tunnel manager (and other
However, practice generally shows stakeholders) to have an overview of
that most injuries and fatalities in the possible measures to control the
tunnels are actually related to traffic risk of collisions.
incidents that could also happen
on the open road. This means that To support this need, this report
measures to assure traffic safety are presents and recommends possible
also very important. organizational and technical
measures one can implement to
Usually, several causes contribute lower the probability (prevention)
to a specific collision occurring in a or the mechanical consequences
tunnel, or in its direct vicinity. Not (mitigation) of tunnel related The report is completed with conclu-
all these causes, for instance drunk collisions, that is, collisions in which sions, recommendations, a bibliography
driving or the use of a mobile phone the specific characteristics of a tunnel and glossary and several appendices,
while driving, are within the circle play a role in either the cause or the containing back ground information
of influence of the tunnel manager. effect. and details on the measures.#
TECHNICAL COMMITTEE D.5

ROAD TUNNEL OPERATIONS
Road Tunnels: Vehicle Emissions and Air Demand for Ventilation
2019R02EN, 978-2-84060-500-3, 61 pages
The design of a road tunnel ventilation system must consider fresh-air demand for
maintaining in-tunnel air quality during normal and congested traffic operations
and the control of smoke and hot gases in case of fire. The ventilation capacity to
manage a fire incident frequently drives the ventilation sizing in highway and non-
urban tunnels. Nevertheless, the fresh-air requirement for dilution during normal
and congested operation, or special environmental constraints, can be dominant in
tunnels with high traffic volumes and frequent congested traffic. This report provides
emission rates and an assessment methodology to support the tunnel ventilation
system designer in establishing the minimum fresh-air demand for adequate
in-tunnel air quality and visibility thresholds.
The emission standards for new vehicles are becoming more stringent and the
vehicle fleet is constantly being renewed. Therefore, the data for calculating vehicle
emissions and the resulting fresh-air demand requires updating on a regular basis.
This report provides the emission rates for exhaust pollutants (CO, NOX and PM), as
well as the appropriate factors for non-exhaust particle emissions for passenger cars, light-duty commercial vehicles, and heavy-
goods vehicles.
Data collection and methodologies to derive fresh-air volumes are similar to those described in PIARC’s previous reports
concerning emission estimations for ventilation design. However, the emission rates found in older reports are outdated. Vehicle
legislation has enforced more stringent emission rates since their publication, and vehicle technology has rapidly advanced,
resulting in lower emissions.#

PUBLICATIONS
WORKING GROUP PIARC/AGEPAR

Practical Guide to Pavement Design for Tropical Countries
2019R01FR, in French only
The Practical Guide to Pavement Design for Tropical Countries, published in 1984
by CEBTP, is still a document to which reference is often made in French-speaking
African countries.
Over the past forty-five years, major developments have taken place in the
pavement sector, particularly in the formulation of pavement materials and the
design of pavement layers, while African countries are experiencing strong growth
in heavy goods vehicle traffic, requiring the widespread use of pavements on the
most travelled routes to support economic growth.
This report prepared by a joint PIARC/AGEPAR study group makes a set of

recommendations for updating the 1984 guide and establishing new technical
rules for pavement design for French-speaking countries in sub-Saharan Africa.#
TECHNICAL COMMITTEE B.4 TECHNICAL COMMITTEE D.3

FREIGHT TRANSPORT BRIDGES
Good Practices on Multimodal Inspections and Damage
Freight Transport Policies Assessment Techniques -
and Truck Management on Case Studies
Highways 2018CS01EN, 978-2-84060-492-1, 218
2018CS02EN, 978-2-84060-498-3, 37 pages
pages
PIARC Technical Committee D.3 Bridges
Well-functioning logistics and freight is publishing a worldwide compilation
transport systems are crucial for a of case studies as examples for bridge
prosperous economy and a thriving owners in making critical decisions to
society. PIARC Technical Committee B.4 ensure the safety of the traveling public
Freight examines issues surrounding during a bridge incident caused by
multi-modal and road cargo transport damage and deterioration.
and reviews practices related to truck
management and energy-efficient «Triggers» or causes of this damage or
movement of freight. deterioration include environmental
impacts, increased live loads, deicing
Strategies and solutions from 10 applications, poor detailing in the
countries offer good practice ideas design phase, poor construction
on a variety of topics such as heavy materials and specifications, severe
vehicles charges, long combination loading events, natural disasters,
vehicle programs, national highway impacts, construction defects or by
freight program, speed management human error. At times, this discovery
of vehicles at work zones, ITS based of damage and deterioration may lead
data collection and sharing of truck to a bridge closure, traffic restriction, or
movements, programs to promote the weight restriction. This should result in
development of intermodal terminals damage assessment techniques, load
and private sidings and incentives for carrying capacity calculations, and
modal shift from road to rail transport.# subsequent remedial works to return
the bridge into service.#

SUMMARIES
Português
Digitalização 4.0 na gestão de ativos - Um desafio para o futuro!
O presente artigo pretende fornecer uma visão geral sobre os atuais e
futuros desafios que a digitalização 4.0 (no contexto da indústria 4.0)
coloca às administrações rodoviárias.
Quadro comum para uma abordagem de gestão de ativos
baseada no ciclo de vida europeu para redes
de infraestruturas de transportes
O presente artigo descreve o quadro proposto e explica como contribui
para que os gestores de transportes realizem atividades sobre ativos
transversais, mas também de modo transversal e transfronteiriço.
Certificação ISO 55001 – Um exemplo do Reino Unido

O artigo descreve o contexto da certificação e discute os requisitos da ISO
55001 para o prestador de serviços no âmbito rodoviário. O rumo seguido
alinha as práticas e os procedimentos com os requisitos da ISO 55001
e será descrito em conjunto com alguns benefícios desta abordagem.
Requisitos para a formação dos gestores de ativos rodoviários

Uma abordagem PIARC
A gestão de ativos é uma disciplina relativamente recente.
Estabeleceu-se enquanto disciplina apenas no início do século atual.
Porém, os alicerces remontam ao início dos anos 80 e 90. Resultaram dos
esforços de especialistas de vários países e de várias disciplinas para o
desenvolvimento de um conceito e de uma linguagem comuns, visando
apoiar as organizações na criação de valor a partir dos ativos disponíveis.
Abordagens multiobjectivo à afetação de ativos transversais

na gestão de ativos de transporte
No estudo descrito no presente artigo foi desenvolvido um quadro/
metodologia para efetuar a análise de custo-benefício de classes de
infraestruturas de ativos concorrentes, que refletem simultaneamente as
melhores práticas técnicas e a necessidade de organizações rodoviárias.
Desenvolvimento de sistemas avançados de gestão

de ativos para as vias rápidas japonesas
No final de 2018, o comprimento total da rede japonesa de autoestradas
atingiu os 9 500 km, sendo a maioria dos troços rodoviários explorados
e mantidos por empresas Nippon Expressway (NEXCOs), distribuídas
pelas regiões oriental, central e ocidental do país. Mais de 60 anos após
a inauguração da primeira secção da rede japonesa (Via rápida Meishin),
o problema atual mais premente consiste em manter/reabilitar uma
tal infraestrutura rodoviária envelhecida. O presente artigo descreve os
métodos inovadores japonenses para abordar diversas questões e como se
adaptaram às alterações do transporte rodoviário e da própria sociedade.
Avanços na implementação da gestão de ativos rodoviários

O Chile tem uma rede rodoviária com 85 221 quilómetros. É composta
maioritariamente por estradas interurbanas e alguns troços em áreas
urbanas com interesse estratégico. A rede é gerida pelo Gabinete de
Autoestradas, à exceção dos 3 000 quilómetros sob a responsabilidade
de concessões privadas. A gestão dos ativos rodoviários (divididos em
9 categorias diferentes) tornou-se uma tarefa essencial ao longo da
última década, visto que a utilização massiva dos sistemas aumentou,
reforçando esta área estratégica do Gabinete e Autoestradas.
Programa de manutenção para contractos baseados

no desempenho usando HDM-4
No México, os contractos baseados no desempenho foram introduzidos
pela primeira vez, em meados do ano 2000. Foram amplamente
utilizados para a reabilitação de troços rodoviários, para garantir
o cumprimento de determinadas normas e o respeito pelas mesmas
ao longo da vigência do contrato. Regra geral, também especificam
o tempo de vida útil do pavimento após a fase de conservação.
O presente artigo descreve os referidos contratos.

2019-Q2 PIARC Routes (Road Asset Management)

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2019-Q2 PIARC Routes (Road Asset Management)

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n°381 - 2nd quarter 2019

World Road Association n°381 - 2nd quarter 2019

World Road Association

Road Asset Management

SPOTLIGHT ON YOUNG PROFESSIONALS P. 14

FORUM FOR NATIONAL COMMITTEES P. 16

92055 La Défense Cedex - France Thomas Linder

Multi-Objective Approaches to Cross-Asset Resource Allocation

Development of Advanced Asset Management Systems

Advances in the Implementation of Road Asset Management in Chile .......................... 50

Maintenance Programming for Performance-based Contracts

PUBLICATIONS FROM THE WORLD ROAD ASSOCIATION P. 60

Routes/Roads 2019 - N° 381 - www.piarc.org 1

Routes/Roads 2019 - N° 381 - www.piarc.org 3

EXCITING ROLE FOR PRIVATE COMPANIES

Ahmed Al Hammadi, Chairman of the Organisation Patrick Malléjacq,

4 Routes/Roads 2019 - N° 381 - www.piarc.org

Routes/Roads 2019 - N° 381 - www.piarc.org 5

Abu Dhabi 2019 – The Foresight Sessions

FS 01 Socioeconomic Impacts of Connected Vehicles

FS 02 Building Partnerships for Better Road Safety

FS 03 Road Infrastructure Resilience -

6 Routes/Roads 2019 - N° 381 - www.piarc.org

FS 05 Sustainable Financing for Transport Infrastructure

FS 06 Sustainable Urban Freight Transport -

FS 07 Transport is not Gender Neutral: From

FS 08 Implementing Innovative Technologies:

FS 09 Disability-Inclusive Road Transport

Routes/Roads 2019 - N° 381 - www.piarc.org 7

FS 10 Connected & Autonomous Mobility:

FS 11 Rolling out BIM for Highways

FS 12 Promoting a Culture of Transparency and

FS 13 Long Distance Road Freight Transport

All news available at:

NORWEGIAN ROAD DIRECTOR AND FIRST DELEGATE

Director General of the Norwegian Public Roads Administration (NPRA)

UNITED NATIONS GLOBAL

Routes/Roads 2019 - N° 381 - www.piarc.org 9

Numerical Modelling of a Pavement,

T he history of roadbuilding can

ceremonial purposes and may and long-term performance of both

Illustration 2 - Transverse profile of Avenida Solidaridad

10 Routes/Roads 2019 - N° 381 - www.piarc.org

Routes/Roads 2019 - N° 381 - www.piarc.org 11

Illustration 5 - Modelling of hydraulic depth vs. time

2D MODELLING, INCREASE IN FLOW

3D MODELLING, STRESS STATUS

12 Routes/Roads 2019 - N° 381 - www.piarc.org

resilient moduli were obtained using

The stresses that cause cracking in

[1] Dawson, A. (2008). Water in Road Structure. Nottingham, R.-U. : Springer.

Routes/Roads 2019 - N° 381 - www.piarc.org 13

How did you come to work in the

My career started from the first time

14 Routes/Roads 2019 - N° 381 - www.piarc.org

Could you tell us about a particularly

I’m 28 years old so my professional

In your opinion, what is the main

Indisputably, to maintain a balance

How do you see your own future? Are

I received the opportunity to

Routes/Roads 2019 - N° 381 - www.piarc.org 15

Tunisia Now Boasts its Own National