ROAD MAINTENANCE MANAGEMENT SYSTEM : A CASE STUDY AT
PUBLIC WORK DEPARTMENT
NURUL WAHIDA BINTI MOHAMED
A project report submitted in fulfilment of the
requirement for the award of the degree of
Master of Science (Construction Management)
Faculty of Civil Engineering
University of Technology Malaysia
APRIL 2010
ACKNOWLEDGEMENT
In preparing this project report, I was in contact with many peoples,
researches, academicians and practitioners. They have contributed towards my
understanding and thought. In particular, I would to express my sincere appreciation
to my project supervisor Prof Dr Muhd Zaimi Abd Majid, for encouragement,
guidance, critics, motivation and friendship. Without his support and interest, this
thesis would not have been the same as presented here.
I am also thankful to the officers of Public Work Department especially Ir
Mohd Hizam B Harun, En Sufiyan B Zakaria, En Hamzah b Hashim dan Cik
Fazleen Hanim Ahmad Kamar for the cooperation and experience shared.
My sincere appreciation also extends to all my colleagues and others who
have provide assistance at various occasions especially, Cik Azlinda Bt Mat Lazim
and Cik Nazirah Bt. Ismail. Their views and tips are useful indeed. Unfortunately, it
is not possible to list all of them in this limited space.
ABSTRACT
Road should be viewed as an important national assets. Like any other assets, road
must be regularly maintained to keep them serviceable. The study conducted on the
Road Maintenance Branch, whereby this branch was established specifically to
manage the assets of the Federal Road to the Public Work Department of Malaysia.
The aim of this study is to investigate on how to improve road maintenance
management system in order to reduce time and cost. The study is carried out
through interviews, questionnaires and archives from the Public Work Department.
Interviews were conducted with the personnel involving in road maintenance
management. The questionnaires were distributed to those who are involved in
maintenance activities at the Public Work Department. The type of road involved in
this study was a Federal Road, P27 under Public Work Department supervision. The
data collected were analyzed using an average index method to obtain the result.
From the result, the most common problem occur during the implementation of
Road Maintenance Management System is to get the funds for the road
maintenance. Public Work Department should consider to monitor the work carried
out by the concessioners in order to improve the Road Maintenance Management
System.
ABSTRAK
Jalanraya merupakan aset penting bagi sesebuah Negara. Seperti aset – aset negara
yang lain, jalanraya seharusnya diselenggara setiap masa untuk memeastikan
kelancarannya. Kajian ini dilaksanakan terhadap Cawangan Senggara Jalan, dimana
ia ditubuhkan untuk menguruskan aset Jalan Persekutuan bagi Jabatan Kerja Raya
Malaysia. Focus kajian ini adalah bagi melaksanakan penyiasatan bagaimana untuk
meningkatkan system pengurusan penyelenggaraan jalan bagi mengurangkan kos
dan masa. Kajian ini dijalankan melalui kaedah temuramah, soal selidik dan
maklumat – maklumat dari Jabatan Kerja Raya. Temuramah dilakukan terhadap
pegawai yang terlibat dalam pengurusan penyelenggaraan jalan. Soal selidik pula
diagihkan kepada pegawai yang terlibat dalam aktiviti penyelenggaraan di Jabatan
Kerja Raya.Kajian ini melibatkan Jalan Persekutuan, P27 dibawah perlaksanaan
Jabatan Kerja Raya. Data yang dikumpul dianalisa dengan menggunakan kaedah
Index Purata untuk mendapatkan keputusan. Daripada keputusan yang diperolehi,
masalah
yang
biasa
timbul
semasa
perlaksanaaan
system
pengurusan
penyelenggaraan jalan ini adalah bagi mendapatkan peruntukkan. Manakala, bagi
meningkatkan system pengurusan penyelenggaraan jalan adalah pihak Jabatan Kerja
Raya perlu memantau kerja – kerja yang dilaksanakan oleh pihak konsesi.
TABLES OF CONTENTS
LIST OF CONTENTS
PAGE
Title
i
Declaration
ii
Dedication
iii
Acknowledgement
iv
Abstract
v
Tables of Contents
vii
List of Tables
xi
List of Figures
xi
List of Appendices
xii
CHAPTER
1
TITLE
PAGE
INTRODUCTION
1
1.0 Introduction
1
1.1 Background of Study
2
1.2 Problem Statement
4
1.3 Aim and Objectives
5
1.4 Scope of Study
6
2
1.5 Research Methodology
6
1.6 Summary of Chapters
8
LITERATURE REVIEW
9
2.0 Introduction
9
2.1 Definition of Maintenance
10
2.2 Function and Value of Maintenance
11
2.2.1 Function of Maintenance
11
2.2.2 Value of Maintenance
12
2.3 Objectives of Roads Maintenance Management 13
System
2.4 The Road Maintenance Management Process
14
2.5 Problems or Issues in Road Maintenance
17
Management System
2.5.1 Legislative Level Issues
17
2.5.2 Administrative Level Issues
17
2.5.3 Technical Level Issues
18
2.6 Improving Road Maintenance Management
19
System
3
2.7 Summary
21
METHODOLOGY
22
3.0 Introduction
22
3.1 Research Methodology
23
3.2 Literature Review
23
3.3 Data Collection
24
3.3.1 Primary Data
24
3.3.2 Secondary Data
3.4 Data Analysis
3.4.1 Average Index
4
25
26
26
3.5 Summary
27
ROAD MAINTENANCE MANAGEMENT
28
SYSTEM AT PUBLIC WORK DEPARTMENT
4.0 Introduction
28
4.1 Role of Public Work Department
29
4.2 Road Maintenance Cycle
29
4.3 Road Maintenance Procedure
31
4.3.1 Pavement Management System
31
4.3.2 Data Collection Strategy
31
4.3.3 The Need for Engineering Evaluation 34
of the Road Pavements
4.3.4 Pavement Evaluation
5
35
DATA ANALYSIS AND FINDINGS
39
5.0 Introduction
39
5.1 Factors Considered Important in Road
40
Maintenance Management System
5.2 Problems Occur During The Process of Road
42
Maintenance Management System
5.3 Propose to Improve Road Maintenance
44
Management System
6
5.4 Summary
46
CONCLUSION AND RECOMMENDATION
47
6.0 Introduction
47
6.1 Conclusion
47
6.1.1 To Study the Road Maintenance
48
Management System
6.1.2 Problem in Road Maintenance
48
Management System
6.1.3 Basic Approach for Improving the
49
Road Maintenance Management
System
6.3 Recommendation
49
REFERENCES
51 - 53
APPENDICES
54 - 64
LIST OF TABLES
TABLE NO
TITLE
PAGE
4.1
Bands of Performance Indicator
33
5.1
Important Factors in Road Maintenance
41
Management System
5.2
Problems on Road Maintenance Management
43
System
5.3
Basic Approach for Improving Road Maintenance 45
Management System
LIST OF FIGURES
FIGURE NO
TITLE
PAGE
1.1
Flow Chart of Methodology of Study
7
2.1
Basic Element of a Road Maintenance
16
Management System
4.1
Road Maintenance Cycle
30
4.2
Flow Chart of Pavement Evaluation Process
38
LIST OF APPENDICES
NO
TITLE
PAGE
A
Form of Interview
54
B
Form of Questionnaires
56
C
Sample of Analysis at Network Level
60
D
Privatization on Road Maintenance
61
E
Sample of Data Collection – DCP Test
62
F
RAMS – Use for Collecting Data
63
G
Sample of Data Analysis using HDM – IV
64
1
CHAPTER 1
INTRODUCTION
1.0
INTRODUCTION
According to Ahmad (2002) maintenance is always a must for any structure in
order to maintain its serviceability and to prevent deterioration that may shorten the
service life. In reality, maintenance works are not given the attention it should have a
budget allocated for maintenance work in which seldom become a prior
consideration. However, it is a fact that maintenance is the most important and the
activity to be carried out to prolong or at least maintain serviceability of structure
until the end of its service life.
Structures as stated do not solely refer to buildings. Other structures such as
bridges, roads, harbours, drainages and any kind of engineering structures are also
included. Maintenance on these structures may differ in various ways, but all of it
must be carried out in a strategic and systematic way. This study is conducted to
investigate on how to improve Road Maintenance Management System.
2
1.1
BACKGROUND OF STUDY
In this new era, the product we design not only for use and demolish but we
start to find or consider new strategies to effectively protect, manage and sustain our
pavement so that not only they are safe to use, but can also be maintained effectively
and last longer.
In Malaysia, especially in government sector many new pavement and
surfacing types have been considered by both the engineers in the Public Works
Department (PWD) and the consultant engineers. Once the concepts are decided the
designers either from the consultants or the PWD are allowed to proceed with the
detail design.
With respect to the pavement and surfacing types encountered, a majority of
the proposals are of the conventional types. However there are proposals that may be
classified as non traditional.
Besides the new design of pavement surfacing types, the major problem still
appear. From News Straits Time, 18 August 2003 the Chief Director of Work Public
says that, “Local authority got more complaint from the road user everyday because
of unsatisfied work done”.
Therefore, maintenance the road is important to make sure the traffic flow
smoothly. But most of the developed countries are faced with high maintenance cost
on the aging transportation highway. Fwa (2006) highlighted that highway
maintenance can broadly define as an action taken to retain the road pavement in a
safe and useable condition. Road maintenance normally excludes upgrading and
strengthening of the road elements, but maybe done if these appear to be the most
cost – effective actions in the long terms. Maintenance could be emergency, remedial
(routine or recurrent) and preventive (periodic) type.
3
Road maintenance must be planned, managed, design and executed. Planning
and management are done by means of maintenance management systems and
procedures. These system and procedures are normally different from a pavement
and bridge management systems since it do not focus on long term and strategic
repair and upgrading issues. Relevant pavement and bridge can be identified for
protective and preventive actions as part of a road maintenance program. On time
maintenance is extremely important.
Dipak (2005) conduct a study for roads maintenance at Nepal found that the
main objectives of road maintenance is to ensure the serviceability of the road
network and minimize the cost of road transportation, which is comprised of
i.
Agency cost: Capital cost of construction and maintenance of the
facilities over their design life; and
ii.
Road User Cost.
Regarding to Reginald (1986), it is important to view maintenance in the
context of the overall construction process. The role played by maintenance in the
construction process can start from design stage. The involvement of maintenance
department in this stage is as an advisor to the designer to figure out the maintenance
problem in the future.
Regarding to the Armstrong (1984), some of the advantages of the
involvement of maintenance department in early stage are it would able to check the
practicability of the design details, the suitability of patent joint, anticipate leaks,
staining, expansion joints, and many other things that can prevent further defects in
the future caused by miss-design.
4
1.2
PROBLEM STATEMENT
Most of the road in Malaysia was under responsibility of Department of
Public Work (PWD). Maintenance of road was directly under Branch of Road
Maintenance. From the statistic of complaint from the road user is 31% on road
defect or failure of the road.
Dipak (2005) addressed from his study a number of challenges to achieve
sustainable management of Nepal’s road network like institutional problems
concerning management and utilization of the fund and capacity constraints in road
agencies.
Derek et al (1986) described three main problems in maintenance which are
inadequate financial, bad management, and poor design.
Financial is the main measurement for the action will take for maintenance
activities and for some householders’ maintenance budget is the easiest part to cut if
they faced financial problem.
The second problem is bad management, which could be interpreted as
idleness and waste among the maintenance personnel. The maintenance manager and
the staff’s ability and responsive to the maintenance problem is one of the tool of
effective maintenance management.
The design also part of the problem in maintenance. It is important to give
more attention to decide which materials and elements will be use, and unfortunately
it is uncommon at the design stage both designer and owner take maintenance as one
of the design consideration. Poor design also includes the poor quality materials
used.
5
From the above problem, the government spend more money to maintain and
repair the road. So, from the study about road maintenance management system, it
will help the government how to reduce the cost for maintenance and also to make
sure the road in good condition with minimum maintenance.
1.3
AIM AND OBJECTIVES
The aim of this study is investigation on how to improve road maintenance
management system. To achieve the aim of this study, the following objectives have
been set:
i.
To study the road maintenance management system in the Malaysia
construction industry;
ii.
To identify the common problem in road maintenance management
system; and
iii.
To identify the basic approach for improving road maintenance
management system.
6
1.4
SCOPE OF STUDY
The scope of research for achieving the goals is focus on maintenance work
done for all Federal Road under PWD Supervision and also related to the
management system on maintenance at PWD. Road Maintenance Branch is the main
target for this study because this branch was implementer for the Road Maintenance
Management System. In Road Maintenance Branch, it has a few units that was
involved in this study which is “Unit Kejuruteraan Pemulihan Jalan”, “Unit
Pengurusan dan Penyelengaraan Jalan Zon Tengah/Timur”, “Unit Pengurusan dan
Pemyelengaraan Jalan Zon Selatan”, “Unit Pengurusan dan Penyelengaraan Jalan
Zon Utara” and “Unit Kejuruteraan Senggara”.
1.5
RESEARCH METHODOLOGY
To carry out the study, several research methodologies were used, which
includes initial discussion, literature review, data collection, data analysis and
conclusion. Figure 1.1 showed the flow chart of Research Methodology used to
achieve the objectives that have been set.
7
Figure 1.1: Flow Chart of Research Methodology
8
1.6
SUMMARY OF CHAPTERS
Chapter One explained about the background of study and the problem of
statement. The aim and objective are defined in this chapter including the scope of
study. Flow chart of the research methodology is also highlighted in this chapter to
give an overall guideline for this study.
Chapter Two discussed about the literature review of this study. This chapter
explained the theoretical background of the study and discuss the work done by
previous researchers.
Chapter Three discussed about the research methodology. This chapter
described the detail methodology used for this study. The research methodology
includes literature review, data collection, data analysis and conclusion.
Chapter Four discussed about the Road Maintenance Management System
which currently implemented at Public work Department. The process of Road
Maintenance Management System was confirmed through the interviews and
archives data.
Chapter Five discussed about the data analysis which were gathered though
the interviews and questionnaires. The method of the analysis used in this study is an
average index.
Chapter Six discussed about the conclusion and the recommendation for this
study. The conclusion was based on the objective given at the initial study.
Recommendation for the further study is also highlighted in this chapter.
9
CHAPTER 2
LITERATURE REVIEW
2.0
INTRODUCTION
The purpose of literature review was to study the theoretical background on
about Road Maintenance Management System through the journals, books,
references, internet and articles. The study was related to the aim and objectives of
this study. This chapter discuss on the definition of maintenance, function and value
of maintenance, road maintenance process, the problems and approach for improving
the Road Maintenance Management System.
10
2.1
DEFINITION OF MAINTENANCE
According to Haas (1978) the definition of maintenance varies among
agencies. In a physical sense, maintenance consists of a set of activities directed
toward keeping a structure in a serviceable state. For pavement, this includes such
work as patching, crack, filling and so on. Following are some definition of
maintenance from different sources.
i.
Definition from BS3811 : 1984 describes maintenance as combination of
technical and management work done on a specific asset or structure to
ensure the structure is in good condition and is functioning at its maximum
capacity . They are two types of maintenance:
•
Maintenance involving repairing work
•
Maintenance involving prevention work.
Repairation can be described as rehabilitation or replacement of spoiled
components meanwhile prevention is to prevent defects from occurring.
ii.
Definition from Oxford Advance Learner’s English Dictionary describes
maintenance as the action of maintaining something or the state of being
maintained.
iii.
From Majdi, et al (2002), definition of pavement maintenance can be
described as methods and techniques used to restore or maintain a specified
level of service and to prolong pavement life by slowing its deterioration rate.
As a summary, the main and only objective of maintenance is to ensure the
specific structure being maintained is in a good and acceptable condition and will not
cause inconvenience to the users.
11
2.2
FUNCTION AND VALUE OF MAINTENANCE
The effectiveness of a maintenance system or work can be assessed through
the performance of structure before and after maintenance. The best person to do the
assessment will be the users themselves because only users will feel the differences
and therefore can comment on the performance of the specific structure.
2.2.1
FUNCTION OF MAINTENANCE
Maintenance works are done to achieve desired goals determined during
stages. The main functions in maintaining the roads in a condition that gives good
service and maximum safety to the travelling public. This is achieved by keeping the
road free of disconcerting physical defects such as potholed pavements, broken
pavement edges, loose gravels, stick surfaces, loose and defective bridges decks and
other imperfections.
12
2.2.2
VALUE OF MAINTENANCE
What is the actual value of maintenance? Building or any other structure that
will last longer with proper and continuous maintenance. Poor maintenance may
result in the need for reparation, renovation or reconstruction, which will increase in
cost at the end of life cycle of the structure. The value of maintenance is discussed
from the aspect of:
i.
Time
Compared to time required for reparation and renovation on a structure,
maintenance consumes less time, but can produce better quality results.
Besides, work qualities for maintenance are also relatively lesser compare to
reparation and renovation.
ii.
Cost
Definitely the costs required by maintenance are lesser then cost required to
repair or to rebuild a structure. Furthermore, a specific structure can still be
running under maintenance hence saving cost from the economic perspective.
For example, closing a runway is a must for resurfacing, will lower the
benefit that can be generated during that period.
iii.
Structure value and performance
Structure will have high value and good performance during its service life if
maintenance works are done according to schedule and plan. Without proper
maintenance, a structure will not be able to provide services at its maximum
performance all the time.
13
2.3
OBJECTIVES OF ROAD MAINTENANCE MANAGEMENT SYSTEM
From the report by OECD Scientific Expert Group (1995), a Road
Maintenance Management System (RMMS) is a maintenance management process
aimed at systematically and objectively determining pavement quality and
programming maintenance actions in response to observed conditions, budgetary
constraints and economic optimisation (reduction of user costs, optimising agency
maintenance cost). The RMMS is a tool which provides assistance to the
maintenance
engineer
for
maintenance
programming,
implementation
and
monitoring.
The major objectives of a Road Maintenance Management System are the
following:
i.
Provide the economic and managerial framework for deciding the optimal
level of maintenance funding and the optimum level of pavement condition
nationwide in both the long-term and short-term perspectives;
ii.
Provide sound methods for developing annual works programmes and
determine resource requirements and budgets;
iii.
Allocate funds in a rational and optimised manner to the various maintenance
tasks and administrations, particularly under budgetary constrains;
iv.
Schedule and perform the work;
v.
Monitor the efficiency and effectiveness of the works carried out; and
vi.
Evaluate the consequences of delaying or postponing maintenance on future
budget needs and the future deterioration of pavement condition.
14
2.4
THE ROAD MAINTENANCE MANAGEMENT PROCESS
It has to be recognized that the process is applied to an existing road network.
New construction is generally a small part of the whole, but it does need to be
considered within the broader context. The objective is to apply sound knowledge
about the road network and its users in order to make the best possible use of
resources available and maximise benefits to society. Tillotson et al (1996) from
their study, the main factors needed in road maintenance management process may
be summarized as follows.
i.
Inventory. The purpose of the inventory data is to establish what there is
to be managed and where it is located;
ii.
Condition. The condition of a road needs to be measured or assessed with
sufficient precision to enable the need for repair or replacement to be
established within a framework of priorities;
iii.
Traffic. The purpose of the road network is to carry traffic. The amount
of traffic on a particular road is an important factor for establishing
priorities for repair or replacement. The amount of traffic also contributes
to deterioration;
iv.
Deterioration. All roads deteriorate. It is the rate at which deterioration
will take place that needs to be understood as an essential element of a
long-term road maintenance strategy;
v.
Costs and benefits. These are the basis of prioritization within a road
management system that aim to maximise benefits to society rather than
respond to political pressures;
vi.
Resources. We defined these to be the physical constraints including
people and their abilities together with the equipment and materials;
vii.
Budget. This provides the financial constraint that limits repairs and
replacements. The overall budget is likely to be subdivided into
allocations for specific sub-networks such as main roads and secondary
roads. The RMS should aim to advise on overall budget and allocations
within that budget in order to achieve long-term goals;
15
viii.
Standards and policies. These reflect the long-term plans and will be
developed by predicting the future network condition in response to
different budgets, different traffic predictions and different standards and
policies; and
ix.
Management information. Effective decision-making and subsequent
audit depend upon the quality of information. All the information
involved in the various components of the system must be readily
available and in appropriate form for each of the management functions.
According to the report by OECD Scientific Expert Group, the RMMS
consists of the following procedures and elements:
i. Data acquisition and retrieval/databank
ii. Data analyses/models, constraints
iii. Optimization making, implementation/annual work schedules
iv. Follow up/ monitoring system
Refering to the Figure 2.1 is the basic elements of a Road Maintenance Management
System.
16
Figure 2.1 Basic elements of a Road Maintenance Management System
17
2.5
PROBLEMS
OR
ISSUES
IN
ROAD
MAINTENANCE
MANAGEMENT SYSTEM
Haas et al (1994) have grouped the RMMS related issues and expected
outputs at legislative level, administrative level and technical level.
2.5.1
Legislative Level Issues
The legislative level issues as given below are fairly broad in scope and must
be recognized by the administrative and technical levels.
i. Justification of budget request;
ii. Effects of less capital and maintenance funding;
iii. Effects of deferring work or lowering standards;
iv. Effects of budget request on future status network; and
v. Effects of increased load limits.
2.5.2
Administrative Level Issues
The administrative level issues are related to the decision making process
including budget and programming priorities.
i.
An objectively based priority program to provide justification for budget
requests;
ii. A summary assessment of the current status of the network, in graphical and
tabular format, based on inventory measurements;
18
iii. The means for quantitatively determining the effects of lower budget levels,
and the budget level required to keep the network in its present state;
iv. The means for quantitatively demonstrating the effects of deferring
maintenance or rehabilitation;
v.
Estimates of the future status of the network (in terms of average
serviceability, condition, safety, etc.) for the expected funding;
vi. Costs of pavement management implementation, including inventory,
assignment of responsibility and manpower requirements; implementation
staging and schedule, etc; and
vii. Implementation experience of others and documentation of their experience.
2.5.3
Technical Level Issues
From a technical perspective, pavement management involves a large number
of issues and questions. In addition, the question and issues faced at the
administrative level must be appreciated if technical activities are to be meaningful.
The following is an example listing of some of the key questions for this level,
involving both network and project considerations:
i.
Inventory database design and operation;
ii.
Methods and adequacy of inventory database;
iii.
Models for predicting traffic, performance, distress, skid, etc., - their
reliability, consistency, reasonableness, deficiencies;
iv.
Criteria for minimum serviceability, minimum skid, maximum distress,
minimum structural adequacy – reasonableness, effects of changes in criteria,
etc;
v.
Models for priority analysis and network optimization;
vi.
Verification of models;
vii.
Relating project (sub) optimization to network optimization;
19
viii. Method for characterizing materials and using results;
ix.
Sensitivity of model analysis results to variations in factors;
x.
Construction Quality control;
xi.
Effects on construction and maintenance on pavement performance;
xii.
Communication among design, construction and maintenance, within existing
administrative structure;
xiii. Guidelines of pavement management implementation;
xiv. Relating pavement management to maintenance management; and
xv.
Improving the technology of pavement management and making use of
implementation projects for this purpose.
2.6
IMPROVING ROAD MAINTENANCE MANGEMENT SYSTEM
Every system which is practicing now has their strength and weakness
together with the improvement in technology. So, for the Road Maintenance
Management System was not excluded and need to improve the system time by time.
A systematic approach to maintenance management is needed for several reasons:
i.
Provide information on the current state of pavements and forecast future
condition;
ii.
Give objective alternatives for maintenance policies;
iii.
Provide a sound basis for resource allocation and optimal use of funds;
iv.
Increase the effectiveness of management and provide savings in expenditure;
and
v.
Provide an objective, rapid and repeatable system for decision making.
20
Grigg (1985) was concluded that five categories interdisciplinary need to
improve in maintenance management.
i. Improve the processes of public works management. In this category four
elements of the research problem appear: to improve the effectiveness of
public works managers, to improve the processes of management, to use
computer – based tools, and to encourage innovation in management;
ii. Utilize new technologies and materials in road management. This field of
technology contains many opportunities for improving the cost effectiveness
of services, including instruments to measure performance and predict
failures, materials for construction and repair, use of information systems and
models to locate problems, and making in situ repairs and tests;
iii. Reduce constraints caused by codes, standards and incentive structures. The
specific studies needed, according to that report, were an inventory of federal
standards, an analysis of relationships between key federal standards and the
related state, local, and professional standard areas; an evaluation of the likely
impact of federal standards on the overall cost; and an analysis of the
opportunity costs;
iv. Improve the financial capacity for road maintenance management. Four
elements to this question include managing finances to make services self
supporting, determining the best roles of the three levels of government,
evaluating tax and regulatory policies, and evaluating the results of
privatization; and
v. Adjust maintenance management of future pattern of living. Consider trade
offs, and where a level or service cannot be maintained, bite the bullet and
reduce it.
21
2.7
SUMMARY
In summary this chapter, has discussed about the process, problems and how
to improve the Road Maintenance Management System. The main objective of
maintenance is to ensure the specific structure being maintained in a good and
acceptable condition and will not cause inconvenience to the users. There are three
value in road maintenance which are cost, time and performance. The process of
Road Maintenance Management System is only applied on existing road. There are
three levels of problem which occur during Road Maintenance Management System
and whereby this system needs to improve from time to time together with the
technology. This information from the previous study can also be used as a guidance
and guidelines.
22
CHAPTER 3
METHODOLOGY OF STUDY
3.0
INTRODUCTION
The purpose of research methodology is to provide a sound platform for the
researcher to achieve the aim and objectives of the study. This chapter highlights the
chronological order of research methodology, discusses on how the research
methodology will be conducted in order to achieve the objectives of this research. It
is also important in obtaining relevant primary data from the selected group. From
there, an analysis is conducted to study the data obtained from respondent and
finally, based on the results obtained, a conclusion is derived.
23
3.1
RESEARCH METHODOLOGY
Research methodology conducted in this study is to make sure the study was
done with the right procedure. Research methodology can be broken down into five
stages. They are listed below in chronological order:
1. Literature review;
2. Data collection;
3. Data analysis; and
4. Conclusion and comment
3.2
LITERATURE REVIEW
In order to conduct a literature review, reading materials such as books,
journals, online journals, online websites and conference papers are gathered. These
reading materials provide a good source for secondary data needed for this research
will be recorded. From there, this data serves as a benchmark for primary data
collection.
24
3.3
DATA COLLECTION
Data can be obtained from various sources and it is important to look for data
at the right place. Data required for research purpose can be divided into two types,
as discuss below.
3.3.1 Primary data
The collection of first hand information from the target audience. The data
collection can be done through two methods as follows:
i.
Questionnaires
A questionnaire can be drawn up and distributed to the target personnel to
obtain the required data. In this study, 30 of questionnaires was distributed to
those who are involved in maintenance activities at Public Work Department.
This main purpose is to identify problem and improving the RMMS.
Question asked should focus on matters related to objectives.
25
ii.
Interview
Interview is very important and the main source to obtain the data for this
study. Interview method was used to clarify the data obtained from archives
and questionnaires. This step is important to further understand the
maintenance process of works in PWD. Interviews were held with
maintenance officers of Department Of Maintenance, PWD to obtain direct
information and data needed.
iii.
Archive
Archives data is the data obtained from the PWD. From archives that enabled
the identification of area of study. The use of this data is to confirm all
information and other details to be used in the final analysis of this research.
3.3.2 Secondary data
Secondary data can be obtained through literature, references such as books,
journals, conference papers, magazines, newspapers, reports, internet surfing and so
on.
26
3.4
DATA ANALYSIS
All data must be scrutinized carefully to eliminate the irrelevant elements.
Relevant and useful data will be sorted and organized in such a way as to simplify
data analysis. Statistical tools will be applied in computing results and drawing
conclusions.
All data must be scrutinized carefully to eliminate the irrelevant elements.
Relevant and useful data will be sorted and organized in such a way as to simplify
data analysis. Statistical tools will be applied in computing results and drawing
conclusions.
3.4.1
Average index
Abd. Majid, and McCaffer (1997), show the average index is calculated using
the following formula
ax
∑xi
∑ i i
Average Index =
Where,
ai = constant that represent the weight of i,
xi = variables that represent the respondent frequency for i
i
= 1,2,3,4,5.
27
To determine the satisfaction level of related personnel on maintenance
management system, average index method with five different scales is used. The
scales are shown below:
1 = ‘Very satisfied’
1.00 < Average Index < 1.50
2 = ‘Satisfied’
1.50 < Average Index < 2.50
3 = ‘Average satisfied’
2.50 < Average Index < 3.50
4 = ‘Not satisfied’
3.50 < Average Index < 4.50
5 = ‘Least satisfied’
4.50 < Average Index < 5.00
The result and the average index for each part will be shown in the same table.
3.5
SUMMARY
In this chapter, all the procedure or the methodology of the study was
explained. Research methodology started with literature review in which the data
serves as a benchmark for this study. Data required for research purpose can be
divided into two types which is Primary Data and Secondary Data. The data
collected and were analysed an using Average Index.
28
CHAPTER 4
ROAD MAINTENANCE MANAGEMENT SYSTEM AT PUBLIC WORK
DEPARTMENT
4.0
INTRODUCTION
In this chapter will discuss about the Road Maintenance Management System
at Public Work Department. It explains the detail procedure for Road Maintenance
Management System which was applied at Public Work Department. The cycle of
maintenance is elaborated including initiation, planning, execution, monitoring and
evaluation.
29
4.1
ROLE OF PUBLIC WORK DEPARTMENT
Public Works Department is synonymous with the road, that’s the impression
most people in Malaysia. This is because the Public Work Department has been
involved with the construction and maintenance of road infrastructure since the prior
independent. Among the major services to the people of the Public Work Department
road network construction in the area regional development such as Felda, Felcra,
Ketengah, and others, the East-West Highway (Gerik Jeli), and Jalan Simpang PulaiPos Selim-Lojing. Public Work Department role in the management of the Federal
Road was entrusted because strictly using an act such as Transportation Act 1987 Act
(Act 333) and the Traffic Rules and Regulation.
4.2
ROAD MAINTENANCE CYCLE
Road network is essential for economic and social development. In Malaysia,
more than 96% of transportation of goods carried by road network. Thus, the
efficient of road management is very important because for every ringgit if not spent
on road maintenance will increased the transportation costs between RM2 to RM4.
The efficiency of road maintenance can avoid accidents. Estimated loss due to road
accidents is between 1% to 3% of Gross Domestic Product.
In 2006, Y.B. Dato ‘Seri Abdullah Ahmad Badawi, has given instructions to
PWD to manage all government assets and the use of effective methods for adding or
maintain the value of the asset. In response to government mandates and trust of the
people, maintained Branch of Road Maintenance Facilities (CSFJ), branch
established specifically to manage the assets of the Federal Road to the PWD,
constantly strive to improve asset management practices with the chisel management
principles assets. The road maintenance cycle practicing by PWD are listed below:
30
i.
Initiation – get information about the asset (road) from the database, annual
data collection, feedback and also the complaint system;
ii.
Planning – plan the budgeting using the prioritizing systems are
HDM4/BMS/SPRS;
iii.
Execution – use the work program to implementation by PWD state and also
privatization;
iv.
Monitoring/control – PWD control the maintenance based on the monthly
progress, quarterly financial meeting and audit; and
v.
Evaluation – performance monitoring, system improvement and value
adding.
Figure 4.1 Road Maintenance Cycle
31
4.3
ROAD MAINTENANCE PROCEDURE
4.3.1
Pavement Management System
Malaysia recognizes the need for a systematic approach to pavement
management as early as 1986 when the Public Works Department initiated and
adopted the Borough Snaith Maintenance (BSM) system. It was the first pavement
management system in Malaysia. In association with this project was the first
extensive data collection exercise was mooted. BSM which was labour intensive and
later superceded with another system which was developed in 1992. In 1992,
Malaysia conducted the National Axle Load Study. The Pavement Appraisal and
Management Suite (PAMS) which is based on econometric model and uses HDM-III
technology was developed and adopted, and simultaneously, the data collection
methodology was changed accordingly. Subsequently, Malaysia adopted HDM-4 in
2002 with the Roads Asset Management System (RAMS) project. This project builds
on data and knowledge available within PAMS, and utilizes the latest models
available in HDM-4. This project was jointly completed by PWD, Kumpulan
IKRAM, ARRB Transport Research and TRL, UK. The primary objective of RAMS
is to provide JKR with a network level planning and programming tool to manage its
Federal Road network.
4.3.2 Data Collection Strategy
Currently, the data collection exercise for federal roads in Malaysia is carried
out at 3 years cycle. It is divided into 3 region namely northern (Perlis, Penang,
Kedah, Perak and Selangor), southern/East Malaysia (Negeri Sembilan, Melaka,
Johor, Sabah, Sarawak and Labuan) and eastern (Kelantan, Terengganu and Pahang).
32
The data collection activities are carried out by PWD’s Maintenance Unit
through the Kumpulan IKRAM Sdn Bhd (IKRAM). Upon completion of the data
processing and coding, IKRAM will submit the data to PWD for them to perform the
Programme Analysis in HDM-4. The output from HDM-4 i.e. maintenance
programme will then be passed to Maintenance Unit at respective state levels for
them to proceed with the site verification. Two main objectives of doing the site
verification are to ensure that the proposed treatment location is accurate hence
proposing actual treatment at that particular location. Apart from populating the
collected data into RAMS/HDM4, it was also used to be analyse the overall current
condition of the federal roads. Various parameters such as roughness, cracking,
rutting and texture depth will be analysed and reported as an average condition of the
network respectively. The condition is determined or identified based on the agreed
performance indicator’s band as shown in the table below.
Although there is an agreed performance indicators, it is subjected to change
due to variation in material characteristics as well as pavement deterioration
performance. Study carried out in Malaysia in 1980’s showed that the main mode of
failure is cracking.
Besides the pavement functional condition analysis, axle load survey also
being carry out and will be used as one of the important input in the RAMS. It is also
being used to monitor the increment of the number of axle or damaging factor over a
period of time. In our case is the interval of monitoring period.
33
Table 4.1: Bands of Performance Indicator
Parameter
Roughness
Category
Good
Fair
Poor
PWD
PWD
PWD
< 3.0
3.0 IRI 5
> 5.0
(m/km)
All Crack Area
<5
5 ACA 15
>15
(%)
Rutting
<5
5 RD 10
>10
>0.5
0.3 TD 0.5
< 0.5
>0.65
0.65 SRV 0.55
<0.55
(mm)
Texture Depth
(mm)
Skid Resistance
Value
Ideally, quality of the HDM-4 output mostly depends on the quality of the
data collected. Based on that consideration, PWD has planned to set a closer data
collection interval i.e. yearly basis instead of 3 years as currently practiced. Type of
data to be collected also will be of concern as the data changes significantly in a
short period of time (condition). The parameters such as structures and inventory will
be maintained as it is.
34
4.3.3
The Need for Engineering Evaluation of the Road Pavements
In order to ensure that the road network is able to satisfy the ever increasing
demand placed on it due to increased traffic, there is a need for a systematic
approach to the maintenance of the road network. The lack of proper engineering
records on past construction and maintenance works now. Necessitates the need for
full engineering evaluation to be carried out before the design of further road
improvements or rehabilitation.
By using definitive and sound engineering decisions, appropriate solutions
for pavement maintenance problems can be found. Comprehensive evaluation on
distressed pavements can fulfill this requirement. This allows the most appropriate
method of rehabilitation to be selected thus minimizing long term total expenditure.
After a new pavement is constructed, both environmental and traffic stresses
will cause it to deteriorate. The rate of deterioration will depend on the severity of
the traffic loads and the variability of the road materials. In the evaluation process,
the identification and classification of the type of failure is necessary if correct
remedial treatments are to be undertaken. Pavement engineers are faced with the
difficult task of evaluating pavements that have been subjected to varying traffic
loads under variable environmental conditions and material properties. Field
measurements are valuable practical tools in the evaluation of road performance and
in the identification of the causes of failure. The task becomes more difficult if the
pavement has gone through a series of previous unrecorded maintenance treatments.
35
4.3.4
Pavement Evaluation
The pavement evaluation processes practised in the PWD road pavement
maintenance are at three levels. These are the System Level, Network Level and
Project Level. For the network level, pavement evaluation requires a different
methodology and equipment.
This topic deals with pavement evaluation at project and detail level. The
choice of equipment, information quality requirement, accuracy, methods of analysis
and techniques used are given.
The main steps of the evaluation can be summarized as follows:
i.
To divide the road into suitable lengths of design sections;
ii.
Predict the mode of failure;
iii.
Identify failure causes and delimit the failure area; and
iv.
Select suitable short or long term remedial solutions
The above can be carried out efficiently by dividing the tasks into two
assessment tiers, initial and detail assessments. Brief description of the flow of the
work is given below.
i.
Project initiation
There are two normal mechanisms that initiate pavement evaluation at the
project level:
•
From network level priority listing; and
•
Specific evaluation request when a pavement requires upgrading due to
special reasons.
36
After a specific budget has been allocated for a project in a network priority
list, a detailed pavement evaluation is normally required to optimise the budget. This
evaluation is necessary as the condition of the pavement may have changed since it
was evaluated during the network level pavement survey. For accurate results, the
time lapse between the evaluation exercise and the commencement of the
rehabilitation construction must be minimised.
ii.
Physical Condition Assessment
Simple physical condition assessment of the pavement at the beginning of the
evaluation exercise helps efficient organisation of this task. This can be done visually
or using a simple and cheap methods. A general condition of the pavement is
recorded. A decision should be made at this juncture whether the pavement is
suffering from structural or non-structural failure.
If it is structurally sound, its functional condition should be queried. If the
pavement is both structurally and functionally adequate then the pavement is
considered sound, otherwise detail testing will be needed.
iii.
Non-Destructive Testing (NDT)
Non-destructive testing is currently the state-of the-art method for detailed
pavement investigation. NDT allows more data collection along the road and
provides a more confident representation of the pavement condition. It is necessary
not to miss any weak areas at this level of testing. This testing will provide the base
data for analysis and rehabilitation design.
iv.
Analysis And Rehabilitation Design
The base data from the NDT tests together with other information that was
taken previously is compiled and analysed at this stage. Additional tests may be
required if the information is not sufficient. Suitable methods of analysis are applied
to produce recommendations of remedial measures.
37
v.
Selection Of Remedial Measures
This can be the most important part of the evaluation exercise. The first step
is to understand and diagnose the pavement problem. This will then help to provide
the solution. The correct solution is not always easy to achieve. Long term
engineering solution should be chosen at this juncture. It must be assumed that
budget is not a constraint at this stage.
vi.
Cost analysis
With budget constraints, the balance between engineering or non-engineering
driven solution must be considered carefully. This scenario is common in Malaysia.
A simple costing analysis of the remedial measures may provide sufficient answers
to the problem.
The costing analysis should provide information to ascertain the budget
requirements. If the cost of actual rehabilitation requirement exceed the allocated
budget, the rehabilitation solution may require changes. Short terns and long term
remedial measures are selected depending on the allocated budget. Staged
constriction is another option worth considering in order to reduce initial
rehabilitation costs but still fulfills the engineering requirement.
The feasibility of various remedial measures may involve discussions with
the appropriate authorities before the final options are selected. Other feasible
remedial methods can be applied if the conventional methods are not appropriate or
slow.
38
Figure 4.2 : Flow Chart of Pavement Evaluation Process
39
CHAPTER 5
DATA ANALYSIS AND FINDINGS
5.0
INTRODUCTION
This chapter discuss on data analysis obtained from the interviews and
questionnaires on the Officers of Public Work Department. All information required
is collected from the Road Maintenance Branch of Public Work Department. The
purpose of the analysis is to obtain the information from the Officers of Public Work
Department on the current procedure for Road Maintenance Management System,
the problems on road maintenance management system and the basic approach to
improve the road maintenance management system at the Public Work Department.
The interview was conducted on the officers of Public Work Department
which attached at the Road Maintenance Branch. Most officers have experienced
more than three years. This observation is important to show that they are very
experience and expert in road maintenance management. The aim of the interviews is
to attain the first objective of the study which is to know the present practice of Road
Maintenance Management System at Public Work Department. This method of study
conducted was discussed in the previous chapter, Chapter 4. The following paragraph
will discuss the result of the data obtained from the questionnaires and interviews.
40
The questionnaires are divided into four sections, which include the
respondent background, factors that are important to be considered in Road
Maintenance Management System, problems of Road Maintenance Management
System and basic approach in improving the Road Maintenance Management
System. Respondents for the questionnaire are the officers at Public Work
Department which are involved in the maintenance management. There are 30 set of
questionnaires that were distributed to the respondents. From the questionnaire, the
analysis was done using an average index which was discussed in Chapter 3.
5.1
FACTORS CONSIDERED IMPORTANT IN ROAD MAINTENANCE
MANAGEMENT SYSTEM
Frequencies for the best ranked and the least ranked factors which described
the importance of Road Maintenance Management System are derived from the
respond of respondents. The factors which are important to be considered in Road
Maintenance Management System are listed as eight factors. The most important
factors in Road Maintenance Management System is ‘Quality of Work’ whilst the
least ranked is the ‘Data of Inventory’ at 2.00 and 2.57 of average index.
41
Table 5.1 Important Factors in Road Maintenance Management System
No
Factors
VI
I
A
NI
LI
Average
Scale
Index
1
Quality of Work
13
2
2
1
3
2.00
I
2
Required Cost
9
4
4
3
1
2.28
I
3
Required Period
5
7
5
3
1
2.43
I
4
Quality Of
11
4
2
1
3
2.10
I
Design
5
Working Load
6
8
5
0
2
2.24
I
6
Workers’ Skill
7
7
5
0
2
2.19
I
7
Data of Inventory
4
7
6
2
2
2.57
A
8
Database System
5
6
7
2
1
2.43
I
VI = Very Important, I = Important, A = Average, NI = Not Important, LI = Least
Important
From the analysis also show that all the factors are in “Important” category
which include the factors ‘Quality of Work’, ‘Required Cost’, ‘Required Period’,
‘Quality of Design’, ‘Working Load’, Workers’ Skill’ and ‘Database System’. While
the factor ‘Data of Inventory’ which is in “Average” category.
In Road Maintenance Management System practice, ‘Quality of Work’ is
most important in road maintenance. It is because the public can judge the road
maintenance based on the ‘Quality of Work’. When there are more complaints on
road maintenance it shows that the Road Maintenance Management System was
weak. So, the management should take this factor as the most important in Road
Maintenance Management System.
Table 5.1 shows that the least important factor is Data of Inventory. In actual
practice, ‘Data of Inventory’ was also important in Road Maintenance Management
System. This data of inventory was important because from this data, the road
maintenance can be evaluated effectively to make sure the maintenances are in order.
42
5.2
PROBLEMS
OCCUR
DURING
THE
PROCESS
OF
ROAD
MAINTENANCE MANAGEMENT SYSTEM
Problems
occur
during
the
implementation
of
Road
Maintenance
Management System need to define by the Public Work Department for improving
the current Road Maintenance Management System. This analysis was conducted on
the data gathered through interviews and questionnaires.
From the interviews, there are major problems occur during the process of
Road Maintenance Management System which listed below:
i. Budget: Most critical problems in road maintenance. Public Work
Department need to do prioritisation for road maintenance.
ii. Project Delivery: Most of the project which deliver to the Branch of
Maintenance and Fasilities do not comply the acceptance criteria.
iii. Data of Road under Maintenance: the data was not too accurate and also
the problem to keep the data in systematic manner.
v. Do not have Standard Manual in Road Maintenance.
vi. Less training for the staff.
From the data gathered using questionnaires, the frequencies for the most and
the least ranked problems during the implementation of Road Maintenance
Management System are derived from the respondents’ feedback. The analysis was
rigorously done based on eight major problems which listed in Table 5.2.
Most respondent agreed that problem in Road Maintenance Management
System is ‘Fund for the Maintenance’ whilst the least respondent agreed is ‘Less
Training for the Staff’ at 2.29 and 3.05 of average index.
43
From the Table 5.2 also shows that ‘Fund for the Maintenance’ is in “Agree”
category. There are seven problems fall in the category of “Slightly Agree”. These
problems are ‘Medium of Communication’ follow by ‘Data Input and Validation’,
‘Specification Or Manual Procedure’, ‘Design Stage’, ‘Data Of Inventory’,
‘Privatization Of Road Maintenance’ and lastly ‘Less Training For The Staff’.
The finding shows that the most respondent agreed on the problem of Road
Maintenance Management System was funds or budgets for maintenance work.
Public Work Department needs to prioritise the maintenance work before the
maintenance done by the concessioners.
Table 5.2 Problems on Road Maintenance Management System
No
List of Problem
StA
A
SlA
DA
SDA
Average
Scale
Index
1
Funds For The
9
5
2
2
3
2.29
A
Road
Maintenance
2
Design Stage
4
4
8
6
0
2.86
SlA
3
Privatisation of
3
6
6
6
1
2.95
SlA
5
3
7
4
2
2.76
SlA
6
2
5
6
2
2.57
SlA
1
5
8
6
1
3.05
SlA
Road
Maintenance
4
Medium of
Communication
5
Spesification or
Manual Procedure
6
Less Training for
the Staff
7
Data of Inventory
1
7
7
4
2
2.95
SlA
8
Data Input and
1
8
7
5
0
2.76
SlA
Validation
StA = Strongly Agree, A = Agree, SlA = Slightly Agree, DA = Disagree, SDA =
Strongly Disagree
44
While the least respondent agreed the problem on Road Maintenance
Management System was less of training to the staff. In actual practice, Public Work
Department provides training for their staff and required to attend course or training
at least 7 days per year.
5.3
BASIC APPROACH FOR IMPROVING ROAD MAINTENANCE
MANAGEMENT SYSTEM
Each system must have their strength and weakness. From the study, was
defined a few problem in Road Maintenance Management System at Public Work
Department. The basic approach for improving the current Road Maintenance
Management System is shown in Table 5.3. This analysis was conducted on the data
gathered through interviews and questionnaires.
From the interview that has been conducted, it was found that there are two
basic approach for improving the Road Maintenance Management System as listed
below:
i.
Systematic database storage either for the hard copy or soft copy. The
systematic database storage information is required when involving
the road maintenance; and
ii.
Monitoring the works carried out by concessioners.
From the data gathered using questionnaires, frequencies of highest and
lowest ranked for basic approach for improving the current Road Maintenance
Management System are derived from the respondents’ feedback. The highest ranked
for basic approach is ‘Monitoring the Works Carried Out by Concessioners’ whilst
the lowest ranked is ‘Initial Study and General Survey’ at an average index of 1.62
and 2.14.
45
Table 5.3 Basic Approach for Improving Road Maintenance Management
System
No
List of Problem
StA
A
SlA
DA
SDA
Average
Scale
Index
1
Initial Study and
6
10
2
2
1
2.14
A
13
3
1
3
1
1.86
A
12
4
2
3
0
1.81
A
9
8
1
3
0
1.90
A
14
1
2
4
0
1.81
A
12
5
1
2
1
1.81
A
7
7
4
3
0
2.14
A
14
3
2
2
0
1.62
A
General Survey
2
Standardise the
Basic System or
Methodology
3
Training for
Understanding of
Road
Maintenance
4
Use Maintenance
Technology and
Methods
5
Planning for the
Funds
6
Awareness at
Design Stage
7
Standardise Data
Collection
8
Monitoring the
Works Carried
Out by
Concessioners
StA = Strongly Agree, A = Agree, SlA = Slightly Agree, DA = Disagree, SDA =
Strongly Disagree
46
From the Table 5.3 also shows that all the basic approach fall in respectively
the category of “Agree”. These approaches include ‘Monitoring of Works Carried
Out by Concessioners’, ‘Training for Understanding of Road Maintenance’ followed
by ‘Planning for the Budget’, ‘Awareness At The Design Stages’, ‘Standardise the
Basic System or Methodology’, ‘Use Maintenance Technology and Methods’,
‘Standardise Data Collection’ and ‘Initial Study and General Survey’.
All the maintenance for the road work was privatized for 25 years. From the
questionnaires, ‘Monitoring of Works Carried Out by the Concessioners’ was needed
to make sure the maintenance work was done appropriately. Public Work
Department can improve the ways of monitoring or supervision by increasing the
numbers of audit.
The approach of ‘Initial Study and General Survey’ which obtain the lowest
ranked by the respondents shows that the Branch of Road Maintenance and Facilities
not involving in initial study. In real practice at Public Work Department, initial
study was done by Highway Department. However, cooperation between this two
branch can avoid the problems in maintenance in the future.
5.4
SUMMARY
From the analysis, it can be summarized that the most important factor in
Road Maintenance Management System is ‘Quality of Work’. Basically the most
serious problem occured during the implementation of Road Maintenance
Management System is to obtain the budgets for the road maintenance. The basic
approach has highlighted that Public Work Department in improving the Road
Maintenance Management System need to monitor the work carried out by the
concessions.
47
CHAPTER 6
CONCLUSION AND RECOMMENDATION
6.0
INTRODUCTION
This is the last chapter of this report in which it will conclude the analysis
conducted Chapter 4 and Chapter 5. The recommendation of further road
maintenance development for the future study is also included to improve The Road
Maintenance Management System at Public Work Department.
6.1
CONCLUSION
From this study conclusions related to the objectives of the research are
made. The conclusions for the three objectives are as follows.
48
6.1.1
To Study The Road Maintenance Management System In The Malaysia
Construction Industry.
The first objective is to conduct the study on Road Maintenance Management
System in the Malaysia Construction Industry has been achieved. The Road
Maintenance Management System for the current practice at public Work
Department can be concluded as follows:
i.
Initiation – obtain information about the asset (road) from the database,
annual data collection, feedback and also the complaint system;
ii.
Planning – plan the budgeting using the prioritizing systems are
HDM4/BMS/SPRS;
iii.
Execution – Public Work Department State and Concessioners should use
the work program for project implementation.
iv.
Monitoring/control – PWD control the maintenance based on monthly
progress, quarterly financial meeting and audit; and
v.
6.1.2
Evaluation – based on performance monitoring and system improvement.
Problem in Road Maintenance Management System
The second objective is to identify the problem on Road Maintenance
Management System has been achieved. It can be concluded that the budget is the
vital element in the whole planning of the road maintenance system. Without the
budget, the maintenance system cannot be implemented and after a few years the
road will be demolished and required the highest cost. The other main factor in
determining the successful of road maintenance is the full commitment and
awareness of all level within the organization i.e. policy makers and the operator’s
level.
49
6.1.3
Basic Approach for Improving the Road Maintenance Management
System
The third objective is to identify the basic approach for improving the Road
maintenance management System has been achieved. Currently the road
maintenance was carried out by the concessioners. There are few problems identified
from this privatization. Therefore, Public Work Department needs to improve the
system of monitoring the work done by the concessioners. Besides that, the other
approach was also important is planning the budget in a rational and optimized
manner to obtain the optimum maintenance work.
6.2
RECOMMENDATION
From the study of Road Maintenance Management System, the quality of
data collected data play a major role in determining the effectiveness as well as
accuracy of the PMS output and overall road maintenance cycle. In order to achieve
that, few aspects need to be improved such as traffic, vehicle fleet, performance
model and system features.
Currently traffic data was provided by another party in our agency which is
sometime not adequate or accurate in performing program analysis in HDM4. Whilst
for the vehicle fleet and road deterioration model, only one set of data or model has
been used in the system. It seems not so accurate due to variation in vehicle fleet and
performance of the pavement material throughout the country. By introducing
regional or specific vehicle fleet and performance model, the accuracy of the system
output will be improved.
50
Another aspect of improvement is directly related to the system itself. By
incorporating the reporting feature in the system, the operators are able to analyse
and view the current condition of the road. For example use of GIS to show the
current road condition.
For the further study, it is recommended that to focus on the system itself
which include the database system, collecting data system and standard manual
procedure for road maintenance.
51
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Privation of Maintenance for Federal Roads in Peninsular Malaysia. 5th
Malaysia Road Conference, 7 -9 October 2002, Kuala Lumpur.
Neil S. Grigg (1988).Infrastructure Engineering and Management, A WileyInterscience Publication.
Norazlina, M. K. (2007), Emergent Trend In Malaysian Construction Industry : The
Rise of Facilities Management, Master, Universiti Teknologi Malaysia.
Note on Road Maintenance, Public Work Department.
T. F. Fwa (2006). The Handbook of Highway Engineering, Taylor & Francis Group.
Tillotson, H.T., Kerali, H.R. and Snaith, M.S., Proceedings of the International
Symposium on Infrastructure of the Future, New Age International (P) Ltd,
Bangalore, 1996, pp. 220 – 227.
53
Weng Tat Chan,T. F. Fwa, Kh. Zahidul Hoque (2001), Constraint handling methods
in pavement maintenance programming, Transportation Research Part C
9; pg. 175 - 190.
54
.
APPENDICE A
ROAD MAINTENANCE MANAGEMENT SYSTEM – A CASE
STUDY AT PUBLIC WORK DEPARTMENT (PWD)
INTERVIEW FORM
Name
: .................................................................................................
Designation
: .................................................................................................
Question 1
Experience and role at CSFJ.
Question 2
Explain the current procedure for road maintenance management system which applied at
CSFJ.
55
Question 3
Problems occur during the process of road maintenance management system.
Question 4
Propose to improve the road maintenance management system at PWD.
Question 5
What your expectations for road maintenance management system in the future?
56
APPENDICE B
QUESTIONNAIRE
Topic : Road Maintenance Management System – A Case
Study At Public Work Department
• This research is mainly conducted for academic purpose only
• All source and information and data obtained are deemed to be private
and confidential.
• The questionnaire contains of Part I, Part II, Part III, and Part IV.
Kindly complete the entire question.
PART I : RESPONDENT BACKGROUND
1) Respondent’s Name
(optional)
:_________________________________
2) Address
(optional)
: _________________________________
_________________________________
_________________________________
_________________________________
3) Contact Number
(optional)
: _________________________________
4) Designation
: _________________________________
5) Experience
: _________________________________
6) Level of Academic
: _________________________________
57
PART II : ROAD CONDITION
Which of the following factors are important in road maintenance? Please
rate accordingly.
1. Very Important 2. Important
5. Least Important
3. Average
4. Not Important
Quality of Work
1
2
3
4
5
Required Cost
1
2
3
4
5
Required Period
1
2
3
4
5
Quality of Design
1
2
3
4
5
Working Load
1
2
3
4
5
Workers’ Skill
1
2
3
4
5
Data of Inventory
1
2
3
4
5
Database System
1
2
3
4
5
58
PART III : PROBLEMS IN ROAD MAINTENANCE MANAGEMENT
What are the most problems occur during the implementation of road
maintenance management system? Please rate accordingly.
1. Strongly Agree
2. Agree
3. Slightly Agree
4. Disagree
5. Strongly Disagree
Funds for the road maintenance
1
2
3
4
5
Design stage
1
2
3
4
5
Privatisation of road maintenance
1
2
3
4
5
Medium of Communication
1
2
3
4
5
Specification or manual procedure
1
2
3
4
5
Less training for the staff
1
2
3
4
5
Data of inventory
1
2
3
4
5
Data input and validation
1
2
3
4
5
59
PART IV: IMPROVING THE ROAD MAINTENNCE MANAGEMENT
SYSTEM
What are the basic approach should be built on by PWD to improve the
present Road Maintenance Management System? Please rate accordingly.
1. Strongly Agree
2. Agree
3. Slightly Agree
4. Disagree
5. Strongly Disagree
Initial study and general survey
1
2
3
4
5
Standardize the basic system or
methodology
1
2
3
4
5
Training for fully understanding of road
maintenance
1
2
3
4
5
Identify the maintenance technology and
methods
1
2
3
4
5
Planning for the funds
1
2
3
4
5
Awareness the design stages
1
2
3
4
5
Standardized data collection
1
2
3
4
5
Monitoring the works carried out by
concessioners
1
2
3
4
5
60
APPENDICE C
SAMPLE OF ANALISYS AT NETWORK LEVEL
61
APPENDICE D
PRIVATIZATION OF ROAD MAINTENANCE
62
APPENDICE E
SAMPLE OF DATA COLLECTION – DCP TEST
63
APPENDICE F
RAMS – USED FOR COLLECTING DATA
64
APPENDICE G
SAMPLE OF DATA ANALYSIS USING HDM-4