NETWORK LEVEL
EXAMPLES OF PMS
İNŞ.YÜK. MÜH. VEYSEL ARLI
MINNESOTA DOT NETWORK LEVEL PMS
• MNDOT desired to develop and implement a pavement
management system (PMS) specifically geared to the
state’s requirements, resources, and conditions.
• It operates on two primary data files, segment data and
segment surface defect data.
• The major outputs
– Status and Needs Reports and Plots,
– Optimization Reports and Plots
Status Reports
Needs Reports
The trigger year occurs when the preticted performance for any
particular index or parameter reaches a minimum acceptable level, as
specified by the user.
Rehabilitation Alternatives Analysis
• There are three basic decision trees, one for concrete,
one bituminous, and one for bituminous over concrete.
• The decision tree is applied to each possible
implementation year because the conditions used in the
decision tree can change from year to year.
• The present worth of costs is calculated for
rehabilitation for each implementation year, ongoing
maintenance, and user costs.
• Also, cost-effectiveness for each alternativeimplementation year combination is calculated.
Optimization Analysis
• Optimization is based on marginal cost-effectiveness
calculations.
• The optimization analysis can be performed for these
objectives:
– effectiveness maximization, where the primary constraints are
specified budget limits for each year of the program period
– cost minimization, where the constraints are minimum average
netwok performance or maximum percent of mileage below the
minimum acceptable or trigger level.
METROPOLITAN TRANSPORTATION
COMMISSION PMS
• The Metropolitan Transportation Commission (MTC)
PMS is a simple and efficient system designed for
network level pavement management.
• It is a tool well suited to quickly and efficiently assess
the condition of a road network, define and adjust
maintenance treatments and costs, and examine the
effects on road condition of specific maintenance budget
allocation strategies.
Description of the System
• Necessary data from the pavement must be collected in
terms of construction, traffic, date of last maintenance,
etc., and entered in the PMS data base.
• Then, the entire pavement network is divided ito
uniform manageable sections for record and analysis
purposes.
• The Pavement Condition Index (PCI) is computed based
on the observed distress types, severity, and extent.
• A decision tree was developed which assigns the most
cost-effective maintenance or rehabilitation strategy,
depending on the PCI information, functional class, and
cost information.
• Seven major types of surface distress that occur
predominatly in the Bay Area are considered by the
condition assessment. These are:
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alligator cracking
distortion
patching and utility cut patch
rutting/depression
longitudional and transverse cracking
block cracking
raveling and weathering
•Distress is measured in square feet, except for
longitudional and transverse cracking which are measured
in linear feet.
• Five pavement condition
categories are defined
based on a PCI scale with
values ranging from 100 to
0 (excellent to failed) and
depending on the load or
non-load related distress.
• The five category
condition definition
provides for a realistic
maintenance and
rehabilitation assignment.
• A weighted effectiveness ratio is used to rank and
prioritize projects.
• The program selects projects identified for rehabilitation
from highest-weighted effectiveness ratio to lowest until
the funds allocated for rehabilitation are assigned.
• The MTC PMS has been widely applied in California
and has also been used by local agencies in other states.