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 alternative- implementation year combination is calculated.

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. Optimization Analysis

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: –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.