PMS/HDM-4

What is the Pavement Management System (PMS)?An essential tool that supports the new planning process that is based on LONG-TERM NETWORK NEEDSHelps determine policies and targets on ASSET PRESERVATION within the available funds

5A Pavement Management System can be described as above.

What is long-term network needs?

Long-term network needs network deficiencies identified either by:

Identification of potential new roads/bridgesMonitoring of network service levels over time.

Network Service Levels can be measured through the Volume Capacity Ratio (VCR) or the Road Condition (roughness and visual condition)

MANDATE OF DPWHPursuant to E.O. 124, DPWH is mandated to undertake the planning, design, construction and maintenance of infrastructure such as roads and bridges, flood control, water resources, development projects and other public works consistent with the national goals and objectives.

New Highway Planning ProcessContract Management System (CMS)Contract ManagementProcurementCost EstimationMulti-Year Programming & Scheduling (MYPS)Program ReviewMulti-Year AnalysisGenerationRTIATARASRBIABMSPMSRMMSOn-going WorksRoad Safety ProjectOn-going WorksWork ProgramRoad Network Inventory & ConditionWork ProgramRoutine Maintenance NeedsMulti-Year ProgramTrafficAccidentRoad ConditionBridge DataWhat is Pavement Management?Pavement management includes all the activities Involved in planning & programming, design, construction, maintenance, and rehabilitation of the pavement portion of the road works program.

4What is pavement management? In the broadest sense it includes many other attributes as mentioned above.

PMS ObjectivesQuantify pavement asset preservation needsProvide economic justification for prioritizing funding for roadsSupport the new planning process

6ASSET PRESERVATION SCHEMES(AP)MULTI-YEARPROGRAMMING UNDERVARIOUS BUDGETSCENARIOSNETWORKDEVELOPMENTSCHEMES(ND)INTEGRATION7This is the diagram showing the integration of asset preservation and network development schemes that occur at the early stages of preparation of the multi-year programs which is also evaluated under various budget scenarios.ASSET PRESERVATION

Routine MaintenanceCarriageway MaintenanceRoadside MaintenancePeriodic MaintenancePreventive treatmentsRehabilitationEmergencies

NETWORK DEVELOPMENT

ImprovementWideningUpgradingConstructionNew sections

ROAD WORKS CLASSIFICATION8Road works in HDM-4 can be categorised as either Asset Preservation (i.e. preserving the existing road network) or Network Development (i.e. expanding the existing road network). The Preservation and Development categories can be split into the classes as illustrated.

The entire road network is considered as governments asset.Implementing PMS using HDM-4 System9COMPONENTS OF PMSRBIA DatabaseHDM-4 Analytical ToolHDM-4 Interface (built in RBIA) Links RBIA and HDM-4

10Following are the components of the PMS:RBIA is the database that stores road network data and the traffic data extracted from RTIAHDM-4 which is the analytical that evaluates and prioritized asset preservation projects for inclusion in the annual infra program and annual works program. It uses the data from RBIA for the analysis. HDM-4 Interface which is built in RBIA processes the input data for HDM-4 analysis. It links RBIA to HDM-4.

PMS Implementation StagesData CollectionInventoryRoughnessVisualDeflectionTrafficProjectsDatabaseRBIADecisionSupportHDM-4ManagementInformationStandard& CustomReports11Data is collected from a variety of sources. The data such as road inventory, roughness and visual road condition, deflection, traffic and project information are then stored in RBIA. The HDM-4 Interface accesses and processes the data for analysis by HDM-4 The results of the HDM-4 analysis can be used to support or formulate management decisions. The HDM-4 outputs in terms of the work programs are used to select and prioritize asset preservation projects for inclusion in the AIP and AWP.

Integrating RBIA with HDM-4RoadInventoryRoadConditionTrafficDataPavement DataProject InfoINPUTSLong TermStrategicRoad PlanMulti -YearWorkProgramDetailedProject LevelAppraisalPoliciesStandardsResearchOUTPUTS

HDM-4RBIAHDM-4 Interface12HDM-4 is an of-the-shelf software tool, which requires a great deal of road network information. Road network information is being stored in the RBIA. To integrate RBIA with HDM-4, an HDM-4 Interface has been developed. The Interface processes and prepares the RBIA data for analysis in HDM-4 and also retrieves the analysis from HDM-4 to store in RBIA.

The major inputs as follows are stored in RBIA:

The following are the major outputs of the HDM-4:

DPWH Databases

13A brief introduction to each of the applicationsRBIA Road and Bridge Information ApplicationRTIA Road Traffic Information ApplicationCMS Contract Management SystemRMMS Routine Maintenance Management System MYPS Multi-Year Program and SchedulingExplain that all the required data for HDM-4 are summarized in RBIA. And the HDM-4 Interface accesses the required data to prepare input data for HDM-4

HDM-4 OVERVIEW14This presentation covers the overview on the Highway Development and Management 4 which is the software used in the PMS.Highway Development Management 4 (HDM-4)HDM has been improved over a period of 30 years by the World Bank, with the first public release of HDM-4 in 2000HDM-4 is a road investment model used to investigate economic viability of road projects and to optimize economic benefits to road users

15The history of HDM dated back in 1968 when the first road appraisal model was made in response to terms of reference for a highway design study produced by World Bank in conjunction with the Transport and Road Research Laboratory (TRRL). Thereafter several studies and researches were conducted to improve the model and incorporate various parameters that would incorporate the effects of road deterioration and road user costs in the investigation of the economic viability of road projects in over 100 countries and to optimize economic benefits to road users under different levels of expenditures.In 30 years, HDM has undergone development and improvement up to the 4th Version of HDM (HDM-4) with the first public release in 2000.

Highway Development Management 4 (HDM-4)OBJECTIVES:Ensure the equitable distribution of funds based on long term network needsEnsure limited budgets are spent consistently and equitably

16HDM-4 has the following objectives:Highway Development Management 4 (HDM-4)HDM-4 selects/prioritizes asset preservation projects with the highest net present value/cost (NPV/C) value based on the following major factors:Road Roughness Visual Road ConditionTraffic Volume (AADT)Road Damage Factor (ESAL derived from axle load survey)Pavement StrengthRoad User CostsImprovement/Maintenance Cost

17TRAFFIC DATAVolume/LoadingTotal AADT/ESALComposition% AADT for 12 representative vehicle typesTraffic Growth Rates (in HDM-4 Interface)Regional & NationalAADT & ESAL extracted from RTIA to RBIA

18Traffic information required for HDM-4 analysis includes Volume, Composition and Growth Rates. This information is extracted from RTIA and stored in RBIA.Table 16Representative Vehicle Types

Representative Vehicle Type

Vehicle Description

1

Motor-tricycle

Motor-tricycles

2

Passenger Car

Passenger Cars/VansTaxisOwner JeepsSports Utility Vehicles

3

Passenger Utility

Jeepneys, PUJJeepneys, privateMinibuses (< 13 seats)Mega-taxis

4

Goods Utility

Pick-upsDelivery VansSmall Trucks (< 4 tons GVW)

5

Small Bus

Buses (13 30 seats)

6

Large Bus

Buses (> 30 seats)

7

Rigid Truck 2 axles

2-axle Trucks (> 4 tons GVW)

8

Rigid Truck 3+ axles

Rigid Trucks, 3 & 4 axles

9

Truck Semi-Trailer 3 & 4 axles

Semi-Trailer Truck, 3 & 4 axles

10

Truck Semi-Trailer 5+ axles

Semi-Trailer Truck, 5 & 6 axles

11

Truck Trailer 4 axles

Trailer Truck, 4 axles

12

Truck Trailer 5+ axles

Trailer Truck, 5 & 6 axles

12 REPRESENTATIVE VEHICLE TYPES19Highway Development Management 4 (HDM-4)What is Road Roughness?It is the combined effect of all the various defects of the pavement measured in terms of the International Roughness Index (IRI)Ranges of roughness condition:Good 1 3 IRIFair>3 5 IRIPoor>5 7 IRIBad >7 IRI

20Highway Development Management 4 (HDM-4)What is Visual Road Condition?

It is the visual measurement of the surface distresses and pavement defects using the ROCOND methodology (e.g. cracking, rutting, potholing, edge break, joint spalling, joint faulting, scaling, etc.) with a corresponding adjectival condition rating of good, fair, poor and bad

21Tells what treatment (or what type of work) would be applied, when and where if funds are less than idealCan analyze strategies and standards for network improvements for asset preservation in terms of:Preventive maintenance (asphalt overlay or selective reblocking)Rehabilitation/Reconstruction

Highway Development Management 4 (HDM-4)22Since our budget is always constrained and we are working on less than ideal funds, HDM-4 is a system that can tell us what type of maintenance treatment (or what type of work) would be applied, when and where if funds are less than ideal.

Road Deterioration and Maintenance EffectsHDM-4 compares the type of treatment to be applied and selects the best alternative that optimizes/maximizes benefits per unit of investmentTraffic / TimeReconstructOverlayRoughness2.05.07.0International Roughned Index (IRI) 23This Graph illustrates two typical maintenance policies. One is to overlay at a certain roughness whereas the other is a reconstruction at a higher roughness. The funding required for each will be different because of the type of maintenance and the frequency. HDM-4 will evaluate over a 6 and 24-year period to determine the better maintenance alternative that will give the higher NPV/C.Roughness condition is measured in terms of the International Roughness Index (IRI) with the following ranges for paved roads:

Good 1 3 IRIFair>3 5 IRIPoor>5 7 IRIBad >7 IRIThe road deterioration model in HDM-4 predicts the rate of deterioration of the pavement in terms of IRI and the other surface defects (e.g. cracking, potholing, etc) and determines the performance of the pavement over time with and without treatment for all maintenance alternatives being analyzed/evaluated. Effect of Budget LevelsAnnualBudget3.06.07.020052010201620222028Roughness100%80%50%Target GoodPoor5.04.0

2415Effect of different budget levels can be explored with the use of HDM-4 analysis. Is the budget sufficient to meet defined targets?

If the target over the long term is to improve the road network scenario from poor condition with roughness value of 5.2 IRI in 2005 to fair condition with a roughness value of 4.0 IRI in 2028, a corresponding 100% budget is required. If this budget requirement is not provided or say reduced to 80%, the funds would only be enough to maintain the roughness at a value over 5 IRI for the whole network and maintain its current state of poor over the long term.

Further reducing the required budget by 50% would worsen the condition of the road network from poor to bad condition over the long term period.Network Condition ForecastsEffect of funding levels on network performance 3.04.05.06.07.020052010201620222028RoughnessArterial RoadsP55 m/yrPoorGoodOther strategicRoadsP25 m/yrSecondaryRoadsP40 m/yrTotal Budget P120 m/yr2515Distribution of funding for different classes of road can be likewise be examined.

Evaluation of different network scenarios would give us an idea on where to concentrate the available funds. In the graph above, the scenario shows the arterial roads being given top priority in the funding followed by secondary roads. Last priority is given to other strategic roads.

WPs for Rehabilitation of Damaged National Paved RoadsGeneration of Work Programs (WPs) for Asset PreservationHDM-4 OUTPUTSHDM-4 AnalysisWPs for Preventive Maintenance

26The HDM-4 analysis will generate Work Programs for asset preservation in terms of preventive maintenance and rehabilitation of damaged paved roads. The work programs will be used to prioritize and select projects for inclusion in the AIP and AWP.Rehabilitation/ Reconstruction of Damaged National Paved Roads (Annual Infrastructure Program)Preventive Maintenance (Annual Work Programs)Source of Funding for Asset Preservation ProjectsGAAGAAMVUCPlanningService

27The AWP is being prepared and finalized by the BOM. Work programs for preventive maintenance can be sourced from the regular GAA or MVUC.

The AIP is being prepared and finalized by the Planning Service and sourced from the GAA.

28This slide shows an unconstrained works program produced by HDM-4 Program analysis. HDM-4 rank projects according to NPV/C.End of PresentationTHANK YOU!29