Thailand Pavement Management

System (TPMS)Isuri Weerasinghe (20000645)

Ramapriya Kopalakrishnan (20000742)

Contents• Introduction to Thailand Road Network• Methodology of Application of TPMS• Thailand Pavement Management System (TPMS) Findings• Discussions and Conclusion• Recommendations• References

Introduction

Introduction to Thailand Road Network • Total length of highways under DOH – 66,871 2-lane-km

Asphalt Surface – 61,134 2-lane-km Concrete Surface – 5,497 2-lane-km Unpaved Surface – 240 2-lane-km

• Maintenance Agencies 18 Regional Divisions 104 Highway Districts

• Total maintenance budget in 2014 was 25,856 million Baht

Maintenance Activities • Preventive Maintenance

Routine Maintenance • Corrective Maintenance

Periodic Maintenance Special Maintenance and RehabilitationEmergent Maintenance

Routine Maintenance • Maintenance works which are required continually on every road to

keep the roads in good condition and provide safety to the road users• Performed according to the annual plan• Monitored mainly by the bureau and district officials • Includes some minor modifications and improvements such as Fixing

potholes, Crack filling/ Sealing, Skin patching, Cleaning, Grass cutting, Traffic painting, Landscaping etc.

Periodic Maintenance • Maintenance performed periodically in order to keep the condition,

size and strength of highways to be as the same as their initial characteristics • The objective is to make certain that the highways can withstand

increasing traffic volumes • Types of works include seal coating, overlaying and regravelling

Seal Coat: Slurry seal – 3 years Overlaying – 7 years Regravelling – 2-3 years

Special Maintenance and Rehabilitation• Conducted in situations where highways are severely deteriorated • Works to improve road condition or geometry such as surface

levelling, HMA recycling, major repair etc.

Emergent Maintenance • Performed when the highways are destructed or deteriorated by

natural disasters or unexpected incidents• In the early stages, highways will be immediately maintained in order

to keep the traffic flowing• Later, highways will be further maintained to recover them to the

original conditions• In addition, special features may be added to the highways in order to

prevent the problems that occur periodically. E.g: Raising the elevation of highway to prevent destruction by flood

Maintenance Activities

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ъѼѥдѥі эѼѥі ѫкё ѧѯћќѰј ѣэѬі ц ѣ

ъѼѥдѥідҕѠѝі ҖѥкѲўєҕ

ѝѓѥёдѥі ѲнҖкѥьеѠкъѥкўј њк

Pavement Condition/ Serviceability

Very good/ Smooth

Fair/ Rough

Poor/ Very rough

Routine Maintenance

Periodic Maintenance

Special Maintenance/ Major Rehabilitation

Reconstruction

Methodology

Background of TPMS• TPMS program was first initiated in 1984 by modifying Burrow and Snaith

Management System (BSM) from UK• Function is to collect the data, annually, from a primary visual survey of the

pavement and shoulder conditions of the highways network under the care of DOH• TPMS can

Make a treatment decision for every 200 m section of paved road Estimate the cost of applying the treatments Determine the relative priorities of each section requiring attention

• Treatment selection criteria are mostly based on engineering experience and judgement • The priority can be explained in term of index which reflects the conditions of the

road and the volume of the traffic

Thailand Pavement Management System (TPMS)

Asphalt Pavement Condition Survey

Concrete Pavement Condition Survey

Highway Asset Condition Survey

Central Road Database

Highway Network, History, Inventory, Assets Basic Properties and Condition of Highways and Assets List of Strategic, Tactical, and Operational Plan

Structural Characteristics

Traffic Accident Rates

Damages/Failures caused by Disasters

Highway Asset Management System

Pavement Management System Emergency Management System

Routine Maintenance Plan (RM) Maintenance Plan Information System

Monitoring and Evaluation of RM Plan

Monitoring and Evaluation of Maintenance Plan

TPMS Budgeting Module• Due to some limitations in the TPMS, in 1989, the DOH commissioned

N.D. Lea consulting company to develop a better version of TPMS• Lea studied a DSS model called Highway Design Standard and

Maintenance Model version 3 (HDM-III) developed by World Bank• This updated system was later named as TPMS Budgeting module and

had been in use since 1994

Data Requirements • The TPMS Budgeting module requires several parameters to help it determine

which level of maintenance treatment is required for a road• The information collected in the road deterioration study was merged with

relevant economic costs to revise the intervention levels for periodic maintenance • DOH also determined maintenance treatments and design standards for new

pavements by using economic principles • The data required as inputs in TPMS can be classified into

Economic value per unit Pavement characteristics and conditions Traffic Volume, composition and growth rates

Economic Value per Unit • Stored in the database and updated periodically in order to make the

calculation of TPMS Budgeting Module reflecting the real economic costs• Some of the parameters under this category are such as

Average Annual Daily Traffic volume (AADT) standard construction cost standard maintenance cost for each type of severity standard cost for operating each type of vehicle operation cost per each official

Pavement Characteristics 1. Pavement Type2. Surface distresses 3. International Roughness index

1. Pavement Type• Information of surface type, number of lanes, location, identification

number and construction techniques of the DOH road network are collected and stored in the computer mainframe at the computer division of each maintenance unit• This helps the TPMS model to analyze which maintenance technique is

the most appropriate in the restoration process and how much it would cost• To update the database, a construction and maintenance history survey is

carried out by the Bureau of Highways Maintenance Management• The information are the location of highways, timing of the maintenance

treatments etc.

2. Surface Distresses • Pavement conditions are collected by DOH annually in the TPMS

survey and stored in a separate file for each Highway Maintenance Bureau• The 3 main types of deteriorations are;

i. Rut countii. Minor deterioration iii. Major deterioration

3. International Roughness Index (IRI)• This index is used to classify the highway road roughness all over the

world • Each country has its own IRI value

• As a part of the TPMS project, the DOH undertook roughness surveys over most of the DOH paved highway network• TRRL Bump Integrators were installed in 5 vehicles which were

calibrated to the IRI m/km using a DIPSTICK profiler• Raw data were entered into a database created for the project and

were converted to IRI using the appropriate calibration equations• Subsompon et al created an empirical model to estimate IRI values for

Thailand asphalted road by using,

TPMS Budgeting Module Treatment Matrix• In 1992, N. D. Lea developed a treatment matrix for TPMS Budgeting

Module• This matrix helps identify the appropriate treatment method by

considering IRI, AADT, deterioration and surface type

Summary of Findings

PAVEMENT CONDITION SURVEY

DISTRESSES PROCESSING TOOL SOFTWARE

CALCULATED IRI RUT AND TEXTURE DEPTH

CENTRAL ROAD DATABASE: SMART SEARCH

SMART SEARCH: SUBSECTION LIST

SMART SEARCH: PAVEMENT CONDITION

PAVEMENT CONDITION: RUT DEPTH

VIDEO OF PAVEMENT ASSET

Online Plan: Maintenance Budget Request + Monitoring

Emergency Management System

Emergency Management System

Mobile Application

Sample Analysis

Analysis of the entire network

IRI average of the network as a result of the allocated budget

y = -0.6793ln(x) + 9.3634R² = 0.9995

0.000.501.001.502.002.503.003.504.00

0 10,000 20,000 30,000 40,000 50,000кэюі ѣєѥц ј Җѥьэѥъ

IRI і ѣчѤэюі ѣѯъћ

IRILog. (IRI)

IRI average (m/km)

Budget [RM excluded]

Budget [RM included]

2.5 25,000 32,260

2.75 17,750 25,0103.0 11,750 19,010

Discussions and Limitations

• The modification of TPMS to TPMS budgeting module has been done without changing the underlying model. This could result in errors in the final outcomes obtained from budgeting module. • There are lots of assumptions that have not been studied appropriately. • Both models only focus on the current information of the highway conditions. They cannot predict the future conditions of the road pavement when different treatment techniques are applied. The management may not have full information to assist them in their decision making process.

• Both models have been used for a long time already, but embedded parameters have not been updated with time.• There are new techniques and technology to help in collecting the data required. If Department of Highways considers about updating TPMS or TPMS Budgeting Module, they should consider about incorporating those new technologies in it as well.• There are several sources of parameter inputs. This could result in non-conforming datasets and lead to the discrepancy in final outcomes.

• We can conclude that TPMS and the budgeting module can be updated in several ways by the findings of the discussion. • By bringing in a statistical model, or an optimization model, and

an appropriate data collection technique, the new TPMS Budgeting Module can be a better support system to assist the executives at the DOH in making their budgeting decisions.

ReferencesPresentation Slides on Thailand Pavement Management System – Dr. Tunwin Svadisant

Thank You !