1. Swedish Road Performance Maintenance Standard and the web-PMS tool
Mats Wendel and I’m a Certified European Professional Engineer. I work as a senior advisor in road maintenance, specially road pavements.
The Swedish Transport Administration is responsible for the long-term planning of the transport system for road, rail, maritime and air traffic. It is also responsible for the construction, operation and maintenance of public roads and railways in Sweden.
“Everybody arrives smoothly - the green and safe way”
Mats Wendel, EUR ING
Deputy Head of National Maintenance, Road and Railway

2. Outline Background and Challanges
The New Road Performance Maintenace Standard
The new PMS-tool for viewing data

3. Road Surface Measurements
Started ~1980
1983 (Laser –RST)
Road surface measurements have been used in Sweden since 1985.
Since 1990 the entire national and primary road networks are measured each year, together with parts of the secondary road network
Use
Network level – Overview
Network to project level
PMS - Project Level
Quality Control
Drainage

4. Schematic degradation process, Roads
Road condition
“Durability”*
Cracks occur,
deep ruts develop
Poor
Acceptable
Good
If preventive maintenance are performed or new pavement layer is placed in time.
* Durability is mainly dependent of:
Type of road, traffic amount, % heavy trucks, % studded tires, pavement selection, design/thickness, quality and age
New action
Traffic volume dependent:
High: years
Mean: years
Low: years
Time

5. Specific Challenges for Sweden
Specific challanges for Sweden:
Winter roads, Studded tires
Median barrier, wire diveded roads

6. Northern Sweden Low traffic volume Cold winters
Large temperature differences
Flexibility
Aging properties
Soft binder
Dense gradation
In northern Sweden, we have low traffic volume, cold winters and large temperature differences over the year. To cope with the temperature related problems, such as frost heaving, we need flexible pavements that doesnt crack when the ground moves. And, because the popolation density is extremely low, rutting and load deformation from traffic is not likely to be the main factor for the pavements lifespan. Therefore we need pavements with good aging properties. So, a typical pavement i northern sweden has a dense gradation and a soft binder, typically penetration grade 160/220.

7. Yearly increase of heavy traffic
22%
27%
40%
Distribution in environmental class
2010*
Yearly increase of heavy traffic
80 % of pavement maintenance activities is due to heavy traffic and climate. Only 10-20% from studded tires – we have a good source of high quality aggregate

8. Swedish Road Performance Maintenance Standard 2011
To be used for:
Analysis of national needs (Asset Management)
Target allocation of funds
Identify road sections as action candidates
Uses quantifiable measurements, without bias (no subjectivity).
Values to be met by All defficiency section to be in a three year action plan.

9. Swedish Road Performance Maintenance Standard 2011
Describes performance by four parameters:
Rut depth, International Roughness Index (IRI), Edge Deformation and macro texture
The standard uses traffic class by amount (AADT) and maximum allowed speed.
Roads where performance compliance are not met, reports as deficiencies.
The deficiencies can be calculated and are defined by road class and geography.

10. Assesment of road sections comfort
Good
Scale 1-5 (5 is best comfort)
Poor

11. IRI comparison

12. Rut depth (mm)

13. Edge depth (deformation)
AADT
Speed km/h)
Edge depth
Centerline

14. Macro texture Roughness 0.5 – 50 mm.
Low values – dens surface – possible friktion loss
Requirement for min value (2011)
Higher values – rough surface – possible rolling resistance and noise issues
No requrement yet.

15. The road network

16. Yearly surface characteristics measurement
Updated data from the National Road Databas
Schematic workflow in identifying action candidates for pavement maintenance.
Needs
(PMS)
Project management
Follow up “actions”
Plan, design and prioritize
Manually recorded actions

17. The process of plan, design and prioritize
The process of plan, design and prioritize
Needs
According to a set ”goal standard”
Strategic plan
Other plans (New construction projects, 2+1 roads etc)
Action candidates
From the road netoworks yearly development and prognisis
Assesment
Detailed road section data
Ocular inspection
Trafficanta point of view / Society / Coordination
Experience from Maintenance managers (winter maintenace)
Prioritazation in road categories (new categories)
Model of budget distribution
Map over action candiates
Yearly revised plan, with the forthcoming 3 years of maintenance projects
Budget and revised plan before procurement
Accepted procurement plan and volumes

18. Background to a new PMS-tool
The STA has sampled high quality surface characteristics data for over 20 years.
In the old system, we had tools to analyze on a network level.
New information had been collected several years, but were not accessible (pictures, macro texture, etc.)
The new viewer is developed to encourage easy access to this data and to visualize it by using GIS-maps.
The overall goal is to improve the employers use of this information in order to maintain the roads more efficiently.
By making this development, the number of tools used will be reduced.
Elderly system, not user friendly
The need of a better tool was quantified as a good investment
We searched the market, but could nor find a suitable tool. Wanted to avoid conversion of collected data

19. The projects efficiency goals
Efficient use of resources and better decision procedure
Facts of maintenance actions shall be based on condition, history and prognosis and well documented and traceable.
Common workflow within the organization
Preparation and decision of maintenance actions shall follow the same common practice procedure use the same tool.
Less staff dependency and shorter lead time
By reducing the manual data production.
Reliable accumulated picture of the road network condition
Whenever needed, everyone looks at the same data in the same way reduces unnecessary differences in who made the data selection.
 More efficient contractors and consultants
External users can also access the system and collect GIS-data from the same source, and by that increase their competiveness and follow up work.

20. The PMS-tool

21. Seek road sections

22. Advance seek function

23. Results visible on a map

24. Analyze a road section

25. A new tab opens and data loads, customizable or standardized

26. Online manual and description of parameters

27. Key benefits One tool to view data Easy to use
Easy to export data, maps and graphs to use in other programs
Accessible (in winter 2013) for consultants, contractors etc. to download data of their chioce.

28. KGO-III surface, paved in 2004, picture from summer 2010.

30. 9/17/2018
Thank you!
Mats Wendel, Swedish Road Administration / MnDOT

31. Thanks! Questions?, contact me:
Mats Wendel,