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Author of introduction to concrete pavement management systems at home and abroad: Ma Chun As the demand for transportation becomes increasingly urgent, the cost of new concrete roads is increasing day by day. Existing roads are facing repair and maintenance problems, and the Pavement Management System (PMS) came into being. The United States was the first to introduce the concept of systematic management to concrete pavement design and repair and maintenance operations in the National Cooperative Highway Research Program (NCHRP) conducted by the American Association of State Highways Officials (AASHO) in 1966. Since then, the development of global concrete pavement management systems has been most prosperous in the United States, and more common in Western Europe and Northern Europe. In recent years, my country's economy has accelerated, and the traffic volume and vehicle load capacity in various places have increased day by day. The damage to the pavement structure has also continued to increase. This has not only accelerated the speed at which the old cement concrete pavements built in the early years are approaching their service life, but also caused some newly built cement concrete pavements to suffer varying degrees of damage long before they have reached their design life. Stones from other mountains can be used to attack jade. Learning from the advanced experience of foreign concrete pavement management systems is of great significance to improving the management level and service life of my country's concrete roads. According to the definition of the American Public Works Association (APWA), the concrete pavement management system (PMS) is composed of many subsystems. It uses a systematic analysis method to collect, store and extract all pavement-related decision-making information. It uses computer information technology to quickly process various data, analyze pavement conditions, make decisions based on pavement historical information, and provide optimized pavement management procedures. The pavement management system can be regarded as a tool in the decision-making process, that is, a decision-making system, including pavement planning, design, construction and maintenance (including reconstruction) and other projects. The following focuses on the system features and development goals of several foreign concrete pavement management systems (PMS). 1. United States 1. California Pavement Management System The California pavement management system is divided into two types: flexible and rigid based on California's pavement development experience. The Flexible Pavement Management System (FPMS) was designed and completed by FHWA in the United States. Its purpose is to assess the current condition of the existing road system and provide maintenance decisions for road reconstruction or repair. The system considers six types of damage items and scores them respectively according to the scoring subsystem, defining them into three levels: severe damage, minor damage and no damage. It also develops maintenance priorities and recommended maintenance strategies based on driving comfort and daily traffic volume (ADT). The system includes three subsystems: Condition Rating System, Pavement Condition Survey, and Pavement Evaluation System. Rigid Pavement Management System (RPMS) and Flexible Pavement Management System (FPMS) only differ in damage items, damage levels and maintenance strategies. 2. Carson City Pavement Management System, Nevada Carson City Pavement Management System (Carson City PMS) is mainly based on asphalt concrete pavement based on the characteristics of the regional road network where it is used. The identification parameters include annual average daily traffic volume and traffic index, overlay thickness, maintenance and repair history data, and deflection values to represent pavement structural capabilities and pavement service capabilities. System contains (1) sabotage investigation input: Considering damage items such as cracks, looseness, and longitudinal/lateral cracks, the severity of each damage is divided into three levels: light (S), medium (M), and heavy (V) based on driving scores. ； (2) Calculation of condition score: The full score is one hundred, and the deduction points are deducted according to the different damage percentages and severity of the damage level. ； (3) Maintenance priorities: Based on one mile per vehicle, priority is determined based on the calculated benefit-cost ratio. ； (4) Data output: Including road section data output query, pavement historical maintenance data query, pavement survey data query, pavement damage status sorting result query output, maintenance road section and maintenance method output query. 3. Illinois Pavement Management System The Illinois Pavement Management System (ILLINET) was jointly developed by Illinois State University and the Illinois Department of Transportation. It can use static and dynamic images to display past and present pavement conditions, pavement assessment results and various hypothetical plans for repairs on a color screen. The system is compiled in C++ language and can be executed under WINDOWS environment. The system can display all data in the database and estimated road conditions in graphical form, and provides 34 decision-making options and interactive decision-making options, which can be adjusted according to the actual needs of the user. ； The parameters used can be changed according to the situation, and the operation is simple and convenient. 2. British CHART Pavement Management System The CHART Pavement Management System was developed by the British Transport and Road Research Institute (TRL Limited) in 1980. The survey items include TRRL (high-speed Rofilometer) longitudinal section flatness or comfort. The system functions mainly include pavement damage shape, location map, pavement section, pavement damage assessment and repair method list, list of maintenance interval locations, damage assessment and statistical column chart of corresponding construction methods, etc. 3. Australian RTA-NSW Pavement Management System The Australian RTA-NSW (The Roads and Traffic Authority of New South Wales) pavement management system is a multi-modular pavement management system. The system architecture uses CMIS (Condition Management Information System) to establish road network data, CMIS to process the condition of the road network, TNOS to evaluate the standards of the road network (Treatment Scheduling Network Optimization System), TNOS to establish road and network damage models, and FNOS to evaluate road network maintenance costs (Financial Planning Network). Optimization System). Composed of four subsystems: a. Condition Management Information System (CMIS) includes querying the road or bridge status of the road network, performing statistical analysis on selected road sections/bridges of the overall road network to compare the changes, printing reports, calculating the costs of different options to improve road network performance, and generating road network maps to display sections with poor road conditions. ； b. The function of Financial Planning Network Optimization System (FNOS) is to help road managers and engineers predict the budget or cost required to repair the road network under specific service standards. ； c. Maintenance Program Optimization System (Treatment Scheduling Network Optimization System, referred to as TNOS) is an optimization system for budget sorting of maintenance funds. It uses the modularization of programs to assist in the budget and program arrangement of road pavement maintenance and maintenance, making the use of funds more efficient. d. The Road Register (RR) provides data input and management functions, and supports the required data in a timely manner when analyzing the above three systems. 4. Singapore Pavement Management System Singapore’s pavement management system mainly uses instruments to survey road conditions. This system prioritizes the pavement maintenance needs of each road section based on the instrument survey of road conditions, effectively allocates annual maintenance funds, analyzes the maintenance strategies adopted by each road section, and evaluates the impact of different budget arrangements on the overall performance of the road network and pavement. The functional survey of the road surface is mainly based on surface roughness and ruts, the flatness survey uses a high-speed road monitor (High-Speed Road Monitor), the structural survey instrument is mainly a Deflectograph that measures deflection, and a SCRIM meter is used to measure the pavement anti-skid coefficient. 5. China The research on pavement management systems in my country began in 1984. In 1985, the British asphalt pavement maintenance management system was first implemented in Yingkou, Liaoning Province, marking the beginning of the research and application of pavement maintenance management systems in my country. In 1987, Hunan Province developed a pavement maintenance system suitable for the region. Since then, Guangdong, Beijing, Hangzhou, Henan, Shaanxi, Jiangxi and other regions have also developed pavement maintenance systems suitable for the region. In 1988, the Ministry of Transport introduced the World Bank's HDM-III highway maintenance standard model in Yunnan, setting a precedent for economic analysis and research in the field of highway maintenance in my country. The research results provided methods and experience for CPMS (Chinese Pavement Management System). exist“ * * ” * * During the key research period, the Ministry of Transport established my country’s own pavement management system CPMS (CPMS). Vnl.O ). “During the Eighth Five-Year Plan, * * Promote the use of CPMS system in 14 provinces and cities. In recent years, as a large number of highways have been put into operation, maintenance management departments at all levels have urgent needs for maintenance management systems. my country's research on highway maintenance management systems has developed rapidly. Beijing SOGER road surface management system is the second road database system established by satellite. Its architecture is divided into: (1) Pavement structure data ； (2) Maintenance methods ； (3) Work item coding system ； (4) Unit pricing of work items ； (5) Calculate the average value of work project funds ； (6) Establish a cost-benefit matrix to calculate the maintenance method with the lowest cost and highest benefit. References: http://www.fhwa.dot.gov/cadiv/techapps/pms.htm http://www.culvercity.org/uploads/pw_projects http://www.mrutc.org/about/00486.pdf http://www.transportation.org/sites/maintenance/docs/NCHRP20-07184FinalReport.pdf