New Taipei City Smart Pavement Management Center and Road Maintenance Analysis

Abstract

The integration of the Smart Pavement Management Center aims to improve the efficiency and quality of road maintenance in New Taipei City. This paper explores the application of the I-ROAD Reporting System and analyzes its effectiveness in providing real-time road condition updates and alerts, which assist road authorities in making timely decisions. Additionally, the study establishes a comprehensive road maintenance lifecycle model, encompassing road construction, maintenance, repair, and milling. This model systematically manages road resources to reduce maintenance costs and extend the service life of roads. Through the optimization of inspection methods and the evaluation and selection of construction techniques, the most cost-effective solutions were identified to improve the efficiency and quality of maintenance work. Lastly, the paper discusses how to optimize the budget for road maintenance within financial constraints by applying scientific budget allocation and management strategies. This ensures the efficient use of funds and that road conditions are maintained at an optimal level. This study explores the use of a road management system for the analysis and optimization of future road maintenance projects. Within a limited budget, it aims to achieve optimal allocation and management of maintenance funds through scientific financial planning, ensuring efficient use of resources to maintain road conditions at an optimal level.

1. Introduction

The concept of pavement management systems in foreign countries integrates pavement design with maintenance and rehabilitation activities, primarily evaluating pavement conditions based on the extent of road surface deterioration. These systems assess pavement condition indices and categorize common types of distress, assigning deductions based on severity levels—minor, moderate, and severe—to facilitate analysis. In comparison, this study references relevant international cases to develop an assessment mechanism tailored to Taiwan’s specific conditions.

In Taiwan, maintenance is a key part of road engineering, with county and city governments integrating inspections into routine maintenance contracts. In New Taipei City, road opening contracts are structured into four phases: planning/design, procurement/construction, completion/acceptance, and maintenance. While basic road quality checks exist, there is no mechanism for long-term performance tracking. Inspections of asphalt concrete focus on compliance during acceptance, with penalties for non-conformance, but do not assess long-term pavement outcomes.

Traditional road inspections involve manual or vehicle-based photo recording, which office staff organize and summarize. These methods are subjective, non-quantitative, labor-intensive, and inconsistent. Modern practices now use vehicle-mounted electronic systems for automated damage recording, which saves time and ensures consistency. Intelligent inspections objectively assess damage data without bias and automatically transmit large volumes of data to management systems, aiding long-term pavement performance tracking [1,2].

Road maintenance projects stem from public reports, official assignments, annual agency renewals, and contractor reports. Many governments are shifting to intelligent inspections for faster, objective maintenance case documentation. Various report sources can be combined with a mobile app for manual input and intelligent inspection data to build complete life cycle records, enabling more effective fund allocation to necessary road sections.

2. Intelligent Inspection Planning

Traditional methods have evolved to include smart software and real-time data transmission to record road damage. This shift has turned inspection planning into an intelligent process, consisting of five main components:

2.1. Scope Planning

The New Taipei City Government’s Maintenance Engineering Office, Section One, manages maintenance in the Linkou, Wugu, Bali, Tamsui, and Sanzhi Districts (illustrated in Figure 1). City and district roads are inspected daily by vehicles manned by two personnel each.

2.2. Hardware Equipment Requirements

The standard road inspection process is divided into three main parts. For reported cases, simple manual square cutting and patching is carried out upon receipt of reports. Cases reported via the 1999 hotline must be patched within four hours. The first stage involves simple manual square cutting, followed by an evaluation to proceed to the second stage, which includes partial square milling and paving for improvement. For self-inspected potholes, the method of repair or follow-up is chosen, and subsequent paving improvement methods are scheduled.

The choice of pavement improvement method is based on the Pavement Condition Index (PCI) values. Preventive crack filling and patching methods are applied for PCI values above 71. Routine partial milling and paving methods are used for PCI values greater than 40, while large-area milling and paving methods are selected for PCI values below 40. The equipment used for simple repair vehicles and AI intelligent inspection vehicles is detailed in

Table 1. Equipment Requirements for Basic Road Repair Vehicles.

No.	Item
1	Road Repair Vehicle with Warning Signals
2	Satellite Imaging System (Including GPS Tracking)
3	Vehicle Warning System (Warning Lights, Warning Sirens, Flashing Message Signs, Public Address System)
4	Repair Materials (Cold Mix Asphalt Concrete, High-Performance Asphalt Concrete, Cold Bitumen)
5	Power Supply Equipment (Generator)
6	Surface Removal Equipment (Surface Remover, Handheld Cutting Machine)
7	Compactor
8	Repair Tools (Round Shovels, Rakes, etc.)
9	Traffic Maintenance Equipment (Traffic Cones, Traffic Barriers, Flashing Warning Lights)

and

Table 2. Equipment Requirements for AI-Powered Inspection Vehicles.

No.	Item
1	Inspection Vehicle
2	High-Precision GPS
3	Recognition Host (Processing Unit)
4	Power Supply Unit
5	Touchscreen Interface
6	CCD Camera
7	Vehicle-Mounted System
8	Memory Storage
9	Display Screen
10	GPS Tracking System
11	OBD Connector Cable
12	Basic Pavement Leveling Tool

.

2.3. Software Equipment and Training

Software operation and reporting assessments are held quarterly. The following outlines the training for the AI-powered inspection vehicle and the APP-based reporting system (Figure 2).

• AI-Powered Inspection Vehicle

Training includes familiarization with the vehicle’s equipment (e.g., video cameras, radar, GPS) and learning how to operate these devices to ensure proper functioning. Personnel are also trained in data collection, ensuring the accuracy and completeness of inspection data.

Training covers the inspection process and Standard Operating Procedures (SOP), including planning inspection routes, operating equipment, recording data, identifying key inspection points, and reporting. Safety standards and incident reporting processes are also taught.

Personnel are trained in data processing and learn how to upload, archive, analyze, and manage data and prepare inspection reports detailing road damage or hazardous areas [3].

Figure 2. Software Operation Interface of the AI-Powered Inspection Vehicle.

Figure 2. Software Operation Interface of the AI-Powered Inspection Vehicle.

2.

APP Real-Time Reporting System Operation

The road reporting APP consists of two main components: the reporting function on the inspection side and the receiving function on the maintenance side.

On the inspection side, when personnel identify road damage or abnormalities, they can immediately report the issue via the APP. The report includes details such as damage type, severity, and location, and is dispatched through a work order system to the appropriate maintenance team or contractor for prompt action. The report includes images and descriptions to facilitate preparation and planning for subsequent repairs.

On the maintenance side, after receiving the report, personnel follow the work order specifications and construction procedures. They use the APP to take photos of the site at various stages (pre-repair, in-progress, and post-repair) and upload them to the system, documenting progress for project validation and invoicing.

This real-time reporting system ensures timely and accurate issue reporting, with complete records of location, damage, and repair methods. All data are automatically transmitted to the system for EPCI (Simplified Pavement Condition Index) or PCI (Pavement Condition Index) analysis, helping evaluate road conditions, prioritize repairs, and guide future maintenance planning. Through this system, road management departments can more effectively monitor and manage maintenance, improving efficiency and extending road life [4] (Figure 3).

2.4. Training for Inspection Personnel

Quarterly training is conducted for inspection personnel, covering road inspection skills, equipment operation, and data management to ensure accurate identification and efficient reporting of road damage.

Training first focuses on damage identification and assessment. Personnel need a basic understanding of road structure and materials to identify common damage types, such as cracks, potholes, ruts, and subsidence, and must be able to assess the severity to prioritize repairs (Figure 4 and Figure 5).

Next, training covers inspection techniques and equipment operation. Personnel must be proficient with inspection vehicles and tools, including imaging equipment, radar, LIDAR, and portable devices (e.g., laser distance meters). They also learn GPS and data recording techniques to ensure accurate, traceable inspection data.

In data management and analysis, personnel are trained to upload, categorize, and store inspection data for subsequent analysis. They also learn how to analyze data and generate reports to assist in maintenance planning and identifying priority repairs [5].

Figure 4. Pavement Damage Pattern Recognition Diagram—Potholes.

Figure 4. Pavement Damage Pattern Recognition Diagram—Potholes.

The training should be provided by professional training organizations or experienced instructors to ensure inspection personnel possess the necessary knowledge and skills, thereby enhancing the accuracy and efficiency of inspections and ensuring road safety and maintenance quality [6].

Figure 5. Pavement Damage Pattern Recognition Diagram—Alligator Cracking.

Figure 5. Pavement Damage Pattern Recognition Diagram—Alligator Cracking.

2.5. System Data Setup

This study describes a self-managed pavement management platform established by the road construction contractors. This platform divides the contracted maintenance areas into 100 m road segments, with detailed information for each segment, including basic data from inspection activities such as inspection date, weather conditions, and location. The system calculates various pavement condition indicators, including the E-PCI, AARI, PCI, and IRI values, and records them over time. Using this set of contractor-specific design requirements, pavement damage characteristics are quantified and presented numerically for the owner’s reference. Below are the data for the road segments and each inspection block.

3. Road Management Center Information Platform

As different road management units are under various municipal or county agencies, the pavement maintenance management system classifies road types by county and city to efficiently integrate road maintenance information. Through this system, relevant government departments can easily access the maintenance information platform for the roads under their jurisdiction for data review and management. For example, in New Taipei City, the roads are divided into two major categories, “Maintenance Districts Managed by the Road Engineering Office” and “Maintenance Districts Managed by the Village Offices”, which facilitates regional management.

Additionally, the road management center data platform is designed with five main user functions to address various maintenance operations and management needs:

• Mobile App: This function provides a mobile application available at any time, allowing users to manually add cases, particularly for road damage information detected through image recognition. It enables quick access to the work order process. The app also supports photo documentation of the damage for maintenance purposes.
• Case Management System: The core of this system is real-time work order management for urgent cases. It classifies and ranks road sections that require priority improvement based on the four key pavement indicators, ensuring proper allocation of maintenance resources.
• Display System: This system is used to show inspection performance and the status of the four key pavement indicators. It provides real-time road condition updates, allowing management personnel to quickly understand the immediate maintenance needs, enhancing monitoring efficiency.
• Road Maintenance Information for the Road Engineering Office District: This function displays information about roads under the jurisdiction of the Road Engineering Office, including inspection records and maintenance progress, providing comprehensive data support for timely decision making.
• Road Maintenance Information for the Village Office District: Similarly, this function provides maintenance information queries for roads under the jurisdiction of the village offices, allowing local offices to easily track the condition and maintenance needs of roads in their area.

This integrated system not only strengthens the management of road maintenance information across counties and cities but also enables different management units to promptly grasp the progress of maintenance, improving the efficiency and management of road maintenance across the entire region (Figure 6 and Figure 7).

New Taipei City Road Project Case Management System

The case management system in New Taipei City includes multiple modules, ranging from fleet management to system administration. These modules are divided into various subsystems based on their functions to enhance the efficiency and accuracy of case management. The system architecture is detailed as follows:

• Fleet Management Module: The primary function is to record the fleet’s operational status and dispatch details, facilitating subsequent tracking and scheduling.
• Road Quality Module: This module includes several inspection items to ensure overall road quality, including the following:
  • Four Pavement Indicators: the Simple Pavement Condition Index (EPCI), Simple Pavement Status Indicator (AARI), Pavement Roughness Index (IRI), and Pavement Condition Index (PCI);
  • Case Location: Records the road inspection and maintenance locations;
  • Road History: Collects and organizes case data at various stages of the road lifecycle.
• Work Order System Module: Responsible for managing cases that require dispatch. This module includes three types of cases:
  • Case Inquiry: Classifies and consolidates road inspection and maintenance cases for supervisors to review detailed case information;
  • New Case: If a road inspection update or repair request is received, a new case is added to the system for tracking and data uploading;
  • Damage Case: When a road shows significant damage, it is recorded as a damage case, which is reviewed internally to determine whether maintenance is needed and which method should be used;
  • Work Dispatch Case: If the damage case requires maintenance, it is categorized as a work dispatch case for unified management and dispatch;
  • Internal Tracking Case: For damage cases that do not require dispatch, internal personnel will be responsible for tracking the case.
• Engineering Payment Request Module: Used to manage payment requests related to engineering projects, facilitating financial verification and management of project funds.
• Data Statistics Module: Includes case analysis and the recording and analysis of engineering data. These statistical data help management personnel to assess overall cases and provide references for road maintenance and decision-making.
• Project History Module: Responsible for recording detailed histories of each project, including the following:
  • Official Document Control Table: Collects documents related to engineering projects for easier management;
  • Project History Table: Displays the complete historical record of each project to ensure all data are traceable;
  • Asphalt: Manages and tracks the asphalt used in various road projects;
  • Ancillary Equipment: Records the ancillary equipment on the road, assisting in maintenance management.
• Inspection Schedule Log Module: Used to manage the inspection personnel’s schedules, including the following:
  • Inspection Schedule: Manages the scheduling of inspection personnel to allocate labor effectively;
  • Inspection Log: Records detailed inspection schedules to ensure that each time period has assigned personnel for inspections.
• System Administration Module: Provides account management functions, responsible for managing user accounts and permissions to ensure data security.

Through the collaboration of the various modules, this case management system effectively integrates road quality, project management, and dispatching systems in New Taipei City, significantly improving the efficiency and accuracy of case management (Figure 8).

The information platform of the Road Management Execution Center consolidates various road maintenance management cases and integrates data related to road inspections, forming a centralized management system. This platform includes several important inspection indicators, providing detailed data support for road condition analysis and management. The following are explanations of four key inspection indicators:

• Simple Pavement Roughness Index (AARI): AARI is primarily used to assess road smoothness, helping management personnel understand the degree of unevenness of the road surface. This indicator is measured using a simple pavement smoothness tool and provides quick data, allowing management units to identify areas in need of improvement, ensuring driving comfort and safety.
• Simple Pavement Condition Index (EPCI): EPCI is used to assess the overall condition of the pavement, including the stability and durability of the road structure. This indicator is an important reference for road maintenance management, helping to identify structural damage or aging phenomena, thereby aiding in the development of more targeted repair plans.
• International Roughness Index (IRI): IRI is a key indicator used to assess road surface roughness and measures the smoothness of the road, which is directly related to driving comfort. Higher IRI values indicate rougher surfaces, which may lead to discomfort for passengers and potentially affect driving safety. Monitoring this indicator encourages road management units to conduct regular maintenance, reducing accident risks.
• Pavement Condition Index (PCI): PCI is a comprehensive index for evaluating road pavement conditions, covering a variety of road damage situations such as cracks, potholes, and surface deterioration. The data provided by PCI help to determine the road’s lifespan and immediate maintenance needs, assisting management personnel in prioritizing areas that require urgent attention, thus extending the road’s lifespan and reducing maintenance costs.

By integrating these inspection data, the information platform provides comprehensive data analysis for the entire road network, allowing management units to effectively monitor road conditions and identify potential issues. Through discussions and analysis of these indicators, management units can more accurately determine which sections need priority repair, thereby enhancing the effectiveness of subsequent road maintenance and ensuring a safer and more comfortable driving environment (Figure 9).

4. Pavement System Modular Work Order and Budget Analysis

4.1. Pavement Management Center Work Order Process

The complete work order process for road damage cases comprises case reception, on-site work, and report submission. Typically, road damage is reported by patrol personnel or detected and uploaded by AI inspection equipment into the management system.

After the system categorizes the case, internal staff log the damage details, including images and descriptions, before creating a work order. The contractor can review specific information (e.g., damage location, type, and severity) and prepare the necessary equipment and materials accordingly.

Upon receiving the work order, the contractor will follow the internal staff’s instructions and the priority order to carry out the repair work. The team is required to deploy promptly to the designated location, where they recheck the damage. Depending on the severity, they will choose an appropriate repair method, such as filling potholes, sealing cracks, or resurfacing, while adhering to standard procedures to ensure quality.

During the repair, the team takes photos and documents the before-and-after conditions, creating a complete construction record. Once the work is completed, the contractor uploads the photos and records to the management system to confirm completion and back up the data for internal historical documentation.

Through these steps, contractors effectively complete the work order, ensuring that road damage is repaired promptly. They also keep track of key information such as the damage location, cause, discovery date, maintenance date, and repair method, providing a comprehensive record for management verification and quality control (Figure 10).

4.2. Project Dispatch and Billing Stage

In the billing stage after project completion, a cloud storage method can be used to manage project billing documents and update the reported case information in real-time, thus simplifying the workflow of the management system. This method effectively shortens the workflow and facilitates the timely viewing and management of various project data.

By creating a bid list to categorize and organize all project cases, each case contains a complete billing document. The billing document includes cost estimates before construction, photos of the site before construction, photos during construction, and quantity calculations after completion. These data are uploaded to the cloud system for easy access and verification by the road management authorities.

In the billing process, the cost estimate before construction helps the authorities understand the budget requirements for the project. Photos taken before and during construction provide visual evidence of the project’s progress, ensuring that each stage is monitored and traceable. The quantity calculation after completion is used to verify any discrepancies between the final results and the expected quantities, ensuring that the project meets the anticipated standards and provides a basis for subsequent billing. By using cloud storage and real-time logging, this method not only accelerates the billing process but also enhances the transparency and accuracy of data management (Figure 11).

4.3. Maintenance Methods and Cost Analysis for Dispatch

The New Taipei City Government’s Maintenance Engineering Office has established standards for the seven main types of road damage and their severity levels within the city. This study uses these standards for maintenance and analysis (Table 3 and Table 4).

The standards categorize various forms of road damage and their severity levels, including potholes, alligator cracks, linear cracks, block cracks, heaving and settling, patching and pipeline excavation repairs, and manhole cover alignment. Each type of damage is classified as either low, medium, or high depending on its extent.

• Low damage includes potholes smaller than 10 cm, linear cracks less than 1 cm wide, and manhole height differences between 0.5 and 1 cm. These have a minimal impact on driving.
• Medium damage includes potholes between 10 and 20 cm, alligator cracks with minor fragmentation, cracks wider than 1 cm but no longer than 7.5 cm, and manhole height differences between 1 and 2.5 cm. These cause some discomfort for drivers.
• High damage includes potholes larger than 30 cm, alligator cracks with significant fragmentation, cracks wider than 1 cm and longer than 7.5 cm, cracks with severely damaged edges, and manhole height differences greater than 2.5 cm. These conditions result in extreme discomfort for drivers.

These classification standards help assess the severity of road damage and provide a basis for subsequent repair activities.

Table 3. Seven Types of Damage by the New Taipei City Government Maintenance Engineering Office.

Damage Type/Severity	Low	Medium	High
Pothole	Pothole < 10 cm	10 cm < Pothole < 20 cm	Pothole > 30 cm
Alligator Cracking	Cracking without fragmentation	Cracking with slight fragmentation	Cracking with severe fragmentation
Linear Cracking	Crack width < 1 cm	Crack width > 1 cm, length < 7.5 cm	Crack width > 1 cm, length > 7.5 cm
Block Cracking	Fine crack width, no damage	Crack width is more obvious (0.3–0.5 cm), with some intersecting cracks showing damage	Noticeable cracks (over 0.5 cm), severe edge damage
Heaving and Settling	Slight driving discomfort	Moderate driving discomfort	Severe driving discomfort
Patch and Pipeline Excavation Repair	Patch in good condition	Patch with cracks or slight discomfort for drivers	Patch with cracks or significant height differences, very uncomfortable
Manhole Cover Alignment	Manhole height difference 0.5–1 cm	Manhole height difference 1–2.5 cm	Manhole height difference > 2.5 cm

Table 3. Seven Types of Damage by the New Taipei City Government Maintenance Engineering Office.

Damage Type/Severity	Low	Medium	High
Pothole	Pothole < 10 cm	10 cm < Pothole < 20 cm	Pothole > 30 cm
Alligator Cracking	Cracking without fragmentation	Cracking with slight fragmentation	Cracking with severe fragmentation
Linear Cracking	Crack width < 1 cm	Crack width > 1 cm, length < 7.5 cm	Crack width > 1 cm, length > 7.5 cm
Block Cracking	Fine crack width, no damage	Crack width is more obvious (0.3–0.5 cm), with some intersecting cracks showing damage	Noticeable cracks (over 0.5 cm), severe edge damage
Heaving and Settling	Slight driving discomfort	Moderate driving discomfort	Severe driving discomfort
Patch and Pipeline Excavation Repair	Patch in good condition	Patch with cracks or slight discomfort for drivers	Patch with cracks or significant height differences, very uncomfortable
Manhole Cover Alignment	Manhole height difference 0.5–1 cm	Manhole height difference 1–2.5 cm	Manhole height difference > 2.5 cm

Building on the previously mentioned types of road damage and severity, the New Taipei City Government Maintenance Engineering Department has also established corresponding repair plans for the seven major types of road damage. This study uses these plans as a basis for cost analysis of different repair options.

Repair options for various types of damage of differing severity are categorized into low, medium, and high treatment methods:

• Pothole:
  • Low: No treatment or partial depth repair;
  • Medium: Partial or full depth repair;
  • High: Full depth repair.
• Alligator Cracking:
  • Low: Surface sealing or overlay;
  • Medium: Partial depth repair, overlay, or reconstruction;
  • High: Partial or full depth repair, overlay, and reconstruction.
• Linear Cracking:
  • Low: Crack filling for cracks wider than 1/8 inch;
  • Medium and High: Crack filling or partial depth repair.
• Block Cracking:
  • Low: Crack filling or surface sealing;
  • Medium: Surface rejuvenation with overlay or hot milling with overlay;
  • High: Crack filling, surface rejuvenation, overlay, and hot milling.
• Heaving and Settling:
  • Low: No treatment;
  • Medium and High: Cold milling, shallow or partial depth repair with overlay;
• Patch and Pipeline Excavation Repair:
  • Medium and High: Replacement of patching.
• Manhole Cover Alignment:
  • Low: No treatment;
  • Medium: Manhole replacement;
  • High: Manhole replacement and leveling the road surface.

Table 4. Seven Types of Damage and Corresponding Repair Solutions by the New Taipei City Government Maintenance Engineering Office.

Damage Type/Severity	Low	Medium	High
Pothole	No treatment; partial or full depth repair	Partial or full depth repair	Full depth repair
Alligator Cracking	No treatment; surface sealing; overlay	Partial or full depth repair; overlay; reconstruction	Partial or full depth repair; overlay; reconstruction
Linear Cracking	No treatment; seal cracks > 1/8 inch wide	Crack filling	Crack filling; partial depth repair
Block Cracking	Seal cracks > 1/8 inch wide; surface sealing	Crack filling; surface rejuvenation; hot milling with overlay	Crack filling; surface rejuvenation; hot milling with overlay
Heaving and Settling	No treatment	Cold milling; shallow, partial, or full depth repair	Cold milling; shallow, partial, or full depth repair; overlay
Patch and Pipeline Excavation Repair	No treatment	No treatment; replace patch	Replace patch
Manhole Cover Alignment	No treatment	No treatment; replace manhole and level with road surface	Replace manhole and level with road surface

Table 4. Seven Types of Damage and Corresponding Repair Solutions by the New Taipei City Government Maintenance Engineering Office.

Damage Type/Severity	Low	Medium	High
Pothole	No treatment; partial or full depth repair	Partial or full depth repair	Full depth repair
Alligator Cracking	No treatment; surface sealing; overlay	Partial or full depth repair; overlay; reconstruction	Partial or full depth repair; overlay; reconstruction
Linear Cracking	No treatment; seal cracks > 1/8 inch wide	Crack filling	Crack filling; partial depth repair
Block Cracking	Seal cracks > 1/8 inch wide; surface sealing	Crack filling; surface rejuvenation; hot milling with overlay	Crack filling; surface rejuvenation; hot milling with overlay
Heaving and Settling	No treatment	Cold milling; shallow, partial, or full depth repair	Cold milling; shallow, partial, or full depth repair; overlay
Patch and Pipeline Excavation Repair	No treatment	No treatment; replace patch	Replace patch
Manhole Cover Alignment	No treatment	No treatment; replace manhole and level with road surface	Replace manhole and level with road surface

The road maintenance dispatch management page in the Road Management Center Information Platform is shown in Figure 12. The system includes all personnel required to operate within the complete dispatch process, such as office personnel and on-site maintenance workers. For each case, different damage types are assigned corresponding repair methods. The costs associated with each maintenance dispatch will be analyzed based on these methods.

The page facilitates efficient allocation of resources by tracking tasks and personnel, ensuring that repairs are carried out according to the severity and type of damage. By correlating the repair methods with the necessary resources, time, and costs, the platform helps streamline the maintenance process and improve budget management.

This system allows the road management team to ensure that each repair case is handled with the appropriate resources and in a timely manner, while also providing the ability to monitor expenditures and optimize maintenance budgeting.

Figure 12. Dispatch Management Page (Illustrative).

Figure 12. Dispatch Management Page (Illustrative).

4.4. Maintenance Dispatch Cost Analysis

This study analyzes six repair methods based on actual cases from the road management system, focusing on dispatch area and cost to calculate unit repair prices. In the future, cost analysis will be integrated into the Road Information Management Center. This will optimize road maintenance budgets by comparing repair methods, damage types, and costs, improving decision making and resource allocation (

Table 5. Unit Prices for Repair Methods in New Taipei City.

Repair Method		Cost (NTD)
Preventive Maintenance	Pothole Repair	178/place (30 cm × 30 cm) 307/place (60 cm × 60 cm)
	Hot Recycled Material Repair	668/m2
	Crack Filler	33/m
	Repair Material	-
General Maintenance	Square Milling	650/m2
	Cold Mix Subgrade Improvement	1378/m2
	Subgrade Improvement (Dry Mix Cement)	983/m2
	Full Milling	440/m2

).

A Road Management System (RMS) employs a systematic approach to routinely collect, store, and respond to decision-making needs, maximizing benefits at minimal cost. This system determines the optimal maintenance strategy by analyzing what treatments provide the best benefits, when and where they should be applied, and which construction methods are most suitable.

For example, considering cost as the primary factor, three different scenarios can be identified:

Zone 1: A 20 m road segment contains a 1-square-meter pothole.

Zone 2: A 20 m road segment has three linear cracks, each 1 m in length.

Zones 3 and 4: A 40 m road segment exhibits alligator cracking over an area measuring 2 m wide by 10 m long.

By utilizing the system’s database for cost–benefit analysis, the cost difference between preventive maintenance and routine maintenance is illustrated in the Figure 13. Additionally, the system can serve as a basis for analyzing the effectiveness of various construction methods in addressing pavement distress (

Table 6. Repair Method Examples Corresponding to Damage Patterns.

Damage Type	Repair Method	Repair Area (m2)	Unit Price (NTD)	Total Cost (NTD)	Damage Photo
Single Block: Multiple Cracks, Depressions, and Alligator Cracks	Full Milling	18,655.8	440	8,208,552
Single Block: Block Cracks, Partial Alligator Cracks	Square Milling	1397	650	908,050
Single Block: Depressions, Ruts, Partial Alligator Cracks	Cold Mix Subgrade Improvement	8.14	1378	11,217
Single Block: Local Cracks, Longitudinal Cracks	Hot Recycled Material Repair	3.42	668	2285
Single Block: Longitudinal Cracks	Crack Filler	26 (m)	33	866
Single Block: Potholes	Pothole Repair	1 place (0.7 m × 0.9 m)	307	307

).

5. Conclusions and Recommendations

5.1. Conclusions

• The New Taipei City Government’s Maintenance Engineering Division has established standards and repair solutions for the seven main types of road damage in the city, providing appropriate maintenance measures based on the severity of damage, such as potholes, alligator cracks, and depressions.
• This study presents several real-world repair cases and statistical analysis of repair areas, unit prices, and costs. These data will be integrated into the Road Management Center’s information platform for optimizing the work order module.
• To enhance the quality of roadworks, contractors independently monitor road performance and implement pavement performance indicator management. This approach uses an intelligent platform to ensure road maintenance service quality, offering the most effective solutions while maximizing the utilization of limited funds.
• By integrating intelligent recognition systems, contractors can independently manage quality control, develop a clear separation mechanism for inspection and repair, and maintain road safety to prevent potholes. The inspection records are stored in the road inspection center platform, categorizing frequently repaired and secondary repair sections to guide decisions on whether milling is necessary.
• The continued improvement of data integration and module development will apply maintenance data to the work order module, enabling better cost prediction for repairs, improving the efficiency of the work order system, and enhancing the accuracy of resource allocation.

5.2. Recommendations

• To apply the system developed in this study to other cities, we recommend first collecting data on various types of pavement distress and corresponding maintenance methods specific to the target city. A dedicated database should be established, and, once completed, optimization of construction methods can be analyzed based on effectiveness or cost considerations.
• The main challenge currently faced by this system is the time-consuming process of organizing road inspection data, resulting in an insufficient amount of comprehensive data. To enhance system performance, we recommend improving road inspection efforts and streamlining the integration of inspection results into the system, thereby maximizing its ability to analyze and determine optimal construction methods.