The evaluation of road maintenance programs, case study: the national road maintenance programs in West Sumatra

Currently, due to the limitation of funding, the national road maintenance programs in West Sumatra which were based on the output from IIRMS (Indonesian Integrated Road Management System) cannot be fully implemented. In order the road maintenance can be carried out effectively according to parameters considered, the ranking of roads priority must be determined. In this study, analyzes were conducted in the determination of national road maintenance priorities. The parameters used are SDI, IRI, road width, and V / C ratio. The methods used were the AHP (Analytical Hierarchy Process), IPA (Importance Performance Index) modification, and CSI (Customer Satisfaction Index) modification. In the study also evaluated the effectiveness of road maintenance program which was made by Satker P2JN, BPJN III compared to the result of the analysis. The result shows that there was still ineffectiveness of road maintenance programs made by BPJN III.


Introduction
Based on the Decree of Minister of Public Works and People's Housing in 2015 [1], the length of national road in West Sumatera reaches 1,448,81 KMs. The road consists of 88 non-toll roads.
The national road management in West Sumatra is under the authority of the National Road Implementing Agency III (BPJN III), Ministry of Public Works and People's Housing. The conditions of all national roads in West Sumatra are not in a good category. By 2017, 71.95% of national roads are in good condition, 35.46% are in moderate condition, 10.93% are lightly damaged, and 1.10% is severely damaged.
However, the indicator to determine national road conditions in the maintenance program of BPJN III is largely based on the value of IRI (International Roughness Index) which the source of data was taken from IIRMS (Indonesian Integrated Road Management System) output. While the needs of road maintenance should be able to override the traffic performance indicator; those are the degree of saturation (V/C) and the technical requirements to be met, i.e. minimum width for the national road. On the other hand, Road management is constrained by limited funding, the road maintenance budget cannot handle all of the national roads in West Sumatra.
The priority in determining the road segments to be handled was done based on the coordination meeting, both at the regional level (Balai scope) and at the national level (the scope of Directorate General of Highways, Ministry of PUPR). Therefore, this study is expected to be a supporting method that can be used in determining the priority of road handling, so that the funding limitation does not impede to the effectiveness of road handling.
Prior researches conducted on-road handling priorities were well documented. Noviastuti in 2014 evaluated the national road handling program in South Sumatra by using parameters of IRI, road width, and V/C ratio [2]. Sartika (2014) evaluated the road handling program in North Sumatra with parameters SDI, IRI, road width, and V / C ratio. She used IPA and CSI modification methods [3]. Putri (2011) analyzed the priority of Bangli district road handling using AHP method [4]. Antonius, T (2017) conducted a comparison of the priority of provincial roads handling in West Sumatra by using the AHP, AMK, and Bina Marga methods [5].
By the several previous studies, the most factors that influenced in road handling were road conditions and traffic factors.
In this study, the determinations of road handling were based on 4 (four) parameters, i.e. SDI (Surface Distress Index) value, IRI (International Roughness Index) value, road width, and V/C ratio. SDI value is a functional indicator of pavement condition which is obtained from the Road Condition Survey. Manurung, et al (2015) said that according to the SMD-03 /RCS Road Survey Guidelines IIRMS, the visual observations which are used to determine the SDI values are the crack widths on the road surface, the average crack width, the number of holes /km of road length, and the depth of the wheel/groove [6]. SDI values can describe road damage that can predict proper handling to improve the condition of a road.
According to PU Ministerial Decree No.13.PRT /M/ 2011 [7], the value of IRI is already commonly used in the determination of road handling in Bina Marga. Hikmat Iskandar, (2005) in Siahaan, et al (2014) states IRI value was obtained by the longitudinal road profiles measurement [8]. The flatness of the road surface is considered as a resultant condition of the pavement as a whole. If the road surface is flat enough then the road is considered good from the lower layer to the top layer of pavement and vice versa.
Based on the Government Regulation No.34, 2006, the traffic lane width should be able to accommodate the minimum traffic [9]. The traffic lane width also must fulfill the minimum service standards, i.e. safety, and environment condition. Minimum traffic lane width for various road classifications according to the Ministry of Public Works Decree No.19 / PRT / M / 2011 [10] is shown in the following table. While the V/C ratio or degree of saturation is an indicator of road performance. The indicator is based on traffic factors. V/C ratio is used in some traffic regulations to indicate the level of service of a road. If the road capacity is not able to accommodate the traffic volume, it means that the capacity needs to be increased.
There were three purposes of the study, namely; first, to determine the appropriate type of road handling for each segment by using IPA and CSI modification methods, second, to determine the priorities of road segments that need to be maintained, and third, to evaluate the effectiveness of road maintenance program made by Satker P2JN, BPJN III by compared to the result of analysis.

Material and methods
This research used 3 (three) methods combined to get the result of road handling type for each road segment and the priority of the road segment to be maintained. The evaluation of the road maintenance effectiveness was conducted by comparing the output of the analysis toward the existing road maintenance program. If the value of the existing program equals the results of the analysis, the conclusion is that the existing road maintenance program is effective. If the value of the existing program was less or did not meet the needs of road handling analysis results, the conclusion is less effective. If the value of the existing program exceeds the road maintenance needs of the analysis results or indicates a waste of costs, the conclusion is ineffective.

Data
This research used primary and secondary data. Primary data were obtained by distributing a set of questionnaires to 40 respondents (experts). Primary data were used for AHP analysis to determine the weight of the 4 (four) parameters used (SDI, IRI, road width and V/C ratio). The result of data analysis is the ranking of these parameters based on the interest level.
The secondary data used were SDI value, IRI value, road width, and the V / C ratio. Data were obtained from Satker P2JN, BPJN III. In addition, there was the data on road maintenance programs that were obtained from P2JN Satkers in 2017 and 2018. The secondary data covers all national roads in West Sumatra (88 segments).

Methodology
There are three methods that are used, namely AHP (Analytical Hierarchy Process). The AHP method is used to determine the parameters weight. The analysis also used IPA (Importance-Performance Analysis) and CSI (Customer Satisfaction Index) modification. The flowchart of this research methodology can be seen in Fig 1. From AHP analysis, it was obtained the weight of parameters used in the determination of road maintenance according to respondents, there were SDI (42,86%), IRI (32,97%), V / C ratio (12,66%), and road width (11.51%). Furthermore, the parameters will be used to establish the IPA Cartesian diagram. The higher ranked parameter (greater weight) will be placed on the X-axis, and the lower-weight parameter will be placed on the Y-axis.
The next analysis is the modified IPA (Importance-Performance Analysis) method. In the modified IPA method, an analysis was performed by using a Cartesian diagram. In this diagram, there are four big quadrants. The boundary between quadrants is defined by the applicable rules regarding the parameters used. This analysis determined the types of road treatment based on the relationship between two parameters. Quadrant analysis can be seen as follows: a. Quadrant I shows the main priority of road handling due to bad road conditions based on two parameters used. b. Quadrant II indicates that the road segment requires more handling of the X-axis parameters used.
c. Quadrant III shows more directed road segments to be handled against Y are in a more tolerable condition. d. Quadrant IV shows condition and does not require priority of handling.
The boundaries between the quadrants of each parameter are determined in accordance with the following rules:

Secondary
: road maintenance Based on the SMD SDI value> 150, this value indicates the road is in heavily damaged condition, and 100 <SDI this value indicates the road is in a slightly damaged condition, so the values 100 and 150 are determine as quadrant boundaries Based on Ministry of Public Works Decree No. 13/2011 [7] Procedures, IRI value> 12 shows roads in heavily damaged condition, while the value of 8 <IRI shows the road in a slightly damaged condit the values 8 and boundaries. According to No.19 of 2011 and Road Planning Technical Criteria, the minimum requirement of road width for (primary road network) is 7 m. In accordance with MKJI 1997 road indicator in a stable or unstable traffic flow. The maximum requirement of the V / C ratio for a stable current is 0.75 quadrant boundar There are 6 (six) cartesian IPA diagrams showing relationships between SDI, IRI, path width, and V / C ratio parameters shown in Fig 2. .

Cartesius diagram
The next analysis was CSI modification that serves to know the priority of each type of handling resulting from IPA I -VI diagram for each segment ( In accordance with MKJI 1997 [11], V / C ratio is a road indicator in a stable or unstable traffic flow. The maximum requirement of the V / C ratio for a stable so that the value is used as the There are 6 (six) cartesian IPA diagrams showing relationships between SDI, IRI, path width, and V / C ratio parameters shown in Fig 2. The next analysis was CSI modification that serves to know the priority of each type of handling resulting from VI diagram for each segment ( , V / C ratio is a road indicator in a stable or unstable traffic flow. The maximum requirement of the V / C ratio for a stable so that the value is used as the There are 6 (six) cartesian IPA diagrams showing relationships between SDI, IRI, path width, and V / C The next analysis was CSI modification that serves to know the priority of each type of handling resulting from VI diagram for each segment (   The CSI scale for each parameter used to adjust the quadrant in the IPA can be seen in Table 3. Table 4 shows modified CSI criteria from dissatisfied sequences as the highly satisfied priority to not priority.  will be the priority to value used in establishing the prior segment was The last analysis is an evaluation of the effectiveness of road maintenance programs that have been prepared by P2JN, BPJN III compared to the results of the analysis. The program is value data is equal to the result of the analysis. If the program value data is less than the results of the analysis, it is said to be less effective. And if the program data exceeds the analysis results ( of a waste of cost) then said to be ineffective.
Rokot-Sioban and Sioban in 2017 to be very damaged, always affected by rob floods width is not wide Data on the average condition of these two segments in 2017 are SDI = 165, IRI = 18.69 m / km, width = 4.5 m, and V / C = 0.  The last analysis is an evaluation of the effectiveness of road maintenance programs that have been prepared by P2JN, BPJN III compared to the results of the analysis. The program is said to be effective if the P2JN value data is equal to the result of the analysis. If the program value data is less than the results of the analysis, it is said to be less effective. And if the program data exceeds the analysis results ( of cost) then said to be ineffective.

Result and
In accordance with the objectives of the study, there are three outcomes of this study, namely the types of handling of each segment, the priority of the segment that needs to be addressed, and the evaluation of the effectiveness of the road main BPJN III compared to the results of the analysis.

a.
After quadrant analysis is done by using modified IPA method and priority of handling type with modified CSI method, hence can be determ program as a reference for the type of road maintenance that is used as a program to exclude the type of maintenance that is included in the CSI criteria "Non Priority (NP)"..

b.
The determination of road segment conducted by ranking based on the weight of the value which is according to Table 5. The segment with the smallest value weight will be prioritized. Priority of roads that need to be handled immediately based on road condition data of 2017 is

C
As the result, SDI is in the top ranking of the parameter that is considered in determining the road priority to be handling, followed Rokot handling, the type of maintenance program for both road segments are Reconstruction + Standard Widening. the result of the evaluation of the effectiveness of road maintenance programs, based on road maintenance program data (201 Effective, 57.95% of the program is less effective and 7.95% are ineffective.

Result and
In accordance with the objectives of the study, there are three outcomes of this study, namely the types of handling of each segment, the priority of the segment that needs to be addressed, and the evaluation of the effectiveness of the road main BPJN III compared to the results of the analysis.

Type of road handling (Analysis Result)
After quadrant analysis is done by using modified IPA method and priority of handling type with modified CSI method, hence can be determ program as a reference for the type of road maintenance that is used as a program to exclude the type of maintenance that is included in the CSI criteria "Non Priority (NP)".. Road segment priority he determination of road segment conducted by ranking based on the weight of the value which is according to Table 5. The segment with the smallest value weight will be prioritized. Priority of roads that need to be handled immediately based on road condition data of 2017 is

Conclusion
As the result, SDI is in the top ranking of the parameter that is considered in determining the road priority to be handling, followed Rokot-Sioban and Sioban handling, the type of maintenance program for both road segments are Reconstruction + Standard Widening. the result of the evaluation of the effectiveness of road maintenance programs, based on road maintenance program data (201 Effective, 57.95% of the program is less effective and 7.95% are ineffective. Katiet

Result and discussion
In accordance with the objectives of the study, there are three outcomes of this study, namely the types of handling of each segment, the priority of the segment that needs to be addressed, and the evaluation of the effectiveness of the road main BPJN III compared to the results of the analysis.

Type of road handling (Analysis Result)
After quadrant analysis is done by using modified IPA method and priority of handling type with modified CSI method, hence can be determ program as a reference for the type of road maintenance that is used as a program to exclude the type of maintenance that is included in the CSI criteria "Non Road segment priority he determination of road segment conducted by ranking based on the weight of the value which is according to Table 5. The segment with the smallest value weight will be prioritized. Priority of roads that need to be handled immediately based on road condition data of 2017 is shown in Table   clusion As the result, SDI is in the top ranking of the parameter that is considered in determining the road priority to be handling, followed by IRI, V / C ratio), and road width and Sioban Katiet handling, the type of maintenance program for both road segments are Reconstruction + Standard Widening. the result of the evaluation of the effectiveness of road maintenance programs, based on road maintenance program data (2018), 34.09% of the program are Effective, 57.95% of the program is less effective and 7.95% are ineffective.

iscussion
In accordance with the objectives of the study, there are three outcomes of this study, namely the types of handling of each segment, the priority of the segment that needs to be addressed, and the evaluation of the effectiveness of the road maintenance program by P2JN, BPJN III compared to the results of the analysis.

Type of road handling (Analysis Result)
After quadrant analysis is done by using modified IPA method and priority of handling type with modified CSI method, hence can be determined road maintenance program as a reference for the type of road maintenance that is used as a program to exclude the type of maintenance that is included in the CSI criteria "Non he determination of road segment conducted by ranking based on the weight of the value which is according to Table 5. The segment with the smallest value weight will be prioritized. Priority of roads that need to be handled immediately based on road shown in Table 6 As the result, SDI is in the top ranking of the parameter that is considered in determining the road priority to be V / C ratio), and road width Katiet are in the priority for handling, the type of maintenance program for both road segments are Reconstruction + Standard Widening. the result of the evaluation of the effectiveness of road maintenance programs, based on road maintenance 34.09% of the program are Effective, 57.95% of the program is less effective and In accordance with the objectives of the study, there are three outcomes of this study, namely the types of handling of each segment, the priority of the segment that needs to be addressed, and the evaluation of the tenance program by P2JN, BPJN III compared to the results of the analysis.

Type of road handling (Analysis Result)
After quadrant analysis is done by using modified IPA method and priority of handling type with modified CSI ined road maintenance program as a reference for the type of road maintenance that is used as a program to exclude the type of maintenance that is included in the CSI criteria "Nonpriority was conducted by ranking based on the weight of the value which is according to Table 5. The segment with the smallest value weight will be prioritized. Priority of roads that need to be handled immediately based on road 6 and 7 below.
As the result, SDI is in the top ranking of the parameter that is considered in determining the road priority to be V / C ratio), and road width. are in the priority for handling, the type of maintenance program for both road segments are Reconstruction + Standard Widening. As the result of the evaluation of the effectiveness of road maintenance programs, based on road maintenance 34.09% of the program are Effective, 57.95% of the program is less effective and In accordance with the objectives of the study, there are three outcomes of this study, namely the types of handling of each segment, the priority of the segment that needs to be addressed, and the evaluation of the tenance program by P2JN, After quadrant analysis is done by using modified IPA method and priority of handling type with modified CSI ined road maintenance program as a reference for the type of road maintenance that is used as a program to exclude the type of priority was conducted by ranking based on the weight of the value which is according to Table 5. The segment with the smallest value weight will be prioritized. Priority of roads that need to be handled immediately based on road As the result, SDI is in the top ranking of the parameter that is considered in determining the road priority to be . are in the priority for handling, the type of maintenance program for both road As the result of the evaluation of the effectiveness of road maintenance programs, based on road maintenance 34.09% of the program are Effective, 57.95% of the program is less effective and