Pavement Management Perspective on Integrating Preventive Maintenance into a Pavement Management System

2003 ◽  
Vol 1827 (1) ◽  
pp. 3-9 ◽  
Author(s):  
Kathryn A. Zimmerman ◽  
David G. Peshkin
Keyword(s):  
Preventive Maintenance ◽  
Effective Means ◽  
Cost Effective ◽  
Condition Index ◽  
Functional Condition ◽  
Pavement Management ◽  
Pavement Performance ◽  
Pavement Preservation ◽  
State Highway ◽  
Maintenance Program

Many transportation agencies use pavement preservation programs to manage their pavement assets cost-effectively. One important aspect of pavement preservation is the use of preventive maintenance treatments to improve the functional condition of the network and retard the overall rate of deterioration. Because preventive maintenance treatments are less expensive than resurfacing or reconstruction projects, a preventive maintenance program can provide a cost-effective means of meeting pavement performance goals. Pavement management systems support pavement preservation strategies in important ways. They assist in identifying and prioritizing preventive maintenance needs, justifying funding levels, and evaluating the long-term impacts of various preservation strategies. To date, many agencies have operated preventive maintenance activities in isolation from pavement management programs. However, many potential benefits can be gained from the closer integration of these two activities. A transportation agency that wishes to integrate preventive maintenance and pavement management might be required to make several changes. Specific technical areas in which changes might be needed include condition surveys and condition index calculations, pavement performance models, treatment rules, and program development. In addition, several institutional issues must be addressed to successfully integrate the two programs. Examples from state highway agencies illustrate possible solutions.

Development of Structural Condition Index to Support Pavement Maintenance and Rehabilitation Decisions at Network Level

2003 ◽  
Vol 1827 (1) ◽  
pp. 10-17 ◽  
Author(s):  
Zhanmin Zhang ◽  
German Claros ◽  
Lance Manuel ◽  
Ivan Damnjanovic
Keyword(s):  
Evaluation Method ◽  
Surface Condition ◽  
Condition Index ◽  
Structural Condition ◽  
Pavement Management ◽  
Structural Deformation ◽  
Pavement Maintenance ◽  
State Highway ◽  
Structural Reinforcement ◽  
Maintenance And Rehabilitation

Every year, state highway agencies apply large amounts of seal coats and thin overlays to pavements to improve the surface condition, but these measures do not successfully address the problem. Overall pavement condition continues to deteriorate because of the structural deformation of pavement layers and the subgrade. To make effective decisions about the type of treatment needed, one should take into consideration the structural condition of a pavement. Several different structural estimators can be calculated by using falling weight deflectometer data and information stored in the Pavement Management Information System (PMIS) at the Texas Department of Transportation. The analysis considers pavement modulus and structural number as the structural estimators of a pavement. The evaluation method is based on the sensitivity of the structural estimators to deterioration descriptors. The deterioration per equivalent single-axle load of all major scores stored in the Texas PMIS is proposed as the primary indicator of pavement deterioration. In addition, the use of the structural condition index is recommended as a screening tool to discriminate between pavements that need structural reinforcement and those that do not. This index is calibrated for use in maintenance and rehabilitation analysis at the network level.

Pavement Preservation Strategy

1998 ◽  
Vol 1643 (1) ◽  
pp. 44-53
Author(s):  
Steve F. Shober ◽  
David A. Friedrichs
Keyword(s):  
Management System ◽  
Pavement Management ◽  
Pavement Performance ◽  
Quality Service ◽  
Pavement Management System ◽  
Raw Data ◽  
Pavement Preservation ◽  
Root Cause ◽  
Treatment Alternatives ◽  
User Comfort

An effective pavement management system requires a comprehensive pavement preservation strategy (PPS). Wisconsin’s PPS is guided by a philosophy whose goal is to optimize pavement performance to provide the highest quality service to the customer per unit of expenditure. The PPS is customer-oriented and views “service” in terms of user comfort, convenience, and safety. The strategy is broad-scoped and considers all pavement management activities, from “do nothing” to reconstruction. Wisconsin’s PPS has program values that are based on solid research that has been field verified. The treatment alternatives recommended for any particular pavement problem address the causes, not the symptoms, of that particular problem—thus, the root cause of the problem is addressed, and funds are not used to treat merely a symptom. Accordingly, the PPS is termed a cause-based instead of a schedule-based strategy (applying treatments on a predetermined schedule), or a “worst first” strategy (treating the worst pavements first). The PPS follows a logical progression through a series of evaluations to convert a set of raw, field-collected data (ride and distress) to, ultimately, a set of recommended actions. The process moves from raw data to an evaluation of the level of the distress. Combinations of distress levels are used to identify specific pavement problems. In turn, these pavement problems are evaluated as a family to generate appropriate, cost-beneficial solutions.

Incorporating Pavement Smoothness Benefits to Enhance the Iowa Department of Transportation’s Pavement Type Determination Process

2020 ◽  
Vol 2674 (5) ◽  
pp. 563-571
Author(s):  
Max Grogg ◽  
Kelly Smith ◽  
Chris Williges ◽  
Scott Schram
Keyword(s):  
Best Practice ◽  
Net Present Value ◽  
Cost Benefit ◽  
Cost Effective ◽  
Pavement Management ◽  
State Highway ◽  
Type Selection ◽  
Effective Manner ◽  
Federal Highway ◽  
Accepted Practice

The Federal Highway Administration (FHWA)’s Pavement Policy as codified in 23 CFR 626 states, “Pavement shall be designed to accommodate current and predicted traffic needs in a safe, durable, and cost effective manner” to be eligible for federal highway funding. To meet this requirement, state highway agencies have developed pavement type determination (PTD) policies, also known as pavement type selection, and implemented pavement management. Iowa Department of Transportation (DOT)’s PTD has been in place for many years; but in 2018, Iowa DOT looked at enhancing their PTD process to address gaps between past practice and best practice. Among the enhancements, user benefit as defined by pavement smoothness was utilized when net present value (NPV) alone could not definitively distinguish a preferred alternative. The smoothness benefit would become the divisor in a cost–benefit (C/B) ratio that would be used to determine the preferred alternate for the PTD. The cost portion of the ratio would remain the NPV of agency costs for the construction and projected rehabilitations during the analysis period. After a literature review and interviews of comparable state DOTs, several modifications to Iowa DOT’s PTD and the C/B ratio were analyzed and adopted. The modifications range from accepted practice changes, such as the use of a longer analysis period (50 years), to unconventional techniques, such as the consideration of smoothness. Iowa DOT believes these changes provide a more robust PTD. They are also considering additional improvements based upon additional research and policy making.

scholarly journals Comparison of Pavement Performance Models for Urban Road Management System

2020 ◽  
Vol 15 (3) ◽  
pp. 111-129
Author(s):  
Igoris Kravcovas ◽  
Audrius Vaitkus ◽  
Rita Kleizienė
Keyword(s):  
Bearing Capacity ◽  
Management System ◽  
Condition Index ◽  
Performance Model ◽  
Pavement Management ◽  
Pavement Performance ◽  
Performance Models ◽  
Climate Conditions ◽  
Pavement Condition ◽  
Pavement Performance Model

The key factors for effective pavement management system (PMS) are timely preservation and rehabilitation activities, which provide benefit in terms of drivers’ safety, comfort, budget and impact on the environment. In order to reasonably plan the preservation and rehabilitation activities, the pavement performance models are used. The pavement performance models are usually based on damage and distress observations of rural roads, and can be applied to forecast the performance of urban roads. However, the adjustment of the parameters related to traffic volume, speed and load, climate conditions, and maintenance has to be made before adding them to PMS for urban roads. The main objective of this study is to identify the performance indicators and to suggest pavement condition establishment methodology of urban roads in Vilnius. To achieve the objective, the distresses (rut depth and cracks), bearing capacity, and international roughness index (IRI) were measured for fifteen urban roads in service within a two-year period. The distresses, rut depth and IRI were collected with the Road Surface Tester (RST) and bearing capacity of pavement structures were measured with a Falling Weight Deflectometer (FWD). The measured distresses were compared to the threshold values identified in the research. According to the measured data, the combined pavement condition indices using two methodologies were determined, as well as a global condition index for each road. The analysed roads were prioritized for maintenance and rehabilitation in respect to these criteria. Based on the research findings, the recommendations for further pavement condition monitoring and pavement performance model implementation to PMS were highlighted.

Effective Maintenance PM Task Selection Requirements

2003 ◽  
Author(s):  
J. K. August ◽  
Krishna Vasudevan ◽  
W. H. Magninie
Keyword(s):  
Relational Database ◽  
Preventive Maintenance ◽  
Failure Modes ◽  
Selection Process ◽  
Cost Effective ◽  
Risk Tolerance ◽  
Diagnostic Methods ◽  
Work Practices ◽  
Task Selection ◽  
Maintenance Program

Developing an effective scheduled maintenance program requires a profound awareness of risk tolerance, dominant failure modes, failure symptoms, diagnostic methods, and work practices. Effective PM task selection is hard work. Identifying applicable and effective tasks quickly and consistently for critical equipment is the first step towards reliable, cost-effective operations. Automating the PM task selection process by using relational database software removes developmental ambiguity, which speeds up analysis, but poses practical problems. Preventive maintenance (PM) work order development can be standardized and automated to achieve this objective.

Applying Pavement Preservation Concepts to Low-Volume Roads

2003 ◽  
Vol 1819 (1) ◽  
pp. 81-87 ◽  
Author(s):  
Kathryn A. Zimmerman ◽  
David G. Peshkin
Keyword(s):  
Cost Effectiveness ◽  
Preventive Maintenance ◽  
Road Network ◽  
Pavement Management ◽  
Management Information ◽  
Management Tools ◽  
Pavement Preservation ◽  
The Road ◽  
Low Volume ◽  
The Cost

As the challenges associated with managing a low-volume road network increase, agencies have realized the benefits associated with the use of pavement management tools for the road network. One of the benefits of the use of these tools is the ability to illustrate quickly and effectively the impacts of various pavement preservation strategies (such as worst-first repair) on overall network conditions. As a result, agencies are in a better position to communicate the needs of the road network to individuals responsible for the allocation of funds. In some cases, agencies have successfully lobbied for additional funds to support their road management efforts. The benefit of pavement management tools in supporting the preservation of the low-volume road network is illustrated by their use in evaluating the long-term impact of various funding strategies, the cost-effectiveness of pavement preventive maintenance programs, and various cost analyses that can be used to enhance road system management. Information from a variety of transportation agencies is used for this illustration. For instance, a summary is presented of the use of pavement management information to compare a worst-first repair strategy with a strategy that includes pavement preservation techniques. Examples are provided of the types of presentations that can be given to top management to illustrate these effects. In addition, the cost-effectiveness of pavement preservation programs is illustrated by showing the reduction in life-cycle costs and the overall benefits provided to the agency through the implementation of preventive maintenance programs.

scholarly journals Coordinated Pavement Management System between Municipalities and State in Rhode Island

2019 ◽  
Author(s):  
masoud faramarzi
Keyword(s):  
Rhode Island ◽  
Management System ◽  
Surface Condition ◽  
Condition Index ◽  
Pavement Management ◽  
Pavement Management System ◽  
Health Indices ◽  
State Highway ◽  
Budget Analysis ◽  
Transportation Agencies

State of Rhode Island and Providence Plantation (RI) has 6,052 miles roadways: 1,098 miles State-maintained highways, 4,766 miles cities and towns-maintained roadways, 188 miles for other jurisdictions. Most transportation agencies are using their own pavement management system (PMS); however, the coordinated system for state highways and municipally maintained roads appears to be absent. Thus, a coordinated effort has been made successfully among state, municipalities and academia in RI. A standardized PMS with MicroPAVER™ was established for Kingston campus at University of Rhode Island (URI) to help the implementation for cities and towns in 1988. URI team suggested to evaluate only one representative sample unit per section. Condition survey has been performed for 30 years, and current and future condition were determined and predicted for URI campus, respectively. Maintenance and rehabilitation (M&R) strategies were established and budget analysis was performed for needed cities and towns. Rhode Island Department of Transportation (RIDOT) adopted a PMS based on surface condition as well as roughness from 1985. Like MicroPAVER™ pavement condition index (PCI), RIDOT developed and calculated pavement structural health indices (PSHIs) for each 1/10th of mile segment of highway. Gradually RIDOT has been using Deighton Total Infrastructure Management System (dTIMS™) as its PMS for state-maintained highways since 1993. To coordinate two systems, MicroPAVER™ and dTIMS™ were used for network of Cranston city and RI state highway in the present study, respectively. Hope that this model PMS will stimulate more implementation for other transportation agencies.

Universal Pavement Distress Evaluator Based on Fuzzy Sets

1997 ◽  
Vol 1592 (1) ◽  
pp. 180-186 ◽  
Author(s):  
Samir N. Shoukry ◽  
David R. Martinelli ◽  
Jennifer A. Reigle
Keyword(s):  
Decision Making ◽  
Condition Index ◽  
Functional Condition ◽  
Pavement Management ◽  
Ride Quality ◽  
Membership Functions ◽  
Pavement Condition ◽  
Pavement Maintenance ◽  
Maintenance Policies ◽  
Management Database

Setting priorities for pavement maintenance and rehabilitation depends on the availability of a universal scale for assessing the condition of every element in the network. The condition of a pavement section has traditionally been assessed by several condition indexes. The present serviceability index (PSI) is one common evaluator used to describe the functional condition with respect to ride quality. Pavement condition index is another index commonly used to describe the extent of distress on a pavement section. During the decision-making process, both classes of indexes are needed to evaluate the overall status of a pavement section in comparison to other sections in the network. Traditionally, regression techniques were used for the development of functions that relate condition indexes to the information recorded in the pavement management database. This approach produces mathematical functions that are limited to a particular database. The functions so developed may also suffer from inaccuracies due to errors in data collection and recording. There is a need for a more generalized approach for the evaluation of pavement conditions to enable efficient management of large transportation networks. The development of a universal measure capable of formally assessing the condition of a pavement section within the universe of pavement conditions is described. This is accomplished by the fusion of a set of fuzzy membership functions that describe different parameters in the database with the perception of each parameter’s significance. The model output is the fuzzy distress index (FDI), which combines the extent of structural distress with traditional performance parameters such as roughness to describe the overall status of the pavement section. The behavior of FDI over time is examined for a random sample of pavement sections and is compared with trends in the corresponding PSI values (PSI was used only because it was readily available in the database). The results indicate that the flexible, universal FDI is a consistent and accurate measure of the overall pavement condition. The set of generated membership functions describing the different extents of every distress type can be easily standardized over the 50 states, allowing the model to be implemented on any pavement at any location. Also, the parameter weights used in the assessment may be easily adjusted (increased or decreased) to reflect changes in maintenance policies or budget availability at the local, state, or national decision-making level. Moreover, the concept allows for the omission of any number of parameters that might not be available in a particular pavement management database.

Decision Trees for Selecting Asphalt Pavement Crack Sealing Method

2020 ◽  
pp. 036119812096013
Author(s):  
Jared Munch ◽  
Uma Maheswar Arepalli ◽  
Manik Barman
Keyword(s):  
Decision Trees ◽  
Life Cycle Cost ◽  
Online Survey ◽  
Asphalt Pavement ◽  
Preventive Treatment ◽  
Cost Effective ◽  
Pavement Management ◽  
Pavement Preservation ◽  
Crack Sealing ◽  
Traffic Level

Crack sealing is an important preventive treatment in the pavement preservation program. To achieve a cost-effective crack seal, it is crucial to select a proper crack sealing method. In Minnesota asphalt pavement cracks are sealed using both the clean-and-seal and rout-and-seal methods; however, there is no guideline for choosing the most suitable crack sealing method. This study deals with a literature review, an online survey, crack seal performance data collection, cost-effectiveness analysis of the crack sealing methods, life cycle cost analysis, and development of two decision trees to aid in selecting the most suitable crack sealing method. The first, which can be used in the pavement management system, needs information such as crack severity, pavement type (new versus overlay), pavement analysis period and design life, traffic level, and crack seal sequence (first, intermediate, or last). The second decision tree, which is a simplified version of the first and can be used by preventive maintenance crews, requires less information, such as crack severity, traffic level, and place in the crack sealing sequence.

scholarly journals Comparing of Data Collection for Network Level Pavement Management of Urban Roads and Highways

2020 ◽  
Vol 2020 ◽  
pp. 1-11
Author(s):  
Hui Wang ◽  
Zhoucong Xu ◽  
Lei Yue
Keyword(s):  
Data Collection ◽  
Prediction Models ◽  
Condition Index ◽  
Current Data ◽  
Performance Model ◽  
Pavement Management ◽  
Pavement Performance ◽  
Pavement Condition ◽  
Monitoring Frequency ◽  
Maintenance Decisions

Pavement condition data are collected by agencies to support pavement management system (PMS) for decision-making purpose as well as to construct performance model. The cost of pavement data collection increases with the increase of survey frequencies. However, a lower monitoring frequency could lead to unreliable maintenance decisions. It is necessary to understand the influence of monitoring frequencies on maintenance decision by considering the reliability of performance prediction models. Because of different maintenance conditions of urban roads and highways, their performance show different trends. In this paper, the influence of pavement monitoring frequency on the pavement performance models was investigated. The results indicate that low collection frequencies may result in delay in maintenance action by overestimating pavement performance. The collection frequency for Pavement Condition Index (PCI) can be reduced without compromising the accuracy of performance model, more work should be done to ensure the PCI data quality, thus to guarantee the rationality of maintenance decisions. Effect of frequency reduction on pavement performance (IRI) models of urban roads seems greater than on pavement performance (IRI) models of highways, which may lead to heavier monitoring work for urban roads management. This paper provided an example which demonstrated how a comparative analysis can be performed to determine whether the current data collection plan can provide sufficient data for time series analysis.

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