15 Pavement Management Implementation Steps and Expected Benefits

The information presented in this chapter is directly applicable to the Micro PAVER pavement management system (Micro PAVER 2004). The majority of the information is also applicable to other management systems. 15.1 Pavement Management Implementation Steps Figure 15-1 shows a summary of the implementation steps. Following is a description of each of the steps. 1. Obtain map; a geo-referenced GIS map is best if available. This allows for the use of the same map to show other infrastructure facilities where all facilities will show in correct spatial reference to each other. AutoCad maps can also be used but they are not likely to be geo-referenced. 2. Define network(s); the map is broken into networks, branches, and sections. Agency staff should participate heavily in this process to insure ownership and successful use of the implemented system. Collect inventory data; the collected data should be kept to what is essential for the operation of the management system. Such data include: Branch use Section length, width, and area Section surface type Section rank (functional classification) Section last construction date, LCD (date of last major M&R) The LCD is one of the most important pieces of information and also the most difficult to obtain. The LCD is essential for developing condition deterioration models and performing condition analysis and work planning. If the LCD is

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(10) Develop PCI vs. Cost Models

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(11) Perform Condition Analysis

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(12) Perform Work Planning Analysis

(13) Formulate M&R Projects and Establish Priorities Figure 15-1. Time Sequence of the Implementation Steps.

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not known, it can be estimated from the PCI when it is completed. This can be done by assuming a rate of deterioration or a representative condition deterioration curve that is appropriate for the pavement construction, climate, and traffic. 4. Create database including Shape file; the defined network(s) and associated inventory data are used to create the system's database. The map showing the pavement sections is converted into a GIS shape file to be used for data entry and presentations. Collect condition data; at a minimum, the collected condition data should include distress. Other condition data that may be collected at different intervals include roughness, skid, and structural. Enter the data into the database. Develop condition deterioration models; the primary models developed in Micro PAVER are for PCI vs. Age. The quality of the models depends on several factors, the most important of which is the knowledge of the LCD for each pavement section. When the LCD is not known for a section, it can be estimated by assuming a given rate of deterioration or a representative condition deterioration curve. Verify data; all entered data should be verified for accuracy and reasonableness. One of the useful tools is a scatter plot of PCI vs. age for each of the pavement families. Fig. 15-2 shows a PCI vs. Age scatter plot for asphalt taxiways of a civil aviation airport. From the figure one can observe that at the age of 40, the PCI ranges from 25 to 100. Such a stack of points normally indicates an erroneous LCD. Obtain localized M&R unit costs; unit cost of localized repair is needed to develop the first-year localized M&R program and to determine the consequence of applying different levels of localized repair on PCI and cost. Example work types include crack sealing and patching. For some work types, like patching, the unit costs will vary based on pavement type (i.e. asphalt vs. concrete), use (i.e. runway vs. apron), and rank (i.e. arterial vs. residential).

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Obtain global M&R unit costs and frequency of applications; surface treatments are beneficial when applied correctly and at the right time. To be included in work planning, unit costs should be obtained for the different surface treatments to be used. Also to be determined is the application frequency of each of the surface treatment types.

10. Develop PCI vs. cost models; the PCI vs. cost curves need to be developed for localized safety M&R, localized preventive M&R, and major M&R. More than one curve of each may be developed to reflect cost dependence on pavement type, use, and rank. 11. Perform condition analysis; condition analysis is performed to show past, current and future condition (assuming only stop-gap M&R). The presentation can be made using line graphs, bar charts, and maps. 12. Perform work planning analysis; work planning is one of the most important components, if not the most important component, of the pavement management system. It provides the ability to: Determine annual localized work requirements, i.e. crack sealing and patching Determine optimum M&R category (i.e. localized, global, and major) for each pavement section for each year of the analysis for a given budget. Determine the consequence of different budget levels on pavement condition and backlog of major M&R. Determine budget requirements to meet specified management objectives. Typical management objectives include maintaining current network condition, reaching a certain condition in x years, or eliminating all backlogs of major M&R in x years. 13. Formulate M&R projects and establish priorities; the knowledge generated from the work plan is used to formulate projects where each project is likely to include more than one pavement section and may include more than one work type. Projects can also be generated based on other requirements beside economics as management sees necessary.

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15.2 Benefits of Implementing a Pavement Management System The following benefits were stated by several agencies who have implemented pavement management systems (Shahin et al. 2003): 1. 2. 3. 4. 5. 6. 7. Provide necessary data to legislators and managers for budget determination. Maximize the return on investment from available M&R budget. Create a prioritized 5-year plan. Establish minimum condition requirements. Identify areas in need of maintenance. Justify M&R projects. Criterion for distribution of available budget among various networks (i.e., airports, council districts, etc.)

References U.S. Army Engineering Research and Development Center-Construction Engineering Research Laboratory (ERDC-CERL). 2004. Micro PAVER Pavement Management System, 2004. e-mail: paver@cecer.aimy.mil web: www.cecr.army.mil/paver Shahin, M.Y., Doll, A., Lange G, Nilsson. F.G. and Tasanen, R. 2003. Airport Pavement Management Systems. PI ARC World Road Congress, Durban, South Africa. September.