Session 2

Introduction to Introduction to Pavement Preventive Pavement Preventive

Maintenance Concepts Maintenance Concepts

Learning Objectives

1. Describe the defining characteristics of pavement PM

2. Explain expected benefits

3. Identify obstacles to implementation

4. Describe experiences of several agencies

Upon completion of this module, you Upon completion of this module, you will be able to:will be able to:

Defining Characteristics of Pavement PM Tool for pavement preservation

Planned strategy

Cost effective treatments

Maintains or improves functional condition

Does not increase structural capacity

Philosophy of Preventive Maintenance

Applying the right treatment

. . . To the right pavement

. . . At the right time

Does a Preventive Maintenance Program Work?

Few agencies have PM programs… why should they?

Expected Benefits from Preventive Maintenance Improved pavement performance

Greater customer satisfaction Smoother roads Fewer construction delays

Long term cost savings/leveling

Increased safety

Others?

Expected BenefitsImproved Pavement Performance

Preventive maintenance helps to preserve a pavement and extend its performance

Overall condition of network improves

Expected BenefitsImproved Pavement Performance

ReactiveMaintenance

Time or Traffic

Pa

vem

ent

Co

nd

itio

n

PreventiveMaintenance

Expected BenefitsGreater Customer Satisfaction

Roads exist to serve the traveling public

What is the public’s view of roads?

Are our agencies organized to address the public’s views?

1995 NQI Survey of Users Moderate level of satisfaction with

highway system

Considerable opportunity to improve customer satisfaction

Prefer permanent over temporary repairs

Complete construction in a timely fashion

2001 NPHQ Update 65 % satisfied with their routes

(an increase of 15 % since 1995)

6 % increase in dissatisfaction Heavier traffic flows Work zone delays

www.nphq.org

Washington State Survey Roadway surface maintenance is

the highest priority maintenance activity

Public is willing to pay more to: Achieve desired levels of

maintenance Reduce future costs

Arizona Survey #1 priority: safety (85 %)

#2 priority: preservation (46 %)

Over 60 % would be willing to pay more taxes to improve maintenance service levels

90 % would be willing to spend more now to save money in the long term

California Survey Ranking of public priorities

Maintenance response to accidents/disasters

Safety Pavement conditions Traffic flow

Minnesota Market Research Public wants smooth roads,

convenience Customers rate outcomes, not

outputs Customers rate products, not

activities Customer satisfaction requires

measuring what is important to the customer

Expected BenefitsLong Term Cost Savings/Leveling

Extended time to major rehabilitation, more frequent/less expensive treatments, fewer lane closures all contribute to…

Lower life-cycle costs

Smoother roads, fewer delays contribute to…

Lower user costs

Expected BenefitsIncreased Driver/Worker Safety

Better functional characteristics Better friction Fewer defects Smoother roads

Fewer closures (work zones)

Shorter projects

Other expected benefits?

Obstacles to Implementation Benefits not well documented

Requires initial and annual funding

Public perceptions

Agency management resistance

Obstacles to ImplementationLack of Documented Benefits Agencies typically use worst-first Some not familiar with treatments Most do not use treatments in

preventive applications Long term benefits not well

documented Variations in local conditions: results

from other studies acceptable?

Obstacles to ImplementationInitial and Annual Funding

Funds still needed for rehabilitation and reconstruction

PM treats a category of pavements previously left alone

Requires dedicated and recurring funding: redirected or new $

Is such funding available?

Obstacles to ImplementationOvercoming Public Perception

Public understands worst-first

Public complains about local defects rather than overall improvements

Public attitudes toward agency

Can the public understand treating pavements that look good?

Obstacles to ImplementationAgency Management Resistance

Priority of maintenance?

Benefits of maintenance actions?

Policy making and personnel changes?

What information is needed to persuade management?

State internal policy

Positive Agency Experience California

Michigan

Georgia

New York

Others

California Decision to reduce the number of

lane miles that need rehabilitation

A preventive maintenance strategy was analyzed

Presented to CTC in July 1996

10-year program (SHOPP) submitted in 1998

Program FundingRoadway Rehabilitation 2002 SHOPP Allocation vs. Needs, through 2009/2010,

$550 Million Cost Increase over 2002-2005

14,10314,674

12,853

14,303

15,572

11,64210,798

8,5397,553

6,3915,9315,494 5,4645,413

11,975

0

2,500

5,000

7,500

10,000

12,500

15,000

17,500

95-9696-9797-9898-9999-0000-0101-0202-0303-0404-0505-0606-0707-0808-0909-10

Fiscal Year

$0

$200

$400

$600

$800

$1,000

$1,200

Fundin

g,

Mill

ions

Remaining Needs

Meets Goal

Rehabilitation and CAPM

Needs,

lane m

iles

Long-life

CategoryRoutine Maint.Preventive Maint.CAPMRehabilitation

CurrentFunding

$70$50$75

$300$495

ProjectedIncrease

$53

$53

Funding

SteadyState$50$75$50

$100$275

Reported Cost Savings 4:1 to 6:1 overall cost benefit with

preventive maintenance treatments

Georgia Began current strategy

approximately 25 years ago

Commitment to perform rehabilitation 10 % of road network each year Network resurfaced every 10 yrs

Do not build any roads they can not maintain

IRI at Treatment

0

500

1000

1500

2000

2500

3000

1972 1976 1980 1984 1988 1992 1996

Year

IRI

(mm

/km

)

Lessons Learned Policy has improved conditions Now at steady-state condition State must expand its preventive

maintenance program Support from top management is

critical PATIENCE; benefits are not

immediate

Michigan Implemented a Preventive

Maintenance Program in 1992 with passage of ISTEA Pavements Bridges

Preventive maintenance extends the remaining service life of pavements and bridges

Funding Allocation Funds distributed to 7 Regions based

on need Regions can distribute funds as needed 1998 distribution

Joint/crack sealing $10 million Surface seals $19 million Enhancements $25 million

Project Selection Regions select projects based on

goals assigned by central office

Goal is 95 percent of expressways and 85 percent of trunk highways in good to fair condition in 10 years

Procedure to plan, design, and let projects within 22 weeks

Maturing of the Plan All projects are delivered in first 6

months of fiscal year

PMS used as network planning tool and to assist in treatment selection

Structural design does not consider preventive maintenance even though extended life is expected

Reported Cost Savings Initial preventive maintenance costs

14 times less than rehabilitation or reconstruction

$700 million savings from 1992 to 1996

Overall LCCA appears to be 6:1

New York 1991 - Established the Dedicated

Highway and Bridge Trust Fund Received money from gas tax

1992 - Established system for preservation of state capital assets Dept. annually prepares 5-year

plan for preventive maintenance of highways and bridges

Pavement Condition Trends

0

10

20

30

40

50

60

1993 1994 1995 1996 1997 1998

Perc

ent

of N

etwor

k

Poor Fair Good Excellent

Maturing of the Program Vendor in place paving

Asphalt delivered to site by vendors Placed and compacted by state

forces Simplified contracts

Simplification of normal process Limited to 15 pay items, work done in

one month, and one final payment Changes to treatments Safety appurtenance program

Meeting Agency Objectives Developing objectives vs. meeting

objectives

What are the goals?

Are they being met?

What changes are needed to the program?

Review of Learning Objectives1. Define pavement preventive

maintenance

2. Explain expected benefits

3. Identify obstacles to implementation

4. Describe experiences of several agencies