ULS%20502E

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ULS 502E

• PREVENTATIVE
• MAINTENANCE
• OF ASPHALT
• PAVEMENTS

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INSTRUCTOR

• MURAT ERGUN
• SUKRIYE IYINAM
• Civil Engineering
• Transportation Engineering Department
• Transportation Infrastructure Section

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GRADING

• Homeworks ( 30 )
• Mid-term Exam ( 30 )
• Final Exam ( 40 )

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PREVENTATIVE MAINTENANCEOF ASPHALT PAVEMENTS

• What is pavement preventative maintenance (PM)?
• Why become involved with PM?
• What are the benefits of PM?
• What are the barriers and/or potential pitfalls
  to the development of a PM program?
• What are the steps necessary to implement a PM
  program?

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What is PM?

• Preventive maintenance is a relatively new
  concept for most highway agencies.
• Therefore, not surprisingly, there has been
  widespread misunderstanding and confusion
  throughout the transportation community over what
  preventive maintenance is and what it isnt.
• This has led, in some cases, to lack of agency
  and public support for Preventive Maintenance.
• As practitioners become more familiar with the
  concepts and tools of PM, the definition offered
  by the AASHTO Standing Committee of Highways is
  gaining acceptance.

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What is PM?

• PM is the planned strategy of cost-effective
  treatments to an existing roadway system and its
  appurtenances that preserves the system, retards
  future deterioration, and maintains or improves
  the functional condition of the system (without
  substantially increasing structural capacity).

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What is PM?

• Pavement preventive maintenance narrows that
  focus to the application of one or more
  treatments, generally to the surface of a
  structurally sound roadway.
• It can be summed things up quite nicely by
  defining pavement preventive maintenance as,
• Applying the right treatment to
• the right pavement at the right time.

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Why Become Involved with PM?

• Traditionally, highway agencies have allowed the
  ride quality and structural condition of a
  pavement to deteriorate to fair to poor condition
  before taking steps to rehabilitate the pavement.
• The aim of rehabilitation is to repair structural
  damage and restore measurable pavement conditions
  such as ride, rutting and cracking.
• This is costly and time consuming activity with
  associated traffic disruptions and inconvenience
  to adjacent businesses and residences.
• This worst-first scenario came about for many
  reasons, including the requirements for
  Government-aid funding, the maximization of
  capitol growth, and a long-standing philosophy
  of, If it aint broke, dont fix it.

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Why Become Involved with PM?

• Highway agencies have found that applying a
  series of low-cost preventive treatments can
  extend the service lives of their pavements.
• This translates into a better investment, better
  ride quality, and increased customer satisfaction
  and support.
• The experience with pavement preventive
  maintenance in a number of agencies demonstrates
  this success each money spent now has been
  estimated to save up to six times money in the
  future.

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What Are the Benefits of PM?

• The benefits associated with pavement preventive
  maintenance, both perceived and documented, vary
  from agency to agency depending not only upon a
  particular agencys strategic objectives, but
  also on what stakeholder is promoting the
  concept.
• For example, the traveling public will be most
  attracted to improved ride, while the pavement
  management engineer will find value in the fact
  that overall condition of the network will
  improve over time, and the executive management
  of an agency will be drawn to the reported cost
  savings.

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What Are the Benefits of PM?

• The benefits most often associated with
  successful pavement preventive management
  programs are listed below.
• Although not all these benefits are currently
  being measured, they are the ones that appear
  repeatedly in the literature and practitioner
  discussions

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What Are the Benefits of PM?

• Higher Customer Satisfaction
• Better Informed Decisions
• Improved Strategies and Techniques
• Improved Pavement Condition
• Cost Savings
• Increased Safety

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What are the Barriers and/or Potential Pitfalls
to the Development of a PM Program?

• Public Perception
• Management Perceptions
• Research Needs
• Training
• Data Management
• Dedicated Funding Challenges
• Crew Acceptance

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What are the Steps necessary to implement a PM
program?

• Adequate/Dedicated Funds
• Top Management Support Commitment
• Data Collection and Management
• Crew Acceptance
• Training
• Improved Models/Project Selection

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• Legislative Support
• Publicity

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Adequate/Dedicated Funds

• Agencies that have succeeded in implementing PM
  programs recognize the importance of obtaining an
  adequate, secure, and ongoing source of funds.
• The establishment of dedicated funds helps to
  ensure that a stable flow of funding is provided
  to enable the agency to apply the necessary
  techniques in a timely manner.

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Top Management Support Commitment

• Establishment of an effective pavement preventive
  maintenance program requires top management
  commitment and support.
• There are many demands on agency resources and
  those programs supported at the highest levels
  have the best chance of succeeding.

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Data Collection and Management

• Objective, accurate, repeatable measurements are
  critical to the success of PM programs.
• Most agencies rely on their PMS to provide the
  needed information. In most cases, modifications
  to the PMS are required to capture the
  information necessary to fully support the PPM
  program.

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Crew Acceptance

• In order for a PM program to be successful, those
  responsible for performing and monitoring the
  work must buy-in to the philosophies and concepts
  of PM.
• If those people doing the work do not support it,
  the chances of success are unlikely.

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Training

• The concepts and philosophies of PM are new to
  most agencies.
• In fact, PM is a major shift in direction,
  requiring not only knowledge of the technical and
  mechanical aspects of the work, but also an
  understanding and appreciation of the overall
  purpose of PM as well.

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Improved Models/Project Selection

• There are numerous PM treatment options available
  for both asphalt concrete and Portland cement
  concrete pavements.
• Some of the options are appropriate, others are
  not.
• In order to choose the right treatment at the
  right time, agencies need to develop a treatment
  selection process based on performance and life
  cycle costs.
• In most cases, this is much easier said than
  done.

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Legislative Support

• Most agency budgets and major fund requests are
  touched in some way by the Legislative process.
• Therefore, Legislative support is a critical
  element in the success of an agencys PM
  program.
• If a program isnt funded to an adequate and
  consistent level, it wont happen.

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Publicity

• PM does not make news there are no ribbon
  cuttings or groundbreaking ceremonies.
• In fact, many people question the wisdom/rational
  of a program that devotes resources to
  well-performing pavements, while pavements
  clearly in need of repair are ignored.
• The public is interested in sound fiscal
  practices.
• With proper information and education, this
  interest can be channeled into support of a PM
  program.

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Summary of Outline

• Background and Objectives
• Establishing a Preventive Maintenance Program
• Framework for Treatment Selection and
• Timing
• Analysis to Determine the Most Effective
  Treatment

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Background

• Pavement Management Systems
• Most Agencies have one
• Usually contain maintenance component
• Limitations
• Models to determine cost effective treatment
• Most dont contain proper treatment timing

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Types of Pavement Maintenance

• Preventative (Proactive)
• Arrest light deterioration
• Retard progressive failures
• Reduce need for corrective maintenance
• Right treatment at the right time!

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• Corrective (Reactive)
• After deficiency occurs
• More expensive
• Emergency

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Study Objectives

• Review existing practices related to selection
  of appropriate PM strategies
• Develop a framework for selection of the most
  appropriate PM treatments
• Prepare Summary Report

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Establishing a Preventative Maintenance Program

• Number of Technical Components BUT!
• Two most important are non-technical
• 1) Agency Top Management Commitment
• 2) Customer Education Program

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1. Establish Program Guidelines

• Policy Manual
• Contains overall strategies and goals
• Safety issues
• Environmental issues
• Program coordinator named
• Technical elements
• Feedback loop

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2. Determine Maintenance Needs

• Condition Survey
• Trained observers
• Automated vehicles
• Non-destructive testing (FWD, Friction)
• Cores, slabs
• Project data
• Location, ADT, trucks, environment, etc.

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3. Framework for Treatment Selection

• The right treatment at the right time on the
  right project
• Amen ( Insallah )

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4. Develop Analysis Proceduresfor the Most
Effective Treatment

• A number of procedures for determining cost
  effectiveness exist and should be used
• Cost should be part of the decision
• process but not the only consideration
• Use of decision trees is a viable method

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5. Feedback Mechanism

• Generally a weakness in many
• management processes
• The boss doesnt want to hear bad news
  syndrome
• Need to know how the system is working
• A tool to adjust the program when needed

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Preventive MaintenanceTreatments

• Can be effective if used under proper
• conditions to address distress
• Types of Flexible Pavement distress
• include
• Rutting
• Cracking (fatigue, block, thermal, etc.)
• Bleeding
• Raveling

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Crack Sealing

• Used to prevent water and incompressibles from
  entering the pavement
• Cracks are often routed
• Sealants are only effective for a few
• years

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Fog Seal

• Application of diluted emulsion to enrich
• the surface
• Primarily used to address raveling,
• oxidation, and seal minor surface cracks
• Expected life not greater than 3 to 4
• years

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Chip Seal

• Used to waterproof the surface, seal
• small cracks and improve surface friction
• Normally used on low-volume roadways,
• but have been used on high-volume
• facilities

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Thin Cold-Mix Seal

• Treatments include
• slurry seals,
• microsurfacing
• cape seals
• Used to fill cracks, increase frictional
• resistance and improve ride quality

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Thin Hot-Mix Overlay

• Treatments include dense-, open and gapgraded
  mixes
• Used to improve ride quality,
• increase frictional resistance and
• correct surface irregularities

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Framework for TreatmentSelection and Timing

• Data/criteria used for developing tools
• Decision tools for treatment selection
• Decision Trees
• Decision Matrices
• Benefits/limitations of decision tools
• Optimum timing of treatments

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Data/Criteria Considered inDeveloping Tools

• Pavement type and construction history
• Functional classification or traffic level
• Pavement condition index ( PCI )
• Specific type of deterioration present
• Geometric issues
• Environmental conditions
• Unit costs ?
• Expected life ?

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Other Potential Criteria

• Availability of qualified contractors
• Availability of materials
• Time (of year) of construction
• Pavement noise
• Surface friction

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Typical Decision Tools

• Decision trees
• Decision matrices

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Benefits

• Works well for local conditions
• Good project level tool
• Transferability

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and Limitations

• Limits innovation
• Difficult to consider multiple factors
• Difficult to consider multiple distresses
• Not good for network level evaluation

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