Pavement Preservation Pavement Management Systems Pavement Preservation Pavement Rehabilitation Overview Dr. Nick Vitillo

NJ Road Network Mileage & Percentages The State of NJ has over 37,000 miles of pavement assets. The pavement miles are roughly broken down between the high volume roads of the NJDOT and the toll authorities and the lower volume roads of the counties and municipalities. While the NJDOT and the toll authorities comprise about 7% of the total state miles, they carry approximately 50% of the traffic. The PMS concepts that we will present this morning applies equally to all of these pavement networks. Statewide total: 37,595 centerline miles

Pavement Engineering Pavement Management Pavement Materials Classification, quality assurance testing (specifications), material design Pavement Design Design of Structural layers for New Pavements and Pavement Rehabilitation Assess in-situ pavement material properties and layer thickness Pavement Construction Construction practices of New Pavements and Pavement Rehabilitation including specification development and quality assurance Pavement Management Monitoring Post-construction condition, timing preventive preservation and rehabilitation treatments, and economic analysis of alternatives Pavement Research Research to improve all of the above

PAVEMENT MANAGEMENT SYSTEM Overview

DEFINITIONS PAVEMENT MANAGEMENT "Pavement Management is a program for improving the quality and performance of pavements and minimizing costs through good management practices"

PAVEMENT MANAGEMENT SYSTEMS DEFINITIONS PAVEMENT MANAGEMENT SYSTEMS "A Pavement Management System is a set of defined procedures for collecting, analyzing, maintaining, and reporting pavement data, to assist the decision makers in finding optimum strategies for maintaining pavements in serviceable condition over a given period of time for the least cost.“

PAVEMENT MANAGEMENT SYSTEM A PMS does NOT make decisions, Managers DO! Overview A Pavement Management System (PMS) is designed to provide objective information and useful data for analysis so that road managers can make more consistent, cost-effective, and defensible decisions related to the preservation of a pavement network. While a PMS cannot make final decisions, it can provide the basis for an informed understanding of the possible consequences of alternative decisions. A PMS does NOT make decisions, Managers DO!

Importance of Pavement Management Pavements deteriorate over time due to traffic/use, environment, and aging Poor road conditions increase vehicle owner costs $325–$700 annually (vehicle damage, tire wear, etc.) National average is $333 per motorist totaling $67 billion per year Poor road conditions are a contributing factor in many roadway accidents According to some studies as much as 30% of crashes each year) Good roads cost less… if maintained at a reasonable level of service if they receive proper preventative maintenance Since all pavements deteriorate over time due to traffic, environment, and aging, the role of the PMS is to monitor the overall condition of the network and identify the optimal treatments to each pavement section at the best time to minimize costs and maximize the network health. Preserving roads in good condition is key to maintaining the health of the network. Preserving roads in good condition is key to maintaining the health of the State’s Pavement Network.

PMS LEVELS NETWORK BIRD’S EYE VIEW OF NETWORK PAVEMENTS AS A WHOLE. STATEWIDE PAVEMENT CONDITION SUMMARY BUDGET ESTIMATE PERFORMANCE PREDICTION Establish network budget requirements Allocate funds to network priorities Schedule MR&R actions

PMS LEVELS PROJECT ASSIST DESIGNERS IN CONSTRUCTING, MAINTAINING, OR REHABILITATING A SECTION OF ROADWAY PAVEMENT PRESERVATION RESURFACING OR RECONSTRUCTION TREATMENTS OPTIONS ALONG THE PROJECT Primary objective is to provide information for specific pavement segments: Preferred Maintenance Rehabilitation & Reconstruction MR&R for each project MR&R costs Expected MR&R performance.

PAVEMENT MANAGEMENT SYSTEMS CONCEPTS AND THEORIES PAVEMENT MANAGEMENT SYSTEMS $ Data Collection Analyses Equipment Maintenance Sophistication

Sophistication Maps Computer Databases Spreadsheets Cards St Nodes Age Main Birch Oak 8 Jones 3 Computer Databases St Info Spreadsheets Cards

Choosing What’s Right for YOU

PMS SUBSYSTEMS PMS DATA Inventory Condition - Pavement Evaluation History – Initial, Pavement Preservation, Routine Maintenance, Rehabilitation, and Reconstruction Traffic Costs MODELING - ANALYSIS Serviceability Rating Performance Predictions Economic Analyses-Budgeting / Programming DATA MANAGEMENT Relational Databases Report Generation

PMS DATA REFERENCE SYSTEMS Support for PMS

We’re not in Kansas anymore!!! REFERENCE SYSTEMS Where are we Toto? We’re not in Kansas anymore!!!

REFERENCE SYSTEMS Linear Reference Systems Mile Point Mile Post Reference Point Reference Post Link Node Spatial Reference Global Positioning System (GPS) Geographical Information Systems (GIS)

REFERENCE SYSTEMS MILE POSTS MP3.0 MP7.0 MP 5.0 MP 1.0 START MP 0.0

REFERENCE SYSTEMS MILE POSTS South & West Secondary Direction MP3.0 MP7.0 MP 5.0 MP 1.0 Primary Direction START MP 0.0 North & East Length of Route in Primary Direction may be different than that in the Secondary Direction.

REFERENCE SYSTEMS MILE POSTS Over the Road Miles MP3.0 MP7.0 MP 5.0 START MP 0.0

REFERENCE SYSTEMS LINK-NODE RT 521 NODE 121 LINK 121-231 NODE 231

Global Positioning System (GPS) REFERENCE SYSTEMS Global Positioning System (GPS) LONG LONG LAT LONG STATE COORDINATE LAT SYSTEM - (GPS/GIS) LAT Triangulation Satellites send radio signal. Receiver uses ‘velocity * travel-time to calculate location.

DATA COLLECTION

PMS DATA COLLECTION DATA TYPES INVENTORY, PAVEMENT CONDITION TRAFFIC/LOADS, COSTS - Construction, Pavement Preservation, Routine Maintenance, Rehabilitation, Reconstruction HISTORY – Initial Construction, Pavement Preservation, Routine Maintenance, Rehabilitation and Reconstruction (Last Treatment)

Example Inventory Data Route Number Route Type (Interstate, US, NJ) Functional Class Length Divided/Undivided Route Section Pavement Type Number of Lanes and Widths Shoulder Type and Width County Legislative District

PAVEMENT CONDITION EVALUATION PMS DATA COLLECTION PAVEMENT CONDITION EVALUATION PAVEMENT ROUGHNESS or RIDE QUALITY SURFACE DISTRESS RUTTING SKID RESISTANCE STRUCTURAL CAPACITY

Need for Annual Condition Surveys Ride Quality, Surface Distress, Rutting, Friction Evaluating current condition of pavement Determining rates of deterioration Project future conditions to determe current and future maintenance & rehabilitation needs Determining future cost of repairs

Pavement Condition Survey Equipment Profiler roughness, distress, rutting, noise, pavement cracking Skid Trailer Pavement friction GPR Layer Thickness FWD Structural Capacity

PAVEMENT CONDITION EVALUATION SURFACE DISTRESS DESCRIPTION TYPE OF DISTRESS (Cracking, Patching, Rutting) SEVERITY (Crack Width, Condition Assessment) EXTENT (Percentage of the Pavement Length) DATA COLLECTION CONTINUOUS - WINDSHIELD SURVEY (COMPUTER RATER KEYBOARD, and VIDEO)

PAVEMENT CONDITION EVALUATION SURFACE DISTRESS 1.75 ft 2.5 ft 3.5 ft 2.5 ft 1.75 ft Wheel path Wheel path 12 ft LOAD ASSOCIATED vs. Non-LOAD ASSOCIATED LOCATION Network Level PMS “Slow” lane in each direction – 4600 directional miles

PAVEMENT CONDITION EVALUATION SURFACE DISTRESS BITUMINOUS/COMPOSITE PAVEMENTS * NDI LDI * * CRACKING MULTIPLE LOGITUDINAL TRANSVERSE CRACKING MULTIPLE * * * SURFACE DEFORMATION RUTTING * MISCELLANEOUS SHOULDER CONDITION PATCH CONDITION Observation of condition in the other lanes

PAVEMENT CONDITION EVALUATION SURFACE DISTRESS BITUMINOUS PAVEMENTS * * * CRACKING FATIGUE BLOCK EDGE LOGITUDINAL TRANSVERSE REFLECTION PATCH AND PATCH CONDITION POTHOLES SURFACE DEFECTS BLEEDING WATER BLEEDING AND PUMPING POLISH AGGREGATES RAVELING * * * * SURFACE DEFORMATION RUTTING SHOVING MISCELLANEOUS SHOULDER CONDITION

PAVEMENT CONDITION EVALUATION SURFACE DISTRESS CONCRETE PAVEMENTS SURFACE DEFECTS MAP CRACKING SCALING POPOUTS POLISH AGGREGATES CRACKING CORNER BREAKS DURABILITY ("D" CRACKING) LOGITUDINAL TRANSVERSE * * JOINT DEFECTS JOINT SEAL DAMAGE SPALLING OF LOGITUDINAL/TRANSVERSE JOINTS * MISCELLANEOUS BLOWUPS FAULTING OF TRANSVERSE JOINTS AND CRACKS LANE-TO-SHOULDER DROPOFF OR SEPARATION LANE-TO-LANE SEPARATION PATCH/PATCH DETERIORATION WATER BLEEDING AND PUMPING * * * *

PAVEMENT CONDITION EVALUATION ROAD ROUGHNESS "ROAD ROUGHNESS IS THE IRREGULARITIES IN THE PAVEMENT SURFACE AFFECTING USER COMFORT AND SAFETY” DUE TO VARIATIONS IN HORIZONTAL, VERITICAL, AND TRANSVERSE PROFILES RIDE QUALITY - USER PERCEPTION OF PAVEMENT ROUGHNESS

RUT DEPTH MEASUREMENT WPL WPR RD 3-5 Point Measurement D D 2 1 D 3 = + - 2 3 1

PAVEMENT CONDITION EVALUATION SKID RESISTANCE SAFETY DESCRIPTION ASSESSMENT OF THE COEFFICIENT OF FRICTION OF THE PAVEMENT SURFACE (BASED ON SPEED) DATA COLLECTION CONTINUOUS - ASTM E274 (LOCK WHEEL) SKID TRAILER

PAVEMENT CONDITION EVALUATION STRUCTURAL LOAD CAPACITY Project Level PMS DESCRIPTION ASSESSMENT OF THE LOAD CARRYING CAPACITY OF THE PAVEMENT STRUCTURE DATA COLLECTION DESTRUCTIVE - CORING/BORINGS/LAB TESTS NON-DESTRUCTIVE TEST – FALLING WEIGHT DEFLECTOMETER (FWD) CONCRETE JOINT LOAD TRANSFER EFFICIENCY GROUND PENETRATING RADAR

Performance Analyses

Converts collected data to single value Condition Surveys Ride Quality, Surface Distress, Rutting Pavement Indices Pavement Wheel Path Profile Ride Quality Index IRI Pavement Surface Distresses Surface Distress Index Rutting Average Pavement Rut Depth Structural Capacity Deflections Structural Capacity Index Converts collected data to single value

Need for Condition Surveys Ride Quality Index Measure Pavement Wheel Path Profile(s) to assess Pavement Ride Quality Convert Pavement Wheel Path Profile (L&R) to Pavement Ride Quality Indices (IRI) 0.1 mile IRI

Pavement Distress Survey Type of distress (Cracking, Patching, etc) Severity (width of cracks, condition of the patch, etc.) Extent - Quantity of distress present on the pavement (percentage of length)

Distress Identification Manual for the Long-Term Pavement Performance Program http://www.tfhrc.gov/pavement/ltpp/reports/03031/index.htm NJDOT Version

Pavement Models

Remaining Service Life Pavement Performance Model Example Pavement Performance models are used to predict future condition of the pavement section. The models are refined based on measured pavement condition. Trigger values are used to identify when a pavement section is in need of repair and to estimate the remaining service life of the pavement section. Remaining Service Life 44

ANALYSES PERFORMACE PREDICTION STRUCTURAL CAPACITY DESIGN PERIOD MIN. ACCEPTABLE DISTRESS MIN. ACCEPTABLE RIDE QUALITY MAX. ACCEPTABLE SKID RESISTANCE MIN. ACCEPTABLE AGE (YEARS)

Economics Analyses Reporting

ANALYSES ECONOMIC ANALYSES RANKING - SINGLE YEAR COST SUMMARY MULTI YEAR PROGRAMMING - COST PROJECTIONS OPTIMIZATION LIFE CYCLE COST ANALYSIS P&E, CONST, ANNUAL MAINT, REHAB, SALVAGE NET PRESENT WORTH OR EQUIVALENT UNIFORM ANNUAL COSTS DISCOUNT RATE = INTEREST - INFLATION RATE - - - -

Homogeneous Analysis Sections Change in pavement type Change in pavement structure Change in traffic Volume Political boundaries Change in pavement condition (Dynamic) Construction Project limits Decide the overall condition, timing, costs, and treatment type

Sophistication Ranking Prioritization Optimization Increasing Level of Sophistication

Effect of Treatment Timing on Costs Deterioration over time and cost to repair New Do Nothing Good < $2.00/sq yd Pavement Preservation Fair $20.00/sq yd Condition Treatment timing and costs can be broken down into four levels, A new pavement or treatment need no treatment when it is first constructed. Pavement Preservation techniques are used to keep good pavement in good condition and to restore pavement in fair condition to good condition. These surface treatment are inexpensive. Pavements that deteriorate further need pavement rehabilitation or even reconstruction. These treatments are considerable more expensive and therefore limit the number of miles of roadway that can be restored each year. Pavement Rehabilitation Poor Pavement Reconstruction $80.00/sq yd V. Poor Time 50

Treatment Types and Costs Preservation Treatments Cost Per Lane Mile Slurry seals $14,080 Micro surfacing $17,600 High-performance thin overlays $45,760 Rehabilitation Treatments Minor (functional): mill 2 in. and overlay 2 in. $107,430 Major (structural rehab): mill 2 in. and overlay >2 in. $154,106 Reconstruction Partial $422,400 Full $689,920 This slide provides an example of the relative cost to rehabilitate a lane-mile of pavement with different treatments. 51

Treatment Types and Costs This slide provides an example of the relative cost to rehabilitate a lane-mile of pavement with different treatments. 52

You never have enough fish!

Treatment Options in MYP Age or Traffic Loads Pavement Condition Index Performance Prediction Model Benefit or Effectiveness (Area under the curve) Treatment Predicted Performance Condition Increase Trigger Limit Life Extension Marginal Cost Effectiveness Incremental Benefit/Cost Ratio

Example Network Performance Scenario Policy Decisions can be based on the average projected condition at given budget levels for a single asset or for the entire network Network Performance Budget Scenarios  Do nothing  Spend $100 million  Spend $300 million Good The PMS can illustrate the effect of budget decisions on the overall health of the network. Poor

Treatment Selection Decision Trees Preventive Maintenance Structural Pavement Condition Index Preventive Maintenance >4 Structural Overlay Asphalt Pavement Present Condition Load-Associated Structural Deterioration = 4 or below Functional Overlay Not Present

COMPUTERIZED DATABASE MANAGEMENT SYSTEMS (DBMS) PMS DATABASES COMPUTERIZED DATABASE MANAGEMENT SYSTEMS (DBMS) INTEGRATED RELATIONAL DATABASES

PMS COORDINATED DATABASES COMPUTERIZED DATABASE MANAGEMENT SYSTEMS (DBMS) INTEGRATED RELATIONAL DATABASES INVENTORY - RT NUMBER, FUNCTIONAL CLASS, PAVEMENT TYPE, etc. CONDITION - RIDE QUALITY, DISTRESS, FRICTION, DEFLECTION COSTS HISTORY TRAFFIC / LOADS

DATABASE PRODUCTS/REPORTS PMS DATABASES DATABASE PRODUCTS/REPORTS [TABULAR, BUSINESS GRAPHICS, GIS MAP, Video] Section Year Cost 32 2006 $100,000 47 2008 $237,999

Data Storage Terabyte Mountain 1 Terabyte = 1,024 Gigabytes

IMPLEMENTATION

IMPLEMENTATION ROLE OF MANAGEMENT - STRATEGIC PLANNING OR DECISION TOOL FOR UPPER MANAGEMENT ENGINEERING TOOL FOR TECHNICAL DECISION-MAKERS DEVELOPMENT STEPS -- 1. BEGIN COORDINATION THROUGH DOT, MPO, TOLL AUTHORITY 2. ORGANIZE TASK FORCE 3. APPOINT PMS STAFF 4. PMS SYSTEM SELECTION OR DEVELOPMENT 5. DEMONSTRATION OF PILOT PMS 6. FULL SCALE IMPLEMENTATION, DOCUMENTATION, AND TRAINING 7. FOLLOW UP - FEEDBACK, IMPROVEMENTS, MODIFICATIONS

Barriers to Implementation

People Issues and Barriers Turf protection Fear of exposure to past or current practices Place of development (planning, engineering, Resistance to change

FEEDBACK LOOP

Feedback on Treatments & Triggers Review treatments and trigger levels with actual data Use actual case studies and output from several PMS optimization runs Confirm modifications

Feedback Plan Pavement Performance Models Treatments Treatment Trigger Levels Treatment Costs User Cost Models Data Quality Use Cost

Feedback on Data Quality Use Cost Quality control of inventory/condition data essential Feedback loop on data quality regular part of PMS process Periodically raise and answer questions of cost, quantity, and use of data

PMS Useful at Any Level NJDOT Mercer County Howell Township From statewide to municipal level, a PMS can improve decision making CAIT is currently helping the following groups develop or improve their PMS: NJDOT Mercer County Howell Township Rutgers University

Pavement Preservation The key to optimizing the condition of the pavement network is to apply the right pavement preservation treatment to the right road at the right time. Applying the right pavement preservation treatments to the right road at the right time 70

Effect of Treatment Timing on Costs Deterioration over time and cost to repair New Do Nothing Good < $2.00/sq yd Pavement Preservation Fair $20.00/sq yd Condition Treatment timing and costs can be broken down into four levels, A new pavement or treatment need no treatment when it is first constructed. Pavement Preservation techniques are used to keep good pavement in good condition and to restore pavement in fair condition to good condition. These surface treatment are inexpensive. Pavements that deteriorate further need pavement rehabilitation or even reconstruction. These treatments are considerable more expensive and therefore limit the number of miles of roadway that can be restored each year. Pavement Rehabilitation Poor Pavement Reconstruction $80.00/sq yd V. Poor Time 71

Pavement Preservation Treatments Crack Sealing Surface Seals Chip Seals Microsurfacing High Performance Thin Overlays In-Place Recycling

Pavement Preservation Treatments Used to Seal pavement cracks to keep moisture out of the pavement Fill pavement ruts Improve pavement surface friction

Pavement Rehabilitation and Reconstruction The key to optimizing the condition of the pavement network is to apply the right pavement preservation treatment to the right road at the right time. Applying the right Pavement Rehabilitation Treatment to the right road at the right time 74

Effect of Treatment Timing on Costs Deterioration over time and cost to repair New Do Nothing Good < $2.00/sq yd Pavement Preservation Fair $20.00/sq yd Condition Pavement Rehabilitation Treatment timing and costs can be broken down into four levels, A new pavement or treatment need no treatment when it is first constructed. Pavement Preservation techniques are used to keep good pavement in good condition and to restore pavement in fair condition to good condition. These surface treatment are inexpensive. Pavements that deteriorate further need pavement rehabilitation or even reconstruction. These treatments are considerable more expensive and therefore limit the number of miles of roadway that can be restored each year. Poor Pavement Reconstruction $80.00/sq yd V. Poor Time 75

Pavement Rehabilitation and Reconstruction Treatments Used to Seal pavement cracks to keep moisture out of the pavement Fill pavement ruts Improve pavement surface friction Restore pavement ride quality Enhance pavement structural capacity Requires detailed pavement evaluation and design

Questions? cait.rutgers.edu/prp 77