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T16 addressing pavement assest management-galehouse
This document discusses pavement preservation strategies and treatments. It provides details on various preservation techniques including crack sealing, thin overlays and microsurfacing. It compares the life cycle costs of traditional reconstruction versus a preservation approach. A preservation approach that utilizes low-cost preventative maintenance treatments can extend pavement life, resulting in lower long-term costs when compared to traditional reconstruction. The timing and selection of the right treatment is important to address pavement distresses cost effectively and ensure the overall network needs are met.
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T16 addressing pavement assest management-galehouse
- 1. Larry Galehouse, PE,PSLarry Galehouse, PE, PSLarry Galehouse, PE, PSLarry Galehouse, PE, PS Director, National Center for Pavement PreservationDirector, National Center for Pavement PreservationDirector, National Center for Pavement PreservationDirector, National Center for Pavement Preservation Larry Galehouse, PE, PSLarry Galehouse, PE, PSLarry Galehouse, PE, PSLarry Galehouse, PE, PS Director, National Center for Pavement PreservationDirector, National Center for Pavement PreservationDirector, National Center for Pavement PreservationDirector, National Center for Pavement Preservation April 23, 2013April 23, 2013
- 5. Signed into LawJuly 6, 2012P.L. 112-141
- 8. 9,000 8,000 7,000 6,000 5,000 4,000 2002 2003 200420062005 2007 20092008 2010 201320122011 CenterlineMiles 8,700 4,290
- 9. • Includes urbanand rural principal arterials, and main thoroughfares that carry heavy volumes of traffic, • Most on the state highway system and some are on local roads. • Many of these local roads function as main streets for communities and serve commercial areas and central business districts.
- 10. • New designatedNHS roadways must use AASHTO Green Book standards to meet design expectations required as part of the NHS classification. • Design exceptions are remain an available mechanism in certain situations.
- 11. • Federal lawgives the state DOT authority for selecting projects on the NHS in consultation with local officials. This potentially gives the state DOT a larger role in selecting projects on local roads, though this will likely not require a burdensome process.
- 12. SEC. 1103. DEFINITIONS. (a)Definitions- Section 101(a) of title 23, United States Code, is amended— ‘‘(2) ASSET MANAGEMENT.—The term ‘asset management’ means a strategic and systematic process of operating, maintaining, and improving physical assets, with a focus on both engineering and economic analysis based upon quality information, to identify a structured sequence of maintenance, preservation, repair, rehabilitation, and replacement actions that will achieve and sustain a desired state of good repair over the lifecycle of the assets at minimum practicable cost.’’;
- 13. SEC. 1507. MAINTENANCE Section116 of title 23, United States Code, is amended— (a) Definitions- In this section, the following definitions apply: ‘‘(2) PAVEMENT PRESERVATION PROGRAMS AND ACTIVITIES.— The term ‘pavement preservation programs and activities’ means programs and activities employing a network level, long-term strategy that enhances pavement performance by using an integrated, cost-effective set of practices that extend pavement life, improve safety, and meet road user expectations.’’;
- 14. Sec. 134. MetropolitanTransportation Planning Title 23, United States Code, is amended— (h) Scope of Planning Process. - (1) In general. - The metropolitan planning process for a metropolitan planning area under this section shall provide for consideration of projects and strategies that will – (H) emphasize the preservation of the existing transportation system.
- 15. Sec. 134. MetropolitanTransportation Planning Title 23, United States Code, is amended— (i) Development of Transportation Plan. - (2) Transportation plan. - A transportation plan under this section shall be in a form that the Secretary determines to be appropriate and shall contain, at a minimum, the following: (G) Capital investment and other strategies. - Capital investment and other strategies to preserve the existing and projected future metropolitan transportation infrastructure and provide for multimodal capacity increases based on regional priorities and needs.
- 17. Traditional Alternative D.I. –is distress index, a measure of pavement condition. Scale values: 100=no distress, 50=when reconstruction is required. R.S.L. – is remaining service life, the time remaining that a pavement can be preserved. ACTIVITY D.I. (Before) D.I. (After) AGE LIFE EXTEND (Years) R.S.L. (Years) COST (Lane-Mile) COMMENTS New Construction 100 0 25 $508,000 $ 21,000 Construct Cost User Cost Reconstruct 49 0 25 25 $ 463,000 $ 19,000 Construct Cost User Cost Total $ 971,000 $ 40,000 Construct Cost User Cost
- 18. Traditional Alternative Analysis Period– 25 yr. Construction = $ 508,000 per lane mile Preservation = $ 0 per lane mile Salvage = $ 0 per lane mile Total Cost = $ 508,000 per lane mile Analysis Period – 25 yr. Construction = $ 508,000 per lane mile Preservation = $ 0 per lane mile Salvage = $ 0 per lane mile Total Cost = $ 508,000 per lane mile (Remaining Service Life = 0 years)
- 19. Preservation Alternative ACTIVITY D.I. (Before) D.I. (After) AGE LIFE EXTEND (Years) R.S.L. (Years) COST (Lane-Mile) COMMENTS New Construction100 0 25 $ 508,000 $ 12,600 Construct Cost User Cost Crack Sealing 89 94 5 2 22 $ 5,162 $ 350 Construct Cost User Cost Thin Overlay 79 0 10 8 25 $ 40,808 $ 350 Construct Cost User Cost Crack Sealing 84 92 14 1 22 $ 5,162 $ 350 Construct Cost User Cost Slurry Seal 67 0 20 5 21 $ 16,935 $ 700 Construct Cost User Cost Chip Seal 86 93 25 2 18 $ 12,582 $ 350 Construct Cost User Cost Total $ 588,649 $ 23,100 Construct Cost User Cost
- 20. Preservation Alternative Analysis Period– 25 yr. Construction = $ 508,000 per lane mile Preservation = $ 80,649 per lane mile Salvage =($ 333,360) per lane mile Total Cost = $ 255,289 per lane mile Analysis Period – 25 yr. Construction = $ 508,000 per lane mile Preservation = $ 80,649 per lane mile Salvage =($ 333,360) per lane mile Total Cost = $ 255,289 per lane mile (Remaining Service Life = 18 years)
- 21. Comparison Cost Preservation Alternative– 25 yr. Total Cost = $ 255,289 per lane mile Preservation Alternative – 25 yr. Total Cost = $ 255,289 per lane mile Traditional Approach – 25 yr. Total Cost = $ 508,000 per lane mile Traditional Approach – 25 yr. Total Cost = $ 508,000 per lane mile Alternative Savings = $ 252,711 per lane mileAlternative Savings = $ 252,711 per lane mile
- 22. Social ResponsibilityEcologyEconomy Sustainable Development €$ % + Sustainability meansmeeting present needs without compromising the ability of future generations to meet their needs.
- 23.
- 24.
- 25.
- 31. 0 1 2 3 4 5 0 5 1015 20 25 Remaining Service Life (years) PercentofNetwork 6
- 32. 0 1 2 3 4 5 0 5 1015 20 25 Remaining Service Life (years) 6 7 8 PercentofNetwork
- 33. • Must know: –Available Budget – Lane Miles of Network – Unit Costs of Work Types – Design Life of Reconstruction & Rehabilitation Work Types – Life Extensions of Pavement Preservation Treatments
- 34. • Inventory • Trafficvolume and load • Pavement condition • Drainage • Maintenance
- 35. Preservation Treatments Appliedto HMA Pavements Treatment Treatment Life (yr.) Life Extension (yr.) Rejuvenator* NA 3 - 6 Surface Sealer 0 - 1 2 - 4 Crack Sealing 3 - 8 2 - 4 Crack Filling 2 - 4 1 - 3 Slurry Seal 4 - 5 3 - 5 Micro Surfacing - Single 3 – 6 3 - 5 Micro Surfacing - Double 4 - 7 4 - 6 Chip Seal - Single 3 – 7 5 - 6 Chip Seal - Double 5 – 10 8 - 10 Ultra-thin Bonded Wearing 7 – 12 NA Dense Graded Thin HMA 5 - 12 NA Open Graded Thin HMA 6 - 12 NA Hot In-place Recycling 6 - 10 NA Cold In-place Recycling 6 - 10 NA * Only certain rejuventors were considered
- 36. Treatment Good Condition (PCI=80) Fair Condition (PCI=60) Poor Condition (PCI=40) Crack Fill 1- 3 0 - 2 0 Crack Seal 2 - 4 1 - 3 0 Fog Seal 2 - 4 0 - 1 0 Chip Seal 5 - 6 3 - 5 0 - 3 Micro-Surfacing 4 – 6 3 - 5 1 - 4 Thin HMA 4 - 10 3 - 7 2 - 4
- 37.
- 38. PMS Data Point Very Good Good Fair Poor Very Poor Time(Years) PMS Data PointPMS Data Point Measured Life ExtensionMeasured Life Extension
- 39. Simply stated itis the: “right” treatment on the “right” road at the “right” time by the “right” people
- 40. • Other potentialcriteria – Availability of qualified contractors – Availability of materials – Time (of year) of construction – Pavement noise – Facility downtime – Surface friction
- 42. Conditions Addressed • Oxidation •Maltine Replenishment • Moisture Infiltration 100 0 50 100 - 85 IRI <95 Limitations • Initial Low Skid Costs (yd2) $0.80 – 0.95
- 44. Conditions Addressed • Oxidation •Asphalt Film Thickness • Initial Raveling • Moisture Infiltration 100 0 50 95 - 75 IRI <95 Limitations • Initial Low Skid Costs (yd2) $0.25 – 0.45
- 46. Conditions Addressed • WaterInfiltration • Incompressibles Primary Working Cracks • Transverse cracking • Reflective cracking 100 0 50 95 - 80 IRI <95 Limitations • Must have Clean & Dry Reservoir Costs (yd2) $0.55 – .90
- 48. Conditions Addressed • WaterInfiltration • Incompressibles Non-Working Cracks Secondary Cracks • Longitudinal cracking • Minor block cracking 100 0 50 90 - 75 IRI <95 Limitations • Potential Hot Weather Tracking Costs (yd2) $0.55 – .90
- 50. Conditions Addressed • MoistureInfiltration • Longitudinal cracking • Transverse cracking • Raveling • Friction Loss 100 0 50 85 - 70 IRI <95 Limitations • Opening to Traffic Dependent on Set-Time Costs (yd2) $1.75 – 2.50
- 52. Conditions Addressed • MoistureInfiltration • Longitudinal cracking • Transverse cracking • Raveling • Friction Loss • Bleeding • Rutting 100 0 50 85 - 70 IRI <95 Limitations • Mixture subject to reflective cracking Costs (yd2) $2.00 – 5.00
- 54. Conditions Addressed • MoistureInfiltration • Longitudinal cracking • Transverse cracking • Block cracking • Friction Loss • Bleeding 100 0 50 85 - 70 IRI <95 Limitations • Longer set time Costs (yd2) $1.50 – 2.50
- 56. Conditions Addressed • Longitudinalcracking • Transverse cracking • Block cracking • Raveling • Friction Loss • Bleeding • Roughness 100 0 50 85 - 65 IRI <95 Costs (yd2) $10 – $14 Limitations • Cost
- 58. Conditions Addressed • Longitudinalcracking • Transverse cracking • Block cracking • Raveling • Friction Loss • Bleeding • Ride • Splash/Spray (OGFC) 100 0 50 80 - 60 IRI <120 Costs (yd2) $6 – $8 Limitations • Cost
- 60. Conditions Addressed • Longitudinalcracking • Transverse cracking • Block cracking • Raveling • Friction Loss • Bleeding • Ride • Corrugation 100 0 50 80 - 65 IRI <170 Costs (yd2) $1.60 – 2.60 Requires Forensics of Existing Pavement
- 62. Conditions Addressed • Longitudinalcracking • Transverse cracking • Block cracking • Raveling • Friction Loss • Bleeding • Ride • Corrugation • Rutting 100 0 50 75 - 60 IRI <190 Costs (yd2) $8 – $14 Requires Forensics of Existing Pavement
- 63. Please visit uson the web at www.pavementpreservation.org Larry Galehouse, P.E., P.S. Director National Center for Pavement Preservation 2857 Jolly Road Okemos, Michigan 48864 (517) 432-8220 • Fax: (517) 432-8223 email: galehou3@egr.msu.edu www.pavementpreservation.org www.tsp2.org