Holistic Pavement Management – Experiences with Performance Based Pavement Management in Australia and South Africa PA Olivier – Dynatest Africa / Jeffares & Green S Emery – Kubu Australia E Horak – Kubu Consulting / E Horak & Associates P Pretorius – Bakwena Platinum Corridor Concessionaire

Outline Background Development of Performance Based Contracts Typical Pavement Management Process Experience with Performance Based Contracts  Western Australia  South Africa Way forward

Background Initially Pavement Management Systems (PMS) were paper based with large amounts of human input Today PMS’s are very advanced using sophisticated models Easy to believe that they provide all the answers

Development of Performance Based Contracts Gradual shift of risk to supplier Past – traditional road authority was a provider of services New model – road authority expertise in asset management and procurement of services –Road authority evolved from expert supplier to informed purchaser Many road authorities have adopted performance contracts or specifications for road maintenance

Development of Performance Based Contracts....(2) Performance Contracts termed : –Product Performance Guarantee System (PPGS) –Performance Specified Maintenance Contract (PSMC) –Outcome based contracts –Term network contracts –Toll Concession contracts All have a time elements (2 – 30 years)

Risk Performance Contracts

Typical Pavement Management Process Data Collection Criteria Analyses Performance Prediction Economic Analysis Optimisation Provisional Works Program Panel Inspection Works Program Detail Design Construction Supervision As Built Information Database

Performance Based Contracts Western Australia Experience Term Network Contract (TNC) 10 years term Short term maintenance requirements –Pothole patching, road signs, guardrails, grass cutting, stormwater system cleaning etc.. Long term asset condition requirements –Roughness, rutting, structural condition etc. Contractor paid a lump sum to deliver the long term asset management and short term road maintenance functions

Western Australia TNC Contracts 8 contracts (1999 – 2001) –2 schedule of rates –6 performance based 10 years term are currently expiring –Of the 6 performance based, only 1 remains intact –Other 5 converted to a cost-plus model State of roads are way below expectation

WA Auditor General Report (2009) Contracting of road maintenance has not delivered the expected results Roads are at increased risk of structural failure because levels of planned maintenance have declined over the past 10 years – resurfacing by 30 per cent and rebuilding by 80 per cent.

WA Auditor General Report (2009) Planned maintenance has declined, mainly because the road maintenance contracts did not adequately specify road condition measures that would deliver the necessary planned maintenance. Responsibility for any deterioration in the road network was not effectively transferred to the contractors

Annual Spending on TNC’s

TNC 8 Network 1000 carriageway kilometres Perth – north from city Freeways, major urban arterials, minor urban atrterials and rural roads

Management & modeling of the structural condition of network Maximum deflection Radius of curvature Roughness Rutting Cracking index Strength restoration measure

Describe the condition for each road link –Base line (condition at bid time) –Worst case condition –Targets at end of contract Asset Condition Profiles

Asset Condition Profile

Data Collection Issues Problems with data consistency and registration 100 m PMS sections Deterioration models calibrated for each 100 m Acceptable calibration: – 8% for roughness – 25% for rutting

Calibrating Performance

Deflection Measurements

Difficulties in Modeling Urban Networks Stormwater Grates / Grids Intersections Geometrics Asphalt / Seal joint at intersections “Stop / Start” non-existent roughness

Stormwater Grates / Grids

Asphalt/Seal at Intersections

Asset Condition Profiles Targets were computer generated No cognizance of problems identified – nett result was: –required large amounts of work to be done for no good reason We brought in open book processing and combined “panel” inspection to deal with anomolies

Performance Based Contracts – South African Experience Toll Concession Contract 30 years term Short term maintenance requirements –Pothole patching, road signs, guardrails, grass cutting, stormwater system cleaning etc.. Annual asset condition requirements –Roughness, rutting, cracking etc. End of Contract Asset Condition (min. structural remaining life etc.) Concessionaire paid via toll collection

Some Contract Details Long Term contracts 3 phases of performance – first 3 years, middle 24 years, and final 3 years During middle 24 years performance criteria are typically functional and visual Last 3 years substantial structural remaining life has to be provided Limited ability to juggle programmes & budgets

Pavement Indicators Assumption is that Structural performance reflected in Functional parameters eg. Roughness, rutting, visual condition –Not Always - these indicators are re-active Management of network is pro-active Requires the combining of sophisticated modeling with engineering judgement –Panel inspection (living with the road)

Way Forward PMS’s model things that are quantifiable –But they cannot deal with uncertainty Challenge is how do we deal with this uncertainty: –In the past road authorities could juggle programmes, budgets and priorities –More difficult in performance contracts

Way Forward …(2) In Australia, it took exceptional relationship management to involve the road authority to identify anomalies and uncertainties In SA, one must not rely on programmes & functional criteria alone – need to continually re-asses complete pavement performances

Way Forward …(3) Typically Contractors & Financiers lead these contracts: –Deal with uncertainties: ongoing holistic pavement management processes with input from experienced engineers –Success relies on soft issues such as trust and openness

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