1. Pavement Management Asset Management Systems
This 15-minute module defines asset management, makes a case for why it is important, and introduces the resource allocation process used to structure the guide and course.

2. What is Transportation Asset Management?
“An ongoing process of maintaining, upgrading, and operating physical assets cost effectively, based on a continuous physical inventory and condition assessment”
Source: Act 499 of the Public Acts of 2002.
Several agencies at the local, state, and federal level have developed customized definitions for asset management. Michigan has defined asset management as “An ongoing process of maintaining, upgrading, and operating physical assets cost effectively, based on a continuous physical inventory and condition assessment”
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3. New Carpet
$4,000
New Roof
$10,000
Siding
$8,000
Replace Windows
$5,000
New Furnace
$8,000
Landscaping
$3,000

4. Asset management for a car
New Car
Regular oil changes,
Flush radiator
Wash/wax regularly
Repair paint chips
Change belts,
Change transmission fluid

5. Asset management for a car
Aging Car
Charge AC
Repaint
Engine overhaul
New tires

6. Asset management for a car
Old Car
Only critical maintenance
Only critical repair
Not worried about auxiliary features that fail
Keep it running until it can be replaced - minimize cost

7. Not worried about scratches on this one!

8. Innovative Repair Strategies

9. Nuts and Bolts of Asset Management
Pavement Management
Nuts and Bolts of Asset Management
This 15-minute module defines asset management, makes a case for why it is important, and introduces the resource allocation process used to structure the guide and course.

10. Managing Physical Assets
Features of an Asset Management “System”
Inventory
Condition Measure
Prediction of Future Condition
Tools / Metrics for Managing Network

11. Inventory – What do I own?
You can’t manage what you don’t know you own

12. Inventory – What do I own?
Need data on any feature that influences:
Cost to Replace or Maintain
Maintenance or Rehab Treatment Options
Influences Management Decisions
Service Life

13. Inventory – Basics Pavement Type Asphalt Concrete Sealcoat Composite
How many lane miles of each?
How wide are the lanes?
Where are they? – Map

14. Inventory – Others What types of roads are they? – functional class
Maintenance history
Funding qualification
Curb types
Shoulder type and width
Presence of other utilities and general condition
Confining structures (overpass)

15. Condition– What Shape is it In?

16. Condition – Picking A System
Sustainable
Can I afford to collect the data?
Can my staff collect that data or do I have to hire it out?
Can I collect enough data to give me suitable information?
Be descriptive about the asset
Can I make decisions about the asset from the rating?
Can it be understood by staff?
Can I explain it to public and elected officials?
Is the level of data appropriate?

17. Condition Rating – Types of Systems
Ordered State Ratings
Set of criteria which describe a set of discrete, ordered states.
Professional observer judges state and assigns rating.
Usually most cost effective system
Most subject to variability by rater
PASER – Pavement Surface Evaluation and Rating
Maintenance State “Good – Fair – Poor”
MDOT Sufficiency Rating System

18. Condition Rating – Types of Systems
Index System
Set of criteria which relates physical measurements of distress extent and observer opinion of severity to a numeric rating.
Criteria numerically relate distresses to each other.
Usually requires sampling and reliance on statistics to apply over large network
Index levels may not be discrete
Record of distress propagation
PCI – Pavement Condition Index (Micropaver)
MDOT Distress Index

19. Index Rating
Capital preventive maintenance is at the heart of asset management. It is the planned set of cost effective treatments to an existing roadway that retards further deterioration and maintains or improves the functional condition of the system without significantly increasing the structural capacity. These pictures illustrate roads that fall within this category.
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20. Condition Rating – Types of Systems
Measurements of physical aspects
Rutting
Roughness
Skid resistance
FWD data (pavement rigidity)
Crack frequency

21. Why Rate Roads? Anticipate treatment windows – “When to do things”
Condition measure – “What things to do”
Measure of adequacy– “How did that treatment/design work?”
Measure of network change - “Are things getting better or worse?”

22. Prediction – What Shape WILL it be in?

23. Predicting the Future Condition
Past experience / Professional opinion
Rules of thumb
Traffic Volume
Model historical rating data
Forward Looking Models

24. Predicting the Future Rules of thumb
New asphalt pavement last 14 years
5 years after rehab or 2 years after overlay need a crack seal
8 years after resurfacing need seal coat
Overlays last 6 years
Concerns
No calibration
Assumptions are sensitive to error

25. Predicting the Future Traffic Volume Design ESALS
Use traffic counts as measure of remaining service life
Concerns
Assumes construction reflects design
Hard to calibrate to meaningful intervals

26. Modeling Historical Data

27. Modeling Historical Data
Constrained polynomial
Fit progressively higher order polynomials
Constrain so fit line does not have positive slope
Curve Form Fitting
Makes assumptions about general form
Fits curve family to data points

28. Early Estimation - Prescriptive
PASER RATING 10 1 9 8 7 6 5 4 3 21 15 20 25 30
Years Since Construction

29. Modeling Curve Form Fitting
PASER RATING 10 1 9 8 7 6 5 4 3 21 15 20 25 30
Years Since Construction

30. Years Since Construction
Polynomial Fitting
PASER RATING 10 1 9 8 7 6 5 4 3 21 15 20 25 30
Years Since Construction

31. Network Management Tools – Getting Asset Where You Want It To Be

32. Network Level Vs. Project Level
Project: Moving pieces
Network: Winning game
What Mr. Idhammer is hinting at is the difference between succeeding at a network level and succeeding at the project level. The game of chess exemplifies this these ideas. At the project level we have the moves of individual pieces. We can make these moves successfully, moving each piece legally as it was intended by the rules of chess, moving pieces where they won’t be captured immediately. So we can be a success at this level, but that is no guarantee we will win the game, which is the network level. Obviously if we can’t do the project level right, we can never be a success at the network level, just because you are successful at one level does not guarantee a success at the other.
This holds true for pavements. We can be successful at the project level, making sure that all projects are built correctly, with the right materials and built to the correct specifications, but that does not guarantee if we construct every project correctly the network of roads you are responsible for are going to get better there may not be enough miles of work being done or enough types of work being completed to increase the quality of the network. Likewise having a the best asset management plan does little good if you can’t build the projects correctly.

33. Service Cycle How big is the network?
How much of the network do I do work on?
How long will it take to “touch” the entire network?
Is this longer than the expected life of my pavement?
EXAMPLE
500 lane mile road network
Do 10 lane miles of work each year
Takes 500/10 = 50 years to touch all of the network
Asphalt pavement only last 15 years

34. Historical Distribution

35. Winning or Loosing?

36. NCPP Network Condition Health
# Of Lane Miles in your network
Same number of RSL lost each year
How it works . . .
Programmed Activity (reconstruction, chip seal, etc.)
Fix Cost (per lane mile)
Extended Service Life (ESL)
# of Lane Miles Fixed
Result
Lane Mile/ Years per Fix
Total for Entire Network

37. NCPP Process
COSTS
Reconstruction _______ Lane Miles X $300,000 = $______________
Overlay _______ Lane Miles X $80,000 = $______________
Sealcoat _______ Lane Miles X $20,000 = $______________
Crack seal _______ Lane Miles X $4,000 = $______________
TOTAL _________________
For projects with federal funds, agencies must work with MPOs and RPOs.
The purpose of the Local Bridge Program is to help local agencies program bridge projects. More information is available on MDOT’s web site.
Pages 6-2 and 6-3

38. NCPP Process
COSTS
Reconstruction _______ Lane Miles X $300,000 = $______________
Overlay Lane Miles X $80,000 = $ ,000
Sealcoat _______ Lane Miles X $20,000 = $______________
Crack seal _______ Lane Miles X $4,000 = $______________
TOTAL _________________
For projects with federal funds, agencies must work with MPOs and RPOs.
The purpose of the Local Bridge Program is to help local agencies program bridge projects. More information is available on MDOT’s web site.
Pages 6-2 and 6-3

39. NCPP Process Lane Mile-Years Improvement
Reconstruction _______ Lane Miles X 15 Years = _________________
Overlay _______ Lane Miles X 8 Years = _________________
Sealcoat _______ Lane Miles X 4 years = _________________
Crack seal _______ Lane Miles X year = _________________
TOTAL _________________
For projects with federal funds, agencies must work with MPOs and RPOs.
The purpose of the Local Bridge Program is to help local agencies program bridge projects. More information is available on MDOT’s web site.
Pages 6-2 and 6-3

40. NCPP Process Lane Mile-Years Improvement
Reconstruction _______ Lane Miles X 15 Years = _________________
Overlay Lane Miles X 8 Years =
Sealcoat _______ Lane Miles X 4 years = _________________
Crack seal _______ Lane Miles X year = _________________
TOTAL _________________

41. NCPP Network Condition Health MI Example—625 Lane Mile Network
Programmed Activity
Fix Cost per Lane Mile
ESL Years
# of Lane Miles of Fix
Lane Mile Years
Total Cost
Reconstruction
$530,000 15 4 60
$2,120,000
Rehabilitation
$170,000 14 6 84
$1,020,000
Mill & Overlay
$68,000 8 5 40
$340,000
Non Struc. OvL
$32,000 2 7
$224,000
Crack Seal
$4,800 1
$28,800
204
$3,732,800

42. Network Level Strategy Analysis Using Computer Models

43. Is It A Management System? GIS

44. Is It A Management System?
GASB 34
Accounting method
Requires road assets to be reported as “cash value”
Assets must be devalued for age or quality
Results must be reported to federal government

45. Systems Management Adoption
In order for a system to be valued and have longevity it must do the following:
Be part of the agencies business practice,
AND
Work to make a necessary business practice easier,
The time spent supporting the system must be less that the value it provides.

46. Roadsoft Strategy Evaluation
RSL
Miles 15
1.40 14
4.40 13
10.37 12
13.01 11
11.99 10
2.10 9
8.66 8
25.43 7
22.45 6
10.88 5
9.54 4
1.32 3
28.11 2
43.55 1
52.34
11.89
Roadsoft Strategy Evaluation
Segments with similar RSL summed by mileage
Analysis by singular pavement type
Network level (segment history lost)

47. Deterioration Each Year of simulation subtracts one year of RSL
2006
2007
2008 15
1.40 14
4.40 13
10.37 12
13.01 11
11.99 10
2.10 9
8.66 8
25.43 7
22.45 6
10.88 5
9.54 4
1.32 3
28.11 2
43.55 1
52.34
11.89 -1 -2
Deterioration
Each Year of simulation subtracts one year of RSL
Keeps negative RSL categories discrete

48. { Treatment User specified treatments
RSL
2006
2007
2008 15
1.40 20 14
4.40 13
10.37 12
13.01 11
11.99 10
2.10 9
8.66 8
25.43 7
22.45 6
10.88 5
9.54 4
1.32 3
28.11 2
43.55 1
52.30
11.50 -1
43.80 -2
Treatment
User specified treatments
Cost
“Trigger“ range
“Reset” range
Treatments only applied to Trigger range
No candidates, no treatment {
20 MI
Reconstruct