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

2. 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

3. 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

4. PAVEMENT MANAGEMENT SYSTEM
Overview

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

6. 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.“

7. 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!

8. 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.

9. 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

10. 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.

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

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

13. Choosing What’s Right for YOU

14. 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

15. PMS DATA
REFERENCE SYSTEMS
Support for PMS

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

17. 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)

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

19. 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.

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

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

22. 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.

23. DATA COLLECTION

24. 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)

25. 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

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

27. 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

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

29. 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)

30. 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

31. 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

32. 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

33. 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 * * * *

34. 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

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

36. 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

37. 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

38. Performance Analyses

39. 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

40. 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

41. 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)

42. Distress Identification Manual
for the Long-Term Pavement Performance Program
NJDOT Version

43. Pavement Models

44. 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

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

46. Economics Analyses
Reporting

47. 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 - - - -

48. 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

49. Sophistication
Ranking
Prioritization
Optimization
Increasing
Level of
Sophistication

50. 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

51. 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

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

53. You never have enough fish!

54. 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

55. 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

56. 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

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

58. 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

59. 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

60. Data Storage
Terabyte Mountain
1 Terabyte = 1,024 Gigabytes

61. IMPLEMENTATION

62. 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

63. Barriers to Implementation

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

65. FEEDBACK LOOP

66. 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

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

68. 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

69. 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

70. 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

71. 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

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

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

74. 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

75. 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

76. 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

77. Questions?
cait.rutgers.edu/prp 77