presentation by: •bill weiss, p.e. - airtap · •presentation by: •bill weiss, p.e....

• Presentation by: • Bill Weiss, P.E.

• September 29, 2009

Expanding the Realm of Possibility

  Pavement Management defined   Why consider Pavement Management   Mn/DOT’s Airport Pavement Management System   Airport Report contents   Observations

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  A systematic and objective approach used to:   Track pavement inventory

Expanding the Realm of Possibility

  A systematic and objective approach used to:   Track pavement inventory   Assess the condition of a pavement network

Expanding the Realm of Possibility

  A systematic and objective approach used to:   Track pavement inventory   Assess the condition of a pavement network   Identify current and projected repair needs

Expanding the Realm of Possibility

  A systematic and objective approach used to:   Track pavement inventory   Assess the condition of a pavement network   Identify current and projected repair needs   Develop a prioritize repair strategy with the objective of

optimizing spending

Expanding the Realm of Possibility

  A systematic and objective approach used to:   Track pavement inventory   Assess the condition of a pavement network   Identify current and projected repair needs   Develop a prioritize repair strategy with the objective of

optimizing spending   It is a network level planning tool

Expanding the Realm of Possibility

  The main objective for any Pavement Management System is to apply the right treatment, at the right time, to the right pavement.

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The Pavement Management System is NOT intended to:   Replace the sound engineering judgment of decision

makers (black box syndrome)   Provide detailed design information

  Network-level vs. Project-level   Remain a static database   Provide a “worst first” management approach for project

selection

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  Pavement Condition Index (PCI)   Prepare Maintenance and Repair (M&R) budget scenarios

  Maintenance work plans (crack sealing, patching, etc)  Type of repair, location, quantity, cost

  General CIP budget requirements  state level  individual airport  approx. project $ need

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0%

10%

20%

30%

40%

50%

60%

70%

80%

90%

100%

2014 2015 2016 2017 2018

Perc

ent A

rea

by P

CI R

ange

Year

PCI 86 -100

PCI 71 - 85

PCI 56 - 70

PCI 41 - 55

PCI 26 - 40

PCI 11 - 25

PCI < 10

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  Pavements represent a huge capital investment   Economic environment

  Make best use of every dollar spent   Cost-effective approach for tracking critical infrastructure

  Constant state of deterioration   Accountability and stewardship

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  Satisfy Federal grant assurances   Public Law 103-305   “effective maintenance management system”

 Pavements constructed or repaired using Federal funds

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  Maximize serviceability, minimize cost   Pay-me-now-or-pay-me-later proposition   Three main approaches:

  Ad hoc – based only on past practice   Present condition – only one repair type

considered   Life cycle - balance available money against

predicted condition

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  All pavements deteriorate with time

  Preventive maintenance extends pavement life

  Major repairs become necessary when serviceability is no longer acceptable

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  Pavement in poor condition costs more to repair than pavement in good condition

  Pavement often remains in good condition until near the end of its service life

  Ideal time to repair is near the end of a pavement’s service life but before major deterioration takes place

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Excellent

Failed Age

Critical PCI Level

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  Contains 102 airports (over 82,000,000 SF of pavement)   Has been periodically updated since early 1990’s   ARA is in 2nd year of a 3-year update cycle

  Approximately 1/3 of the airports are inspected each year   Data resides in a pavement management software called

“MicroPAVER”

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  Collect sources of pavement history information   Construction project information since last inspection   Past engineering reports   Maps, aerials

  Seeking:   Year of construction/maintenance   Layer characterization (type, thickness)   Project limits   Design details

  Begin contacting airports regarding pavement inspections

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  Network Group of related pavements Entire airfield

  Branch Readily identifiable piece of pavement Usually referred to by name

•  "Runway 17-35" •  "Taxiway A"

  Section Pavement with similar history, structure, condition, and traffic

Recommendations of APMS at this level

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  RY1533 – Runway 15/33   PTA – Parallel Taxiway A   PPTA – Partial Parallel A   CTB – Connector Taxiway B   CTB2X – Connector Taxiway B2 extended   TLA – Taxiway Lane A   APA – Apron A   RTA – Runway turn around or warm-up pad

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  Visual inspection of the pavement surface   FAA (AC 150/5380-6A) and ASTM (D5340) standards

(Pavement Condition Index – PCI)   Based on distress (deterioration)   Repeatable

  Assessment of the current condition   Impact on operations   Structural integrity

  Will be used to predict future condition (PCI)

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Asphalt Distresses Alligator Cracking

Bleeding Block Cracking

Corrugation Depression

Jet Blast Joint Reflection Cracking

L&T Cracking Oil Spillage

Patching Polishing

Weathering/Raveling Rutting Shoving Slippage Swelling

Concrete Distresses Blow Up

Corner Break LT&D Cracks D-Cracking

Joint Seal Damage Small Patches Large Patches

Popouts Pumping Scaling

Settlement Shattered Slab

Shrinkage Cracks Joint Spall

Corner Spall

Expanding the Realm of Possibility

Asphalt Distresses Alligator Cracking

Bleeding Block Cracking

Corrugation Depression

Jet Blast Joint Reflection Cracking

L&T Cracking Oil Spillage

Patching Polishing

Weathering/Raveling Rutting Shoving Slippage Swelling

Concrete Distresses Blow Up

Corner Break LT&D Cracks D-Cracking

Joint Seal Damage Small Patches Large Patches

Popouts Pumping Scaling

Settlement Shattered Slab

Shrinkage Cracks Joint Spall

Corner Spall

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  Inspectors walk the pavement   Golf cart to move around airfield

  Monitor UNICOM frequency   Work on a “give way” basis

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  Organizing and summarizing data collected during data collection (Tasks 1 and 2).

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  Develop/review the following decision models:   PCI prediction models (future PCI)   Critical PCI levels   Priority matrix (which pavements are more important)   Maintenance policies (what to do when)   Unit costs for M&R treatments

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  Developed from historical pavement data and measured PCI

  Group together pavement “families”   Used to estimate future PCI (not distress)

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  Near Term Maintenance (within 1 year from inspection)   Crack sealing, patching, surface treatments, etc.

 PCI does not return to 100   Slow pavement deterioration   Performed annually

  Major Rehabilitation (projected 5-year plan)   “Level” of work equivalent to overlays or reconstructs

 PCI returns to 100   Next step is CIP collaboration; further study to determine

“Type” of work

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  Estimate of work quantities and costs reported:   By pavement section   By treatment type

  Most cost-effective if applied to pavements in generally good condition   PCI > 50   Little or no structural distresses

  Compare with CIP for that area of pavement   Adjust unit cost of treatments to local values   Work quantities are time sensitive (valid for 1 year from

inspection)

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  Identifies sections in need of substantial repairs   Compare to CIP for airport   Future project-level study

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  A – Airport maps   B – Pictures   C – PCI Distress Report   D – PCI Distress Identification   E – Maintenance and Major Rehabilitation Policies   F – Localized Maintenance Recommendations   G – Maintenance Repair Guidelines

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• (Last page of report)

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surface treatment

PCI = 84

no surface treatment

PCI = 33

Expanding the Realm of Possibility

Bill Weiss 217-356-4500 wweiss@ara.com

• If you choose to perform Maintenance, this is the annual cost

• If you choose to perform Major Rehabilitation, find projected PCI for section above, find unit cost for that PCI level (table 5); multiply unit cost x area of section = project cost

Expanding the Realm of Possibility

• Major M&R for CTA-02 & APA-02 (year 1) • Major M&R for APB-01 (year 3)