PMS: PUTTING THE DATA TO WORK. Judith Corley-Lay May 16, 2016
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1 PMS: PUTTING THE DATA TO WORK Judith Corley-Lay May 16, 2016
2 Outline of Presentation Use of Open graded friction course in NC Data available in PMS Individual performance curves Overall performance of OGFC and FC-2 How we will use the results Broader application
3 Use of friction course in NC
4 Uses Reduction of splash and spray on roadways with high truck traffic and significant passenger car traffic. Reduction of wet weather accidents, especially where land is naturally flat (eastern coastal plain). Two gradations have been used: OGFC and FC-2.
5 Data in PMS
6 PMS data Inventory data Construction history indicates when OGFC or FC-2 is the wearing surface, date of construction. Pavement Condition over 25 years. Only 15 years maximum for OGFC, 13 years maximum for FC-2.
7 Individual performance curves
8 Each project length evaluated. Plotted pavement condition rating versus survey year. 110 OGFC Perform I-40 WB Pender Co. 100 Pavement Condition Rating Survey Year
9 Not all data is easy 110 OGFC Perform. I-40 WB Pender 100 Pavement Condition Rating Survey Year
10 Overall performance
11 OGFC- All sections combined 120 OGFC Performance- All 100 Pavement Condition Rating Years since placement
12 OGFC Performance 110 Average OGFC PCR 100 average PCR This graph takes all the PCRs with the same time since construction and averages them together. moving average # of years since construction
13 FC-2 Performance 110 FC-2 Average PCR 100 Pavement Condition Rating Years since placement
14 FC-2 Performance 110 FC-2 Average Performance 100 Pavement condition rating Time since placement
15 Using the results
16 Uses Life cycle cost analysis for pavement design Life cycle cost analysis for system (would need similar work for multiple treatments) Informing choices made by field divisions.
17 Broader Application
18 Transportation Asset Management Must be data based. Must use PMS or other data source to identify life of treatments. NCDOT has used our data to look at performance, or time to treatment for flexible pavements based on climate region, use of UTBWC on jointed pavements and other treatments. This will be included in our TAMP calculations.
19 MY CONTACT INFORMATION: Thank you for your attention.
20 QUESTIONS?
21 USING PMS DATA FOR PERFORMANCE MANAGEMENT IN AN MPO Sui Tan, PE Metropolitan Transportation Commission TRB Webinar: Using PMS Data to Meet Agency Needs, May 16, 2016
22 SAN FRANCISCO METROPOLITAN REGION POPULATION = 7.4 MILLION 9 COUNTIES 100 CITIES 43,000 LANE-MILES OF LOCAL STREETS & ROADS 6,850 LANE-MILES OF STATE HIGHWAY (CALTRANS) 23 TRANSIT AGENCIES 7 TOLL BRIDGES One MPO - Metropolitan Transportation Commission 2
23 REGIONAL TRANSPORTATION PLAN (RTP) 3
24 LOCAL STREETS & ROADS NEEDS ASSESSMENT: Answer how much we need to invest as a region for Pavement Non-Pavement Local Bridges Facilitate Regional Transportation Plan (RTP) discussion and funding policies Are easy due to exclusive use of a common PMS by Bay Area jurisdictions 4
25 28-YEAR NEEDS ASSESSMENT ($ in millions) County Avail. Revenues Pavement Needs Non-Pavement Needs Total Capital Needs Total Remaining Capital Needs Alameda $ 2,148 $ 3,715 $ 4,082 $ 7,798 $ 5,650 Contra Costa $ 2,915 $ 3,111 $ 2,674 $ 5,786 $ 2,871 Marin $ 655 $ 865 $ 641 $ 1,506 $ 852 Napa $ 219 $ 1,087 $ 429 $ 1,516 $ 1,297 San Francisco $ 2,299 $ 2,416 $ 2,363 $ 4,778 $ 2,480 San Mateo $ 1,440 $ 1,929 $ 1,984 $ 3,913 $ 2,473 Santa Clara $ 3,374 $ 5,776 $ 5,118 $ 10,894 $ 7,520 Solano $ 488 $ 1,906 $ 1,289 $ 3,195 $ 2,707 Sonoma $ 994 $ 3,699 $ 1,319 $ 5,018 $ 4,023 REGION $14,500 $24,500 $20,000 $44,500 $30,000 5
26 REGIONAL INVESTMENT POLICY Performance-based planning approach long-standing fix it first maintenance policy 6
27 Long Range Regional Transportation Plan 2035 For Local Streets & Roads: Performance Target: PCI =75 7
28 BAY AREA LOCAL STREET AND ROAD CONDITIONS 70 San Francisco Bay Area Pavement Conditions PCI
29 OUTCOME-DRIVEN PERFORMANCE MEASURE Easy to compute formula No advantage or disadvantage due to age of network, current PCI or annual budget size Data extracted from StreetSaver databases Promotes pavement preservation principles Replaces Maintenance of Effort Shifts from worst first to preventive maintenance 9
30 PERFORMANCE-BASED FUNDING ALLOCATION 10
31 KPI: PAVEMENT PRESERVATION INDEX What is the effort toward pavement preservation? 11
32 DATA QUALITY MANAGEMENT PLAN Consultant prequalification Quality control plan - before, during, and, after production Quality acceptance Rater Certification Program 12
33 QUALITY ACCEPTANCE 3rd Neutral Party California Pavement Preservation Center: Verifies quality control plans (QCP) adopted by contractors Audits QCP results to ensure contractors are meeting the requirements Conducts on-project site audits Survey sample sections previously rated by contractor 13
34 PRE-QUALIFICATION TEST SITES 14
35 GARBAGE IN GARBAGE OUT 15
36 JUST REMEMBER If it wasn t documented, it didn t happen! 16
37 CALIFORNIA STATEWIDE LOCAL STREETS & ROADS NEEDS ASSESSMENT 17
38 WHAT ARE FUNDING SHORTFALLS? 18
39 19
40 DELAY RESULTS IN EXPONENTIAL GROWTH OF DEFERRED MAINTENANCE Napa County & Jurisdictions Pavement Condition & Deferred Maintenance County-Wide Deferred Maint w/measure County-Wide Baseline Deferred Maint County-Wide PCI w/measure $1,800 $1,600 $1, Pavement Condition Index $1,200 $1,000 $800 $600 $400 $200 $- (Millions) Year 20
41 NAPA COUNTYWIDE ROAD MAINTENANCE ACT ~$300 million over 25 years Dedicated funding: 99% Local Streets Maintenance 1% Administration 75% YES votes 21
42 SUI TAN, PE StreetSaver Program Manager MTC
43 Performance Measures for Pavement Management David Luhr Pavement Management Engineer Washington State DOT 1
44 Performance Management in MAP-21 Title 23, U.S.C. 2
45 1958: The concept of pavement performance was developed How does the public perceive the quality of a road? Highway Research Board
46 Haas, et al,
47 Performance Measures within what Context? Historical? Future Projection? Project Level? Network Level? Agency Perspective? User Perspective? 5
48 Performance Measures as Tools in Pavement Management Decision Support - What, When, and How for pavement decisions Accountability & Communication - achieving standards, reports to legislature & public - stewardship, protecting infrastructure investment Forecasting Needs & Risks - funding needs, evaluation of risk Learning - continual improvement of methods & procedures 6
49 Cost-Effectiveness the most efficient investment Annual Cost ($ / lane-mile / year of life) Historical Cost of Acceptable Pavement Performance Actual historical cost ($/LMY) Expected Cost of Future Pavement Rehab Projected LCCA ($ /LMY) 7
50 Cost Effectiveness Examples (Avg.) Annual Cost Typical LMY $/LMY * Project Type Cost($/LM) gained (no user $) Reconst (ACP) $900, $66,000 Rehab (ACP) $250, $23,000 Chip Seal $45,000 7 $ 7,500 Crack Seal $5,000 3 $ 1,800 Reconst.(PCCP) $2,500, $116,000 Grinding (PCCP) $150, $13,500 * includes 4% Discount Rate 8
51 9
52 10
53
54 Performance Measures as tools in Pavement Management Decision Support - What, When, and How for pavement decisions Accountability & Communication - achieving standards, reports to legislature & public - stewardship, protecting infrastructure investment Forecasting Needs & Risks - funding needs, evaluation of risk Learning - continual improvement of methods & procedures 12
55 Pavement Performance Measures How well is infrastructure being managed (past and future)? Remaining Service Life (RSL) Asset Sustainability Ratio Accrued cost of deferred maintenance/rehabilitation (Deferred Preservation Liability) 13
56 Preservation Funding 14
57 Remaining Service Life (RSL) Measures the pavement life (years until due for rehabilitation) of each section over the entire network (expressed as % of typical pavement life) Healthy system has remaining service life of percent In an ideal system, the entire system would have an average remaining service life equal to 50% of the total average pavement life 15
58 If Planned Funding continues Remaining Service Life plunges 16
59 17
60 Asset Sustainability Ratio Measures how well WSDOT s pavement replenishment is keeping up with pavement wear. Illustrates how much life was put back into the pavement system verses how much was consumed in a given year (units of lane-mile years). Consumption (for WSDOT flexible pavements) is 16,000 lane-mile years (per year) Target is Ratio of
61 19
62 Deferred Preservation Liability Is an estimate of the funding necessary to address the backlog of deferred pavement rehabilitation Takes into consideration higher costs as pavement condition gets worse (and needs more extensive repair) 20
63 21
64 Performance Measures as Tools in Pavement Management Decision Support - What, When, and How for pavement decisions Accountability & Communication - achieving standards, reports to legislature & public - stewardship, protecting infrastructure investment Forecasting Needs & Risks - funding needs, evaluation of risk Learning - continual improvement of methods & procedures 22
65 Decision Support Pavement Condition Cost-Effectiveness Remaining Service Life Future Historic Project Level Network Level Forecast Needs & Risks Pavement Condition Remaining Service Life Deferred Preservation Liability Accountability & Communication Pavement Condition Asset Sustainability Ratio Cost-Effectiveness Learning Cost-Effectiveness Remaining Service Life Pavement Condition 23
66 David Luhr State Pavement Management Engineer WSDOT Materials Lab (360)
Performance Measures for Making Pavement Preservation Decisions. David Luhr Pavement Management Engineer Washington State DOT
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