Tying the Cycle of Design, Construction and Performance TogetherRobert Rodden, P.E.www.robertrodden.com

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Evaluation of Concrete Pavements

Parallel Distress Modesfor Each Alternate Design 1

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The Cycle in Action!

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Optimization of Design and Cost Balance is Possible 1

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Efficiency of the System is Dependent on the Cycle 1

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Field-Based Performance Models Performance Model-Based Design

Design-Driven, Life-Cycle Cost Optimized Section Gets Constructed

Still Not Convinced to Start a PMS?• “The Seven Stallers” by Katie Zimmerman, P.E. and Dave Peshkin, P.E. from 2003 Roads & Bridgeshttp://www.fhwa.dot.gov/pavement/preservation/ppc0619.cfm

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1) We can't start a preventive maintenance program until our backlog is gone

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• Any agency that has inadequate funding to address its pavement rehabilitation and reconstruction needs is faced with the challenge of a continuously growing backlog of identified, but unfunded, projects

• Eventually, a preventive maintenance program results in dramatically different network conditions because of the reduced rate in which the backlog grows with preventive maintenance

2) We're already using preventive maintenance treatments

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• Many agencies report they are already using the types of treatments normally included in a preventive maintenance program

• The key to the use of these treatments as part of a preventive maintenance program is the early application of the treatment before major structural deterioration has taken place

• For most agencies, the early application of pavement preventive maintenance treatments represents a marked difference in the way road networks are managed

• Agencies with preventive maintenance programs in place are including preventive maintenance treatments as part of a planned strategy to slow the rate of pavement deterioration, thereby deferring the need for rehabilitation

3) It can't be cost-effective if you're applying treatments more frequently

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• A preventive maintenance program requires the early application of treatments, while roads are still in relatively good condition; can this be cost-effective in a life-cycle cost framework?

• Consider comparison to the right:

� Strategies A and B have the same initial cost

� Strategy A = less frequent, larger rehab costs

� Strategy B = higher annual maintenance costs

� Strategy B = more frequent, smaller rehab costs

� Strategy B has lower life-cycle cost! (@ 20 yranalysis period and 4% discount rate, present worth (PW) is $489,480 for A and $443,435 for B)

STRATEGY A

STRATEGY B

4) Decision-makers will never support this type of program

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• Once an agency can demonstrate the cost effectiveness of preventive maintenance to decision-makers, it is easier to convince these individuals of the benefits associated with such a program

• Consider the following when promoting preventive maintenance program to management:

� Don't oversell the program – use realistic, conservative estimates

� Remember that it takes time for the benefits to be realized – GA DOT = 15 yrs

� Communicate the preventive maintenance concept in terms that decision-makers can understand – we don’t wait until engine stops to service car!

� Set goals for the program - establish clearly defined, measurable goals that can be achieved within a stated timeframe (e.g., at least 70% of the pavement network in good condition within a five-year period)

5) Preventive maintenance is solely the responsibility of the maintenance department

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• A preventive maintenance program must be supported by individuals at all levels of the organization to be successful� Policy makers must dedicate funding to support the preventive maintenance program and managers can promote the preventive maintenance philosophy within the organization, support the program among political factions and provide the resources needed to embrace the philosophy within the organization

� Designers should consider the effect of pavement designs on maintenance needs and pavement performance

� Pavement management should incorporate preventive maintenance treatments into the analysis of pavement maintenance and rehabilitation needs for planning and programming activities

� Research can provide information on the optimal timing of preventive maintenance treatments based on agency performance studies

� Construction can help ensure that the quality of preventive maintenance treatments is incorporated into the construction activities

� Planning and programming can help ensure that preventive maintenance treatments are applied on a timely basis

6) The public will never understand why we're working on good roads

• Where there is a general mistrust of government and public employees, having treatments applied to roads in good condition will only further fuel that feeling; this is especially true if there are still plenty of roads in poor condition that are not being treated

• Since the public also wants government to be accountable, perhaps the best way to fend off the anticipated negative public response is to promote preventive maintenance among civic groups, special interest groups and the general public through presentations at meetings, press releases and material placed on the Internet – this is essentially a public relations campaign

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7) Our agency can't afford this type of a program

• In reality, your agency can't afford NOT to consider a pavement preventive maintenance program as a strategy for preserving its investment in its transportation assets

� Preventive maintenance programs have been shown to reduce the overall cost of preserving the pavement network

� Additional benefits also have been realized in terms of improved safety, better network conditions and higher customer satisfaction

• Several agencies have successfully implemented preventive maintenance programs without levying additional taxes but the benefits might be realized more slowly without additional funds

• Many agencies have funded their preventive maintenance programs with new funds obtained through increased taxes or the reallocation of funds from other sources

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Questions?Robert Rodden, P.E.www.robertrodden.com