Developing a Five-year Maintenance and Rehabilitation (M&R) Plan for HMA and Concrete Pavement Networks

Abstract

In the face of increased demand and exposure to environmental effects, the condition of road pavements continues to decline while resources for their preservation remain limited. Thus, the task of managing pavements has to be done systematically and objectively. This paper outlines the steps involved in developing a multi-year pavement Maintenance and Rehabilitation (M&R) plan. These include: (1) condition assessment; (2) network inventory and database development;(3) identification of pavement sections requiring M&R; (3) needs analysis; and (4) impact analysis. As a case study, the project was performed on the road network inside the Texas A&M University campus that consists of 13.95 miles of roadway, 80% and 20% of which are concrete and HMA pavements respectively. Condition assessment was done according to ASTM D 6433-07 and using the Pavement Condition Index (PCI) as indicator of pavement performance. Data collected were then entered into a database which also contains information on traffic and roadway characteristics. PCI threshold values were established to identify sections that are in need of M&R and the most costeffective treatment based on long-term performance benefit and life-cycle cost was proposed for each project. Candidate projects were then prioritized by ranking based on benefit-cost analysis. The needs estimate provides meaningful information on the total amount of budget required to correct all deficiencies in the network. Finally, the impact analysis is used to determine the impact of a reduced budget on network condition as well as the amount of backlog that needs to be addressed.

Research on the refinancing capital structure of highway PPP projects based on dynamic capital demand

“…In the research on the refinancing capital structure of highway PPP projects, few authors consider the impact of dynamic changes on the demand for pavement maintenance funding on refinancing, and the lack of analysis of the dynamics of the demand for funding mean that the decision-making process of refinancing capital structure is inconsistent with reality. The current research on the management of pavement maintenance mainly focusses on the optimization of pavement performance from a dynamic perspective (Fallah-Fini et al , 2010; Sahin et al , 2014), optimal allocation of multi-objective funds for highways by a two-stage method (Fwa and Farhan, 2012; Meneses and Ferreira, 2012; Elhadidy et al , 2015), or optimal budget allocation based on network-level pavement maintenance optimization (Jesus et al , 2011; Fallah-Fini et al , 2015; Godoy et al , 2015). Research on the relationship between the dynamic demand for pavement maintenance funds and refinancing is scarce.…”

Pavement Distress Identification Based on Computer Vision and Controller Area Network (CAN) Sensor Models

“…Sahin et al [4] pointed out five steps for road maintenance and rehabilitation (M&R): network inventory, condition assessment, needs analysis, project prioritization, and impact analysis. The road conditions monitoring process as a part of M&R ensures that road distresses are identified and addressed prevent further deterioration.…”

Development of a Relationship between Pavement Condition Index and International Roughness Index in Rural Road Network

“…PCI is the custom index for evaluating pavement quality and is a numerical index regarding structural and functional surface distress based on a specified guideline, ranging from 0 for a failed pavement to 100 for pavement in perfect condition [2]. Some studies have utilized PCI in maintenance and rehabilitation planning [3][4][5]. Also, according to the definition of the American Society for Testing and Materials [6], roughness is the deviation of a surface from a planar surface with characteristic dimension and ride quality.…”