Pavement Management Perspective on Integrating Preventive Maintenance into a Pavement Management System

Abstract

Many transportation agencies use pavement preservation programs to manage their pavement assets cost-effectively. One important aspect of pavement preservation is the use of preventive maintenance treatments to improve the functional condition of the network and retard the overall rate of deterioration. Because preventive maintenance treatments are less expensive than resurfacing or reconstruction projects, a preventive maintenance program can provide a cost-effective means of meeting pavement performance goals. Pavement management systems support pavement preservation strategies in important ways. They assist in identifying and prioritizing preventive maintenance needs, justifying funding levels, and evaluating the long-term impacts of various preservation strategies. To date, many agencies have operated preventive maintenance activities in isolation from pavement management programs. However, many potential benefits can be gained from the closer integration of these two activities. A transportation agency that wishes to integrate preventive maintenance and pavement management might be required to make several changes. Specific technical areas in which changes might be needed include condition surveys and condition index calculations, pavement performance models, treatment rules, and program development. In addition, several institutional issues must be addressed to successfully integrate the two programs. Examples from state highway agencies illustrate possible solutions.

Modelling maintenance scheduling strategies for highway networks

“…Every single maintenance activity is nonpreemptive and start only once during the entire maintenance period. Since worst-first (WF) is the most widely used highway maintenance strategy [ 39 ], we adopt the WF maintenance strategy in this study, which makes the precedence relationship among the maintenance activities as start-to-start (SS) for all the maintenance activities and finish-to-start (FS) for the maintenance activities assigned to the same engineering team. We define the coping abilities of engineering teams as renewable resources, which cannot be shared among the maintenance activities simultaneously, i.e., every single engineering team cannot deal with more than one maintenance activity at the same time.…”

A Review of PMS Treatment Selection Techniques with Comparative Analysis with QTMR Technique

“…Surveys undertaken in 1995 [27] and 2003 [26] indicate that although utilizing an optimisation process achieves a 10 to 20 percent gain in efficiency over a prioritisation process [24], few highway agencies utilise optimisation [27].…”

Creating Rutting Prediction Models through Machine Learning Techniques Utilizing the Long-Term Pavement Performance Database

“…Predicting pavement behavior throughout its lifecycle is crucial to ensure timely repairs and reduce maintenance costs. By developing reliable distress/performance prediction models, the heart of the PMS system, the rate of pavement deterioration can be quantified, and maintenance and rehabilitation operations can be defined in a cost-effective and budget-supported manner [4][5][6]. This approach aligns with the primary objective of the PMS, which aims to establish the most efficient policies for M and R operations.…”