varuors avavTVN ANVaWOD ONIHSTTGNd YAO ® euozy ‘odway, Aussantup] aig euozuy ‘uusourdug aio Jo wounzedeq 1OSS9J0d SIEDOSSY TASA\AINVZ NHOr unsny 3 sexay Jo Ausreatup, UL SuyssouSug [ato Jo weunsedaq 20889}01d 199 10319 “2 NOSCNH GTVNO¥ “M SIA Jo tuounzedogq s0Ss9Jold TuLs09UIBUg POTS “mM WEWION ot SVVH HdTV¥ quoWeseUuR]] yUOWDAR UWIIpOyMALABAR, FLORIDA 32980, CCopyrigh © 1998 by Krieter Publishing Company Contents se. No pat of this book may be reproduced i any form or by any mea including information storage and retrieval systems without Preface xvii PART ONE. THE PAVEMENT MANAGEMENT PROCESS Chapter 1 Introduction to Pavement Management 3 Library of Congress Cataloging-tn-Pubscation Data of the Book 3 2 Historical Background 5 “Modern pavement management’ Ralph Hass Ronad Hudson, John 3 Role of Pavements in Today's Transport System 7 “anlews | 1.4 Types of Pavements & Pom | 1.5 Concept of Pavement Management 10 Ince ibographical reeenes aides ' 1.6 Essential Features of Pavement Management 13. fon—Management. 2. Pavements— | Review Questions 1 gement. 1, Hudson. 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Measutes or Characteristics to Which Criteria Can Be Applied 188 15.3 Factors Affecting Limits, and Some Examples 189 5.4 Effects of Changing Criteria 189 Review Questions 191 Prediction Models for Pavement Deterioration 192 lavification of Performance and Deterioration Prediction 192 16.2 Parameters or Measures to Be Predicted, and the Requirements 192 16.3 Basic Types of Prediction Models and Examples 193 Review Questions 201 Determining Needs 202 17.1 Needs Years and Action Years 202 17.2 Effect of Prediction Model Errors 203, 17.3 A Need Versus Type of Action That Should Be Taken 203 17-4 Graphical and Tabular Portrayal of Needs 204 Review Questions 205 Rehabilitation and Maintenance Strategies 206 8.1 Identification of Alternatives 206 18.2 Decision Processes and Expert Systems Approaches to Identify- ing Feasible Alternatives 207 18.3, Deterioration Modeling of Rehabilitation and Maintenance Alternatives 212 18.4 Costs, Benefits, and Cost-Effectiveness Calculations 214 Review Questions 223 Priority Programming of Rehabilitation and Maintenance 224 19.1 Basic Approaches to Establishing Alternatives and Policies 224 19.2 Selecting A Length of Program Period 226 19.3 Basic Functions of Priority Programming 226 19.4 Priority Programming Methods 228 19.5 Mathematical Programming (Optimization Method) 229 19.6 Examples and Comparisons 231suopsong) MoIA2y 8€€ sainpesoig uBiseq UoREHNGeYON SEE uonsong Maroy SEE suoNBIsprsuOD UBisaq] wawONEY 1919N03 49410 "Lz PEE UBisoq wOWoRIO;UIOY Lz cee uBeq MOE E'ez suouroneg au Jo uStsog femanang Z'¢z sce yeudsy 30 wou! 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Ut suinsos Jauio pur “SsBUTUL “S25S8/2 snOLTEA 0} paytesaid axEY 94 TI. euarous aun jo yor jo asm Soxpur 3! “os BuIOp uj YeuLTOS ajqepuRrsI9puN “UDIYI> ue Ur uoneuuoyur weiefeueW 1uswoxed Sunstx9 aztueRi0 0} sidwarre 4009 24, “suon22s ynjasn ‘wear puy plnous “plats wowaxed au) Jo 2Bpaymouy [eiouad auos Buuisap asoyp 10 Uonouny arenszunpe UE uy 2sotp se yons “si0q0 ‘sioyoseasau pue ss20ulTua SuronoeId Ayaveumiosun eed mewm Pretece ‘One through Four might comprise a reasonable one-semester load. whi of the remaining parts might comprise a reasonable one-semester load for graduate students Because the intent ofthe book is ples, some chapters do n it should be recognized t is a danger of I 9 importance of specific computer programs. etc Consequently, we hav ‘of the chapters. Also. wwe have developed an Instructor's should be useful to those wishing 10 dominate. tc. in both units. But for reasons of pract ‘agencies, and them, have p Ralph Haas W. Ronald Hudson John Zaniewski Part One The Pavement Management ProcessSunevipioos pur Sujuuejd Jo} siseq punos & Se SH JO u;pUNSIOpUN LY & ssa00id 24) jo ued Kressoo0U w se yowsBeuEW 2uianed UO saresTUa>U09 ¥09 SI, ¥OO8 BHL 40 SND04 VL JuoWoseuRPy JuoUAAeg OL uonoNposUy | saideyg‘ The Pavement Management Process pavement research, including a foundation for long-term pavement performance ‘monitoring, f Projections and predictions of the expected future of pavement management ‘worldwide: ideas aze presented on future directions in pavement management and the benefits of more complete implementation. 1.1.1 The Intent of Good Pavement Management Good pavement management is not business as usual, It requires an organized and systematic approach to the way we think and in Pavement management, in its broadest sense, includes ‘the planning and programming, design, construction, maintenance, and rehabil ‘of the pavement portion of a public works program. A pavement management system (PMS) is a set of tools or methods that assist decision makers in finding optimum Strategies for providing and maintaining pavements in a serviceabe condition over a given period of time. The function of a PMS is to improve the efficiency of decision making, expand the scope, provide feedback on the consequences of decisions, fa ithe coordination of within the agency, and ensure the consistency of jons made at different management levels within the seme organization. ‘of a PMS depend on the organi lar agency wi implemented. Nevertheless, an ove jicable framework can be established without regard to such particular departmental organization. This long-term concept of pavement management and also provides guidelines for more immediate application based on existing technology. Pavement management systems can provide several benefits for highway, airport, and other agencies at both the network and project levels. Foremost among these is the selection and implementation of cost-effecnve al struction, rehabilitation, or maintenance is involved, a total PMS can help management achieve the best possible value for the public dollar. agencywide programs of new construction, maintenance, tation are developed which will have the least total cost, or greatest benefit lover the selected analysis period. At the project level, detailed native design, con- ton, maintenance, or rch jcular section or project ‘within the overall program which will provide the desired benefits or service levels at the least total cost over the analysis period. In order to realize the full benefits of such a management system, proper infor- ‘mation for each management level must be collected and periodically updated; decision criteria and constraints must be established and quantified, where possible; alternative strategies must be identified; predictions of the performance and costs of alternative strategies must be made; and optimization procedures that consider the entire paverment life cycle must be developed. Moreover, the proper implementation of all of these inagement activities and the use of the optimum strategies selected are essential to the full realization of benefits. Introduction To Pavement Management 8 1.1.2 Basis of the Book This book addresses t tus of pavement management system (PMS) development and implementation. It is based largely on the work and experience ofthe authors tnisting literatures and interacts» with various people actively involved in pavement tranagement. The inet sto Scribe a tla, long-ierm concep of pavement man- fgement and to provide a framework fr application, Itis lio Intended wo recognize the various functions and activites of peope involved in pavement management, “To major organization management levels andthe people who function a these levels are cons dered ‘© Administrative levels, where decisions are made regarding a program, or set of projects, and the budgets and priorities appropriate to the progrem © Technical management levels, where decisions are mede on ““best"" design, monitoring of in-service pavements, maintenance procedure, ete., for an i dividual project 12 HISTORICAL BACKGROUND We often think of paved highways as beginning with the era of the automobile in the late 1800s. This of course is erroneous, because overland travel has been second only to water travel in the history of the development of the world The first real road builders moved southwestward from Asia toward Egypt [AASHO 52] soon after the discovery of the wheel, about 3500 B.C. Itis not surprising thatthe cradle of civilization was also the cradle of early road building, because roads and population heve always gone together. ‘The Romans were the frst scientific road builders, with the Via Appia, or the “Appian Way,” being initiated in 312 B.C. The oldest, most famous long-distance highway, approximately 1,755 miles long, was named the Royal Road by the Persians. I was constructed over a 4,000-year period, ending in 323 B.C., across Southwest Asia and Asia Minor. Travel time, according to Heroditus (457 B.C.), was 3 months and 3 days, or an average of 19 miles per da ‘The Appian Way was generally 3 to 5 ft thick, cor the work was hand-placed stone, and this type of construction became standard practice for over 2,000 years until it was superseded by MacAdam’s light-wearing course surface in the nineteenth century. These early roads had to withstand the wear of and great attention was given to the wearing surface. Speeds were slow, and therefore overall smoothness ofthe roads was of less importance until after the introduction of the automobile. ing of three layers. All 1.2.1 Pioneer Road Builders Road building became recognized as a profession requiring appl principles in the lawer part of the eighteenth century. The main t20 that day, as well as with many roads of today, seemed to be the lack of adequate drainage and the lack of a hard-wearing surface. Perhaps the real founder of pavementuouiased snonutuoo peusisep ‘Kuadosd # wo petunou! ag Aqseo ueo sqfes wu MOUS sojdioutad UBISep wapout ">e} tu “uBisop wowaned Aemysiy e oF eWISSIp 104 iseyfeq pue ‘son *syfes Jo dn apeut {jjeonorsty weawased Jo wiz0jv uo aieiado speosres =i ‘astmayt7 “suoude Bunysed pur pee) “Senna Jo Wlos ay2 ut pasinbay ae swuowxed ‘Janey aie soy “swuswianed ay are waists Keaidiy ay) Jo swsUDy> SusCaseo-peo| jezmonss soleus ayy ATwIELID siuouiaaed Jo 280 2xBU! ou op uo odsues autjadid pue auIZeW fIuO "asaUp JO "wore codsuen autjadtd pur “ae “ies “KeaySty “ouueus sopnyout waisks yodsuen s, Sey 49s sseooud a Jo Wausdojnap JOyLIN PUE UDIsoy [Lg ‘SB JUOD Vs $361 fo soouareju0[ WaWsFeusyy woweneg UeOLOINY yuON OM aur UT periods) s Sin yo uonyy “tena [20] pue furaaudaves ayn stays%6 yo vonewauladuN owt put ‘uauaBeuva uswoned jo éZojouyoas wauodwoo aun Fuldojacop ous ou0d sey 1uoyo jo unowe afm e “Suanbasgng “82 “LL =H] 8461 PUY 61 Us 1afaNs af YO Syo0g Om Ur poztzeunns see LOM MowaTeUEW WowENRY S| yp Jo YOR ‘ig Jo Uno! 1p 24 sepun erusojfed Ut ou “nuowidojanacy PUF YSIeOsOY sTENSIEW, YE ponuNu0D Sem a6eud yu} v seats “Ip Uo) Kussenon WY SOx, we TE 19 uoUT Kq tno polo sem voneuowia}dut uo aseyd pasa W “Tez UospnE) [983 [euOHEY ae We Uoyewueuo|dus 303 washs Bupom femse Ue doyexap or y8norMOOIN puE BoRPNEL ka otseo sm axed pooss¥ “(99 UOsPRH] 996K Ut Pax 30d MON plot sn 0} Yoreasas snonUNuOD JOfew JeYHO OU sisgjeue jotrared wl suOReAOUUT UI9pOU! 24) Jo Aes Peonposd sey rooford au, “[0L UospaeH] QL61 UE I-€ZL w0dey yim ZunWU}Taq “yaseasa) SH WHO} potnses ey sTentaus pus soda! 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In effect, pavements, ed faci of highway transport of a highway system, expe and maintenance. Otherwise, this investment can be lost if pavements are allowed to deteriorate to0 much. 1.4. TYPES OF PAVEMENTS In this book, the pavement is Many so-called types of pavement are discussed in modern technology, such as rigid pavement, flexible pavement, composite pavement, asphalt pavement, concrete ‘pavement, and others. Each of these terms has been developed for 3 pa layer. Flexible pavements normally use asphaltic concrete for the surface, and sometimes for the underlying layers. Pavernents can also be defined to describe their behavior. I terms of the mechanical theory normally used analysis is commonly used to define the behavior of rigid pavement carry their load in bending. On the ‘other hand, layered system analysis is commonly used to analyze the behavior of flexible or asphaltic concrete pavements, which carry ther load in shear deformation. Introduction To Pavement Management ° sungeee Lay VMs Figure 1.1. typical eross section of any ofthe four basic types of rigid pavements. ‘The term compe nota very effect id and flexi ved in pavement s. Pethaps one of the best sources st up-to-date catalogue of put in various published Research Board (see 1.4.1. Rigid Pavements ‘There are four reinforcement and shown in Figure 1-1. The basic tenant of the pavement structure, per se, consists of those layers above c inforced pavements are placed without regular spacing of joints ‘and contain adequate steel reinforcement to carry the load in the cracked concrete sections of slabs that are placed with adequate prestress on the concrete (So that the load-carrying capacity in a way si have found‘@ojouysan mouraaed yo wuawdojanap up popre Kqpayreur sey rey Buuyp sotpouy ‘Futpeo| pur us Jo swoajso oun pue ‘suonpuoo eneuruostauo 40 ayBum|9 snore sopun speo} Jo Aiatzea € oy parDafqs way ‘banyaq sqeuaTeUr oy pUPISI9pUN oY alge JoNEq MOU 232 2A “sfels2}EU! 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Computers have enabled us to process large volumes of data jons on the response of pavements as inanced, constructed, and ied pavement management th different re- process. This le body of knowledge. y of considerations and ‘A great deal of work has been done to overcome some of the is also scope for considerable improvement in all areas of pavement technology. 2 Terminology ‘great deal of difference of opinion as to the terminology, key ems. Some peopl computer based Views are, of cot fem, and highway system. The di drainage system, sprinkle feracting or interdependent group that a system is a regularly many things to many people. ‘Ta some it means js “10 control," and to still others it means “to is of,”” The dictionary definition of management ‘art of managing," or, less circularly, “the judicious use of means broad sense encompasses all the activities involved, 1¢ pavement portion of a public or private works he objective ofthe management systems to use reliable in an organized framework to produce a cost- effective pavement program. 1.8.3 Definitions 1s are intended to provide a common and consistent basis for indamental terminology in the pavement management field. This include shoulders Also, the load-carrying capaci jons may be preferred by some highway agencies. The 10k is flexible enough to incorporate a wide range of the optimization procedure. ‘pavement management system consists of a coordinated set of activities, red toward achieving the best value possible for the available publie funds in providing and operating smooth, safe, and economical pavements. This is an all-inclusive set of activities, whieh may be characterized in terms of major ‘components or subsystems. A pavement management system must serve different ‘management needs or levels and it must interface with the broader highway, airport, and/or transportation management system involved (Figure 1.3). 1.6. ESSENTIAL FEATURES OF PAVEMENT MANAGEMENT be capable of being used in whole or in part by various ‘making decisions regarding both types of decisions should be including those related to information needs, pt needs for the network as a whole, budgeting, necessary co consider indi design in only a very approximate way. Thus, be viewed as a set of connected modul i management system may be likened toa kaleidoscope: the whole thing exists wnat part of it one sees depends on how one looks at it{Bayes ufisop wouosed © pee ulisop mourned yeuoripen vaomtag 2ouaI}9 2 peo Kaze swuatsaned pits puw aQQxay Kom 242 Ut 2oU3p 2 1 voreodsu SNOLLS3ND M3IASH a auoweSeueyy weusoneg 01 uononpenu, '9q s10128} 2[WlOUOD9 Pure |Potuyse) STOLEA 24 “uisap 01 J9puo uf “sonuiou ne pargueab yp ‘A@arenis \woishs waweGevew wewaned ¢ jo sweucdwos .olOW EL unig saianis Toss ouvasau a O-- NowwartavHay, <_ oxlapona —~ SONWNSINIV asve | ~——> ONINNY I nowonifisnoo viva oe noisSa << onmmmvupoud "aaa a9aroua aaa HHOMISN suseoucy wowsseueN sopeolg ‘900014 woweBeuey waweAed OL ”Chapter 2 General Nature and Applicability of Systems Methodology 2.1 NATURE OF THE SYSTEMS METHOD ing of a problem, or body of knowledge 2, The use of analytical tools for actually modeling and solving the problem General Nature and Applicability of Systems Methodology ” 2.2 STRUCTURE OF THE SYSTEMS METHOD smework of any problem-solving process should provide for sys- |, and political factors of, the recognition of a problem comes from some perceived of the problem measurements ‘The process of Figure 2.1 isc ‘overall problem being considered an at three levels 1. The systems approach 2. Systems analysis 3. Systems engineering Generally, these levels increase in compl ‘means nothing more than broad consideration of a problem, or as many aspects of the, problem as conv rms of Figure 2.1, we might say that the systems approach involves only the problem-recognition phase, and the problem phase ‘manner, with perhaps a cursory look atthe generation of alternative strategies. Systems analysis encompasses the systems approach and extends it to a more fernate strategies. More important, it provides a meth ng these alternatives. , systems engineering is a more complete manifestation of the systems ith design, implementation, and performance evaluation aspects. given 1. The systems approach often 2.3 SOME BASIC TERMINOLOGY The systems terminology most often confused is that associsted efinition phase. Inp fn the system (i. represent rep- resent necessary information, but they must usually be developed or specified by th the problem- can be thought of as those factors that place some demandauyap Asnoxo$s 196 suornjos ye1ous8 auos anjooued 01 vow yuBonos v9eq, Sey wa}goxd atp pafoqe] Yo} 241 Yo moze UE ‘Kq suotgoad Kuew uo pasodus us 10> ‘soanaalgo Suowe Aouaystsuoouy “warsks iM “Om O41 Jo UONEUIgWIOD # WED fado 01 pesn poyiaur 24} UeaW 1 nnged 24 Jo ste idurexs 20g “paygnuapr worsAiyd pence. 9q pinoys vo} ngnopun pnow ayy pue 8 oy Kq weNp 30K 30} wa]qoud Sutssaoaid 9 pus WOISNJOD ‘2sIMIEURC) ‘0 wound s10%08) a4 faout$u9 100d 10} a 247 uo spuadap 1894 24) 250049 01 25m AjqemIUaN? oy) uonsuny 30 1m Aout 9] WOISISep Tet pu “WOW suTQUA sandino 95343 powlew swoisAs a4 Jo suevediuod pue soseud SOINWaS NI WSLSAS HL dO 3ONVNOSUSa ‘40 NOLWAWAa any INaWaunsvan BALYNUSITY 1s38 30 NOLLINAWaTENI 30 NOULWNWAS SBAILYNUSLy 40 SISAIVNY yoveaaaa ‘saioaivuis BAULYNUSLTY 40 NOLLWHSNO Tera vesieg + NOWINDOOaY WaTSOUE NoUINId3a WaIB0ud 10g 210003 - a0 - eOBoIEUNDAL) ANSMINOHIANS vzemsy20 ‘The Pavement Management Process these may be inadequate he problem. in the problem-recognition phase of Figure 2.1. Howev or incomplete if the problem solver does not go on to det 2.5 SOME ANALYTICAL TOOLS FOR SYSTEMS ENGINEERING ‘The structuring of a problem is usually too general to be used alone to find a useful, ‘operational solution, and the application of anal schniques 10 an inadequately lem may result in an inappropriate solution. In other words, the ana- techniques that are used as part of the systems method for solving problems aximum usefulness when the problems are well formulated or structured; oth- cerwise, they can be an exercise in mismanagement. ‘There is a large variety of available techniques (or tools, or models) that can be ‘used in applying the systems method to the solution of a problem. It might be noted that these techniques are also applicable to what is commonly known as the oper ‘method. Basically, the operations method and the systems method differ on scope and nature of the problems solved, rather than in the form of the methodology. ‘This section of the book provides only a “catalogue” of some of the more widel used systems and operations methods. These methods have varying degrees of potent applicability to the pavement field. The references cited provide @ means for further exploration on the part of the reader. The use of systems or operations models or techniques should facilitate reaching 1 decision on as abjective a basis as possible. The type of “objective function" used depends largely on the available knowledge of the outputs of the system, which can be classified in terms of the three following problem types: ‘where definite outputs are assumed for each alternative (i.e., de- type of problem) 2. Risk, where any one of several outputs, each of known probs for each alternative Uncertainty, where 3 ‘outputs are not known for the alternative courses of under certainty (type 1), because of convenience and because of the available infor- mation. However, there is considerable current effort being directed toward incor- porating probabil (type 2) into practice. ‘Where practical problems are too complex for symb: they may bbe modeled on an analogue or a scale basis. Alternatively, itis possible to “force” a solution by experimentation, gaming, or [stark 72} ‘One of the most widely applied and useful classes of systems models involves linear programming. These techniques have been used in everything from construction ton-type prob- jon might involve the determination of how much of each type of material a contractor should produce, ‘of Systems Methodology General Nature and Appl equality constraints) and geometric programming, to {Kiinzi 66). These later techniques star from an i ‘until an acceptable tolerance ‘methods are impractical. ‘There are some types of nonlinear niques that may lend themselves quite we ‘may be used to obtain optimum values. Their appicat solution and seek improvements ‘and use, which have received comparatively lite attention, are directly dependent on the nature of the problem and the way in which itis formulated by the proslem solver. For example, it has been illustrated that a simple graphical solution can be applied to a construction problem jon (Haas 73]. Problems istage decisions can be represented as a sequence of single-stage problems. These can be successively solved by a method known as d) namie programming [Dreyfus 65]. Each single variable or single-stage is involved can be handled by the particular optimization technique that applicable to that problem. These techniques are not dependent on each other from stage to stage and can range from, say, differential calculus to linear programming. Combinatorial- type problems are often we ta dynamic programming. A typical example might be that of an aggregate producer with several mobile crushers and several sources of raw materials who wants to determine how many crushers should be assigned to each site for a given profit matrix Random and queuing models can have a wide range of af problems, and there is a large amount o ‘one class of models involves the Monte Carlo methods, which are quite useful when adequate analytical models are not available. These methods require dist tions for the variables, They are, however, somewhat inefficient and are applied mainly to complex problems that are otherwise unmanageable. There are also a large range of problems to which yy, fandom walk, and Markov chain techniques can be applied, The later can be used to extend stochastic and chance-constrained program- ‘ming models, Queuing models have been used ve cluding various air terminal operations, traffic facility operations, rail operations, and canal operations. Many systems problems involve the allocation and scheduling of personnel, equip- ‘ment, money, and materials. Several techniques have found widespread use for these types of problems, including sequencing, routing, and scheduling. Sequencing involves the ordering of various tasks in sequential manner to mi [Conway 67}. Routing involves the identification of a path through a network to to systemsssumanuis Kempeor Ut psn sjeyovew jo sonsadoud o1seq wwe>1s]UBIs Jo suonadi2sap yo uswdoya69q “1 toy OHSWY 211 Uo pauIego £go ayyisads Buymoyfoy 243 no TuLKss8> £q paystdusodoe 2q 01 SUA STL 18 se Yons uolreWoyu uaUIUOsTALE [P00] 01 sdepe 01 4 Suo9 250) Jo asodund [es=10 24, 10} UID SEL JO span pou 94) BurziuBooas "ua redacy AemSTH SPY] 2U) 5 U8Is9p Bupom e padoj2n 1g “surpiqoud ufisap warsKsqns je sem yoeoudde suraisds © [g9 uospny] uBisap wawoned 01 NoWONGOULNI LE quouroseury JUOUIOART 0} sydaou0g suayshs jo uoneorddy g sedeyo Nousano maingy ya4 Avo ay Jo ou lei tuswxed ayp Jo Sx: pus ayy parou fuo sey 99 uayo ues suiaigoud 2 ‘10 Puno} 884 WD Seo: opus) Sey Laid StL“ Jo aBues e sosn Joya 5 e000. ey ywowoneg 24 z‘The Pavement Management Process 2. Development of procedures for measuring these properties in a manner ap- plicable to pavement design and evaluation +3, Development of procedures for pavement design utilizing the measured values fof the basic properties which would be applicable to all locations, environ- ‘ments, and traffic loads ty eave th gal ws to “forme hovel paves prem a oad con ee ea teas wich neal calevbe olan ofa rey af poe B ce alons ih hee aap paged cic i 32 THE GENERAL STRUCTURE OF SYSTEMATIC # PAVEMENT MANAGEMENT process was structured and its components were ide 67 as shown in Figure 3.1 [Hudson 68]. This detailed version was further simplified into Figure 3.2 as a summary representation. The components of Figure 3.1 are further discussed as follows: 1, Inputs. Inputs, including a number of different variables, plus objectives, must be established. 2, Models. The need for analysis of alternatives was identified. A simple model ‘of the pavement response expressed, for examy imple design chart ‘does not adequately treat improved pavement materials. 3. Behavior—Distress. Most pavement models calculate or predict pavement re~ sponse such as stress or strain, Given the prediction of response, if carried to ts limit the result wll be distress. Prediction models for pavement response, land thus for cracking and other pavement distress, are esse Tare ana 4. Performance—-Oupp Function. Accumulated distess recs pavement see S AA Wicca. and serviceablity history defines pavement performance 2 3 ii 5. Safty. Skid resistance and other safety response sre important Eee y gt qd Be &. Cant, Life cycle economic analysis is a vital part ofthe pavement management ea BR ae 5 process i ad { 1. Decision Criteria. Closely tied to economics are decisions on allowable costs, versus the resulting benefits related to a particular choice, These factors must be explicitly defined and considered in the analyses. 8. Compare—-Optimize. Selecting the optimal alternatives or strategy is an im- portant step in decision making 9. Implementation. Construction of the selected alternatives or strategy, and periodic maintenance plus reh yn when required constitutes implemen- i {ation. Another view of implementation, as subsequently discussed in the book, is that of implementing a pavement management system ise posed to implementing a decision made within the PMS. 3.2.1 Applying Systems Engineering to Pavement Behavior cure which is subjected to many diverse combinations i is materials char- ‘A pavement is @ complex of loading and environmental conditions. Adding to this complexi Figure 31 Eariy definition ofa projet fovel pavement design system and ite major components {Hudson 68).1 Jo wowdojanop ayy asodind Azeunid sy se sey woweSeuew 1949] OMEN soudeyo 1X9U 24 UB ‘uy pamots 9q ue: ‘Kem anewarsks “pareuypiooo ® Uy ino Sus6sse9 40 ss200ud © SaNSSI GNV ‘SNOISIO3G 'STEAT1 :LNAWJOVNVW LNINSAVd 4O SS300Ud 3HL uouodeueu wauraaed 03 jonas -so are sosmanuis yuauoned Jo Butyapour onsiueysour poo8 pue uoREnTend steel poo8 reyp pazieay aq pinoys a] Sumnsind yo ‘waqgoud 2a, (eouewso}iod sp) wowaded 24) 30 40} sfppour ponoidu dopoxop 01 ButKan uurens pue pour au, ‘SSau1s [eUNUT pUE ‘uy onus aanystour pur re94 Jo woIsns uostaua au ‘panuasaidas 29 jenb earn 01 19910 Uf ajqissod se umnundo Syzwou se Luonrpuco ure 01 J9pu0 ut! panzuod aq ysnus WaIsKs 2y1 Jo YOREDISIPOWY °S ‘suas ayeudesdde £q podpat 24 snus warsAs oyp Jo aoueuzoyod ayp Jo amnseaul 30 asuodsax ay) JO ‘Gem pa 30 glast wires ayy Ut Sn22stp Joyous ‘pasnseout 24, 1 parsadxa indy waisks a4 Jo asu0dsoy “¢ ‘paidope aq isnt sonbyuyoa1 uonannsuoo pur s[etsa}u uorionsysuo> yiog Bun22} paquosop pue paynuapl aq wsnus sajgersen asuodsax pur ind sp je:9498 Sanjoaut ssaooxd uBISOp 24 fy SuuoowSug susrshs Ze a ‘wuowoBeuny wowered 03 sydeouen stwersts jo voneouddy UuBisop ou Jo wonezyeau eoIshyg “y sjopou Wapewoqiew op Bun ojamag pequotad ay waists v Jo noudorog “¢ euswous4 rRo1sAyd aun ayewrxosdde 40 aqisosap yew sfepow roxewayreus Jo waWeIeS °Z Jotneyeq @z}12erey> 0} SuauIaINSeoU 40 suorTEasDsqo [EISKYd Jo asf, “| (9 uoepn Lbisop auowoned jono| 09010 eo uaUoduio9 Jofew ayn Jo WesBeIP PaUIISWIS se0j0u9 40 198 pas2P10 srvoseeue—{ sion Je—{_ sina) sseoo1g 1eweBeuoy wowene, o4L, 52 ‘The Pavement Manegement Process ty program and schedule of rei . maintenance, or new pavement con- : ‘overall budget constraints. Project level work comes the appropriate time in the schedule. re, considerable “fine ing, design, and con- may be required whem in jon are done. us, the structure of pavement management incorporates a project level and a WHO USE IT DO not likely ever be poss for engineering projects, Qualitative judgment endeavors; Tn order to make these decisions, the legi eS of a pavement management system face c In focus and scope, depending on the agency and the management level involved. The following paragraphs provide ler these three categor examples ‘Applicaton of Systems Concepts to Pavement Management 2 3.4.1 Legislative Level Users ‘The issues and questions at the legislative or elected level are fairly broad in scope ‘but have to be recognized by the administrative and technical levels. They include the following |. Justification of Budget Requests: Legislators are faced with a variety of com- peting demands and those that ‘*make the case” in a clear, properly supported ‘manner are likely to receive more favorable consideration. ‘Maintonance Funding: Legi lators may well perhaps even a of Budget Req matching the budget request Ifa funding level approved, a key question relates to the effect work. Will the average serviceat xy the same? Alternatively, the qu ‘may be asked as to what level of funding is required to keep the network in 342 ‘The administrative and planning people responsible for developing capital spending ‘and maintenance programs highway administrators, division heads for planning, maintenance, ci need 0 & recognize and respond to legi ssues and requ in answers from the technical lev in addition to facing questions at their own level. In other words, there is over both directions at this level. 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