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تنظيم وتقديم أدك لالستشارات الهندسية

التقنيات الحديثة في صيانة الطرق والجسور

New Technologies in

Road and Bridge Maintenance

January 23, 2020 – Riyadh, Saudi Arabia

Dr Alan Roland – Asset Management Expert (PhD CPEng IntPE (NZ)

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State-of-the-Art

Infrastructure Network Maintenance & Management

The Continuous Story

Asset management is a systematic process of developing, operating, maintaining, upgrading, and disposing of assets in the most cost-effective manner (including all

costs, risks and performance attributes).

Asset Management Key Components

Asset management is a systematic process of developing, operating, maintaining, upgrading, and disposing of assets in the most cost-effective manner (including all

costs, risks and performance attributes).

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Key Work Categories Description

Operations

Operational activates witch no effect on asset condition but necessary to keep asset

utilized appropriately (sand removal & sweeping, road marking, power cost,

inspections, accident clearance and traffic management, etc.)

Maintenance

The on-going day-to-day work required to keep assets operating at required level of

service, (i.e. pavement repairs, guardrails, and minor replacements, etc)

Renewal

Significant work that restores or replaces an existing asset towards its original size,

condition or capacity, e.g. mill and replace wearing course, road marking, etc

New Work

Works to create a new asset, or to upgrade or improve an existing asset (also called

development) beyond its original capacity or performance in response to change

usage, customer expectations or anticipated future need.

Disposal Any costs associated with the disposal of a decommissioned asset

Maintenance Work Categories 4

Maintenance Work Categories

Reactive VS Proactive Run to Failure Maintenance;

Preventative Maintenance;

Corrective Maintenance;

Improvement Maintenance;

Predictive Maintenance.

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IT advancement

PMS – BMS

Data Collection & Inspections

Procurement & Service Delivery (PSMC)

New Materials

Funding Allocation & Distribution

Leadership & Management

How ADEC can assist to achieve the better outcomes??

New Technologies (Roads & Bridges) 6

IT Advancement 7

Dashboards

Enterprise Asset Management System

PMS – BMS (Enhancement)

Deterioration Modeling (Setup & creditability review)

Forward Works Programs (Roads Bridges) 5 to 10 years

Schematic Mapping;

Hit Rate Analysis, Improvement Plan.

New Technologies (Roads & Bridges) 8

IT Advancement

Improvement and Enhancement does not mean re-establishing the system;

Automating processes of operational activities may lead to significant benefits;

Advanced AM will only achieved when predictive modeling corresponded with associated risks to optimize the treatment options and minimize user’s costs;

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PMS & BMS 10

Keep it Simple Keep it Simple Keep it Simple

Level 1- Partial Successful:

AMS fully implemented and working well, but not used to its full potential

Level 2 – Partial Failure:

AMS fully implemented – but not providing the expected outcome

Level 3 – Total Failure:

Full implementation of AMS never completed

REASONS OR FACTORS

Levels of Failure

Level 1 Level 2 Level 3

Political influence & Leadership ● ●

Lack of ownership ● ●

Not fit for purpose ● ●

Funding issues ● ●

Lack of skilled staff ● ● ●

Poor implementation ●

No ongoing refinement ●

LEVEL OF IMPLEMENTATION RAMMs

Pragmatic approach :

Ongoing improvement based on the experience and needs,

but keep with overall objectives and vision. Road Structures

including bridges are more complicated than roads.

11 Bridges Failure – Collapsed Suddenly

BRIDGE MANAGEMENT SYSTEM – DESIGN FOR DURABILITY AND EASE OF MAINTENANCE

12 Bridges lifecycle Management

Road Structures - Bridge Maintenance

• O&M bridges should be divided to three major tasks; routine and emergency, and scheduled.

• Bridge Maintenance required professional contractor (joints and bearings replacement);

• All routine bridge maintenance shall be undertaken within 1 week of identification by the Contractor or advice of the fault.

Where there is a danger or potential danger to traffic, repairs will be undertaken within 4 hours of identification by the

Contractor or advice of the fault.

• If repairs cannot be affected within this timeframe the area shall be made safe. Permanent repairs are to be completed within

48 hours or as soon as practicable thereafter, if fabrication or supply of specialist material is required.

Inspections of all bridges and structures with respect to:

• Condition of bridge approaches, safety barriers, guardrails, deck drainage, deck surface and waterway.

• Adequacy of signs, road marking and bridge end markers;

• Visual appearance including overhanging vegetation;

• Deck supports and expansion joints;

• Waterway inspection for any obstruction 5m either side or under the bridge;

• Any other aspect which may affect the integrity or safety of the structure including build-up of debris against piers and other

parts of the bridge structure.

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Strain gauges, pressure cells, deflection gauges, and temperature sensors have been used to monitor

the in situ responses of pavement structures and asset performance.

In situ Instrumentation of systems offers a reliable approach for calibration and validation of models

and contributes to a better understanding of the behaviour of Materials. Continuous source of data.

Consider Long Term Pavement Performance sites LTPP

14 Pavement Instrumentation

Structural responses of a pavement system under actual dynamic loads are of primary concern to design,

management, materials and operation & maintenance engineers.

15 WIM & Network Monitoring - Bridges

Using a drone over the road corridor

16 Drones & Other Devices

Network Survey & Defects Inspection 17

Inspect Inspect Inspect to diagnose the defects prior to became a serious issue.

Data Collection & Inspections

High Speed Data (Inventory & Condition)

• Physical attributes of asset which do not change over time (Video capture);

• Roughness, Rutting, Texture depth, geometry PLUS surfacing defects data;

• Ground Penetrating Radar.

Structural Assessment, Falling Weight Deflectometer (FWD -HWD)

• Processed Data, including pavement remaining life & overlay requirements;

• Output data presented in both tabular and graphical format, together with pavement configurations.

Traffic Data

• Number of vehicles per day per vehicle type and number of axels per vehicle and speed.

Road Structures

• Road Structures Durability, various tools and requirements, e.g. load test, bearings and expansion joints.

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4 m

2.2 m

2 m

Data collection costly may serve various purposes, but should follow the principles:

• Collect the data when need it;

• Collect only required data.

19 HSD Data Collection

Longitudinal

Profiles Transverse

Profiles

20 Roughness & Rutting Profiles

Measurement

Doppler lasers

Stiff

mounting

beam

Reference

Doppler laser

Measurement System

21 FWD / HWD Data Collection Pavement Assessment

Remaining Pavement Life

Mechanistic Pavement

Design

Tensile and Compressive

Strains

FWD – D_0 FWD – Curvature

Layer Thicknesses

Interpretation of GPR Radargram

Heavy Vehicle Traffic and

Environment Data

Construction and

Rehabilitation Data

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23 Surface Pavement Assessment – Cracking & Raveling

Interfaces between pavement materials

1/2 km

1 m

Ground Penetrating Radar 24

Data Collection Strategy

Data collection costly may serve various purposes, but should follow the principles:

• Collect the data when need it;

• Collect only required data.

Develop Data collection Strategy, what to collect, when, frequency and cost.

Monitor (Weigh stations) and enforce regulations for Overweight of trucks

“Fix the cause rather than the effect”

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26 Network Data Significance

Data is one of the key element to sustain RAMM;

Raw & processed data;

Historical data;

Daily data, instrumentals data;

Mobile and static traffic & WIM data;

Different type, pavement, non pavement asset, ITS, parking, etc.

RAMS system used as a tool to help with decision making;

Drive Efficiency; Value for money;

Ensure Effectiveness & Governed by:

Planning – identifying and programming physical work

Contracting the physical work and supervising the quality and volume of work carried out; and

Constant evaluation of the results in order to adapt methods and techniques to changing needs and to

learn from errors or mistakes

27 Challenges of Big Data

Contractor Market – Drivers to Successful Procurement 28

Mastering Procurement – Structured Approach to Strategic Procurement 29

Procurement & Service Delivery 30

Performance Based Maintenance Contracts

• A number of good documents developed around the world, NZ, UK, AU, etc. PBC should be can be customised for KSA;

• Care should be taken to retain the maintenance activities that may yield high risk with MoT;

• A hybrid contract would be the best to start, transform the market gradually, add new items for each cycle;

• Is the market mature enough to deal with PBC type contract?

• Have we done sufficient preparation so that contractors have a fair competition to submit reasonable bids?

• Are we likely to get the “value for money” from adopting PBC contract model at this stage

• What innovations or use of AM practices will be implemented as part of the proposed PSMC?

• Client determines risks/liability should be shifted to contractor, what decision making that willing to transfer?

• Needs for changing the current procurement procedures?

• Partnership with international suppliers to enable local contractors;

• Trust and forming alliances.

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Supervision & Inspection

• Supervision & Inspection entirely up to the contactor as part of the performance criteria;

• A joint inspection bet the authority & contractor should be carried prior to commencement and at the end of the contract;

• Mechanism to resolve disputes, and included in the contract docs;

• Necessary to establish a reasonably standardised basis for comparison. It can be defined as a condition assessment for the final

product.

• The top surface in terms of functional assessment represented by roughness, rutting, texture depth together with structural

capacity evaluation;

• Contractor required to benchmark the network condition, to compare it with annual achievement, and final performance at the

end of the contract;

• Can assist to justify the move to a “Performance Based Contract” based on the Contractor performance and achievement.

• Benchmarking will be based on asset type & appropriate data collection, methodology will vary from asset to another.

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New Materials - Cold Mix Patches 33

New Materials - Polymer Modified Binder 34

Road Safety Materials

Edge Rumble Strips (ERS)

• Known as sleeper lines, alert strips, audible lines, sleepy bumps, wake up calls, growlers, drift lines, and drunk bumps;

• Shoulder rumble strips are used primarily to reduce run-off-road collisions bet by 20 to 72 percent.

• Alert distracted or drowsy drivers that they are leaving the roadway, hence ERS will warn and awake drivers;

• Several different ways: Rolled-in, Milled-in, Raised plastic units, Profiled thermoplastic markings, etc.:

• What is adopted and considered best practice may not necessarily suitable for KSA;

• The suggested solution associated with minimal risk of poor drivers behaviours;

• Whole life cost should not compromise the safety effectives;

• Develop a guideline and design requirements, flow chart, influencing factors, type;

• Unit prices estimated to range between $0.10 and $1.20 per linear foot (about $500 to $6000 per mile);

• Drivers & motorist in KSA may require extra or additional educational program prior to adopt certain solution.

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Road Markings

• Road marking is a trade-off between LoS of safety requirements (Visibility and Retro-reflectivity) & Durability / Cost;

• Thermo-plastic is not performing well in the GCC, Acrylic based paints for marking can be more efficient in some

locations;

• Key factor environmental impact, (heat and dust) and type of “Glass Beads”;

• Cost accumulated from, materials, labours, necessary detours or mobile Traffic Management Plan;

• There is a need for Research & Development (R&D) to develop durable marking materials

• Road Marking should be based on appropriate application considering traffic volume.

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Pavement Design Method - Superpave vs Marshell

• Current practice is to use Superpave approved to have more benefits than Marshell method;

• Majority of GCC are not using SuperPave;

• There is a need to support the industry to adopt the Superpave

• Introducing incentives to the contractors who are delivering new projects, Rehab, and renewals;

• If the contractor receives say 10% more than the contractor using Marshell,

• Encourouge other contractors do it in both methods; Pilot Contracts for each zone or region;

• Industry will learn and get the confidence;

• KSA is leading all GCC in Superpave, full specification, testing facility, ability to deliver;

• KSA has good source of aggregates’ products, require a strict QA/QC process in place.

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Surface ultra-smooth and poor skid resistance

• Force developed when a tire prevented from rotating slides along pavement surface, important evaluation

parameter;

• Skid resistance changes over time;

• Depends on a pavement surface’s Microtexture and Macrotexture;

• Micro controls contact between the tire rubber and the pavement surface;

• Macro controls escape of water from under the tire, hence the loss of skid resistance; with increased speed

• First of all, how was it determined that there is no texture depth (visual inspection looks poor);

• Network survey is carried out to collect Macro texture (Mean Texture Depth – MTD ≥ 0.5 mm);

• Only indicates some deficiencies of surface (Polished Stone Value – PSV), bearing in mind the SFC is a seasonal

figures,

• Optimal network survey mainly at the roundabout, corners and sharp curves, highways .

• There are so many issues associated with skid resistance, network survey instead of localised testing;

• Policy formulation and implementation is complicated task, Review mix design – adjust aggregates gradation &

quality;

• Strategy to be developed and presented to address this issue.

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High Friction Materials 39

Colour of surfacing changes

• Largely depending on type and source of aggregates;

• The road color will tend to match whatever aggregate (rock) is used in the mix. Typically, the aggregate will be gray in color. There are

some places that have reddish aggregate with a lot of iron in it. End up looking like a rust color;

• Limestone is the source for asphalt aggregates. Limestone can be gray or even yellow, but tends toward white. As the black AC wears

away, it’s left between the little rocks, so black AC and white limestone rocks become a shade of gray.

• As it ages, and the binder deteriorates, the asphalt loses its seal, face of the aggregate will eventually show through; AC begins to wear

off the surface, exposing the aggregate below;

• Oxidation and environmental factors plays significant impact on AC colour:

• Turns it to a pale surface, this should NOT be considered as an issue;

• Lighter colored asphalt applied to road surfaces could significantly lower surface temperatures in hot urban areas;

• Remarking and maintaining road marking in a descent condition will reduce the perception of surface colour;

• The key issue is skid resistance and visibility of road’s marking to achieve safe surfaces.

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Cleansing

• Network cleansing, should divided into 4-5 different tasks and should be based on Performance Criteria;

• Road cleansing services based on appropriate performance considering traffic volume or functional classification;

• Each activity can be specified with response time, frequency, and/or quality of work (penalties);

• Can be included the PBC, good docs available including Sand cleaning and sand removal;

• It is better to include in one single contract (sub-contractors) will be managed by main supplier;

• Critical catchpits, can be identified and frequent inspections followed by cleaning during raining season;

• Level of services can be adjusted based on funding level & performance criteria;

• Schedule of costs of the Contractor activities including attend, assistance to the Police, period of involvement, temporary traffic

control, disposal of debris and loose materials (e.g. sand), clean up of road, repair to road assets;

• A blockage is any item of debris, vegetation (alive or dead), timber, steel, silt, soil or other foreign objects which causes

• the waterway area flow to be impeded or water to be retained by more than the level of service nominated under this

specification;

• Litter includes any refuse, rubbish, dead animals, animal remains, glass, metal, garbage, debris, and other unsightly or deleterious material

and waste matter.

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Pavement Recycling & Foam Bitumen 42

Signs Maintenance

Some initial parameters set in place for PBC including VMS:

• KPIs setup for each asset type or expected service;

• Benchmarking carried out at the start of the contract & performance achievement will be monitored during the

course of contract;

• Establish a unified level of service – Qualify the existing network;

• Equal Monthly payment;

• A pilot contract - limited area is desirable together gradual change from Traditional;

• Where possible attach VMS (static & mobile) with ITS performance contract.

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44 Temporary Traffic Management Plans & Detours

One Network Road Classification 45

Customer levels of service are the experience a road user should have, over time, on a particular category of road.

In many cases, this will be the same as the experience currently offered on these roads today. However, in some cases, there may be a gap between what is experienced and what should be experienced or is ‘fit for purpose’ (either more or less).

When working out the customer levels of service associated with each category of road, a range of variables need to be considered including road function, traffic movement, the expectations of users, user mode share, safety and speed needs as well as funding opportunities available for investment in the network (ONRC, 2013).

The ONRC has three components:

A Functional Classification Customer Levels of Service Performance Measures and Targets

Classifying roads involves placing them in categories based on the primary function(s) each performs. This information helps inform decisions about the associated customer level of service that a particular category of the road should offer; and in turn, the operational performance the road needs to deliver to meet that level of service for the customers.

Source: NZTA.govt.nz

One Network Road Classification 46

Funding Allocation & Distribution

RAMM system & tool should be used for Funding & Programming, Strategic Planning, and can be utilized at Operational level for Maintenance Planning & Maintenance Management, network performance and sustainable Level of Service.

Agencies are underestimate the requirements due to inappropriate calculations;

Often actual allocation well below the network needs;

Delivery program unmatched the funding distribution;

Lack of Maintenance Cost records associated with repairs;

Maintenance costs of 1 km of bridge are on average ten times higher than the maintenance costs of 1 km of plain road (and for tunnels this is even more), the high complexity of the road networks is an important reason for the high O&M costs per kilometre network in some regions where the topography and traffic spectrum and total vary significantly.

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Leadership & Management

“Theory and experience are of equal value to the engineer. Theory without experience is the foundation without the superstructure. Experience without theory is the superstructure without foundation. The former is useless, the later dangerous”

John Kernot, Founding Professor – The University of Melbourne, Courtesy – Engineers Australia.

Institutional reform and organisation restructuring will help to improve current practice.

“Top down” and “Bottom up” approaches of integrating services and monitor progress / achievement based outcomes of Maintenance & Operation on sound asset management approach.

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Quality Assurance & Quality Control

• QA/QC should be customised in according to current specification and performance requirements;

• There are good guidelines and docs related to sound practise and can be provided;

• QA should be carried out by the contractor, QC as an audit verified by third party;

• Built in PBC, and the contractor will liable for non compliance, and easily can be applied as penalties.

• The audit results may help to determine allocation of funds in subsequent years.

• Function of incentives and penalties that available of control of quality;

• Financial audit simply checks that funds received match funds spent;

• Works has been done according to the specifications;

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50 The Journey will Continue

There is no single step or method to enhance

current practice of infrastructure

Maintenance and Operation of but there are

several actions that will lead collectively to

optimise the current practice.