Asset Management: A Key Tool for Enhancing the Sustainability of our Transportation Infrastructure...

Asset Management: A Key Tool for Enhancing the Sustainability of our

Transportation Infrastructure

Gerardo W. FlintschProfessor of Civil and Environmental Engineering

Director, Center for Sustainable Transportation Infrastructure

Center for Sustainable Transportation Infrastructure

Outline

1. Introduction Asset management Performance

management State of Good Repair

2. Decision Making Multiple criteria

decision-making Multi-objective

optimization

3. Examples Adding environmental

considerations to the pavement management process

Cross-asset management

More sustainable rehabilitation

4. Conclusions


Ed Stein

1. Introduction


Why do we need to “manage” our Highway Infrastructure?

o To preserve our infrastructure value Key component of the asset

managemento To develop “optimum” preservation

and renewal programs Better Use of Available Resources

o To provide a level of service that the user considers appropriate State of Good Repair


Each category was evaluated on the basis of capacity, condition, funding, future need, operation and maintenance, public safety and resilience.

Transportation Performance Management

What Is Asset Management?Asset management is a strategic and systematic process of operating, maintaining, and improving physical assets, with a focus on engineering and economic analysis based upon quality information…. (23 U.S.C. 101(a)(2), MAP-21 § 1103)

Performance Management Implementation Overview

NHS Plan• Inventory, condition, risk,

financial plan, investment strategies

• Leads to a program of projects

• Process certified every 4 years

Source: P. Stephanos, Pavement Evaluation 2014

, to identify a structured sequence of maintenance, preservation, repair, rehabilitation, and replacement actions that will achieve and sustain a desired state of good repair over the lifecycle of the assets at minimum practicable cost.

DATABASE

INV

EN

TO

RY

CONDITION

USAGE

MAINTENANCESTRATEGIES

INFORMATION MANAGEMENT

NETWORK-LEVEL ANALYSIS

PROJECT LEVEL

ANALYSIS (Design)

WORK PROGRAM EXECUTION

PERFORMANCE MONITORING

FEEDBACK

CONDITION ASSESSMENT

PRODUCTS

NETWORK-LEVEL REPORTS

Performance AssessmentNetwork NeedsFacility Life-cycle Cost Optimized M&R ProgramPerformance-based Budget

CONSTRUCTION DOCUMENTS

GRAPHICAL DISPLAYS

NEEDS ANALYSIS

PRIORITIZATION / OPTIMIZATION

PERFORMANCE PREDICTION

PROGRAMMING(PROJECT

SELECTION)

STRATEGIC ANALYSIS

Goals & PoliciesSystem PerformanceEconomic / Social &

Environmental

Budget Allocations

The Asset Management Business ProcessEconomic, Social

and Environmental Impacts

Transportation Performance Management

The MAP-21 Charge (23 USC 150(a) - Declaration of Policy)

Performance Management Implementation Overview

Performance ManagementWill:

• transform the Federal program• provide a means to the most efficient investment of

funds By:

• refocusing on national transportation goals,• increasing accountability & transparency, and• improving project decision making

Source: P. Stephanos, Pavement Evaluation 2014


Condition of Principal Highways

Source: http://www.fhwa.dot.gov/policyinformation/pubs/hf/pl11028/chapter7.cfm

Highway Fatality Rates: 1980-2009

Interstate Pavement Smoothness (IRI) by State

http://www.fhwa.dot.gov/policyinformation/pubs/hf/pl11028/chapter7.cfm


Performance Measures as Communication Tools

Source: NCHRP 551


State of Good Repair

Working definition: A state that results from application

of transportation asset management concepts in which an agency maintains its physical assets according to a policy that minimizes asset life cycle costs while avoiding negative impacts to service


State of Good Repair

o Easy to assess in its absenceo Common themes:

Achieving / meeting a certain level of service (performance)

Performing maintenance, repair, rehabilitation and renewal according to a considered agency policy

Reducing or eliminating a backlog of unmet capital needs

→ Asset Management


2. Decision Making

http://www.google.com/url?sa=i&rct=j&q=&esrc=s&frm=1&source=images&cd=&cad=rja&docid=LW1m6hbvXm4CBM&tbnid=FepAekewr0a8ZM:&ved=0CAUQjRw&url=http://www.sportsscientists.com/2008/05/fatigue-series-part-3-models-and.html&ei=RN9FUYbZI6Hc0QHZ7YHICg&bvm=bv.43828540,d.dmg&psig=AFQjCNH9gsSgrH8j4kVFFyEupflRZ_R2SA&ust=1363619991568221

http://www.google.com/url?sa=i&rct=j&q=&esrc=s&frm=1&source=images&cd=&cad=rja&docid=LW1m6hbvXm4CBM&tbnid=FepAekewr0a8ZM:&ved=0CAUQjRw&url=http://www.sportsscientists.com/2008/05/fatigue-series-part-3-models-and.html&ei=RN9FUYbZI6Hc0QHZ7YHICg&bvm=bv.43828540,d.dmg&psig=AFQjCNH9gsSgrH8j4kVFFyEupflRZ_R2SA&ust=1363619991568221


Traditional Goals Used for Managing our Transportation Assets

o Minimize Costs (both agency and user)o Maximize Benefits (e.g., better pavement

performance, etc.)o But, what if we want to consider all the

performance measures?Environmental Impacts?Safety (social)?etc…


U.S. Map -21 National Goals

Focus the Federal-aid program on the following national goals:

1. Safety

2. Infrastructure condition

3. Congestion reduction

4. System reliability

5. Freight movement and economic vitality

6. Environmental sustainability

7. Reduced project delivery delaysSource: http://www.fhwa.dot.gov/policyinformation/presentations/

http://www.fhwa.dot.gov/policyinformation/presentations/




Triple Bottom Line

Economic Development• Meet financial and

economic needs of current and future generations

Environmental Stewardship• Clean environment

for current and future generations

• Use resources sparingly.

Social Equity• Improve the quality

of life for all people• Promote equity

between societies, groups, and generations

Sustainable


Performance Measures Stipulated in MAP 21 (§150(c))

PROGRAM MEASURE CATEGORY

National Highway Performance Program

Pavement Condition on the Interstates

Pavement Condition on Non-Int. NHS Bridge Condition on NHSPerformance of Interstate System Performance of Non-Interstate NHS

Highway Safety Improvement Program

Serious Injuries per VMTFatalities per VMTNumber of Serious InjuriesNumber of Fatalities

CMAQ ProgramTraffic CongestionOn-road Mobile Source Emissions

Freight Policy Freight Movement on the Interstate

Source: T. Van, 11th Infrastruture Management Research and Education Workshop, Jan 2013


Multiple Criteria Decision-Making (MCDM)

o Multi-objective decision-making (MODM) Considering multiple, often conflicting

objectiveso Multi-attribute decision-making

(MADM) Based on classic decision

analysis/ utility theory

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Optimization

Decision-support toolSelects best combination of:

Sections/facilities (where) Treatment categories (what) Application time (when)

Uses operations research techniquesMust be based on a realistic

decision-making process.

Multi-Objective Optimizationo Sustainable transportation systems requires

decisions in a context of Economic development Ecological sustainability Social desirability

o All resource allocation involve some kind of tradeoff

o Multi-objective optimization finds a set of decision variables (Pareto set of solutions) Satisfies constraints “Balances” various objective functions

(performance criteria)

High-level Performance Indicators


Cost

Ben

efit

sThe Incremental Benefit Cost (IBC) is a Form of

Multi-objective/ Multi-criteria Analysis

Efficiency Frontier

Strategy 1

Strategy 2 Strategy 3

Strategy 6

Strategy 4

Strategy 5

Do-nothing

IBC = D Benefits D Costs


3. Examples










Example 1 - Adding a 3rd Objective: Minimizing the Life Cycle environmental Impact

o Objectives: Assess the environmental impacts

of road-related practices, strategies, and materials

Implement a procedure to include these eco-efficiency values into a more comprehensive decision support system

Evaluation of alternatives/strategies

Optimal StrategyPerformance

Environment

CostsMulti-

Attribute optimization

Giustozzi, Crispino, & Flintsch, “Multi-Attribute Life Cycle Assessment of Preventive Maintenance Treatments on Road Pavements for Achieving Environmental Sustainability,” The International Journal of Life Cycle Assessment, 2012.










Sustainability Triple Bottom Line

Environmental Impacts

Costs

Performance


PMS 3rd Objective: Life Cycle Assessment(simplified to consider GHG only)

1• Materials

2• Transportation

3• Construction, Maintenance

4• Equipment

5• Usage Phase

6• Recycling, Disposal, Landfill

CarbonFootprinting


Example 1: Multi-Objective Evaluation of Alternatives

0

2000

4000

6000

8000

10000

12000

14000

16000

0 1 23,

9 4 5 6 78,

9 910 11 12 13 14 15 16 17 1…

19 20 21 2…23 24 25 26 2…

28 29 30 31 32 33 34 35 36 3…38 39 40

kg of CO2eq/lane*km

TIME [years]

Life Cycle Assessment

En

viro

nm

ent

1/Performance

Costs

Example 2 - Cross-Asset Management


Hypothesis (linking condition to performance)

System Performance

Consequences

Poor Condition


Example 2: System-level PerformanceI-81 Corridor Analysis

o Rating of individual component asset performance

o Aggregation Corridor

level System

level

Verhoeven & Flintsch, “Generalized Framework for Developing a Corridor-Level Infrastructure Health Index,” Journal of the Transportation Research Board, 2012, TRR 2235.


Pilot Application on I-81

o Pavement data from PMS IRI, Rutting, Cracking

o Bridge data from NBI Element level inspections

Pavements:•Cracking•IRI•Rutting•FWD Data•Etc.

Structural

Functional

Environmental

Safety

Pavement Health Rating

Bridges:•Primary Members•Abutments•Bridge Deck•Etc.

Functional

Environmental

Bridge Health Rating

Structural

Safety

Corridor Health Rating

Performance Indicators

•PI_IRI•PI_Rut•PI_Cr

Performance Indicators•PI_Girder•PI_Abut•PI_Deck

Quality Measures

Performance Indicators

Health Indicators

Asset Health Ratings

MP 50-100

MP 250-300

Section PHR BHR Final CHR

MP 50-110 7.98 8.36 8.06

MP 250-300 7.91 8.69 8.07


Pilot Application (Simplified Example)

Scenario selected

Treatment applied based on budget

Performance averaged over 5 year analysis period

50% 60% 70% 80% 90%

10%20%30%40%50%

7

7.2

7.4

7.6

7.8

8

8.2

8.4

8.6

8.8

Functional Indicator

Overall Indicator

Structural Indicator

Pavement Budget Share

Indi

cato

r

Bridge Budget Share

Optimal allocation


Impact on Network Performance - Conceptual Framework

Road Conditions

Capacity Reduction

Failure or collapse

Traveler Detour

Network Efficiency Reduction

Travel Time

Travel Distance

Fuel Consumption

Roadway Network Performance & Vulnerability

Dehghanisanij, M., Flintsch, G.W., McNeil, S., “Roadway Networks as a Degrading System: Vulnerability and System-level Performance,” Transportation Letters: the International Journal of Transportation Engineering, 2013, vol. 5 (3), pp 105-114

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𝑂𝑟𝑖𝑔𝐸𝑓𝑓


Example 3 - More Sustainable Rehabilitation Techniques - I-81 In Situ Recycling

Full Depth Reclamation (FDR)

Cold In-place Recycling (CIR)

Cold Central Plant Recycling (CCPR)


Source: http://www.infrastructurereportcard.org/a/#p/roads/success-stories

LCCA Comparisons – Detailed Comparison

-5

0

5

10

15

20

25

30

$2.

4386

$0.

3582

$0.

2332

$9.

1215

$2.

4651

$(0

.151

9)

$14

.464

8

$4.

5387

$0.

7261

$0.

6856

$10

.108

7

$2.

4651

$(0

.151

9)

$18

.372

3

$4.

7378

$0.

5221

$0.

4720

$18

.494

3

$3.

5270

$(0

.135

9)

$27

.617

3

Recycling-based Traditional Reconstruction Corrective Maintenance

Pavement life cycle phase

NP

V [

M$]

Santos, J., Bryce, J., Flintsch, G.W., and Ferreira, A. “A Comprehensive Life Cycle Costs Analysis of In-Place Recycling and Conventional Pavement Construction and Maintenance Practices,” under review.

LCA Results – Impact on Climate Change

Materials Construction and M&R

Transportation WZ Traffic Mangement

Usage EOL 1

10

100

1 000

10 000

100 000

1 000 000

2 1

00

15

2

20

6

3 5

93

11

2 92

6

3 7

88

26

0 72

1

3 9

42

11

2 92

6

3 3

47

21

6

46

9

7 3

35

156

859

Recycling-based Traditional Reconstruction Corrective Maintenance

To

nn

es

of

CO

2 -

eq

Santos, J., Bryce, J., Flintsch, G.W., Ferreira, A. and Diefenderfer, B. “A life cycle assessment of in-place recycling and conventional pavement construction and maintenance practices,” Structure and Infrastructure Engineering: Maintenance, Management, Life-Cycle Design and Performance , 2014


4. Conclusions


Conclusions

o Asset management is a key business process for highway agencies Helps develop preservation and renewal

programs and budgets consistent with user expectations (performance)

Allows aligning investment with performance goals/ objectives

→ Sound asset management practices are needed to provide sustainable highway infrastructure systems

Asset Management: A Key Tool for Enhancing the Sustainability of our

Transportation Infrastructure

Questions?

[email protected]

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Asset Management: A Key Tool for Enhancing the Sustainability of our Transportation Infrastructure...

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