Embedded Files
Context-sensitive definitions are provided to assist the reader in better understanding the Maintenance Management System.
Asset Management
Asset Management
Asset Management describes the process of understanding how roadway assets deteriorate over time and identifying/prioritizing the correct treatments to extend the life of the asset. Targets for assets are established based on their condition and criticality to the transportation infrastructure; they are used to establish when treatments should be performed to maintain the asset. Resources are applied at critical times, thereby expending minimal funds and maximizing the overall benefit to the transportation system.
Cross Asset Management
Cross Asset Management
This describes the process of weighing the benefits of working on one asset as compared to allocating resources elsewhere on other assets. This principle uses a cost-benefit approach to assist the Department in making decisions for allocating funds to increase the overall safety, performance, and preservation of the transportation system.
Example
As year end approaches, the maintenance analyst identifies that there is funding available to be spent. The DE’s, ME’s, MA,and AS’s meet to discuss where the funding will be spent. Each AS has a list of priority projects that they can spend the funding on, but only one project can be selected. Each project provides a benefit to the Department in improving the condition of the transportation system.
Scenario:
Area supervisor A would like to spend funding on lining 15 pipe culverts on I-70 that are prone to flash flooding.
Area supervisor B would like to spend the funding on repaving a section of I-15 where the pavement has deteriorated faster than expected.
Area supervisor C would like to spend the funding fixing cable barrier on US-6 where there is a high number of serious crashes.
All projects provide a benefit to the Department, but since only one project can be chosen, it will be the project that provides the highest benefit when it comes to safety, mobility, and preservation of the transportation system.
Trade Off Analysis
Trade Off Analysis
This refers to the process of determining where funds should be spent based on a given budget to maximize the benefit to the Department and transportation system.
Example
A station supervisor has funding left over after a very light winter. He/she must decide where to use this funding to provide the greatest benefit. The station has many needs, and the funding can either be split apart to address many concerns or used in just a few areas to address major issues.
Deterioration Rates (modeling)
Deterioration Rates (modeling)
This involves understanding how assets are affected by various factors including age, materials, and the environment. All assets will deteriorate over time and timely maintenance extends the life of the asset for minimal costs.
Example
A sign in St. George, Utah that is facing west and is exposed to temperatures in excess of 115 degrees Fahrenheit will degrade faster than a sign facing north that does not get the same direct sunlight. The west-facing sign will be planned to be replaced more frequently than the north-facing sign.
Figure 5.1.1
Life Cycle Costs
Life Cycle Costs
This refers to the costs needed over the life of the asset to keep it functioning. Deterioration rates determine the critical times of when certain work activities must be performed, or the asset will deteriorate faster than projected. Premature deterioration costs the Department additional money to replace the asset or restore it to an acceptable condition.
Example
An 8” HMA (Hot Mix Asphalt) pavement has been designed to reach a 20-year life on State Street in Salt Lake City. In order for that pavement to reach its full 20-year design life, it will need to be addressed periodically with preservation and rehabilitation treatments.
Life Cycle Costs:
Year 1 - HMA pavement is placed.
Year 2 - A seal coat is placed to help protect the pavement from water infiltration.
Year 5 - The HMA will need a crack seal treatment to keep water and other debris from entering/penetrating the pavement.
Year 10 - A mill and fill will be needed to remove the seal coat and the top 1.5” of the HMA that has been exposed to the weather and loading from traffic.
Year 13 - The HMA will need a crack seal treatment to keep water from penetrating the pavement.
Year 20 - The pavement has reached its designed life and will be replaced with a full-depth reconstruction.
Maintenance Level of Service
Maintenance Level of Service
The MLOS provides guidance on the acceptable condition levels to which assets should be maintained. The MLOS uses condition and risk to prioritize work tasks for assets. Not all assets are held to the same level of service; some assets are more critical to the safety, optimization, and preservation of the transportation system.
Example
A 36” HDPE culvert with a Culvert Structure Rating of 3 (fair condition) is located on SR-9 near Zion National Park and is located within a flash flood area. This culvert carries a higher level of risk than a 36” HDPE culvert with a Culvert Structure rating of 3 (fair condition) located on SR-196 (Skull Valley Road) and is not within a flood zone. The risk is higher for SR-9 because of the probability that a flash flood will occur and compromise the condition of the culvert and roadway. Therefore, even though the Culvert Structure Rating of the two culverts is the same, the culvert on SR-9 should be addressed first due to the probability of the risk.
Resource Allocation
Resource Allocation
Resource Allocation refers to the process of determining where resources will be used to provide the greatest benefit to the transportation system.
Example
A maintenance station has a total of eight snow plows with wings and 15 possible operators. Within the station boundaries is a section of interstate (~15 Miles - Priority 1) that carries over 150,000 vehicles per day. Also, the station has two routes that are identified as Priority 2 routes. The station will need to identify the resources needed (snow plow plan) to maintain the lanes open as per the snow removal policy. If the station put all of the snow plows on I-15, then a higher LOS will be achieved than what is necessary, while the Priority 2 routes will most likely fall below the intended LOS.
Real-time Cost Reporting
Real-time Cost Reporting
Real-time cost reporting is capturing the real costs as the work is being completed. Costs including maintenance, rehabilitating, or replacing an asset (including all the material, labor, equipment and other costs such as traffic control needed to perform work on that asset).
Risk
Risk
This is the probability of an event (earthquake, floods, fires, avalanches, debris flow, etc.) that may damage or impede the ability for an asset to function as intended.
Work Assignment and Reporting
Work Assignment and Reporting
Maintenance supervisors are able to assign tasks/activities to maintenance employees and track the work progress. When completed, they can review the finalized work order along with the associated costs and updated condition of the asset.
System Integration
System Integration
The ability for systems to share information as well as move information between systems to ensure that UDOT always has the latest asset data on-hand for use with their analysis tools. Other UDOT data systems include: ESRI, ePM, BrM, WFM, dTIMS, HR, Finet, etc.
Page updated
Report abuse