The Pavement Management System is a means of
classifying pavement defects (cracks, ruts, potholes, etc.),
recommending methods to rehabilitate the pavement, and
prioritizing rehabilitation work according to the seriousness of the
defects. Rehabilitation may include one or more of the following
- Digout and Repair
Soft or broken areas of pavement are excavated to
a firm footing and backfilled with compacted asphaltic concrete (blacktop). Our primary means of accomplishing this is by use of a grinder which neatly removes an area needing replacement in a very efficient manner.
- Crack Seal & Chip Seal
Cracks wider than about 3/8" are blown clean and
then filled with liquid asphalt. The entire paved surface
is then sprayed with liquid asphalt at a rate of
approximately 0.4 gallons per square yard and rock chips
are spread across the hot liquid asphalt.
After pressing the rock chips into the liquid
asphalt with a power roller, the liquid asphalt cools to a
semi-solid state, retaining the rock chips for a wearing
surface. The primary benefit of crack sealing and chip
sealing is the prevention of storm water intrusion into the
A new layer of asphaltic concrete is placed over
the old pavement. The thickness of the new pavement
may vary from 1-1/2" to 3-1/2" depending on the amount
of additional pavement strength required.
In practice, the development of a pavement management plan is
performed in three phases:
Phase I - Field Survey
On an annual basis, paved roads are visually inspected by
trained personnel. Roads are divided into sections and the typical
defects in each section are recorded. This data is then prepared for
entry into the computerized pavement management program.
Phase II - Defect Scoring
The various types of pavement defects (cracks, etc.) are
assigned three different levels of seriousness and each level is
assigned a numerical score. Thus, a pavement section with
widespread alligator cracking and mild rutting might receive a score
of 200 points for the cracking and only 40 points for the rutting.
Since there are seven different types of pavement defects, each with
three levels of seriousness, a detailed analysis can be
generated by the system.
Phase III - Rehabilitation Projects
The output from the analysis contains, among other things,
a prioritized list of projects for overlays, chip seals, and pavement
maintenance work. The list allows county managers to develop a
strategy for the annual rehabilitation program depending on the
amount of resources available and the amount of time the life of a
pavement can be extended by the strategy adopted. For example,
managers might weigh the advantages of one mile of overlay costing
$100,000 and prolonging the pavement life 15 years against a chip
seal costing $15,000 and prolonging the pavement life 5 years.
Generally, the amount of money available for the capital
improvement budget has a significant effect on the combination of
The Pavement Management System is an extremely effective management tool. Since its selection of projects is based on hard data, the possibility of biased judgment is reduced. The County Budget Committee and other officials can readily understand the report produced by the system, thereby greatly facilitating their decision making process.
Current Pavement Condition
An analysis of the overall pavement condition of county roads can be performed with the pavement management system and compared to Oregon State Highway Division standards. For 2015 the condition of paved roads in Jackson County is depicted in the following pie chart:
By conducting yearly condition assessments, county managers can determine whether they are gaining or losing ground in their efforts to provide high quality paved roads to all who use them.