9th International Conference on Managing Pavement Assets
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The 9th International Conference on Managing Pavement Assets (ICMPA9) took place in the Washington, DC metropolitan area from May 18-21, 2015. The conference brought together pavement design and management engineers, companies specialized in providing pavement management services and data collection, researchers and specialists on asset/pavement management, general pavement/road engineers, planners dealing with the development of public works programs, and academics specializing in pavement design, analysis and management. The conference aimed to define the requirements for the "next generation" of pavement management tools need and to that effect it builds upon the following theme: "moving pavement management beyond the short-term: embracing innovation and addressing sustainability, accountability, and improved performance."
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Browsing 9th International Conference on Managing Pavement Assets by Author "Applied Research Associates"
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- Comparison of United States Air Force PCI Standard Deviation Values to Default Values to Default Values in ASTM D5340Pullen, Aaron B.; Parsons, Timothy (2015-06-04)This paper presents the results of an analysis of nearly 20 years of Pavement Condition Index (PCI) inspection data from the United States Air Force (USAF), comprised of over 10,000 inspected pavement sections, and compares the standard deviation of the PCI of individual sample units within pavement sections to the published defaults in ASTM D5340 (Standard Test Method for Airport Pavement Condition Index (PCI) Surveys), which is 10 points for asphalt pavements and 15 for Portland cement pavements. The USAF is committed to proactively maintaining and rehabilitating its airfields, in part through performing routine PCI surveys to identify and document distresses present in its airfield pavements. Pavements are divided into sections for inspection based on the pavement design, construction history, and traffic area. Because of the time and effort involved, surveys of entire sections are often beyond available manpower, funding, or time. A statistical sampling routine is defined in ASTM D5340 to reduce the effort required to determine the PCI of a given section of pavement. The sampling rate calculation is based on surveying enough samples to achieve a 95% confidence interval of + or - 5 PCI points and is calculated using the number of sample units and the standard deviation of PCI values of sample units in the section. The standard deviation is not known until after the survey has been accomplished; therefore, default values are provided. This study calculates the standard deviation for each inspected section and compares the results to the defaults. The paper also investigates the effect of other factors such as pavement use, pavement rank, age at time of inspection, and slab size on PCI standard deviation. Results indicate that the default values provided in the standard are generally not conservative for all pavements.
- Network Level Structural Evaluation With Rolling Wheel DeflectometerWilke, Paul W. (2015-06-04)One of the primary purposes of pavement management systems (PMS's) is to select maintenance and rehabilitation (M&R) treatments at the optimum time during the life of each pavement in a network of roads. The M&R selections are typically based on surface condition and other available historical data. Surface distress data provides a good indication of the functional condition of a pavement and some distresses (example - alligator cracking) provide an indication of structural problems. However, assignment of M&R treatments could be improved if pavement structural capacity was considered in the evaluations. A falling weight deflectometer (FWD) is a common non-destructive testing tool used to assess structural capacity of pavements. However, the relatively slow rate of testing and the need for traffic control often precludes its use on a broad network level. In response to the need for rapid collection of structural data on a network level, the Rolling Wheel Deflectometer (RWD) was developed. The RWD is an innovative device that uses a series of lasers mounted beneath the bed of a custom-built 53-foot (16 meter) semi-trailer to measure a continuous profile of pavement deflections under the trailer's 18-kip (8,164 kg) single axle load while traveling at traffic speed. This paper presents the results of a study that evaluated the structural capacity of a sampling of the Pennsylvania Department of Transportation's (PennDOT's) roads using the RWD and compares the results to other conventional methods. The use of structural data from the RWD for network level PMS is also demonstrated through the study.
- Optimizing Highway Funds by Integrating RWD Data into Pavement Management Decision MakingSteele, Douglas A.; Beckemeyer, Curt A.; Van, Thomas P. (2015-06-04)Pavement structural response is an important indicator of pavement structural capacity, which influences performance measures, such as cracking. Traditionally, pavement management systems have tracked performance using condition indices based on visual distress; however, condition indices based on surface conditions only do not provide a measure of pavement structural response, and therefore, an estimate of pavement structural capacity. The Rolling Wheel Deflectometer (RWD) is an innovative device that efficiently collects network-level pavement structural response produced by an18-kip single axle semi-trailer load traveling at normal highway speeds. This makes the RWD highly productive and eliminates the need for lane closures, which increases the safety and mobility of the traveling public. Applied Research Associates, Inc. (ARA) collaborated with the Oklahoma Department of Transportation (ODOT) to study the potential benefit of integrating RWD data in their pavement management process. The study included RWD data collection on over 1,000 miles of ODOT highways, processing to determine representative pavement deflections for each Pavement Management System (PMS) section, incorporation of structural index in their decision tree, and generation of rehabilitation plans with and without the structural index to evaluate their effect on management decisions and the optimization of highway funds. The results showed a significant cost savings when incorporating the RWD-based structural index, primarily due to the use of more cost-effective pavement preservation techniques on pavement sections with good structural response (i.e., low deflections). In addition, the strategy incorporating the RWD-based structural index made better use of funding by delaying treatment on roads with poor structural response until pavement rehabilitation was a cost-effective option.
- Pavement Preservation Process at the Maryland State Highway AdministrationDesaraju, Praveen; Hall, Geoff; DeSousa, Paulo (2015-06-04)The need for pavement preservation is widely recognized by transportation agencies. Over the past few years, the Maryland State Highway Administration (MDSHA) has made significant advancements in developing guidelines for pavement preservation in Maryland. The Pavement and Geotechnical Division (PAGD) within MDSHA has developed a pavement preservation guide that will assist in determining the "right fix for the right road at the right time" when used in conjunction with network-level and project-specific data. This guide was developed based on review of state-of-the-practice literature pertaining to pavement preservation, past experiences and the resource base of MDSHA pavement engineers. Step-by-step instructions on determining treatment options were developed through the use of flow charts, decision trees and treatment tables. At the end of the step-by-step process, there will be many viable treatment options available for consideration. In addition, various treatment options are also defined, along with information regarding treatment cost, advantages, disadvantages and other items. These options, along with the use of good judgment, common sense and research of current best practices help facilitate good decision-making. The ultimate selection of a preservation strategy by the District is based on the most cost-effective engineering design considering cost, practicality of construction, and benefit in terms of life extension. This paper presents an overview of the guide as of December 2014. Updates are made to this guide as new paving technologies emerge, and as feedback about performance of treatments is available. Efforts are also underway to integrate this guide into the pavement management optimization analysis.
- Recovering from the 2010 Nashville Flood: Pavement Management as a Tool in Long Term Disaster RecoveryReid, Donald; Walter, Jacob (2015-06-04)In the spring of 2010, Nashville, Tennessee and surrounding Davidson County (commonly referred to as "Metro") was hit by a massive flood along the Cumberland River and its associated tributaries. This event broke nearly all flood-related records for the Nashville area and was identified as a 1,000-year flood by the National Weather Service. Damage to the transportation network was significant; flood related damages to pavement included major surface damage, washouts, and erosion of the soil that Metro's roads are built upon. This paper is a case study of Metro's response to the 2010 flood with respect to its roadway network and the role the existing pavement management system played in the long-term recovery of Metro's pavements. It discusses the impacts of the flooding, how the system was used to identify repair areas, how the appropriate approach was determined for specific damaged areas, and how the results of repairs were tracked to ensure that they were both appropriate and effective. The development of new approaches used to address an event of this magnitude along with the impact to Metro's financial reporting and ability to issue bonds will also be discussed.
- Use of a Digital Survey Vehicle for Pavement Condition Surveys at AirportsWilke, Paul W. (2015-06-04)Pavement Management Systems (PMS's) are used extensively as a tool to manage airfield pavements. The pavement surface condition survey is a primary component of all PMS's. Traditionally, pavement condition surveys at airports have been conducted using a foot-on-ground (FOG) approach where inspectors walk the pavement area and collect detailed distress data. In contrast, most highway pavement condition surveys are conducted by driving over the paved area; many of these driving surveys are now completed using a digital survey vehicle (DSV). The DSV collects downward facing pavement video, photographs, and other data while traveling at speeds up to 60 miles per hour (100 kilometers per hour). The DSV offers several advantages over the FOG approach. One of the main advantages for airports is the speed of field data collection which minimizes the disruption to airfield operations. Some have been reluctant to use the DSV for airport condition surveys because of real or perceived limitations of the DSV approach. Airport pavements, especially runways, are significantly wider than roadway lanes thus requiring multiple passes of a DSV to collect data over the full pavement width which can pose challenges in referencing the relative position of each run. Other concerns include detection of pavement defects that pose a risk of foreign object damage (FOD) to aircraft and detection of slight rutting that may not be visible from DSV images. This paper describes the advantages and disadvantages of DSV and FOG approaches to airport condition surveys as well as special considerations for mitigation of potential problems while using the DSV approach.
- Use of Performance Metrics on The Pennsylvania TurnpikeWilke, Paul W.; Hatalowich, Pamela (2015-06-04)The Pennsylvania Turnpike Commission opened the first 169 mile (270 km) portion of the Pennsylvania Turnpike between Carlisle, PA, and Irwin, PA, on October 1, 1940, making it the first Super Highway in the United States. Since that time the Commission has been dedicated to providing their users with a first class driving experience. As a part of the Turnpike's reconstruction and capacity expansion efforts, the Commission wants to ensure that their pavements continue to meet the goals for safety and user comfort. In 2007 the Commission contracted for an annual evaluation program for its 550 centerline mile (880 km) pavement network. In this program, the performance of the Turnpike system is evaluated on a 0.1-mile (160 m) interval basis in the travel lane for each travel direction. The specific performance metrics are designed to ensure a safe, comfortable experience for the Turnpike's users. These metrics are: - Ride Quality -- International Roughness Index, ASTM E-950 and E-1926 - Rutting -- Rut depths, PennDOT Publication #336 - Skid Resistance -- Friction Number, ASTM E-274 using both ribbed (E-501) and smooth (E-524) tires. The Turnpike compares the results of the annual evaluations to the established performance metrics to ensure their patrons are receiving an enhanced driving experience. Performance comparisons are also used to identify areas needing improvement, to program projects for remediation, and to address unsafe conditions. This paper discusses how the annual monitoring program and its results are used to meet the high performance goals of the Turnpike and adequately distribute the available maintenance and repair funds to the proper projects.