Browsing by Author "Wilke, Paul W."

Now showing 1 - 3 of 3
  • Thumbnail Image
    Network Level Structural Evaluation With Rolling Wheel Deflectometer
    Wilke, 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.
  • Thumbnail Image
    Use of a Digital Survey Vehicle for Pavement Condition Surveys at Airports
    Wilke, 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.
  • Thumbnail Image
    Use of Performance Metrics on The Pennsylvania Turnpike
    Wilke, 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.