9th International Conference on Managing Pavement Assets

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https://hdl.handle.net/10919/56344

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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30 Years – 20 State DOTs: Trends in Pavement Management observed through real world Implementation at the State DOT Level
Zavitski, Jeffrey L.; Piane, Robert R. (2013-06-04)
Since the first International Conference on Managing Pavement Assets 30 years ago in 1985, there has been continuous enhancement and evolution of pavement management system (PMS) technology to produce more effective recommendations coming out of an agency's PMS. Improvements in data collection, performance measures, deterioration modeling, dynamic segmentation, treatment algorithms, triggering mechanisms and optimization technologies have led to significant improvements in PMS strategy recommendations as well as the acceptance of those recommendations in both centralized and de-centralized State Departments of Transportation (DOT). Significant efforts have also been invested in methodologies and technologies to integrate PMS into an overall asset management system (AMS) at the State DOT level utilizing cross asset optimization technologies. This paper will examine the evolution of pavement management from the desktop environment to today's enterprise pavement management systems within 20 State DOTs that use a common software platform and present significant changes in pavement management methodologies that lead to increased use and acceptance of the PMS recommendations and adoption within the agency. It will also examine current trends that will impact the systems of tomorrow including integration with other decision making tools, capturing field data, and alternative approaches to optimization.
Recent Developments in Pavement Management on Irish National Roads
Feighan, Kieran; McGowan, Ray; Casey, Tom; O’Sullivan, Andrew (2015-05)
The Irish National pavement network is Ireland’s strategic road network consisting of over 5,300 centreline kilometres of road and is managed by the National Roads Authority (NRA). There is a very significant variation across the network under a variety of headings, including pavement construction, pavement age, carriageway width, lane width, geometric design and traffic volumes carried. A large proportion of the network consists of “legacy” roads that have evolved from historic routes that are often constrained by physical or environmental conditions This diversity in road construction as well as varied traffic volumes, leads to significantly different deterioration and failure modes across the network. Constraints in the geometrical alignment also tend to alter how the route is driven, e.g. The average inter-urban speed is lower for routes with tight radius bends. Accordingly, a range of innovative measures have been adopted to customise and adapt the Authority’s Pavement Management System for the Irish National road system. The objective of this paper is to describe these innovative measures to an international audience. Pavement Condition data collection using high speed machine survey vehicles has been carried out annually on the National road network. Most of the road condition data is collected using the Road Surface Profiler (RSP) machine. The skidding resistance data is collected using the Sideways-force Routine Investigation Machine (SCRIM). In 2013, LCMS has been used to collect cracking and ravelling data on the entire network. In addition, in 2013, a Ground Penetrating Radar (GPR) survey has been carried out on the entire network to improve the pavement construction and layer thickness data. To manage this diverse network effectively, it was decided to define a series of five subnetworks by grouping similar sections such that there is considerably less variation in pavement condition, traffic and construction type. This approach enabled the service levels set for the different subnetworks to take account of the differences in traffic levels, pavement type and foundation characteristics of each subnetwork. The approach recognises the necessity to adopt progressively lower performance levels on Subnetworks 1 to 4, as compared to Subnetwork 0 (the motorway / dual carriageway network). In effect it recognises the constraints and adopts a “fit for purpose” approach. The performance levels are also used at tactical and strategic level for management of the network. There is a comprehensive managed skid resistance programme based on 100% measurement of the skid resistance of the network on an annual basis. Principles of risk equalisation have been developed with a range of skid resistance investigatory values used on the network, dependent on the road section characteristics – approaches to roundabouts and traffic lights having significantly higher skid resistance requirements than straight line nonevent sections, for example. This skid resistance policy is applied consistently across all subnetworks. The NRA corporate GIS, ArcGIS, is used to co-ordinate and cross-reference the data from a range of management systems including the PMS, Bridge Management System, Accident Database, Traffic modelling database, Routine Maintenance Management Systems among others. A new ArcGIS add-in has been developed for the NRA to allow display and querying of the imagery collected on the annual surveys.The processed video is also available to the NRA and its clients through a web browser system.
9th International Conference on Managing Pavement Assets
Virginia Tech Transportation Institute (2015-05)
This conference program lists the events that took place during the 9th International Conference on Managing Pavement Assets (ICMPA9), which was held from May 18-21, 2015 in Alexandria, VA. 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." ICMPA9 was organized by the Virginia Tech Transportation Institute, the Federal Highway Administration, the Virginia Department of Transportation, the American Association of State Highway and Transportation Officials (AASHTO), the Transportation Research Board, and the World Road Association.
Preparing for the Next Transformation in Pavement Management
Zimmerman, Kathryn A. (2015-05)
Since the initial development of a systems approach for managing pavements in the late 1970's and early 1980's, there have been tremendous changes in the way transportation agencies have designed, constructed, and managed their pavement networks. In just the past 10 years, transportation agencies have been introduced to new mechanistic-empirical design programs, methods of determining the sustainability of different pavement designs, equipment capable of collecting 3-D pavement surface characteristics and 1 mm crack widths at traffic speeds, and web-access to pavement databases on handheld devices virtually anywhere in the world. During the same time period, many transportation agencies have been forced to shift from a focus on system expansion to system preservation as funding tightened and large portions of the infrastructure network reached the end of their design life. In some cases, transportation agencies have outsourced maintenance, design, and construction functions as agencies downsize in response to economic realities. In addition, recent legislation places more of an emphasis on system preservation with a focus on performance-based decisions that consider costs of the whole life of an asset. Some might consider the magnitude and breadth of these changes to be transformational to the field of pavement management. However, to be truly transformational, pavement management practitioners must take advantage of the new developments and technology to shift from the traditional role of pavement management for assessing, reporting, and prioritizing pavement needs to a broader role that supports a range of uses beyond those originally intended in the early pavement management systems. The broader applications of pavement management and the changes that will be needed will be a primary focus of this presentation. To put these changes in context, earlier transformations that have shifted the practice of pavement management will be explored beginning with the AASHO Road Test that took place from 1956 to 1960. The decision of the road test staff to develop a method for evaluating the performance of pavements in a way that was independent of pavement type and could be applied universally to describe pavement condition represents the first transformation in the development of pavement management. The next transformation occurred in 1970 at a workshop organized by the Federal Highway Administration (FHWA) and the Highway Research Board (now known as the Transportation Research Board) where a systems engineering approach that was based on mathematical solutions to optimize decisions was first suggested nationally as a viable approach for making decisions about pavement maintenance and rehabilitation actions. A third transformational period occurred in the 1990s when technological advancements made it possible to collect large quantities of data quickly, to analyze the data on desk-top computers, and to present information visually using maps and other display techniques. This presentation will consider how the lessons learned from past transformations can be used to provide insight into the changes that are needed today to make the next round of advancements in pavement management a reality and to lead to a more sustainable program in the future.
Visualizing Pavement Management Data at the Project Level
Rydholm, Timothy C.; Luhr, David R. (2015-05-01)
As a Pavement Management System increases in maturity, so does the amount of information powering it. As the level of information grows, efficiently communicating the data becomes difficult. The Washington State Department of Transportation (WSDOT) has a long history of collecting and storing data that is electronically accessible and referenced against a Linear Referencing System (LRS). This data includes pavement surveys, contracts , capital projects, roadway configuration, maintenance activities, and more. This data has been successfully integrated from its many sources into the Washington State Pavement Management System (WSPMS). Data visualization is a key tool to utilize this vast amount of information when making pavement management decisions at the project, network and strategic levels. Commonly recommended data visualization techniques, such as bar charts, pie charts and GIS maps, lend themselves well to network and strategic analysis, but are difficult for efficient use at the project level. This paper provides an overview of the implementation and advantages of the Segment Viewer, the primary tool used for project level analysis in the web-based WSPMS software.
Managing Missing Pavement Performance Data in Pavement Management System
Farhan, Javed; Fwa, Tien F. (2015-05-01)
Missing data in pavement condition and performance records of pavement management systems (PMS) are ubiquitous in practice. Imputation of missing data is often required in the analysis of pavement performance and decision making for pavement management. The traditional methods of handling missing data by pavement engineering professionals include deletion of affected records, and imputation of missing data either by means of interpolation substitution, mean substitution, or regression substitution. Today, the advancement of computer technology has permitted the use of computationally complex stochastic Multiple Imputation algorithms to improve the accuracy of missing data estimates. This paper examines the effects of different available missing-data imputation techniques in handling missing pavement performance data in pavement management systems. The methods of Multiple Imputation are also examined to take into account the stochastic nature of the data imputation problem. Demonstrative examples using actual records from LTPP database are presented to illustrate the relative merits of different missing data imputation techniques.
Advancing Pavement Surface Evaluation to Support Engineering and Investment Decisions
Daleiden, Jerome; Burchett, Thomas; Mergenmeier, Andy (2015-05-01)
The American Association of State Highway and Transportation Officials (AASHTO's) Pavement Rutting and Cracking Quantification Expert Task Group (ETG) was formed in 2006 with Federal Highway Administration (FHWA) funding to provide program guidance and assistance in development and enhancement of standards for pavement rutting and asphalt pavement surface cracking. The ETG was formed with subject matter experts to represent AASHTO, FHWA, the American Society for Testing and Materials (ASTM) Committee E-17 on Vehicle-Pavement Systems, Transportation Research Board (TRB), the Long Term Pavement Performance (LTPP) Program, academia, and industry. Revised data collection and analysis protocols have been produced and evaluations are being initiated to identify how best to continue the development process.
Taking the Namibian Road Management System to the next level
Tekie, Sophia (2015-05-01)
The Road Management System of Namibia Roads Authority has been in operation since 1998, with continuous updating and maintenance throughout this period. The System, utilizing both international acceptable methodologies and local experience, is considered one of the most successful systems in Africa. RMS of Namibia has been in a leading role because of adhering to international standards but in a localized context. It can assist many developing countries to take this system as a prototype for their own development. The current system consists of several sub-systems, all integrated and accessible from one front end to assist the organization with strategic planning, tactical planning, design and project management. The continuous operation of the RMS, feedback from different levels of management and the international drive towards total asset management has highlighted specific needs to take the system to the next level. This paper summarizes the structure and functions of the existing system, highlights the benefits of continuous operation and system maintenance and then focuses on four main identified improvements namely, converting priorities to practical work programs, relevant key performance indicators and rationale for selected targets, balancing funding between new roads and maintaining existing ones and keeping track of ideal funding requirements, approved budgets, annual expenditure and impact thereof. It is called Network Integration Module version III.
Pavement Deterioration Prediction Model and Project Selection for Kentucky Highways
Xu, Guangyang; Bai, Lihui; Sun, Zhihui; Nowaczyk, Tracy; Shive, Chad; Wilcoxson, Jon (2015-05-01)
Pavement deterioration is an important factor in evaluating and prioritizing pavement management and preservation (PMP) projects. The primary goal of this paper is to provide quality predictive functions from multiple linear regression (MLR) models that can be adopted by Kentucky Transportation Cabinet (KYTC). Furthermore, the paper proposes to use a decision analysis procedure, i.e., an analytic hierarchy process (AHP), in developing a composite pavement distress index for KYTC to prioritize and select PMP projects. Such a prioritization of candidate PMP projects is based on 11 different distress indices. Numerical results show that the MLR models provide relatively high R squared values of approximately 0.8. In addition, preliminary study shows that the proposed AHP-based project selection method overcomes the drawback of KYTC's current rating and selection system for overemphasizing the international roughness index (IRI) among all distress indices.
US Army Experience with Precast Panels for Military Airfield Pavement Repairs
Priddy, Lucy P.; Bly, Peter G.; Flintsch, Gerardo W. (2015-05-01)
The evaluation of expedient Portland cement concrete (PCC) repair technologies has been the focus of the pavements research community for decades due to ever decreasing construction timelines. Precast concrete panel technology offers a potential repair alternative to conventional cast-in-place PCC methods, because the panel has gained full strength prior to its use and allows for local concrete material sources to be used in lieu of costly proprietary rapid-setting repair materials. This repaired surface may be trafficked much sooner after placement compared to traditional PCC repair materials, thus eliminating time lost to lengthy curing durations. The objective of this research was to develop a precast panel repair system to conduct expedient or emergency airfield pavement repairs for military operations worldwide. This objective was accomplished by modifying a prototype panel repair system to conduct various sized repairs in a full-scale field test section and then trafficking these repairs to failure. This paper summarizes recent U.S. military experiences in developing and testing precast panels for airfield pavement repairs in a full-scale test section. Recommendations for new panel design configurations, material requirements, equipment items, and phased construction planning are presented. These recommendations are based on full-scale field testing results, including both the timing of repair activities and the performance of the panels under simulated aircraft traffic, and finite element modeling results. These recommendations can be used to improve panel repair performance and expedite installation efforts.
A Framework for Developing Specifications and Performing Acceptance Testing of an Inertial Profiler
Perera, Rohan W.; Elkins, Gary E.; Wiser, Larry J. (2015-05-01)
State highway agencies (SHAs) collect profile data on their highway network using an inertial profiler, and use this data to compute the International Roughness Index (IRI) of highway segments, which are stored in a pavement management system. SHAs also use inertial profilers to obtain the smoothness of new construction to determine if the specified smoothness level has been achieved. When purchasing a new inertial profiler, a SHA has to first develop a set of specifications for the profiler. These specifications should cover all components associated with the profiling system such as the height sensors, accelerometers, distance measurement instrument, computer system, etc. The specifications should also address additional equipment that can be installed in the profiler, such as a GPS receiver, sensors to record macrotexture data etc., and requirements of the host vehicle on which the profiling system is installed, including safety equipment. The specifications have to address software requirements, and contain an acceptance testing plan, which will describe a test protocol to ensure that the constructed profiler is capable of collecting repeatable and accurate data. The Long-Term Pavement Performance (LTPP) program has been collecting profile data at test sections located in the United States and Canada for 25 years. During this time, the program has used four different types of profilers for data collection. The procedures followed in the LTPP program to specify and perform acceptance testing of profilers and the American Association of State Highway and Transportation Officials (AASHTO) standards that address inertial profilers are used in this paper to describe a framework for developing specifications for an inertial profiler and perform acceptance testing of the profiler.
Pavement Management's Role in an Asset Management World
Zimmerman, Kathryn A.; Ram, Prashant V. (2015-05-19)
With the passage of the Moving Ahead for Progress in the 21st Century Act, commonly known as MAP-21, there has been increased focus and attention to asset management programs in transportation agencies and the development of risk-based asset management plans. These plans document the transportation assets being managed by the agency, summarize current and planned performance expectations, and outline the investment plans that the agency will make to meet performance targets. Although MAP-21 requires the plans to include only pavements and bridges on the National Highway System, state transportation agencies are encouraged to include all infrastructure assets within the right-of-way corridor in their plan. With all this focus on asset management some agencies may draw the conclusion that pavement management is less important than it has been in the past. Is there any truth to that conclusion? Is there a future for pavement management beyond data collection activities? This paper addresses these questions by demonstrating the expanding role for pavement management in supporting an agency's asset management initiatives and the importance of developing pavement management tools that are used for more than gathering and reporting pavement conditions. The authors illustrate the importance of pavement management analysis results to develop key components of an asset management plan. For instance, the paper illustrates how pavement management outputs are critical to being able to: a) conduct a life-cycle analysis showing the cost-effectiveness of different treatment strategies, b) evaluate trade-offs when making investment options across asset types, and c) identify and manage risks that might impact the agency's ability to achieve its goals. The paper concludes with recommendations for enhancements to existing pavement management systems that are needed to better support the asset management environment in which most transportation agencies operate. Specifically, the paper discusses the importance of integrating pavement management data with other asset data, incorporating the performance of preservation activities in prediction models, and capturing the impact of capital investments on future maintenance costs to truly evaluate the whole life costs of a given option.
An Implementable Framework for Standardizing National Pavement Crack Measures
Tsai, Yichang; Jiang, Chenglong (2015-05-19)
National consistent pavement performance measures are essential for MAP-21. Cracks, as the most common type of pavement distresses and an important symptom of potential pavement failure, are a major component of many transportation agencies' pavement performance measures. However, due to the significant diversity among the state DOTs pavement distress protocols, it remains a challenge to establish consistent, nationwide crack measures. State DOTs have, over decades, invested major resources to collect and maintain their legacy data for pavement management and are not willing to change their distress protocols. This paper presents an implementable framework to address this issue using a multi-scale crack analysis concept based on Crack Fundamental Element (CFE). The framework aims to systematically provide physical and topological crack properties using three scales: fundamental crack properties, aggregated crack properties, and CFE cluster geometrical properties. These crack properties are independent from state DOT's protocols, so they can be measured consistently and are flexible enough to transform into the Federal LTPP pavement distress manual and states' legacy protocols through rules and modeling. An actual pavement segment on State Route 236 in Georgia is used to demonstrate the compatibility between the proposed framework and the Georgia DOT COPACES manual; the experimental tests show that these proposed crack measures can be transformed into existing crack definitions with over 90 percent accuracy as compared to human established ground truth. The proposed framework will establish a crucial foundation towards national standardized pavement performance measures.
Addressing Uncertainties of Performance Modelling with Stochastic Information Packages – Incorporating Uncertainty in Performance and Budget Forecasts
Kadar, Peter; Martin, Tim; Baran, Michelle; Sen, Ranita (2015-05-19)
A large volume of data is collected world-wide to feed pavement management systems (PMS). The data is typically condensed to characterize pavement sections or smaller sub-networks by using statistical measures mostly averages. In this process valuable information is lost, thus increasing the likelihood of providing inaccurate or in some cases misleading answers. The pitfalls of using averages can be avoided by utilizing the full data set and treating each data set as an entity or stochastic information packet (SIP). Modeling with SIPs means that the input as well the output of the modeling is a distribution as opposed to the singular outcome of deterministic models. The resulting distribution allows determination of the probability of the outcome besides its predicted value. Budget and condition forecasts therefore may include not only the future condition and budget requirements, but their reliability and consequently the level of associated risks. Managing agencies and contractors may choose the budget scenario best reflecting their level of risk acceptance or tolerance. Modeling with SIPs builds on deterministic models by expanding their outcomes into full distributions. Working with arrays (SIPs) requires using a novel approach that is described and illustrated in the paper.
A Multi-Objective Asset Management Approach to Evaluate Maintenance Strategies for Funding Allocation
Chang, Carlos M.; Vavrova, Marketa; Smith, Roger E.; Tan, Sui G. (2015-05-19)
Modern asset management aims to provide the user's expected level of service in the transportation infrastructure assets in the most cost-effective manner while also accounting for broader social and environmental impacts. The decision-making process is complex due to many potential conflicting goals that need to be balanced in the final solution. This paper describes a holistic multi-objective asset management approach to integrate environmental related measures with traditional performance measures. A robust framework for managing infrastructure assets is proposed for implementation, and a case study focused on asphalt concrete (AC) pavements demonstrates its applicability, evaluating various maintenance strategies from a multi-objective perspective. The case study shows that timely applied preservation leads to lower emissions and lower fuel consumption. In the example, savings estimates of 662,310,738 kg CO2 over a 20 year period that are equivalent to $31 million in social costs for a 940 mile network. By considering economic, environmental, and social impacts; the multi-objective asset management approach improves the decision making process and contribute to better balanced funding allocation decisions when developing maintenance strategies.
A Critical Assessment of Jointed Plain Concrete Pavement (JPCP) Using Sensing Technology – A Case Study on I-285
Tsai, Yichang; Wu, Yiching; Doan, Julius (2015-05-20)
Most of the Jointed Plain Concrete Pavement (JPCP) in Georgia was laid in the 1970s. The inservice JPCPs have carried significant traffic (e.g., more than 2 times of designed ESALs) and now are in need of concrete pavement restoration (CPR), such as broken slab replacement, grinding, and joint reseal. Detailed distress information, including crack type, length, severity level, and condition of adjacent slabs, are essential for determining CPR need at the slab-level and estimating the quantity (e.g., length of slab replacement). However, current manual survey cannot provide such detailed information, especially on multi-lane roadways with high traffic volumes. In this paper, a method is proposed to effectively identify the slabs that need to be replaced and accurately estimate their lengths using geo-referenced joint and distress information, especially crack patterns that can be extracted from 3D pavement data. A case study was conducted on a 1-mile section on I-285, one of Atlanta's most heavily traveled roadways. This section was built in 1968 as 10-in un-doweled JPCP with 30-ft joint spacing. It has lasted 45 years and carried more than 4 million ESALs. Detailed distress data, including joint location, crack type, and length was extracted from 3D pavement data and used to determine the CPR (e.g. 6-ft to 30-ft slab replacement) at the slab-level. The case study, using the actual pavement distress data on an interstate highway, demonstrated the proposed method is promising for developing an accurate, cost-effective, and safe CPR program.
Improving Data Quality for Pavement Management System
Tan, Sui G.; Cheng, DingXin (2015-05-20)
The Metropolitan Transportation Commission (MTC) has developed a pavement management StreetSaver program with more than 400 users in the United States. MTC uses the program to evaluate street and road condition and perform maintenance needs assessments for the 109 cities and counties in the San Francisco Bay Area. Quality pavement condition survey data is a critical component of a pavement management system. MTC has augmented a new quality acceptance (QA) program as part of its Quality Data Management Plan in 2013. The QA program is geared toward making sure consultants hired by MTC for data collection can provide quality data in a consistent manner. The objectives of the QA program are to provide consistent pavement distress identification, improve data quality, avoid untrained pavement condition raters, while providing industry standards and accountability. The QA program contains a Rater Certification Program that ensures good quality data by using certified and trained technicians for the PMS; hiring a third party and neutral institution to audit the contractors' quality control plan; and verifying the data collected by consultants and checking data collected against pavement deterioration models and curves used in the PMS database. The process provides feedback to the consultants' quality control plans and significantly improved the quality of the PMS data collected. The MTC's data quality assurance experience is expected to benefit other agencies that are using any pavement management systems.
Going Beyond Performance Targets in MAP-21 for Local Agencies
Tan, Sui G. (2015-05-20)
Since 1984, the Metropolitan Transportation Commission (MTC), the San Francisco Bay Area regional planning organization (MPO), has continued to develop and enhance its pavement management system (PMS) software - StreetSaver. StreetSaver was chosen by the League of California Cities and the California State Association of Counties to power the California local streets and roads statewide needs assessment. In the MTC region, the software is used to assist all 109 local jurisdictions allocate resources, predict the future condition of their pavements, and demonstrate the effects of different funding scenarios. More recently, MTC's efforts to encourage pavement preservation strategies have also paid dividends and jurisdictions have shifted away from "worst first" strategies. The performance based, outcome-driven approach that incentivizes preventive maintenance was well documented, and has been modeled by other MPOs to meet the Moving Ahead for Progress in the 21st Century Act (MAP-21). Not surprisingly, setting the MAP-21 performance targets for pavement condition in the MTC region is straight forward. However, relating regional targets to the local environment is a different story. In order to see the fuller picture, MTC has worked with local agencies to interpret the targets and developing key performance indicators (KPI) that will help them to gauge their performance at the local level. The KPIs were developed to inform local decision making and pavement maintenance strategy decisions to support their local investment policy. Specifically, the information provided will assist local agencies in answering: What is the existing condition of the road network? What amount of funding is currently invested in pavement preservation What amount of funding is needed to achieve the state of good repair? How effective is the pavement preservation effort? The intent of the KPIs is to improve agency's overall performance and promote increased transparency and accountability for their pavement management programs, beyond the basic performance measures set in MAP-21.
Long-Term Pavement Performance (LTPP) InfoPave: Extracting Practical Information out of the Data
Ahmad, Riaz; Daleiden, Jerome; Kargah-Ostadi, Nima (2015-05-20)
Long-Term Pavement Performance (LTPP) InfoPave is the web interface for the world's largest pavement performance database. This web interface is being developed under the Federal Highway Administration (FHWA) LTPP program to achieve the strategic goal of utilizing LTPP data effectively. An effective web interface helps reach users crossing all levels of expertise and geographical boundaries and helps information sharing which adds value to tax payers' dollars. To overcome the hurdles for easy data access, the initial phase of the LTPP InfoPave development considered effective ways of data design including organizing the data for the user, expanding data to the unit (test section) level, developing consistent terminology and metadata, and using familiar pavement engineering names for tables and fields in the database. The design of the data warehouse and development of feature mechanisms were centered on the efficient data structure model. Feedback obtained at each major step of development helped create this web interface. LTPP InfoPave, released during the 93rd annual meeting of the Transportation Research Board (TRB) in January 2014, has received positive response from students, researchers, State DOT engineers, and stakeholders alike. The second release of InfoPave in January 2015 includes major enhancements to existing features and a series of new features, which implement novel visualization tools to further facilitate access to LTPP data. The application of LTPP InfoPave enhances data visualizing, selection, and access. This paper will layout data analysis examples, which demonstrate the utility of InfoPave in providing answers to pavement performance questions. Plans for future improvements and implementation will be discussed as well.
New Jersey Micro-Surface Pavement Noise Evaluation
Hencken, John; Haas, Edwin; Tulanowski, Michael; Bennert, Thomas (2015-05-21)
New Jersey DOT is evaluating pavement preservation types for interstate resurfacing as a method to increase network pavement life cycles within depressed budgetary limits. Despite the economic benefits for micro-surface there is concern for the noise quality and pavement noise levels, which will become a significant issue to a greater population as the application increases over an increased area of lane miles throughout the state. Pavement noise research has been conducted on in-service pavements throughout NJ for several years, but prior to this study minimal data had been collected on traditional micro-service mix employed state-wide. Three traditional micro-surfaces were evaluated at 72.4 km/h (45 mph) with the On-Board Sound Intensity (OBSI) method. Additionally, three innovative flexible micro-surfaces with varying parameters were evaluated as well. Initial noise levels for NJ's traditional micro-surface overall levels varied between 98.0 dBA and 102.4 dBA. The flexible micro-surfaces exhibited a similar range. This paper evaluates the overall and spectral differences found between the traditional and flexible micro-surfaces.

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