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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- 30 Years – 20 State DOTs: Trends in Pavement Management observed through real world Implementation at the State DOT LevelZavitski, 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.
- 9th International Conference on Managing Pavement AssetsVirginia 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.
- Accelerated Testing and Instrumentation: A Canadian Case StudyTighe, Susan L. (2015-06-04)The primary objective of this paper is to describe how the CPATT Test Track is used to advance Canadian pavement engineering practices through the investigation of the impact of axle loads and environment on flexible and rigid pavement structures. It also discusses how the Track is used as an educational tool for both undergraduate and graduate students. Since construction, over 1,000 undergraduate and graduates have not only visited the Test Track, but have used the data from the Test Track for course assignments and other research. It has been a valuable and strategic asset for both research and education.
- Addressing Uncertainties of Performance Modelling with Stochastic Information Packages – Incorporating Uncertainty in Performance and Budget ForecastsKadar, 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.
- Advancing Pavement Surface Evaluation to Support Engineering and Investment DecisionsDaleiden, 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.
- Analysis of the Evolution of Flexible Pavement Condition Based on LTPP SPS-5 SectionsAzevedo, Joana; Capitão, Silvino; Rasteiro, Deolinda; Picado-Santos, Luís (2015-06-04)The American LTPP program has one of the greatest amounts of stored information regarding pavement characteristics and the evolution of their condition on a network. This is a valuable tool to support decision-making in what concerns maintenance and rehabilitation of pavements carried out by highway infrastructure agencies. This paper presents a study carried out to analyze the evolution of pavement conditions of several SPS-5 test sections, which were included in pavement rehabilitation studies. The evaluation considers approximately 15 years of data records, in California, Texas and Mississippi. In what concerns the development of pavement distresses, the evolution of longitudinal cracking, transverse cracking, and fatigue cracking (alligator cracking), International Roughness Index (IRI) and rut depth were analyzed. The evolution of pavement conditions represented by indicators related to the analyzed pathologies was considered as a function of several variables linked to rehabilitation techniques, such as preparation of the working surface (milling before construction of a new layer), thickness of overlay (50 or 125 mm) and the type of mixture applied (a new mixture or a mixture incorporating about 30% of recycled material). For the situations in which data were consistent and in sufficient quantity, multivariate regression analysis are presented in order to predict the evolution of pavement conditions with time, taking into account a set of explanatory variables related to the rehabilitation techniques applied and the traffic on pavements. The aggregate analysis of data for each state allowed us to conclude that preparation of the surface by milling, increasing thickness of overlay and the use of new mixtures or recycled asphalt interfere with the evolution of degradation. The influence of these factors varies for different types of pathologies under analysis.
- Assessing the Impacts of Pavement Surface Condition on the Performance of Signalized IntersectionsHussein, Nasreen A.; Hassan, Rayya A.; Evans, Robert (2015-06-04)Signalized intersections are one of the most dangerous places on the road network as they carry a very high crash risk. This may be exacerbated by inadequate pavement surface condition. The main objective of this study was to assess the effect of pavement surface condition (in terms of skid resistance, roughness and rutting) at intersections and approaches on users' safety. In particular, this paper studied the change in crash frequency for numerous signalized intersections before and after surface treatment. Around one hundred sites were selected based on historical crash incident data and pavement maintenance records. Pavement condition data was extracted for these sites one year before and one year after surface treatment. For all sites, a minimum of three years crash data was used before and after treatment. Reported in this paper are the findings of an assessment of the changes in crash rates, types and severity due to surface treatment. Overall, assessment of the effect of surface treatment revealed a statistically significant reduction in crash rates of 0.49 at 95% confidence level with a p value of 0.006, based on a paired t-test. Negative binomial regression analysis was performed using pavement condition data, traffic volume and speed limit as the predictor variables of crash frequency. The results showed that both traffic volume and the interaction between traffic volume and skid resistance were significant contributors to the crash occurrence. However, for after treatment no independent variable had a significant contribution to the crash occurrence.
- The Australian 3D Roughness ExperienceWix, Richard; Barlow, Simon (2015-06-04)Most road agencies are willing to take advantage of new developments in automated data capture if it helps them to better manage their road networks. However, the acceptance process for new technologies can be a long and arduous task for service providers and equipment vendors with ultimate success often depending on how well the equipment can reproduce historical data or whether they meet existing test methods or standards. Road agencies in Australia are only just beginning to utilize 3D1 systems for monitoring their road network surveys and up until now they have been predominantly used for crack measurement. However, these systems are also capable of measuring a variety of other pavement condition indicators, one of which is road roughness. This paper investigates whether the roughness measurements made by a 3D system can meet the current requirements specified in the Australian test methods for measuring pavement roughness.
- Automated Pavement Condition Assessment Using Laser Crack Measurement System (LCMS) on Airfield Pavements in IrelandMulry, Brian; Jordan, Michael; O'Brien, David A. (2015-06-04)Pavement condition surveys which identify pavement distress types, severities and quantities and provide a condition index or rating are an essential part of any pavement management system and an invaluable tool in the evaluation of a pavement's performance. Traditionally, distress data has been collected manually on foot, where the pavement is examined by eye, and the distress data is measured by hand. For airfield pavements, this often involves significant disruption to or closure of runways which can be very inconvenient and costly. Further modifications in Ireland have led to the development of more rapid visual inspection methods using a driven windshield survey procedure and more recently, using forward view digital video. This paper describes a case study where automated data collection and processing using Laser Crack Measurement System (LCMS) technology was used to establish and graphically report the pavement condition on two major runways at Dublin and Cork Airports, Ireland. The runways at both airports were constructed with asphalt-surfaced pavements. The data collection for the study included manual walking surveys, visual surveys from forward view digital video, and the collection of intensity and range three-dimensional (3D) imagery using an LCMS mounted on a high speed vehicle. The type, severity and extent of the pavement distress data were identified from the manual survey, the digital video, and using automated extraction from the LCMS 3D imagery. The data were processed and evaluated using the Micro PAVER pavement management system and the condition reported using the US Army Corps of Engineers Pavement Condition Index (PCI). The imagery and distress data from the LCMS survey were graphically reported using colour-coded thematics in ArcGIS and Google Earth GIS formats, and the detailed distress data was also mapped in AutoCAD layers. The paper examines and compares the pavement condition results obtained from the manual, video and LCMS data collection methods, and outlines the findings in using LCMS technology to automatically identify, geo-locate and graphically report pavement condition and distress data for airfield pavements.
- A Case for Breaking Down the Capital-Maintenance BarrierRobak, Anna; Landers, Shawn; Bush, Simon; Hunter, Ewan; Greaves, Royce (2015-06-04)In many states, capital and maintenance budgets are distinct and separate. It is well-known, however, that new (capital) assets must be maintained over the long term; capital investments directly impact maintenance requirements. In the current situation, transportation agencies are unable to use funds for much-needed maintenance. In many instances, available overall funds are enough to provide a sustainable transportation network yet budget restrictions stop these agencies from using funds in the most economic way. The condition of our roads will degrade as we continue to build more that we will not be able to afford in the future. In this context, pavement managers should be part of the discussion on whether it is more valuable to build a new asset or maintain an existing. This paper makes an economic case for breaking down the capital-maintenance barrier, and considering capital and maintenance projects as alternatives in the same decision framework. It demonstrates that capital and maintenance investments are simply alternatives along the continuum of an asset's life, rather than mutually exclusive investment alternatives. This perspective will help pavement owners to re-consider the way in which they structure their organizations and investment evaluation processes.
- A Case Study in Establishing Quality Assurance Limits for Automated Pavement Distress Data in North CarolinaFrith, Douglas J.; Stoffels, Shelley M.; Mastin, J. Neil; Morian, Dennis A. (2015-06-04)The North Carolina Department of Transportation (NCDOT) began collecting automated pavement distress data on a state-wide basis in 2012. Concurrently, they contracted the quality assurance reviews of the reported pavement distress to an independent source. This paper discusses the means and methods utilized by NCDOT and the quality assurance contractor to develop statistically valid quality assurance limits, which are also meaningful in terms of pavement management decision-making impacts, for the collected and processed asphalt pavement distress data. The paper describes the strategic selection of control sections to include a range and mix of the distresses with impact in the current decision trees, the data collection on the control sections, the rating methodology, and the rater pools and preparation to develop predicted limits for the control of the data. The paper discusses the consideration of multiple control indices, and the need to also reflect a range of values for those aggregate indices for multiple distresses, and presents the statistical analysis from the asphalt concrete control sites.
- Challenges of a Construction Defect Claim Involving a Highway Concessions Project: A Private Sector Forensic PerspectiveGregorie, Jason D.; Mariaca, Luis A. (2015-06-04)Privatization of transportation infrastructure is often accomplished through concessions contracts whereby the public agency transfers the costs of construction and/or operation and maintenance of the asset to the private entity for a period of time and in return, authorizes the private entity to then charge a user fee. Although this type of arrangement is not typical in the U.S, it is more common in Latin America and some European countries for large transportation infrastructure development and management. In the private sector, forensic engineers are commonly retained by stakeholders (owners, constructors, insurers) to investigate facilities that fail or do not perform as intended. Forensic engineers are often asked to determine the cause of a failure, identify the factors leading to a loss, assess risk, and assist in mitigation. Facilities constructed and operated under concessions create unique and challenging circumstances for forensic engineering investigations, as the contractual and risk allocation is different from traditional construction arrangements. This paper presents the unique challenges encountered by the authors for a forensic investigation of a construction defect claim made by a private consortium administering a tolled highway in Santiago, Chile that involved investors and insurance stakeholders from the U.S. and Europe. The construction and operation arrangements discussed in this paper will be of benefit to parties involved in management of public-private transportation facilities.
- 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.
- A Comprehensive Life Cycle Costs Analysis of In-Place Recycling and Conventional Pavement Construction and Maintenance PracticesSantos, Joao; Bryce, James M.; Flintsch, Gerardo W.; Ferreira, Adelino (2015-06-04)Recent studies based on Life Cycle Assessment (LCA) have highlighted the potential of in-place recycling techniques to enhance the sustainability of agency pavement management decisions for asphalt-surfaced pavements. However, a solution which is found to be environmentally advantageous by an LCA might not be preferred to another one which is technically equivalent if it is not economically competitive. In this context, it is necessary to evaluate the economic advantages taking into account the perspective of the main stakeholders who interact with a pavement system throughout its life cycle. This paper presents a comprehensive pavement life cycle costs (LCC) model that accounts for the different categories of costs incurred by highway agencies and road users over all the pavement life cycle phases. The results of the application of the pavement LCC model to a specific highway rehabilitation project in the state of Virginia showed that in-place recycling practices are beneficial for both highway agencies and road users.
- Conference Take-AwaysCorley-Lay, Judith (2015-06-04)Ideas to take home: From Sam Savage and from the presentation by Peter Kadar, we need to move away from averages and convey risk accurately. Some issues are worldwide, such as effective communication, funding, personnel cuts, privatization, etc. The future is now topics: RWD and TSD are no longer “out there” but are showing more and more promise. Sustainability also is here to stay. Andre Molenaar commented that wasting demolition waste materials is a real waste. Part of reduced budgets is using all materials but doing so in a planned way. Imaging and sensor technology has improved to allow 2-D and 3-D. We have incredible amounts of data but it is a wealth we need to manage to succeed. We have a legacy remembering Katie Zimmerman’s keynote. We have giants among us and a future generation filled with enthusiasm for this work. Throughout this conference, papers were presented from many US states, including Indiana, Washington, Georgia, Maryland, North Carolina, Virginia and others. International papers came from every corner: New Zealand, Australia, Ireland, United Kingdom, South Africa, Namibia. When you get home, the conference organizers would like you to do the following: Identify a few people from the conference with whom you want to remain in touch and drop them an email; identify a topic or two to try on your own wealth of data; read the paper and give it a go; and articulate two or three ideas from the conference to your boss. On behalf of the Scientific Committee, thank you to the many authors of papers for your generous work; to the workshop presenters - the workshops were a huge success; to the reviewers of papers and the judges of the student challenge; and to the session notetakers - a separate PowerPoint with session by session takeaways will be available after the conference. Thank you also to the Scientific Committee and to the staff at Virginia Tech. We wish you all safe travels home.
- Cost-Effective Pavement Performance Management of Indiana's Enhanced National Highway System through Strategic Modification of the Pavement Rehabilitation Treatment Trigger ValuesNoureldin, Menna; Fricker, Jon D.; Sinha, Kumares C. (2015-06-04)Cost-Effective Pavement Performance Management of Indiana's Enhanced National Highway System through Strategic Modification of the Pavement Rehabilitation Treatment Trigger Values
- A Critical Assessment of Jointed Plain Concrete Pavement (JPCP) Using Sensing Technology – A Case Study on I-285Tsai, 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.
- Data Driven Decision Making in ArkansasStovall, Luke A. (2015-06-04)This paper covers the development of the Arkansas State Highway and Transportation Department's selection process for District Maintenance activities. Communication between the District offices and the Asset Management Section has caused project selection to evolve from an opinion based process into a data driven procedure. Data collection and processing technology has played a major role in the success of Asset Management's Pavement Management System and has resulted in pavement condition information becoming available throughout the Department.
- Delivering a Risk-based Skid Resistance Strategy for a Roading NetworkHunt, Simon (2015-06-04)Delivering a Risk-based Skid Resistance Strategy for a Roading Network Road safety is a significant risk to a road controlling authority, especially if the condition of its assets contributes directly to accidents. One of the key contributors to road safety is the road surface. Funding is increasingly constrained, so a risk-based skid resistance strategy has to be developed for the road network to give us a prioritized programme of work. In New Zealand, all state highway and local road maintenance (physical works and asset management) is outsourced to the private sector, and Fulton Hogan is a major road maintenance management provider in New Zealand. Working with several local government councils, Fulton Hogan have developed and implemented the following methodology for developing a skid resistance strategy for a roading network: Familiarization with the relevant Council and Transport Agency documents. Road Segmentation: Splitting the road network into segments based on road classification, accident history, high risk locations (as per NZTA's T10 Specification) and surfacing age. Site inspection to confirm the roading segments. Weighted scoring system based on the risk of an accident to give a priority score for each segment. Determine the skid resistance and texture testing regime based on the ranking of the road segments. Develop a suite of treatments, based on performance, including proven aggregate performance. Develop treatment programme, including temporary solutions, based on available funds and site ranking. Develop and implement a monitoring programme to improve strategy. Through a number of case studies, this paper will demonstrate how the development and implementation of this strategy delivers a risk-based prioritized skid resistance works programme tailored to the respective Council's budget.
- Determining Post-Earthquake Pavement Requirements for Christchurch, New ZealandRainsford, Sean; Crofts, Andrew (2015-06-04)Christchurch and surrounding areas have been devastated by a series of earthquakes ranging in magnitude from 6.3 to 7.1 since 4th September 2010. The earthquakes caused widespread damage across the city to all state owned asset infrastructure above and below ground. The local council (Christchurch City), in partnership with the national government and surrounding councils, needed to determine the extent and severity of damage to the infrastructure and then the cost to return the network to operational condition for the short term. A key part of the investigation was to determine the duration and cost to return the network to the service levels as they were prior to the earthquakes. This paper will provide the basis of the approach taken to determine the needs of the road infrastructure, with investigations into future investment levels that would bring the network to the acceptable service levels. With the complexity of the investment decisions to be made by the network asset managers, where approximately 35% of the network was affected by extensive damage by the earthquakes, targeted use of investment was essential to ensure that the remainder of the unaffected network is not compromised through reduced investment. The inputs used for the forecast was to use readily available information, including extensive asset inventory information, forecasted demand and asset condition assessments, and measurements. Pavement performance modeling tools were used to analyze the forecasts for various investment levels. The outputs were used by key decision-makers within the council(s) and national government to ensure that the road network would be functional and at an appropriate standard to maintain economic development and social well-being.