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."


Recent Submissions

Now showing 1 - 20 of 94
  • 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.
  • Measuring Pavement Condition Data for a Long-term Pavement Performance Study on New Zealand Roads
    Brown, Douglas N. (2015-06-04)
    New Zealand like most countries has "site specific" factors which influence pavement performance, some of which are not well investigated or covered in current pavement deterioration models. Apart from the wide variation in climatic conditions, New Zealand has an extensive roading network which is primarily constructed using an unbound aggregate base with a thin surface treatment layer or chip seal wearing-coarse. This data collection project, now in its thirteenth year, was initiated to obtain condition data specific to the New Zealand network. The project brief specified the measurement of pavement roughness, rutting, and texture, using reference or class1 type measuring instruments, coupled with a detailed visual inspection of each calibration site. The aim being to: Accurately measure pavement condition over a period of years and define performance on the range of conditions found in New Zealand. Provide an accurate data base for subsequent research. The end goal being better roading solutions, more accurate research, improved deterioration models, and cost effective improvements to the New Zealand road network. This paper describes the equipment used and why it was selected. It details the equipment calibration procedures and ways to determine the accuracy of the measuring equipment. It also explains the methodology adopted to collect the pavement condition data, and discusses the difficulties encountered. It clarifies achievable levels of measurement repeatability, something that is not currently well defined, and highlights some unexpected results obtained on the different pavement surfaces encountered. For those countries and road controlling authorities considering Long Term Pavement Performance (LTPP) studies or calibration experiments for pavement deterioration modeling, it is believed that this paper will provide useful information on the equipment needs, calibration, validation, and data collection methodology.
  • The Australian 3D Roughness Experience
    Wix, 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • Impact of Overweight Traffic on Pavement Life Using Weigh-In-Motion Data and Mechanistic-Empirical Pavement Analysis
    Wang, Hao; Zhao, Jingnan; Wang, Zilong (2015-06-04)
    The objective of this study is to evaluate the impact of overweight traffic on pavement life using mechanistic-empirical analysis approach. The state-of-practice mechanistic-empirical pavement design and analysis software (Pavement-ME) was used to predict pavement life under different traffic loading scenarios. Field performance data at the sites where the WIM data were collected were analyzed to estimate the pavement service life at field condition. The pavement structures considered in the analysis include flexible pavement and composite pavement with different combinations of layer thickness. Different distribution patterns were observed between the overweight and non-overweight traffic in terms of truck classes and axle load spectra. The reduction ratio of pavement life was used to normalize the effect of overweight truck at different conditions. A linear relationship was found between the overweight percentage and the reduction ratio of pavement life regardless of the variation in traffic loading and pavement structure. In general, it shows that 1% increase of overweight truck may cause 1.8% reduction of pavement life. Through the comparison between the pavement life predicted from the M-E analysis and estimated from field performance data, M-E analysis was proved to be a valid approach to quantify the impact of overweight truck on pavement damage in the network level.
  • The Use of Measured Pavement Performance Indicators and Traffic in Determining Optimum Maintenance Actions for a toll road in South Africa and Comparison with HDM-4 Predictions
    Weidemann, Jurgens; Madsen-Leibold, Surita; Redivo, Stefano; Mkabela, Cebile (2015-06-04)
    The Bela-Bela/Polokwane toll road on National Route 1 was the first Build, Operate and Transfer (BOT) type contract in South Africa. Extensive data on the pavement performance and traffic loading was collected as part of a detailed monitoring program since the opening of the road in 1997. This data was used to determine cost-effective and optimal maintenance actions in order to reduce life cycle costs. This case study illustrates how the measurement of pavement performance indicators and traffic were used to effectively design the maintenance actions required over the life of the pavement. This paper also includes a comparison of the actual pavement performance data collected for this 156.43 km long toll road with the performance as predicted by HDM-4 pavement deterioration models. An objective of this paper is to evaluate the appropriateness of the HDM-4 models for the specific climatic and traffic loading conditions that this specific pavement was subjected to. A significant feature of the comparative study is that the data used was collected on project level using short road segments and relatively short time intervals.
  • 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.
  • 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.
  • Factors Affecting the Performance of Pavement Preservation Treatments
    Visintine, Beth A.; Hicks, R. Gary; Cheng, DingXin; Elkins, Gary E. (2015-06-04)
    Pavement preservation has become a very important tool box for agencies to maintain their roadway system. Federal Highway Administration (FHWA) funded the project titled "Factors Affecting the Performance of Pavement Preservation Treatments." The objective of this project was to determine how the uncertainty in the output of a model (such as the performance of a preservation treatment or the costs) can be apportioned to the different sources of uncertainty in the inputs (such as pavement condition, construction quality, quality of materials, traffic, and climate). The project evaluated the use of existing databases to determine the sensitivity of the factors on the performance of pavement preservation treatments. Unfortunately, these databases were determined not to be robust enough to answer the questions posed. An alternate approach was used by surveying experts in the field of pavement preservation treatments. This latter approach proved more successful. The impacts on the effect on performance were evaluated using sensitivity analysis and a life cycle cost (LCC) approach. The major factors that control the performance of many pavement preservation treatments that were considered in this study were: Pretreatment Pavement Condition, Materials Selection and Quality, Construction and Workmanship, Mix and Structural Design, Traffic Level, and Climate during and immediately after Construction. This paper focuses on the results of the sensitivity analysis and life cycle cost analysis which show that the variation from good conditions can have a dramatic effect on the life of the pavement preservation treatments as well as the associated costs to the agencies.
  • Future Development Needs In Asset Management – The World Bank’s Perspective
    Bennett, Christopher R.; Hede, Jens C. H. (2015-06-04)
    The World Bank is playing, and has historically played, an important role in development in the road asset management sector. We are involved in supporting our partner countries in most of the relevant activities normally captioned under asset management; from data collection; data analysis; maintenance delivery as well as the reforms needed to make it all work. The Bank’s engagement in the sector can among others been seen from our role in developing HDM, a cornerstone in many asset management systems (especially in the developing world) as well as in the successful adoption of performance based maintenance in many countries.
  • 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.
  • Accelerated Testing and Instrumentation: A Canadian Case Study
    Tighe, 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.
  • 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.
  • The use of Deflection Measurements in Pavement Management of the Primary Road Network of Wallonia, Belgium
    Van Geem, Carl; Nigro, Pierre; Berlémont, Bruno (2015-06-04)
    The road authorities of the primary road network of motorways and main roads in Wallonia (Belgium) determined the priorities for road maintenance from surface characteristics such as roughness, skid resistance and rutting. Recently, they added the structural health (and primarily the bearing capacity) as a criterion for pavement management. The structural health of the road sections is estimated from deflection measurements obtained with Falling Weight Deflectometer and Curviameter. This paper presents the approach used to transform deflection measurements on rigid, semi-rigid and flexible pavements into several structural indicators that combine into a global indicator for residual life time expectance. For each of the measurement devices, three indicators were developed that evaluate some aspect of structural health of the road. Two indicators were developed that express the importance of traffic on the road. These five indicators are combined into a global indicator that allows classifying the road sections. The classification gives results similar to an evaluation by back-calculation as shown in the paper on a limited number of road sections. The approach described in the paper is a successful example of how to introduce the evaluation of structural performance in pavement management using the technique of simple computations from rough data collected by deflection measurement devices.
  • 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.
  • The Evolution and Benefits of Web Based Viewers for Pavement Data
    Swan, D. J.; Slack, Michael (2015-06-04)
    The data collection and processing for transportation asset management has evolved over time with technology. Collection results now contain a larger volume of data than ever before, and the time to obtain the results is getting closer and closer to real time. The industry has developed web based data viewers to better provide instant representation of the data. Pavement images are hosted in the cloud and made rapidly available to agencies. This allows for feedback within days of collection on location, data quality, and pavement condition. Accurate GIS information allows agency personnel to implement quality control (QC) on the data instantly and flag potential issues prior to the final delivery. Incorporating distress information and other innovations will allow agencies to get more out of the results while the results are still current. Once accepted, the data can be quickly shared to a range of stakeholders. This prevents long trips to view remote sites and extra project level investigations. Web based systems have evolved dramatically in the last five years and are widely used by a variety of agencies. The coming years will show many new features, such as back projection, asset identification/measurement, and collection tracking, all of which can be completed on the web, in real-time, as the vehicle drives down the road.
  • 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.