INDEX

-

Renewing the Transportation Infrastructure

Back to Top

04-2978 - Enhancing Pavement Management System Database Through Incorporation of Ground-Penetrating Radar and Core Data
Session 307
Structural layer composition is an important piece of information in the Pavement Management Systems (PMS), and especially in pavement performance modeling for effective Maintenance and Rehabilitation (M&R) treatments, which in turn has a significant impact on the development of the M&R program. Highway agencies have mostly relied on as-built information and core/bore data for pavement structural layer composition within the PMS. Unreliable as-built data can lead to overestimating or underestimating rehabilitation needs of a pavement network. Layer information determined through destructive testing such as coring/drilling provide point-specific information only and may show a large degree of variation in layer thicknesses. Non-destructive testing such as Ground Penetrating Radar (GPR) however can provide continuous pavement structural profile with reasonable accuracy. This paper details an innovative concept on the incorporation of the GPR and core data bases into the PMS and integrating them with the as-built database. The paper reports on the development and integration of GPR, core and as-built databases within the PMS and depicts on how the integration could benefit the highway agencies in effectively managing the highway network. The integration of the three sources of structural layer composition data (GPR, core and as-built) could help in overcoming/filling the deficiencies/gaps in the PMS as-built database, the base/subbase thickness determination deficiencies in GPR and providing reliable pavement type information to the PMS. It is shown that through this integration, the deficiencies in each of the database sources could be overcome and their respective advantages utilized thereby enhancing the PMS M&R and optimization analysis. Key words: GPR, core data, pavement as-built data base, pavement management system
     Zubair  Ahmed, Stantec Consulting, zahmed@stantec.com
     Khaled  Helali, Stantec Consulting, Inc.
     Andris A. Jumikis PE, New Jersey Department of Transportation
     Riaz Ahmed Khan, Ministry of Transportation, Ontario

Back to Top

04-3282 - Development of Network-Level Structural Adequacy Index Model for New Jersey Department of Transportation Pavement Management System
Session 307
There are two types of pavement improvements, functional and structural. Functional activities improve rideability, but will prematurely fail within very short period if applied to structurally defected sections. On the other hand, applying structural improvement to structurally sound pavements is overspending. With the challenge facing most of the highway agencies of keeping the highway network in good condition with limited resources and funds, both premature failures and overspending should be prevented. Highway agencies plan their future spending based on the analysis performed by their Pavement Management Systems (PMS) in setting priorities for improvements. A major issue that always faces PMS is to differentiate between the structural and functional needs, as both approaches have significant limitations. Structural conditions of the highway network are assessed through Falling Weight Deflectometer (FWD) testing carried out over a few years cycle. Since there is a significant variability among the network sections in terms of pavement structure and materials, an indicator is required to normalize the process, which can then be used to identify the current and future structural improvement needs, compare different sections and prioritize their needs. This paper presents the Structural Adequacy Index (SAI) Model, recently developed for the New Jersey Department of Transportation (NJDOT) PMS. Several FWD-based modeling alternatives were investigated to arrive at the selected model. The developed model overcomes most of the limitations of the previous traffic based NJDOT SAI Model. Results of pilot implementation of the selected model performed using FWD data of about 1,000 test miles are also presented.
     Sameh  Zaghloul, H. W. Lochner, Inc., sameh_zaghloul@hotmail.com
     Ivana  Marukic, Stantec Consulting
     Zubair  Ahmed, Stantec Consulting
     Nicholas P. Vitillo, Center for Advanced Infrastructure and Transportation (CAIT)
     Robert W. Sauber, Consultant
     Andris A. Jumikis PE, New Jersey Department of Transportation

Back to Top

04-3767 - Review of State Practices on Use of Geographic Information Systems for Pavement Management Applications
Session 307
This paper discusses the main findings of the electronic survey conducted to support the development of a NCHRP synthesis on pavement management applications using GIS. A total of 73 responses from 48 states and 4 Canadian provinces were received. The study concludes that spatial analysis technologies provide effective alternatives for developing PMS tools. Most Department of Transportation (DOTs) are either currently using, or are planning to use, GIS or other spatial technologies to support pavement management activities because enhanced spatial capabilities for data storage, integration, management, and analysis augment many of the PMS functions. Current state-of-the-practice includes the use of spatial tools for map generation and database integration. Although spatial analysis tools and technologies allow for more advanced analysis, only a very limited number of states are currently using these tools as part of the decision-making process. In most DOTs, at least some of the data used by the PMS is collected and maintained by a section other than that responsible for pavement management, thus requiring data integration for decision support. Although all of the agencies surveyed use linear referencing systems for their PMS data collection and storage, coordinate-based systems are also becoming popular. Most respondents to the survey indicated that they agree or strongly agree that geospatial applications may facilitate integrating PMS with wider asset management initiatives. The main problems identified with the development and use of spatial PMS applications are related to the use of different referencing systems, the level of effort required to develop and maintain the spatial-enabled databases, and the handling of temporal issues.
     Gerardo W. Flintsch, Virginia Polytechnic Institute and State University, flintsch@vt.edu
     Randy  Dymond, Virginia Polytechnic Institute and State University
     John  Collura, University of Massachusetts, Amherst
     Jeff  Kuttesch, Virginia Polytechnic Institute and State University

Back to Top

04-4421 - Applicability of International Roughness Index as Predictor of Asphalt Pavement Condition
Session 307
This paper establishes the relationship between International Roughness Index (IRI) and asphalt pavement condition. The DataPave software provides IRI values for roadway pavement sections in the North Atlantic region investigated under the Long Term Pavement Performance study. The MicroPAVER software computes the Pavement Condition Index (PCI) values for the same pavement sections using cross-referenced distress data from DataPave. A transformed linear regression model predicts PCI given IRI. Although prediction models vary on a state by state basis rather than regionally, they confirm the acceptability of IRI as a predictor variable of PCI. At times and for some states, they indicate the existence of strong relationships between both variables whereby the earlier accounts for the majority of the variations in the latter.
     Kyungwon  Park, University of Rhode Island, kpar8993@postoffice.uri.edu
     Kang-Won Wayne Lee, University of Rhode Island
     Natacha Elisabeth Thomas, University of Rhode Island

Back to Top

04-4654 - Development of Pavement Rehabilitation and Maintenance Strategies for Life-Cycle Cost Analysis
Session 307
Pavement maintenance and rehabilitation strategies are useful for life cycle cost analysis and also for long term needs assessment studies. Most state highway agencies have developed decision tools for selecting appropriate maintenance or rehabilitation treatments at various stages in pavement life. This paper develops pavement maintenance and rehabilitation strategies for the state of Indiana utilizing two alternative approaches: pre-defined intervals and condition-based triggers, and discusses the merits and demerits of each approach. Each developed strategy consists of preventive maintenance treatments that are typically carried out to retard deterioration or to prevent imminent deterioration, and rehabilitation treatments to restore pavement structural integrity after many years of service. Strategies based on pre-defined intervals were developed separately for new and existing flexible and rigid pavements. The strategies were developed on the basis of established treatment lives, questionnaire surveys and historical plots of pavement condition. The condition-based strategies were based on a combination of pavement distresses comprising of aggregates measures such as IRI or PSI, and disaggregate measures such as rutting, cracking and faulting. Using the developed strategies it is possible to select appropriate maintenance and rehabilitation treatments in a rational and consistent manner, for effective pavement management, needs assessment and life-cycle cost analysis.
     Geoffrey  Lamptey P.E., Corzo Castella Carballo Thompson Salman, P.A., geoffreyl@c3ts.com
     Samuel  Labi, Purdue University
     Kumares C. Sinha, Purdue University

Back to Top

04-4772 - Development of Calibrated Pavement Performance Prediction Models
Session 307
The Illinois State Toll Highway Authority (ISTHA) has established a pavement management system (PMS) to assist in managing its 540 directional miles of multi-lane highway pavements. The PMS uses the Illinois Condition Rating Survey (CRS) index for measuring the pavement performance. CRS is a 1-to-9 index, with 9 representing a perfect pavement. A key component of the PMS is the CRS prediction models. These models are used for predicting future condition levels so that appropriate repairs can be determined, not only in the current year, but also for many years into the future. The original CRS models were developed for the Illinois Department of Transportation (IDOT) using Illinois data and national data from the Highway Performance Monitoring System (HPMS). Thus, the ISTHA decided to calibrate these models using local tollway data to improve their accuracy in predicting pavement condition over time. This paper describes the methodology and results of calibrating, validating, and verifying the CRS prediction models for ISTHA. The models are statistical and deterministic in nature and predict future CRS ratings based on pavement type, pavement thickness, current CRS, traffic loading, and pavement age. The methodology can be used easily by other highway agencies to calibrate existing pavement performance prediction models for their local conditions.
     Nasir G. Gharaibeh, Texas A&M University, ngharaibeh@civil.tamu.edu
     Kelly L. Smith, Applied Pavement Technology, Inc.
     Curt A. Beckemeyer, Applied Research Associates, Inc.
     William R Vavrik, Applied Research Associates, Inc.

Back to Top

04-5241 - Context-Sensitive Construction Solutions
Session 483
Many infrastructure improvements have concerned citizens that would like to have their interests addressed in a productive manner. Most agencies involve the public in the planning and design phases to some extent, which may not alleviate the concerns of the public and these concerns continue into the construction phase and can be a cause of negative press and disgruntled people. An effective community relations program can address the concerns of citizens. Several past projects utilizing differing approaches have particular segments that can be used in combination to develop future plans. The experience gained can be viewed as applying only to that particular situation at that time and not be valuable for any project in the future. There are community relations activities that can be evaluated for effectiveness under particular project circumstances. These activities can be segmented and categorized to be placed in future plans for projects. If the community relations activities are planned using past successes, a project can be successful in a manner acceptable to all. This paper outlines how community concerns were addressed during construction. A listing of acceptable techniques is developed and linked to special situations. Some of these techniques relate to commercial activities, some to service providers and some to local residents. The research product achieved from this work is a cookbook approach to developing plans to address community concerns during the construction of an infrastructure improvement. This forms a base from which a comprehensive model could be developed to address concerns on all construction projects.
     Charles T. Edson, Greenman-Pedersen, Inc., c_edson@gpinet.com