Pavement Management Data Research Articles

Local High Reliability Calibration of Faulting Model Using Pavement Management Data

Local High Reliability Calibration of Faulting Model Using Pavement Management Data

Methodology to Predict Federal Performance Measures From State Performance Measures of Pavement Networks

Pavement management data used in measuring the performance of a pavement network contribute to managing maintenance and rehabilitation needs and determining the required funding levels. A network’s performance can be measured in several ways. The method adopted by the Virginia Department of Transportation has been in use for more than 15 years. With the introduction of Transportation Performance Management by the Federal Highway Administration (FHWA), a set of performance measures required by FHWA are to be reported. A few methods from earlier efforts by others in predicting one or more pavement performance parameters are briefly discussed. The main challenges in the determination of federal performance measures are the lack of prediction models for those measures; the reporting on 1/10th-mi sections that are not directly used in analysis and maintenance planning; and the determination of funding levels based on 1/10th-mi sections. In this paper, a new method to predict the federal performance measures of pavement networks from the state performance measures is provided, along with the mathematical models developed.

Field Performance Evaluation of High Polymer-Modified Asphalt Concrete Overlays

The objective of this paper was to assess the viability of using high polymer (HP) modified asphalt concrete (AC) mixtures in Virginia as a reflective crack mitigation technique or when deemed appropriate as a tool for increased crack resistance on higher volume facilities. This was achieved by compiling and evaluating routine distress survey data against pre-paving distress survey data for relevant in-service HP pavements constructed between 2015 and 2018 and comparing them with several control in-service conventional polymer-modified asphalt (PMA) pavements. This is the first effort in North America to provide a detailed field performance of HP AC mixtures. In general, none of the evaluated mixtures (HP or PMA) was able to prevent reflective cracking completely. The HP sections showed the most promising performance 5 years after construction regardless of traffic level and the pre-existing pavement conditions. The pavement management system data for the reviewed sections indicated a potential controlling effect of the joint condition of the underlying jointed concrete pavement layer regardless of the asphalt mixture type employed (PMA or HP). Moreover, performance evaluations using the network-level pavement management data were conducted to estimate the life expectancy of HP AC overlays. Two different approaches and three levels of analysis were undertaken. Overall, PMA and HP AC overlays had an average predicted service life of 6.2 and 8.3 years, respectively, indicating a 34% extension of performance life of the AC overlays with high polymer modification.

Local Calibration of Pavement Mechanistic-Empirical Faulting Reliability using Pavement Management Data

The Pavement ME transverse joint faulting model incorporates mechanistic theories that predict development of joint faulting in jointed plain concrete pavements (JPCP). The model is calibrated using the Long-Term Pavement Performance database. However, the Mechanistic-Empirical Pavement Design Guide (MEPDG) encourages transportation agencies, such as state departments of transportation, to perform local calibrations of the faulting model included in Pavement ME. Model calibration is a complicated and effort-intensive process that requires high-quality pavement design and performance data. Pavement management data—which is collected regularly and in large amounts—may present higher variability than is desired for faulting performance model calibration. The MEPDG performance prediction models predict pavement distresses with 50% reliability. JPCP are usually designed for high levels of faulting reliability to reduce likelihood of excessive faulting. For design, improving the faulting reliability model is as important as improving the faulting prediction model. This paper proposes a calibration of the Pavement ME reliability model using pavement management system (PMS) data. It illustrates the proposed approach using PMS data from Pennsylvania Department of Transportation. Results show an increase in accuracy for faulting predictions using the new reliability model with various design characteristics. Moreover, the new reliability model allows design of JPCP considering higher levels of traffic because of the less conservative predictions.

Derivation of pay adjustment for in-place air void of asphalt pavement from life-cycle cost analysis

The objective of this study is to develop performance-related pay adjustment (PA) for in-place air void of asphalt pavements using pavement management data and life-cycle cost analysis (LCCA). In-place air void data were collected from quality assurance (QA) records for a large number of projects constructed in New Jersey from 1995 to 2005. Pavement condition index data were extracted from pavement management database for the pavement sections where air void data were available. Empirical pavement performance models were developed with sigmoidal functions and used to predict pavement service life. An exponential model form was used to relate the expected pavement service life to the quality measures of in-place air voids. After the rationality of the model was checked, LCCA was performed to derive the PA using different analysis periods and maintenance strategies. Monte Carlo simulations were conducted to capture the variation of PA due to the uncertainty of overlay service life. The PA could be significantly affected by the maintenance strategy if it is estimated using the short analysis period with single overlay, while the PA calculated using the infinite analysis period provides a conservative boundary that is not sensitive to the maintenance strategy. The developed LCCA framework provides the flexibility of determining the PA based on state agencies’ practice on QA and pavement maintenance.

Investigating Consistency in Highway Performance Monitoring System and Pavement Management Reporting

An NCHRP study was conducted to evaluate the comparability of pavement condition data submitted to FHWA under the Highway Performance Monitoring System (HPMS) and the information reported by state highway agencies as part of their pavement management program. As part of the study, a statewide survey of both HPMS and pavement management practitioners was conducted to identify issues associated with HPMS submittal requirements and to evaluate the impact these issues have on the quality of the data submittal. After the survey, eight states were invited to participate in a more detailed comparison of HPMS and pavement management data. The analysis compared the data in a number of ways, including the availability of comparable information in the pavement management and HPMS data sets, differences in pavement conditions reported using HPMS and pavement management data, and the impact of the reporting length (e.g., segment or route) on pavement condition statistics. The results indicate fairly good consistency in the international roughness index values reported to HPMS and used in pavement management. However, there are much greater inconsistencies in the pavement distress information reported to HPMS and used in pavement management. This paper summarizes the findings from the analysis and presents the implications of these findings on the performance management requirements outlined in the current law, Moving Ahead for Progress in the 21st Century Act, or MAP-21.

Effect of PG XX-34 on Transverse Cracking in Minnesota

The Minnesota Department of Transportation (DOT) adopted the use of performance-graded (PG) asphalt binders in 1997. In 1999 the Minnesota DOT required PG XX-34 binders for all new (not overlay) bituminous construction with the objective of reducing the amount of transverse cracking. Pavement management data were used to track the development of transverse cracking on PG XX-34 projects. The transverse cracking rate of the PG XX-34 projects was then compared with the cracking rates for similar projects from the pre-PG era. The comparison found that after 7 years of service, transverse cracks on the PG projects were developing at approximately 1/10th the rate experienced before performance grading was implemented.

Staged survival models for overlay performance prediction

Asphalt concrete (AC) resurfacing is used by highway agencies to maintain and improve existing pavement conditions. With a large portion of their budgets being spent on road maintenance and rehabilitation, the agencies are interested in identifying the optimal timing of resurfacing and its life expectations. Using Kentucky's pavement management data, the research as presented by this paper investigated the procedures and methods of establishing thresholds and developing performance prediction models for AC overlays. Both transition probability matrix and data plots were used to investigate the performance trend of overlays. Based on the trend, two stage survival models were proposed to predict the resurfacing cycles. The first stage model can be used to predict the useful life of an overlay before a new resurfacing is required, while the second one can be used to predict the time window during which the new overlay must be applied to avoid accelerated pavement deterioration.

Effects of Comprehensive Quality Assurance/Quality Control Plan on Pavement Management

Highway agencies have intuitively known for years about the need for high-quality data in their pavement management systems. Until now, however, it has been difficult to arrive at the value of good data. In Virginia, pavement condition data for a large network of roads have been obtained from digital continuous videos and interpreted by using a semiautomated software process. A detailed quality assurance process has been developed and applied to achieve the desired high-quality data. The project includes quality assurance that has been carried out since the inception of the project, including the application of necessary adjustments in the data collection process, to ensure that quality data conforming to predefined standards are obtained. Further, during production the data are continually monitored with the goal of attaining high-quality data. When the volume of data is large as in the present case, continual application of a quality assurance process is vital not only to prevent major changes at any stage but also to provide data that are usable as they are available. The effects of a complete and comprehensive quality monitoring plan, including quality control, quality assurance, and an independent validation and verification, on pavement management data and the resulting budgetary estimates are quantified. Pre- and postindependent validation and verification results were analyzed to determine the effects of a comprehensive quality monitoring plan on pavement distress data collection.

Preservation Effects on Performance of Bituminous over Aggregate Base Pavements in Minnesota

Use of the Minnesota Department of Transportation pavement management data to evaluate the effect of pavement preservation activities on pavement performance is described. Evaluation focuses on bituminous over aggregate base pavements constructed between 1985 and 2005. Pavement data were initially divided into subsets of data: one for pavements with no preservation and the other for pavements that received preservation. The subset that included preservation activities was further subdivided for comparison into those that received thin mill and overlay or thin overlays and those that did not. Data analysis showed that preservation improved pavement performance and that thin overlays and thin mill and overlays were the preservation treatments that provided the greatest performance improvements but were used for the poorest performing pavements.

Development of a Tool to Assess the Quality of Collected Pavement Management Data

Over the past 4 years, the Oklahoma Department of Transportation (ODOT) has implemented a pavement management system (PMS) to provide the agency with accurate, current, and relevant pavement condition information for use in prioritizing candidate pavement projects based on economic and engineering analyses. Now that the implementation process has been completed, ODOT routinely uses its PMS to enhance network- and project-level decision making. Currently, ODOT contracts with a vendor to collect network-level sensor, geometric, and distress data using automated data collection techniques. The data are then processed with a combination of automated and semiautomated techniques. The agency recognized that the value of the recommendations made by its PMS is greatly dependent on the quality of the collected information included in the PMS. Therefore, ODOT has emphasized the importance of checking the quality of data before they are used for important management decisions. As one way of assessing the data quality, ODOT developed checks of the data collected and submitted by the vendor. ODOT realized the value of creating an automated procedure for checking the final delivered pavement condition database to provide a rapid, repeatable, and accurate assessment of the data quality. To address this need, ODOT developed a visual basic application tool based on Microsoft Access to provide a user-friendly interface to the systematic procedure of conducting the many required data quality checks. In addition to the control and verification site testing procedures and distress ratings checks, this tool will be used by the agency as part of a comprehensive approach to assessing pavement condition data accuracy and completeness. Details regarding the creation and function of the quality assurance tool are provided in this paper.

Development of a Tool to Assess the Quality of Collected Pavement Management Data

Over the past 4 years, the Oklahoma Department of Transportation (ODOT) has implemented a pavement management system (PMS) to provide the agency with accurate, current, and relevant pavement condition information for use in prioritizing candidate pavement projects based on economic and engineering analyses. Now that the implementation process has been completed, ODOT routinely uses its PMS to enhance network- and project-level decision making. Currently, ODOT contracts with a vendor to collect network-level sensor, geometric, and distress data using automated data collection techniques. The data are then processed with a combination of automated and semiautomated techniques. The agency recognized that the value of the recommendations made by its PMS is greatly dependent on the quality of the collected information included in the PMS. Therefore, ODOT has emphasized the importance of checking the quality of data before they are used for important management decisions. As one way of assessing the data quality, ODOT developed checks of the data collected and submitted by the vendor. ODOT realized the value of creating an automated procedure for checking the final delivered pavement condition database to provide a rapid, repeatable, and accurate assessment of the data quality. To address this need, ODOT developed a visual basic application tool based on Microsoft Access to provide a user-friendly interface to the systematic procedure of conducting the many required data quality checks. In addition to the control and verification site testing procedures and distress ratings checks, this tool will be used by the agency as part of a comprehensive approach to assessing pavement condition data accuracy and completeness. Details regarding the creation and function of the quality assurance tool are provided in this paper.

Using Pavement-Management System Data to Evaluate Benefits from Design and Construction Improvements

Pavement-management data can be a valuable resource to evaluate the impact that changes in bituminous mix design, production, or placement have on pavement performance. The development of pavement distresses by type and severity can be tracked from data in pavement management systems. The rate of distress development for some distress types changes, depending on the year of construction. The change in the development of some of the distresses corresponds to changes in mix design, production, or placement that have taken place over the years. Pavement-management data can also be used to determine which distress type is causing the biggest reduction in pavement-condition ratings. Once the most dominant distress is identified, research can be conducted to find ways of reducing that distress and thereby improve pavement performance. Pavement-management data, when used in this manner, are a valuable resource that can track the performance benefits from changes in mix design, mix production, and placement; in addition, pavement-management data can be used to identify opportunities for future improvement.

Performance Management System Data for Monitoring Performance: Example with Superpave®

A project was undertaken to examine how pavement management and related data in various state departments of transportation (DOTs) can be used to evaluate the performance of new materials and to validate new design concepts. Evaluation of the performance of Superpave® was used as an ideal example for demonstrating the potential. No performance analyses have been presented to date. The project started with fact-finding visits to the DOTs of Maryland, Florida, Indiana, Arizona, and Washington. From the findings, a Pathfinder study was coordinated for Maryland, where all required data from seven Superpave projects were collected, transferred to an electronic file, and subsequently entered into a web-based system, developed by the University of Washington, where the data could be analyzed. The project results show that it is possible for state DOTs to assemble a database that can be used to evaluate the performance of Superpave and other design and new materials concepts. The project was not large or long enough to make a complete evaluation, but it did determine the feasibility of the concept and its applicability among five states.

Performance of Louisiana’s Chip Seal and Microsurfacing Program, 2002

A 5-year field performance study was conducted of the 1995–1996 Chip Seal and Microsurfacing projects with a summary of data generated by the Louisiana Department of Transportation and Development’s pavement management group. The pavement management data set includes performance indicators such as the international roughness index, crack analysis, rut depth, and ground-penetrating radar thickness. A subjective survey designed for maintenance surfacing was developed and used on this same set of projects. The pavement condition rating was examined from the point of pretreatment and annually until spring of 2001. The survey suggests that treatments will improve a pavement’s initial condition, but no conclusion can be drawn on the effect on pavement condition index (PCI) over time compared with untreated pavements, as all pavements’ PCI curves are similar and are independent of PCI before treatment. General observations for chip seal projects are as follows: the median PCI was 75 after 52 months with a significant reduction in cracking; 20% of the projects showed moderate to heavy bleeding; rutting was not evident; and measurement for skid resistance was very good. For a life expectancy of 5 years, the equivalent annual cost (EAC) of a chip seal is approximately 27 cents a year. For micro-surfacing projects, the median PCI of microsurface sections is approximately 85 after 60 months of service with significantly fewer cracks detected after treatment. Projects with 0.5-in. initial rut showed substantial reduction after treatment. The friction numbers (FN) for smooth tire are in the low teens to low thirties on 50% of the projects. The lower numbers are attributed to a combination of the use of limestone and high asphalt content. Sandstone sections exhibited FNs in the 50s. For a life expectancy of 6 years, the EAC is about 49 cents a year.

Quantifying Damage from Utility Cuts in Asphalt Pavement by Using San Francisco’s Pavement Management Data

The City and County of San Francisco is one of the oldest cities in the United States. Over time, the roads and underground utilities have grown into a complex network of infrastructure that encompasses 1746 centerline km (1,100 centerline mi) of utilities and 18 million m2 (195 million ft2) of pavement. The estimated annual maintenance cost of a square meter of pavement is $23.03 ($2.14 per square foot). With a 20-year service life, the streets of San Francisco are worth over $8 billion today. In 1984, the Department of Public Works and pavement experts designed a Pavement Management and Mapping System (PMMS), which was intended to reduce a $78 million backlog of rehabilitation projects and allocate funds for annual street maintenance. Since that time, engineers and repair crews have observed deterioration of the pavement surrounding restored trenches. During the last decade, the city spent an average of $12 million per year for maintenance. Even with an aggressive program of resurfacing and slurry sealing, the backlog of substandard streets has grown by 60 percent. Clearly, the overall deterioration of San Francisco’s streets is not the product of traffic and weather alone. The purpose of this study is to determine if utility trenches are a notable cause of pavement deterioration. Statistical analysis of the condition data reveals that utility cuts result in a significant, immediate decrease in the condition of the pavement. This damage is roughly equivalent to several years of normal wear. City administrators and economists can use this information to quantify the pavement damage and develop policies and financial plans for pavement restoration.

PROJECT-LEVEL EVALUATION OF HIGHWAY MAINTENANCE USING STATE INCREMENT DYNAMIC PROGRAMMING

Abstract This paper presents a project-level evaluation of highway maintenance options using the state increment life-cycle cost analysis method. The case study utilizes pavement management data specific to the New York State Thruway Authority (NYSTA). The study demonstrates that the state increment method can be used at the project-level to: (1) assess the effect of treatments on pavement condition and remaining life, (2) determine the optimal time and condition for various treatments using stochastic dynamic programming, (3) evaluate the effects of uncertainty in pavement performance, (4) rank alternatives for each state based on life-cycle cost, and (5) provide remaining life estimates. Based on the case study results, a reasonable probabilistic representation for the pavement state transitions is selected and the condition-treatment matching rules are suitably modified. It is concluded that the presented comprehensive project-level evaluation of highway maintenance has helped adjust and validate the modeling information used in decision making.