Engineering Application of Washington State’s Pavement Management System

1998 ◽  
Vol 1643 (1) ◽  
pp. 25-33
Author(s):  
Michael J. Baker ◽  
Joe P. Mahoney ◽  
Nadarajah “Siva” Sivaneswaran
Keyword(s):  
Management System ◽  
Construction Material ◽  
Engineering Application ◽  
Structural Condition ◽  
Washington State ◽  
The State ◽  
Pavement Management ◽  
Pavement Performance ◽  
Pavement Management System ◽  
Analysis Group

Previous investigation into the Washington State Department of Transportation’s (WSDOT) Pavement Management System (WSPMS) revealed pavement sections on the state route system that were outperforming or underperforming other pavement sections constructed of similar materials and subjected to similar traffic and environmental conditions. Reasons were not clear. The WSPMS was used to identify superior and inferior candidate pavements for further investigation. All state route pavements were stratified into 18 distinct analysis groups, and population statistics were generated for each group providing WSDOT with a snapshot of the current “state of the state route system” and providing the basis for selecting candidate pavements. The five performance measures considered included: age of the surface course, a distress-based pavement structural condition score, annual design-lane equivalent single axle loads, roughness (in terms of International Roughness Index), and rutting. Results of the analysis suggest that WSDOT is properly designing layer thicknesses at appropriate reliability levels. Also, in 6 of 10 analysis group comparisons, inferior pavements were actually thicker than superior pavements. Both findings suggest that thickness design factors are not the primary cause of inferior performance in Washington State; construction, material and site specific factors are likely the cause. Additionally, in an international effort to exchange information on pavement performance and construction practices, highlights of a comparative study of pavement performance with South Africa’s Gauteng Department of Transportation are presented.

Adapting Local Agency Pavement Management Procedures to Develop a Simplified System for use by Smaller Cities in Washington

1996 ◽  
Vol 1524 (1) ◽  
pp. 25-35
Author(s):  
Paul Sachs ◽  
Dan Sunde
Keyword(s):  
Management System ◽  
Washington State ◽  
The State ◽  
Pavement Management ◽  
Federal Aid ◽  
Metropolitan Planning Organizations ◽  
Management Procedures ◽  
Planning Organizations ◽  
Pencil And Paper ◽  
Local Agencies

When Congress passed the Intermodal Surface Transportation Efficiency Act (ISTEA) in 1991, many larger local agencies in the state of Washington had already implemented a pavement management system (PMS). Larger cities and counties had adopted PMS procedures after the University of Washington, working with the Washington State Department of Transportation (WSDOT), modified the Washington State PMS in the late 1980s to accommodate local agencies. However, very few smaller cities in Washington state have adopted PMS procedures. Because ISTEA requires that all roads eligible for federal aid must be on a PMS, smaller cities that have even only a few segments or sections of Federal-aid roadways are required to have a PMS. In response to that need, the TransAid Service Center of WSDOT, working with a number of smaller cities, has developed a manual that is based on the computerized systems in the state yet can be filled out with pencil and paper. The simplified system should enable metropolitan planning organizations to use the manual system in comparing its results with those of any of the other existing computerized systems. It is WSDOT's intention that even if the management system requirements are suspended, as currently proposed, the simplified system will still be sent out to smaller cities. These agencies will be encouraged to develop projects for transportation improvement plans from the results derived from the simplified systems.

Pavement Preservation Strategy

1998 ◽  
Vol 1643 (1) ◽  
pp. 44-53
Author(s):  
Steve F. Shober ◽  
David A. Friedrichs
Keyword(s):  
Management System ◽  
Pavement Management ◽  
Pavement Performance ◽  
Quality Service ◽  
Pavement Management System ◽  
Raw Data ◽  
Pavement Preservation ◽  
Root Cause ◽  
Treatment Alternatives ◽  
User Comfort

An effective pavement management system requires a comprehensive pavement preservation strategy (PPS). Wisconsin’s PPS is guided by a philosophy whose goal is to optimize pavement performance to provide the highest quality service to the customer per unit of expenditure. The PPS is customer-oriented and views “service” in terms of user comfort, convenience, and safety. The strategy is broad-scoped and considers all pavement management activities, from “do nothing” to reconstruction. Wisconsin’s PPS has program values that are based on solid research that has been field verified. The treatment alternatives recommended for any particular pavement problem address the causes, not the symptoms, of that particular problem—thus, the root cause of the problem is addressed, and funds are not used to treat merely a symptom. Accordingly, the PPS is termed a cause-based instead of a schedule-based strategy (applying treatments on a predetermined schedule), or a “worst first” strategy (treating the worst pavements first). The PPS follows a logical progression through a series of evaluations to convert a set of raw, field-collected data (ride and distress) to, ultimately, a set of recommended actions. The process moves from raw data to an evaluation of the level of the distress. Combinations of distress levels are used to identify specific pavement problems. In turn, these pavement problems are evaluated as a family to generate appropriate, cost-beneficial solutions.

Protocol for FWD Data Collection at Network-Level Pavement Management in Iran

2018 ◽  
Vol 2672 (40) ◽  
pp. 68-77 ◽  
Author(s):  
Narges Matini ◽  
Nader Tabatabaee ◽  
Mojtaba Abbasghorbani
Keyword(s):  
Management System ◽  
Condition Index ◽  
Structural Condition ◽  
Pavement Management ◽  
Pavement Management System ◽  
Potential Safety ◽  
Time Required ◽  
Falling Weight Deflectometers ◽  
Ground Penetrating ◽  
Falling Weight

The objective of this study was to develop an approach for incorporating techniques used to interpret and evaluate deflection data for network-level pavement management system applications. A national pavement management system is being developed in Iran and the use of falling weight deflectometers (FWDs) at the network level was deemed necessary to compensate for the lack of vital construction history data in the pavement inventory. Because FWD measurements disrupt traffic flow and are a potential safety hazard, it is imperative to increase the interval between FWD testing points as much as possible to allow scanning of the entire 51,000 km network of freeways, highways, and major roads in a reasonable time span with the least traffic disruption. A project-level dataset at 0.2 km intervals in different environments and diverse traffic categories was selected for analysis. In addition, data from continuous ground-penetrating radar was collected concurrently and compared with a limited number of cores. The overall analysis included evaluation of interval variation, segmentation, the structural condition index (SCI), and layer moduli calculated using the AASHTO and ELMOD methods. The analysis was done to determine the optimum interval between test points. Analysis showed that the collection intervals could be increased from 0.2 to 0.6 km. Subsequently, the applicability and time efficiency of the network-level intervals were verified by calculating overlay thickness and time required.

scholarly journals Flexible Pavement Performance Evaluation in Ontario: an Overview

2021 ◽  
Author(s):  
Muzaffar Hassan
Keyword(s):  
Management System ◽  
Prediction Models ◽  
Pavement Management ◽  
Pavement Performance ◽  
Ride Quality ◽  
Physical Parameters ◽  
Pavement Management System ◽  
Pavement Condition ◽  
Pavement Distress ◽  
Verification Techniques

Measuring pavement performance is a major component of the pavement management system. It assists in decision-making for finding the optimum strategies to provide, evaluate, and maintain serviceability in an acceptable condition cost effectively. The Ontario Ministry of Transportation (MTO) has been systematically rating pavement performance since the mid-1960s. Pavement condition survey involves measurement of two physical parameters: ride quality of pavement surfaces, and the extent and severity of pavement distress manifestations. The pavement ride quality can be measured with an acceptable level of consistency and repeatability through automation. However, achieving consistency in the evaluation of pavement distress manifestations is a challenging task because the automation that could accurately and consistently detect, quantify and record surface distresses is not fully developed is spite of rapid advances in video imagery and non-contact sensing devices. This report evaluates the progress made over the past three decades in the key areas of Distress Manifestation Index, Riding Comfort Rating, Pavement Condition Index and second generation Pavement Management System (PMS2). A review of the Ministryʼs network-level pavement performance database is presented, emphasizing pavement condition surveys, prediction models and main factors influencing assessment of long-term pavement performance. Several key issues related to the quality control and quality assurance of the pavement roughness are discussed with reference to the verification techniques used by the MTO. Based on the literature review, future recommendations for possible improvements of the prediction models and techniques used for the evaluation of pavement performance are presented in order to obtain more consistent values.

scholarly journals Flexible Pavement Performance Evaluation in Ontario: an Overview

2021 ◽  
Author(s):  
Muzaffar Hassan
Keyword(s):  
Management System ◽  
Prediction Models ◽  
Pavement Management ◽  
Pavement Performance ◽  
Ride Quality ◽  
Physical Parameters ◽  
Pavement Management System ◽  
Pavement Condition ◽  
Pavement Distress ◽  
Verification Techniques

Measuring pavement performance is a major component of the pavement management system. It assists in decision-making for finding the optimum strategies to provide, evaluate, and maintain serviceability in an acceptable condition cost effectively. The Ontario Ministry of Transportation (MTO) has been systematically rating pavement performance since the mid-1960s. Pavement condition survey involves measurement of two physical parameters: ride quality of pavement surfaces, and the extent and severity of pavement distress manifestations. The pavement ride quality can be measured with an acceptable level of consistency and repeatability through automation. However, achieving consistency in the evaluation of pavement distress manifestations is a challenging task because the automation that could accurately and consistently detect, quantify and record surface distresses is not fully developed is spite of rapid advances in video imagery and non-contact sensing devices. This report evaluates the progress made over the past three decades in the key areas of Distress Manifestation Index, Riding Comfort Rating, Pavement Condition Index and second generation Pavement Management System (PMS2). A review of the Ministryʼs network-level pavement performance database is presented, emphasizing pavement condition surveys, prediction models and main factors influencing assessment of long-term pavement performance. Several key issues related to the quality control and quality assurance of the pavement roughness are discussed with reference to the verification techniques used by the MTO. Based on the literature review, future recommendations for possible improvements of the prediction models and techniques used for the evaluation of pavement performance are presented in order to obtain more consistent values.

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