Wall and Geotechnical Asset Management Implementation at the Colorado Department of Transportation

2015 ◽  
Vol 2529 (1) ◽  
pp. 27-36 ◽  
Author(s):  
Mark Vessely ◽  
Beth Widmann ◽  
Bryant Walters ◽  
Mike Collins ◽  
Natasha Funk ◽  
...  
Keyword(s):  
Asset Management ◽  
Department Of Transportation ◽  
Colorado Department

Detecting and Correcting Localized Roughness Features

2015 ◽  
Vol 2525 (1) ◽  
pp. 71-78 ◽  
Author(s):  
Gary J. Higgins
Keyword(s):  
Asphalt Pavements ◽  
Minimum Length ◽  
Accurate Data ◽  
Department Of Transportation ◽  
Profile Data ◽  
Diamond Grinding ◽  
Significant Difference ◽  
Roughness Index ◽  
Colorado Department

Data collected by inertial profilers on new asphalt pavements in Colorado in 2012 were used to analyze the effectiveness of the localized roughness specification in Colorado. For the analyzed projects, data were collected before any corrections were made as well as after diamond grinding had been performed to remove areas of localized roughness. The data indicated that localized roughness features having a half-car roughness index (HRI) lower than 175 in./mi were rarely addressed during correction. However, about half the localized roughness features that had an HRI of 175 to 200 in./mi were successfully addressed during correction. Localized roughness features having an HRI greater than 200 in./mi appeared to be successfully addressed during correction. The analysis indicated a significant difference in the localized roughness locations identified by AASHTO R 54 and the Colorado Department of Transportation (DOT) method of detecting localized roughness. The Colorado DOT procedure specifies a minimum length for a roughness feature that is to be corrected, but AASHTO R 54 does not. This paper shows that collecting accurate profile data and analyzing the data to determine localized roughness locations are not enough. The identified locations must be correctly marked on the pavement in the field so that the feature does not cause localized roughness. This paper presents a procedure not only for collecting accurate data but also for accurately marking the roughness features in the field. It is shown that it is possible to locate and correct localized roughness accurately to the current thresholds as set by AASHTO R 54.

Colorado Department of Transportation Limon Wetland Bank

1998 ◽  
Author(s):  
Garth W. Englund, Jr. ◽  
Bill Goosman ◽  
Kris Meiring ◽  
Cathy Halm ◽  
Michael Banovich
Keyword(s):  
Department Of Transportation ◽  
Colorado Department

Risk Analysis of Freeway Lane Closure during Peak Period

2005 ◽  
Vol 1908 (1) ◽  
pp. 80-87 ◽  
Author(s):  
Jake Kononov ◽  
Zane Znamenacek
Keyword(s):  
Risk Analysis ◽  
Work Zone ◽  
Department Of Transportation ◽  
Ability To Work ◽  
Peak Period ◽  
Maintenance Work ◽  
Closure Policy ◽  
The Cost ◽  
Cost Of Construction ◽  
Colorado Department

This paper examines risks associated with peak period lane closure during construction or maintenance work on urban freeways. In accordance with recently implemented policy by the Colorado Department of Transportation, lane closure would be allowed if reserve capacity were available. A relatively minor accident in the work zone caused substantial delays during the peak period that virtually paralyzed traffic in the Denver, Colorado, metropolitan area. This occurrence caused reexamination of the existing lane closure policy. Generally speaking, if a contractor is allowed greater flexibility in establishing work schedules, including the ability to work through peak periods, a lower bid can be expected. This paper compares savings in the cost of construction related to allowing lane closure during peak periods with the cost of potential incident-related delays in the framework of a quantitative risk analysis.

Risk and Resilience Analysis for Highway Assets

2017 ◽  
Vol 2604 (1) ◽  
pp. 1-8 ◽  
Author(s):  
Elizabeth Kemp Herrera ◽  
Aimee Flannery ◽  
Michael Krimmer
Keyword(s):  
Asset Management ◽  
Transportation Systems ◽  
Project Planning ◽  
Innovative Technology ◽  
Risk And Resilience ◽  
Department Of Transportation ◽  
Asset Protection ◽  
Highway Transportation ◽  
Potential Benefits ◽  
American Society

Transportation agencies own tens of thousands of assets, providing essential mobility and economic services to the communities they serve. Moving Ahead for Progress in the 21st Century and subsequent legislation require asset managers to implement risk-based asset management. A discussion is presented on the application of one quantitatively based framework—the American Society of Mechanical Engineers Innovative Technology Institute's Risk and Resilience Analysis and Management for Critical Asset Protection—for analyzing risks posed by physical threats to highway transportation systems and assets. The application of this particular risk analysis framework by the Colorado Department of Transportation following the 2013 floods is recounted; the analysis was used to support requests for federal emergency response funding. Finally, the potential benefits of such analysis for highway transportation project planning and strategic planning are also examined.

Management of Utah Highway Culverts

2005 ◽  
Vol 1904 (1) ◽  
pp. 113-123 ◽  
Author(s):  
Jesse L. Beaver ◽  
Timothy J. McGrath
Keyword(s):  
Asset Management ◽  
Management Practices ◽  
Department Of Transportation ◽  
Short Term ◽  
Field Surveys ◽  
Priority Ranking ◽  
Quantitative Performance ◽  
Inspection And Maintenance ◽  
Inspection Data ◽  
Inspection Schedule

More than 47,000 culverts have been installed under the highways of Utah. The Utah Department of Transportation (DOT) maintains these culverts but has no comprehensive system for assessing condition and planning maintenance activities. Utah DOT initiated a study to determine the condition of its culverts by field surveys. The objective was to develop a system of qualitative and quantitative performance measures to assess both the long- and short-term behavior of highway culverts and to support the Utah DOT effort to modify and populate a computerized database designed to store culvert inspection data that can be used for statewide culvert asset management. Culvert management practices currently used by Utah DOT and other agencies are described. A total of 272 culvert inspections conducted during this project showed the inventory to be aging but not generally in need of immediate maintenance. The Utah DOT database, developed to track culvert condition, is effective but could be improved. Improvements would streamline both culvert inspections and priority ranking of culvert repairs. The FHWA system for rating culvert maintenance action was adopted, with a new proposed table for rating thermoplastic pipe. Culvert ratings were adjusted with an importance modifier that focused inspection and maintenance activity on critical culverts with higher consequence of failure. Critical culverts should be placed on a regular inspection schedule, whereas other culverts can be inspected during periodic roadway repaving or rehabilitation. Culvert inspection results will be added to the database to provide more insight eventually into culvert service life than is now possible.

Economic Impacts from Geologic Hazard Events on Colorado Department of Transportation Right-of-Way

2017 ◽  
Vol 2646 (1) ◽  
pp. 8-16
Author(s):  
Mark Vessely ◽  
Scott Richrath ◽  
Ermias Weldemicael
Keyword(s):  
Economic Impact ◽  
Performance Management ◽  
Economic Impacts ◽  
Productivity Loss ◽  
Department Of Transportation ◽  
Geologic Hazard ◽  
Right Of Way ◽  
Geologic Hazards ◽  
Colorado Department ◽  
Work Orders

The economic impacts from geological hazards that occur within or adjacent to Colorado Department of Transportation (DOT) right-of-way can be measured in support of exposure estimation for risk-based asset and performance management. The events include rockfalls, rock slides, landslides, debris flows, and sinkholes and can be categorized as routine maintenance, regular program activities, and urgent response. The statewide economic impacts from geologic hazards were grouped into two categories: ( a) direct costs for maintenance labor and equipment, engineering, and construction and ( b) indirect costs, including property damage, injury or fatalities, traveler delay, lost productivity, loss of revenue to businesses and communities, and environmental impacts. Annual direct department costs from geologic hazard events average about $17 million to $20 million, which includes maintenance staff response to approximately 8,500 work orders each year. Most work orders are high-frequency events that are addressed daily by maintenance staff. Conversely, some events occur less frequently and have a larger economic impact, particularly for users and communities. In 2014, the economic impact from geologic hazards on Colorado DOT roadways was estimated to be nearly $30 million. Historical data indicate that the 2014 estimate is conservative when high-volume roadways are affected or when more large events occur in a single year. For example, the economic impact for two rockfall events on I-70 in 2004 and 2010 was estimated to be more than $40 million each, adjusted to 2015 dollars. When average Colorado DOT direct expenses are included, the economic impact in those years may have exceeded $60 million.

Use of the Alaska Geotechnical Asset Management Database in Evaluation of Retaining Structures After an Earthquake

2021 ◽  
pp. 036119812110168
Author(s):  
John D. Thornley ◽  
Barry A. Benko ◽  
Alyson M. Mathers
Keyword(s):  
Asset Management ◽  
Lessons Learned ◽  
Department Of Transportation ◽  
Retaining Structures ◽  
Retaining Structure ◽  
Proactive Approach ◽  
Public Facilities ◽  
Structure Database ◽  
The Future ◽  
Southcentral Alaska

Since 2010, the Alaska Department of Transportation and Public Facilities, U.S., has been a leader in the development of geotechnical asset management (GAM) as part of a proactive approach to identify and rate the condition of geotechnical infrastructure. Efforts have included, for example, a retaining structure database that has cataloged retaining structures throughout Alaska. On November 30, 2018, a moment magnitude (MW) 7.1 earthquake struck southcentral Alaska, home of more than half of the state’s population. Damage to infrastructure was significant in several roadway corridors in the region. The GAM database was utilized as an important tool to assist in the identification of earthquake damaged retaining structures. Lessons learned from this effort are outlined in this paper. They include discussion on the elements of the database that were effective and others that may be improved on in the future. The information gathered from the field observations was also collected in such a manner that it could be added to the GAM database in the future as another snapshot in time for the retaining structures evaluated after the earthquake.

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