Applied Pavement Technology Inc.

Fort Meade, CO, United States

Applied Pavement Technology Inc.

Fort Meade, CO, United States
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Zimmerman K.A.,Applied Pavement Technology Inc. | Corley-Lay J.,Pavement Management Unit | Wlaschin J.B.,FHWA | Tetreault R.M.,Vermont Agency of Transportation
Transportation Research Record | Year: 2013

Nine pavement and asset managers from the United States participated in the International Scan on Managing Pavements and Monitoring Performance. The scan team sought input on processes for implementing sustainable performance-based programs; effective communication methods for garnering upper management and legislative support; agency cultures that support performance-based programs; and techniques, tools, analyses, and reporting that support performance-based management. The team traveled to New Zealand, Australia, Sweden, the Netherlands, and England and gathered information from 14 agencies. The agencies selected for consultation had experience with managing their pavement networks under constrained budgets. Although the initial focus of the scan was on pavement management, the team found that some of the agencies conducted pavement management within an asset management framework. The findings are thus equally applicable to assets other than pavements. The key findings are (a) agency culture supports a long-term view toward managing pavements, (b) elected officials understand their responsibilities as stewards of public funds, (c) the road network is managed as a service provided to the traveling public, (d) agency priorities are known and agency personnel are held accountable for their actions, (e) the agencies recognize the importance of building internal capacity and capabilities, and (f) efficiency and value drive program delivery approaches. The scan team selected four implementation strategies for moving scan findings into practice: communicating scan findings, developing guidelines for asset management plans and long-term financial plans, encouraging use of recurring program assessments, and developing agency capabilities in the areas of engineering, contract administration, economics, and accounting.

Harvey J.,University of California at Davis | Kendall A.,University of California at Davis | Santero N.,University of California at Berkeley | Van Dam T.,Applied Pavement Technology Inc. | And 2 more authors.
International Journal of Life Cycle Assessment | Year: 2011

Purpose: A workshop was convened on life cycle assessment (LCA) applied to pavement. The workshop's primary goals were to establish common practices for conducting LCAs for pavements. In general, pavement LCA has been implemented without clear guidelines for modeling assumptions and reporting. This shortcoming has led to challenges in interpreting and comparing pavement LCA outcomes. Methods: A 2-day workshop was convened with 45 participants from academia, US and foreign transportation agencies, and industry. The workshop yielded some agreement and dissent on proposed guidelines for implementing and reporting of pavement LCA. Discourse on particular topics was facilitated through break-out sessions tailored to the workshop attendees and their respective areas of expertise. Results and conclusions: Consensus was not reached for all issues discussed at the workshop. Where consensus did not emerge, dissenting views were recorded and included in workshop reporting. However, the majority of topics did resolve with consensus and informed the development and revision of a publicly available framework and guideline for pavement LCA. This framework and guideline was available at the conference website ( and remains available for continued comment. © Springer-Verlag 2011.

Ferrebee E.C.,University of Illinois at Urbana - Champaign | Brand A.S.,University of Illinois at Urbana - Champaign | Kachwalla A.S.,University of Illinois at Urbana - Champaign | Roesler J.R.,University of Illinois at Urbana - Champaign | And 2 more authors.
Transportation Research Record | Year: 2014

Roller-compacted concrete (RCC) pavement has renewed interest among designers as a sustainable pavement option with the potential to lower total cement content, incorporate recycled aggregates, reduce road closure time, and decrease total project costs. One main design challenge is whether RCC can achieve the same performance life as conventional Portland cement concrete (PCC) pavement with similar slab thickness. This research investigated the strength and fracture properties of RCC containing virgin aggregates and fractionated reclaimed asphalt pave-ment (FRAP) relative to conventional PCC to address this design challenge. The compressive and split tensile strengths of the RCC mixes showed similar strengths to the same constituents in PCC. RCC containing FRAP had lower strengths than did RCC with virgin aggregates. The critical stress intensity factor and the initial and total fracture energies were not statistically different between the RCC mixes containing virgin and F RAP aggregates. Overall, the RCC fracture properties were found to lie significantly higher than those of conventional PCC. At lower stress ratios RCC fatigue data from laboratory beam tests predict lower fatigue life relative to PCC; this result translates to a thicker RCC pavement, large-scale testing has shown that the flexural capacity of PCC slabs is strongly related to the concrete fracture properties despite differences in beam flexural strength. Because these RCC fracture properties were shown to be higher than similar constituents used in conventional paving concrete, RCC designs could employ similar PCC fatigue curves for certain conditions, such as when (lie RCC fracture properties are equivalent to or greater than those of conventional PCC.

Wang K.C.P.,Oklahoma State University | Li Q.,Applied Pavement Technology Inc. | Li Q.,University of Delaware | Hall K.D.,University of Arkansas | And 3 more authors.
Journal of Transportation Engineering | Year: 2012

A key to the use of weigh-in-motion (WIM) traffic data for the Mechanistic-Empirical Pavement Design Guide (MEPDG) is to be able to successfully recognize the differences in loading patterns and to estimate the full axle-load spectrum data occurring under different conditions. However, how to identify these patterns on the basis of the large amount of WIM data remains a challenge. In this paper, WIM data collected in the state of Arkansas are analyzed by using cluster analysis methodologies to identify groups of WIM sites with similar traffic characteristics on the basis of the MEPDG-required traffic attributes. Case studies are presented and the cluster results are discussed. Combining the loading clusters, four long-term transportation planning factors currently adopted in Arkansas, including the modified Arkansas primary highway network (APHN) classification, demography, geography, and region attribute (rural or urban) of a highway under design, are adopted as the influencing criteria to develop the truck loading groups. The most significant influencing criteria are identified by using Fisher's exact test. Consequently, truck loading groups and their categorical logit models are developed in the paper. The developed method for determining truck loading groups will simplify the understanding and applicability of the traffic patterns and ultimately ease the preparation of the traffic load spectra inputs on the basis of WIM data for the MEPDG procedure. © 2011 American Society of Civil Engineers.

Hawkins H.L.,Transportation Group | Covalt M.R.,Applied Pavement Technology Inc.
Airfield and Highway Pavement 2013: Sustainable and Efficient Pavements - Proceedings of the 2013 Airfield and Highway Pavement Conference | Year: 2013

Pavements represent one of the largest capital investments in Arizona's aviation system. Recognizing a need to protect this critical investment, the Arizona Department of Transportation (ADOT) established a statewide airport pavement management system (APMS) in 2000 to monitor the condition of the Arizona airport infrastructure and to proactively plan for its preservation; this APMS has been periodically updated since that time. In conjunction with the APMS implementation, Arizona instituted an Airport Pavement Preservation Program (APPP). Through this project, ADOT takes advantage of economies of scale to conduct crack sealing, surface treatments, joint resealing and spall repair, thin overlays, and porous frictions courses on a statewide level. The ADOT APMS was updated in 2003, 2006, and 2010, each time based on an evaluation of pavement conditions throughout the state. The overall condition of the pavement system showed improvement from 2000 through 2006, a period during which the APPP was established and aggressively funded and applied. However, the 2010 evaluation showed a significant drop in pavement condition. Further examination revealed a direct correlation between this deterioration and a lack of funding for the APPP due to budget cuts from 2007 through 2010. This paper provides a case study of the ADOT APMS, and, using data collected over the past decade, shows the impact that a pavement preservation program developed and monitored using an effective APMS has on the condition of the pavement infrastructure. It explores the funding expended on pavement preservation and the impact of preservation on pavement condition. It illustrates with actual data the importance of pavement preservation and how delaying or completely foregoing this type of work can adversely affect a pavement system. © 2013 American Society of Civil Engineers.

Krstulovich Jr. J.M.,Applied Pavement Technology Inc. | Van Dam T.,Applied Pavement Technology Inc. | Smith K.D.,Applied Pavement Technology Inc. | Gawedzinski M.,University of Illinois at Springfield
Transportation Research Record | Year: 2011

Early-entry sawing is an attractive operation to expedite the construction of jointed concrete pavements; however, there are some concerns that early-entry sawing may compromise the pavement's long-term performance. The Illinois Department of Transportation initiated this study as an initial effort to investigate the durability of joints sawed by using early-entry sawing. Joint performance as a function of saw-cut depth and timing was also considered. The study was integrated into an active construction project along Illinois Route 59 in Plainfield. During construction, paving and sawing operations were observed and documented; of particular interest were the sawing operations, during which signs of surface scarring, joint raveling, and slab edge breakouts were recorded and the extent of sawing-related damage was subjectively assessed. In addition to general observations, climatic conditions were monitored, as was pavement temperature from time of paving onward. Ambient climate conditions, portland cement concrete mixture, and slab temperature data were used to perform a HIPERPAV analysis to assess the potential for early-age cracking. Compressive strength cylinders were also cast and tested at 3, 7, and 28 days. In addition, cores were retrieved from joints throughout the test section and a battery of durability tests-including petrographic analysis, freeze-thaw testing, and resistance to salt scaling-was conducted. Overall observations from the field construction and findings from the laboratory testing indicate that the use of early-entry sawing is viable and that joint durability is not compromised.

Zimmerman K.A.,Applied Pavement Technology Inc. | Smadi O.,Iowa State University
Transportation Research Record | Year: 2014

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.

Marino G.G.,Colorado Engineering Inc. | Posluszny G.,Applied Pavement Technology Inc.
Electronic Journal of Geotechnical Engineering | Year: 2015

In a fairly active area of mine subsidence in Illinois, an investigation was done to evaluate the condition of a care facility which had been subjected to ground surface subsidence. The investigation included assessing the subsidence activity in the area and historical mining data, drilling and sampling into the old underground coal mine, performing mine stability and subsidence-structure interaction analyses, assessing the existing subsidence and damage conditions, as well as the predicting of future subsidence and damage potential. This care facility was subjected to subsidence sag. With respect to this event, the structure was exposed to the tension zone ground movements. According to a rock mechanics analysis performed, the subjacent mine collapse induced subsidence was the result of a floor bearing failure which occurred over sixty years after the mining took place. The thickness of the weak mine floor material was found to be too large to support the pillars in the long-term. After the onset of this first subsidence event, the progression of movement and structure damage had been monitored for over a ten year period. During the monitoring period, a second subsidence event began affecting the structure, again with tension zone movements. The primary subsidence damage experienced by the structure consisted of severe cracking and separation of the exterior brick and floor slab/foundation, severe racking of doors and windows, and significant interior utility and ceiling damage. A relationship was found between angular distortion of the ground subsidence profile and the intensity of the building damage over time. © 2015 ejge.

Smith K.L.,Applied Pavement Technology Inc. | Peshkin D.G.,Applied Pavement Technology Inc.
Transportation Research Record | Year: 2011

Extending the life of roadway pavements with the timely use of preservation techniques has been an important strategy for highway agencies for many years. However, although preservation strategies for low-to moderate-volume roadways are widely accepted, are fairly common-place, and have generally been successful, implementation of those same strategies on high-traffic-volume roadways involves greater challenges. The SHRP 2 Project R26 was performed to examine pavement preservation strategies for high-traffic-volume applications and to develop guidance on which preservation treatments are appropriate under what circumstances. In this project the state-of-the-practice for preservation approaches for high-traffic-volume roadways was identified through a national and international literature search and a detailed survey of highway agencies and other pertinent organizations. This project also involved developing a set of best practices and guidelines for selecting preservation treatments at the project level on the basis of careful and complete assessments of factors such as traffic volume, pavement condition, climatic condition, costs, expected performance, and work zone requirements. This paper presents findings from the highway agency survey and discusses how those results were used in conjunction with the literature review results to develop the key deliverable for the study: the stand-alone document Guidelines for the Preservation of High-Traffic-Volume Roadways.

Ram P.,Applied Pavement Technology Inc. | Peshkin D.,Applied Pavement Technology Inc.
Transportation Research Record | Year: 2014

The Michigan Department of Transportation's (DOT) pavement preservation program dates back to 1992. In Michigan, pavement preservation is implemented primarily through the Michigan DOT's capital preventive maintenance (CPM) program, in which preventive maintenance treatments are used to protect existing pavement surfaces, to slow deterioration, and to correct surface deficiencies. An overall objective of the CPM program is to postpone major rehabilitation and reconstruction activities by extending the service life of pavements. Results of a study performed to calculate the benefits and costs of various preventive maintenance treatments used in the Michigan DOT's CPM program are presented. With benefit defined as the percentage increase in performance over a do-nothing or untreated pavement performance curve where data were available, benefits were calculated for preventive maintenance treatments. Benefit-cost ratios were calculated by unit cost, and permitted the comparison of the cost-effectiveness of similar treatments. The overall performance of the Michigan DOT's CPM program was also examined by comparing the life-cycle costs of a rehabilitation strategy to a preservation strategy with the use of a simplified approach. The outcome showed that the preservation strategy resulted in agency cost savings of approximately 25% per lane mile over a rehabilitation-only strategy. Findings from this study can be used to help the Michigan DOT improve its CPM project selection, treatment selection, and performance monitoring and modeling practices.

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