Pavement Analytics LLC.

Tallahassee, FL, United States

Pavement Analytics LLC.

Tallahassee, FL, United States
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Wilson B.T.,Texas A&M University | Brimley B.K.,Texas A&M University | Mills J.,Pavement Analytics LLC | Zhang J.,Texas A&M University | And 2 more authors.
Transportation Research Record | Year: 2016

High-friction surface treatments (HFSTs) are effective at reducing crashes on horizontal curves; however, HFST effectiveness on other roadway sections (e.g., tangents, intersections, intersection approaches) is not well documented. The crash reduction effectiveness of HFSTs in Florida was assessed, and the benefit-cost (BC) ratios for these section types were calculated. The researchers identified 23 HFST projects in Florida and attempted to collect data for each project, including bidding records, roadway geometry, and crash statistics. The cost data were based on the average comprehensive HFST unit cost and scaled by the size of the application. The benefit was estimated on the basis of 5-year extrapolations of average total and wet weather crash reductions. Savings were estimated on the basis of Florida Department of Transportation KABCO severity distribution of the crashes and an average cost per crash. On average, HFST applications on tight curves reduced the total crash rate by 32% and the wet weather crash rate by 75%. The average BC ratio on tight curve sections was between 18 and 26, depending on the benefit calculation method. Wide curve and tangents sections had few accidents initially, and HFST had negligible impact. From a crash perspective, wide curve and tangent HFST applications are not cost-effective. The effectiveness of HFST on intersection and approach applications is still inconclusive. Half the sections had good BC ratios and the other sections had negative benefit (increased crash rates). When considering the application of HFST, the engineer should consider whether there is an existing crash problem and whether it is skid related. © 2016, National Research Council. All rights reserved.


Desai H.,Eagle Engineering | Cunagin W.,Atkins | Cunagin K.,Pavement Analytics LLC | Hoyt D.,Pavement Analytics LLC | And 2 more authors.
Transportation Research Record | Year: 2014

Seasonal adjustment factors arc used by state highway agencies to convert short-term traffic counts into estimates of annual average daily traffic (AADT). These factors arc typically calculated from continuous traffic counter data. The protocol for the process is described in FHWA's Traffic Monitoring Guide. This protocol specifies that temporary counts collected during a year should be adjusted by seasonal factors computed from continuous data collected during the same calendar year. The authors had suggested that, if the prior year seasonal factors could be used, AADT estimates would be available soon after temporary counts were collected. This study investigated whether the seasonal factors from sequential years could be applied without loss of statistical accuracy. No significant loss of accuracy was found in estimating AADT when prior-year seasonal adjustment factors were applied to current-year short-term counts of traffic volume. Likewise, no significant loss of accuracy was found when vehicle miles of travel were computed by using prior-year seasonal adjustment factors.


Cunagin W.,Atkins | Musselman J.,State Materials Office | Taylor R.,Pavement Management Section | Dietrich B.,Pavement Analytics LLC.
Transportation Research Record | Year: 2014

The Florida Department of Traasportation (DOT) recently implemented an innovative pavement management forecasting methodology, Florida's Analysis System for Targets (FAST). FAST uses bottom-up, section-level forecasts to develop regional and systemwide network pavement condition forecasts and evaluates the effects of alternative resurfacing funding scenarios. FAST is calibrated and validated annually with the latest section-level pavement condition data. This calibration provides the ability to assess the latest impacts of changes in pavement materials, processes, and construction methods and management. FAST allows the Florida DOT to leverage its pavement management database to address funding limitations by ensuring that traasportation dollars are illicit nth allocated. FAST enables engineers and managers to predict more accurately the condition of the highway system in a manner that allows managers to establish the level of funding necessary for projected resurfacing needs. For two decades, the Florida DOT has worked on an initiative to improve the durability of its pavement sections. Florida's experience with FAST has shown an excellent return on investment for research and development into pavement materials, processes, construction methods and management, and pavement management technology. As a result of the adoption of Superpave ®, changes to open graded friction courses, changes to the Florida DOT construction quality control program, and a consistent resurfacing program, Florida's pavements are lasting longer, and Florida DOT management is able to reallocate resources. This tool has enabled the Florida DOT to reduce its resurfacing program and reallocate approximately $3 billion in nonessential resurfacing funds over the next 10 years to projects to increase capacity.

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