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Managing a Statewide Network

Managing a Statewide Network. An overview of the CDOT Pavement Management Program. Eric Chavez 303.398.6565 Stephen Henry 303.398.6579 . Pavement Management Inputs/Processing/Outputs. Good/Fair/Poor Maps (Current Network Condition). Regional Project Inventories.

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Managing a Statewide Network

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  1. Managing a Statewide Network An overview of the CDOT Pavement Management Program • Eric Chavez 303.398.6565 • Stephen Henry 303.398.6579

  2. Pavement Management Inputs/Processing/Outputs Good/Fair/Poor Maps (Current Network Condition) Regional Project Inventories Maintenance Project Info Future 20-Year Network Condition Projections Remaining Service Life DTD data (Traffic and Climate Zones) Pavement Management Models Resurfacing Funding Allocations Roadway Condition Data Index Equations Project Recommendation Lists Project Costs and Benefits Roadway Images and Inventory CDOT Chief Engineer’s Objectives (Matching Projects)

  3. Regional Project Inventories • Maintained and owned by the Regions. • Historical catalogue of all recorded projects on every highway • Year of construction. • Thickness of asphalt or concrete. • Maintenance history.

  4. Division of Transportation Development (DTD) Data • Traffic loading (20-year ESALs.) • Climate zones. • Highway limits.

  5. Roadway Condition Data • Collected annually. • Over 11,000-miles of Colorado highways. • Digital Images of highways, shoulders, and pavement. • Surface distress and severity collected from the digital images in accordance with the Distress Identification Manual for the Long-Term Pavement Performance Program. • Data reported on 1/10-mile intervals

  6. Condition Data • Distress Types: • Fatigue cracking • Longitudinal cracking • Transverse cracking • Corner breaks • Ride quality as IRI • Rutting • Cracking Distress Severities: • Low • Moderate • High • Roadway Images Fatigue cracking Corner break

  7. Index Equations • Transforms raw distress values into a standardized scale. • Scale: 0 – 100. • 100 is a flawless pavement, no distresses. • Value of 50 is an RSL of 0. • One index for each distress.

  8. Maintenance Work • Maintenance activities are reported into the system. • The Pavement Management Program is currently investigating more efficient ways to account for preventive maintenance efforts.

  9. Pavement Management Inputs/Processing/Outputs Good/Fair/Poor Maps (Current Network Condition) Regional Project Inventories Maintenance Project Info Future 20-Year Network Condition Projections Remaining Service Life DTD data (Traffic and Climate Zones) Pavement Management Models Resurfacing Funding Allocations Roadway Condition Data Index Equations Project Recommendation Lists Project Costs and Benefits Roadway Images and Inventory CDOT Chief Engineer’s Objectives (Matching Projects)

  10. Remaining Service Life (RSL) Definition • The estimated number of years, from a specified date in time, until a pavement section reaches the threshold distress index. RSL is a function of the distress level and rate of deterioration. (Pavement Management Manual) • RSL = 0 : The point where a pavement’s condition has reached a remaining service life of zero years due to distresses and age. The Remaining Service Life pertains to the last treatment and not necessarily the entire pavement. A project level investigation of the pavement is necessary to determine the best, most cost-effective treatment. (Pavement Management Manual)

  11. RSL: Site-Specific Regression Curve • Requirements • 5 years worth of data. • St Dev. <10 • R2 >= 0.5 Current Age Threshold Age Threshold Index = 50 (RSL = 0) RSL 17 – 8 = 9

  12. RSL: Family Regression Curve • Requirements Site • 5 years worth of data. • St Dev. <10 • R2 >= 0.5 Current Age Threshold Age RSL 27 – 21 = 6

  13. RSL: Expert Opinion Curve • Requirements • 5 years worth of data. • St Dev. <10 • R2 >= 0.5 • Engineering Experience Current Age Threshold Age RSL 13 – 2 = 11

  14. RSL: Why? • RSLs are a way to take detailed data and generalize it for network level pavement management. • RSLs quantify the life expectancy of a given project, which is valuable information that can be used for practical purposes.

  15. RSL: Scope of Calculation • 11,000 miles of data collected. • Approximately 3,700 projects (0.5-5.0 Miles in length) • Each Project has five distresses. • Each distress on each project needs a performance curve • 200 distinct pavement families • Each pavement family needs a regression curve for each of the five distresses

  16. RSL & Maintenance • RSL are augmented by one or two years depending upon the type and timeframe of recent maintenance activities. • The Pavement Management Program is currently investigating more efficient ways to account for preventive maintenance efforts.

  17. Pavement Management Inputs/Processing/Outputs Good/Fair/Poor Maps (Current Network Condition) Regional Project Inventories Maintenance Project Info Future 20-Year Network Condition Projections Remaining Service Life DTD data (Traffic and Climate Zones) Pavement Management Models Resurfacing Funding Allocations Roadway Condition Data Index Equations Project Recommendation Lists Project Costs and Benefits Roadway Images and Inventory CDOT Chief Engineer’s Objectives (Matching Projects)

  18. Project Costs and BenefitsTreatments: Preventive Maintenance • Preventive Maintenance is a category of treatment that includes any thing from crack seals to chip seals to thin overlays (< 2 inches) • Cost: $6.50/yd2 • Trigger: • RSL >= 6 • AND all distress index values >= 81 • Benefit: Ranges from 1 year to 5, based upon traffic

  19. Treatments: Minor Rehabilitation • Minor Rehabilitation includes most treatments that range 2 – 4 inches in depth. • Cost: $30.00/yd2 • Trigger: • RSL 2 - 6 • AND at least one distress index values between 61-80 • Benefit: Ranges from 7 year to 12, based upon traffic

  20. Treatments: Major Rehabilitation • Major Rehabilitation includes most treatments greater than 4 inches. • Cost: $41.00/yd2 • Trigger: • RSL <= 5 • AND at least one distress index values between 45 - 70 • Benefit: Ranges from 13 year to 20, based upon traffic

  21. Treatments: Reconstruction • Reconstruction is a treatment that replaces the entire surface and supporting structure of a highway. • Cost: $166.50/yd2 • Trigger: • RSL = 0 • AND at least one distress index <= 50 • Benefit: 25 years

  22. Pavement Management Inputs/Processing/Outputs Good/Fair/Poor Maps (Current Network Condition) Regional Project Inventories Maintenance Project Info Future 20-Year Network Condition Projections Remaining Service Life DTD data (Traffic and Climate Zones) Pavement Management Models Resurfacing Funding Allocations Roadway Condition Data Index Equations Project Recommendation Lists Project Costs and Benefits Roadway Images and Inventory CDOT Chief Engineer’s Objectives (Matching Projects)

  23. Good/Fair/Poor Ratings • Good/Fair/Poor (G/F/P) - The G/F/P designation is a categorization of a pavement’s RSL. A Good pavement section has an RSL greater than or equal to 11 years. A Fair pavement section has an RSL equal to 6 and less than or equal to 10 years. A Poor project has an RSL of 5 years or less. • Good: RSL >= 11 • Fair: RSL >=6 and <=10 • Poor: RSL <= 5

  24. G/F/P Map: CDOT Network

  25. G/F/P: CDOT Network • 2011 Condition Distribution • Good: 28% (3,067 miles) • Fair: 20% (2,167 miles) • Poor: 18% (2,062 miles) • Poor-0: 34% (3,691 miles)

  26. 20-Year Condition Projection

  27. Resurfacing Funding AllocationsRegional Funding Allocation Equation • 5P= the sum of the previous five years of resurfacing funds for a given Region. • 10F = the sum of the predicted ten years of resurfacing funds for a given Region, as optimized by the Pavement Management models. 2 X 5P + 10F 20

  28. Resurfacing Funding Allocation Regional Funding Allocation - Continued • 90% of Regional funding is based upon the equation. • 10% of Regional funding is allocated based upon miles of RSL=0 roads in the Region.

  29. Project Recommendation • The Pavement Management Program selects the treatment with the greatest benefit at the lowest cost. That treatment is applied at the best possible time in the life of the project. • Traffic is a weighted factor in the benefit that tips the cost-benefit ratio in favor of higher-traveled highways.

  30. Chief Engineer’s Objectives • Regions run their Region-Specific models and generate a list of the most cost effective projects in their Region. This list is used to create the Regions’ 3-year resurfacing plan. • Chief Engineer Objective: 70% of planned resurfacing projects match Pavement Management Recommendations. • Currently achieving 76% match.

  31. Pavement Management Inputs/Processing/Outputs Good/Fair/Poor Maps (Current Network Condition) Regional Project Inventories Maintenance Project Info ? Future 20-Year Network Condition Projections Remaining Service Life DTD data (Traffic and Climate Zones) Pavement Management Models Resurfacing Funding Allocations Roadway Condition Data Index Equations Project Recommendation Lists Project Costs and Benefits Roadway Images and Inventory CDOT Chief Engineer’s Objectives (Matching Projects)

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